COMPACT 200

PANEL BRIDGING

TECHNICAL AND CONSTRUCTION MANUAL

FOR STANDARD, EXTRA WIDE AND TWO
LANE BRIDGES

PUBLICATION REFERENCE: 125C09

MABEY BRIDGE LIMITED CHEPSTOW MONMOUTHSHIRE NP16 5YL UNITED

KINGDOM
TEL: + 44 (0)1291 623801 FAX: + 44 (0)1291 625453
eMAIL: mail@mabeybridge.co.uk WEB SITE: www.mabeybridge.co.uk
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 CONTENTS
CHAPTER PAGES

1.0 BRIDGE CHARACTERISTICS 1:0

Introduction 1:2
Bridge Description and Basic Components 1:3
Bridge General Arrangement 1:47

2.0 DESIGN INFORMATION 2:0

Bridge Truss Constructions 2:1

Bridge Dimensions 2:3
Bridge Properties 2:5
Bridge Weights 2:7
Allowable Loads on Transoms and Deck Systems 2:9
Loading Definitions and Span Constructions 2:10
End Reactions 2:17
Abutments 2:29

3.0 PARTS LISTS 3:0

Procedures For Use 3:2

Standard Width 3:3
Extra Wide 3:4
Two Lane 3:5
Example of Usage 3:6
Adjustments 3:7

4.0 COMPONENT DRAWINGS COMPLETE WITH COMPONENT

DESCRIPTIONS 4:0

Truss Panels and Chords 4:2

Truss Bracing 4:4
Transoms and Swaybracing 4:8
Decking 4:12
End Posts and Bearings 4:16
Pins and Bolts 4:20
Span Junction Components 4:22
Continuous Truss Support Components 4:28
Launching Nose Components 4:30
Launching Roller Components 4:32
Jacking Equipment 4:36
Special Tools 4:40
Standard Tools 4:42
Erection Accessories 4:48
Footwalk Components - Tubular 4:50
Footwalk Components - Modular 4:60
Ramp Components - Emergency 4:68
Ramp Components - Adjustable 4:72
Pier Components 4:82
 CONTENTS (continued)
CHAPTER PAGES

5.0 CONNECTION DETAILS 5:0

PART 1 - 2D
Single Panel Trusses 5:1
Double Panel Trusses 5:3
Triple Panel Trusses 5:5
Quadruple Panel Trusses 5:7
Transom Bracing 5:9
Bridge Decking 5:11

PART 2 - 3D
Single Panel Trusses 5:14
Double Panel Trusses 5:20
Triple Panel Trusses 5:26
Quadruple Panel Trusses 5:32
Transom Bracing 5:37
Bridge Decking 5:39

6.0 BRIDGE INSTALLATION 6:0

Basic Principles 6:2

Mechanical Lifting Operation 6:3
General Procedure 6:12
Site Layout 6:31
Launching Nose and Bridge Erection 6:39
Launching Bridge 6:77
Removal of Launch Nose 6.86
Jacking 6:88
Pre-Commisioning Inspection 6:109
Alternative Methods of Bridge Installation 6:116

7.0 BRIDGE REMOVAL 7:0

Introduction 7:2
Delaunch Methods 7:3
Cantilever Delaunching and Dismantling 7:6
Bridge Dismantling 7:13
 CONTENTS (continued)
CHAPTER PAGES

8.0 MULTI SPAN BRIDGES 8:0

PART 1 - SPAN JUNCTION

Introduction 8:2
Equipment Sets 8:3
Parts Calculation 8:5
Erection Procedure at Span Junction 8:13
Launching Configuration at Span Junctions 8:14
Dimensions and Position of Bearings 8:15
Truss Configurations 8:16
Assembly Details 8:17
Decking 8:18
Swaybracing 8:20
Launching Multi-Span Bridges 8:23
Jacking 8:27

PART 2 - CONTINUOUS SPAN

Introduction 8:34
Roadway Levels 8:35
Truss Configurations 8:36
Assembly Details 8:37
Location of Distribution Beam Assembly 8:38
Jacking 8:39

9.0 FOOTWALKS 9:0

PART 1 – TUBULAR FOOTWALK

Introduction 9:1
Parts List for Footwalk Bays 9:2
Weights Per Bay 9:2
General Erection Procedure 9:3
Abutments
Abutment of Standard Width R/w with 1.0m and 1.5m F/walks 9:11
Abutment of Extra Wide R/w with 1.0m and 1.5m Footwalks 9:12
Abutment of Two Lane R/w with 1.0m and 1.5m Footwalks 9:13
Additional Abutment Details 9:14
Span Constructions
HS20 Loading with 1m and 1.5m Footwalks 9:15
HS25 Loading with 1m and 1.5m Footwalks 9:16
HA Loading with 1m and 1.5m Footwalks 9:17

PART 2 – MODULAR FOOTWALK

Introduction 9:18
Parts List for Footwalk Bays 9:20
General Erection Procedure 9:21
Abutments
Standard Width R/w with 1.0m and 1.5m Footwalks 9:29
Extra Wide R/w with 1.0m and 1.5m Footwalks 9:30
Two Lane R/w with 1.0m and 1.5m Footwalks 9:31
Additional Abutment Details 9:32
Span Constructions
HS20 Loading with 1m and 1.5m Footwalks 9:33
HS25 Loading with 1m and 1.5m Footwalks 9:34
HA Loading with 1m and 1.5m Footwalks 9:35
 CONTENTS (continued)
CHAPTER PAGES

10.0 RAMPS
10:0
PART 1 - ADJUSTABLE RAMPS
Introduction 10:2
Gradient Paremetres 10:3
General Arrangement 10:4
Parts Lists 10:5
Arrangement 10:7
Assembly 10:14

PART 2 - EMERGENCY RAMPS

Introduction 10:32
General Arrangment 10:33
Parts Lists
3.15m Single Lane Roadwidth 10:34
4.20m Extra Wide Roadwidth 10:35
7.35m Two Lane Roadwidth 10:36
Erection Procedure 10:38
Assembly
3.15m Single Lane Roadwidth 10:39
4.20m Extra Wide Roadwidth 10:43
7.35m Two Lane Roadwidth 10.47
Addtitional Details 10:51

11.0 FIXED PIERS 11:0

Introduction 11:2
General Arrangement 11:3
Dimensions 11:4
Parts Required 11:6
Erection Procedure 11:9
Dismantling Procedure 11:37

12.0 BRIDGE INSTALLATION 12:0

Container Unloading 12:2

Typical Container Configurations 12:3
Pulling Arrngement 12:4
Mechanical Lfting Operations 12:7
 CONTENTS (continued)
CHAPTER PAGES

ANNEX A WARNINGS AND CAUTIONS A:0

Note: The warnings and cautions for the following operations, and which are
listed on the following pages should be read in conjunction with the relevant
subject matter contained in this construction manual.

Manual lifting operations

A:2
Mechanical lifting operations using cranes A:3
Mechanical lifting and moving operations using fork-lift trucks A:5
Loading and unloading vehicles A:6
Storage and stockyard A:8
Bridge foundations and site preparation A:9
Preliminary erection information A:11
Erection of the launching nose and bridge A:12
Launching the bridge A:14
Jacking operations A:16
Footwalks A:18
Span junction equipment A:19
Fixed piers A:20
Bridge removal A:21
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 CONTENTS
CHAPTER PAGES

1.0 BRIDGE CHARACTERISTICS 1:0

Introduction 1:2
Bridge Description and Basic Components 1:3
Bridge General Arrangement 1:47

1.0
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1.1
 BRIDGE CHARACTERISTICS
INTRODUCTION
The Mabey Compact 200 bridge system is now established worldwide, a tribute to its
superiority over all other types of panel bridging.

It is the latest and most advanced form of Bailey bridging which has been designed and developed
by Mabey Engineers.

Factors contributing to the overall success and popularity of the Mabey Compact 200 bridge system
are, the improved load carrying capacity, enhanced fatigue life, greater stability, increased safety
and low level of in-service maintenance required. There are also fewer components than with other
similar systems, thus facilitating faster and more efficient erection.

All of these benefits are the result of an extensive research and development programme, culminating
in a series of full scale tests to demonstrate the capabilities of the bridge.

The Mabey Group of companies has more than 130 years of experience in bridge building, and this
expertise is at your service to provide the best and most effective solution to your bridging
requirements.

The Maybe Compact 200 Panel Bridge System has been developed to enable a large range of bridge
spans with verious roadway widths and in diverse span configurations to be built from a standard
range of stock components. Compact 200 bridges can be easily transported to site using standard
trucks and a very quick and easy to erect and install. The use of galvanised high strength steel
ensures long term low maintenance structures are achieved.

The sundry parts of the equipment can be assembled quickly and in various ways to suit the particular
span and load capacity of the required bridge. All components can be manhandled and are
manufactured in such a manner that they are all fully interchangeable with all other components of the
same type.

The bridge is simple to erect by hand or with mechanical assistance and is capable of being installed
across a gap by the method of cantilever launch without the need for temporary intermediate
supports. If adequate cranage is available, the bridge can be lifted into position as a complete unit.

1.2
 BRIDGE CHARACTERISTICS

BRIDGE DESCRIPTION AND BASIC COMPONENTS

The bridge equipment is designed to form a simple through type bridge. That is to say, the roadway is
carried between two main load-carrying girders. These girders, also known as trusses, are formed
from modular steel panels pinned end to end with cross girders spanning between them. These cross
girders, also known as transoms support the roadway. The bridge is supported at each end of the
span on bearings and baseplates.

The bridging system is capable of constructing individual single storey bridge spans which can range
from 15.24m (50ft) to 60.96m (200ft) in modular increments of 3.048m(10ft). The arrangement of the
main components of the bridge is shown in Fig 1.1

The roadway consists of prefabricated modular steel deck units that span between adjacent transoms
and provide a single lane usable carriageway of 3.15m and 4.20m, and a two lane usable
carriageway of 7.35m.

All bridge connections can be made on site and utilise pins or bolts that can be easily installed using
simple hand tools. No connections utilise high strength friction grip bolts or similar connectors that
require the use of pneumatic or electric powered equipment or other specialist tools for their
installation. Neither shall any on-site welding be required.

Bracing frame Reinforcement chord

Steel deck unit

Vertical brace

Panel Pin

Vertical Frame

Chord
End post reinforcement

Transom
Bearing Panel
Raker
Bearing Baseplate Fig 1.1 Basic Bridge Components

1.3
 BRIDGE CHARACTERISTICS

BRIDGE GENERAL ARRANGMENT

The figure on this page illustrates a 4 bay bridge in DSHR2H construction with an extra wide roadway.
See chapter 2 for an explanation of bridge truss configurations. Note: the bridge is shown with 2 bays
undecked. One bay of bridge is 3.048m (10ft) long.

Bridge trusses
Roadway Decking

Bridge bearings

3.048m (10ft)
1 bridge bay

Undecked bridge bays

Fig 1.2 A 4 Bay Bridge in DSHR2H Construction

1.4
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1.5
 CONTENTS
CHAPTER PAGES

2.0 DESIGN INFORMATION 2:0

Bridge Truss Constructions 2:1

Bridge Dimensions 2:3
Bridge Properties 2:5
Bridge Weights 2:7
Allowable Loads on Transoms and Deck Systems 2:9
Loading Definitions and Span Constructions 2:10
End Reactions 2:17
Abutments 2:29

2:0
 BRIDGE TRUSS CONSTRUCTIONS
TRUSS CONFIGURATION DIAGRAMS
Bridge trusses are the main load-bearing elements of a bridge and are constructed from Panels and
Reinforcing Chords plus, for Single Single constructions, Rakers and for multi-panel line
constructions, Vertical Frames, Bracing Frames and Tie Beams.

SSH SSHRH

DSH DSHR1H DSHR2H

TSH TSHR2H TSHR3H

QSH QSHR3H QSHR4H

2:1
 BRIDGE TRUSS CONSTRUCTIONS
KEY TO ABBREVIATIONS

CODE DESCRIPTION OF TRUSS CONSTRUCTION

SSH SINGLE SINGLE: each truss has a single panel line in a single storey format.

SSHRH SINGLE SINGLE REINFORCED: each truss has a single panel line in a single
storey format, with a reinforcing chord attached to both the bottom and the top of
the panel. *

DSH DOUBLE SINGLE: each truss has two panel lines in a single storey format.

DSHR1H DOUBLE SINGLE REINFORCED ONE: each truss has two panel lines in a single
storey format, with a reinforcement chord attached to both the bottom and the top of
the inner panel of the truss only. *

DSHR2H DOUBLE SINGLE REINFORCED TWO: each truss has two panel lines in a single
storey format, with a reinforcing chord attached to the top and bottom of all panels. *

TSH TRIPLE SINGLE: each truss has three panel lines in a single storey format.

TSHR2H TRIPLE SINGLE REINFORCED TWO: each truss has three panel lines in a single
storey format, with a reinforcing chord attached to both the bottom and the top of
the inner and outer panels of the truss only. *

TSHR3H TRIPLE SINGLE REINFORCED THREE: each truss has three panel lines in a
single storey format, with a reinforcing chord attached to both the bottom and the
top of all panels. *

QSH QUADRUPLE SINGLE: each truss has four panel lines in a single storey format.

QSHR3H QUADRUPLE SINGLE REINFORCED THREE: each truss has four panel lines in a
single storey format, with a reinforcing chord attached to both the bottom and the
top of the inner panel and the outer two panels of the truss only. *

QSHR4H QUADRUPLE SINGLE REINFORCED FOUR: each truss has four panel lines in a
single storey format, with a reinforcing chord attached to both the bottom and the
top of all panels. *

H The letter “H” is used after either the panel configuration or the chord reinforcement
configuration to signify that super panels or super chords are to be used to form the
bridge trusses, instead of standard panels or standard chords, for example:
“SSHRH” signifies that super panels and super chords are to be used in the bridge
truss

* Note that the final bay at each end of a span is always of unreinforced construction.

2:2
 BRIDGE DIMENSIONS
TRANSVERSE AND LONGITUDINAL DIAGRAMS
C
B
J

A E G
2434
2234

F
H
241 241
457 D 457

Single Lane Roadways

C
B
J

A E G
2434
2234

F H

241 241
730 D 730

Two Lane Roadways

SPAN = Number of Bays x 3048mm

K K

2:3
 BRIDGE DIMENSIONS

TABLE OF DIMENSIONS
SINGLE LANE TWO LANE
ROADWAYS ROADWAYS
DIMENSIONS
STANDARD WIDTH EXTRA WIDE
7.35m
3.15m 4.20m

A 3150 4200 7350

B 3759 4775 8052

C 5029 6045 9868

(see note 5)

D 3937 4953 8230

E 1590 1587 1381

F 644 647 853

G 1690 1687 1481

H 744 747 953

J 304 287 351

K 802 805 1011

Notes:
1. Dimensions E & G in the table are given to the top of the chords. For all triple and quadruple
truss constructions, 35mm is to be added to these dimensions to account for the fact that the
Bracing Frames are fitted on top.
2. Whilst it is the norm for double truss constructions to have the Bracing Frames fitted to the
underside of the top chords, it is possible with DSH and DSHR2H constructions to fit them onto
the top of the chords. If this is done, then dimensions E & G in the table are again to be
increased by 35mm.
3. Dimension K in the table is given from the deck level to the bottom of the Bearing Baseplate. If
Grillage Beams are used instead of baseplates, this dimension increases by 117mm.
4. Dimensions are in millimetres, are nominal and are subject to manufacturing tolerances.
5. For single truss constructions the nominal overall widths are 4964mm, 5980mm and 9820mm for
Standard Width, Extra Wide and Two Lane Roadways respectively.

2:4
 BRIDGE PROPERTIES
BENDING MOMENT AND SHEAR CAPACITIES
The table below shows bending moment and shear capacities for Compact 200 bridges with super
panel trusses and super reinforcing chords.

SHEAR CAPACITY (TONNES)

TRUSS MOMENT CAPACITY
CONSTRUCTION (TONNE METRES)
STANDARD SHEAR HIGH SHEAR

SSH 322 46 71
SSHRH 649 46 71

DSH 649 91 142

DSHR1H 1004 69 107
DSHR2H 1360 91 142

TSH 969 137 213

TSHR2H 1615 115 178
TSHR3H 1947 137 213

QSH 1291 183 284

QSHR3H 2268 160 249
QSHR4H 2596 183 284

Notes:

1. The Moment and Shear properties tabulated above are total bridge capacities (two trusses).
2. These capacities incorporate a minimum factor of safety against failure of 1.7.
3. The values tabulated above for Shear take account of the maldistribution of loading within the
unevenly reinforced trusses of DSHR1H, TSHR2H and QSHR3H constructions.
4. The two columns of Shear capacities listed refer to the versions of shear panels available for
Compact 200 Super Panel Bridges, which are as follows:
Standard Shear Super Panel having a capacity of 23 tonnes per panel
High Shear Super Panel having a capacity of 35 tonnes per panel
5. Quadruple Panel truss configurations require inner to outer panel centres of 730mm. These are
normal in the case of two lane roadway bridges, however, if they are to be used for single lane
roadway bridges, special transoms and vertical frames will be required, as will the two lane
roadway versions of bracing frames and tie beams.

2:5
 BRIDGE PROPERTIES
PANEL CAPACITIES

MC411 - SUPER PANEL MC412 - SUPER HIGH SHEAR PANEL

76 76 76 76

76 76 76 76

23 35.5

23 35.5

14 20

14 14

7 .5 7 .5

11.5

2:6
 BRIDGE WEIGHTS

SINGLE LANE ROADWIDTHS

The table below shows the bridge weights for 3.15m standard and 4.20m extra wide compact 200
bridges with super panel trusses.

WEIGHTS PER BAY OF BRIDGE (TONNES)

STANDARD WIDTH EXTRA WIDE
BRIDGE TRUSS 3.15m STEEL DECK 4.20m STEEL DECK
CONSTRUCTION NO DECK NO DECK
FULLY DECKED FULLY DECKED
FITTED FITTED
SSH 2.140 1.098 2.601 1.237
SSHRH 2.597 1.556 3.059 1.695
DSH 2.980 1.939 3.442 2.078
DSHR1H 3.434 2.393 3.896 2.532
DSHR2H 3.888 2.847 4.350 2.986
TSH 3.674 2.632 4.135 2.771
TSHR2H 4.587 3.546 5.049 3.685
TSHR3H 5.47 4.005 5.508 4.144

TRUSS ADDITIONAL WEIGHT PER BRIDGE ADDITIONAL WEIGHT PER BAY

FORMAT OF END OF BRIDGE COMPONENTS OF HIGH SHEAR PANELS
3.15m Steel Deck 4.20m Steel Deck
SINGLE 0.718 0.877 0.10
DOUBLE 0.943 1.102 0.20
TRIPLE 1.399 1.559 0.30

Example:

To determine the total weight of a fully decked 10 Bay 4.20m Bridge in SSHRH++ construction:

2 % 2.601 + 8 % 3.059 + 0.877 + 4 % 0.10 = 30.951 t

End bays are not reinforced Ten bays less the end End of Two High Shear
even if intermediate bays are two leaves eight bridge items Bays at each end
reinforced intermediate bays of bridge
Notes:

1. The weights tabulated above are in metric tonnes per 3.048 metre long bay and are based upon
the theoretical component weights with an allowance of 2.5% for finishes to the steelwork.
2. The “fully decked” weights are with all steel deck components fitted (Deck Units and Kerbs). The
“no deck fitted” weights are with no steel deck components fitted.
3. The final bay at either end of a bridge is always unreinforced even when the bridge is of a
reinforced truss construction.
4. Quadruple truss constructions are possible for single lane bridges provided that Transoms can
accommodate 730mm Truss Centres.
5. Refer to page 2.9 for details of the maximum allowable axle loads for Transoms and Decks.
6. Weights shown here refer to the standard Mabey Bridge decking system (Decking and
Transoms). A heavy duty decking system is available; contact Mabey Bridge Ltd for details.

2:7
 BRIDGE WEIGHTS

TWO LANE ROADWIDTH

The table below shows the bridge weights for 7.35m two lane compact 200 bridges with super panel
trusses.

WEIGHTS PER BAY OF BRIDGE (TONNES)

BRIDGE TRUSS
FULLY DECKED NO DECK FITTED
CONSTRUCTION
SSH 4.483 2.151
SSHRH 4.941 2.608
DSH 5.390 3.057
DSHR1H 5.844 3.512
DSHR2H 6.298 3.966
TSH 6.083 3.751
TSHR2H 6.997 4.664
TSHR3H 7.456 5.124
QSH 6.776 4.444
QSHR2H 8.148 5.816
QSHR4H 8.607 6.275

TRUSS ADDITIONAL WEIGHT PER BRIDGE ADDITIONAL WEIGHT PER BAY

FORMAT OF END OF BRIDGE COMPONENTS OF HIGH SHEAR PANELS
SINGLE 1.874 0.10
DOUBLE 2.026 0.20
TRIPLE 2.482 0.30
QUADRUPLE 2.939 0.40

Example:

To determine the total weight of a fully decked 8 Bay 7.35m Bridge in DSHR1H++ construction:

2 % 5.390 + 6 % 5.844 + 2.026 + 4 % 0.20 = 47.968 t

End bays are not reinforced Eight bays less the End of Two High Shear
even if intermediate bays are end two leaves six bridge items Bays at each end
reinforced intermediate bays of bridge
Notes:

1. The weights tabulated above are in metric tonnes per 3.048 metre long bay and are based upon
the theoretical component weights with an allowance of 2.5% for finishes to the steelwork.
2. The “fully decked” weights are with all steel deck components fitted (Deck Units and Kerbs). The
“no deck fitted” weights are with no steel deck components fitted.
3. The final bay at either end of a bridge is always unreinforced even when the bridge is of a
reinforced truss construction.
4. Single Truss constructions (SSH, SSHRH) are not recommended for two lane bridges. Single
Truss bay weight data is provided here for reference purposes only.
5. Refer to page 2.9 for details of the maximum allowable axle loads for Transoms and Decks.

6. Weights shown here refer to the standard Mabey Bridge decking system (decking and
transoms). A heavy duty decking system is available; contact Mabey Bridge ltd for det

2:8
 ALLOWABLE LOADS ON TRANSOMS & DECK SYSTEMS

SINGLE AND TWO LANE ROADWIDTHS

GENERAL NOTES

1. The static loads given below should be increased to account for the Dynamic Impact effects
associated with moving vehicles. A factor of 1.3 represents the maximum increase necessary to
allow for these effects.
2. No minimum fatigue requirement has been considered, however, the transom and deck systems
upon which all data in this publication is based are suitable for regular use by the axle and wheel
loads given below. For specific fatigue requirements, contact Mabey Bridge Engineers.
3. For occasional controlled crossings (where the vehicles are driven slowly along the centre of the
roadway) heavier wheel and axle loads may be permissible, contact Mabey Bridge Engineers for
advice.

a) Single Axles b) Double Bogie Axles c) Triple Bogie Axles

1.2m 1.2m 1.2m

20 tonnes 12.5 tonnes 12.5 tonnes 9 tonnes 9 tonnes 9 tonnes

TRANSOMS FOR SINGLE LANE ROADWAYS MAXIMUM AXLE LOADS

i) Longitudinal spacings of less than 1.2 metres will reduce the allowable axle loads.
ii) There can be no other axle for at least 3 metres in either direction beyond the above axles.
iii) The minimum transverse wheel spacing for each axle is 1.8 metres (centre to centre).

TRANSOMS FOR TWO LANE ROADWAYS - MAXIMUM AXLE LOADS

Two lane transoms are suitable for two of the above maximum axle loads, one in each lane side by
side simultaneously.

STEEL DECKING - MAXIMUM WHEEL LOADS

The maximum allowable single wheel load is 10 tonnes. The minimum tyre contact area for this
wheel load is 500mm wide x 200mm long.

Steel deck units of the type assumed throughout this manual have been tested to a million cycles of a
10 tonne wheel load plus an additional 30% for dynamic impact on this contact area without failure.

For applications where heavy wheel loads, high tyre contact pressures or high fatigue requirements
are anticipated, a heavy duty deck system (Decking & Transoms) is available. Contact Mabey Bridge
Engineers for advice.

2:9
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
DESIGN LOAD SPECIFICATIONS
BEARING LAYOUTS

Compact 200 panel bridges have Fixed Bearings at one Abutment and Sliding Bearings at the other
as shown in the sketch below:
Bearings Direction of Launch Bearings

Truss A 1 2

Fixed Sliding
Bearing Bearing

Truss B 3 4

MALE END FEMALE END

OF BRIDGE PLAN ON ABUTMENTS OF BRIDGE
REACTION NOTES

Nominal vertical reactions are provided in this section for dead load (self-weight) and live load (traffic)
effects. All reactions are stated in metric tonnes and are nominal.
Reactions are provided per abutment rather than per bearing. To obtain the reaction for one corner of
the bridge, divide the quoted figures by two.

BRIDGE DEAD LOAD REACTIONS

Bridge dead load reactions are shared equally between all bearings.

BRIDGE LIVE LOAD REACTIONS

Within the limits stated in the individual load specifications, live loads can occupy any transverse
position in the carriageway. To obtain the greatest bearing reactions, live loads are assumed to
occupy an area of the carriageway adjacent to one truss. This aspect of live load is termed
eccentricity and is illustrated here:
T = Truss Centres
With reference to the abutments diagram
above, bearings 1 & 2 support Truss A and
bearings 3 & 4 support Truss B.

When the live load is offset towards Truss A,

the reaction at 1 > reaction at 3 , and reaction
at 2 > reaction at 4 .

Conversely, when the live load is offsset

towards Truss B, the reaction at 3 > reaction at 1
, and reaction at 4 > reaction at 2 .

Maximum live load bearing reactions are stated

for all bearings so to obtain the maximum live
TYPICAL SECTION THROUGH A BRIDGE
load reaction for one corner of the bridge, divide
WITH ECCENTRIC VEHICULAR LOADING
the quoted figures by two.

2:10
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
HS20 DESIGN LOADING
HS20 design loading according to the Standard Specification for Highway Bridges adopted by the
American Association of State Highway and Transportation Officials (AASHTO) comprises two
alternative forms of highway loading, Vehicle Loading and Lane Loading, both of which should be
analysed for the span under consideration, and the worst effects of either applied to the bridge
structure.

VEHICLE LOADING (as applied to simply supported spans)

The vehicle loading consists of a three axled truck with longitudinal and transverse geometry as
shown in the diagrams below, where axle loads are given in tonnes and spacings in metres.

3.048m (Design Lane)

3.63t 14.52t 14.52t
4.267m 4.267m 1.83m
(Wheel Centres)

LONGITUDINAL ELEVATION TRANSVERSE

LANE LOADING

The lane loading consists of a Uniformly Distributed Load (UDL) combined with a co-existent Knife
Edge Load (KEL), the latter of which varies for the assessment of either shear force or bending
moment effects.

a) UNIFORMLY DISTRIBUTED LOAD; UDL = 0.952 tonnes per metre

b) KNIFE EDGE LOAD; KEL = 11.79 tonnes for assessment of Shear Force effects, and
= 8.16 tonnes for assessment of Bending Moment effects

Notes: Carriageway
3.675m 3.675m
1. Both the Vehicle Loading and the Lane Lane 1 Lane 2
Loading occupy a Design Lane 3.048
metres wide. On single lane bridges the 3.048m 3.048m
Design Lane is placed eccentrically within Lane Width Lane Width
the available roadway to produce the
maximum effects upon the bridge
structure. On two lane bridges, having a
roadway width of 7.35 metres or less, a
Design Lane is placed eccentrically within
each half of the available roadway to
produce the maximum effects upon the
bridge structure.

2. Both the Vehicle Loading and the Lane

Loading are also subject to an increase in
their effects upon the bridge structure to account for dynamic impact, according to the AASHTO
15.24
formula: I = 1 + where “ I ” has a maximum value of 1.3 and where “ L ” is the span of
(L+38.1)
the bridge in metres.

2:11
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
HS20 DESIGN LOADING
Span construction table

BRIDGE SPAN ROADWAY WIDTH & TYPE

3.15m 4.20m 7.35m
BAYS FEET METRES STEEL STEEL STEEL
DECK DECK DECK

3 30 9.144 SSH SSH DSH

4 40 12.192 SSH SSH DSH
5 50 15.240 SSH SSH DSH

6 60 18.288 SSH SSH DSH

7 70 21.336 SSH SSH DSH
8 80 24.384 SSH SSH+ DSH

9 90 27.432 SSH SSHRH+ DSH

10 100 30.480 SSHRH SSHRH+ DSHR1H++
11 110 33.528 SSHRH SSHRH++ DSHR1H+++

12 120 36.576 SSHRH+ SSHRH++ DSHR1H+++

13 130 39.624 SSHRH+ SSHRH+++ DSHR2H++
14 140 42.672 SSHRH++ DSHR1H DSHR2H++

15 150 45.720 SSHRH++ DSHR1H+ TSHR2H+

16 160 48.768 DSHR1H DSHR1H+ TSHR2H++
17 170 51.816 DSHR1H DSHR2H TSHR3H+

18 180 54.864 DSHR1H+ DSHR2H QSHR3H

19 190 57.912 DSHR2H DSHR2H QSHR4H
20 200 60.960 DSHR2H TSHR2H -
Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 30 tonne vehicle in
each lane, taking due account of dynamic impact and eccentricity effects, does not exceed
1/360th of the span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey Bridge Engineers for details.
5. The constructions tabulated above assume the use of standard deck systems which are
adequate for the specified loading. If a heavy deck system is required the tabulated constructions
may not be adequate; contact Mabey Bridge Engineers for advice.

2:12
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
HS25 DESIGN LOADING
HS25 design loading according to the Standard Specification for Highway Bridges adopted by the
American Association of State Highway and Transportation Officials (AASHTO), comprises two
alternative forms of highway loading, Vehicle Loading and Lane Loading, both of which should be
analysed for the span under consideration, and the worst effects of either applied to the bridge
structure.

VEHICLE LOADING (as applied to simply supported spans)

The vehicle loading consists of a three axled truck with longitudinal and transverse geometry as
shown in the diagrams below, where axle loads are given in tonnes and spacings in metres.
3.048m
Design Lane
4.54t 4.267m 18.15t 4.267m 18.15t 1.830m
Wheel
cts

LONGITUDINAL ELEVATION TRANSVERSE ELEVATION

LANE LOADING

The lane loading consists of a Uniformly Distributed Load (UDL) combined with a co-existant Knife
Edge Load (KEL), the latter of which varies for the assessment of either shear force or bending
moment effects.

a) UNIFORMLY DISTRIBUTED LOAD; UDL = 1.19 tonnes per metre

b) KNIFE EDGE LOAD; KEL = 14.74 tonnes for assessment of Shear Force effects, and
= 10.20 tonnes for assessment of Bending Moment effects
Notes:
Carriageway
1. Both the Vehicle Loading and the
3.675m 3.675m
Lane Loading occupy a Design Lane
3.048 metres wide. On single lane Lane 1 Lane 2
bridges the Design Lane is placed 3.048m 3.048m
eccentrically within the available Lane Width Lane Width
roadway to produce the maximum
effects upon the bridge structure. On
two lane bridges, having a roadway
width of 7.35 metres or less, a
Design Lane is placed eccentrically
within each half of the available
roadway to produce the maximum
effects upon the bridge structure.
2. Both the Vehicle Loading and the
Lane Loading are also subject to
an increase in their effects upon the bridge structure to account for dynamic impact,
15.24
according to the formula: I=1+ where “ I ” has a maximum value of
(L+38.1)
1.3 and where “ L ” is the span of the bridge in metres.

2:13
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
HS25 DESIGN LOADING
Span construction table

BRIDGE SPAN ROADWAY WIDTH & TYPE

3.15m 4.20m 7.35m
BAYS FEET METRES STEEL STEEL STEEL
DECK DECK DECK

3 30 9.144 SSH SSH DSH

4 40 12.192 SSH SSH DSH
5 50 15.240 SSH SSH DSH

6 60 18.288 SSH SSH+ DSH

7 70 21.336 SSH SSHRH+ DSH+
8 80 24.384 SSHRH+ SSHRH++ DSHR1H++

9 90 27.432 SSHRH+ SSHRH++ DSHR1H+++

10 100 30.480 SSHRH+ SSHRH++ DSHR2H++
11 110 33.528 SSHRH++ SSHRH+++ DSHR2H++

12 120 36.576 SSHRH++ SSHRH+++ DSHR2H+++

13 130 39.624 SSHRH++ DSHR1H+ DSHR2H+++
14 140 42.672 DSHR1H DSHR1H++ TSHR2H++

15 150 45.720 DSHR1H+ DSHR1H++ TSHR3H+

16 160 48.768 DSHR1H+ DSHR2H TSHR3H++
17 170 51.816 DSHR2H DSHR2H+ QSHR3H+

18 180 54.864 DSHR2H DSHR2H+ QSHR4H

19 190 57.912 DSHR2H TSHR2H -
20 200 60.960 TSHR2H TSHR3H -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 40 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/360th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey & Johnson Engineers for details.
5. The constructions tabulated above assume the use of deck systems which are adequate for the
specified loading. If a heavy deck system is required the tabulated constructions may not be
adequate; contact Mabey Bridge Engineers for advice.

2:14
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
HA DESIGN LOADING
Type HA design loading in accordance with Part 2: 1978 of the BS 5400 specification consists of a
notional number of design lanes each containing a Uniformly Distributed Load (UDL), which varies in
intensity depending upon the span of the bridge, combined with a coexistent Knife Edge Load (KEL).

UNIFORMLY DISTRIBUTED LOAD

a) Where the span of the bridge “ L ” is less than or equal to 30 metres:

UDL = 3.058 tonnes per metre.

b) Where the span of the bridge “ L ” is greater than 30 metres:

0.475
⎛1⎞
UDL = 15.39 × ⎜ ⎟ tonnes per metre.
⎝L⎠
KNIFE EDGE LOAD

For all bridge spans, KEL = 12.232 tonnes

NUMBER OF NOTIONAL DESIGN LANES

1. Bridges with a carriageway width of 3 metres or less are deemed to carry one notional design
lane.
2. Bridges with a carriageway width “ W ” greater than 3 metres but less than 4.6 metres are
deemed to carry “ N ” notional design lanes, where N = W/3, hence:
a) for Compact 200 bridges with a 3.32 metre wide timber decked roadway, N = 1.107

b) for Compact 200 bridges with a 3.15 metre wide steel decked roadway, N = 1.050

c) for Compact 200 bridges with a 4.12 metre wide timber decked roadway, N = 1.373

d) for Compact 200 bridges with a 4.20 metre wide steel decked roadway, N = 1.400

3. Bridges with a carriageway width of between 4.6 metres and 7.6 metres inclusive are deemed to
carry two design lanes.

2:15
 LOADING DEFINITIONS AND SPAN CONSTRUCTIONS
HA DESIGN LOADING
Span construction table

BRIDGE SPAN ROADWAY WIDTH & TYPE

3.15m 4.20m 7.35m
BAYS FEET METRES STEEL STEEL STEEL
DECK DECK DECK

3 30 9.144 SSH SSH DSH

4 40 12.192 SSH SSH DSH
5 50 15.240 SSH SSH DSH

6 60 18.288 SSH SSHRH+ DSH

7 70 21.336 SSHRH+ SSHRH+ DSH+
8 80 24.384 SSHRH+ SSHRH++ DSHR1H++

9 90 27.432 SSHRH++ DSHR1H+ DSHR2H++

10 100 30.480 SSHRH++ DSHR1H++ DSHR2H++
11 110 33.528 DSHR1H+ DSHR1H++ DSHR2H+++

12 120 36.576 DSHR1H+ DSHR2H+ TSHR2H++

13 130 39.624 DSHR1H++ DSHR2H++ TSHR3H++
14 140 42.672 DSHR1H++ DSHR2H++ TSHR3H++

15 150 45.720 DSHR2H+ TSHR2H+ QSHR3H++

16 160 48.768 DSHR2H+ TSHR3H QSHR4H+
17 170 51.816 TSHR2H TSHR3H+ -

18 180 54.864 TSHR2H - -

19 190 57.912 TSHR3H - -
20 200 60.960 - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 40 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/400th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey & Johnson Engineers for details.
5. The constructions tabulated above assume the use of deck systems which are adequate for the
specified loading. If a heavy deck system is required the tabulated constructions may not be
adequate; contact Mabey Bridge Engineers for advice.

2:16
 END REACTIONS

HS20 DESIGN LOADING - STANDARD WIDTH

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 SSH 3.6 30.1 33.7

4 40 12.192 SSH 4.7 33.4 38.1
5 50 15.240 SSH 5.8 35.1 40.9

6 60 18.288 SSH 6.8 36.0 42.8

7 70 21.336 SSH 7.9 36.5 44.4
8 80 24.384 SSH 9.0 36.9 45.9

9 90 27.432 SSH 10.0 37.1 47.1

10 100 30.480 SSHRH 12.9 37.2 50.1
11 110 33.528 SSHRH 14.2 37.2 51.4

12 120 36.576 SSHRH+ 15.6 37.3 52.9

13 130 39.624 SSHRH+ 16.9 37.7 54.6
14 140 42.672 SSHRH++ 18.3 39.2 57.5

15 150 45.720 SSHRH++ 19.6 40.7 60.3

16 160 48.768 DSHR1H 27.5 42.2 69.7
17 170 51.816 DSHR1H 29.3 43.7 73.0

18 180 54.864 DSHR1H+ 31.2 45.2 76.4

19 190 57.912 DSHR2H 36.5 46.7 83.2
20 200 60.960 DSHR2H 38.5 48.2 86.7

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:17
 END REACTIONS

HS20 DESIGN LOADING - EXTRA WIDE

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 SSH 4.4 36.1 40.5

4 40 12.192 SSH 5.7 40.2 45.9
5 50 15.240 SSH 7.0 42.2 49.2

6 60 18.288 SSH 8.3 43.2 51.5

7 70 21.336 SSH 9.6 43.9 53.5
8 80 24.384 SSH+ 11.0 44.3 55.3

9 90 27.432 SSHRH+ 13.9 44.5 58.4

10 100 30.480 SSHRH+ 15.4 44.7 60.1
11 110 33.528 SSHRH++ 17.1 44.7 61.8

12 120 36.576 SSHRH++ 18.6 44.8 63.4

13 130 39.624 SSHRH+++ 20.2 45.2 65.4
14 140 42.672 DSHR1H 27.4 46.6 74.0

15 150 45.720 DSHR1H+ 29.6 48.4 78.0

16 160 48.768 DSHR1H+ 31.5 50.2 81.7
17 170 51.816 DSHR2H 36.7 51.8 88.5

18 180 54.864 DSHR2H 38.8 53.6 92.4

19 190 57.912 DSHR2H 41.0 55.4 96.4
20 200 60.960 TSHR2H 50.4 57.1 107.5

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:18
 END REACTIONS

HS20 DESIGN LOADING - TWO LANE

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 DSH 9.1 62.8 71.9

4 40 12.192 DSH 11.8 69.8 81.6
5 50 15.240 DSH 14.5 73.3 87.8

6 60 18.288 DSH 17.2 75.2 92.4

7 70 21.336 DSH 19.9 76.3 96.2
8 80 24.384 DSH 22.6 77.0 99.6

9 90 27.432 DSH 25.3 77.4 102.7

10 100 30.480 DSHR1H++ 30.2 77.8 108.0
11 110 33.528 DSHR1H+++ 33.4 77.9 111.3

12 120 36.576 DSHR1H+++ 36.3 78.0 114.3

13 130 39.624 DSHR2H++ 41.5 78.6 120.1
14 140 42.672 DSHR2H++ 44.6 81.8 126.4

15 150 45.720 TSHR2H+ 53.2 85.1 138.3

16 160 48.768 TSHR2H++ 57.0 88.3 145.3
17 170 51.816 TSHR3H+ 63.6 91.5 155.1

18 180 54.864 QSHR3H 73.5 94.7 168.2

19 190 57.912 QSHR4H 81.5 97.8 179.3
20 200 60.960 - - - -

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:19
THIS PAGE HAS BEEN LEFT LINTENTIONALLY BLANK

2:20
 END REACTIONS

HS25 DESIGN LOADING – STANDARD WIDTH

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 SSH 3.6 37.6 41.2

4 40 12.192 SSH 4.7 41.8 46.5
5 50 15.240 SSH 5.8 43.9 49.7

6 60 18.288 SSH 6.8 45.0 51.8

7 70 21.336 SSH 7.9 45.7 53.6
8 80 24.384 SSHRH+ 10.4 46.1 56.5

9 90 27.432 SSHRH+ 11.7 46.3 58.0

10 100 30.480 SSHRH+ 13.0 46.5 59.5
11 110 33.528 SSHRH++ 14.4 46.5 60.9

12 120 36.576 SSHRH++ 15.7 46.6 62.3

13 130 39.624 SSHRH++ 17.0 47.1 64.1
14 140 42.672 DSHR1H 24.1 48.9 73.0

15 150 45.720 DSHR1H+ 26.0 50.8 76.8

16 160 48.768 DSHR1H+ 27.7 52.7 80.4
17 170 51.816 DSHR2H 32.7 54.6 87.3

18 180 54.864 DSHR2H 34.6 56.5 91.1

19 190 57.912 DSHR2H 36.5 58.4 94.9
20 200 60.960 TSHR2H 45.7 60.3 106.0

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:21
 END REACTIONS

HS25 DESIGN LOADING - EXTRA WIDE

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 SSH 4.4 45.1 49.5

4 40 12.192 SSH 5.7 50.2 55.9
5 50 15.240 SSH 7.0 52.7 59.7

6 60 18.288 SSH+ 8.4 54.0 62.4

7 70 21.336 SSHRH+ 10.8 54.9 65.7
8 80 24.384 SSHRH++ 12.5 55.4 67.9
0.0
9 90 27.432 SSHRH++ 14.0 55.7 69.7
10 100 30.480 SSHRH++ 15.5 55.8 71.3
11 110 33.528 SSHRH+++ 17.2 55.9 73.1

12 120 36.576 SSHRH+++ 18.7 55.9 74.6

13 130 39.624 DSHR1H+ 25.7 55.9 81.6
14 140 42.672 DSHR1H++ 27.8 58.2 86.0

15 150 45.720 DSHR1H++ 29.8 60.5 90.3

16 160 48.768 DSHR2H 34.5 62.4 96.9
17 170 51.816 DSHR2H+ 36.9 64.7 101.6

18 180 54.864 DSHR2H+ 39.0 66.9 105.9

19 190 57.912 TSHR2H 47.9 69.2 117.1
20 200 60.960 TSHR3H 54.5 71.4 125.9

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:22
 END REACTIONS

HS25 DESIGN LOADING - TWO LANE

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 DSH 9.1 78.4 87.5

4 40 12.192 DSH 11.8 87.3 99.1
5 50 15.240 DSH 14.5 91.6 106.1

6 60 18.288 DSH 17.2 94.0 111.2

7 70 21.336 DSH+ 20.1 95.4 115.5
8 80 24.384 DSHR1H++ 24.4 96.4 120.8

9 90 27.432 DSHR1H+++ 27.5 96.9 124.4

10 100 30.480 DSHR2H++ 32.0 97.1 129.1
11 110 33.528 DSHR2H++ 35.2 97.2 132.4

12 120 36.576 DSHR2H+++ 38.5 97.3 135.8

13 130 39.624 DSHR2H+++ 41.7 98.3 140.0
14 140 42.672 TSHR2H++ 50.0 102.3 152.3

15 150 45.720 TSHR3H+ 56.1 106.4 162.5

16 160 48.768 TSHR3H++ 60.2 110.4 170.6
17 170 51.816 QSHR3H+ 69.8 114.3 184.1

18 180 54.864 QSHR4H 77.2 118.3 195.5

19 190 57.912 - - - -
20 200 60.960 - - - -

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:23
THIS PAGE HAS BEEN LEFT LINTENTIONALLY BLANK

2:24
 END REACTIONS

HA DESIGN LOADING – STANDARD WIDTH

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 SSH 3.6 27.6 31.2

4 40 12.192 SSH 4.7 32.5 37.2
5 50 15.240 SSH 5.8 37.4 43.2

6 60 18.288 SSH 6.8 42.3 49.1

7 70 21.336 SSHRH+ 9.1 47.1 56.2
8 80 24.384 SSHRH+ 10.4 52.0 62.4

9 90 27.432 SSHRH++ 11.8 56.9 68.7

10 100 30.480 SSHRH++ 13.1 61.5 74.6
11 110 33.528 DSHR1H+ 19.2 64.0 83.2

12 120 36.576 DSHR1H+ 20.9 66.4 87.3

13 130 39.624 DSHR1H++ 22.8 68.7 91.5
14 140 42.672 DSHR1H++ 24.5 70.9 95.4

15 150 45.720 DSHR2H+ 29.0 73.0 102.0

16 160 48.768 DSHR2H+ 30.9 75.1 106.0
17 170 51.816 TSHR2H 38.8 77.1 115.9

18 180 54.864 TSHR2H 41.1 79.0 120.1

19 190 57.912 TSHR3H 47.3 81.0 128.3
20 200 60.960 - - - -

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:25
 END REACTIONS

HA DESIGN LOADING – EXTRA WIDE

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 SSH 4.4 36.7 41.1

4 40 12.192 SSH 5.7 43.3 49.0
5 50 15.240 SSH 7.0 49.8 56.8

6 60 18.288 SSHRH+ 9.3 56.3 65.6

7 70 21.336 SSHRH+ 10.8 62.8 73.6
8 80 24.384 SSHRH++ 12.5 69.4 81.9
0.0
9 90 27.432 DSHR1H+ 17.9 75.9 93.8
10 100 30.480 DSHR1H++ 20.0 82.0 102.0
11 110 33.528 DSHR1H++ 22.0 85.3 107.3

12 120 36.576 DSHR2H+ 26.0 88.5 114.5

13 130 39.624 DSHR2H++ 28.4 91.5 119.9
14 140 42.672 DSHR2H++ 30.5 94.5 125.0

15 150 45.720 TSHR2H+ 38.1 97.3 135.4

16 160 48.768 TSHR3H 43.5 100.1 143.6
17 170 51.816 TSHR3H+ 46.6 102.8 149.4

18 180 54.864 - - - -
19 190 57.912 - - - -
20 200 60.960 - - - -

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:26
 END REACTIONS

HA DESIGN LOADING – TWO LANE

TOTAL
BAYS FEET METRES CONSTRUCTION DLER LLER
ER

3 30 9.144 DSH 9.1 52.5 61.6

4 40 12.192 DSH 11.8 61.8 73.6
5 50 15.240 DSH 14.5 71.1 85.6

6 60 18.288 DSH 17.2 80.4 97.6

7 70 21.336 DSH+ 20.1 89.8 109.9
8 80 24.384 DSHR1H++ 24.4 99.1 123.5

9 90 27.432 DSHR2H++ 28.9 108.4 137.3

10 100 30.480 DSHR2H++ 32.0 117.1 149.1
11 110 33.528 DSHR2H+++ 35.4 121.8 157.2

12 120 36.576 TSHR2H++ 43.0 126.4 169.4

13 130 39.624 TSHR3H++ 49.0 130.7 179.7
14 140 42.672 TSHR3H++ 52.7 135.0 187.7

15 150 45.720 QSHR3H++ 62.1 139.0 201.1

16 160 48.768 QSHR4H+ 68.9 143.0 211.9
17 170 51.816 - - - -

18 180 54.864 - - - -
19 190 57.912 - - - -
20 200 60.960 - - - -

Notes:
1. Reactions tabulated here are nominal, i.e. are unfactored and are quoted in metric tonnes.
2. Live load reactions include allowances for dynamic impact and eccentricity but are otherwise
unfactored, i.e. are nominal.
2. Reactions are quoted per end of bridge. To obtain the reaction for one corner of the bridge,
divide these figures by two.
3. Reactions are the maximum for either vehicular or lane loading.
4. DLER = Dead Load End Reaction
LLER = Live Load End Reaction
Total ER = Total End Reaction

2:27
THIS PAGE HAS BEEN LEFT LINTENTIONALLY BLANK

2:28
 ABUTMENTS

NOTES PERTAINING TO THE ABUTMENT DIAGRAMS

1. Typical abutment details, which are geometrically required to facilitate the installation of Mabey
Compact 200 bridges, are shown on the following pages. Separate details are given for
Standard Width Single Lane Roadways, Extra Wide Single Lane Roadways and 7.35 metre wide
Two Lane Steel Deck Roadways. The dimensions given are the minimum recommended to give
sufficient space for launching and jacking operations to be undertaken. If wing walls are required
at the sides of the abutments, the overall widths should be increased accordingly.
2. The abutment foundations must be designed and detailed locally, by others, to sustain the loads
to which they will be subjected, both when in service and during the bridge launching and
installation, without any significant settlement taking place.
3. Depending upon the ground conditions particular to the site, the bases of the abutments may
need to be extended forwards in order to sustain the loads from the launching rollers, which are
normally placed 750mm in front of the bridge bearing positions.

4. For ease of installation, the back walls of the abutment should not be constructed until after
the bridge has been launched, jacked down and installed upon its bearings. The starter
bars for the reinforcement of the back walls should be bent down, such that they are clear of the
underside of the bridge during launching, and should be omitted completely from the area directly
behind the bearing positions, where jacks are to be used.

5. The dimensions given on the diagrams for the height of the back walls of the abutments are
measured from the underside of the bearing baseplate to the surface of the bridge deck.

6. The dimensions marked thus * on the diagrams allow for 20 millimetres of clearance between the
backwalls of the abutments and the ends of the bridge decking at an ambient temperature of
15ºC. These dimensions must be adjusted, as necessary, to cater for thermal expansion
appropriate to the local temperature range and the span of the bridge.

7. It is essential that all the bearings on an abutment are set at the same level in order to avoid
maldistribution of stresses in the bridge trusses.

8. The dimensions given on the diagram assume that the bridge is to be installed level. Whilst it is
possible to install a Compact 200 bridge on a slight longitudinal gradient, when this is required
Mabey Bridge Engineers must be consulted for revised dimensions and for advice as to the
practicality of the proposed scheme.

9. In addition to the details shown on the following diagrams, whilst not an essential feature, it is
recommended that bollards are constructed at each end of the bridge to protect the bridge
trusses from damage due to vehicular collision.

10. All dimensions given are in millimetres, however, please note that the diagrams are not to scale
and details should not, therefore, be measured from them.

11. Abutment details for bridges without Footwalks are provided in Chap 9.
12. Abutment details provided in this publication are for guidance only. Contact Mabey Bridge for
further details.

2:29
 ABUTMENTS
NOTES PERTAINING TO THE ABUTMENT DIAGRAMS

Male and Female Ends of Bridge

Compact 200 panels are connected to each other via forgings at Female
each end of the panels. Male eyes fit within female eyes and are Eye Male Eye
connected using panel pins.

Compact 200 bridges are installed with the male eyes of panels at
the front of the bridge. Foundation layouts in this manual refer to the
male and female ends of bridge.

Foundation layouts in this manual refer to the male and female ends Direction
of bridge. of Launch

Example of a General Arrangement

A typical general arrngement is shown below for a single span bridge (without footwalks) or reference.

4.953m
BRIDGE
END OF

Panel Centres
MALE

Reinforcement
High Shear Panels

Chord
Panel

Steel Deck Units

21.336m Bearing Centres

TYPICAL SECTION
Direction of Launch

4.775m Clearance

4.20m Roadwidth
5.980m Overall
ELEVATION

PLAN

Kerb
High Shear Panels

Raker
FEMALE

BRIDGE
END OF

2:30
 ABUTMENTS
STANDARD WIDTH
MALE END OF BRIDGE
Typical
300

Bridge A
Bearings
700

580
=
Span = Number of Bays x 3048
Direction of Launch

3937 Inner Panel Centres

241 241
457 457

2 No 75 x 75 x 150mm deep
PLAN pockets per panel line at each
end of the bridge for 24mm
diameter holding down bolts
3500
(to be supplied locally).
Bearings

=
2000
700

A
6000 Overall
FEMALE END OF BRIDGE
125

60 3150 60
Roadway Level

Bridge
ELEVATION ON ABUTMENT
5* 238*
Not to scale
Roadway Level
802

802
20 Grout

20 Grout
Nominal

Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION A-A

2:31
 ABUTMENTS
EXTRA WIDE
MALE END OF BRIDGE
Typical
300

Bridge A
Bearings
700

580
=
Span = Number of Bays x 3048
Direction of Launch

4953 Inner Panel Centres

241 241
457 457

2 No 75 x 75 x 150mm deep
PLAN pockets per panel line at each
end of the bridge for 24mm
diameter holding down bolts
4500
(to be supplied locally).
Bearings

=
2000
700

A
7000 Overall
FEMALE END OF BRIDGE
125

60 4200 60
Roadway Level

Bridge
ELEVATION ON ABUTMENT
5* 238*
Not to scale
Roadway Level
805

805
20 Grout

20 Grout
Nominal

Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION A-A

2:32
 ABUTMENTS
TWO LANE
MALE END OF BRIDGE
Typical
300

Bridge A
Bearings
700

580
=
Span = Number of Bays x 3048
Direction of Launch

8230 Inner Panel Centres

241 241
457 457
730 730
2 No 75 x 75 x 150mm deep
PLAN pockets per panel line at each end
of the bridge for 24mm diameter
holding down bolts (to be supplied
7750 locally).
Bearings

=
2000
700

=
A
11000 Overall
FEMALE END OF BRIDGE
125

60 7350 60
Roadway Level

Bridge

16* ELEVATION ON ABUTMENT 253*

Not to scale
Roadway Level
1011

1011
20 Grout

20 Grout
Nominal

Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION A-A

2:33
 CONTENTS
CHAPTER PAGES

3.0 PARTS LISTS 3:0

Procedures For Use 3:2

Standard Width 3:3
Extra Wide 3:4
Two Lane 3:5
Example of Usage 3:6
Adjustments 3:7

3:0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

3:1
 PARTS LISTS
PROCEDURES FOR USE
1. The following information must be known.

a) Roadwidth
b) Deck Type
c) Loading Type
d) Bridge Construction
e) Length of span in Bays (1 Bay = 10 ft = 3.048m)

2. Choose the appropriate table for the roadwidth. If the bridge is of chord reinforced
construction or has bays of High Shear Panels, disregard these facts for the moment.

3. For each part, consider the quantities listed beneath the appropriate construction. Multiply the
quantity listed for “intermediate bay” by the number of intermediate bays in the bridge, and add the
quantities listed for “male end bay” and for “female end bay”. For unreinforced constructions with
Super Panels throughout, this gives the total quantity of parts required.

4. If the bridge is of chord reinforced construction, turn to page 3.3 Section “ADJUSTMENTS TO
PARTS REQUIRED FOR CHORD REINFORCED CONSTRUCTIONS” tabels i), ii) and iii) for the
necessary adjustments to quantities.

a) Multiply the quantities listed beneath the appropriate construction in tables (i) by the number
of intermediate bays in the bridge. Add these quantities to those established in “3” above.

b) Multiply the quantities listed beneath the appropriate construction in table (ii) by the number of
intermediate bays in the bridge. Deduct these quantities from those established in “3” above.

c) Deduct the quantities listed beneath the appropriate construction in table (iii) from the total
bridge quantities established above.

For reinforced constructions with Super Panels throughout, this gives the total quantity of parts
required.

5. If the bridge has bays of High Shear Panels, turn to page 3.3 Section “AJUSTAMENTS TO PARTS
REQUIRED FOR BRIDGES WITH HIGH SHEAR SUPER PANELS” table iv) for the necessary
adjustments to quantities. Multiply the quantities listed beneath the appropriate construction by the
number of bays of High Shear Super Panels required in the total bridge. Add or subtract these
quantities, as shown, to the quantities established above.

For unreinforced or reinforced constructions, with bays of High Shear Super Panels throughout, this
gives the total quantity of parts required.

3:2
 PARTS LISTS
STANDARD WIDTH

PARTS PER BAY - STANDARD WIDTH SINGLE LANE - STEEL DECK

(HS20/HS25/MS250/HA TYPE LOADINGS)

Part Mark Description of

Intermediate Bay Male End Bay Female Bay
No Component

SS DS TS QS SS DS TS QS SS DS TS QS
H H H H H H H H H H H H
MC411 PANEL-SUPER 2 4 6 8 2 4 6 8 2 4 6 8
MC458 RAKER ASSY-457 2 - - - 2 - - - - - - -
MC312 VERT FRAME-457 - 2 2 - - 2 2 - - - - -
MC417 VERT FRAME-730 - - - 2 - - - 2 - - - -
MC358 BRACE FRAME-457 - 2 2 - - - - - - - - -
MC359 BRACE FRAME-730 - - - 2 - - - - - - - -
MC451 TRANSOM-STD-457 1 1 1 - 2 2 2 - 1 1 1 -
MC452 TRANSOM-STD-730 - - - 1 - - - 2 - - - 1
MC15 SWAYBRACE-STD 2 2 2 2 2 2 2 2 2 2 2 2
MC222 VERTICAL BRACE 2 2 2 2 2 2 2 2 2 2 2 2
MC360 DECK-1050 3 3 3 3 3 3 3 3 3 3 3 3
MC363 INFILL-EOB-STD - - - - 1 1 1 1 1 1 1 1
MC300 KERB 2 2 2 2 2 2 2 2 2 2 2 2
MC317 END-POST-MALE - - - - - - - - 2 4 6 8
MC318 END-POST-FEMALE - - - - 2 4 6 8 - - - -
MC329 TIE BEAM-457 - - - - - 2 2 - - 2 2 -
MC419 TIE BEAM-730 - - - - - - - 2 - - - 2
MC19 BEARING - - - - 2 4 6 8 2 4 6 8
MC236 BASEPLATE - - - - 2 4 6 8 2 4 6 8
MC307 PANEL PIN 4 8 12 16 4 8 12 16 8 16 24 32
MC307A SAFETY CLIP 8 16 24 32 8 16 24 32 16 32 48 64
MC430 BRACING BOLT 14 30 34 38 14 18 20 22 14 18 20 22
MC431 TRANSOM BOLT 10 12 14 18 12 16 16 18 6 8 8 10
MC436 NUT-M24 24 42 48 56 26 34 36 40 20 26 28 22
MC378 DECK SCREW 12 12 12 12 18 18 18 18 18 18 18 18
MC379 DECK NUT 12 12 12 12 18 18 18 18 18 18 18 18

Notes:

1. No spares are included in the above quantities.

For adjustments to parts, refer to the following sections on page 3.7

A. For Bridges which require Reinforced Constructions

B. For Bridges which require High Shear Panels

3:3
 PARTS LISTS
EXTRA WIDE
PARTS PER BAY - EXTRA WIDE SINGLE LANE ROADWAY - STEEL DECK

(HS20/HS25/MS250/HA TYPE LOADINGS)

Part Mark Description of

Intermediate Bay Male End Bay Female Bay
No Component

SS DS TS QS SS DS TS QS SS DS TS QS
H H H H H H H H H H H H
MC411 PANEL-SUPER 2 4 6 8 2 4 6 8 2 4 6 8
MC458 RAKER ASSY-457 2 - - - 2 - - - - - - -
MC312 VERT FRAME-457 - 2 2 - - 2 2 - - - - -
MC417 VERT FRAME-730 - - - 2 - - - 2 - - - -
MC358 BRACE FRAME-457 - 2 2 - - - - - - - - -
MC359 BRACE FRAME-730 - - - 2 - - - - - - - -
MC454 TRANSOM-EW-457 1 1 1 - 2 2 2 - 1 1 1 -
MC455 TRANSOM-EW-730 - - - 1 - - - 2 - - - 1
MC134 SWAYBRACE-EW 2 2 2 2 2 2 2 2 2 2 2 2
MC222 VERTICAL BRACE 2 2 2 2 2 2 2 2 2 2 2 2
MC360 DECK-1050 4 4 4 4 4 4 4 4 4 4 4 4
MC364 INFILL-EOB-EW - - - - 1 1 1 1 1 1 1 1
MC300 KERB 2 2 2 2 2 2 2 2 2 2 2 2
MC317 END-POST-MALE - - - - - - - - 2 4 6 8
MC318 END-POST-FEMALE - - - - 2 4 6 8 - - - -
MC329 TIE BEAM-457 - - - - - 2 2 - - 2 2 -
MC419 TIE BEAM-730 - - - - - - - 2 - - - 2
MC19 BEARING - - - - 2 4 6 8 2 4 6 8
MC236 BASEPLATE - - - - 2 4 6 8 2 4 6 8
MC307 PANEL PIN 4 8 12 16 4 8 12 16 8 16 24 32
MC307A SAFETY CLIP 8 16 24 32 8 16 24 32 16 32 48 64
MC430 BRACING BOLT 14 30 34 38 14 18 20 22 14 18 20 22
MC431 TRANSOM BOLT 10 12 14 18 12 16 16 18 6 8 8 10
MC436 NUT-M24 24 42 48 56 26 34 36 40 20 26 28 22
MC378 DECK SCREW 16 16 16 16 24 24 24 24 24 24 24 24
MC379 DECK NUT 16 16 16 16 24 24 24 24 24 24 24 24

Notes:

1. No spares are included in the above quantities.

For adjustments to parts, refer to the following sections on page 3.7

A. For Bridges which require Reinforced Constructions

B. For Bridges which require High Shear Panels

3:4
 PARTS LISTS
TWO LANE
PARTS PER BAY - TWO LANE ROADWAY - STEEL DECK

(HS20/HS25/MS250/HA TYPE LOADINGS)

Part Mark Description of

Intermediate Bay Male End Bay Female Bay
No Component

SS DS TS QS SS DS TS QS SS DS TS QS
H H H H H H H H H H H H
MC200 PANEL-STANDARD 2 4 6 8 2 4 6 8 2 4 6 8
MC460 RAKER ASSY-730 2 - - - 2 - - - - - - -
MC418 VERT FRAME-730 - 2 2 2 - 2 2 2 - - - -
MC359 BRACE FRAME-730 - 2 2 2 - - - - - - - -
MC457 TRANSOM-MS250 1 1 1 1 2 2 2 2 1 1 1 1
MC331 SWAYBRACE-2 LANE 4 4 4 4 4 4 4 4 4 4 4 4
MC222 VERTICAL BRACE 2 2 2 2 2 2 2 2 2 2 2 2
MC360 DECK-1050 7 7 7 7 7 7 7 7 7 7 7 7
MC366 INFILL-EOB-7.35 - - - - 1 1 1 1 1 1 1 1
MC300 KERB 2 2 2 2 2 2 2 2 2 2 2 2
MC317 END-POST-MALE - - - - - - - - 2 4 6 8
MC318 END-POST-FEMALE - - - - 2 4 6 8 - - - -
MC419 TIE BEAM-730 - - - - - 2 2 2 - 2 2 2
MC19 BEARING - - - - 2 4 6 8 4 6 8
MC236 BASEPLATE - - - - 2 4 6 8 2 4 6 8
MC307 PANEL PIN 4 8 12 16 4 8 12 16 8 16 24 32
MC307A SAFETY CLIP 8 16 24 32 8 16 24 32 16 32 48 64
MC430 BRACING BOLT 15 31 35 39 15 19 21 23 15 19 21 23
MC431 TRANSOM BOLT 14 16 18 20 16 20 22 24 10 12 12 12
MC436 NUT-M24 29 47 53 59 31 39 43 47 25 31 33 45
MC378 DECK SCREW 28 28 28 28 42 42 42 42 42 42 44 42
MC379 DECK NUT 28 28 28 28 42 42 42 42 42 42 42 42

Notes:

1. No spares are included in the above quantities.

For adjustments to parts, refer to the following sections on page 3.7

A. For Bridges which require Reinforced Constructions

B. For Bridges which require High Shear Panels

3:5
 PARTS LISTS
EXAMPLE OF USAGE

1. Given the following bridge information

a) Two Lane roadway

b) Steel Deck
c) HS20 Loading
d) DSR2H** Construction
e) 11 Bay Span

Calculate the quantities required of:

a) MC411 - Panel - Super

b) MC412 - Panel - Super - High Shear
c) MC307 - Panel Pin
d) MC430 - Bracing Bolt

2. Refer to table “PARTS PER BAY - TWO LANE ROADWAY - STEEL DECK (page 3.5) and extract
quantities from the “DS” column.

The number of intermediate bays is 11 -2 = 9 hence.

Quantity of MC411 - Panel - Super = 4 x 9 + 4 + 4 = 44

Quantity of MC307 - Panel Pin = 8 x 9 + 8 + 16 = 96
Quantity of MC430 - Bracing Bolt = 31 x 9 + 19 + 19 = 317

3. See page 3.7 “ADJUSTMENTS TO PARTS REQUIRED FOR CHORD REINFORCED

CONSTRUCTIONS”

Table (i) gives MC307 - Panel Pin + 8 x 9 = + 72

Table (ii) gives MC430 - Bracing Pin - 16 x 9 = -144
Table (iii) gives MC307 - Panel Pin = -8

4. See page 3.7 “ADJUSTMENTS TO PARTS REQUIRED FOR BRIDGES WITH HIGH SHEAR
SUPER PANELS”

** indicates that two bays of high shear panels are required at each end of the span, hence the total
number of bays of high shear panels in the bridge = 4.

Extract adjustments from the DSR(H) column.

MC411 - Panel - Super - 4 x 4 = - 16

MC412 - Panel - Super - High Shear + 4 x 4 = + 16

THE TOTAL QUANTITIES REQUIRED THEREFORE AS FOLLOWS:

a) MC411 - Panel - Super 44 – 16 = 28

b) MC412 - Panel - Super - High Shear + 16 = 16
c) MC307 - Panel Pin 96 + 72 = 160
d) MC430 - Bracing Bolt 317 - 144 = 173

Note that the quantities calculated do not allow for any spares

3:6
 PARTS LISTS
AJUSTMENTS
ADJUSTMENTS TO PARTS REQUIRED FOR CHORD REINFORCED CONSTRUCTIONS

(i) For each intermediate bay add the following:

Part Mark Description of Component SSHRH DSHR2H TSHR3H

QSHR4H
No DSHR1H TSHR2H QSHR3H

MC304 REINFORCEMENT-HVY 4 8 12 16
MC433 CHORD BOLT 16 32 48 64
MC436 NUT-M24 16 32 48 64
MC307 PANEL PIN 4 8 12 16
MC307A SAFETY CLIP 8 16 24 32

(ii) For each intermediate bay deduct the following:

Part
Mark Description of Component DSHR1H TSHR2H QSHR3H QSHR4H
No
MC430 BRACING BOLT 8 4 4 -
MC436 NUT-M24 8 4 4 -

(iii) From the total bridge quantities deduct the following:

Part Description of
Mark Component SSRH DSR1H DSR2H TSR2H TSR3H QSR3H QSR4H
No
MC307 PANEL PIN 4 4 8 8 12 12 16
MC307A SAFETY CLIP 8 4 16 16 24 24 32

ADJUSTMENTS TO PARTS REQUIRED FOR BRIDGES WITH HIGH SHEAR PANELS

iv) For each bay of high shear panels required adjust the parts list as follows:

DSH TS QS
Part SSH
Description of Component DSHR1H TSHR2H QSHR3H
Mark SSHRH
No DSHR2H TSHR3H QSHR4H
MC411 PANEL-SUPER -2 -4 -6 -8
MC412 PANEL-SUPER-HIGH SHEAR +2 +4 +6 +8

3:7
 CONTENTS
CHAPTER PAGES

4.0 COMPONENT DRAWINGS COMPLETE WITH COMPONENT

DESCRIPTIONS 4:0

Truss Panels and Chords 4:2

Truss Bracing 4:4
Transoms and Swaybracing 4:8
Decking 4:12
End Posts and Bearings 4:16
Pins and Bolts 4:20
Span Junction Components 4:22
Continuous Truss Support Components 4:28
Launching Nose Components 4:30
Launching Roller Components 4:32
Jacking Equipment 4:36
Special Tools 4:40
Standard Tools 4:42
Erection Accessories 4:48
Footwalk Components - Tubular 4:50
Footwalk Components - Modular 4:60
Ramp Components - Emergency 4:68
Ramp Components - Adjustable 4:72
Pier Components 4:82

4:0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:1
 TRUSS PANELS AND CHORDS
MC411 - Panel – Super

The panel is the main structural component of the bridge. It is a welded fabrication comprising top and
bottom chord members interconnected by vertical and diagonal bracing. At one end of the panel the
chords terminate in male lugs, and at the other end in female lugs. There are two different types of
panel, namely the super panel (refer to Fig 4.1) - and the high shear super panel (refer to Fig 4.2).

3048mm

Transom
Seat
2134mm

Fig 4.1
Panel – super
MC412 - Panel - Super - High Shear

The high shear panel is distinct from the non high shear panel by having extra gusset plates at the
intersection of the diagonals and chords.

3048mm

Transom
Seat
2134mm

Gusset
Plates

Fig 4.2
Panel – super – high shear

4:2
 TRUSS PANELS AND CHORDS CONTINUED
MC304 - Chord Reinforcement - Super

The super reinforcement chord (refer to Fig 4.3) can be added to the top and bottom of the panels to
increase the bending capacity of the bridge when required. The reinforcement chord is of the same
overall dimension and construction as the panel chords and is connected to the panel chords using
four chord bolts (refer to Fig 4.35).

3048mm

Fig 4.3
Chord reinforcement – super

4:3
 TRUSS BRACING
MC458 - Raker - Single Lane Bridges

The 457/406 raker (refer to Fig 4.4) is a bracing member and is used during the construction of single
truss configurations for single storey bridges. One raker is used on each side of the bridge at every
panel junction and connects from the transom to the top of the female vertical of the panel. Transom
bolts (refer to Fig 4.34) are used for the raker connection to the transom and to the panel vertical.

44mm

1843mm

55mm

Fig 4.4
Raker – 457/406

MC460 - Raker - Two Lane Bridges

A barcing member which is only in the single single bay of nose when launching two lane bridges.

1752mm

Fig 4.5
Raker – 730/610

4:4
 TRUSS BRACING CONTINUED
MC312 - Frame - Vertical - 457/406

The 457/406 vertical frame (refer to Fig 4.6) is a bracing member and is used during the construction
of double truss and triple truss configurations. One vertical frame is used on each side of the bridge at
every panel junction and connects from the transom to the top of the female vertical of the panel.
Transom bolts (refer to Fig 4.34) are used for the vertical frame connection to the transom and to the
panel vertical.

1773mm

457mm

Fig 4.6
Frame – vertical – 457/406

MC418 - Frame - Vertical – 730/610

The 730/610 vertical frame is used only in two lane bridges when constructing EW bridges in QS
construction.

1588mm

730mm

Fig 4.7
Frame – vertical – 730/610

4:5
 TRUSS BRACING CONTINUED
MC358 - Frame - Bracing - 457

The 457 bracing frame (refer to Fig 4.8) is a bracing member and is used during the construction of
double truss and triple truss configurations. The bracing frame is used to connect lines of bridge
panels by fixing to the top chords of adjacent panels. Chord bolts (refer to Fig 4.35) are used to fix the
bracing frame where a reinforcement chord is present in DSHR1H, DSHR2H, TSHR2H and TSHR3H
constructions and a bracing bolt is used (refer to Fig 4.33) where a reinforcement is not present.
Bracing bolts are used for all DSH, TSH and QSH constructions.

2375mm

457mm
Fig 4.8
Frame – bracing – 457
MC359 - Frame - Bracing - 730

Used only in two bridges or constructing EW bridges in QS construction.

2375mm

.
730mm

Fig 4.9
Frame – bracing – 730

4:6
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:7
 TRANSOMS AND SWAYBRACING
MC451 - Transom - 3.15m - Roadway - HS25/HA

The transom (refer to Fig 4.10) is fabricated from a universal beam and forms the cross girder of the
bridge, spanning between the main girders and carries the roadway decking. The transom is located
on seating dowels welded to the bottom chord of the panel, close to the female jaws. One transom is
required for each bay of bridge. A transom bolt fixes the transom, which is located through the web of
the transom and the vertical of the panel. On the top flange of the transom, there are holes by which
the roadway deck units are secured using deck screws and underneath the top flange, there are
welded housings for the deck nuts. On the bottom flange, there are locating holes for fixing the
swaybracing between transoms. Brackets located on the web of the transom are used for locating
vertical braces between transoms.

406 x 140 x 46m kg/m universal beam

4961mm

Fig 4.10
Transom – 3.15m – roadway – HS25/HA

MC454 - Transom - 4.20m - Roadway - HS25/HA

Refer to above.

