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• SERIES 300 .
ACROW PANEL BRIDGE
• TECHNICAL HANDBOOK

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ACROW PANEL BRIDGE
• TECHNICAL HANDBOOK

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• 3rd Edition I
Completely Revised 1983
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• Acrow Corporation of America

396 Washington Avenue
• Carlstadt
New Jersey 07072
Telephone: (201) 933-0460
• Telex: 133379

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.. Price $8.00
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 Contents
• Part Section Page

1 Introductory-Components and their uses

• 1
2
History and Advantages
Aim of Handbook
1
3

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3 Simply Supported Through Bridges
Side Girder Components
Decking and Width Dependent Components
4
5
11
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Steel Decking 14
Timber Decking 15
• Enby
Deck Extensions
18
18
Ramps 19
Footwalks 22
• 4 Multispan Through Bridges 24
Continuous Bridge 24
Discontinuous Bridge 26
• 5
Suspended Spans
Mid-deck and Flush Deck Bridges
29
31

- 6
7
Railway Bridges
Towers and Piers
Four Panel Tower
Two Panel Tower
34
36
36
36

- 8
Two Panel Adjustable Tower
Bridge Piers
Floating Bridges
39
40
41

- 9
10
Roll-on/Roll-off Terminals (Ro- Ro's)
Beam Launching Gantries, Support Work
Component and Quantity Tables
46
49
52

- 2 Design
Preliminary 67

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Deflection 67
Fatigue 68
Temperature 68
Gradients 68

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Surfacing 68
Abutments 70
2 Bri9ge Design
Simply Supported Bridges 72

- Multispan Bridges
Examples
Property and Capacity Tables
73
74
80

- 3
1
Construction
General 138

- 2
3
4
5
Launching Design
Setting Out
Building the Nose
143
148
149
151

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Building the Bridge
6 Dismantling 154

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Launching and Erection Tables 155

- 4
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2
3
Maintenance
Inspection
Storage
Transport
162
164
164
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• General Arrangement Drawings

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 Tables
• Page

1.1 Component List 52

• 1.2
Tables of Quantities
Side Girder Components 57
1.3 Decking and Width Dependent Components 58
1.4 Ramp Components for a 20' (6m) Ramp 60
• 1.5
1.6
Footwalk Components
Span Junction Components
61
62
1.7 Span Junction Footwalk Components 65
• 1.8
1.9
Distributing Components
Railway Decking Components
65
66

2.1.1 Bridge and Truss Properties 80

• 2.1.2 Component Properties
Girder and Associated Components 83
Decking and Width Dependent Components 85

• 2.2.* Recommended Constructions

2.2.1 AASHTO Loadings 86
2.2.2 British Standard Loadings 87
• 2.2.3 German Loadings DIN 1072 88

2.3.*.* Capacity Tables 91

- 2.3.1.*
2.3.2.*
2.3.3.*
in SI Units
in Imperial
in Kips
92
100
108

- 2.3.*.1
2.3.*.2
2.3.*.3
Explanation
Standard Light
Standard Heavy
Extra Wide Light
91
92
93
94
100
101
102
108
109
110

- 2.3.*.4
2.3.*.5
2.3.*.6
Extra Wide Heavy
Extra Wide Super Heavy
Ultra Wide Super Heavy
95
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97
103
104
105
111
112
113

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2.3.*.7 Double Wide Light 98 106 114
2.3.*.8 Double Wide Heavy 99 107 115

2.4.*.* Safe Load Tables 117

- 2.4.1.*
2.4.3.*
in SI Units
in Kips
Explanation
118

117
126

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2.4.* 1 Standard Light 118 126
2.4.*.2 Standard Heavy 119 127
2.4.*.3 Extra Wide Light 120 128
2.4.*.4 Extra Wide Heavy 121 129

- 2.4.*.5
2.4.*.6
2.4.*.7
Extra Wide Super Heavy
Ultra Wide Super Heavy
Double Wide Light
122
123
124
130
131
132

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2.4.*.8 Double Wide Heavy 125 133

2.5 Conversion Factors and Useful Constants 134

2.6 Miscellaneous Dimensional Data 135

- 2.7

3.1.1
Continuous Bridge Coefficients

Launching Sag
136

155

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3.1.2 Effect of Launching Links 155

Launching and Erection Equipment

3.2.1 Standard and Extra Wide 156
3.2.2 Double Wide 158
3.3 Bridges with Span Junctions 159
• 3.4
3.5
Footwalk Tools
Dimensional Data - Launching
160
161

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illustrations

Figure Page

1.3.1
1.3.2
1.3.3
Simply Supported Through Bridge
Acrow Panel Through Bridge Components
Basic Truss Components
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5a - 6a
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1.3.4 Truss Bracing Components 6
1.3.5 End of Bridge - Girder Components 7
1.3.6A Girder Constructions - Single Storey 8
1.3.6B Girder Constructions - Double Storey 10
1.3.7 Through Bridge Widths 11
1.3.8
1.3.9
Road Bridge Transoms
Swaybracing
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1.3.10 Steel Decking 14
1.3.11 Steel Decking on Ultra Wide Bridge 15
1.3.12 Steel Ribands for Timber Decking
Timber Decking Components
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1.3.13
1.3.14 Deck Clamping 17
1.3.15 Entry by Deck Extensions 18
1.3.16 Entry by Ramps 19 •
1.3.17 Steel Ramp Units & Stringers 20
1.3.18 Other Ramp Components 21
1.3.19 Aerial View of Double Wide Bridge
showing Segregated Footwalk
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1.3.20 Footwalk Components and Arrangement 23

1.4.1 Acrow Panel Bridge, Continuous over 4 24 •

Panel Towers
1.4.2 Continuous Bridge Support 25
1.4.3
1.4.4
Distributing Components
AP Bridge with Span Junctions
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1.4.5 Span Junction Support 26
1.4.6 General Arrangement of Span Junction 27
1.4.7
1.4.8
Span Junction Components
Arrangement of Suspended Span
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1.4.9 Fitting of Span Junction Footwalk Bearers 30

1.5.1 Mid-deck Bridge during Construction 31 •

1.5.2 Fitting of Flush Deck Transom Seating 32

1.6.1
1.6:2
Single Track Acrow Panel Railway Bridge
Railway Components and Arrangement
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1.7.1 Acrow Panel Towers 37
1.7.2 Tower Components
Adjustable Tower
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1.7.3 39
1.7.4 4 Panel Towers supporting a Dual Carriageway 40
overpass Bridge
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1.8.1 2 Lane Double Wide AP Floating Bridge 41
nearly 2krn long across Demerara River, Guyana
1.8.2
1.8.3
Junction between Floating Bays
Gunwale Saddles and Distributing Bearings
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1.8.4 Landing Bay Piers 44
1.8.5 Floating Bridge on Acrow Panel Cribs to
minimise Gradients.
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• Figure Page

1.9.1 Ro-Ro Applications with Floating Support 46

• 1.9.2
1.9.3
Ro-Ro Applications with Non-Floating Support
A mobile AP Ro- Ro Ramp
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.. 1.10.1
1.10.2
1.10.3
Acrow Panel Lift Bridge
Acrow Panel Support Structure
Acrow Panel Beam Launching Gantry
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.. 1.10.4

2.1.1
Acrow Panel Arched Bridge

Asphalt Wearing Course

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.. 2.1.2
2.1.3

2.2.1
AB 178 Steel Deck Filler Cap
Abutment Dimensions

Length Increments
69
71

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.. 2.2.2
2.2.3
2.2.4
Example 2. Axle Loads and Spacings
Example 2. Off-Centre Effects
Example 2. Worst Bending Position
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3.1.1. Elephant Power 138

• 3.1.2 Small crane in normal position on Bridge
centre line
139

- 3.1.3
3.1.4
3.1.5
3.1.6
3.1.7
Hand Tools
Lifting in a 33m Bridge
Lifting in a side girder
Rollers
Construction Site
139
140
141
142
142
• 3.2.1 Launching Link. 143

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3.2.2 Balance Beam Assembly 144
3.2.3 Jack and Jack Shoe 145
3.2.4 Example - Launching Arrangement 146
3.2.5 Launching with Single Line of Decking 147

-.. 3.4.1
3.4.2

3.5.1
Swaybracing in Launching Nose
Launching Nose Struts

Taper Chords
149
150

152

General ArrangeIIlent Drawings

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B
C
D
Standard
Extra Wide
Ultra Wide
Double Wide

- E
F
Launching Nose Components - Acrow Panel
Launching Nose Components Bailey

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 Part I
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INTRODUCTORY - COMPONENTS AND THEIR USES
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1. History and Advantages
• 1.1 The Acrow Panel bridge is an improved modem version of the Bailey bridge, which itselJ had
earlier been recognised as the finest and most versatile unit construction system ever designed.

• 1.2 Like Bailey, all Acrow Panel structures are formed from a number of panels pinned together end
to end to form a truss, with trusses linked together to form the main load bearing structure. The
manner in which the panels are grouped together determines the load the structure will carry. The
• equipment can be used to form piers and towers (see Section 7) and is equally suitable for
construction of engineering structures such as gantries and support work (see Section 10) or floCIting
bridges (see Section 8) but the corrunonest structure is the through bridge (see Section 2) in which
the roadway is carried between two main load carrying girders, the vehicle load being transmitted
• to the side girders through deck units by means of cross girders known as transoms. The stiffness of
the compression chord is maintained by diagonal members known as rakers and in multiple truss
girders, bracing frames.

• 1.3 Thos. Storey (Engineers) Ltd., developed the Acrow Panel system in the late 1960's. With
increasing frequency, customers were asking for bridges to carry heavier loads, wider loads, over

- longer spans, and with a longer bridge life, and Storey's engineers were finding it increasingly
difficult to provide customers requirements from Bailey. Bailey had been designed in the late 1~I3O's
using the steel and welding techniques available at that time. Various improvements had been
made during and after the war, but the need to maintain interchangeability, with existing Bailey
stocks had made it impossible to take full advantage of the materials and techniques which had
• become available.

1.4 The main limitations of Bailey had been found to be:

• a) The shear strength of the panel was weak in comparison to its bending strength.
b) Uneven spacing of the trusses in triple truss (the strongest normal construction) side girders
made even distribution of the load difficult to achieve, so that shear capacity was limited to 2.7
• times that of a single truss construction.

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c) Transom seat strength was inadequate for heavier loads.
d) Maximum size of transom end sections was limited by the clamping position, which itSHli
was a source of fatigue failure in the panel.

- e) Transom positions against the panel verticals resulted in uneven transom spacing and
consequent uneven deck stresses.
o Limitations c to e made it necessary to use four transoms per bay with heavier vehicle loads,
- which was uneconomic and still did not give even spacing or guarantee even sharing of the
wheel loads.
g) Swaybrace slots in bottom chords formed a further source of fatigue failure.

- h) Rakers could only be fitted at 3.048 mOO ft intervals) and could not be fitted at all in triple
truss 'Extra Wide' constructions which limited the stiffness of the compression chord.

- 1.5 Various ways of overcoming these limitations were considered whilst retaining component
interchangeability. The possibility of strengthening transom seats and changing the clamping
system to allow stronger transoms was rejected as the space ano. hence transom size was limited,

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and clamping through the transom web was likely to cause wear on the panel vertical, making
fatigue failure more likely.

1.6 Retaining the Bailey principle, but increasing the panel size was also rejected, since Storey
engineers had had first hand experience of the Heavy Girder bridge (the British Army's replacement
• for the Bailey with a panel 3.8 m long by 2 m high weighing 680 kg) and had found the components
too large and unwieldy for construction by hand, and even in ideal conditions with a crane for
building, construction times were not significantly lower than with Bailey, nor did this type of design
offer significant improvement in cost.

1. 7 Other types of unit construction system were studied but none offered advantages over the
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Bailey principle when the prime factors of cost, simplicity, speed of erection, carrying capacity and
versatility were considered. -
1.8 Although some improvements to the Bailey panel were still possible it was not possible to
eliminate the problems entirely whilst retaining interchangeability with existing stocks. Moving the
transom seats into the panel diamond however with swaybracing between the transoms would
eliminate many of the limitations, giving a much stronger transom seat position. It was therefore
decided to redesign the panel with basic dimensions identical to the Bailey, taking advantage of
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the mass of practical and test data accumulated over the previous 25 years, and with the added
advantages that accessories such as rollers would be common to both and existing Bailey panels
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could be used in launching noses. By using higher grade steel and, for vertical and diagonal
members, rectangular hollow sections, which were much stronger on the weaker axis than either the
original I joist or its potential replacement, a channel section, a panel was produced which was very •
much stronger in both bending and shear and also had a greatly improved fatigue life.
Independent tests at the Military Vehicle and Engineering Experimental Establishment showed that
the fatigue life was of the order of four times that of Bailey, whilst shear capacity was increased by a
factor of 1.6.
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1.9 Spacing the transoms at 5 ft (1.542 m) allowed rakers to be fitted every 5 ft., thereby making
the top chord much stiffer than Bailey, and also allowed the routine use of 5 ft. panels if required. •
With the transom in the panel diamond, the first cross member was located 0.76 m into the bridge,
but this was turned to advantage by using, as routine, a deck extension from the transom to the
abutment, which lowers the impact effect of a vehicle entering the bridge.
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1.10 With the stronger transom seats, it was possible to design transoms strong enough to take
norrnalloads at two transoms per bay, and also to increase the versatility of the bridge by providing a
wider bridge (Ultra Wide) to take the extremely wide loads of some construction plant and a bridge to
take two lanes of traffic (Double Wide).
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1.11 It was also possible, indeed necessary, to design decking (Super Heavy) which could take
the very heavy wheel loads of the construction plant. At the same time, the provision of a steel •
running surface as an alternative to timber was made standard, and the design greatly simplified
from that which had previously been provided for Bailey. Steel decking is intended for permanent,
semi-permanent or temporary bridges, and can have an asphalt wearing surface added if desired.
Timber decking is much less durable, although a little cheaper, and is normally intended only for
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temporary bridges.

1.12 Manufacture on jigs to precise tolerances ensures that similar parts are completely •
interchangeable. It is however the company's policy to improve their products whenever possible,
and the company therefore reserves the right to change the design or material specification of any
component without notice. Such changes will not normally affect interchangeability and
components to the anginal design will normally be available if required. One such change, which •
has recently been made is the introduction of the '300 series' decking. The rapid increase in tyre
pressures used by commercial vehicles from around 38 N/cm2 (551bs/in2)when A P steel decking
was first designed to pressures of 70 N/cm2 (100 lbs/in2) and sometimes even higher has made the
addition of an extra joist to support the deck plate highly desirable if the aim of long life is to be
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achieved. This is now the standard steel decking offered.

1.13 The design of the Acrow Panel system, to provide increased shear and bending capacity, to •
allow quadruple truss construction, and to provide stronger decking and transoms therefore results
in the following advantages:
a) An Acrow Panel bridge of a particular construction can carry either a heavier •
load than Bailey over the senne span or the senne load over a longer span. For the
same span and load, lighter girder constructions than Bailey are nonnally possible.
b) Only two transoms per bay are required whatever the load. •
c) Triple storey construction with its traffic height limitation due to the overhead
bracing and with slow erection times is not required.

d) hnpact shock is lower due to the method of entry.

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 e) Wider and heavier loads can be carried.

• f) The deck level is higher, which more easily gives clearance above the trusses for
very wide overhanging loads.
g) 'Deck type' bridges can be built from standard components.
• h) There is sufficient similarity to Bailey, that engineers experienced in Bailey can
easily convert to Acrow Panel but sufficient diHerences that the parts can not be

• mistaken or interchanged.
i) ECONOMY, since the lighter constructions for a given span and load require luss
components, which results in lower component and transport costs and faster
• erection times.

n Permanence. The original Bailey bridge was designed as a temporary military

bridge, and is probably unsuitable for long term use due to the recUl'ring maintenance
• requirement. However, the developments made to the Acrow Panel bridge make it
entirely suitable for permanent or semi-permanent use for heavy traffic, particularly
with a galvanised finish and with an asphalt wearing COUl'se added.

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• 2. Ai.In
2.1 The aims of this handbook are:
• a) to describe the principal Acrow Panel components and their more common uses. Part 1
b) to provide guidance on design and for the engineer who wishes to prepare rus own
• designs to list component properties. Some of the standard applications have been
evaluated in detail and the results tabulated at the end of this part. Part2
c) to give guidance on construction methods. Part 3
• d) to give guidance on storage and maintenance. Part 4

2.2 Although the Acrow Panel system was primarily conceived as a unit construction bridging
• medium, and the handbook is therefore written mainly with this use in mind, its uses are many and
varied. They range from bridges to towers, portal frames (fixed and mobile), launching gantries,
derrick supports, test rigs, support work for conveyors, support structures for many civil engineering
• applications, and in conjunction with the Uniflote, Storey's unit construction flotation eqUipment, link
spans for ferry terminals, floating bridges and other marine applications.

2.3 It is not possible to cover all these applications in detail in this handbook. Thos. Storey
• (Engineers) Ltd therefore offer a free design and advisory service, covering all aspects of Acrow
Panel usage and will be pleased to advise on the most economical method of using their
equipment.

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3.1
SiInply Supported Through Bridges
A through bridge is one in which the roadway is carried between two side girders. A bridge is
simply supported when it is a single span resting on bearings on abutments at each end. This is the
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most common use for the Acrow Panel system and is illustrated in Fig. 1.3.1.

3.2 Each side girder is composed of from one to four trusses, joined together where there is more
than one truss, by bracing frames. Each truss is composed of a number of panels pinned
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together end to end. Trusses may be one panel high, known as single storey, or two panels high
known as double storey, with the upper storey bolted to the lower storey. Chord Reinforcement CAB
10) may be added to either, in which case the word reinforced is added to the description. Where
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each side girder has only one truss, the bridge is known as single truss; with two trusses in each,
double truss etc... When referring to a bridge it is normal to omit the words truss and storey, so that a
double truss single storey bridge with chord reinforcement is known as Double Single Reinforced,
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usually abbreviated to DSR. The vehicle load is transferred through the decking to cross girders
known as transoms, and from the transoms to the side girders. Fig. 1.3.2. shows the positions of the
components in the bridge. •
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Fig. 1.3.1. Simply Supported Through Bridge

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 3.3 The Panel (AB1) (See Fig. 1.3.3.) is a welded fabrication with two chord members,
• interconnected by vertical and diagonal members. These members are made from a high tensile
steel to BS 4360 Grade SSe. At one end of the panel both chords terminate in a male lug, and at
the other end in female jaws. Panels are connected together by engaging the lugs between the
jaws and inserting Panel Pins (ABS1) through the pin holes, securing these in place by Safety Clips
• (ABS2). Panel Pins are made from a chrome molybdenum alloy steel to BS970 type 208 M40 grade
T (previously termed EN 19A) with a sheradised finish and are capable of taking a load of 6S0 kN
(6S ton) in double shear.
• 3.4 Panel chords and chord reinforcements are of similar construction, the load being carried by
two channel sections (102 x Sl mm), spaced back to back, 76 mm apart. Each chord has four chord
bolt blocks, through which Chord Bolts (ABS7) are passed, to bolt panels together for double storey
• construction or to fix chord reinforcement for reinforced constructions. Each chord reinforcement
also has four dowel blocks, 100 mm to one side of the bolt blocks. Either these dowel blocks in
reinforced constructions or the bolt blocks in unreinforced constructions are used to locate bracing
frames horizontally across the trusses.
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• ABI Panel
Length 3.ISm (10'4")

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Width 0.178m (7")
Depth 1.549m (S' 1")

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....

- Hole centres
1.448m (4'9")

- ABIO Chord Reinforcement

Length 3.1Sm (l 0'4")
Width 0.178m (7")
• Depth 0.] 02m (4")

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• AB51 Panel Pin AB59 Expanding Panel Pin AB57 Chord Bolt
Length 0.2C6m (SyS") Diameter 1W'
Diameter O.046Sm (1 '1:1/32") Under Head 4Ye"
• Thread 1Ya" BSW
AB52 Safety Clip

• Fig. 1. 3. 3 Basic Truss Components

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Chord Reinforcement ... AB I0 •

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Panel Pin .... ABSI Bracing Frame .... AB3
with circlips (AB4 with Quadruple truss)
AB52

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Bracirig Bolt .... AB53
Steel Kerb Unit Chord Bolt .... AB57
End Post
Steel Deck Unit· Female .... AB6
~n~~~,(Male .... ABS)
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Swaybrace •
"- Swaybrace Bolt .... AB63

Stringer Clamp ksy .... AB309 •

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Single Bearing .... AB7

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TrGTIS0iTI Sf::ot Bolt .... A.B55 (Double Bearing AB8)
Baseplate .... AB9 •
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Fig. 1.3:2. Acrow Panel Through Bridge Components

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 v ... v ............... ''-''-''U':jl1UUll:: L./.:J LCUSS ~AO"') or Jjacmg trame 4 Truss (AB4) is
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placed horiZontally spanning each panel joint in the girder to give lateral stability to the top chord"
A further bracing frame is placed vertically in each storey at each end of the girder, being bolted to r
the end verticals of the panels. In double storey constructions, one bracing frame isaIso fitted J
vertically in the top storey at each panel joint. AB53 Bracing Bolt is used to secure the bracing ,I
frames in position. They are always fitted with the bolt head butting against the bracing frame and
• the nut and washer against the panel vertical, chord bolt block or the dowel socket.
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3.6 The other truss bracing component of the side girders is the Raker (AB2), made of hollow .1

• section steel, which is bolted between the inner truss at the top of each panel diamond and the top
of each transom to fonn the main stabilising member of the girder.

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Dowel centres
• 1.Cf57m (3'6")

• AB2Raker
Length I.029m (3'4W')
Width O.057m (2W')
• Depth O.051m (2")

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Dowels at 229rrun (9") centres

AB3 Bracing frame 2/3 Truss AB53 Bracing Bolt

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AB54 Raker Bolt
Width O.546m (l '9W') Thread =M" BSW Thread W' BSW
Under Head 3W' Under Head 2W'
AB4 Bracing frame 4 Truss
• Width O.775m (2'6W')
Height I. 143m (3'9")
Depth O.Cf56m (2%")
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• Fig. 1.3.4 Truss Bracing Components
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Chord Reinforcement ... AB 10 •
Bracing Frame .... AB3
Panel Pin .... AB51
(AB4 with Quadruple truss)
with circlips
AB52 •
Bracing Bolt .... AB53
Chord Bolt .... AB57
Steel Kerb Unit
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End Post
Steel Deck Unit· Female .... AB6
(Male .... AB5) •
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Swaybrace Bolt .... AB63

Stringer Clamp Assy .... AB309 •

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L Raker .... AB2
--Panel .... ABI
Raker Bolt .... AB54
Single Bearing .... P·.B7
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Transom Set Bolt .... AB55 (Double Bearing ABS)
Baseplate .... AB9 •
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Fig. 1.3.2. Acrow Panel Through Bridge Components

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 3.7 At each end of the girder, the load is transferred through End Posts, which are pinned to the
• panels, Female (AB6) at one end of each truss, Male (AB5) at the other, to the Bearings (AB7 single
or AB8 Double). The centre of the bearing comes 114.3 mm/4W' beyond the centre of the last pin to
which the nominal span is measured. It is normal to make provision for temperature change by
fiXing one end of the bridge by bolting the bearings to the abutment, and allowing the other to slide
• within defined limits either on a Baseplate (AB9) or a plate set into the abutment.
Alternatively Sliding Bearings may be used at the free end, either AB.27 (or AB26) with
pinned end posts, AB.36 or 37, or AB.29 (or AB.28) with normal end posts AB.5 or 6.
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AB6 End Post Female
Height 1.763m (5' 9W')
• Width 0 .165m (6W')

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Depth 0.444m (17W')

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• Pin Centre to
ABS End Post Male
Height 1.763m (5'9W')
Width 0.165m (6Y2")
Depth O.44lm (l7Ys")

Bearing Top

- 102mm (4")

AB7 Bearing Single AB8 Bearing Double

• Length 0.254m (l0")
Width 0.216m (8W')
Length 0.254m (l0")
Width 0.445m (l7W')

- Depth 0.077m (3") Depth 0.077m (3")

-
•

• AB9 Baseplate
Length 0.838m (2'9")
Width 1.219m (4')
• Depth 0.063m (2W')

• Fig. 1. 3. 5 End of Bridge Girder Components

• 7
 -
\ Raker, AJJ2 ; ( Chord Reinforcement. AJJlO -
1549mmrn,
(5'-1")~
'\
~(7")
178mm

,
1753mm

(5'-9")~
n, ---++--178mm

(7")
-
Single Bearing, AJJ7
•
Single Single Construction Single Single Reinforced Construction

•
635mm(2'-1") 635mm(2'-1")

,"'..ra-"'~1
Lq::=p-
(5'-2~")
M 457mm

""..r~r61
(5'-IOW')L~
H 457mm

•
•
Double Single Construction Double Single Reinforced Construction
•
635mm (2' -I ") 635mm (2' -I ")

n n •
rl,
229mm 229mm 229mm
(9") --,rM'I (9")

~&~:[~~ Lrtlf:t
1791mm (9")

(5'-IOW)
•

Triple
Double Beanng, AB8
Single Construction Triple Single Reinforced Construction
•
864mm (2' -10") 864mm (2'-10") •
n
Irm 229mm
(~n
11
Irffil 229mm
(9")
•
~ mi=1 1I
'

'-·I
(5'W1W'
Double Beanngs, AB8
1791mmI
(5'-IOW) ~
•
Quadruple Single Construction Quadruple Single Reinforced Construction
•
•
•

Fig. 1.3. 6A Girder Constructions Single Storey

•

8 -
 3.8 The strength of the side girder depends on the number of trusses and the truss construction.
• Fourteen standard constructions of the side girders are possible which are listed below in increasing
order of bending strength. Single Double construction with one truss in each girder and two storeys
is not used in through bridges as it would be unstable.

• No. of
Trusses No. of
(each side) Storeys Reinforced Title Abbreviation
• 1 1 No Single Single SS
2 1 No Double Single DS
1 1 Yes Single Single Reinforced SSR
• 3
4
I
1
No
No
Triple Single
Quadruple Single
TS
QS
2 1 Yes Double Single Reinforced DSR
2 2 No
• 3 1 Yes
Double Double
Triple Single Reinforced
DD
TSR
3 2 No Triple Double TD
4 1 Yes Quadruple Single Reinforced QSR
• 4
2
2 No
Yes
Quadruple Double
Double Double Reinforced
QD
DDR
3 Yes Triple Double Reinforced TDR
4 2 Yes Quadruple Double Reinforced QDR
•
3.9 Although shear strength of the girder is also dependent on the number of trusses and the
number of storeys, reinforcing does not add to the shear strength. Each truss in single storey can
• take 250 kN (25 tons) and in double storey 410 kN (41 tons). In order of shear strength constructions
are therefore:-

SS (R), DS (R), TS (R), DD (R), QS (R). TD (R), QD (R).

• Since cost is a major factor, and except in short spans, bending rather than shear is the controlling

-
factor for design, the more common constructions in use are as follows, in order of increasing costs:-

(DS,DSR)
SS ~SSR,TS) TSR, DDR, IDR, QDR

• with quadruple trusses (QS, QSR, QD) required only where very heavy shear loading is
encountered.

•
•

•
•

•
9
 -
-
Panels. ABI
End Post
Male. AB5
Female. AB6
635mm (2' -J ") Chord Reinlorcement ABW
<)

J
-
Rr-tr 457mm
(1'-6")
Raker. AB2
•
3137mm
(10'-3\0")
3340mm
(W'-IIW')
•

•
Double Double Construction Double Double Reinforced Construction

229mm
635mm (2'-I ")

r1
:229mm
•
(9") n-(g')

•
3137mm 3340mm
(1O'-3W') (10'-11,,")

•
Single Bearing. AB7
Triple Double Reinforced Construction
Triple Double Construction
Double Bearing. AB8
864mm(2'-IO")
864mm (2'-10") •
229mm
(g')
D
lITnl ~~mm :r~'!~1
•
3137mm 3340mm
(10'-3\0") (lO'-lIW')
•
Double Bearings. AB8 •
Quadruple Double Construction Quadruple Double Reinforced Construction

•
•
Truss Positions at
229mm (9") Centres.
•
•
•
Fig. 1. 3. 68 Girder Constructions Double Storey

10 -
.. Decking and Width Dependent Components .
3.10 Four different widths of roadway are standard, with three different strengths of deck. and the
road surface can be steel, timber or exceptionally, concrete.

Roadway Deck Deck

• Width
Standard (Std)
Width
3.43 m
Strengths
Light Heavy
Materials
Steel or Timber

.. Extra Wide (EW)

Ultra Wide (UW)
Double Wide (DW)
4.13m
4.84m
7.23m
Light Heavy Super Heavy
(Heavy) Super Heavy
Light Heavy
Steel or Timber
Steel
Steel or Timber

. Standard bridges will take one lane of normal road trallic, but there will be many occasions when
the extra 0.7 m width of the Extra Wide bridge will be found advantageous because of the type of
traffic expected. Ultra Wide will take construction plant, and Double Wide two lanes of normal

.. traffic. Although the table above lists the standard deck strengths available, which cover the normal
customer requirements, where special circumstances arise, special decking can be provided.

.. 12'4"
-,
1- 3.76m
•
~!. -I~
11'3"
3.43m

- Standard
I

r
17'11111"
S.48m -,
- ~
IS'lOW'
4.84m

31
-.. Ultra Wide

15'8"

.. !:. ====4.==13m====="~1~
\.--!:I==-

• Extra Wide
24'11 "

-
•
Double Wide

• Fig. 1.3.7. Through Bridge Widths

•
•
11
Transoms
3.11 Transoms are fabricated from universal beams of steel to BS4360, grade 50B, with dowel
holes at the ends which locate on dowels on the transom seats in the diamonds of the panels. They -
-
are held down by two Transom Set Bolts (AB55) on each seat. Top flanges of transoms have holes to
take the bolts of the Stringer Clamp Assembly (AB309) which clamps the outer flanges of the
decking member to the transom flange, thereby enswing that the top flange is fully restrained
against lateral bending. Also on the top flange are the raker blocks at each end and stops to

-
prevent longitudinal and lateral slip of the decking members.

•
•
•

•
•
•
T AB55 Transom Set Bolt
%" BSW 112" UH
•
AB301 Transom Std Light AB304 Transom EW Heavy
from 305 x 165mm x 48kg UB
Length 5486mm/ 18'0" Width 165mm/612"
from 457 x 191 x 89kg UB
Length 6477mm/21 '3" Width 191 mml712"
•
Depth O/A 368mm/14W' End 305mm/12" Depth 0/A 520mm/2012" End 406mm/ 16"
AB302 Transom Std Heavy
from 406 x 178 x 67kg UB
AB305 Transom EW Super Heavy
from 610 x 229 x I 13kg UB
•
Length 5486mm/18'0" Width 178mm/7" Length 6477mm/21 '3" Width 229mm/9"
Depth 0/A 470mm/ 1812 End 406mm/ 16" Depth 0/A 673mm/2612" End 356mm/ 14"
AB303Transom EW Light AB306Transom DW Light
•
from 356 x 171 x 57kg UB from 610 x 229 x 113kg UB
Length 6477mm/21'3" Width 171mm/6W' Length 9296mm/30'6" Width 229mm/9"
Depth O/A 419mm/1612" End 356mm/14" Depth O/A 673/2612" End 356mm/14" •
AB307Transom DW Heavy
from 686 x 254 x 140kg UB
Length 9296mm/30'6" Width 254mm/10' •
Depth O/A 749mm/2912" End 356mm/14"
AB308 Transom UW Super Heavy
from 686 x 254 x 140kg UB •
Length 7182mm/23'6W' Width 254mm/1O"
Depth 0/A 749mm/2912" End 356mm/14"
Transoms in the '100 Series' which have forgings to take the bolt of the AB107 Stringer Clamp •
Assembly are still available if customers require to match existing stocks.

Fig. 1. 3. 8 Road Bridge Transoms •

12
-
 Swaybraces
• 3.12 Also dependent on the bridg'e width is the swaybrace which provides lateral stability for 1he
bridge as a whole against wind or other lateral loads, and by keeping the transom normal to the
side girders, ensures that the bridge is 'square'. Fixed length swaybraces are used, bolted by AB63
Swaybrace Bolts through plates welded into the transom web, from near the inner truss of one
• transom to the centre of the adjacent transom, thereby forming an X or diamond pattern throughout
the length of the bridge. Lateral reactions are greatest at the ends of the bridge and it is normal to
use double swaybrace between the last two transoms in bridge at each end. Double Wide bridges
• use the AB 13 Swaybrace Standard but in W form, giving eight per internal bay, compared with four
per internal bay of the other bridge widths.'.

•
•
•
•
i
j
fJ":d
~,:
.•..•. l. J"
:- .:y_.-.

- AB63 Swaybrace Bolt

M16 x 70mm UH

- AB13 Swaybrace Standard Length 2358mm/92.8"

AB14 Swaybrace Extra Wide Length 2791 rnrn/l 09.9"
Hole Centres 2300mm/90.5"
Hole Centres 2733mm/ 107.6"

- AB248 Swaybrace Ultra Wide Length 3109rnrn/122.4"

Depth 46mm/l.8"
Hole Centres 3051 mm/ 120.1"
Width 55mm/2.2"

•
.. SID
E.W.
U.W.
AB13 SID} Secured
AB14 E.W. By AB63
AB248 U.W.

..
-.. AB13

.. D.W.

•
• Fig. 1.3.9. Swaybracing

• 13
Steel Decking
3.13 Steel decking consists of five longitudinal joists of 50B Steel, spaced for each strength so that
the distance across the outer flanges at the bottom is 650 mm. On these is welded a durbar plate
703 mm wide, with copes at the sides to allow access to the clamp assemblies. At the outsides of
-
the roadway are kerb units, identical in construction to deck units but with a 150 rnm high steel kerb
welded to the outside. All steel deck units now provide 1.524 m (5ft) of roadway, and are clamped
to the transom at each comer. The number of units across the bridge varies with the width of the
-
-
roadway required, three deck and two kerb for Standard, four deck and two kerb for Extra Wide, five
deck and two kerb for Ultra Wide and eight deck and two kerb with a narrower central unit in the
middle for Double Wide.

•
Kerb Unit
•

•
•
Deck Unit

•
•
•
•
Deck Units
•
AB3ID Steel Deck Unit Light Depth 107mm Length 1518mm Width 703mm
AB3I3 Steel Deck Unit Heavy Depth 109mm Length 1518mm Width 703mm
AB3I6 Steel Deck Unit Super Heavy Depth 133mm Length 1518mm Width 703mm •
Central Deck Units

AB3I2 Central Steel Deck Unit Light Depth 107mm Length 1518mm Width 271mm •
AB3I5 Central Steel Deck Unit Heavy Depth 109mm Length 1518mm Width 271mm

Kerb Units •
AB311 Steel Kerb Unit Light Depth 259mm Length 1518mm Width 734mm
AB3I4 Steel Kerb Unit Heavy Depth 261 mm Length 1518mm Width 734mm
AB3I7 Steel Kerb Unit Super Heavy Depth 286mm Length 1518mm Width 734mm •
Fig 1.3.10 Steel Decking •

14 -
•
•
• I
•
•
•
Fig. 1.3. 11 Steel Decking on Ultra Wide Bridge

• Timber Decking
3.14 Timber decking has stringers similar in width to the steel decking without the deck plate but

- with only four longitudinal joists. Fitted laterally are timber chesses, 292mm (11 \12") wide and SOmm
(2") thick for light decking, 76 mm (3") thick for heavy (and EW Super Heavy). These have holes
drilled near the ends into which fit dowels on the steel ribands (ABlOS 3.048 m/lOft) which serve to
provide a kerb for the roadway and to locate the chesses. Ten chesses are required for each bay of
bridge, so that there is a space of 13 mm (W') between chesses. The ribands me located in position
• by riband bolts, four per bay each side, which clamp on to the bottom flange of the outer joists at
the outer stringers. AB56 Riband Bolt LighV Heavy fits both Light and Heavy timber decking, but
AB64 Riband Bolt Super Heavy is required with EW Super Heavy timber deck.

•
AB10S Steel Riband 10ft Length 3040mm/9' 11 1116"
• AB106 Steel Riband 5 ft Length 1516mm/4' Illlf,s"
Width 76mm/3" Depth 152mm/6"

•
•

- AB56 Riband Bolt Light/Heavy

• M20 x 220mm UH
AB64 Riband Bolt Super Heavy
M20 x 300mm UH
•
Fig. 1.3. 12 Steel Ribands for Timber Decking
•
For Double Wide, the system is similar, but there is a central stringer (AB142 3.048m/lOft,
• AB143 1.524m/5ft) with 'buttons' to locate the chesses longitudinally. Chesses are divided at the
centre and rebated. A bolting strip (AB 145 3.048m/ 1Oft or AB 146 1.524m/ 5 ft) held by Central
Stringer Bolts (AB58) 4 per bay, fits into the rebate and holds down the chesses.

• 15
 -
-
-
•

AB102 Stringer Light 10ft AB103 Stringer Light 5ft

-
ABl12 Stringer Heavy lOft ABl13 Stringer Heavy 5ft •
AB240 Stringer Super Heavy 10ft AB241 Stringer Super Heavy 5ft
Length 3023mm/9' 11" Length 1499mm/4' 11 "
Width 650mrn/25.6" Depth 102mm/4" except Super Heavy
Super Heavy 127 mrn/5"
•
ABl42 Central Stringer DW 10ft ABl43 Central Stringer DW 5ft
Length 3023mm/9' 11 "
Width 229mrn/9"
Length 1499mm/4' 11"
Depth 102mrn/4"
•

-
•
•
•

AB104 Chess Standard Light Length 3632mm/ 11' 11" ABl14 Chess Standard Heavy •
ABl22 Chess EW Light Length 4337mm/14'2W' ABl32 Chess EW Heavy
ABl44 Chess DW Light Length 3601 mm/ 11 '9" . ABl52 Chess DW Heavy
Depth 50mrn/2"
Width 292mrn/ 11 W'
Depth 76mrn/3" •
•
AB58 Central Stringer Bolt ~" BSW 5W'/ 140mm UH •
ABl45 Central Bolting Strip DW 10ft ABl46 Central Bolting Strip DW 5ft
Length 3040mm/9' 11 11/16"
Width 102mrn/4"
Length 1516mm/4' 11 11/16"
Depth 38mrn/ 1!;2"
•

Fig 1.3.13 Timber Decking Components -

16
-
 Clamping
• 3.15 Both steel decking and timber decking are clamped firmly to the transoms using AB309
Stringer Clamp Assemblies which fit between the outer joists of adJOcent deck units/stringers, the
body of the clamp resting on the bottom flanges, and the bolt being passed up through the transom,
• the nut being tightened from above. For steel decking the deck units are 1.52m/5ft long and there is
a clamp at each comer. For timber decking, it is normal to use 3.05m/lOft stringers where pos~;ible,
staggered by using 1.52m/5ft stringers alternately in the end bays. A clamp is used at each comer •
of each stringer, which provides two clamps at the centre of each side joist of the 3.05m/lOft
• stringers except at the outsides of the roadway. Here although there are bolt positions for two
clamps it is normal to use only one.

•
o
•
• o AB309 Stringer Clamp Assembly

~
Bolt M20 x 100mm UH
• Clamp Length 83mm (3\14")
Width 93mm (3 11/16")

- o Depth 38mm (I Y2")

-
- n
• II( X )II Ir X)I I

., I..+.""'T
II

foB( +;':B ~

• :£ ~ 4
i
"-
.- ~
~
• ?

... ~. .-a: ~
• "-
7

i I 'I'
• II( x 1i1 II( X )I

- U IJ IJ U

Stringer Positions for Timber Decking (J..W illustrated) showing

AB309 Clamp positions (marked +). With steel decking or using
all5ft stringers the blank clamp positions would also be used.
.J

• Fig. 1. 3. 14 Deck Clamping

17
Entry
3.16 Deck Extensions - Since the outermost transoms in the bridge are located in the first
diamond, O.762m (2.5ft) into bridge, it is necessary to provide access from the approach roads. -
-
Much the best way is to provide level entry, by extending the deck 1.524m (5 ft) at each end from
the transom, the outer end resting on an end dam wall of the abutment. Shock loading is minimised
as the load comes gradually on to the transom as each axle crosses the deck extension. This is the
normal method employed, so that with each bridge, 1.52m (5ft) more decking is provided than the
nominal length of the bridge. Deck extensions are clamped on the transom in the normal way, and
can be clamped on the abutment end dam wall with Deck Extension Retainers if required.
-
•
•

/.
Approach Road -
•
•
" I •

114mm •
(4Y2") I.

<I

762mm (2'6") 762mm (2'6")

'. •
•
•
•
AB266 Deck Extension Retainer Steel
AB267 Deck Extension Retainer EW
Length 3.785m (12'5")
Length 4.489m (14'8W')
•
AB268 Deck Extension Retainer TJW Length 5. 195m (lTOW')
Height 75mm (3") Depth 150mm (6")
AB269 Deck Extension Retainer DW •
2 separate pieces of length 3. 795m (12 ' 5Y2")

All supplied complete with stringer clamps and retainer securing bolts.
•
Fig. 1. 3. 15 Entry by Deck Extension (for abutment dimenSions see Fig. 2. 1. 2)
•

-
18 -
 3.17 Ramps - Alternatively, and less satisfactorily, since vehicles have to slow down and there can
• be considerable shock loading as each axle enters the bridge deck, entry for temporary bridges
can be by ramps, the incline of which should not exceed 1 in 10. Ramps are supported at the last
transom and thereafter on ramp support beams to match the bridge width, which must be firmly
fixed to concrete or timber footings. Holes are provided in their sole plates for this purpose.
• 3.18 The length of ramp required to bring traffic from bridge deck level to approach road level can
vary in multiples of 1.52m (5ft). A 6.1 m (20ft) ramp will normally suffice if the approach road is at
• bearing level, but it may be preferable to dig in the bridge bearings or construct short hardcore
ramps and shorten the A.P ramp to 4.6m (l5ft) or 3m (lOft). To avoid overloading the last transom in
bridge, the first ramp support beam must be located 1.52 m (5ft) from the transom, with either a
1.52 m (5ft) or 3.05 m (10ft) section to road level. Since there is a joint in the decking at each support
III beam, it is possible to have small variations in slope between successive ramp units.

III

•
•
6.1 m (20') Ramp
•

•
bottom of ramp 'dug-in' to approach
•
III
---. --.====-
3m (lO') Ramp with hardcore approach

• Fig. 1.3. 16 Entry by Ramp

3.19 The outer or ground end of the ramp should be dug into the ground and supported on a
• concrete or timber footing. If this is not possible, it can rest on a concrete or asphalt road, with the
road surface brought up to the ramp level. With steel decking, ramp toe rods are likely to be
required under these circumstances to prevent splaying of the ramp units at the end. These toe rods
are also used to secure ramp toe steel deck units which form an alternative method of reducing the
• depth of steel ramps to roadway level. The lower end of all ramp units (steel or timber deck) has a
hole in the joist webs to take the toe rod if it is reqUIred, which results in the steel kerb ramp units
being handed left and right. Heavy ramps are used with both light and heavy decking, steel ramp
• units with steel decking, and ramp stringers with the chesses appropriate to the bridge for timber
decking.

3.20 Ramp units and stringers are secured in the same way as bridge decking. Ramp Clamp
• Assembly Inner, AB407, at all clamping positions except at the outside of the transom or ramp
support beam, where Ramp Clamp Assembly Outer, AB408 is used. AB408 are handed, left and
right, AB407/408 bolts are the same as for the AB309 clamps, and have a thick washer which fib3
• under the flange of the support beams. Since transom flanges are thicker, this washer is discarded if
necessary when clamping to the transom.

3.21 Timber chesses with the appropriate length ribands are secured to the stringers in the same
• way as bridge decking, using AB64 Riband Bolt Super Heavy with Super Heavy decking and wi~:h
lOft. Ramp Stringers Heavy, or the normal AB56 Riband Bolt Light/Heavy with 5 ft Ramp Stringers
Heavy.

19
 -
-
-
•

Raznp Deck Units

AB388 Ramp Steel Deck Unit Heavy 1Oft
AB39S Ramp Steel Deck Unit Heavy 5ft
Raznp Kerb Units
AB389 Ramp Steel Kerb Unit Heavy 1Oft
AB396 Ramp Steel Kerb Unit Heavy 5ft
-
AB400 Ramp Steel Deck Unit S H lOft
AB403 Ramp Steel Deck Unit S H 5ft
AB401 Ramp Steel Kerb Unit S H lOft
AB404 Ramp Steel Kerb Unit S H 5ft
•
5ft 1518mm (4' 11};j ") Length 1518mm (4' 11 % ")
10ft 3042mm (9' 11};j ") 3042mm (9' 11 % ") •
703mm (2' 3 1Y1S") Width 733mm (2' 4'?B")
Heavy 5ft 109mm ( 4Y4 ") Depth 261 mm (10Y4 ")

S H
10ft
5ft
159mm ( 6Y4 ")
133mm ( 5Y4 ")
311 mm (1' 0Y4 ")
285mm (11 Y4 ")
•
10ft 184mm ( 7Y4 ") 336mm (1'1 Y4 ")

AB390 Ramp Central Steel Deck Unit lOft

AB398 Ramp Central Steel Deck Unit 5ft
•
5ft 109mm ( 4Y4") Depth
1Oft 159mm ( 6Y4")
271 mm (1 OW') Width •
•
•
•
•
Raznp Stringers
AB384 Ramp Stringer Heavy lOft
AB38S Ramp Central Stringer lOft
AB392 Ramp Stringer Heavy 5ft
AB393 Ramp Central Stringer 5ft
•
AB401 Ramp Stringer S H lOft AB402 Ramp Stringer S H 5ft

10ft s£t •
3023mm (9' 11 ") Length 1499mm(4' II")
Heavy & Central 152mm(6") Depth 102mm( 4 ")
SH
Heavy&S H
178mm( 7")
650mm (2' 11%2") Width
127mm( 5")
650mm (2' 11%/')
•

-
Central 218mm ( 8 1'16") 218mm ( 81'16")

Fig. 1.3.17 Steel Ramp Units and Stringers

20 -
•
•
•
•
• AB380 Ramp Support Beam Std
AB381 Ramp Support Beam E W
Length 3658mm (12' 0 ")
4420mm (14' 6 ")
AB382 Ramp Support Beam U W 5067mm (16' 7Y2")
AB405 Ramp Support Beam D W 7455mm (24' 5Y2")
• Width 305mm ( l' 0 ")
Depth 191 mm (7Y2")

• (With 100 Series ramps two Ramp Support Beams Std (AB2l 1) joined by
an AB232 Ramp Support Beam Adaptor D W are required for D W ramps)

• AB235 Ramp Toe Rod Std Length 3480mm (11' 5")

AB236 Ramp Toe Rod E W 4216mm (13' 10"
AB259 Ramp Toe Rod U W
• Width
4953mm (16' 3")
51 mm ( 2")
':'-~.'
- .,~

•
.. AB233 Ramp Toe Steel Deck Unit Width 703mm (2' 3 11/16")
AB234 Ramp Toe Steel Deck Unit Central 272mm ( IOIV\6")
• AB260 Ramp Toe Steel Deck Unit S H 703mm (2' 3 11M')
Length 813mm (2' 8 ")

dh~
Depth 113mm ( 4 7M') except S H
SH 138mm ( 5 7M')
•

•
lX spacer
discarded
under
transom
• Clamp
AB407 Ramp Clamp Assembly Inner Length 60mm(2% ")
AB408 Ramp Clamp Assembly Outer (LH & RH)
• Width
Depth
93mm (3\YI6")
26mm (1 ")

.. Bolt

Fig 1.3.18 Other Ramp Components

M20 x 100mmUH

')1
Footwalks
3.22 Footwalks can be provided when required which are cantilevered from the transom ends,
outside the main girders, and therefore completely segregated from road traffic. Widths of -
914mrn/3'O" and I372mm/4'6" are standard, usually with a chequer plate steel walkway, though
timber can be provided if required. Side panels on both sides of the footwalk to ensure pedestrian
safety have a nominal height of 1067mm/3'6" or 1524mm/5'O". Side panels can have vertical rails
or a mesh infill, the latter being essential when it is important to prevent small objects being dropped
-
through the rails. In UK and some other countries, there are regulations which require the provision
of the nominal 1524mm/5'O" high mesh side panels for footwalks which cross railways. Maximum
footwalk loading is 5.0kN/m 2, 104lbs/fe or 51Okg/m 2, which caters for crowd loading.