406 x 178 x 60m kg/m universal beam

5977mm

Fig 4.11
Transom – 4.20m – roadway – HS25/HA

4:8
 TRANSOMS AND SWAYBRACING CONTINUED
MC457 - Transom - 7.35m - Roadway - HS25/HA

Refer to above.

9820 x 610 x 229m kg/m universal beam

9820mm

Note: Swaybrace lugs are located on the transom web.

Fig 4.12
Transom – 7.35m – roadway – HS25/HA

MC15 - Swaybrace - 3.15m - Roadway

The swaybrace (refer to Fig 4.13) is a bracing member that connects diagonally between the bottom
flange of transoms in each bay. Two swaybraces are required in each bay of bridge, forming an ‘X’ in
plan. The swaybraces are fabricated from steel channels and have plate lugs welded to each end.
The lugs are connected to the bottom flange of the transom using transom bolts (refer to Fig 4.34). A
bracing bolt (refer to Fig 4.33) is used to connect the swaybraces where they cross together.

4735mm

Fig 4.13
Swaybrace – 3.15m

4:9
 TRANSOMS AND SWAYBRACING CONTINUED
MC134 - Swaybrace - 4.20m Roadway

Refer to MC15.

5558mm

Fig 4.14
Swaybrace – 4.20m

MC331 - Swaybrace - 7.35m Roadway

Refer to MC15.

4947mm

Note: For two lane bridges, four

swaybraces per bay are
i d

Fig 4.15
Swaybrace – 7.35m

4:10
 TRANSOMS AND SWAYBRACING CONTINUED
MC222 - Brace – Vertical

The vertical brace (refer to Fig 4.16) is a bracing member fabricated from rolled steel angle and
connects diagonally from the top of the transom web gusset plate to the bottom of the opposing
transoms web gusset plate. Two vertical braces are required in each bay, forming an ‘X’ in elevation.
Bracing bolts (refer to Fig 4.33) are used to connect the vertical braces to transom gusset plate and
where the brace cross together.

3037m

Fig 4.16
Brace – vertical

4:11
 DECKING
MC360 - Deck

The deck (refer to Fig 4.17) is a steel fabricated unit, which is 3.042m long x 1.050m wide x 135mm
deep and spans between the top flanges of the bridge transoms. The deck units are secured to the
top flange of the transom using 4 deck screws and 4 deck nuts. 4 deck units are required per bridge
bay.
3.15m Roadway = 3 deck units
required

4.20m Roadway = 4 deck units

required

3043mm

1050mm

Fig 4.17
Deck
MC300 – Kerb

The kerb (refer to Fig 4.18) is a formed fabricated plate, which is bolted to the side of the deck units
which form the edge of the roadway and are located closest to the bridge trusses. Two kerbs are
required per bay of bridge. Four bracing bolts (MC430) and four M24 nuts (MC436) are required to
bolt the kerb unit to the deck unit. The central hole of the kerb unit is only utilised for special
circumstances and is not required for a normal role.

3042mm

Fig 4.18
Kerb

4:12
 DECKING CONTINUED
MC363 - Deck Infill - End of Bridge - 3.15m Roadway

The deck infill end of bridge (refer to Fig 4.19) is fabricated from rectangular hollow section and is
fitted to the extremes of the bridge, secured on the top of the transoms. The deck infill unit is required,
because the deck unit – 1050 which forms the bridge roadway, spans between the centres of each
transom, hence a gap is created at the ends of the extreme bridge transoms. The deck infill unit is
secured to the transom using deck screws and deck nuts.

3154m

Fig 4.19
Deck infill – end of bridge – 3.15m roadway

MC364 - Deck Infill - End of Bridge - 4.20m Roadway

Refer to above

4208m

Fig 4.20
Deck infill – end of bridge – 4.20m roadway

4:13
 DECKING CONTINUED
MC366 - Deck Infill - End of Bridge - 7.35m roadway

Refer to above.

7362m

Fig 4.21
Deck infill – end of bridge – 7.35m roadway

4:14
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4:15
 END POSTS AND BEARINGS
MC317 - Post - End - Male

End posts are attached to the end of each truss of each main girder of the bridge. The function of the
end posts is to distribute the shear forces due to the end reaction of the bridge. The end posts are of
two types, the male end post (refer to Fig 4.22) and the female end post (refer to Fig 4.23). The end
posts are connected to panels using panel pins. The lower end of each post embodies a half round
bearing block, which fits over the bearings.

2409mm

Fig 4.22
Post – end – male
MC318 - Post - End - Female

The female end post has a plate block fabrication situated at the bottom of the post. This block is a
seating for the transom at the male end of bridge.

2415mm

Fig 4.23
Post – end – female

4:16
 END POSTS AND BEARINGS CONTINUED
MC329 - Beam - Tie – 457

The tie beam (refer to Fig 4.24) is fabricated from steel channel and fitted at both ends of bridge,
across the top of the end posts for double truss and triple truss configurations. Bracing bolts (refer to
Fig 4.33) are used to attach the tie beam to the end posts.

536mm

Fig 4.24
Beam – tie – 457
MC419 – Beam – Tie – 730

Used for two lane bridges and constructing EW bridges in QS construction.

810mm

Fig 4.25
Beam – tie – 730
MC236 - Bearing Baseplate

The bearing baseplate (refer to Fig 4.26) supports the bridge bearings under each truss line, at each
end of the bridge.

650mm
200mm
Fig 4.26
Bearing baseplate

4:17
 END POSTS AND BEARINGS CONTINUED
NLC19030 - Bearing - Fixed

The fixed bearing (refer to Fig 4.27) supports the bridge end posts under each panel line at one end
of the bridge. The fixed bearing is seated onto the dowels of the bearing baseplate and does not allow
movement. Fixed bearings are used at one end of the bridge and sliding bearings (refer to Fig 4.28)
are used at the opposite end of bridge.

450mm

99mm

Fig 4.27
Bearing – fixed
NLC19031 - Bearing - Sliding

The sliding bearing (refer to Fig 4.28) supports the bridge end posts under each panel line at one end
of bridge. The sliding bearing is seated onto the dowels of the bearing baseplate and allows a certain
amount of movement. Sliding bearings are used at one end of the bridge and fixed bearings (refer to
Fig 4.27) are used at the opposite end of the bridge.

450mm

99mm

Fig 4.28
Bearing – sliding

4:18
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4:19
 PINS AND BOLTS
MC307 - Pin - Panel

Connections beyween the panels and reinforcement chords are made by engaging the male and
female lugs and inserting panel pins in the holes provided. The special alloy steel panel pin is tapered
at one end to facilitate insertion into the pin hole.

201mm

Fig 4.29
Pin – panel
MC307A – Circlip – Safety – Pin Panel

Safety clips are fitted to panel pins to prevent the pins from becoming dislodged from the connection.
The safety clips are fitted into grooves which are situated at each end of the panel pin. Clip fitting and
removal tools are provided for the safe removal and fitting of the clips.
42mm

Fig 4.30
Circlip – safety – pin panel
MC378 - Screw - Deck

The deck screw (refer to Fig 4.31) is M20 x 95mm long with a 17mm across the flats hexagonal head
and is used when bolting the deck units to the transom.

95mm

Fig 4.31
Screw – deck
MC379 - Nut - Deck Screw

The deck screw nut (refer to Fig 4.32) is a M20 x 55mm rectangular nut and is used in conjunction
with the clamp deck screw.
55mm

Fig 4.32
Nut – deck screw

4:20
 PINS AND BOLTS CONTINUED
MC430 - Bolt – Bracing

The bracing bolt (refer to Fig 4.33) is M24 x 65mm long and is used at various bridge connections.
65mm

Fig 4.33
Bolt – bracing
MC431 - Bolt – Transom

The transom bolt (refer to Fig 4.34) is M24 x 108mm long and is used at various bridge connections.

108mm

Fig 4.34
Bolt – transom
MC433 - Bolt – Chord

The chord bolt (refer to Fig 4.35) is M24 x 176mm long and is used when bolting the reinforcement
chord to the panel. Four chord bolts are required per reinforcement chord.

176mm

Fig 4.35
Bolt – chord
MC436 - Nut - M24 – Flanged

M24 flanged nut (refer to Fig 4.36) and is used in conjunction with all M24 bolts.

Fig 4.36

4:21
 Nut – M24 – flanged
SPAN JUNCTION COMPONENTS
MC361 - Deck - Span Junction

The span junction deck (refer to Fig 4.37) is used at an intermediate pier or support, when a multi-
span bridge is required and is bolted between the transoms situated either side of the span junction
posts using long deck screws and deck nuts.

1050mm

576m

Fig 4.37
Deck – span junction

MC377 - Kerb - Span Junction

The span junction kerb (refer to Fig 4.38) is used at an intermediate pier or support, when a multi-
span bridge is required and bolted to the side of the span junction decks using two bracing bolts.

576m

Fig 4.38

4:22
 Kerb – span junction
SPAN JUNCTION COMPONENTS CONTINUED
MC17 - Swayframe - Span Junction – 3.15m

The span junction swayframe (refer to Fig 4.39) is used at an intermediate pier or support, when a
multi-span bridge is required. The swayframe is fabricated from steel angles and plates. It is fixed
between the bottom flange of the transoms at the span junction.

3868mm

Fig 4.39
Swayframe – span junction – 3.15m

MC136 - Swayframe - Span Junction – 4.20m

Refer to above.

4884mm

Fig 4.40

4:23
 Swayframe – span junction – 4.20m
SPAN JUNCTION COMPONENTS CONTINUED
NLC9034 - Swayframe - Span Junction - 7.35m - Left Hand

Used in two lane bridges.

4065mm

Fig 4.41
Swayframe – span junction – 7.35m – L/H

NLC9035 - Swayframe - Span Junction - 7.35m - Right Hand

Used in two lane bridges.

4065mm

Fig 4.42

4:24
 Swayframe – span junction – 7.35m – R/H
SPAN JUNCTION COMPONENTS CONTINUED
NLC9036 - Tie Bracket - SJ Swaybrace - 7.35m

The span junction swaybrace tie bracket is used to connect the span junction right hand and left hand
swayframes in two lane bridges.

454mm

Fig 4.43
Tie bracket – span junction swaybrace – 7.35m

MC315 - Post - Span - Junction - Male

The male span junction post (refer to Fig 4.44) is used at an intermediate pier or support, when a
multi-span bridge is required. It is pinned to the female end of span in the same manner as an end
post, but is also pinned at the centre bracket to the female span junction post, thus allowing rotation of
the spans in relation to each other.

MC336 - Post - Span - Junction - Female

The female span junction post (refer to Fig 4.45) is used at an intermediate pier or support, when a
multi-span bridge is required. It is pinned to the male end of span in the same manner as an end post,
but is also pinned at the centre bracket to the male span junction post, thus allowing rotation of the
spans in relation to each other.

2234mm 2234mm

Fig 4.44 Fig 4.45

Post – span junction – male Post – span junction – female

4:25
 SPAN JUNCTION COMPONENTS CONTINUED
MC70 - Block - Bearing - Span Junction

The span junction bearing block (refer to Fig 4.46) is a bearing block located at the underside of one
of the span junction posts.

325mm

Fig 4.46
Block – bearing – span junction

MC234 - Pin - Span Junction

The span junction pin (refer to Fig 4.47) pins the male and female span junction posts together.

184mm

Fig 4.47
Pin – span junction

MC4A - Clip - Safety

Holes are provided in both types of panel pins, for the insertion of safety clips (MC4A) - (refer to Fig
4.48). These safety clips are inserted into the panel pin holes, after the panel pins are in position. The
panel pin (MC4) has only one safety clip hole, whereas the headless panel pin (BB130) has two
safety clip holes.

120m

Fig 4.48

4:26
 Clip – safety
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:27
 CONTINUOUS TRUSS SUPPORT COMPONENTS
NLC14162 - Beam - Distribution

The distribution beam (refer to Fig 4.49) is used at intermediate supports when continuous truss
bridges are required.

2430mm

311mm

Fig 4.49
Beam – distribution

NLC14161 - Diaphragm - Distribution Beam - Single Lane Bridges

The distribution beam diaphragm (refer to Fig 4.50) connects the distribution beams at intermediate
supports.

760mm

Fig 4.50
Diaphragm – distribution beam – single lane bridges

NLC17045 - Diaphragm - Distribution Beam - Two Lane Bridges

Refer to above.

1050mm

4:28
 Fig 4.51
Diaphragm – distribution beam – two lane bridges
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:29
 LAUNCHING NOSE COMPONENTS
MC268 - Bolt - Assembly - Drop Nose

The drop nose bolt assembly (refer to Fig 4.52) is a M24 bolt with 2 x square plate washers and is
used during the construction of the launching nose. The drop nose bolt assembly is utilised to provide
a transition from reinforced construction to unreinforced construction.

315mm

Fig 4.52
Bolt – assembly – drop nose

MC348 - Extension - Swaybrace – 3.15m Roadway

The swaybrace extension (refer to Fig 4.53) is 60mm wide flat plate x 215mm long and is used when
the launching links (refer to Fig 4.55) are introduced to a launching nose bay. The swaybrace
extension plate is bolted to the ends of the swaybraces and then bolted to the transom in the
launching link bay.

215mm

Fig 4.53
Extension – Swaybrace – 3.15m roadway

MC349 – Extension – Swaybrace – 4.20m & 7.35m Roadway

Refer to above.

195mm

Fig 4.54
Extension – Swaybrace – 4.20m & 7.35m roadway

4:30
 LAUNCHING NOSE COMPONENTS CONTINUED
MC66 - Link – Launching

The launching link (refer to Fig 4.55) is fitted in the launching nose, between the bottom chords of the
required bays, to raise the front of the nose sufficiently to overcome the natural downward deflection
of the nose and bridge during launching.

343mm

Fig 4.55
Link – launching

MC65 - Link - Launching - Span Junction

The span junction launching link (refer to Fig 4.56) is used during the launching of multiple span
bridges when span junction equipment is utilised. The span junction launching link is fitted between
the span junction posts to lock the assembly during launching and removel before the bridge is
opened to traffic.

265mm

Fig 4.56
Link – launching – span junction

MC161 - Chord Reinforcement - Span Junction

The span junction reinforcement chord (refer to Fig 4.57) is used during the launching of multiple span
bridges when span junction equipment is utilised. The span junction reinforcement chord is fitted
between the reinforcement chords above the span junction to lock the assembly during launching and
removel before the bridge is opened to traffic.

684mm

Fig 4.57
Chord reinforcement – span junction

4:31
 LAUNCHING ROLLER COMPONENTS
MBB58 - Roller – Plain

The plain roller (refer to Fig 4.58) is used during the construction and launching of bridges. The
maximum allowable load on one plain roller is 6 tonnes.

648mm

Fig 4.58
Roller – plain
MBB59 - Roller – Rocking

The rocking roller (refer to Fig 4.59) is used during the construction and launching of bridges. The
rocking roller consists of three rollers housed in a welded fabricated balanced arm, which fits over,
and is free to rotate on its bearing. Side rollers are provided on each side of the rocking roller frame
to act as guides for the bridge trusses. These can be removed easily if necessary. The maximum
allowable load on one rocking roller is 18 tonnes.

1232mm

Guide Assembly –
rocking roller
Mark No. NLC20050
Fig 4.59
Roller – rocking

4:32
 LAUNCHING ROLLER COMPONENTS CONTINUED
NLC12112 - Beam – Balance

The balance beam (refer to Fig 4.60) is used as part of a balance beam assembly and supports
rocking rollers. The balance beam assemblies can be used at the launching, landing abutments and
intermediate supports are generally used for the construction and launch of the heavier bridges.

1372mm

Fig 4.60
Beam – balance

NLC12113 - Diaphragm - Balance Beam – 457

The balance beam diaphragm (refer to Fig 4.61) is fabricated from steel channel and is used to
connect balance beams together to form the balance beam assemblies. 2 No. diaphragms are
required per assembly.

425mm

Fig 4.61

4:33
 Diaphragm – balance beam - 457
LAUNCHING ROLLER COMPONENTS CONTINUED
NLC10178 - Diaphragm - Balance Beam – 730

Used to connect balance beams together on bridge with 730 truss centres.

698mm

Fig 4.62
Diaphragm – balance beam – 730

BB11 - Bolt - Assembly - Bracing – Bailey

The Bailey bracing bolt assembly (refer to Fig 4.63) is a M24 bolt with a tapered washer fixed beneath
the bolt head and is used to connect the diaphragms to the balance beams. Twelve Bailey bracing
bolts are used per balance beam assembly.

100mm

Fig 4.63
Bolt – assembly – bracing – bailey

4:34
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4:35
 JACKING EQUIPMENT
MC263 - Frame - Jacking

The jacking frame (refer to Fig 4.64) is used for jacking operations. During jacking operations, the
frame is pinned to the end posts at the end of bridge and used in conjunction with the plain ram
jack 35t/300mm (refer to Fig 4.67).

1383mm

Fig 4.64
Frame – jacking

MC221 - Frame - Vertical - (Jacking) – 457

The vertical jacking frame (refer to Fig 4.65) is used for jacking operations when the jacking load at
one end of the bridge exceeds 40t. During jacking operations (when the jacking load exceeds 40t),
the frame is bolted to a pair of jacking frames (refer to Fig 4.64) to provide stability.
MC429 - Frame - Vertical - (Jacking) - 730 (refer to Fig 4.66)

Refer to above.
457mm

730mm

1800mm

1083mm

Fig 4.65 Fig 4.66

Frame – vertical – (jacking) - 457 Frame – vertical – (jacking) – 730

4:36
 JACKING EQUIPMENT CONTINUED
NLC22070 - Jack - 35t/150mm

The 35t jack (refer to Fig 4.67) is used for jacking purposes, for lowering the bridge onto its bearings.
The maximum lifting capacity of the jack is 3 tonne and has a maximum stroke of 150mm.

Fig 4.67
Jack – plain ram – 35t/150mm
NLC9018 - Seal Kit - 35t Jack

The jack seal kit (refer to Fig 4.68) is used for repairing the 35t jack.

Fig 4.68
Seal kit – 35t jack

NLC9169 - Plate - Jack Head

The jack head plate (refer to Fig 4.69) is used in conjunction with the 35t jack (refer to Fig 4.67). It is
placed between the top of the jack and the underside of the surface to be raised or lowered.

350mm

Fig 4.69
Plate – jack head

4:37
 JACKING EQUIPMENT CONTINUED
NLC13139 - Beam - Jacking - Span Junction - 457

The span junction jacking beam (refer to Fig 4.70) is used at the intermediate support on multiple
span bridge during jacking operations.

1800mm

Fig 4.70
Beam – jacking – span junction – 457

NLC18009 - Beam - Jacking - Span Junction - 730

Refer to above

2250m

Fig 4.71
Beam – jacking – span junction – 730

4:38
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4:39
 SPECIAL TOOLS
MC352 - Circlip Fitting Tool

The circlip fitting tool is used to fit the panel pin safety clip to the panel pin. The circlip is placed in the
groove at one end of the tool and is held in place by the retaining spring. The tool is used to fully push
the clip onto the panel pin.

288mm

Fig 4.72
Circlip fitting tool

MC353 – Circlip Removal Tool

The circlip removal tool is used to remove the panel pin safety clip to the panel pin. The tools pointed
ends of the circlip and the circlip is pushed fully off the panel pin.

280mm

Fig 4.73
Circlip removal tool
MC357 - Pin - Drift - M24

The M24 drift pin (refer to Fig 4.74) is a length of tapered hardened steel bar, which is used for the
erection of bridges. The main purpose of a M24 drift pin is to align 26mm diameter holes for bolted
connections using M24 bolts.

150mm

Fig 4.74
Pin – drift – M24

4:40
 SPECIAL TOOLS CONTINUED
NLC11140 - Pin - Drift - M48

The M48 drift pin (refer to Fig 4.75) is a length of tapered hardened steel bar, which is used for the
erection of bridges. The main purpose of a M48 drift pin is to align the male and female eyes of panel
pins holes when connecting panels together, prior to inserting the panel pin.

213mm

Fig 4.75
Pin – drift – M48

MM534 - Hook - Deck Lifting - (500kg SWL)

The 500kg deck lifting hook (refer to Fig 4.76) is a tool which is used in conjunction with mechanical
lifting equipment for lifting bridge and ramp deck units. 4 No. deck lifting hooks are required per deck
unit. The SWL (safe working load) of each deck lifting hook is 500kg.

220mm

Fig 4.76
Hook – deck lifting – (500g SWL)

NLC12185 - Wrench - T Bar - 16mm A/F hex drive

The 16mm A/F hex drive wrench T bar (refer to Fig 4.77) is a handtool which is used for tightening
and loosening the bridge and ramp deck holding down screws.

725mm

Fig 4.77
Wrench – T bar – 16mm A/F hex drive

4:41
 STANDARD TOOLS
NLC8003 - Wrench - Ratchet - 3/4" Sq Drive

The 3/4" sq drive ratchet wrench (refer to Fig 4.78) is used in conjunction with the socket 3/4" drive
- 36mm A/F (refer to fig 4.80) for tightening and loosening M24 bolts.

559mm

Fig 4.78
Wrench – ratchet – ¾” sq drive

NLC8004 - Wrench - T-Bar - Sliding - 3/4" Sq Drive

The 3/4" sq drive sliding T-bar wrench (refer to Fig 4.79) is used in conjunction with the 3/4" drive
- 36mm A/F socket (refer to fig 4.80) for tightening and loosening M24 bolts.

1083mm

Fig 4.79
Wrench – T bar – sliding – ¾” sq drive

4:42
 STANDARD TOOLS CONTINUED
NLC8005 - Socket - 3/4" Sq Drive

The 3/4" sq drive socket (refer to Fig 4.80) is used in conjunction with the 3/4" sq drive ratchet wrench
and sliding rench T bar for tightening and loosening M24 bolts.

64mm

Fig 4.80
Socket – ¾” sq drive – 36mm A/F

NLC9003 - (NSN 5120-99-202-7756) - Spanner - Podger - Open - 36mm A/F

The 36mm A/F open podger spanner (refer to Fig 4.81) is used in for tightening and loosening M24
bolts.

540mm

Fig 4.81
Spanner – podger – open – 36mm A/F

NLC9004 - Spanner - Podger - Ring - 36mm A/F

The 36mm A/F podger spanner ring (refer to Fig 4.82) is used for tightening and loosening M24 bolts.

535m

Fig 4.82
Spanner – podger – ring – 36mm A/F

4:43
 STANDARD TOOLS CONTINUED
NLC8006 - Hammer - Sledge - 3.25kg

The 3.25kg sledge hammer (refer to Fig 4.83) is a handtool which is used for general bridge erection,
particularly when driving panel pins into position.

750mm

Fig 4.83
Hammer – sledge – 3.25kg

NLC9007 - Hammer - Club - 1kg

The 1kg club hammer (refer to Fig 4.84) is a handtool which is used for general bridge erection,
particularly when driving panel pins into position.

235mm

Fig 4.84
Hammer – club – 1kg

4:44
 STANDARD TOOLS CONTINUED
NLC9009 - Bar - Wrecking - 1.5m

The 1.5m wrecking bar is used for general bridge erection, particularly for levering components.

1525mm

Fig 4.85
Bar – wrecking – 1.5m

NLC9010 - Bar - Nail - 0.6m

The 0.6m nail bar is used for general bridge erection. It is the most suitable for opening the wooden
packing cases that contains the smaller bridge components, tools and bolts etc.

600mm

Fig 4.86
Bar – nail – 0.6m

4:45
 STANDARD TOOLS CONTINUED
NLC9011 - Tin Snips

The tin snips are generally used for cutting the steel bonding which binds the components together
during transportation.

250mm

Fig 4.87
Tin snips

NLC9015 - Wrench - Adjustable - 28mm A/F Max

The 28mm A/F max adjustable wrench (refer to Fig 4.88) is used in for tightening and loosening bolts.
The maximum width of the adjustable open end is 28mm.

245mm

Fig 4.88
Wrench – adjustable – 28mm A/F max

4:46
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:47
 ERECTION ACCESSORIES
NLC9016 - Hoist - Roller Chain - 1.5t

The 1.5t ratchet roller chain (refer to Fig 4.89) is used in for lifting, lowering and pulling components.

Fig 4.89
Hoist – roller chain 1.5t

NLC23001 - Jack - 6.5t - 75mm Stroke

The 6.5t jack (refer to Fig 4.90) is used for general jacking purposes, but not for lowering the bridge
onto its bearings. The maximum lifting capacity of the jack is 6.5t and it has a maximum stroke of
75mm.

129m

Fig 4.90
Jack – 6.5t – 75mm stoke

NLC23002 - Seal Kit - 6.5t Jack

The jack seal kit (refer to fig 4.91) is used for repairing the 6.5t jack (refer to Fig 4.90).

Fig 4.91
Seal kit – 6.5t jack

4:48
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4:49
 FOOTWALK COMPONENTS - TUBULAR
MC382 - Channel - Footwalk Bearer - 1m

The 1m footwalk bearer channel (refer to Fig 4.92) is bolted to the transom of the bridge and
cantilevers outside the truss and supports the 1m walkway. It is used in conjunction with a 1m
footwalk bearer angle (refer 4.92)

2190mm

Fig 4.92
Channel – footwalk bearer – 1m

MC383 - Angle - Footwalk Bearer - 1m

The 1m footwalk bearer angle (refer to Fig 4.93) is bolted to the channel bearer (refer to Fig 4.92) and
supports the 1m walkway decks.

1032mm

Fig 4.93
Angle – footwalk bearer – 1m

4:50
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
MC384 - Channel - Footwalk Bearer - 1.5m

The 1.5m footwalk bearer channel (refer to Fig 4.94) is bolted to the transom of the bridge and
cantilevers outside the truss and supports the 1.5m walkway. It is used in conjunction with a 1.5m
footwalk bearer angle (refer to Fig 4.95).

1032mm

Fig 4.94
Channel – footwalk bearer – 1.5m

MC385 - Angle - Footwalk Bearer - 1.5m

The 1.5m footwalk bearer angle (refer to Fig 4.95) is bolted to the channel bearer and supports the
1.5m walkway decks.

1532mm

Fig 4.95
Angle – footwalk bearer – 1.5m

4:51
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
MC343 - Abutment Plate - 1m
MC342 – Abutment Plate – 1m
Abutment Plates accommodate EOB Decks and are bolted onto Abutment Backwalls.

1320mm

Fig 4.96
Abutment plate – 1m

MC345 - Abutment Plate - 1.5m

Refer to above.

1820mm

Fig 4.97
Abutment plate – 1.5m

4:52
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
MC338 - Walkway Deck - 1m

The 1m walkway (refer to Fig 4.98) is used as the footwalk surface for the 1m cantilever footwalk. Two
of these units are required per footwalk bay. They are side bolted together using M24 bracing bolts.

3041mm

Fig 4.98 559mm

Walkway deck – 1m

MC339 - Walkway Deck - 1.5m

Refer to above.

3041mm

806mm

Fig 4.99
Walkway deck – 1.5m

4:53
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
NLC19024 - Walkway - 1m - SJ/EOB

The span junction/end of bridge 1m walkway (refer to Fig 4.100) is used on the footwalk at an
intermediate pier or support, when a multi-span bridge is required and is bolted between the footwalk
bearers at the span junction. This component is also utilised at the end of bridge footwalk position,
where abutments are used.

575mm

559mm

Fig 4.100
Walkway – 1m – sj/eob

NLC20020 - Walkway - 1.5m - SJ/EOB

Refer to above.

575mm

806mm

Fig 4.101
Walkway – 1.5m – sj/eob

4:54
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
MC242 - Stanchion - Handrail

The handrail stanchion (refer to Fig 4.102) is bolted to the footwalk bearers using 2 No M24 bracing
bolts and supports the handrail attachments.

1288m

Fig 4.102
Stanchion – handrail

MC243 - Handrail - 2980

The 2980 Handrail (refer to Fig 4.103) is the main horizontal steel tube member of the footwalk
handrail system and is fitted between top and intermediate clamps, which are fitted to the handrail
stanchion.

2980mm

Fig 4.103
Handrail – 2980

4:55
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
NLC19025 - Handrail - SJ/EOB

The SJ/EOB handrail (refer to Fig 4.104) is used at the ends of bridge and at span junctions. Two 90
degree attachments, a vertical steel tube and shortened horizontal tube are additions to a 3.5m tube.

3498mm

Fig 4.104
Handrail – sj/eob

MC256 - Clamp - Handrail - Top

The top handrail clamp (refer to Fig 4.105) is fitted to the handrail stanchions and clamps the footwalk
top handrails together.

Fig 4.105
Clamp – handrail – top

4:56
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
MC257 - Clamp - Handrail - Intermediate

The intermediate handrail clamp (refer to Fig 4.106) is fitted to the handrail stanchions and clamps the
footwalk lower handrails together.

Fig 4.106
Clamp – handrail – intermediate

MU411 - Clamp - Handrail - Top - SJ

The top span junction handrail clamp (refer to Fig 4.107) is used at the ends of bridge and span
junction positions to clamp stanchions and handrails together.

Fig 4.107
Clamp – handrail – top – sj

MU410 - Clamp - Handrail - Intermediate - SJ

The intermediate span junction handrail clamp (refer to Fig 4.108) is used at the ends of bridge and
span junction positions to clamp stanchions and handrails together.

Fig 4.108
Clamp – handrail – intermediate – sj

4:57
 FOOTWALK COMPONENTS - TUBULAR CONTINUED
MC435 - Bolt - Walkway

The dome headed walkway bolts (refer to Fig 4.109) are used to connect the platform deck units to
the channel and angle bearers. They are used in conjunction with M24 nuts (MC430).

68mm

Fig 4.109
Bolt – walkway

NLC9019 - Key - Hexagonal - Handrail

The handrail hexagonal key (refer to Fig 4.110) is a handtool for tightening and loosening the footwalk
handrail clamps.

8mm

105mm

Fig 4.110
Key – hexagonal – handrail

NLC14063 - Key - Hexagonal - Walkway

The walkway hexagonal key (refer to Fig 4.111) is a handtool for tightening and loosening the
footwalk deck units.

12mm

150mm

Fig 4.111
Key – hexagonal – walkway

4:58
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:59
 FOOTWALK COMPONENTS - MODULAR
MC430 - Bolt - Bracing

The bracing bolts secure the kerb and ramp clamp plate to the sides of the deck units (refer to Fig
4.33).

MC433 - Bolt - Chord

The chord bolt (refer to Fig 4.35) is M24 x 176mm long and I used when bolting the reinforcement
chord to the panel. Four chord bolts are required per reinorcement chord.

MC435 - Bolt - Walkway

The dome headed walkway bolts (refer to Fig 4.109) are used to connect the platform deck units to
the channel and angle bearers. They are used in conjunction with M24 nuts (MC430).

MC436 - Nut - M24 - Flanged

M24 flanged nut (refer to Fig 4.36) and is used in conjunction with all M24 bolts.

4:60
 FOOTWALK COMPONENTS - MODULAR CONTINUED
NLU13069 - Channel - Footwalk Bearer - 1m

Fig 4.112
Channel – footwalk bearer – 1m

NLU13070 – Angle – Footwalk Bearer – 1m

Fig 4.113
Angle – footwalk bearer – 1m

4:61
 FOOTWALK COMPONENTS – MODULAR CONTINUED
NLU13007 – Channel – Footwalk Bearer – 1.5m

2790mm

Fig 4.114
Channel – footwalk bearer – 1.5m

NLU13015 – Angle – Footwalk Bearer – 1.5m

1532mm

Fig 4.115
Angle – footwalk bearer – 1.5m

4:62
 FOOTWALK COMPONENTS – MODULAR CONTINUED
NLT3042B – Deck – F/W – 525

Fig 4.116
Deck – fw – 525

NLC22062 – Deck – F/W - 525 – SJ

Fig 4.117
Deck – f/w – 525 – sj

4:63
 FOOTWALK COMPONENTS – MODULAR CONTINUED
MC342 - Abutment Plate - 1m

Abutment plates accommodate eob decks and are bolted onto abutment backwalls (refer to Fig 4.97).

MC345 - Abutment Plate - 1.5m

Refer to above (refer to Fig 4.98).

NLU13010 - Stanchion - Handrail - L/H

Fig 4.118
Stanchion – handrail – l/h

NLU13016 - Stanchion - Handrail - R/H

Fig 4.119
Stanchion – handrail – r/h

4:64
 FOOTWALK COMPONENTS – MODULAR CONTINUED
NLC24015 - Railing - Panel

Fig 4.120
Railing – panel

NLU24016 - Railing - Panel - EOB/SJ

Fig 4.121
Railing – panel – eob/sj

4:65
 FOOTWALK COMPONENTS - MODULAR CONTINUED
NLU24017 - Kick - Angle - 150mm

Fig 4.122
Kick – angle – 150mm

NLC12018 - Kick - Angle - 150mm - EOB

Fig 4.123
Kick – angle – 150mm – eob

NLC24019 - Kick - Angle - 150mm - SJ

Fig 4.124
Kick – angle – 150mm – sj

4:66
 FOOTWALK COMPONENTS - MODULAR CONTINUED
NLC19547 - Stairecase - 1m (if required)

Fig 4.125
Stairecase – 1m (if required)

NLC24013B - Staircase - 1.5m (if required)

Fig 4.126
Stariecase – 1m (if required)

4:67
 RAMP COMPONENTS - EMERGENCY
NLC12195 - Plate - Pack - End of Bridge

The end of bridge pack plate is positioned and bolted between the underside of the end of bridge
deck units and end of bridge transom top flanges.

4206m

Fig 4.127
Plate pack – eob

NLC12068 - Ramp Support

Ramp supports are fabricated sections, and are used to support and secure the ramp deck units at
intermediate support positions.

4406mm

Fig 4.128
Ramp support

4:68
 RAMP COMPONENTS - EMERGENCY CONTINUED
NLC19545 - Plate - Bearing - Ramp Toe

The toe ramp bearing plate supports the end ramp deck.

Note: the end ramp deck unit is not bolted to the toe ramp bearing plate.

4220mm

Fig 4.129
Plate – bearing – ramp – toe

NLC12197 - Plate - Clamp - Ramp

The ramp clamp plate clamps two deck units together.

Note: bracing bolts are used for this and for fitting the ramp kerbs.

310mm

Fig 4.130
Plate – clamp – ramp

4:69
 RAMP COMPONENTS - EMERGENCY CONTINUED
NLC19546 - Toe - Ramp

The toe ramps are used at the foot of the ramp and are secured to ramp toe bearing plate using deck
screws and nuts.

1396mm

Fig 4.131
Toe – ramps

NLC22055 - Plate - Extension - Ramp - Support

The support ramp extension plate is positioned beneath the toe ramp bearing plate at sliding end of
bridge.

4600mm

Fig 4.132
Plate – extension – ramp – support

4:70
 RAMP COMPONENTS - EMERGENCY CONTINUED
MC360 - Deck

The main running surface of the ramp (refer to Fig 4.17).

MC300 - Kerb

The kerb is bolted to the sides of the ramp decks (refer to Fig 4.18).

Note: the ramp clamp plate should be considered at this connection.

MC378 - Screw - Deck

The deck screws secure the deck units and toe ramp units to the supports (refer to Fig 4.31).

MC379 - Nut - Deck Screw

The deck screw nuts are used in conjunction with the deck screws (refer to Fig 4.32)

MC430 - Bolt - Bracing

The bracing bolts secure the kerb and ramp clamp plate to the sides of the deck units (refer to Fig
4.33).

MC436 - Nut - M24 - Flanged

The M24 flanged nut is used in conjunction with the bracing bolt (refer to Fig 4.36).

4:71
 RAMP COMPONENTS - ADJUSTABLE
NLC19536 - Ground Beam - Long

Fig 4.133
Ground Beam – long

NLC19537 - Ground Beam - Short

Fig 4.134
Ground beam – short

NLC19538 - Bolt - Ground Beams

Fig 4.135
Bolt – ground beams

4:72
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
MC436 - Nut - Flange - M24

Refer to Fig 4.36.

MC267 - Plate - Washer

Fig 4.136
Plate – washer

NLC19576 - Lug - Lifting Ground Beam

Fig 4.137
Lug – lifting ground beam

MX7002 Nut - Nyloc - M24

Fig 4.138
Nut – nyloc – M24

4:73
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
NLC19540 - Raker plate

Fig 4.139
Raker plate

MC134 - Swaybrace - EW

Refer to Fig 4.14

MC360 - Deck - 1050

Refer to Fig 4.17

MC300 - Kerb

Refer to Fig 4.18

MC364 - Infill - Deck - EOB - EW

Refer to Fig 4.20

MC379 - Nut - Deck Clamp

Refer to Fig 4.32

MC430 - Bolt - Bracing

Refer to Fig 4.33

4:74
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
MC431 - Bolt - Transom

Refer to Fig 4.34

MC436 - Nut - M24 - Flanged

Refer to Fig 4.36

NLC19534 Transom - Ramp - Head

Fig 4.140
Transom – ramp – head

NLC19535 - Grillage Upper

Fig 4.141
Grillage upper

4:75
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
NLC1942 - Transom - Ramp

Fig 4.142
Transom – ramp

NLC19543 - Post - Ramp

Fig 4.143
Post – ramp

4:76
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
NLC19544 - Baseplate - Ramp - Post

Fig 4.144
Toe ramp

NLC19545 - Plate - Bearing - Toe

Refer to Fig 4.114.

NLC19546 - Toe Ramp

Refer to Fig 4.116.

NLC19548 - Transom - Ramp - Foot

Fig 4.145
Transom – ramp – foot

4:77
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
NLC19539 - Plate - Increment - Grillage

Fig 4.146
Plate – increment – grillage

MC433 - Bolt - Chord

Refer to Fig 4.35.

NLC19570 - Brace - Vertical - Ramp

Fig 4.147
Brace – vertical – ramp

4:78
 RAMP COMPONENTS - ADJUSTABLE CONTINUED
NLC18357 - Screw - Deck - Ramp

Fig4.148
Screw – deck – ramp

MC378 - Screw - Deck - Clamp

Refer to Fig 4.31

NLC19552 - Socket - Post - Edge Marker

Fig 4.149
Socket – post – edge marker

NLC19564 - Plate - Support - Transom

Fig 4.150
Plate – support – transom

4:79
 RAMP COMPONENTS - ADJUSTABLE CONTINUED

NLC20069 - Deck - Insert - Ramp

Fig 4.151
Deck – insert – ramp

NLU15328 - Deck - Insert - Std - Grey

Fig 4.152
Deck – insert – std – grey

4:80
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

4:81
 PIER COMPONENTS
MC411 - Panel - Super

Refer to Fig 4.1.

NLC4089 - Bracket - Angle

Fig 4.153
Bracket – angle

NLC2166 - Soleplate - Female Eye - Double

Fig 4.154
Soleplate – female eye – double

4:82
 PIER COMPONENTS CONTINUED
NLT15072 - Brace - pan tower

Fig 4.155
Beam hamper – outer

NLC17035 - Beam Hamper – Outer

Fig 4.156
Beam hamper – outer

4:83
 PIER COMPONENTS CONTINUED
NLC17036 - Beam Hamper - Inner

Fig 4.157
Beam hamper – inner

NLC 17037 - Plate - Beam - Connector

Fig 4.158
Plate – beam – connector

4:84
 PIER COMPONENTS CONTINUED
NLC17039 - Brace - Vertical - Crib Top

Fig 4.159
Brace – vertical – crib top

NLC19026 - Beam - Bearing - C200 Pier

Fig 4.160
Beam – bearing – C200 pier

4:85
 PIER COMPONENTS CONTINUED
NLC19027 - Clamp - Bearing Beam

Fig 4.161
Clamp – bearing beam

NLC19028 - Clamp - Triple Baseplate

Fig 4.162
Clamp – triple baseplate

NLC19019 - Strut - Tower Brace – EW

Fig 4.163
Strut – tower brace – EW

4:86
 PIER COMPONENTS CONTINUED
NLC19020 - Tie - Tower Brace

Fig 4.164
Tie – tower brace

NLC19021 - Tie - Tower Brace - Half - EW

Fig 4.165
Tie – tower brace – half – EW

4:87
 PIER COMPONENTS CONTINUED
MC4 - Pin - Panel

Fig 4.166
Pin – panel

MC4A - Clip – Safety

Refer to Fig 4.48.

MC430 - Bolt - Bracing

Refer to Fig 4.33.

MC431 - Bolt - Transom

Refer to Fig 4.34.

MC433 - Bolt - Chord

Refer to Fig 4.35.

4:88
 PIER COMPONENTS CONTINUED
MX2320 - Bolt - Pier Brace/Anchor

Fig 4.167
Bolt – pier brace/anchor

NLC17057 - Plate - Washer - Anchor Bolt

Refer to Fig 4.000.

MC267 - Plate - Washer - Shim

Fig 4.168
Plate – washer – shim

MC436 - Nut - M24 - Flanged

Refer to Fig 4.36.

4:89
 PIER COMPONENTS CONTINUED
NLE1022 - Lifting Bolt Assembly

Fig 4.169
Lifting bolt assembly

NLC25061 - Channel - Bearer - Platform - Outer

Fig 4.170
Channel – bearer – platform – outer

NLC25062 - Cannel - Bearer - Platform - Inner

Fig 4.171
Channel – bearer – platform – inner

4:90
 PIER COMPONENTS CONTINUED
NLC25063 - Angle - Bearer - Platform

Fig 4.172
Angle – bearer – platform

NLC25064 - Deck - Platform - Outer - Short

Fig 4.173
Deck – platform – outer – short

NLC25065 - Deck - Platform - Outer - Long

Fig 4.174
Deck – platform – outer – long

4:91
 PIER COMPONENTS CONTINUED
NLC25066 - Deck - Platform - Inner - Long

Fig 4.175
Deck – platform – inner – long

NLC25071 - Deck - Platform - Inner - Short

Fig 4.176
Deck – platform – inner short

NLC25178 - Deck - Platform - Hatch - Narrow

Fig 4.177
Deck – platform – hatch – narrow

4:92
 PIER COMPONENTS CONTINUED
NLC25067 - Plate - Kick - Platform - End

Fig 4.178
Plate – kick platform – end

NLC25068 - Plate - Kick - Platform - Short

Fig 4.179
Plate – kick – platform – short

NLC25069 - Plate - Kick - Platform - Long

Fig 4.180
Plate – kick – platform – long

4:93
 PIER COMPONENTS CONTINUED
NLC25070 - Plate - Deck - Pier Cap

Fig 4.181
Plate – deck – pier cap

MC430 - Bolt - Bracing

Refer to Fig 4.33.

MC431 - Bolt - Transom

Refer to Fig 4.34.

MC435 - Bolt - Walkway

Refer to Fig 4.109.

MC242 - Stanchion - Handrail

Refer to Fig 4.102.

MU411 - Clamp - Handrail - Top - End

Refer to Fig 4.107.

4:94
 PIER COMPONENTS CONTINUED
NLP25002 - Clamp - Handrail - Platform - Long

Fig 4.182
Clamp – handrail – platform – long

NLP25001 - Handrail - Intermediate - Top - 90deg

Fig 4.183
Handrail – intermediate – top 90deg

NLC25102 - Handrail - Platform - Long

Fig 4.184
Handrail – platform – long

4:95
 PIER COMPONENTS CONTINUED
NLC25103 - Handrail - Platform - Short

Fig 4.185
Handrail – platform – short

MU410 - Clamp - Handrail - Intermediate - End

Refer to Fig 4.108.

NLC25129 - Ladder Assembly - Pier - Lower

Fig 4.186
Ladder assembly – pier – lower

4:96
 PIER COMPONENTS CONTINUED
NLC25130 - Ladder Assembly - Pier - Upper

Fig 4.187
Ladder assembly – pier – upper

4:97
 CONTENTS
CHAPTER PAGES

5.0 CONNECTION DETAILS 5:0

PART 1 - 2D

Single Panel Trusses 5:1

Double Panel Trusses 5:3
Triple Panel Trusses 5:5
Quadruple Panel Trusses 5:7
Transom Bracing 5:9
Bridge Decking 5:11

PART 2 - 3D

Single Panel Trusses 5:14

Double Panel Trusses 5:20
Triple Panel Trusses 5:26
Quadruple Panel Trusses 5:32
Transom Bracing 5:37
Bridge Decking 5:39

5:0
 SINGLE PANEL TRUSSES
TRUSS ASSEMBLY DETAILS
FEMALE END MALE END

Raker Raker Raker

No Raker A No Raker
Fitted Fitted

ELEVATION
DETAIL 1 (General Arrangement) DETAIL 2

Chord Reinforcement

Unreinforced Reinforced
Panel
Panel

ELEVATION Chord Reinforcement

(Chord Reinforcements)

Chord Bolt
(MC 433) &
Nut (MC 436)

SS SSR(H)
SSH SSHR(H)

TRUSS SECTIONS

5:1
 SINGLE PANEL TRUSSES
TRUSS BRACING CONNECTIONS
Transom/Bracing Transom/Bracing
Bolt (MC 431) & Bolt (MC 431) &
Nut (MC 436) Panel Vertical Nut (MC 436)

! Panel Vertical

Transom

Transom

End Post
End Post

DETAIL 1 DETAIL 2
(Female End of Bridge) (Male End of Bridge)

DETAIL 3
Transom/Bracing
Bolt (MC 431) &
Nut (MC 436)

Angle Raker
DETAIL 5
DETAIL 4

Panel Verical

DETAIL 3
(Raker to Panel connection)

TYPICAL SECTION A-A

Panel Vertical Transom
Transom/Bracing
Bolt (MC 431) & Transom
Nut (MC 436)

Transom/Bracing
Bolt (MC 431) &
Nut (MC 436) Angle Raker
DETAIL 4 DETAIL 5
(Transom to Panel)
! (Raker to Transom)

It is essential that the transom bolt at this connection is oriented as shown, passing
! through the panel vertical first and then through the transom web.

5:2
 DOUBLE PANEL TRUSSES
TRUSS ASSEMBLY DETAILS
FEMALE END MALE END
Vertical Vertical DETAIL 2
DETAIL 1
Frame Frame
Tie Beam B Tie Beam

Frame
Frame Omitted
Omitted

B
Bracing Bracing
Frame Frame
DETAIL 3 DETAIL 4
ELEVATION
(General Arrangement)

Bracing Frame* Chord Reinforcement

Unreinforced Reinforced
Panel Panel

Chord Reinforcement
ELEVATION
(Chord Reinforcements & Bracing Frames)
* Bracing Frames are fitted to intermediate bays only

Bracing Bolt
Bracing Bolt (MC 430) &
(MC 430) & Nut (MC 436)
Nut (MC 436)
Chord Bolt
(MC 433) &
Nut (MC 436) Chord Bolt
(MC 433) &
Nut (MC 436)

DS DSR1(H) DSR2(H)
DSH DSHR1(H) DSHR2(H)

TRUSS SECTIONS

5:3
 DOUBLE PANEL TRUSSES
TRUSS BRACING CONNECTIONS
Short Bracing Short Bracing
Bolt (MC430) Bolt (MC430)
and Nut End Post and Nut
(MC436) End Post
(MC436)

Panel Vertical
Tie Beam Tie Beam
Panel Vertical
DETAIL 1 DETAIL 2
(Tie Beam to End Post - Female End) (Tie Beam to End Post - Male End)

Transom/Bracing Transom/Bracing
Bolt (MC431) Bolt (MC431)
and Nut and Nut
(MC436) (MC436)

!
Transom Transom

End Post
End Post

DETAIL 3 DETAIL 4
FEMALE END OF BRIDGE MALE END OF BRIDGE

Transom/Bracing
Bolt (MC431) Detail 5
and Nut
(MC436)

Panel Vertical
Vertical Frame
Vertical
DETAIL 5 Frame

Vertical Frame

Detail 6

Transom
! TYPICAL SECTION B-B

Transom/
Bracing Bolt
(MC431) and DETAIL 6
Nut (MC436)

It is essential that the transom bolt at this connection is oriented as shown, passing
! through the panel vertical first and then through the transom web.

5:4
 TRIPLE PANEL TRUSSES
TRUSS ASSEMBLY DETAILS
FEMALE END MALE END
Bracing Bracing DETAIL 2
DETAIL 1
Frame Frame
Tie Beam Tie Beam
C

Frame Frame
Omitted Omitted

C
Vertical Vertical
Frame Frame
DETAIL 3 DETAIL 4
ELEVATION
(General Arrangement)

Bracing Frame* Chord Reinforcement

+ + + +

Unreinforced Reinforced
Panel Panel

ELEVATION Chord Reinforcement

(Chord Reinforcements & Bracing Frames)
* Bracing Frames are fitted to intermediate bays only.
+ Bracing Frames are connected to the internal panels of TS and TSR3 constructions
at the two central positions only.

Bracing Bolt
(MC 430) &
Nut (MC 436)
Bracing Bolt
(MC 430) &
Nut (MC 436)

Chord Bolt Chord Bolt

(MC 433) & (MC 433) &
Nut (MC 436) Nut (MC 436)

TS TSR2(H) TSR3(H)
TSH TSHR2(H) TSHR3(H)

TRUSS SECTIONS

5:5
 TRIPLE PANEL TRUSSES
TRUSS BRACING CONNECTIONS
Short Bracing
Short Bracing Bolt (MC430)
Bolt (MC430) and Nut
End Post End Post
and Nut (MC436)
(MC436)

Panel Vertical
Tie Beam Tie Beam
Panel Vertical
DETAIL 1 DETAIL 2
(Tie Beam to End Post - Female End) (Tie Beam to End Post - Male End)

Transom/Bracing Transom/Bracing
Bolt (MC431) Bolt (MC431)
and Nut and Nut
(MC436) (MC436)

!
Transom Transom

End Post
End Post

DETAIL 3 DETAIL 4
FEMALE END OF BRIDGE MALE END OF BRIDGE

Transom/Bracing
Bolt (MC431)
and Nut
(MC436) Detail 5

Panel Vertical
Vertical Frame
Vertical
DETAIL 5 Frame

Vertical Frame

Detail 6

Transom
! TYPICAL SECTION C-C
Transom/
Bracing Bolt
(MC431) and DETAIL 6
Nut (MC436)

It is essential that the transom bolt at this connection is oriented as shown, passing
! through the panel vertical first and then through the transom web.

5:6
 QUADRUPLE PANEL TRUSSES
TRUSS ASSEMBLY DETAILS
FEMALE END MALE END

DETAIL 1 Vertical Vertical DETAIL 2

Frame Frame
Tie Beam Tie Beam
D

Frame Frame
Omitted Omitted

D
Bracing Bracing
Frame Frame
DETAIL 3 DETAIL 4
ELEVATION
(General Arrangement)

Bracing Frame * Chord Reinforcement

+ + + +

Unreinforced Reinforced
Panel Panel

Chord Reinforcement
ELEVATION
(Chord Reinforcements & Bracing Frames)
* Bracing Frames are fitted to intermediate bays only.
+ Bracing Frames are connected to the internal panels of QS and QSR4 constructions
at the two central positions only.

Bracing Bolt Bracing Bolt

Bracing Bolt (MC 430) & (MC 430) &
(MC 430) & Nut (MC 436) Nut (MC 436)
Nut (MC 436)

Chord Bolt Chord Bolt

(MC 433) & (MC 433) &
Nut (MC 436) Nut (MC 436)

QS QSR3(H) QSR4(H)
QSH QSHR3(H) QSHR4(H)

TRUSS SECTIONS

5:7
 QUADRUPLE PANEL TRUSSES
TRUSS BRACING CONNECTIONS
Short Bracing Short Bracing
Bolt (MC430) Bolt (MC430)
and Nut End Post End Post
and Nut
(MC436) (MC436)

Panel Vertical
Tie Beam Tie Beam
Panel Vertical
DETAIL 1 DETAIL 2
(Tie Beam to End Post - Female End) (Tie Beam to End Post - Male End)

Transom/Bracing
Bolt (MC431) Transom/Bracing
and Nut Bolt (MC431)
(MC436) and Nut
(MC436)

! Transom Transom

End Post End Post

DETAIL 3 DETAIL 4
FEMALE END OF BRIDGE MALE END OF BRIDGE

Transom/
Bracing Bolt
(MC431) and Detail 5
Nut (MC436)

Panel Vertical
Vertical Frame
DETAIL 5 Vertical
Frame
Vertical Frame

Detail 6

Transom
! TYPICAL SECTION D-D
Transom/
Bracing Bolt
(MC431) and DETAIL 6
Nut (MC436)

It is essential that the transom bolt at this connection is oriented as shown, passing
! through the panel vertical first and then through the transom web.

5:8
 TRANSOM BRACING
CONNECTION DETAILS

Bracing Bolt
(MC430) and
Nut (MC436)
Bracing Bolt
(MC430) and
Nut (MC436)

Vertical Bracing

PART ELEVATION OF VERTICAL BRACING

3.15m Transom

Transom Bolt
(MC431) and Bracing Bolt
Nut (MC436) (MC430) and
Nut (MC436)

Swaybrace

Vertical Bracing
omitted for clarity

ELEVATION OF STANDARD WIDTH VERTICAL BRACING

5:9
 TRANSOM BRACING
CONNECTION DETAILS

4.20m Transom

Transom Bolt
(MC431) and Bracing Bolt
Nut (MC436) (MC430) and
Nut (MC436)

Swaybrace

Vertical Bracing
omitted for clarity

ELEVATION OF EXTRA
Elevation of ExtraWIDE
WideVERTICAL BRACING
Vertical Bracing

7.35m Transom

Transom Bolt
(MC431) and Bracing Bolt
Nut (MC436) (MC430) and
Nut (MC436)
Swaybrace Swaybrace

Vertical Bracing Vertical Bracing

omitted for clarity omitted for clarity

ELEVATION OF of
Elevation TWO
TwoLANE
LaneVERTICAL BRACING
Vertical Bracing

5:10
 BRIDGE DECKING
CONNECTION DETAILS

Kerbs are connected to decks

using 4 No. Bracing Bolts
(MC430) and nuts (MC436)
per connection at the outer
hole positions.

TYPICAL
TypicalPLAN ONDecking
Plan on DECKING
(3.15m STANDARD WIDTH ROADWAY)
(3.15m Standard Width Roadway)

Kerb Deck

Short Bracing Bolt (MC430)

and Nut (MC 436)

Section
SECTION ONon Side
SIDE Bolt CONNECTION
BOLT Connection

Deck - 1050 - E.O.B Filler 1050 Deck Units

1050 Deck Unit

Deck Clamp
Deck Clamp Screw (MC 378)
Screw (MC 378)

Deck Clamp Deck Clamp

Nut (MC 379) Transom Nut (MC 379)
Transom

End
ENDofOF
Bridge
BRIDGE Intermediate Connection
INTERMEDIATE CONNECTION

5:11
 BRIDGE DECKING
CONNECTION DETAILS

Kerbs are connected to decks

using 4 No. Bracing Bolts
(MC430) and nuts (MC436)
per connection at the outer
hole positions.

Kerb connection details

Typical
TYPICAL PlanON
PLAN on DECKING
Decking
as per previous page (4.20m
(4.20m ExtraWIDE
EXTRA WideROADWAY)
Roadway)

Kerbs are connected to decks

using 4 No. Bracing Bolts
(MC430) and nuts (MC436)
per connection at the outer
hole positions.

Typical
TYPICAL PlanON
PLAN onDECKING
Decking
(7.35m TWO
(7.35m TwoLANE ROADWAY)
Lane Roadway)

5:12
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

5:13
 SINGLE PANEL TRUSSES
ASSEMBLED BRIDGE

Single Panel Truss bridge (some decking omitted for clarity) – SSHRH

5:14
 SINGLE PANEL TRUSSES
CONNECTION DETAILS
Safety clip
(MC307A)

Panel pin
(MC307)

Pin connections

Transom bolt
(MC431)

Angle raker

M24 nut
(MC436)

Raker to Panel connection

5:15
 SINGLE PANEL TRUSSES
CONNECTION DETAILS
Panel

M24 nut
(MC436)

Transom bolt
(MC431)

Transom

Transom to Panel connection

Angle raker

M24 nut
(MC436)

Transom bolt
(MC431)

Raker to Transom connection

5:16
 SINGLE PANEL TRUSSES
CONNECTION DETAILS
Chord
reinforcement

Chord bolt
(MC433)

M24 nut
(MC436)

Panel

Top Chord Reinforcement connection

Panel

M24 nut
(MC436)

Chord bolt
(MC433)

Chord
reinforcement

Bottom Chord Reinforcement connection

5:17
 SINGLE PANEL TRUSSES
CONNECTION DETAILS

Female end
post

Transom

Panel

Sliding bearing

Baseplate

Male end of bridge - Sliding Bearing details – SS Trusses

Panel

Transom

End post

Fixed bearing

Baseplate

Female end of bridge - Fixed Bearing details – SS Trusses

5:18
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

5:19
 DOUBLE PANEL TRUSSES
ASSEMBLED BRIDGE

Double Panel Truss bridge (some decking omitted for clarity) – DSHR2H

5:20
 DOUBLE PANEL TRUSSES
CONNECTION DETAILS
Safety clip
(MC307A)

Panel pin
(MC307)

Pin connections

Transom
bolt

Vertical

Top of Vertical Frame to Panel connection – DS trusses

Vertical

M24 nut
(MC436)

Transom
bolt

Bottom of Vertical Frame to Panel and Transom connection – DS trusses

5:21
 DOUBLE PANEL TRUSSES
CONNECTION DETAILS
Chord
reinforcement

Chord bolt
(MC433)

Top Chord Reinforcement connection

Panel

M24 nut
(MC436)

Chord bolt
(MC433)

Chord
reinforcement

Bottom Chord Reinforcement connection

5:22
 DOUBLE PANEL TRUSSES
CONNECTION DETAILS

Chord
Chord
reinforcement
Reinforcement
Bracing bolt
(MC430)

Chord bolt
(MC433)

Bracing
Bracing
frameFrame

M24 nut
(MC436)

BRACING FRAME TO REINFORCED PANEL CONNECTION – DSHR1H

Chord
reinforcement

Chord bolt
(MC433)

Bracing frame

M24 nut
(MC436)

Bracing Frame to Reinforced Panel connection – DSHR2H

5:23
 DOUBLE PANEL TRUSSES
CONNECTION DETAILS

Bracing bolt
(MC430)

M24 nut
(MC436)
Tie beam

Tie Beam to End Post connection – DS trusses

Transom

Sliding
Female end bearing
post

Baseplate

Male end of bridge - Sliding Bearing details – DS Trusses

Transom

Male end post

Fixed bearing

Baseplate

Female end of bridge - Fixed Bearing details – DS Trusses

5:24
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

5:25
 TRIPLE PANEL TRUSSES
ASSEMBLED BRIDGE

Triple Panel Truss bridge (some decking omitted for clarity) – TSHR3H

5:26
 TRIPLE PANEL TRUSSES
CONNECTION DETAILS
Safety clip
(MC307A)

Panel pin
(MC307)

Pin connections

Transom
bolt
M24 nut
(MC436)

Vertical

Top of Vertical Frame to Panel connection – TS trusses

Vertical

M24 nut
(MC436)

Transom
bolt

Bottom of Vertical Frame to Panel and Transom connection – TS trusses

5:27
 TRIPLE PANEL TRUSSES
CONNECTION DETAILS
Chord
reinforcement

Chord bolt
(MC433)

M24 nut
(MC436)

Top Chord Reinforcement connection

M24 nut
(MC436)

Chord
reinforcement
Chord bolt
(MC433)

Bottom Chord Reinforcement connection

5:28
 TRIPLE PANEL TRUSSES
CONNECTION DETAILS

Bracing frame

M24 nut (MC436)

Bracing bolt
(MC430)

Bracing Frame to Reinforced Panel connection – TSHR2H

Bracing bolt
(MC430)
M24 nut
(MC436)

Bracing bolt
(MC430)

Bracing Frame to Reinforced Panel connection – TSHR3H

5:29
 TRIPLE PANEL TRUSSES
CONNECTION DETAILS

Bracing bolt
(MC430)

Tie beam
M24 nut
(MC430)

Tie Beam to End Post connection – TS trusses

Transom

Male end Sliding

post bearing

Baseplate

Male end of bridge - Sliding Bearing details – TS Trusses

Female end
post

Fixed bearing

Baseplate

Female end of bridge - Fixed Bearing details – TS Tusses

5:30
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

5:31
 QUADRUPLE PANEL TRUSSES
ASSEMBLED BRIDGE

Quadruple Panel Truss bridge (some decking omitted for clarity) – QSHR4H

5:32
 QUADRUPLE PANEL TRUSSES
CONNECTION DETAILS
Safety clip
(MC307A)

Panel pin
(MC307)

Pin connections

Transom
bolt
M24 nut
(MC436)

Vertical

Fig 6 Top of Vertical Frame to Panel connection – QS trusses

Vertical

M24 nut
(MC436)

Transom
bolt

Bottom of Vertical Frame to Panel and Transom connection – QS trusses

5:33
 QUADRUPLE PANEL TRUSSES
CONNECTION DETAILS Chord
reinforcement

Chord bolt
(MC433)

M24 nut
(MC436)

Top Chord Reinforcement connection

Bottom Chord Reinforcement connection

M24 nut
QUADRUPLE PANEL TRUSSES
(MC436)

CONNECTION DETAILS

Chord
reinforcement

Chord bolt
(MC433)

5:34
 QUADRUPLE PANEL TRUSSES
CONNECTION DETAILS

Bracing frame

M24 nut (MC436)

Bracing bolt
(MC430)

Bracing Frame to Reinforced Panel connection – QSHR3H

Bracing frame

M24 nut
(MC436)

Bracing bolt
(MC430)

Bracing Frame to Reinforced Panel connection – QSHR4H

5:35
 QUADRUPLE PANEL TRUSSES
CONNECTION DETAILS

Bracing bolt
(MC430)

M24 nut Tie beam

(MC430)

Tie Beam to End Post connection – QS Trusses

Transom

Sliding
Male end
bearing
podt

Baseplate

Male end of bridge - Sliding Bearing details – QS Trusses

Female
end podt

Fixed bearing

Baseplate

Female end of bridge - Fixed Bearing details – QS Trusses

5:36
 TRANSOM BRACING
CONNECTION DETAILS
Transom

Transom bolt
(MC431)

Swaybrace
M24 nut
(MC436)

Swaybrce to Transom connection

Bracing bolt
(MC430)

M24 nut
(MC436)

Swaybrace to Swaybrace connection

5:37
 TRANSOM BRACING
CONNECTION DETAILS

Bracing bolt
(MC430)

Transom

Vertical brace
Bracing bolt
(MC430)
M24 nut
(MC436)

Vertical Brace connections – standard and EW roadwidth

M24 nut
(MC436)

Bracing bolt Vertical brace

(MC430)

Transom bolt
M24 nut
(MC431)
(MC436)
Swaybrace

Bracing bolt
(MC430)

Vertical Brace and Swaybrace connections – 2 lane roadwidth

5:38
 BRIDGE DECKING
CONNECTION DETAILS Deck screw
(MC378)

Decks

Transom Deck nut

(MC379)

Deck to Transom connection

Bracing bolt
Kerb (MC430)

Deck

M24 nut
(MC436

Kerb to Deck connection

5:39
 BRIDGE DECKING
CONNECTION DETAILS
Deck screw EOB filler
(MC378)

Transom
Deck nut
(MC379)

End of Bridge Deck Infill to Transom connection – standard and EW roadwidth

EOB filler
Deck screw
(MC378)

Transom

Deck nut
(MC379)

End of Bridge Deck Infill to Transom connection – 2 lane roadwidth

5:40
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5:41
 CONTENTS
CHAPTER PAGES

6.0 BRIDGE INSTALLATION 6:0

Basic Principles 6:2

Mechanical Lifting Operation 6:3
General Procedure 6:12
Site Layout 6:31
Launching Nose and Bridge Erection 6:39
Launching Bridge 6:77
Removal of Launch Nose 6.86
Jacking 6:88
Pre-Commisioning Inspection 6:109
Alternative Methods of Bridge Installation 6:116

6:0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

6:1
 BRIDGE INSTALLATION
BASIC PRINCIPLES
CANTILEVER LAUNCH

A basic principle of the compact 200 bridge, is that it can be constructed on rollers on one bank,
known as the ‘home bank’ or ‘construction plane’ and then launched across the gap to be bridged, to
the ‘far bank’, without requiring any temporary intermediate supports. This is achieved by erecting a
temporary skeleton structure at the front of the bridge, known as the ‘launching nose’, which is
constructed using compact 200 bridge components similar to those used in the bridge, but with the
addition of a few special components.

The ‘launching nose’ is built of such a length that when the completed structure is rolled forwards
across the gap, the tip of the nose touches down on the ‘far bank landing rollers’ before the centre of
gravity passes the ‘home bank launching rollers’. The general principle for erection and launching, is
that the bridge should be rolled forward over the gap as new bays are constructed at the rear of the
bridge.

The length of the ‘construction plane’ normally required for erection is approximately equal to the span
of the bridge. Effective use of counterweight, however, usually in the form of bridge decks placed on
the rear bays of the structure, can reduce the required length of the ‘construction plane’ and/or the
required length of the ‘launching nose’.

It is a design feature of the bridge that, when necessary, it can be erected and installed by hand.
However, it is recommended to have the use of a crane on site, in order to ease the erection process.
Furthermore, whilst it is possible to push small spans across the gap to be bridged by hand, longer
spans will require some form of mechanical plant.

Once the bridge is in position across the gap, the launching nose is dismantled. The bridge is then
jacked up, one end at a time, to enable the launching and landing rollers to be removed and the
bridge bearings to be installed before lowering the bridge onto them. Finally, the bridge decking is
completed and the approaches prepared for traffic access.

Fig 6.1 shows a schematic arrangement for a typical cantilever bridge launch.

Bridge Launching Nose

Counterweight

Centre of gravity
Launching Landing
Rollers Rollers

Fig 6.1 Schematic arrangement of a typical cantilever bridge launch

6:2
 BRIDGE INSTALLATION
MECHANICAL LIFTING OPERATIONS
INTRODUCTION TO MECHANICAL LIFTING OPERATIONS USING CRANES

It is a design feature of the compact 200 bridge, that individual components can be lifted and carried
manually. However it is recommended that the heaviest components are lifted and carried using
mechanical methods: i.e. cranes. It is recommended that the cranes have mobile telescopic jibs and
are suitable for rough terrain.

For mechanical lifting, it is recommended that typical lifting equipment should be consistently
used. These include 2 (or 2x2) leg chains of 4m leg length with a minimum capacity of 1t per
leg (Refer to Fig 6.2). The chains should be fitted with Kuplex hooks with safety catches. In
addition to the lifting chains, fibre webbing slings (flat length = 5m) - (Refer to Fig 6.2) of 1t
minimum capacity should be utilised for lifting components such as panels and transoms.

Two leg chain – Kuplex 4m leg

length – 1t minimum capacity.
Fibre webbing slings (or similar) –
5m length – 1t minimum capacity.

Safety hooks

Fig 6.2 Recommended lifting equipment two leg chain and fibre sling

6:3
 BRIDGE INSTALLATION
MECHANICAL LIFTING OPERATIONS
COMPONENT WEIGHT FOR MECHANICAL LIFTS

Table 1 tabulates the component weights of the major compact 200 bridge components and lists the
recommended lifting equipment where required. Figs 6.3 to 6.7 inclusive, illustrates the lifting
techniques and equipment required for the heaviest components.

TABLE 1 COMPONENT WEIGHTS - MECHANICAL LIFTING INFORMATION

Component
Description of Parts Recommended Lifting Equipment
Weight (kg)

Panel – Super 337.4 1 x two leg chain/webbing slings (for vertical lift)
1 x two leg chain/webbing slings (for vertical lift)
Panel – Super – High Shea 387.2 1 x two leg chain/webbing slings (for vertical lift)
1 x two leg chain/webbing slings (for vertical lift)
Chord Reinforcement 105.9 1 x two leg chain/webbing slings
Raker 32.7 1 x two leg chain or manual lift
Frame – Vertical 54.2 1 x two leg chain or manual lift
Frame – Bracing 48.9 1 x two leg chain or manual lift
Transom 440.5 1 x two leg chain/webbing slings
Swaybrace 40.8 1 x two leg chain or manual lift
Brace – Vertical 15.9 1 x two leg chain or manual lift
Deck 331.6 2 x two leg chain + 4 x deck hooks
Infill – Deck – EOB 60.6 1 x two leg chain/webbing slings
Post – End – Male 74.8 1 x two leg chain/webbing slings
Post – End – Female 86.8 1 x two leg chain/webbing slings
Bearing – Triple Bearing 72.4 1 x two leg chain/ webbing slings
Bearing – Fixed 18.5 1 x two leg chain/ webbing slings
Bearing – Sliding 17.8 1 x two leg chain/ webbing slings
Beam – Ground Long 395.9 1 x two leg chain/ webbing slings
Beam – Ground Support 112.0 1 x two leg chain/webbing slings
Grillage – Upper 286.8 1 x two leg chains
Baseplate – Ramp Post 243.4 1 x two leg chains
Post – Ramp 42.4 1 x two leg chain/webbing slings
Transom – Ramp – Head 514.7 1 x two leg chain/webbing slings
Transom – Ramp 467.4 1 x two leg chain/webbing slings
Transom – Ramp – Foot 529.4 1 x two leg chain/webbing slings
Plate – Bearing – Ramp – 175.7 1 x two leg chain/webbing slings
Toe 227.7 2 x two leg chain + 4 x deck hooks
Toe – Ramp 41.6 1 x two leg chain/webbing slings
Brace – Vertical – Ramp 51.3 1 x two leg chain/webbing slings
Roller – Plain 91.8 1 x two leg chain/webbing slings
Roller – Rocking 98.2 1 x two leg chain/webbing slings
Beam – Balance 289.0 1 x two leg chain/webbing slings
Beam – Hamper – Internal 282.5 1 x two leg chain/webbing slings
Beam – Pier – Top - Outer
(continued)

6:4
 BRIDGE INSTALLATION
MECHANICAL LIFTING OPERATIONS
TABLE 1 COMPONENT WEIGHTS - MECHANICAL LIFTING INFORMATION (continued)

Component
Description of Parts Recommended Lifting Equipment
Weight (kg)

Channel – Bearer – Platform 46.9 1 x two leg chain/webbing slings

–
Outer 116.4 1 x two leg chain/webbing slings
Channel – Bearer – Platform
– Inner

6:5
 BRIDGE INSTALLATION
MECHANICAL LIFTING OPERATIONS
MECHANICAL LIFT OF A PANEL IN THE VERTICAL POSITION

The panels can be lifted in the vertical position using a suitable crane with suitable lifting equipment
as shown in Fig 6.3. One leg or two leg chains are recommended for lifting. Slings can be used in
conjunction with the chains for lifting. It is recommended that guide lines are attached to the panels
during lifting and moving. Two options for attaching the chains or slings are shown.

Guild lines

Method 1 Lifting arrangement with two leg chains

Method 2 Lifting arrangement using a one leg chain

Fig 6.3 Mechanical lift of a panel in the vertical position showing one leg and two leg chain
arrangements

6:6
 BRIDGE INSTALLATION

MECHANICAL LIFTING OPERATIONS

MECHANICAL LIFT OF A PANEL IN THE HORIZONTAL POSITION

The panels can also be lifted in the horizontal position using a suitable crane with suitable lifting
equipment as shown in Fig 6.4. 2 x two leg chains are recommended for lifting. Slings can be used
in conjunction with the chains for lifting. It is recommended that guide lines are attached to the panels
during lifting and moving.

Refer to detail A
C

Refer to detail B

View on arrow C

Detail A
Detail B
Fig 6.4 Mechanical lift of a panel in the horizontal position using 2 x two leg chain arrangement

6:7
 BRIDGE INSTALLATION

MECHANICAL LIFTING OPERATIONS

MECHANICAL LIFT OF A TRANSOM

The transoms (these include bridge and ramp transoms) can be lifted using a suitable crane with
suitable lifting equipment as shown in Fig 6.5. Two leg chains are recommended. They can be used
in conjunction with steel wire rope or webbing slings as shown in Method 1. It is recommended that
guide lines are attached to the transom during lifting and moving. Two options for attaching the
chains and slings are shown.