3.23. Jaws on the footwalk bearer locate on matching lugs on the transom and rest on the seat
-
welded into the transom end. The chequer plate footwalk rests directly on the bearer positioned by a
plate stiffener, and is held down by a Bolting Strip of the appropriate length (AB 189 or 190) which
•
covers the joint between successive footwalks and is bolted to the bearer. Footwalk posts are
clamped by set screws in the sleeves welded on the bearer, having passed through the rings on the
ends of the mesh or rail panels. These rings are offset, high/low at opposite ends of the panel, and •
spacer rings are provided to fill the spaces at the ends of the footwalk. Smce the bearers fit on the
transoms, it is essential to provide footwalks at each end to span to the abutment, and preferable for
the side panels to be similarly extended, in which case a sleeve must be set into the abutment
concrete to take the end footwalk posts. Note that the method of attachment results in the
•
chequer plate surface being 63mrn/2.5" below the transom top and allowance has to be made for
this in the abutment design.
•
•
•
•
•
•
•
•
Fig. 1.3.19 Segregated Footwalk on Double Wide Bridge •
•
•
•
22
-
•
."",,-
,:'~"0/\;;;;~{?l';'::'::~~;J'~>Xi)tA$
•
• AB181 Footwalk Bearer 3' 0" AB183 Chequer Plate Footwalk3'O" x 5'
AB182 Footwalk Bearer 4' 6" AB184 Chequer Plate Footwalk4'6" x 5'
3' I 529mm (5'ry/Js") Length 1504mm (4' II W')
• 4'6" I 986mm (6' 60/16")
I 22mm ( 4 "Ys") 952mm (3' I Y2")
Width 3'0"
1410mm (4' 7Y2") 4'6"
•
•
•
- ----t::aiII'"
- AB188 Footwalk Mesh Panel 3'6"
AB195 Footwalk Mesh Panel 5'0"
AB187 Footwalk Rail Panel 3'6"
AB194 Footwalk Rail Panel 5'0"

-
AB185 Footwalk Post 3'6"
AB193 Footwalk Post 5'0"
Panels Posts
1588mm (5' 2Y2") Length
75mm (3") Width/Diam 64mm ( 2Y2 ")
3'6" 1016mm (3' 4") Height 1034mm (3' 4 11/16")
• 5'0" 1473mm (4' 10") 1491mm(4' lOll/IS")

-
-
- Mesh Panel

- ----~
AS 189 Soltmg StrIp 3ft
AS 190 Boltmg StrIp 4ft 6.ns

-
AS 186 Panel Sleeve
Spacer required here
atone end

Chequer Plate Pootwalk

• Fig I. 3. 20 Footwalk Arrangement and Components.

. 23
4.

4.1
Multispan Through Bridges
When the total length of crossing is too great for a single span simply supported bridge, a
-
multispan bridge can be built, using for the most part the same components as for a simply
supported bridge. There are two systems, continuous and discontinuous.
-
-
•
•

•
•
Fig. 1.4.1 AP Bridge Continuous over 4 Panel Towers
Continuous Bridge
•
4.2 In this type of bridge, the panels in the side girders are pinned together end to end
throughout the whole length of the bridge which may have three or more points of support. Decking
is carried through over the pier as if the whole bridge were simply supported. Each truss of the side •
girders is supported at each pier on a Distributing Beam (AB22) which can rotate and deflect under
load about its bearing, which is normally the same type of bearing as used under the end posts.
Dismbuting beams are connected together by a Distributing Beam End Frame at each end (AB23
for single, double or triple truss, AB24 for quadruple truss constructions). Note that one distributing
•
beam alone is not stable, and that two beams are used in SS and SSR constructions. Dowels on the
end frames give the required lateral stability, and locate the distributing beams at the correct
centres for the trusses. Two bracing bolts (AB53) secure each end frame in position. The position of •
the distributing beam in relation to the panels it supports is not usually critical, but a greater load
can be taken when the centre of the beam is directly under a panel joint. It is normal to use double
swaybrace between the three transoms directly over or immediately adjacent to the distributing
beam.
•
4.3 This type of bridge has the advantage that the bending moments, both hogging over the pier
and sagging at midspan are usually less than would be present if the various spans were separate
and simply supported. This can sometimes show a considerable saving in the number of panels and
•
reinforcing chords required. There are, however, points of contraflexure in each span which change
position as a vehicle crosses the bridge. This change from tension to compression in chords can
result in rapid wear of panel jaws (and pins) and the use of Expanding Panel Pins (AB59) in the •
areas where contraflexure can occur is recommended.

4.4 There are certain restrictions on sites for which continuous bridges are suitable and on the
forms of construction.
•
a) There can be no change of gradient at the intermediate supports.
b) The intermediate supports should be of the correct height and capable of taking the •
maximum load without settlement. An Acrow Panel bridge, unlike a concrete structure, can

24 -
 accept settlement within the limits of pin hole sag (see Part 2.1.3) without serious problem, but
reliance on this is not recommended.
• c) Ratios of adjacent spans lengths should not normally exceed 6: 10, or there will be a
tendency for the shorter span to lift off its bearings when a vehicle crosses the long span.
• d) The number of trusses in a side girder should not normally change throughout the bridge.
See Part 2 on design.

•
•
•
•
•
L
• Fig. 1.4.2 Continuous Bridge Support

•
•
•
•
•
Distributing Beam End Frames
• AB23 2/3 Truss AB24 4 Truss AB22 Distributing Beam
622mm (24") 850mm (33") Length 2560mm (8'4")
305mm(12") Depth 358mm (]4") a/a (307mm VB)
• 68mm (2") Width 166mm (6lf2")

Fig. 1.4.3 Distributing Components

•
•

•
• 25
 -
-
-
•
•

-
Discontinuous Bridges
Fig. 1.4.4 AP Bridge with Span Junctions
-
4.5 When the conditions above can not be met, discontinuous bridges, sometimes termed •
"broken span" bridges must be used. In these a hinge is introduced into the side girders at each
support, so that spans react independently of each other, as simply supported spans. There must
obviously also be discontinuity in the decking. The components required to introduce these
discontinuities are known as Span Junction components. Shear but not bending can be transmitted •
through a span junction.

4.6 In a simply supported bridge, the loads are transmitted to the abutments through end posts,
and entry to the bridge effected on deck extensions. Construction at a span junction is similar to
•
that of two simply supported spans, but without the deck extensions and with the end posts
replaced by Span Junction Posts (AB320 Male and AB321 Female) in each truss which are pinned
together at deck level. (In Standard Light the hinge pin is 50mm above steel deck level and in •
Standard Heavy and EW Heavy 50mm below, due to the differences in height of the endsection of
the transoms). The load is transferred from the SJ posts to the pier through Span Junction Sale Plates
(AB322 and 323 Male Single and Double, or AB324 and 325 Female Single and Double) pinned
under the span junction posts on one side of the junction. All joints on a male post are male, and it •
can therefore be connected to the female jaws of a panel, the female hinge jaws of the female post,
and a female sole plate, and the reverse is true of the female post.
•
•
•
•
•

Fig. 1.4.5 Span Junction Support -

26 -
 4.7 Span junction posts are bolted together to ensure distribution of axle load within the junction
• area using 8.8 grade M24 bolts, AB328 and splice plates, AB327. When construction is double
truss, a Shear Connector, AB326 is inserted in the third truss position.

• Span Junction Posl

Female AB321

•
Span June/Jon Posl

• Male AB320

Span Junchon Kerb Unit

• Span Junction Deck Umt

• Normal Transom

• Span Juncllon
Sale Plate Female
(Male II support"d
under Female Posl)
(Single or doubl"

• appropnrne to
Constnuclion)

AB309 Stnnger Clamp Assembly Span JunctIon Shear

(Hinge Side 01 transom only) Connector AB326 In
double truss constructions
with Sphce Plates AB327 and
• Span Junction Bolts AB328

Fig. I. 4. 6 General Arrangement Span Junction

• 4.8 A span junction transom is bolted, using the same AB328 bolts, between the inner span
junction posts on each side of the hinge so there are two SJ transoms to a junction set. AB330 to
AB337 provide the necessary variations in length for the various bridge widths and in strength for
• the various decks.

Span junction swaybrace which are shorter than normal swaybrace are used in W format between
• the SJ transom and the end transom in span, four on each side eight per junction, (AB360 for Std,
AB361 for EW, AB362 for UW). Std swaybracing is doubled for DW, making a total of 16 AB360 in a
DW junction, each being bolted in the normal way with AB63 Swaybrace Bolts to the transoms.

• 4.9 With the hinge at or close to deck level, there is negligible movement at deck level when the
junction is articulated. SJ deck units therefore span from the last transom in each span over the S1
transom with a small cantilever so that they almost meet at the middle of the junction. Again there
are the three grades, light, heavy and superheavy to match the bridge decking, which will be
• available in both steel and timber, with kerb units at the outside to maintain the kerb through the
joint. One row of clamp assemblies (AB309) is used along the hinge side of the SJ transom (although
there are positions for two rows in the transom so that the transom is reversible). These clamp
• positions make it necessary for the steel kerb units to be handed, left and right, two of each being
required in a junction.
4.10 Span junction equipment has been designed to allow a maximum change in slope between
• adjacent spans of 20% (I in 5) but for normal traffic this should be limited to about 5% (I in 20).
Span junction equipment is in every way compatible with the other bridge components, and can
accept a shear load of 41 OkN from a double storey truss, and transfer this through the hinge pin.
Care must, however, be taken at the sole plate, which is designed to take a maximum load of
• 650kN (65 ton) per truss. If this is likely to be exceeded, special pins and sole plates will be
required. The various grades of deckmg are compatible with the ordinary bridge decking of the
same grade and will take the same axle loads. Note also that the span junction increases the actual
• span from the nominal span by 191mm (7!h.") to the sole plate pin (instead of 114mm (4W') to the
end post bearing) on one side of the junction and by 572mm (22W') on the other, a total of 762mm
(2.5ft) across the junction.

27
 -
-
AB326
-
~ •
•
•
iJ~
•
AB320 S J Post Male AB321 S J Post Female
Height 1646mm (5'413ft6") Width 225mm (8~") Depth 477mm (l'6:y.j")
AB322 S J Sole Plate Male Single AB323 S J Sole Plate Male Double •
AB324 S J Sale Plate Female Single AB325 S J Sole Plate Female Double
218mm(8%") Height 218mm (8 9ft6 ")
215mm(8Y2")
370mm(1'2 Sft6")
Width
Length
445mm (1'5Y2")
370mm 0'2 %")
•
AB326 S J Shear Connector AB327 S JSplice Plate
478mm( l'613ft6") Height 370mm (1'2 9M')
225mm(8W')
3Omm(1 %")
Width
Thickness
160mm(6 %")
12mm0h")
•
AB328 S J Bolt M24 x 90 UH
AB330 S J Transom Std Light
3704mm( 12'l 13M') Length
AB331 SJTransomStdHeavy
3704mm (12' 113M')
•
311mm(l'OW') Height 412mm 0'414")
165mm(6W')
AB332 S J Transom EW Light
Width 178mm (7")
AB333 S JTransom EW Heavy •
4 720mm(15'5 1%") Length 4720mm (15'513ft6")
362mm( l'2W') Height 463mm (1'614")
171 mm(6W')
AB334 S J Transom EW Super Heavy
Width 191mm(7W')
AB337 S J Transom lJW Super Heavy
•
4720mm( 15'5 1%") Length 5425mm (17'9 %")
616mm(2'OW') Height 692mm (2'314")
229mm(9") Width 254mm (10")
AB336 S J Transom DW Heavy
•
AB335 SJ Transom DW Light
7539mm(24'8 13ft6") Length 7539mm (24'8 13M')
616mm(2'OW')
229mm(9")
Height
Width
692mm (2'3W')
254mm (10")
•
AB340 S J Steel Deck Unit Light AB341 S J Steel Kerb Unit Light LH
AB343 S J Central Deck Unit Light
AB344 S J Steel Deck Unit Heavy
AB342 S J Steel Kerb Unit Light RH
AB345 S JSteel Kerb UnitHeavy LH
•
AB347 S J Central Deck Unit Heavy
AB348 S J Steel Deck Unit S H
AB346 SJ SteelKerb Unit Heavy RH
AB349 S J Steel Kerb Unit S H LH
AB350 S J Steel Kerb Unit S H RH
Widths and Depths as normal Deck/Kerb Units. Length 1133mm/3'8%"
-
Fig 1.4. 7 Span Junction Components
•

28 -
 4.11 With the revised '300 Series' design of the span junction equipment, it is not necessary to
• have the same number of trusses on both sides of the junction, eg a bridge could have a DDR
central span, with approach spans in TSR construction. It is essential, under these circumstances, to
support the junction under the span with the greater number of trusses. When the number of trusses
is the same on both sides of the junction, it is normal to support a horizontal rather than an inclin.ed
• span.

Suspended Spans
• 4.12 In certain circumstances, where neither a continuous bridge nor a normal multispan usinC)'
span junction equipment is practicable (possible when it is desired to use existing piers) a
combination of the two methods can be used. Approach spans can be made continuous over their

• intermediate piers with a short cantilever section between which a suspended span is connected
using span junction equipment.
This technique may also be used to shorten the effective length of a long central span. Because of
• the single pin connections of the suspended span, great care must be taken in assessing the locrds
and ensuring that the design is correct, and the use of a special pin is recommended.

•
• 1/1"-. / N
..d

•
•
Fig. 1.4.8 Arrangement of Suspended Span
•
•
•
•

•
.
29
Footwalks
4.13 Footwalks on continuous bridges are exactly the same as on simply supported bridges. To
carry a footwalk past a span junction however, SJ bearers have to be bolted to the outer span -
junction post, with SJ Extension Plates (AB357) to keep the footwalk in correct alignment. The
arrangement drawing shows the method of fixing the extension plates and positioning the bearer
between the plates. As with the road decking, the chequerplate footwalk unit for the span junction is
cantilevered beyond the bearer, with a hinged plate to cover the small gap at the centre of the -
-
junction. The side panels are fixed to the footwalk posts on the bearer and overlap across the joints
to ensure continuity through the junction. I
\

.I
Two extension plates (AB357)
•
bolted to SJ Post (AB320 or 321)
using two bolts (AB328) through
holes shown on left of this •
illustration. .

AB328 Std Heavy and E.W. Heavy •

40 ..J.-
r +
+
1
f
53
Note: 40 and 53 dimension
upwards
Use centre pair of holes in SJ Post
-
SJ Post
I
Extension
•
I
I
+ I + Std Light

,..
..l
+ I
a
+
.J.. Note: 40 and 53 dimensions •
40 +1

+
a
I
D! +
0
,' +-
+-
+-
:1'1 53
upwards
Use bottom pair of holes in SJ Post

.,
•
Other Widths and Strengths
I
+ a
.f- Note: 6711:2 and 37 dimensions

6711:2 ~
+
+
I
I
I
....
1
.... .,.. 37
upwards
Use bottom pair of holes in SJ Post
•
+
I
I
.... +

•
Footwalk Bearer (AB358 or 359)
bolted between the two
extensions (AB357) using two
•
bolts (AB328).

Single Truss Constructions •

Use outer holes in AB357's.

o. Double and Triple Truss

•
++- I
I Constructions
.... + L. __ JI
Use middle holes in AB357's
•
'.

Quadruple Truss Constructions

. .... •
~
:o
+" __
.
,
,
o Cl
0

'
J +
Use inner hole in AB357's .

Fig. 1.4.9 Fitting of Span Junction Footwalk Bearers

•
30
-
 5. Mid-deck and Flush Deck Bridges
• 5.1 Mid-deck bridges are a specific application of double storey AP through bridges, where the
roadway is carried in the upper storey instead of the lower. This has the effect of decreasing the height
of the side girders above the bridge deck by 1.5m/5ft, thereby allowing very wide overhanging loads
• to pass over the side girders. The depth of the girder below the bridge deck is correspondingly
increased and additional civil work will usually be required either to bring the approach road up to
deck level or to excavate abutments.
• 5.2 Decking for mid-deck bridges is exactly the same as for a normal bridge except that the
transoms are placed in the upper storey. Footwalks can be cantilevered outside the main girders in
the normal way from the bridge deck transoms. Side girders have the same construction as with the
• normal through bridge except that with the top chord directly stiHened by the rakers from the
transoms, vertical bracing frames in the upper storey are required only at the ends of the girders not at
panel junctions. End posts can be fitted to either storey but the end reaction would be limited to
250kN/25 ton per truss if it were fitted in the upper storey and end bays of the lower storey would
• probably have to be removed after launching to clear the abutments, so it is normal for the end posts
to be fitted to the lower storey. To ensure stability at the supports, with end posts in lower storey,
transoms with rakers must be fitted in the normal position in the end diamonds of both end bays and
• both diamonds over any pier, and vertical bracing frames should be fitted at both ends of the end
panels of each span. Elsewhere in the span the requirement for transoms, rakers, swaybraces and
vertical bracing frames in the lower storey depends on the stability requirements of the bottom chord
during launching. Transoms, with rakers, will normally be needed at 3m/10ft centres, one per bay
• (with a transom in the inner diamond of one end bay), but it is necessary to check the cantilever
bending stress in the bottom chord just before touch down to ensure that this will be satisfactory.
Launching transoms for UVV and DW bridges are suitable for use in the stabilising positions.
•
•

-
•
•
•
•
Fig. 1.5. I Mid-deck bridge during construction

• Flush Deck Bridges

5.3 Flush deck, sometimes called deck, bridges are those where the decking is carried on top of
the main girders. They allow the roadway to be wider than the spacing of the main girders, with
possible savings in abutment and pier widths and impose no restrictions on vehicle width. As with
• mid-deck bridges, the depth of girder below the decking may require extra civil work to bring the
approach road to deck level or to excavate abutments. Guard rails are required at the outsides of
the roadway to prevent road traffic from driving over the edge.
• 5.4 Main girders are constructed in the same manner as through bridges, except that horizontol
bracing frames are not needed on top of the girders. AB71 , Flush Deck Transom Seatings are fitted
as shown in Fig. 1.5.3 on the top chord. Whether the construction is reinforced or not, the dowels on
• these locate transoms at 1.5m/5ft centres directly over the panel diamonds. Swaybracing and
decking is fitted to these transoms in the normal way. For single storey bridges the requirement fer

31
 -
end stability and bottom chord stability during launching is similar to that for mid-deck bridges
described above, a transom with rakers in the end diamond of each span and thereafter normally
one transom per bay.
5.5 Double Storey deck bridges though exceptional are also possible if the depth of beam can
be accepted. End posts can be fitted to either storey depending on the site and end reaction. With
the end posts in the lower storey, stabilising transoms, rakers and swaybrace as described above
will be required in the lower storey. Additionally, in the upper storey transoms and rakers must be -
-
fitted in the end diamonds of each span, and vertical bracing frames at all panel junctions and ends
of the girders.

5.6 Footwalks can be cantilevered from the decking transoms in the normal way or provided
within the actual deck transom width, but the latter is not completely segregated from the road
traffic as is normal with cantilevered footwalks. Where roadway guard rails are required special
seatings are welded to the deck transoms, to which AB72 Guard Rail Posts can be bolted. AB73 •
Guard Rail End Posts would normally be bolted down on to the abutment and two horizontal Guard
Rails AB74 fitted between adjacent posts.

5.7 It is therefore possible to build each of the four normal width bridges as deck bridges, using
entirely standard components, except for the guard rail fixing on the transom, with the main girders
at the normal spacing. With a small modification to the deck transom to take additional clamps, two
-
additional deck units can be added to increase the roadway width by approximately 1.5m!4.5ft, •
but side girder strength must be carefully checked for off centre loading.

5.8 A more common application of Acrow Panel deck bridges is to provide three or more traffic
lanes, using normal decking on special transoms supported on three or more main girders evenly
•
spaced across the bridge with a limited cantilever on the transom. Where the application is likely
to require the use of special components it is suggested that the enquiry be referred to Thos. Storey
(Engineers) Limited for advice on the most economical method of meeting the requirements. •
•
•
•

AB71 Flush Deck Transom Seating

•

229mm (9")
f.... - -------------~
.. 229mm (9")
~--
1.524m (5'~229mm,(9")~ 229mm (9") •
lD •
Female jaws .....
Chord Bolt Blocks in Panel (AB I)
+- Male lug Fitting to Unreinforced Truss
•
127mmy------- __ n_____ ! J~----------1
•
~~~ .• .: • L~24m I~~I::;;:;:;:::::::;:~::;;:;:;:::::::~==='=:
(5') ="

jJ~ I ~t t dT I l1[IIJ •

-
Bracing Bolt Blocks in Chord Reinforcement (ABI 0) Female jaws ...
+- Male lug Fitting to Reinforced Truss
Fig. 1.5.2 Fitting of Flush Deck Transom Seating

32
-
•
•
•
•
•
•
•
I
•
•
•
•
•
•
•

•
•

•
•
• 33
6.

6.1
Railway Bridges
Acrow Panel bridges are eminently suitable for canying single track railways, either
-
-
permanently or in emergency. Simply supported or continuous bridges can be used, but 'broken
span' constructions are not often suitable because for railways the change of slope between
adjacent spans must be very small. Maximum span lengths are shorter than with road bridges
because of the very high loadings imposed by the trains.

6.2 Side girder construction is identical with that of road bridges, although loads tend to require
the higher shear forms, DS TS QS etc. Special transoms, swaybrace and stringers are used, though -
in emergency sleepers can be fixed to steel decking provided the axle loads are not too great. The
transoms, which give 4.98rn/I6'4" clearance between the side girders, have special mounting
plates with dowel holes into which dowels on the railway stringers locate keeping the line of the
track absolutely straight. Bracing bolts (AB53) secure the stringers through the dowels. The position -
of the mounting plates is varied to suit the gauge of the track. Rails are normally mounted on
sleepers, each rail being central above its line of stringers. Each stringer has three pairs of bolting
plates per 1.524m/5ft of which only the outer ones are non:nally used, so that sleepers are spaced at -
508mm/20" centres and are bolted once at each end to the stringers.

6.3 Swaybraces for railways are of necessity considerably stronger than those for road bridges,
-
-
since they have to withstand the nosing effect of the locomotives as well as wind loadings. They are
bolted to angled plates on transoms using five bolts each end. Double swaybrace are used
throughout the bridge, giving a double Xldiamond format, one set starting at the ends of the first
transom, the other being inverted and starting at the centre of the transom.

6.4 Standard cantilevered footwalks can be mounted outside the girders where pedestrian
passage is required. If the stringers and sleepers are not considered to provide adequate access for
track maintenance, a walkway beside the track can be fitted, specially fabricated to take whatever -
loading is required if standard light steel deck components are not used. A handrail at the outside
can be provided if required.
-
•
•
•
•
•
•
•
Fig. 1.6.1 Single Track AP Railway Bridge •

-
34 -
•
•
•
•
•
• Railway Stringers

Railway Transom
I
•
Railway Swaybrace

•
•
•
•
•
Coopers E30/E40/RB Coopers E50/E60/E72
• AB280 Railway Transom AB284 RailwayTransom
6680mm(2I'll") Length 6680mm(21' II")
406mm( 1'4") Width 406mm( 1'4")
• 484mm( 19") Height 0/ a 672mm(2'2W') end 356mm/14"
406 x 178 x 67kg UB 610 x 229 x 113kg
AB281 Railway Stringer 10' AB285 Railway Stringer 10'
• AB282 Railway Stringer 5'
10' 3035mm (9' 1I") 5' 1511 mm (4'11") Length
AB286 Railway Stringer 5'
10' 3035mm (9'11") 5' 15/1 mm (4'11")
748mm(2'6") Width 787mm(2'7")
0/a 181 mm (7") end 162mm (6") Depth o/a 206mm (8") end 188mm (7")
• 152 x 89 x 17kg 4 Joist 178 x 102 x 21.5kg
AB287 Railway Sleeper Bolt
W' BSW x 7" UH
•
Fig. 1.6.2 Railway Components & Arrangement

•
• 35
7. Towers and Piers
Four Panel Tower -
7.1 One type of tower developed for the Acrow Panel system is the Four Panel Tower. In this four
ABI panels are placed vertically to form the sides of a square, (l.956m/6'5") centre to centre of
opposite panels. Angle Brackets, AB30 are bolted by AB57 Chord Bolts through the chord bolt
blocks to connect the panels together. Four angle brackets, one in each comer, are used for each
-
1.52m/5ft lift of the tower, 8 per ABI panel height at 1.52m/5ft centres.

7.2 A concrete footing is normally required on which eight sole plates, normally female, AB33,
are held down by rag bolts. These sole plates are pinned, using the standard AB51 Panel Pin, one
-
to the bottom of each panel chord. The bottom pin centre is then lO2mm/4" above the footing.
AdditionaI3.048m/lOft sections are added with, if necessary, a 1.524m/5ft section at the top using •
four AB 16, Panels 5ft, until the tower height reaches the nearest 1.52m/5ft below that required.
Where necessary, Horizontal Bracing Frames, AB3l should be fitted at about 9m/30ft intervals to
resist torsional loads. A crib top assembly completes the tower.
•
7.3 The assembly usually consists of two crib top beams, each pinned to the four panel jaws on
one side of the tower, and a bearing beam bolted to span between centres of the crib top beams. It
is customary for these beams to be designed for individual applications to combine the necessary
strength with economy. Beams for a heavy loading have been catalogued as AB277 Crib Top
•
Beam and AB 278 Bearing Beam. These were designed initially to take the load up to 518kN/52 ton
per truss from four trusses at 229mm/9" centres, symmetrical about the centre line of the tower. Total
capacity decreases as the loads become more concentrated toward the centre, ranging through •
three loads of6l8kN/62t at 229m/9" centres or two loads of 817kN/82 tons at 457mm/l8" centres
to a central load of l444kN/145 tons. The bearing beam has a bearing bar on one face to take the
half-round bearings of distributing beams, and holes drilled in the other face to allow span junction
sole plates to be bolted in position. Used with the bearing bar up, these beams in combination add
•
10 13mm/39.9" to the half-round bearing and with the holes up 948mm/37.3" to the bottom of the sole
plates. Variations in the height of the crib top assembly and the footings allow the actual height of
the tower to be varied to suit the application. •
7.4 The tower itself is very strong and rigid and is well suited to carry derricks etc., or to form part
of a bridge pier. It can carry an axial load of up to about 400 kN/400 ton, subject to the tower height
and end fiXing conditions. Horizontal or eccentric loads will obviously decrease the maximum load
•
and the maximum tower height. Adequate allowance must be made in the design for the additional
stresses imposed by wind, and horizontal forces from the live loads or temperature change of the
superstructure. Advice should be sought from Thos. Storey (Engineers) Ltd., when needed, as to
permissible loads under specific conditions.
•

Two Panel Tower •

7.5 A second type of tower, for lighter loading than the four panel tower, is the Two Panel Tower.
In this, two panels ABI are placed vertically at 1.219m/4ft centres to form two sides of a rectangular
tower. The other two sides are formed by bolting AB82, Bracing Frame 4ft at the centre of the panels
using AB53 Bracing Bolts through the chord bolt blocks. Four sole plates, usually female AB33, are
•
pinned with AB51 panel pins to the bottom jaws to form the base which is bolted to the concrete
footing. Sole plate centres are therefore 1.4478m/4'9" along the panels and 1.219m/4ft in the other
direction. AdditionaI3.048m/lOft sections are added as required with a 1.524m/5ft section if •
necessary to bring the tower to the nearest 1.52m/5ft below the required height, and AB82 Bracing
frames fitted horizontally every 10m/30ft to resist torsional loads. A crib top assembly completes the
tower. If the tower forms part of a bridge pier, this will usually be an AB85 Bridge Crib Top Beam
Assembly which has a half round bearing on which the bearing blocks of the distributing beams, •
AB22 will fit. Again as with the four panel tower the crib top assembly must be designed for the
loads in the specific application and the AB85, which is designed for a maximum load of 750kN175
ton, may have to be strengthened in some applications. •
7.6 The maximum axial load on a two panel tower is about 2000kN/200t depending on the
height and end fiXing conditions. For a 30m/lOOt tower, the maximum load is likely to have
decreased to 9OOkN/90t. Adequate allowance has again to be made for eccentric, wind,
longitudinal and temperature change forces.
-
•

36 -
 1023mm (3'4\14") to top of bearing bar
or 948mm (3' 1W') to top of bearin~l beam
AB278
• Crib Bearing Beam

AB277
• Crib Top Beam

•
•
3.043mor
multiples of 1.524m
• AB30
(10' or multiples
of 5')

•
Angle Bracket
Secured by two
AB57 ChordBolts
I
• Four Panel
. _Tower
--
AB33 Sale Plate
• Single Female

•
436mm (1 '5 "AG ") to top of

•
bemingbm j
AB8S Crib Top Assembly - - -
•
Two Panel Tower
•
• AB82 Bracing Frame 4' 3.048mor

. with four AB53

Bracing Bolts
multiples of
1.524m
(10' or multIples
of 5')

..
.. AB33 Sole Plate
Single Female --

• 1448mm
(4'9")
Fig. 1. 7. 1 Acrow Panel Towers
•
37

•
 •

-
•
AB85 Bridge Crib Top Beam Assembly
•
Length 1549mm (5 ' 1") Width 1344mm (4'4 15fi s") Depth 486mm (1 ' 7Ya")
DB 305 x 127 x 48kg
•
•
•
•
AJ3m Crib Top Beam AJ3278 Crib Bearing Beam
457 x 191 x 89kg
2134mm (7'0")
DB
Length
406 x 178 x 67kg
2148mm (7'0 9fi6")
•
446mm (l'5 9M') Width 358mm (l '2 Ifi6")
586mm (l '11 Ifi6") Height 498mm (1 ' 7%")
•
•
-I.ftl •
---' •
AB33 Sale Plate Single Female AJ330 Angle Bracket

Fig. 1. 7. 2 Tower Components •

•
•

•
38
-
 Two Panel Adjustable Tower
7.7 The height of a two panel tower like the four panel tower can obviously be predetermined by
setting the footing height after the crib top assembly has been designed. In some applications,
• however, it may be necessary to alter the height after assembly, in which case an Adjustable Tower
can be used. The upper levels are identical with the normal two panel tower, but between tbs and
the sale plates an adjustable section is inserted. Two Male Panels AB80 are pinned to the Sole
Plates AB33, which must be firmly secured to the footing. An AB82 Bracing Frame is bolted
• horizontally to connect the panels. Two AB83 Adjustable Panels are pinned using special pins
AB60 to the male lugs on the side of the AB80 Panels; and braced apart centrally by Bracinq
Frames AB84 bolted with AB61 Bracing Bolts. Two Female Panels AB81 are pinned, female :aws
• up, into the top of the AB83, using .AB60 Pins through male lugs on the side in the same way as the
Male Panels AB80, and connected by an .AB82 Bracing Frame. Further construction is that of a
normal two panel tower. When adjustment is required, the load is taken by a four jack hydraulic
manifold assembly, AB92, pins connecting the male panels .AB80 to the adjustable panel AB83
• removed, the height adjusted by 152mm/6", and the pins reinserted. The maximum height of the
adjustable section is 3.351 m/ 11' male lug to female jaw pin centres, decreasable under load by
two steps of 152mm/6" so long as sufficient height is left under the corbels for the jacks. Preset
adjustment at the top in I 52mm/6" steps is possible, again two steps to leave the female jaw pins
• clear of the .AB83.

• I
•
•
•
•
•
•
•

-
-
- .,--~~.-
.....~4~'~~\
_.~~
•
Fig. 1.7.3 Two Panel Adjustable Tower
•
. 39
Bridge Piers
7.8 Both 4 Panel and 2 Panel Towers are entirely suitable for use as bridge piers, 1 tower being
consbucted directly under each girder being supported, so that for a through bridge two towers
would be needed, so positioned that the load is applied at the centre of the tower. Lateral and
longitudinal stability must be checked, but in most cases no connection between the towers is
required. Various forms of interconnection between towers are possible and it is suggested that for
-
any application where the height is above 15m/50ft advice be sought from Thos. Storey (Engineers)
Limited.

7.9 There was one exception to the statement above that loads should normally be applied at the
centre of the tower, that is symmetrically about the tower axis. When the lli3278 was first designed to
support span junction sole plates above a 4 Panel Tower, in side girder consbuctions other than
quadruple buss, to make the bolt holes in the bearing beam and sole plates coincide, it was
-
necessary to offset the tower centre 114mm (4W') from the centre of the bridge girder. The offset could
be either way outwcrrds or towcrrds bridge centre by reversing the AB278. This was found
•
inconvenient as was the need to invert the AB278 after the bridge was launched. Hole centres on
span junction sole plates and AB278 have been altered on items manufactured after 1 August 1983
to allow the tower axis to be directly under the girder centres and the bearing bar made detachable •
to eliminate the need to invert the beam, and to simplify jacking.

7.10 Another form of pier, which may be more suitable on occasion, is the bridge truss pier, in
which construction is similar to a through bridge built vertically, the end posts being replaced by •
sole plates at the bottom and by a crib top assembly at the top, with transoms and swaybraces
forming cross bracing between the girders, swaybraces as ties and transoms as sbuts, and rakers
from the transoms giving stability to the other chord. Side girders are placed at the same spacing as
the girders of the bridge to be supported. Such piers are normally built with a double buss on either
•
side, and referred to as Vertical Double Single or Vertical Double Double etc., Triple or quadruple
buss piers can be built if the load warrants, and for very light loads, a single truss on either side not
exceeding one panel height can be used. "Single storey" ie a pier only one panel wide is normally •
limited to 112 panel height (4.6m/15ft) and "double storey" ie two panels wide with transoms and
rakers in each"storey" to 3!12 panels height (10.7m/35ft). For higher piers, it is usually necessary to
increase the number of "storeys" and it is suggested that any application above 3\12 panel height be
referred to Thos. Storey (Engineers) Limited.
•
•
•
•
Fig. 1.7.4 Panel Towers being
used to support a dual carriageway
overpass bridge
•
•
•
•
•
Jr
_z~~-~'~~"..

40
-
 8. Floating Bridges
• -"':~.'~
...:..-.-~ --.
.~

•
•
..
.. Retractable Span opens to allow ships to pass through.

.. I
..
..
•
.
•
•
..
•

-
-
•
Fig. 1. 8. 1 2 Lane Double Wide AP floating bridge necrrly 2km long, across Demerara River Guyana.

41
8.1 Where the gap is too long to be bridged in a single span, and either the river bed will not
support piers or the cost of the piers is too great, a floating or pontoons bridge offers a unique
solution to the problem. A floating bridge, as the name suggests, contains two or more spans with
the intennediate piers composed of floating pontoons designed to carry the full live and dead loads
..
imposed.

8.2 The Acrow Panel system was designed to be capable of use as a floating bridge, and special
parts are manufactured to allow connection to Unillotes (the unit construction flotation system also
..
designed by Thos. Storey (Engineers) Limited). The two equipments Acrow Panel bridging and
Uniflotes fonn an ideal combination for floating bridges. Thos. Storey (Engineers) Ltd recently
completed construction in 1978 of one of the longest floating bridges in the world in Guyana, which -
provides a two lane carriageway across the Demerara River nearly 2km long. This bridge which is
illustrated in Fig. 1.8.1, has high level spans to allow passage of small craft under the bridge, and a
retractable span to allow passage of large ships up the navigation channel.
..
8.3 Floating bridges are dealt with in more detail in the Uniflote Handbook, and only an outline of
the method and special components required is included in this section.
.
8.4 The basic flotation unit is the Unillote, Storeys unit construction floating pontoon. Normally
either three or four Uniflotes are coupled end to end with scow ends at the outer ends. These are
known as Triflotes and Quadriflotes. One or more Triflotes or Quac:lriflotes coupled side to side form
..
the floating pier. The choice between Triflotes and Quadriflotes depends on the stability
requirements for wind loading and which provides the most economical layout for the upthrust
required. Billotes with only two Unillotes coupled end to end can occasionally be used, if they meet
.
..
the lateral stability requirements, but Triflotes or Quadriflotes are more common. Triflotes or
Quadriflotes are placed at right-angles to the line of bridge and the superstructure of the bridge
rests across the Uniflote gunwales, to which it is attached by Gunwale Saddles (AB270, AB271 or
AB272). Each internal span of the bridge has a minimum of one such Triflote pier at each end and is
therefore self-supporting. This is known as a Floating Bay, and can be built at any convenient site
adjacent to the line of bridge and floated into position.
..
Span Junction Posts .
.
______
II
II
II
II
~L
I
~~_~~~~
.
I Gunwale Saddles
Fig. 1.8. 2 Junction between Floating Bays
.
8.5 Gunwale saddles, AB270 are used with Standard and Extra Wide bridges and AB271 with
.
Ultra Wide and Double Wide. Note that hole centres in the original AB271 were not drilled to fit
Double Wide bridges for which AB272 was required. Where a single Triflote or Quadriflote is used
at each end, it is located centrally in the last bay of the span, the dowels on the gunwale saddle
.
fitting into the chord bolt blocks in the bottom chord and the bridge is clamped and bolted to the
saddle, which itself is bolted to the Uniflote. The bridge is thus positively located on the Triflote.
Where more than one Triflote or Quadriflote is used at the ends, the outer unit is positively fixed as
described above, and inner pontoons are clamped only, reversing the position of the clamp and
.
the dowel as necessary.

8.6 The length and number of floating bays, and the number of Triflotes at each end of them, is
dependent on the width of river and the loading the bridge has to carry. As a general guide, spans
..
between 21 m/80' and 36m/120' are usually found to be most economical. Each floating bay is
..
42
-
•
•
•
• 88 with AB270
155 with AB27l/2

AB270 Gunwale Saddle Std. & EW AB414 Distributing Bearing Short Male
• AB271 Gunwale Saddle UW & DW AB415 Distributing Bearing Short Female
(AB272 Gunwale Saddle DW)

• I
..
.
.
•
•
• AB412 Distributing Bearing Plain Male AB410 Distributing Bearing Long Male

- AB413 Distributing Bearmg Plain Female AB411 Distributing Bearing Long Female

-.. Fig. 1. 8. 3 Gunwale Saddles and Distributing Bearings

coupled to the next by Span Junction Posts, AB310 Male and AB311 Female, and is thus free to
articulate, within defined limits as the load crosses the bridge.

.. 8.7 On most rivers the water level does not remain constant, and deep water is seldom present
close to both banks. Landing bays are therefore used at the ends of the floating bridge, of sufficient
length to reach out from the banks to deep water. In order to support the oH-shore end of the longer
- and therefore heavier -landing bay, a suitable number of Triflotes or Quadriflotes are grouped

.. together into a raft termed the "landing bay pier". One end of a floating bay is also supported on
this landing bay pier, the other end having a normal Triflote pier. This bay is called the "end flooting
bay", and is hinged to the landing bay by means of span junction posts, one side of the junction,
normally the landing bay, being supported on distributing bearings which rest on the gunwales, or
alternatively, depending on the site, the load and customer requirements, on a landing bay crib,
• designed to give extra clearance between the water line and the bottom chords.

43
•
 -
8.8 Dismbuting Bearings Long (AB41 0 Male or AB411 Female) are used when the Landing Bay
Pier is an odd number of Uniflotes wide, with all four widths of bridge and are positioned so that the
end angled gussets are inside the inner and outside the outer trusses of the bridge. When in position
they are bolted to the gunwales by one bolt only at each end. For single and double truss bridges
two are used on each side of the bridge, connected by Dismbuting Beam End Frames AB23. When
triple truss construction is used a Dishibuting Bearing, Plain (AB412 Male or AB413 Female) is
placed between the AB4 10/4 11, resting on their saddles and is located by the end frame. Note that
AB412/413 are used only for this centre truss and do not have gunwale saddles. As with span
-
junctions on fixed piers, the choice between male and female depends on the side of the junction
being supported. With two landing bay piers, it is normal to use male on one and female on the
other under the landing bay posts.

8.9 Dishibuting Bearings, Short (AB414 Male or AB415 Female) are used when the Landing Bay
-
Pier is an even number of Uni£lotes Wide, again with all four widths of bridge, and up to mple truss
constructions. These are bolted to the Uniflote gunwales with bolts through each gunwale.
•
•
Span unction Posts
1 .~.
•
\I
(
•
_ Dishibuting Bearings Long

r-------IDF======:I\or-------:
I
I
I
I
I
I
I
I
•
~ ~ L ~

a) If pier has odd number of Unillotes, mount bridge on Dismbuting Bearings Long (and Plain
for mple truss bridge) •

I I I
Distributing Bearings Short
F - - - - - - --'1 P - - - - - - " I 1 i 1 L - - - - - - - " ! p- - - - - - - - -9
I
•
I I I I
I I I I
I I I I
L ~ L

b) If pier has even number of Uniflotes, mount bridge on Distributing Bearings short
~

Fig. 1.8.4 Landing Bay Piers •

8.10 Quadruple truss construction is not normally used in floating bridges since end reactions at
the piers would be large, and consequently pier construction becomes uneconomic. Should
•
circumstance demand the use of quadruple truss, special landing bay bearings or cribs will be
designed to suit.
•
8.11 In some parts of the world tidal ranges are experienced of 12m/40' with the result that the
gradient of the Landing Bay may be too steep at low water for vehicular traffic. To overcome this,
two Landing Bays are used with two Landing Bay Piers, the in-shore pier having an Acrow Panel
crib built onto it. From the top of this crib, the off-shore Landing Bay slopes down to the off-shore
•
Landing Bay Pier and the normal bridge level; the in-shore Landing Bay spans between the bank
seat and the top of the Acrow Panel crib and its slope varies (up or down) with the state of the tide.
At low water it forms a continuous down gradient with the off-shore landing bay; at high water the •
on-shore landing bay slopes up to the crib and the off-shore landing bay down to the general level
of the bridge. The height of the crib and the length of the landing bays are so designed that the
resultant gradients never exceed the capability of the vehicles for which the bridge was designed.
-
44
-
 lI11U-;;Ueam on a common landing bay pier. The next shortest bridge comprises two
;'U!-'!-'Vllt::U HI

landing bays with two landing bay piers, and a bridge spanning between them. Bridges longer
than this require two landing bays with their two landing bay piers and two end floating bays.
Greater lengths thereafter are obtained by the insertion of floating bays, as required.
•
•

•
•
I
•
•
•
• Fig. 1.8.5 Floating Bridge on AP Cribs to minimise gradients

..
•
•
-
-
-
-
45
9. Roll On/Roll Uit Terminals \.t1.o-11.O- sJ
9.1 The growth of container traffic and movement of goods by road has resulted in a requirement
in many ports for the provision of a link between the container ship or ferry and the shore on which
the goods lorry can travel and a fork lift can cony the containers. Such installations are normally -
-
known as Roll on/Roll off Terminals or Ro-Ro's.

9.2 The height above the water line of the access door or ramp varies from ship to ship and
obviously grows as the ship is unloaded. Most ports are tidal, and the height of the ship's ramp
varies with the tide. In most ports therefore there is a requirement for a link span, which can cope
with the tidal variation, and for a connection between the link. span and the ship, which can be
adjusted initially to cater for the laden height of the ship's ramp and can cope with the increase in
this as the ship is unloaded.
-
9.3 Thos. Storey Uniflotes with Acrow Panel bridging form an ideal combination for this purpose,
providing an economical installation, the construction time for which can be measured in days
•
rather than months. Some of the Ro-Ro installations designed and built or supplied by Thos. Storey
Engineers are illustrated in Fig. 1.9.1 to 1.9.3.
•

-
•
•
•

'";'.-:.:.:........... -.'.
.
Above A simple link span to a floating
pontoon. •
Left Adjustable apron on pontoon
Below Hydraulic adjushnent to height
of link. span above pontoon
•
.
•
•
•
•
Fig. 1.9.1 Ro-Ro Applications with Floating Support
-
-
46
 similar in most respects to a Landing Bay of a floating bridge. At the shore end, the standard end
posts, AB5, are normally replaced by modified posts, which are pinned to sale plates AB33 or AB35
as reqUired. As described in para 8.11, where the tidal range is high, a two span link bridge may be
• used. At the off-shore end, if it is required to bring road level down approximately to raft deck level.
a connecting frame can be used to pin special end posts, similar to the AB6 but with a jaw on the
forward face, to the side or end of a Uniflote.

• 9.5 The off-shore support is normally a Uniflote raft, the configuration of which is designed not
only to cater for the loads, but also to connect the link span in a way which will not cause excessive
tilt of the raft.
•
•
•
• I
•
•
•

- Adjusbnent of link span height by winches operating in Portal Frame

•
•
•

-
-
- Hydraulically lifted ramp for high level entry to ship's side
•
Fig. 1.9.2 Ro-Ro Applications with non-floating support

47
•
9.6 For small installations, which are intended to allow small boats, such as fishing boats to moor
alongside, their cargo being off-loaded by hand into a light vehicle, it may be more economical to
fix the shore end, allowing the raft to move within limits by a suitable system to cater for tidal. wind
and current variations. -
9.1 The height, width, weight and draught of the ship's ramps vary so much that the remaining
portion of the Ro-Ro, the connection from the link span to the ship, usually requires a separate
design study. The customer's requirements determine what is provided, which has vaned from what -
amounts to a fixed ramp, on to which the ship's ramp is lowered to form its own short link span, to
elaborate hydraulically powered ramps the height of which can be adjusted to cater for a range of
ships.

9.8 With the larger ships, it is usually preferable and more economical for mooring dolphins to be
provided to sustain berthing forces, rather than to stiffen the link span and its connections so that
-..
these forces can be taken by the Ro-Ro itself.

9.9 A Ro- Ro installation may have no floating component. Fig. 1.9.2 shows two such
applications. In the first picture, a Portal frame has been constructed from Acrow Panel
components, and the whole link. span is raised or lowered by winches. The bottom picture shows an
adjustable loading ramp, hydraulically operated, which allows direct entry to the upper car deck of
a vehicle ferry over a side entry ramp. Fig. 1.9.3. shows a mobile AP ramp which can be towed to
-
,.....hatever berth is to be used, lifted by ship's derrick and secured in position. Attachment including •
placing of the shore end ramp takes about 15 minutes.

9.10 The variation in requirement is so great that it is suggested that applications of this nature be
referred to Thos. Storey (Engineers) Ltd. with as much details as possible of tides, ships, loads,
•
currents etc. Storeys will be pleased to prepare designs and quote for any application.
•
..
..
..
..

Fig. 1.9.3 A Mobile Acrow Panel Ro- Ro Ramp

..
..
•

-
-
-
 10. Beam Launching Gantries, Support Work and Other Structures

Long Span Bridges

• 10.1 On certain bridge sites - such as over ravines, it may be impossible to provide intermediate
supports. In such instances, particularly for light live load conditions, it may be possible to achieve
bridge spans in excess of 200-220ft (50-70m) by means of Acrow Panel suspension, spandrel arch
• or understressed bridges. Such bridges require special design in relation to specific site conditions,
and advice should therefore be sought from Thos. Storey (Engineers) Ltd.

• Lifting and Retractable Bridges

10.2 In certain other conditions (e.g. a roadway bridge over a river),it may be adequate to provide
clearance for shipping only periodically, and in these instances a lifting bridge, bascule bridge, or
• retractable bridge may be economic. Again Thos. Storey (Engineers) Ltd. should be consulted for
specific designs of these types of Acrow Panel bridges.

• Acrow Panel Grid Structures

10.3 The rapid-building characteristics of Acrow PaneL already established in the field of bridging

I
and other structures, can also be extended to include"grid" type structures. When used in
conjunction with columns or piles (in steel, concrete, or timber) Acrow Panel construction offers an
• economical solution to the building of wharves, jetties, roofs, floors, etc. Pile yokes can be provided
to which Acrow Panels are pinned in the normal manner to form the grid system. Thos. Storey
(Engineers) Ltd. will advise against specific requirements.
•

-
•
•
•
•
•
•

-
-
Fig. 1.10.1 Acrow Panel Lift Bridge

Heavy Support Work

10.4 Because it is constructed from relatively small units, Acrow Panel is ideally suited for use as

-.. heavy support trusses for in-situ concrete construction. Panels can be made up into box girders which
are placed where required as support for the soffit formwork and wet concrete construction loads.

10.5 Panels are connected together side by side either by chord frames or by special heavy brecing
frames (the latter placed vertically at every panel joint, and horizontally over panel joints or in every

49
panel bay, as necessary). Two or more panel trusses can be joined side- by-side to form multi-truss box
girders of the correct strength to support the in-situ concrete work, and any number of these box girders
can be used over the width of concrete bridge construction.
-
10.6 Like Acrow Panel bridging, these box girders can quickly and easily be craned into
position, or launched over rollers, and moved from span to span as the concrete bridge construction
proceeds. The deflection of these girders under load is predictable, so that adjustments can be
made to the level of soffit formwork (prior to pouring concrete), dependent upon the sequence of
-
concrete placement.

10.7 Innumerable designs of Acrow Panel equipment used as support-work for in-situ concrete
bridging have been undertaken by Thos. Storey (Engineers) Ltd., who would be pleased to advise
-
and design against specific requirements. For engineers wishing to design their own Acrow Panel
support schemes, moments of inertia, effective areas and radius of gyration about a horizontal axis •

-
are given at Table 2.1.2 of the design section of this Handbook.

10.8 Each Acrow Panel multi-truss beam must be investigated to ensure that the ratio of effective
span/least radius of gyration (Vr) is such that the beam does not buckle under load. It is
recommended that the ratio Vr should not exceed 80 for such multi-truss beams. Thos. Storey
(Engineers) Ltd. will supply heavy bracing and chord frames (other than those quoted within the
standard range of Acrow Panel components), to suit individual requirements. •
Gantries
10. 9. The Acrow Panel system can also be used to form gantries for launching heavy pre-cast
concrete or fabricated steel beams into permanent bridges. The gantry is first constructed and
launched across the gap in the normal way for an AP bridge. Movable crossheads also built from
Acrow Panel are placed on the rear from which the concrete beam to be placed in bridge is picked
-
up at specified points near each end and winched across the gap. The whole gantry is traversed •
sideways on fixed crossheads, also of Acrow Panel, built on to the piers, and the beam lowered into
position on its permanent bearings.

10.10 Such gantries will vary according to requirements and therefore each should be designed
•
individually. The information necessary in order to design an Acrow Panel gantry is as follows:

•
•
•
•
•
•
•

-
Fig. I. 10. 2 AP Support Structure -
50
-
 a) Detail of beam to be launched; weight, dimensions, lifting points, etc.
b) Number of beams and distance at which they are to be spaced.
• c) Number of spans and sequence of erection.
d) Details of abutments, piers, supporting beams, including all dimensions.
•
•
•

•
• I
•
•
Fig. 1. 10. 3 Acrow Panel Beam Launching Gantry
•
Other Structures
10.11 The Acrow Panel system can also be used for innumerable other purposes such as gabbards,
• portal frames (fixed or mobile), test rigs, support work for conveyors, dam forms, hydro-electric
buildings, tunnel forms and tank farm construction.

It is not possible in this handbook to cover all these various uses in detail, but the Customer is
• reminded that Thos. Storey (Engineers) Ltd. offer a free design and advisory service covering C1ll
aspects of Acrow Panel usage and requirement. For the engineer who wishes to prepare his own

- designs for such structures, however, the properties of principal Acrow Panel components are
contained in Tables 2.1 and 2.2 of the design section of this handbook.

-
-
-
•
Fig. 1. 10. 4 An arched AP bridge in USA using special junction posts to create the arch to avoid·
• upgrading costs.

51

•
 Table 1.1 Component List

The following table contains a complete list of Acrow Panel components giving average weights and volumes.
Starred items are now obsolete or obsolescent and will normally be supplied only to supplement existing stocks, when
specifically ordered.
Note weights and volumes of individual components may vary slightly due to-rolling and manufacturing tolerances and with
timber items, moisture content.

Weight Volume Weight Volume

lb. Jcg. cu.lt. ell.m. lh kg. Cll. It cu.m.

ABI Panel 588 267 30.600 0.8666 AB35 Female Sale Plate Double 100 49 0.530 00150
AB2 Raker II 5 0.094 00027 AB36 End Post Pinned Male (for use with AB 33) 212 96 4.948 0.1401
AB3 Bracing Frame 2/3 Truss 52 24 1640 0.0464 AB37 End Post Pinned Female (lor use with AB 33) 218 99 4.948 0.1401
AB4 Bracing Frame 4 Truss 64 29 2340 0.0663 AB38
ABS End Post Male 205 93 4.757 0.1347 AB39
ABG End Post Female 211 96' 4.757 01347 AB40 Launching Nose Sbut D.W. 5 It. 24 II 0.280 0.0080
AB7 Bearing Single 22 10 0.123 0.0035 AB41 Launching Link 28 12.5 0210 0.0060
AB8 Bearing Double 44 20 0.253 0.0072 AB42 Plain RoUer 105 47.5 1.250 0.0354
AB9 Baseplate 321 146 8.000 0.2266 AB43 Rocking RoUer 216 98 3.500 0.0991
ABIO' Chord Reinforcement 202 92 2.000 0.0566 AB44 Balance Beam Assembly 628 285 12.000 0.3398
(Jl ABII ; Taper Chord Male 90 41 1.100 0.0312 AB45 lack Shoe 30 13.5 0.225 0.0065
N ABI2 Taper Chord Female 74 34 1100 0.0312 AB46 Launching Nose Sbut D.W. 10 It. 44 20 0.560 0.0159
ABI3 : Swaybrace Standard 20 9 0.242 0.0069 AB47 Launching Nose Transom D.W. 650 295 9.100 0.2577
ABI4 Swaybrace E.W. 23 10.5 0.287 0.0001 AB48 Launching Nose Transom Ultra Wide 600 272 10.300 0.2917
ABI5 . Swaybrace Ext. 9 4 0.010 0.0003 AB49 Swaybrace Extension Launching Link 20 9 0042 0.0012
AB16· Panel 5 It 352 100 15.300 0.4333 AB50 Swaybrace Extension Launching Link Heavy 19 8.5 0.041 0.0011
AB17" Span Junction Post Male 284 129 4.500 0.1274 ABSI Panel Pin 6 2.72 0.017 0.0005
AB18~ Span Junction Post Female 292 132.5 4.500 0.1274 ABS2 SaietyClip
ABI~ Span Junction Link 121 55 1.840 0.0521 AB53 Bracing Bolt 0.8 0.36 0.004 0.0001
AB20 Chord Jack Adapter Set 100 45.5 2.000 0.0566 AB54 Raker Bolt 0.2 0.09 0.003 0.0001
AB21 Chord Reinforcement 5 It. 126 57 1.000 0.0283 AB55 Transom Set Bolt 0.1 0.05 0.002 0.0001
AB22 Disbibuting Beam 292 132.5 4.130 0.1170 AB56 Riband Bolt Light/Heavy 2.7 1.25 0.014 0.0004
AB23 Disbibuting Beam End Frame I It. 6 in. 49 22.5 0.500 0.0142 ABS7 Chord Bolt 3 1.36 0.020 0.0006
I
AB24 i Disbibuting Beam End Frame 2 It. 3 in. 54 24.5 0.750 0.0212 AB58 Central Sbinger Bolt 1.5 0.68 0.008 0.0002
AB25 ; ABS9 Expanding Panel Pin 6 2.72 0.017 0.0005
AB26! Sliding Bearing Pinned Single 192 87 1.331 00377 AB60 I ~ in. Dia. Pin c/w Splil Pin (lor AB83) 4 1.81 0.0009 0.0003
ABV' Sliding Bearing Pinned Double/Triple 487 220.5 3.087 0.0874 ABGI I in. Dia. Bracing Bolt c/w Nut and Washer (lor AB84) I 0.45 0.003 0.0001
AB28 Sliding Bearing Plain Single 191 86.5 1.215 0.0344 AB62 Guard Rail Bolt I 0.45 0.003 0.0001
AB28 Sliding Bearing Plain Double/Triple 463 210 2.740 00776 AB63 Swaybrace Bolt 0.7 0.33 0.006 0.0002
AB30 • Angle Bracket 56 25.5 0.578 0.0164 AB64 Riband Bolt Super Heavy 3.5 1.59 0.028 0.0006
AB31. Hortzontal Bracing Frame 155 70.5 0.100 0.1728 AB65
AB32 Male Sale Plate Single 49 22.5 0.352 0.0100 AB66
AB33 Female Sale Plate Single 49 22.6 0.352 0.0100 ABfj1

AB34 . Male Sale Plate Double lOB 49 0.530 0.0150 AB68

.,. Starred items are obsolete or obsolescent, and will not normally be provided except by special order to match existing components

I I , , I I I I I I I I I I I I , I I
• , I I I I I I
• I I I
• I I I I I I

Weighl Volume Weight Volume

lb. kg. ell. II. ell. m. lb kg. ell. ft.. ell. m

AB6S ABllO· Junction Sliding Deck Unti Std Lt 475 215.5 7.030 01991
AB70 ABJlI· Transom Standwd Heavy 880 399 16.200 0.4589
AB71 Flush Deck Transom Seating 9 4 0.070 0.0020 AB1I2 Stringer Heavy 10 ft 273 124 7.049 0.1996
AB72 Guard Rail Post 35 16 0.688 00195 ABI13 Stringer Heavy 511 141 64 3.496 0.0990
AB73 Guard Rail End Post 31 14 0.688 00195 ABI14 Chess Standard Heavy 100 45.5 2.855 0.0809
AB74 GuardRail 15 7 0.323 0.0091 ABll5 Kerb Guard 27 1.5 0.036 0.0010
AB75 ABll6 Deck Extension Clamp 2.0 1. 0.008 0.0002
AB76 ABI17
AB77 ABllB* Junction Sliding Deck Unit SId Heavy
AB78 ABJl9
AB78 ABI20
AB80 2ft II ~ in Panel Male 3CXl 136 9.200 0.2611 AB121· Transom Extra Wide Ught 798 362 16.368 0.4640
ABaI 2ft II ~in Panel Female 270 122.5 9.220 0.2611 ABI22 Chess Extra Wide Ught 80 36.5 2.273 0.0044
AB82 4ft x 3ft 6in Bracing Frame 125 57 3.500 0.0991 ABI23· Junction Stringer Heavy 112 50.8 3310 0.0937
ABB3 8ft x 4ft Adjustable Panel 640 200.5 31.400 0.8892 AB124· Junction Sliding Deck Unit E.W. Light 565 256 8.500 0.2407
AB84 5ft 6in x 2ft Bracing Frame 95 43 3660 0.1037 ABI25* Junction Sliding Deck Unit E.W. Heavy
AB85 Bridge Crib Top Beam Assembly 784 356 40.300 1.1413 ABI26
c.n AB86 Junction Link Block 24 II 0.003 0.0018 ABI27
W
ABtr1 Crib Top End Frame 74 335 0.730 0.0207 ABI28
AB88 Swivel Wheel 74 335 0.234 0.0066 ABl29
AB89 Crib Top Beam (Plain) 5 ft 158 72 3.000 0.0850 ABI30
ABOO Crib Top Beam c/w Jack Plates 5ft. 220 100 9.000 0.2549 AB131· Transom Extra Wide Heavy 994 451 19.338 0.5476
ABaI Pier Jack 50 ton 72 33 0.960 0.0272 ABI32 Chess Exira Wide Heavy 120 54.4 3.408 0.0965
AB92 4 Jack Hydr. Manifold Assembly 180 81.5 10.664 0.3020 ABI33
ABS3 ABI34
AB94 ABI35
AB95 ABI36
AB$ ABI37
AB97 ABI38
AB9l ABI39
AB99 ABI40
ABlOO AB141· Transom DW. Ught 2,348 1,065 50.592 1.4326
ABIOI* Transom Standard Light 617 280 11.763 0.3331 ABI42 Central Slringer D.W. 10 ft. 110 50 2.366 0.0070
ABI02 Slringer Light 10 ft 225 102 7.049 0.1996 ABI43 Central Slringer DW. 5 ft. 59 27 1.172 0.0332
ABI03 Stringer Ught5 ft. liS 52 3.496 0.0990 ABI44 Timber Chess DW. Light 66 30 1.887 0.0534
ABI04 Chess Standard Light 67 30.5 1.003 0.0539 ABI45 Central Bolting Strip D.W. 10 ft 15 6.5 0.415 0.0118
ABI05 Steel RibWld 10 ft. 100 45.5 1409 0.0399 ABI46 Central Bolling Strip D.W. 5 ft. 7 35 0.207 0.0059
ABIOO Steel RibWld 5 ft. 55 25 0.703 0.0199 AB147· Central Junction Stringer D. W. 44 20 0.830 0.0235
ABI07* Slringer Clamp Assembly 3.0 \36 0008 O.OC02 ABl43· Cenlraiiunction Boiting StrIp DW. Short 21 9.5 0.220 0.cX162
ABI08* Junction Slringer Light 88 40 3310 0.0937 AB149· Junction Sliding Deck Unit D.W. Light 516 234 7.500 0.2124
ABI09* Junction Steel Riband 40 18 0.980 0.0277 ABISOO Junction Locator 7 3.2 0.050 0.0142
.. S~aned items are obsolete or obsolescent, and will not nonnal1y be provided eltcep\ by speclol ordet to match ex.isting components.

•
 Table 1.1 Component List
Weight Volume Weight Volume
lb. kg Cll fl cU.m. Ib. kg. Cll fl. cu. m.

ABISI" Transom D.W. Heavy 2,813 1,276 62.454 1.7685 ABI98" Junction Footwalk Bearer 3 fl. 114 52 8.062 0.2282
ABIS2 Timber Chess DW. Heavy 99 45 2.830 0.0802 ABIgg" Junction Footwalk Bearer 4 fl. 6 in. 136 62 10.365 0.2933
ABIS3" Central Junction Bolting Strip Long AB2Xl Torque Wrench W' sq. dri.ve 120 fl. Ib 2.2 I 0.022 0.0006
ABIS4" Junction Sliding Deck Unit DW. Heavy AB7DI Swaybrace Ring Spanner (lor MI6/M20) 1.8 0.8 0.042 0.0012
ABISS AB:1D2 Ratchet Wrench (c/w W' + %" B.S.W. and MI6 sockets) 2 I 0.Dl8 0.0006
ABIS6 AB7D3 Ring Spanner (Iod'" + %" B.S.W.) 1.5 07 0.042 0.0012
ABIS7 AB7D4 10" Extension W' sq. dri.ve with hexagon adaptor I 0.4 0.001 0.0001
ABISB AB7DS Circlip Pliers I 0.5 0.050 0.0014
ABIS9 AB200 *
Ratchet Wrench in. square dri.ve c/w I ~ in. B.S.W. socket 7.7 3.5 0.026 O.COOS
ABI60 AB7D7 Hydraulic Jack 35 ton Plain Ram c/w Claw 103 47 0.850 0.0241
ABIS1" Steel Deck Unit Light 10 fl. 406 184 8.013 0.2269 AB7Dll Hydraulic Jack 35 ton Screwed Ram 74 33.5 0.880 0.0250
ABI62" Steel Deck Unit LightS fl 201 91 3.991 0.1130 AB7D9 Hydraulic Jack 60 ton Plain Ram 69 31.5 0.520 0.0148
ABI63" Steel Kerb Unit Light 10 fl. 520 236 18342 0.5477 AB210 Nut Locking Fluid 50cc Bollle 0.2 0.1 0.011 0.0003
ABI64" Steel Kerb Unit Light 5 fl. 260 118 9000 0.2730 AB211" Ramp Support Beam Standard 328 149 6000 0.1699
ABISS" Central Steel Deck Unit D.W. 10 fl. Light 3.090 0.0675 AB212" Ramp Support Beam E.W. 390 177 7.250 0.2053
ABISS" Central Steel Deck Unit DW. Light 5 fl. 190 41 1.540 0.0436 AB213" Ramp Stringer Light lOft. 362 164.5 10.190 0.2866
ABI67" Junction Steel Deck Unit Light 273 124 3620 0.1025 AB214" Ramp Stringer Heavy 10 ft. 520 236 12.100 0.3427
ABI68" Junction Steel Kerb Unit Light (Lor R) 322 146 8320 0.2356 AB2IS" Ramp Central Stringer D.W. lOft. 181 82 3.040 0.0861
ABISS" Central Junction Steel Deck Unit D.W. 83 38 0.880 0.0249 AB2IS" Ramp Steel Deck Unit Light 10 ft. 560 254 10.960 0.3104
ABI70 AB217" Ramp Steel Kerb Unit Light lOft. 667 302.5 22.510 0.6375
AB171" Steel Deck Unit Heavy 10 ft. 447 203 8013 0.2269 AB2IS" Ramp Steel Deck Unit Heavy 10 ft. 734 333 12.870 03645
AB172" Steel Deck Unit Heavy 5 ft. 256 116 3.991 0.1130 AB2IS" Ramp Steel Kerb Unit Heavy lOft. 700 354 24.420 0.6916
ABI73" Steel Kerb Unit Heavy lOft. '584 265 19.342 0.5477 AB220" Ramp Central Steel Deck Unit D.W. 10 fl. 231 lOS 3.160 0.0695
..,.
(Jl
AB174" Steel Kerb Unit Hea.vy 5 ft. 313 142 9.641 0.2730 AB22I" Ramp Clamp Assembly Inner 3 1.4 0.008 0.0002
ABI7S" Junction Steel Deck Unit Heavy 305 140 3.620 0.1025 AB222" Ramp Clamp Assembly Outer 3 1.4 0.008 0.0002
ABI76" Junction Steel Kerb Unit Heavy 341 155 8320 0.2356
- AB223" Ramp Clamp Assembly End 01 Bridge 3 1.4 0.008 0.0002
ABI77 Steel Deck Plastic Filler Strip (SO ft. roll) 4 1.8 0.060 0.0023 AB224" Ramp Stringer lightS ft. 110 SO 4.140 0.1172
ABI78 Steel Deck Filler Cap I 0.5 0.Dl5 0.0004 AB22S" Ramp Stringer Heavy 5 ft. 140 63.5 4.140 0.1172
AB179" Central Steel Deck Unit Heavy 10 ft. 227 103 3.090 0.0675 AB226" Ramp Steel Deck Unit lightS ft. 196 89 4.525 0.1281
ABlBO" Central Steel Deck Unit Hea.vy 5 ft. 114 52 1.540 0.0436 AB227" Ramp Steel Kerb Unit Light 5 ft. 251 114 10.300 0.2917
ABISI Footwalk Bearer 3 ft. 92 40 1.900 0.0538 AB22B" Ramp Steel Deck Unit Heavy 5 ft. 235 107 4.525 0.1281
ABIB2 Footwalk Bearer 4 ft. 6 in. 116 58 2.400 0.0680 AB229" Ramp Steel Kerb Unit Heavy 5 ft. 302 137 10.300 0.2917
ABI83 Chequer Plate Footwalk 3 ft. x 5 fl. 176 80 3.930 0.1l13 AB230" Ramp Central Stringer D.W. 5 ft. 55 25 1.050 0.0297
ABI84 Chequer Plate Footwalk 4 ft. 6 in. x 5 ft. 248 112.5 6.030 0.1706 AB23I" Ramp Central Steel Deck Unit D. W. 5 ft. 105 47.5 1.100 0.0312
ABIB5 Footwalk Post (c/w Bolts and Screw Cap) (3 ft. 6 in. high) 9 4 0.2SO 0.0071 AB232" Ramp Support Beam Adapter D.W. 6 2.7 0.200 0.0057
ABIB6 Panel Slee.ve Spacer 0.25 0.1 0.005 0.0001 AB233 Ramp Toe Steel Deck Unit 163 74 1.160 0.0329
ABIB7 Footwalk Roll Panel (3 fl. 6 in. high) 110 SO 2.000 0.0566 AB234 Ramp Toe Central Steel Deck Unit D.W. 65 29.5 0.480 0.0136
ABIBll FootwalkMesh Panel (3 It. 6 in. high) 68 31 2.000 0.0566 AB23S Ramp Toe Rod c/w Nut (Standard) 41 18.5 1.680 0.0476
ABIB9 Bolling Strip 3 ft. 5 2.2 0.220 0.0062 AB236 Ramp Toe Rod c/w Nut (Extra Wide) 48 22 1.960 0.0555
ABIOO Bolting Strip 4 ft. 6 in. 7 3.3 0.330 0.0093 AB237 60 ton Jack Ser.vice Kit
ABI9.l Timber Footwalk 3 ft. x 5 ft. 62 28 3.800 0.1076 AB23B SpannerPodger*" B.S.W. 3 1.3 0.019 0.0005
ABI92 Timber Footwalk 4 ft. 6 in. x 5 ft. 93 42 5.700 0.1614 AB239 Tum Key with socket for M20 bolt 7 3.16 O.4SO 0.0127
ABI93 Footwalk Post (c/w Bolts and Screw Cap) (5 ft. high) 12 5.5 0360 0.0102 AB240 Super Heavy Stringer lOft. 374 170 8.811 0.2495
ABI94 Footwalk Rail Panel (5 ft. high) 130 59 2.900 0.0621 AB241 Super Heavy Stringer 5 ft. 192 87 4.368 0.1237
ABI95 Footwalk Mesh Panel (5 ft. high) 90 41 2900 0.0621 AB242" Super Heavy Steel Deck Unit 10 fl. 593 269 10.042 0.2844
ABISS" Junction Footwalk 3 ft. ISO 68 4736 0.1340 AB243" Super Heavy Steel Deck Unit 5 ft. 306 139 5.011 0.1419
ABI97" Junction Footwalk 4 ft. 6 in. 200 91 6.694 0.1894
• Slarred items are obsole1e or obsolescent, and will not normally be provided except by special Older to match existing components.

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a I I I I I I I
• • • • • • • • • • •

Weight Volume Weight Volume

lb. kg. cu. !l ell. m. lb. kg. cu.lt. ell. m.

AB244· Super Heavy Steel Kerb Unit 10 ft. 683 310 21.369 0.6051 AB28S Railway Stringer 10' (E50/E60/E72) 825 374.5 16.67 0.4722
AB245· Super Heavy Steel Kerb Unit 5 ft. 366 166 10.665 0.3020 AB286 Railway Stringer 5' (E5O/E60/E72) 413 1875 8.34 0.2362
AB246* Super Heavy Transom E.W. 1,289 585 J9663 0.5568 AB287 Railway Sleeper Bolt 1.6 0.7 0.006 0.0002
AB247* Super Heavy Transom (Ultra Wide) 2,130 966 48.250 1.3663 AB288 Launching Nose Transom (Rly) 700 354 1446 0.4095
AB248 Swaybrace (Ultra Wide) 26 12 0.440 00125 AB2S9
AB249* Super Heavy Junction Stringer 152 69 3.540 0.1003 AB200
ABZSO* Super Heavy Junction Steel Deck Unit 236 107 4040 0.1144 AB291
AB251* Super Heavy Junction Steel Kerb Unit (L or R) 336 152.5 8.910 0.2523 AB292
AB252* Super Heavy Ramp Stringer 10 h. 599 272 12.740 0.3608 AB293
AB253* Super Heavy Ramp Steel Deck Unit 10 h. 810 367.5 l3.990 0.3962 AB294
AB2S4* Super Heavy Ramp Steel Kerb Unit 10 h. 925 419.5 26.200 0.7420 AB295 S1 Chess Standard Light 49 22 1.374 00389
AB255* Super Heavy Ramp Suppert Beam (Ultra Wide) 446 202.5 10890 03084 AB296 SJ Chess Standard Heavy 73 33 2059 0.0583
AB256* Super Heavy Ramp Stringer 5 h. 210 955 4.450 01260 AB'lSl SJ Chess EW Light 57 26 1.639 00464
AB257* Super Heavy Ramp Steel Deck Unit 5 ft. 402 182.5 5.050 01430 AB298 SJ Chess EW Heavy 86 39 2.458 0.0696
AB258* Super Heavy Ramp Steel Kerb Unit 5 ft. 370 168 11.150 0.3158 AB2S9 S1 Chess DW Light 47 21.5 1.360 0.0385
AB259 Ramp Toe Rod c/w Nut (Ultra Wide) 55 25 0352 0.0010 AB300 SJ Chess DW Heavy 72 32.5 2.041 00578
AB260 Super Heavy Ramp Toe Steel Deck Unit 200 91 0.250 0.0071 AB301 Transom Standard Light 610 276.5 11.763 0.333l
(Jl AB261 AB302 Transom Standard Heavy 866 393 16.206 0.4589
(Jl
AB262 Allen Key 5/16" AF 0.4 0.2 0.007 0.0001 AB303 Transom EW Light 789 358 16.386 04640
AB263 Allen Key 6 mm AF OA 0.2 0.007 0.0001 AB304 Transom EW Heavy 1,353 614 22.718 06433
AB264 Ring Spanner lor MlO/M12 bolts 0.44 0.2 0.008 0.0002 AB305 Transom EW Super Heavy 1,581 717 35251 0.9982
AB265 AB300 Transom DW Light 2,330 1,057 50.592 1.4326
AB266 Deck Extension Retainer Standard 154 68 1.483 0.0420 AB307 Transom DW Heavy 2.795 1,268 62.454 1.7685
AB287 Deck Extension Retainer EW 174 79 1.766 00500 AB308 Transom UW Super Heavy 2,116 960 48.250 1.3663
AB268 Deck Extension Relainer UW 201 91.5 2.048 0.0580 AB309 Stringer Clamp Assembly 5 2 0.031 00009
AB269 Deck Extension Retainer DW 295 1335 3.002 0.0850 AB310 Steel Deck Unit Light 5' 223 101 3.991 0.1130
AB270 Gunwale Saddle StdlEW 84 38.1 0.88 0.0249 AB311 Steel Kerb Unit Light 5' 282 128 9.641 0.2730
AB271 Gunwale Saddle UW/DW 102 46.5 lAO 0.0397 AB312 Central Deck Unit Light 5' 90 41 1.536 0.0435
AB272* Gunwale Saddle DW 102 46.5 lAO 0.0397 AB313 Steel Deck Unit Heavy 5' 284 129 4.054 0.1148
AB273* Landing Bay Junction Link 102 46.5 1.84 0.0521 AB314 Steel Kerb Unit Heavy 5' 342 155 9.704 0.2748
AB274* Distributing Bearing Long 295 134 18.167 05148 AB31S Central Deck Unit Heavy 5' 115 52 1.564 0.0443
AB27S* Distributing Bearing Plain 264 120 5.962 01686 AB31S Steel Deck Unit Super Heavy 5' 348 158 5.011 01419
AB27S* Distributing Bearing Short J30 59 1.085 00308 AB317 Steel Kerb Urnt Super Heavy 5' 400 185 10.665 0.3020
AB277 Crib Top Beam 895 406 19.684 0.5574 AB318
AB278 Crib Top Bearing Beam 1,204 546 13.518 0.3828 AB319
AB279 SJ Sole Plate Bolt 0.75 0.34 0.005 00001 AB320 Span Junction Post Male 368 167 6.247 0.1769
AB280 Railway Transom (E30/E40IRB) 1,757 7745 46.07 1.3048 AB321 Span Junction Post Female 368 167 6.247 01769
AB281 Railway Stringer 10' (E30/E40/RB) 700 318 14.59 0.4132 AJl.122 Span Juncton Sole Plate Male Single 84 38 ACI I
V.VII
A n • ...,'"
V.VII,:)

AB282 Railway Stringer 5' 350 159 7.30 0.2008 AB323 Span Junction Sole Plate Double Male 172 78 1.268 00359

..
AB283 Railway Swaybrace Assembly 36 16.5 2.64 0.0748 AB324 Span Junction Sole Plate Femate Single Tl 35 0611 00173
AB284 Railway Transom (E50/E60/E72) 1.007 820 65.84 1.8647 AB325 Span Junction Sole Plate Female Double 159 72 1.268 0.0359
• Strnred Items are obsolete or obsolescent. and will not nonnally be provided e~cepl by special order 10 match eXisting components
 "'~.I.'W .I..,

Weight Volume Weight Volume

lb kg. cu. It. cu. m. lb. kg. cu.lt. eu. m.

AB326 Span Junction Shear Connector 55 25 0.113 0.0032 AB373 Span Junction Adaptor Set lor AB200 c/w socket for M24 boll 2.0 0.9 0.010 0.0003
AJ$3Zl Span Junction Splice Plate 12 5.5 0.25 0.0007 AB374 Span Junction Ring Spanner M201M24 bolts 2.1 1.0 0.044 0.0013
AB328 Span Junction Boll 2 0.7 0.007 0.0002 AB375 Span Junction Footwalk Cover Plate 4'6" 24 II 0.406 0.0115
AB329 AB376
AB330 Span Junction Transom Standard Light 487 221 6.710 o ISO) APm7
AB331 Span Junction Transom Standard Heavy 670 304 9.591 0.2716 AB378
AB332 Span Junction Transom EW Light 664 301 10.315 0.2921 AB379
AB333 Span Junction Transom EW Heavy 1,002 482 14.737 0.4173 AB'JOO Ramp Support Beam Standard 379 172 7.723 0.2187
AB334 Span Junction Transom EW S H 1,413 641 23.474 0.6647 AB381 Ramp Support Beam EW 461 209 9.330 0.2642
AB335 Span Junction Transom DW Light 2,167 983 37.550 1.0033 AB382 Ramp Support Beam UW 518 235 10.831 0.3007
AB336 Span lunction Transom DW Heavy 2,600 1,179.5 46.788 1.3249 AB383
AB337 Span Junction Transom UW SH 1,933 877 33.669 0.9534 AB384 Ramp Slringer Heavy 10' 474 215 10587 0.2998
AB338 AB385 Ramp Central Slringer 10' 224 100 3.549 0.1005
AB339 AB386
AB340 Span Junction Steel Deck Unit Light 173 78.5 2.995 0.0848 AB387
AB341 Span Junction Steel Kerb Unit Light LH 223 101 7.504 0.2125 AB388 Ramp Steel Deck Unit Heavy lOft. 700 320 12.000 .3398
AB342 Span Junction Steel Kerb Unit Light RH 223 101 7.504 0.2125 AB389 Ramp Steel Kerb Unit Heavy 10ft. 810 367.5 23.329 .6606
AB343 Span Junction Central Deck Unit Light 73 33 L155 0.0327 AB39) Ramp Central Deck Unit 10 Il 322 146 4.626 .1310
AB344 Span Junction Steel Deck Unit Heavy 226 102.q 3.037 0.0860 AB391
AB345 Span Junction Steel Kerb Unit Heavy LH 263 119.5 7.547 0.2137 AB392 Ramp Slringer Heavy 5 It. 142 64.5 3.447 .0076
AB346 Span Junction Steel Kerb Unit Heavy RH 263 119.5 7.547 0.2137 AB393
AB347 Span Junction Centre Deck Unit Heavy 88 40 LIn 0.0332 AB394
AB348 Span Junction Deck Unit Super Heavy 266 120.5 3.740 0.1059 AB395 Ramp Steel Deck Unit Heavy 5 ft. 289 131 4.0J5 .1137

g; AB349
AB350
Span Junction Kerb Unit SH LH
Span Junction Kerb Unti SH RH
309
309
140
140
8.355
8.355
0.2366
0.2366
AB396
AB397
Ramp Steel Kerb Unit 5 It.
Ramp Central Slringer 5 It.
341
68
154.5
31
9.666
1.187
.2737
.0336
AB351 Span Junction Slringer 100 48 2.536 .0.0718 AB398 Ramp Central Deck Unit 5 It. 113 51 1.575 .0446
AB352 Span Junction Slringer SH 143 65 3.221 0.0912 AB399 Ramp Slringer Super Heavy 10 It. 592 268.5 12.350 .3497
AB353 Span Junction Central Slringer 55 25 0.851 0.0241 AB400 Ramp Steel Deck Unit S.H. 10 It. '825 '374 13.918 .3941
AB354 Span Junction Steel Riband LH 43 19.5 0.551 0.0156 AB401 Ramp Steel Kerb Unit S.H. lOft. 929 421.5 25.246 .7149
AB355 Span Junction Steel Riband RH 43 19.5 0.551 0.0156 AB402 Ramp Slringer S.H. 5 ft. 195 88.5 4.379 .1240
AB356 Span Junction Bolting Strip DW 6 2.5 0.152 0.0043 AB403 Ramp Steel Deck Unit 5 ft. 354 160.5 5.032 .1425
AB357 Span Junction Extension Plate 29 13 0.060 0.0017 AB404 Ramp Steel Kerb Unit S.H. 5 ft. 4C6 184 10.683 .3025
AB358 Span Junction Foolwalk Bearer 3' 79 35.5 2.239 0.0024 AB405 Ramp Support Beam DW. 750 340 15.740 .4457
AB359 Span Junction Foolwalk Bearer 4'6" 99 45 3.150 0.0892 AB400
AB3GO Span Junction Swaybrace Std. 13 6 0.113 0.0032 AB407 Ramp Clamp Assembly Inner 5 2 0.021 .C(X)3
AB361 Span Junction Swaybrace EW 15 7 0.131 0.0037 AB408 Ramp Clamp Assembly Ouler 5 2 0.225 0007
AB362 Span Junction Swaybrace UW 17 7.5 0.145 0.0041 AB409
AB363 Span Junction Mesh Panel LH 3'6" high 71 32 3.267 0.0925 AB410 Distributing Bearing Long Male 452 205 25.161 0.7125
AB364 Span Junction Rail Panel LH 3'6" high 79 36 3.267 0.0925 AB411 Distributing Bearing Long Female 448 203 25.161 0.7125
AB365 Span Junction Mesh Panel RH 3'6" high 57 26 4.075 0.1154 AB412 Distributing Bearing Plain Male 425 193 8.976 0.2542
AB366 Span Junction Rail Panel RH 3'6" high 67 30.5 4.075 0.1154 AB413 Distributing Bearing Plain Female 420 190.5 8,976 0.2542
AB367 Span Junction Foolwalk Cover Plate 3' 15 7 0.272 0.0077 AB414 Distributing Bearing Short Male 261 IIB.5 2.979 0.0844
AB368 Span Junction CP Footwalk 3' 142 64.5 6.049 0.1713 AB415 Distributing Bearing Short Female 243 110 2.979 0.0844
AB369 Span Junction CP Foolwalk 4'6" ICll 90 8.956 0.2536
AB370 Span Junction Launching Llnk 62 2B 0.148 0.0041
AB371 Span Junction Jacking Corbel 114 51.5 1.268 0.0359
AB372 Span Junction Short Chord Reinforcement 2'6" 76 34.5 0.551 0.0156
.. Stcmed Items are obsolete or obsolescent, and will not normally be provided except by special Older to match existing components.

I I I , , , , , , , I , , I
• •
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• • I I
• I I
• • • •

Tables of Quantities

The (ollowing tables list components and quantities, Tables 1.2, 1.3, 1.5 and 1.9 giving quantities (or ego in a 10 bay simply supported DW bridge in DSR construction with steel decking there are 8
simply supported spans, Table 1.6 and 1.7 adjustments to these quantities (or span junctions. intemal bays; the 2 end bays and deck extensions are required.
Weights and volumes o( 'sets' are given and (ootnotes add additional relevant information. They do not
include items required lor launching and erection which are given in part 3. From Table 1.2 Panel quantities are 8 x 4 + 8 = 40
Table 1.3 Deck Unit quantities are 8 x 16 + 24 = 152 plus 16 (or deck extensions = 168.
In Tables 1.2, 1.3 and 1.5, columns headed A show quantities (or the bays at both ends o( the bridge,
columns headed B quantities (or each internal bay and columns headed C quantities (or deck
extensions, which are required unless entry is by ramp (given in Table 1.4).

Table 1.2. Side Girder Component~

Construction SS SSR os DSR TS TSR QS QSH DO DDR TO TOR QD QDR

Part No. Item A B A B A B A B A B A B A B A B A B A B A. B A B A B A B

ABI Panel clw AB55 4 2 4 2 8 4 8 4 12 6 12 6 16 8 16 8 16 8 16 8 24 12 24 12 32 16 32 16

AB2 Raker 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4 8 4

AB3 Bracing Frame

2/3 Truss - - - - 6 2 6 2 6 2 6 2 - - - - 12 4 12 4 12 4 12 4 - - - -
Ul
--.j AB4 Bracing Frame
4 Truss - - - - - - - - - - - - 6 2 6 2 - - - - - - - - 12 4 12 4

ABS End Post Male 2 - 2 - 4 - 4 - 6 - 6 - 8 - 8 - 4 - 4 - 6 - 6 - 8 - 8 -

AB6 End Post Female 2 - 2 - 4 - 4 - 6 - 6 - 8 - 8 - 4 - 4 - 6 - 6 - 8 - 8 -
AID Bearing Single 4 - 4 - 8 - 8 - 4 - 4 - - - - - 8 - 8 - 4 - 4 - - - - -
ABa Bearing Double - - - - - - - - 4 - 4 - 8 - 8 - - - - - 4 - 4 - 8 - 8 -

AB9 Baseplate 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 - 4 -
ABIO Chard Rein-
forcement - - 2 4 - - 4 8 - - 6 12 - - 8 16 - - 4 8 - - 6 12 - - 8 16

ABSI Panel Pin 12 4 10 8 24 8 20 16 36 12 30 24 4B 16 40 32 40 16 36 24 50 24 54 36 80 32 72 48

ABS2 Safety Clip 24 8 20 16 4B 16 40 32 72 24 60 4B 96 32 80 64 80 32 72 48 120 4B 108 72 160 64 144 96

AB53 Bracing Bait - - - - 24 8 24 8 36 12 36 12 4B 16 4B 16 48 16 4B 16 72 24 72 24 96 32 96 32

ABS4 Raker Bolt 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8 16 8

ABS7 Chord Bolt - - 8 16 - - 16 32 - - 24 4B - - 32 64 32 16 48 4B 48 24 72 72 64 32 96 96

Approximate
Shipping
Volume cu.m 5.13 1.75 5.25 1.99 9.62 3.58 9.85 4.06 13.82 5.31 14.18 6.03 18.15 7.09 18.62 8.04 16.86 7.15 17.10 7.63 24.54 10.63 24.90 11.34 32.47 14.18 32.94 1514

Weight tonne 2.14 0.57 2.34 0.97 3.81 1.16 4.19 1.96 5.34 1.71 5.91 2.91 6.89 2.26 7.65 3.87 6.19 2.32 6.57 3.13 8.83 3.43 940 463 11.53 4.55 12.29 6.15

Note 1: SS &: SSR not used with Double Wide Bridges.

Nole 2: Base plates may not be required with concrete abubnents but provision tor expansion with temperature chcmge must be made.

..
Note 3, 1\. 2 Ends Bays B. 1 Internal Bay
Note 4: Bracing Frames and Top Chord Reinforcement fitted to oveTlap panel joints.
 Table 1.3 Decking and Width Dependent Components

Part No. Item Width Standard EmaWide Ultra Wide Double Wide

Thnbel AND Steel Decking Deck Light Heavy Light Heavy SH SH Light Heavy

A B C A B C A B C A B C A B C A B C A B C A B C
ABI3 Swaybrace Standard 10 4 - 10 4 - - - - - - - - - - - - - 20 8 - 20 8 -
ABI4 Swaybrace EW - - - - - - 10 4 - 10 4 - 10 4 - - - - - - - - - -
AB248 Swaybrace UW - - - - - - - - - - - - - - - 10 4 - - - - - - -
AB63 Swaybrace Bolt 20 8 - 20 8 - 20 8 - 20 8 - 20 8 - 20 8 - 40 16 - 40 16 -
AB301 Transom SId Light 4 2 - - - - - - - - - - - - - - - - - - - - - -
AB302 Transom Std Heavy - - - 4 2 - - - - - - - - - - - - - - - - - - -
AB303 Transom EW Light - - - - - - 4 2 - - - - - - - - - - - - - - - -
AB304 Transom EW Heavy - - - - - - - - - 4 2 - - - - - - - - - - - - -
AB305 Transom EW SH - - - - - - - - - - - - 4 2 ~

- - - - - - - - -
AB308 Transom UW SH - - - - - - - - - - - - - - - 4 2 - - - - - - -
AB300 Transom DW Light - - - - - - - - - - - - - - - - - - 4 2 - - - -
AB307 Transom DW Heavy - - - - - - - - - - - - - - - - - - - - - 4 2 -

(Jl
CXJ Steel Decking
AB310 Deck Unit Lt 5f! 9 6 6 - - - 12 8 8 - - - - - - - - - 24 16 16 - - -
AB311 Kerb Unit Lt 5f! 6 4 4 - - - 6 4 4 - - - - - - - - - 6 4 4 - - -
AB312 Central Deck Urut Lt 5f! - - - - - - - - - - - - - - - - - - 3 2 2 - - -
AB313 Deck Unit Heavy 5f! - - - 9 6 6 - - - 12 8 8 - - - - - - - - - 24 16 16
AB314 Kerb Unit Heavy Sf! - - - 6 4 4 - - - 6 4 4 - - - - - - - - - 6 4 4
AB3IS Central Deck Unit Heavy Sf! - - - - - - - - - - - - - - - - - - - - - 3 2 2
AB316 Deck Unit SH Sf! - - - - - - - - - - - - 12 8 8 15 10 10 - - - - - -
AB317 Kerb Unit SH Sf! - - - - - - - - - - - - 6 4 4 6 4 4 - - - - - -
AB309 Stringer Clamp Ass'y 36 24 12 36 24 12 42 28 14 42 28 14 42 28 14 48 32 16 72 48 24 72 48 24
Approximate Shipping Volume cu. m 4.28 262 195 4.56 2.76 195 5.03 3.06 2.21 5.91 3.50 2.21 758 4.38 2.41 9.68 5.48 269 10.13 5.88 3.29 11.33 6.48 3.29
Approximate Shipping Weight tonne 295 176 1.14 3.83 2.27 142 3.60 2.14 1.35 5.12 2.98 1.68 6.06 3.54 2:03 7.54 4.35 2.35 7.87 4.49 2.26 9.58 5.49 2.84

Note 1: Weights and volumes abo....e include transoms and swO)"brace as weU as the appropriate decking.
Note 2: A: 2 End Bays (decking to 0.76212'6" inside end posts)
B: J Internal Bay
C: Oed Extensions (to lake decking 0.76212'6" onto abubnen\s both ends of bridge)

I I I I , I I I I I I , I I , I I I
a • • • • • • I
• • • • • • • • • • •

Table 1.3 Decking and Width Dependent Components (continued)

Part No. Item Widlh Standard E:dIa Wide Double Wide

Timber Decking Deck Lighl Heavy Light Heavy SH Lighl Heavy
(Steel Components) (Using 10ft Sbingers) A B C A B C A B C A B C A B C A B C A B C
AB102 Stringer Light lOft 5 5 - - - - 6 6 - - - - - - - 10 10 - - - -
ABI03 Stringer Lighl5ft 5 - 10 - - - 6 - 12 - - - - - - 10 - 20 - - -
ABII2 Stringer Heavy 10ft - - - 5 5 - - - - 6 6 - - - - - - - 10 10 -
ABII3 Stringer Heavy 5ft - - - 5 - 10 - - - 6 - 12 - - - - - - 10 - 20
AB240 Stringer SH 10ft - - - - - - - - - - - - 6 6 - - - - - - -
AB241 Stringer SH 5ft - - - - - - - - - - - - 6 - 12 - - - - - -
ABI42 Central Stringer 10ft - - - - - - - - - - - - - - - I 1 - 1 I -
ABI43 Central Stringer 5ft - - - - - - - - - - - - - - - I - 2 I - 2
AB58 . Central Stringer Bolt - - - - - - - - - - - - - - - 6 4 4 6 4 4
ABI05 Steel Riband lOft 2 2 - 2 2 - 2 2 - 2 2 - 2 2 - 2 2 - 2 2 -
ABIOO Steel Riband 5ft 2 - 4 2 - 4 2 - 4 2 - 4 2 - 4 2 - 4 2 - 4
(Jl
AB56 Riband Bolt LtghVHeavy 12 8 8 12 8 8 12 8 8 12 8 8 - - - 12 8 8 12 8 8
to AB64 Riband Bolt Super Heavy - - - - - - - - - - - - 12 8 8 - - - - - -
AB309 Stringer Clamp Ass'y 34 22 12 34 22 12 40 26 14 40 26 14 40 26 14 70 46 24 70 46 24

Timber Components
ABI04 Chess Standard Light 15 10 10 - - - - - - - - - - - - - - - - - -
ABII4 Chess Standard Heavy - - - 15 10 10 - - - - - - - - - - - - - - -
ABI22 Chess EW Lighl - - - - - - 15 10 10 - - - - - - - - - - - -
ABI32 Chess EW Heavy - - - - - - - - - 15 10 10 15 10 10 - - - - - -
ABI44 Chess OW Light - - - - - - - - - - - - - - - 30 20 20 - - -
AB157 Chess OW Heavy - - - - - - - - - - - - - - - - - - 30 20 20
ABI45 Central Bolting Strip 10ft - - - - - - - - - - - - - - - I I - I I -
ABI46 Central Bolting Strip 5ft - - - - - - - - - - - - - - - 1 - 2 I - 2
Approximate Shipping Volume cu.m 4.13 2.50 1.89 4.83 2.92 2.17 5.06 3.06 2.26 6.46 3.85 2.62 8.00 4.65 2.72 10.77 6.28 3.76 12.80 7.44 4.32
ApproXimate Shipping Weight tonne 260 1.51 0.92 3.62 2.J2 1.30 381 1.94 U8 4.87 2.80 1.54 5.70 3.28 1.81 7.56 4.28 2.08 9.36 5.32 2.73

Nole 1: Weights and volumes above include hansoms and swaybrace as weD as the appropriate decking.
Note 2, k 2 End Boy, (decking to 0.76212'6" inside end po'lll)
B: 1 ultemol Bay
C, Decl: Exlensions (to toke decking 0.76212'6" onlo abutments both ends of brtdge)

•
 Table 1.4 Components for a 20ft. (6.1m.) Ramp at one end of Bridge

Part No. Item Width.

BIidgeDeck
Standard

Light Heavy Light

EmaWide

Heavy SH
UllnIWide

SH
Double Wide

Light Heavy
•
St_1 AND TUnber DecId:ng
AB3llO
AJl381
Ramp Support Beam Std
Ramp Support Beam EW -
2
-
2 -
2
-
2
-
2
-
-
-
-
-
-
•
- - - - -

-
AB382 Ramp Support Beam lJW - - 2
AB405 Ramp Support Beam DW - - - - - - 2 2
AB408 Ramp Clamp Assembly Outer RH 5 5 5 5 5 5 5 5
AB408 Ramp - do --Outer LH 5 5 5 5 5 5 5 5
AB4l11 Ramp - do - Inner 20 20 25 25 25 30 50 50

TUnber Decldnll (Steel Compcmenb)

•
ABl84 Ramp Stringer Heavy 10' 5 5 6 6 - - 10 10
AB385 Ramp Central Stringer 10' - - - - - - 1 I
AB392
Amr11
Ramp Stringer Heavy 5'
Ramp Cenlral Stringer 5'
10
-
10
-
12
-
12
-
-
-
-
-
20
2
20
2
•
AB399 Ramp Stringer SH 10' - - - - 6 - - -
- - - -
AB402
ABI05
Rcnnp Stringer SH 5'
Steel Rlband 10'
-
2 2 2
-
2
12
2 -
-
2 2 •
ABlOO Steel Riband 5' 4 4 4 4 4 - 4 4
AB56 Riband Bolt Lighf/Heavy 8 8 8 8 - - 8 8
AB58
AB64
Central Stringer Bolt
Riband Bolt Super Heavy
-
8
-
8
-
8
-
8
-
16
-
-
8
8
8
8
•
'nmber Decltir>.g (Timber CompGD8J1b)
ABllM Chess Standard Light 20 - - - - - - - •
ABU( Chess Standard Heavy - 20 - - - - - -
ABI22 Chess EW Light - - 20 - - - - -
ABI32
ABI«
Chess EW Heavy
Chess DWLight
-
-
-
-
-
-
20
-
20
-
-
-
-
40
-
- •
ABI52 Chess DW Heavy - - - - - - - 40
ABI(5 Central Bolling Strip 10' - - - - - - I I
ABI(6 Central Bolling Strip 5'
Approximate Shipping Volume
-
4.24
-
4.81
-
5.12
-
5.83
-
6.44
-
- 8.64
2
9.71
2 •
Approximate Shipping Weight (tonne) 2.88 3.41 3.60 4.03 4.63 - 6.29 7.11

•
AB:l88 Ramp Steel Deck Unit Heavy 10ft 3 3 4 4 - - 8 8
AB389"
AB3!Kl
Ramp Steel Kerb Unit Heavy I Oft
Ramp Cenlral Steel Deck Unit 10ft
2 2
-
2
-
2 -
-
-
-
2
I
2
I
•
AB395 Ramp Steel Deck Unit Heavy Sit 6 6 8 8 - - 16 16
- -
•
AB3!ll)- Ramp Steel Kerb Unit Heavy 51t 4 4 4 4 4 4
AB3!Il Ramp Central Steel Deck Unit 51t - - - - - - 2 2
AB400 Ramp Steel Deck Unit SH 10ft - - - - 4 5 - -
AB(QI" Ramp Steel Kerb Unit SH 10ft - - - - 2 2 - -
AB403
AB4Q4"
Rcnnp Steel Deck Unit SH 5ft
Ramp Steel Kerb Unit SH 5ft
-
-
-
-
-
-
-
-
8
4
10
4
-
-
-
-
•
Toe Uuib If required
AB233 Ramp Toe Steel Deck 5 5 6 6 - - 10 10 •
AB234 Ramp Toe Central Steel - - - - - - I I
AB260 Ramp Toe Steel Deck SH - - - - 6 7 - -
-
AB23S
AB236
Rcnnp Toe Rad Standard
Ramp Toe Rod EW -
I
-
I -
I
L
I
-
I
-
- -
2
-
2
•
AB259 Ramp Toe Rod lJW - - - - - I - -
Approximate Shipping Volume (cu.m) 4.57 4.57 5.24 5.24 5.91 6.67 8.10 B.IO
Approximate Shipping Weight (tonne)
(excluding toe units)
3.50 3.50 4.16 4.16 4.84 5.61 7.06 7.06 •
·Note: Holes for toe roos are at one end only. Kerb Units me therelore 'handed', left. and right Equal quantities of each me supplied
Weights and VoJumes include support beams in both cases..

•
60
-
 Table 1.5 Footwalk Components
•
•
Components for 1 side of Bridge
a.81m (3ft) 1.37m (4ft Sin)
• FartNo. Item A B C A B C

AB181 Footwalk Bearer 0.91 m (3') 4 2

• AB182 Footwalk Bearer 1.37m (4'6") 4 2
ABl83 Chequer Plate Footwalk 0.91m (3') 3 2 2
• ABl84 Chequer Plate Footwalk 1.37m (4'6") 3 2 2
ABl85 Footwalk Post 1.07m (3'6") high 8 4 4 8 4 4

• ABl86 Spacer Sleeve 8 8

ABl87- Footwalk Rail Panel1.07m (3'6") high
6 4 4 6 4 4
ABl88- Footwalk Mesh Panel 1.07m (3'6") high
• ABl89 Bolting Strip O.glm (3') 4 2
ABlOO Bolting Strip 1.37m (4'6") 4 2
• Approximate Shipping Volume (m3) 0.97 0.60 0.48 1.22 0.75 0.60

•
Approximate Shipping Weight (tonne) with rail panels 0.74 0.46 0.38 0.92 0.56 0.44

• with mesh panels 0.63 0.38 0.30 0.80 0.49 0.37

-
·ABlf57 & ABles are al1emative

Where necessary 1.52m (5') high side rails can be substituted for those above. Replace items as follows (quantities
the same) AB193 for AB185, and ABl94 for ABl87 or AB195 for ABl88.
If so add to the weights and volumes above

•
Volume 0.18 0.11 0.11 0.18 0.11 0.11

• Weight with rail panels 0.11 0.07 0.07 0.11 0.07 0.07

-
with mesh panels 0.07 0.05 0.05 0.07 0.05 0.05

Note A 2 End Bays (decking 2"6" Into bridge) B: 1 Internal Bay C: E.z:tensions to take footwall 2'6'" into abubJ:lenta.

-
•
•
•
•
• 61
 - --- _. - -,. ----." --- - - --

Width dependent Components for one Junction •

-
Add to compoDents listed in Table 1.3 Width Standcud Extro Wide Ultra Wide Double Wide
Steel AND Timber Decking Bridge Deck Light Heavy Light Heavy SH SH Light Heavy

AB330 S1 Trcrnsom Standard Light erw splice plmes 2 - - - - - - -

AB331 S1 Trcrnsom Standard Heavy e/w splice plmes - 2 - - - - - -
erw splice plmes - - 2 - - - - -
AB332
AB333
AB334
S1 Transom EW
S1 Trcrnsom EW
SI Transom EW
Light
Heavy erw splice plmes
SH erw splice plmes
-
-
-
-
-
- -
2 -
2
-
-
-
-
-
-
•
AB33S S1 Transom DW Light e/w splice plates - - - - - - 2 -
Heavy erw splice plmes - - - - - - - 2
AB336
AB337
S1 Trcrnsom DW
SJTransom lJW SH erw splice plmes -
12
-
12
-
12
-
12
-
16 16
2 -
16
-
16
•
AB328 SIBolt
AB360 SI Swaybrace Standard 8 8 - - - - 16 16
- - - - -
AB:l61
AB:l62
SI Swaybrace EW
51 Swaybrace lJW - - -
8 8
- -
8
8 - - •
AB63 Swaybrace Bolt 16 16 16 16 16 16 32 32

Subtracllrom c"",po"enIB listed in Table 1.3

Column A for both spans combined •
ABI3 Swaybrace Standard 2 2 - - - - 4 4
AB14 Swaybrace EW - - 2 2 2 - - -
AB248
AB63
Swaybrace lJW
Swaybrace Bolt
-
4
-
4
-
4
-
4
-
4
2
4
-
8
-
8 •
Steel Decking for one Junction
•
Add to components listed in Width Standard Extra Wide Ultrn Wide Double Wide
Tehle 1.3 Column C Bridge Deck Light Heavy Light Heavy SH SH Light Heavy
- - - - -
AB340
AB341
AB342
SI Deck Unit Light
SI Kerb Unit LH Light
51 Kerb Unit RH Light
6
2
2
-
-
8
2
2
-
-
-
-
-
-
16
2
2
-
-
•
AB343 SI Central Unit Light - - - - - - 2 -
- - - - -
AB344
AB34S
AB346
SI Deck Unit Heavy
SI Kerb Unit LH Heavy
SI Kerb Unit RH Heavy
-
-
6
2
2
-
-
8
2
2
-
-
-
-
-
-
16
2
2
•
AB347 SI C entre Unit Heavy - - - - - - - 2
- - - - -
AB348
AB349
51 Deck Unil SH
51 Kerb Unit LH SH - - -
-
-
8
2
10
2 - - •
AB350 SI Kerb Unit RH SH - - - - 2 2 - -
AB309 Stringer Clamp Assembly 12 12 14 14 14 16 24 24

Subtracllram cOlllpOllents listed

in Table 1.3 Column C
•
AB310 Deck Unit 5ft Light 6 - 8 - - - 16 -
-
AB311
AB312
Kerb Unit 5ft Light
Centre Deck Unit Sft Light -
4 -
- -
4
- -
- -
-
4
2
-
- •
AB313 Deck Unit 5ft Heavy - 6 - 8 - - - 16
AB314 Kerb Unit5ft Heavy - 4 - 4 - - - 4
AB31S
AB316
Centre Deck Unil5ft Heavy
Deck Unit 5ft SH
-
-
-
-
-
-
-
-
-
8
-
10
-
- -
2
•
AB317 Kerb Unit 5ft SH - - - - 4 4 - -

ApproKimale Shipping Volume (m3) -0.01 0.15 0.15 039 0.81 1.31 1.47 1.98
•
ApproKlmale Shipping Weight (tonne) 0.27 0.37 0.39 0.69 0.88 1.28 1.61 1.90

Weights and Volumes above are the balances after adding the transoms and decking and subiracting the deck eKlension components, end would
therefore be added to those obtained from Table 1.3. •
•
62
-
 ... """'-&.1' ....... .a..v .....pu.u. J l..LU\"..UV""L ,-","VJ.LJ..tJVUeo.lJ.l.:t \ \,;Ul1W1UraUj

•
• TrrnberDeckmgforoneJunction

• Add to components listed in

Table 1.3 Column C
Steel COlnponenls
Width Standard
Light Heavy Light
EmaWide
Heavy SH
OouhleWide
Light Heavy

AB3S1 Span lWlction Smnger 10 10 12 12 - 20 20

AB3S2 Span JWlcbon Stringer SH - - - - 12 - -
• AB353
AB309
Span Junction Central Stringer
Stringer Clamp Assembly
-
12
-
12
-
14
-
14
-
14 24
2
24
2

AB354 SJ Steel Ribcmd LH 2 2 2 2 2 2 2

AB3S5
•
SJ Steel Riband RH 2 2 2 2 2 2 2

Timber COInponents
AB29S SJ Chess Standard Light 2 - - - - - -
- - - - - -
• AB296
AB'lSl
AB298
SJ Chess Standard Heavy
SJ Chess EW Light
SJ Chess EW Heavy
-
-
-
-
2

-
2 -
2
-
2
-
-
-
-
AB299 SJ Chess OW Light - - - - - 4 -
- - - - - -
• AB300
AB356
SJ Chess OW Heavy
SJ Bolting Strip OW - - - - - 2
4
2

Subtract hom components listed

in Table 1.3 Column C
•
Steel COInponenls
- - -

I
ABI03 Stringer 5ft Light 10 - 12 20

• AB1l3
AB241
Stringer 5ft Heavy
Stringer Sf! SH
-
-
10
- -
- 12
-
-
12 -
- 20
-
ABI43 Central Stringer 5/1 - - - - - 2 2
ABI06 Steel Riband 5/1 4 4 4 4 4 4 4

• TUnber COInponenls
ABI04 Chess Standard Light 4 - - - - - -
AB1l4 Chess Standard Heavy - 4 - - - - -
• ABI22
ABI32
Chess EW Light
Chess EW Heavy
-
-
-
- -
4 -
4
-
4
-
-
-
-
ABI44 Chess OW Light - - - - - 8 -
ABI52 Chess OW Heavy - - - - - - 8

• ABI46 Central Bolting Smp 5/1 - - - - - 2 2

Approximate Slupping Volume (m3 ) -0.02 0.00 0.11 0.27 0.71 1.33 1.71

• Approximate Sluppmg Weight (tonne) 0.37 0.38 0.51 0.69 0.94 1.83 1.91

-
Weights and volumes above are the balances after adding the lrcmsoms and decking and subtracting the deck extension components and would
therefore be added to the figures obtamed from Table 1.3.

-
•
•
•
• 63
 Table 1.6 (concluded) Span Junction Components

Side Girders Components for one Junction

Side girder cons!ruction may change at a junction (although this is nat common). To work oul the components required treat each span as simply supported and list components from Table 1.2,
then add or subtract the components listed below.

Columns A give the components on one side of the junction, columns D the components on the other.
Columns B give the supporting components. The choice between the male and the female sole plates depends on the side being supported. It is nonnalto support the side with the greater
number 0/ trusses and when !russes are equal in both spans to support a horizontal span iI any. Male SJ Posts are supported by Female Sole Plates and Vice Versa.
Columns C give the hinge pins. Quantity required is for the span with the smaller number of !russes.

Each jWlction must have components from one Column A, one Column B, one Column C and one Column D. Thus il the number of !russes is the same on each side of the junction, components
from one ABCD group above are required, but il the number of !russes changes, for example if a 3 span bridge has ISRiDDR/fSR spans Junction I has ISR Column A, TSR Column B, DDR
Column C, DDR Column D. Junction 2 has DDR Column A, TSR Column B, DDR Column C, TSR Column D. Note male/female junctions are continuous throughout the bridge and il would not
be possible to build with 2 x TSR Column A and 2 x DDR Column D.

Span Constructions Single Storey SS/SSR DS/DSR TS/TSR QS/QSH

Double Storey DD/DDR ID/TDR QD/QDR

Add A B C D A B C D A B C D A B C D
AB320 SJ Post Male 2 - - - 4 - - - 6 - - - 8 - - -
AB321 S1 Post Female - - - 2 - - - 4 - - - 6 - - - 8
(J) AB322 S1 Sole Plale Single Male
-
~
- 2 - - 4 - - - 2 - - - - - -
AB324 SJ Sote Plate Single Female
AB323 SI Sale Plate Double Male - - - - -
- - - - 2 - - - 4 - -
AB325 SJ Sole Plate Double Female
AB326 SJ Shear Connector - - - - 2 - - 2 - - - - - - - -
AB321 SJ Splice Plate - - - - 8 - - 8 8 - - 8 12 - - 12
AB328 S1 Boll - - - - 32 - - 32 32 - - 32 48 - - 48
ABSI Panel Pin - 2 2 - - 4 4 - - 6 6 - - 8 B -
ABS2 Safety Clip - 4 4 - - 8 8 - - 12 12 - - 16 16 -

Subtract
ABS End Post Male 2 - - - 4 - - - 6 - - - 8 - - -
AB6 End Post Female - - - 2 - - - 4 - - - 6 - - - 8
AB7 Bearing Single 2 - - 2 4 - - 4 2 - - 2 - - - -
ABa Bearing Double - - - - - - - - 2 - - 2 4 - - 4
AB9 Baseplate (il used) - 2 - - - 2 - - - 2 - - - 2 - -
Approximate Shipping Volume (m 3) -001 -042 - -0.01 - -0.38 - - -0.02 -034 - -0.02 -003 -031 - -0.0:'3
Approximate Shipping Weight (tonne) OJ3 -0.21 - 0.12 0.37 -0.13 001 0.36 045 -004 002 043 061 0.04 0.02 0.61

Weights and volumes are the balances after adding the SJ gilder components and subtracting the end 0/ bridge components, and would therefare be added to those obtained from Table 1.2.

I I I I I I I I I I I I I I
 Table 1.7 Span hmction Footwalk Components for I junction I side of bridge

Table 1.8 Distributing Components for support at one intermediate pier

•
Construction SS/SSR TS/TSR QS/QSR
DS/DSR TDITDR QD/QDH
• Part No. Item
DD/DDR

- AB7
AB8
Bearing Single
Bearing Double
4 2
2 4

-
AB9 Baseplate 2 2 2
AB22 Distributing Beam 4 6 8
AB23 Distributing Beam

- AB24

AB53
End Frame 1'6
Distributing Beam
End Frame 2'3
Bracing Bolt
4

8
4

8
4
8
• Approximate Shipping Volume (m3) 1.01 1.25 1.52
Approximate Shipping Weight (tonne) 0.96 1.24 1.54
• Note I. 2 Distributing Beams used each side in single (reinforced) constructions for stability.
2. Baseplates may not be required, but provision for movement under temperature change must be mode.

65
Part No. Item
Table 1.9 Railway Decking Components

E30/E40/RB ESO/E60/E72
-
AB280
AB281
AB282
Railway Transoms
Railway Stringer 10'
Railway Stringer 5'
ABC
4 2
2 2
2 4
ABC

-
AB283 Railway Swaybrace
Assembly 12 8
AB284 Railway Transom
AB285 Railway Stringer 10'
AB286 Railway Stringer 5'
AB287 Railway Sleeper Bolt

Approximate shipping
Volumem3
Weightt
7.36/4.04/0.83
4.25/2.32/0.64
9.77/5.27/0.95
4.61/2.52/0.75
•
Note:
1. A - 2 end bays B - one internal bay C- Deck Extensions
2. Side girder components as road bridges from Table 1.2, but AB59 Expanding Pins may be preferred to AB5l
•
Panel Pins.
3. Two 5' stringers may be substituted for each 10' stringer.
4. Swaybrace is supplied complete with fixing bolts.
5. Each stringer is supplied completely with the AB53 Bracing Bolt for bolting it to transom, and AB287 sleeper bolts
•
for fiXing sleepers.

•
•
•
•
•
•
•
•
•

-
66
-
 Part 2
•
DESIGN
•
1.1 The aim of this part of the handbook is to give guidance on the selection of the right Acrow
Panel equipment for a particular task.. It is considered that this can best be achieved by means of
• worked examples. There are however a few preliminary items which must be mentioned.

1.2 The trusses in an Acrow Panel structure behave elastically, similar to a steel beam, except
• that due to the pin/hole clearance in the two pin connection there can be a slight alteration in
vertical aligrunent between adjacent panels without any stresses being caused (see 1.3 below).
Provided the normal bracing frames and rakers are included in a girder composed of a number of
trusses, the girder as a whole can be treated as a composite beam. If, in a particular application, a
• component such as a transom with rakers cannot be used, an alternative method of providing
stability to the top chord must be used. The analysis of the stresses in the various members of a
panel under load is complicated and within the loading levels indicated in this handbook
unnecessary.
•
Deflection
• 1.3 The deflection in horizontal trusses with vertical loading is due to two causes, elastic
deformation and pin Ihole clearance.
a. Elastic Deformation The behaviour of an Acrow Panel under load is analogous to that of a
• steel beam, and formulae for the elastic deflection of beams may be used.
For a simply supported span with:
a uniformly distributed load deflection d = 5WP/384EI I
• a centre point load deflection d = WU/48EI
I

~
where
• W=Load L= span
E = Young's Modulus for steel I = Moment of Inertia
(21000 kN/cm2/136ooVin2) (2nd moment of area)
• (Table 2.1.1)
When using these formulae, units must be consistent, eg in SI units, if I is given in cm4 and E in

•
kN/cm2 , load must also be measured in kilo Newtons and span in centimetres.
I
b. Pin Hole Clearance The deflection due to the clearance between the pin and the pin hole,
which is inherent in all two pin structures is normally termed 'sag'. For new panels and pins,
where the clearance is known, this can be calculated. Sag is dependent on the number of I
• joints and the distanCe apart of the pins, but the slight variation between reinforced and
unreinforced structures can generally be ignored.
For a simply supported span with:
• an odd number of bays (ie 30 50 70 ft etc) Sag s = k(n2 - 1) I
an even number of bays (ie 40 60 ft etc) Sag s = k(n2) I
• where
n is the number of bays
I
[
k is a constant dependent on the number of storeys
• for single storey girders k = .4178mm = .01645"
for double storey girders k = .20 19mm = .00795"

• Pinhole sag can be Virtually eliminated if required in special, usually non-bridging

circumstances by using Expanding Pins, AB59, instead of the normal AB51 Panel Pin.

•
67
Fatigue
1.4 All steel sbuctures, which are subjected to fluctuations of stress, are liable to fatigue and
many countries incorporate within their design standards or codes of practice, restrictions to -
allowable stresses dependent on the life required of the sbucture, as well as a maximum stress
permitted for the material under non-fluctuating conditions. Both allowable stresses and the method
of determining them vary between standards. In the UK for instance, under BS 153 the permissible
bending stress is dependent on the ratio between maximum and minimum stresses. Acrow Panel
-
comes under Class G of BS 153 and permissible stresses for given stress ratios and life can be found
in Table 2 of Part 3B. In USA, the criterion is stress range (maximum minus minimum) which is
normally equivalent to the live load bending stress. Acrow Panel falls under Class E for a redundant
path sbucture (except SS consbuction) and allowable stresses for a given life are given in Table
1.7.2A1 of the AASHrO specification.
-
1.5 Comprehensive fatigue tests have been carried out on the Acrow Panel at the Military
•
Vehicle and Engineering Establishment which showed that Acrow Panel has a life expectancy
much greater than that predicted under either of the above standards. Although the maximum
bending stress permitted under BS153 for 55c steel is 278N/mm2 , 18t/in2, tables 2.3.1 to 2.6.8 have •
been calculated using a maximum bending stress of 204N/mm2 13.2t/in2 chosen to give a balance
between the maximum permissible stresses and the life requirements of permanent bridges with
the variation in dead load stresses obtainable in the many different consbuctions under differing live
load conditions. Where fatigue is a specific criterion, the actual bending stress used in the
•
design should be chosen to comply with local rules or codes of practice and the figures in the tables
of available bending capacity adjusted accordingly. Where fatigue is not a criterion, or the
structure is temporary, the maximum bending stress of 278N1mm 2, 18.0t/in2 may be used, and the •
extra bending capacity shown at the bottom of these tables is based on this stress.

Temperature Change
•
1.6 Steel expands when heated. Ambient temperature can be expected to change seasonally
and between day and night, sometimes dramatically. A steel bridge exposed to the sun will
become hotter than its surroundings. A temperature range of 50°C is quite possible in some parts of
the world. Within the bridge this is of minor importance as all parts expand equally (or suffiCiently so
•
not to create significant internal stresses). However, the change of length of a 10 bay bridge under
50°C temperature change would be of the order of 18mm, 3/4", and allowance must be made in
the design to cater for this. With simply supported bridges it is normal to anchor one end by bolting •
bearings firmly to one abubnent and to allow the bearings at the other end to slide either on a
baseplate or a steel plate set into the abubnent, with side restraints provided. Longitudinal forces
set up by the bearing sticking before movement starts can be based on the dead load reaction with
a frictional coefficient of 0.25. Live loads crossing the bridge will normally provide sufficient
•
vibration for the static friction to be eliminated.

1.7 For multispan bridges a similar method can be used, with the bridge fixed at one abubnent
and free to slide on the piers as well as the other abubnent, or it can be fixed on one pier, which
•
then takes any longitudinal forces, and left free to slide at abutments and any other piers. This has
the advantage of minimising movement at the abubnents, but may require additional pier strength.
In a very long bridge viaduct, rurming several hundred metres, it may be necessary to break side •
girder continuity over one or more piers, and insert end posts and a special length of decking to
span between transoms either directly or via an intermediate support on the pier.
•
Gradients
1.8 Where banks are at different heights the completed bridge may be at an incline. The
maximum gradient depends on the type of traffic expected and ambient conditions. For road •
traffic a maximum gradient of 8% (l in 12~) is recommended. Gradients in excess of 10%
(1 in 10) should generally be avoided.
•
Surlaces
1.9 Acrow Panel steel decking has a skid resistant durbar plate surface which is satisfactory
under normal conditions. Where particularly slippery conditions are anticipated or for gradients in
excess of 10%, consideration should be given to the use of special proprietary anti-skid surfaCing. -
Factory applied systems are generally superior and longer lasting than in-situ coatings and can be
provided if specified at the time of order.
-
68 -
•
•
•
•
•
• I

•
•
• Fig. 2.1.1 Asphalt Wearing Course laid on twin AP bridges with steel deck.
1.10 For permanent bridges consideration should be given to the use of an asphalt wearing course
which should be applied in accordance with U.K. Ministry of Transport Technical Memorandum
I
• BE27 or similar local instructions. Preparation is important to ensure long life. Decking clamps must
be fully tightened and the access copes filled by AB 178 Steel Deck Filler Caps. The lateral joint
between deck units may need to be filled by AB 177 Steel Deck Plastic Filler Strip. A total thickness
II
of the wearing course in the region of 50 mm. is usually satisfactory but cambering the asphalt, to I
• ensure drainage of surface water if the longitudinal gradient is less than 1% (1 in 100), would
increase the average thickness to about 60 mm. (50 mm. at edges, 70 mm. along centre line) for a
single lane bridge. Adding a wearing course obviously increases the dead load of the bridge and
must be considered in the design calculations.
• II
1.11 Further advice on surfacing may be obtained from Thos. Storey (Engineers) Ltd. if required.

• Fig. 2.1.2 AB 178 Steel deck filler cap.

II

-
II
i
Ii
- !

•
•
•
69
Abubnents
1.12 The design of abuhnents depends on the ground, its bearing pressure, and the likelihood of
settlement, and since this is usually unknown to Thos. Storey (Engineers) Ltd., it is not possible to -
give detailed advice. The following comments however are based on experience.
a) Ground bearing pressure is rarely less than 100 kN/m2 , 1 ton/fF but where a lower
pressure than this is encountered piled supports may be necessary. -
b) Simple slab abuhnents in mass concrete with minimal reinforcing serve very well under
normal circumstances, provided they are set back far enough from the gap to allow the loads
to spread into the subsoil. Care must be taken to avoid any tendency for the abutment to
overturn.
-
c) The angle of spread of the load through the concrete obviously depends on the concrete
quality, but if reasonable quality control is maintained, a spread =gle of not less th= 2
•
vertical to 1 horizontal will be achieved and 1 to 1 ie 45° is a reasonable assumption.
d) The vertical reaction at each end of a simply supported span is half the dead load of the •
bridge plus the heaviest load located at the worst position plus, when appropriate, a wind
load. The bridge weight can be obtained from Table 1.2 and 1.3 with 1.5 if footwalks are
included. When a truck load is being considered, the greatest beCuing load will usually occur
when its heaviest axle is over the first transom in the bridge. Offcentre effects must be catered
•
for on both sides of the bridge. If a loading system such as BS153 HA or AASHTO HS20 is
being considered, the knife edge load is placed at the same position, and the bearings also
carry half the uniformly distributed live load.
e) Again considering a simply supported span, the horizontal load at the fixed end of the
bridge depends on the braking forces, wind loads both lateral and longitudinal, and
-
temperature change forces. Whilst local standards must be observed, a force of 250kN, 25 •
ton operating at bearing height will usually cater for braking and temperature change forces.
At the sliding end, a similar force can be used in the design or using a static friction
coefficient of 0.25, horizontal reaction due to temperature change can be calculated at
12.5% of the dead load of the span. •
oIt is usual when investigating the stability of the abutment to apply factors of 1.1 to any
dead load overturning moments and 1.4 to any applied load overturning moments.
•
1.13 The above parameters give rise to abutments of the size and shape given on the next page. It
is emphasised however that since the ground controls the abuhnent design, Thos. Storey
(Engineers) Ltd. cannot accept responsibility for abuhnent designs. •
•
•
•
•
•
•
•

70
-
 ,

• i~---
Bearing Bearing II
Single Double
• T- --1
II

a
AB7 AB8
1 L.._ ---I
I

1~120f")
I

• ) !
AB7 I
'-------1---------'- - - _.J ~ ~229
1270/0 --lJ (9") -(
Single Truss Construction (2W') drs
•
~I~{-_, Number of bolts used depends on horizontal

1,~}..I------+__ '~~J
loading. M20 bolt shear capacity 25kN (2Y2 ton).
• Normally 4 bolts in AB8, but AB7 may use
2 (in centre) for triple truss, 4 (in comers)
-AB)...J..II}J for double truss, or 6 (if needed) for
single truss constructions.
• Double Truss Construction
a
,
~------.--------
L 100 L 300 k 350 ~ 750 I
W)'(12")'(13W" '1

• 1 __ ,
vrI
(30")
_ _ _ _ ..., (o..dLevf"l)

-1-~
~-

AlI·1j
II _..,. I
I
68 I I

• j#
L(_9"J +-__AB _ 7_......1._
_ 8_ _AB
"------, Y :
I

J..
I
I
I
.........
I
I I
Triple Truss ConsUucti<;Jn Bearing
Launch I
• Z
Rollers
I
__ "f y , I
•
~
i
i
• Quadruple Truss Construction I
I
I

• Final abutment dimensions will be determined by loading, ground bearing, stability requirements, concrete quality,
I

bridge dimensions and if used, footwalk dimensions. I

• Horizontal Dimensions
a depends on stability, bearing, concrete and where
Vertical Dimensions
v depends on deck
launch rollers to be sited.
Usually about 1050 mm (42") Steel 106 mm (4W') Light and Heavy
• b (to inner truss centre) depends on bridge. 132 mm (5W') Super Heavy
c (to foot walk centre) depends on bridge Timber 152 mm (6") Light
and footwalk. 178 mm (7") Heavy

• d (from outside truss centre to edge) depends on bearing,

concrete and whether footwalk provided, usually about
203 mm (8") Super Heavy

500mm if no footwalk.
f depends on footwalk.
• Nominal Footwalk 09m (3') 1.4m (4'6) y depends on bridge
f 1000 1500 651 mm (25%") Standard Light
b c 752 mm (29%") Extra Wide &. Standard Heavy
• Standard
Extra Wide
1969
2477
3331
3826
3559
4055
702 mm (27%") Others

Ultra Wide 2829 4179 4407

Double Wide 3886 5236 5464 z is determined by local conditions

• Fig. 2.1.3 Abutment Dimensions

71
2.
2.1
Bridge Design
Selection of the most suitable bridge depends on two primary factors, the load to be carried
and the gap to be crossed. The more detailed the information that can be provided, the more -
accurate and economical the selection can be. The following factors, most of which are aspects of
the two primary factors may affect the design.
a) Number of traHic lanes needed -
b) Width of maximum load and for exceptionally wide loads the shape (ie width at various
heights above the roadway).
c) Axle loads and spacing along the vehicle.
-
d) Wheel loads and spacing on the axle (heaviest axle most important) •

-
e) Tyre pressures and contact area
n Impact
g) Number of vehicles on the bridge at one time and spacing.
h) Pedesbian load
j) Wind velocity
•
k) Ambient temperatures - maximum and minimum
i) Gap length
•
m) Abutment/Bank shape
n) Possibility of intermediate piers •
0) Ground bearing capacity (affects piers and abutments rather than the bridge
superstructure).
•
p) Likelihood of subsidence
q) Flood Level
r) Clearance required under bridge
•
s) Construction area
t) High and low water levels (relative to bank height) •
u) River width at high and low water For
v) River bed material at anchorages up and down stream from bridge Floating •
w) River traffic and navigation channels Bridges
x) Current and tides •
2.2 To avoid the need for detailed consideration of factors c to g above in every case, many
countries have either developed their own loading standards, such as BS153 Part 3A in the UK, or
use one of the widely recognised standards from another country. Of these the American AASHTO •
standard is commonly used, usually with what is termed HS20.44 loading, based on a 324kN/32 ton
vehicle, with three axles and a maximum axle load of 144kJ\J/32000 lbs. Constructions
recommended for some of the more widely used standard loadings have been tabulated at the end
of this section (Tables 2.2.1 to 2.2.4).
•
2.3 The effects of gap related factors are mostly self evident. The larger the span, the greater the
bending moment and the stronger the side girders have to be. Assessment of the ground will •
determine whether a single span bridge in a stronger construction will be more economical than a
multispan bridge in a lighter construction. The cost and sometimes difficulty of building intermediate
piers will often outweigh the additional cost of a stronger superstructure. Where a continuous
mulbspan bridge is to be used, adjacent span lengths should be as similar as possible, preferably
•

-
with the intermediate bearings placed under a panel joint. The ratio between adjacent spans
should not be less than 0.6 to 1 or there will be a tendency for the free end of the shorter span to lift
and whilst this can be overcome it may result in uneconomical girder constructions.

72
-
 2.4 End bearing positions should be above the expected flood level, allow foundation loads to
• spread into the subsoil, and give a standard nominal length (multiples of 1.524mJ5ft). Actual span •
lengths are slightly greater than nominal as is shown in Fig. 2.2.1 below. Setting the abutments back
slightly from the gap may well be more economical than building elaborate abutments to shorten I
• the gap slightly.
[

i
i
• I
i
I

762 (2'6") Nominal Spans 762 (2'6")

• I
~I ,I I I I JJ I I, I~ I
I
I