Guide lines

Method 2 Lifting arrangement using

two leg chains

Timber
protector

Method 1 Lifting arrangement using two leg chains in

conjunction with steel wire rope or webbing slings

Fig 6.5 Mechanical lift of a transom using two leg chains in conjunction
with steel wire rope or webbing slings

6:8
 BRIDGE INSTALLATION

MECHANICAL LIFTING OPERATIONS

MECHANICAL LIFT OF A DECK UNIT

The deck unit (MC360) can be lifted using a suitable crane with suitable lifting equipment as shown in
Fig 6.6. Two sets of two leg chains are recommended. They are used in conjunction with four deck
lifting hooks (MM534).

Enlarged detail showing lifting

point and MM534
Deck unit lifted with 2 x two leg chains
and 4 x deck lifting hooks

Fig 6.6 Mechanical lift of a deck unit using 2 x two leg chains in conjunction with 4 deck lifting hooks

6:9
 BRIDGE INSTALLATION

MECHANICAL LIFTING OPERATIONS

MECHANICAL LIFT OF A GROUNDBEAM ASSEMBLY

The ground beams can be lifted by mechanical handling equipment either individually or as an
assembly. Fig 6.9 shows the lifting arrangement of a groundbeam assembly. Two sets of two leg
chains are recommended. They are used in conjunction with 4 x lifting lugs (NLC19576), 4 x plate
washers (MC267) and 4 x M24 nuts (MC436).

Chains attached to
mechanical equipment
Weight =

2 x two leg chains fitted to

lifting lugs at positions
shown – See below

Ground beam assembly

Plate washer (MC267)

M24 Nut (MC436)

Lifting lug (NLC19576)

Fig 6.7 Mechanical lift of a ground beam assembly using 2 x two leg chains
in conjunction with 4 x lifting lugs

6:10
 BRIDGE INSTALLATION

MECHANICAL LIFTING OPERATIONS

CRANE SIGNALS FOR MECHANICAL LIFTING OPERATIONS

The crane signals shown in Fig 6.8 are generally used for all construction work involving mechanical
lifting equipment. The crane signal person and the crane operative must be both fully aware of the
signals to be used.

Clench and
unclench
fingers to
signal “inch
the load”
Operations start Stop Emergency
(follow my instructions) stop
Signal with Other hand
one hand on head

Lower slowly Lower Slew in direction Jib up Jib down

indicated Derricking jib
Signal with Other hand
one hand on head

Extend jib Retract jib Travel to Travel Travel in direction

Telescoping jib me from me indicated
Trolley to me Trolley from me Signal with both hands
Horizontal jib

Note: When signalling you should stand in a safe

position where you can see the load and can be
seen clearly by the crane operator. Face the
driver where possiable. Each signal should be
distinct and clear.
Operations cease or cease to
follow my instructions

Fig 6.8 Typical crane signals for mechanical lifting operations

6:11
 BRIDGE INSTALLATION PROCEDURES

GENERAL PROCEDURE
It is most important that bridge erection and installation is supervised by a competent Engineer, whose
responsibilities include the following:

a Safety.

b Checking that the proposed bridge span is correct for the site.

c Confirming that the proposed launching method is suited to the site.

d Checking the setting out dimensions and the levels of the installation rollers.

e Ensuring that the structure is erected correctly.

f Ensuring that launching is executed correctly.

g Ensuring that jacking is carried out properly.

h Inspecting the bridge when installed, to ensure that all components have been fitted correctly and
that all bolts have been tightened, before permitting traffic to cross.
If at any time the erection supervisor is in doubt about any detail or procedure, he must refer to his
superiors, or to the Project Engineering Department at Mabey & Johnson Ltd.

Before the commencement of any work on site, study the erection and launching information that has been
provided, whether in drawings or in tables, along with the following information from start to finish. Ensure
that all of the points are fully understood.

Set out the installation rollers to line and level. Ensure that the dimensions between successive rollers are
correct, especially between the launching and landing bank rollers, and that all of the rollers are of the
correct type and quantity at each position.

Mark the centreline of the bridge on both abutments and along the construction area. Check to this
frequently during the erection, especially whilst constructing the first few bays and after every movement of
the structure.

Determine the position of the Launching Links and by which method they will be fitted.

If the bridge is of chord reinforced construction, determine the position of the Nose Drop Bolt.

Build the launching nose, bridge and tail bay if required, bay by bay, referring to the following pages that
give erection procedures for each truss construction type.

Pay particular attention to the fact that some bays of the bridge may initially be constructed for launching in
a different configuration to that as finally required when the bridge is in service. For example, additional or
fewer Chord Reinforcements may be temporarily fitted to a bay.

Determine how many bays of the bridge should have decking fitted when launching, and how many should
not.

Determine how much counterweight should be placed on the bridge when launching, and on which bays of
the bridge.

6:12
 BRIDGE INSTALLATION PROCEDURES

GENERAL PROCEDURE
The launching nose, bridge and tail bay, if required, may be erected in their entirety on the home bank
before being launched forwards across the gap.

The procedure usually adopted, however, is to erect several bays, move them forwards a little, then
build a few more bays, then move the structure forward a little more, etc. This progressive erect and
move method of bridge installation has the following three advantages:

a The required construction plain is shorter.

b Fewer construction rollers are required.

c The erection can be carried out nearer to the stockpiles of the components.

When using this method of bridge installation, however, it is essential not to allow the partially
erected structure to fall into the gap. When moving the structure forwards at any stage of the
erection, never allow the Centre of Gravity of the erected portion approach closer than one panel
length to the launching rollers on the home bank.

When erecting a structure on rollers, it is most important that it does not move accidentally. A suitable
method of preventing movement, on a level launching plain, is to pass spikes through the bottom
chords of panels and into the roller cages.

Before moving the structure, station a man at each roller position. Each one is to watch for any sign
of a roller jamming, a pack under a roller becoming unstable, or anything else undesirable occurring
when the structure is moved. In the event of any problem arising, the observer should immediately,
by a pre-arranged signal, notify the erection supervisor to stop the movement of the structure.

Immediately prior to moving the structure, remove all spikes from the rollers and check that there are
no other obstructions. Then, move the structure slowly forwards to its new position

Bridges may be pulled or pushed across a gap. Long bridge spans may tend to go off-line, however,
and should therefore preferably be pulled. The force required to move the structure on a level
launching plane will be approximately one tenth of the weight of the structure. The force must be
applied on, or symmetrically about, the centreline of the structure, otherwise it will be likely to go off-
line. Care must also be taken not to cause damage by pushing or pulling on a part which is not strong
enough to take the force.

Always provide a suitable method of restraint to prevent the structure from over-running its new
position. For example, a cable can be connected to the structure and passed around a strong tree, or
connected to a bulldozer.

When the erection of the structure is complete, before launching it across the gap, check that all of
the decking and counterweight has been correctly placed in accordance with the relevant erection and
launching scheme.

Position a man at each roller as before, remove all spikes, then pull (or push) the structure slowly and
steadily across the gap towards the landing rollers.

6:13
 BRIDGE INSTALLATION PROCEDURES

GENERAL PROCEDURE
As the tip of the launching nose approaches the landing rollers, check their alignment. Note that it
may be necessary to temporarily stop the launch in order to adjust the position, or the level, of these
rollers.

If the structure is off line, the tip of the launching nose can be moved sideways a little, by pushing or
pulling on one truss. Greater movement can be achieved as the structure approaches the point of
balance on the launching rollers, but this should be undertaken with great care.

If the tip of the launching nose is too low, such that it will not pass over the landing rollers, or if the tip
of the launching nose is too high, such that as the point of balance is reached it will descend onto
them too forcefully, then the height of the landing rollers must be adjusted.

Having adjusted the landing rollers, as necessary, continue to launch the structure until the bridge
section is correctly aligned over its bearing positions.

Do not dismantle any bays of the launching nose until the bridge is correctly aligned over its final
position unless the erection and launching scheme specifically permits it. Consult the Project
Engineering Department of Mabey & Johnson Ltd. where the removal of some bays of the
launching nose is necessary due to site topography, but not already specifically permitted.

Remove any counterweight that has been placed on the structure. Fit End Posts then jack up the rear
of the bridge, remove the launching rollers and lower the bridge onto its bearings.

Note that during this process it will be necessary to remove the tail bay, where one has been
used, and it may be necessary to relocate components that have been fitted in different positions
for launching to those required when the bridge is in service.

Remove the launching nose from the bridge and fit End Posts. Jack up the front of the bridge,
remove the landing rollers and lower the bridge onto its bearings.

Note that during this process it may be necessary to relocate components that have been fitted in
different positions for launching to those required when the bridge is in service.

During jacking operations, ensure that the longitudinal slope of the bridge does not exceed a gradient
of 1 in 100. If the bridge is to be lowered a long way, it will be necessary to carry out the jacking in
stages, jacking first at the back, then at the front and back alternately, until the operation is
completed.

Never support both ends of the bridge on jacks at the same time.

Once all jacking operations are complete, place the remainder of the decks and relocate any
remaining components which have been fitted in different positions for launching to those required
when the bridge is in service.

Carry out a final inspection.

6:14
 BRIDGE INSTALLATION PROCEDURES

GENERAL PROCEDURE
SUPPLEMENTARY NOTES FOR GUIDANCE

Always try to achieve a level launching plain. A bridge can be erected and launched on a gradient,
but greater care must be taken with regards to pulling or pushing methods, restraints against over-
running desired positions and general safety.

Remain aware of the stability of the partially built structure at all times, use packs as necessary to
prevent tipping. This is of particular importance in the early stages of erection, before three roller
positions are covered, and when inserting Launching Links. Remember that the structure can tip
either backwards or forwards.

When constructing a bay of the bridge or launching nose, do not fully tighten the bolts until the
following bay has been assembled. This is in order to allow flexibility in the structure to ease the
assembly of the subsequent bay components.

In order to ensure adequate stability, however, do not permit more than three bays of a structure to be
constructed with loose bolted connections.

Ensure that all bolts are tightened before finally launching the structure across the gap.

Do not damage parts of the bridge by imposing loads at weak points. When positioning jacks and
safety packs, be aware of the loads that will be imposed upon the bridge components above them.
When jacking or packing under the trusses, try to work under the strong points where the verticals or
diagonals intersect with the chords of the panels. Refer to Section 1 of this manual for the allowable
loads that may be applied to various positions on the Panels.

When jacking, always use safety “catch packs”. A “catch pack” is a pack placed adjacent to a jack,
under a strong point of the structure, such that if the jack should fail or sink, the load is immediately
carried by the “catch pack” and the structure cannot fall. During the jacking operations, the height of
the “catch packs” should be adjusted continually such that they are always between 50 and 100mm
beneath the structure.

The general procedure described above is that as required for the installation of a single span bridge.
The general procedure for the installation of a multiple span bridge is the same as that described
above, however, and any special additional requirements will be dealt with on a bridge specific
erection and launching scheme.

6:15
 BRIDGE INSTALLATION

GENERAL PROCEDURE
PRELIMINARY ERECTION INFORMATION

The following preliminiary erection informetion should be read prior to the erection and launching of
the bridge, ensuring that all point are fully understood.

PANEL IDENTIFICATION

There are There are two types of compact 200 panel, which are described as follows:

Super Panel (MC411)

Super High Shear Panel (MC412)

The High Shear Super Panel, as the name would suggest, has a higher shear capacity (of 35
tonnes) compared to that of the Super Panel (of 23t). Depending upon the span and the design
loading, High Shear Panels may be required to be used at the ends of the bridge up to three
bays at each end of a span.

It is essential to use the correct type of panel to construct each bay of a bridge. It is easy to
identify an MC412 High Shear Super Panel, both visually and by touch, as it has a gusset plate
at the intersection of the diagonals with the chords, whereas the MC411 Super Panel does not.
This is illustrated in Figs 6.9 and 6.10.

Chord gusset plates

Fig 6.9 Super - Panel

Fig 6.10 High Shear – Super Panel

6:16
 BRIDGE INSTALLATION

GENERAL PROCEDURE
LAUNCHING LINKS

The launching links (refer to Fig 6.11) are part of the launching equipment and are used in the
launching nose.

Fig 6.11 Link - launching

Purpose. When a bridge is launched across a gap, the front portion of the structure that is in
cantilever deflects downwards. This deflection is such that if no counter measures were taken
the tip of the launching nose would arrive at the far bank at a level below that of the landing
rollers. Launching links are therefore fitted into the bottom chord of the launching nose, at one
or more positions depending upon the span, such that the tip of the launching nose is raised
sufficiently to overcome the deflection.

Erection procedure. in a launching link to the rear of the bottom chord of each panel of the bay
that precedes the required link position. Fit the panels of the subsequent bay by pinning the
top chords to those of the panels of the previous bay as usual, but pin the bottom chords to the
rear of the launching links. Note that due to the introduction of the launching links, the distance
between the transoms in the adjacent bays at the link position is increased slightly. It is,
therefore, necessary to fit swaybrace extensions in the bay following the link position to
overcome this. Refer to Fig 6.12.

The principles of three launching link installation methods are illustrated pages 6.19, 6.20 and
6.21. Selection of a suitable method will depend upon the particular bridge site conditions and
upon the construction equipment available.

METHOD 1 - Incorporates launching links as the erection proceeds.

METHOD 2 - Introduces launching links by raising the front of the nose.

METHOD 3 - Constructs the bays in front of the launching links in reverse.

Whichever method is adopted for the installation of the launching links, it is most important to
continually assess the position of the centre of gravity of the structure, using temporary packing
as necessary to prevent the structure from tipping either backwards or forwards.

Note that launching links are never inserted more than four bays back from the tip of the nose.
When the installation of launching links at the rear of the fourth bay fails to give sufficient uplift,
additional links are inserted after the first, second or third bays. Note, however, that two sets of
launching links must never be installed at the same position. Whilst the installation of two sets
of launching links is not illustrated here, the principles of the installation methods remain the
same. Refer to Fig 6.13 for a diagram showing the uplift provided by the launching links at
each bay position.

6:17
 BRIDGE INSTALLATION

GENERAL PROCEDURE

See detail 1
See detail 2

Plan

Safety clips
(MC307A)

Launching
link (MC66)
Panel pin
(MC307)
Detail 1
Transom bolt
(MC431)

Swaybrace
(MC134)
Extension
swaybrace (MC349)

Detail 2

Fig 6.12 Launching link and extension swaybrace detail

6:18
 BRIDGE INSTALLATION

GENERAL PROCEDURE
METHOD 1 - LAUNCHING LINKS INSTALLATION

Launching link installation Method 1, incorporates launching links as the erection proceeds.

Launching links at the rear of Nose Bay 1

Erect bay 1, supporting the rear of the

panels on packs.

Connect launching links to the rear of

bay 1. Erect bays 2 and 3, using
packs as necessary.

Remove the packs and lower the

structure onto rollers. Erect bay 4.

Advance the structure by 3m (one

panel/or bay length). Continue
erection as directed by the specific
scheme provided.

Launching links at the rear of Nose Bay 2

Erect bays 1 and 2, using packs as

necessary. Fit launching links to the
rear of bay 2. Erect bay 3.

Remove the packs and lower the

structure onto rollers. Erect bay 4.

Advance the structure by 3m. Erect

bays 5 and 6.

Advance the structure by 3m.

Continue erection as directed by the
specific scheme provided.

6:19
 BRIDGE INSTALLATION

GENERAL PROCEDURE
METHOD 2 - LAUNCHING LINKS INSTALLATION

Launching link installation Method 2, introduces launching links by raising the front of the nose

Launching links at the rear of Nose Bay 1

Erect bays 1 to 8.

Raise the first bay and insert

launching links between bays
1 and 2.

Advance the structure.

Continue erection as directed
by the specific scheme
provided.

Launching links at the rear of Nose Bay 2

Erect bays 1 to 9 using

packs as necessary.

Raise bays 1 and 2 and

insert launching links
between bays 2 and 3.

Advance the structure.

Continue erection as
directed by the specific
scheme provided.

NOTE: Apply the same principles as above, for fitting launching links in bays 3 & 4. Always ensure
that the centre of gravity of the partially built structure is known.

When using Method 2 to install the launching links, during the initial stages of erection, the following
components may be temporarily omitted.

Panel pins connect the bottom chords of the junction where links will be fitted.

Swaybraces in the bay following the launching link position.

6:20
 BRIDGE INSTALLATION

GENERAL PROCEDURE
METHOD 3 - LAUNCHING LINKS INSTALLATION

Launching link installation Method 3, constructs the bays in front of the launching links in reverse.

Launching links at the rear of Nose Bay 1

4 3 2
Erect bays 2 to 4, using packs as
necessary.

Erect bay 1 in front of bay 2 and

insert launching links between 4 3 2 1
bays 1 and 2.

Launching links at the rear of Nose Bay 2

Erect bays 3 to 6, using packs as 6 5 4 3

necessary.

Erect bays 2 and 1 in front of bay 3,

inserting launching links between 1
bays 2 and 3. 6 5 4 3 2

Launching links at the rear of Nose Bay 1

Erect bays 4 to 9, using packs 9 8 7 6 5 4

as necessary.

Erect bays 3, 2 and 1 in front

of bay 4, inserting launching 2 1
9 8 7 6 5 4 3
links between bays 3 and 4.

If considering the use of Method 3, note that a crane of sufficient capacity and reach to fit the
components in the front bays of the nose will be required.

When using Method 3, give due consideration to the safety of the workers on the nose and note that
reverse construction of bridge bays is less easy than normal construction.

Method 3 may be safer to employ with the structure positioned further back in the construction area
rollers, but pay particular attention to Notes 4, 7 and 8 above.

6:21
 BRIDGE INSTALLATION

GENERAL PROCEDURE
LAUNCHING LINK UPLIFT

The uplift distance of the launching link at various positions is shown in Fig 16.

Launch Links @ 1 bay back from tip of nose. Uplift = 363mm

Launch Links @ 2 bay back from tip of nose. Uplift = 710mm

Launch Links @ 3 bay back from tip of nose. Uplift = 1056mm

Launch Links @ 4 bay back from tip of nose. Uplift = 1403mm

Launch Links @ 1 & 4 bay back from tip of nose. Uplift = 1790mm

Launch Links @ 2 & 4 bay back from tip of nose. Uplift = 2132mm

Fig 6.13 Uplift provided by launching links

NOTES:

Fig 613 depicts typical examples of the principles of launching link installation only. For any specific
bridge, refer to Chapter 6 for detailed launching information.

Assess the position of the centre of gravity of the structure at each stage of the chosen procedure and
ensure that the structure does not tip, either backwards or forwards, using temporary packs for
stability as necessary.

Avoid any accidental movement of the structure during launching link installation, either by spiking the
rollers or by providing some other form of suitable restraint (preventer tackle).

Avoid overloading the construction rollers during launching link installation. The maximum load on a
plain roller (MBB58) should not exceed 6t and the maximum load on a rocking roller (MBB59) should
not exceed 18t.

Take additional care when jacking under a sloping panel.

As required, raise and lower both trusses simultaneously.

When moving the structure, ensure that the rollers are not pushed forwards as the raised section of
the nose comes to bear on them.

Check the alignment of the structure after every movement.

The erection procedures for the various truss construction types described in Chapter 4-3-3 following
pages assume that the launching links are installed by Methods 1 or 2.

6:22
 BRIDGE INSTALLATION

GENERAL PROCEDURE
DROP NOSE BOLTS

The drop nose bolts (refer to Fig 6.14) are part of the launching equipment and are used in the
launching nose.

Fig 6.14 Bolt (assembly) drop nose

Purpose. When launching a bridge that has a reinforced truss construction, it is desirable to
have a transition within the launching nose to an unreinforced truss construction in order to
provide a lighter and more economical launching nose.

As a level underside to the structure must be maintained, such that it passes smoothly over the
construction rollers, a step in the level of the panels is required at this transition point. To
achieve this, the bay preceding the transition point has chord reinforcements attached only to
the top chords of the panels and the bay following the transition point has chord reinforcements
attached only to the lower chords of the panels. The panels and chord reinforcements are then
connected as shown in Fig 6.15 and as described in the erection procedure below.

In order to maintain the shear strength at the transition point, it is necessary to fit drop nose
bolts at the rear of the bay preceding the transition point, clamping the chord reinforcements to
the top chords of the panels in addition to the requisite quantity of chord bolts.

Erection procedure (Refer to Fig 6.15). Erect the bay preceding the transition point in SSHDH
construction. To do this, construct the bay in SSH construction and then bolt a chord
reinforcement to the top of each panel with four chord bolts.

Fit a drop nose bolt assembly to each truss at the rear of the bay, to clamp the rear ends of the
chord reinforcements onto the top chords of the panels. The drop nose bolt assemblies must
be positioned as close as possible to the rear vertical members of the panels.

Erect the bay following the transition point in SSHNH construction. To do this, first bolt a chord
reinforcement to the bottom chord of each of the two panels with four chord bolts, then fit the
panel and chord assemblies to those of the previous SSHDH bay. This is achieved by pinning
the top chord of each panel to the top chord reinforcement of each of the panels in the
preceding bay.

Finally, fit the transom, rakers and swaybraces as per a normal SSH bay. Note that despite the
difference in the level of the panels on either side of the transition point, swaybraces may be
fitted as normal.

6:23
 BRIDGE INSTALLATION

GENERAL PROCEDURE
Drop nose bolt assembly fitted adjacent
to rear vertical member of panel (Refer to Chord
Detail A below) Reinforcement

Chord
Reinforcement

Drop nose bolt

assembly (MC268) Direction of launch

Drop nose bolt assembly

fitted close to the female
end vertical of the panel

Square washer
Detail 1

Fig 6.15 Drop nose bolt assembly connnection details

6:24
 BRIDGE INSTALLATION

GENERAL PROCEDURE
CHORD REINFORCEMENT

The reinforcement chord (refer to Fig 6.16) is added to the top and bottom of the panels to increase
the bending capacity of the bridge when required.

Fig 6.16 Chord reinforcement

Purpose. When a bridge span is required to be of chord reinforced truss construction, chord
reinforcements are required to be attached to both the top and the bottom chords of the panels
in all internal bays of the span. They are not required, however, in either the male end bay or
the female end bay.

In ‘SSHRH‘, ‘DSHR2H‘ and ‘TSHR3H‘ truss constructions, chord reinforcements are to be

attached to all panel lines. In ‘DSHR1H‘ truss construction, however, they are to be attached
only to the inner panel line of each truss, and in ‘TSHR2H‘ truss construction, they are to be
attached only to the inner and outer panel lines of each truss.

When launching a bridge of chord reinforced truss construction, some bays of the launching
nose, both the male and female end bays of the bridge and, when required, the tail bay will
need to have chord reinforcements attached to either the top chords only or the bottom chords
only.

Such truss constructions are denoted by the use of the suffix letters ‘D‘ and ‘N‘ respectively.
For example, ‘SSD‘ truss construction has chord reinforcements attached to the top chords only
whereas ‘SSN‘ truss construction has chord reinforcements attached to the bottom chords only.

Furthermore, as per the bridge truss constructions, such bays may not require chord
reinforcements to be attached to all of the panel lines. For example, ‘DSHN1H‘ truss
construction requires chord reinforcements to be attached to the bottom chords of the inner
panel line of each truss only.

Four chord bolts (Mark No MC433) and M24 nuts (Mark No MC436) are used to connect a
chord reinforcement to a panel. Refer to Figs 6.17 and 6.18 for chord reinforcement erection
procedures.

6:25
 BRIDGE INSTALLATION

GENERAL PROCEDURE
ERECTION PROCEDURE FOR BOTTOM CHORD REINFORCEMENT

Chord reinforcements are most easily attached to the bottom chords of panels before the panels are
connected to the main structure, as follows:

Place a panel, of the type appropriate for the bay being erected, flat on the ground.

Place a chord reinforcement alongside the bottom chord of the panel, ensuring that the male
ends of both the chord and the panel are facing in the same direction and that the attachment
blocks in the chord reinforcement are facing those in the panel chord.

Insert four chord bolts (MC433) into the holes in the four attachment blocks in the chord
reinforcement and through those in the bottom chord of the panel. Fit M24 nuts (MC436) onto
the bolts, but do not fully tighten them.

Attach this assembly to the main structure, connecting the top and bottom chords of the panel
to those of the preceding bay before connecting the chord to that of the preceding bay, using
panel pins secured with safety circlips.

Attach this assembly to the main structure, connecting the top and bottom chords of the panel
to those of the preceding bay before connecting the chord to that of the preceding bay, using
panel pins secured with safety circlips.

Check: Gusset plates of

chord reinfocement against
gusset plates of panel

Chord
reinforcement

Chord bolts
(MC433)

Fig 6.17 Bottom chord reinforcement

6:26
 BRIDGE INSTALLATION

GENERAL PROCEDURE
ERECTION PROCEDURE FOR TOP CHORD REINFORCEMENT

Chord reinforcements are most easily attached to the top chords of panels after the panels
have been connected to the main structure, as follows:

Construct a bay following the same procedure as used to erect an unreinforced bay, but with
chord reinforcements pre-attached to the bottom chords of the panels, as per the above
method, where applicable.

Place chord reinforcements on top of the relevant panels, ensuring that the male ends of both
the chords and the panels are facing in the same direction and that the attachment blocks in
the chord reinforcements are facing those in the panel chords.

Insert four chord bolts (MC433) into the holes in the four attachment blocks in the chord
reinforcement and through those in the top chord of the panel. Fit M24 Nuts (MC436) onto the
bolts, but do not fully tighten them at this stage.

Connect the chord reinforcement to those on top of the preceding bay, where applicable, using
panel pins secured with safety circlips.

Chord
reinforcement
Check: Gusset plates of
chord reinfocement against
gusset plates of panel

Chord bolts
(MC433)

Fig 6.18 Top chord reinforcement

6:27
 BRIDGE INSTALLATION

GENERAL PROCEDURE
TRUSS BRACING

The following information regarding truss bracing should be fully understood, before commencing
bridge erection.

Single panel truss constructions have only one type of truss bracing, the raker, which is
connected diagonally between the top of the rear (female) vertical of the panel and the end of
the transom.

Double and triple panel truss constructions have two types of truss bracing, the vertical frame
and the horizontal bracing frame. Vertical frames are connected across the rear (female)
verticals of the panels, connecting also, at the bottom, to the transoms. Bracing frames are
connected across the top chords of the panel lines of each truss.

When constructing triple panel truss constructions, as the outer and inner panels are not
positioned symmetrically about the centre panel, the vertical frames and bracing frames must
be fitted with a specific orientation.

When fitting vertical frames, ensure that the stiffener on the central transverse plate is
towards the inside of the truss in order to provide the correct orientation.

When fitting horizontal bracing frames, there is no orientation feature. It is therefore

necessary to ensure that the frame is oriented such that the holes for its connection
to the centre panel are 241 mm from those that connect it to the inner panel.
457mm

Vertical frame

Centre of transverse
stiffener towards inside
of truss
241mm 216mm

Bracing frame

Vertical frame
Fig 6.19 Truss bracing orientation
Bracing frame

6:28
 BRIDGE INSTALLATION

GENERAL PROCEDURE
VERTICAL BRACES

Vertical braces are used as bracing members between transoms. There are two types of vertical
braces used in the bridge, described and detailed as follows:

Vertical brace. These vertical braces are used as transom bracing in each bridge bay.

Vertical braces are not required in any of the launching nose bays. They are temporarily
omitted from the first bay of the bridge, where they are fitted after the bridge has been
launched, the nose dismantled, the end posts attached and the end transom connected.
Vertical braces are not fitted in the tail bay.

The vertical braces are connected between the vertical plates at the centre of the adjacent
transoms. Each brace spans from the top of the plate on one transom to the bottom of the
plate on the other. To facilitate ease of fitting, pass a bracing bolt through the vertical brace
first and through the plate on the transom. The vertical braces are bolted back to back, where
they cross at their centres, with a bracing bolt. Note, do not tighten the bolts until the next bay
has been erected.

60 x 60 RSA x
3022mm long

Fig 6.20 Vertical brace

Ramp vertical brace. These vertical braces are used as transom bracing between the transom
of the ramp bays as shown in Chapter 10.

The ramp vertical braces are distinguishable from the bridge vertical braces, in the following
ways.

A ramp vertical braces does not have a hole in the centre of one flange, whilst a
bridge vertical brace does.

A ramp vertical brace has two holes at each end, whilst a bridge vertical brace only
has one.

90 x 90 RSA x
3037mm long

Fig 6.21 Ramp vertical brace

6:29
 BRIDGE INSTALLATION

GENERAL PROCEDURE
ERECTION TOOLS AND JACKING ACCESSORIES

The following table lists the erection tools and jacking accessories required for the launching, erection
and installation of the bridge.

TABLE 2 ERECTION TOOLS AND JACKING ACCESSORIES

Mark No Component Description Quantities

Erection Tools

NLC11140 Pin - Drift - M48 4

MC357 Pin - Drift - M24 10
NLC9003 Spanner - Podger - Open - 36mm A/F 5
NLC9004 Spanner - Podger - Ring - 36mm A/F 5
NLC8003 Wrench - Ratchet - 3/4" Sq Drive 4

NLC8004 Wrench - T Bar - Sliding - 3/4" Sq Drive 4

NLC8005 Socket - 3/4" SQ Drive - 36mm A/F 8
MM534 Hook- Deck Lifting - 500kg 4
NLC12185 Wrench - T Bar - 16mm A/F Hex drive 4
NLC9019 Key - Hexagonal - 5/16" A/F 4

NLC14063 Key - Hexagonal - 12mm A/F 4

NLC8006 Hammer - Sledge - 7lb 2
NLC9007 Hammer - Club - 2½lb 2
NLC9009 Bar - Wrecking - 1.5m 4
NLC9010 Bar - Nail - 0.6m 1

NLC9011 Tin Snips 1

NLC9015 Wrench - Adjustable - 28mm A/F Max 2

Jacking Parts
1
NLC9016 Hoist - Roller Chain - 1.5t 1
NLU10103 Jack 6.5 Tonne - 75mm Stroke 1
NLT17375 Seal Kit - 6.5 Tonne Jack 4*
VARIES Frame - Jacking 2*
VARIES Frame - Vertical (Jacking)
4*
NLC21143 Jack - Plain Ram - 35t / 300mm
4
NLC9018 Seal Kit - 35 Tonne Jack
4
NLC9169 Plate - Jack Head

* These quantities are dependent on the jacking weight of the structure.

6:30
 BRIDGE INSTALLATION

SITE LAYOUT
INFORMATION

The general format of the roller placement for launching bridges, will vary for certain bridge spans.
For precise details of the type quantity and positioning of rollers required for the installation of a
particular bridge, refer to specific launching information for that span.

TYPES OF ROLLERS USED

Two type of rollers are used for launching the compact 200 bridge. These are the plain roller and the
rocking roller. Refer to Fig 6.22.

Plain Roller
Mark No: MBB58

Rocking Roller
Mark No: MBB59

Fig 6.22 Types of rollers used for construction

6:31
 BRIDGE INSTALLATION

SITE LAYOUT
BALANCE BEAM ASSEMBLIES

When launching the longer and heavier bridges, balance beam assemblies may have to be used at
the launching and landing rollers positions. They have the capability of supporting 4 No rocking
rollers per balance beam assembly. The balance beam assemblies are unstable until they are
supporting the structure. It is therefore important to stabilise the assemblies prior to each assembly
supporting a load. This is achieved with steel band strapping (or similar), which is strapped around
the rollers as shown in Fig 6.23. Timber packs should also be placed under both ends of each beam
to prevent the assemblies from tipping when they are not supporting load. When the structure is
bearing along the full length of the balance beam assembly, the steel band strapping and the timber
packs must be removed.

Steel band strap

Balance beam assembly

(with 4 rocking rollers)

Timber packs

Balance beam assemblies stabilised with steel band strapping and

timber when not supporting load

Fig 6.23 Balance beam assembly

The balance beam assembly consists of two balance beams which are connected together with two
diaphragm plates. Twelve bailey bracing bolt assemblies (six per diaphragm plate) are used for each
balance beam assembly. Refer to Fig 6.24 for connection details.

BB11 Bracing
bolt assembly

Diaphragm
Balance plate
beam
Fig 6.24 Balance beam assembly connection details

6:32
 BRIDGE INSTALLATION

SITE LAYOUT
ROLLER HEIGHTS

Where rollers of different types are used for the erection of a bridge, packing must be used to ensure
a level launch plane is achieved, as shown in Fig 6.25.

Rocking rollers on concrete

abutment.

Rocking roller Plane roller *Add 15mm if placed of

*

Rocking rollers on upper

grillage assembly.

Level launching plane

Rocking rollers on upper

grillage & ground beam
assembly.

Timber packing
or sililar

Balance beam assembly

on concrete abutment.

*Add 15mm if placed of

bearing baseplate.
*

Balance beam assembly

on upper grillage assembly.

Balance beam assembly on

upper grillage and ground
beam assembly.

6:33
 Fig 6.25 Roller heights and packing requirements (all dimensions in mm)
BRIDGE INSTALLATION

SITE LAYOUT
TRANSVERSE ROLLER POSITIONS

When launching bridges with SSH, SSHRH, DSH, DSHR2H or TSHR2H truss constructions, the
transverse dimension of the rollers are as shown in Fig 6.26. See Fig 6.27 for roller heights.

*3937mm from std wide

*8230m for two lane * - extra wide
Timber packs
(or similar)

2 Plain rollers shown on timber packs

**730mm for two lane *

Upper

2 Rocking rollers shown on upper grillages

** * **

Upper grillage on ground

beam assembly

4 Rocking rollers shown on upper grillages and ground beam assembly

* * **

Upper grillage on ground

beam assembly

4 Balance beams shown on upper grillages and ground beam assembly

6:34
 Fig 6.26 Traverse dimensions of rollers for SSH, SSHRH, DSHR2H and TSHR2H truss construction

BRIDGE INSTALLATION

SITE LAYOUT
When launching bridges with a ‘DSHR1H’ truss construction, it is necessary to raise the level of the
rollers under the outer panel lines using a DSR1 outer stool as shown in Fig 6.27. Note, however,
that the transoms in the bays of the launching nose prior to the drop nose position will collide with the
guides on the raised outer rollers. To avoid this, do not install the outer rollers until the drop nose has
passed the roller positions. All other setting out details are as shown on Fig 6.29.

457mm**

102mm

Stool – outer – DSR1 – roller

(NLC20048)

Inner Outer

Fig 6.27 Outer rocking roller raised for DSHR1H construction using a DSR1 outer roller stool

When launching bridges with ‘TSH” or “TSHR3H’ truss constructions using rocking rollers, whether
with or without balance beam assemblies, it is necessary to remove the inner guides from the rollers,
as indicated in Fig 6.28, to avoid collision with the centre panel lines of each truss.
*3937mm for std wide **for two lane
8230mm for two lane

457mm** 4953mm* 457mm**

Fig 6.28 Inner guides removed for TSH and TSHR3H construction

6:35
When launching on rocking rollers, whether with or without balance beam assemblies, the rollers
should be angled downwards towards the approaching structure to ensure that they are not knocked
over as the structure mounts them. Temporary packing should be installed as necessary to ensure
stability of the rollers until the structure is upon them.

BRIDGE INSTALLATION

SITE LAYOUT
ROLLER POSITIONS - CONCRETE ABUTMENT

The typical plan roller layout for launching a typical bridge span (13 bays of DSHR2H construction),
utilising concrete abutments for foundations, is shown in Fig 6.29.

Landing rollers

Concrete
abutments

Launching rollers

Plain rollers

Note: The typical sight

layout shown on this page
assumes that the launching
and landing rollers are
placed on the bridge
bearing centres. However,
it is often customery for
Rocking rollers short span bridges
(particularly bridges that do
not require balance Beam
Assemblies for launching),
to place the launching and
landing rollers in-set from
the bridge bearing positions
by 760mm.

6:36
 Fig 6.29 Typical plan layout of rollers for launching a 13 bay DHSR2H bridge with concrete
abutments

BRIDGE INSTALLATION

SITE LAYOUT
SITE STORES

When planning the erection and launching of a bridge, consideration should be given to the
placement of bridge components on site prior to bridge erection. A typical site stores layout for
bridging equipment is shown in Fig 6.30.

The layout of the site stores will vary from bridge to bridge. Factors that should be taken into account
when planning a site stores are:

Truss construction.

Length of bridge.

Are ramps to be utilised.

Services that may hinder construction i.e. overhead power lines, pipes etc.

Length of available construction plane.

Width of available construction plane.

Will the bridge be built by hand or mechanical methods.

If mechanical methods are to be used, how many cranes are to be operated.

The types of vehicles that will transport stores i.e. flatbed trucks etc

The general principles of stores layout are:

The components should be placed in a logical order, close to the position of the bridge where
they will be used.

The components should be stacked in a safe manner.

All components should be easily accessible by both men and crane.

Stores should be equally divided to suit working parties.

Further considerations are:

If High shear panels are to be used in the construction of the bridge, these should be identified
and stored as appropriate.

If panels are to have chord reinforcements fitted prior to the panels being fitted into the bridge.
This may necessitate the use of a pre-assembly area.

Easy access for site plant if required i.e. forklift truck, cranes, dodgers etc.

6:37
 BRIDGE INSTALLATION

SITE LAYOUT

Panels Panels

Rakers Rakers

Pins & bolts etc

Pins & bolts etc
Transoms
Swaybraces

Panels Panels

Crane

Swaybraces Transoms
Vertical brace
Vertical brace

Panels Panels

Pins & bolts etc

Vertical frame

Heavy chord
reinforcement
Bracing frame

Pins & bolts etc

Kerbs
Male end post

Deck -
1050

Fig 6.30 Typical site stores layout of LSB equipment

6:38
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Notes: The following launching nose and bridge erection notes predominately pertain to extra wide
bridges. However, the general principle remains the same and alternative dimensions etc are included
where possible.

FIRST BAY OF SINGLE SINGLE

The following building instructions are for the first bay of single single.

Construct two sets of packing, each one at approximately 450mm inside each bridge truss
position and 2.4m (7.8ft) behind the front wheel of the rollers on the home bank. The height of
each pack must be approximately 110mm (0.36ft) above the level of the rollers.

Ensure that the packs are stable and situated on level and stable ground. If timber is
used to form the packs, extra stability can be achieved by nailing the timber together.

Place a transom onto the packing such that the cut back portions at either end of the flanges
are on the side furthest away from the launching rollers. Refer to Fig 6.31. Adjust the position
of the transom, such that it is centred on, and at right angles to, the centreline of the bridge.

Lift a panel, ensuring that the transom seat is at the bottom, then, with the male end of the
panel towards the gap to be bridged, feed the female end onto one end of the transom.
Engage the transom seat peg into the inner peg-hole in the bottom flange of the transom and
allow the male end of the panel to rest upon the launching rollers. Hold the panel in this
position.

During this procedure, take particular care regarding the stability of the transom and of
the rollers. The transom can be prevented from unwanted movement, by placing a party
of men (8 recommended) around the transom, to hold and secure the component on the
packs while the panel is fitted.

Connect the panel to the transom with a transom bolt (MC431), passing the bolt through the
panel vertical first and then through the transom web. Fit a M24 Nut (MC436). Refer to Fig
6.33, detail 1.

Connect a raker (MC458) between the top of the panel vertical and the end of the transom web
with two transom bolts (MC431), passing the bolts through the raker in the same direction as
used for the panel to transom connection. Fit M24 nuts (MC436). Refer to Fig 6.33, details 2
and 3.

The raker comprises of 2 angles connected together with spacer stiffener plates. The
opening between the angles is wider at one end of the component. The raker is fitted
to the bridge with the narrower spaced end connected to the panel and the wider
spaced end to the transom.

Ensure that this assembly of the transom and panel is stable, on packs and rollers. The panel
can then be released. Refer to Fig 6.32.

Repeat the above procedure to fit a raker at the other end of the transom. Refer to Fig 6.32.

Swaybraces and vertical braces are not fitted in this first bay.

6:39
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Transom
Transom

110mm

110mm
Packs for
transom

450 4.000m* 450

2.40m 4.953m**

End view

A
450mm

*3.15m roadway = 3000

Rocking roller
7.35m roadway = 7400

**3.15m roadway = 3937

Packs for
transom 7.35m roadway = 8230
90
°

Centreline of bridge
450mm

Transom

Rocking rollers

Cut back portions of

transom flange

View on arrow A

Fig 6.31 First transom on packs

6:40
6:41
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BIDGE ERECTION

Transom bolt
(MC431)

M24 nut (MC436)

M24 nut (MC436) Raker

Detail 2
Raker to panel connection

Transom
Transom
Raker

Transom bolt
(MC431)
M24 nut
Detail 1 (MC436)
Transom to panel connection

Transom bolt
(MC431)

Detail 2
Raker to transom connection

Fig 6.33 Connection details for first bay of single single

6:42
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

SECOND AND SUBSEQUENT BAYS OF SINGLE SINGLE

The following building instructions are for the second and subsequent bays of single single.

When constructing the second bay of single single, place packing to support the rear of the
panels as necessary to ensure stability. The packing should be placed approximately 2.5m
from the panels of the preceding bay, as shown in Fig 6.34. Remove any packing from under
preceding bays when it is no longer required for stability.

Pin a panel to each of the panels of the preceding bay, using panels pins (MC307). When the
panel pin has been fully inserted, fit a safety clips (MC307A). Refer to Fig 6.36, detail 4.

Fit a transom into the rear of these panels and secure it to each panel with a transom bolt
(MC431), passing the bolt through the panel vertical first and then through the transom web.
Fit M24 nuts (MC436) to each transom bolt. Refer to Fig 6.33, detail 1.

Connect a raker between the top of the panel vertical and the end of the transom web with two
transom bolts (MC431), passing the bolts through the raker in the same direction as used for
the panel to transom connection. Fit M24 nuts (MC436). Refer to Fig 37, details 2 and 3.

The raker comprises of 2 angles connected together with spacer stiffener plates. The
opening between the angles is wider at one end of the component. The raker is fitted
to the bridge with the narrower spaced end connected to the panel and the wider
spaced end to the transom.

Rakers are not fitted to the last bay of bridge when in service, however, they are
required and therefore temporarily fitted in the last bay of a bridge for launching.

Fit swaybraces between the transom in this bay and the transom in the previous bay, securing
them to the bottom flanges of the transoms with transom bolts (MC431). These bolts should be
entered downwards, so that the M24 nuts (MC436) are at the bottom. Two swaybraces are
required per bay (four for two lane). Refer to Fig 6.36, details 2 and 3.

The packs under the transom in the first bay may have to be removed in order to fit the
swaybraces in the second bay. These packs must be removed when the second bay
has been completed.

Fit vertical braces (MC222) between the transoms, if they are required in this bay. Note vertical
braces are not fitted in the launching nose bays and are temporarily omitted from the first bays
of bridge. Refer to Fig 6.42, detail 12.

The rear of the second bay of launching nose: i.e. single single is normally supported on packs.
However, in circumstances where the second or subsequent bay is supported by construction
rollers, it is important that these rollers are ‘spiked’ to prevent unwanted movement of the
partially built structure. Rollers are spiked by inserting a steel bar or similar downward between
the roller and the roller housing, hence jamming the roller thus preventing movement. Refer to
the “moving the bridge” section in this chapter.

Chord reinforcements are not normally fitted to the second bay of launching nose.

6:43
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

See detail 4, Fig 6.36

Direction of launch

Rocking rollers
Packs for panels
Elevation

Panel
Transom

Plan Part Section A-A

A

Stage 1 Pin a panel to each of the panels of the preceding bays

Stage 2 Fit a transom into the rear of these panels

Raker
Swaybrace
Stage 3
See detail 6, Fig 6.36 Fit rakers. Fit swaybraces.

See detail 5, Fig 6.36

Plan Part Section B-B

B Fig 6.34 Second bay of single single

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 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Panel

Stage 1 Pin a panel to each of

the panels of the preceding bay,
supporting the rear of the panels
on packing as necessary
Packing

Transom

Stage 2 Fit a transom into the

rear of the panels

Raker

Stage 3 Fit rakers. Fit swaybracing

Raker
Swaybrace

Fig 6.35 Second bay of single single (perspective view)

6:45
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

CONNECTION DETAILS FOR THE SECOND AND SUBSEQUENT BAYS OF SINGLE SINGLE

In addition to the details shown on this page for the second and subsequent bays of single single,
reference should also be made to the detail as listed below.

Detail 1 Transom to panel connection Fig 6.33

Detail 2 Raker to panel connection Fig 6.33

Detail 3 Raker to transom connection Fig 6.33 Safety clip

(MC307)

Transom bolt
(MC431)

Panel pin (MC307A)

Detail 4
Panel to panel connection
M24 nut
(MC436)
Swaybrace
Detail 5
Swaybrace to transom connection Swaybrace

Bracing bolt
(MC430)

Detail 6
Swaybrace to swaybrace connection M24 nut
(MC436)
Fig 6.36 Connection details for the second and subsequent bays of single single

6:46
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

FIRST BAY OF DOUBLE SINGLE

The following building instructions are for the first bay of double single. Refer also to Fig 6.37 and
Fig 6.38.

Pin a panel to each of the panels of the preceding bay, using panels pins (MC307). When the
panel pin has been fully fit safety clips (MC307A) Refer to Fig 6.36, detail 4.

Fit a transom into the rear of these panels.

Construct a pack positioned 457mm (730mm for two lane bridges) outside one of the panels
just fitted and at a similar distance behind the transom of the preceding bay. The top of the
pack must be approximately level with the underside of the panels just fitted.

Lift a panel, ensuring that the transom seat is at the bottom, then, with the male end towards
the gap to be bridged, feed the female end onto the end of the transom. Whilst this procedure
is performed ensure a minimum of 2 men are positioned to stabilise the transom to prevent
unwanted movement. Engage the transom seat peg into the outer peg-hole in the bottom
flange of the transom and allow the male end of the panel to rest upon the pack just
constructed. Ensure that the panel is parallel to its neighbour and hold the panel in this
position.

Fit a vertical frame to the rear of the panels, connecting it using four transom bolts (MC431),
two at the top and two at the bottom. Pass the bolts through the vertical frame first and then
through the panel vertical (and transom). Fit M24 nuts (MC436) to each transom bolt. When
this frame has been fitted, the panel may be released.

Fit a bracing frame between the two panels, connecting it to the underside of the top chords at
the chord bolt positions using eight bracing bolts (MC430). These bolts should be entered
downwards. It is recommended that the two bolts at opposite diagonal corners are tightened
first.

Repeat above procedure for the opposite truss.

Fit swaybraces between the transom in this bay and the transom in the previous bay, securing
them to the bottom flanges of the transoms with transom bolts. These bolts should be entered
downwards, so that the nuts are at the bottom. Two swaybraces (four for two lane) are
required per bay. Refer to Fig 6.36, details 5 and 6.

Fit vertical braces (MC222) between the transoms, if they are required in this bay. Note vertical
braces are not fitted in the launching nose bays and are temporarily omitted from the first bays
of bridge. Refer to Fig 6.42, detail 12.

The structure must not be rolled forwards until at least one more bay of double single has been
erected.

If applicable, refer also to the information earlier in the chapter regarding chord reinforced
trusses.

When constructing a bay of the bridge or launching nose, do not fully tighten the bolts until the
following bay has been assembled. This is in order to allow flexibility in the structure to ease
the assembly of the subsequent bay components. However, there is no required sequence of
tightening bolts in any particular bay.

6:47
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Packs
457mm (730mm for two lane)

Part Section A-A

AA

Stage 1 Pin a panel to each of the panels of the preceding bay and fit a transom. Construct
packs as shown

Part Section B-B

BB
Stage 2 Position outer panels and hold in position

Bracing frame –
Refer to detail 9, Fig 6.39

C
C

Part Section C-C

C C
Stage 3 Fit vertical frames. Fit bracing frames. Fit swaybracing
Fig 6.37 First bay of double single. Refer also to Fig 6.38

6:48
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Stage 1 Pin a panel to each of

the panels of the preceding bay
and fit a transom. Constrct packs
as shown

Stage 2 Position outer panels

and hold in position

Stage 3 Fit vertical frames. Fit

bracing frame. Fit swabracing

Fig 6.38 First bay of double single (perspective view). Refer also to Fig 41

6:49
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

M24 nut
(MC436)
Transom bolt
(MC431)

Detail 7
Vertical frame to panel connection

M24 nut
Bracing frame Transom bolt
(MC436)
(MC431)
Detail 8
Vertical frame to panel and transom connection

Bracing bolts
(MC430)

M24 nut
Detail 9 (MC436)
Bracing frame to panel connection
(without chord reinforcement)

Fig 6.39 connection details to first bay of double single

6:50
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

SECOND AND SUBSEQUENT BAYS OF DOUBLE SINGLE

The following building instructions are for the second and subsequent bays of double single.

Pin a panel to each of the panels of the preceding bay, using panels pins (MC307). When the
panel pin has been fully inserted fit a safety clips (MC307A) Refer to Fig 6.36.

Fit a transom into the rear of these panels.

Fit a vertical frame to the rear of the panels, connecting it using four transom bolts (MC431),
two at the top and two at the bottom. Pass the bolts through the vertical frame first and then
through the panel vertical (and transom). Fit M24 nuts (MC436) to each transom bolt. When
this frame has been fitted, the panel may be released.

Fit a bracing frame between the two panels, connecting it to the underside of the top chords at
the chord bolt position using eight bracing bolts (MC430). These bolts should be entered
downwards. It is recommended that the two bolts at opposite diagonal corners are tightened
first.

Fit swaybraces between the transom in this bay and the transom in the previous bay, securing
them to the bottom flanges of the transoms with transom bolts. These bolts should be entered
downwards, so that the nuts are at the bottom. Two swaybraces (four for two lane) are
required per bay. Refer to Fig 6.36, details 5 and 6.

Fit vertical braces (MC222) between the transoms, if they are required in this bay. Note vertical
braces are not fitted in the launching nose bays and are temporarily omitted from the first bays
of bridge. Refer to Fig 6.42, detail 12.

When constructing the second bay of double single, the outer panels should be supported at
their rear ends by temporary packing until the vertical frames have been fitted.

Bracing frames are not required in the first or last bay of a bridge when in service, however,
they are required, and therefore temporarily fitted, in the first bay of a bridge for launching.

Vertical frames are not fitted to the last bay of a bridge when in service, however, they are
required and therefore temporarily fitted in the last bay of a bridge for launching.

If the trusses are of chord reinforced construction, the chord bolts are also used to connect the
bracing frames to the panels.

When constructing a bay of the bridge or launching nose, do not fully tighten the bolts until the
following bay has been assembled. This is in order to allow flexibility in the structure to ease
the assembly of the subsequent bay components. However, there is no required sequence of
tightening bolts in any particular bay.

6:51
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

A
A

Part Section A-A

A
Outer panels fitted before inner panels (options)
A
Stage 1 Pin a panel to each of the outer panels of each truss of the preceding bay

Part Section B-B

BB
Stage 2 Pin a panel to each of the inner panels of each truss of the preceding bay and fit a
transom in the rear of the panels

CC

Part Section C-C

CC Stage 3 Fit vertical frames. Fit bracing frames.
Fit swaybracing. Fit vertical bracing (if required)
Fig 6.40 Second and subsequent bays of double single

6:52
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Outer panels

Stage 1 Pin a panel to each of the

outer panels of each truss of the
preceding bay. The panel pins
should be inserted from the insode
of the panel outwards (optional)

Stage 2 Pin a panel to each of the

inner panels of each truss of the
preceding bay. The panel pins
should be inserteed from the inside
of the panel outwards. Fit a transom
in the rear of the panels (optional)

Bracing frames. Refer to detail 9,

Chord reinforcements Fig 6.39 for unreinforced bays
shown fitted and detais 10 and 11, Fig 6.42
for reinmforced bays

Stage 3 Fit vertical frames. Fit

bracing frames. Fit swaybracing.
Fit vertical bracing (if required).

Vertical braces. Refer

to detail 12, Fig 6.42

Fig 6.41 Second and subsequent bays of double single

6:53
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

CONNECTION DETAILS FOR THE SECOND AND SUBSEQUENT BAYS OF DOUBLE SINGLE

In addition to the details shown on this page for the second and subsequent bays of double single,
reference should also be made to the connection details shown in Figs 6.36 and 6.39.
Chord reinforcement Chord bolt (MC433)
(MC304)

Bracing bolt (MC430)

Bracing frame

M24 nut (MC436)

Detail 10
Bracing frame to DSHR1H construction

Chord bolt (MC433)

Chord reinforcement
(MC304)

Bracing frame

M24 nut
(MC436)

Detail 11
Bracing frame to DSHR2H construction

Transom

Vertical braces
(MC222)

Bracing bolt
M24 nut (MC430)
(MC436)

Detail 12
Vertical brace connections
Fig 6.42 Connection details for the second and subsequent bays of double single

6:54
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

FIRST BAY OF TRIPLE SINGLE - FOLLOWING A BAY OF SINGLE SINGLE CONSTRUCTION

The following building instructions are for the first bay of triple single, assuming the previous bay is of
single single construction. Refer also to Fig 6.44.

Pin a panel to each of the panels of the preceding bay, using panels pins (MC307). When the
panel pin has been fully inserted fit safety clips MC307A. Refer to Fig 6.36, detail 4.

Fit a transom into the rear of these panels.

Construct a pack that extends from 50mm to 500mm (in for 2 lane) outside one of the panels
just fitted at approximately 500mm behind the transom of the preceding bay. The top of the
pack must be approximately level with the underside of the panels just fitted.

Lift a panel, ensuring that the transom seat is at the bottom, then, with the male end towards
the gap to be bridged, feed the female end onto the end of the transom. Engage the transom
seat peg into the peg-hole in the bottom flange of the transom that is adjacent to the inner
panel. Ensure that the panel is parallel to its neighbour then allow it to rest upon the pack at
the front and support the panel in this position by constructing an additional pack at the rear.
Fit another panel outside this one in a similar manner, but engaging the transom seat peg into
the outer peg-hole in the bottom flange of the transom, and hold it in position parallel to its
neighbour.

Fit a vertical frame to the rear of the panels, connecting it using five transom bolts, two at the
bottom and three at the top. Pass the bolts through the vertical frame first and then through the
panel vertical (and transom). Note that the centre panel is not connected at the bottom to the
transom (and vertical frame). Refer to ‘General Procedure – Truss Bracing’ for correct
orientation of vertical frame. When this frame has been fitted, the panels may be released.
Refer to Figs 6.52 and 6.53 for vertical frame connection details for triple bridges.

Repeat Para 11.3 to Para 11.5 inclusive for the opposite truss. Fit a bracing frame onto the top
of the the panels of each truss. Connect each one to the inner and outer panels using eight
bracing bolts (MC430), four per panel, and to the centre panel using two bracing bolts (MC430).
These bracing bolts are fitted upwards through the panel into the bracing frame. See ‘General
Procedure – Truss Bracing’ for correct orientation of bracing frame. Refer to Figs 6.49, 6.50
and 6.51 for bracing frame connection details for TSH, TSHR2H and TSHR3H constructions.

Repeat above procedure for the opposite truss.

Fit swaybraces between the transoms.

Fit vertical braces between the transoms, if they are required in this bay. Refer to Fig 6.42,
detail 12.

6:55
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

TS SS

7 5 4

3 12

10

11 9 8

Key

1 & 2 = Panels connected to panels of preceding bay.

3 = Transom fitted
4 = Centre panel fitted at first truss
5 = Outer panel fitted at first truss
6 = Vertical frame fitted to first truss
7 = Bracing Frame fitted to first truss
8 = Centre panel fitted at second truss
9 = Outer panel fitted at second truss
10 = Vertical frame fitted to second truss
11= Bracing frame fitted to second truss
12 = Swaybrace fitted

Fig 6.43 Erection sequence for first bay of triplr single assuming the preceding bay is single single

6:56
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

FIRST BAY OF TRIPLE SINGLE – FOLLOWING A BAY OF SINGLE SINGLE CONSTRUCTION
(CONTINUED)

Stage 1 Pin a panel to each of the

panels of the preceding bay. Fit a
transom and position packs.

Stage 2 Lift and position the centre

Panel on packs adjacent to the inner
panel and engage the transom seat
peg in the bottom flange of the
transom. Fit the outer panel in a
similar manner and hold in position
parallel to its neighbour.

Stage 3 Fit the vertical frame and

bracing frame. Repeat procedure for
the opposite truss.

Fig 6.44 First bay of triple single, following a bay of single single construction

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6:58
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

FIRST BAY OF TRIPLE SINGLE - FOLLOWING A BAY OF DOUBLE SINGLE CONSTRUCTION

The following building instructions are for the first bay of triple single, assuming the previous bay is of
double single construction. Refer also to Fig 6.46. This erection sequence is for mechanical
construction methods only.

Pin a panel to each of the panels of the preceding bay, using panel pins (MC307). When the
panel pin has been fully inserted, fit safety clips (MC307A). Refer to Fig 6.36, detail 4.

Pre-assemble a bracing frame and panel by fitting a bracing frame to the top of a panel using 2
x bracing bolts (MC430). The bracing bolts are fitted upwards through the panel into the
bracing frame. Ensure the bracing frame is correctly orientated.

Lift the panel and bracing frame assembly, ensuring that the transom seat is at the bottom,
then, with the male end towards the gap to be bridged, feed it between the two panels of one
truss. Attach the bracing frame to the inner and outer panels using 4 bracing bolts (MC430) per
panel, fitted upwards. Refer to Figs 6.49, 6.50 and 6.51 for bracing frame connection details for
TSH, TSHR2H and TSHR3H constructions.

Repeat this process to position and fit a panel and bracing frame to the opposite truss.

Fit a transom into the rear of the panels, engaging all six transom seat pegs in the appropriate
peg-holes in the bottom flange of the transom.

Fit a vertical frame to the rear of the panels of each truss, connecting each one using five
transom bolts, two at the bottom and three at the top. Pass the bolts through the vertical frame
first and then through the panel vertical (and transom). Note that the centre panel is not
connected at the bottom to the transom (and vertical frame).

Refer to Figs 6.52 and 6.53 for vertical frame connection details for triple truss bridges.

Fit swaybraces between the transoms.

Fit vertical braces between the transoms, if they are required in this bay. Refer to Fig 6.42,
detail 12.

6:59
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

TS DS

10 2 5

1
Note:
Centre panel and bracing frame
7 12 pre-assembled and fitted into
position.

11 4 6

Key

1 & 2 = Panels connected to panels of preceding bay of

first truss
3 & 4 = Panels connected to panels of preceding bay of
second truss
5 = Position and fit centre panel with attached bracing
frame, between the inner and outer panels
6. = Position and fit centre panel with attached bracing
frame, between the inner and outer panels of the second
truss.
7 = Transom fitted
8 = Vertical frame fitted to first truss
9 = Vertical frame fitted to second truss
10 = Swaybraces fitted

Fig 6.45 Erection sequence for first bay of triple single assuming the preceding bay is double single

6:60
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Stage 1: Pin a panel to each of the inner

panels of the preceding bay.

Position catch packs if required

Stage 2: Pin a panel to each of the

outer panels of the preceding bay,

Stage 3: Pre-assemble a bracing frame

and panel by fitting frame to the top of the
panel. Feed the panel, with the attached
bracing frame, between the inner and
Pre-assembled panel ouer panels of one truss. Repeat
and bracing frame procedure for opposite truss.

Stage 4 Fit transom into the rear

of the panels. Fit vertical frames
(correctly orientated) to both
trusses. Fit swaybraces between
transoms.

Fig 6.46 First bay of triple single, following a bay of double single construction

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6:62
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

SECOND AND SUBSEQUENT BAYS OF TRIPLE SINGLE

The following building instructions are for the second and subsequent bays of triple single. Refer also
to Fig 6.48.

Pin a panel to each of the centre panels of the preceding bay using MC37 panel pins. When
fitting the centre panel, a panel pin will have to pass through the female eye of the inner or
outer panel.

MC307A safety clip should be fitted to each pin.

Fit a transom into the rear of these panels.

Fit a vertical frame to the rear of the panels of each truss, connecting each one using five
transom bolts, two at the bottom and three at the top. Pass the bolts through the vertical frame
first and then through the panel vertical (and transom). Note that the centre panel is not
connected at the bottom to the transom (and vertical frame). Refer to Figs 6.52 and 6.53 for
vertical frame connection details for triple single bridges. Vertical frames are not fitted to the
last bay of bridge. However, when a tail bay is required for launching, vertical frames are fitted
to the last bay of a bridge temporarily.

Fit a bracing frame onto the top of the panels of each truss. Connect each one to the inner and
outer panels using eight bracing bolts (MC430), four per panel, and to the centre panel using
two bracing bolts (MC430). For TSHR2H constructions, bracing frames are not connected to
the centre panel. The bracing bolts (MC430) are fitted upwards and are used for unreinforced
and reinforced constructions. Refer to Figs 6.49, 6.50 and 6.51 for bracing frame connection
details for TSH, TSHR2H and TSHR3H constructions. Bracing frames are not required in the
first bay of bridge when in service, however, they are required, and therefore temporarily fitted
in the first bay of bridge for launching. Bracing frames are not fitted to the last bay of bridge.

Fit swaybraces between the transoms.

Fit vertical braces between the transoms. Refer to Fig 6.42, detail 12.

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 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

TS TS

10 4 3

7 12

11 6 5

Key

1 & 2 = Panels connected to the centre panels of

preceding bay
3 = Inner panel connected to the first truss
4 = Inner panel connected to the second truss
5 = Outer panel connected to the first truss.
6 = Outer panel connected to the second truss
7 = Transom fitted
8 = Vertical frame fitted to first truss
9 = Vertical frame fitted to second truss
10 = Bracing frame fitted to first truss
11 = Bracing frame fitted to second truss
12 = Swaybraces fitted between transom
13 = Vertical braces fitted between transoms

Fig 6.47 Erection sequence for the second and subseqzuent bays of triple single construction

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 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Stage 1 Pin a panel to each of the centre

panels of the preceding bay.

Middle panels

Stage 2 Pin a panel to each of the

inner panels of the preceding bay.

Inner panels

Stage 3 Pin a panel to each of the outer

panels of the preceding bay.

Outer panels

Stage 4 Fit a transom into the rear of

the panels. Fit vertical frames. Fit
bracing frames. Fit swaybraces. Fit
vertical braces.

Fig 6.48 Second and subsequent bays of triple single

6:65
6:66
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

For TSHR2H constructions bracing bolts (MC430) are used to connect the bracing frame to
the truss and are fitted upwards through the chord reinforcements. No connection is made to
the centre panel of the truss. Chord bolts (MC433) are used to connect the chord
reinforcements to the panel using separate connection brackets. See Fig 6.51.

M24 Nut
(MC436)
Bracing bolts
(MC430)

Chord bolt
(MC433)

Fig 6.51 Bracing frame to TSHR2H construction

For triple single constructions three transom bolts (MC431) are used to connect the vertical
frame to the top of the panels at each truss. The bolts should pass through the vertical frame
first. See Fig 6.52.

Transom bolts
(MC431)

Fig 6.52 Vertical frame to panel vertical connection – triple single

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 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

For triple single constructions two transom bolts (MC431) are used to connect the vertical
frame to the panels and the transom at each truss. The bolts should pass through the vertical
frame first. No bolt is used at the centre panel connection. See Fig 6.53.

Transom bolts
(MC431)

Fig 6.53 Vertical frame to panel and transom connection – triple single

6:68
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

BRIDGE ROADWAY DECKING

The compact 200 bridge has a 3.15m, 4.20m and 7.35m wide roadway, which consists of fabricated
steel deck units bolted to the top and spanning between the bridge transoms. Each deck unit has an
anti-slip durbar plate surface.

For 3.15m roadways, three deck units (MC360) per bay are used. For 4.20m roadways, four
deck units per bay are used and for 7.35m roadways, 7 deck units per bay are used.

Four deck screws (MC378) and four deck nuts (MC379) are required to secure the deck units to
the transoms. Fig 6.54 illustrates an extra wide roadway (four deck units fitted).

The deck units which form the edge of the roadway, have steel kerb units (MC300) attached.
Four bracing bolts (MC430) are used per kerb unit.

In addition to the deck units described above, infill deck units are required at the ends of bridge.
The infill deck unit is required because the bridge deck unit (MC360) spans between the
centres of each transom, hence a gap is created at the ends of the extreme bridge transoms.
The infill deck unit is used to complete this gap.

Erection procedure - deck units (MC360)

The following procedure should be used for the installation of the deck units.

Locate deck screw nuts (MC378), one into each of the housings situated underneath the top
flanges of the two adjacent transoms of the bay. Refer to Fig 6.54.

Place steel deck units (MC360), one at a time, to span between the adjacent transoms of the
bay, locating them such that the holes in their top plates are directly above the appropriate
holes in the top flanges of the transoms.

Ensure that all of the deck screw nuts are correctly aligned in their housings and then insert the
deck screws down through the decks and into them. Secure the deck screws to the nuts, but
do not fully tighten them until the decking has been placed in the following bay.

ERECTION PROCEDURE - KERB UNITS (MC300)

The following procedure should be used for the installation of the kerb units.

Attach a kerb to the side of each outer deck unit using four bracing bolts (MC430), one in each
of the two outermost holes at either end of the kerb. The bolts are inserted form the inside of
the deck outwards. M24 nuts (MC436) are fitted to the bolts. No bolt is required in the central
hole of the kerb unit. Refer to Fig 6.57.

6:69
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

ERECTION PROCEDURE - EOB DECK INFILL

The following procedure should be used for the installation of the kerb units.

Fit steel deck units (MC360) and kerb units (MC300) to the end bay of the bridge in the same
manner as described above for an internal bay.

Place a deck infill onto the outer half of the top flange of the transom at the end of the bridge,
such that the holes in the top plate are directly above the holes in the top flange of the transom.
Bolt the deck infill to the transom with deck screws (MC378) and deck nuts (MC379), in the
same manner as used to connect the deck units. Refer to Fig 6.58.

Two kerb units (MC300) per bridge bay

4.20m roadway shown
Four deck units
(MC360) per bridge bay

Refer to Fig 6.57

Refer to Figs 6.58

Fig 6.54 Bay of roadway decking

Deck unit (MC360)
Four deck screws
(MC378) per deck unit

Four deck nuts (MC379)

per deck unit
Fig 6.55 Deck unit to transom connection

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 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Bridge deck (NLU15328) plugs
Four bridge deck
(NLU15328) plugs per
deck unit

Deck unit
(MC360)

Deck plugs are optional

Fig 6.56 Bridge deck plugs

Four bracing bolts

(MC430) per kerb unit

Kerb (MC300)

4 x M24 nut (MC436)

per kerb unit

Fig 6.57 Bridge kerb

6:71
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Deck screws (MC378) Eight deck screws (MC378)
per EOB deck filler
EOB deck filler
(MC364)

Transom

4.20m Roadway

Fig 6.58 EOB deck filler to transom connection

Deck plugs
Deck plugs are

Eight bridge deck plugs

(NLU15328) per EOB deck filler

EOB deck filler

(MC364)

Transom

Fig 6.59 EOB deck filler – deck plugs

6:72
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

ENDS OF BRIDGE - LEVEL APPROACH (WITHOUT RAMPS)

The ends of bridge will vary dependant on the type of foundation and approach used. The following
paragraphs describe the ends of bridge erection procedures and components where a level approach
to the bridge roadway is used. Where grillages and groundbeams are utilised, reference should be
made to Chapter 10 for details concerning ramps and the alternative end of bridge arrangement.

FEMALE END (TAIL) OF BRIDGE ERECTION PROCEDURES

These procedures describe the general assembly of the bridge parts only, refer also to
associated jacking procedures.

Pin a male end post (MC317) to the rear of each panel, ensuring that the tie beam location
plate at the top of each end post is in the outside.

For single single bridges, a raker is not fitted at the female ends of bridge when in service.
However, for double single and triple single bridges, Tie beams are fitted at the female ends of
bridge as per below.

Fit a bracing bolt (MC430) outwards through the tie beam location plate at the top of each end
post.

Place a tie beam over the ends of the bracing bolts on each truss, fit M24 nuts (MC436) and
tighten, ensuring that the heads of the bolts are properly located in the hexagonal recesses
within the end posts.

For double single constructions, place a bearing baseplate, with two fixed bearings
(NLC19030), located on the inner and outer pairs of pegs, beneath each truss such that the
bearings are directly below the end posts. For triple single constructions, place a bearing
baseplate, with three fixed bearings (NLC19030), located on the inner, centre and outer pairs of
pegs, beneath each truss such that the bearings are directly below the end posts.

Lower the bridge onto the bearings, as described in the jacking procedures locating the half-
round cups on the bottom of the end posts over the round bars of the bearings.

Refer to Fig 6.61

Refer to Fig 6.62 and 6.63

Fig 6.60 Female end of bridge - level approach

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 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Fig 6.61 Tie beam to end post connection at female end of bridge

Fig 6.62 Female end of bridge – end post and transom connection

Fig 6.63 Female end of bridge – fixed bearing

6:74
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

MALE END (NOSE) OF BRIDGE ERECTION PROCEDURES

These procedures describe the general assembly of the bridge parts only, refer also to associated
jacking procedures.

Pin female end posts (MC318) to the front of each panel using panel pins (MC307) and safety
clips (MC307A).

For single single bridges, a raker is not fitted at the male ends of bridge when in service.
However, for double single and triple single bridges, tie beams are fitted at the ends of bridge
as per below.

Fit a bracing bolt (MC430) outwards through the tie beam location plate at the top of each end
post.

Place a tie beam over the ends of the bracing bolts on each truss, fit M24 nuts (MC436) and
tighten, ensuring that the heads of the bolts are properly located in the hexagonal recesses
within the end posts.

Fit a transom bolt (MC431) outward through the transom location plate at the bottom of each
end post. However, for triple single bridges, the centre end post on each truss line, is not
connected to the transom.

Place a transom onto the end posts, engaging all the transom seat pegs into the peg holes.
Insert the transom bolts through the web of the transom, fit M24 nuts (MC436) and tighten,
ensuring that the heads of the bolts are properly located in the hexagonal recesses within the
end posts.

For double single constructions, place a bearing baseplate, with two sliding bearings
(NLC19031), located on the inner and outer pairs of pegs, beneath each truss such that the
bearings are directly below the end posts. For triple single constructions, place a bearing
baseplate, with three sliding bearings (NLC19031), located on the inner, centre and outer pairs
of pegs, beneath each panel line such that the bearings are directly below the end posts.

Lower the bridge onto the bearings, as described in the jacking procedures, locating the half-
round cups on the bottom of the end posts over the round bars.

Refer to Fig 6.65

Refer to
Figs 6.66 & 6.67

Fig 6.64 Male end of bridge – level approach

6:75
 BRIDGE INSTALLATION

LAUNCHING NOSE AND BRIDGE ERECTION

Bridge bolt (MC430)

Nut M24 (MC436)
Notes:
1) Female end of bridge shown,
male end of bridge similar
2) 2) Double single construction
shown, triple single utilises
Tie beam
all 3 tie beam holes

Fig 6.65 tIe beam to end post connection at male end of bridge

Female end post

(MC318)

Transom bolt
(MC431)

Panel pin clip Panel pin (MC307)

(MC307A)

Fig 6.66 Male end of bridge – end post and transom connection

Transom bolts (MC431) and M24

nut (MC436).
Note:
No transom bolts fitted at centre
position for triple single

Sliding bearing
(NLC19031)
Female end post
Bearing baseplate (MC318)
(NLC19541)

Fig 6.67 Male end of bridge – sliding bearing

6:76
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
The general idea and basic principles of launching the bridge are described at the beginning of this
chapter. As mentioned, whilst it is possible to push small bridge spans across the gap to be bridged
by hand, it is recommended that small and larger spans are launched by mechanical methods.

The general principle for erection and launching the compact 200, is that the bridge should be rolled
forward over the gap as new bays are constructed at the rear of the bridge. The most important factor
that should be considered at all times by the person controlling the launch, is that the centre of gravity
does not pass over the home bank launching rollers, until the tip of the launching nose touches down
on the far bank landing rollers. The person controlling the launch should be aware of the centre of
gravity of the structure at all times. Centres of gravity tables (booming tables) for each span (relevant
to a construction and loading) are given on the specific launching drawing.

The centre of gravity of the partially built structure should not approach within 3m of the home bank
launching rollers during incremental launching stages.

Fig 6.68 shows a typical launching arrangement of a compact 200 bridge. The main
advantages of erecting and launching the structure in stages as shown are:

The mechanical lifting equipment (if used) can be set up and remain in the same
position during erection and launching.

The centre of gravity can be assessed in a controlled manner.