~~~~
• I
I
• 571 (22W') -1 L 191 (7W') L
114 (4W')
I
Deck Extension Continuous over Distributing Beam Span Junction To Bearing Centre
• I
I
• Fig. 2.2.1 Length Increments. I
I
• Multispan l3ridges

Bridges with Span Junctions

I

•
2.5 Multispan bridges with span junction equipment behave as simply supported spans except
• that
(a) a shear load is tranferred through the hinge pin into the span junction posts being
supported. This does not affect the selection procedure so long as the maximum shear in
• each span does not exceed that allowable and the total load per post does not exceed
650kN/65 ton, when special sole plate pins would be required. I
(b) the span lengths are increased slightly on both sides of the junction, by 191 mm (7Y2")
• above nominal length to the posts being supported, and by 572mm (22W') in the other span,
which marginally increases the bending moment and stress, but insufficient normally to alter I
side girder construction.
• Continuous Bridges
2.6 When designing continuous bridges it is necessary to check the hogging bending moment,
reactions and shears over the piers as well as the moment under the vehicles. Sagging moments are
• usually greater than hogging, and tend to be greatest with the centre of gravity of the load between
0.43 and 0.47 from the outside of end spans or near the centre of inner spans, but the position varies
with span ratios and number of spans. Reactions at piers can be a little higher than the weight of the 1
vehicle causing them and this effect grows with the span ratios. Table 2.7.1 gives coefficients for
• bending and reaction where spans are equal and loads can be approximated to either knife edge
or uniformly distributed loads. To evaluate moments etc. for unequal spans, one convenient
method, the theorem of three moments, is outlined at Appendix to Table 2.7.1
• 2.7 It is permissible, though unusual, to change construction of side girders where spans are
unequal and maximum moments or shear show a need for stronger construction in a long span than
are needed in adjacent short spans. It is essential if this is done to ensure that the load is properly
• distributed between the girders, usually by carrying the construction'two bays beyond that dictated
by the moment/shear and fitting additional bracing. It is recommended that such applications be
referred to Thos. Storey (Engineers) Ltd.

•
73
Example I
A bridge is required to the AASmO specification with HS20.44 loading, single lane, span length •
about 46m. Pedestrian footwalks on both sides are required.

From Table 2.1.1 light decking is designed for HS20 loading. Standard width gives a roadway of
3.43m/ll'3" and clearance of 3.67m/12'4". This is adequate for single lane traffic to the AASHTO •
specification.

A 15 bay bridge has an actual span length of 45.95m/l50'9" and will meet the requirement unless
the gap sides are so steep that abutments for this bearing spacing would be difficult or expensive to
construct.
-
From Table 2.2.1, recommended side girder construction for a standard width 15 bay bridge for •
HS20.44 loading is DDR. If there were no footwalks, this would be the selection.
Footwalk live load
From AASHTO specilication •
Footwalk load (for spans over l00ft/30.48m)
Intensity P = (1435 + 43800) (16.7 - width) or (30 + 3000) (55 - width)
length 15.2 length 50 •
in N/m2 length and width in metres. in lbs/fF length and width in feet

Use 3ft/.9m footwalks unless there is need for the 412ft/l.37m width. •
P = (1435 + 43800/45.95) (16.7 - .914)/15.2
= 2.48 kN/m 2 52 Ibs/ft2
So from two footwalks
•
Live load = 2.48 x 45.95 x .914 x 2
=208.3 kN uniformly distributed 20.9 tons •
Shear =104.15 kN 10.45 tons
Moment =208.3 x 45.95/8 393.7 ton ft •
=1196.4 kNm

Footwalk Dead Load •

From Table 1.5 Each bay of footwalk each side will weigh 0.46 tonne
Dead load= 15 x.46 x 9.80665 x 2
=135.3 kN 13.58 ton
•
Shear = 67.7 kN 6.79 ton
Moment = 135.3 x 45.95/8 = 777.3 kNm 255.9 ton •
Total effects of two footwalks therefore are
Shear = 171.9 kN 17.24 ton •
Moment = 1973.7 kNm 649.6 ton ft
Vehicle Load
From AASHTO handbook. Appx. A.
•
Shear = 329.15 kN 33.04 ton
Moment = 3355.79 kN 1104.9 ton ft. •
to which has to be added an impact factor.
1= ( 15.24 )
length + 38 ( lengt~O+ 125 ) •
(length in metres) (length in feet)
1= 15.24/(45.95
= 18.16%
+ 38) •

74 •
 ~hear = l.ltllb x 329.15 i
• Moment
= 388.9 kN
= 1.1816 x,-3355.79
39 ton

= 3965.2!eNm 1305.7 ton ft. r

• Total live load
Treat the footwalkdead load as if it were live, since it is additional to the normal weight of the bridge on I
which the capacity tables 2.3.1 to 2.3.8 are based. I
I
• Shear = 388.9 + 171.9
= 560.8 kN 56.24 ton
Moment = 3965.2 + 1973.7
I
!
• = 5938.9 kNm 1955.3 ton ft
I
From Table 2.3.1.1 the capacity for live load of a DDR Standard width bridge with light deck is
f

• Shear
Moment
=
=
12f..2 kN
8518 kNm
128 ton
2804 ton ft
I
DDR construction is still satisfactory
• Selection
Use a 150 ft nominal span APB in DDR construction Standard width Light Steel deck I
• (This could be abbreviated to 150ft DDR Std LS)

Note 1
As the roadway is wider than the traffic lane, the vehicle could be offcentre giving a more severe effect
• on one side girder. The effect with standard width bridges adds about 812% to the maximum possible Ir
vehicle bending moment. This has not been shown in the calculations since it rarely happens that the
vehicle goes fully off centre and as the capacity tables have been based on a bending stress of
• 204N/mm2 , 13.2t/in2 , which is only :j4 the maximum allowable stress, there is more than sufficient
capacity to cater for this when it occurs. I
•
•
Note 2
The footwalks in this case add nearly 50% to the vehicle load both in shear and bending. Had there
been only one footwalk, the effect on one side girder would have been more severe, due to th,e
cantilever construction. It is essential therefore to consider the effects of footwalks when selecting (l
bridge, and, if it is known that pedestrian traffic will be rare and light, to specify a realistic loading to
avoid making the bridge stronger and therefore more expensive than necessary. In this case it makes
•
I
I
i

no difference, since the girder construction is chosen to comply with the recommended depth ratio
and avoid excessive deflection and could take a heavier load than specified. I
•
I
!

-
-
-
•
•
75
Example 2
A bridge is required to take a 45 tonne pay load dump truck, with the axle loadings and spacings
shown below. The crossing is over a river with gently sloping banks and a flood level water width of
about 37m.
-
-
UJ
I~
3.16m -1
3.76m
wI
:
$ I. 4.191m
y.1
LIU
I. i. 2.74m
4.064m
UU
_i I
..
-
•
Front Axle 27.95t loaded 55.35t Rear Axle

17.8t unloaded 20.2t

•
Fig. 2.2.2 Axle Loads and Spacing.
•
Tyre pressure 7kg/cm2 = 68.65 kN/cm 2 (approx lOOlbs/in 2)
Same tyres front and rear, two wheels front axle, 4 wheels back axle.
•
Case a The bridge is required for access to a construction project; calculations show that about
500,000 loaded vehicles will have to cross. Passage will be controlled and not more than 1 loaded
vehicle will be allowed on the bridge at any time (unless needed to recover a broken down vehicle).
Other traffic will be minimal, and initial passage of site plant will not involve heavier loads.
•
Case b The bridge is required for normal road traffic HS20.44 loading, but occasional passage of the
dump truck will be required. •
Vehicle
: Impact For heavy construction plant allow 30% impact. (li speed can be controlled it would be
possible to reduce this to perhaps 10% but this does not usually occur in practice). •
Maximum wheel load 27.95
--
= 13.975 tonne on front axle, -
55.34 = 13.835 tonne on rear
-
2 4 •
Converting to kilonewtons by multiplying by 9.807 and multiplying by 1.3 for impact
Maximum wheel load 137.1 kN before impact 178.2kN after impact
Maximum axle load 55.34 x 9.807 705.6kN after impact •
= 542.7 kN before impact
Total load (55.34 + 27.95) 9.807
= 816.8kN before impact 1061.9kN after impact •
Tyre width (3.76 - 3.16) 100 (tread width unlikely to

=60cm
increase but walls will
bulge in contact area) •
Tyre contact length 137.1 x 1000
68.65 x60 •
= 33.3 cm before impact 43.2 cm after impact
Maximum vehicle width 4.064 possibly slightly more
(say 4.1 Om) to allow for tyre bulge
•
Centre of gravity 542.7 x 4.191/816.8
= 2.7@5m from front axle l.406m from rear axle •
Bridge Span A 13 bay bridge has bearing centres at 39.85m which allows abutments to be set just
clear of high water level. •
76
-
 Bridge Width
• From Table 2.1.1 of bridge properties, Extra Wide has a roadway width of 4.13m, and whilst it mi9ht
be possible for the vehicles to cross there would be so little clearance between wheel and kerb that
,
~,-­
I
an Ultra Wide Bridge with a roadway of 4.84m is preferred.
I
I

• Decking
UW bridges are normally provided with Super Heavy steel decking. From Table 2.1.1 SHS deck
• units can take wheel loadings up to 200 kN (excluding impact) if the tyre width is 600mm or more,
and tyre pressure does not exceed 1.1 N/mm2• SHS decking is therefore satisfactory. (A detailed
check would show that the bending stress for Heavy Steel decking (a possible option with UVv
bridges) would exceed the maximum allowable stress of 219N/mm2 and it could not be used in this
• case.)

Transom
• From Table 2.1.1 UW SHS transoms can take axle loadings up to 558kN before impact with wheel
centres at 205m. Dump truck has axle loading of 542.7 kN before impact and front axle is more thon
lo52m away so cannot increase this load. Wheel pair centres are at 2. 74m, so this axle must have a
• less severe effect. The transom will therefore be satisfactory.

Transom Seat
• Axle load of 705. 6kN after impact must provide at least 352.8 kN in one side girder. At 140kN per
seat, this rules out double truss constructions. Triple truss gives 420kN capacity and is therefore
likely to be satisfactory, allowing sufficient for offcentre effects and the decking dead load. (Had the
• minimum truck loading been closer to the allowable loading it would have been necessary to make
a detailed check).

I
• Side Girders
Initial check- From Table 2.4.1.6 for UW SHS bridges, the maximum knife edge load at 240N/mm 2 I
for a 13 bay bridge is

• IDR 1064kN QDR 1494kN before adding 25% for impact

If impact is to be 30%, these figures would be reduced by 1.25/1.30 to
IIII
• IDR 1023kN QDR 1436kN before adding 30% for impact
Dump truck imposes 816.8 kN before impact which is spread between two axles and would
therefore have a less severe effect than a knife edge load, but can be offcentre increasing the effect
• on one girder.

Offcentre Effects
• From Table 2.1.1, the girder centres for triple truss UW bridges are spaced at 6.12m. We thereforE~
have a worst condition as shown

• 6.115m
I-
4.84m
4.064m
•
•
• DD=====::::::::::jDDJ
c
• Fig. 2.2.3 Off centre Effects.

77
Heavier share would be 6.12 + 4.84 - 4.064
-- -- - -
2 2 2
-
-
6.12
= .563 or 56.3%

Lighter share would be

100-56.3 = 43.7%
This is equivalent when considering maximum stress, to increasing the load to 56.3 x 2 = 112.6% -
Dump truck
(before impact)
816.8 x 112.6/100
=919.7kN ..
TDR can certainly take this load and would therefore be satisfactory in case b for occasional
passage of the dump truck, but it will be necessary to check for fatigue for case a.
..
Fatigue
Offcentre effects are disregarded for fatigue, since successive vehicles will not follow the same path
down the bridge.
..
Truck CG Bridge Centre
..
703mm
\H(703mm
1 ..
.
..
Fig. 2.2.4 Worst Bending Position.
..
Bending Moment
Worst moment will occur under the rear axle when the CG of the load and the rear axle are
..
equidistant from the bridge centre.

ReactionP 19.925 - .703 x 1061.9 = 512.2kN .

Moment at R
Section modulus for TDR from Table 2.1.1
39.85
(19.925 - .703) x 512.2 = 9845.5kNm
= 92827.5cm 3
..
Live loadbending stress (which is the stress range) 9845.5 x 1000/92827.5 = 106.1 Nlmm 2
From the Table 1.7.2 in the AASHTO specification this has a life expectancy of about 250,000

..
crossings which would be insufficient in this case (although our tests show a life expectancy that is
well in excess of that predicted in the AASHTO specification, this is normally disregarded in
calculations).

..
Stress range for QDR 9845.5 x 1000/123770 = 79.6N/mm2 which will give the 500,000 crossings
specified.
Selection
Case a. For 500,000 crossings of the dump truck 130ft nominal span Ultra Wide AP bridge
in QDR construction with super heavy steel deck. (130ft UW QDR SHS)
Case b. For HS20.44 loading with occasional passage of the dump truck. 130ft nominal span
Ultra Wide bridge in TDR construction with SHS deck.
..
78
-
 Notes
iI
• 1. A complete fatigue investigation would involve checking the decking and the transom, for
which 500,000 crossings would involve 1,000,000 load cycles, using the component properties f--
listed in Table 2.1.2 (Since these fall in category A. they would be found to have a life expectatlcy in
the region of 2 x lO"crossings), and checking the effect of the returning vehicles unladen.
I!
• 2. The maximum bending stress from the live load offcentre on the QDR bridge is about
II
I
9ON/mm2 , which is so far below the maximum allowable stress of 267N/mm2 , that checking for
• recovery of an unserviceable vehicle even on a short tow using a laden dump truck is not necessary
in this example.

3. In Case b, had it been considered that for the occasional passage of the dump truck, an
• Extra Wide bridge would suffice, despite the close fit, which would have so restricted speed that em
impact factor of 10% would be adequate, a bridge in QSR construction with SHS deck could have i

been considered. From Table 2.3.1.5, this has an available capacity of7242 + 3676 = 10918kNm
at maximum bending stress. With no offcentre effect possible and only 10% impact the truck would
• impose a moment of 10830kNm. The transom can take an axle of 508 x 1.3 = 660kN, and the
I
dump truck imposes 542.7 x 1.1 = 597kN after impact. Although the roadway is only just wide
enough and the stresses are high, the QSR bridge would just be suitable for the specified
• occasional passage.

• I
I
I

•
•
• I
•
•
•
•
•
•
•
.
.. 79
 -
Table 2.1.1 Bridge and Truss Properties

-
Design Loadings of Decking

Standard Loadings
Light American AASHTO HS20.44

-
. British Construction and Use
German DIN 1072 Class 30
Heavy American AASHTO HS25.44
British BS 153 HA or HB45
German DIN 1072 Class 60
•
Wheel Loadings - before impact (30% additional allowable for impact)
Based on tyre contact length 200mm;8", width 600mm;24"
Light
Heavy
85kN/8.5 ton with tyre pressures up to 0.68N/mm 2 lOOlb/in 2
115kN/l1.5 ton with tyre pressures up to 1.1N/mm 2 160lb/in2
•
2
Super Heavy 200kN/20 ton with tyre pressures up to 1.1 N/mm 2 160lb/in

Axle Loadings - before impact (30% additional allowable for impact) •

Based on a 4 wheel, 2 wheel pair axle, with wheels equally loaded and a distance of 2.5m/8.2ft
between centres of wheel pairs.
•
Light Heavy Super Heavy
Standard 174kN/l 7.5 ton 279kN/28 ton
EW
UW
149kN/l 5 ton 299kN/30ton 508kN/51 ton
588kN/59 ton
•
DW 159kN/l 6 ton 234kN/23.5 ton
(each lane)
•
Transom seat loading must not exceed 140kN/14 ton per truss after allowing for impact and
offcentre effects.

Widths
•
Girder Centres
Single Double/Triple Quadruple
Roadway Clearance Truss Truss Truss •
m m m m m
Standard 3.43 3.76 3.94 4.39 4.62
Extra Wide
Ultra Wide
4.13
4.84
4.78
5.48
4.95
5.66
5.41
6.12
5.64
6.34 •
Double Wide 7.23 7.59 7.77, 8.23 8.46

•
•
•
•

-
-
80
-
 Main Axis Truss Properties (xx Axis)
• One
Truss
Effective
AIea
Moment of
Inertia
Section
Modulus
Radius Of
Gyration

•
A Ixx Zxx rxx
2
cm 2
in cm 4
in 4
cm 3 in 3 em in
• Single 53.12 8.23 279196 6707.7 3603.9 219.9 .72.5 28.5
Storey
Rein- 106.24 1647 639271 15358.6 7295.1 445.2 77.6 30.5
• forced
Single
Storey
• Double 106.24 16.47 1196002 28734.1 7719.1 471.1 106.1 41.8
Storey
Rein- 159.36 24.70 2554303 61367.4 15471 944.1 126.6 49.8
• forced
Double
Storey
• On the xx axis, for multiple truss girders with n trusses
A'=nA l' = nlxx Z' = nZxx

• but radius of gyration remains unchanged as tabulated above, making the

primary properties of the two side girders as follows

Bridge Properties
• Construction cm 4
Ixx
in 4 cm3
Zxx
in 3

SS 558392 13415.4 7207.8 439.8

• SSR 1278543 30717.1 14590.2 890.4
DS 1116785 26830.9 14415.7 879.7
DSR 2557086 61434.2 29180.5 1780.7
• IS 1675177 40246.3 21623.6 1319.6

-
ISR 3835629 92151.4 43770.7 2671.1
QS 2233569 53661.7 28831.4 1759.4
QSR 5114173 122868.5 58360.9 3561.4 !
DD 4784010 114936.3 30876.5 1884.2 I

I
DDR 10217214 245469.6 61885.0 3776.5
• TD 7176015 172404.4 46314.7 2826.3

-
IDR 15325821 368204.3 92827.5 5664.7
QD 9568020 229872.6 61753.0 3768.4 I
QDR 20434428 490959.1 123770.0 7552.9 II
1

• I

-
•
•
81
Minor Axis Truss Properties
One Truss Effective Area

A
Moment of Inertia Section Modulus

Zyy
Radius of Gyration

Iyy
-
Single
Storey
53.12 8.23 1620 38.9 182.2 ILl
em
5.5
in
2.17 -
Reinforced single storey and double storey would have twice the above values except for radius of
gyration which remains the same, and reinforced double storey would have three times the above
values, again except for Iyy
-
For multiple truss girders ¥:ithin trusses, as before A' = nA, but on the minor axis
I = n x 4 x 29.1 + 2Ad2 + 2AdT + 2Ad~ --- + Ad~
z = l/(d+b) •
where 29.1cm4 is the inertia of each of the four channels in the panel
d em is the distance from girder centre to outer truss centres
d 1 d 2 em are the distances from girder centre to inner truss centres (if any) •
de = 5.32cm is the distance from girder centre to channel centroids for a central truss (if any)
b = 8.89cm is half the width of a truss

Girder Properties (Minor axis)

•
Values me tabulated below for some of the commonly used girders, using standard or slightly
modified components. As above reinforced single storey and double storey would have double and
reinforced double storey treble the values shown for lyy and Zyy •
2 Trusses at centres of 45.72cm/18" 68.58cm/27" 121.92cm/48" 182.88cm/72"
Inertia Ivy cm 4
in4
55752
1339.4
125150
3006.7
395033
9490.7
888534
23147.1 •
Modulus Zyy cm 3 1756 2898 5655 8856
in3 107.1 176.8 345.1 540.4
Radius of Iyy
Gyration'
em
in
22.9
9.0
34.3
13.5
60.9
24.0
9.14
36.0
•
3 Trusses at centres of 33.86cm/9" 34.29cm/13W' 60.96cm/24" 9l.44cm/36"
Inertia Iyy cm 4
in 4
57371
1378.3
126770
3045.7
396653
9529.6
890154
21386 •
Modulus Zyy cm 3 1807 2936 5678 8872
in3 110.2 179.1 346.5 541.4
Radius of Iyy
Gyration
em
in
18.9
7.5
28.2
ILl
49.9
19.6
74.7
29.4
•
4 Trusses at centres of 22.86cm/9" 40.64cm/16" 60.96cm/24"
Inertia Ivy cm 4
in 4
139262
3345.8
439133
10550
987467
23724
•
Modulus Zyy cm3 3325 6287 9842
in3 196.8 383.6 600.6
Radius of Iyy
Gyration
em
in
25.6
10.1
45.4
17.9
68.1
26.8
•
5 Trusses at centres of 30.48cm/12" 45.72cm/18"
Inertia Iyy cm 4
in 4
495586
11900.5
1112462
26727
•
Modulus Zyy cm 3 7095 11088
in 3 432.9 676.6
Radius of
Gyration Iyy
em
in
43.2 64.7 •
17.0 25.5

-
82
-
 Table 2.1.2 Component Properties
• Girder and Associated Components
AB I or AB16 Panel. lOft or Panel5ft - correctly installed and braced in bridge, tower or support beam.
• 125 !
•
•
m t
250kN
25 ton
1600
+
1---,.,,..---1
600kN/60 ton
l"K%)l" 125 125
,
125kN/12Y.> toni
I
I

410kN t 75 75 75 75kNnY.> ton J 25

I
I 125
i
I 125kN/12YJ ton
f
I

-'-l- - "·L.- . .I. . -~·e. _t,

41 ton

•
• :00 !

Section Modulus Zxx 3603.9cm 3 219.9in3

• Maximum Bending Moment:
With launching link AB41 inserted
962kNm 317 ton ft

Maximum Bending Moment as above but maximum shear across joint

125kN 120 ton
• Sf Imp
AB2 Raker Direct tension or 30.8kN 3.09 ton
• AB3) Bracing'Frames
compression

AB4)
• AB5)
AB6)
End Posts Sitting on bearing and
pinned to panels.
410kN 41 ton

In single storey
construction limited by
• panels to 250kN 25 ton
jacking corbel 150kN 15 ton
ABI7) Obsolescent Pinned together with AB41
• AB18) Span Junction
Posts
launching links to fonn
stiff joints i
Shear 248kN 25 ton I
• ABl9 Obsolescent
Junction links
Bending 744kNm
647kN
245 ton ft
65 ton I,
• AB22 Distributing Beam
Directly under Single Storey 498kN 50 ton
panel joint. Double Storey 817kN 82 ton

• Other Positions Single Storey

Double Storey
498kN
647kN
50 ton
65 ton
AB32 Sole Plates Limited by panels when
to fonning tower footing
• AB35 Single 600kN 60 ton
Double 1200kN 120 ton
AB42 Plain Roller Each Roll 74kN 70 ton
• AB43 Rocking Roller 224kN 220 ton
but for launching single storey bridges 149kN 15 ton

• AB44 Balance Beam

Assembly
With 4 Rocking Rollers 896kN 90 ton

.. AB51 Panel Pin Limited by panel jaws

83
664kN 66.7 ton
AB53 Bracing Bolt Single Shear
Tension
22kN
18kN
2.2 ton
1.8 ton -
AB55

ABS7
Transom Set
Bolt
Chord Bolt
Single Shear
Tension
Single Shear
21kN
17kN
61kN
2.1 ton
1.7 ton
6.1 ton
-
AB59
AB85
Expanding Pin
Bridge Crib
Top Assembly
Tension

Symmetrical Load on
Centre Beam
55kN

722kN
5.5 ton

72 ton
-
AB89) Crib Top UDL 460kN 46 ton •
AB90) Beam Central Load 230kN 23 ton
AB208 Jack 35 ton Claw Load 139kN 14 ton
Stroke 300rnm 12 inch •
AB209 Jack 60 ton Claw Load 239kN 24 ton
Stroke 150rnm 6 inch
AB277 Crib Top Beam Loads at centres of each load
•
AB278 Bearing Beam 4 229rnm/9" 600kN 60t
used together 3 229mm/9" 700kN 70t
2 458mm/18" 1200kN 120t •
1 central load 1500kN 150t
AB320) Span Junction Limited by panels in normal use.
AB321) Posts Pinned together with AB370
Launching link to form stiff
Normal panel bending
and shear
•
joint

AB322 Span Junction Limited by pins

•
660kN 66.7 ton
to Sole Plates
AB325
AB370 SJ Launching Tension or Compression. 617kN 62 ton
•
Link
AB371 SJJacking
Corbel
Tightly bolted with 8
bolts AB328 and 2
105kNm 35 ton ft
•
splice plates and
butting to
connector at top.
Max. load depends on
•
position of jack-
usually about 450kN
AB410 Distributing
45 ton
•
to Beams. Long and
AB413 Plain
AB414 Distributing Bearings •
AB41S Short

•
•
•
•
84
-
 .L.''lI; .... .l\....lJ..l.y u..u.U "J.UUl J.Jt:}JlO'lJ.Ut:llL vU1U}JUlJ,t:!lit::i

!
• AB 13
AB 14
Swaybrace Std.
Swaybrace Std.
Tension 63kN
Tension 63kN
6.4 ton
6.4 ton ~-
AB248 Swaybrace U.W. Tension 63kN 6.4 ton I
I
I

• Railway Transoms
I

AB280 £30/£40 zxx I

AB284 £50/£60/£70 zxx 2874cm3 I75.4in3 I
I

• '300 Series' Road Transoms and S.J. Transoms.

i
AB301 & AB330 Std. Light zxx 617cm3 37.6in3
AB302 & AB331 Std. Heavy zxx 998cm3 60.9in3
• AB303 & AB332 £.W. Light zxx 766cm3 46.7in3
AB304 & AB333 £.W.Heavy zxx 1505cm3 91.8in3
AB305 & AB334 £.W.S.H. zxx 2530cm3 I 54.3in3
• AB306 & AB335 nw. Light
AB307 & AB336 D.W.Heavy
zxx
zxx
2773cm3
3552cm3
I69.2in3
216.7in3
AB308 & AB337 U.W.S.H. zxx 3552cm3 216.7in3
• Steel Decking '300 Series'
AB310 to AB311 Light Deck & Kerb Units zxx I 79.9cm 3 1O.98in3
AB340 to AB342 Light SJ. Units
• AB313 to AB314 Heavy Deck & Kerb Units
AB344 to AB346 Heavy S.J. Units zxx 233.8cm 3 14.27in3
AB395 to AB396 5 ft. Heavy Ramp Units
• AB316 to AB317 S.H. Deck & Kerb Units
AB348 to AB350 S.H. Span Junction Units zxx 423.9cm3 25.86in3
AB403 to AB404 5 ft. S.H. Ramp Units
• AB388 to AB389 lOft. Heavy Ramp Units zxx 520.2cm3 31.24in3
AB400 to AB401 10 ft. S.H. Ramp Units zxx 756.lcm 3 46.14in3

• Stringers for Timber Decking

i
AB102 to AB103 Light Stringers 5 & lOft. ZXX 120cm3 7.32in3 I
I
I
AB112 to AB113 Heavy StIingers 5 & lOft. i
• AB392 Heavy Ramp Stringer 5 ft. zxx I58.8cm 3 9.69in
AB351 to AB352
AB240 to AB241
Span Junction Stringers
Super Heavy Stringers 5 & lOft.
I
I

• AB402
AB352
S.H. Ramp Stringers 5 ft.
S.H. Span Junction Stringer
zxx 300cm 3
18.29in 3 !
II
AB384 462cm3 28.21in3

I
Heavy Ramp Stringer lOft. zxx
• AB369 S.H. Ramp StIinger 10 ft. zxx 683cm3 41.7lin3

Railway Stringers

• AB281 to AB282
AB285 to AB286
£30/405 & 10 ft. Stringers
£50/60 5 & 10 ft. Stringers
zxx
zxx
462cm3
683cm3
28.21in3
41.7lin3
I
I

i
• i

•
•
..
85
 Construction Tables
The following tables of recommended Side Girder constructions have been
evaluated against the criteria listed to show the most economical construction
for a given span and load. Where other criteria such as maximum deflection
are specified, it may be necesscny to select heavier constructions.
Where bridges are for short term or emergency use, higher stress levels,
resulting in lighter constructions, and longer single storey spans may be permissible.

Table 2.2.1 AASHTO loadings - Recommended Constructions

Nominal Span ft 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
m 6.1 9.1 12.2 15.2 18.3 21.3 24.4 27.4 30.5 33.5 36.6 39.6 42.7 45.7 48.8 51.8 54.9 57.9 61.0

HS20-44 UGHT Deck

Standard SS SS SSR SSR SSR SSR SSR TS TS TS DSR DSR DSR DDR DDR DDR DDR DDR DDR
Extra Wide SS SS SSR SSR SSR DS DS TS TS TS DSR DSR TSR DDR DDR DDR DDR DDR DDR
co
(J)
Double Wide DS DS DS DS DSR DSR DSR TSR TSR TSR TSR DDR DDR DDR' TDR TDR TDR QDR QDR

HS25-44 HEAVY Deck

Standard SS SSR SSR DS DS TS TS TS DSR DSR DSR TSR TSR DDR DDR DDR DDR DDR TDR
Extra Wide SS SSR DS DS DS TS TS TS DSR DSR TSR TSR TSR DDR DDR DDR DDR TDR TDR
Double Wide DS DS DS TS TSR TSR TSR TSR DDR DDR DDR DDR TDR TDR TDR QDR QDR -

HS15-44 UGHT Deck

Standard SS SS SS SSR SSR SSR SSR SSR SSR TS TS DSR DSR DD DD DDR DDR DDR DDR
Extra Wide SS SS SS SSR SSR SSR SSR SSR SSR TS TS DSR DSR DD DDR DDR DDR DDR DDR
Double Wide DS DS DS DS TS TS TS DSR DSR TSR TSR TSR DDR DDR DDR TDR TDR TDR QDR

Maximum bending stress - 247N/mm2 = 55% yield stress (l6ton!in2)

Maximum shear - 250kN single storey 41 OkN double storey per truss (25 ton 41 ton)
Minimum stress cycles - 100,000 crossings (evaluated against AASHTO criteria)
Maximum span single storey - 140ft 42. 7m giving maximum span!depth ratio of 25
Double Wide has two lanes of traffic. Single lane bridges cater for off-centre loading.

I I I I I I
 • • • • • • I
• I I I
• • I . I I I I I

Table 2.2.2 British Standard Loadings- Recommended Constructions

Nominal Span ft 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
m 6.1 9.1 12.2 15.2 18.3 21.3 24.4 27.4 30.5 33.5 36.6 39.6 42.7 45.7 48.8 51.8 54.9 57.9 61.0

HA HEAVY DECK Double Wide has two lanes HA. Single Lane bridges have fractional lanes loaded.
Standard SS SS SS SSR DS DS TS DSR DSR TSR TSR TSR DDR DDR DDR TDR TDR TDR QDR
Extra Wide SS SS SS DS DS TS DSR DSR TSR TSR DDR DDR DDR TDR TDR TDR TDR QDR QDR
Double Wide DS DS DS DSR TS TSR TSR TSR DDR TDR TDR TDR TDR QDR QDR QDR

1 Lane loaded only, fractional lane unloaded

Extra Wide SS SS SS SSR DS TS TS DSR DSR TSR TSR TSR DDR DDR TDR TDR TDR TDR QDR

HB HEAVY DECK 45 Units with HA in other or part lane. HB load off centre.
Standard DS DS TS TS TS QS QSR QSR QSR QSR TDR TDR TDR TDR QDR QDR QDR
Extra Wide DS DS TS TS QS QSR QSR QSR TDR TDR TDR TDR TDR QDR QDR QDR
Double Wide TS TS QS TD TD QD QD QDR QDR QDR QDR
CO
-.-J
45 Units 1 load central no HA
Extra Wide DS DS TS TS TS QS QSR QSR QSR QSR TDR TDR TDR TDR QDR QDR
Double Wide DS DS TS TS TS QS QSR QSR QSR TDR TDR TDR TDR QDR QDR QDR

37Y2 Units with HA in other or part lane. HB load off centre

Standard DS DS DS TS TS TSR TSR DDR DDR DDR QSR TDR TDR TDR TDR TDR QDR QDR QDR
Extra Wide DS DS TS TS TS QS DDR QSR QSR QSR TDR TDR TDR TDR QDR QDR QDR
Double Wide DS TS TS QS QS TD TD TDR TDR QDR QDR QDR QDR QDR

Maximum bending stress - HA loading 250 N/mm 2 HB loading 278 N/mm 2

Maximum Shear - 250kN Single Storey, 41 OkN double storey per truss

_..- _- ...•- _-.. -.---.._.. . '-"--'--" _-_ _ _--------------_ .. _-----_._-_. __._._--_. .- - - - -- -. ------- - -
--~---------- --~---!---
 Table 2.2.3 Gennan loading DIN 1072 Recommended Constructions

Nominal Span ft 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
m 6.1 9.1 12.2 15.2 18.3 21.3 24.4 27.4 30.5 33.5 36.6 39.6 42.7 45.7 48.8 51.8 54.9 57.9 61.0

Class 60 HEAVY Deck

Standard DS DS DSR DSR DSR DSR ISR ISR ISR DDR DDR DDR TDR IDR IDR TDR IDR QDR QDR

Extra Wide DS DS DSR DSR ISR ISR ISR ISR DDR DDR DDR TDR TDR IDR TDR TDR QDR QDR QDR

Double Wide DS IS IS ISR ISR DDR DDR QSR QSR IDR TDR TDR TDR QDR QDR QDR -

Class 4S HEAVY Deck

~ Standard DS DS DS DSR DSR DSR DSR ISR ISR ISR DDR DDR DDR DDR TDR TDR TDR TDR IDR

Extra Wide DS DS DS DSR DSR DSR DSR ISR ISR ISR DDR DDR DDR DDR TDR TDR TDR TDR QDR

Double Wide DS DS DS IS ISR ISR ISR ISR DDR DDR TDR TDR IDR QDR QDR QDR QDR-

Class 30 LIGHT Deck

Standard SS SSR SSR SSR DS IS IS DSR DSR ISR ISR ISR ISR DDR DDR DDR DDR TDR IDR

Extra Wide SS SSR SSR DS DS IS IS DSR DSR ISR ISR ISR DDR DDR DDR DDR TDR TDR TDR

Double Wide DS DS DS DS IS DSR ISR ISR ISR ISR DDR DDR DDR TDR TDR TDR QDR QDR

21ON/mm2 is the allowable stress for 50B steel covered by DIN Standards. Ihe comparable stress for 55C steel, used in APB, would be 263N/mm2 •
Maximum Shear - 250kN per truss single storey, 410kN double storey
Maximum Span single storey - 140 ft
Life - NOI covered by standard. Constructions shown would give a minimum of 100,000 crossings under AASHrO criteria

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 Capacity Tables
• The following tables give the capacity of simply supported bridges to accept live load, listing shear
and bending capacity by widths and deck strength. Timber decking is slightly lighter than steel and
bridges with timber decks have a slightly higher capacity, but the differences are too small to
• warrant the production of separate tables. Tables 2.3.1.1 to 2.3.1.8 list the capacities in 51 units, kN
and kNm. Tables 2.3.2.1 to 2.3.2.8 give the same information in Imperial units, tons and tons ft, and
2.3.3.1 to 2.3.3.8 in kips and kips feel
• The maximum shear load per truss is 250 kN (25 ton) single storey and 410 kN (41 ton) double
storey. These values should not be exceeded. The bending capacity however has been evaluated
at a total stress of 204 Nlmm 2 (13.2 t!in1, a figure chosen to give a reasonable compromise
• between economy and long life. For occasional loads, temporary bridges or those where fatigue is
not a criterion, the maximum bending stress may be increased to 278 N/mm 2 (18 t/in1 and the
additional capacity available at this stress is shown for each construction at the bottom of each
• page. This figure is independent of span length.

The figures are based on side girder strength and take no account of decking, transom or transom
seat capacity which must always be checked (see table 2.1.1) against maximum wheel and axle
• loadings. Short span capacities at the stronger constructions are omitted, since any higher loads
than those listed are likely to overload the decking. Similarly capacities of single storey bridges are
not listed above 46m (150ft) because deflection becomes large, although the stronger single storey
constructions obviously have capacity to accept live load at spans of greater length. Double Wide
• bridges are not used with single truss girders so no capacity figures are given for these
constructions. Figures for Double Wide bridges show the total capacity as a result of loads in both
lanes.
•
•
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. 91
 Table 2.3.1.1 Standard Light

SI Unils
SHEAR AND BENDING CAPACITY Shear: KiJonewions Width Deck
AVAILABLE FOR liVE LOAD Bending: Kilonewion Metres Standard Light

Nominel Actual Construction Nominal

Span Spcm Span
55 SSR DS DSR 15 TSR QS QSR DD DDR TO TOR QD QDR
ft m leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm leN IeNm m
20 6.32 475 61
1431
30 9.37 463 460 952 9.1
1385 2884 2830
40 12.42 452 447 938 928 1426 12.2
1322 2813 27E:IJ 5732 4181
50 15.47 441 434 924 910 1409 1388 1893 15.2
1242 2722 2648 5c1J7 4059 84ffi 5469

60 18.52 429 420 910 892 1392 1365 1873 1838 1515 18.3
1145 2610 2524 5454 3911 8307 5296 11158 5722
70 21.56 418 407 895 874 1375 1342 1853 1810 1495 1474 2275 21.3
1030 2478 2378 5274 3737 8001 E:IJ94 IOOOS 5520 11729 8454
80 24.61 40'; 394 881 855 1358 1319 1834 1783 1475 1450 22E:IJ 2212 3024 24.4
897 2325 2211 5066 3537 7821 4861 10572 5286 11455 8157 17411 11023
90 2766 395 380 007 837 1341 1297 1814 1755 1455 1426 2224 2180 2993 2934 27.4
(,() 748 2152 2021 4830 3312 7525 4599 10217 E:lJ23 11145 7822 170C13 10614 22859
tv 100 3071 384 367 852 819 1324 1274 1794 1728 1435 1402 2199 2149 2962 2895 30.5
581 1959 1810 4567 3060 7195 4306 ffi19 4729 10799 7448 16553 10158 222ffi

110 33.76 372 354 838 801 1307 1251 1775 1700 1415 1378 2174 2118 2931 2856 33.5
397 1746 1577 4275 2783 6830 3983 9379 4404 10415 7034 16052 9655 21678
120 3680 361 340 824 783 1290 1228 1755 1673 1395 1354 2148 2086 2900 2818 36.6
195 1512 1323 3956 2480 6430 3631 8fH7 4049 9996 6583 15E:IJ3 9105 20999
130 3985 327 809 764 1273 1205 1735 1645 1375 1330 2123 2055 2869 2779 39.6
1257 1046 3609 2150 5995 3248 8374 3663 9540 6092 14907 8507 20260
140 42.90 314 795 746 1256 1182 1715 1617 1355 1306 2@ 2024 2838 2740 42.7
983 748 3235 1795 5525 2835 7808 3247 9047 5563 14263 7863 19463
150 45.95 300 781 728 1239 1159 1696 1590 1335 1282 2072 1992 2807 2701 45.7
688 428 2832 1415 5020 2392 7200 2800 8518 4995 13571 7171 18606

160 4900 1315 1258 2046 1961 2776 2663 48.8

2323 7952 4388 12832 6432 17690
170 52.04 1295 1234 2021 1930 2745 2624 51.8
1816 7350 3743 12044 5646 16716
180 55.09 1275 1210 1996 1899 2714 2585 54.9
1278 6712 3058 11210 4813 15682
190 58.14 1255 1186 1970 ]007 2683 2546 57.9
709 6037 2335 10327 3933 14588
200 6U9 1235 1162 1945 1836 2652 2507 61.0
110 5325 1574 9397 3006 13436
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maxImum 533 3427 6869 4569
bending stress
1079 1066 2159 1600 3239 2133 4318 2284 4579 9158

I I I I I I I I I I I I I I I I I
 I.
• • • • • • • • • • • • • • • • • •
Table 2.3.1.2 Standard Heavy
/
51 Unit.
SHEAR AND BENDING CAPACITY Shear. KilonewtaDJ Width Deck
AVAlLABLE FOR DYE LOAD Bending Kilonewtan Metre. Standard Heavy

Nominal Actual Consbuction Nomim

Span Span Span
SS SSR DS DSR TS TSR QS QSH DD DDR ro roR QD QDR
It m ltN ltNm ltN ltNm ltN ltNm ltN ltNm ltN ltNm ltN ltNm kN kNm ltN kNm ltN kNm ltN ltNm ltN kNm ltN kNm kN ltNm kN ltNm m
20 6.32 470 6.1
1423
30 9.37 456 453 945 9.1
1368 '2EJ37 28\2
40 12.42 442 437 928 918 1416 12.2
1291 2782 2719 5701 4150
50 1547 428 42\ 911 898 1396 1376 1880 15.2
1194 2674 2599 5559 401\ 8449 5421

60 18.52 414 405 895 877 1377 1350 1858 1823 1500 18.3
1075 2541 2454 5385 3842 8238 5227 11088 5653
70 2156 400 390 878 856 1357 1325 1836 1793 1478 1456 2258 213
935 2384 2284 5180 3643 7'?J37 5000 10792 5425 11635 8360
80 2461 387 374 12131 836 1338 1299 \814 1763 1455 1430 2230 2192 3004 24.4
775 2202 2088 4943 3414 7698 4738 10449 5164 11333 8035 17288 10900
tB 90 2766 373
592
358
1997
844
1866
815
4675
1318
3156
1274
7370
1792
4443
1733
10061
1433
412137
1403
10090
2202
7667
2158
16850
7970
10459
2912
22704
27.4

100 30.71 359 342 827 794 \299 1499 1769 1703 1410 1377 2174 2124 2937 2870 30.5
389 1768 1619 4375 2869 7003 4114 9627 4537 10607 7256 16361 9967 22107

110 3376 345 326 811 773 1279 1223 1747 1673 1388 1350 2146 2090 2903 2879 33.5
165 1514 1346 4044 2551 6598 3752 9\47 4172 10184 6803 15820 9423 21446
120 36.80 310 794 753 1260 1198 1725 1643 1365 1324 2118 2056 2870 2788 366
1236 1047 3681 2204 6154 3355 121322 3773 9720 6307 15228 8879 20723
130 3985 295 777 732 1240 1173 1703 1613 1343 1297 2090 2023 2837 2746 39.6
934 723 321213 1827 5672 2925 8050 3340 9216 5769 14584 8184 19937
140 42.90 279 760 711 J221 1147 1881 1583 1320 1271 2062 1989 2803 2705 427
608 373 2860 1421 5150 2460 7433 2872 121372 5188 13888 7488 J9C88
150 45.95 263 690 1201 1122 1658 1552 \298 1245 2034 1955 2770 2664 45.7
258 2402 984 4590 1962 6770 2370 8088 4565 13141 6741 18176

160 49.00 1275 12\8 2007 1921 2736 2623 48.8

1834 7463 3899 12342 5943 17201
170 52.04 1253 1192 1979 1887 2703 2581 51.8
1264 67<:l3 3191 11492 5094 16163
180 55.Q9 1230 1165 \951 1854 2669 2540 54.9
659 6093 2440 10591 4194 15003
190 58.14 1200 1139 1923 1820 2636 2499 57.9
20 5348 1646 9638 3244 13899
200 61.19 1112 1895 1786 2603 2457 61.0
4562 810 121333 2242 12673
Exira at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Exira
maximum
533 1079 1066 2159 \600 3239 2133 4318 2284 4579 3427 6869 4569 9158
bending stress

-- .-..- .. _--_.__ - _.- --_._ _--_._ _ .. _._._._-_. . . - - - _ ..•. _--_.. _------------------~--------_ •.. ~.....--.-----_ .. _----- ._-------~-----_._-'--. __ _-_._----....-._--.
..

j
 Table 2.3.1.3 Extra Wide Light

51 Unit.
SHEAR AND BENDING CAPACITY Shear. Kilonewlona Width Deck
AVAILABLE FOR UVE LOAD Bending: Kilonewlon Metre. EmaWtde Ughl

Nominal Actual Construction NomJDaI

Span Span Span
SS SSR DS DSR 1'5 TSR aS OSR DD DDR TO TOR aD ODR
It m ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm m
20 6.32 471 6.1
1425
30 9.37 458 455 947 9.1
1372 2871 2817
40 12.42 445 440 931 921 1418 12.2
1299 27gJ 2727 5708 4158
50 15.47 431 424 915 gJ1 1399 1379 1884 15.2
1200 2686 2612 5571 4023 8462 5433

60 18.52 418 409 898 881 1380 1354 1862 1827 1504 18.3
1093 2558 2472 5403 3859 8255 5245 11106 5671
70 21.56 405 394 882 86J 1362 1329 1840 1797 1482 1461 2262 21.3
959 2408 2308 5204 3667 0011 5024 10816 5449 11659 8384
80 2461 392 379 866 841 1343 1305 1819 1768 1460 1435 2235 2197 3009 24.4
806 2234 21J9 4975 3446 7729 4770 10481 5195 11364 8066 17319 10931
gJ 27.66 378 364 850 821 1324 1280 1739 1438 1409 2200 2164 2976 2917 27.4
'£ 100 30.71 365
632 2037
834
1906 4715
1305
3196
1255
7409 1797 4483
1709
10101
1416
49J7
1383
11029
2100
7706
2130
168gJ
2943
10498
2877
22743
30.5
348 800
438 1816 1668 4424 2917 7052 1776 4163 9676 45ffi 10656 7305 16410 10015 22155

110 33.76 352 333 818 780 1286 1230 16a:J 1395 1357 2153 2097 2910 2836 33.5
224 1573 1405 4103 2610 6657 1754 3811 9207 4231 10243 6862 15879 9482 21505
120 36.80 318 801 760 1267 1206 1650 1373 1332 2126 2064 2878 2795 366
1306 1117 3751 2274 6224 1733 3425 8692 3843 97gJ 6377 15298 8900 20793
130 39.85 303 785 740 1248 1181 1621 1351 1306 2099 2031 2845 2755 396
1017 805 3368 1910 5754 1711 3007 8133 3422 9299 5851 14666 8267 20019
140 42gJ 288 769 720 1230 1156 1591 1329 1200 2071 1988 2812 2714 42.7
704 469 2955 1516 5246 1689 2556 7529 2968 8768 5284 13984 7584 19184
150 4595 272 753 700 1211 1131 1562 1307 1254 2044 1965 2779 2673 45.7
368 108 2512 1094 4700 1668 2072 68a:J 2480 8198 4674 13251 6851 18286

160 49.00 1285 1228 2017 1931 2746 2633 488

1959 7588 4024 J2467 6068 17326
170 52.04 1263 1203 1989 1898 2714 2592 51.8
1405 6939 3331 11633 5235 16304
180 55.09 1242 1177 1962 1865 2681 2551 549
817 625) 2597 10749 4352 15221
IgJ 58.14 1220 1151 1935 1832 2648 2511 57.9
196 5523 1822 9813 3420 14075
200 6119 1125 1900 1799 2615 2470 610
4757 1005 8828 2437 12007
Extra 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maxImum
bending stress 533 1079 1066 2159 1600 3239 2133 4318 2284 4579 3427 6869 4569 9158
~

I I I I I I I I I I I I I I I I
 a I
• I I I
• • • • • • I
• • • • • •
Table 2.3.1.4 Extra Wide Heavy

SI Unit.
SHEAR AND BENDING CAPACITY Shear. Kilonewtons Width Deck
AVAILABLE FOR UVE LOAD Bending: Kilonewton Melre. Exira Wide Heavy

Construction
Nominal Actual 55 SSR DS DSR TS T5R OS DD DDR
Span Span OSR TO TOR OD ODR Nominal
Span
ft m kN kNm kN kNm kN kNm kN kNm kN kNm 'kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm m
20 632 463 61
1412
30 937 445 442 934 9.1
1343 2842 2788
40 12.42 428 423 914 904 1402 12.2
J248 2739 2675 5657 4106
50 15.47 411 404 894 880 1379 1358 1863 152
1126 2606 2532 5491 3943 8382 5353

60 18.52 393 384 874 856 1356 1329 1837 1802 1479 183
978 2443 2357 5288 3744 8140 5130 10991 5556
70 21.56 376 365 853 8}2 1333 1300 1811 1768 1453 1432 2233 21.3
803 2251 2152 5048 3511 7855 4867 10660 5293 11503 8228
80 24.61 358 346 833 808 1310 1271 1786 \735 1427 1402 2202 2164 2976 24.4
602 2030 1915 4771 3242 7525 4566 10277 4991 11160 7862 17116 10728
90 2766 341 326 813 783 1287 1243 1760 1701 1401 1372 2170 2126 2939 2800 274
~ \00 3071 324
375
307
1779
792
1648
759
4475
1264
2938
1214
7152
1734
4225
1668
9843 4649
1342
10772 7449
2089
16632 10241 22486
1375 2139 2902 2835 305
120 1499 1350 4106 2600 6734 3846 9358 4268 10338 6987 16092 9698 21838

110 33.76 288 772 735 1241 1185 1709 1634 1349 1312 2108 2052 2865 2790 335
1189 1021 3719 2226 6273 3426 8822 3847 9859 6478 15495 9098 21121
120 3680 268 752 711 1218 1156 1683 1601 1323 1282 2076 2014 2828 2746 36.6
849 661 3294 1817 5767 2968 8235 3387 9333 5920 14841 8443 20336
130 3985 249 731 686 1195 1127 1657 1567 1297 1252 2045 1977 2791 2701 396
4!l1 269 2832 1374 5218 2471 7597 2886 8763 5315 14130 7731 19483
140 4290 230 662 1172 1098 1632 1534 1271 1222 2013 1940 2754 2656 427
82 2334 895 4625 1934 6907 2346 8146 4662 13362 6962 18562
150 45.95 638 1149 1069 1606 1500 1245 1192 1982 1902 2717 2611 457
1799 381 3987 1359 6167 1767 7484 3961 12538 6138 17573

160 49.00 1219 1162 1950 1865 2680 2567 488

1148 6777 3213 11656 5257 16515
170 5204 1193 1132 1919 1828 2643 2522 518
489 6024 2416 10718 4320 15389
180 5509 1102 1888 1791 2606 2477 54.9
5225 1571 9723 3326 14195
190 5814 1072 1856 1753 2569 2432 57.9
4381 679 8671 2277 12932
200 61.19 1042 1716 2533 2387 61.0
3490 7562 1171 11601
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maximum 533 1079 1066 2159 1600 3239 2133 4318 2284 4579 3427 6869 4569 9158
b~ndUlg stress

...... __ .._....._... ~--- ... _._._-_. __ ..__ .._. __.__ ... _ ..•---_.
 Table 2.3.1.5 Extra Wide Super Heavy

SIU.,;t.
SHEAR AND BENDING CAPACITY Shear. Kilonewtons Width Deck
A VAILABLE FOR UVE LOAD
Bending:
- ICilonewton Metres Esira Wide Super Heavy
CODsbuction

Nominal Actual SS SSR DS DSR TS TSR OS OSR DD DDR TO TOR OD ODR Nomina
Span Span
Span
It m ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm ItN ItNm m
20 632 457 6.1
1403
30 9.37 437 434 926 9.1
1324 2823 2769
40 12.42 417 412 903 893 1391 12.2
1214 2705 2641 5623 4072
50 15.47 397 390 BBO 8157 1365 1344 1849 15.2
1073 2553 2479 5438 3890 8329 5300

60 1852 377 368 857 B40 13~9 1313 1821 1786 1463 18.3
902 2367 2281 5212 3668 BC64 5054 10915 54BO
70 21.56 357 346 834 813 1313 1281 1792 1749 1434 1412 2214 21.3
700 2148 2048 4945 3407 7752 4764 10556 5190 11400 8125
80 2461 337 324 81 I 786 1288 1250 1764 J713 1405 1380 2180 2142 2954 24.4
467 1895 J781 4636 3107 7391 4431 10142 4856 11025 7727 16981 10593
90 27.66 316 302 788 759 1262 1218 1735 1677 1376 1347 2146 2102 2914 2855 27.4
~ 100 30.71
204
280
1609
765
1478
732
4287
1236
2768
11815
6982
1707
4055
1640
9673
134B
4479
1314
10602
2112
7278
2062
16462 10071 22316
2874 2800 30.5
1289 1140 3896 2390 6524 3635 9148 4058 JOl2B 6777 15BB2 94BB 21628

110 33.76 258 742 705 1211 1155 1679 J604 1319 12B2 2077 2022 2835 2760 33.5
935 767 3465 1972 6019 3172 8568 3593 9605 6224 15241 BB44 20067
120 3680 236 719 678 1185 1123 1650 1568 J290 1249 2043 1982 2795 2713 36.6
547 358 2992 1515 5465 2666 7933 3004 9031 5618 14539 8140 20034
130 3985 213 651 1159 I09J 1622 1532 1261 1216 2009 1942 2755 2665 39.6
126 2478 1019 4B64 2117 7242 2532 8400 4961 13776 7376 19129
140 42.90 624 1133 J060 1593 1495 1233 1184 1975 1902 2716 2618 42.7
1923 4B4 4214 1524 6496 1936 7736 4251 12951 6551 18151
ISO 45.95 597 1028 1565 1459 1204 1151 1941 1861 2676 2570 45.7
1327 3516 887 5695 1296 7013 3490 12066 5666 17101

160 49.00 1175 1118 1907 1821 2636 2523 488

612 6241 2676 11120 4721 15979
170 52.04 1006 J873 1781 2597 2475 518
5419 1811 10113 3715 14784
180 55.09 1053 1838 1741 2557 2428 549
4547 893 9044 2648 13516
190 5814 1020 1701 2517 23s0 57.9
3625 7915 1521 12176
200 61.19 9BB 1661 2478 2333 61.0
2653 6725 334 10764
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maxImum
533 1079 1066 2159 1600 3239 2133 4318 2284 4579 3427 6869 4569 9158
bending stress

I I I I I I I I I I ,
 • I
• I I I
• I
• I
• I
• • • • I
• I

Table 2.3.1.6 Ultra Wide Super Heavy

SI Units
SHEAR AND BENDING CAPACITY Shear. KilonewlonJI Width Deck
AVAll.ABLE FOR UVE LOAD Bending: Kilonewlon Metres Ultra Wide Super Heavy
Conslruction
Nominal Actual SS SSR DS DSR TS TSR OS OSR DD DDR TO TOR OD
Span Span ODR Nomir
Span
h m kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm m
20 632 449 6.1
1390
30 937 425 422 914 9.1
1296 2795 2740
40 12.42 401 396 887 877 1375 12.2
1164 2655 2591 5573 4023
50 1547 377 370 860 846 J345 1324 1829 152
996 2475 2401 5361 3812 8251 5223

60 1852 353 344 833 816 1315 1289 1797 1762 1439 183
791 2256 2170 5101 3557 7953 4943 10804 5368
70 21.56 329 318 8Cfj 785 1285 1253 1764 1721 1406 1384 2186 21.3
549 1997 1897 4794 3256 7fI:IJ 4613 10405 S039 IJ248 7974
80 2461 305 292 779 754 1256 1218 1732 1681 1373 1348 2148 2110 2922 244
270 1698 1584 4439 2910 7194 4234 9945 4659 10828 7530 16784 10396
1O 90 2766 266 752 723 1226 1182 1699 1641 1340 1311 2110 2066 2878
--..] 2819 274
1360 1229 4038 2519 6732 3806 9424 4230 10353 7029 16213 9821 22067
100 3071 240 725 692 1196 IJ46 1667 I fI:IJ 1308 1274 2072 2022 2834 2768 305
981 832 3589 2082 6217 3328 8841 3751 9821 6470 15575 9180 21310

110 3376 214 698 661 1167 1111 1635 1560 1275 1238 2033 1978 2791 2716 335
563 395 3093 1601 5647 2801 8197 3222 9233 5852 14869 8473 20496
120 3680 188 630 1137 1075 1602 1520 1242 1201 1995 1934 2747 2665 36.6
105 25SO 1073 S023 2224 7491 2643 8589 5176 14097 7699 19592
130 3985 599 1107 1039 1570 1479 1209 1164 1957 1890 2703 2613 39.6
1960 SOl 4345 1598 6724 2014 7890 4443 13257 6858 18611
140 42.90 568 1004 1537 1439 1177 1128 1919 1845 2660 2562 42.7
1322 3613 923 5895 1335 7135 3651 123SO 5951 175SO
ISO 4595 537 968 1505 1399 1144 1091 J881 1801 2616 2510 457
637 2826 198 5005 606 6323 2800 11377 4977 16412

160 4900 1054 1843 1757 2572 2459 488

5456 1892 10336 3936 15194
170 5204 1018 1805 1713 2529 2407 518
4533 926 9227 2829 13893
180 55.09 981 1669 2485 2356 549
3554 8052 16.."6 12524
190 58.14 944 1625 2441 2304 57.9
2520 6810 416 11071
200 6119 908 1581 2253 61.0
1429 5500 9540
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maximum
533 1079 1066 2159 1600 3239 2133 4318 2284 4579 3427 6869 4569 9J58
bending stress

__
. ....... __ ._--- ...---- _.....- ..... _- ..._.. _. _.... -- ...... _--- .... --_._-_._._---------------_ ..
---- .. _------------------- - - - - --.. -·-·~·-- . --..--·----·.. -..·----.. - --l-
 Table 2.3.1.7 Double Wide Light

SI Unit.
SHEAR AND BENDING CAPACITY Shear. Kilonewtons Width Deck
AVAILABLE FOR UVE LOAD Bending: Kilonewton Metre•. DouhleWide Light

Con,buction
Nominal Actual SS SSR DS DSR TS TSR QS QSR DD DDR m mR QD QDR Nomi
Span Span Span
It m kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm m
20 6.32 940 61
2846
30 9.37 912 906 1402 9.1
2735 5734 4183
40 1242 884 875 1372 1357 1859 12.2
2583 5565 4014 8487 5444
50 1547 857 843 1341 1321 1826 1798 1468 152
2388 5347 3799 8238 5209 IlI28 5635

60 18.52 829 811 1311 1285 1793 1757 1434 1417 2220 18.3
2151 5081 3538 7934 4923 10785 5349 11593 8339
70 21.56 801 780 1281 1248 1759 1716 1401 1380 2181 2149 2961 21.3
1871 4767 3230 7574 4587 10379 5013 11222 7947 17262 10878
80 2461 773 748 1250 1212 1726 1675 1368 1342 2142 2104 2916 2865 244
1549 4405 2876 7159 4200 9911 4625 10794 7496 16750 10362 22700
90 2766 746 716 1220 1176 1693 1634 1334 1305 2104 2059 2872 2813 274
HS 1186 3395 2476 6689 3763 9381 4187 10309 6986 16170 9778 22023
100 3071 718 685 1189 lI39 1660 1593 1301 1267 2065 2015 2828 2761 30.5
779 3536 2029 6164 3275 8788 3698 9768 6417 15522 9127 21267

110 3376 690 653 1159 1103 1627 1552 1267 1230 2026 1970 2783 2709 33.5
331 3029 1536 5583 2737 8133 3157 9169 5788 14805 8409 20431
120 3680 621 1128 1067 1594 151\ 1234 1193 1987 1925 2739 2657 36.6
2474 997 4947 2148 7415 2566 8513 5100 14020 7622 19516
130 3985 590 1098 1030 1561 1470 1200 1\55 1948 lasl 2694 2604 39.6
1870 411 4256 1509 6634 1924 7801 4353 13168 6768 18521
140 42.90 558 994 1528 1430 1167 1118 1909 1836 2650 2552 42.7
1218 3509 819 5792 1231 7031 3547 12247 5847 17447
\50 4595 526 958 1494 1389 1134 lOBI 1870 1791 2606 2500 45.7
519 2707 79 4887 487 6204 2681 11258 4858 16293

160 49.00 1043 1832 1746 2561 2448 48.8

5321 1757 10200 3801 15059
170 5204 1006 1793 1702 2517 2395 518
4381 773 9075 2677 13746
180 55.09 969 1657 2473 2343 549
3383 7881 1485 12353
190 58.14 931 1612 2428 2291 57.9
2329 6619 225 IOBSI
200 61.19 894 1218 \567 2239 610
5289 9329
Exira at 0 0 0 0 0 0 0 0 0 0 0 0 Exira
maxImum 1066 2159 1600 3239 2133 4318 2284 4579 3427 6869 4569 9158
bending stress

I I I I I I I I I I I I I I I I
 • • • • • • • • • • • • • • I
• • • •
Table 2.3.1.8 Double Wide Heavy

SI Units
SHEAR AND BENDING CAPACITY Shsat: KUonewtons Width Deck
AVAILABLE FOR UVE LOAD Bending: KUonewton Metres Double Wide Heavy

Nominal Actual Construction Nomin

Span Span Span
SS SSR DS DSR TS TSR QS QSR DD DDR rn rnR QD QDR
ft m kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm kN kNm m
20 6.32 930 61
2830
30 937 897 892 1387 91
2701 5699 4148
40 1242 865 855 1352 1338 1839 12.2
2522 5504 3953 8426 5383
50 1547 832 818 1317 1296 1801 1774 1443 15.2
2293 5252 3704 8143 5114 11033 5540

60 1852 800 782 1282 1255 1763 1728 1405 1387 2191 18.3
2014 4945 3402 7798 4787 1Cl348 5213 11457 8203
70 2156 767 745 1246 1214 1725 1682 1367 ]345 2147 2115 2926 21.3
1686 4582 3045 7389 4402 10194 4828 11037 7762 17077 10693
80 2461 734 709 1211 1173 1687 1636 1328 1303 2103 2065 2877 2826 244
1308 4164 2635 6918 3959 9670 4384 10553 7255 \6508 10121 22459
90 2766 702 672 1176 1132 1649 1590 1290 1261 2059 2015 2828 2769 274
i£ 100 3071 669
880
636
3689
1140
2171
1090
6384
1611
3458
1544
9076
1252
3882
1218
10004
2016
6681
1966
15865
2779
9473
2712
21718
30.5
403 3159 1653 5787 2899 8411 3321 9391 6040 15145 8751 20891