The majority of construction consists is performed as the structure cantilevers over the
rear set of construction rollers. This allows greater flexibility when constructing bridge
bays.

The site stores can be planned to suit the erection and site requirements.

Although it is preferable to erect, launch and recover bridges on a level launch plane (with the home
and far banks also at the same level), the bridge is capable of being launched on an uphill or downhill
gradient. However, this gradient should not exceed 1 in 30. The height difference between the home
and far banks for installed bridges should not exceed 1 in 50 longitudinally and 1 in 200 transversely.
To prevent unwanted movement of the structure during erection and launching, it is recommended
that the forms of preventer tackle are used. See launching restraints.

6:77
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
TYPICAL LAUNCHING SCHEME

Fig 6.68 depicts a typical launching scheme for a 7 bay (21.336m) bridge. It assumes that a level
launch plane of 30m (100ft) length is available on the home bank construction plane and includes a
10m length for the pushing vehicle. A minimum construction plane width of 8m (25ft) should be
available for erecting and launching the bridge.

Mechanical handling
Pushing vehicle
equipment

Centre of Gravity

8 7 6 5 4 3 2 1

Stage 1 Erect 8 bays of the structure and insert launching links. Attach push/pull vehicle

10 9 8 7 6 5 4 3 2 1

Stage 2 Move the structure forward by 2 bay lengths and erect 2 bays to the rear of the structure. Re-
attach pushing vehicle

12 11 10 9 8 7 6 5 4 3 2 1

Stage 3 Move the structure forward by 2 bay lengths and erect 2 bays to the rear of the structure. Add
required amount of counterweight to the rear of the structure. Re-attach pushimg vehicle
13 12 11 10 9 8 7 6 5 4 3 2 1

Stage 4 Move the structure over the remainder of the gap. Remove launching nose. Remove
counterweigth. Lower bridge into bearingd. Fully deck bridge. install ramps if required
13 12 11 10 9 8 7 6 5 4 3 2 1

Stage 5 Move the structure over the remainder of the gap. Remove launching nose. Remove
counterweight. Lower bridge onto bearings. Fully deck bridge. Install ramps if required

12 11 10 9 8 7 6

Stage 6 The bridge is shown in its final position

Fig 6.68 Typical launch scheme arrangement

6:78
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
CANTILEVER LAUNCH – PUSHING METHOD

It is recommended that long span bridges are pulled across the gap using an appropriate winch with
cables and connections. See Cantilever launch – Pulling Method. If necessary, however, the bridge,
or a partially erected portion of the structure during construction, may be pushed across the gap
provided that the weight of the structure does not exceed 50 tonnes for Single Single truss bridges, or
75 tonnes for Double Single or Triple Single truss bridges. The pushing or pulling force required to
move the bridge is dependent on the launching configuration weights.

If the structure is to be pushed across the gap, a suitable vehicle should be used such as a
heavy crawler tractor loader.

Prior to construction and launching of the bridge, the construction plane should be prepared
as described earlier in the chapter “site layout”. During site preparation, it is important that all
obstacles are removed from the construction plane that may impede the pushing vehicle or
the bridge during movement of the structure. Such obstacles may include: services, rocks,
tree roots and reinforcement bars.

During launching, it is important that the vehicle is positioned correctly at the rear of the
structure as shown in figure 6.69. The bucket or blade of the pushing vehicle should be
positioned centrally behind the transom of the rear bay of the structure. To prevent damage
and to ensure that load is spread equally into the transom, 2 timber sleepers or similar should
be used between the pushing vehicle bucket or blade and the transom. They should be good
quality timber and of sufficient length and width to ensure a practical interface between the
transom and the bucket of the pushing vehicle. To ensure that an even push is exerted, each
timber should be positioned 1 metre either side of the centre of the transom, thus giving a
timber spacing of 2 metres.

The bucket or blade of the pushing vehicle should be positioned at an angle whereby the
timbers are kept vertical and parallel to the transom, at 2 metre centres, and are
simultaneously against the top and bottom flanges of the transom. See figure 6.69.

To ensure that the structure does not overrun its intended position during launching, the
bucket or blade should be restrained against the transom, using suitable chains, wire ropes or
similar. See figure 6.69.

Restraining the bridge against unwanted movement is important, especially during uphill and
downhill launches. Additional launching restraints that can be used are described and detailed
on pages 6.83 and 6.84 of this chapter.

During launching of the structure, the pushing vehicle should travel parallel with and along the
centre line of the bridge. The operator of the pushing vehicle should always have a clear view
or is always in contact with the person who is controlling the launching operation.

It is often advisable, especially for long span bridges, to implement a launch scheme
procedure whereby the structure is moved incrementally in 2 bay length stages. This is
achieved by erecting a portion of the structure until the rear cantilevers 2 bay lengths over the
rear set of construction rollers. The structure is then moved forward 2 bay lengths with the
rear of the structure remaining on the rear set of rollers. A further 2 bays are added to the rear
before moving the structure, once again, by 2 bay lengths. This method of “build 2 bays and
move 2 bays” continues until all bays are erected and the structure can be fully launched over
the gap.

6:79
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
CANTILEVER LAUNCH – PUSHING METHOD
Pushing vehicle - Liebherr crawler tractor

Pushing vehicle bucket

Rear of structure on construction
plane cantilevering from the rear
set of construction rollers.

Timber sleepers or similar,

positioned between pushing
vehicle and transom.

Restraining chain around pushing

vehicle bucket, timber sleeper and
transom.

Enlarged detail of pushing vehicle bucket to

bridge transom interface

Timber sleepers positioned 2 metres

apart, equidistant of the centre line of
the bridge.

Figure 6.69 Typical arrangements for pushing bridge structure during launching

6:80
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
CANTILEVER LAUNCH – PULLING METHOD

As previously mentioned, it is recommended that long span bridges are pulled across the gap to be
bridged, using appropriate methods. This is especially important for longer span bridges and
essential for structures that exceed 50 tonnes for Single Single truss bridges, or 75 tonnes for Double
Single or Triple Single truss bridges.

The main advantage when pulling a structure across the gap is that the pulling force is
directed along the centre line of the bridge, the structure will maintain its line during launch.
The various methods that can be used for pulling bridges across the gap are described below.

Restraining the bridge against unwanted movement is important, especially during uphill and
downhill launches. Additional launching restraints that can be used are described and detailed
on pages 6.83 and 6.84 of this chapter.

MOTOR WINCH OPERATED SYSTEM

The preferred method for pulling structures is using a suitable motor winch operated system. This
allows for a controlled method of movement and also provides a suitable restraint for uphill launches.
The motor winch can be static or tractor mounted and positioned on either the home or far banks.

Figure 6.70 illustrates the method of using a home bank tractor mounted winch. The winch is
positioned to one side of the bridge, and its pull transferred through an anchored snatch block
to give it the required direction. Holdfast picket and spikes can provide the means for
anchorage. The cable can be passed underneath the bridge along the centre line and
attached to the rear of the structure by means of steel wire rope slings passed round the
vertical and transom. See Figure 6.71 for SWR (steel wire rope) to bridge connection detail.
The wire rope slings used for pulling, should not pass under the bottom chords of the
structure during launching, as they will interfere with the construction rollers.

Enlarged detail showing snatch block, anchored using

holdfast pickets and spikes.

Home bank tractor mounted

winch

Fully built structure during

launch approaching far bank

See Figure 6.71 Home bank Far bank

Figure 6.70 Pulling method for a cantilever launch using a home bank tractor mounted winch

6:81
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
Where it is possible for vehicles to cross the gap to be bridged prior to launching, a tractor
mounted winch can be positioned on the far bank. The winch should be positioned as close as
possible to the centre line of the bridge and the cable attached to the structure using SWR slings.
The slings should pass around the panels and the transom of one of the forward bays of launching
nose. They should not pass under the bottom chords of the structure during launching, as they will
interfere with the landing rollers. The winch should be positioned on the far bank at a position
whereby the launching nose can be fully or partially landed (depending on site conditions) prior to
dismantling. See Figure 6.71.

Far bank tractor

mounted winch

Home bank Far bank

Enlarged detail showing

steel wire rope connection
around panel and transom

Figure 6.71 Pulling method for a cantilever launch using a far bank tractor mounted winch

Tirfor Winch Operated System

Hand operated tirfor winches can also be used to pull the bridge across the gap. They can be
anchored using holdfast pickets and spikes on the home or far bank. If used on the home bank, they
should be used in conjunction with anchored snatch blocks. See Figure 6.71 for SWR connection
around panel and transom when pulling structures. Tirfor Winches have a Safe Working Load of 3.2t.
The user must assess the push/pull force for the specific bridge to be launched.

Pulling Vehicle System

If winches are not available for pulling the bridge across the gap, a suitable vehicle can be used for
the purpose. The vehicle should be positioned at the far bank as close as possible to the centre line of
the bridge. The pulling cable should be attached to the vehicle and to the bridge via SWR slings
passed round the vertical and transom of one of the forward bays of launching nose. They should not
pass under the bottom chords of the structure during launching, as they will interfere with the landing
rollers. The pulling vehicle should travel along an unobstructed route along the centre line of the
bridge as the structure is pulled over the gap.

6:82
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
LAUNCHING RESTRAINTS

It is recommended that methods of restraints are used to prevent the bridge from unwanted
movement during erection and launching.

Spiking the rollers. On a level launch and construction plane, it is recommended that the only
form of restraint necessary to prevent unwanted movement is ‘spiking the rollers’. The rollers
are spked by inserting a steel bar or similar downwards between the roller and the roller
housing. The 1.5m wrecking bar (NLC9009), is part of the compact 200 tools list and can be
used to spike the rollers. It is suggested that 4 construction rollers are ‘spiked’. Refer to Fig
6.72.

The spikes should be inserted into the construction rollers as erection of the structure proceeds
and not prior to the construction rollers supporting the structure. It is important that all spikes
are removed from the rollers prior to moving the structure. However, the rollers should not be
removed until the pushing vehicle has been attached to the structure thus also preventing
unwanted movement. Similarly the spikes should be reinserted into the rollers after each
incremental launch and prior to removing the push/pull vehicle.

Suggested rollers to be spiked

(1 roller per truss at each position)

Typical detail of compact 200 bridge during construction

Insert spike between Bar – wrecking – 1.5m (NLC9009)

roller and roller housing – used to spike rocking roller

Enlarged detail of spiked rocking roller

Fig 6.72 Spiking rollers to prevent unwanted movement

6:83
 BRIDGE INSTALLATION

LAUNCHING BRIDGE
Tirfors can also be used as restraints.

Tirfor restraints. On uphill or downhill construction and launch planes, it is recommended that
Tirfor restraints are used to prevent unwanted movement. Tirfors, can be used in conjunction
with the holdfast pickets and earth stakes, or alternatively the Tirfors can be secured to other
forms of anchorage, such as trees. Note that the Tirfor restraints are to be used in conjunction
with ‘spiked’ roller restraints.

The Tirfor restraints should be secured to the structure whenever the structure is stationary and
under construction. Prior to launch, the Tirfor restraints should not be released until the
pushing vehicle has been secured to the structure, thus preventing unwanted movement.

See enlarged detail

30° Typical

Tirfor restraints and holdfast pickets used at sidde of bridge,

Alternatively, trees can be used as anchorages

Tirfor and cable

Earth stake
Holdfast picket

Enlraged detail

Fig 6.73 Tirfor restraints

6:84
THIS PAGE HAS BEEN LEFT INTANTIONALLY BLANK

6:85
 BRIDGE INSTALLATION

REMOVAL OF LAUNCH NOSE

INTRODUCTION TO LAUNCH NOSE REMOVAL

The removal of the Compact 200 launching nose can be achieved quickly and efficiently using
mechanical handling equipment and manual dismantling methods. However, it is recommended that
Panels and Transoms are only removed using mechanical handling methods.It is recommended that
the removal of the launching nose only commences when the structure is fully launched over the gap
and is situated over the final bearing position. However, if the area on the far bank is restricted such
that the structure cannot be fully launched, the launch nose bays may be dismantled as they come
one bay clear of the landing rollers on the far bank abutment. It is important that the structure is fully
restrained against any unwanted movement during the dismantling of the launch nose bays.

DISMANTLING PROCEDURE FOR THE REMOVAL OF THE LAUNCHING NOSE (FULLY

LAUNCHED)

The following example procedure is for the removal of the launching nose for a 13 bay bridge of
DSHR2H construction. The launching nose is 8 bays length and it has been assumed the structure is
fully launched across the gap and is situated over its final bearing position.

Fully launch the bridge until the structure is positioned over its final bearing position. Refer to
Fig 6.74. Restrain the structure by spiking the launching and landing rollers and/or using Tirfor
restraints as described previously. Restraining the structure is of even greater importance if a
difference in height exists between the home and far bank abutments.

Fig 6.74 13 bay bridge fully launched

Remove the swaybraces from the second bay of launching nose. Remove rakers and the
transom from the first bay of launching nose. Remove the panels from the first bay of launching
nose.

Remove the swaybraces and extensions from the third bay of launching nose. Remove the
rakers and transom from the launch link bay using manual or mechanical handling methods.
Remove the panels and launch link from the launch link bay using manual or mechanical
handling methods.

Continue to remove swaybraces, rakers, transom and panels in each bay of launching nose
until one bay of launching nose remains. This bay of launching nose must remain attached to
the bridge for jacking purposes. The structure is now ready to be jacked and lowered onto its
bearings. See Jacking Procedures.

Fig 6.75 Last bay of launch nose remains for jacking purposes

6:86
 BRIDGE INSTALLATION

REMOVAL OF LAUNCH NOSE

INTRODUCTION TO JACKING OPERATIONS

Jacking is the recommended method of installing the logistic support bridge upon its bearings at each abutment.
Hydraulic jacks of 35 tonnes capacity and jacking frames are supplied with the launching and erection equipment
for this purpose. Before commencing any jacking operations on the bridge, make sure that the following general
principles and preliminary notes on jacking are fully understood.

GENERAL PRINCIPLES AND PRELIMINARY NOTES ON JACKING

All jacking operations must be under the control of a competent supervisor at all times.

Prior to use, it must be ensured that all jacks are in good working order.

All personnel operating jacks must be aware of how the jacks operate and of their limitations.

The jacks can be extended to a full stroke of 305mm. At this point there is a positive stop system within
the jack, including a bypass valve, that prevents any further extension of the ram. The user can carry on
operating the jack handle beyond this point, but, as stated, there will be no further extension of the ram.
The user must monitor this situation and stop jacking when no further extension is being achieved.

It must be ensured that a jack is always located on firm, level ground and on a grillage or bearing pad that
is capable of supporting, not only the jack, but also the load to be imposed on it.

Packing materials, such as solid, flat, man handleable timbers, must be positioned nearby prior to the
commencement of jacking, so that suitable “catch packs” can be built under the load as appropriate during
the various jacking procedures. Note that when built, the “catch packs” must be of stable construction.

Once jacking has started, the “catch packs” must be maintained under the bottom chords of the panels of
both trusses so that at no time is the gap between chords and the packing greater than 75mm. This
minimises the risk of damage should there be failure of the jacks.

Before raising one end of a bridge on jacks, ensure that the other end is safely supported and cannot
move. Note that only one end of a bridge is to be jacked up or down at any one time, and at no time
should the bridge be supported on jacks at both ends of a span.

It must be ensured that all of the jacks in use at one end of the bridge are operated in unison so that the
load is evenly distributed between them and to maintain the stability of the jacks.

Never work under a structure that is supported only by jacks.

Jacking operations are carried out in stages, as governed by the stroke length of the jacks. At the end of
each stage, the load is transferred from the jacks to the packing under the trusses. The jacks are then
removed and the packing beneath them reduced or added to, depending on whether the operation is
jacking up or jacking down. The jacks are then put back in place, the load taken back on them, and the
packing under the trusses reduced or added to, again depending on whether the operation is jacking up or
jacking down.

Whenever possible, the maximum longitudinal slope of the bridge during jacking operations must not
exceed 1:100. When the longitudinal slope of the bridge approaches 1:100 during jacking operations at
one end, the bridge must be lowered onto stable packs and operations transferred to the other end of the
bridge. For example, for the installation of a 13 bay bridge on a level site with a span of 39.6 metres,
limiting the maximum slope to 1:100 gives a maximum allowable vertical movement at either end of the
bridge of ± 396mm.

Where a bridge is to be installed on a longitudinal slope (of up to 1:30 bank to bank), the preferred slope
limitation of 1:100 has to be exceeded. In such cases, smaller increments of jacking should be employed
and extra care taken to ensure the stability of the jacks and the packs.

The lateral (transverse) slope of the bridge during jacking must also not be excessive, again it is
recommended that it is limited to 1:100. Hence, if it is necessary that one end of the bridge is to be
lowered one corner at a time, the jacking operations should be limited to increments in the order of 50mm
per truss, before transferring operations to the opposite truss.

6:87
 BRIDGE INSTALLATION

JACKING
JACKING FRAMES

Jacking frames, with vertical bracing frames when appropriate, are used in conjunction with hydraulic
jacks to install the compact 200 bridge upon its bearings at each abutment. The quantities of the
jacks, jacking frames and vertical frames required for a particular jacking procedure varies, depending
upon the truss construction of the bridge and the total jacking load at the end of the bridge. Refer to
the following procedures given.

Fitment of Jacking Frames and Vertical Frames. Jacking frames (MC263) are pinned into the
end posts (either MC317 or MC318) using two panel pins (MC307) and two safety clips
(MC307A). Refer to Figs 6.76 and 6.77 below for the rear (female) and front (male) end of
bridge arrangements.

If the jacking load at the end of the bridge is in excess of 40t (20t per truss) then it will be
necessary to fit extra jacking frames to the outer panels. Pairs of jacking frames are always
tied together with vertical frames using four bracing bolts (MC430) and four M24 nuts (MC436).
Also, it is recommended for stability reasons to fit jacking frames to the inner and outer panels
of each truss, for DSH constructions and above, even if the jacking load at the end of the bridge
is less than 40t.
Male end posts (MC317)

Vertical frames

Jacks
Jacking frames (MC263)
Fig 6.76 Jacking frame arrangement at the rear (female) end of the bridge

Female end posts (MC318)

Vertical frames

Jacking frames
(MC263)

Fig 6.77 Jacking frame arrangement at the front (male) end of the bridge

6:88
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE REAR (FEMALE END) OF BRIDGES WITH UNREINFORCED TRUSSES
WHERE LAUNCHING AND LANDING ROLLERS ARE POSITIONED ON THE BEARING CENTRES

The following jacking procedure is for the rear, female end (also known as the tail end) of a bridge with
unreinforced trusses. The procedure assumes that the bridge has been launched to its final position over its
bearings. These instructions should be read in conjunction with Fig 6.78.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

If the trusses of the tail bay are of single panel construction, pin a male end post (MC317) to the rear of
each panel, then pin a jacking frame (MC263) to each end post.

If the trusses of the tail bay are of double panel construction and the total jacking load at the end of the
bridge is 40t or less, pin a male end post (MC317) to the rear of the inner panel of each truss only, then
pin a jacking frame (MC263) to each end post.

If the trusses of the tail bay are of double panel construction and the total jacking load at the end of the
bridge exceeds 40t, pin a male end post (MC317) to the rear of each panel, then pin a jacking frame
(MC263) to each end post. Brace the jacking frames by connecting a vertical frame (MC221) to each pair,
using four bracing bolts (MC430) and four M24 nuts (MC436).

Place a 35t jack on a stable pack beneath each jacking frame and raise both sides of the bridge,
simultaneously, by 75mm.

Place stable packs, of equal height, beneath all of the panels of each truss of the tail bay, then lower both
sides of the bridge, simultaneously, onto the packs.

Remove the launching rollers from beneath the junction of the end bay of the bridge and the tail bay.

Raise both sides of the bridge, simultaneously, off the packs. Place new packs beneath all of the panels
of each truss of the end bay of the bridge. Position these packs as close as possible to the junction of the
bridge and the tail, but clear of the joint so as to facilitate the removal of the tail bay. Remove the packs
from beneath the tail bay, then lower both sides of the bridge, simultaneously, onto the new packs.

Remove the jacking frames and the end posts from the tail, then dismantle the tail bay.

Pin a male end post to the rear of each panel of the female end bay of the bridge.

If the bridge trusses are of double or triple panel construction, fit a tie beam across the end posts of each
truss.

Fit jacking frames, and vertical frames as necessary, to the end posts of each truss in the same format as
previously used on the tail bay, then place a 35t jack on a stable pack beneath each jacking frame.

Raise both sides of the bridge, simultaneously, off the packs that are under the end bay of the bridge.
Decrease the height of the packs, then lower both sides of the bridge, simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:89
 BRIDGE INSTALLATION

JACKING
Female (tail) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

Stage 2
If the tail bay trusses are SS, pin a male end post to each panel of the tail. If the
tail bay trusses are DS and the jacking load is 40 tonnes or less, pin a male end
post to the inner panel of each truss of the tail bay only. If the tail bay trusses are
DS and the jacking load is more than 40 tonnes, pin a male end post to each panel
of each truss of the tail bay.

Pin a jacking frmae to each end post, bracing pairs with vertical frames as
appropriate. Place a 35 tonne jack on a stable pack beneath each jacking frame
and raise both sides of the bridge, simultaneously, by 75mm.

Stage 3
Place stable packs of equal height beneath all panels of the tail and lower both
sides of the bridge, simultaneously, onto the packs.

Remove the launching rollers from beneath the junction of the female end bay of
the bridge and the tail bay.

Raise the bridge off the packs. Place new packs of equal height beneath all
panels of the end bay of the bridge, positioned as close as possible to the junction
of the bridge and the tail, but clear of the joint. Remove the packs from beneath
the tail and lower the bridge onto the new packs.

Stage 4
Remove the jacking frames and the end posts then dismantle the tail bay.

Pin a male end post to each panel of the end bay of the bridge and, if the trusses
are DS or TS, fit tie beams across the end posts of each truss.

Fit jacking frames, and vertical frames as necessary, to the end posts of each truss
in the same format as used previously on the tail bay.

Place a 35 tonne jack on a stable pack beneath each jacking frame.

Stage 5
Raise the bridge off the packs, decrease the height of the packs and then lower
the bridge back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs
under the jacks and the packs under the end bay of the bridge alternately, until the
end posts are located on the bearings.

Fig 6.78 Jacking procedure at the rear (female end) of bridges with unreinforced trusses

6:90
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE FRONT (MALE END) OF BRIDGES WITH UNREINFORCED TRUSSES
WHEN LAUNCHING AND LANDING ROLLERS ARE POSITIONED ON THE BEARING CENTRES

The following jacking procedure is for the front, male end (also known as the nose end) of a bridge with
unreinforced trusses. The procedure assumes that the bridge has been launched to its final position over its
bearings. These instructions should be read in conjunction with Fig 6.79.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all of the bays of the launching nose except for the last bay that is adjacent to the first bay of
the bridge. Note that in order to dismantle the penultimate bay of the launching nose, it is necessary to
disconnect and remove the swaybraces from the last bay of the launching nose.

If the trusses of the last bay of nose are of single panel construction, pin a female end post (MC318) to the
front of each panel, then pin a jacking frame (MC263) to each end post.

If the trusses of the last bay of nose are of double panel construction and the total jacking load at the end
of the bridge is 40t or less, pin a female end post (MC318) to the front of the inner panel of each truss
only, then pin a jacking frame (MC263) to each end post.

If the trusses of the last bay of nose are of double panel construction and the total jacking load at the end
of the bridge exceeds 40t, pin a female end post (MC318) to the front of each panel of each truss, then pin
a jacking frame (MC263) to each end post. Brace the jacking frames by connecting a vertical frame
(MC221) to each pair, using four bracing bolts (MC430) and four M24 nuts (MC436).

Place a 35t jack on a stable pack beneath each jacking frame and raise both sides of the bridge,
simultaneously, by 75mm.

Place stable packs, of equal height, beneath all of the panels of each truss of the last bay of the nose,
then lower both sides of the bridge, simultaneously, onto the packs.

Remove the landing rollers from beneath the junction of the end bay of the bridge and the last bay of the
launching nose.

Raise both sides of the bridge, simultaneously, off the packs. Place new packs beneath all of the panels
of each truss of the end bay of the bridge. Position these packs as close as possible to the junction of the
bridge and the nose, but clear of the joint so as to facilitate the removal of the last bay of the nose.
Remove the packs from beneath the last bay of the nose, then lower both sides of the bridge,
simultaneously, onto the new packs.

Remove the jacking frames and the end posts, then dismantle the last bay of the nose. Note that in order
to dismantle the last bay of the nose, it is necessary to temporarily disconnect the swaybraces in the male
end bay of the bridge and to remove the end of bridge transom.

Pin a female end post to the front of each panel of the male end bay of the bridge.

If the bridge trusses are of double or triple panel construction, fit a tie beam across the end posts of each
truss.

Fit the end of bridge transom onto the end posts, then reconnect the swaybraces and fit vertical braces in
the male end of the bridge.
Fit jacking frames, and vertical frames as necessary, to the end posts of each truss in the same format as
previously used on the last bay of the launching nose, then place a 35t jack on a stable pack beneath
each jacking frame.

Raise both sides of the bridge, simultaneously, off the packs, decrease the height of the packs, then lower
both sides of the bridge, simultaneously, back onto them

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:91
 BRIDGE INSTALLATION

JACKING Male (nose) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all of the bays of the launching nose except for the last bay that is adjacent to the bridge.

Stage 2
If the last nose bay trusses are SS, pin a male end post to the front of each
panel. If the last nose bay trusses are DS and the jacking load is 40 tonnes
or less, pin a male end post to the front of the inner panel of each truss only.
If the last nose bay trusses are DS and the jacking load is more than 40
tonnes, pin a male end post to the front of each panel of each truss.

Pin a jacking frame to each end post, bracing pairs with vertical frames as
appropriate. Place a 35 tonne jack on a stable pack beneath each jacking
frame and raise both sides of the bridge, simultaneously, by 75mm.

Stage 3
Place stable packs of equal height beneath all panels of the last bay of nose,
then lower both sides of the bridge onto the packs.

Remove the landing rollers from beneath the junction of the male end bay of
the bridge and the last bay of the nose.

Raise the bridge off the packs. Place new packs of equal height beneath all
panels of the end bay of the bridge, positioned as close as possible to the
junction of the bridge and the nose, but clear of the joint. Remove the packs
from beneath the nose and lower the bridge onto the new packs.

Stage 4
Remove the jacking frames and the end posts then dismantle the last bay of
the launching nose.

Pin a female end post to each panel of the male end bay of the bridge and, if
the bridge trusses are DS or TS, fit tie beams across the end posts of each
truss. Fit a transom onto the end posts, then reconnect the swaybraces and
fit vertical braces in the end bay of the bridge.

Fit jacking frames, and vertical frames as necessary, to the end posts of each
truss in the same format as used previously on the nose bay.

Place a 35 tonne jack on a stable pack beneath each jacking frame.

Fig 4 Jacking procedure at the front (male end) of bridges with unreinforced trusses
Stage 5
Raise the bridge off the packs, decrease the height of the packs and then
lower the bridge back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs
under the jacks and the packs under the end bay of the bridge alternately,
until the end posts are located on the bearings.

Fig 6.79 Jacking procedure at the front (male end) of bridges with unreinforced trusses

6:92
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE REAR (FEMALE END) OF BRIDGES WITH SINGLE SINGLE REINFORCED
TRUSSES WHEN LAUNCHING AND LANDING ROLLERS ARE POSITIONED ON THE BEARING CENTRES

The following jacking procedure is for the rear, female end (also known as the tail end) of a bridge of single single
reinforced truss construction. The procedure assumes that a tail bay is fitted to the bridge and that the bridge
has been launched to its final position over its bearings. These instructions should be read in conjunction with
Fig 6.80.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

Pin a male end post (MC317) to the rear of each panel of the tail bay.

Pin a jacking frame (MC263) to each end post.

Place a 35t jack on a stable pack beneath each jacking frame.

Raise both sides of the bridge, simultaneously, by 75mm.

Place stable packs, of equal height, beneath each panel of the female end bay of the bridge.

Lower both sides of the bridge, simultaneously, onto the packs.

Remove the launching rollers from beneath the junction of the female end bay of the bridge and the tail
bay.

Remove the reinforcement chords from the bottom of each panel of the tail bay.

Raise both sides of the bridge, simultaneously, off the packs under the end bay of the bridge.

Place new packs, of equal height, beneath each panel of the tail bay.

Remove the packs from under the end bay of the bridge.

Lower both sides of the bridge, simultaneously, onto the packs under the tail bay.

Remove the reinforcement chords from the bottom of each panel of the end bay of bridge.

Raise both sides of the bridge, simultaneously, off the packs under the tail bay.

Place new packs, of equal height, beneath the end bay of the bridge.

Remove the packs from under the tail bay.

Lower both sides of the bridge, simultaneously, onto the packs under the end bay of bridge.

Remove the jacking frames and the male end posts from the tail, then dismantle the tail bay.

Pin a male end post onto each panel of the female end bay of the bridge, then pin a jacking frame to each
end post.

Raise both sides of the

Decrease the height of the packs under the end bay of the bridge, then lower both sides of the bridge,
simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:93
 BRIDGE INSTALLATION

JACKING
Female (tail) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

Stage 2
Pin a male end post to each panel of the tail bay and pin a jacking frame to
each end post.

Place a 35 tonne jack on a stable pack beneath each jacking frame and
raise both sides of the bridge, simultaneously, by 75mm.

Stage 3
Place stable packs, of equal height, beneath each panel of the end bay of
bridge, then lower both sides of the bridge, simultaneously, onto the packs.

Remove the launching rollers from beneath the junction of the end bay of
the bridge and the tail bay, then remove the reinforcement chords from the
bottom of each panel of the tail bay.

Stage 4
Raise both sides of the bridge, simultaneously, off the packs. Place new
packs, of equal height, beneath each panel of the tail bay, remove the
packs from beneath end bay of the bridge, then lower both sides of the
bridge, simultaneously, onto the new packs.

Remove the reinforcement chords from the bottom of each panel of the end
bay of the bridge.

Stage 5
Raise both sides of the bridge, simultaneously, off the packs. Place new
packs, of equal height, beneath each panel of the end bay of the bridge,
remove the packs from beneath the tail bay, then lower both sides of the
bridge, simultaneously, onto the new packs.

Remove the jacking frames and end posts, then dismantle the tail.

Stage 6
Pin a male end post onto each panel of the female end bay of the bridge,
then pin a jacking frame to each end post.

Continue to lower the bridge in stages, by decreasing the height of the

packs under the end bay of the bridge and the packs under the jacks
alternately, until the end posts are located on the bearings.

Fig 6.80 Jacking procedure at the rear (female end) of bridges with single single reinforced trusses

6:94
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE REAR (FEMALE END) OF BRIDGES WITH DOUBLE SINGLE
REINFORCED OR TRIPLE SINGLE REINFORCED TRUSSES, WHERE THE JACKING LOAD AT THE END
OF THE BRIDGE IS 40 TONNES OR LESS WHEN LAUNCHING AND LANDING ROLLERS ARE
POSITIONED ON THE BEARING CENTRES

The following jacking procedure is for the rear, female end (also known as the tail end) of a bridge of double
single reinforced or triple single reinforced truss construction, where the total jacking load at the end of the bridge
is 40t or less. The procedure assumes that a tail bay is fitted to the bridge and that the bridge has been launched
to its final position over its bearings. These instructions should be read in conjunction with Fig 6.81.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

Pin a male end post (MC317) to the inner panel of each truss of the tail bay, and pin a jacking frame
(MC263) to each end post.

Place a 35t jack on a stable pack beneath each jacking frame.

Raise both sides of the bridge, simultaneously, by 75mm.

Place stable packs, of equal height, beneath all of the panels of each truss of the female end bay of the
bridge.

Lower both sides of the bridge, simultaneously, onto the packs.

Remove the launching rollers from beneath the junction of the end bay of the bridge and the tail bay.

Remove the jacking frames and the end posts from the tail, then dismantle the tail bay.

Pin a male end post onto each panel of the female end bay of the bridge and bolt a tie beam across the
end posts of each truss.

Pin a jacking frame to the inner end post of each truss and place a 35t jack on a stable pack beneath each
jacking frame.

Raise both sides of the bridge, simultaneously, off the packs. Re-configure the packs so that they are
beneath the outer panels of each truss only, and then lower both sides of the bridge, simultaneously, back
onto them.

Remove the reinforcement chords from the bottom of the inner panels of each truss of the end bay of the
bridge.

If the bridge trusses are of DSHR2H, TSHR2H or TSHR3H construction, raise both sides of the bridge,
simultaneously, off the packs. Re-configure the packs so that they are beneath the inner panels of each
truss only, then lower both sides of the bridge, simultaneously, back onto them.

Remove the reinforcement chords from the bottom of the other panels of each truss of the end bay of the
bridge.

Raise both sides of the bridge, simultaneously, off the packs.

Decrease the height of the packs under the end bay of the bridge, and then lower both sides of the bridge,
simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:95
 BRIDGE INSTALLATION

JACKING
Female (tail) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.
Remove any counterweight that has been used for launching from the rear of the bridge.

Stage 2
Pin a male end post to the inner panel of each truss of the tail bay and pin a
jacking frame to each end post.

Place a 35 tonne jack on a stable pack beneath each jacking frame and
raise both sides of the bridge, simultaneously, by 75mm.

Stage 3
Place stable packs of equal height beneath all of the panels of each
truss of the end bay of the bridge, then lower both sides of the
bridge, simultaneously, onto the packs.
Remove the launching rollers from beneath the junction of the end
of bridge and the tail, then remove the jacking frames and the end
posts from the tail and dismantle the tail bay.
Pin a male end post to each panel of the female end bay of the
bridge and bolt a tie beam across the end posts of each truss.

Stage 4
Pin a jacking frame to the inner end post of each truss and place a 35
tonne jack on a stable pack beneath each jacking frame. Raise both sides
of the bridge, simultaneously, off the packs, re-configure the packs so that
they are beneath the outer panels of each truss only, then lower both sides
of the bridge, simultaneously, back onto them. Remove the reinforcement
chords from the bottom of the inner panels of each truss of the end bay of
the bridge.

If the bridge trusses are of DSHR2H, TSHR2H or TSHR3H construction,

raise both sides of the bridge, simultaneously, off the packs. Re-configure
the packs so that they are beneath the inner panels of each truss only, then
lower both sides of the bridge, simultaneously, back onto them. Remove
the reinforcement chords from the bottom of the other panels of each truss
of the end bay.

Stage 5
Raise both sides of the bridge, simultaneously, off the packs.
Fig 6.81 Jackingprocedure at the
rear (female end) of bridges with Decrease the height of the packs under the end bay of the bridge, then
double single reinforced or triple lower both sides of the bridge, simultaneously, back onto them.
singe reinforced trusses, where Continue to lower the bridge in stages, by decreasing the height of the
the total jacking load at the end of packs under the jacks and those under the end bay of the bridge
the bridge is 40t or less alternately, until the end posts are located on the bearings.

6:96
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE REAR (FEMALE END) OF BRIDGES WITH DOUBLE SINGLE
REINFORCED OR TRIPLE SINGLE REINFORCED TRUSSES, WHERE THE JACKING LOAD AT THE END
OF THE BRIDGE EXCEEDS 40 TONNES WHEN LAUNCHING AND LANDING ROLLERS ARE POSITIONED
ON THE BEARING CENTRES

The following jacking procedure is for the rear, female end (also known as the tail end) of a bridge of double
single reinforced or triple single reinforced truss construction, where the total jacking load at the end of the bridge
exceeds 40t. The procedure assumes that a tail bay is fitted to the bridge and that the bridge has been launched
to its final position over its bearings. These instructions should be read in conjunction with Fig 6.82.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

Pin a male end post (MC317) to the inner and outer panel of each truss of the tail bay, and pin a jacking
frame (MC263) to each end post. Brace the jacking frames by connecting a vertical frame to each pair,
using four bracing bolts (MC430) and four M24 nuts (MC436).

Place a 35t jack on a stable pack beneath each jacking frame.

Raise both sides of the bridge, simultaneously, by 75mm.

Place stable packs, of equal height, beneath all of the panels of each truss of the female end bay of the
bridge.

Lower both sides of the bridge, simultaneously, onto the packs.

Remove the launching rollers from beneath the junction of the end bay and the tail bay.

Remove the reinforcement chords from the bottom of all of the panels of the tail bay.

Raise both sides of the bridge, simultaneously, off the packs under the end bay of the bridge.

Place stable packs, of equal height, beneath all of the panels of each truss of the tail bay.

Remove the packs from under the end bay of the bridge.

Lower both sides of the bridge, simultaneously, onto the new packs under the tail bay.

Remove the reinforcement chords from the bottom of all panels of the end bay of the bridge.

Raise both sides of the bridge, simultaneously, off the packs under the tail bay.

Place stable packs, of equal height, beneath all of the panels of each truss of the female end bay of the
bridge.

Remove the packs from under the tail bay.

Lower both sides of the bridge, simultaneously, onto the new packs under the female end bay of the
bridge.

Remove the jacking frames and the end posts from the tail, then dismantle the tail bay.

Pin a male end post onto each panel of the female end bay of the bridge and bolt a tie beam across the
end posts of each truss. Pin a jacking frame to the inner and outer end post of each truss and brace the
jacking frames, as before, by connecting a vertical frame to each pair.

Raise both sides of the bridge, simultaneously, off the packs that are under the end bay of the bridge.
Decrease the height of the packs, then lower both sides of the bridge, simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:97
 BRIDGE INSTALLATION

JACKING
Female (tail) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Remove any counterweight that has been used for launching from the rear of the bridge.

Stage 2
Pin a male end post to each panel of each truss of the tail bay, pin a jacking
frame to each end post and brace each pair of jacking frames with a vertical
frame.

Place a 35 tonne jack on a stable pack beneath each jacking frame and raise
both sides of the bridge, simultaneously, by 75mm.

Stage 3
Place stable packs, of equal height, beneath all panels of each truss of the
end bay of the bridge, then lower both sides of the bridge, simultaneously,
onto the packs.

Remove the launching rollers from beneath the junction of the end bay of the
bridge and the tail bay, then remove the reinforcement chords from the
bottom of all panels of the tail bay.

Stage 4
Raise both sides of the bridge, simultaneously, off the packs. Place new
packs, of equal height, beneath all panels of each truss of the tail bay,
remove the packs from beneath end bay of the bridge, then lower both sides
of the bridge, simultaneously, onto the new packs.

Remove the reinforcement chords from the bottom of all of the panels of
each truss of the end bay of the bridge.

Stage 5
Raise both sides of the bridge, simultaneously, off the packs under the tail.
Re-install the packs beneath all panels of each truss of the end bay of the
bridge, remove the packs from beneath the tail, then lower both sides of the
bridge, simultaneously, onto the new packs.

Remove the jacking frames and end posts, then dismantle the tail.

Pin a male end post to each panel of the female end bay of bridge and bolt a
tie beam across the end posts of each truss. Pin a jacking frame to the inner
and outer end post of each truss, bracing each pair with a vertical frame, and
place a 35 tonne jack beneath each frame.

Stage 6
Lower the bridge in stages, by decreasing the height of the packs under the end bay of the bridge and the
packs under the jacks alternately, until the end posts are located on the bearings.

Fig 6.82 Jacking procedure at the rear (female end) of birdges with double single reinforced or triple
single reinforced trusses, where the total jacking load at the end of the bridge exceeds 40t

6:98
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE FRONT (MALE END) OF BRIDGES WITH SINGLE SINGLE REINFORCED
TRUSSES WHEN LAUNCHING AND LANDING ROLLERS ARE POSITIONED ON THE BEARING CENTRES

The following jacking procedure is for the front, male end (also known as the nose end) of a bridge of single
single reinforced truss construction. The procedure assumes that the bridge has been launched to its final
position over its bearings. These instructions should be read in conjunction with Fig 6.83.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all of the bays of the launching nose except for the last two bays that are adjacent to the bridge.
Note that in order to dismantle the bay of nose prior to the penultimate bay, it is necessary to disconnect
and remove the swaybraces from the penultimate bay of the nose.

Assuming that the penultimate bay of the launching nose is of SSHDH truss construction, with
reinforcement chords fitted to the top of the panels only, dismantle this bay and reconstruct it in SSH truss
construction, connecting the panels directly to those of the last bay of launching nose.

Pin a female end post (MC318) to the front of each panel of the penultimate bay of the nose, then pin a
jacking frame (MC263) to each end post.

Place a 35t jack on a stable pack beneath each jacking frame and raise both sides of the bridge,
simultaneously, by 75mm.

Place stable packs of equal height beneath the panels of the penultimate bay of the nose. Position the
packs as close as possible to the junction of the penultimate bay with the last bay of the nose, but clear of
the joint so as to facilitate the removal of the reinforcement chords from beneath the panels of the last bay
of the nose.

Lower both side of the bridge, simultaneously, onto the packs.

Remove the landing rollers from beneath the junction of the male end bay of the bridge and the last bay of
the launching nose.

Remove the reinforcement chords from beneath the panels of both the last bay of the nose and the end
bay of the bridge.

Raise both sides of the bridge, simultaneously, off the packs. Place new packs beneath the panels of the
end bay of the bridge. Position these packs as close as possible to the junction of the bridge and the
nose, but clear of the joint so as to facilitate the removal of the last bays of the launching nose. Remove
the packs from beneath penultimate bay of the nose and lower both sides of the bridge, simultaneously,
onto the new packs beneath the end bay of the bridge.

Remove the jacking frames and end posts from the penultimate bay of the launching nose, then dismantle
both the penultimate bay and the last bay of the launching nose. Note that in order to dismantle the last
bay of the launching nose, it is necessary to temporarily disconnect the swaybraces in the male end bay
of the bridge and to remove the end of bridge transom.

Pin a female end post to the front of each panel of the male end bay of the bridge.

Fit the end of bridge transom onto the end posts, then reconnect the swaybraces and fit vertical braces in
the male end bay of the bridge.

Pin a jacking frame to the end post of each truss and place a 35t jack on a stable pack beneath each
jacking frame.

Raise both sides of the bridge, simultaneously, off the packs that are under the end bay of the bridge.
Decrease the height of the packs, then lower both sides of the bridge, simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:99
 BRIDGE INSTALLATION

JACKING Male (nose) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all bays of the launching nose except for the last bay and penultimate bay.

Stage 2
Dismantle the penultimate bay of nose that is of
SSHDH construction, then reconstruct it in SSH
construction by pinning the panels directly to those of
the last bay of the launching nose.

Pin a female end post to the front of each panel of the

penultimate bay of the launching nose, then pin a
jacking frame to each end post. Place a 35 tonne jack
on a stable pack beneath each jacking frame and raise
both sides of the bridge simultaneously by 75mm.

Stage 3
Place packs beneath the penultimate bay panels and
lower the bridge onto them.

Remove the landing rollers and then remove the

chords from beneath the panels of both the last bay of
the nose and the end bay of the bridge.

Stage 4
Raise both sides of the bridge simultaneously off the
packs. Place new packs beneath the end bay of the
bridge, remove the packs from beneath the
penultimate bay of the nose, and then lower the bridge
onto the new packs.

Remove the jacking frames and end posts, then

dismantle the penultimate bay and the last bay of the
nose.

Pin a female end post to the front of each panel of the

male end bay of bridge. Fit a transom onto the end
posts, then reconnect the swaybraces and fit vertical
braces in the end bay of bridge.

Stage 5
Pin a jacking frame to the end post of each truss and
place a 35 tonne jack on a stable pack beneath each
jacking frame.

Lower the bridge in stages, by decreasing the height of

the packs under the jacks and those under the end
bay of the bridge alternately, until the end posts are
located on the bearings.

Fig 6.83 Jacking procedure at the front (male end) of birdges with single single reinforced trusses.

6:100
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE FRONT (MALE END) OF BRIDGES WITH DOUBLE SINGLE REINFORCED
TRUSSES, WHERE THE LAST BAY OF THE LAUNCHING NOSE IS OF SSHNH TRUSS CONSTRUCTION
AND THE PENULTIMATE BAY OF THE LAUNCHING NOSE IS OF SSHDH TRUSS CONSTRUCTION WHEN
LAUNCHING AND LANDING ROLLERS ARE POSITIONED ON THE BEARING CENTRES

The following jacking procedure is for the front, male end (also known as the nose end) of a bridge of double
single reinforced truss construction, where the last two bays of the launching nose are of SSHDH and SSHNH
truss constructions respectively. The procedure assumes that the bridge has been launched to its final position
over its bearings. These instructions should be read in conjunction with Fig 6.84.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all of the bays of the launching nose except for the last two bays that are adjacent to the bridge.
Note that in order to dismantle the bay of nose prior to the penultimate bay, it is necessary to disconnect
and remove the swaybraces from the penultimate bay of the nose.

Pin a female end post (MC318) to the front of each panel of the penultimate bay of the nose.

Pin a jacking frame (MC263) to each end post.

Place a 35t jack on a stable pack beneath each jacking frame and raise both sides of the bridge,
simultaneously, by 75mm.

Place stable packs of equal height beneath each truss of the last bay of the launching nose, then lower
both sides of the bridge, simultaneously, onto them.

Remove the landing rollers from beneath the junction of the male end bay of the bridge and the last bay of
the launching nose.

Remove the reinforcement chords (if fitted) from beneath the outer panels of each truss of the end bay of
the bridge.

Raise both sides of the bridge, simultaneously, off the packs. Place new packs beneath the outer panels
of each truss of the end bay of the bridge, then remove the packs from beneath the last bay of the nose.
Lower both sides of the bridge, simultaneously, onto the new packs.

Remove the jacking frames and end posts from the penultimate bay of the launching nose.

Dismantle both the penultimate bay and the last bay of the launching nose. Note that in order to
dismantle the last bay of the launching nose, it is necessary to temporarily disconnect the swaybraces in
the male end bay of the bridge and to remove the end of bridge transom.

Remove the reinforcement chords from beneath the inner panels of each truss of the end bay of the
bridge.

Pin a female end post to each panel of the male end bay of the bridge and bolt a tie beam across the end
posts of each truss.

Fit the end of bridge transom onto the end posts, then reconnect the swaybraces and fit vertical braces in
the male end bay of the bridge.

Pin a jacking frame to the inner end post of each truss and place a 35t jack on a stable pack beneath each
jacking frame.
Raise both sides of the bridge, simultaneously, off the packs that are under the end bay of the bridge.
Decrease the height of the packs, then lower both sides of the bridge, simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge

6:101
 BRIDGE INSTALLATION

JACKING Male (nose) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all bays of the launching nose except for the last bay and the penultimate bay.

Stage 2
Pin a female end post to the front of each panel of the
penultimate bay of nose and pin a jacking frame to
each end post. Place a 35 tonne jack on a stable pack
beneath each jacking frame. Raise both sides of the
bridge, simultaneously, by 75mm, place packs
beneath the panels of the last bay of nose and lower
the bridge onto them.

Stage 3
Remove the landing rollers, then remove the
reinforcement chords (if fitted) from beneath the outer
panels of the end bay of the bridge.

Raise both sides of the bridge, simultaneously, off the

packs. Place new packs beneath the outer panels of
the end bay of the bridge, remove the packs from
beneath the last bay of the nose, and lower both sides
of the bridge, simultaneously, onto the new packs.

Stage 4
Remove the jacking frames and end posts, then
dismantle the penultimate bay and the last bay of the
nose. Remove the reinforcement chords from beneath
the inner panels of each truss of the end bay of the
bridge.

Pin a female end post to each panel of the male end

bay of the bridge and bolt a tie beam across the end
posts of each truss. Fit a transom onto the end posts,
then reconnect the swaybraces and fit vertical braces
in the end bay of bridge.

Stage 5
Pin a jacking frame to the inner end post of each truss
and place a 35 tonne jack on a stable pack beneath
each jacking frame.

Lower the bridge in stages, by decreasing the height of

the packs under the jacks and those under the end
Fig 6.84 Jacking procedure at the front (male end) of
bay of the bridge alternately, until the end posts are
located on the bearings. birdges with double single reinforced trusses, where the
last bay of launching nose is of SSHN2H truss
construction and the penultimate bay of the launching
nose is of SSHDH truss construction

6:102
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE FRONT (MALE END) OF BRIDGES WITH DOUBLE SINGLE REINFORCED
OR TRIPLE SINGLE REINFORCED TRUSSES, WHERE THE LAST BAY OF THE LAUNCHING NOSE IS OF
DSHN2H TRUSS CONSTRUCTION AND THE PENULTIMATE BAY OF THE LAUNCHING NOSE IS OF
SSHNH TRUSS CONSTRUCTION WHEN LAUNCHING AND LANDING ROLLERS ARE POSITIONED ON
THE BEARING CENTRES

The following jacking procedure is for the front, male end (also known as the nose end) of a bridge of double
single reinforced or triple single reinforced truss construction, where the last two bays of the launching nose are
of SSHNH and DSHN2H truss construction respectively. The procedure is applicable where the total jacking load
at the end of the bridge does not exceed 40t, thus only requiring the use of 2 jacks. Where the total jacking load
at the end of the bridge exceeds 40t, such that 4 jacks are required, add an outer panel to each truss of the
penultimate bay of the launching nose. The procedure assumes that the bridge has been launched to its final
position over its bearings. These instructions should be read in conjunction with Fig 6.85.

Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all of the bays of the launching nose except for the last two bays that are adjacent to the bridge.
Note that in order to dismantle the bay of nose prior to the penultimate bay, it is necessary to disconnect
and remove the swaybraces from the penultimate bay of the nose.

Remove the reinforcement chords from beneath the panels of the penultimate bay of nose.

Pin a female end post (MC318) to the front of each panel of the penultimate bay of the nose. Pin a
jacking frame (MC263) to each end post. Place a 35t jack on a stable pack beneath each jacking frame
and raise both sides of the bridge, simultaneously, by 75mm.

Place stable packs of equal height beneath the inner panel of each truss of the last bay of the launching
nose, then lower both sides of the bridge, simultaneously, onto these packs.

Remove the landing rollers from beneath the junction of the male end bay of the bridge and the last bay of
the launching nose. Remove the outer panels and reinforcement chords from each truss of the last bay of
the launching nose, and remove the reinforcement chords from beneath the outer panels of each truss of
the end bay of the bridge.

Raise both sides of the bridge, simultaneously, off the packs. Place new packs beneath the outer panels
of each truss of the end bay of the bridge, then remove the packs from beneath the last bay of the nose.
Lower both sides of the bridge, simultaneously, onto the new packs.

Remove the jacking frames and the end posts from the penultimate bay of the launching nose, then
dismantle both the penultimate bay and the last bay of the launching nose. Note that in order to dismantle
the last bay of the launching nose, it is necessary to temporarily disconnect the swaybraces in the male
end bay of the bridge and to remove the end of bridge transom.

Remove the reinforcement chords from beneath the inner panels of each truss of the end bay of the
bridge.

Pin a female end post to each panel of the male end bay of the bridge and bolt a tie beam across the end
posts of each truss.

Fit the end of bridge transom onto the end posts, then reconnect the swaybraces and fit vertical braces in
the male end bay of the bridge.

Pin a jacking frame to the inner end post of each truss and place a 35t jack on a stable pack beneath each
jacking frame.

Raise both sides of the bridge, simultaneously, off the packs that are under the end bay of the bridge.
Decrease the height of the packs, then lower both sides of the bridge, simultaneously, back onto them.

Continue to lower the bridge in stages, by decreasing the height of the packs under the jacks and the
packs under the end bay of the bridge alternately, until the end posts are located on the bearings. If the
longitudinal slope of the bridge approaches 1:100 during this process, however, lower the bridge onto
stable packs under the end posts and proceed to the other end of the bridge.

6:103
 BRIDGE INSTALLATION

JACKING
Male (nose) end of bridge

Stage 1
Spike the launching and landing rollers to prevent any unwanted movement of the structure.

Dismantle all bays of the launching nose except for the last bay and the penultimate bay.

Stage 2
Remove the chords from beneath the panels of the
penultimate bay of the nose, then pin a female end post
to the front of each panel of the bay and pin a jacking
frame to each end post. Place a 35 tonne jack on a
stable pack beneath each jacking frame. Raise both
sides of the bridge, simultaneously, by 75mm, place
packs beneath the inner panels of the last bay of nose,
then lower the bridge onto them.

Stage 3
Remove the landing rollers, then remove the outer
panels and chords from the last bay of the nose and the
chords from beneath the outer panels of each truss of
the end bay of the bridge.

Raise both sides of the bridge, simultaneously, off the

packs. Place new packs beneath the outer panels of the
end bay of the bridge, remove the packs from beneath
the last bay of the nose, then lower both sides of the
bridge, simultaneously, onto the new packs.

Stage 4
Remove the jacking frames and the end posts and
dismantle the penultimate bay and the last bay of
launching nose. Remove the reinforcement chords from
beneath the inner panels of end bay of bridge.

Pin a female end post to each panel of the male end bay
of the bridge and bolt a tie beam across the end posts of
each truss. Fit a transom onto the end posts, then
reconnect the swaybraces and fit vertical braces in the
male end bay of bridge.

Stage 5
Pin a jacking frame to the inner end post of each truss
and place a 35 tonne jack on a stable pack beneath each
jacking frame.

Lower the bridge in stages, by decreasing the height of Fig 6.85 Jacking procedure at the front (male end) of
the packs under the jacks and the packs under the end birdges with double single reinforced or triple single
bay of the bridge alternately, until the end posts are reinforced trusses, where the last bay of launching nose
located on the bearings. is of DSHN2H truss construction and the penultimate
bay of the launching nose is of SSHNH truss
construction
6:104
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE REAR (FEMALE) END OF A BRIDGE WHEN THE LAUNCHING AND
LANDING ROLLERS ARE INSET FROM THE BRIDGE BEARING CENTRES

Spike the rollers to prevent any movement of the bridge.

Remove any counterweight from the end bays of the bridge.

Pin a Male End Post (MC317) to the rear of each end bay Panel.

Fit a Tie Beam across the End Posts of each multiple Panel Truss.

If the bridge trusses are of single Panel construction, pin a Jacking Frame (MC263) to each of the End
Posts.

If the bridge trusses are of multiple Panel construction, and the jacking load per end of bridge is 40t or less, pin a
Jacking Frame (MC263) to inner End Post of each truss.

If the bridge trusses are of double or triple panel construction, and the jacking load per end of bridge exceeds 40t,
pin a Jacking Frame (MC263) to the inner and outer End Posts of each truss.

If the bridge trusses are of quadruple panel construction, and the jacking load per end of bridge exceeds 40t, pin
a Jacking Frame (MC263) to the inner and third End Posts of each truss.

Where two Jacking Frames are fitted side by side on each truss, fit a Vertical Frame-100 (MC221) to
each pair of Jacking Frames using four Bracing Bolts (MC430) per Vertical Frame.

Place a Jack (30t) on stable packing beneath each Jacking Frame.

Raise both sides of the bridge, simultaneously, by 50mm (2 ins.).

Remove the launching rollers from beneath the end bay of bridge.

Place stable packs, of equal height, beneath each End Post.

Lower both sides of the bridge, simultaneously, onto the packs.

Decrease the height of the packs under the Jacks.

Raise both sides of the bridge, simultaneously, off the packs.

Decrease the height of the packs under the End Posts.

If Chord Reinforcements have been fitted to the underside of the Panels in the last bay of the bridge,
remove them now.

Lower both sides of the bridge, simultaneously, onto the packs.

Continue to lower the bridge in stages, by decreasing the height of the packing under the Jacks and the
End Posts alternately, until the End Posts are located on the Bearings.

If the longitudinal slope of the bridge approaches 1:100 during this process however, lower the bridge onto stable
packs, under the end posts, and proceed to the other end of the bridge

6:105
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE FRONT (MALE) END OF AN UNREINFORCED BRIDGE WHEN THE
LAUNCHING AND LANDING ROLLERS ARE INSET FROM THE BRIDGE BEARING CENTRES

Dismantle the launching nose completely.

Pin a Female End Post (MC318) to the front of each end bay Panel.

Fit a Tie Beam across the End Posts of each multiple panel truss.

Fit a Transom onto the End Posts.

Fit Swaybraces and Vertical Braces in the end bay of the bridge.

If the bridge trusses are of single panel construction, pin a Jacking Frame (MC263) to ach of the End
Posts.

If the bridge trusses are of multiple panel construction, and the jacking load per end of bridge is 40t or less, pin a
Jacking Frame (MC263) to the inner End Post of each truss.

If the bridge trusses are of double or triple panel construction, and the jacking load per end of bridge exceeds 40t,
pin a Jacking Frame (MC263) to the inner and outer End Posts of each truss.

If the bridge trusses are of quadruple panel construction, and the jacking load per end of bridge exceeds 40t, pin
a Jacking Frame (MC263) to the inner and third End Posts of each truss.

Where two Jacking Frames are fitted side by side on each truss, fit a Vertical Frame-100(MC221) to
each pair of Jacking Frames using four Bracing Bolts (MC430) per Vertical Frame.

Place a Jack (30t) on stable packing beneath each Jacking Frame.

Raise both sides of the bridge, simultaneously, by 50mm (2 ins.)

Remove the landing rollers from beneath the end bay of the bridge.

Place stable packs, of equal height, beneath each End Post.

Lower both sides of the bridge, simultaneously, onto the packs.

By systematically decreasing the height of the jacking packs, raising the bridge, decreasing the height of
the End Post packs and lowering the bridge, install the bridge on its bearings.

If the longitudinal slope of the bridge approaches 1:100 during this process however, lower the bridge onto stable
packs, under the End Posts, and proceed to the other end of the bridge.

6:106
 BRIDGE INSTALLATION

JACKING
JACKING PROCEDURE AT THE FRONT (MALE) END OF A REINFORCED BRIDGE WHEN THE
LAUNCHING AND LANDING ROLLERS ARE INSET FROM THE BRIDGE BEARING CENTRES

Dismantle all but the last bay of launching nose.

If the remaining bay of nose is a “Nose Drop Bay” (SSD or DSD), remove it, dispense with Chord
Reinforcements, then refit it to the end bay of bridge Panel to Panel (SS or DS).

Remove any Chord Reinforcements from the remaining bay of the launching nose.

If the jacking laod at this end of the bridge exceeds 40t, and the remaininf bay of nose is of Single Single
construction thn increase the construction of this bay to Double Single.

If the jacking load at this end of the bridge is less than 40t, and the remaining bay of nose is of Single
Single construction, pin a Female End Post (MC318) to the front end of each Panel.

If the jacking load at this end of the bridge is less than 40t, and the remaining bay of launching nose is of double
Single construction, pin a Female End Post (MC318) to the inner Panel of each truss.

If the jacking laod at this end of the bridge exceeds 40t, pin a Feamle End Post (MC318) to all four Panels of the
nose bay.

Fit a Transom onto the End Posts and reinstate Swaybraces in the nose bay. It is not necessary to ft
Vertical Braces however.

Pin a Jacking Frame (MC263) to each of the End Posts.

Where two Jacking Frames are fitted side by side on each truss, fit a Vertical Frame-100 (MC221) to
each pair of Jacking Frames using four Bracing Bolts (MC430) per Vertical Frame.

Place a Jack (30t) on stable packing beneath each Jacking Frame.

Raise both sides of the bridge, simultaneously, by 50mm (2 ins.)

Remove the landing rollers from beneath the end of bridge.

Remove the Chord Reinforcements from the end bay of bridge.

Place stable packs, of equal height, beneath the end bay of the bridge. They should be positioned as
close as possiable to the junction of the bridge and the nose bay, but clear of the joint to facilitate the
removal of the nose bay Panels.

Lower both sides of the bridge, simultaneously, onto the packs.

Dismantle the remaining bay of the launching nose.

Pin a Female End Post (MC318) to the front of each end bay Panel.

Fit a Tie Beam across the End Posts of each multiple panel truss.

. Fit a Transom onto the End Posts.

Fit Swaybraces and Vertical Braces in the end bay of the bridge.

Pin Jacking Frames tp the End Posts, in the same configuration as previously used when they were
pinned to the nose bay, and refit Vertical Frames-100 to the Jacking Frames as appropriate.

Place a Jack (30t) on stable packing beneath each Jacking Frame.

By jacking alternately decreasing the pack heights beneath the and bay and the Jacks, lower the bridge
onto its bearings.

If the longitudinal slope of the bridge approches 1:100 during this process however, lower the bridge onto stable
packs, under the End Posts, and proceed to the other end of the bridge.

6:107
 BRIDGE INSTALLATION

JACKING
ALTERNATIVE JACKING PROCEDURES FOR REMOVING THE TAIL BAY/AND OR LAST BAY
OF LAUNCHING NOSE

An alternative jacking procedure for removing the tail bay and/or the last bay of launching nose is
described and detailed in Fig 6.86 below. The procedure requires jack head plates (refer to Fig 90) to
be used in conjunction with the 35t jacks. The procedure does not require the use of the jacking
frames, hence is of particular benefit when packing is of limited supply, however, the ground
conditions must be suitable for jacking with minimal timber grillage able to be placed beneath the end
panels. Note also that this procedure is often only of use for the removal of the tail bay and/or the last
bay of the launching nose, and that jacking frames may still need to be used when finally lowering the
end bays of the bridge onto the bearings.

The jack head plate is required when the 35t jack is used directly beneath the bottom chord of a
panel. The jack head plate is placed on top of the jack and locates under the panel chord, the
locating hooks being positioned either side of the panel chord when in place.

Locating hooks

Fig 6.85 Jack head plate

35t jack with a jack

headplate fitted ontop

Stage 1 Fit end posts to the end of the tail bay / last bay of the launching nose. Place 35 t jacks with
jack head plates on top, onto stable packs beneath the panel chords adjacent to the end posts.

Packs

Stage 2 Jack up under the end of the tail bay / last bay of the launching nose, position packs beneath
the end bay of the bridge and then lower the bridge onto them. Remove launching / landing rollers
and dismantle the tail bay / last bay of the launching nose.

Fig 6.86 Alternative jacking procedure for removing the tail bay and/or the last bay of the launching
nose without using jacking frames

6:108
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
HIGH SHEAR PANELS
IDENTIFICATION:
High Shear Super Panels have gusset
plates at the intersection of the diagonals
+: One bay of high shear panels

++: Two bays of high shear panels

+++: Three bays of high shear panels

Fig 6.87
Note

There are two types of Mabey bridge panel, the Super Panel (MC411) and the High Shear Super
Panel (MC412). The High Shear Super Panel has a higher shear capacity compared to that of the
Super Panel. Depending upon the span and design loading, it may be necessary to install High Shear
Panels in one, two or three bays at the end of each span.

It is essential to use the correct type of panel to construct each bay of bridge. High Shear Panels have
a gusset plate at the intersection of the diagonals with the chords (as shown above whereas the
Super Panels do not).

Three examples of constructions using high shear panels are shown above. Each “+” signifies the
number of bays of high shear panels required at each end of the span.

6:109
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
CHORD REINFORCEMENTS

Chord Bolt MC433

Gusset plate

CHECK:
Gusset plates of chord
reinforcement against
gusset plates of panel

Fig 6.88 Top Chord Reinforcement

Gusset plate

CHECK:
Gusset plates of chord
reinforcement against
gusset plates of panel

Fig 6.89 Bottom Chord Reinforcement

6:110
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
BRACING FRAMES

Chord bolt
(MC433)

Bracing Frame
Chord Reinforcement (MC358)
(MC304)

M24 nut
(MC436)

CHECK:

Bracing Frames fitted under

panel chords
Fig 6.90 shows format for DSR2 trusses
See also notes in Table 3

TABLE 3

TRUSS CONSTRUCTION POSITION OF BRACING FRAME CHECK

Are chords fitted correctly?

DS Above or below panel chords Refer to Section 3 for diagram
Are chords fitted correctly?
DSR1 Below panel chords Similar to the above diagram
Are chords fitted correctly?
DSR2 Below panel chords As per the above diagram
Are chords fitted correctly?
TS Above panel chords Refer to Section 3 for diagram
Are chords fitted correctly?
TSR2 Above panel chords Refer to Section 3 for diagram
Are chords fitted correctly?
TSR3 Above panel chords Refer to Section 3 for diagram

6:111
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
TRANSOM BOLTS

Transom Bolt
(MC431)
Transom Bolt (MC431)

Raker to Transom connection ×

Transom Bolt
(MC431)

Transom Bolt
(MC431)

Transom to Panel connection ×

Transom Bolt (MC431)

Transom Bolt
(MC431)
Vertical Frame to Paneland transom connection
Fig 6.91
×
6:112
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
MALE END POSTS

CHECK
The Male End Post
(MC417) gusset plates
must face away from
the bridge.

Fig 6.92

BEARINGS AND BASEPLATES

CHECK
Ensure all End Posts, Bearings
and Bearing Baseplates are all
seated correctly and are level.

Fig 6.93

6:113
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
SPAN JUNCTION LOCKING DEVICES (MULTISPAN BRIDGES ONLY)

A) During launch: Span Junctions Span Junction Locked

Launching Link (MC65)

Span Junction Locked

Launching Link (MC65)
B) In Service: Span Junction locks removed Span Junction Chord (MC161)

Span Junction unlocked

Span Junction unlocked

CHECK

After launching, before the bridge is

open to traffic, the span junction
equipment must be unlocked as shown Fig 6.94
in Figure B above.

6:114
 BRIDGE INSTALLATION

PRE-COMMISIONING INSPECTION
END OF BRIDGE

CHECK

20mm minimum clearance at maximum local

temperature, refer to contract specific abutment detail

Fig 6.95

6:115
 BRIDGE INSTALLATION

ALTERNATIVE METHODS OF BRIDGE INSTALLATION

The normal method of constructing and launching the compact 200 bridge, is the Cantilever launching
method as described previously in this chapter. However, alternative methods of bridge installation
are available and these are briefly outlined below:

TAIL LAUNCH

This method is generally used when the site is severely restricted on the far bank. In this case, a
launching tail is used instead of the conventional launching nose. Landing rollers are generally not
required, since the bridge can be launched directly on to its bearing on the far bank. The tail is
generally of the same form of construction as the proposed bridge span and the bridge span is always
launched undecked in order to keep the overturning moment down to a minimum. Considerations
would include the length of construction plane and the amount of counterweight required. Refer to Fig
6.96.

Counterweight
Tail Bridge Restricted landing
(far) bank

Fig 6.96 Typical arrangement of a tail launch

6:116
 BRIDGE INSTALLATION

ALTERNATIVE METHODS OF BRIDGE INSTALLATION

CRANE LIFT IN

This method consists of building the bridge structure on the bank close to the gap to be bridge and
lifted into position using one or two (tandem lift) cranes. Considerations include crane capacities and
build area availability. Refer to Fig 9.97.

Bridge built on packs,

prior to lift in

Fig 9.97 Crane lift in

6:117
 BRIDGE INSTALLATION

ALTERNATIVE METHODS OF BRIDGE INSTALLATION

CRANE ASSISTED LAUNCH

This method consists of using a crane of sufficient capacity on the far bank to continually support the
front of the bridge as the bridge is launched across the gap, thus dismissing the need for a launching
nose. Considerations include crane capacities and detailed crane/bridge load picks. Refer to Fig
6.98.

Crane supports the front of the bridge, as the

structure is launched across gap.

Note: This procedure requires careful planning.

Mabey Bridge engineers should be consulted for
further information regarding ‘pick weights’ etc.

Bridge launched without

launching nose

Fig 6.98 Crane assisted launch

6:118
 BRIDGE INSTALLATION

ALTERNATIVE METHODS OF BRIDGE INSTALLATION

BUILD IN-SITU

This method can be used, when an existing bridge is to be ‘overbridged’ or when the gap to be
bridged is ‘dry’ and shallow enough to allow for the structure to be built directly from the bearings on
the home bank to the bearing on the far bank. Considerations include jacking operations and packing
positioning. Refer to Fig 6.99.

Bridge progressively constructed on

packs from end to end. Bridge raised
on jacks, packs removed and bridge
lowered on to bearings

Fig 6.99 Build in-situ

6:119
 CONTENTS
CHAPTER PAGES

7.0 BRIDGE REMOVAL 7:0

Introduction 7:2
Delaunch Methods 7:3
Cantilever Delaunching and Dismantling 7:6
Bridge Dismantling 7:13

7.0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

7.1
 BRIDGE REMOVAL
INTRODUCTION
The removal and dismantling of the compact 200 bridge must only be undertaken using mechanical
handling equipment. The same amount of planning and organisation that was used for the erection
should be used for the removal. It is not always the case that the bridge can be removed in the
reverse manner by which the bridge was installed. There are a variety of ways by which the bridge
can be removed. Methods and factors that should be considered when adopting each removal
method are described below in this chapter. For each method it shall be necessary to remove all
snow/ice/mud deposits from the bridge before recovery.

7.2
 BRIDGE REMOVAL
DELAUNCH METHODS
METHOD 1 – CANTILEVER DELAUNCH

The cantilever delaunch method is based on the same principles as the cantilever launch method but
with operations carried out in generally the reverse format. The bridge is pulled back from the gap
onto a prepared area so that the structure can be dismantled. This is achieved by erecting a
temporary skeleton structure at the front of the bridge, known as the ‘launching nose’ which is
constructed using components similar to those used in the bridge but with the addition of a few
special components. The ‘launching nose’ is built of such a length that when the completed structure
is rolled backwards across the gap, the centre of gravity passes the ‘home bank rollers’ prior to the tip
of the nose leaving the ‘far bank rollers’. Factors that should be considered when planning a
delaunch are as follows:

• If a reverse scheme is to be used for the delaunch that was adopted for the launching, can the
construction planes be prepared to the required length and level at the home and far banks.

• If a level approach has been used for vehicular access to the bridge deck, the backwalls of the
abutments and approach ‘fill’, will have to be removed if the rollers are to be placed at bridge
bearing level. Alternatively the bridge will have to be raised, such that the underside of the
bridge is above the top wall of the abutment, with the launching and landing rollers placed on
the required amount of temporary packing.

• If the site conditions do not allow for the launching scheme to be reversed to suit the delaunch
and dismantling of the structure, a specific launching scheme will have to be designed to suit
conditions.

Direction of Launch

Bridge Launching Nose

Counterweight

Centre of gravity
Home bank Far bank
rollers rollers

Fig 7.1 Schematic arrangement of a typical cantilever bridge delaunch

7.3
 BRIDGE REMOVAL
DELAUNCH METHODS
METHOD 2 - CRANE LIFT OUT

The ‘Crane Lift Out’ is a method by which mechanical lifting equipment is used to lift the structure from
its position over the gap to an area where it can be supported on temporary packing and dismantled.
This method usually involves cranes with large lifting capacities. A suitable area close to the bridge
gap has to be made available for the structure to be dismantled.

Crane

Fig 2 Crane lift out

Structure over gap

prior to removal

Fig 7.2 Crane lift out

7.4
 BRIDGE REMOVAL
DELAUNCH METHODS
METHOD 3 - CRANE ASSISTED DELAUNCH

This method involves using a crane of sufficient capacity situated on the far bank to continually
support the front of the bridge as the structure is delaunched across the gap. A launching nose is not
required if this method is adopted.

Crane supports the front of the bridge, as

the structure is delaunched across gap.
Note: This preocedure requires careful
planning. Mabey Bridge Engineers should
be consulted for further information
regarding ‘Pick Weights’ etc.)
Bridge delaunch without
launching nose

Fig 7.3 Crane assisted delaunch

7.5
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
13 BAY (39.62M) BRIDGE WITH ADJUSTABLE RAMPS

Similar procedures are adopted for the delaunching and dismantling of the Compact 200 bridge as
were used for the launching and erection. If the bridge is to be delaunched to the home bank i.e.
reverse direction, the delaunching scheme should be the reverse of the original launching scheme.
Refer to the information below for home bank delaunch. If, however, the delaunching scheme cannot
be implemented as the exact reverse of the launching scheme, a specific delaunch scheme must be
designed to suit the site requirements. If it is required that the bridge is to be delaunched in the same
direction as the bridge was launched, a far bank delaunch should be implemented. See Page 7.12

DELAUNCH TO HOME BANK

An example of a typical delaunch and dismantling scheme to the home bank, for a bridge is described
and detailed below.

Direction of delaunch

Home bank Far bank

Fig 7.4 A 13 bay (39.62m) bridge is shown with ramps at each end

7.6
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
Prior to delaunch and dismantling, the area that will form the delaunch plane, should be prepared.
The required rollers should be positioned on the delaunch plane at the correct height. Refer to chapter
6 for site preparation and roller layout.