110 3376 599 1105 1049 1573 1499 1213 1176 1972 1916 2729 2655 33.5
2574 1081 5128 2282 7677 2702 8714 5333 14350 7953 19976
120 3680 563 1070 1008 1535 1453 1175 1134 1928 1866 2680 2598 366
1932 456 4406 1607 6873 2025 7972 4559 13479 7001 18975
130 3985 526 967 1497 1407 1137 1092 1884 1817 2631 2541 39.6
1235 3621 874 5999 1289 7165 3718 12533 6133 17886
140 42.90 489 926 1459 1361 1098 1049 184\ 1767 2581 2483 42.7
482 2773 83 5056 495 6295 28J1 11511 51 JI 16711
150 45.95 884 1315 1007 1787 1718 2532 2426 45.7
1862 4042 5360 1837 10413 4013 15448

160 49.00 965 1753 1668 2483 2369 48.8

4360 796 9239 2840 14098
170 5204 923 1618 2434 2312 518
3296 7990 1592 12661
180 5509 880 1569 2384 2255 54.9
2168 6666 269 11138
190 5814 838 1519 2198 579
975 5265 9527
200 6119 1469 2\41 61.0
3789 7829

Extra at 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maximum 1066 2159 1600 3239 2133 4318 2284 4579 3427 6869 4569 9158
bending stress
. I I I I I I I I I I I I

. _-_._.-- _ _ _ --_ _--_._.__ _.. __ _--_.. _-_._---_._---_ .. __ .------_ -_ _-- _.-.--_ _-- .. _-------- .- _-_.-_.-.-- - .._._ _.._---_.----~
 Table 2.3.2.1 Standard Light

Imperial Unite
Shear TOM Width Deck
SHEAR AND BENDING CAPACITY Bending. Ton. Feel Siandard Light
AVAILABLE FOR UVE LOAD

NominaJ Con9truction
Span Actual
SSR DS DSR TS TSR OSR DD DDR TO TOR OD ODR Span
SS OS
h Ion lonh Ion tanh Ion lanh ton lonll Ion lonh Ion lanh Ion tanh Ion lonh Ion lonh ton lonh Ion lanh ton tanh Ion tanh Ion tanh h
20 47.7 20.75
471
30 46.5 462 95.6 3075
456 949 932
40 454 44.9 94.2 932 143.1 40.75
435 926 SKJ5 1887 1376
50 442 43.5 927 91.4 141.4 139.3 ISKJO SO 75
409 896 871 1846 1336 2798 1800

00 43.1 42.2 91.3 895 139.7 137.0 188.0 184.5 152.1 0075
377 859 831 1796 1287 2735 1744 3674 1884
70 41.9 409 89.9 87.7 138.0 134.7 186.0 181.7 lSO.1 147.9 228.3 70.75
339 816 783 1736 1230 2661 1677 3584 1817 3862 2783
80 40.8 39.5 884 85.9 136.3 132.4 1840 178.9 148.0 145.5 225.8 222.0 303.5 80.75
295 765 728 1668 1164 2575 1600 3481 1740 3772 2686 5733 3629
SKJ 397 38.2 87.0 840 134.5 130.1 182.1 176.2 146.0 143.1 223.2 218.8 300.4 294.5 SKJ.75
....... 246 708 665 15SKJ IOSKJ 2477 1514 3364 1653 3669 2575 5599 3495 7527
o
o 100 385
191
36.8
645
855
596
82.2
lS03
132.8
1007
127.8
2369
180.1
1417
173.4
3233
144.0
1557
140.7
3555
220.7
2452
215.7
54SO
297.3
3344
2SKJ.6
7342
100.75

110 37.4 35.5 84.1 80.4 131.1 125.5 178.1 170.6 142.0 138.3 218.1 212.5 294.2 286.7 110.75
130 ~4 519 1407 916 2248 131 I 3088 14SO 3429 2316 5285 3179 7138
120 362 34.2 82.7 78.5 129.4 1232 176.1 167.9 140.0 135.9 215.6 209.4 291.0 282.8 120.75
64 497 435 1302 816 2117 1195 2929 1333 3291 2167 5104 2998 6914
130 32.8 812 76.7 127.7 1209 174.2 165.1 1380 133.5 2l3.0 206.3 287.9 278.9 130.75
414 344 1188 708 1974 1069 2757 1206 3141 2006 4908 2801 6671
140 31.5 79.8 749 126.0 118.6 1722 162.3 136.0 131.1 210.5 203.1 284.8 275.0 140.75
323 246 1065 591 1819 933 2571 1069 2979 1831 4696 2589 6408
150 30.1 78.4 731 1243 116.4 170.2 1596 134.0 128.7 207.9 200.0 281.7 271.1 lSO.75
226 141 932 465 1653 787 2370 922 2804 1644 4468 2361 6126

100 132.0 126.3 205.4 196.8 278.6 267.2 100.75

765 2618 1445 4225 2118 5825
170 130.0 123.9 202.8 193.7 275.5 263.3 170.75
598 2420 1232 3966 1859 5504
180 128.0 121.5 200.3 ISKJ.5 2724 259.4 180.7,
420 2210 lao7 3691 1585 5163
lSKJ 1260 119.1 197.7 1874 269.3 255.5 ISKJ75
233 1007 769 3400 1295 4803
200 123.9 116.7 195.2 184.3 266.2 251.6 20075
36 1753 518 3094 989 4424
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maximum 175 355 351 7]] 526 1066 702 1422 752 1507 1128 2261 1504 30J5
bending stress

I I I I I I I
 • I
• • • • • • • • • • • • • a a a a

Table 2.3.2.2 Standard Heavy

Imperial Unit.
SHEAR AND BENDING CAPACITY Shear. To... Width Deck
AVAILABLE FOR UVE LOAD Bending: Tons Feet Standard Heavy
Nominal Conshuction Actual
Span Span
SS SSR OS DSR TS TSR QS QSR DO DDR 1D TOR QD QDR
It ton tonft Ion lonft Ian tonft ton tonft ton tonft Ion tonft ton tonft ton tonft Ion lonft ton tonft ton tonft tan lonft ton lonft ton tonft It
20 472 20.75
468
30 458 455 948 3075
450 944 926
40 44.4 439 932 92.2 1421 40.75
425 916 895 1877 1366
50 430 423 915 90.1 140.1 138.1 1887 50.75
393 880 856 1830 1320 2782 1784

60 416 40.7 898 88.0 138.2 1355 1865 1830 150.6 60.75
354 836 808 1773 1265 2712 1721 3651 1861
70 39.1 88.1 85.9 1362 133.0 184.3 180.0 1483 1461 226.6
-- --
7075
40.2
308 784 752 1705 1199 2630 1646 3553 1786 3831 2752
80 388 375 86.4 83.9 134.2 130.4 182.0 176.9 146.0 143.5 223.8 2200 3015 0075
255 725 687 1627 1124 2534 J560 3440 1700 3731 2645 5692 3589
90 37.4 359 84.7 818 132.3 127.9 179.8 1739 143.8 140.8 221.0 2166 2981 292.2 9:J.75
195 657 614 1539 1039 2426 1463 3313 1602 3618 2524 5548 3443 7475
o 100 360 343 83.0 79.7 130.3 1253 177.6 170.9 1415 138.2 218.2 213.2 294.8 288.1 10075
128 582 533 1440 944 2306 1354 3170 1494 3492 2389 5387 3281 7279

110 346 32.7 814 776 128.4 1228 175.4 167.9 139.3 135.5 215.4 209.8 291.4 2839 11075
54 498 443 1331 840 2172 1235 3012 1373 3353 2240 5209 3103 7061
120 312 79.7 75.5 126.4 120.2 1731 164.9 1370 132.9 212.6 206.4 288.0 2798 120.75
407 344 1212 725 2026 1104 2839 1242 3200 2076 5014 29:J7 6823
130 296 78.0 73.5 124.5 117.7 170.9 161.8 134.7 1302 209.8 203.0 284.7 275.6 13075
307 238 1082 601 1867 963 2650 1099 3034 1899 4802 2694 6564
140 280 76.3 71.4 122.5 115.1 168.7 158.8 132.5 127.6 207.0 199.6 281.3 2715 14075
200 123 941 467 1696 810 2447 945 2855 1708 4573 2465 6285
150 26.4 693 1206 112.6 166.4 1558 130.2 124.9 204.2 196.2 2780 267.4 15075
85 791 324 1511 646 2229 780 2663 lS03 4327 2219 5984

160 128.0 122.3 201.4 192.8 274.6 2632 160.75

604 2457 1283 4064 1957 5664
170 125.7 119.6 1986 189.4 2713 259.1 170.75
416 2238 IOSO 3784 1677 5322
180 123.5 1170 195.8 1860 267.9 2549 18075
217 2006 803 3487 1381 4959
190 121.2 114.3 193.0 1826 2646 2508 19:J.75
6 1760 542 3173 1068 4576
200 111.7 190.2 1792 2612 246.6 200.75
1502 266 2842 738 4172
Extro a1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Exira
maximum
bend ing stress
175 355 351 7\ I 526 1066 702 1422 752 1507 1128 2261 1504 3015

._o_.. _.. ~ __._.._.__ . ._ . .._..._...._.__ o ••• _ ••• ••.• • _ _ . _. . . . ._. _ _• __• • . • • _ _• • • _ _ 0_ _• ._._0._. . _ _. .__ .0_0.. . •.. 0 .._._0 __ ._ . , . _
 Table 2.3.2.3 Extra Wide Light

Imperial Unils
SHEAR AND BENDING CAPACITY Shear. Tons Width Deck
AVAILABLE FOR liVE LOAD Bending: Tons Feel Extra Wide Lighl

Nominal Construction Actual

5pan Span
55 55R DS D5R T5 TSR 05 05R DD DDR TO TOR OD ODR
fi Ion lonf1 Ion lonft Ion lonh Ion lonll Ion lonh Ion lonh Ion lonh Ion lonh Ion tanh Ion lonh Ion tanh Ion tanh Ion tanh Ion lonh fi
20 47.3 20.75
469
30 459 45.7 95.0 30.75
451 945 927
40 44.6 441 93.4 92.4 142.3 4075
427 918 897 1879 1369
50 433 42.6 91.8 90.4 140.4 138.4 1890 SO.75
397 884 860 1834 1324 2786 1789

60 420 411 902 88.4 1385 135.9 1869 183.4 ISO.9 60.75
360 842 814 1779 1270 2718 1727 3857 1867
70 406 396 885 864 136.6 133.4 184.7 180.4 148.7 146.6 227.0 70.7~
316 792 760 1713 1207 2637 1654 3561 1794 3839 2760
........ 80 39.3 38.0 86.9 84.4 134.8 130.9 1826 177.4 146.5 144.0 224.3 220.5 302.0 80.75
otv 265 735 697 1638 1134 2545 1570 3451 1710 3741 2656 5702 3599
90 380 365 85.3 82.4 132.9 1284 180.4 174.5 144.4 141.4 221.6 217.1 2987 292.8 90.75
208 670 627 1552 1052 2439 1476 3326 1615 3631 2537 5561 3456 7488
100 366 350 83.7 803 131.0 1260 178.2 171.5 142.2 138.8 218.8 213.8 2954 2887 100.75
144 598 549 1456 960 2322 1370 3186 1510 3508 2405 5403 3297 7295

110 353 335 821 78.3 1291 1235 176.1 1686 140.0 136.2 2161 210.5 292.1 2846 110.75
73 518 462 1351 859 2192 1254 3031 1393 3372 2259 5228 3122 7081
120 31.9 80.4 763 127.2 121.0 173.9 1656 1378 133.6 213.4 207.2 288.8 280.5 120.75
430 368 1235 749 2049 1127 2862 1265 3223 2100 S037 2930 6846
130 30.4 788 74.3 1253 118.5 171.7 162.7 135.6 131.1 210.6 203.8 285.5 276.5 130.75
334 265 1109 628 1894 990 2678 1127 3061 1926 4829 2722 6591
140 289 77.2 723 123.4 1160 169.6 159.7 133.4 1285 207.9 200.5 282.2 272.4 140.75
231 154 973 499 1727 841 2479 977 2887 1739 4604 2497 6316
ISO 273 756 703 121.5 1136 1674 156.8 131.2 125.9 205.1 1972 278.9 2683 ISO 75
121 35 827 360 1547 682 2265 816 2699 1539 4363 2255 6021

160 1290 1233 202.4 193.8 275.6 264.2 160.75

645 2498 1325 4105 1998 5705
170 126.8 120.7 199.7 1905 272.4 260.2 170.75
462 2285 1097 3830 1723 5368
180 1246 118.1 1969 187.2 269.1 256.1 180.75
269 2058 855 3539 1433 SOIl
190 122.4 115.5 1942 183.9 265.8 252.0 19075
64 1818 600 3231 1126 4634
200 112.9 191.5 1805 262.5 247.9 20075
1566 331 29)3 802 4236
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
rnn:.;llnllm 175 355 702 1422 752 2261 1504 3015
351 711 526 1006 1507 1128
bendmg stress

I I I I I I I I I I I I I I I I I , ,
 • • • • • • • • • • • • I
• • • • • •
Table 2.3.2.4 Extra Wide Heavy

Imperial Unit.
Shear. Tons Width Deck
SHEAR AND BENDING CAPACITY Bending: Tans Feet Exira Wide Heavy
AVAILABLE FOR UVE LOAD

Nominal Construction
Span Actual
h 58 SSR DS DSR TS TSR QS QSR DD DDR TO TOR OD QDR Span
ton tonh Ion lonh Ion tonh ton tonft Ion tonh Ion tonh ton tonh ton tonh ton tonh Ion lanh Ion tonh ton tonh Ion tonh ton lonh h
20 46.4 ~.75
465
30 447 44.4 938 3075
442 936 918
40 43.0 42.5 917 908 1407 4075
411 901 881 1862 1352
50 41.2 405 897 883 138.4 136.3 1870 5075
370 858 833 1808 1298 2759 1762

60 395 386 87.7 85.9 1360 133.4 184.4 1809 148.4 60.75
322 804 776 1741 1233 2680 1689 3619 1829
70 37.7 36.6 856 835 133.7 1305 181.8 117.5 145.8 1437 2241 70.75
264 741 708 1662 1156 2586 J602 3510 1743 3787 2709
80 360 34.7 836 810 1314 1276 1792 174.1 143.2 140.7 2210 217.2 2986 8075
198 668 630 1571 1007 2478 1503 3384 1643 3674 2588 5635 3532
90 342 328 816 786 1291 124.7 176.6 1708 1406 137.7 217.8 213.4 294.9 289.1 9075
123 585 542 1467 967 2355 1391 3241 1531 3547 2452 5476 3372 7404
o 100 32.5 308 795 762 126.8 1218 174.1 214.7 10075
w 39 493 444 1352 856 2217 1266
1674
3081
138.0
J405
134.7
3404 2300
209.7
5298
291.2
3193
284.6
7190

110 28.9 775 738 124.5 118.9 17l.5 164.0 135.4 131.7 2115 2059 2875 280.1 11075
391 336 1224 733 2005 IJ28 2905 1266 3246 2133 5102 2995 6954
120 269 75.4 71.3 122.2 116.0 168.9 160.6 132.8 128.7 208.4 202.2 283.8 275.6 12075
279 217 1084 598 1899 977 2711 1115 3073 1949 4886 2780 6696
130 250 73.4 68.9 1199 J13.1 166.3 157.3 130.2 125.7 2052 198.4 280.1 2711 13075
158 88 932 452 1718 813 2501 950 2885 1750 4652 2545 6415
140 231 66.5 1176 110.2 163.7 1539 127.6 122.6 202.1 J94.7 276.4 266.6 14075
27 768 294 1522 637 2274 772 2682 1535 4399 2292 6112
150 640 1153 107.3 1612 150.5 125.0 1196 198.9 1909 272.7 262.1 150.75
592 125 1312 447 2030 581 2464 1304 4128 2021 5786

160 122.3 116.6 195.8 187.2 2690 257.6 16075

378 2231 1057 3838 1731 5438
170 1197 113.6 1926 183.5 265.3 253.1 170.75
161 1983 795 3529 1422 5007
180 1106 1895 1797 2616 2486 18075
1720 517 3201 1095 4674
190 107.6 186.3 1760 2579 244.1 J9075
1442 223 2855 749 4258
200 1046 172.2 254.2 2396 20075
1149 2489 385 3820
Ex.tra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Exira
maxImum 175 355
bendmg stress
351 711 526 1006 702 1422 752 1507 1128 2261 1504 3015

- ...---.-------..-.....-- .... ------.----~.- . .- - .-----.----------------~---------.-----~--

..--.---. ··--·----··-·-·-------T----·
 Table 2.3.2.5 Extra Wide Super Heavy

Imperial UDiI.
SHEAR AND BENDING CAPACITY Shear. Tona Width Deck
AVAILABLE FOR UVE LOAD Bending: Ton. Feet EmaWide Super Heavy

Conotruction
Nominal Actual
Span SS SSR DS DSR TS TSR QS QSR DD DDR TO TOR QD QDR Spon
It Ion lonlt Ion lonlt Ion lonlt Ion lonlt Ion lonlt Ion tonlt Ion lonlt Ion tonlt Ion lonft ton tonlt Ion tonlt Ion tonlt ton lonlt Ion lonlt It
20 45.9 2075
462
30 43.9 43.6 93.0 30.75
436 929 911
40 41.9 41.4 907 89.7 139.6 4075
399 890 869 1851 1341
50 39.8 392 88.3 87.0 137.0 1349 185.6 SO 75
353 840 816 1790 12BO 2742 1745

60 37.8 369 86.0 84.3 1344 131.8 182.7 179.2 1468 6075
297 779 751 1716 1208 2655 1664 3594 1804
70 35.8 347 837 81.6 131.8 128.6 1799 175.6 143.9 141.8 222.2 7075
230 707 674 1628 1122 2552 1568 3476 1709 3753 2675
....... 80 33.8 32.5 81.4 78.9 1292 125.4 177.0 171.9 141.0 138.5 2188 2150 2965 80.75
~ 90 31.8
154
30.3
624
79.1
586
76.1
1526
126.7
1023
1222
2433
174.2
1459
168.3
3339
138.1
1599
135.2
3630
215.4
2544
2109
5591
2925
3488
2866 9075
67 529 486 1411 911 2298 1335 3185 1475 3490 2396' 5420 3316 7348
100 281 768 73.4 124.1 119.1 1713 1646 135.3 131.9 211.9 206.9 288.5 281.8 100.75
424 375 1283 787 2148 1197 3012 1336 3335 2231 5229 3124 7121

110 259 74.5 707 121.5 115.9 168.5 161.0 132.4 128.6 208.5 202.9 284.5 277.0 11075
307 252 1140 649 1982 1044 2821 1183 3162 2049 SOl8 2912 6871
120 236 72.2 68.0 118.9 112.7 1656 157.4 129.5 125.4 205.1 1989 280.5 272.3 120.75
180 118 985 499 1799 878 2612 1015 2973 1850 4787 2680 6596
130 21.4 65.3 116.3 1095 162.8 153.7 126.6 122.1 201.6 1949 276.5 267.5 13075
41 816 335 1601 697 2384 833 2768 1633 4536 2428 6298
140 62.6 1138 106.4 159.9 ISO.1 123.7 118.8 198.2 190.8 2726 262.7 14075
633 159 1387 SOl 2139 637 2547 1400 4264 2157 5976
ISO 599 1032 157.0 146.4 120.8 115.5 194.8 186.8 268.6 258.0 ISO 75
437 1157 292 1875 426 2309 1149 3973 1865 5631

160 118.0 112.2 191.4. 182.8 2646 253.2 16075

201 2055 881 3661 1554 5261
170 109.0 187.9 178.8 260.6 248.4 17075
1784 596 3329 1223 4867
180 105.7 184.5 174.8 2566 243.7 180.75
1497 294 2978 872 44SO
190 r 102.4
1193
170.7
2606
252.7
500
238.9
4009
190.75

200 99.1 1667 248.7 234.1 20075

873 2214 110 3544
Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Exira
maximum 175 355 351 711 526 702 \422 752 1507 1128 2261 1504 3015
1006
bending stress

I I I I I I I I I I I I
 • • • • • • • • • • • • • • • • • • •
Table 2.3.2.6 Ultra Wide Super Heavy

Imperial Unit
SHEAR AND BENDING CAPACITY Shem: TolUI Width Deck
A VAILABLE FOR UVE LOAD Bending: TOIUI Feet Ultra Wide SUp<'f Heavy
Nominal Consbuction
Span Actual
55 5SR OS 05R TS TSR OS OSR 00 OOR TO TOR 00 OOR Spon
It Ion tonll ton lonll Ion tonll Ion tonll Ion tonll ton lonll Ion tonll Ion lonll ton lonll Ion tonll Ion lonll Ion tonll Ion ionll Ion tonll It
20 45.1 20.75
457
30 42.7 42.4 91.8 30.75
426 920 902
40 40.3 39.8 89.0 88.1 138.0 40.75
383 874 853 1835 1324
50 37.8 37.1 86.3 850 135.0 132.9 1836 50.75
328 815 790 1765 1255 2717 1719

60 35.4 34.5 83.6 81.9 132.0 129.3 180.3 1768 144.4 60.75
260 743 714 1679 1171 2618 1627 3557 1767
70 33.0 31.9 809 78.7 129.0 125.8 177.1 172.8 14l.! 138.9 219.4 70.75
180 657 624 1578 1072 2502 1519 3426 1659 3703 2625
80 306 29.3 78.2 75.6 126.0 122.2 173.8 168.7 137.8 135.3 2J5.6 211.7 293.2 80.75
89 559 521 1461 958 2368 1394 3274 1534 3565 2479 5526 3423
...... 90 26.7 75.5 72.5 123.0 118.6 170.6 164.7 134.5 13 \.6 211.7 2fY7.3 288.9 283.0 90.75
o 447 404 1329 829 2216 1253 3103 1392 3408 23\4 5338 3234 7265
CJ1 100 24.1 72.8 69.4 120.1 115.0 167.3 160.6 131.2 127.9 207.9 202.9 284.5 277.8 100.75
323 274 1181 685 2047 1096 2911 1235 3233 2130 5128 3022 7020

110 2\.4 700 66.3 117.J 111.5 164.0 156.6 128.0 124.2 204.1 198.5 280.1 272.6 110.75
185 130 1018 527 1859 922 2699 1060 3040 1927 4896 2789 6748
120 188 63.2 114.1 107.9 160.8 152.5 124.7 120.5 200.3 194.\ 275.7 267.4 120.75
34 839 353 1654 732 2466 870 2828 1704 4641 2535 6451
130 60.1 Ill.! 104.3 157.5 148.5 12\.4 116.9 196.4 189.6 271.3 262.3 130.75
645 165 1430 526 2214 663 2598 1462 4365 2258 6128
140 57.0 100.8 154.3 J44.4 J 18.J 113.2 192.6 185.2 266.9 257.1 . 140.75
435 1189 303 1941 439 2349 1202 4066 1959 5778
150 53.9 97.2 15\.0 140.4 114.8 109.5 188.8 180.8 262.6 251.9 . 150.75
210 930 65 1648 199 2082 922 3746 1638 5404

160 105.8 184.9 176.4 258.2 246.8 160.75

1796 623 3403 1296 5003
170 102.1 18l.! 172.0 2538 24 \.6 170.75
1492 304 3038 931 4576
180 98.5 167.5 249.4 236.4 180.75
1170 2651 545 4123
190 948 163.1 245.0 23\.3 190.75
829 2242 137 3645
200 9l.! 158.7 226.1 200.75
470 1811 3141
Exlm at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
maxtmum
175 355 351 7\ I 526 1066 702 1422 752 1507 1\28 2261 1504 3015
bending stress

_._ __.__.._ _ -- ._ - _.. _ _..__ . __._-_ _-_.._---_._------~---_ .. _-~._---- .._-_. __._--_ __ .~. .---~. --_._, ---'.. "-----.- "-,---- --.-~-----------_.- . . -. r------
 Table 2.3.2.7 Double Wide Light

Imperial Units
Shear. ToDS Width Deck
SHEAR AND BENDING CAPACITY Bending: Tons Feet Double Wide Light
AVAILABLE FOR UVE LOAD

Nominal Construction
Span Actual
SS SSR DS DSR TS TSR OS OSR DD DDR TD TOR OD ODR Span
1I ton lonlt Ion lonlt Ion lonlt Ion tonlt Ion tonlt ton tonlt ton tonlt ton lonlt ton tonlt Ion tonlt ton lonlt ton lonlt ton lonlt ton tonlt 1I
20 94.3 20.75
937
30 915 910 140.7 30.75
900 1888 1377
40 888 87.8 137.7 1362 1866 40.75
850 1832 1321 2794 1793
SO 860 846 1346 132.6 183.2 180.5 147.3
786 1760 1251 2712 1715 3664 1855 50.75

60 83.2 81.4 1316 128.9 179.9 176.4 144.0 142.2 2228 60.75
708 1673 1165 2612 1621 3551 1761· . 3817 2746
70 80.4 78.3 128.5 125.3 1766 172.3 140.6 138.5 2189 2157 297.1 70.75
616 1569 1063 2494 1510 3417 1650 3695 2616 5684 3582
f-o
80 77.6 75.1 125.5 121.6 173.3 1682 137.3 1347 215.0 2112 292.7 2876 8075
510 1450 947 2357 1383 3263 1523 3554 2468 5515 3412 7474
@ 90 74.8 719 122.4 1180 169.9 164.0 133.9 1310 211.1 2067 288.2 282.3 90.75
390 1315 815 2202 1239 3088 1378 3394 2300 5324 3219 7251
100 721 687 119.4 114.4 166.6 159.9 130.5 1272 207.2 202.2 283.8 277.1 10075
256 1164 668 2029 1078 2893 1217 3216 2112 5110 3005 7002

110 693 655 116.3 110 7 163.3 155.8 127.2 123.5 2033 197.7 2793 2719 110.75
109 '*37 506 1838 901 2677 1039 3019 1905 4875 2768 6727
120 62.4 1133 107.1 160.0 1517 1238 1197 1'*3.4 193.2 274.9 2666 120.75
814 328 1629 707 2441 845 2803 1679 4616 2509 6426
130 592 1102 103.4 156.6 147.6 120.5 116.0 1955~)887 270.4 2614 13075
615 135 1401 496 2184 633 2568 1433 4335 2228 6098
140 560 998 153.3 143.5 1171 112.2 1916 I 184.2 266.0 256.1 140.75
401 1155 269 1907 405 2315 1169 4032 1925 5744
ISO 528 96.1 150.0 139.4 1138 108.5 1877 1798 2615 2509 lSO.75
170 891 26 1609 160 2043 . 883 3706 15'*3 5364

160 104.7 1838 175.3 257.1 245.7 160.75

1752 578 3358 1251 4958
170 101.0 179.9 1708 252.6 240.4 17075
1442 254 2988 881 4526
]80 972 , 1663 2482 235.2 180.75
1114 2595 489 4067
]90 935 1618 2437 2299 19075
767 2179 74 3582
200 89.7 157.3 2247 200,5
401 1741 3071
Extra at 0 0 0 0 0 0 0 0 0 0 Ex~a
0 0
maximum 2261 1504 3015
351 711 526 1066 702 1422 752 1507 1128
bending stress

I I I I I I I I I I I I I I I
 • • • • • • • • • • • • • • • • • • •
Table 2.3.2.8 Double Wide Heavy

hnperial Units
Shear. Tons Width Deck
SHEAR AND BENDING CAPACITY
AVAILABLE FOR UYE LOAD Bending. Tons reel Double Wide Heavy

Construction
Nominal Acmal
Span 55 SSR DS DSR TS TSR QS QSR DD DDR m mR QD QDR Span
ft ton lonft Ion lonft Ion tonft Ion tanh Ion lonft Ion lonft Ion lonft Ion lonft tan lonft Ion lonft ton lonft Ion lonft Ion lonft Ion lonft ft
20 933 20.75
932
30 S'J.I 895 139.3 3075
889 1876 1366
40 868 858 1357 1342 1846 4075
830 1812 1301 2774 1772
50 83.5 821 1322 130.1 1808 178.1 1449 ':/:)75
755 1729 1219 2681 1684 3632 1824

60 802 785 1286 1260 177.0 1734 141.0 139.3 219.9 6075
663 1628 1120 2567 1576 35C6 1716 3772 2701
70 770 748 1251 \218 1731 1688 137.2 1350 2155 212.2 293.7 70.75
555 1508 1002 2433 1449 3356 1589 3634 2556 5623 3521
80 737 71 1 121.5 117.7 169.3 164.2 133.3 1308 21U 207.2 2887 2836 80.75
430 1371 867 2278 1303 3184 1443 3474 2388 5435 3332 7395
S'J 704 67.5 118.0 1136 165.5 159.6 128.5 1265 2C6.7 202.3 2838 277.9 9075
290 1214 714 2102 1138 2988 1278 3294 2199 5223 3119 7151
J 100 671 638 114.4 1094 161.7 1550 1256 122.3 2023 197.3 278.9 272.2 10075
.J 132 1040 544 1905. 954 2769 1093 3092 1988 4986 2881 6878

110 60.1 1109 1053 157.9 1':/:)4 121.8 118.0 ]97.9 192.3 273.9 2664 110.75
847 356 1688 751 2528 889 2869 1756 4725 2618 6577
120 565 1074 101.2 154.1 145.8 117.9 1138 1935 187.3 269.0 260.7 12075
636 150 1450 529 2263 666 2625 1501 4438 2331 6247
130 528 970 1502 141.2 1141 1096 189.1 182.3 2640 2550 13075
4C6 1192 287 1975 424 2359 1224 4126 2019 5889
140 49.1 92_9 \464 136_6 110.2 1053 \847 177.4 259_1 249_2 140_75
158 913 27 1664 163 2072 925 3790 1682 5502
150 88.8 1320 IOU 180_3 172.4 254_1 243.5 1':/:)75
613 1330 1764 604 3428 132] 5086

160 968 \76_0 \674 2492 2378 16075

1435 262 3042 935 4642
170 92.6 162.4 244.3 2321 170_75
1085 2631 524 4169
180 884 1574 2393 2263 18075
713 2194 88 3667
190 841 152.5 220_6 19075
321 1733 3137
200 1475 2149 20075
1247 2577
Exiio at 0 0 0 0 0 0 0 0 0 0 0 0 Exiia
maximum 351 711 526 1066 702 1422 752 1507 1128 2261 1504 3015
bending suess

.----.-- ---.-.-.-.--- ----- ----.- ----------..----- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . -.. - - - - - - - - . - - - - - - - - - - _ . - . - - - - - - - - - - - - - - - - --.------------------------- ------------.------ ----T-- ------
 Table 2.3.3.1 Standard Light

SHEAR AND BENDING CAPACITY Shear: KIPS Width Deck

AVAlLABLE FOR liVE LOAD BendlDg: KIPS FEET STANDARD UGHT

Construction AeIua1
NomiDaI Span
Span SS SSR DS DSR TS TSR OS OSR DD DOR ID IDR 00 ODR
ft Kip. Kipolt Kip. Kipolt Kip. Kipolt ltip. ltipolt ltip. ltipolt Kip. Kipolt ltip. ltipolt ltip. Kipolt Kip. ltipolt ltip. Kipolt ltip. ltipolt Itip. Kipolt Itip. ltipolt Kip. ltipolt It
20 100 20.75
1055
30 104 103 214 30.75
1022 2127 2007
40 101 100 211 200 320 40.75
975 2075 2028 4227 3084
50 99 97 207 204 316 312 425 SO.75
916 2007 1953 4135 2993 6267 4033

60 96 94 204 200 312 307 421 413 340 60.75

844 1925 186l 4023 2884 6127 3900 8229 4220
70 94 91 201 196 309 301 416 407 336 331 511 70.75
759 1827 1754 3890 2756 5960 3757 8029 4071 8651 6235
80 91 88 198 192 305 296 412 400 331 326 505 497 679 00.75
662 1715 1630 3736 2609 5768 3585 Tl98 3899 8449 6016 12842 8130
....... 90 88 85 194 188 301 291 407 394 327 320 500 490 672 659 90.75
@ 551 1587 1491 3563 2442 55SO 3392 7535 3704 8220 5769 12543 7828 16860
100 86 82 191 184 297 286 403 388 322 315 494 483 665 650 100.75
428 1445 1335 3368 2257 5307 3176 7242 3487 7964 5493 12200 7492 16446

110 83 79 188 180 293 281 399 382 318 309 488 476 659 642 110.75
292 1287 1163 3153 2052 5037 2938 6918 3248 7682 5188 11839 7121 15989
120 81 76 185 176 290 276 394 376 313 304 483 469 652 633 120.75
144 1115 976 2918 1829 4742 2678 6562 2986 7372 4855 11434 6715 15488
130 73 182 171 286 271 390 369 309 299 477 462 645 624 130.75
927 772 2662 1586 4421 2395 6176 2702 7036 4493 10995 6275 14943
140 70 178 167 282 265 3B5 363 304 293 471 455 63B 616 140.75
725 552 2386 1324 4075 2091 5759 2395 6673 4103 10520 5799 14355
ISO 67 175 163 278 260 381 357 300 288 465 448 631 607 ISO.75
S07 316 2009 1043 3703 1764 5310 2065 6282 . 3684 1CXXl9 5289 13723

160 295 282 460 440 624 598 160.75

1713 5865 3236 9464 4744 13048
170 291 277 454 433 617 5B9 170.75
1339 5421 2760 8883 4164 12329
180 286 272 448 426 610 581 100.75
942 4950 2256 8268 35SO 11566
190 282 266 443 419 603 572 190.75
523 4452 1722 7617 2901 10760
200 277 261 437 412 596 563 200.75
81 3928 1160 6930 2217 9910

Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
Maximum 393 796 786 1592 1180 2389 1573 3185 1685 3377 2527 5066 3370 6'755
Stress

I I I I I I I I I I
 a • I
• • • • • • • • • • • • • • • •
Table 2.3.3.2 Standard Heavy

SHEAR AND BENDING CAPACITY Shoar: KIPS Width Deck

AVAILABLE FOR LIVE LOAD Bendmg: KIPS FEET STANDARD HEAVY

Con.lruclion Actual
No.";,,.,] Span
Span
KIp. 55 Kipdt
55R D5R". TS, TSR OS. QSR DD DOR TO TOR 00 QOR
It lip. Klpolt Kip. DSKipdt KIp. Klpdt KIp. Klpolt KIp. Klpelt KIp. Kipelt KIp. Kipdt KIp. Klpelt Kip. Klpolt Kip. Kipdt KIp. Klpolt KIp. Kipdt KIp. Klpelt It
20 105 20.75
1049
30 102 101 212 30.75
1009 2114 2074
40 99 98 200 200 318 40.75
952 2052 2005 4204 3061
50 96 94 204 201 313 300 422 50,75
880 1972 1917 4100 2958 6232 3998

60 93 91 201 197 309 303 417 409 337 60.75

793 1874 1810 3972 2833 6076 3855 8178 4169
70 90 87 197 192 305 297 412 403 332 327 507 70.75
690 1758 1684 3820 2687 5891 3687 7959 4001 8581 6166
80 87 84 193 187 300 292 407 396 327 321 501 492 675 00.75
571 1624 1540 3646 2518 ~7 3495 7707 3808 8358 5926 12751 0039
90 83 00 189 182 296 286 402 389 322 315 495 485 667 654 90.75
437 1473 1376 3448 2328 5436 3277 7421 3590 8100 5654 12428 7714 16745
100 80 77 186 178 292 280 397 382 317 309 488 477 660 645 100.75
~
287 1304 1194 3227 2116 5165 3034 7101 3346 7823 5352 12007 7351 16305

110 77 73 182 173 287 275 392 376 312 303 482 470 652 636 110.75
122 1116 992 2982 1882 4866 2767 6747 'YJ77 7511 5017 11668 6950 15818
120 69 178 169 283 269 387 369 306 297 476 462 645 626 120.75
912 772 2715 1625 4539 2474 6359 2783 7169 4652 11231 6512 15284
130 66 174 164 278 263 382 362 301 291 470 454 637 617 130.75
689 533 2423 1348 4183 2157 5937 2463 6797 4255 10756 6036 14705
140 62 171 159 274 258 377 355 296 285 463 447 630 608 140.75
448 275 2109 1048 3799 1814 5482 2118 6396 3826 10243 5523 14078
150 59 155 270 252 372 349 291 279 457 439 622 598 150.75
190 1771 726 3386 1447 4993 1748 5965 3367 9692 4972 13400

160 286 273 451 432 615 589 160.75

1353 5504 2876 9103 4383 12687
170 281 268 444 424 607 500 170.75
932 5014 2353 8476 3757 11921
180 276 262 438 416 600 571 100.75
486 4494 1799 7811 3094 11110
190 271 256 432 409 592 561 190.75
15 3944 1214 7100 2392 10251
200 250 426 401 585 552 200,75
3364 597 6367 1653 9347
Exlr-at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Exira
Maximum 393 796 788 1592 1100 2389 1573 3185 1685 3377 2527 5066 3370 6755
Sire..

-~--'--"'--"-"------"-'----'--"------~"-"-~"-----"--__--------------------~.
... -·----------------------··--r---- -
 Table 2.3.3.3 Extra Wide Light

SHEAR AND BENDING CAPACITY Shear: KIPS Widlh Deck

AVAILABLE FOR lJVE LOAD Bending: KIPS FEET EXTRA WIDE UGlIT
Actual
Nominal Consbuction Span
Span SS SSR DS DSR TS TSR QS QSR DD DDR 1D TOR QD QDR
It Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Klpslt Kips Kipslt Kips Klpslt Kips Kipslt Kips Kip.slt Kips Klpslt Kips Klpslt Kip. Kip sit Kips Klpslt Kips Kiplit It
20 106 20.75
1051
30 103 102 212 30.75
1012 2118 2078
40 100 98 209 207 318 40.75
958 2058 2011 4210 3066
50 97 95 205 202 314 310 423 50.75
889 1981 1926 4109 71£>7 6241 4007

60 94 92 202 198 310 304 418 410 338 6075

806 1887 1823 3985 2846 6089 3868 8191 4182
70 91 88 198 193 306 298 413 404 333 328 508 70.75
708 1776 1702 3838 2704 5908 3705 7977 4019 8599 6184
80 88 85 194 189 301 293 409 397 328 322 502 493 676 80.75
594 1647 1563 3669 2541 5701 3518 7730 3831 8381 5949 12774 8002
....... 90 85 81 191 184 297 287 404 390 323 316 496 486 669 655 90.75
....... 466 1502 1405 3477 2357 5465 3300 7450 3619 8135 5684 12457 7743 16775
o 399 311 490 479 646 100.75
100 82 78 187 180 293 282 384 318 661
323 1340 1230 3263 2152 5201 3070 7137 3382 7859 5388 121m 7387 16341

110 79 75 183 175 289 276 394 377 313 305 484 471 654 637 110.75
165 1160 1036 3026 1925 4910 2810 6790 3121 7555 5061 11712 6994 15861
120 71 180 171 285 271 389 371 308 299 478 464 647 628 12075
963 824 2766 1677 4591 2526 641l 2835 7221 4704 11283 6564 15336 !
130 68 176 166 280 265 384 364 303 293 471 456 639 619 130.75
750 594 2484 1408 4244 2218 5998 2524 6858 4316 10817 fiE7 14765
140 64 173 161 276 260 379 357 298 287 465 449 632 610 140.75
519 346 2180 1118 3869 1885 5553 ·2189 6467 3897 10314 5593 14149
150 61 169 157 272 254 375 351 293 282 459 441 624 601 150.75
271 79 1852 807 3466 1528 5074 1829 6046 3448 9773 5053 13487

160 289 276 453 434 617 591 160.75

1445 5596 2968 9195 4475 12779
170 284 270 447 426 610 582 170.75
1036 5118 2457 8580 3861 12025
180 279 264 441 419 602 573 180.75
602 4610 1916 7928 3210 11226
190 274 258 435 411 595 564 190.75
144 4074 1344 7238 2522 10381
200 253 428 404 588 555 20075
3508 741 651l 1797 9490

Extra of 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
Maximum 393 796 786 1592 1180 2389 1573 3185 1685 3377 2527 5066 3370 6755
Stress

• I I I I I I
 a I
• • • • • • • • • • • I
• I
• • •
Table 2.3.3.4 Extra Wide Heavy

SHEAR AND BENDING CAPACITY Shear: KIPS Width Deck

AVAILABLE FOR liVE LOAD Bending: KIPS FEET EXTRA WIDE HEAVY
Construction Actuc
Nominal Span
Span SS SSR DS DSR TS TSR QS QSR DD DDR TO TOR QD QDR
It Kip. Kipslt Kip. Kipslt Kip. Kipslt Kip. Kipslt Kip. Kipslt Kip. Kipslt Kip. Kipslt Kip. Kipslt Kip. Kipolt Kip. Kipolt Kip. Kipslt Kip. Klpolt Kip. Kipolt Kip. Klpslt It
20 104 207
ID41
3D 100 99 210 3D.7
99'J 2096 2056
40 96 95 205 203 315 40.7
920 2020 1973 4172 3029
50 92 90 201 197 310 305 418 SO.7
830 1922 1867 4050 29)8 6182 3948

60 88 86 196 192 304 298 413 405 332 607

721 1802 1738 3900 2761 6DD4 3783 8106 4097
70 84 82 191 187 299 292 407 397 326 321 502 70.7
592 1660 1587 3723 2589 5793 3590 7862 3904 8484 6068
-- 80
SO 77 187 181 2S4 285 401 390 320 315 495 486 669 807.
444 1497 1413 3519 2391 55SO 3368 7580 3681 8231 5799 12624 7912
90 76 73 182 176 289 279 395 382 315 308 488 478 660 647 9Q.7:
276 1312 1215 3287 2167 5275 3116 7260 3429 7945 5494 12267 7553 16585
...- 100 72 69 178 170 284 272 390 375 309 301 48D 469 652 637 IOD7~
...- 89 1105 995 3028 1917 4967 2836 6902 3148 7625 5153 11869 7153 16106
...-
lID 64 173 165 279 266 384 367 303 295 473 461 644 627 J 10.7~
877 753 2743 1642 4627 2527 6507 2837 7271 4778 11428 6710 15578
120 60 169 159 273 259 378 359 297 288 466 452 635 617 12O.7~
626 487 2429 1340 4254 2189 6074 2498 6884 4367 10946 6227 14999
130 56 164 154 268 253 372 352 291 281 459 444 627 607 13D.7~
354 199 2089 1013 3848 1822 56D3 2129 6463 3920 10422 5702 14370
140 51 148 263 246 366 344 285 274 452 436 619 597 1407~
61 1721 660 3411 1427 5094 1731 6D08 3439 9855 5135 13691
150 143 258 240 361 337 280 268 445 427 6ID 587 IS07~
1326 281 2941 1002 4548 1303 5520 2922 9247 4527 12961

160 274 261 438 419 602 577 160.7~

847 4998 2369 8597 3877 12181
170 268 254 431 411 594 567 1707,
361 4443 1782 7905 3186 1135D
180 247 424 402 586 556 180.7,
3854 1159 7171 2453 10469
190 241 417 394 577 546 190.7,
3231 SOl 6395 1679 9538
200 234 385 569 536 2007:
2574 5577 863 8556
Exira at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
Ma'XUnum 393 796 786 1592 1180 2389 1578 3185 1685 3377 2527 5D66 3370 6755
Stress

...........-.....•..... __ _ _...._.•... _._..

....•. . . _
.. _.----_._---_._--_ __ .. ...~_.- •• .. __ • .' _ _ • ~~ __ ._.~,_. _ •• _ _ ~._. •. ., • . _•. _ . _ _ • ._ • ...-_

,
I
• _'H_
 Table 2.3.3.5 Extra Wide Super Heavy

SHEAR AND BENDING CAPACITY Shear. KIPS Widlb Deck

AVAILABLE FOR UVE LOAD Bending: KIPS FEET EXTRA WIDE SUPER HEAVY

Consb'uction
Actual
NomiDaI Span
Span SS SSR OS DSR TS TSR QS QSR DD DDR TO TOR QD QDR
It Kips Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft Kip. Kipsft It
20 102 20.75
1035
30 98 97 208 3075

40 93
- 976
92
2082
203
2042
200 312 4075
895 1995 1948 4147 3003
50 89 87 197 194 306 302 415 50.75
791 1883 1828 4011 2869 6143 3909

60 84 82 192 188 301 295 409 401 328 60.75

665 1746 1682 3844 2705 5948 3727 8050 4041
70 80 77 187 182 295 288 403 393 322 317 497 70.75
516 1584 1511 3647 2513 5717 3514 7786 3828 8408 5992
80 75 72 182 176 289 281 396 385 316 310 490 . 481 664 80.75
345 1398 1313 3419 2292 5451 3268 7480 3582 8132 5699 12524 7813
........
........ 90 71 67 177 170 283 273 390 377 309 302 482 472 655 642 9075
tv 150 1186 1090 3162 2042 5149 2991 7134 3303 7819 5368 12142 7428 16459
100 62 172 164 278 266 383 368 303 295 474 463 646 631 lCil75
950 841 2874 1762 4812 2681 6747 2993 7470 4998 11714 6998 15952

110 58 166 158 272 259 377 360 296 288 467 454 637 620 110.75
689 565 2555 1454 4439 2340 6320 2650 7084 4590 11241 6523 15391
120 53 161 152 266 252 371 352 290 280 459 445 628 609 120.75
404 264 2207 1117 4031 1966 585] 2275 6661 4144 10723 6004 14776
130 48 146 260 245 364 344 283 273 451 436 619 599 130.75
93 1828 752 3587 1561 5342 1867 6202 3659 10160 5440 14109
140 140 254 238 358 336 277 266 444 427 610 588 140.75
1418 357 3]08 1124 4791 1428 5705 3136 9552 4832 ·13388
150 134 231 351 328 270 258 436 418 601 577 150.75
979 2593 654 4200 955 5172 2574 8899 4179 12613

160 264 251 428 409 592 567 160.75

451 4603 1974 8201 3482 11785
170 244 421 400 583 556 170.75
3996 1335 7459 2740 10904
180 236 413 391 574 545 180.75
3353 659 6671 1953 9969
190 229 382 566 535 190.75
2673 5838 1122 8981
200 222 373 557 524 20075
1957 4960 246 7939

Extra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
Maximum 393 796 786 1592 1180 2389 1573 3185 1685 3377 2527 5066 3370 6755
Stress

I I I I I I I I I
 • I
• • • • • • • • • I
• • I
• • • •
Table 2.3.3.6 Ultra Wide Super Heavy

SHEAR AND BENDING CAPACITY Shear: KIPS Width Deck

AVAILABLE FOR UVE LOAD Bending: KIPS FEET ULTRA WIDE SUPER HEAVY

Constroction Actua
Nominal Span
Span SS SSR DS DSR IS ISR QS QSR DD DDR TO TOR QD QDR
It Kips Kipolt Kips Kipolt Kips IQpolt Kips Kipoft Kips Kipoft Kip. Kipolt Kip. Kipolt Kip. Kipolt Kip. Kipolt Kip. Kipolt Kip. Kipolt Kip. Kipolt Kip. Kipoft Kip. Kipolt It
20 101 20.7!
1025
30 95 95 205 30.7:
955 2001 2021
40 90 89 199 197 309 4O.7!
858 1958 1911 4111 7967
50 84 83 193 190 302 297 411 50 7!
734 1826 1771 3954 2812 6006 3852

60 79 77 187 183 295 289 404 396 323 60.7:

583 1664 1600 3762 2623 5866 3645 7968 3959
70 74 71 181 176 289 281 396 387 316 311 491 707,
405 1473 1399 3535 2402 5606 3402 7674 3716 8296 5881
80 68 65 175 169 282 273 389 378 308 303 482 474 656 80.7:
199 1252 1168 3274 2146 5300 3123 7335 3436 7986 5554 12379 7668
----- f----
90 59 169 162 275 265 382 368 301 294 474 464 647 633 907:
1003 906 2978 1858 4965 2807 6951 3120 7635 5184 11958 7244 16275
~ 100 53 163 155 269 257 374 359 294 286 465 454 637 622 100.75
~ 724 614 2647 1536 4585 2455 6521 2786 7243 4772 11487 6771 15725
W
110 48 157 148 262 249 367 350 286 278 457 444 627 610 11075
415 291 2281 1180 4165 2066 6046 2376 6810 4316 10067 6249 15117
120 42 141 255 241 360 341 279 270 448 434 617 599 120.75
78 1881 792 3705 1640 5525 1949 6335 3818 10397 5678 14450
130 134 248 233 352 332 272 261 440 424 flJ7 587 13075
1445 369 3205 1179 4959 1485 5819 3276 9778 5058 13726
140 127 225 345 323 264 253 431 414 598 576 14075
975 2664 680 4348 984 5262 2692 9109 4389 12944
150 120 217 338 314 257 245 422 405 588 564 15075
470 2084 145 3692 447 4664 2065 8391 3670 12104

IfIJ 237 414 395 578 552 16075

4024 1395 7623 2903 11207
170 228 405 385 568 541 17075
3343 683 68C6 2087 10251
180 220 375 558 529 18075
2622 5939 1221 9237
190 212 365 548 518 19075
1858 5022 307 8186
200 204 355 506 20075
1054 4057 7036
EJCtra at 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ExlIct
MaxLmum 393 796 786 1592 1180 2389 1573 3185 1685 3377 2527 5066 3370 6755
Stress

---_.. _.... _._-------------------_._--_._--------------_._._--------~-_.---_._._--_

..• __.__._.__ •. -._-------_ ..... _. __ ._--~._.
 Table 2.3.3.7 Double Wide Light

SHEAR AND BENDING CAPACITY Shear: KIPS Width Deck

AVAILABLE FOR liVE LOAD Bending: KIPS FEET DOUBLE WIDE UGHT
Nominal Construction Actual
Span SS SSR DS DSR TS TSR OS OSR DD DDR m mR OD ODR Span
h Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt Kips Kipslt It
20 211 20.75
2099
30 205 203 315 30.75
2017 4229 3085
40 198 196 308 305 417 4075
1')15 4104 2960 6259 4015
50 192 189 301 297 410 404 330 SO 75
1761 3944 2802 6076 3842 8207 4156

60 186 182 294 288 403 395 322 318 499 60.75
1586 3748 2609 5851 3631 7954 3945 8551 6151
70 180 175 287 280 395 385 315 310 4')1 . 483 665 70.75
1380 3516 2382 5586 3383 7655 3697 8277 5861 12731 8023
80 173 168 281 272 388 376 307 30l 481 473 655 644 80.75
1143 3249 2121 5280 3098 7310 3411 7961 5529 12354 7642 16742
'-' 90 167 161 274 264 380 367 300 293 473 463 645 632 ')175
'-' 874 2946 1826 4934 2775 6919 3008 7604 5152 11926 7212 16243
.p..
100 161 154 267 256 373 358 292 285 464 453 635 620 100.75
575 2608 1497 4546 2415 6481 2727 7204 4732 11448 6732 15686

110 155 146 260 248 365 349 285 276 455 442 625 609 110.75
244 2234 1133 4118 2018 5998 2329 6762 4269 10920 6202 15069
120 139 253 239 358 339 277 268 446 432 615 597 120.75
1824 735 3649 1584 5469 1893 6279 3761 10341 5622 14394
130 132 246 231 3SO 330 269 259 438 422 605 585 130.75
1379 303 3139 1113 4893 1419 5753 3210 9712 4992 13660
140 125 223 343 321 262 251 429 412 595 573 140.75
899 2588 604 4272 C)18 5186 2616 ')133 4312 12868
ISO 118 215 336 312 254 243 420 402 585 562 lSO.75
382 1996 58 3604 359 4576 1978 6303 3583 12017

\60 234 411 392 575 5SO 160.75

3924 1296 7523 2803 11107
170 226 403 382 565 538 170.75
3231 570 6693 1974 10138
180 217 372 555 526 180.75
2495 5813 1095 9111
190 209 362 546 515 1')1.75
1718 4882 166 8025
200 201 352 503 200.75
898 3')1\ 6881

Extra a1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Extra
Maximum 0 0 786 1592 1180 2389 1573 3185 1685 3377 2527 5066 3370 6755
Stress

I I I I I I I I I I I I
 • I
• • • • • • • I
• I
• • I I I
• •
Table 2.3.3.8 Double Wide Heavy

SHEAR AND BENDING CAPACITY Shear. KIPS Width Deck

AVAILABLE FOR un LOAD Bending: KIPS FEET DOUBLE WIDE HEAVY
Conltruction
Nominal Actual
Span SS SSR DS DSR T5 15R as aSR DD DDR TO TOR aD QDR Span
It Kips Kipsft Kip. Kipsft Kip. Kipsft Kips Kipsft Kips Kipsft Kips Kipsft Kips Kipsft Kips Kipsft Kips Kips/t Kips Kipsft Kips Kips/t Kips Kipsft Kips Kips/t Kip. Kips/t It
20 209 2075
2087
30 201 200 312 30.75
1992 4204 3059
40 194 192 304 300 413 40.75
\860 4059 2915 6214 3970
50 187 184 296 291 405 398 324 50.75
1691 3874 2732 6006 3772 8137 4086
-
60 179 175 288 282 396 388 315 312 492 60.75
1486 3647 2509 5751 3531 7854 3845 8450 6050
70 172 167 280 273 387 378 307 302 482 475 657 7075
1243 3380 2246 5450 3247 7519 3560 8140 5725 12595 7886
80 165 159 272 263 379 367 298 293 472 464 646 635 80.75
965 3071 1943 5102 2920 7132 3233 7783 5351 12176 7464 16564
90 157 151 264 254 370 357 290 283 463 453 635 622 9075
649 272) 1601 4709 2550 6694 2863 7379 4927 11701 6987 16018
.....-. 100 150 143 256 245 362 347 281 274 453 442 624 609 100.75
.....-. 297 2330 1219 4268 2138 6204 2449 6926 4455 11170 6454 15408
(Jl

110 134 248 235 353 336 272 264 443 430 613 596 110.75
1898 797 3782 1683 5662 1993 6427 3933 10584 5866 14734
120 126 240 226 345 326 264 255 433 419 602 584 12075
1425 336 3249 1185 5C69 1493 5879 3362 9942 5222 13995
130 118 217 336 316 255 245 423 408 591 571 13075
911 2670 644 4425 951 5285 2742 9243 4523 13192
140 110 208 328 306 247 236 413 397 580 558 140.75
356 2045 61 3729 365 4643 2073 8400 3769 12325
150 198 295 226 404 386 569 545 150.75
1373 2981 3953 1354 7680 2960 11394

160 217 394 375 558 532 160.75

3216 587 6814 2095 10398
170 207 363 547 519 17075
2431 5893 1174 9338
180 198 352 536 507 18075
1599 4916 198 8214
190 188 341 494 100.75
719 3883 7026
200 330 481 20075
2795 5774
E.lra at 0 0 0 0 0 0 0 0 0 0 0 0 Exira
Maximum 786 1592 1180 2389 1573 3185 1685 3377 2527 5066 3370 6755
Stress

----.--_._.-•.. _---- ....__.•. _._.._-_.. _--~ _---_ _---_.__

.. ..•. ._---------- ·_---·_-·_··-·_-------_··-1---
 -
-
-
•
•
•
•
•
•
•
•
•
•
•
•
•
•

-
116 •
 Safe Load Tables
• The following tables 2.4.1 to 2.4.8 are intended as a quick. guide to the load that bridges of
particular spans and constructions can carry. They are based on the shear and bending effects in
the bridge side girders created by a knife edge load placed at the worst positions on the bridge,
• and allow 25% for additional load due to impact or off-centre loading. Deck capacities must be
checked against the figures for axle and wheel loadings given in table 2.1.1.

The effects of a real vehicle with its load distributed between two or more axles will be less than
• those of the theoretical knife edge load and bridge capacity can be increased accordingly.

Values marked with an asterisk are determined by the shear effect and should not be exceeded
• (except to take account of load distribution between axles.) The remaining values are determined
by a bending stress of 204 N/mm 2 (13.2 t/in1, as in tables 2.3 and 2.4, chosen to give a reasonable
compromise between economy and bridge life. For the occasional passage of heavy vehicles or in
temporary bridges it is permissible to increase the bending stress to 278 N/mm 2 (18 t/in1. Thus,
• provided the shear capacity is not exceeded, a bridge will safely carry a load at least 33% greater
than that shown in these tables. .

• The figures for Double Wide bridges show the safe load in each lane. Provided it does not overloCld
the decking, a central load of double the figures given can safely be carried.

Tables 2.4.1.1 to 2.4.1.8 give the safeload in kilonewtons. For the purpose of these tables, it is
• sufficiently accurate to divide the figure given by 10 to get the safe load in tons or tonnes. Tables
2.4.3.1 to 8 give the same information in kips.

•
II
•
I
• I
I
I
• I
I
I
• I

•
.-
I

I
•
•
•
til

• 117
 Table 2.4.1.1 Standard Light

MAXIMUM KNIFE EDGE LOAD LOAD IN Kll.ONEWTONS Width Deck

(25% allowed lor impact) STANDARD UGHT ...
Nominal Nominal Construction Actual Actual
Span Span DS DSR TS DD DDR
~ SJf TSR OS OSR TO TOR OD ODR Span Span
It m ill kN kN kN kN kN kN kN kN kN kN kN It m

20 6.1 380* 20.75 6.32

30 9.1 371* 368* 762* 30.75 9.37

40 12.2 340 358* 708 743* 1077 40.75 12,42

50 15.2 257 347* 547 728* 839 1110* 1131 50.57 15.47

60 18.3 197 336* 436 713* 675 1092* 915 1470* 988 60.75 18.52

70 21.3 152 326' 352 699* 554 1074* 755 1448* 819 1179* 1254 70.75 21.56

80 244 116 302 287 658 459 1016 632 1374 687 1160* 1060 1769' 1433 8075 2461

90 274 86 249 233 558 383 870 532 1182 581 1140* 904 1744* 1227 2347* 90.75 2766

>--' 100 305 60 204 IB8 475 318 749 448 1023 492 1121* 776 1719' 1058 2316* 100.75 30.71
>--'
OJ 110 335 37 165 149 405 263 647 377 889 417 987 666 1521 915 2055 110.75 33.76

120 366 17 131 115 344 215 559 315 773 352 869 572 1347 791 1825 120.75 3880

130 396 101 84 289 172 481 '260 672 294 766 489 1197 683 1626 130.75 39.85

140 42.7 73 55 241 133 412 211 582 242 674 414 1063 586 1451 140.75 42.90

150 45.7 47 29 197 98 349 166 501 195 593 347 945 499 1295 150.75 45.95

160 488 151 519 286 838 420 1155 160.75 49.00

170 51.8 III 451 230 740 347 1027 170.75 52.04

180 549 74 389 177 651 279 910 180.75 55.09

190 579 39 332 128 568 216 802 190.75 58.14

200 610 5 278 82 491 157 702 200.75 61.19

, I I , f I , I I I I I f I
 a • I I I I I
• • I
• • • I I
• • • •
Table 2.4.1.2 Standard Heavy

MAXIMUM KNIfE EDGE LOAD LOAD IN K.ll.ONrWTONS Width Deck

(25% allowed for impact) STANDARD HEAVY
----_. -

Nominal Nominal Construr:tion Actual Actual

Span Span 55 55R D5 D5R TS TSR QS QSR DD DDR TO TOR QD QDR Span Span
h m leN leN kN kN kN kN kN kN kN kN kN kN kN kN h m

20 61 376' 2075 6.32

30 9.1 365* 362* 756* 3075 937
40 12.2 332 350* 700 735* 1069 4075 12.42
50 152 247 337' 537 718* 829 1100' 1121 5075 1547

60 183 185 324* 424 701' 663 IOBO* 903 1458' 977 60.75 1852
70 213 138 312' 338 685' 540 1060* 741 1434' 805 1165' 1240 70.75 21.56
80 244 100 286 271 642 443 1000 616 1358 671 1144' 1044 1753' 1417 8075 2461
90 27.4 68 231 215 540 365 852 514 1164 563 1122' 886 1726' 1210 2329* 90.75 2766
100 305 40 184 168 455 298 729 428 1003 472 1101' 756 1699' 1038 22%' 10075 30.71

"--' 110 335 15 143 127 383 241 625 355 867 395 %5 644 1499 893 2033 11075 33.76
"--'
LD 120 36.6 107 91 320 191 535 291 749 328 845 548 1324 767 1801 120.75 3680
130 396 75 58 263 146 455 234 646 268 740 463 1171 657 1600 130.75 39.85
140 42.7 45 27 213 106 384 183 554 214 646 387 1035 558 1423 14075 4290
150 457 18 167 68 319 136 471 165 563 317 915 469 1265 150.75 45.95

160 488 119 487 254 806 388 1123 160.75 49.00
170 518 77 418 1% 700 313 993 17075 52.04
180 549 38 353 141 615 243 874 18075 5509
190 579 I 294 90 530 178 765 190.75 58.14
200 61.0 238 42 451 117 662 20075 6119

- --_... _-_ .. __.. _------_._---------- -.--.,.---.----....- - - - - - - - - -.-.--..--------.--------------r------.

 Table 2.4.1.3 Extra Wide Light

MAXIMUM KNIfE EDGE LOAD LOAD IN KILONEWfONS Width Deck

(25% allowed lor impact) EXTRA WIDE LIGHT
- ----

Nominal Nominal Construction Actual Actual

Span ~SR DS DSR TS TSR QS QSR DD DDR TO TOR QD QDR Span Span
~
Span
It m kN kN kN kN kN kN kN kN kN kN kN kN kN It m

20 6.1 377* 20.75 6.32

30 9.1 366* 364* 757* 30.75 9.37

40 122 334 352* 702 737* 1071 40.75 12.42

50 152 249 339* 540 721 * 832 1103* 1124 SO.75 15.47

60 18.3 188 327* 427 705* 667 1083* 906 1461* 980 60.75 18.52

70 21.3 142 315* 342 688* 544 1063* 745 1438* 808 1168* 1244 70.75 21.56

80 24.4 104 290 275 646 448 1004 620 1362 675 1148* 1048 1757* 1421 80.75 24.61

90 27.4 73 235 220 545 369 857 518 1168 567 1127* 891 1731* 12J4 2334* 90.75 2766

N 100 305 45 189 173 461 304 734 433 1008 477 1106* 761 1704* 1043 2301* 10075 30.71
o
liD 335 21 149 J33 388 247 631 361 872 401 971 650 lS05 898 2038 110.75 33.76

120 366 j 13 97 326 197 541 297 755 334 851 554 1330 773 1807 120.75 36.80

130 396 81 64 270 153 462 241 653 274 746 469 1177 663 1607 130.75 39.85

140 42.7 52 35 220 113 391 190 561 221 654 394 1043 565 1430 14075 42.90

150 45.7 25 7 174 76 327 144 479 172 570 325 922 477 1273 lSO.75 45.95

160 488 127 495 262 814 396 1131 16075 49.00

170 518 86 426 204 715 321 1002 170.75 52.04

180 54.9 47 363 150 624 252 884 180.75 5509

190 579 10 304 100 540 188 774 19075 5814

200 610 248 52 461 127 672 200.75 6119

I I I I I I I I I I I I I
 a • I I I I I
• • • • • • • • • I I I

Table 2.4.1.4 Extra Wide Heavy

MAXIMUM KN1FE EDGE LOAD LOAD IN KILONEWTONS Width Deck

(25% allowed lor impact) EXTRA WIDE HEAVY
Nominal Nominal Construction Actual Actual
Span Span 55 SSR OS OSR TS TSR QS QSR DD DOR TO TOR QD QOR Span Spon
ft m kN kN kN kN kN kN kN kN kN kN kN kN kN kN ft m
20 6.1 370* 20.75 6.32
30 91 356* 354- 747- 3075 937
40 122 321 338* 689 723* 1058 40.75 1242
50 152 233 323* 523 704* 815 1086* 1107 50.75 1547

60 18.3 169 307* 407 68S* 647 1063* 886 1442- 960 60.75 1852
70 21.3 119 292* 319 665* 521 1040* 722 1415* 785 1145* 1221 70.75 21.56
80 244 78 263 249 620 421 978 593 1336 648 1121* 1022 1731* 1394 8075 2461
90 274 43 205 190 515 339 827 488 1138 537 1~7* 861 1701* 1184 2304* 9075 27.66
100 305 12 156 140 427 270 701 400 975 444 1073* 728 1671* 1010 2268* 100.75 30.71

I-' 110 335 112 96 352 211 594 324 836 364 934 614 1468 862 2002 110.75 33.76
tv
I-' 120 366 73 57 286 l58 501 258 716 294 811 514 1290 734 1768 120.75 36.80
130 396 38 21 227 110 419 198 610 231 703 426 1134 620 1564 130.75 3985
140 42.7 6 174 66 344 144 515 175 607 347 996 519 1384 14075 42.90
150 45.7 125 26 277 94 429 123 521 275 873 427 1223 150.75 4595

160 488 75 442 209 761 343 1078 16075 4900

170 518 30 370 148 659 265 946 170.75 52.04
180 54.9 303 91 564 193 824 180.75 55.09
190 57.9 241 37 477 125 711 190.75 58.14
200 61.0 182 395 61 606 200.75 61.19

.•...•.... -..... . ... __...._...._._._ .._.. _-_ _....__ .~ _-_.__

..• ... ._------- ---~----------_.- .. _-_._-_.-_ ... __ _._._ _--_.--.---
.. ..
 Table 2.4.1.5 Extra Wide Super Heavy

MAXIMUM KNIFE EDGE LOAD LOAD IN KIT.ONEWTONS Width Deck

(?.5% allowed lor impact) EXiRA WIDE SUPER HEAVY
Nominal Nominal Construction
Actual Actual
Span Span SS SSR DS DSR TS TSR QS QSR DD DDR TO TOR QD QDR Span Span
It m kN kN kN kN kN kN kN kN kN kN kN kN kN kN It m

20 6] 366* 20.75 632

30 9.1 350* 347* 741 * 30.75 9.37
40 12.2 312 330* 680 715* 1049 40.75 12.42
50 152 222 312* 512 693* 804 1075* 1096 5075 15.47

60 183 ]55 294* 394 672* 634 1050* 873 1428* 947 6075 1852
70 21.3 103 277* 304 650* 505 1025* 707 1399* 770 1130* 1205 70.75 21.56
80 24.4 60 246 231 602 404 960 576 1318 631 1104* 1004 1713* 1377 80.75 24.61
90 27.4 23 186 171 495 320 807 469 1119 518 1078* 842 1681* 1165 2284* 90.75 27.66
tv 100 30.5 134 118 406 249 679 378 953 422 1051* 706 1649* 988 2246* 100.75 3071
tv
110 33.5 88 72 328 186 570 300 812 340 910 590 1444 838 1978 110.75 33.76

120 366 47 3\ 260 131 475 231 689 268 785 488 1264 707 1741 120.75 3680
130 396 10 199 81 390 169 581 203 675 398 1106 592 1536 130.75 3985
140 42.7 143 36 314 113 484 144 577 317 966 488 1353 140.75 42.90
150 457 92 244 61 396 90 488 243 840 394 1191 150.75 45.95

160 488 39 407 174 726 308 1043 16075 49.00

170 518 333 III 621 228 909 170.75 5204
180 54.9 264 51 525 153 785 180.75 5509
190 57.9 199 435 83 670 19075 5814
200 61.0 138 351 17 562 20075 61.19

f I I I I I
 I
• I I I I I
• • • • • • • I
• I
• •
Table 2.4.1.6 Ultra Wide Super Heavy

MAXIMUM KNIFE EDGE LOAD LOAD IN Kll.ONEWTONS Width Deck

(25% allowed fot impact) ULTRA WIDE SUPER HEAVY
Nominal Nominal Construction Actual Actual
Spon Span SS SSR DS DSR TS TSR QS QSR DD DDR TO TOR QD QDR Span Span
h m leN leN leN leN leN kN kN leN leN leN leN leN leN leN h m

20 61 359' 20.75 632

30 91 340' 338' 731' 3075 937
40 122 300 317' 667 702' 1036 40.75 12.42
50 15.2 206 296' 496 677' 788 1059' lOBO 5075 15.47

60 18.3 136 275' 375 652' 614 1031' 854 1409* 927 60.75 18.52
70 213 81 254' 281 628' 483 1002' 684 1377' 747 1107' 1183 70.75 21.66
80 244 35 220 205 577 378 935 550 1293 605 1078* 979 1688' \35\ 80.75 24.61
90 274 157 142 467 291 778 440 1090 489 1049* 813 1652' 1136 2255' 90.75 27.fIj
100 30.5 102 86 374 217 647 346 921 390 1019' 674 1617' 956 2214' 100.75 30.71

--
tv
(;.)
110
120
335
366
53
9
37 293
221
151
93
535
436
265
193
777
651
305
229
875
746
554
450
1409
·1225
803
669
1942
1703
110.75
120.75
33.76
3680
130 396 157 40 348 128 539 161 633 356 1064 550 1494 130.75 3985
140 42.7 98 269 68 439 99 532 272 921 443 1309 140.75 42.90
150 457 44 196 13 348 42 440 195 792 346 1142 150.75 45.95

160 488 356 123 675 257 992 160.75 4900

PO 51.8 278 56 567 174 854 170.75 5204
180 54.9 206 467 96 727 180.75 55.09
190 57.9 138 374 22 609 190.75 58.\4
200 610 74 287 498 200.75 6U9

-..----.-.-- ..- - - - . - - - - . - - . - - - - -------~--_.---.-~--.------------.---.-----.-

'-"- .-.----.-- ........ ------------"1--.....- ..
 Table 2.4.1.7 Double Wide Light

MAXIMUM KNIFE EDGE LOAD LOAD IN KILONEWTONS Width Deck

(25% allowed 101 impact) DOUBLE WIDE UGHT
Nominal Nominal Construction Actual Actual
Span Span 5S ~~R DS DSR TS TSR QS QSR DD DDR TO TOR OD QDR Span Span
h m leN leN leN leN kN kN kN kN kN kN kN kN kN leN h m

20 6.1 376* 20.75 6.32

30 9.l 365* 362* 561- 30.75 9.37
40 12.2 332 350* 517 543* 701 40.75 12.42
50 15.2 247 337- 393 528* 538 719* 583 50.75 15.47

60 183 185 324* 305 514* 425 703* 462 567* 720 60.75 18.52
70 2L3 138 312* 239 499* 340 686* 371 552* 589 859* 807 70.75 21.56
80 24.4 100 286 187 465 273 644 300 537* 487 841* 673 1146* 80.75 24.61
90 27.4 68 231 143 386 217 542 242 522* 404 823* 565 1125* 90.75 27.66
........ 30.5 40 184 105 321 170 457 192 507* 334 806* 475 1104* 100.75 30.71
tv 100
.p..
110 33.5 J5 143 72 264 129 385 149 434 274 701 398 968 110.75 33.76
[20 366 107 43 215 93 322 III 370 221 609 331 848 120.75 3680
130 396 75 16 170 60 266 77 313 174 528 271 743 130.75 39.85
140 42.7 45 130 30 216 45 262 132 456 218 650 140.75 42.90
150 45.7 18 94 2 170 16 216 93 392 169 567 150.75 45.95

160 48.8 173 57 333 124 491 160.75 49.00

170 51.8 134 23 279 82 422 170.75 52.04
IBO 549 98 228 43 358 180.75 55.09
190 57.9 64 IB2 6 299 190.75 58.14
200 61.0 31 138 243 200.75 61.19

I I I , I , , , I , I I I I I
 a I I I I I I I
• I
• I
• • I
• • • •
Table 2.4.1.8 Double Wide Heavy

MAXIMUM KNIFE EDGE LOAD LOAD IN KlLONEWTONS Width Deck

(25% cillowed for impoct) DOUBLE WIDE HEAVY
Nominal Nominal Consbuction Actual Actual
Span
\I
Span
m ~ SJr rJ UJ:! ~ TJf ?J QSR
kN
DD
kN
DDR
kN
m
kN
TOR
kN
QD
kN
QDR
kN
Span
\I
Span
m

20 6.1 372- 20.75 6.32

30 91 359- 357- 555- 30.75 937
40 12.2 324 342- 509 535" 693 40.75 12.42
50 15.2 237 327- 383 518- 529 709- 573 50.75 15047

60 18.3 174 312- 293 502- 413 691" 450 555" 708 60.75 18.52
70 21.3 125 298" 225 485" 326 673" 358 538" 575 846" 793 70.75 21.56
80 24.4 85 270 171 449 257 628 285 521" 471 826" 657 1130* 80.75 2461
90 27.4 50 213 125 369 200 525 224 504" 386 Sffi" 548 1107" 9075 2766
100 305 21 164 86 301 151 438 173 487" 314 786" 455 1084" 100.75 30.71

110 335 122 51 243 108 363 128 413 252 .680 377 946 110.75 33.76
\J
:.Jl 120 36.6 84 19 191 69 298 88 346 198 586 307 824 120.75 36.80
130 396 49 145 35 240 51 287 149 503 246 718 130.75 39.85
140 42.7 18 103 3 188 18 234 104 429 190 623 140.75 42.90
150 45.7 64 140 186 63 362 139 537 150.75 4595

160 488 142 26 301 92 460 16075 49.00

170 51.8 101 245 48 389 170.75 52.04
180 54.9 62 193 7 323 180.75 55.09
190 57.9 26 144 262 190.75 5814
200 61.0 99 204 200.75 6119

_ --
.... •....•....•..•.•. _-_._---_._ ...•. _----------_..__ ._._-_....•. _--_.----.- ~. .----------- -.--.--..- -.--.--.. "-'-""---'---i'-- -
 Table 2.4.3.1 Standard Light
MAXIMUM KNIFE EDGE LOAD
(25% allowed 101 impact) LOAD IN KIPS Width Deck
STANDARD ---
lJGHT
Construction
Nominal Actual
Span 55 55R D5 DSR T5 T5R as aSR DD DDR m mR OD ODR Span
It Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. It
20 85* 20.75
30 83* 82* 171* 30.75
40 77 80* 159 166* 242 40.75
so 58 78* 123 163* 189 250* 254 SO.75

60 44 75* 98 160* 152 246* 206 330" 222 60.75

....... 70 34 73* 79 157* 125 241* 170 326* 184 265" 282 70.75
tv
(J) 80 26 68 65 148 103 229 142 309 261* 238
ISS 398* 322 80.75
90 19 56 53 126 86 196 120 266 131 256* 203 392* 276 527* 90.75
100 14 46 42 107 72 169 101 230 III 252* 174 386* 238 520* 100.75

110 8 37 34 91 59 146 85 200 94 222 ISO 342 206 462 110.75

120 4 30 26 77 48 126 71 174 79 195 129 303 178 410 120.75
130 23 19 65 39 lOB 59 151 66 172 110 269 154 366 130.75
140 16 13 54 30 93 48 131 54 152 93 239 132 326 140.75
ISO II 7 44 22 79 37 113 44 133 78 212 112 291 lSO.75

160 34 117 64 188 94 260 160.75

170 25 102 52 166 78 231 170.75
180 17 88 40 146 63 20S 180.75
190 9 75 29 128 49 181 190.75
200 I 63 18 110 35 158 200.75

224Kips - 1 ton (Imp)

I I I I I I I I I I I I I I I I I
 • • • • • • • • I
• • • • • I I
• I
•
Table 2.4.3.2 Standard Heavy

MAXIMUM KNIFE EDGE LOAD

(25% cillowed for impact) LOAD IN KIPS Width Deck
STANDARD HEAVY
Nominal Construction
Actual
Span SS SSR DS DSR TS ISR QS QSR DD DDR TO TOR QD QDR Span
h Kip. Kip. Kip. Kip. Kip. Kips Kips Kips Kips Kips Kip. Kip. Kips Kips h

20 84* 20.75
30 82* 81* 170* 30.75
40 75 78* 157 165* 240 40.75

50 55 75* 121 161* 187 247* 252 50.75

60 42 73* 95 158* 149 242* 203 327* 220 60.75

70 31 70* 76 154* 122 238* 167 322* 181 262* 279 70.75

80 23 64 61 144 100 225 139 305 151 257* 235 394* 319 80.75

90 15 52 49 122 82 192 116 262 127 252* 199 388* 272 523* 90.75

100 9 41 38 102 67 164 96 226 106 247* 170 382* 233 516* 100.75

........ lID 4 32 29 86 54 141 80 195 89 217 145 337 201 457 IJO.75
tv
-...J 120 24 20 72 43 120 66 169 74 190 123 298 173 405 12075

130 17 13 59 33 J02 53 145 60 166 104 263 148 360 130.75

140 10 6 48 24 86 41 125 48 145 87 233 126 320 140.75

150 4 38 15 72 31 106 37 127 71 206 106 285 150.75

160 27 lJO 57 181 87 253 160.75

170 17 94 44 159 70 223 17075
180 9 80 32 138 55 197 180.75

190 66 20 119 40 172 190.75

200 54 10 101 26 149 200.75

2.24Kips - I ton (Imp)

--------------------~~--~-------~-~-~~~----~-------~-r-
 Table 2.4.3.3 Extra Wide Light

MAXIMUM KNIFE EDGE LOAD

(25% allowed for impact) LOAD IN KIPS Width Deck
EXTRA WIDE -.-
IJGHT
COIlItruction
Nominal Actual
Span SS SSR DS DSR TS TSR QS QSR DO DDR TO TOR QD QDR Span
It It.iPI It.iPI It.iPI It.iPI It.iPI It.iPI It.iPI It.ip. It.ip. It.iPI It.iPI It.iPI It.iPI It.ip. It
20 85* 20.75
30 82* 82* 170* 30.75
40 75 78* 158 166* 241 40.75
50 56 76* 121 162* 187 248* 253 SO.75

60 42 74* S*5 158* ISO 243* 204 328* 220 60.75

70 32 70* 77 154* 122 238* 168 323* 182 262* 280 70.75
80 24 65 62 145 101 226 139 306 152 258* 236 394* 319 80.75
90 16 53 SO 123 83 193 117 263 128 253* 200 389* 273 524* 90.75
100 10 43 39 104 68 165 98 227 107 249* 171 383* 235 517* 100.75
tv
CO 110 5 34 30 87 56 142 81 1S*5 90 218 146 338 202 458 110.75
120 26 22 73 44 122 67 170 75 191 125 299 174 406 120.75
130 18 15 61 34 104 54 147 62 168 106 265 149 361 13075
140 12 8 SO 25 88 43 126 SO 147 89 234 127 322 140.75
ISO 6 2 39 17 74 32 lOB 39 128 73 207 107 286 15075

160 29 III 59 183 89 254 160.75

170 19 S*5 46 161 72 225 170.75

180 II 82 34 140 57 199 180.75

190 2 68 23 121 42 174 190.75

200 56 12 104 29 lSI 200.75

2.24Kips = \ ton (Imp)

I I I
 • • • • • • • • • • • • • • • • • • •
Table 2.4.3.4 Extra Wide Heavy

MAXIMUM KNIFE EDGE LOAD

(25% allowed lor impoct) LOAD IN KIPS Width Deck
EXTRA WIDE HEAVY
Construction
Nominal Actual
Span SS SSR OS DSR TS TSR OS OSR DO ODR m mR 00 ODR Span
/! Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips /!

20 83- 20.75
30 80- 79- 168- 30.75
40 72 76- 155 162- 238 40.75
50 52 12- 118 158- 183 244- 249 50.75

60 38 69- 92 J54- 145 238- 199 324- 216 60.75

70 27 66- 12 150- 117 234- 162 318- 177 257- 274 70.75
80 18 59 56 139 95 220 133 300 l46 252- 230 389- 314 80.75
90 10 46 43 116 76 lB6 110 256 121 246- 194 382- 266 518- 90.75
100 3 35 32 96 61 158 90 219 100 241- 164 375" 227 510* 100.75

110 25 22 79 47 134 73 IBB 82 210 138 330 194 450 11075

>-'
N 120 17 13 64 36 113 58 16l 66 182 116 290 165 397 120.75
to
130 9 5 51 25 94 45 137 52 158 96 255 140 352 13075
140 I 39 15 78 32 116 39 137 78 224 117 311 140.75
150 28 6 62 21 97 28 117 62 196 96 275 150.75

160 17 99 47 171 77 242 160.75

170 7 83 33 148 60 213 170.75
180 68 21 127 43 185 180.75
190 54 8 107 28 160 19075
200 41 B9 14 136 200.75

2.24Klps - I Ion (Imp)

._ ......._ ... _.~._ _ _

.... .. ... _---_._---_ .. -- .. _-------_._ ... _-_ ... - - - _.....-._-- ...-._----_...-._-. __._._----_.---)----_.
 Table 2.4.3.5 Extra Wide Super Heavy

MAXIMUM KNIFE EDGE LOAD

(25% allowed lor impact) LOAD IN KIPS Width Deck
EXTRA WIDE SUPER HEAVY
Nominal Conlbuction Actual
Spao SS SSR DS DSR TS TSR OS OSR DD DDR TO TOR OD ODR Spao
It Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. It

20 82' 20.75

30 78' 78' 166' 30.75

40 70 74' 153 160- 236 40.75
50 SO 70' 115 155' 181 242- 246 SO 75

60 35 66- 89 ISO- 142 236- 196 321- 213 60.75

70 23 62- 68 146- 114 230- 159 314- 173 254- 271 70.75
w
o 80 14 55 52 135 91 216 130 296 142 248- 226 385- 310 80.75

90 5 42 38 III 72 182 105 252 116 242' 189 378- 262 514- 90.75

100 30 27 91 56 153 85 214 95 236- 159 370* 222 505- 100.75

110 20 16 74 42 128 68 183 77 205 133 325 J88 445 110.75

120 11 7 58 30 107 52 155 60 177 lID 284 159 392 120.75

130 2 45 18 B8 38 131 46 152 90 249 133 345 130.75

140 32 8 71 26 109 32 130 71 217 110 304 140.75

150 21 55 14 89 20 110 55 189 89 268 ISO 75

160 9 92 39 . 163 69 235 160.75

170 75 25 140 51 204 170.75

180 59 12 118 35 176 180.75

190 45 98 19 151 190.75

200 31 79 4 127 200.75

2.24Kips = I ton (Imp)

I I I I I I
• • I I I I I I I I
• I
• I I I
• I
•
Table 2.4.3.6 Ultra Wide Super Heavy

MAXIMUM KNIFE EDGE LOAD

(25% allowed fOI impact) LOADINKlPS Width Deck
~-
ULTRA WIDE SUPER HEAVY
Construction
Nominal Acluol
5pcm 55 55R DS DSR TS TSR QS QSR DD DDR TD TOR QD QDR Spcm
It Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips Kips. Kips Kips Kips It
20 81- 20.75

30 76- 76- 164- 30.75

40 67 71- ISO 158· 233 4075

50 46 66· 112 152· 177 238" 243 SO.75

60 31 62· 84 146· 138 231· 192 317· 209 6075

70 18 57· 63 141" 109 225" 154 310" 168 249· 266 70.75

80 8 SO 46 130 85 210 124 291 136 242" 220 379· 304 80.75

90 35 32 105 66 175 99 245 110 235" 183 371· 255 506" 90.75

100 23 20 84 49 146 78 207 88 229· 152 363" 215 498· 10075

~-

110 12 8 66 34 120 60 175 69 197 125 317 181 437 110.75

w 120 2 SO 21 98 43 146 52 168 101 276 ISO 383 120.75

130 35 9 78 29 121 36 142 80 239 124 336 130.75
140 22 61 15 99 22 120 61 207 100 294 14075
150 10 44 3 78 9 99 44 178 78 257 150.75

160 80 28 152 58 223 160.75

170 63 13 128 39 192 170.75
180 46 105 22 164 180.75
190 31 84 5 137 190.75
200 17 65 112 20075
~-

2.241<;ps - 1 Ion (Imp)

- .....-.-...--.------------------------------------..- ---.. . ---------------.. -----'1-. ---

 Table 2.4.3.7 Double Wide Light

MAXIMUM KNIFE EDGE LOAD

(25% allowed lor impact) LOAD IN KIPS Width Deck
DOUBLE WIDE UGHT-
Coutruction
Nominal Actual
Span SS SSR DS DSR TS TSR OS OSR DD DDR TO TOR OD ODR Span
It Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. It
20 64* 20.75
30 82* 81* 126* 30.75
40 75 78* 116 122* 158 40.75
50 56 76* 88 119* 121 162* 131

60 42 73* 69 115* 96 158* 104 127* 162 60.75

70 31 70* 54 112* 77 154* 64 124* 133 193* 181 70.75
80 23 64 42 105 61 145 68 120* 110 189* 151 258* 80.75
90 15 52 32 87 49 J22 54 117* 91 185* 127 253* 90.75
100 9 41 24 72 38 103 43 114* 75 181* 107 248* 100.75
W
tv 110 4 32 16 59 29 87 34 98 62 158 90 218 11075
120 24 10 48 21 72 25 83 SO 137 74 191 120.75
130 17 4 38 14 60 17 70 39 119 61 167 130.75
140 10 29 7 49 10 59 30 103 49 146 140.75
ISO 4 21 1 38 4 49 21 88 38 128 lSO.75

160 39 13 75 28 III 160.75

170 30 5 63 18 95 170.75
180 22 51 10 81 180.75
190 14 41 1 67 190.75
200 7 31 55 200.75

2.24 kips - I Ion (Imp)

I I I I I I
•
 • • I
• • I I I I • • • • I I I
• • •
Table 2.4.3.8 Double Wide Heavy
MAXIMUM KNIFE EDGE LOAD
(25% allowed for impact) LOAD IN KIPS Width Deck
VVUOl..d:o n.LUL ""'" Y I

Nominal Construction
Actual
Span 55 SSR DS DSR TS TSR QS aSR DD DDR TO TOR QD QDR Span
It Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. Kip. It
20 84' 20.75
30 80' 80' 125' 30.75

40 73 77' 114 120' 156 40.75

50 53 74' 86 116' 119 159' 129 50.75

60 39 70' 66 113' 93 155' 101 125' 159 60.75

70 28 67' 51 109' 73 151' 81 121' 129 190' 178 70.75

80 19 61 38 101 58 141 64 117' 106 186' 148 254' 80.75

90 II 48 28 83 45 118 50 113' 87 181' 123 249' 90.75

100 5 37 19 68 34 99 39 lID' 71 177' 102 244' 100.75

110 27 12 55 24 82 29 93 57 153 85 213 110.75

.......
W 120 19 4 43 16 67 20 78 45 132 69 185 120.75
W
130 IJ 33 8 54 12 65 34 113 55 161 130.75
140 4 23 I 42 4 53 24 97 43 140 140.75
150 15 32 42 14 82 31 121 150.75

160 32 6 68 21 103 160.75

170 23 55 II 88 170.75

180 14 44 2 73 180.75

190 6 33 59 190.75

200 22 46 200.75

2.24Kip. ~ I Ion (1rnp)

_ _ -. __ _._-....... . -- _ " .. _._ _ _- __.._

._ •.
 Table 2.5 Conversion Factors and useful Constants

•
Linear
OTIIER
I
I
inch
ft
51
25.4 mm
0.3048 m
51
1m
1m
OTIIER
39.37008 in
3.28084 ft -
Square

Cubic
I
I
inch2
ft2
I inch3
I ft3
645.16 mm2
0.09290 m2
16.3871 cm3
0.02832 m3
I m2
I m2
I m3
1550.0031 in2
10.76391 ft2
35.31467 ft3 -
Inertia
Mass
I inch4
I Ib
41.6231 cm4
0.45359 kg
I cm 4
1 kg
0.02403 in4
2.204621b
•
I ton (Imp)
(22401b) 1.01605 tonne I tonne
(1000 kg) 0.98421 ton (Imp) •
1 ton (US)
(2000 1b) 0.90718 tonne
Force I tom 9.96402 kN lkN 0.10036 tonf •
I !bf 4.44820 N IN 0.22481 1bf
1 kgf = 1 kp 9.80665 N
Pressure/
Stress
I tonflin2
15.4443 MPa I MPa 0.0647 tonflin2
•
- 15.4443 MN/m 2 10.1968 kgflcm2
2
I kgf/cm 2
15.4443 N/mm
0.09807 N/mm 2
145.03731bflin2
•
Torque/
Moment
1 Ibflin2
1 tom ft
I Ibf ft
-
0.68947 N/cm 2
3.03703 kNm
1.35581 Nm
The following units are used in various parts of the world:
1 kNm 0.32927 ton ft
3.95124 ton in .
Kip (used in N. America) is short for 1000 Imperial Pounds, ie. I kip = 10001bs
kp (used in Europe) is short for kilopond, and distinguishes the force from the mass unit. I kp = I kgf
•
The linear co-efficient of expansion of steel 0.OOO0l2rC or 0.0000067rF.
Weights of materials vary with compaction etc. The following are working averages.
•
Steel 77.0 kN/m3 7850 kgflm3 490 Ibflft3
Concrete 23.6 kN/m3 2400 kgflm3 150 !bflft3
Asphalt 22.6 kN/m3 2300 kgflm3 144 !bf/ft3 •
Timber Softwoods 5.5 kN/m 3 560 kgflm3 35 !bflft3
Hardwoods 9.4 kN/m 3 960 kgflm3 60 !bflft3
Water (fresh) 9.81 kN/m3 1000 kgflm3 62.51bflft3
(giving approx.
•
36 ft3/ton).

•
•
•

-
-
134
-
 Table 2.6.1 Miscellaneous Dimensional Data.
•
394mm
(151-7")

• 139mm(5W')

•
ABS \AB45 Jack Shoe

•
or
AB6

251mm
(9"W')

• ~:.....-~, ;-[J·_'tJ 54mm

(2'"") 130mm[aq,l~~_
J' 143mmr~:~~~~:r.1(7'i1l'')
i 187mm

1I4mm i-. ' 152mm (5'"") (5%'')

216mm(8W') 98mm
(4W') (6") Bearing on Bearing on
• Abutment Baseplate
(3JB")
AB36 End Post Pinned
Male (or APZ1 Female)

• I
102mm
(4")
•I
254mm
~(IO") W(10")
254mm
r:::-r
267mm
(lOW') 457mm (18")

~J76mm ~ iArl103mm
L/- U _t
22mmLr=::=:=-l' 51mm
(3") (4lM')
• 00") (2")

r-trrt· rOO'
~
267mml" ~. 1
Beanng Block 203mm , . To
b' 127mm ' , f" (lOW')
,,=
. 178mm 365mm = f241mm
used on (8") ,I. , (5'') . ., '1 229mm' .t (7") (12") 1. ,= J(9l-"')
End Posts ABS/6
• Distributing Beam AB22
Balance Beam Assy. AB44
~ 203mm
(8")
1 " '''(9'') ,
-178mm
(7")
38lmm
(15")
i-----I-·-203mm AB33 AB3S
AB7 AB8 .(8") Sole Plate Female Sole Plate Female

• Single Beanng Double Bearing Single Double

2540mm
"'-1"--8'4" I
• _-----:=====-1
l.-I ]406mm
(16")
L....---;::::=AB~22=~=:J--1 768mm ~'t3l7.5mm
2!!L
AB85 --.J (30W') IJ~~"'(l2W)
AB22 Distributing Beam

• on AB7 Single Bearing

AB22 Distributing Beam

on AB85 Crib TopAssy.
AB89 Crib Top Beam (Plain)
I
I
•
~
•
•
o
o
[;;H:: (6 11/16")
114mm
~ ~
343mm
~
I
I
i
I
\
(4W') (l3W') I

I~l ~
215mmII;a=TI~tt 1·::=:':1
•
(8W')
i
r--
I

--I-- 260mm
. (lOW')
+= 445mm
(171-7'') . .=.
1I:Jl;

~--I-- 260mm
=
AB322 AB324 (lOW')
SJ Soleplate SI Soleplate
• 190.5mm _ _f:::;±:L1"±i::" ~--I
LI
Single Male Single Female AB323
SJ Soleplate
AB325
SJ Soleplate
(71-7") Double Male Double Female
AB320, 321 Span Junction Posts,

•
• 135
 Table 2.7.1 Continuous Bridge Coefficients

Continuous bndges with constant moment of inertia and equal spans of length L
Reactions: Multiply coefficient by W. Moments: Multiply coefficient by WL.
Unifonnly Distributed Loads: W on each loaded span. Knife Edge Loads: One load W on one span.

W\ W,
I"
aL
or W~.
aL
~I
2 Spans t:2V
~ A
% % % %
omo
-0.125
%
fa omo
~
% % % 9
C ~
1
2 Spans
At L J~ L J C

Load on Values of '0' Load on

Span SpdJI
W\ -0.063
A-B .I .2 .3 .4 .5 .6 .7 .8 .9 B-C
2 Spans i11fZZZZ~
b A 0.096 ~ B d§ RA .8753 .7520 .6318 5160 .4063 .3040 .2108 .J280 .0573 lie
c:i 0 R8 .1495 .2960 .4365 .5680 .6875 .7920 .8785 9440 .9855 RB
lie -.0248 -.0480 -.Q383 -.0040 -.0938 -.0960 -0893 -.0720 -.0428 RA
MB -.0248 -0480 -.0083 -.0040 -0938 -0960 -0893 -0720 -0428 M8
W MLoad .0875 .1504 •. 1895 .2064 .2031 .1824 .1475 .1024 .0515 MLoad
W\ -0100 , 0.100 W,
3 Spans
~~A Z &000 01/002/ afe zoc13/ D\~
r-r aL aL aL
o

ir
~ ~

>-'
Wil
~
3 Spans
~ r/
W
\

007/:l
-0 Il7

--
i
W

%00;/
\ -0.033

;t
c:i
C ot 8 c:i
3 Spans
At. L J: L J~ L .r
Load on Values of'a' Load an
Span Span
W, -0.067 +0.017 A-B .I .2 .3 .4 .5 6 .7 .8 .9 CoD
3 Spans
~ f: 7 Go~'/ tB1B sd C DT ~ RA
RB
.8736
.1594
.7488
.3152
.6272
.4638
5104
.6016
.4000
.7250
2976
.8304
2048
.9142
1232
9728
0544
10026
Ro
lie
o d a
lie -.0396 -.0768 -.1092 -.1344 -.1500 -.1536 -.1428 -.1152 -0684 RB
RO .0066 .0128 .0182 0224 .0250 .0256 .0238 .0192 0114 RA
W MB -.0264 -.0512 -.0728 -.0096 -.1000 -1024 -.0952 -.0768 -.0456 Me
-0.050 , -0.050
3 Spans <l) f 2 2 7 7 21 --,
Me
MLoad
.rXJ66
.0874
.0128
.1498
.0182
.1882
.0224
.2042
0250
.2000
.0256
.1786
0238
.1434
0192
.0986
0114
.049:1
MB
MLoad
~h ~ B 0075 8 fc D h~
a c:i 0
Load on Values of '0'
Span
B-C .I .2 .3 .4 .5 .6 .7 .8 .9
W, -0.050 -0050 W,
3 Spans RA -039:1 -.0040 -.0770 -.‫סס‬oo -.0750 -.0040 -049:1 -0320 -.0150
I(ZZZ%~ fZZZ%Z\
~tA
o 0.101 "'B <l)C 0.101 D~ RB .9630 .8960 8050
.3210
6960
4480
.5750
.5750
.4480
.6960
.3210
.8050
.2000
8960
0910
If)
c:i
If)
d
0
lie 0910 .2000 .9630
RD. -.0150 -.0320 -049:1 -0640 -0750 -‫סס‬oo -.0770 -.0640 -.039:1
MB -.039:1 -0040 -0770 -‫סס‬oo -.0750 -.0040 -.049:1 -.0320 -.0150
Me -.0150 -.0320 -.049:1 -0040 -.0750 -.‫סס‬oo -.r:J770 -.0640 -.039:1
The ommen! coefficients given above are lor the momenl at the 5Up[X)rt and the maximum MLoad .0534 1024 .1414 .1664 .1750 1664 .1414 1024 0534
moment on the span, which is not necessarily at the centre 01 the span.