Where concrete abutments have been used, it is recommended that the abutment backwalls are
dismantled and the approaches are levelled to suit.

Remove ramps (if used) and attach jacking Remove required decking
f

Fig 7.5 Ramps dismantled (if used), jacking frames positioned and bridge partially undecked

Remove the ramp decks (if used) and dismantle the remainder of the ramp. Remove the required
amount of bridge decks. It is recommended that mechanical methods are used for the removal of the
bridge decks. Refer to Chap 6, for details pertaining to the mechanical lift of a deck unit.

Attach the required amount of jacking frames (braced if required) to the ends of bridge. Position jacks
beneath each jacking frame and raise bridge at both ends, remove bridge bearings and lower the
bridge onto packs.

Refer to Chap 6 jacking operations the general principles and general notes on jacking.

Tail bay Nose bay

Jacking frames Jacking frames

and jacks and jacks

Fig 7.6 Tail bay and last bay of launching nose fitted, jacking frames re-attached

7.7
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
Fit the tail bay (unreinforced) and last bay of launching nose (unreinforced) in the required
construction. Refer also to Chap 6 Erection of the launching nose and bridge. Re-attach the jacking
frames and position the jacks beneath each jacking frame.

Counterweight added Nose bays added

Rollers placed
Rollers placed
Reinforced chords Reinforced chords
added (if required) added (if required)

Fig 7.7 Bridge shown with rollers placed and counterweight added

The bridge should be raised, in accordance with the jacking operations described in Chap 6, until the
required rollers can be positioned at the home and far banks. Prior to the placement of the rollers, the
reinforcement chords (if required) should be fitted to the underside of the end bays of bridge, the tail
bay and the last bay of nose. Refer to Chap 6 Preliminary erection information for details regarding
chord reinforcements (if required).

The required amount of counterweight should be positioned in the end bays of bridge.

Launching nose bays, of the required construction, are added. If the required area is available, the
complete launching nose can be constructed on the home bank. For the example detailed in this
chapter, it is assumed that the launching nose is assembled and delaunched in stages. A further 2
bays of launching nose are shown attached in Fig 7.7. Refer to Chap 6 Preliminary erection
information for details regarding drop nose bolts (if required) and Erection of the launching nose and
bridge.

During the construction of the launching nose for delaunching, the transom is fitted at the female end
of the panel as previously described in Chap 6. The transom bolts should also be fitted in the same
orientation, i.e. transom bolts should pass through the panel vertical, vertical frame or raker first.

Add launch nose

Direction of Launch
bays

Fig 7.8 Bridge shown delaunched by 2 bay lengths - 3 bays of launch nose added

7.8
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
The structure is delaunched using the same principles that were detailed and described for the
launching of the bridge in Chap 6. A vehicle should be attached to the near transom of the bridge
(alternatively a winch can be attached to the rear of the bridge). The vehicle reverses and pulls the
bridge across the gap. Alternatively, winches can be used to delaunch the structure.

Fig 7.8 shows the structure delaunched approximately 2 bay lengths with 3 additional bays of
launching nose constructed. During this form of partial delaunch and build, it is important that 1 bay
of launching nose remains over the rollers at the far bank.

Direction of delaunch Launch link inserted

Fig 7.9 Delaunch continued - remaining bays of launch nose added

Fig 7.9 shows the structure partially delaunched a further 2 bay lengths. The remainder of the
launching nose can now be fitted. The launching link for the example shown, is fitted in the rear of
bay 2 between the bottom chords of bays 2 and 3. Refer to Chap 6 for launch link installation
procedures.

Tail bay and last bay of bridge

removed after partial delaunch Direction of delaunch

Fig 7.10 Delaunch continues - dismantling bays at tail end of bridge

7.9
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
Fig 7.10 shows the continuing delaunch of the structure. The example in Fig 7.10 shows the removal
of the counterweight and the dismantling of the tail bay and last bay of bridge. This is only done,
when it is known (with reference to the relevant booming table), that the centre of gravity of the
structure will remain at a safe distance from the rollers on the construction plane, thus preventing the
structure from falling into the gap.

Direction of delaunch

Dismantle bays

Dismantle bays

Fig 7.11 Delaunch continues structure - fully delaunched onto home bank, dismantling continues

Fig 7.11 shows the structure fully delaunched onto the home bank. The structure can now be fully
dismantled, however, safety packs should be positioned as required, to prevent the partially
dismantled structure from tipping off the rollers. Refer to Fig 7.12.

7.10
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
Fig 7.12 shows the dismantling of the remaining bays of the delaunched structure. Temporary
packing should be placed beneath the panels of the required bays during dismantling. Fig 7.12
illustrates catch packs positioned beneath a bay prior to the dismantling of the bay supported on
rollers. This method of positioning catch packs beneath a bay, also applies to the last bay of the
structure to be dismantled. This bay must be fully supported before the dismantling of the penultimate
bay of bridge. During the dismantling of the last bay of bridge, it is important that the panels of both
trusses are fully supported by suitable mechanical handling equipment, prior to the removal of the
rakers. These two panels must remain supported while the transom is removed.

Place ctach packs before

dismantling this bay

Catch packs positioned prior

to dismantling of bay (shown
dotted)
Note: To prevent the panels from falling
over, both panels of the last bay of bridge
must be fully supported (using suitable
mechanical handling equipment), prior to
the removal of the rakers and transom

Last bay fully supported prior to the

dismantling of the penultimate bay

Fig 7.12 Catch pack positioned, fully dismantle remaining structure

7.11
 BRIDGE REMOVAL
CANTILEVER DELAUNCHING AND DISMANTLING
DELAUNCH TO FAR BANK

In certain circumstances, it may be necessary to delaunch a bridge to the far bank i.e. the same
direction as the launch. The launching nose for ‘far bank’ delaunches, must be constructed on the
‘home bank’ i.e. fitted to the female end of bridge. Refer to Fig 7.13.

When constructing the launching nose at the female end of bridge, two factors should be considered
during construction. These are:

If a drop nose bay is required, the drop nose bolt must be fitted to the top chord at the male end of the
panel, as close to the panel junction as possible. The drop nose bolt is normally fitted to the female
end of the panel during standard launching nose construction.

Although it is possible to fit a transom into the first bay of launching nose, during this form of
construction, no transom is required and can therefore be omitted.

When constructing the tail bay, for ‘far bank’ delaunches, no swaybracing can be fitted. This is due to
the reverse form of construction, where the transom is situated in the female end of the bay, adjacent
to the end bay of bridge.
Direction of delaunch

Tail bay attached to male

Drop nose bolt fitted at
end of bridge (far bank)
male end of panel

Home bank Far bank

No transom required in tip of nose bay
No swaybraces
fitted in tail bay

Fig 7.13 Typical configuration for delaunching a compact 200 bridge to the far bank

A vehicle or winch is attached to the panels of the tail bay at the male end of the bridge. The
structure is delaunched and dismantled in the same manner as described for delaunching to the
home bank.

7.12
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Bay dismantling - single single construction

The following sequence, described and detailed in Fig 7.14, is the recommended procedure for
dismantling bays of single single construction.

Stage 1 If fitted, remove the chord

reinforcements from the top and bottom of
both panels.

Elevation

Plan

Stage 2 Remove vertical braces. Remove

swaybracing. Note: If difficultied are
encountered when attempting to remove the
swaybracing and vertical braces, the transom
bolts connecting the transom and reakers to
the truss should be loosened, but not
removed.

Plan

Stage 3 Remove rakers. Remove transom

Plan

Stage 4 Remove panels

Fig 7.14 Dismantling bays of single single

construction

Plan 7.13
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Bay dismantling - double single construction connected to a bay of single single construction

The following sequence, described and detailed in Fig 7.15 on this page, is the recommended
procedure for dismantling bays of double single construction when connected to bays of single single
construction.

Stage 1 If fitted, remove the chord

reinforcements from the bottom of all panels.
Note: This form of construction – double
truss construction connected to a bay of
single single construction – will not normally
have chord reinforcements fitted to the top of
Elevation the panels. Position packs beneath the front
of the outer panels on each truss. Remove
bracing frames.

Plan

Stage 2 Remove vertical frames while

supporting outer panels. Remove outer
panels from each truss.

Stage 3 Remove vertical braces. Remove

Plan swaybracing. Note: If difficulties are
encountered when attempting to remove the
swaybracing and vertical braces, the
transom bolts connectiong the transom to
the truss should be loosened, but not
removed.

Stage 4 Rmove trnaom. Remove remaininf

inner panels from each truss.

Fig 7.15 Dismantling bays of double single

construction when connected to a bay of a
single single construction

Plan
7.14
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Bay dismantling - double single construction connected to a bay of double single construction

The following sequence, described and detailed in Fig 7.16 is the recommended procedure for
dismantling bays of double single truss construction when connected to bays of double single truss
construction.
Stage 1 If fitted, remove the chord
reinforcements from the bottom of all
panels. Remove bracing frames. If fitted,
remove chord reinforcements from the
top of all pnels.

Elevation

Plan

Stage 2 Remove vertical braces.

Remove swaybracing. Note: If difficulties
are encountered when attempting to
remove the swaybracing and vertical
braces, the transom bolts connectiing
the transom and vertical frames to the
truss should be loosened, but not
removed.

Stage 3 Remove vertical frames.

Remove transom.

Plan

Stage 4 Reomve outer panel from first

truss. Remove inner panel from first
truss. Remove outer panel from second
truss. Remove inner panel from outer
truss.

Fig 7.16 Dismantling bays of double

single construction when connected to a
bay of double single construction

Plan 7.15
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Bay dismantling - triple truss construction connected to a bay of single truss construction

The following sequence, described and detailed in Fig 7.17, is the recommended procedure for
dismantling bays of triple truss construction when connected to bays of single truss construction.

Stage 1 If fitted, remove the chord

reinforcements from the bottom of all panels.
Note: This form of construction connected to
a bay of singel single construction, will not
normally have chord reinforcements fitted to
the top of the panels. Position packs
Elevation beneath the front and rear of the centre and
outer panels on each truss. Remove bracing
frames.

Stage 2 Remove vertical frmaes from first

truss while supporting outer and centre
panels. Remove outer and centre panels.
Remove outer panels from first truss.
Remove centre panel from first truss.
Remove vertical frame from second truss
while supporting outer and centre panels.
Remove outer panel from second truss.
Remove centre panel from decond truss.
Plan

Stage 3 Remove vertical braces. Remove

sway bracing. Note: If difficulties are
encountered when attempting to remove the
swaybracing and vertical braces, the
transom bolts connecting the transom to the
truss should be loosaened, but not removed.
Plan

Stage 4 Remove transom. Remove

remaining inner panels from each truss.

Fig 7.17 Dismantling bays of triple single

construction

7.16
Plan
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Bay dismantling - triple truss construction connected to a bay of double truss construction

The following sequence, described and detailed in Fig 7.18, is the recommended procedure for
dismantling bays of triple truss construction when connected to bays of double truss construction.

Stage 1 If fitted, remove the chord

reinforcements from the bottom of all
panels. Note: This form of
construction, triple truss construction
connected to a bay of double single
construction, will not normally have
Elevation chord reinforcements fitted to the top
of the panels.

Stage 2 Remove vertical braces.

Remove swaybracing. Note: If
difficulties are encountered when
attempting to remove the swaybracing
Plan and vertical braces, the transom bolts
connecting the transom and vertical
frames to the truss should be
loosened, but not removed.

Stage 3 Remove vertical frames.

Remove transom

Stage 4 Remove bracing bolts that are

connecting the bracing frame to the
inner and outer panels on both trusses.
Remove centre panels with bracing
frame attached.
Plan

Stage 5 Remove outer panel from first

truss. Remove inner panel from first
truss. Remove outer panel from
second truss. Remove inner pael from
outer truss

Fig 7.18 Dismantling bays of triple

single construction when connected to
a bay of double single construction
Plan

7.17
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Bay dismantling - triple truss construction connected to a bay of triple truss construction

The following sequence, described and detailed in Fig 7.19, is the recommended procedure for
dismantling bays of triple truss construction when connected to bays of triple truss construction.

Stage 1 If fitted, remove the chord

reinforcements from the bottom of all
panels. Remove bracing frames. If
fitted, remove the chord
reinforcements from the top of all
panels.
Elevation

Stage 2 Remove vertical braces.

Remove swaybracing. Note: If
difficulties are encountered when
attempting to remove the swaybracing
and evrtical braces, the transom bolts
connecting the transom and vertical
frames to the truss should be
loosened, but not removed)
Plan

Stage 3 Remove vertical frames.

Remove transom

Stage 4 Remove the outer panel from

the first truss line. The Bailey panel
from the first truss line. The Bailey
panel pin extractor tool (BB30) is used
to extract the panel pains when
Plan removing this panel. Refer to Fig 21.
Remove the inner panel from the first
line. The Bailey panel pin extractor
tool (BB30) is again used to extract
the panel from the first truss. Repeat
process from removing panels from
opposite truss line.

Fig 7.19 Dismantling bays of triple

single construction when connected to
a bay of triple single construction

Plan 7.18
 BRIDGE REMOVAL
BRIDGE DISMANTLING
Removing deck plugs (if used) and deck screws

Prior to the removal of the deck units, the deck screws have to be removed. However, if the nylon
moulded deck plugs (NLU15328) have been inserted, as protection against residual mud deposits
entering the deck holes, these will initially have to be extracted. A deck plug gimlet (NLC21005) is
used to extract the deck plug and is illustrated in Fig 7.20.

Gimlet – deck plug (NLC21005)

Deck plug (NLU15328)

Fig 7.20 Deck plug removal

When the deck plugs have been extracted, the bridge deck screws can be removed using the T bar
wrench (NLC12185) as shown in Fig 7.21.

Wrench – T bar
(NLC12185)

Fig 7.21 Deck screw removal

7.19
 CONTENTS
CHAPTER PAGES

8.0 MULTI SPAN BRIDGES 8:0

PART 1 - SPAN JUNCTION

Introduction 8:2
Equipment Sets 8:3
Parts Calculation 8:5
Erection Procedure at Span Junction 8:13
Launching Configuration at Span Junctions 8:14
Dimensions and Position of Bearings 8:15
Truss Configurations 8:16
Assembly Details 8:17
Decking 8:18
Swaybracing 8:20
Launching Multi-Span Bridges 8:23
Jacking 8:27

PART 2 - CONTINUOUS SPAN

Introduction 8:34
Roadway Levels 8:35
Truss Configurations 8:36
Assembly Details 8:37
Location of Distribution Beam Assembly 8:38
Jacking 8:39

8:0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

8:1
 PART 1 - SPAN JUNCTION
INTRODUCTION
Where a gap to be bridged is too wide to be economically crossed by a single span structure, it is
necessary to provide intermediate piers and install a multi-span bridge.

It is a design feature of the logistic support bridge that in addition to single spans, it may also be
erected to form multi-span structures. This can be done using either of the following sets of
equipment: Span Junction equipment - as detailed in Part 1 of this chapter or Distribution equipment -
as detailed in Part 2 of this chapter.

The positioning of intermediate piers is often dictated by the local geology and topography of the site.
Otherwise, the positioning and quantity of piers depends upon the most economic balance between
the cost of the piers and the cost of the bridge construction appropriate to the varying span lengths.

If a high degree of rotation is expected at the support and/or a high shear force is to be transferred
across from one span to the support, then the span junction equipment is introduced, hence creating
broken spans. Short chord sections are introduced for continuity over the span junction length for the
launching stage and are later removed. Fig 8.1 shows a typical arrangement of a Compact 200
bridge utilizing span junction equipment.

Span Junction
Equipment

Intermediate
support

Fig 8.1 Typical arrangement of a bridge utilising span junction equipment

8:2
 SPAN JUNCTION
EQUIPMENT SETS
The span junction equipment is supplied as tabulated in Tables 1 and 2. The quantities tabulated are
the quantities required for connecting and launching two spans of bridge, where both spans are triple
single construction.

Refer to the parts calculation procedure for calculating the quantities of total parts required for multiple
span bridges where span junction equipment is utilised.

TABLE 1 COMPONENT QUANTITIES OF THE SPAN JUNCTION SET

Component
Ser Mark No. Component Description
Quantity
(1) (2) (3) (4)

1 Varies Frame - Vertical 2

2 Varies Frame - Bracing 3
3 MC307A Clip - Safety 6
4 MC430 Bolt - Bracing 46
5 MC431 Bolt - Transom 8

6 MC436 Nut - M24 - Flanged 54

7 MC315 Post - Span Junction - Male 6
8 MC336 Post - Span Junction - Female 6
9 MC234 Pin - Span Junction 6
10 MC70 Block - Bearing - Span Junction 6

11 Varies Swayframe - Span Junction 1

12 MC361 Deck - 1050 - Span Junction 4
13 MC377 Kerb - Span Junction 2

8:3
 SPAN JUNCTION
EQUIPMENT SETS
TABLE 2 COMPONENT QUANTITIES OF THE SPAN JUNCTION L & E SET

Component
Ser Mark No. Component Description
Quantity
(1) (2) (3) (4)

1 MC304 Chord Reinforcement - Super 16

2 NLC19030 Bearing - Fixed 4
3 MC4 Pin - Panel 48
4 MC4A Clip - Safety 96

5 MC433 Bolt - Chord 64

6 MC436 Nut - M24 - Flanged 64
7 MBB59 Roller - Rocking 8
8 NLC12112 Beam - Balance 4
9 Varies Diaphragm - Balance Beam 4

10 BB11 Bolt Assembly - Bracing - Bailey 24

11 MC65 Link - Launching - Span Junction 12
12 MC161 Chord Reinforcement - Span Junction 8
13 NLC13139 Beam - Jacking - Span Junction - 457 2

8:4
 SPAN JUNCTION EQUIPMENT
PARTS CALCULATION
PROCEDURE FOR BRIDGES WITH SPAN JUNCTION EQUIPMENT

The following procedure is for calculating the quantities of parts required for multiple span bridges
using span junction equipment, by use of the tables on the following pages.

Determine the following information:

The length of each bridge span in 'Bays' (where 1 Bay = 3·048m).

The bridge truss construction required for each span.

Calculate the parts required for each individual bridge span as if each one was a separate bridge
referring to the parts tables in chapter 3.

Summate the quantities of the parts calculated for each individual bridge span.

For each span junction in turn, refer to Tables 5 to 10 inclusive as appropriate to the truss
construction of the leading span. The leading span is the span that is launched over the gap first.
Note that bridges are erected and launched with the male end of the panels leading.

For each component, consider the quantities listed in the appropriate tables beneath the truss
construction appropriate to the trailing span at the junction. Adjust the total quantities previously
calculated as directed, by subtracting those quantities listed in the subtraction table and adding those
quantities listed in the addition table for the specific leading span.

Note that the quantities calculated do not include any spare parts. It is recommended that a small
quantity of spare bolts, nuts, pins, clips etc. are added to the required quantities to cater for potential
losses or damage on site.

In formatting the tables, it has been assumed that the fixed bearings will be on the home bank at the
rear of the final trailing span. If it is required to position the fixed bearings at another location, the
quantities of fixed and sliding bearings required may need to be adjusted further to cater for this.

8:5
 SPAN JUNCTION EQUIPMENT
PARTS CALCULATION
EXAMPLE CALCULATION PROCEDURE FOR BRIDGES WITH SPAN JUNCTION EQUIPMENT

The following example is for calculating the quantities of parts required for multiple span bridges using
span junction equipment, by use of the tables on the following pages.

Given the following bridge information:

The lengths of the required spans of a multiple span bridge are 10 bays, 15 bays and 6 bays.

The required truss constructions (for MLC110W) are DSHR2H ++, TSHR3H + and DSH.

Calculate the quantities required of the following parts:

MC312 - Vertical Frame.

MC364 - Deck Infill - 4.20m Roadway.

NLC19030 - Bearing - Fixed.

NLC19031 - Bearing - Sliding.

Extract the quantities of parts as appropriate for the individual spans from Table 3.

The bays adjacent to span junctions are unreinforced, therefore no chord reinforcement components
are included in Table 3.

Note that although some of the bridge spans require chord reinforced truss constructions and bays of
high shear panels, this does not affect the quantities of the parts required for this particular example.

The intermediate bays of each span must be multiplied by the appropriate quantity listed under the
internal bay.

8:6
 SPAN JUNCTION EQUIPMENT
PARTS CALCULATION
TABLE 3 COMPONENT QUANTITIES PER BAY FOR UNREINFORCED TRUSS
CONSTRUCTIONS

Ser Mark No. Component Male Internal Bay Female End Bay
Description End Bay
SS DS TS SS DS TS SS DS TS
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
1 MC411 Panel - Super 2 4 6 2 4 6 2 4 6
2 MC307 Pin - Panel 8 16 24 4 8 12 4 8 12
3 MC307A Clip - Safety 16 32 48 8 16 24 8 16 24
4 MC458 Raker - 457/406 2 - - 2 - - - - -
5 MC312 Frame - Vertical - 457/406 - 2 2 - 2 2 - - -

6 MC358 Frame - Bracing - 457 - - - - 2 2 - - -

7 NLC18039 Transom - EW - 2 2 2 1 1 1 1 1 1
MLC110(W)
8 MC134 Swaybrace - EW 2 2 2 2 2 2 2 2 2
9 MC222 Brace - Vertical 2 2 2 2 2 2 2 2 2
10 MC360 Deck - 1050 4 4 4 4 4 4 4 4 4

11 MC300 Kerb 2 2 2 2 2 2 2 2 2
12 MC364 Infill - Deck - EOB - EW 1 1 1 - - - 1 1 1
13 MC317 Post - End - Male - - - - - - 2 4 6
14 MC318 Post - End - Female 2 4 6 - - - - - -
15 MC329 Beam - Tie - 457 - 2 2 - - - - 2 2

16 NLC19541 Bearing Baseplate 2 2 2 - - - 2 2 2

17 NLC19030 Bearing - Fixed - - - - - - 2 4 6
18 NLC19031 Bearing - Sliding 2 4 6 - - - - - -
19 MC430 Bolt - Bracing 14 18 20 14 30 34 14 18 20
20 MC431 Bolt - Transom 12 16 18 10 12 14 6 8 8

21 MC436 Nut - M24 - Flanged 26 34 38 24 42 48 20 26 28

22 MC378 Screw - Deck Clamp 24 24 24 16 16 16 24 24 24
23 MC379 Nut - Deck Clamp 24 24 24 16 16 16 24 24 24

The quantities tabulated in Table 4 are the example quantities that have been extracted from Table 3
for the individual spans.

8:7
 SPAN JUNCTION EQUIPMENT
PARTS CALCULATION
TABLE 4 EXAMPLE QUANTITIES EXTRACTED FROM TABLE 3

Ser Mark No. 10 Bay DSHR2H ++ 15 Bay TSHR3H + 6 Bay DSH

(1) (2) (3) (4) (5)

1 MC312 2 x 8 + 2 + 0 = 18 2 x 13 + 2 + 0 = 2 x 4 + 2 + 0 = 10
28
2 MC364 0 x 8 + 1 + 1 = 2 0 x 13 + 1 + 1 = 0 x 4 + 1 + 1 = 2
2
3 NLC19030 0 x 8 + 0 + 4 = 4 0 x 13 + 0 + 6 = 0 x 4 + 0 + 4 = 4
6
4 NLC19031 0 x 8 + 4 + 0 = 4 0 x 13 + 6 + 0 = 0 x 4 + 4 + 0 = 4
6

Summate the quantities of each of the parts calculated for each individual bridge span.

MC312 - Vertical Frame = 18 + 28 + 10 = 56

MC364 - Deck Infill - 4.20m R/way = 2 + 2 + 2 = 6

NLC19030 - Bearing - Fixed = 4 + 6 + 4 = 14

NLC19031 - Bearing - Sliding = 4 + 6 + 4 = 14

For each span junction in turn, extract the adjustments to the parts required from the appropriate
information in Tables 5 to 10.

At the first span junction, the leading span truss construction is DSHR2H ++ and the trailing span
truss construction is TSHR3H +. Therefore, the appropriate tables are Tables 7 and 8 and the
appropriate column of adjustments is Column (6), which gives the following:

MC312 - Vertical Frame = + 2

NLC19030 - Bearing - Fixed = - 4

MC364 - Deck Infill - 4.20m = - 2

NLC19031 - Bearing – Sliding = + 0

At the second span junction, the leading span truss construction is TSHR3H + and the trailing span
truss construction is DSH. Therefore, the appropriate tables are Tables 9 and 10 and the appropriate
column of adjustments is Column (5), which gives the following:

MC312 - Vertical Frame = + 2

NLC19030 - Bearing - Fixed = - 6

8:8
MC364 - Deck Infill - 4.20m = - 2

NLC19031 - Bearing - Sliding = + 2

SPAN JUNCTION EQUIPMENT

PARTS CALCULATION
The total quantities required therefore, excluding any spare parts, are as follows:

MC312 - Vertical frame = 56 + 2 + 2 = 60

MC364 - Deck infill - 4.20m R/way = 6 - 2 - 2 = 2

NLC19030 - Bearing – Fixed = 14 - 4 - 6 = 4

NLC19031- Bearing - Transom Sliding = 14 + 0 + 2 = 16

Adjustments to parts required for multiple span bridges with spans connected using span
junction equipment

Refer to the appropriate leading span construction table and make the following adjustments per span
junction.

For each span junction where the leading span is SS (R) construction, deduct the following:

TABLE 5 LEADING SPAN TRUSS CONSTRUCTION = SS (R) DEDUCTION TABLE

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
1 MC317 Post - End – Male 2 2 2
2 MC318 Post - End – Female 2 4 6
3 MC329 Beam - Tie – 457 - 2 2
4 NLC19541 Bearing Baseplate 2 2 2
5 NLC19030 Bearing – Fixed 2 2 2
6 MC364 Infill - Deck - EOB – EW 2 2 2

For each span junction where the leading span is SS (R) construction, add the following:

TABLE 6 LEADING SPAN TRUSS CONSTRUCTION = SS (R) ADDITION TABLE

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
1 MC315 Post - Span Junction – Male 2 2 2
2 MC336 Post - Span Junction – Female 2 4 6

8:9
 3 MC234 Pin - Span Junction 2 2 2
4 MC307A Clip – Safety 2 2 2
5 MC70 Block - Bearing - Span Junction 2 4 6

(continued)

SPAN JUNCTION EQUIPMENT

PARTS CALCULATION
TABLE 6 LEADING SPAN TRUSS CONSTRUCTION = SS (R) ADDITION TABLE (continued)

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
6 NLC19031 Bearing - Sliding - - -
7 MC312 Frame - Vertical - 457/406 - - -

8 MC358 Frame - Bracing - 457 - 2 2

9 MC136 Swayframe - Span Junction - EW 1 1 1
10 MC361 Deck - 1050 - Span Junction 4 4 4

11 MC377 Kerb - Span Junction 2 2 2

12 MC430 Bolt - Bracing 6 18 20
13 MC431 Bolt - Transom 2 2 2
14 MC436 Nut - M24 - Flanged 8 20 22

For each span junction where the leading span is DS (R) construction, deduct the following:

TABLE 7 LEADING SPAN TRUSS CONSTRUCTION = DS (R) DEDUCTION TABLE

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
1 MC317 Post - End - Male 4 4 4
2 MC318 Post - End - Female 2 4 6
3 MC329 Beam - Tie - 457 2 4 4
4 NLC19541 Bearing Baseplate 2 2 2
5 NLC19030 Bearing - Fixed 4 4 4
6 MC364 Infill - Deck - EOB - EW 2 2 2

8:10
 SPAN JUNCTION
PARTS CALCULATION
For each span junction where the leading span is DS (R) construction, add the following:

TABLE 8 LEADING SPAN TRUSS CONSTRUCTION = DS (R) ADDITION TABLE

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
1 MC315 Post - Span Junction - Male 4 4 4
2 MC336 Post - Span Junction - Female 2 4 6
3 MC234 Pin - Span Junction 2 4 4
4 MC4A Clip - Safety 2 4 4
5 MC70 Block - Bearing - Span Junction 4 4 6

6 NLC19031 Bearing – Sliding 2 - -

7 MC312 Frame - Vertical - 457/406 2 2 2
8 MC358 Frame - Bracing – 457 2 4 4
9 MC136 Swayframe - Span Junction – EW 1 1 1
10 MC361 Deck - 1050 - Span Junction 4 4 4

11 MC377 Kerb - Span Junction 2 2 2

12 MC430 Bolt – Bracing 18 30 32
13 MC431 Bolt – Transom 6 6 6
14 MC436 Nut - M24 – Flanged 24 36 38

For each span junction where the leading span is TS (R) construction, deduct the following:

TABLE 9 LEADING SPAN TRUSS CONSTRUCTION = TS (R) DEDUCTION TABLE

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
1 MC317 Post - End – Male 6 6 4
2 MC318 Post - End – Female 2 4 6
3 MC329 Beam - Tie – 457 2 4 4

8:11
 4 NLC19541 Bearing Baseplate 2 2 2
5 NLC19030 Bearing – Fixed 6 6 6
6 MC364 Infill - Deck - EOB – EW 2 2 2

SPAN JUNCTION
PARTS CALCULATION
TABLE 10 LEADING SPAN TRUSS CONSTRUCTION = TS (R) ADDITION TABLE

Ser Mark No. Component Description Trailing Span Truss Type

SS (R) DS (R) TS (R)
(1) (2) (3) (4) (5) (6)
1 MC315 Post - Span Junction - Male 6 6 6
2 MC336 Post - Span Junction - Female 2 4 6
3 MC234 Pin - Span Junction 2 4 6
4 MC4A Clip - Safety 2 4 6
5 MC70 Block - Bearing - Span Junction 6 6 6

6 NLC19031 Bearing - Sliding 4 2 -

7 MC312 Frame - Vertical - 457/406 2 2 2
8 MC358 Frame - Bracing - 457 2 4 4
9 MC136 Swayframe - Span Junction - EW 1 1 1
10 MC361 Deck - 1050 - Span Junction 4 4 4

11 MC377 Kerb - Span Junction 2 2 2

12 MC430 Bolt - Bracing 20 32 34
13 MC431 Bolt - Transom 8 8 8
14 MC436 Nut - M24 - Flanged 28 40 42

8:12
 SPAN JUNCTION
ERECTION PROCEDURE AT SPAN JUNCTIONS
Due to the virtual infinite variability of multi-span bridge formats, it is necessary to prepare a specific
launching and erection scheme for each bridge. Two examples of launching multi-span bridges are
shown in this chapter. The following procedures describe the basic principles involved.

Build all except for the last bay of the leading span following the sequences described in chapter 6
and build the last bay of the leading span as if it were the end bay of the bridge, but with the following
variations:

If the leading span is of single panel truss construction, fit a raker to the rear of each truss. If the
leading span is of a multiple panel truss construction, fit a vertical frame to the rear and a bracing
frame to the top of each truss.

When decking is fitted, whether before or after launching, do not fit end of bridge filler deck units.

If any of the spans are of unreinforced construction but other spans are of reinforced construction, the
bottom chords of the unreinforced spans, and span junctions, must be reinforced in the same way as
those of the reinforced spans for launching.

It is also often necessary to reinforce the top chords of some of the bays, and span junctions, for
launching, depending upon the exact format of the bridge.

Pin a male span junction post (MC315) to the rear of each panel, unless this span is of triple or
quadruple truss construction in which case see the note below. Connect a female span junction post
(MC336) to each of the male span junction posts of the truss lines which are to continue into the next
span, with a span junction pin (MC234) and secure with a safety pin (MC4).

Lock the top and bottom chords at the span junction for launching by pinning Compact 100 launching
links (MC65) in between both the top and bottom jaws of the span junction posts. Fit the span junction
swaybracing.

Build the next span as per the sequences described in chapter 6, but with the following variations.

Fit a transom to the female span junction posts, connecting it to them in the same manner as used for
female end posts. If the span is of greater truss construction than the previous span, fit female span
junction posts to the front of the extra panel lines in the first bay. If the span is of multiple panel truss
construction, connect a bracing frame to the top of each truss in the first bay.

When the decking is fitted, whether before or after launching;

Do not fit end of bridge filler components.

Fit span junction decking as shown in Fig 8.7.

8:13
 If this is the last span of the bridge, fit end of bridge components to the last bay.

Continue building following the same procedures as described above, until all of the spans of the
bridge have been completed.

SPAN JUNCTION
LAUNCHING CONFIGURATION AT SPAN JUNCTIONS
During launching, it is necessary to lock the span junction assembly to prevent unwanted rotation
between the spans. This is achieved by introducing span junction chords (if required) and launching
links between the spans. Refer to Fig 8.2. The span junction assembly should always be unlocked
after launching prior to lowering the bridge onto its bearings.

Chord Reinforcement Chord Reinforcement

(MC304) Launching Link (MC304)
(MC65)

Span Junction Chord – Launching

Chord Reinforcement Chord Reinforcement
End Bay (NLC25104) Link (MC65)
(MC304) (MC304)
Span Junction Chord –
Span Junction Chord –
End Bay (NLC25104)
Long (NLC25105

Fig 8.2 Arrangement of span junction during launching

8:14
 SPAN JUNCTION
DIMENSIONS AND POSITION OF BEARINGS
The dimension between the deck level and the underside of the bridge bearing baseplates is shown in
Fig 8.3. The bridge bearings can be positioned under the leading or the trailing span. However, due
to the possibility of rotation, it is recommended that the bearings are positioned under the heaviest
span.
Male End of Female End of
Trailing Span Leading Span

C C
Panel Pin L Bearing CL L Panel Pin

Direction of
Launch

857mm

18mm 132mm
8:15
582mm
 Fig 8.3 Span junction dimensions and assembly details

SPAN JUNCTION
TRUSS CONFIGURATIONS
The various span junction truss configurations are shown in Fig 8.4. The leading span to trailing span
arrangements are shown only. These configurations can be reversed to suit trailing span to leading
span arrangements.

Trailing span Leading span Trailing span Leading span

SSH SSH DSH DSH

Trailing span Leading span Trailing span Leading span

Grout 20mm
Alternative position Nominal
for bearing

Pier Cap

SSH DSH TSH TSH

Trailing span Leading span Trailing span Leading span

SSH TSH DSH TSH

8:16
 Fig 8.4 Span junction truss configurations

SPAN JUNCTION
ASSEMBLY DETAILS
The assembly details in Fig 8.5 shows a typical span junction arrangement at an intermediate pier.
The bays at each end of the spans at the intermediate support, do not have reinforcement chords
fitted (for reinforced truss constructions) when the bridge is in service.

MALE END OF SPAN FEMALE END OF SPAN

Male span junction

post (MC315)

Bracing frame
(MC358)

Vertical frame
(MC312)
Span junction
pin (MC234)
and clip (MC4A)
See detail ‘B’

Female span
junction post
(MC336)
Span junction
chord – End Bay
Span junction
(NLC25104)
swaybrace

8:17
 See detail ‘A’ Span junction bearing
Bearing block (MC70)
Female span
junction post Transom/bracing bolt Bearing baseplate Male span junction
(MC336) (MC41) & nut (MC436) (NLC19541) post (MC315)

Transom/bracing Transom
bolt (MC431) &
nut (MC436)

Panel
Transom vertical
Bearing
Panel

Enlarged detail ‘A’ Enlarged detail ‘B’

Fig 8.5 Span junction assembly details

SPAN JUNCTION
DECKING - STANDARD AND EXTRA WIDE
Four span junction deck units are fitted between the end of span transoms at the intermediate
support, using 4 deck screws (MC378) and 4 deck nuts (MC379) per deck unit. The side deck units
have kerbs welded to the unit.

8:18
 Kerb MC300 Bracing Frame
1050 Deck Units MC358
MC360

FEMALE END
OF BRIDGE

MALE END OF
BRIDGE

Span Junction Deck

Units MC361
Span Junction Kerb
MC377

Plan on Decking at Span Junction

Fig 8.6 Span junction decking details

SPAN JUNCTION
DECKING - TWO LANE

8:19
Seven span junction deck units are fitted between the end of span transoms at the intermediate
support, using 4 deck screws (MC378) and 4 deck nuts (MC379) per deck unit. The side deck units
have kerbs welded to the unit.

Kerb MC300 Bracing Frame

MC358
1050 Deck Units
MC360

FEMALE END
OF BRIDGE

MALE END OF
BRIDGE

Span Junction Deck

Units MC361

Span Junction Kerb

MC377

Plan on Decking at Span Junction

Fig 8.7 Span junction decking details

SPAN JUNCTION
SWAYBRACING - STANDARD AND EXTRA WIDE

8:20
The swaybracing at the span junction for a standard and extra wide bridge is a frame which connects
between the transom at the female end of the span and the male span junction posts. Refer to Fig
8.8.

Bracing Bolt (MC430)

& Nut (MC436)

Transom Bolt (MC431) &

Nut (MC436)

Span Junction
Swaybrace
(MC136)

Transom

Plan on Swaybrace at Span Junction

Fig 8.8 Span junction swaybrace details

SPAN JUNCTION
SWAYBRACING - TWO LANE

8:21
The swaybracing at the span junction for a two lane bridge are two frames which connect between the
transom at the female end of the span and the male span junction posts and connected in the middle
by a tie beam. Refer to Fig 8.9.

SJ Swaybrace – 2 Lane R/H

SJ Swaybrace – 2 Lane L/H
NLC9035
NLC9036
Tie Bracket
Transom
NLC9036

See Detail 1 See Detail 2

Plan on Swaybrace at Span Junction

(See also Fig 8.9)

Fig 8.9 Span junction swaybrace details

SPAN JUNCTION
SWAYBRACING - TWO LANE

8:22
 SJ Swaybrace
SJ Swaybrace R/H NLC9035
L/H NLC9034
Top flange of
Transom omitted Top flange of Transom Tie Bracket
for clarity omitted for clarity NLC9036

Panel
B B

SJ Swaybrace
Male Span
Sway/Vertical brace L/H NLC9034
Junction Post
Brackets attached to
A MC315
Transom Transom

Detail 1 Detail 2
Swaybrace to Transom/Span Swaybrace to Mid-Transom
Junction Post connection connection

Sway/Vertical brace
Brackets attached to Transom
Transom
Swaybrace
Brackets attached SJ Swaybrace Tie Bracket
to Transom L/H NLC9034 NLC9036

SJ Swaybrace
Male Span Junction R/H NLC9035
Post MC315

Panel
Transom

View on arrow ‘A’ Section B-B

(Panel Vertical and Span Junction Post shown
‘cut away’ for clarity)

Fig 8.10

SPAN JUNCTION
LAUNCHING MULTI-SPAN BRIDGES (EXAMPLE)

8:23
Launching And Erection Scheme Notes For 2 Spans Of DSHR2H+++ Construction Of 39.624m
(13 Bays) Using Span Junction Equipment

Reference should be made to Chapter 6, which describes bridge erection and launching procedures.

Preliminary. Set out the launching rollers as shown on the Launching Scheme Drawing

Stage 1. Build bays 1 to 8 in the required launching nose configuration. Build bays 9 to 13 in the
required construction. Insert launching links between bays 1 and 2.

Stage 2. Move the structure forwards by 5 bay lengths. Build bays 14 to 18 in the required
construction and place decks where shown.

Stage 3. Move the structure forward by 2 bay lengths. Build bays 19 and 20 fully decked in the
required construction.

Stage 4. Move the structure forwards by 2 bay lengths. Build bays 21, 22 and 23. Bay 22 is the
span junction bay. Place decks on bay 21 and leave bay 23 undecked.

Stage 5. Move the structure forwards by 5 bay lengths. The structure will land on the intermediate
pier.

Stage 6. Move the structure forwards by 6 bay lengths. Build bays 24 to 33 fully decked in the
required construction.

Stage 7. Move the structure forwards by 3 bay lengths. Build bays 34, 35 and 36 in the required
construction.

Stage 8. Move the structure forwards over the remaining gap until it is positioned over its final bearing
position.

Stage 9. Remove launching nose, unlock span junction and lower bridge onto bearings. Fit all
remaining components.

SPAN JUNCTION
LAUNCHING MULTI-SPAN BRIDGES (EXAMPLE)

8:24
 LAUNCHING ROLLER LAYOUT
Launching Abutment Pier Landing Abutment
7.62m 7.62m 7.62m 7.62m 40.074m Bearing Centres 39.756m Bearing Centres

2 No. 2 No. 2 No. 2 No. 4 No. 4 No. 2 No.

Rocking Rocking Rocking Plain Rocking Balance Rocking
Rollers Rollers Rollers Rollers Rollers Beams Rollers

STAGE 1 24.1m

13 12 11 10 9 8 7 6 5 4 3 2 1

High Shear Panels Centre of Gravity

STAGE 2 24.1m

18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

STAGE 3 34.6m

20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

High Shear Panels

STAGE 4
Span Junction 38.4m
High Shear Panels
23 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

High Shear Panels 20 Deck Units

8:25
as counterweight.
Counterweight
STAGE 5 removed 43.2m

23 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

STAGE 6

33 32 31 30 29 28 27 26 25 24 23 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

High Shear Panels High Shear Panels

STAGE 7

36 35 34 33 32 31 30 29 28 27 26 25 24 23 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1

High Shear Panels

STAGE 8
Bridge is launched to final position, prior to jacking down. 1
36 35 34 33 32 31 30 29 28 27 26 25 24 23 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2

Fig 8.11 Launching drawing for 2 spans of 13 bays with span junction equipment
Nose bays 1 to 7 may be
dismantled as they come
one bay clear of the
STAGE 9 Landing Rollers.
Bridge is shown in its final position, seated on its bearings
35 34 33 32 31 30 29 28 27 26 25 24 23 21 20 19 18 17 16 15 14 13 12 11 10 9
 SPAN JUNCTION
LAUNCHING MULTI-SPAN BRIDGES (EXAMPLE)
LAUNCHING AND ERECTION SCHEME NOTES FOR 2 SPANS OF TSHR3H++ CONSTRUCTION
OF 60.96M (20 BAYS) USING SPAN JUNCTION EQUIPMENT

Reference should be made to Chapter 6, which describes bridge erection and launching procedures.

Preliminary. Set out the launching rollers as shown on the Launching Scheme Drawing

Stage 1. Build bays 1 to 13 in the required launching nose configuration. Build bays 14 to 16 in the
required construction. Insert launching links between bays 3 and 4 and between bays 4 and 5.

Stage 2. Move the structure forwards by 5 bay lengths. Build bays 17 to 21 fully decked in the
required construction.

Stage 3. Move the structure forward by 5 bay lengths. Build bays 22 to 26 fully decked in the
required construction.

Stage 4. Move the structure forward by 3 bay lengths. Build bays 27 to 29 fully decked in the
required construction.

Stage 5. Move the structure forward by 3 bay lengths. Build bays 30 to 32 fully decked in the
required construction.

Stage 6. Move the structure forwards by 2 bay lengths. Build bays 33, 34 and 35. Bay 34 is the
span junction bay. Place decks on bay 33 and leave bay 35 undecked.

Stage 7. Move the structure forwards by 3 bay lengths. The structure will land on the intermediate
pier.

Stage 8. Move the structure forwards by 10 bay lengths. Build bays 36 to 47 fully decked in the
required construction.

Stage 9. Move the structure forwards by 14 bay lengths. The structure will land at the far bank. Build
bays 48 to 55 in the required construction.

Stage 10. Move the structure forwards over the remaining gap until it is positioned over its final
bearing position.

Stage 11. Remove launching nose, unlock span junction and lower bridge onto bearings. Fit all
remaining components.

8:26
 LAUNCHING ROLLER LAYOUT
Launching Abutment Pier Landing Abutment
7.62m 7.62m 7.62m 7.62m 6.950m 61.410m Bearing Centres 61.092m Bearing Centres

2 No. 2 No. 2 No. 2 No. 2 No. 2 No. Balance 2 No. Balance 2 No. Balance
Rocking Rocking Rocking Rocking Rocking Beam Assemblies Beam Assemblies Beam Assemblies
Rollers Rollers Rollers Rollers Rollers (Rollers on inner
beams only)
30.4m
STAGE 1
2 1
4 3
16 15 14 13 12 11 10 9 8 7 6 5

High Shear Panels Centre of Gravity

30.4m
STAGE 2
2 1
4 3
21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

40.0m
STAGE 3
2 1
4 3
26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

50.5m
STAGE 4
2 1
4 3
29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

56.0m
STAGE 5 1

8:27
3 2
32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4

High Shear Panels

STAGE 6 65.4m
Span Junction High Shear Panels 1
3 2
35 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4

High Shear Panels 20 Deck Units

65.4m
SPAN JUNCTION

as counterweight.
STAGE 7
2 1
4 3
35 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

Counterweight
STAGE 8 removed
2 1
4 3
47 46 45 44 43 42 41 40 39 38 37 36 35 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

High Shear Panels

STAGE 9
2 1
4 3
55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

High Shear Panels

STAGE 10
2 1
Bridge is launched to final position, prior to jacking down. 4 3
55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5

Nose bays 1 to 12 may be

STAGE 11 dismantled as they come

Fig 8.12 Launching drawing for 2 spans of 13 bays with span junction equipment
LAUNCHING MULTI-SPAN BRIDGES (EXAMPLE)

Bridge is shown in its final position, seated on its bearings 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 37 36 35 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 one bay clear of the
Landing Rollers.
 SPAN JUNCTION
JACKING
JACKING PROCEDURE FOR SPAN JUNCTIONS AT INTERMEDIATE SUPPORTS

When jacking a bridge with span junction equipment, it is necessary to utilise a span junction jacking
beam in conjunction with the 35 tonne capacity hydraulic jacks. The jacking beams are placed
beneath the jaws of the span junctions at each truss and jacks are placed beneath the jacking beams
at each end. The bridge is raised at the intermediate support, the rollers can be removed and the
temporary span junction locking arrangement unlocked. A typical jacking scheme for unlocking a
span junction and lowering bridge onto the bearings at an intermediate support is described and
detailed on this and the following pages. Prior to jacking operations at the pier, it is important that all
warnings and cautions which pertain to jacking operations are fully understood.

JACKING PROCEDURE WHEN ROCKING ROLLERS ARE USED FOR LAUNCHING

When using Rocking Rollers for launching bridges, the approximate height that the bridge will need to
be lowered is 340mm. Sufficient suitable timber packs to support the jacks and bridge during the
lowering process should be available prior to jacking operations.

Jacking beam

35t jack

500mm

560mm

Stage 1. Position and temporarily tie span junction jacking beams (NLC13139) beneath the span
junction posts of each truss at the intermediate support. Position 35 tonne jacks (NLC11153) on
temporary packing beneath the ends of each jacking beam as shown. Recommended dimensions for
the temporary packs are shown in the diagram above.

Stage 2. Raise the bridge at the intermediate support. It is recommended that jacking is carried in
stages, by raising the bridge one truss at a time and not exceeding 75mm (approx) increments.
Remove rollers and lower the bridge onto packs situated beneath the end panels of one span. Unlock
span junction at the top and bottom by removing Launch Links - 100 (MC65). If the bridge is
reinforced (as shown in this example), then the long span junction reinforcement chords, fitted to the
end bays of each span at each intermediate support, remain connected to the structure.

Fig 8.13 Jacking at span junctions using jacking beams when rocking rollers are used for launching

8:28
 SPAN JUNCTION
JACKING
JACKING PROCEDURE WHEN ROCKING ROLLERS ARE USED FOR LAUNCHING
(CONTINUED)

Stage 3. Lower the bridge in incremental stages by reducing the packing beneath the jacks while
supporting the trusses on packs.

Stage 4. Continue to lower the bridge in incremental stages until the trusses are supported on the
bridge bearings in the correct positions. When the trusses are fully supported on the bridge bearings,
the jacking beam and jacks can be removed. The span junction swayframe, remaining bridge decks
and span junction decking can now be fitted.

Fig 8.14 Jacking at span junctions using jacking beams when rocking rollers are used – span junction
on bearings

To facilitate the unlocking of the span junctions (removing Launch Links - 100 and span junction
chords if fitted), the bridge spans connected by the span junctions should be positioned on a similar
longitudinal slope. This can be achieved during the jacking process and usually requires the bridge to
be raised slightly higher than roller height position.

8:29
 SPAN JUNCTION
JACKING
JACKING PROCEDURE WHEN ROCKING ROLLERS AND BALANCE BEAMS ARE USED FOR
LAUNCHING

When using Balance Beam Assemblies for launching bridges, the approximate height that the bridge
will need to be lowered is 740mm. Due to the area restrictions on top of an intermediate pier when
using balance assemblies for launching,a different procedure for lowering bridges is required than
that described above for bridges launched using rocking rollers, Sufficient timber packs to support the
jacks and bridge during the lowering process should be available prior to jacking operations.

Stage 1. Position and temporarily tie span junction jacking beams (NLC131319) beneath the span
junction posts of each truss at the intermediate support. Position 35 tonne jacks (NLC11153) on
temporary packing beneath the ends of each jacking beam as shown.

Timber packs
Rollers removed

Stage 2. Raise the bridge at the intermediate support. It is recommended that jacking is carried out in
stages, by raising the bridge one truss at a time and not exceeding 75mm (approx) increments.
Position timber packs between the balance beam inner rocking rollers and underside of the bridge.
Lower the bridge onto these packs. Remove outer balance beam rocking rollers.

Fig 8.15 Jacking at span junctions using jacking beams when balance beams are used for launching

8:30
 SPAN JUNCTION
JACKING

Catch packs

Stage 3. Position ctach packs longitudinally on the outer balance beam as close as possible to the
underside of the outer bottom chord of the bridge.

Fig 12 Jacking at span junctions using jacking beams when balance beams are used for launching
(continued)

Rollers removed

Stage 4. With both jacks positioned, each with only a small ram extension (note packs beneath the
jacks may have to be ajusted in height to accommodate this), raise the bridge until just clear of the
timbers on top of the inner balance beam inner rocking rollers. Remove rocking rollers.

Timber packs

Stage 5. Relocate catch packs so that they are positioned transversely across the balance beams and
underside of the bridge bottom chords. Unlock span junction at the top and bottom by removing
Launch Links – 100 (MC65. If the bridge is reinforced ( as shown in this example), then the long span
junction reinforcement chords (NLC25105) will also need to be removed. For reinforced bridges, the
end bay span junction reinforcement chords, fitted to the end bays of each span at each intermediate
support, remain connected to the structure. See also para 24. Lower bridge onto packs positioned
between top of balance beam assembly and span junction posts.

Fig 8.16 Jacking at span junctions using jacking beams when balance beams are used – span
junctions on bearings

8:31
 SPAN JUNCTION
JACKING

Stage 6. Lower the bridge in incremental stages by reducing the packing beneath the jacks while
suuporting the trusses on packing opsitioned on top of the balance beams. When the inderside of the
bridge approaches the top of the balance beam during the lowering process, the balance beams must
be removed and timber packs positioned beneath the span junction chords. Note the process of
removing the balance beam assembly should only occur with the jacks ona small or closed ram.

Stage 7. Continue to lower the bridge in incremental stages until the trusses are supported ont eh
bridge bearings, the jacking beam and jacks can be removed. The span junction swayfame,
remaining bridge decks and span junction decking can now be fitted.

Fig 8.17 Jacking at span junctions using jacking beams when balance beams are used – span
junctions on bearings (continued)

8:32
 SPAN JUNCTION
JACKING

Fig 8.18 Multi-span bridge shown at pier during launching on balance beam assemblies

Fig 8.19 Jacking at a Span Junction using span junction jacking beam

8:33
 SPAN JUNCTION
JACKING

Fig 8.20 Jacking at a span junction using span junction jacking beam with catch packs under bridge
trusses

Fig 8.21 Span junction location on bearing at pier

8:34
 PART 2 - CONTINUOUS SPAN
INTRODUCTION
Distribution beam equipment is used to support continuous bridge trusses at intermediate piers.
Distribution beam equipment is generally used where the existing pier(s) which are to support the
bridge, are positioned at a distance from the abutment(s) which does not facilitate the fitting of span
junction equipment. The continuous truss option may also lead to economy in the construction of the
side girders, as the maximum bending moment may be less than that of the equivalent broken span
option. This is not always the case however, especially where spans are shear critical, or where
some spans are considerably shorter than others, when a broken span will facilitate the inclusion of a
lighter truss construction.

It should be noted that there are inherent dangers in using continuous trusses. Should an end span
be shorter than an adjacent intermediate span, the end posts will tend to lift off their bearings when a
heavy load passes over the intermediate span. Also, if the nature of the ground is such that the
settlement of an intermediate pier is likely, then the bridge trusses may be subjected to stresses
beyond the safety limit. In either case, the correct solution is the broken span option using span
junction equipment. Fig 8.22 shows a typical arrangement of a bridge utilising distribution beam
equipment at an intermediate support.

Distribution Beam
Equipment

Intermediate
support

Fig 8.22 Typical arrangement of a bridge using distribution beam set equipment

8:35
 CONTINUOUS SPAN
ROADWAY LEVELS
Fig 2 shows dimensions from the roadway level to the underside of bridge bearings at the ends of
bridge and intermediate pier, for various continuous bridge configurations.

Fig 8.23 Roadway level heights of continuous truss bridge

8:36
 CONTINUOUS SPAN
TRUSS CONFIGURATIONS
The various truss configurations for 2 span continuous bridges are shown in Figs 3 and 4.

Fig 8.24 Elevation at pier showing distribution beams for unreinforced and reinforced bridges

Fig 8.25 Truss sections showing distribution beams for various truss configurations

8:37
 CONTINUOUS SPAN
ASSEMBLY DETAILS
The distribution beam assembly consists of distribution beams (NLC14182) and distribution beam
diaphragms (NLC14181). The distribution beam diaphragms are connected to the distribution beams
with bracing bolts (MC430) and M24 Nuts (MC436).
Double single and double single reinforced bridges require a distribution beam assembly positioned
under each truss at the intermediate pier, where each assembly consists of 2 x distribution beams
connected with 2 x distribution beam diaphragms with 16 x bracing bolts (4 per corner). Fig 8.26
shows a distribution beam assembly for a double single or double single reinforced continuous truss
bridge.
Triple single and triple single reinforced bridges require a distribution beam assembly positioned
under each truss at the intermediate pier, where each assembly consists of 3 x distribution beams
connected with 2 x distribution beam diaphragms with 24 x bracing bolts (12 per end of assembly.

Fig 8.26 Distribution beam assembly

8:38
 CONTINUOUS SPAN
LOCATION OF DISTRIBUTION BEAM ASSEMBLY
As stated earlier, for continuous truss bridge constructions, the distribution beam assemblies are
positioned beneath the trusses at an intermediate pier. The truss panels should be seated on the
beams such that all the load is distributed evenly along the beams. The distribution beam assemblies
should therefore be located under the panels such that they are parallel to the bridge trusses.

The distribution beam assemblies are seated on fixed (NLC19030) or sliding (NLC19031) bearings,
dependant on span length and thermal expansion. The bearings are seated on bearing baseplates
(NLC19541). Refer to Fig 8.27 for a general arrangement of a distribution beam assembly at an
intermediate pier for a double single reinforced truss bridge.

Fig 8.27 General arrangement of distribution beam assembly

located under a double single reinforced truss bridge

8:39
 CONTINUOUS SPAN
JACKING
In order to provide adequate load distribution, the distribution beams are required to be 2.460m long.
Unless the intermediate piers are in excess of 3m in width (i.e. wider that the length of the distribution
beams), all jacking operations must be carried out at the abutments so that the pier rollers can be
removed and the distribution beams located. Refer to Figs 8.28 to 8.31.

Jacking frames (MC263) are used in conjunction with jacks to raise the bridge at the abutment,
remove the launching/landing rollers and disconnect the tail bay and last bay of launching nose. The
jacking frames are fitted to the end bays of bridge with jacks located beneath them. Refer to Fig 8.28.

Fig 8.28 Jacks located on packs with jacking frames attached to end posts

Raise both sides of the bridge simultaneously at one abutment and raise catch packs beneath
bridge and packs beneath jacks accordingly. Transfer jacking operations to the far bank
abutment and raise bridge to approximately a similar height in the same manner.

This procedure should be repeated until the bridge raises clear from the rollers at the
intermediate pier. Refer to Fig 8.29.

Fig 8.29 Bridge raised at abutments until clear of rollers at pier

8:40
 CONTINUOUS SPAN
JACKING
With the bridge clear at the intermediate pier, the rocking rollers or balance beam assemblies
can be removed. Stable catch packs of suitable bearing capacity should be positioned under
the panels of each truss at the intermediate pier and the bearings for the distribution beams
prepared. Refer to Fig 8.30.

Fig 8.30 Catch packs positioned and bearings prepared

The distribution beam is assembled catch packs removed and distribution beam assemblies are
positioned beneath the trusses. Refer to Fig 8.31. Alternate jacking procedures between
abutments, until both the bridge trusses at the pier are lowered and are fully supported by the
distribution beam assemblies.

Fig 8.31 Bridge is lowered onto the distribution beam assemblies

8:41
 CONTINUOUS SPAN
JACKING
JACKING PROCEDURE EXAMPLE FOR A 2 SPAN CONTINUOUS BRIDGE

Fig 8.32 details a typical jacking procedure example for lowering a two span continuous bridge onto
its bearings. Refer to the following page for notes pertaining to the various stages.

Stage 1

Stage 2

Stage 3

Stage 4

Stage 5

Stage 6

Stage 7

Fig 8.32 Jacking procedure example for a 2 span continuous bridge

8:42
 CONTINUOUS SPAN
JACKING
The following Notes should be read in conjunction with to the jacking procedure example shown in Fig
8.32.

Stage 1. When the bridge has been fully launched across both spans and situated over its final
bearing position, the rollers at the abutments and pier should be restrained from any unwanted
movement. Rollers spikes or tirfors can be used as a method of restraint.

Stage 2. As stated earlier, all jacking operations must be carried out at the abutments in order to
provide a procedure by which the pier rollers can be removed and the distribution beams located.
Jacking frames are fitted to all panels of the tail bay. Refer to Chap 6 for procedure for attaching
jacking frames. If, as shown in this example, the launching link bay is attached to the front of the
bridge, the jacking frames must be attached to the outer panels of front male end bay of bridge. The
bridge can then be raised at the male end, the launching link bay dismantled and re-attached as
single truss construction. Lower the bridge onto rollers. Fit panels to the outer panels of the male
end bay of bridge. Fit jacking frames to all panels of the launching nose bay.

Stage 3. Place jacks on stable packs beneath the jacking frames at each of the bridge. Raise the
bridge by alternating jacking procedures at each abutment until the bridge raises clear form the rollers
at the intermediate pier. Note - the longer the span, the higher the bridge will have to be raised at the
abutments until if becomes clear at the intermediate pier. Remove rollers from the front and rear of
the bridge and place catch packs beneath the first and last bays of bridge, ensuring they are clear
from the junction of the last bay of nose and tail bay respectively.

Stage 4. Remove the rollers from the intermediate pier. Place packs under both trusses at the pier.
These packs should be clear from the bearing positions and approximately level in height to the packs
at the abutment. Lower the bridge by alternating jacking procedures at each abutment until the bridge
is located on the packs at the abutments and pier. Locate bearings at the pier for the distribution
beam assemblies.

Stage 5. Remove tail bay and re-attach jacking frames to the inner and outer panels of each truss of
the female end bay of bridge. Remove launch nose bay and re-attach jacking frames to the inner and
outer panels of each truss of the male end bay of bridge. Prepare two distribution beam assemblies.

Stage 6. Lower the bridge by alternating jacking procedures at each abutment and lower the packs at
the pier accordingly. When the distance between the underside of the truss at the pier and the
bearing level is approximately 500 mm, cease jacking operations, remove catch packs at the pier and
position distribution beam assemblies on bearings beneath trusses. Ensure that the distribution
beams are aligned to the bridge and continue to lower the bridge until positioned on both distribution
beam assemblies.

Stage 7. Lower the bridge at the abutments until seated on the bearings. Dismantle jacking frames.
Deck remaining bridge and fit all remaining bridge components.

8:43
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

8:44
 CONTENTS
CHAPTER PAGES

9.0 FOOTWALKS 9:0

PART 1 – TUBULAR FOOTWALK

Introduction 9:1
Parts List for Footwalk Bays 9:2
Weights Per Bay 9:2
General Erection Procedure 9:3
Abutments
Abutment of Standard Width R/w with 1.0m and 1.5m F/walks 9:11
Abutment of Extra Wide R/w with 1.0m and 1.5m Footwalks 9:12
Abutment of Two Lane R/w with 1.0m and 1.5m Footwalks 9:13
Additional Abutment Details 9:14
Span Constructions
HS20 Loading with 1m and 1.5m Footwalks 9:15
HS25 Loading with 1m and 1.5m Footwalks 9:16
HA Loading with 1m and 1.5m Footwalks 9:17

PART 2 – MODULAR FOOTWALK

Introduction 9:18
Parts List for Footwalk Bays 9:20
General Erection Procedure 9:21
Abutments
Standard Width R/w with 1.0m and 1.5m Footwalks 9:29
Extra Wide R/w with 1.0m and 1.5m Footwalks 9:30
Two Lane R/w with 1.0m and 1.5m Footwalks 9:31
Additional Abutment Details 9:32
Span Constructions
HS20 Loading with 1m and 1.5m Footwalks 9:33
HS25 Loading with 1m and 1.5m Footwalks 9:34
HA Loading with 1m and 1.5m Footwalks 9:35

9:0
 PART 1 - TUBULAR FOOTWALK
INTRODUCTION
The footwalk comprises components that are connected to the bridge structure to form a 1.0m (shown
below) or 1.5m external cantilevered walkway for pedestrians. The components can be easily
manhandled and installed quickly on site using simple hand tools.

Fig 9.1 General arrangement of a 1m cantilever footwalk

Fig 9.2 General arrangement of a 1m cantilever footwalk (decks and handrails omitted for clarity)

9:1
 TUBULAR FOOTWALK
PARTS LIST FOR FOOTWALK BAYS
The sundry parts of the footwalk can be assembled quickly, without the need for hydraulic equipment.
All connections are made on site and are easily installed using simple hand tools. See below table for
footwalk quantities per bay of bridge.

TABLE OF FOOTWALK QUANTITIES PER BAY OF BRIDGE

MALE END FEMALE END

MARK No. COMPONENT DESCRIPTION BAY OF INTERNAL BAY OF
BRIDGE BAY BRIDGE
MC430 Bolt - Bracing 23 11 13
MC433 Bolt - Chord 2 - 2
MC436 Nut - M24 - Flanged 25 15 21
MC382 Channel - Footwalk Bearer - 1m 2 1 1
MC384 Channel - Footwalk Bearer - 1.5m 2 1 1
MC383 Angle - Footwalk Bearer - 1m 2 1 1
MC835 Angle - Footwalk Bearer - 1.5m 2 1 1

MC338 Walkway - 1m 2 2 2
MC339 Walkway - 1.5m 2 2 2
NlC19024 Walkway - 1m - SJ/EOB 2 - 2
NLC20020 Walkway - 1.5m - SJ/EOB 2 - 2
MC343 Plate - Abutment - 1m 1 - 1
MC345 Plate - Abutment - 1.5m 1 - 1
MC242 Stanchion - Handrail 2 4 2
MC243 Handrail - 2980 2 4 2

NLC12025 Handrail - SJ/EOB 2 2 2

MC256 Clamp - Handrail - Top 4 4 2
MC257 Clamp - Handrail - Intermediate 4 4 2
MC435 Bolt – Walkway 6 5 6

MU411 Clamp – Handrail – Top – SJ/EOB - - -

MU410 Clamp – Handrail – Int – SJ/EOB - - -
NLC9019 Hexagonal Key – Handrail - - -
NLC14063 Hexagonal Key – Walkway - - -

NLC25459 Mesh – Panels – EOB/SJ - - -

NLC25460 Mesh – Panel - - -
NLC25461 Stainless – Steel – Ties
- - -

WEIGHTS PER BAY

A single 1.0m Footwalk weighs 0.377 tonnes per 3.048 metre bay.
A single 1.5m Footwalk weighs 0.457 tonnes per 3.048 metre bay.

9:2
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
It is recommended that the following footwalk components are fitted to the bridge structure prior to the
launching of the structure across the gap. This will prevent personnel from having to work over the
gap whilst not safely supported.

Footwalk Bearer Channel

Footwalk Bearer Angle
Walkway Unit.
Handrail Stanchion

FITTING FOOTWALK BEARER CHANNELS TO TRANSOMS

Connect a footwalk bearer channel to the web of each transom of the bridge structure. The footwalk
bearer channel should be fitted to the transom web on the opposite side to the cut back portion of
transom flange. Use 2 bracing bolts (MC430) and 2 x M24 nuts (MC436) for this connection. It is
recommended that the bolts are only hand tightened temporarily to allow flexibility during the fitting of
the footwalk deck units.

Bearers should be bolted through

the 4 holes in the transom

Nut – M24
(MC436)

Bracing Bolt (MC430)

Footwalk Bearer Channel

Fig 9.3
Fitting Footwalk Bearer Channels

Notes:

1. Footwalk bearer channels are fitted to each transom of the bridge using 4 bracing bolts.
However, during launching of the structure, the transom at the male end of the bridge is located in a
temporary position. During bridge jacking down procedures this transom will be removed and
relocated onto the female end posts, therefore it is not necessary to fit a footwalk bearer channel to
this transom prior to launching of the bridge across the gap.

9:3
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING FOOTWALK BEARER ANGLES TO THE FOOTWALK BEARER CHANNELS

Connect a footwalk bearer angle to the web of each of the footwalk bearer channel using 2 bracing
bolts (MC430) and 2 x M24 nuts (MC436). Ensure that the top flanges of the angle and channel
bearers are flush with each other.

Footwalk Bearer Angle

Nut – M24 (MC436)

Bracing Bolt (MC430)

Fig 4
Fitting Footwalk Bearer Angles to the Footwalk Bearer Channels

Footwalk Bearer Channel

Fig 9.4
Fitting Footwalk Bearer Angles to the Footwalk Bearer Channels

Notes:

1. Alternatively, the footwalk bearer angles can be fitted to the footwalk bearer channels prior to the
channels being fitted to the transom web. The assembly is then fitted as a footwalk bearer unit.

9:4
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING WALKWAY UNITS

Connect a walkway unit (MC339), between adjacent footwalk bearers in one bay. The walkway unit
should span between the angle of one footwalk bearer to the channel of the footwalk bearer in the
adjacent bay. Use 2 footwalk bolts (MC435) per footwalk deck unit. These bolts should be entered
downwards and secured with M24 nuts (MC436)
Connect a second walkway unit in the same manner and in the same bay as described above.
However, this walkway unit should be fitted so that the channel stiffener underneath the walkway unit
butts against the previously fitted walkway unit in the same bay. These walkway units are side bolted
together using 3 bracing bolts (MC430) and 3 x M24 nuts (MC436). The bolts connecting the
Footwalk Bearer Channels to the transom can now be fully tightened when the walkway units have
been fitted.

Walkway Units

Footwalk bolt (MC435)

Fig 9.5
Fitting Walkway Unit to Footwalk Bearers M24 Nut (MC436)

Walkway
Walkway
Units
Units
(MC339)

Bracing bolts (MC430)

M24 Nut (MC436)

Fig 9.6
Side Bolting Walkway Deck Units

9:5
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING HANDRAIL STANCHIONS

Connect 2 handrail stanchions (MC242) to each of the footwalk bearer channels, using 2 bracing bolts
(MC430) and 2 x M24 nuts (MC436).

Locate an intermediate handrail clamp (MC257) and a top handrail clamp (MC256) to each handrail
stanchion. The intermediate handrail clamp should be located at the approximate mid-point of the
handrail stanchion. Do not fully tighten the clamps to the stanchions.

Top handrail clamp (MC256)

Intermediate clamp Handrail stanchion (MC242)

(MC257)

M24 Nuts Intermediate clamp

(MC436) (MC257)

Footwalk bearer

Bracing bolts
(MC430)
M24 Nuts (MC436)

Fig 9.7
Fitting Handrail Stanchions

9:6
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING THE HANDRAIL

The handrail can be fitted as the construction of the bridge and footwalk progresses (prior to
launching of the bridge) or when the bridge had been fully launched and lowered onto its bearings.

Note:

The male end of bridge handrail components can only be fitted when the bridge has been lowered
onto its bearings and the male end of bridge transom relocated onto the female end posts. The
footwalk bearer assembly can now be fitted to this transom and the male end bay walkway units
placed.

FITTING HANDRAIL COMPONENTS AT THE MALE END OF BRIDGE

Locate two end of bridge handrail assemblies (NLC19025), one on each side of the footwalk, such
that the upper handrails span between the upper clamps on the handrail posts at the front and at the
rear of the bay, and with the lower handrails in the intermediate clamps on the handrail posts at the
front of the bay. See diagram below.
Locate two handrails (MC243), one on each side of the footwalk, between the intermediate clamps on
the handrail posts at the front and the rear of the bay. Secure all of the handrails to the clamps and all
of the clamps to the posts, by tightening the screws within the clamps.

Male End Bay of Bridge

Handrail Assembly – End of

Bridge (NLC19025)

Handrail (MC243)

Handrail (MC243)

Fig 9.8 and 9.9

Fitting Handrail Components at the Male End of Bridge

9:7
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING HANDRAILS IN INTERMEDIATE BAYS

Locate four handrails, two on each side of the footwalk, one between the upper clamps and one
between the intermediate clamps on the handrail posts at the front and the rear of the bay. Secure all
of the handrails to the clamps and all of the clamps to the posts, by tightening the screws within the
clamps.

FITTING HANDRAIL COMPONENTS AT THE FEMALE END OF BRIDGE

Locate two end of bridge handrail assemblies (NLC19025), one on each side of the footwalk, such
that the upper handrails span between the upper clamps on the handrail posts at the front and at the
rear of the bay, and with the lower handrails in the intermediate clamps on the handrail posts at the
rear of the bay. See diagram below.

Locate two handrails (MC243), one on each side of the footwalk, between the intermediate clamps on
the handrail posts at the front and the rear of the bay. Secure all of the handrails to the clamps and all
of the clamps to the posts, by tightening the screws within the clamps.

Fig 9.10
Fitting Handrail Components at the Female End of Bridge

9:8
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
ENDS OF BRIDGE FOOTWALK COMPONENTS
The footwalk abutment plate and end of bridge walkway units are fitted to the male and female ends
of bridge when the structure has been lowered onto its bearings.
Locate a footwalk abutment plate on top of the abutment wall such that the anchorage bolts (MC433)
hang down in the appropriate recesses, but do not cement the anchorage bolts in place at this stage.
Locate two end of bridge walkway units decks, one at a time, such that they span between the
footwalk bearer at the end of bridge transom and the footwalk abutment plate. Connect the decks to
the footwalk bearer using a footwalk bolt (MC435) and M24 nut (MC436) at the end of each deck, and
insert the ends of the decks in the mouth of the footwalk abutment plate. Secure the pair of decks to
each other, side to side, using two bracing bolts (MC430) and M24 nuts (MC436) in the two holes in
the deck channels. Repeat the above procedure at the opposite end of bridge.
Ensure that the end of bridge walkway units are free to move within the footwalk abutment plate, as
necessary to cater for thermal expansion, and then cement the anchorage bolts in place.

M24 Nuts (MC436)

Footwalk Abutment
Plate

Anchorage bolt (MC433)

EOB Walkway unit

(NLC20020)

Fig 9.11
Bracing Bolt (MC430)
End of Bridge Footwalk Components

9:9
 TUBULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING MESH PANELS

Fit mesh panels to the tubular footwalk using staonless steel ties as detailes in Fig 9.12.

Stainless Steel
Tie (NLC25461)

Mesh Panel – Mesh Panel

EOB/SJ (NLC25460)
(NLC25459)

Fig 9.12

9:10
 TUBULAR FOOTWALK
ABUTMENT OF STANDARD WIDTH ROADWAY
WITH 1.0m AND 1.5m FOOTWALKS
2 No 75 x 75 x 150mm deep pockets at each end
MALE END of the bridge for 24mm diameter holding down
bolts.
OF BRIDGE
Bridge B
Bearings

693
585
Span = Number of Bays x 3048
Direction of Launch

3937 Inner Panel Centres

241
457
732 1170 1.0m Footwalk
1670 1.5m Footwalk
HALF
PLAN 732

3500
Bearings

355

463

FEMALE END
OF BRIDGE B
4500 - 1.0m Footwalk
5000 - 1.5m Footwalk
3150 60 1580 1.0m Footwalk
Roadway Level 2080 1.5m Footwalk
Footwalk
Level
1.0m: 512
1.5m: 482

HALF ELEVATION
Bridge
ON ABUTMENT
5* 238*
Not to scale
Roadway Level Footwalk Level
802

1.0m: 504
1.5m: 474
20 Grout
Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION B-B

Note: The level of the Footwalk is dependant upon the type of bearer used.
Fig 9.13
9:11
 TUBULAR FOOTWALK
ABUTMENT OF EXTRA WIDE ROADWAY
WITH 1.0m AND 1.5m FOOTWALKS
2 No 75 x 75 x 150mm deep pockets at each end
MALE END of the bridge for 24mm diameter holding down
bolts.
OF BRIDGE
Bridge B
Bearings

694
586
Span = Number of Bays x 3048
Direction of Launch

4953 Inner Panel Centres

241
457
732 1170 1.0m Footwalk
1670 1.5m Footwalk
HALF
PLAN 645

4500
Bearings

354
462

FEMALE END
OF BRIDGE B
5000 - 1.0m Footwalk
5500 - 1.5m Footwalk
4200 60 1572 1.0m Footwalk
Roadway Level 2072 1.5m Footwalk
Footwalk
Level
1.0m: 512
1.5m: 482

Bridge HALF ELEVATION

5* ON ABUTMENT 238*
Not to scale
Roadway Level Footwalk Level
805

1.0m: 504
1.5m: 474
20 Grout
Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION B-B

Note: The level of the Footwalk is dependant upon the type of bearer used.
Fig 9.14
9:12
 TUBULAR FOOTWALK
ABUTMENT OF TWO LANE ROADWAY
WITH 1.0m AND 1.5m FOOTWALKS
MALE END
OF BRIDGE 2 No 75 x 75 x 150mm deep pockets at each end of
the bridge for 24mm diameter holding down bolts.
Bridge B
Bearings

699
591
Span = Number of Bays x 3048
Direction of Launch

8230 Inner Panel Centres

241
457
730
1005 1170 1.0m Footwalk
HALF 1670 1.5m Footwalk
PLAN
7750
Bearings

350
458
FEMALE END
OF BRIDGE B
7000 - 1.0m Footwalk
7500 - 1.5m Footwalk

7350 60 1660 1.0m Footwalk

Roadway Level 2160 1.5m Footwalk
Footwalk
Level
1.0m: 512
1.5m: 482

Bridge HALF ELEVATION

ON ABUTMENT
16* 254*
Not to scale
Roadway Level
Footwalk Level
1011

1.0m: 504
1.5m: 474
20 Grout
Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION B-B

Note: The level of the Footwalk is dependant upon the type of bearer used.
Fig 9.15
9:13
 TUBULAR FOOTWALK
ADDITIONAL ABUTMENT DETAILS
Concrete Kerb

Bridge Bearings Roadway Level

location Bridge Bearings
location

Footwalk Level

PERSPECTIVE VIEW ON AN ABUTMENT SUITABLE

TO ACCOMMODATE ONE FOOTWALK

FEMALE END MALE END

OF BRIDGE Do not grout in abutment plate and holding down OF BRIDGE
bolts until bridge and footwalk are in position

L N
24mm

24mm
M P

Bearings Bearings

75mm x 75mm x 150mm deep

pockets for holding down bolts
250mm 250mm

SECTION THROUGH FOOTWALK BACKWALLS

SINGLE LANE TWO LANE

ROADWAYS ROADWAYS
DIMENSIONS
STANDARD WIDTH EXTRA WIDE
7.35m
3.15m 4.20m

L 463 462 458

M 355 354 350

N 693 694 699

P 585 586 591

Fig 9.16
9:14
 TUBULAR FOOTWALK
SPAN CONSTRUCTION - HS20 LOADING 1m & 1.5m F/W
BRIDGE SPAN ROADWAY WIDTH & TYPE
3.15m STEEL DECK 4.20m STEEL DECK 7.35m STEEL DECK
BAYS FEET METRES 1.0m 1.5m 1.0m 1.5m 1.0m 1.5m
FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK

3 30 9.144 SSH SSH SSH SSH DSH DSH

4 40 12.192 SSH SSH SSH SSH DSH DSH
5 50 15.240 SSH SSH SSH SSH DSH DSH

6 60 18.288 SSH SSH SSH+ SSH+ DSH DSH

7 70 21.336 SSH+ SSH+ SSH+ SSHRH++ DSH DSH+
8 80 24.384 SSHRH+ SSHRH++ SSHRH++ SSHRH++ DSH+ DSH+

9 90 27.432 SSHRH++ SSHRH++ SSHRH++ SSHRH++ DSHR1H++ DSHR1H+++

10 100 30.480 SSHRH++ SSHRH++ SSHRH+++ DSH DSHR1H+++ DSHR2H++
11 110 33.528 SSHRH++ SSHRH+++ SSHRH+++ DSHR1H++ DSHR2H++ DSHR2H++

12 120 36.576 SSHRH+++ DSHR1H+ DSHR1H+ DSHR1H++ DSHR2H++ DSHR2H+++

13 130 39.624 DSHR1H+ DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H+++ DSHR2H+++
14 140 42.672 DSHR1H+ DSHR1H++ DSHR1H++ DSHR2H+ TSHR2H++ TSHR2H++

15 150 45.720 DSHR1H++ DSHR2H+ DSHR2H+ DSHR2H+ TSHR3H+ TSHR3H++

16 160 48.768 DSHR2H DSHR2H+ DSHR2H+ DSHR2H++ TSHR3H++ QSHR3H+
17 170 51.816 DSHR2H+ DSHR2H++ DSHR2H++ TSHR2H+ QSHR3H+ QSHR4H

18 180 54.864 DSHR2H+ TSHR2H TSHR2H TSHR3H QSHR4H QSHR4H+

19 190 57.912 TSHR2H TSHR3H TSHR3H TSHR3H - -
20 200 60.960 TSHR3H TSHR3H TSHR3H - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 30 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/360th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey Bridge Engineers for details.
5. The constructions tabulated above assume the use of standard deck systems which are
adequate for the specified loading.
6. Constructions quoted are suitable for one or two external footwalks.
7. For single lane bridges, where two-bolt bearers are used, single truss constructions are not
possible (SSH / SSHRH) and the minimum construction is double single (DSH). Single truss
constructions for single lane bridges are possible with four-bolt bearers only. Consult Mabey
Bridge for further details as required.

9:15
 TUBULAR FOOTWALK
SPAN CONSTRUCTION - HS25 LOADING 1m & 1.5m F/W
BRIDGE SPAN ROADWAY WIDTH & TYPE
3.15m STEEL DECK 4.20m STEEL DECK 7.35m STEEL DECK
BAYS FEET METRES 1.0m 1.5m 1.0m 1.5m 1.0m 1.5m
FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK

3 30 9.144 SSH SSH SSH SSH DSH DSH

4 40 12.192 SSH SSH SSH SSH DSH DSH
5 50 15.240 SSH SSH+ SSH+ SSH+ DSH DSH

6 60 18.288 SSH+ SSH+ SSH+ SSH+ DSH+ DSH+

7 70 21.336 SSH+ SSHRH++ SSHRH++ SSHRH++ DSH+ DSH+
8 80 24.384 SSHRH++ SSHRH++ SSHRH++ DSH DSHR2H++ DSHR2H++

9 90 27.432 SSHRH++ SSHRH++ DSH DSH DSHR2H++ DSHR2H++

10 100 30.480 SSHRH+++ DSH DSH DSHR1H++ DSHR2H++ DSHR2H+++
11 110 33.528 SSHRH+++ DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H+++ DSHR2H+++

12 120 36.576 DSHR1H+ DSHR1H++ DSHR1H++ DSHR1H+++ DSHR2H+++ TSHR2H++

13 130 39.624 DSHR1H++ DSHR1H++ DSHR1H+++ DSHR2H+ TSHR2H++ TSHR2H+++
14 140 42.672 DSHR1H++ DSHR2H+ DSHR2H+ DSHR2H++ TSHR3H++ TSHR3H++

15 150 45.720 DSHR2H+ DSHR2H+ DSHR2H++ DSHR2H++ TSHR3H++ QSHR3H+

16 160 48.768 DSHR2H+ DSHR2H++ DSHR2H++ TSHR2H+ QSHR3H++ QSHR4H+
17 170 51.816 DSHR2H++ TSHR2H+ TSHR2H+ TSHR3H QSHR4H+ QSHR4H+

18 180 54.864 TSHR2H TSHR3H TSHR3H TSHR3H+ - -

19 190 57.912 TSHR3H TSHR3H TSHR3H - - -
20 200 60.960 TSHR3H - - - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 40 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/360th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Bridge Engineers for details.
5. The constructions tabulated above assume the use of deck systems which are adequate for the
specified loading.
6. Constructions quoted are suitable for one or two external footwalks.
7. For single lane bridges, where two-bolt bearers are used, single truss constructions are not
possible (SSH / SSHRH) and the minimum construction is double single (DSH). Single truss
constructions for single lane bridges are possible with four-bolt bearers only. Consult Mabey
Bridge for further details as required.

9:16
 TUBULAR FOOTWALK
SPAN CONSTRUCTION - HA LOADING 1m & 1.5m F/W
BRIDGE SPAN ROADWAY WIDTH & TYPE
3.15m STEEL DECK 4.20m STEEL DECK 7.35m STEEL DECK
BAYS FEET METRES 1.0m 1.5m 1.0m 1.5m 1.0m 1.5m
FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK

3 30 9.144 SSH SSH SSH SSH DSH DSH

4 40 12.192 SSH SSH SSH SSH DSH DSH
5 50 15.240 SSH SSH+ SSH+ SSH+ DSH DSH

6 60 18.288 SSH+ SSH+ SSHRH+ SSHRH++ DSH DSH

7 70 21.336 SSHRH+ SSHRH++ DSH DSH DSH+ DSH+
8 80 24.384 SSHRH++ DSH DSH DSH+ DSHR2H+ DSHR2H++

9 90 27.432 DSH DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H++ DSHR2H++

10 100 30.480 DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H++ TSHR2H++ TSHR2H++
11 110 33.528 DSHR1H++ DSHR1H+++ DSHR2H++ DSHR2H++ TSHR2H++ TSHR2H++

12 120 36.576 DSHR1H+++ DSHR2H++ DSHR2H++ DSHR2H+++ TSHR3H++ TSHR3H++

13 130 39.624 DSHR2H++ DSHR2H++ TSHR2H++ TSHR2H++ TSHR3H++ QSHR3H++
14 140 42.672 DSHR2H++ TSHR2H++ TSHR3H+ TSHR3H++ QSHR3H++ QSHR3H++

15 150 45.720 TSHR2H+ TSHR3H+ TSHR3H+ - QSHR4H+ QSHR4H++

16 160 48.768 TSHR3H TSHR3H+ - - - -
17 170 51.816 TSHR3H+ - - - - -

18 180 54.864 - - - - - -
19 190 57.912 - - - - - -
20 200 60.960 - - - - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 40 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/400th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey Bridge Engineers for details.
5. The constructions tabulated above assume the use of standard deck systems which are
adequate for the specified loading.
6. Constructions quoted are suitable for one or two external footwalks.
7. For single lane bridges, where two-bolt bearers are used, single truss constructions are not
possible (SSH / SSHRH) and the minimum construction is double single (DSH). Single truss
constructions for single lane bridges are possible with four-bolt bearers only. Consult Mabey
Bridge for further details as required.

9:17
 PART 2 - MODULAR FOOTWALK
INTRODUCTION
The footwalk comprises components that are connected to the bridge structure to form a 1.0m (shown
below) or 1.5m external cantilevered walkway for pedestrians. The components can be easily
manhandled and installed quickly on site using simple hand tools.

General arrangement of a 1m cantilever footwalk

General arrangement of a 1m cantilever footwalk (decks and railing panels omitted for clarity)
Fig 9.17
9:18
THIS PAGE HAS BEEN LEFT INTIONALLY BLANK

9:19
 MODULAR FOOTWALK
PARTS LIST FOR FOOTWALK BAYS
The sundry parts of the footwalk can be assembled quickly, without the need for hydraulic equipment.
All connections are made on site and are easily installed using simple hand tools. See below table for
footwalk quantities per bay of bridge.

TABLE OF FOOTWALK QUANTITIES PER BAY OF BRIDGE

MALE END FEMALE END

MARK No. COMPONENT DESCRIPTION BAY OF INTERNAL BAY OF
BRIDGE BAY BRIDGE
MC430 Bolt - Bracing 30 15 15
MC433 Bolt - Chord 2 - 2
MC435 Bolt - Walkway 26 16 22
MC436 Nut - M24 – Flanged 58 31 39
NLU13069 Channel - Footwalk Bearer - 1m 2 1 1
NLU13007 Channel - Footwalk Bearer - 1.5m 2 1 1
NLU13070 Angle - Footwalk Bearer - 1m 2 1 1
NLU13015 Angle - Footwalk Bearer - 1.5m 2 1 1

NLT3042B Deck - F/W - 525 3 3 3

NLC22062B Deck - F/W - 525 – SJ 3 - 3

MC343 Plate - Abutment - 1m 1 - 1

MC345 Plate - Abutment - 1.5m 1 - 1
NLU20011 Stanchion - Handrail - L/H 2 1 1
NLU20012 Stanchion - Handrail - R/H 2 1 1

NLC24015 Railing - Panel 2 2 2

MLC24016 Railing - Panel - EOB / SJ 2 - 2
NLC24017 Kick - Angle - 150mm - 2 -
NLC24018 Kick - Angle - 150mm - EOB 2 - 2
NLC19547 Staircase - 1m (if required) 1 - 1
NLC24013B Staircase - 1.5m (if required) 1 - 1

9:20
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
All footwalk components can be easily manhandled and assembled, however, it is recommended that
mechanical lifting equipment is used to lift and assemble the heavier footwalk components (being the
Deck Units and Railing Panels). Refer to Figures below for the general arrangement of a 1.5m
footwalk fitted to a modular bridging system.

Decks omitted
See detail 8 for clarity
Footwalk end detail

Male End See Fig 2 below for key to details

of Bridge

Fig 9.18
General arrangement of a 1.5m cantilever footwalk

See detail 7 See detail 1

See detail 2

See detail 3 & 4 See detail 6

See detail 5
Fig 9.19
Key diagram for footwalk connection details

9:21
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING FOOTWALK BEARER CHANNELS TO TRANSOMS

Connect a footwalk bearer channel to the web of each transom in the bridge. The footwalk bearer
channel should be fitted to the transom web on the opposite side to the cut back portion of transom
flange. Use 4 bracing bolts (MC430) 4 M24 nuts (MC436) for this connection. It is recommended that
the bolts are only hand tightened temporarily to allow flexibility during the fitting of the footwalk deck
units. See details 1 and 2.
Transom

4 no M24 Nuts
(MC436)

4 no Bracing Bolts
(MC430)

Footwalk bearer
channel

Detail 1
Footwalk bearer to transom connection

3 no M24 Nuts
(MC436)

3 no Bracing Bolts
(MC430)

Footwalk bearer angle

Footwalk bearer
channel

Detail 2
Bearer angle to bearer channel connection

9:22
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING DECK UNITS

Connect 3 footwalk deck units (NLT3042), between adjacent footwalk bearers in one bay. The
footwalk deck units should span between the angle of one footwalk bearer to the channel of the
adjacent footwalk bearer. Use 4 footwalk bolts (MC435) and 4 M24 nuts (MC436) per footwalk deck
unit. The bolts should be entered downwards. See detail 3 and 4.

Footwalk deck 2 no Footwalk Bolts

(NLT3042) (MC435)

Footwalk bearer
angle

Footwalk bearer
channel 2 no M24 nuts
(MC436)

Detail 3
Footwalk deck to bearer channel connection

2 no Footwalk Bolts
(MC435)

Footwalk deck
Footwalk bearer (NLT3042)
channel

Footwalk bearer
angle
2 no M24 nuts
(MC436)

Detail 4
Footwalk deck to bearer angle connection

9:23
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING HANDRAIL STANCHIONS

There are two types of Handrail Stanchions, the Handrail Stanchion Left Hand (NLU20011) and the
Handrail Stanchion Right Hand (NLU20012). One right hand stanchion and one left hand stanchion
are bolted to each bearer. The left hand stanchion is fitted to the bearer at the position closest to the
bridge truss with the bracket at the foot of the stanchion facing toward the centre of the footwalk. The
right hand stanchion is fitted to the bearer at the position farthest to the bridge truss with the bracket
at the foot of the stanchion facing toward the centre of the footwalk The angle flange of each of the
stanchions are bolted to the web of the bearer channel using 2 bracing bolts (MC436). The bolts
should be entered through the bearer channel first and used in conjunction with M24 nuts (MC436).
See detail 5.
Handrail stanchion
right hand (NLU20012)

2 no Bracing Bolts
(MC430)

1.5m Footwalk bearer

channel (NLU13007)

Detail 5 2 no M24 nuts

Handrail stanchion to bearer connection (MC436)

FITTING HANDRAIL PANELS

Handrail panels (NLC24015) fit between the handrail stanchions of adjacent bays and are connected
to the handrail panels of the adjacent bay using 2 bracing bolts (MC430) and 2 no M24 nuts (MC436).
Two handrail panels are required per footwalk bay. See detail 6.

Handrail stanchion right

hand (NLU20012)

Handrail panel
2 no M24 nuts
(NLC24015)
(MC436)

2 no Bracing Bolts
(MC430) Handrail panel
(NLC24015)

Detail 6
Handrail panel to handrail stanchion and handrail panel connection

9:24
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
FITTING KICK ANGLES

Footwalk Kink Angles (NLC24017) are bolted to angle brackets of adjacent handrail stanchions using
Footwalk Bolts (MC435). The footwalk bolts must be entered through the kicker angle first. Two
kicker angles per intermediate footwalk bay are required. See detail 7
Handrail stanchion left hand
(NLC20011)

2 no M24 nuts Footwalk kick angle

(MC436) (NLC24017)

2 no Footwalk Bolts
Footwalk kick angle (MC435)
(NLC24017)

Detail 7
Kick angle to handrail stanchion connection

FOOTWALK END DETAIL

The footwalk end detail shown in detail 8 for the male end of bridge is equally applicable for the
female end of bridge.

End of bridge
Footwalk kick angle See detailSee
9 detail 11
(NLC24018) Detail 8
Footwalk end detail

See detail 10
9:25
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
ABUTMENT PLATE

The Abutment Plate is used when a level approach to the footwalk is required and is secured to the
abutment, in prepared holding down pockets, using 2 no Short Chord Bolts (MC433) and 2 no M24
nuts (MC436). The abutment plate is fabricated from two plates, with the upper plate slightly raised to
create an opening for the End of Bridge Footwalk Decks (NLC13071). See details 9 and 10.

M24 Nuts Abutment Plate

(MC436)

Short chord bolts

(MC433)

Detail 9
Abutment Plate

END OF BRIDGE FOOTWALK DECKS

End of Bridge Footwalk Decks (NLC13071) are used at each end of the footwalk where a level
approach to the footwalk is required. Each end of bridge footwalk deck is secured to the bearer (at the
end of the bridge) using 2 no Footwalk Bolts (MC435) and 2 no M24 nuts (MC436). The other end of
the end of bridge footwalk deck is positioned between the lower and upper plates of the abutment
plate (MC345). See details 9 and 10.

Abutment plate

Footwalk Bolt
(MC435)

Footwalk Bearer

End of bridge footwalk

deck (NLC13071)
Detail 10
End of Bridge Footwalk Decks

9:26
 MODULAR FOOTWALK
GENERAL ERECTION PROCEDURE
END OF BRIDGE HANDRAIL PANEL

The End of Bridge Handrail Panels (NLC24016) are connected to the stanchions and handrail panels
at the ends of bridge using 2 no Bracing Bolts and 2 no M24 nuts (MC436). See detail 11. The end of
bridge handrail panels are also utilised where span junctions are required.

Handrail Stanchion
Left Hand (NLU20011)

2 no M24 nuts
(MC436)

Handrail Panel
(NLC24015)

End of Bridge Handrail Panel

2 no Bracing Bolts
(NLC24016)
(MC430)

Detail 11
End of Bridge Handrail Panel

9:27
THIS PAGE HAS BEEN LEFT LINTENTIONALLY BLANK

9:28
 MODULAR FOOTWALK
ABUTMENT OF STANDARD WIDTH ROADWAY
WITH 1.0m AND 1.5m FOOTWALKS
2 No 75 x 75 x 150mm deep pockets at each end
MALE END of the bridge for 24mm diameter holding down
bolts.
OF BRIDGE
Bridge B
Bearings

680
580
Span = Number of Bays x 3048
Direction of Launch

3937 Inner Panel Centres

241
457
1170 1.0m Footwalk
1670 1.5m Footwalk
HALF
PLAN 775

3500
Bearings

449
349

FEMALE END
OF BRIDGE B
4500 - 1.0m Footwalk
5000 - 1.5m Footwalk
3150 60 1544 1.0m Footwalk
Roadway Level 2030 1.5m Footwalk
Footwalk
Level
497

HALF ELEVATION
Bridge
ON ABUTMENT
5* 238*
Not to scale Roadway Level Footwalk Level
802

489
20 Grout
Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION B-B

Note: The level of the Footwalk is dependant upon the type of bearer used.
Fig 9.20
9:29
 MODULAR FOOTWALK
ABUTMENT OF EXTRA WIDE ROADWAY
WITH 1.0m AND 1.5m FOOTWALKS
2 No 75 x 75 x 150mm deep pockets at each end
MALE END of the bridge for 24mm diameter holding down
bolts.
OF BRIDGE
Bridge B
Bearings

681
581
Span = Number of Bays x 3048
Direction of Launch

4953 Inner Panel Centres

241
457
768 1170 1.0m Footwalk
1670 1.5m Footwalk
HALF
PLAN 688

4500
Bearings

448
348

FEMALE END
OF BRIDGE B
5000 - 1.0m Footwalk
5500 - 1.5m Footwalk
4200 60 1536 1.0m Footwalk
Roadway Level 2030 1.5m Footwalk
Footwalk
Level
497

Bridge HALF ELEVATION

5* ON ABUTMENT 238*
Not to scale
Roadway Level Footwalk Level
805

489
20 Grout
Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION B-B

Note: The level of the Footwalk is dependant upon the type of bearer used.
Fig 9.21
9:30
 MODULAR FOOTWALK
ABUTMENT OF TWO LANE ROADWAY WITH 1.0m AND
1.5m FOOTWALKS
MALE END
OF BRIDGE 2 No 75 x 75 x 150mm deep pockets at each end of
the bridge for 24mm diameter holding down bolts.
Bridge B
Bearings

684
584
Span = Number of Bays x 3048
Direction of Launch

8230 Inner Panel Centres

241
457
730
1041 1170 1.0m Footwalk
HALF 1670 1.5m Footwalk
PLAN
7750
Bearings

446
FEMALE END 346
OF BRIDGE B
7000 - 1.0m Footwalk
7500 - 1.5m Footwalk

7350 60 1624 1.0m Footwalk

Roadway Level 2110 1.5m Footwalk
Footwalk
Level
497

Bridge HALF ELEVATION

ON ABUTMENT
16* 251*
Not to scale
Roadway Level
Footwalk Level
1000

489
20 Grout
Nominal

FEMALE END MALE END

OF BRIDGE Bearings Bearings OF BRIDGE
SECTION B-B

Note: The level of the Footwalk is dependant upon the type of bearer used.
Fig 9.22
9:31
 MODULAR FOOTWALK
ADDITIONAL ABUTMENT DETAILS
Concrete Kerb

Bridge Bearings Roadway Level

location Bridge Bearings
location

Footwalk Level

PERSPECTIVE VIEW ON AN ABUTMENT SUITABLE

TO ACCOMMODATE ONE FOOTWALK

FEMALE END MALE END

OF BRIDGE Do not grout in abutment plate and holding down OF BRIDGE
bolts until bridge and footwalk are in position

L N
24mm

24mm
M P

Bearings Bearings

75mm x 75mm x 150mm deep

pockets for holding down bolts
250mm 250mm

SECTION THROUGH FOOTWALK BACKWALLS

SINGLE LANE TWO LANE

ROADWAYS ROADWAYS
DIMENSIONS
STANDARD WIDTH EXTRA WIDE
7.35m
3.15m 4.20m

L 449 448 446

M 349 348 346

N 600 681 684

P 580 581 584

Fig 9.23
9:32
 MODULAR FOOTWALK
SPAN CONSTRUCTION - HS20 LOADING 1m & 1.5m F/W
BRIDGE SPAN ROADWAY WIDTH & TYPE
3.15m STEEL DECK 4.20m STEEL DECK 7.35m STEEL DECK
BAYS FEET METRES 1.0m 1.5m 1.0m 1.5m 1.0m 1.5m
FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK

3 30 9.144 SSH SSH SSH SSH DSH DSH

4 40 12.192 SSH SSH SSH SSH DSH DSH
5 50 15.240 SSH SSH SSH SSH DSH DSH

6 60 18.288 SSH SSH SSH+ SSH+ DSH DSH

7 70 21.336 SSH+ SSH+ SSH+ SSHRH++ DSH DSH+
8 80 24.384 SSHRH+ SSHRH++ SSHRH++ SSHRH++ DSH+ DSH+

9 90 27.432 SSHRH++ SSHRH++ SSHRH++ SSHRH++ DSHR1H++ DSHR1H+++

10 100 30.480 SSHRH++ SSHRH++ SSHRH+++ DSH DSHR1H+++ DSHR2H++
11 110 33.528 SSHRH++ SSHRH+++ SSHRH+++ DSHR1H++ DSHR2H++ DSHR2H++

12 120 36.576 SSHRH+++ DSHR1H+ DSHR1H+ DSHR1H++ DSHR2H++ DSHR2H+++

13 130 39.624 DSHR1H+ DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H+++ DSHR2H+++
14 140 42.672 DSHR1H+ DSHR1H++ DSHR1H++ DSHR2H+ TSHR2H++ TSHR2H++

15 150 45.720 DSHR1H++ DSHR2H+ DSHR2H+ DSHR2H+ TSHR3H+ TSHR3H++

16 160 48.768 DSHR2H DSHR2H+ DSHR2H+ DSHR2H++ TSHR3H++ QSHR3H+
17 170 51.816 DSHR2H+ DSHR2H++ DSHR2H++ TSHR2H+ QSHR3H+ QSHR4H

18 180 54.864 DSHR2H+ TSHR2H TSHR2H TSHR3H QSHR4H QSHR4H+

19 190 57.912 TSHR2H TSHR3H TSHR3H TSHR3H - -
20 200 60.960 TSHR3H TSHR3H TSHR3H - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 30 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/360th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey Bridge Engineers for details.
5. The constructions tabulated above assume the use of standard deck systems which are
adequate for the specified loading.
6. Constructions quoted are suitable for one or two external footwalks.
7. For single lane bridges, where two-bolt bearers are used, single truss constructions are not
possible (SSH / SSHRH) and the minimum construction is double single (DSH). Single truss
constructions for single lane bridges are possible with four-bolt bearers only. Consult Mabey
Bridge for further details as required.

9:33
 MODULAR FOOTWALK
SPAN CONSTRUCTION - HS25 LOADING 1m & 1.5m F/W
BRIDGE SPAN ROADWAY WIDTH & TYPE
3.15m STEEL DECK 4.20m STEEL DECK 7.35m STEEL DECK
BAYS FEET METRES 1.0m 1.5m 1.0m 1.5m 1.0m 1.5m
FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK

3 30 9.144 SSH SSH SSH SSH DSH DSH

4 40 12.192 SSH SSH SSH SSH DSH DSH
5 50 15.240 SSH SSH+ SSH+ SSH+ DSH DSH

6 60 18.288 SSH+ SSH+ SSH+ SSH+ DSH+ DSH+

7 70 21.336 SSH+ SSHRH++ SSHRH++ SSHRH++ DSH+ DSH+
8 80 24.384 SSHRH++ SSHRH++ SSHRH++ DSH DSHR2H++ DSHR2H++

9 90 27.432 SSHRH++ SSHRH++ DSH DSH DSHR2H++ DSHR2H++

10 100 30.480 SSHRH+++ DSH DSH DSHR1H++ DSHR2H++ DSHR2H+++
11 110 33.528 SSHRH+++ DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H+++ DSHR2H+++

12 120 36.576 DSHR1H+ DSHR1H++ DSHR1H++ DSHR1H+++ DSHR2H+++ TSHR2H++

13 130 39.624 DSHR1H++ DSHR1H++ DSHR1H+++ DSHR2H+ TSHR2H++ TSHR2H+++
14 140 42.672 DSHR1H++ DSHR2H+ DSHR2H+ DSHR2H++ TSHR3H++ TSHR3H++

15 150 45.720 DSHR2H+ DSHR2H+ DSHR2H++ DSHR2H++ TSHR3H++ QSHR3H+

16 160 48.768 DSHR2H+ DSHR2H++ DSHR2H++ TSHR2H+ QSHR3H++ QSHR4H+
17 170 51.816 DSHR2H++ TSHR2H+ TSHR2H+ TSHR3H QSHR4H+ QSHR4H+

18 180 54.864 TSHR2H TSHR3H TSHR3H TSHR3H+ - -

19 190 57.912 TSHR3H TSHR3H TSHR3H - - -
20 200 60.960 TSHR3H - - - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 40 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/360th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey Bridge Engineers for details.
5. The constructions tabulated above assume the use of deck systems which are adequate for the
specified loading.
6. Constructions quoted are suitable for one or two external footwalks.
7. For single lane bridges, where two-bolt bearers are used, single truss constructions are not
possible (SSH / SSHRH) and the minimum construction is double single (DSH). Single truss
constructions for single lane bridges are possible with four-bolt bearers only. Consult Mabey
Bridge for further details as required.

9:34
 MODULAR FOOTWALK
SPAN CONSTRUCTION - HA LOADING 1m & 1.5m F/W
BRIDGE SPAN ROADWAY WIDTH & TYPE
3.15m STEEL DECK 4.20m STEEL DECK 7.35m STEEL DECK
BAYS FEET METRES 1.0m 1.5m 1.0m 1.5m 1.0m 1.5m
FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK FOOTWALK

3 30 9.144 SSH SSH SSH SSH DSH DSH

4 40 12.192 SSH SSH SSH SSH DSH DSH
5 50 15.240 SSH SSH+ SSH+ SSH+ DSH DSH

6 60 18.288 SSH+ SSH+ SSHRH+ SSHRH++ DSH DSH

7 70 21.336 SSHRH+ SSHRH++ DSH DSH DSH+ DSH+
8 80 24.384 SSHRH++ DSH DSH DSH+ DSHR2H+ DSHR2H++

9 90 27.432 DSH DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H++ DSHR2H++

10 100 30.480 DSHR1H++ DSHR1H++ DSHR1H++ DSHR2H++ TSHR2H++ TSHR2H++
11 110 33.528 DSHR1H++ DSHR1H+++ DSHR2H++ DSHR2H++ TSHR2H++ TSHR2H++

12 120 36.576 DSHR1H+++ DSHR2H++ DSHR2H++ DSHR2H+++ TSHR3H++ TSHR3H++

13 130 39.624 DSHR2H++ DSHR2H++ TSHR2H++ TSHR2H++ TSHR3H++ QSHR3H++
14 140 42.672 DSHR2H++ TSHR2H++ TSHR3H+ TSHR3H++ QSHR3H++ QSHR3H++

15 150 45.720 TSHR2H+ TSHR3H+ TSHR3H+ - QSHR4H+ QSHR4H++

16 160 48.768 TSHR3H TSHR3H+ - - - -
17 170 51.816 TSHR3H+ - - - - -

18 180 54.864 - - - - - -
19 190 57.912 - - - - - -
20 200 60.960 - - - - - -

Notes:
1. The number of plusses (+) after a construction indicates the number of bays at each end of the
bridge span that are to be constructed using High Shear Super Panels as follows:
+ = 1 bay of High Shear Panels required at each end of the span
++ = 2 bays of High Shear Panels required at each end of the span
+ + + = 3 bays of High Shear Panels required at each end of the span
If there is no plus, High Shear Panels are not required.
2. All constructions tabulated above are adequate to sustain a minimum of 100,000 cycles of the
design live loading.
3. The maximum theoretical deflection due to a live load comprising a single 40 tonne vehicle,
taking due account of dynamic impact and eccentricity effects, does not exceed 1/400th of the
span for any of the above tabulated constructions.
4. For other fatigue or live load deflection criteria, the required truss constructions may vary; contact
Mabey Bridge Engineers for details.
5. The constructions tabulated above assume the use of standard deck systems which are
adequate for the specified loading.
6. Constructions quoted are suitable for one or two external footwalks.
7. For single lane bridges, where two-bolt bearers are used, single truss constructions are not
possible (SSH / SSHRH) and the minimum construction is double single (DSH). Single truss
constructions for single lane bridges are possible with four-bolt bearers only. Consult Mabey
Bridge for further details as required.

9:35
 CONTENTS

CHAPTER PAGES

10.0 RAMPS 10:0

PART 1 - ADJUSTABLE RAMPS

Introduction 10:2
Gradient Paremetres 10:3
General Arrangement 10:4
Parts Lists 10:5
Arrangement 10:7
Assembly 10:14

PART 2 - EMERGENCY RAMPS

Introduction 10:32
General Arrangment 10:33
Parts Lists
3.15m Single Lane Roadwidth 10:34
4.20m Extra Wide Roadwidth 10:35
7.35m Two Lane Roadwidth 10:36
Erection Procedure 10:38
Assembly
3.15m Single Lane Roadwidth 10:39
4.20m Extra Wide Roadwidth 10:43
7.35m Two Lane Roadwidth 10.47
Addtitional Details 10:51

10:0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

10:1
 PART 1 - ADJUSTABLE RAMPS
INTRODUCTION
Adjustable Ramps were originally designed to be used in conjunction with the military version
of the Compact 200 bridge, known as the LSB (Logistic Support Bridge). Emergency Ramps
(see Page 10.31) are used for civilian bridge situations.

Note: All references in the Adjustable Ramp section of this chapter, refer to the LSB (Logistic
Support Bridge)

The LSB deck roadway is 862mm above the level of the bridge bearing baseplates. Unless these
baseplates are set in excavations below the general ground level of the bridge approaches, sloping
ramps must be provided to lead up to the deck level.

The LSB is supplied with a ramp set that enables the bridge roadway deck level to be approached
from a ‘green field’ site at bearing level. Refer to Fig 10.1 for a general arrangement of a typical LSB
span with ramps.

Bridge Span-10 Bays (30.48m) shown

Ramp Approach Ramp Approach

Fig 10.1 Typical general arrangement of LSB utilising ramps

The ramp set is designed to be adaptable for varying bridge approach slopes and differences in home
and far bank bridge bearing levels. The method (and worked examples) for adjusting the ramp
components to achieve the required gradients are described and detailed at the end of this section.

10:2
 ADJUSTABLE RAMPS
GRADIENT PARAMETRES
For planning purposes, the following parameters should be observed when using ramps.

At each end of the bridge the change in gradient between the deck (within the bridge) and the ramps
shall not exceed 1:10 (10%).

Within the length of the ramp, the changes in gradient between points 3m apart shall not exceed 1:20
(5%).

At the ramp/ground interface, the change in gradient between the ramp and the approach road shall
not exceed 1:14 (7%).

For any combination of longitudinal slope of the bridge and longitudinal slope of the approach roads,
the maximum gradient anywhere on the ramp shall not exceed ± 1:5 (20%).

It is recommended that Mechanical Handling Equipment is used for the erection of the ramp.

10:3
 ADJUSTABLE RAMPS
GENERAL ARRANGEMENT
The sundry parts of the ramp, like the main bridge, can be assembled quickly and set at the required
level, without the need for hydraulic equipment. All connections are made on site and are easily
installed using simple hand tools. Refer to Fig 10.2 for details of the major ramp components.

End bay of bridge Deck units

(MC360)

Deck units
(MC360)

Ground beam and

upper grillage
Ramp posts
(NLC19543)

Ramp post baseplate

(NLC19544)
Deck Units
(MC360)
Toe Ramps
(NLC19546)

Fig 10.2 General arrangement of the ramp assembly

The ramp roadway consists of the same steel deck units that are used for the standard bridge set,
with the exception of the toe ramp deck units, which are used at the base of the ramp.

Ramp transoms support the ramp deck units. The ramp transoms are supported by the ramp posts.
The position of the ramp transoms can be slightly adjusted within the framework of the ramp posts;
hence the angle of the ramp roadway can be adjusted to suit site conditions.

When ramps are required, the bridge must be supported on the upper grillage assembly. If a suitable
hard standing area is not available to support the upper grillage adequately, the ground beam
assembly must be used.

10:4
 ADJUSTABLE RAMPS
PARTS LISTS
RAMP QUANTITIES (INCLUDING GROUND BEAMS AND GRILLAGES)

Table 1 lists the quantities of a ramp set, i.e. two ramps (one ramp at each end of the bridge). The
quantities include grillage and ground beam components.

No spares are included in the quantities in the above table. Spares should be added to the quantities
of the smaller components. i.e. bolts, M24 nuts, deck screws and deck nuts.

TABLE 1 RAMP QUANTITIES PER RAMP SET

Ser NSN Mark No Component Description Quantity

per set
(1) (2) (3) (4) (5)

Ground Beam Parts

1 5420-99-203-6248 NLC19536 Ground Beam - Long 12
2 5420-99-777-9620 NLC19537 Ground Beam - Short 4
3 5306-99-347-9038 NLC19538 Bolt - Ground Beams 18
4 5310-99-406-4259 MC436 Nut - Flange - M24 44
5 5365-99-866-6157 MC267 Plate - Washer 8

6 5340-99-882-0159 NLC19576 Lug - Lifting Ground Beam 8

7 5310-99-172-9264 MX7002 Nut - Nyloc - M24 36

Ramp Parts
8 5420-99-734-0101 NLC19540 Packer Plate 4
9 5420-99-517-3097 MC134 Swaybrace - EW 12
10 5420-99-836-2645 MC360 Deck - 1050 32
11 5420-99-702-1761 MC300 Kerb 16
12 5420-99-663-4606 MC364 Infill - Deck - EOB - EW 2

13 5310-99-984-7547 MC379 Nut - Deck Clamp 144

14 5306-99-577-3805 MC430 Bolt - Bracing 94
15 5305-99-663-3877 MC431 Bolt - Transom 152
16 5310-99-406-4259 MC436 Nut - M24 - Flanged 242
17 5420-99-135-8563 NLC19534 Transom - Ramp - Head 2
(continued)

10:5
 ADJUSTABLE RAMPS
PARTS LISTS
TABLE 1 RAMP QUANTITIES PER RAMP SET (continued)

Ser NSN Mark No Component Description Quantity

per set
(1) (2) (3) (4) (5)

18 5420-99-734-2310 NLC19535 Grillage Upper 4

19 5420-99-960-2687 NLC19542 Transom - Ramp 4
20 5420-99-661-6470 NLC19543 Post - Ramp 8
21 5420-99-517-4049 NLC19544 Baseplate -Ramp - Post 8
22 5420-99-382-5076 NLC19545 Plate - Bearing - Toe 2

23 5420-99-841-8692 NLC19546 Toe Ramp 8

24 5420-99-131-1079 NLC19548 Transom - Ramp - Foot 2
25 5420-99-792-4348 NLC19539 Plate - Increment - Grillage 8
26 5306-99-087-9019 MC433 Bolt - Chord 12
27 5420-99-225-5446 NLC19570 Brace - Vertical - Ramp 32

28 5306-99-836-3653 NLC18357 Screw - Deck - Ramp 128

29 5305-99-616-7695 MC378 Screw - Deck Clamp 16
30 5420-99-252-7735 NLC19552 Socket - Post - Edge Marker 12
31 5420-99-612-9913 NLC19564 Plate - Support - Transom 8
32 5420-99-858-8946 NLC20069 Deck - Insert - Ramp 120

33 5420-99-851-5180 NLU15328 Deck - Insert - Std - Grey 16

10:6
 ADJUSTABLE RAMPS
ARRANGEMENT
UPPER GRILLAGE AND GROUND BEAM ASSEMBLIES

When ramps are to be utilised, the LSB must be supported at its bearings, on the upper grillage
assembly. If a suitable hard standing area is not available to support the upper grillage adequately,
the ground beam assembly is used. Refer to Figs 10.3 and 10.4.
Upper grillage assembly
(Refer to Fig 10.4)
Ground beam assembly
(Refer to Fig 10.6)

Fig 10.3 Ground beam and upper grillage assembly

Fixed bearing (NLC19030) – male end of bridge or

Sliding bearing (NLC19031) – female end of bridge

Triple bearing baseplate (NLC19541)

Long ground beam

(NLC19536) 6 per
assembly

Upper grillages
Grillage pack plate (NLC19535)
(NLC19540) 2 per
assembly
Short ground
beam (NLC19537)
2 per assembly Ground beam bolts (NLC19538) 9 per assembly and M24
nuts (MC436) 18 per assembly and M24 nyloc nuts 18 per
assembly (wen lifting as helicopter underslungload only)

Fig 10.4 Ground beam and upper grillage (exploded view)

10.7
 ADJUSTABLE RAMPS
ARRANGEMENT
UPPER GRILLAGE DIMENSIONS

If a suitable hard standing area is available, grillages (Refer to Fig 10.5) can be used independently
from the ground beams when ramps are to be utilised. Two grillages are required at each end of the
bridge and each grillage facilitates and supports the bridge bearing baseplate (NLC19541). The
bridge bearing baseplates supports the bridge bearings when the bridge is in service or the launching
or landing rollers during launching and erection.

1041mm 12mm

960mm 1520mm

717mm 124mm

Plan End View

144mm 212mm

Front Elevation

Fig 10.5 Grillage dimensions

10.8
 ADJUSTABLE RAMPS
ARRANGEMENT
GROUND BEAM DIMENSIONS

If ramps are required and a suitable hard standing area is not available for grillages to be used
independently to provide foundations, then ground beam assemblies (refer to Fig 10.6) should be
used to spread the load adequately. Two ground beam assemblies are required at each end of the
bridge and each ground beam assembly facilitates and supports two grillages (refer to Fig 10.5).

6400mm

1500mm

300mm
1500mm 1500mm

300mm Plan End View

Front Elevation

3D View of ground beams

Fig 10.6 Ground beam dimensions

10.9
 ADJUSTABLE RAMPS
ARRANGEMENT
GRILLAGE FOUNDATION ARRANGEMENT

A typical layout for a grillage foundation arrangement is shown in Fig 10.7. This arrangement is used
when ramps are required and suitable ‘hard standing’ areas are available to support the grillages.
Refer to Figs 10.8 and 10.9.

4953mm Inner Panel Centres

4240mm

C
L Bridge
No. of bays x 3048mm

No. of bays x 3048mm

- 960mm
Tolerance
± 50mm

4240mm

PLAN ON UPPER GRILLAGES

457mm 4953mm 457mm

END ELEVATION ON UPPER GRILLAGES

Fig 10.7 Typical grillage foundation arrangement

10.10
 ADJUSTABLE RAMPS
ARRANGEMENT
GRILLAGE AND GROUND BEAM FOUNDATION ARRANGEMENT

A typical layout for a grillage and ground beam arrangement is shown in Fig 10.8. This arrangement
is used when ramps are required and the ground conditions are not suitable for the grillages to be
used independently. Refer to Figs 10.9 and 10.10.

6400mm

MALE END OF BRIDGE

1500mm
C
L Bridge
Number of
Number of
Bays x 3048mm
Bays x 3048mm
-1200mm
Tolerance
± 50mm

FEMALE END OF BRIDGE

6400mm

PLAN ON GRILLAGE AND GROUNDBEAM ASSEMBLY

END ELEVATION ON GRILLAGE AND GROUNDBEAM ASSEMBLY

Fig 10.8 Typical grillage and ground beam arrangement

10.11
 ADJUSTABLE RAMPS
ARRANGEMENT
BASEPLATE TO GRILLAGE CONNECTION

When used in conjunction with the upper grillage, the baseplate is located as shown in Fig 10.9. A
minimum of two transom bolts (MC431) are required when fitting the baseplate to the upper grillage
and are entered downwards at the positions shown in Fig 10.9.
2 x transom bolts (MC431)
required to be fitted. 4 preferble

Quality of bearings to
suit truss construction

Fig 10.9 Baseplate to grillage assembly

1500mm

Upper grillage
seated on ground
beam dowels

528mm

Fig 10.10 Upper grillage to ground beam onnection

10.12
 ADJUSTABLE RAMPS
ARRANGEMENT
SITE PREPARATION FOR RAMPS

It is recommended that the ground beneath the main ramp supports are prepared prior to the
installation of the ramp. The ground should be level and compacted where the supports are to be
situated. Fig 10.11 shows a layout of the ramp supports for one end of a bridge.

Centre line of
end of bridge
transom

Dimension X
5110m

Centre line of
ramp post
baseplate

3029mm 1380m

Centre line of
ramp post 1380m
baseplate

3027mm

5090m
Centre line of
foot ramp
transom
Dimension X =

3040mm FEMALE END OF BRIDGE = 3100mm

MALE END OF BRIDGE = 3390mm

Centre line of
toe ramp
bearing plate

Fig 10.11 Ramp support layout

10.13
 ADJUSTABLE RAMPS
ASSEMBLY
FITTING THE HEAD RAMP TRANSOM AT FEMALE END OF BRIDGE

The following ramp assembly instructions are for fitting the head ramp transom at the female end of
bridge and assumes that the bridge has been fully launched and jacked down onto its bearings. It is
assumed that the female end of bridge is seated on the fixed bearings.

Fit an EOB infill deck (MC364) onto a head ramp transom (NLC19534) using 8 ramp deck screws
(NLC 18357) and 8 deck nuts (MC379). Refer to Fig 10.12. Ensure that the EOB infill deck is fitted to
the top flange of the head ramp transom which will be adjacent to the end of bridge transom.

8 x Ramp deck screws

(NLC18357)

EOB deck infill

(MC364)

Head ramp transom

(NLC19534)
8 x Deck nuts
(MC379)

Component parts

Assembled parts

Fig 10.12 Fitting the EOB deck infill to the head ramp transom

10.14
 ADJUSTABLE RAMPS
ASSEMBLY
Position the head ramp transom (NLC19534), so that the foot plates of the transom are fitted
into the upper grillage and the gap between the EOB filler of the head ramp transom and the
end of bridge transom EOB filler is 10mm. Timber blocks should be used during the fitting of
the head ramp transom as a temporary safety measure to prevent a ‘hand trap’ between the
head ramp tramsom and the end of bridge transom.

Connect the head ramp transom to the upper grillage via 4 increment plates (NLC19539) and 6
chord bolts (MC433) and 6 M24 nuts (MC436). An increment plate is positioned each side of
the head ramp transom foot plates. The chord bolts are inserted in the central and extreme
holes. Refer to Fig 10.13.

2 x Increment plates
(NLC19539) at each
grillage

Head ramp transom

(NLC16534)

3 x Chord bolts (MC433)

and 3 x M24 Nuts
(MC436) at each grillage

Component parts Assembled detail

Plan Perspective View

Elevation End view

Fig 10.13 Fitting the head ramp transom to the upper grillage
(end of bridge bay omitted for clarity)

10.15
 ADJUSTABLE RAMPS
ASSEMBLY
FITTING THE HEAD RAMP TRANSOM AT MALE END OF BRIDGE

The head ramp transom at the male end of bridge is fitted in the same manner as described
previously for the head ramp transom at the female end of the bridge. However, the gap between the
end of bridge fillers on the end of bridge transom and the head ramp transom should be set at 35mm.

FITTING THE RAMP POST TO THE RAMP POST BASEPLATE

Position 2 ramp post baseplates (NLC19544), situated 5.11m apart at a distance of 3.048m from the
centre of the head ramp transom. Refer to Fig 10.11 Ramp support layout.

Connect 1 ramp post (NLC19543) to each ramp post baseplate (NLC19544) using 4 transom bolts
(MC431) and 4 x M24 nuts (MC436). Refer to Fig 10.14.

Ramp post
(NLC19543)

4 x Transom bolts
(MC431) and M24
nuts (MC436)

Assembled parts

Ramp post baseplate

(NLC19544)

Component parts

10.16
 Fig 10.14 Ramp post to ramp post baseplate
ADJUSTABLE RAMPS
ASSEMBLY
Fitting the ramp transom to the ramp post utlising the transom support plate

As stated previously the ramp set is designed to be adaptable for varying bridge approach slopes and
differences in home and far bank bridge bearing levels. The transom support plate (NLC19564) and
its position within the ramp post determines the height of the ramp transom and thus the angle of the
ramp. The method (and worked examples) for adjusting the transom support plate to achieve the
required gradients are described and detailed in at the end of this adjustable ramp section.

Connect a transom support plate to the ramp posts, at the required position (refer to Para 21), using 2
x transom bolts (MC431) & 2 x M24 nuts (MC436). Place a transom ramp (NLC19542) such that the
end plates of the transom are resting on the transom support plate (NLC19564). Connect each end of
the ramp transom to the ramp support post using 4 x transom bolts (MC431) and M24 nuts (MC436).

2 x Transom bolts
Transom support plate
(MC431) & 2 x M24
(NLC19564)
nuts (MC436)

4 x Transom bolts & 4 x M24 nuts

(MC436) (Note Extension socket
(MM554) required to tighten these bolts

Ramp post
(NLC19543)

Ramp transom
(NLC19542)

2 x Transom bolts
(MC431) & 2 x M24
nuts (MC436)

Fig 10.15 Transom ramp to the ramp post utilising the transom support plate

10.17
 ADJUSTABLE RAMPS
ASSEMBLY
FITTING SWAYBRACING AND VERTICAL BRACING

Swaybracing (MC134) and ramp vertical bracing (NLC19570), is required to be fitted in three ramp
bays, prior to the fitting of the ramp decks. Refer to Fig 10.16 for the general arrangement of the
ramp swaybracing and vertical bracing.

Head ramp transom

Refer to Detail 2
(NLC19534)

Ramp transom
(NLC19542)

Refer to Detail 1
Ramp vertical
brace (NLC19570)

Swaybrace (MC134)

Foot ramp transom

(NLC19548)

Fig 10.16 General arrangement of swaybrace and ramp vertical braces

Connect 2 swaybraces (MC134) between the head of ramp transom (NLC19534) and the
adjacent ramp transom (NLC19542). Refer to detail 1. The swaybraces cross back to back in
a ‘X’ format and are connected at the central position using 1 bracing bolt (MC430) and M24
nut (MC436) as per bridge bay format.

Ramp Vertical brace

(NLC19570)
Head ramp transom
(NLC19534)
Transom bolt
(MC431) & M24
nut (MU436)

Swaybrace
(MC134)

Detail 1 Swaybrace and vertical brace - ramp connection at the ends of the transom

10.18
 ADJUSTABLE RAMPS
ASSEMBLY
Connect 8 ramp vertical braces (NLC19570) between the head ramp transom (NLC19534) and the
adjacent ramp transom (NLC19542) as shown in Fig 10.16 General arrangement of swaybrace and
vertical brace ramp. Ensure that the ramp transom end plate is fully seated down on the transom,
support plate before proceeding to fit the ramp bracing.

The vertical braces are connected back to back between the brackets of the head ramp transom and
the ramp transom. The two pairs of vertical braces, which form the edge of bay connection (horizontal
format), are connected to the transom brackets with transom bolts (MC431) and are entered
downwards. Refer to detail 1 on Fig 10.16. The pairs of vertical braces which form the interior bay
connection (vertical format), are connected to transom brackets with transom bolts (MC431) and are
entered sideways. Refer to detail 2.

Head Ramp Transom

(NLC19534)

Transom bolt (MC431)

& M24 nut (MC436)

Ramp vertical brace

(NLC19570)

Detail 2 Vertical Brace – ramp connection

The transom bolts (MC431) which connect the ramp vertical brace to the ramp transom, must
be entered sideways through the bracket at certain locations in a specific orientation. This
action avoids a clash with the deck screw connection, when the ramp deck units are fitted.
Refer to Fig 10.17 for orientation of transom bolts when fitting ramp vertical braces.

10.19
 ADJUSTABLE RAMPS
ASSEMBLY
POSITIONING HEAD RAMP TRANSOM, RAMP TRANSOM, FOOT RAMP TRANSOM AND RAMP
TOE BEARING PLATE

The ramp posts that support the second and remaining ramp transoms, are positioned 3.048m from
the centre of the previously positioned ramp posts, at transverse centres of 5.11m. Refer to Figs 14
and 15 for ramp post and ramp transom connection details. Connect 4 x ramp vertical braces
(NLC19570) and 2 x swaybraces (MC134). Refer to Fig 10.16 for general arrangement detail and Fig
10.17 for orientation of transom bolts when fitting ramp vertical braces.

Place 1 foot of ramp transom (NLC19548) at 3.048m spacing from the centre line of the previous
ramp post support baseplates. Connect 4 ramp vertical braces (NLC19570) and 2 swaybraces
(MC134). No bracing bolt (MC430) is used to connect the swaybraces in this ramp bay. Refer to Fig
10.16 for general arrangement detail and Fig 10.17 for orientation of transom bolts when fitting ramp
vertical braces.

Place 1 ramp toe bearing plate (NLC19545) at 3.048m spacing from the centre line of the toe ramp
transom (NLC19548).

Ramp transom Foot ramp

Head ramp
transom
transom

Bracing bolt (MC430)

Required orientation of
Bracing bolt (MC430) No bracing bolt
transom bolts (MC431), when
(MC430) required
fitting verticl brace & ramp

Fig 10.17 Orientation of transom bolts when fitting ramp vertical braces

10.20
 ADJUSTABLE RAMPS
ASSEMBLY
FITTING DECK UNITS TO RAMP

Fit 4 deck units (MC360) between the head of ramp transom and the ramp transom. Use ramp deck
screws (NLC18357) and deck nuts (MC379) at all fixing positions. Refer to Fig 10.18. The deck nuts
should be positioned in the transom nut housings (beneath the top flange), prior to fitting the deck
units. The ramp deck screws should be entered downwards through the respective holes in the deck
unit. The ramp deck screws should be tightened by hand until fully engaged with the deck nut. The
ramp deck screws can then be tightened with the T Bar wrench - 16mm (NLC12185).

Fit 4 deck units (MC360) between the two ramp transoms. Use ramp deck screws (NLC18357) and
deck nuts (MC379) at all fixing positions. Refer to Fig 18. Fit nuts and engage ramp deck screws. Fit
4 deck units (MC360) between the ramp transom and foot ramp transom. Use ramp deck screws
(NLC18357) and deck nuts (MC379) at all fixing positions. Fit nuts and engage ramp deck screws.

Fit 4 deck units (MC360) between the toe ramp transom and the ramp toe bearing plate. Use ramp
deck screws (NLC18357) and deck nuts (MC379) at the foot ramp transom connection but no fixings
are required at the toe ramp bearing plate. Refer to Fig 10.18. Fit nuts and engage ramp deck
screws as described in Para 18.

Fit 4 toe ramps (NLC19546) to toe ramp bearing plate (NLC19545) and secure one end only using 8
ramp deck screws (MC378) and 8 deck nuts (MC379). Refer to Fig 10.18.

Ramp deck screw

8 x deck screws (MC378) and 8 x
(NLC18357)
deck nuts (MC379) required for the
toe ramp to toe ramp bearing plate.
No deck screws required for deck
unit (MC360) to toe ramp bearing
plate

Ramp deck screw

(NLC18357)

Ramp deck screw

(NLC18357)

Ramp deck screw

(NLC18357)

Toe ramp bearing plate

(NLC19545)
Toe ramps (NLC19546)

Fig 10.18 Fitting deck units to ramp

10.21
 ADJUSTABLE RAMPS
ASSEMBLY
FITTING KERBS TO RAMP DECK UNITS

Attach a kerb to the side of each outer ramp deck unit using four bracing bolts (MC430), one in each
of the two outermost holes at either end of the kerb. The bolts are inserted form the inside of the deck
outwards. M24 nuts (MC436) are fitted to the bolts. No bolt is required in the central hole of the kerb
unit. The kerb units which are fitted to the deck units at the toe end of the ramp, are required to be
fitted prior to placement of the deck unit. Refer to Fig 10.19.

Bracing bolt
(MC430)

Kerb
(MC300)

M24 nut
(MC436) These kerb units
to be fitted prior to
placement of the
Fig 10.19 Fitting kerbs to ramp deck units deck nits
FITTING EDGE MARKER POST SOCKET

Fit edge marker post sockets (NLC19552) to the ramp transoms (NLC19542) and foot ramp transoms
(NLC19548). 2 edge marker post sockets are required per transom and connected to the top flange,
between the ramp deck unit and the ramp post, using 2 transom bolts (MC431) and 2 M24 nuts
(MC436). Refer to Fig 10.20.

Fig 10.20 Edge marker post socket to ramp transom connection

10.22
 ADJUSTABLE RAMPS
ASSEMBLY
Ramp slopes - methods for adjustments and worked examples

General. The ramp set is designed to be adaptable for varying bridge approach slopes and
differences in home and far bank bridge bearing levels. The ramp set consists of adjustable and fixed
height supports. The ramp posts are the ramps adjustable support. To achieve the desired ramp
slope, the transom support plates (NLC19564) have to be fitted within the ramp posts in a specific
position. Refer to Para 28 and Fig 10.22 for transom support plate location details.

During construction of the ramp, the following ramp gradient parameters must be observed.

Parameters for design of ramp. The following ramp gradient parameters should be read in conjunction
with Fig 21 below.

At each end of the bridge, the change in gradient between the deck (within the bridge) and the ramps
shall not exceed 1:10 (10%). Refer to dimension 1 in Fig 10.21.

Within the length of the ramp, the changes in gradient between points 3m apart shall not exceed 1:20
(5%). Refer to dimensions 2, 3 and 4 in Fig 10.21.

At the ramp/ground interface, the change in gradient between the ramp and the approach road shall
not exceed 1:14 (7%).

For any combination of longitudinal slope of the bridge and longitudinal slope of the approach roads,
the maximum gradient anywhere on the ramp shall not exceed ± 1:5 (20%).

1
2
3
4
364
162 Toe Ramp
Ground Level 7% (4.0°)
1281
to Deck Level

Ground Beam & Grillage

Fixed Height Support Adjustable Height Supports Fixed Height Supports

Fig 10.21 Ramp gradient parameters

10.23
 ADJUSTABLE RAMPS
ASSEMBLY
RAMP SLOPE SETTING OUT PROCEDURE

Starting from bridge deck level, produce a suitable profile for the ramps taking into account the
parameters listed on Page 10.22

Depending on the height required for an ‘adjustable height support’ refer to Table 2 and Fig 10.22
which identifies where the bolts are to be fixed in the ramp post (NLC19543) and transom support
plate (NLC 19564).

For example, if a height of 790mm is required from ground level to the top of the transom (at an
adjustable support), by referring to Table 2, the nearest match is a height of 793mm at position 8C.

The transom location plate (NLC19564) should therefore be fitted to the ramp post at location
reference number ‘8’ on the ramp post using location reference letter ‘C’ on the transom location
plate. 2 x transom bolts (MC431) are used to fix the transom support plate. A transom support plate
should also be fitted to the opposing ramp post at the same position.

The ramp transom is then fitted to the ramp posts so that the ramp transom end plates are supported
on the transom support plate. The ramp transom is then bolted to the ramp posts using 4 x transom
bolts (MC431).

To assist in deciding what profile to use for the ramps, refer to the following examples.

Example 1 Bridge level and approaches level. Refer to Figs 10.24 and 10.25.

Example 2 Bridge at slope of 3.3% and approaches level. Refer to Figs 10.26 and 10.27.

Example 3 Bridge at slope of 3.3% and approaches at 2% slope. Refer to Figs 10.28 and 10.29.

Example 4 Bridge at slope 3.3% and approaches at 2% slope. Opposite direction to example 3.
Refer to Figs 10.30 and 10.31.

It should be noted that example 4 requires an extra adjustable height ramp post, thus illustrating the
versatility of the system.

10.24
 ADJUSTABLE RAMPS
ASSEMBLY
TABLE 2 REQUIRED HEIGHTS AT ADJUSTABLE SUPPORTS (MM)

A B C D E F
1 X X X X X X
2 X X X X X X
3 X X X X X 1063
4 1053 1043 1033 1023 1013 1003
5 993 983 973 963 953 943
6 933 923 913 903 893 883
7 873 863 853 843 833 823
8 813 803 793 783 773 763
9 753 743 733 723 713 703
10 693 683 673 663 653 643
11 633 623 613 603 593 583
12 573 563 553 543 533 523
13 513 503 X X X X
14 X X X X X X
15 X X X X X X

10.25
 ADJUSTABLE RAMPS
ASSEMBLY
RAMP POST AND TRANSOM SUPPORT PLATE HOLE DESIGNATION POSITIONS

Refer to Fig 10.22 for the hole positions for the ramp post and transom support plate.

1
2
3
4
5 EF EF
6 BCD BCD
7 A A
8
9
10
11
12
13 Transom support plate
14
15 hole letter designation

Ramp post hole number designation

Fig 10.22 Hole positions for ramp post and transom support plate

RAMP TRANSOM LIMITATIONS

The ramp transom can only be fitted to the ramp posts using the transom support plates within the
location limits defined in Fig 10.23.

F3 Location

B13
Location

Fig 10.23 Ramp transom limitation positions

10.26
 ADJUSTABLE RAMPS
ASSEMBLY
HOME BANK LEVEL BRIDGE LEVEL FAR BANK LEVEL

12% 11% 7% 7% 11% 12%

7% 7%

Refer also to Table 2

and Fig 10.22

Hole references Ramp Hole references

post=’11’ Transom Ramp post=’11’
support plate = ‘F’ Transom support
Refer also to Fig 10.25 plate = ‘F’

Hole references Hole references

Ramp post=’6’ Ramp post=’6’
Transom support Transom support
plate = ‘B’ plate = ‘B’

Fig 24 Bridge level and approaches level

Top of ramp transom to

underside of ramp post
baseplate = 583mm.
Level approcah Hole referance = 11F

180mm

Undulating ground

Required adjustment is
583 + 180 = 763mm.
Use hoel references 8F.
Refer to Table 2

Undulating ground levelled and compacted

beneath ramp post baseplate to suit
Fig 10.25 Adjustment example on undulating ground based on requirements in Fig 10.24

10.27
 ADJUSTABLE RAMPS
ASSEMBLY
BRIDGE DOWN 3.3%
HOME BANK LEVEL FAR BANK LEVEL
3.3%
12% 12% 7% 7°
7% 12% 12% 7%

Refer also to Table 2

and Fig 10.22

Hole references Hole references

Ramp post=’11’ Ramp post=’11’
Transom support Transom support
plate = ‘F’ plate = ‘F’

Hole references Hole references

Ramp post=’5’ Ramp post=’5’
Transom support Transom support
plate = ‘B’ plate = ‘F’
See also Fig 10.27

Fig 26 Bridge at slope 3.3% and approaches level

Top of ramp transom to

underside of ramp post
Undultaing ground 150mm baseplate = 943mm.
Hole referance = 5F

Level approach

Undulating ground levelled Required adjutment is

and compacted beneath 943 – 150 = 793mm Use
ramp post baseplate to suit hole reference 8C.
Refer to table 2

Fig 10.27 Adjustment example on undulating ground based on requirements in Fig 10.26

10.28
 ADJUSTABLE RAMPS
ASSEMBLY

HOME BANK DOWN 2% BRIDGE DOWN 3.3% FAR BANK DOWN 2%

3.3%
10% 7% 5% 9%
5% 13% 14% 9%

Refer also to Table 2

and Fig 10.22

Hole references Hole references Ramp

Ramp post=’11’ post=’11’ Transom
Transom support support plate = ‘F’
plate = ‘F’ Also refer to Fig 10.29

Hole references Hole references

Ramp post=’6’ Ramp post=’6’
Transom support Transom support
plate = ‘B’ plate = ‘B’

Fig 10.28 Bridge at slope 3.3% and approaches at 2%

Top of ramp transom to

underside of ramp post
160mm
baseplate = 583mm.
Hole reference = 11F

Undulating
2% ground
ground
approach slope Remove 80mm of undulating
Required adjustment is
ground. Ground levelled and
583 – 160 = 423mm.
compacted beneath ramp
However, 423mm is below
post baseplate to suit
lowest possiable fitting.
See table 2 and Fig 23.
Use holse reference 13B = 503mm
and remove 80mm of ground. 80mm
503 – 80 =423mm

Fig 10.29 Ajustment example on undulating grond based on requirements in Fig 10.28

10.29
 ADJUSTABLE RAMPS
ASSEMBLY
HOME BANK UP 2% BRIDGE DOWN 3.3% FAR BANK UP 2%

3.3%
12% 10% 5% 5%
9% 11% 9% 10% 5%

EXTRA SET OF RAMP

POSTS REQUIRED

Refer also to Table 2

and Fig 10.22

Hole references Hole references Hole references

Ramp post=’13’ Ramp post=’4’ Ramp post=’11’
Transom support Transom support Transom support
plate = ‘C’ plate = ‘D’ plate = ‘F’

Hole references
Ramp post=’6’
Transom support plate = ‘A’
Refer also to Fig 10.31
Hole references
Ramp post=’8’
Transom support plate = ‘A’

Fig 10.30 Bridge at slope 3.3% and approaches at 2% - Opposite direction to Fig 10.28 example

Top of ramp transom to

unerside of rap post
baseplate = 933mm.
Hole refernce 6A

280m
Required adjustment is
2% ground approach
933 - 280 = 1213mm.
Undulating
However, 1213mm is above
highest possiable fitting.
Refer to Table 2 and Fig 23.
Use hole reference 4F =
2003mm and add 210mm of
packing below ramp post Add 210mm of
baseplate 1003 + 210 = 1213mm compacted ground
210m

Fig 10.31 Adjustment example on undulating ground based on requirements in Fig 10.30

10.30
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

10.31
 PART 2 - EMERGENCY RAMPS
INTRODUCTION
The single lane and two lane bridge deck roadways are 800mm and 1000mm respectively above the
level of the bridge bearing baseplates. For permanent bridge installations it is recommended that the
bearings are set on a concrete abutment positioned below the ground level of the bridge approaches
such that the bridge deck is level with the approach roads. In emergency situations, however, this
may not be possible and sloping ramps must be installed at each end of the bridge to provide access.

The bridges are therefore supplied with emergency ramp sets that enable them to be used as
overbridges, or on green field sites, where such access is required. Refer to Figure 10.32 below for a
general arrangement of a typical bridge with emergency ramps at each end.

Bridge Span-10 Bays (30.48m) shown

Ramp Approach Ramp Approach

Fig 10.32 General Arrangement of a typical bridge utilising ramps

The ramps can be assembled quickly and easily without the need for hydraulic equipment, as all
connections made on site use simple hand tools. It is recommended, however, that mechanical
handling equipment, such as a crane, is used for the erection of the ramp.

The emergency ramp consists of bays of the same steel deck units that are used for the standard
bridge, with the exception of the ramp toe units, which are used at the base of the ramp. The only
difference from the bridge construction is that the ramp deck units are side bolted together to provide
extra stability.

Transverse ramp support beams, placed on suitable full width timber bases, support the ramp deck
units, and a ramp toe bearing plate supports the deck and toe at the foot of the ramp. To allow for
thermal expansion at the sliding bearing end of the bridge, expansion plates are used beneath the
ramp supports, the ramp toe bearing plate and the ramp toe.

The standard “Emergency Ramp Set” comprises two ramps of three bays (approximately 10 metres),
one for each end of the bridge. This will be adequate for most applications, however, where
approaches are on an upward gradient such that longer ramps are required, it will be necessary to
combine the components of two ramp sets.

The general arrangement diagrams shown on the following pages depict typical bridges in non-
elevated positions with bearings at ground level. At each end is a three bay ramp inclined from a
level approach, typical of that required for general use. Where the bridge is required to over-bridge
an existing structure, it may be necessary to place it in an elevated position, in which case the pack
heights will increase beneath the ramp supports. It may even be necessary to extend the ramp
length, and thus the actual pack heights required beneath the ramp supports will vary depending on
the length of ramps required and the topography, however, the principles remain the same.

10.32
 EMERGENCY RAMPS
GENERAL ARRANGEMENT

Fig 10.33 Three Dimensional View of a 3.15m wide Single Lane Ramp

Fig 10.34 Three Dimensional View of a 4.20m wide Extra Wide Ramp

Fig 10.35 Three Dimensional View of a 7.35m wide Two Lane Ramp

10.33
 EMERGENCY RAMPS
PARTS LISTS – 3.15m SINGLE LANE ROADWAY

Table 3 lists the quantities of the components listed in the above tables are sufficient for one ramp
at one end of a bridge only. Where a ramp is required at both ends of a bridge, add together the
quantities appropriate to the length of ramp required at each end, however, note that Ramp
Expansion Plates * are only required at the sliding end.
TABLE 3 RAMP COMPONENT QUANTITIES PER EOB -3.15m SINGLE LANE STEEL DECK R/W

LENGTH OF RAMP (BAYS)

MARK
COMPONENT DESCRIPTION
NUMBER
3 4 5

NLC13168 PLATE – PACK – END OF BRIDGE – 3.15m 1 1 1

NLC13167 BEAM – RAMP SUPPORT – 3.15m 2 3 4

NLC25179 PLATE – BEARING – RAMP TOE – 3.15m 1 1 1

NLC12197 PLATE – CLAMP – RAMP DECK 6 8 10
MC360 DECK 9 12 15
MC300 KERB 6 8 10
NLC19546 TOE – RAMP DECK 3 3 3
NLC25133 * PLATE – EXPANSION – RAMP – 3.15m * 4 5 6

MC378 SCREW – DECK 30 42 54

MC379 NUT – DECK SCREW 30 42 54
MC430 BOLT – BRACING 42 56 70
MC436 NUT – FLANGE – M24 42 56 70

No spares are included in the quantities in the above table. Spares should be added to the quantities
of the smaller components. i.e. bolts, M24 nuts, deck screws and deck nuts.

10.34
 EMERGENCY RAMPS
PARTS LISTS – 4.20m EXTRA WIDE ROADWAY

Table 4 lists the quantities of the components listed in the above tables are sufficient for one ramp
at one end of a bridge only. Where a ramp is required at both ends of a bridge, add together the
quantities appropriate to the length of ramp required at each end, however, note that Ramp
Expansion Plates * are only required at the sliding end.
TABLE 4 RAMP COMPONENT QUANTITIES PER EOB -4.20m EXTRA WIDE STEEL DECK R/W

LENGTH OF RAMP (BAYS)

MARK
COMPONENT DESCRIPTION
NUMBER
3 4 5

NLC12195 PLATE – PACK – END OF BRIDGE – 4.20m 1 1 1

NLC12068 BEAM – RAMP SUPPORT – 4.20m 2 3 4

NLC19545 PLATE – BEARING – RAMP TOE – 4.20m 1 1 1

NLC12197 PLATE – CLAMP – RAMP DECK 6 8 10
MC360 DECK 12 16 20
MC300 KERB 6 8 10
NLC19546 TOE – RAMP DECK 4 4 4
NLC22055 * PLATE – EXPANSION – RAMP – 4.20m * 4 5 6

MC378 SCREW – DECK 40 56 72

MU67 SCREW – DECK – LONG - - -
MC379 NUT – DECK SCREW 40 56 72
MC430 BOLT – BRACING 51 68 85
MC436 NUT – FLANGE – M24 51 68 85

No spares are included in the quantities in the above table. Spares should be added to the quantities
of the smaller components. i.e. bolts, M24 nuts, deck screws and deck nuts.

10.35
 EMERGENCY RAMPS
PARTS LISTS – 7.35m TWO LANE ROADWIDTH

Table 5 lists the quantities of the components listed in the above tables are sufficient for one ramp
at one end of a bridge only. Where a ramp is required at both ends of a bridge, add together the
quantities appropriate to the length of ramp required at each end, however, note that Ramp
Expansion Plates * are only required at the sliding end.
TABLE 5 RAMP COMPONENT QUANTITIES PER EOB -7.35M TWO LANE STEEL DECK R/W

LENGTH OF RAMP (BAYS)

MARK
COMPONENT DESCRIPTION
NUMBER
3 4 5

NLC12196 PLATE – PACK – END OF BRIDGE – 7.35m 1 1 1

NLC12189 BEAM – RAMP SUPPORT – 7.35m 2 3 4

NLC22056 PLATE – BEARING – RAMP TOE – 7.35m 1 1 1

NLC12197 PLATE – CLAMP – RAMP DECK 6 8 10
MC360 DECK 21 28 35
MC300 KERB 6 8 10
NLC19546 TOE – RAMP DECK 7 7 7
NLC22057 * PLATE – EXPANSION – RAMP – 7.35m * 4 5 6

MC378 SCREW – DECK 42 70 98

MU67 SCREW – DECK – LONG 28 28 28
MC379 NUT – DECK SCREW 70 98 126
MC430 BOLT – BRACING 78 104 130
MC436 NUT – FLANGE – M24 78 104 130

No spares are included in the quantities in the above table. Spares should be added to the quantities
of the smaller components. i.e. bolts, M24 nuts, deck screws and deck nuts.

10.36
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

10.37
 EMERGENCY RAMPS
ERECTION PROCEDURE

Refer to the diagrams and details on the following pages to clarify this erection procedure.
Prepare the ground beneath the Ramp Support Beam and Ramp Toe Bearing Plate locations, ensuring
that they are level and compacted prior to the installation of the ramp.

Construct packs for the Ramp Support Beams, of a quantity and at levels as appropriate to the required
length of ramp and the topography of the site. These packs must either be formed from concrete, or be
constructed from good quality timber, and must provide adequate support to the full length / width of the
Ramp Support Beams.

At the sliding end of the bridge, place Ramp Expansion Plates on top of each of the packs, to provide a
sliding base for the Ramp Support Beams. Place two more Ramp Expansion Plates, one at the location of
the Ramp Toe Bearing Plate and one at the bottom end of the ramp to support the end of the Ramp Toes.
The expansion plates should be located centrally along the full length of the Beams and Plates, and
secured at each outer end using suitable spikes.

Place a Ramp Support Beam onto each of the packs. Position the Ramp Toe Bearing Plate, with the
housings for the deck nuts facing towards the toe of the ramp.

Place an End Of Bridge Pack Plate onto the top flange of the Transom at the end of the bridge. Note that
this must be done prior to fitting the Decks to the end bay of the bridge, hence, at the rear (female) end of
the bridge where Decks have been placed for launching, it will be necessary to temporarily raise them in
order to insert the Pack Plate.

Insert Deck Screw Nuts into the housings on the underside of the top flange of the end of bridge Transom,
the underside of the top flanges of the Ramp Support Beams and the Ramp Toe Bearing Plate.

Place Decks in the last bay of the bridge, such that they are supported on the Pack Plate on the end of
bridge Transom, and secure them with Deck Screws.

Place Decks in the upper bay of the ramp, such that they are supported on the Pack Plate on the end of
bridge Transom at the top, and on the Ramp Support Beam at the bottom, and loosely secure them with
Deck Screws. Bolt the adjacent Decks together, side to side, using three Bracing Bolts per connection in
the three innermost holes in the side channels of the Decks.

Place Decks in all intermediate bays of the ramp, such that they span between adjacent Ramp Support
Beams, and loosely secure them with Deck Screws. Bolt the adjacent Decks together, side to side, using
three Bracing Bolts per connection in the three innermost holes in the side channels of the Decks.

Place Steel Decks in the lower bay of the ramp, such that they span between the Ramp Support Beam and
the Ramp Toe Bearing Plate, and loosely secure them to the Ramp Support Beam with Deck Screws. As
the Decks are placed, bolt the adjacent Decks together, side to side, using three Bracing Bolts per
connection in the three innermost holes in the side channels of the Decks. Note that it will be necessary to
use temporary packing to do this. Position four Ramp Toes at the foot of the ramp and secure both them
and the lower bay of decks with Deck Screws to the Ramp Toe Bearing Plate.

Fit Kerbs to the outer Decks in the end bay of the bridge and in all bays of the ramp. This connection is
made in the normal manner using four Bracing Bolts, one in each of the two outermost holes at either end
of the Kerb, but additionally it is necessary to insert Ramp Deck Clamp Plates between the Kerbs and the
Decks at the junction of each bay.

Ensure that all components are properly aligned then tighten all Bolts and Screws.

10.38
 EMERGENCY RAMPS
ASSEMBLY – 3.15m SINGLE LANE ROADWAY

See detail 5
See detail 4

See detail 3
See detail 2
See detail 1

Fixed
Bearings

Side Elevation at Female End of Bridge

Ramp Toe Deck Kerb (MC300)

(NLC19546) (MC360)

400mm wide supports

Side bolted Decks

See detail 33

Plan at Female End of Bridge

Fig 10.36 Ramp Arrangement at Female End of Bridge (with Fixed Bearings)

10.39
 EMERGENCY RAMPS
ASSEMBLY – 3.15m SINGLE LANE ROADWAY
Ramp Toe
(NLC19546)

Detail 1
Toe of Ramp
Deck Screws
omitted from last bay
Ramp Toe of decks at toe end Deck Clamp Plate
(NLC19546) (MC360) (NLC12198)

Deck Screw
Deck Nut
(MC378)
(MC379)
3.15m Ramp Toe 3.15m Ramp Support
Deck Screw Bearing Plate (NLC13167)
(MC378) Detail 2 (NLC25034) Details 3 & 4
Foot of Ramp Intermediate Decking Connection

Deck (MC360)
Deck
(MC360)
Clamp Plate
(NLC12197)
3.15m End of Bridge
Deck Screw Pack Plate (NLC13168)
(MC378)
Deck Nut
Transom (MC379)

Detail 5
Decking to End of Bridge Transom Connection

Fig 10.37 Ramp Details at Female End of Bridge (with Fixed Bearings)

10.40
 EMERGENCY RAMPS
ASSEMBLY– 3.15m SINGLE LANE ROADWAY

See detail 10
See detail 9

See detail 8
See detail 7

Sliding
Bearings See detail 6

Side Elevation at Male End of Bridge

3.15m Expansion Plates

Kerb
Deck (NLC25133) See detail 32
(MC300)
(MC360)

Side bolted Decks

400mm wide
See detail 33

Plan at Male End of Bridge

Fig 10.38 Ramp Arrangement at Male End of Bridge (with Sliding Bearings)

10.41
 EMERGENCY RAMPS
ASSEMBLY– 3.15m SINGLE LANE ROADWAY
Ramp Toe
(NLC19546)

3.15m Expansion
Plate (NLC25133)
See detail 32
Detail 6
Toe of Ramp

Deck Screws omitted Clamp Plate Deck

from last bay of Decks (NLC12198) (MC360)
at toe end
Ramp Toe
(NLC19546)

Deck Screw
(MC378)
Deck Screw Deck Nut
(MC379)
(MC378)
3.15m Ramp
3.15m Ramp Toe 3.15m Expansion Plate Support (NLC 13167)
Bearing Plate (NLC25133)
(NLC25179) Detail 7 Detail 8 & 9
Foot of Ramp Intermediate Decking Connection

Deck Deck
(MC360) (MC360)

Clamp Plate
3.15m End of (NLC12197)
Bridge Pack Plate
(NLC13168)
Deck Nut
(MC379)
Transom

Deck Screw
(MC378) Detail 10
Decking to End of Bridge Transom Connection

Fig 10.39 Ramp Details at Male End of Bridge (with Sliding Bearings)

10.42
 EMERGENCY RAMPS
ASSEMBLY - 4.20m EXTRA WIDE ROADWIDTH

See detail 15
See detail 14

See detail 13
See detail 12

Fixed Bearings
See detail 11

Side Elevation at Female End of Bridge

Ramp Toe Deck

(NLC19546) (MC360) Kerb
(MC300)

400mm wide supports Side bolted Decks

See detail 33
Plan at Female End of Bridge

Fig 10.40 Ramp Arrangement at Female End of Bridge (with Fixed Bearings)

10.43
 EMERGENCY RAMPS
ASSEMBLY - 4.20m EXTRA WIDE ROADWIDTH
Ramp Toe
(NLC19546)

Detail 11
Toe of Ramp
Deck Screws
omitted from last bay
Ramp Toe of decks at toe end Deck Clamp Plate
(NLC19546) (MC360) (NLC12198)

Deck Screw
Deck Nut
(MC378)
(MC379)
4.20m Ramp Toe 4.20m Ramp
Bearing Plate Support
Deck Screw
Detail 12 (NLC19545) (NLC12068)
(MC378) Details 13 & 14
Foot of Ramp Intermediate Decking Connection

Deck (MC360)
Deck
(MC360)
Clamp Plate
(NLC12197)
4.20m End of Bridge
Deck Screw Pack Plate (NLC13168)
(MC378)
Deck Nut
Transom (MC379)

Detail 15
Decking to End of Bridge Transom Connection

Fig 10.41 Ramp Details at Female End of Bridge (with Fixed Bearings)

10.44
 EMERGENCY RAMPS
ASSEMBLY DETAIL – 4.20m EXTRA WIDE ROADWIDTH

See detail 20
See detail 19

See detail 18 See detail 17

Sliding
Bearings See detail 16

Side Elevation at Male End of Bridge

4.20m Expansion Plates

Kerb (MC300) (NLC22055) See detail 32

Deck (MC360)

400mm wide supports

Side bolted Decks

See detail 33 Plan at Male End of Bridge

Fig 10.42 Ramp Arrangment at Male End of Bridge (with Sliding Bearings)

10.45
 EMERGENCY RAMPS
ASSEMBLY – 4.20m EXTRA WIDE ROADWITH
Ramp Toe
(NLC19546)

Expansion Plate
(NLC25133)
See detail 22
Detail 16
Toe of Ramp

Deck Screws omitted Clamp Plate Deck

from last bay of Decks (NLC12198) (MC360)
at toe end
Ramp Toe
(NLC19546)

Deck Screw
(MC378)
Deck Screw Deck Nut
(MC378) (MC379)

Ramp Support
Ramp Toe
Expansion Plate (NLC 13167)
Bearing Plate
(NLC25034) (NLC25133)
Detail 17 Detail 18 & 19
Foot of Ramp Intermediate Decking Connection

Deck Deck
(MC360) (MC360)

Clamp Plate
End of Bridge Pack (NLC12197)
Plate (NLC13168)
Deck Nut
(MC379)
Transom

Deck Screw
(MC378) Detail 20
Decking to End of Bridge Transom Connection

Fig 10.43 Ramp Details at Male End of Bridge (with Sliding Bearings)

10.46
 EMERGENCY RAMPS
ASSEMBLY– 7.35m TWO LANE ROADWIDTH

See detail 25
See detail 24
See detail 23

See detail 22

Fixed
See detail 21 Bearings

Side Elevation at Female End of Bridge

Ramp Toe Deck

(MC360) Kerb
(NLC19546)
(MC300)

Side bolted Decks

400mm wide supports See detail 33

Plan at Female End of Bridge

Fig 10.44 Ramp Arrangement at Female End of Bridge (with Fixed Bearings)

10.47
 EMERGENCY RAMPS
ASSEMBLY – 7.35m TWO LANE ROADWIDTH
Ramp Toe
(NLC19546)

Detail 21
Deck Screws Toe of Ramp
omitted from last bay
Ramp Toe of decks at toe end Deck Clamp Plate
(NLC19546) (MC360) (NLC12198)

Deck Screw
Deck Nut
(MC378)
(MC379)
7.35m Ramp Toe 7.35m Ramp
Deck Screw Bearing Plate support (NLC12189)
(MC378) Detail 22 (NLC22056) Details 23 & 24
Foot of Ramp Intermediate Decking Connection

Deck
(MC360) Deck
(MC360)
Clamp Plate
(NLC12197)
7.35m End of Bridge
Deck Nut Pack Plate (NLC12196)
(MC379) Long Deck
Screw (MU67)
Transom

Detail 25
Decking to End of Bridge Transom Connection

Fig 10.45 Ramp Details at Female End of Bridge (with Fixed Bearings)

10.48
 EMERGENCY RAMPS
ASSEMBLY – 7.35m TWO LANE ROADWIDTH

See detail 30
See detail 29

See detail 28
See detail 27

Sliding
Bearings See detail 26

Side Elevation at Male End of Bridge

7.35m Expansion Plates

Kerb (MC300) (NLC22057) See detail 32

Deck (MC360)

400mm wide supports

Side bolted Decks
See detail 33

Plan at Male End of Bridge

Fig 10.46 Ramp Arrangment at Male End of Bridge ( with Sliding Bearings)

10.49
 EMERGENCY RAMPS
ASSEMBLY– 7.35m TWO LANE ROADWIDTH
Ramp Toe
(NLC19546)

Expansion Plate (NLC22057)

See detail 32

Detail 26
Toe of Ramp

Deck Screws omitted Clamp Plate Deck

from last bay of Decks (NLC12198) (MC360)
at toe end
Ramp Toe
(NLC19546)

Deck Screw
(MC378)
Deck Screw Deck Nut
(MC378) (MC379)
7.35m Ramp
7.35m Ramp Toe 7.35m Expansion support
Bearing Plate Plate (NLC22057) (NLC 12189)
(NLC22056) Details 28 & 29
Detail 27
Foot of Ramp Intermediate Decking Connection

Deck Deck
(MC360) (MC360)

Clamp Plate
End of Bridge Pack (NLC12197)
Plate (NLC13168)
Deck Nut
(MC379)
Transom

Detail 30
Decking to End of Bridge Transom Connection

Fig 10.47 Ramp Details at Male End of Bridge (with Sliding Bearings)

10.50
 EMERGENCY RAMPS
ADDITIONAL DETAILS

Four Bracing Bolts (MC430)

per Kerb in the outer two
holes at each end

Kerb (MC300)

Four Nuts (MC436) per Kerb

(one per Bracing Bolt)

Detail 31 Kerb to Deck Connection

Expansion Plate
Stakes used to secure the
expansion plates to support
or ground at each end

Detail 32 Expansion Plates (sliding end of bridge only)

Three Bracing Bolts Deck (MC360)

(MC430) per connection
in the three central holes

Three Nuts (MC436)

per connection
(one per Bracing Bolt)

Detail 33 Side to side ramp deck connections

Fig 10.48 Ramp Deck Details

10.51
 CONTENTS
CHAPTER PAGES

11.0 FIXED PIERS 11:0

Introduction 11:2
General Arrangement 11:3
Dimensions 11:4
Parts Required 11:6
Erection Procedure 11:9
Dismantling Procedure 11:37

11:0
THIS PAGE HAS BEEN LEFT INTENTIOANLLY BLANK

11:1
 FIXED PIERS
INTRODUCTION
The fixed pier was originally designed to be used in conjunction with the military version of
the compact 200 bridge, known as the LSB (Logistic Support Bridge). It can also be used in
civilian applications, however all references in this chapter relate to the military version.

Where a gap to be bridged is too wide to be economically crossed by a single span structure, it is
necessary to provide intermediate piers and install a multiple span bridge.

It is a design feature of the logistic support bridge that in addition to single spans it may also be
erected to form multiple span structures. This can be done using span junction equipment in
conjunction with the fixed pier set equipment.

The positioning of intermediate piers is often dictated by the local geology and topography of the site.
Otherwise, the positioning and quantity of piers depends upon the most economic balance between
the cost and speed of positioning the piers and the cost and speed of the bridge construction
appropriate to the varying span lengths.

One fixed pier set comprises all of the components required to construct a pier with a maximum
nominal height of 10m that is able to support, as a maximum, either two adjacent bridge spans each
of 61m (20 bays) in TSHR3H++ construction to carry MLC80T/70W loading, or two adjacent bridge
spans each of 51m (17 bays) in TSHR3H++ construction to carry MLC80T/110W loading.

The fundamental component of the pier set is the Compact 200 Super Panel (MC411). This panel is
the same component that is used to form the trusses of the bridge and launching nose. Its purpose
within the pier set is to form vertical box tower bays (the panels being connected using angle
brackets) that provide the main structural strength of the pier. The vertical box tower bays are pinned
together using Panel Pins (MC4) in the same manner as used for the panel to panel connection of the
bridge trusses.

The fixed pier must be supported on concrete pier foundations. The foot of the pier is pinned into
double female eye soleplates, which are then bolted and cast into the concrete foundation.

The panel box sections of the pier are braced using a series of bolted horizontal struts, diagonal ties
and plan bracing.

Four external pier cap beams are pinned to the top of the uppermost box panels of each tower, to
form a perimeter square, and two internal pier cap beams are bolted and braced between the external
pier cap beams transversely to the direction of the bridge. Pier cap bearing beams are clamped to
the internal pier cap beams to support the triple bearing baseplates of the bridge, which are in turn
clamped to the pier cap bearing beams. During bridge installation, the rollers are supported on
bearings fitted to the bearing baseplates on top of each box tower of each pier.

A permanent access platform is provided as part of the fixed pier set. Access platform bearers are
connected to the external pier cap beams and platform decks span between the bearers. The access
platform provides a means by which personnel can safely work at height during the launching, jacking
down and removal of the structure, and also as a platform that allows regular inspection and
maintenane of the LSB. An access ladder, also provided with thw fixed pier set allows safe access to
the platform.

Figure 11.1 shows a 3 bay high fixed pier with access platform and access ladder.

11:2
 FIXED PIERS
GENERAL ARRANGEMENT

Handrails Deck Platforms

Handrail Hatch Deck Platform
External pier Internal pier
Clamps cap beam cap beam Kick Plates

Pier cap
bearing beam

Channel
Bearers

Plain brace
(NLT15072)

Angle
bracket

Ladders
Super panel

Half bay tower bracing tie

Double female eye soleplate
Tower bracing strut

Fig 11.1 General arrangement of a 3 bay high fixed pier with access platform

11:3
 FIXED PIER
DIMENSIONS
The maximum nominal height of pier that can be built using the components from one fixed pier set is
10m (3 bays). Shorter piers can be built using reduced quantities of components from one fixed pier
set, however, to provide either a 2 bay high or a 1 bay high pier (refer to Fig 1).

The actual heights of the fixed piers, measured from the underside of the pier soleplates up to the
underside of bridge bearing baseplates are as follows:

The height of a 1 bay high pier is 4.03m.

The height of a 2 bay high pier is 7.08m.

The height of a 3 bay high pier is 10.13m.

As required to suit site topography, increments in height between the fixed pier heights given above
must be achieved by adjustment of the thickness of the concrete foundations to the piers.

The nominal longitudinal and transverse dimensions of the footprint of the fixed pier in plan are 2.90m
and 8.30m respectively, it is therefore recommended that the concrete pad foundation is 3.5m long by
9m wide (refer to Fig 11.3), however, these dimensions may need to be increased depending upon
the allowable ground bearing pressure at the site and the pier reaction load to be supported.

11:4
 2.90m

2.90m
2.90m

11:5
FIXED PIER
DIMENSIONS

8.30m

8.30m
8.30m

Fig 11.2 Overall dimensions of one, tweo and three bay high fixed pier
4.03m Overall 7.08m 10.13m Overall
(underside of tower (underside of tower to (underside of tower to underside of bridge bearings)
to underside of underside of bridge bearings)
bridge bearings)
 FIXED PIER

PARTS REQUIRED
Table 1 lists the exact quantities of parts required to construct a fixed pier of one, two or three bays in
height. Note that the fixed pier set contains all of the components required to construct a pier of up to
three bays high, including immediate spare parts of the smaller items such as pins, clips, bolts and
nuts.

TABLE 1 PARTS REQUIRED FOR FIXED PIER SET

Ser NSN Mark No. Component Description Component

Quantity
(1) (2) (3) (4) (5)

1 5420-99-257-9989 MC411 Panel - Super 24

2 5420-99-671-5127 NLC4089 Bracket - Angle 48
3 5340-99-300-5118 NLC21066 Soleplate - Female Eye - Double 8
4 5420-99-562-4989 NLT15072 Brace - Plan - Tower 8
5 5420-99-375-5666 NLC17035 Beam Hamper - Outer 8

6 5420-99-306-3062 NLC17036 Beam Hamper - Inner 4

7 5340-99-497-8909 NLC17037 Plate - Beam - Connector 32
8 5420-99-276-1626 NLC17039 Brace - Vertical - Crib Top 24
9 5420-99-679-7838 NLC19026 Beam - Bearing - C200 Pier 14
10 5420-99-495-4231 NLC19027 Clamp - Bearing Beam 8

11 5420-99-663-9085 NLC19028 Clamp - Triple Baseplate 12

12 5420-99-684-3822 NLC19019 Strut - Tower Brace - EW 8
13 5420-99-212-2685 NLC19020 Tie - Tower Brace 8
14 5420-99-127-2595 NLC19021 Tie - Tower Brace - Half - EW 4
15 5315-99-771-1235 MC4 Pin - Panel 64

16 5315-99-808-7768 MC4A Clip - Safety 64

17 5306-99-577-3805 MC430 Bolt - Bracing 58
18 5305-99-663-3877 MC431 Bolt - Transom 256
19 5306-99-087-9019 MC433 Bolt - Chord 80
20 5306-99-176-7773 MX2320 Bolt - Pier Brace/Anchor 72

(continued)

11:6
 FIXED PIER

PARTS REQUIRED
TABLE 1 PARTS REQUIRED FOR FIXED PIER SET (continued)

Ser NSN Mark No. Component Description Component

Quantity
(1) (2) (3) (4) (5)

Platform Parts
21 5365-99-831-6625 NLC17057 Plate - Washer - Anchor Bolt 56
22 5365-99-866-6157 MC267 Plate - Washer - Shim 48
23 5310-99-406-4259 MC436 Nut - M24 - Flanged 466
24 5306-99-940-3719 NLE1022 Lifting Bolt Assembly 10

25 9520-99-586-5077 NLC25061 Channel - Bearer - Platform - Outer 12

26 9520-99-760-9984 NLC25062 Channel - Bearer - Platform - Inner 2
27 5340-99-250-1809 NLC25063 Angle - Bearer - Platform 16
28 5420-99-700-9630 NLC25064 Deck - Platform - Outer - Short 5
29 5420-99-581-0837 NLC25065 Deck - Platform - Outer - Long 2

30 5420-99-896-4525 NLC25066 Deck - Platform - Inner - Long

31 5420-99-513-7358 NLC25071 Deck - Platform - Inner - Short 6
32 5420-99-363-0956 NLC25178 Deck - Platform - Hatch - Narrow 1
33 5420-99-477-6717 NLC25067 Plate - Kick - Platform - End 8
34 5420-99-902-4431 NLC25068 Plate - Kick - Platform - Short 6

35 5420-99-164-4194 NLC25069 Plate - Kick - Platform - Long 2

36 5420-99-990-0376 NLC25070 Plate - Deck - Pier Cap 6
37 5306-99-577-3805 MC430 Bolt - Bracing 96
38 5305-99-663-3877 MC431 Bolt - Transom 48
39 5306-99-660-6910 MC435 Bolt - Walkway 68

40 5310-99-406-4259 MC436 Nut - Flange - M24 212

41 5420-99-271-0413 MC242 Stanchion - Handrail 8
42 5420-99-257-9989 MU411 Clamp - Handrail - Top - End 4

(continued)

11:7
 FIXED PIER

PARTS REQUIRED
TABLE 1 PARTS REQUIRED FOR FIXED PIER SET (continued)

Ser NSN Mark No. Component Description Component

Quantity
(1) (2) (3) (4) (5)

Platform Parts (continued)

43 5420-99-589-3553 NLP25002 Clamp - Handrail-Top - 90deg 4
44 5420-99-584-2106 NLP25001 Clamp - Handrail - Intermediate -90deg 4

45 5420-99-666-8212 NLC25102 Handrail - Platform - Long 4

46 5420-99-133-8503 NLC25103 Handrail - Platform - Short 8
47 5420-99-881-3219 MU410 Clamp - Handrail - Intermediate - End 4
48 5420-99-362-1735 NLC25129 Ladder Assembly - Pier - Lower 1
49 5420-99-346-4491 NLC25130 Ladder Assembly - Pier - Upper 2

11:8
 FIXED PIER

ERECTION PROCEDURE

The following erection procedure is that for a 3 bay high pier, and requires the use of a crane with an
adequate capacity to lift the panel box assemblies and pier cap beam assemblies with access
platform components into position. Note that before commencing erection, it must be ensured that the
warnings and cautions, both those listed and those referred to in this chapter, have been read and
fully understood by all personnel.

LSB PIER FOUNDATION

Construct a suitable concrete foundation to support the fixed pier at the required level. Note that if the
pier is to be built on a flood plain or in a tidal area, the concrete foundation must be of sufficient height
such that the steel pier components will be above the maximum water level.

Figure 3, provides a plan of the required geometry of the concrete foundation for a fixed pier. The
overall dimensions are the recommended minimum only, and may need to be increased depending
on the allowable ground bearing pressure at the site and the pier reaction load to be supported.

If a concrete foundation already exists, then under the guidance of a Professionally Qualified
Engineer (PQE), core samples must be drilled and tested to identify that the foundation is greater or
equal to the following criteria.

The concrete foundation must be a minimum of 300mm thick, with 2 layers of reinforcement, 50mm
from the top and bottom of the foundation and a minimum of 50mm from the edge all round. The
concrete quality must be of at least Grade 30 quality (cube strength f CU = 30 N / mm 2) and the upper
surface of the concrete foundation must be approximately level, to within ±10mm from one pier leg
soleplate position to another.

If the concrete is purchased and delivered as a ready mix, then a C30 (cube strength f CU = 30 N / mm
2
) should be requested, and test cubes taken upon delivery.

If the concrete is to be self batched, in order to ensure the correct strength is achieved a C35 (cube
strength f CU = 35 N / mm 2) is to be produced. In order to achieve 1m3 of C35 concrete, the following
ratio of materials is typically required.

375 kg Portland cement

620 kg Fine aggregate (sharp sand)

1190 kg Coarse aggregate (20mm aggregate)

170 litres of water

Test cubes must still be taken to assess to quality.

11:9
 FIXED PIER

ERECTION PROCEDURE

Bridge
Pier base

220mm
1.291m

440mm

2.828m
220mm
440mm
Bridge
Tower centres
5.410m

9.00m

440mm 440mm
220mm 220mm
1.414m 1.414m

Anchor bolt pocket geometry

4 anchor bolt pockets

each 170 x 100 x 170mm
200mm deep

3 anchor bolt
pockets each
100mm

100 x 100 x
3.50m 200mm deep

Overall plan of the foundation Anchor bolt pocket dimensions

Fig 11.3 Concrete foundations for fixed piers

11:10
 FIXED PIER

ERECTION PROCEDURE

LOWER TIER PANEL BOX ASSEMBLY

The two lower tier panel box assemblies of a pier must be constructed on a level surface using the
procedures described below and detailed in Fig 11.5. Note that all of the bolted connections must be
made hand tight only. The bolts of any tier must not be fully tightened until the subsequent tier (or
pier cap beam assembly when appropriate) has been assembled and attached.

Place a panel flat on the ground, supporting it on four evenly positioned packs (2 per chord) each one
approximately 100mm high. Connect two angle brackets to each chord using chord bolts (MC433)
and nuts (MC436), passing the bolts from the outside through the bracket first and then through the
panel chord (refer to Fig 11.4). Note, the angle brackets must be fitted to the second and fourth chord
reinforcement connection positions from the male end of the panel and must be facing upwards (refer
to Stage 1 of Fig 11.5).

Lift and place four pier cap bearing beams (NLC19026) onto the side of the panel adjacent to the
bottom chord to act as counterweight (refer to Stage 2 of Fig 11.5).

Lift a second panel by its top chord and bolt its bottom chord to the angle brackets that are attached
to the top chord of the first panel, using chord bolts (MC433) and nuts (MC436), ensuring that the
male eyes of the second panel are adjacent to those of the first panel (refer to Fig 11.4 and Stage 3 of
Fig 11.5). Before releasing the second panel from the crane ensure that the assembly is stable,
securing the panels to each other by hand tightening all of the bolts.

Lift a third panel by its bottom chord and bolt its top chord to the angle brackets that are attached to
the bottom chord of the first panel, again using chord bolts (MC433) and nuts (MC436) and ensuring
that the male eyes of the third panel are adjacent to those of the first panel (refer to Fig 11.4 and
Stage 4 of Fig 11.5). Before releasing the third panel from the crane ensure that the assembly is
stable, securing the panels to each other by hand tightening all of the bolts.

Place a fourth panel flat on the ground, again supporting it on four evenly positioned packs (2 per
chord) each one approximately 100 mm high. This panel must be placed with the male eyes at the
same end as those of the first panel, but with the chords the opposite way around such that if the
panels were on top of each other, the top chord of the fourth panel would be over the bottom chord of
the first panel. Connect two angle brackets to each chord using pier brace bolts (MX2320) and nuts
(MC436), this time passing the bolts from the inside through the chord first and then out through the
bracket, the opposite direction to that used for the chord bolts in all of the previous connections (refer
to Fig 11.4). The angle brackets must be fitted to the second and fourth chord reinforcement
connection positions from the male end of the panel, but this time facing downwards.

Attach a guy rope for guidance then lift the fourth panel, with the angle brackets attached, by both its
top and bottom chords so that it remains horizontal. Connect it to the top of the part assembled box,
using chord bolts (MC433) and nuts (MC436), passing the bolts from the outside through the bracket
first and then through the panel chord (refer to Figure 11.4), ensuring that the top chord of the fourth
panel is connected to the bottom chord of the third panel and the bottom chord of the fourth panel is
connected to the top chord of the second panel, and also ensuring that the male eyes of all panels are
adjacent when connected (refer to Stage 5 of Fig 11.5 which shows the final orientation of the panels,
'T' representing the top chords of the panels and ‘B‘ representing the bottom chords of the panels).

11:11
 FIXED PIER

ERECTION PROCEDURE
M24 Nut
(MC436)

Note: Pier brace bolts (MX2320)

must pass outwards through the
chords when connecting the
angle brackets to the fourth and
final panel of the panel box
assembly (in order to fit the pier
bracing later) the opposite
direction to that used for the
chord bolts in all other angle
bracket connections.
Chord bolt
(MC433)

Fig 11.4 Angle bracket to panel connection

11:12
 FIXED PIER

ERECTION PROCEDURE
Top Chord Top Chord
Male end of
panel

Stage 1 Connecting angle brackets to the first panel

Bearing beams as counterweight

Packs

Stage 2 Using pier cap bearing beams as counterweight

Connect a second panel to the angle brackets Top chord

on the first panel with chord bolts. Ensure that
the assembly is stable, securing the panels to
each other by hand tightening all bolts before
releasing the second panel from the crane

Bottom chord
Top chord

Stage 3 Connecting the second panel

Bottom
chord

Bottom
chord
Top chord

Stage 4 Connecting the third panel

Stage 5 Connecting the fourth panel

Fig 11.5 Lower tier panel box assembly

11:13
 FIXED PIER

ERECTION PROCEDURE
CONNECTION OF DOUBLE FEMALE EYE SOLEPLATES

When the lower tier panel box assemblies have been constructed, double female eye soleplates
(NLC21066) must be connected to the male ends of each assembly before each is lifted and placed
onto the pier foundation, four soleplates being required per lower tier panel box assembly, one per
corner. The soleplates are lifted using a lifting bolt assembly (NLE1022), as depicted in Fig 11.7, and
connected to the male eyes at each corner of the panel boxes using panel pins (MC4) and safety clips
(MC4A) driven top to bottom and inside to out (refer to Fig 11.6 and note that the View on Arrow A in
Fig 11.6 shows the recommended pin directions for fitting the double female eye soleplates to the
panels).
Double female eye soleplate
(NLC21066)

View on Arrow A
showing direction
A
of the panel pins
when connecting
the soleplate

Panel pin Safety clip

(MC4) (MC4A)

Double female eye

soleplate (NLC21066)

Fig 11.6 Connection of double female eye soleplates

Fig 11.7 Lifting bolt assembly (NLE1022)

11:14
 FIXED PIER

ERECTION PROCEDURE

Two plan braces are connected to the top of each panel box assembly while the box assembly is still
in the horizontal orientation. The plan braces are fitted diagonally across between opposite pairs of
panels of the box (refer to Fig 11.8).

Fit the first brace, with the toes of the channel flanges
facing into the box, to the outside face of the female end
vertical of each panel of one pair of opposite panels using
the bolt hole that is adjacent to the top chord of each of
panel. Make each connection with a transom bolt
(MC431) and a nut (MC436).

Fit the second brace in a similar manner to the female

verticals of the other pair of opposite panels, but with the
toes of the channel flanges facing out from the box such
that it crosses over the top of the first brace, back to back.
Again make each connection with a transom bolt (MC431)
and a nut (MC436).

Finally, bolt the two plan braces together where they

cross, back to back, using a bracing bolt (MC430) and a
nut (MC436). Fig 11.8

Note that all of the connections must be made with the bolts passing from the outside to the inside of
the box, and that the bolts at the ends of the plan braces must not be fully tightened until the centre
bolt has been located (refer to Figs 11.9 and 11.10). M24 Nut
(MC436)
M24 Nut Panel
(MC436) (MC411)

Bracing bolt
Transom
(MC430)
Bolt
(MC431)

Plan brace Plan brace

(NLT15072) (NLT15072)

Fig 11.9 Plan brace to panel connection Fig 11.10 Plan brace to plan brace
connection at crossover

11:15
 FIXED PIER

ERECTION PROCEDURE
LIFTING A PANEL BOX ASSEMBLY FROM HORIZONTAL TO VERTICAL

A panel box assembly must be lifted from its horizontal construction alignment to the required vertical
alignment using two 2 - leg chains. Both legs of one chain must be attached around the female end
vertical and centre gusset plate of the upper horizontal panel of the box and both legs of the other
chain must be attached around the female end vertical and centre gusset plate of the lower horizontal
panel of the box. To ensure a safe system of work is established, it is recommended that guy ropes
are attached to the male end vertical and centre gusset plate of the upper and lower horizontal panels
of the box. During the lift, personnel situated at a safe distance from the assembly can then assist in
controlling the load from any adverse swinging until the crane can adopt the correct jib position to
lower the assembly. It must be noted that as the box is lifted all of the load will initially be taken by the
2 - leg chain attached to the lower panel of the box, the second 2 - leg chain attached to the upper
panel will only come into play as the centre of gravity of the box passes over the fulcrum point of the
lift. To minimise any adverse swinging as this transition occurs the crane operator must endeavour to
keep the cranes lifting block directly above the centre of gravity of the box.

2 x 2 leg chains

Panel box assembly

Guy ropes
Guy ropes

Fig 11.11 Lifting a panel box assembly from horizontal to vertical

11:16
 FIXED PIER

ERECTION PROCEDURE

POSITIONING LOWER TIER PANEL BOX ASSEMBLIES

The two lower tier panel box assemblies must be lifted and positioned on shims directly above their
required anchorage positions on the foundations, ensuring that the angle brackets that are fitted with
pier brace bolts (MX2320) are on the inside face of each tower leg. The shims must be approximately
20mm thick in total, to enable the anchor bolts to be grouted into place upon completion of the pier,
but the actual thickness must vary as necessary to ensure that the soleplates of all pier legs are set to
within ±10mm of the same level. Sixty, 8mm thick, plate washers (MC267) are supplied in the fixed
pier set for this purpose. Before each lower tier panel box is seated, seven anchor bolt assemblies,
each comprising a pier brace bolt (MX2320), a 15mm plate washer (NLC17057) and a nut (MC436),
must be attached to each soleplate as shown in Fig 11.12. Note, however, that the anchor bolts must
not be grouted into place until the pier is complete, in order to ensure that the correct alignment of the
pier is achieved and to allow for greater flexibility during construction.

Anchor bolt
assembly M24 Nut
(MC436)
Bolt
(MX2320
Ensure that the angle brackets attached with
the pier brace bolts (MX2320) are on the
Plate
inside face of each tower leg
(NLC17057)

Lift up the box, insert anchor bolt

assemblies (upside down) into the
soleplates and then lower them
into the pockets in th foundation

Fig 11.12 Positioning lower tier panel box assemblies

11:17
 FIXED PIER

ERECTION PROCEDURE
LOWER TIER TOWER BRACING

When both lower tier panel box assemblies have been lifted into position, half bay tower bracing ties
and tower bracing struts must be fitted between them on both sides of the towers following the
procedure described below (refer to Fig 11.13). Note that the bracing ties have two holes at each
end, the holes at the very end of the ties are used for connecting them to the towers and the holes
adjacent to those are to attach the lifting bolt assembly (NLE1022) for lifting the ties (refer to Figs
11.14 and 11.15).
The bracing is to be fitted to the lower tier in the following sequence. Note that it will be necessary to
temporarily remove the nuts (MC436) from the pier brace bolts (MX2320) in turn as each bracing
component is fitted. These nuts must be replaced immediately after each fitment.

Fit a half bay tower bracing tie (NLC19021) from the top left angle bracket to the bottom right angle
bracket with the toe of the angle facing into the centre of the pier.
Fit a half bay tower bracing tie (NLC19021) from the top right angle bracket to the bottom left angle
bracket with the toe of the angle facing out from the face of the pier, then connect the ties together at
the centre where they cross with a bracing bolt (MC430).
Fit a tower bracing strut (NLC19019) across the bottom angle brackets and over the bracing ties with
the toe of the angle facing out and at the top. Note that it will be necessary for personnel to hold the
bracing ties in position at the bottom while the strut is fitted.
Fit a lower pier ladder assembly (NLC25129) to one side of the lower tier panel box assembly.
Once the lower tier bracing is complete, ensure that all bolts are hand tight, but do not fully tighten
any bolts until the subsequent tier has been constructed. Finally, check the shims under the
soleplates and adjust as necessary to ensure that both towers of the pier are level.

Half bay tower bracing ties

before tower bracing strut
Lower pier
ladder assembly
M24 bolt assembly (NLC25129)
See Fig
(NLE1022) 11.15
Pier brace bolt
(MX2320)
Fig 11.13 Lower tier bracing and lower pier ladder assembly

Lifting bolt
Half bay tower assembly
bracing tie (NLE1022)
(NLC19021)

Tower bracing
strut (NLC19019)
Fig 11.14 Lifting bolt location

Fig 11.15 Half bay tower bracing tie, tower bracing strut angle bracket connection

11:18
 FIXED PIER

ERECTION PROCEDURE
INTERMEDIATE TIER ASSEMBLY AND BRACING

Construct the two panel box assemblies that will form the intermediate tier of the tower legs of a pier
in a similar manner to that previously described and detailed in Fig 11.5. When fitting the angle
brackets to the chords of the fourth panel that will form the inside face of each leg, however, note that
chord bolts (MC433) are used to connect the angle brackets closest to the male eye of each
assembly and that pier brace bolts (MX2320) are only used to connect the angle bracket closest to
the female eye of each assembly. Ensure that all chord bolts (MC433) pass through the angle
brackets first (from out to in) and all pier brace bolts (MX2320) pass through the panel chord first
(from in to out).

Fit plan bracing to the panel box assemblies as detailed in Figs 11.8, 11.9 and 11.10.

Lift the panel box assemblies (refer to Para 11) and, ensuring the angle brackets connected with pier
brace bolts (MX2320) are positioned on the inside face of each tower leg, pin them to the lower tier
(refer to Figs 11.16 and 11.17 for the sequence, directions and details of the panel pin connections).
Fit tower bracing to each side of the intermediate tier (refer to Fig 11.18) in the following manner.
Note that it will be necessary to temporarily remove the nuts (MC436) from the pier brace bolts
(MX2320) in turn as each bracing component is fitted. These nuts must be replaced immediately after
each fitment.
Fit a tower bracing tie (NLC19020) from the top left angle bracket of the second tier to the top right
angle bracket of the lower tier with the toe of the angle facing into the centre of the pier.
Fit a tower bracing tie (NLC19020) from the top right angle bracket of the second tier to the top left
angle bracket of the lower tier with the toe of the angle facing out from the face of the pier, then
connect the ties together at the centre where they cross with a bracing bolt (MC430).
Fit a tower bracing strut (NLC19019) across the top angle brackets of the lower tier and over the
bracing ties with the toe of the angle facing out at the top (refer to Fig 11.19). Note, it will be
necessary for personnel to hold the bracing ties in position at the joint while the strut is fitted.
Fit an upper pier ladder assembly (NLC25130) to one side of the intermediate tier panel box
assembly, immediately above the previously fitted lower pier ladder assembly.

Safety clips
(MC4A)

1 6

5 2

4 7

Panel pins
8 3 (MC4)

Fig 11.16 Panel pin sequence and directions Fig 11.17 Panel to panel connection

11:19
 FIXED PIER

ERECTION PROCEDURE

Tower bracing Pier brace bolt

Tower bracing ties (NLC19020) tie (NLC19020) (MX2320)

Nut M24
(MC436) Half bay tower
bracing tie
(NLC19021)

Upper pier
ladder
assembly
(NLC25130

See figure 11.19

Tower bracing strut (NLC19019)

Fig 11.18 Intermediate tie bracing Fig 11.19 Tower bracing ties, tower bracing
upper pier aasembly and bracing strut and angle bracket connection

11:20
 FIXED PIER

ERECTION PROCEDURE
UPPER TIER ASSEMBLY AND BRACING
Construct the two panel box assemblies that will form the upper tier of the tower legs of a pier in a
similar manner to that previously described and detailed in Fig 11.55. When fitting the angle brackets
to the chords of the fourth panel that will form the inside face of each leg, however, note that chord
bolts (MC433) are used to connect the angle brackets closest to the male eye of each assembly and
that pier brace bolts (MX2320) are only used to connect the angle bracket closest to the female eye of
each assembly. Ensure that all chord bolts (MC433) pass through the angle brackets first (from out to
in) and all pier brace bolts (MX2320) pass through the panel chord first (from in to out). Note that plan
bracing is not fitted to the panel box assemblies of the upper tier.
Lift the panel box assemblies and, ensuring the angle brackets connected with pier brace bolts
(MX2320) are positioned on the inside face of each tower leg, pin them to the lower tier (refer to Figs
11.16 and 11.17 for the sequence, directions and details of the panel pin connections).
Fit tower bracing to each side of the upper tier (refer to Fig 11.20) in the following manner. Note that it
will be necessary to temporarily remove the nuts (MC436) from the pier brace bolts (MX2320) in turn
as each bracing component is fitted. These nuts must be replaced immediately after each fitment.
Fit a tower bracing tie (NLC19020) from top left angle bracket of the upper tier to top right angle
bracket of the intermediate tier with the toe of the angle facing into the centre of the pier.
Fit a tower bracing tie (NLC19020) from the top right angle bracket of the upper tier to the top left
angle bracket of the intermediate tier with the toe of the angle facing out from the face of the pier, then
connect the ties together at the centre where they cross with a bracing bolt (MC430).
Fit a tower bracing strut (NLC19019) across the top angle brackets of the intermediate tier, over the
bracing ties, with the toe of the angle facing out at the top (refer to Fig 11.21). Note, it will be
necessary for personnel to hold the bracing ties in position at the joint while the strut is fitted.
Fit a tower bracing strut (NLC19019) across the top angle brackets of the upper tier, over the bracing
ties, with the toe of the angle facing out at the top (refer to Fig 11.22). Note, it will be necessary for
personnel to hold the bracing ties in position at the joint while the strut is fitted.
Tower bracing strut
Fit an upper pier ladder assembly (NLC25130) (NLC19019)
to one side of the intermediate tier panel box
assembly, immediately above the previously
fitted upper pier ladder assembly.

See Fig 11.21

See Fig 11.22

Fig 11.20 Upper tier bracing

11:21
 FIXED PIER

ERECTION PROCEDURE

Nut M24 Pier brace Pier brace

(MC436) bolt (MX2320) Bracing ties bolt (MX2320)
(NLC1902)

Nut M24
(MC436)

Tower bracing Bracing strut

strut (NLC19019) (NLC19019)
Fig 11.21 Tower bracing tie, tower bracing Fig 11.22 Tower bracing ties, tower bracing
and angle bracket connection strut and angle bracket connection

11:22
 FIXED PIER

ERECTION PROCEDURE
CONSTRUCTION OF PIER CAP BEAM ASSEMBLIES

When the two towers of a pier have been constructed and braced together to the required height,
construct a pier cap beam assembly using the following procedure:

On level ground, place four external pier cap beams (NLC17035) to form a square, using suitable
timber packs for stability (refer to Stage 1 of Fig 11.23). Connect the beams using two connection
plates (NLC17037) with twelve transom bolts (MC431) and nuts (MC436) per corner (refer to
Fig 11.24) but do not fully tighten them, for now leave the nuts and bolts hand tight only. Note: to
enable the access platform to be fitted correctly, the orientation of the external pier cap beams must
be as shown in Fig 11.23.

Fit two internal pier cap beams (NLC17036) transversely between the external pier cap beams (refer
to Stage 2 of Fig 11.23). Connect the internal beams to the external beams using two connection
plates (NLC17037) with twelve transom bolts (MC431) and nuts (MC436) per end (refer to Fig 11.25)
but do not fully tighten them, for now leave the nuts and bolts hand tight only.

Fit three pier cap deck plates (NLC25070) between the bottom flanges of the external and internal
pier cap beams (refer to Stage 3 of Fig 11.23). These plates are lifted using the four lifting holes
provided in each plate, and are supported and span between the bottom flanges of the beams (refer
to Fig 11.26).

Fit twelve vertical braces (NLC17039) comprising two criss-cross pairs in each of the three bays
between the parallel external and internal pier cap beams (refer to Stage 4 of Fig 11.23). Connect the
vertical braces to the beams using a bracing bolt (MC430) and nut (MC436) at each end of each
brace (refer to Figs 11.27) but do not fully tighten them, for now leave the nuts and bolts hand tight
only.

Fit three pier cap bearing beams (NLC19026) on top of and spanning over the two internal pier cap
beams (refer to Stage 5 of Fig 11.23). The two outer beams must be equally spaced on either side of
the tower centre-line and the centre of the inner beam will be 12.5mm offset to the outside of the
tower centre-line (refer to Fig 11.48). Note that the final positioning of the pier cap bearing beams
should be done when the pier cap assemblies have been fitted to the top of the pier legs. Connect the
pier cap bearing beams to the internal pier cap beams using two bearing beam clamp plates
(NLC19027) with three transom bolts (MC431) and nuts (MC436) per clamp plate (refer to Fig 11.28)
but do not fully tighten them, for now leave the nuts and bolts hand tight only.

Fit a triple bearing baseplate (NLC19541) on the top of the three pier cap bearing beams (refer to
Stage 6 of Fig 11.23). Ensure that the bearing baseplate is orientated correctly with the 241mm lateral
spacing between the dowels towards the inside of the pier (refer to Fig 11.48). Connect the triple
bearing baseplates to the pier cap bearing beams using two bearing baseplate clamp plates
(NLC19028) with two transom bolts (MC431) and nuts (MC436) per clamp plate (refer to Fig 11.29).
Ensure that the bearing baseplates are fitted centrally on the pier cap bearing beam.

All nuts and bolts of the pier cap beam assembly can now be fully tightened.

11:23
 FIXED PIER

ERECTION PROCEDURE

External pier Internal pier

cap beam cap beam
(NLC17035) (NLC17036)

Timber packs

Stage 1 Refer also to Fig 11.24 Stage 2 Refer also to Fig 11.25

Pier cap beam

Pier cap deck
vertical
plate
braces
(NLC25070)
(NLC17039)

Stage 3 Refer also to Fig 11.26 Stage 4 Refer also to Fig 11.27

Triple bearing
Pier cap bearing baseplate
beams (NLC19541)
(NLC19026)

Stage 5 Refer also to Fig 11.28 Stage 6 Refer also to Fig 11.29

Fig 11.23 Construction stages of the pier cap beam assembly

11:24
 FIXED PIER
External pier
cap beam
(NLC17035) ERECTION PROCEDURE External pier cap beam
(NLC17035)
Transom bolts
(MC431)

Transom
bolts
(MC431) Connection plates Connection plates Internal pier cap beam
(NLC17037) (NLC17037) (NLC17036)
Fig 11.24 External pier cap beam connections Fig 11.25 Internal pier cap beam connections

Pier cap deck plate (NLC25070) Vertical braces (NLC17939)

Bracing bolts
(MC430)

Fig 11.26 Pier cap deck plate connection Fig 11.27 Vertical brace connections

Transom bolts Triple bearing

Pier cap bearing beams baseplate (NLC19541)
(MC431)
(NLC19026)

Transom bolts
Bearing (MC431)
beam clamp
plate Baseplate
(NLC19028) Pier cap bearing clamp plate
beams (NLC19026) (NLC19028)

Fig 11.28 Bearing beam clamp connections Fig 11.29 Baseplate to bearing beam connection

11:25
 FIXED PIER

ERECTION PROCEDURE
CONSTRUCTION OF PIER CAP ASSEMBLIES (CONTINUED)

Repeat the previous procedure for the construction of the second pier cap assembly. Figure 11.30
shows two pier cap assemblies supported on timber packs.

Pier cap beam

assemblies on timber
packs

Fig 11.30 Two pier cap assemblies supported on timber packs

Connection of the fall arrest system to the pier cap assemblies

For safe working on top of the pier, a fall arrest system is fitted to the top of each pier cap beam
assembly before the assemblies are lifted into position.

Connect 4 lifting eye bolts (NLE1022) to a pier cap assembly, one each through the hole of a outer
stiffener at the end of each external pier cap beam. Thread a fall arrest system (Demolition Safety
Harness) strap through the eyes of each lifting eye bolt (refer to Fig 1.31) and ratchet tension
accordingly. Ensure that sleeves are fitted to the strap at each corner of the pier cap assembly to
prevent the fall arrest system from damage. Repeat this procedure to fit a fall arrest system to the
second pier cap assembly.

Lifting eye bolt

(NLE1022) and fall
arrest system strap

Fig 11.31 connection of the fall arrest system to the pier cap asssemblies

11:26
 FIXED PIER

ERECTION PROCEDURE
CONNECTION OF ACCESS PLATFORM COMPONENTS TO PIER CAP ASSEMBLIES AT
GROUND LEVEL

For safe working on top of the pier, a permanent access platform is fitted around the pier cap
assemblies. The access platform is used by personnel for bridge launching, jacking down, de-
launching, inspection and maintenance procedures.

To reduce the amount of time that personnel have to work at height during the erection of the access
platform, the majority of the platform components are fitted to the two pier cap beam assemblies
before the assemblies are lifted into position. Refer to Fig 11.32 and the corresponding figures for
connection details.

In should be noted that only one hatched platform deck is supplied and fitted per access platform.
Care should be taken to ensure that the hatched platform deck is fitted to the side of the pier crib
assembly that will be directly over the access ladder when fitted to the pier.

Long platform handrail

Short platform handrail
(NLC25102)
See Fig 11.39 (NLC25103)

End platform kick plate

(NLC25067)
Short platform kick
plate (NLC25068)

Short outer platform

See Fig 11.34 deck (NLC25064)

Outer platform bearer

channel (NLC25061)
See Fig
11.33

See Fig
Platform bearer angle 11.34
(NLC25063) See Fig 11.36
Hatched platform deck
See Fig 11.37 (NLC25106) or Short
See Fig 11.38 outer platform deck
(NLC25064)
See Fig 11.37

Fig 11.32 Ground level connections of access platform components to pier cap assemblies

11:27
 FIXED PIER

ERECTION PROCEDURE
ASSEMBLY PROCEDURES OF ACCESS PLATFORM COMPONENTS TO PIER CAP
ASSEMBLIES AT GROUND LEVEL

As mentioned previously the majority of access platform components are fitted to the pier cap
assemblies at ground level. This minimises the risk to personnel by reducing the working at height
erection time. The following assembly procedures are for the connection of access platform
components to one pier cap assembly. The procedures should be repeated for connection of access
platform components to the second pier cap assembly.

Connect the six outer platform bearer channels to the pier top crib assembly at the positions shown
on Fig 11.32. The channel bearers are bolted with the web face of the bearer channel (NLC25061)
positioned to the inside face of each extreme stiffener of the external pier cap beams, using three
M24 transom bolts (MC431) and three M24 Nuts (MC436) in the bottom three holes of the beam
stiffener. Note, that no platform channel bearers are bolted to the inside face of the pier cap
assembly. Refer to Fig 11.33.

External pier cap

beam (NLC17035)

Outer platform
bearer channel Transom bolts
(NLC25061) (MC431)

Fig 11.33 Connection of the angle to bearer channel assembly to the pier top crib assembly

Connect platform bearer angles (NLC25063) to the outer platform bearer channels (NLC25061) using
two bracing bolts (MC430) and two M24 nuts (MC436) at the position shown. Refer to Figs 11.32 and
11.34.

Platform bearer angle

M24 Nut (MC436) (NLC25063)

Bracing bolt
(MC430)

Outer platform bearer

channel (NLC25061)
Fig 11.34 Platform bearer angle to channel bearer connection

11:28
 FIXED PIER

ERECTION PROCEDURE
Connect three short outer platform decks (NLC25064) between the top flanges of the outer platform
bearer channels (NLC25061) using four walkway bolts (MC435) and four M24 nuts (MC436) per deck
unit. Refer to Fig 11.35. Note, that if this is the pier top crib assembly that will be fitted to the pier
tower leg that the access ladder is attached, then the hatched platform deck (NLC25178) must be
fitted at the correct location. See Fig 11.32

Walkway bolt
(MC435)
Short outer platform
deck (NLC25064)

Platform bearer channel

M24 Nut
(MC436)

Fig 11.35 Platform decks to bearer connection

Fit a short platform kick plate (NLC25068) to the short outer platform decks using four bracing bolts
(MC430) four M24 nuts (MC436) per deck unit. Refer to Figs 11.32 and 11.36. Note, a short platform
kick plate is attached to the hatched platform deck in the same manner.

Short platform kick plate

(NLC25068)
Short outer platform deck
(NLC25064)

Bracing bolt (MC430)

M24 Nut
(MC436)

Fig 11.36 Short platform kick plate to platform deck connection

11:29
 FIXED PIER

ERECTION PROCEDURE

Fit end platform kick plates (NLC25068) to the webs of the outer platform bearer channels using two
bracing bolts (MC430) four M24 nuts (MC436) per kick plate. Refer to Figs 11.32 and 11.37.

Bracing bolt (MC430) End platform kick plate

(NLC25067)

M24 Nut
(MC436)
Outer platform bearer
channel (NLC25061)

Fig 11.37 End platform kick plate to outer platform bearer channel

Fit handrail stanchions (MC242) to the webs of the outer platform bearer channels where required,
using two bracing bolts (MC430) four M24 nuts (MC436) stanchion. Refer to Figs 11.32 and 11.38.

Handrail stanchion
(MC242)

Outer platform bearer

channel (NLC25061)
M24 Nut
(MC436)

Bracing bolts (MC430)

Fig 11.38 Stanchion to outer platform bearer channel

Fit handrails and clamps to the footwalk bearers as shown in Fig 11.39.

90 degree top handrail Short platform

clamp (NLP25002) handrail (NLP25103)

90 degree intermediate
handrail clamp (NLP25001) Top end handrail clamp
(MU411)
Long platform
handrail (NLP25102) Intermediate end
handrail clamp (MU410)
Handrail stanchion
(MC242)

Fig 11.39 Handrail and clamp connections

11:30
 FIXED PIER

ERECTION PROCEDURE
LIFTING AND CONNECTING PIER CAP ASSEMBLIES TO PIER LEGS

Connect four lifting eye bolts (NLE1022) to the inside corner stiffeners of the pier cap assembly outer
beams in the 3rd hole from the top flange. Using two 2 - leg chains, connected to the four lifting eye
bolts as depicted in Fig 40, lift the assembly, ensuring that it is lifted horizontally and guided with guy
ropes, and pin it to the top of a pier tower leg using panel pins (MC4) and safety clips (MC4A). Refer
to Fig 11.41.

Lifting eye bolts

(NLE1022)

Fig 11.40 Lifting a pier cap assembly

Lifting eye bolts

(NLE1022)

Panel pin (MC4A) &

safety clip (MC4A)

Fig 11.41 Connection of a pier cap assembly to a pier leg

11:31
 FIXED PIER

ERECTION PROCEDURE
Repeat the above procedure for the connection of the second pier cap beam assembly to the second
tower leg of the pier. Ensure that the hatched platform deck is directly above the access ladder. Fig
11.42 shows the arrangement of two pier cap beam assemblies fitted to the pier leg prior to the
completion of the access platform.

Hatched platform
deck (NLC25178)

Access
Fig 11.42 Pier cap beam assemblies prior to the completion of the access platform

COMPLETION OF THE ACCESS PLATFORM

Connect 3 platform angle bearers (NLC25063) to the web of a long platform bearer channel
(NLC25062), using two bracing bolts (MC430) and two M24 nuts (MC436) per angle bearer. Lift the
platform channel bearer and angle assembly, and connect it between the pier cap beam assemblies
as shown. Refer to 11.43.
The channel bearers and
angle assemblies, are bolted
with the web face of the
bearer channel positioned to Platform angle
the inside face of the bearers (NLC25063)
stiffeners of the external pier
cap beams at the locations
shown, using three M24
transom bolts (MC431) and
three M24 Nuts (MC436) in
the bottom three holes of the
beam stiffeners.. Refer also
to Fig 11.33. Repeat this
procedure to connect one
more platform channel
bearer and angle assembly
between the pier cap beam
assemblies.
Platform angle Long platform bearer
bearers (NLC25063) channel (NLC25062)

Fig 11.43 Connection of long platform bearer channel and angle bearer assemblies to pier cap
assemblies

11:32
 FIXED PIER

ERECTION PROCEDURE
Lift and connect three long inner platform decks (NLC25064) between the inner platform bearer
channels and angle bearers as shown in Fig 11.44 using four walkway bolts (MC435) and four M24
nuts (MC436) per deck unit. Refer also to Fig 11.35.

Long inner platform deck

(NLC25066)

Fig 11.44 Fitting the long inner platform decks

Connect three platform bearer angles (NLC25063) to the side of a long outer platform deck
(NLC25065) using two bracing bolts (MC430) and M24 nuts (MC436) per angle bearer. Connect three
short inner platform decks (NLC25065) to these angle bearers using two walkway bolts (MC435) and
two M24 nuts (MC436) per deck unit. Connect a long platform kick plate (NLC25069) to the opposite
side of the long outer platform deck using four bracing bolts (MC430) and M24 nuts (MC436). Repeat
this procedure for one more platform deck and kick plate assembly. Refer to Fig 11.45.

Long outer platform

deck (NLC25065)
Long platform kick
plate (NLC25069)

Short inner platform

deck (NLC25071) Platform bearer
angle (NLC25063)

Fig 11.45 Platform deck and kick plate assembly

11:33
 FIXED PIER

ERECTION PROCEDURE
Lift the platform deck and kick plate assemblies (refer to Fig 11.45) and bolt to the platform angle
bearers using walkway bolts (MC435) and M24 nuts (MC436) at the locations shown. Refer to Fig
11.46. This completes the access platform. All bolts should be fully tight.
Sliding bearings
(NLC19031)

Platform deck and kick plate

assembly (refer to fig 45)
Sliding bearings
(NLC19031)

Connect platform deck and kick

plate assembly to the angle
bearers at these locations

Fig 11.46 Connection of platform deck and kick plate assembly

BEARINGS AND JACKING BEARING BEAMS LOCATION

Measure across between the two tower legs and ensure that the centre to centre distance between
the bearing baseplates is 5.41 metres, adjusting the position of the pier cap bearing beams on the
internal pier cap beams as necessary, then fully tighten the bolts connecting the pier cap bearing
beams to the internal pier cap beams (refer to Figs 11.30, 11.47 and 11.48).

Take the required amount of bridge bearings (as appropriate to the truss construction of the bridge to
be supported) from the bridge set and fit them onto the bearing baseplates, ensuring that the bearings
are seated properly over the dowels on the baseplates. Note that these bridge bearings are also
used to support the rollers during the launching of the bridge.
Sliding bearings Transom bolts
(NLC19031) (MC431)

Triple bearing baseplate

(NLC19541)

Bearing beams
(NLC19026) Baseplate slamp
plate (NLC19028)

Fig 11.47 Location of bearings

11:34
 FIXED PIER

ERECTION PROCEDURE
During bridge installation, in order to provide a jacking support to raise the bridge off the rollers and
lower it onto the bearings, four additional bearing beams (NLC19026) are temporarily required per
tower leg. Clamp a pair on either side of the permanent pier cap bearing beams in a similar manner
to that described, but this time using two bearing baseplate clamp plates (NLC19028) with two
transom bolts (MC431) and nuts (MC436) per clamp plate.

12.5
216 241 4593 to inner bearings
External pier cap beams

Triple bearing baseplate

Bearing beams (for jacking)

location – 4 total

Fig 11.48 Bearings and jacking bearing beams location (access platform omitted for clarity)

11:35
 FIXED PIER

ERECTION PROCEDURE

PIERS LESS THAN THREE BAYS HIGH

Piers less than three bays high can be constructed from the components of one pier set as follows:

A one bay high pier (as depicted in Fig 11.49) is constructed as per the lower tier of a three bay high
pier with pier cap beam assemblies fitted to the top.

Fig 11.49 One bay high pier

A two bay high pier (as depicted in Fig 11.50) is constructed as per the lower and upper tiers of a
three bay high pier with the intermediate tier being omitted. Pier cap beam assemblies are fitted to
the top of the upper tier as usual.

Fig 11.50 Two bay high pier

PIERS GREATER THAN THREE BAYS HIGH

Not taken up.

11:36
 FIXED PIER

DISMANTLING PROCEDURE
The general dismantling procedure for a pier with access platform is essentially the reverse of the
erection procedure described previously. The only exception is the method of dismantling the panel
box assemblies once they have been removed from the tower legs of the pier, which is carried out
while they are vertically orientated as opposed to the horizontal orientation in which they were
constructed. The recommended procedure for dismantling the panel box assemblies is described in
Para 31. Note that before commencing dismantling procedures, it must be ensured that the warnings
and cautions, both those listed and those referred to in this chapter, have been read and fully
understood by all personnel. Particular points to note during the dismantling of a pier are as follows:

In accordance with the pier erection procedures, lifting bolt assemblies (NLE1022) must be used
when disconnecting and lowering the pier cap beam assemblies and the tower bracing ties from the
pier during dismantling.

Before attempting to remove a pier cap beam assembly from the top of a pier tower leg, slightly
loosen all of the bolts in the upper tier of the pier and also the bolts at the four corners of the pier cap
beam assembly that connect the outer pier cap beams together. This will provide a sufficient degree
of freedom such that the pier cap beam assembly will lift clear of the tower freely and easily.

Once a pier cap beam assembly has been removed from a tower leg of the pier, it must be set down
on level ground, in a stable condition on timber packs, such that it can be dismantled into its
component parts using the reverse of the construction procedure.

When removing the pier bracing components, ensure that the chains of a crane have been connected
to the component to be removed, in the same manner as described previously for the pier erection,
and taken the load sufficiently before removing the nuts from the bolts that connect the component to
the pier. Note that the components must be removed in the reverse of the sequence used for
erection.

Before attempting to remove a panel box assembly of one tier from a pier tower, slightly loosen all
bolts in the adjacent tier of the pier below. This will provide a sufficient degree of freedom such that
the panel box assembly will lift clear of the tower freely and easily.

Once a panel box assembly has been removed from a tower leg of the pier, it must be set down
vertically on level ground in a stable condition, using timber packing as necessary to ensure stability,
such that it can be dismantled into its component parts.

When only the lower tier panel box assemblies remain, remove the panel pins connecting them to the
double female eye soleplates then lift the assemblies clear of the soleplates and set them down
vertically on level ground in a stable condition such that they too can be dismantled into their
component parts using the procedure given.
4
A D

Plan on panel box assembly 1 3

B 2 C
Fig 11.51 Key diagram for dismantling sequence of panel box assemblies

11:37
 FIXED PIER

DISMANTLING PROCEDURE
DISMANTLING PANEL BOX ASSEMBLIES

The recommended procedure for dismantling a panel box assembly into its component parts, once it
has been removed from a tower leg of a pier and set down vertically on level ground in a stable
condition using timber packing as necessary, is as described below (see Fig 11.51 for the
alphanumerical references used). Note that as the individual components are removed from the
assembly, they must be set down to one side on stable ground, using timber packing as necessary to
ensure stability.

Attach a crane to panel 1 and take a “bite” on the load.

Remove the bolts attaching the two angle brackets at A to panel 4, and those attaching the two angle
brackets at B to panel 2.

Lift out panel 1, with the angle brackets at A and B still attached, and lay the panel to one side with
the angle brackets uppermost.

Remove the angle brackets at A and B from panel 1, then store the brackets and stack the panel.

Attach a crane to panel 2 and take a “bite” on the load.

Remove the bolts attaching the two angle brackets at C to panel 3.

Lift out panel 2, with the angle brackets at C still attached, and lay the panel to one side with the angle
brackets uppermost.

Remove the angle brackets at C from panel 2, then store the brackets and stack the panel.

Using a two-legged chain, attach one chain leg around the centre gusset plate of the female end
vertical at the top of panel 3 and the other chain leg around the centre gusset plate of the female end
vertical at the top of panel 4, then take a “bite” on the load.

Attach a guy rope at C to the chord of panel 3, attaching it at the intersection of the panel diagonals
and chords in the lower half of the panel, and another in a similar manner at A to the chord of panel 4.

Remove the bolts attaching the two angle brackets at D to panel 4.

Ensure that all personnel are standing clear at a safe distance from the structure, and then slowly lift
the two panels clear of the ground with the crane and allow them to slowly swing together, using the
guy ropes for control.

Lay the panels down on top of one another on the ground, again using the guy ropes for control, and
ensure that they are stable.

Remove the chain from the lower panel then lift the upper panel clear and place it to one side.

Remove the remaining angle brackets and store them, then stack the two panels.

11:38
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

11:39
 MECHANICAL LIFTING OPERATIONS
LIFTING PANELS USING A MOBILE CRANE
Groups of panels can be lifted in the horizontal position using a suitable crane with suitable lifting
equipment as shown in Fig 12.5. Two x 2 leg chains are recommended for lifting. Compact 200
panels are grouped together (using tie rods through the eyes) in stacks of 6. It is therefore
recommended that the panels are lifted in a stack of 6 with the lifting chains passing down through the
stack and hook threaded through the chord of the bottom panel and then clasped to the chain leg. It is
recommended that guide lines are attached to the stack during lifting and moving.

Mabey Universal Panels are grouped together in pairs and it is recommended that they are lifted in
stacks of no more than 4 (i.e. two pairs).

6 x Panel
stack
Refer to (Compact
C
detail A Panels)

Refer to
detail B

Mechanical lifting of a panel in the horizontal position

using two x 2 leg chain arrangements

Fig 12.5
12:8
 MECHANICAL LIFTING OPERATIONS
LIFTING PANELS USING A MOBILE CRANE
Single panels can be lifted in the horizontal position using a suitable crane with suitable
lifting equipment as shown in Fig 12.6. Two leg chains are recommended for lifting. Slings
can be used in conjunction with the chains for lifting. It is recommended that guide lines are
attached to the panels during lifting and moving.

C
C

Refer to detail A

Refer to detail B

Mechanical lift of a panel in the horizontal position using

2 x two leg chain arrangement

View on arrow C

Detail A Fig 12.6

Detail B
12:9
 MECHANICAL LIFTING OPERATIONS
LIFTING PANELS USING A MOBILE CRANE
Single panels can be lifted in the vertical position using a suitable crane with suitable lifting equipment
as shown in Fig 12.7. Two leg chains are recommended for lifting. Slings can be used in conjunction
with the chains for lifting. It is recommended that guide lines are attached to the panels during lifting
and moving.

Guide Lines

Metod 1: Lifting arrangement with two leg chains

Metod 2: Lifting arrangement using a one leg chain

Fig 12.7
12:10
 MECHANICAL LIFTING OPERATIONS
LIFTING TRANSOMS USING A MOBILE CRANE
Transoms can be lifted using a suitable crane with suitable lifting equipment as shown in Fig 12.9.
Two leg chains are recommended. They can be used in conjunction with webbing slings as shown in
Method 1. It is recommended that guide lines are attached to the transom during lifting and moving.
Two positions for attaching the chains and slings are shown.

12:12
12:14
 MECHANICAL LIFTING OPERATIONS
LIFTING DECK UNITS USING A FORK-LIFT TRUCK
A stack of deck units can be lifted using a suitable crane with suitable lifting equipment as shown in
Figs 12.12. Two x 2 leg chains or a single leg chain and 2 webbing chains can be used.

4 deck units

4 deck units

12:15
 MECHANICAL LIFTING OPERATIONS
LIFTING DECK UNITS USING A FORK-LIFT TRUCK
When lifting and moving deck units using a fork-lift truck, the operator should ensure that the forks are
evenly spread beneath the load and the load is kept as close to ground level as possible during
movement. It is recommended that no more than four deck units are lifted in one operation.

VOLVO BM

12:16
 MECHANICAL LIFTING OPERATIONS
LIFTING SMALLER COMPONENETS USING A FORK-LIFT
TRUCK
Illustrated in Fig 12.4 are various other components with a recommended stack quantity for
lifting purposes using a fork-lift truck or equivalent.

VOLVO BM VOLVO BM

Chord Reinforcement = 20 Kerb Units = 30

VOLVO BM VOLVO BM

Horizontal Bracing Frames = 10 Angle Rakers = 40

VOLVO BM VOLVO BM

Vertical Bracing Frames = 10 End Posts = 20

VOLVO BM VOLVO BM

Swaybrace = 25 Vertical Braces = 100

Fig 12.14
12:17
 CONTENTS
CHAPTER PAGES

ANNEX A WARNINGS AND CAUTIONS A:0

Note: The warnings and cautions for the following operations, and
which are listed on the following pages should be read in conjunction
with the relevant subject matter contained in this construction manual.

Manual lifting operations A:2

Mechanical lifting operations using cranes A:3
Mechanical lifting and moving operations using fork-lift trucks A:5
Loading and unloading vehicles A:6
Storage and stockyard A:8
Bridge foundations and site preparation A:9
Preliminary erection information A:11
Erection of the launching nose and bridge A:12
Launching the bridge A:14
Jacking operations A:16
Footwalks A:18
Span junction equipment A:19
Fixed piers A:20
Bridge removal A:21

A:0
THIS PAGE HAS BEEN LEFT INTENTIONALLY BLANK

A:1
 WARNINGS AND CAUTIONS

MANUAL LIFTING OPERATIONS

WARNINGS

1) PERSONAL PROTECTIVE EQUIPMENT (PPE). ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE AT WORK REGULATIONS. PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

2) LIFTING METHODS. PERSONNEL ARE TO BE AWARE OF THE CORRECT PROCEDURES FOR MANUAL LIFTING THESE
INCLUDE:

PLANNING THE LIFT:

ASCERTAINING WHERE THE ITEM TO BE LIFTED IS TO BE PLACED.

USING THE APPROPRIATE LIFTING AND HANDLING AIDS.

ENSURING, WHEN REQUIRED, THAT ADEQUATE ASSISTANCE IS AVAILABLE FOR THE LIFT.

REMOVING ANY OBSTRUCTIONS FROM THE PATH AND/OR DESTINATION.

ADOPTING THE CORRECT LIFTING POSTURE.

OBTAINING AND MAINTAINING A FIRM GRIP OF LOAD.

KEEPING CLOSE TO THE LOAD IN ORDER TO MAINTAIN THE CORRECT POSTURE WHILE LIFTING, CARRYING AND
LOWERING THE LOAD.

3) POTENTIAL INJURIES. PERSONNEL MUST BE AWARE OF POTENTIAL PERSONAL INJURIES THAT CAN OCCUR WHEN
LIFTING COMPONENTS BY HAND. SUCH POTENTIAL INJURIES INCLUDE:

TWISTING: SPRAINS AND STRAINS MAY OCCUR DUE TO INCORRECT MANUAL LIFTING POSTURES AND
METHODS.

STRETCHING: INJURIES CAN BE CAUSED BY OVER REACHING WHEN LIFTING, CARRYING OR LOWERING
OBJECTS.

CRUSHING: INJURIES CAN BE CAUSED BY DROPPING COMPONENTS OR BY INCORRECT POSITIONING OF THE

HANDS DURING LIFTING OPERATIONS.

CUTTING: CUTTING OR PIERCING INJURIES CAN BE CAUSED BY SHARP OR PROTRUDING EDGES ON

COMPONENTS.

BREAKING: BROKEN BONES AND ALSO ANY OF THE ABOVE INJURIES, CAN BE CAUSED BY FALLING. THIS CAN
OCCUR DUE TO OBSTRUCTIONS EN-ROUTE OR TO UNEVEN, SLIPPERY OR UNSTABLE GROUND TO BE
CROSSED.

3) HAZARDS

POOR LIGHT: THE RISK OF ACCIDENT AND INJURY IS GREATER IN POOR LIGHT.

EXHAUSTION: SUITABLE REST AND RECOVERY PERIODS MUST BE TAKEN DURING MANUAL LIFTING AND
HANDLING OPERATIONS TO AVOID EXHAUSTION.

TEAM LIFTING: ALLOWANCES MUST BE MADE FOR MALDISTRIBUTION OF WEIGHT AMONG PERSONNEL DURING
MULTIPLE PERSON MANUAL LIFTS. INDIVIDUALS MUST ALSO REMAIN AWARE OF THE CONDITION OF THE
OTHER MEMBERS OF THE LIFTING TEAM. FAILURE TO DO EITHER OF THESE CAN LEAD TO ACCIDENT AND
INJURY.

NBC CLOTHING: EXTRA REST PERIODS REQUIRED BUT CONSIDERED IMPRACTICABLE FOR HAND BUILD.

CAUTION

DAMAGE TO THE EQUIPMENT. Personnel must be aware that damage to the equipment can be caused if a component is dropped or
collides with another component or hard object during handling. Note also that damage may occur either to the component being
carried or to another component upon which the former is dropped or collides with.

A:2
 WARNINGS AND CAUTIONS

MANUAL LIFTING OPERATIONS USING CRANES

WARNINGS

1) SAFE SYSTEM OF WORKING. INORDER TO ENSURE THE IMPLEMENTATION OF A SAFE SYSTEM OF WORKING, ONE
OERSON SHALL BE APPOINTED AS BEING RESPONSIBLE FOR, AND HAVING OVERALL ONTROL OF, ALL LIFTING
OPERATIONS. THIS PERSON MUST BE FAMILIAR WITH ALL OF THE REGULATIONS REGARDING THE USE OF CRANES, AND
ANY OTHER LIFTING EQUIPMENT AS APPROPRIATE, AND WITH ALL REGULATIONS PERTAINING TO LIFTING AND HEALTH
AND SAFETY ON SITE. HE MUST ALSO HAVE HAD ADEQUATE TRAINING AND EXPERIENCE TO ENABLE HIM TO CARRY OUT
HIS DUTIES COMPETENTLY, WHICH INCLUDE THE FOLLOWING:

THE ORGANISATION AND CONTROL OF ALL LIFTING OPERATIONS.

THE ASSESSMENT OF THE LIFTING OPERATION WITH REGARDS TO THE CHOICE OF THE CRANE AND / OR
OTHER LIFTING EQUIPMENT TO BE USED.

ENSURING THAT INSPECTION AND MAINTENANCE OF THE CRANE AND/OR OTHER LIFTING EQUIPMENT HAS
BEEN CARRIED OUT.

ENSURING THAT THERE IS AN EFFECTIVE PROCEDURE FOR REPORTING DEFECTS AND/OR INCIDENTS, AND
TAKING THE NECESSARY CORRECTIVE ACTION.

STOPPING ANY OPERATION IN THE EVENT OF AN UNACCEPTABLE SAFETY RISK.

NOTE THAT THE DUTIES OF THE APPOINTED PERSON SHOULD NOT BE DELEGATED TO THE DRIVER OF THE MECHANICAL
EQUIPMENT.

2) PERSONAL PROTECTIVE EQUIPMENT (PPE) ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE REGULATIONS. PPE INCLUDES:

SAFETY HELMET.
SAFETY FOOTWEAR.
HAND PROTECTION.
HIGH VISIBILITY CLOTHING (OPTIONAL).
SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

3) POSITIONING OF MECHANICAL LIFTING EQUIPMENT.

ALL MECHANICAL LIFTING EQUIPMENT MUST BE SET UP LEVEL ON STABLE GROUND AND MUST REMAIN SO
DURING USE.

STABILISER DEPLOYMENT AND LEVELLING OF THE MECHANICAL EQUIPMENT MUST BE TO THE

MANUFACTURER’S SPECIFICATIONS AND INSTRUCTIONS.

BEFORE MECHANICAL LIFTING EQUIPMENT ARRIVES ON SITE, THE NATURE OF THE GROUND CONDITIONS
MUST BE STUDIED TO ENSURE THAT THE REQUIREMENTS OF BOTH 3.1 AND 3.2 ABOVE ARE FEASIBLE.

EXTREME CARE MUST BE TAKEN IN THE POSITIONING AND THE USE OF CRANES, ESPECIALLY IN THE
FOLLOWING CIRCUMSTANCES:

WHERE THE CRANE IS TO BE ON, OR ADJACENT TO, A HIGHWAY. THIS MAY REQUIRE LIAISON WITH
THE POLICE AND/OR OTHER LOCAL AUTHORITIES.

WHERE THE CRANE IS TO BE ADJACENT TO A RAILWAY. THE CRANE MUST BE POSITIONED SUCH
THAT IF IT WERE TO COLLAPSE, NEITHER THE JIB NOR THE LOAD WOULD FALL WITHIN 3M OF THE
RAILWAY TRACK.

WHERE THE CRANE IS TO BE ADJACENT TO AN EXISTING BUILDING. CARE MUST BE TAKEN TO

ENSURE THERE IS ADEQUATE ROOM FOR SLEWING, INCLUDING CLEARANCES AS MAY BE
STIPULATED IN LOCAL REGULATIONS, AND FOR CORRECT DEPLOYMENT OF STABILISERS.

WHERE THE CRANE IS TO BE POSITIONED, OR MANOEUVRED, ADJACENT TO AN OPEN EXCAVATION.

IN THIS CASE, CHECKS MUST BE CARRIED OUT TO CONFIRM THE ADEQUATE STABILITY OF THE
SLOPE OF EARTH WALLS, OR THE ADEQUATE CAPACITY OF THE RETAINING SYSTEM WHEN USED.

WHERE THE CRANE IS TO BE POSITIONED, OR MANOEUVRED, ON PREVIOUSLY DISTURBED GROUND.

IN THIS CASE, A CHECK SHOULD BE MADE FOR UNDERGROUND HAZARDS AND FOR BADLY

A:3
 WARNINGS AND CAUTIONS

MANUAL LIFTING OPERATIONS USING CRANES

BACKFILLED EXCAVATIONS. WITH REGARDS TO THE LATTER, NOTE THAT FROZEN GROUND CAN GIVE
A FALSE SENSE OF SECURITY.

WHERE THE CRANE IS TO BE POSITIONED, OR MANOEUVRED, OVER KNOWN UNDERGROUND

SERVICES, A CHECK MUST BE MADE TO ASCERTAIN THE EXACT POSITION OF ANY UNDERGROUND
SERVICES THAT MIGHT BE DAMAGED BY THE CRANE, OR WHICH COULD AFFECT THE STABILITY OF
THE CRANE.

WHERE THE CRANE IS TO BE POSITIONED, MANOEUVRED OR USED NEAR OVERHEAD POWER LINES.
IN SUCH CASES, NO PART OF THE CRANE, PAYING PARTICULAR ATTENTION TO THE JIB, MUST BE
ALLOWED TO APPROACH WITHIN 15 METRES OF OVERHEAD POWER LINES SUSPENDED FROM STEEL
TOWERS, OR WITHIN 6 METRES OF CABLES SUSPENDED FROM WOODEN POLES.

4) LIFTING OPERATIONS. DURING THE LIFTING, MOVEMENT AND PLACEMENT OF LOADS, USING MECHANICAL LIFTING
EQUIPMENT, PARTICULAR ATTENTION MUST BE PAID TO THE FOLLOWING:

ENSURE THAT THE OPERATOR OF THE MECHANICAL EQUIPMENT HAS A CLEAR AND UNOBSTRUCTED VIEW OF
THE APPOINTED PERSON, OR THE DELEGATED PERSON, CONTROLLING THE LIFT.

ENSURE THAT THE WEIGHT OF THE LOAD TO BE LIFTED IS KNOWN.

ENSURE THAT ALL LIFTING EQUIPMENT TO BE USED, INCLUDING ANY SHACKLES, HOOKS, CHAIN SLINGS, WIRE
ROPES OR WEBBING, IS WELL MAINTAINED, TESTED AND CERTIFIED AS APPROPRIATE, AND IS SUITABLE TO
LIFT THE PROPOSED LOAD IN THE MANNER REQUIRED.

BEFORE STARTING A LIFT, ENSURE THAT THE LIFTING EQUIPMENT IS CORRECTLY ATTACHED TO THE LOAD.

PERSONNEL ARE TO BE AWARE NOT TO TRAP FINGERS OR LIMBS WHEN SECURING THE LIFTING EQUIPMENT
TO THE LOAD.

PERSONNEL ARE TO BE AWARE OF CHAINS AND HOOKS POTENTIALLY SWINGING PRIOR TO SECURING AND
AFTER RELEASING LOADS.

PERSONNEL MUST NEVER ALLOW THEMSELVES TO BE BENEATH A LOAD AT ANY TIME WHILE IT IS LIFTED AND
CARRIED.

PERSONNEL MUST REMAIN AWARE OF THE POSSIBILITY OF LOADS FALLING FROM THE MECHANICAL LIFTING
EQUIPMENT AT ALL TIMES, AND KEEP AN APPROPRIATE DISTANCE FROM THEM.

WHEN LIFTING AN ITEM BY CRANE OR HOIST, ENSURE THAT THE LOAD IS KEPT UNDER THE LIFTING POINT AND
NOT DRAGGED OR PULLED ALONG THE GROUND.

WHEN LIFTING COMPONENTS FROM A STACK, ENSURE THAT THE COMPONENTS ARE LIFTED CLEAR FROM THE
STACK. SNAGGING ON A STACK CAN RESULT IN STACKED COMPONENTS FALLING AND CAUSING CRUSHING
INJURIES TO PERSONNEL.

CRANE SLEWING MUST BE DONE SLOWLY, TO MAINTAIN CONTROL OF THE LOAD OF THE POSSIBILITY OF
LOADS SNAGGING AND THEN SWINGING FREE.

ROPES MUST BE ATTACHED TO LARGE AND UNWIELDY LOADS, SO THAT WHEN THE LOAD IS LIFTED AND
CARRIED, THE ROPES CAN BE USED TO CONTROL THE LOAD FROM SWINGING ADVERSELY.

5) MECHANICAL LIFTING EQUIPMENT TRAVELLING WITH LOADS. WHEN MECHANICAL LIFTING EQUIPMENT IS REQUIRED
TO TRAVEL WITH A LOAD, IN ORDER TO MINIMISE THE RISK OF ACCIDENT AND INJURY, OBSERVE THE FOLLOWING
POINTS:

THE CAPACITY OF A VEHICLE THAT IS TRAVELLING WITH LOADS SHOULD BE DERATED ACCORDINGLY.

ENSURE THAT TYRE PRESSURES ARE WITHIN THE MANUFACTURER’S GUIDELINES.

ENSURE THAT THE LOAD IS STABLE AND SECURED TO THE EQUIPMENT SUCH THAT IT CANNOT BECOME
DISLODGED AND FALL.

ENSURE THAT ALL PERSONNEL ARE AWARE OF, AND CLEAR OF, THE INTENDED ROUTE OF THE VEHICLE.

A:4
 WARNINGS AND CAUTIONS

MANUAL LIFTING OPERATIONS USING CRANES

DO NOT TRAVEL UP, DOWN OR ACROSS INCLINES.

DO NOT TRAVEL OVER UNEVEN, UNSTABLE OR UNCOMPACTED GROUND.

DO NOT MAKE ERRATIC MOVEMENTS, SUCH AS SWERVING, STARTING OR STOPPING SUDDENLY.

KEEP THE LOAD AS CLOSE AS POSSIBLE TO THE GROUND.

CRANES MUST NOT TRAVEL WHEN CARRYING THEIR MAXIMUM SAFE LIFTING LOAD, REFER TO THE CRANE
MANUFACTURERS INSTRUCTIONS FOR ACTUAL LIMITATIONS.

WHEN REQUIRED TO TRAVEL WITH A LOAD, A CRANE MUST USE THE SHORTEST JIB THAT IS PRACTICABLE AND
SET THE JIB IN LINE WITH THE DIRECTION OF TRAVEL.

WHEN A CRANE IS TRAVELLING WITH A LOAD, ROPES MUST BE ATTACHED TO THE LOAD IN ORDER TO
CONTROL IT ADEQUATELY.

CAUTION

DAMAGE TO THE EQUIPMENT. Personnel must be aware that damage to the equipment can be caused if a component is dropped or
allowed to collide with another component or hard object during mechanical lifting and moving operations. Note also that damage may
occur either to the component being carried or to another component upon which the former is dropped or collides with.

It must also be noted that the damage may be caused either to the component being lifted and moved, or to another component upon
which the former is dropped or allowed to collide with.

Particular attention must be paid to the following points:

Ensure that components are stacked in a stable manner and that they are securely fastened to the mechanical lifting
equipment prior to the commencement of lifting and/or moving operations.

Ensure that all other components are clear of the intended path of the mechanical lifting equipment prior to the
commencement of lifting and/or moving operations.

When lifting components that are stacked ensure that they are lifted clear from the stack immediately. Snagging during lifting
can result in damage to the components.

When lifting and moving components with a crane, components may be damaged due to incorrect positioning of the chain
slings. Refer to the appropriate figures in this chapter for details of correct chain sling positioning and maximum loads.

Ensure that ropes are attached to a large and unwieldy load. When the load is being lifted and moved by crane, in order to
control the load from swinging adversely and damaging components.

A:5
 WARNINGS AND CAUTIONS

MECHANICAL LIFTING AND MOVING OPERATIONS USING

FORK-LIFT TRUCKS
1) LIFTING, MOVEMENT AND PLACEMENT OPERATIONS. DURING THE LIFTING, MOVEMENT AND PLACEMENT OF LOADS,
USING FORK-LIFT TRUCKS, PARTICULAR ATTENTION MUST BE PAID TO THE FOLLOWING:

ENSURE THAT THE OPERATOR OF THE FORK-LIFT TRUCK, HAS A CLEAR AND UNOBSTRUCTED VIEW OF THE
INTENDED PATH OF THE VEHICLE.

ENSURE THAT THE WEIGHT OF THE LOAD TO BE LIFTED IS KNOWN.

PERSONNEL MUST NEVER ALLOW THEMSELVES TO BE BENEATH A LOAD AT ANYTIME WHILE IT IS LIFTED AND
CARRIED.

PERSONNEL MUST REMAIN AWARE OF THE POSSIBILITY OF LOADS FALLING FROM THE FORK-LIFTS AT ALL
TIMES, AND KEEP AN APPROPRIATE DISTANCE FROM THEM.

WHEN LIFTING COMPONENTS FROM A STACK, ENSURE THAT THE COMPONENTS ARE LIFTED CLEAR FROM THE
STACK. SNAGGING ON A STACK CAN RESULT IN STACKED COMPONENTS FALLING AND CAUSING CRUSHING
INJURIES TO PERSONNEL.

2) FORK-LIFTS TRAVELLING WITH LOADS. WHEN MECHANICAL LIFTING EQUIPMENT IS REQUIRED TO TRAVEL WITH A
LOAD, IN ORDER TO MINIMISE THE RISK OF ACCIDENT AND INJURY, OBSERVE THE FOLLOWING POINTS:

ENSURE THAT THE FORK-LIFT IS OPERATED ACCORDING TO THE MANUFACTURERS INSTRUCTIONS.

ENSURE THAT TYRE PRESSURES ARE WITHIN THE MANUFACTURER’S GUIDELINES.

ENSURE THAT THE LOAD IS STABLE AND SECURED TO THE EQUIPMENT SUCH THAT CANNOT BECOME
DISLODGED AND FALL.

ENSURE THAT ALL PERSONNEL ARE AWARE OF, AND CLEAR OF, THE INTENDED ROUTE OF THE VEHICLE.

DO NOT TRAVEL UP, DOWN OR ACROSS INCLINES.

DO NOT MAKE ERRATIC MOVEMENTS, SUCH AS SWERVING, STARTING OR STOPPING SUDDENLY.

CAUTION

DAMAGE TO THE EQUIPMENT. Personnel must be aware that damage to the equipment can be caused if a component is dropped or
allowed to collide with another component or hard object during lifting and moving operations with a fork-lift.

It must also be noted that the damage may be caused either to the component being lifted and moved, or to another component upon
which the former is dropped or allowed to collide.
Particular attention must be paid to the following points:

When lifting and moving components with a forklift truck, components may be damaged due to incorrect positioning of the forks.
Refer to the appropriate diagrams in the component handling section of the manual for details of correct fork positioning and
maximum loads.

When moving components with a forklift truck, damage may be caused to components if the vehicle is driven over rough ground.
Prior to the commencement of such movements, ensure that all ruts and holes are filled and that an even surface is provided for
the vehicle to run on.

A:6
 WARNINGS AND CAUTIONS

LOADING AND UNLOADING VEHICLES

WARNINGS

1) PPE. ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE APPROPRIATE PPE AT WORK REGULATIONS.
PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

2) VEHICULAR MOVEMENTS. WHEN VEHICLES MOVE, EITHER ON SITE OR IN A STOCKYARD, OBSERVE THE FOLLOWING:

PERSONNEL MUST BE AWARE OF, AND STAND CLEAR OF, ANY MOVING VEHICLE.

A RESPONSIBLE PERSON MUST PROVIDE APPROPRIATE GUIDANCE TO THE DRIVER OF A MOVING VEHICLE,
ESPECIALLY WHEN THE VEHICLE IS REVERSING.

A VEHICLE MUST NEVER BE MOVED WITH AN UNSTABLE LOAD.

A VEHICLE SHOULD NOT BE MOVED WITH AN UNSECURED LOAD. IF, HOWEVER, THIS IS NECESSARY FOR
PRACTICAL REASONS, PERSONNEL MUST REMAIN CONSTANTLY AWARE OF THE UNSECURED LOAD AND KEEP
A SAFE DISTANCE FROM BOTH THE VEHICLE AND THE POTENTIAL TRAJECTORY OF THE LOAD IF IT WERE TO
COLLAPSE.

3) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY UNDER MANUAL AND
MECHANICAL LIFTING OPERATIONS, OBSERVE THE FOLLOWING:

ENSURE THAT SAFE ACCESS TO AND EGRESS FROM THE VEHICLE IS PROVIDED FOR PERSONNEL WHO ARE
REQUIRED TO ATTACH LIFTING EQUIPMENT TO A LOAD. A LADDER OR SET OF STEPS ALONGSIDE THE LORRY
MAY BE REQUIRED FOR THIS.

WHERE PERSONNEL NEED TO ACCESS A HIGH STACK OF COMPONENTS, SAFETY HARNESSES MUST BE
PROVIDED AND SECURED TO SUITABLE ANCHORAGE POINTS.

HAVING ATTACHED LIFTING EQUIPMENT TO A LOAD ON THE BACK OF A VEHICLE, PERSONNEL MUST BE AWARE
OF THE PATH OF THE LOAD AS IT SWINGS AROUND DURING THE LOADING OR UNLOADING OPERATION.
PERSONNEL MUST COME DOWN OFF, AND KEEP CLEAR OF, THE LORRY, IN ORDER TO AVOID BEING STRUCK
OR TRAPPED WHICH MIGHT CAUSE BROKEN LIMBS AND CRUSHING INJURIES.

WHEN REMOVING COMPONENTS FROM A STACK, PERSONNEL MUST BE AWARE OF THE POTENTIAL FOR THE
REMAINING COMPONENTS BECOMING UNSTABLE, WHICH MIGHT CAUSE BROKEN LIMBS AND CRUSHING
INJURIES. APPROPRIATE ACTION MUST BE TAKEN TO MAINTAIN THE STABILITY OF ANY REMAINING
COMPONENTS.

CAUTION

DAMAGE TO THE EQUIPMENT. In addition to the cautions listed previously under manual and mechanical lifting operations,
personnel must also ensure that components are stacked in a stable manner, with lighter components on top of heavier ones, and that
all components are secured so as to prevent damage during transport.

A:7
 WARNINGS AND CAUTIONS

STORAGE AND STOCKYARD

WARNINGS

1) PERSONAL PROTECTIVE EQUIPMENT (PPE). ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE PPE AT WORK REGULATIONS. PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

2) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY UNDER MANUAL LIFTING
OPERATIONS, MECHANICAL LIFTING OPERATIONS AND THE LOADING AND UNLOADING OF VEHICLES, ALL OF WHICH ARE
APPLICABLE TO HANDLING OPERATIONS IN A STOCKYARD, OBSERVE THE FOLLOWING:

ENSURE THAT SAFE ACCESS TO AND EGRESS FROM THE STACKS OF EQUIPMENT IS PROVIDED FOR
PERSONNEL WHO ARE REQUIRED TO ATTACH LIFTING EQUIPMENT TO A LOAD, OR TO MOVE A LOAD
MANUALLY.

PERSONNEL MUST REMAIN AWARE OF MECHANICAL HANDLING EQUIPMENT, OR ANY OTHER VEHICLE, MOVING
AROUND A STOCKYARD.

PERSONNEL MUST BE AWARE OF THE POTENTIAL TO SLIP OR FALL FROM A STACK OF COMPONENTS.

WHERE PERSONNEL NEED TO ACCESS A HIGH STACK OF COMPONENTS, SAFETY HARNESSES MUST BE
PROVIDED AND SECURED TO SUITABLE ANCHORAGE POINTS.

HAVING ATTACHED LIFTING EQUIPMENT TO A LOAD, PERSONNEL MUST BE AWARE OF THE PATH OF THE LOAD
AS IT SWINGS AROUND DURING ANY REQUIRED MOVEMENT. PERSONNEL MUST COME DOWN OFF AND KEEP
CLEAR OF THE STACKS OF EQUIPMENT, IN ORDER TO AVOID BEING STRUCK OR TRAPPED WHICH MIGHT
CAUSE BROKEN LIMBS AND CRUSHING INJURIES.

DURING MECHANICAL HANDLING MOVEMENTS, PERSONNEL MUST BE AWARE OF THE POSSIBILITY OF

COMPONENTS BEING KNOCKED OFF, OR FALLING FROM, A STACK OF EQUIPMENT, AND REMAIN AT A SUITABLE
SAFE DISTANCE FROM THE POTENTIAL TRAJECTORY OF SUCH COMPONENTS.

DURING MECHANICAL HANDLING MOVEMENTS, PERSONNEL MUST BE AWARE OF THE POSSIBILITY OF A STACK
OF EQUIPMENT BEING KNOCKED OVER, AND REMAIN AT A SUITABLE SAFE DISTANCE FROM ALL SUCH STACKS.

WHEN STACKING COMPONENTS, PERSONNEL MUST BE AWARE OF THE POTENTIAL TO TRAP FINGERS OR
LIMBS.

WHEN REMOVING COMPONENTS FROM A STACK, PERSONNEL MUST BE AWARE OF THE POTENTIAL FOR THE
REMAINING COMPONENTS BECOMING UNSTABLE, WHICH

MIGHT CAUSE BROKEN LIMBS AND CRUSHING INJURIES. APPROPRIATE ACTION MUST BE TAKEN TO MAINTAIN
THE STABILITY OF ANY REMAINING COMPONENTS.

CAUTION

DAMAGE TO THE EQUIPMENT. In addition to the cautions listed previously under manual lifting operations, mechanical lifting
operations and the loading and unloading of vehicles are applicable to handling operations in a stockyard, observe the following:
Use of appropriate MHE. Pallet trucks are not suitable for lifting LSB wooden boxes

A:8
 WARNINGS AND CAUTIONS

BRIDGE FOUNDATIONS AND SITE PREPERATION

WARNINGS

1) PERSONAL PROTECTIVE EQUIPMENT (PPE). ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE PPE AT WORK REGULATIONS. PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

(2) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY UNDER MANUAL LIFTING
OPERATIONS, MECHANICAL LIFTING OPERATIONS, LOADING AND UNLOADING VEHICLES AND STORAGE OF
COMPONENTS, ALL OF WHICH ARE APPLICABLE TO WORKS ON SITE, PERSONNEL MUST ALSO BE AWARE OF THE
FOLLOWING:

THE POSSIBILITY OF TRIPPING OR FALLING DUE TO LOOSE OR UNSTABLE GROUND.

THE POSSIBILITY OF FALLING DOWN EMBANKMENTS OR SLOPING GROUND.

THE POSSIBILITY OF BEING CRUSHED BY MECHANICAL EQUIPMENT OVERTURNING. TO MINIMISE THE RISK OF
THIS HAPPENING, ALL SUCH EQUIPMENT MUST BE SITUATED ON LEVEL AND STABLE GROUND, AND AT A SAFE
WORKING DISTANCE FROM SLOPES OR EMBANKMENTS.

THE POSSIBILITY OF COLLISION AND CRUSHING INJURIES THAT CAN BE CAUSED BY VEHICLES. PERSONNEL
MUST BE AWARE OF MECHANICAL HANDLING EQUIPMENT, AND ANY OTHER VEHICLES ON SITE, AT ALL TIMES
DURING SITE PREPARATION.

WHEN CONSTRUCTING CONCRETE ABUTMENTS AND/OR PIERS, THE POSSIBILITY OF THE FOLLOWING:

INJURIES CAUSED BY PERSONNEL FALLING INTO EXCAVATIONS. PIERCING INJURIES CAUSED BY

NAILS, SPIKES OR SPLINTERS DURING TIMBER SHUTTERING WORKS.

HAMMER BLOW INJURIES CAUSED DURING TIMBER SHUTTERING WORKS.

INJURIES CAUSED BY TRAPPING FINGERS OR LIMBS IN MECHANICAL CONCRETE MIXING EQUIPMENT.

CRUSHING INJURIES CAUSED BY WORKING UNDERNEATH OR ALONGSIDE COMPONENTS THAT ARE

BEING LIFTED AND/OR MOVED BY MECHANICAL HANDLING EQUIPMENT.

IMPALEMENT INJURIES CAUSED BY REINFORCEMENT STEEL BARS.

INJURIES CAUSED BY TRIPPING OVER REINFORCEMENT STEEL BARS.

BURN INJURIES CAUSED BY CUTTING AND WELDING EQUIPMENT.

INJURIES CAUSED BY PERSONNEL FALLING FROM AN ABUTMENT OR PIER. WHEN THE ABUTMENT OR
PIER IS OF A SIGNIFICANT HEIGHT, APPROPRIATE SAFETY HARNESSES MUST BE PROVIDED AND
SECURED TO SUITABLE ANCHORAGE POINTS.

WHEN COMPACTING UNEVEN GROUND, THE POSSIBILITY OF CRUSHING INJURIES THAT CAN BE CAUSED BY
THE COMPACTING EQUIPMENT.

THE POSSIBILITY OF TRIPPING OR FALLING OVER MARKER PEGS AND STRING LINES USED FOR SETTING OUT
THE ROLLER POSITIONS.

WHEN CONSTRUCTING TIMBER PACKS TO SUPPORT THE LAUNCHING AND ERECTION ROLLERS, THE
POSSIBILITY OF PIERCING INJURIES, DUE TO NAILS, SPIKES AND SPLINTERS, AND OF HAMMER INJURIES.
WHEN PLACING THE LAUNCHING AND ERECTION ROLLERS, THE POSSIBILITY OF TRAPPING AND CRUSHING
INJURIES TO FINGERS AND FEET.

WHEN CONSTRUCTING BALANCE BEAM ASSEMBLIES, THE POSSIBILITY OF TRAPPING FINGERS OR LIMBS
BETWEEN THE ROLLERS, BEAMS AND BASEPLATES.

THE POTENTIAL INSTABILITY OF ROCKING ROLLERS AND OF BALANCE BEAM ASSEMBLIES. IN ORDER TO AVOID
INJURIES DUE TO FALLING, PERSONNEL MUST NOT STAND ON ANY TYPE OF ROLLER.

A:9
 WARNINGS AND CAUTIONS

BRIDGE FOUNDATIONS AND SITE PREPERATION

WHEN ROLLERS AND OR BALANCE BEAM ASSEMBLIES ARE INSTALLED ON THE LAUNCHING AND ERECTION
AREA, THE POSSIBILITY OF TRAPPING AND CRUSHING INJURIES CAUSED BY THE COMPONENTS FALLING OR
OVERTURNING DUE TO BEING KNOCKED OVER BY MECHANICAL EQUIPMENT DURING OTHER SITE WORKS.

CAUTION

DAMAGE TO THE EQUIPMENT. All of the cautions listed previously under manual lifting operations, mechanical lifting operations,
loading and unloading vehicles and storage of components are applicable to works on site. In addition, personnel must also ensure that
all bridge components on site are stored clear of the path of mechanical handling equipment and other vehicles in order to avoid the
possibility of collision damage.

A:10
 WARNINGS AND CAUTIONS

PRELIMINARY ERECTION INFORMATION

WARNINGS

1) PERSONAL PROTECTIVE EQUIPMENT (PPE). ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE PPE AT WORK REGULATIONS. PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

2) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY UNDER MANUAL LIFTING
OPERATIONS, MECHANICAL LIFTING OPERATIONS LOADING AND UNLOADING VEHICLES STORAGE AND STOCKYARD AND
SITE PREPARATION AND ROLLER LAYOUT), ALL OF WHICH ARE APPLICABLE PRELIMINARY ERECTION INFORMATION,
PERSONNEL MUST ALSO BE AWARE OF THE FOLLOWING:

3) DURING THE INSTALLATION OF LAUNCHING LINKS PERSONNEL MUST BE AWARE OF THE FOLLOWING:

WHEN RAISING THE FRONT PORTION OF THE LAUNCHING NOSE, USING MECHANICAL LIFTING EQUIPMENT,
SUCH AS CRANES, PARTICULAR ATTENTION MUST BE PAID TO THE WARNINGS LISTED PREVIOUSLY IN
CHAPTER 3-1 FOR MECHANICAL LIFTING OPERATIONS.

WHEN RAISING THE FRONT PORTION OF THE LAUNCHING NOSE, PARTICULAR ATTENTION MUST BE PAID TO
THE POTENTIAL INSTABILITY OF THE STRUCTURE. THERE IS THE POSSIBILITY OF THE STRUCTURE TIPPING,
EITHER FORWARDS OR BACKWARDS, AND OF IT FALLING OFF THE ROLLERS AND / OR PACKS, CAUSING
TRAPPING AND CRUSHING INJURIES. ADDITIONAL PACKING MUST BE USED AS NECESSARY TO ENSURE THE
STABILITY OF THE STRUCTURE AT ALL TIMES.

WHEN INSERTING THE LAUNCHING LINKS, PARTICULAR ATTENTION MUST BE PAID TO THE POSSIBILITY OF
TRAPPING FINGERS AND LIMBS.

4) DURING THE INSTALLATION OF THE DROP NOSE BOLT PERSONNEL MUST BE AWARE OF THE FOLLOWING:

THE POSSIBILITY OF TRAPPING FINGERS BETWEEN THE PANELS AND THE CHORD REINFORCEMENTS.

THE DROP NOSE BOLT FALLING FROM HEIGHT DURING INSTALLATION.

WHEN TIGHTENING THE DROP NOSE BOLT ASSEMBLY, THE POSSIBILITY THAT THE WRENCH MAY SLIP OFF THE
NUT, CAUSING INJURIES TO HANDS, LIMBS AND BODY.

5) DURING PRE-ASSEMBLY OF PANELS AND CHORD REINFORCEMENTS, PERSONNEL ARE TO BE AWARE OF THE
FOLLOWING.

THE POTENTIAL INSTABILITY OF PACKS SUPPORTING THE PANELS AND CHORDS THAT MAY LEAD TO TRAPPED
LIMBS AND CRUSHING INJURIES.

THE POSSIBILITY OF TRAPPING FINGERS BETWEEN THE PANELS AND THE CHORD REINFORCEMENTS. THE
POSSIBILITY OF HAMMER BLOW INJURIES WHEN LOCATING THE CHORD BOLTS.

WHEN TIGHTENING NUTS AND BOLTS, THE POSSIBILITY THAT THE WRENCH MAY SLIP OFF THE NUT, CAUSING INJURIES
TO HANDS, LIMBS AND BODY.

A:11
 WARNINGS AND CAUTIONS

ERECTION OF LAUNCHING NOSE AND BRIDGE

WARNINGS

1) PERSONAL PROTECTIVE EQUIPMENT (PPE). ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE PPE AT WORK REGULATIONS. PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

2) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY UNDER MANUAL LIFTING
OPERATIONS (SEE CHAP 3-1), MECHANICAL LIFTING OPERATIONS (SEE CHAP 3-1), LOADING AND UNLOADING VEHICLES
(SEE CHAP 3-2), STORAGE OF COMPONENTS (SEE CHAP 3-3) AND SITE PREPARATION AND ROLLER LAYOUT (SEE CHAPT
4-2), ALL OF WHICH ARE APPLICABLE TO THE ERECTION OF THE LAUNCHING NOSE AND BRIDGE, PERSONNEL MUST ALSO
BE AWARE OF THE FOLLOWING.

3) DURING THE ERECTION OF THE FIRST BAY OF THE LAUNCHING NOSE

THE POTENTIAL INSTABILITY OF THE TRANSOM IN THE FIRST BAY OF THE LAUNCHING NOSE, WHEN IT IS
TEMPORARILY SUPPORTED ON PACKS, CAUSING TRAPPED LIMBS AND CRUSHING INJURIES.

THE POTENTIAL INSTABILITY OF THE PANELS WHEN FITTING THEM INTO THE FIRST BAY OF THE LAUNCHING
NOSE, CAUSING TRAPPED LIMBS AND CRUSHING INJURIES.

THE POTENTIAL INSTABILITY OF THE ROLLERS SUPPORTING THE FRONT OF THE PANELS IN THE FIRST BAY OF
THE LAUNCHING NOSE, CAUSING TRAPPED LIMBS AND CRUSHING INJURIES.

THE POSSIBILITY OF TRAPPING FINGERS WHEN CONNECTING RAKERS TO THE PANELS AND THE TRANSOM.

IT MAY BE NECESSARY TO STAND ON THE TRANSOM WHEN FITTING THE RAKERS, LEADING TO THE
POSSIBILITY OF FALLING CAUSING INJURIES.

THE POSSIBILITY OF OVER-REACHING WHEN TIGHTENING THE BOLTS, CAUSING THE OPERATIVE TO FALL, OR
CAUSING STRAINING INJURIES.

WHEN TIGHTENING NUTS AND BOLTS, THE POSSIBILITY THAT THE WRENCH MAY SLIP OFF THE NUT, CAUSING
INJURIES TO HANDS, LIMBS AND BODY.

THE POTENTIAL FOR UNSTABLE OR UNEVEN GROUND IN THE ERECTION AREA CAUSING PERSONNEL TO TRIP
AND FALL.

4) DURING THE ERECTION OF SUBSEQUENT BAYS OF THE LAUNCHING NOSE AND BAYS OF THE BRIDGE.

WHEN FITTING PANELS AND CHORDS TO THOSE OF THE PREVIOUS BAY, THE POSSIBILITY OF TRAPPING
FINGERS AND LIMBS.

WHEN PINNING PANELS AND CHORDS TO THOSE OF THE PREVIOUS BAY, THE POSSIBILITY OF OVER-
REACHING WHEN SWINGING THE HAMMER, OR OF MISSING THE PANEL PIN WHEN AIMING A BLOW,
POTENTIALLY CAUSING THE OPERATIVE TO FALL OR CAUSING STRAINING INJURIES.

THE POSSIBILITY OF CAUSING INJURIES TO OTHER PERSONNEL BY STRIKING THEM WHEN SWINGING THE
HAMMER, OR BY LOSING A GRIP ON THE HAMMER HANDLE WHILST SWINGING IT.

WORKING AT HEIGHT; WHEN THERE IS A RISK OF FALLING MORE THAN 2M, FALL PREVENTION MEASURES MUST
BE TAKEN.

WHEN WORKING USING ACCESS EQUIPMENT, SUCH AS A LADDER, IT MUST BE SECURED TO PREVENT IT FROM
BECOMING UNSTABLE DURING USE.

WHEN SITTING ON TOP OF PANELS THAT HAVE ALREADY BEEN FITTED, IN ORDER TO CONNECT
SUBSEQUENT COMPONENTS, THE POSSIBILITY OF SLIPPING AND FALLING CAUSING INJURIES.

WHEN WORKING BENEATH OTHERS, THE POSSIBILITY OF PANEL PINS, BOLTS, NUTS OR TOOLS BEING
DROPPED AND FALLING FROM ABOVE.

A:12
 WARNINGS AND CAUTIONS

ERECTION OF LAUNCHING NOSE AND BRIDGE

THE POSSIBILITY OF CAUSING INJURIES TO OTHER PERSONNEL BY STRIKING THEM WHEN SWINGING THE
HAMMER.

THE POSSIBILITY OF PIERCING INJURIES CAUSED BY SHARP CORNERS OF COMPONENTS.

THE POSSIBILITY OF TRIPPING OVER FITTED SWAYBRACES OR VERTICAL BRACES AND FALLING CAUSING
INJURIES.

THE POSSIBILITY OF THE PARTIALLY BUILT STRUCTURE TIPPING, EITHER FORWARDS OR BACKWARDS, OR
FALLING OFF THE ROLLERS AND / OR PACKS, CAUSING TRAPPING AND CRUSHING INJURIES.

CAUTIONS

DAMAGE TO THE EQUIPMENT. In addition to the cautions listed previously under Manual Lifting Operations, Mechanical Lifting
Operations (See Chapter 3-1) all of which are applicable to bridge erection operations, personnel must also be aware of the following:

When using mechanical equipment to assist with bridge erection, the possibility of causing collision damage to the bridge
components.
When fitting transoms, the possibility of causing collision damage to the panel members. Personnel must ensure that the
transom is guided into position so as to prevent collision with the panels.
The possibility of causing damage to components when using hammers.

The possibility of causing damage to the threads of bolts when using hammers to locate them. Wherever possible, drift pins
must be used to align components so as to reduce the risk of damaging bolt threads.
The possibility of causing damage to spanners and wrenches by using them as hammers. Only hammers must be used as
hammers.

The possibility of weakening the bridge or causing component damage if the bolts are not fitted correctly. Personnel must
ensure that all bolts are fitted in the correct orientation as described in the building procedures.

The possibility of weakening the bridge or causing component damage if the bolts are not fully tightened before allowing
traffic to cross the structure. Personnel must ensure that all bolts tightened at the appropriate stage of the erection.

It is not necessary to use pneumatic wrenches to tighten any of the bolts of the logistic bridge, It is sufficient to tighten all
bolts with the hand tools provided with the launching and erection equipment. If pneumatic wrenches are used to tighten any
of the bolts, personnel must be aware of the possibility of causing damage to either the bolts or to the bridge components by
over-tightening.

A:13
 WARNINGS AND CAUTIONS

LAUNCHING THE BRIDGE

WARNINGS

1) SAFE SYSTEM OF WORKING. IN ORDER TO ENSURE THE IMPLEMENTATION OF A SAFE SYSTEM OF WORKING, AN
APPOINTED PERSON SHALL BE RESPONSIBLE FOR AND HAVE OVERALL CONTROL OF, ALL LAUNCHING OPERATIONS.
THIS PERSON MUST BE FAMILIAR WITH ALL REGULATIONS REGARDING THE USE OF CRANES, WINCHES AND ANY OTHER
MECHANICAL EQUIPMENT TO BE USED, AND WITH ALL REGULATIONS PERTAINING TO HEALTH AND SAFETY ON SITE. HE
MUST HAVE HAD ADEQUATE TRAINING AND EXPERIENCE TO ENABLE HIM TO CARRY OUT HIS DUTIES COMPETENTLY,
WHICH INCLUDE:

THE ORGANISATION AND CONTROL OF ALL LAUNCHING OPERATIONS.

THE ASSESSMENT OF EACH MOVEMENT OF THE STRUCTURE WITH REGARDS TO THE CHOICE OF THE
EQUIPMENT TO BE USED.

ENSURING THAT INSPECTION AND MAINTENANCE OF ANY MECHANICAL EQUIPMENT TO BE USED HAS BEEN
CARRIED OUT.

ENSURING THERE IS AN EFFECTIVE PROCEDURE FOR REPORTING DEFECTS AND/OR INCIDENTS, AND TAKING
THE NECESSARY CORRECTIVE ACTION.

STOPPING ANY OPERATION IN THE EVENT OF AN UNACCEPTABLE SAFETY RISK.

NOTE THAT THE DUTIES OF THE APPOINTED PERSON SHOULD NOT BE DELEGATED TO THE DRIVER OF ANY
MECHANICAL EQUIPMENT TO BE USED.

2) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY REGARDING HAZARDS TO
PERSONAL SAFETY, PARTICULARLY THOSE LISTED FOR MANUAL LIFTING OPERATIONS & MECHANICAL LIFTING
OPERATIONS AND BRIDGE ERECTION ALL OF WHICH ARE EQUALLY APPLICABLE TO BRIDGE LAUNCHING OPERATIONS,
PERSONNEL MUST BE AWARE OF THE FOLLOWING:

THE POSSIBILITY OF TRAPPING LIMBS DURING BRIDGE LAUNCHING OPERATIONS. TO MINIMISE THE RISK OF
THIS OCCURRING, PERSONNEL MUST STAND CLEAR OF THE STRUCTURE WHILE IT IS BEING MOVED.

THE POSSIBILITY OF THE STRUCTURE MOVING ACCIDENTALLY DURING ERECTION PHASES IN BETWEEN THE
LAUNCHING STAGES, POTENTIALLY CAUSING TRAPPED LIMBS, CRUSHING INJURIES OR DEATH. TO PREVENT
ANY ACCIDENTAL MOVEMENT OF THE STRUCTURE DURING THE ERECTION PHASES, THE LAUNCHING ROLLERS
MUST BE SPIKED.

THE POSSIBILITY OF ROLLER COLLAPSE DURING BRIDGE LAUNCHING DUE TO THE RESTRAINING SPIKES NOT
BEING REMOVED FROM THE LAUNCHING ROLLERS BEFORE EACH INTENDED MOVEMENT OF THE STRUCTURE,
POTENTIALLY CAUSING CRUSHING INJURIES OR DEATH.

THE POSSIBILITY OF TRAPPED LIMBS, CRUSHING INJURIES OR SEVERED DIGITS IF THE STRUCTURE MOVES
WHEN INSERTING RESTRAINING SPIKES INTO, OR WHEN EXTRACTING THEM OUT OF, THE ROLLERS.

THE POSSIBILITY OF THE STRUCTURE OVER-RUNNING THE LOCATION TO WHICH IT IS BEING MOVED, SUCH
THAT THE CENTRE OF GRAVITY OF THE STRUCTURE IS BEYOND THE LAUNCHING ABUTMENT RESULTING IN
THE STRUCTURE FALLING INTO THE GAP, POTENTIALLY CAUSING CRUSHING INJURIES OR DEATH. THE
PERSON RESPONSIBLE FOR CONTROLLING THE BRIDGE LAUNCHING OPERATIONS MUST BE AWARE OF THE
POSITION OF THE CENTRE OF GRAVITY OF THE STRUCTURE AT ALL TIMES, AND MUST ENSURE THAT A SAFE
METHOD OF STOPPING THE STRUCTURE FROM OVER-RUNNING ITS INTENDED NEW POSITION IS EMPLOYED.
THIS IS ESPECIALLY IMPORTANT WHEN THE BRIDGE LAUNCH IS BEING CARRIED OUT ON A GRADIENT.

THE POSSIBILITY OF THE LAUNCHING ROLLERS BEING KNOCKED OVER, OR OUT OF POSITION, AS THE FRONT
OF THE LAUNCHING NOSE LANDS UPON THEM, RESULTING IN THE STRUCTURE FALLING OFF THE ROLLERS
POTENTIALLY CAUSING CRUSHING INJURIES OR DEATH. THE PERSON RESPONSIBLE FOR CONTROLLING THE
BRIDGE LAUNCHING OPERATIONS MUST DELEGATE PERSONS TO MONITOR EACH ROLLER POSITION AND
INFORM HIM, BY PRE-ARRANGED SIGNAL, IF ANY PROBLEMS ARISE SO THE LAUNCH CAN BE HALTED.

THE POSSIBILITY OF THE PACKING UNDER THE LAUNCHING ROLLERS SPLITTING OR CRUSHING, OR THE
GROUND SINKING OR SUBSIDING, RESULTING IN THE ROLLERS BECOMING UNSTABLE SUCH THAT THE
STRUCTURE FALLS OFF, POTENTIALLY CAUSING CRUSHING INJURIES OR DEATH. THE PERSON DELEGATED TO
MONITOR EACH ROLLER POSITION MUST INFORM THE PERSON RESPONSIBLE FOR CONTROLLING LAUNCHING
OPERATIONS, BY PRE-ARRANGED SIGNAL, IF ANY PROBLEMS ARISE SO THE LAUNCH CAN BE HALTED.

WHEN LAUNCHING IN CONDITIONS OF POOR LIGHT, THE POSSIBILITY THAT SIGNALS FROM THE PERSON
DELEGATED TO MONITOR THE ROLLERS TO THE PERSON CONTROLLING THE LAUNCHING OPERATIONS MIGHT
NOT BE SEEN, RESULTING IN ANY OF THE PROBLEMS IDENTIFIED ABOVE OCCURRING. IT IS ESSENTIAL THAT
THE PRE-ARRANGED METHOD OF SIGNALLING TO BE USED TAKES INTO ACCOUNT THE PREVALENT LIGHT
CONDITIONS.

A:14
 WARNINGS AND CAUTIONS

LAUNCHING THE BRIDGE

WHEN LAUNCHING A BRIDGE IN A STRONG WIND, THE POSSIBILITY THAT THE CANTILEVERED PORTION OF THE
STRUCTURE MIGHT BE SUBJECTED TO SUCH HIGH LATERAL FORCES THAT THE LAUNCHING ROLLERS BECOME
UNSTABLE AND THE STRUCTURE FALLS OFF THEM, POTENTIALLY CAUSING CRUSHING INJURIES OR DEATH. IF
IT IS NECESSARY TO LAUNCH A BRIDGE IN A STRONG WIND, ESPECIALLY IN A STRONG CROSS-WIND, LATERAL
CABLES MUST BE ATTACHED TO THE NOSE TO PROVIDE ADEQUATE STABILITY.

WHEN LAUNCHING A BRIDGE USING A VEHICLE TO PULL OR PUSH THE STRUCTURE, THE POSSIBILITY THAT THE
VEHICLE MIGHT COLLIDE WITH AN OBSTACLE CAUSING IT TO FALL, POTENTIALLY RESULTING IN TRAPPED
LIMBS OR CRUSHING INJURIES. TO AVOID THIS, ALL OBSTACLES MUST BE CLEARED FROM THE INTENDED
PATH OF A LAUNCHING VEHICLE TO ENSURE THAT IT CAN MOVE FORWARD IN A SMOOTH AND UNOBSTRUCTED
MANNER.

THE POSSIBILITY OF COMPONENTS USED AS COUNTERWEIGHT MOVING OR FALLING FROM THE STRUCTURE
DURING LAUNCHING, CAUSING TRAPPED LIMBS, CRUSHING INJURIES OR DEATH. BEFORE A STRUCTURE THAT
HAS COUNTERWEIGHT PLACED UPON IT IS MOVED, THE PERSON RESPONSIBLE FOR THE BRIDGE LAUNCHING
OPERATIONS MUST CHECK THAT THE COUNTERWEIGHT HAS BEEN STACKED IN A STABLE AND SECURE
MANNER.

THE POSSIBILITY THAT THE LAUNCHING NOSE IS MISALIGNED AS IT APPROACHES THE ROLLERS ON THE
LANDING ABUTMENT, SUCH THAT IT WILL NOT LAND SAFELY, POTENTIALLY RESULTING IN TRAPPED LIMBS,
CRUSHING INJURIES OR DEATH. PERSONNEL MUST ENSURE THAT THE ROLLERS ON THE LANDING ABUTMENT
ARE CORRECTLY ALIGNED, BY ADJUSTING THEIR POSITION AS APPROPRIATE, PRIOR TO THE LAUNCHING NOSE
TOUCHING DOWN UPON THEM. LAUNCHING OPERATIONS MUST BE HALTED IMMEDIATELY PRIOR TO
TOUCHDOWN TO ENABLE THIS TO BE DONE SAFELY.

WHEN THE STRUCTURE HAS LANDED ON THE FAR SIDE OF THE GAP, THE POSSIBILITY THAT THE LAUNCHING
NOSE MIGHT COLLIDE WITH AN OBSTACLE ON THE FAR BANK CAUSING IT TO FALL, OR CAUSING THE BRIDGE
TO BECOME DISLODGED FROM THE ROLLERS, POTENTIALLY RESULTING IN TRAPPED LIMBS OR CRUSHING
INJURIES. TO AVOID THIS, ALL OBSTACLES MUST BE CLEARED FROM THE PATH OF THE LAUNCHING NOSE,
AND IN THE CASE OF ADVERSE TOPOGRAPHY THE NOSE MUST BE DISMANTLED AS IT COMES CLEAR OF THE
LANDING ROLLERS BEFORE IT COLLIDES WITH THE GROUND.

CAUTIONS

DAMAGE TO THE EQUIPMENT In addition to the cautions listed previously, particularly those listed for Manual Lifting Operations &
Mechanical Lifting Operations and Bridge Erection, which are all equally applicable to bridge launching operations, personnel must also
be aware of the following:

The possibility of causing damage to bridging components or launching equipment due to any of the events described in the
warnings above.

The possibility of causing damage to bridging components or launching equipment due to the incorrect attachment of
mechanical equipment being used for launching purposes.

A:15
 WARNINGS AND CAUTIONS

JACKING OPERATIONS
WARNINGS

1) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY REGARDING HAZARDS TO
PERSONAL SAFETY, PARTICULARLY THOSE FOR MANUAL LIFTING OPERATIONS AND MECHANICAL LIFTING OPERATIONS
AND BRIDGE ERECTION, WHICH ARE ALL EQUALLY APPLICABLE TO BRIDGE JACKING OPERATIONS, PERSONNEL MUST
ALSO BE AWARE OF THE FOLLOWING:

WHEN REMOVING COUNTERWEIGHT COMPONENTS FROM THE STRUCTURE PRIOR TO THE COMMENCEMENT
OF JACKING OPERATIONS, THE POSSIBILITY OF THE COMPONENTS MOVING OR FALLING FROM HANDLING
EQUIPMENT, POTENTIALLY CAUSING CRUSHING INJURIES.

THE POSSIBILITY OF TRAPPING LIMBS DURING JACKING OPERATIONS.

TO MINIMISE THE RISK OF ENTRAPMENT OCCURRING, NON-ESSENTIAL PERSONNEL MUST STAND

CLEAR OF THE STRUCTURE WHILE IT IS BEING LOWERED.

JACK OPERATORS MUST ENSURE THAT, AS FAR AS IS PRACTICAL, THEY AVOID PUTTING
THEMSELVES IN POSITIONS OF POTENTIAL ENTRAPMENT.

THE POSSIBILITY OF THE STRUCTURE MOVING DURING THE INIIAL JACKING OPERATIONS IMMEDIATELY AFTER
LAUNCHING, WHEN THE STRUCTURE IS STILL SUPPORTED ON ROLLERS, POTENTIALLY CAUSING TRAPPED
LIMBS AND CRUSHING INJURIES.

TO PREVENT ACCIDENTAL MOVEMENT OF THE STRUCTURE DURING THIS PHASE, THE LAUNCHING
ROLLERS AT THE OPPOSITE END OF THE STRUCTURE TO WHERE THE JACKING OPERATIONS ARE
BEING CARRIED OUT MUST BE SPIKED.

THE POSSIBILITY OF TRAPPED LIMBS, CRUSHING INJURIES OR SEVERED DIGITS IF THE STRUCTURE MOVES
WHEN INSERTING RESTRAINING SPIKES INTO ROLLERS.

THE POSSIBILITY OF THE PACKS BENEATH THE JACKS OR THE BRIDGE BECOMING UNSTABLE, CAUSING
TRAPPED LIMBS AND CRUSHING INJURIES.

PERSONNEL MUST ENSURE THAT ALL PACKS BENEATH THE JACKS AND THE BRIDGE ARE STABLE
AND ARE ADEQUATE TO SUSTAIN THE LOADS TO BE IMPOSED UPON THEM.
PERSONNEL SHOULD ALWAYS ENSURE THAT CATCH PACKS ARE IN POSITION TO RESTRICT THE FALL
OF THE STRUCTURE IN THE EVENT OF PACK FAILURE.

THE POSSIBILITY OF THE PACKS BENEATH THE JACKS OR THE BRIDGE BECOMING UNSTABLE DUE TO
INADEQUATE GROUND CONDITIONS BENEATH THEM, CAUSING TRAPPED LIMBS AND CRUSHING INJURIES.

PERSONNEL MUST ENSURE THAT THE GROUND BENEATH THE JACKS AND PACKS IS ADEQUATE TO
SUSTAIN THE LOADS TO BE IMPOSED UPON THEM.

THE POSSIBILITY OF JACK FAILURE DUE TO OVERLOAD, CAUSING TRAPPED LIMBS AND CRUSHING INJURIES.

PERSONNEL MUST ESTABLISH THE LOADS TO BE LIFTED PRIOR TO USING JACKS, AND ENSURE THAT
THE CORRECT NUMBER OF JACKS ARE USED TO PREVENT OVERLOAD.

PERSONNEL SHOULD ALWAYS ENSURE THAT CATCH PACKS ARE IN POSITION TO RESTRICT THE FALL
OF THE STRUCTURE IN THE EVENT OF JACK FAILURE.

THE POSSIBILITY OF JACK FAILURE DUE TO MALDISTRIBUTION OF LOAD WHEN JACKS ARE USED IN UNISON AT
ONE END OF A BRIDGE, CAUSING TRAPPED LIMBS AND CRUSHING INJURIES.

PERSONNEL MUST ENSURE THAT ALL OF THE JACKS ARE RAISED AND LOWERED SIMULTANEOUSLY
TO PREVENT OVERLOADING ANY ONE OF THEM.

THE POSSIBILITY OF JACK COLLAPSE DUE TI INCORRECT INSTALLATION OF THE JACKS, CAUSING TRAPPED
LIMBS AND CRUSHING INJURIES.

PERSONNEL MUST ENSURE THAT JACKS ARE POSITIONED ON A LEVEL SURFACE DIRECTLY BENEATH
THE JACKING POINTS OF THE JACKING FRAMES OR THE PANELS.

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 WARNINGS AND CAUTIONS

JACKING OPERATIONS
PERSONNEL MUST ENSURE WHEN JACKS ARE USED BENEATH PANELS, THAT JACK HEAD PLATES
ARE CORRECTLY LOCATED BETWEEN THE JACKS AND THE PANEL CHORDS.

THE POSSIBILITY OF JACK COLLAPSE DUE TO AN EXCESSIVE INCLINATION OF A STRUCTURE, CAUSING

TRAPPED LIMBS AND CRUSHING INJURIES.

PERSONNEL MUST ENDEAVOUR TO ENSURE THAT THE LONGITUDINAL INCLINATION OF A STRUCTURE

DOES NOT EXCEED 1:100 DURING JACKING OPERATIONS.
WHERE IT IS IMPRACTICAL TO IMPOSE SUCH A LIMIT, SPECIAL CARE MUST BE TAKEN DURING
JACKING OPERATIONS AND SUITABLE RESTRAINTS MUST BE INSTALLED TO PREVENT JACK
COLLAPSE.

THE POSSIBILITY OF JACK COLLAPSE DUE TO VEHICULAR COLLISION WITH THE STRUCTURE POTENTIALLY
CAUSING PERSONNEL TO SLIP AND FALL CAUSING INJURIES, CAUDING TRAPPED LIMBS AND CRUSHING
INJURIES.

PERSONNEL MUST ENSURE THAT MOVING VEHICLES AND ALL FORMS OF MOVING MECHANICAL
EQUIPMENT ARE KEPT AT A SAFE DISTANCE FROM THE STRUCTURE DURING JACKING OPERATIONS.

THE POSSIBILITY OF CAUSING TRAPPED LIMBS AND CRUSHING INJURIES DUE TO LOWERING THE JACK RAMS
TOO QUICKLY. PERSONNEL MUST ENSURE THAT ALL PERSONNEL ARE AWARE THAT THE STRUCTURE IS TO BE
LOWERED, AND THAT THE RAMS ARE LOWERED SMOOTHLY AND SLOWLY.

JACK OPERATORS MUST ENSURE THAT ALL PERSONNEL ARE AWARE THAT THE STRUCTURE IS TO BE
LOWERED, AND THAT THE RAMS ARE LOWERED SMOOTHLY AND SLOWLY.

THE POSSIBILITY OF HYDRAULIC OIL LEAKING FROM JACKS. POTENTIALLY CAUSING PERSONNEL TO SLIP AND
FALL CAUSING INJURIES.

PERSONNEL MUST ENSURE THAT OIL LEAKS ARE REPORTED TO THE PERSON IN CHARGE OF THE
JACKING OPERATIONS AND THAT ALL SPILLAGES ARE CLEANED UP.

THE POSSIBILITY OF TRIPPING AND / OR FALLING FROM AN ABUTMENT OR PIER DURING JACKING OPERATIONS,
CAUSING INJURY OR DEATH.

WHEN THE ABUTMENT OR PIER IS OF A SIGNIFICANT HEIGHT, APPROPRIATE SAFETY HARNESSES

SECURED TO SUITABLE ANCHORAGE POINTS MUST BE PROVIDED TO ALL PERSONNEL CARRYING
OUT JACKING OPERATIONS.

CAUTIONS

DAMAGE TO THE EQUIPMENT. In addition to the cautions listed previously, particularly those listed for Manual Lifting Operations &
Mechanical Lifting Operations and Bridge Erection which are all equally applicable to bridge jacking operations, personnel must also be
aware of the following:

The possibility of causing damage to jacks due to overloading. A symptom of this is hydraulic oil leakage from a jack, which can be
caused by the following:

Lifting a load beyond the capacity of the jack, causing excessive pressure within the jack such that the ram ring seals are
blown open.

Eccentric loading on a jack, causing damage to the ram ring seals.

Extending the ram of the jack beyond its extension limit, causing a breach of the ram ring seals.

Adding hydraulic oil to the reservoir in the jack while the ram is extended, causing excessive pressure within the jack
such that the ram ring seals are blown open as the ram is retracted.

The possibility of causing damage to the components of the bridge by jacking at points that are not strong enough to
sustain the loads.
The possibility of damaging the jacks, or bridge components, due to unstable ground causing jacks to collapse, the
use of inadequate packs or the improper usage of the jacks.

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 WARNINGS AND CAUTIONS

FOOTWALKS
WARNINGS

1) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY REGARDING HAZARDS TO
PERSONAL SAFETY, PARTICULARLY THOSE LISTED FOR MANUAL LIFTING OPERATIONS AND MECHANICAL LIFTING
OPERATIONS AND BRIDGE ERECTION WHICH ARE ALL EQUALLY APPLICABLE TO FOOTWALK ERECTION, PERSONNEL
MUST ALSO BE AWARE OF THE FOLLOWING:

PERSONNEL SHOULD ENSURE THAT THE FOOTWALK BEARERS ARE FULLY SECURED TO THE TRANSOMS
PRIOR TO STANDING ON THE FOOTWALK DECKS.

WHEN FITTING THE FOOTWALK BEARERS TO THE TRANSOM PERSONNEL SHOULD BE AWARE OF THE
FOLLOWING HAZARDS:

TRAPPING FINGERS AND LIMBS.

UNSTABLE OR UNEVEN GROUND AROUND ERECTION AREA CAUSING PERSONNEL TO TRIP FALL.

PERSONNEL TO BE AWARE OF STRAINING AND OVER REACHING WHEN TIGHTENING NUTS AND
BOLTS.

WHEN TIGHTENING NUTS AND BOLTS, HAND WRENCHES MAY SLIP OFF THE NUT OR BOLT HEAD,
CAUSING INJURIES TO FINGERS AND LIMBS.

WHEN PLACING FOOTWALK DECK UNITS BETWEEN FOOTWALK BEARERS, PERSONNEL SHOULD BE AWARE OF
TRAPPING FINGERS AND LIMBS BETWEEN THE DECK UNITS AND THE BEARERS.

WHEN PLACING FOOTWALK DECK UNITS BETWEEN FOOTWALK BEARERS, PERSONNEL SHOULD BE AWARE OF
THE HAZARD FROM THE DECK UNITS FALLING BETWEEN BEARERS CAUSING CRUSHING INJURIES TO LIMBS
AND FINGERS.

WHEN PLACING AND TIGHTENING FOOTWALK DECK SCREWS, IT IS NECESSARY FOR PERSONNEL TO STAND ON
THE DECK UNITS. HAZARDS INCLUDE SLIPPING AND FALLING FROM DECK UNITS CAUSING INJURIES.

PERSONNEL SHOULD BE AWARE OF PIERCING INJURIES FROM THE SHARP EDGES OF THE FOOTWALK KERB
UNITS.

WHEN FITTING HANDRAIL STANCHIONS AND HANDRAILS, PERSONNEL SHOULD BE AWARE OF THE HAZARD OF
FALLING FROM THE FOOTWALK DECK CAUSING INJURIES.

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 WARNINGS AND CAUTIONS

SPAN JUNCTION EQUIPMENT

WARNINGS
1) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS LISTED PREVIOUSLY REGARDING HAZARDS TO
PERSONAL SAFETY, PARTICULARLY THOSE LISTED FOR MANUAL LIFTING OPERATIONS AND MECHANICAL LIFTING
OPERATIONS AND BRIDGE ERECTION WHICH ARE ALL EQUALLY APPLICABLE TO MULTIPLE SPAN BRIDGES, PERSONNEL
MUST ALSO BE AWARE OF THE FOLLOWING:

MULTIPLE SPAN BRIDGES NECESSITATE THE USE OF INTERMEDIATE SUPPORTS. PERSONNEL SHOULD
ENSURE THAT ADEQUATE SAFETY PRECAUTIONS ARE TAKEN WHILST WORKING AT INTERMEDIATE SUPPORTS.
THE FOLLOWING HAZARDS ARE:

FALLING FROM HEIGHT: DURING THE JACKING PROCEDURES, PERSONNEL SHOULD ENSURE THAT
ACCESS PLATFORMS AND/OR SAFETY HARNESSES ARE USED.

FALLING FROM LADDERS: ALL ACCESS LADDERS SHOULD BE SECURED.

COMPONENTS FALLING FROM HEIGHT: PERSONNEL SHOULD BE AWARE OF COMPONENTS FALLING

FROM HEIGHT.

SWINGING COMPONENTS: DURING THE CONSTRUCTION OF MULTIPLE SPAN BRIDGES, IT IS

NECESSARY TO LIFT (BY MECHANICAL METHODS) INTO POSITION AT THE INTERMEDIATE SUPPORT.
PERSONNEL SHOULD BE AWARE OF COMPONENTS SWINGING COMPONENTS. UNWIELDY LOADS
SHOULD HAVE GUIDE ROPES ATTACHED.
WHEN PLACING SPAN JUNCTION DECK UNITS, BETWEEN TRANSOMS, PERSONNEL SHOULD BE AWARE OF THE
HAZARD FROM THE DECK UNITS FALLING BETWEEN TRANSOMS CAUSING INJURIES TO PERSONNEL WORKING
BELOW THE INTERMEDIATE SUPPORT.

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 WARNINGS AND CAUTIONS

FIXED PIERS
WARNINGS

1) HAZARDS TO PERSONAL SAFETY. IN ADDITION TO THE WARNINGS OF HAZARDS TO PERSONAL SAFETY LISTED
PREVIOUSLY, PARTICULARLY THOSE FOR MANUAL LIFTING OPERATIONS AND MECHANICAL LIFTING OPERATIONS,
BRIDGE ERECTION AND BRIDGE DISMANTLING, ALL OF WHICH ARE ALSO APPLOCABLE TO PIER ERECTION AND
DISMANTLING, PERSONNEL MUST ALSO BE AWARE OF THE FOLLOWING:

WHILST ERECTING PIERS, IT WILL BE NECESSARY FOR PERSONS TO WORK AT HEIGHT, WITH A DANGER OF
FALLING FROM HEIGHT POTENTIALLY CAUSING BROKEN LIMBS, INTERNAL INJURIES AND DEATH. A SAFE
PLACE OF WORK WITH SAFE MEANS OF ACCESS IN CONJUNCTION WITH SUITABLE PERSONAL FALL
PROTECTION EQUIPMENT MUST THEREFORE BE EMPLOYED.

WHERE PRACTICABLE A SCAFFOLD PLATFORM IS THE BEST METHOD OF PROVIDING A SAFE PLACE
OF WORK WHEN AT HEIGHT AND / OR OVER WATER. SCAFFOLD PLATFORMS MUST BE DESIGNED
FOR THE TASK ENSURING THEY ARE STABLE, OF SUFFICIENT SIZE FOR THE PROPOSED WORK,
INCORPORATE GUARDRAILS AND TOE BOARDS AS APPROPRIATE TO PREVENT FALLS OF PERSONS
AND / OR MATERIALS. FURTHERMORE, SCAFFOLD PLATFORMS MUST BE ERECTED AND REGULARLY
INSPECTED, BY SUITABLY QUALIFIED PERSONNEL.

DURING OPERATIONS, FREE CLIMBING SHOULD BE AVOIDED. A SAFE MEANS OF ACCESS AND
EGRESS CAN BE PROVIDED BY USE OF A MOBILE ELEVATING PLATFORM OR BY A LADDER. IF A
LADDER IS USED, IT MUST BE OF SUFFICIENT LENGTH, TO EXTEND AT LEAST FIVE RUNGS ABOVE THE
STEPPING OFF POINT, IT MUST BE PROPERLY SECURED, PREFERABLY AT THE TOP, AND PITCHED AT
THE CORRECT ANGLE.

A SAFETY HARNESS, CORRECTLY FITTED AND SECURED, MUST ALWAYS BE USED WHEN ERECTING
PIERS. THIS MUST BE AN APPROVED FULL BODY HARNESS FITTED WITH CLIPS AND KARABINERS,
FOR CONNECTING TO FIXED ANCHOR POINTS, AND A DAMPER SYSTEM IN THE CONNECTING LINE OR
WEBBING THAT WILL ABSORB THE DECELERATION WHEN A FALL IS CHECKED.

WHILST ERECTING AND WORKING ON PIERS ABOVE WATER, PERSONS MUST BE AWARE OF THE POTENTIAL
FOR ACCIDENTAL ENTRY INTO THE WATER, THE MOST IMMEDIATE DANGER FROM WHICH IS THAT OF
DROWNING. ALL PERSONNEL MUST WEAR AN APPROVED LIFEJACKET AND BE MADE AWARE OF THE
POTENTIAL CAUSES OF FALLING FROM A PIER, WHICH INCLUDE:

TRIPPING OVER, OR SLIPPING ON A WET, MUDDY OR DUSTY SURFACE.

BEING KNOCKED OVER BY A MOVING OBJECT, FOR EXAMPLE A CRANE LOAD.

LOSS OF BALANCE, CAUSED BY A HIGH WIND OR A GUST OF WIND.

FAILURE OR ABSENCE OF A SAFETY BARRIER.

FAILURE OR ABSENCE OF A SAFETY HARNESS.

BEING WASHED AWAY BY RISING TIDE, OR SWELL FROM PASSING WATERBORNE TRAFFIC.

WHILST ERECTING PIERS, PERSONS MUST BE AWARE OF THE DANGER OF INJURY CAUSED BY THE LOSS OF
CONTROL OF A PIER BOX SECTION WHEN LIFTING IT FROM THE HORIZONTAL TO THE VERTICAL (REFER TO
PARA 9).

WHILST DISMANTLING PIERS, PERSONNEL MUST BE AWARE OF THE DANGER OF INJURY THAT MAY BE CAUSED
BY BEING STRUCK BY PANEL PINS REMOVED AT HEIGHT, OR BY BEING TRAPPED BETWEEN PANELS WHEN
DISMANTLING THE PANEL BOX ASSEMBLIES (REFER TO PARA 24).

CAUTION

DAMAGE TO THE EQUIPMENT. The cautions listed previously regarding the potential damage to the equipment that may be caused
during manual lifting operations and mechanical lifting operations, bridge erection and bridge dismantling ,are all equally applicable to
pier erection and dismantling.

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 WARNINGS AND CAUTIONS

BRIDGE REMOVAL
WARNINGS

1) PERSONAL PROTECTIVE EQUIPMENT (PPE). ALL PERSONNEL SHALL WEAR PPE THAT CONFORMS WITH THE
APPROPRIATE PPE AT WORK REGULATIONS. PPE INCLUDES:

SAFETY HELMET.

SAFETY FOOTWEAR.

HAND PROTECTION.

HIGH VISIBILITY CLOTHING (OPTIONAL).

SUITABLE HEARING PROTECTION TO BE WORN WHEN ASSESSED AS NECESSARY.

2) HAZARDS TO PERSONAL SAFETY. THE FOLLOWING WARNINGS SHOULD BE READ IN CONJUNCTION WITH THE
WARNINGS AND CAUTIONS ABOVE

• MECHANICAL LIFTING OPERATIONS

• MECHANICAL LIFTING AND MOVING OPERATIONS USING FORK-LIFT TRUCKS

• LOADING AND UNLOADING VEHICLES

• STORAGE

• SITE PREPARATION AND ROLLER LAYOUT

• BRIDGE ERECTION

PERSONNEL SHOULD BE AWARE OF INJURIES CAUSED BY THE REMOVAL OF PANEL PINS. PERSONNEL
SHOULD BE AWARE OF THE PROBABLE TRAJECTORY OF THE PANEL PIN WHEN IT IS STRUCK WITH HAMMERS
FOR REMOVAL. THE ERECTION INFORMATION CONTAINED IN CHAP 3 RECOMMENDS THAT THE PANEL PINS
ARE FITTED FROM THE INSIDE OF THE TRUSS OUTWARDS FOR BOTH LAUNCH NOSE AND BRIDGE PANELS.
THIS WILL RESULT IN THE PANEL PINS HAVING TO BE DRIVEN INWARDS TOWARDS THE CENTRE OF THE
BRIDGE DURING THE DISMANTLING OF PANELS. THEREFORE, IN THIS INSTANCE, PERSONNEL SHOULD STAY
CLEAR FROM THE AREA BETWEEN THE TRUSSES DURING DISMANTLING OF THE PANELS.

WHEN DISMANTLING BAYS OF BRIDGE, PERSONNEL SHOULD ENSURE THAT THE STRUCTURE IS FULLY
SUPPORTED AND RESTRAINED, THUS PREVENTING THE STRUCTURE FROM TIPPING (OR FALLING OF
SUPPORTS) CAUSING CRUSHING INJURIES.

DURING THE DISMANTLING OF BAYS, IT MAY BE NECESSARY TO WORK AT HEIGHT. WHEN THERE IS A RISK OF
FALLING MORE THAN 2M, FALL PREVENTION MEASURES MUST BE TAKEN.

WHEN REMOVING BRIDGE COMPONENTS USING MECHANICAL HANDLING EQUIPMENT, PERSONNEL SHOULD BE
AWARE OF THE DANGERS ASSOCIATED WITH SUCH PROCEDURES. THESE INCLUDE:

LOADS INITIALLY SNAGGING DURING RELEASE AND UNEXPECTEDLY BREAKING LOOSE, CAUSING THE
COMPONENT TO SWING IN A DANGEROUS MANNER. THIS DANGER IS OFTEN INHERENT WHEN
REMOVING PANELS.

LIFTING CHAINS AND HOOKS LOWERED FOR ATTACHMENT TO BRIDGE COMPONENTS CAUSING
INJURIES.

PERSONNEL ARE TO REMAIN AWARE NOT TO TRAP FINGERS OR LIMBS WHEN SECURING THE LIFTING
EQUIPMENT TO THE COMPONENTS TO BE REMOVED.

IF USING PNEUMATIC WRENCHES TO LOOSEN AND REMOVE NUTS AND BOLTS, PERSONNEL SHOULD
BE AWARE OF THE DANGER OF THESE NUTS AND BOLTS BEING EXPELLED AT SPEED FROM THE
WRENCH SOCKET, CAUSING INJURIES

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