I I I f I I I I I I I I
• f I
• I
• Appendix to Table 2.7.1 Theorem of Three Moments

•
•
•

•
where
are areas of the "free bending moment" diagrams, i.e., the areas which would
• occur if each span were simply supported. (area of the parabolic diagram for
U.D.L. is 2/3 x length x maximum ordinate)
are the distances from the outside supports of the two spans under
• consideration to the centroids of their "free bendi.'1g moment" diagrams.

- 11 12 13
Mu Mx
Mv Mw
are the span lengths.
are the unknown bending moments over the supports.
(as drawn with no cantilevers, Mu and M x trre zero).
Solving the equation (simultaneous equations if there are more than two spans) allows
I
I
i

i
•
~
moments at the supports to be evaluated, from which reactions and shears can be
determined.

- I
• !

-
•
•
137
Part 3
-
CONSTRUCTION
-
General
1.1. In this part of the handbook, the aim is to identify the launching and construction equipment
normally provided by Thos. Storeys, to give such detailed information as may be required, and to
provide general guidance on construction, rather than a detailed account of construction
procedure which may vary from site to site. Although guidance is generally based on building a
-
simply supported through bridge, the principles are similar for other types of construction. •
1.2. One important principle, which applies universally, must be stated immediately. One man is
in charge and he gives all instructions which must be obeyed immediately. Weights are such that
ignoring this could lead to a serious accident. The Engineer in charge may delegate this authority to •
a foreman, and if so must ensure that all concerned know who is giving the orders.

Working Party
•
1.3. Standard and Extra Wide bridges can be built easily by hand. Transom weights for Double
Wide and Ultra Wide make hand building difficult, but it is still possible. Always use whatever aids
are available, such as a crane. Indeed 'elephant power' has been substituted. for 'crane power' on •
occasion with great success.

-
•
•
•
•
•
•
Fig. 3.1.1. Elephant Power •
1.4. Hand Building. One man can lift consistently about 45kg./ 1001b. A panel weighs about
275kg./6001b. and can be lifted by a team of 6 men with carrying bars. Transom weights vary with
the bridge width and strength from about 280kg./6] Olb. to nearly 112 ton(ne). A team of 8 or 10 for
Standard and 10 or ]4 for EW can lift transoms. DW transoms would probably be rolled into
•
position and finally lifted into bridge by about 30 men. The exact composition of a working party
would vary with the type, construction and overall weight of the bridge, but a minimum of 26 is
recommended and up to 40 could usefully be employed on a large bridge with reinforced girders. •
More might be needed for DW bridges.

1.5. Crane Building. Using a crane or other lifting aid speeds construction and minimises
manpower requirements. A minimum working party of eight men is recommended and up to 20 can -
-
usefully be employed on a large bridge.

138
 Construction Equipment
• 1.6. Crane. For Standard and EW bridges a mobile crane capable of lifting:j4 ton(ne) at
10m./3Oft. is suitable. For UW and DW bridges, the crane should be able to handle up to 1Y2
ton(ne) at the same radius. If available, a crane with a telescopic jib should be used, since it can
• handle more components without having to be moved, which will significantly improve construction
speed. Four legged chain slings are advantageous. Braided nylon or terylene slings of appropriate
strength are also good. Steel Wire Rope (SWR) slings may be used, but SWR strands tend to snap
when bent sharply (giving a short sling life) and the SWR tends to kink, maldng slinging slow and
• tedious.

•
•
•
r
I
• I
•
I
•
•
II
Fig. 3.1.2. Small crane in normal position on bridge centre line
• 1.7. Winch. Where a conventional cantilever launch is being used, some means of moving the
Ii
bridge forward is required. For light bridges this can be done by manpower and either the crane or i
a dozer can be used for pushing heavier bridges. However, winching from the far bank is also
• advantageous since it tends to keep the bridge on line prior to touch down. Tirfor winches, supplied
by Thos. Storey under part number UG 58, have regularly been used by Thos. Storey staff for this
II
purpose and have often been found extremely useful for other tasks on site.

• 1.8. Hand Tools. Certain specific sizes of hand tool are required. These are normally supplied by I
Thos. Storey and recommended quantities are listed in Table 3.2, together with rollers and other

•
.. A ey
AB206 AB238 ..
I

li \~~
!i

I
i
--. I
AB205
• AB202
't:'
AB203
t"AB373 AB264

.. AB374

AB262

• AB263

.. Fig. 3.1.3. Hand Tools

AB239
launching equipment. Some common tools are also required, but whilst these can be supplied by
rhos. Storey, since they are usually readily available on construction sites, they are not included in
the list. Such tools include sledge hammers (5kg./lOlb. or 6Y.!kg./141b.), crowbars, spikes for lining
•
up pinholes or jamming rollers, shovels and a pickaxe for digging in grillages, a 30m./lOOft. tape
measure, and either a universal level or some other method of determining levels with reasonable
accuracy. •
Building Methods
1.9. Although the Acrow Panel system, like Bailey, was designed for construction on the home
bank and a cantilever launch, which will be dealt with in more detail, there are alternatives which
-
may be advantageous under specific circumstances.
•
1.10. Lift in. Where suHiciently large cranes are available, it may be possible to construct the
whole bridge, usually without the decking, alongside the gap and to lift the whole bridge into
position. This has advantage in speed and cost in that no launching equipment is needed. There is ..
-..
no absolute maximum length, but it is unusual for bridges much above 8 or 9 panels in length to be
built this way. The crane must obviously be able to take the whole weight when the jib head is at
mid span and if it has to do this from the home bank, the crane capacity becomes large. Care must
be taken in this method not to damage the bridge structure, by producing an inward pull from the
crane slings on the top chord. A lifting frame should be used, which may be no more than two
transoms placed under the top chord at suitable spacing, with the slings attached to the transom.
The maximum lift on the chord should not exceed 75kNnY.! ton(ne) at one position on one truss.

•
..
..
•
•
•
.
Fig. 3.1.4. Lifting In a
33.5m (1 10ft) Barge
•
Loading Jetty in Holland

1.11. A variation of this method which may be necessary in restricted sites is to construct the side
..
girders complete, to lift these directly into position and then to fit the transoms and rakers followed
by the decking. This method is not often recommended because of the difficulty of getting the
girders exactly square and at the right spacing, and if these are not correct the transoms and
swaybrace will not fit. Very accurate setting out and close attention to positioning is required. This
method lacks the stabilisation of the rakers, and it is necessary to check that the dead load of the
girder when first placed will not cause compressive bending stress in the top chord in excess of that
-
•
allowed, and whether it will be necessary to place transoms and rakers at mid span and possibly at

-
quarter span before adding the remainder, so that the additional dead load, as transoms and
decking are added, does not create excessive stresses.

140
•
•
•
•
•
•
•
Fig. 3.1.5. A side girder being lifted in by two cranes
• 1.12. Cantilever Launch. The cantilever launch is the most common building method. The
principle is to have 'launching rollers' on the home abutment, 'landing rollers' on the far abutment,

• and to build the bridge behind the launching rollers, resting on 'construction rollers', booming
forward as construction proceeds, taking care always to have more weight behind the launching
rollers than in front. Clearly to achieve this, a construction is required which is capable of taking the
imposed loads and which overall is sufficiently long to reach the landing rollers without tipping into
• the gap. The normal method of providing this is to build a skeleton construction called a launching
nose at the front of the bridge from components exactly similar to those in the bridge and to remove
this after launching is completed, returning the nose components, rollers and construction tools to
store until required for the next bridge. The launching and landing rollers are normally composed of
• AB42 Rocking Rollers but for light bridges it may be possible to use two AB41 Plain Rollers as the
landing rollers, and for heavy bridges AB44 Balance Beam Assembly may be needed. (See para
2.6)
•
Construction Area
1.13. For a conventional cantilever launch, a construction area is desirable which is
• approximately level behind the launching rollers for a distance equal to the final span. This will
provide room for the crane and when required a pushing vehicle. If possible it should be 3m.! lOft.
wider than the length of the transoms being used, and have room to stack the components within
• reach of the crane.

-
- .
,

-..
.. Fig. 3.1.6 Rollers

141
1.14. In all cases, launching and construction rollers must be in the same plane, and landing
rollers must be on or below this plane. Crossfall of the launching plane must be eliminated by
packing under the rollers, or the bridge will tend to skew when being boomed forward, and whilst -
slippage can be corrected, to do so is usually time consuming and te<;:lious. Assembly of bridges on
either uphill or downhill slopes is of course possible, but restrainer tackles are required to prevent
the bridge running away on downhill slopes and special provisions may be required to move
bridges forward on uphill sloping sites. In general. the launch plane should be level and rollers -
should be packed to achieve this if possible.

1.15. Accurate levelling and securing of rollers takes time, but will pay dividends in speeding the
overall construction time. It is recommended that an accuracy of 6mm./W' be maintained. Roller
grillages must be designed to carry the loads imposed without sinking. Digging out and resetting a
-
roller during construction imposes far more delay than setting the rollers thoroughly in the
beginning.
•
1.16. Similarly stacking the components clear of the construction rollers, but in an orderly manner
and within convenient reach of the crane will pay dividends. On restricted sites it may be necessary •
to have componEmts delivered to the crane along the approach road as they are needed, but in
nonnal circumstances stacking the components on one or both sides of the construction area is
desirable. Bear in mind that the actual building position moves progressively backwards as the
length of bridge increases, and avoid stacking components too close to the gap where they will be
•
out of reach of the crane during the later stages.

•
Landing Area
1.17. Sufficient clear space is required on the far bank for at least one bay of bridge to pass over
the landing rollers. Where speed is important, there should be enough space for the complete nose
to pass the rollers as this avoids stopping to dismantle the nose after a series of small moves.
•
•
•
------------..,
_ _ _ _Stores
_ _area
_ _ _ _ _ _ --.J:
457mm(18")
•
r---

f------1t-.. ===t=. -H---'. 3rdtruss line

Innert russ line

Construction rollers at 7'12m (25') centres

behind launch rollers
Innertruss centres:
Standard-3.937m (12'11") U~ra Wide - 5.658m (18·S,"''')
•
Extra wide - 4.953m (16'3") Double Wide - 7. n2m (25'6'1
.
I - - - t t - - . -~_ --B---:
-------------...,
'---
Launch
rollers
landing
•
Rollers
Stores area : Landing Area
_____________ J

Construction Area (preferably span length) Gap

(preferably
nose length) •
Fig. 3,1,7 Construction Site
•
•
•
..
142 -
 Launching Design
• 2.1. Before any construction work is done on site, the building method must be decided, and fOr r~
cantilever launch, the launching design must be carried out. The following must be decided: I

1
(a) Bridge cantilever sag and position of launching links to correct this.
• (b) Launching nose length and construction. I
(c) Loading on launching rollers and landing rollers.
• (d) Number of additional bearings required (if any),
(e) Jacking loads,

• (D For multispan bridges, the roller requirement for the piers and additional equipment at the span
junction where S,J. sets are used to link the spans.

2.2. Sag The sag to be expected at the tip of the launchmg nose just before it reaches the
• landing rollers is composed of both pin hole sag and elastic deflection, and is therefore dependent
on the number of storeys, the strength and the weight of the various parts of the nose and the
cantilevered part of the bridge. In practice, the variation for different constructions at each span

• length is not great, and the maxirrium sag to be expected is shown in Table 3.1.1.

2.3. Launching Links. To correct this, launching links are inserted in the bottom chord of the nose.
To avoid overload, these links should not normally be fitted more than four bays back. Table 3,1.2.
• shows the effects 'of links in various positions. Normally choose the position or positions which will
raise the nose just sufficiently to clear the landing roHers.

•
•
•
•
•
• i
!
Fig, 3.2.1 Launching Link I
•
~
- 2.4. Length of Nose. As a general rule, the number of bays in the nose is half the number of bays
in the bridge, rounded up to the nearest whole number, plus one bay, This should be verified by
calculation. In a restricted site, where counterweights have to be used, a longer nose could be
necessary. Typical launching noses have been designed for the heaviest constructions envIsaged
for a given span. The components and constructions are tabulated in Table 3.2.1 for Standard and
• Extra Wide, Table 3.2.2 for Double Wide, and Table 3.2.3 for Ultra Wide.

2.5. Calculations. If a standard nose as tabulated is being used, there is no requirement to check
• the nose for strength and the only calculations required are for the centre of gravity of the bridge
with nose to ensure that the nose will reach the landing rollers before the centre of gravity reaches
the launching rollers. An example of a typical calculation is at the end of this section. Leavmg off
the decking entirely will normally move the centre of gravity of the system a small amount towards
the launching nose. Leaving off the decking for the first half of the bridge will move the centre of
gravity toward the tail, and decking can be used to provide a counterweight if necessary by
stacking it in the last two bays of bridge.

143
Launch Weight
2.6. As the centre of gravity crosses the launching rollers and the bridge tips gently to the landing •
rollers, the whole of the weight is taken by the launching rollers. Where the nose would make
contact with the landing rollers before the centre of gravity reaches the launching rollers, there is
effectively a three span bridge, and the launching weight is slightly reduced. The calculation is
however more difficult and the launch weight is usually taken as if the centre of gravity reaches the •
rollers before contact is made with the landing roller. The load on a panel chord should not exceed
75kNl7Y2 ton(ne). Whilst there are three rolls in the rocking roller, the hogging of a single storey
bridge as it crosses the launching rollers may be such that the centre roll is not fully loaded. For
single storey bridges therefore the load on one rocking roller is limited to 150kN/15 ton. For double
storey bridges, the hogging effect is not significant and the load on one rocking roller can be
-
increased to the full 220kN/22Y2 ton. With four rocking rollers in the launching roller assembly the
maximum launch weight is: •
Single storey 600kN/60 ton
Double storey 880kN/90 ton

With quadruple truss construction and the unusual layout of 6 rocking rollers in the launching roller
•
assembly, referred to in para 3.5, the maximum launch weights are:
Single storey 900kN/90 ton
Double storey 1300kN/126 ton •
Above these weights, Balance Beam Assembly (AB 44) must be used, each with four rocking rollers,
which have a capacity of 1200kN/l 20 ton for single storey and 1760kN/180 ton for double storey.
•
2.7. Landing Weight The weight on the landing rollers is found from a similar calculation, but in
this case with only the nose overhanging the rollers, the hogging effect is small and loads can be up
to those quoted above for double storey. •
2.8. Bearings. Rocking rollers sit on either two single bearings (AB 7) or one Double Bearing
(AB 8). The bridge bearings provide most of these, but in some constructions there may be need for
additional bearings. For example a DDR bridge would have eight single bearings, and might •
require eight rocking rollers so an additional eight single or four double bearings may be required.

•
•
•
•
•
•
Fig. 3.2.2 Balance Beam Assembly with 3 of 4 rollers fitted •
2.9. Jacking. The jacking load at each comer is one quarter the weight of the bridge. The jacks
usually provided have a head capacity of 35 ton with a 12 inch stroke, but more usually have to
•
take the load on the claw, which is rated for 14 ton. Four jacks, operating together at one end with
the load shared equally, can take 56 ton and are therefore enough for a bridge weight of up to 112
ton. Where this is likely to be exceeded, either the AB 209, 60 ton jack with a 150mm./6/f stroke
-
-
must be used or the bridge must be lightened by leaving off the decking.

144
•
•
• AB207 Hydraulic Jack 35 ton with clawi
l.
, '''---....i

•
•
. AB40 Jack Shoe (for jacking over AB9 Baseplates

. Fig. 3.2.3 Jack and Jack Shoe

2.10. Nose Design. Where, for some reason, a standard nose cannot be used, it is necessary to
check the design for both bending and shear. Nose girder strengths are the same as for a bridge of
• the same construction. Check at each point where the construction is being changed, both in
cantilever (which will not usually present a problem) and with the nose and bridge spanning
between the rollers. As the bridge advances, obviously t..>-te reaction on the landing rollers increases
• but its lever arm becomes shorter, so that although initially the bending moment increases, it soon
reaches a maximum. Points to note in the initial design are that:
(a) the length in any construction should not normally exceed the maximum length of that
construction used in the standard designs.
• (b) triple truss construction in the nose cannot be used with less than triple truss construction in the
bridge, and since the second truss is not supported on the launching or landing rollers in the
normal layout, it cannot transmit a shear load directly to the supports.
• (c) reinforced constructions are not usually used in the nose, because they take longer to strip, and
the reinforcement would have to be carried through i:1to the hrst bay of bridge where it may iI
have to be removed whilst the bridge is on jacks.
• I

..
2.11. Multispan Bridges. There is not normally a tipping problem with multispan bridges, though I
this obviously must be checked where the first span is short in relation to the next, so that usually the
nose is required solely to counter cantilever sag. Table 3.1.1 can be used to determine the sag to
!
be expected, considering the longest span to be crossed, and a nose up to four panels long chosen I
•
•
so that launching links can be inserted at the right position. Construction of the nose would normally
be that given in Tables 3.2.1. to 3.2.3. for the appropriate length of nose. Additional rocking rollers
and bearings are required on the piers, capable of taking the launching loads, and these are not
covered in the tables. Where the bridge is contmuous and to be supported on distributing beams, it
is often advantageous to set the rollers on top of the distributing beams, which simplifies the jacking
operations. This method usually determines the height of the launch plane. The distributing beams
normally have to be packed to maintain a horizontal line.
..
1
I
I

2.12. Span Junction Equipment. Where a discontmuous (broken span) bridge is to be built, using
• span junction equipment over the piers, additional equipment is required to link the spans during
the launching to make the bridge effectively continuous, and to provide a level surface at the
bottom to pass over the rollers AB 370 Launching Link and AB 372 SJ Chord Reinforcement are
provided for this purpose.
•
AB 371, SJ Jacking Corbel can be bolted to the outer shear flanges of the SJ posts, for jacking on the
pier, each capable of a load of 350kN/35 tons. The components required are tabulated in
• Table 3.3.

145
2.13. Example
A 15 bay DDR bridge with EW HS deck is to have a conventional cantilever launch. •
Sag and Links
From Table 3.1.1 for 15 bay bridge double storey, sag. l.lm/43"
From Table 3.1.2 links 4 bays from tip, raise tip of nose 1.37m/54"
•
links 3 bays from tip, raise tip of nose 1.02m/40Y2"

Assume launching and landing rollers at same height.

If the bridge were unreinforced, links at 4 bays from nose tip would be needed but with
-
reinforced bridges, the bridge is raised an additional l00mm/4" height by the reinforcing
chord, so that in this case, links at 3 bays from tip would suffice. •
Nose
From Table 3.2.1 the standard nose for a 15 bay EW bridge is 9 bays long, 6 bays SS, 3 bays •
DS. The weight using light transoms is 10.54t and the nose CG is approximately 4.05 bays
into the nose (measured from the bridge). Fitting the links 3 bays from tip would have
negligible effect on the position of the CG. Using heavy transoms however, would increase
the weight of the nose by about 2.31 t to 12.85t, and move the nose CG forward by about 0.25
•
bays.

Launching Weight •
From Table 1.2
Side girder weight 15 x 3.13 = 46.95t
•
Calculated this way, this is slightly high by the weight of the reinforcing which is not normally
fitted in the end half bays on the top chord, nor the end bays on the bottom chord. It is not
normally necessary to do so, but this could be corrected by comparing the weight of DDR
with DD, which shows that the weight of reinforcing in one bay is 3.13 - 2.32 = 0.8 It and
•
subtracting 1.5 bays = 1.21 t
46.95 - 1.21 = 45.74t
From Table 1.3 •
Weight of 1 bay of deck units (column C) 1.68t
Weight of transoms and swaybrace without deck units
in one bay
15 bays at 1.3Ot
2.98 - 1.68 1.30t
19.5t
•
Bridge weight undecked 19.5 + 45.74 65.24t
Launch weight undecked 65.24 + 10.54 = 75.78t
•
Without using Balance Beam Assemblies, it is therefore possible to deck the last 7 bays of
bridge

Launch weight
7. x 1.68
75.78 + 11.76 = 87.54t
11.76t
•
We therefore have the launching system illustrated.
•
•
:J

l1.76t 65.24t
~
10.54t
•
fig. 3.2.4 Launching Arrangement •
By moments about any convenient point, it can be shown that the CG of the system is 8.4
bays from the rear or 6.6 bays from the front of the bridge. Rollers could therefore be set at the
bearing positions, if the abutment size prevented their being set at the more normal 14.5 bay -
spacing.

146 -
 Landing Weight
• The heaviest load on the landing rollers occurs when the bridge reaches its final position, with
the nose overhanging the rollers. Assuming the rollers are at 14.5 bay centres, moments about
the launching rollers will show the maximum load on the landing rollers is about 49.1 t, too
• much for two rollers, so 4 AB43 are required.

Bearings
A DDR bridge has four single bearings AB7, at each end. 4 AB43 require 8 single bearings so
• an additional four bearings will be required at each end of the bridge.

Jacking Load
• The bridge is jacked down after removal of the launching nose and fitting the end posts.
Heaviest load will be at the home bank bearings, which again by moments, can be shown to
be 65.24/2 + 11.26 x 11.25/15 + weight of end posts, approximately 41.6t, 20.8t each side,
• so 4 jacks AB207 will be required, two at each comer.

2.14. The Engineer in charge would also check the 'position of the centre of gravity at various
stages of construction to see how far to boom forward. For example, it would be normal to boom
forward 4 bays on completion of the nose, then after building the first four bays of bridge, to
advance a further 2 to 3 bays, so that by the time the bridge is completed in say 4 stages, there
would be a cantilever, overhanging the gap, of about 12 bays, and the actual point of building has
moved back gradually hom 5 bays behind the launch rollers for the first bay of the bridge, to 12
• bays for the last.

2.15. This determines the length of construction area required and where to stack components
• prior to building. If the bridge has to be built on a restricted site, similar calculations will show what
counterweight is reqUIred on the rear at the various stages of construction to prevent the bridge
overbalancing.

•
•
•
•

•
•
•
Fig, 3.2.5 A single line of decking will often be found useful during construction
•

147
Setting Out
3.1. Set out the centre line of the bridge, if possible by stretching a chord from the far bank, and
extend this as far as necessary into the construction area. Mark the centre line point for the landing -
rollers and the launching rollers. Ideally, launching rollers should be 0.76m/2'6" in front of the
bearing positions, since this greatly simplifies subsequent jacking operations. Similarly landing
rollers should be 0.76m/2'6" into the span hom the bearing positions if possible. Where Balance -
-
Beam Assemblies (BBA, AB 44) are needed, the bearings for these should, if possible, be 1.52m/5ft
in front of the bridge bearing positions. Where this is not possible, BBA bearings can be placed
O.76m/2'6" in front of bridge bearings, and rocking rollers substituted for the BBA just before the tail
of the bridge reaches the BBA.

3.2. Mark the centre line at approximately 7.5m/25ft inteIVals behind the launching roller point
and set out at right angles to the centre line positions for the launching rollers (Rocking Roller AB 43)
and construction rollers (plain Roller AB 42). The pair of rollers closest to the centre line are always
•
positioned under the inner trusses of the bridge and the second pair O. 457m/ 18" away, under the
third truss position, which is the outer truss for both double and triple truss constructions. (Obviously,
the second pair of rollers is not used in single truss constructions).The theoretical distances from the
•
centre line vary with the width of bridge as follows:
Centre of inner
roller
Centre of outer
roller
Centre of BBA
•
Standard 1968.5mm/77.5" 2425.7/95.5" 2197.1/86.5"
Extra Wide 2476.5mm/97 .5" 2933.7/115.5" 2705.1/106.5" •
Ultra Wide 2828.9mm/lll.4" 3286.1/129.4" 3058.2/120.4"
Double Wide 3886.2mm/153" 4343.4/171" 4114.8/162"
The actual distance between trusses on site must vary slightly with the temperature of the transom
•
and positions within 6mm/W' of the above will suffice.

3.3. Quantities of rollers recommended for various lengths of bridge are given in Table 3.2. •
These have been evaluated on the heaviest likely construction, but should not be regarded as fixed
quantities. The number of construction roller positions may be determined by the site. Normally only
one pair of rollers in the inner truss position is used in the first position behind the launching rollers.
In other positions it is normal to use two pairs (except obviously for single truss bridges). Where 4
•
Rocking Rollers are shown in the tables, 2 will form the launching rollers and 2 the landing rollers. 6
Rocking Rollers assume 4 launching and 2 landing whilst 8 provides 4 each side of the gap. For the
very heavy bridges when BBA are required, each BBA takes 4 Rocking Rollers, making 8 Rocking
Rollers in the launching roller assembly, and 4 rollers are required for the landing rollers.
•
3.4. Guide rollers have to be removed from the Rocking Rollers in triple and quadruple truss
constructions. From the Rocking Rollers under the inner truss, remove only the guide rollers furthest
from the centre line. From the Rocking Rollers under the third truss, remove both sets of guide rollers
for quadruple truss bridges, and for triple truss only the guide rollers nearer the centre line. Frequent
-
checks must be made during launching to ensure that rollers with guide rollers removed are
correctly positioned under trusses, otherwise serious overloading of bottom chords may occur.
•
3.5. With quadruple truss bridges, to avoid having to use Balance Beam Assemblies where
launching weights lie between 600kN(60t) and 900kl'l"(90t), for single storey and between •
880kN(90t) and 1300kN(l20t) for double storey, it is possible to set Rocking Rollers under the first
and fourth truss positions, with a third roller in between, picking up one of the chord channels from
each of the second and third trusses. This system rests on two AB 8 Double Bearings and must be
very accurately levelled and positioned. Guide rollers must be removed to leave only those which
guide the outer flanges of the first and fourth trusses. This is an unusual layout and is not covered in
the tables of quantities.
-
•

148
 Building the Launching Nose
• 4.1. The launching nose can be of either Acrow Panel Bridge or Bailey Bridge components. With
either type, with few exceptions, the construction drills are the same. The following instructions
assume that the launching nose is being built with Acrow Panel Bridge components. 0Nhere Bailey I
• components are being used transoms are fitted behind the leading verticals of the panels).
It is usual to build with the female jaws of panels towards the gap. Construction starts by pinning
three panels together to make a 9m/30' long beam (this may include a Launching Link AB 41 in the
bottom chord where necessary). Place this beam with its forward (female) end on an inner truss
• launching roller and its rear end on the plain roller 7.5m/25' behind. Hold the beam upright in this
position and place a second 9m/30' beam on the other inner truss rollers.

• 4.2. Remove the Transom Set Bolts (AB 55) from the forward diamond of any convenient pair of
panels. Sling a transom so that it hangs level and the correct way up for fitting. In Ultra Wide and
Double Wide bridges Launching Nose Transoms (AB 48 and AB 47 respectively) are used in the
nose. Pass the transom from the centre line of the bridge through the diamond chosen and then
• back into the same diamond of the other truss. Lower the transom onto the dowels in the transom
seats in the panel diamonds, and bolt it down to each seating using the two set bolts previously
removed.

• 4.3. Fit Rakers (AB 2) between the Raker Blocks on the transom and the Raker Plates in the top of
the diamond usmg Raker Bolts (AB 54). Note that when fitting rakers in Acrow Panel bridges the
top of the raker should be on the side of the raker plate in the panel diamond nearest the end of
• the panel, and the bottom of the raker should be on the side of the raker block on the transom
nearest the centre of the panel. Once one transom is bolted down and rakered the nose is stable
and the remaining transoms can be fitted and rakered in each forward diamond.

• 4.4. Swaybracing can now be fitted to these three bays of nose. Acrow Panel swaybracing is
designed to fit between transoms at 5ft( 1.524m) centres; except at launching links, transoms in the

- launching nose are at lOft(3.048m) centres (one per bay). To enable the swaybracing to be fitted in
the nose, a Swaybrace Extension (AB 15) is fitted in the position of the missing transom in each bay.
When a launching link has been used, the distance between transoms is slightly larger than 10ft
and an AB 49 Launching Link Swaybrace Extension is used instead of the AB 15. (If Heavy
Transoms (STD & EW) are used, use AB 50 not AB 49). Swaybraces should be fitted with dowels
• downwards into the swaybrace extension and the sway brace bolts (AB 63) (with a plain washer in
each case) fitted through the dowels from the underneath upwards. The ends of the swaybraces are
now positioned with dowels downwards into the outer swaybrace plates on transoms, and the
•
•
•
-
ABIS Swaybrace Extension

-
-
•
. Fig. 3.4.1 Swaybracing in Launching Nose. Lower pictures show AB49 htted in bay with launching
links.

149
swaybrace bolts fitted loosely through the dowels, trom the underneath upwards. Ii the dowels will
not easily fit into the swaybrace plates on transoms, the Acrow panels on one side of the nose
should be rolled or rocked parallel to the line of bridge until the dowels of all swaybraces drop (or -
-
can be topped) into the dowel holes. Throughout this operation, the four ends of swaybraces
connected to the swaybrace extension should be supported by one man. Once the first bay of the
nose has been thus "squared up" the remaining swaybraces in the nose will be easily positioned.

4.5. Tightening of the swaybrace bolts, raker bolts and transom set bolts in the first bay should
not be carried out before completion of the third bay; the second bay bolts should not be tightened
before completion of the fourth bay etc.

4.6. When changing from single to double truss construction in the launching nose, the first two
-
bays of double truss construction should be built as Single Single and then two panels pinned
together should be threaded onto the two transoms and secured with transom set bolts in the third
•
truss position on the transoms ie. at 18" (0.457m) centres from the inner truss. The trusses of a double
truss launching nose are always at 18" (0.457m) centres regardless of the number of trusses
in the bridge proper (unless the unusual 6 rocking roller system is being used with a quadruple truss •
bridge, in which case the trusses would be at 27" (0.686m) centres). Bracmg frames 2/3 truss (AB 3)
are fitted vertically on the front of the Double Single bays and horizontally at the centre of each bay.
(Note: In the bridge proper, horizontal bracing frames are fitted over panel junctions, but in the nose
they are over the centre of each panel).
•
4.7. Throughout the construction of the nose and the bridge proper the structure should be
moved forward on rollers as the work progresses. It is of course vital that the centre of gravity does •
not pass the launching rollers. For light bridges the bridge can be pushed from the home bank with
any suitable vehicle, but for long and heavy bridges it is desirable to pull the bridge from the far
bank by winch, as this helps to keep the bridge on the correct alIgnment. The pull should be
applied to the trusses with a V strop and not to a transom.
•
4.8. The number and timing of moves depends upon site conditions and upon the way the
components are stacked. After each -move spikes should be inserted through the bottom chords into
the launching rollers, thus prevents the bridge moving accidentally. Care must be taken to remove
•
these spikes before attempting to move the bridge.
•
AB46 Launching Nose Struts lOft are used at the
centre of Double Wide Launching Transoms •
in the nose to add additional stiffness.

•
•
•
•
Fig. 3.4.2 Launching Nose Struts •
•

150 -
 Building the Bridge
5.1. Once the nose is complete bridge construction follows. The only immediate changes of drill I

r
are that two transoms are used in each bay and, between the end two iransoms at each end of the
• bridge, four swaybraces are used instead of two (Standard, EW and Ultra Wide) and eight
swaybraces instead of four (Double Wide). No swaybrace extensions are required.

5.2. If the bridge has more trusses than the nose, the first bay of bridge must be built as follows:
• (a) First add the inner truss panels on both sides of bridge, and the two iransoms for that bay and fit
the rakers.

• (b) Then fit the panels for the additional trusses, working outwards, lifting them up into position 60
that the dowels on the transom seats enter the appropriate holes in the iransoms, and while
holding them in position, secure them with the iransom set bolts. When all the panels are in
position, fit bracing frames vertically to the forward end of the first bay in bridge.
• (c) The swaybracing should now be fitted but not tightened. Where swaybraces are crossed (ie.
doubled) between the two iransoms in the first bay, and again in the last bay, one swaybrace
set should be fitted with dowels down, the other with dowels up. In all other positions
• swaybraces are fitted dowels downwards into the swaybrace plates on the transom webs.

5.3. The second and subsequent bays are then added, components being fitted in the order
• panels, transoms, rakers, bracing frames horizontally across the panel junction just completed, and
swaybracing. With single or double truss girders, there is no difficulty about driving the panel pins,
but with triple or quadruple truss girders, the pins at the first junction have to be passed through the
outer (or inner) truss jaws. It is usually much easier therefore to build the girders with the panels in
• echelon. In bay 2, fit the second truss panels first, followed by the third truss for quadruple
construction, repeat this for next bay (bay 3). Return to bay 2 and fit the panels for the inner and
outer trusses, followed by the iransoms, rakers, bracing frames and swaybrace. Before adding the
inner and outer truss panels for the third bay, fit the cenire truss panels for the fourth and continue
• this sequence for the rest of the bridge. Besides eliminating the need to pass pins through jaws of
other trusses, this enables one of the two AB 52 Safety Clips to be fitted to the pin before it is driven
home, which also improves construction speed.
• 5.4. Bolts in any bay of bridge, except the last, should not be tightened until at least one more
bay of bridge has been completed with all bolts fitted loosely.

• 5.5. The decision on when to fit the decking depends on the launch calculations. It is however
usually much quicker and easier to do this during construction rather than after launching. It is

- therefore normal to deck as much of the bridge as site conditions, launching weights, and launch
pull permit. Deck units are laid from one side of the roadway to the other. After the kerb unit has
been placed, its clamps should be fitted loosely, with the bolts inserted from the underneath. The
next deck unit is slid into position with the flange of the outer joist under the loose clamp. Clamp
bolts should not be tightened until the next bay of decking has been fitted. Since access to
• swaybrace bolts is more difficult once the decking has been fitted, it is normal to deck one bay back
from the bay being built after the swaybrace and other bolts have been tightened.

5.6. When the last bay of bridge is completed, vertical bracing frames are fitted to the end
• verticals of the panels, all bolts are checked for tightness and the bridge is ready for launching into
position. As the centre of gravity approaches the launching rollers, a check should be made to
ensure that the trusses of the nose are correctly positioned over the landing rollers. Once the nose
• has touched down on the landing rollers the bridge should be moved forward until the tail has
passed the last'set of construction rollers. At this stage it is desirable to fit the End Posts (AB 6) to the

-
tail of the bridge as the half round bearings under them act as stops which may, in an emergency,
prevent the bridge overrunning the launching rollers. During the final launch check that the nose
does not run into an obstruction on the far bank and, if necessary, strip bay by bay. When the
launch is completed the nose is stripped and the far bank End Posts (AB 5) are fitted.

• Jacking Down

-
5.7. The follOWing points are given for guidance of the engineer in charge:
(a) Jacking should be very strictly supervised.
(b) Jack at one end of a bridge at a time, and keep the bridge level. If one comer is allowed to
drop, the jack at the other comer is liable to be overloaded.
• (c) Always use safety packing when jacking.

.. 151
(d) Jack under end posts or in special circumstances, under the bottom chords below pcmel
verticals.
(e) Never jack under a trcmsom. •
(f) Always use sufficient jacks. Never overload jacks, in particular, note the capacity limit for claws.
(g) Ensure that all jacks work together. •
(h) Make sure that jacks are vertical cmd on a firm footing. Should jacks get out of vertical it is
possible for the whole bridge to move sideways, cmd the jack to be propelled sideways with
considerable force.

Reinforced Bridges
-
5.8. Chord Reinforcements (AB 10) must be fitted while the bridge is on rollers and cannot •
normally be fitted after launching. Each chord reinforcement is secured by four Chord Bolts (AB 57).
Chord Bolts are fitted pointing upwards, thus in the bottom chord the head of the chord bolt is in the
chord reinforcement cmd the nut in the panel chord, cmd in the top chord, the head is in the pcmel
chord cmd the nut in the chord reinforcement. This simplifies the final tightening of chord bolts.
•
5.9. The bracing frame blocks in chord reinforcements are exactly the same as the chord
reinforcement blocks cmd the same distcmce apart. The chord bolt blocks are, however, •
symmetrically positioned along the chord reinforcement whilst the bracing frame blocks are offset
lOOmm/4" towards the male jaw. To ensure correct fitting, the male jaw of each chord
reinforcement is marked with a T on the side which has the bracing frame blocks in it. Chord
reinforcements should, therefore, always be fitted with the T showing (that is away from the pcmel
•
chord).

5.10. Top chord reinforcement normally covers the first pcmel junctions at each end of bridge. •
Bottom chord reinforcement normally finishes at those junctions with taper chords under the second
diamonds in bridge at each end to enable the bridge to ride up onto the rollers cmd down again at
the end of the reinforcing. Taper chords are required only under those trusses supported on rollers.
When fitting chord reinforcements the male and female jaws should be at the same ends as the •
male cmd female jaws of the pcmels. On the underside of bridges each chord reinforcement fits
directly under a pcmel and should be fitted before the pcmels are built into bridge. Fitting is most
simply done when the pcmel is lying flat on a firm surface. At this stage the chord bolts should be
finger tight only as this simplifies the fitting of pcmels into bridge. Taper chords are normally fitted as
•
soon as the panel with reinforcing chord to which it is to be pinned has been added to the bridge.
They are normally removed after launching.
•
•
•
•
AB13 Taper Chord Male

•
•

AB12 Taper Chord Female

•

Fig. 3.5.1 Taper Chords •

-
 0.11. On the top chord each chord reinforcement fits across the joint between the two panels and
should be fitted as soon as each bay of panels is completed. As with the bottom chords, the chord
bolts ShOUld be finger tight only. As soon as the top chord reinforcements are fitted, the horizontal
• bracing frames should be fitted, (except, of course, SSR bridges). The bracing frames fit over the
centre of the chord reinforcements, that is, over the junctions of bays.

5.12. Chord bolts should not be tightened until at least two further bays have been completed.
• This is necessary to ensure ease of fitting of other components. Final tightening of chord bolts must
be done before the bay passes the launching rollers and the Engineer in charge must ensure that
they are fully tightened using the AB 206 Ratchet Wrenches with 1W' BSW sockets provided. The
tightness of these bolts is very important if the chord reinforcement is to develop its full strength ill the
• bridge.

• Double Storey Bridges

5.13. The second storey should normally be built whilst the bridge is on construction rollers,
although where an existing bridge has to be strengthened to take heavier loads it is possible to add
• a second storey in site using a Chord Jack Adaptor Set (AB 20) and a 35 ton Hydraulic Jack
(AB 207).

5.14. When a bridge is being built as double storey, the construction of the second storey should
• be done one bay behind the construction of the bottom storey. Therefore, after fitting transoms,
rakers and swaybracing to a bay, instead of fitting horizontal bracing frames across the junction, the
second storey panels should be added to the bay previously completed, passing the chord bolts
• upward through the top chord of the bottom storey panel with their nuts in the bottom chord of the
top storey panel. In the first bay of the upper storey, two vertical bracing frames are required for

-
each girder, one at each end of the panels. All subsequent bays have vertical bracing frames on
the rear verticals only. Horizontal bracing frames are fitted across panel junctions on the top chord
in exactly the same way as in single storey bridges.

-
•
5.15. Reinforced double storey construction combines the sequences above, bottom storey panels
being fitted to bridge after the reinforcing chords haVe been added, and top storey reinforcing
chords being fitted across the panel junctions before the horizontal bracing frames are added.

Fitting a second storey in situ

5.16. The natural deflection, both elastic and pin hole, of a double storey bridge is less than that of
a single storey bridge. To add a second storey in situ it is necessary to remove the extra deflection.
The procedure is as follows Fit one panel in each truss at mid span, tightening the chord bolts
• immediately. Work outward from this panel, symmetrically In both directions, on both sides of the
bridge either concurrently or alternately. Bring up each panel in tum and fit to the panel already
placed, fitting the top pin only. A small gap will normally be apparent between the chords of the
• upper and lower storeys, and neither the bottom pin nor the chord bolts can be fitted. Fit the chord
jack adaptor set with AB 207 jack on the next panel and jack against the bottom chord of the panel
being placed. Jack until the bottom pin hole has just passed the pin hole in the first panel, at which
stage the chord bolts can be fitted and tightened. Release the jack slowly and fit the bottom pin
• when the pin holes align. Check tightness of the chord bolts and that no light is visible between

-
adjacent chords. For double truss bridges, fit the outer truss panel then the inner truss. For triple or
quadruple truss bridges, it is usually easier to work in echelon as described in para 5.14 above,
• fitting the centre truss or trusses first, then adding the outer and inner trusses one bay behind the
centre truss. Finally when all panels have been placed go back and check tightness of all chord
I

bolts.

•
153
Dismantling I

r
1
6.1. Where an Acrow Panel Bridge has been used temporarily. the sequence for dismantling is
very nearly the reverse of that used in construction, and unless the original launch calculations are •
available, requires similar calculations for stability.

The procedure will normally be as follows: •

(a) Remove decking including deck extensions unless any is needed for stability.
(b) Jack up under the end posts, one end of bridge at a time and insert rocking rollers. Note that it is
necessary to clear the level of the approach roads for delaunching.
(c) Remove the far bank end posts and build the launching nose as required. Launching links
should be fitted in the normal position for the span to avoid the sudden drop of the nose as the
-
tip comes off the rollers. AB 370 SJ launching links will obviously be needed at span junctions in
the upper and lower chords to make the span junction into a still joint.
•
(d) On reinforced bridges, fit taper chords under trusses which will be on rollers, and short chord
reinforcements under span junctions. •
(e) Set out plain rollers in the dismantling area behind the bridge.
(f) Delaunch the bridge using either a winch or a towing vehicle. If the dismantling area is large
enough, the whole bridge and nose can be drawn back across the gap; otherwise the bridge •
can be dismantled from the rear, obviously taking care to avoid overbalancing.
(g) Dismantle in reverse sequence to construction, one bay at a time, and preferably load
components directly onto lorries to avoid double handling. Bins into which small stores (pin, •
bolts etc.) can be placed immediately will avoid loss and minimise future sorting when
components are returned to store.

6.2. As with construction, small bridges can be lifted out whole with or without decking and there
•
may be occasions when decking and transoms can be removed, and trusses lifted out whole. Again
check the strength of the trusses without the stabilising rakers if this latter procedure is to be used.
•
•
•
•
•
•
•
•
•

-
-
 Table 3.1.1 Launching Sag i

L
• Nominal Span
feet metres
Single Storey Bridges
inches metres
Double Storey Bridges
inches metres

30 9.1 2Y2 0.06

• 40 12.2 4 0.1
50 15.2 6 0.15
60 18.3 8Y2 0.21 6Y2 0.16
• 70 21.3 12
16
0.31
0.41
8Y2 0.21

..
80 24.4 11 0.28
90 27.4 20 0.51 14 0.36
100 30.5 25 0.64 17 0.43
110 33.5 30 0.76 21 0.53

.. 120
130
140
150
36.6
39.6
42.7
45.7
36
43
52
61
0.92
1.1
1.3
1.55
25
30
36
43
0.64
0.76
0.92
1.1
160 48.8 74 1.88 50 1.27
• 170 51.8 57 1.45

..
180 54.9 64 1.63
190 57.9 72 1.83
200 61.0 81 2.06

..
.
Table 3.1.2 Effect of Launching Links

-. ... 343mm
... (l3W') L.-J-
~.---o
r---r-_.-L_->--- 1 1675mm
(66")

686mm
1

. ~---l_-,--~J
~
(27")

II028mm
(40W')
I 1981mm
(78")

. I 1372mm
(54") I 2286mm
(90")

..
-
..
..
..
. 155
 Table 3.2.1 Launching and Erection Equipment Standard and Extra Wide

Launching Nose •
Nominal Span m
It

m 6.1
9.1
30

12.2
15.2
50

18.3
21.3
70
27.4
90

24.4 30.5 36.6

33.5 39.6
110 130

42.7
45.7
150

48.8
51.8 57.9
170 190

54.9 61.0
-
Nose Length m
It
It

Nose Construction Bays SS

20

6.1
20

2
40

9.1
30

3
60

12.2
40

4
80 100 120

15.2
50

5
18.3
60

6
21.3
70

6
140

24.4
80

6
160

27.4
90
6
180 200

30.5 33.5
100 110

6 6
-
OS
00
1 2 3 3
1
3
2 •
Port No. Component
AB 1 Panel (c/w 4 x AB 55 Transom Set Bolts) 4 6 8 10 12 16 20 24 32 40 •
AB 2 Raker 4 6 8 10 12 14 16 18 20 22
AB 3 Bracing Frame 2/3 Truss 4 8 12 18 24
ABIl t t Taper Chord Male ) Reinforced bridges 2 2 2 2 4 4 4 4 4 •
AB12 t t Taper Chord Female) only 2 2 2 2 4 4 4 4 4
AB15 Swaybrace Extension 1 2 3 4 5 6 7 8 8 9
AB4I Launching Link 2 2 2 2 2 2 2 2 4 4 •
AB49 Swaybrace Extension Launching Link 1 1 1 1 1 1 1 1 2 2
ABSI Panel Pin 10 14 18 22 26 34 42 50 68 84
AB52 Safety Clip 20 28 36 44 52 68 84 100 136 168 •
AB53 Bracing Bolt 16 32 48 72 96
AB54 Raker Bolt 8 12 16 20 24 28 32 36 40 44
AB57 Chord Bolt 16 32 •
AB63 Swaybrace Bolt 16 24 32 40 48 56 64 72 80 88

Standard
AB13 Swaybrace Standard
AB301 *** Transom Standard Light
8
2
12
3
16
4
20
5
24
6
28
7
32
8
36
9
40
10
44
11
•
Extra Wide
AB14 *** Swaybrace Extra Wide
AB303 *** Transom Extra Wide Light
8
2
12
3
16
4
20
5
24
6
28
7
32
8
36
9
40
10
44
11
•
Weights (Standard Transom Light) 1.78 2.67 3.52 4.41 5.28 6.80 8.27 9.75 12.54 15.2
C of G of Nose (Bays from bridge end of nose) 1.07 1.57 2.08 2.58 3.08 3.29 3.62 4.00 4.04 4.25
•
Weights (Extra Wide Transom Light) 1.96 2.93 3.87 4.85 5.81 7.41 8.97 10.54 13.42 16.1
C of G of Nose (Bays from bridge end of nose) 1.09 1.59 2.09 2.59 3.09 3.32 3.67 4.05 4.12 4.34
Based on links fitted after bay 1 1 1 2 2 3 4 4t 1/4 3/4 •
t Two pairs of launching links fitted after bays 2 & 4 would be needed with a single storey bridge, and two additional pins.

t t One additional pin is required for each taper chord in reinforced bridges.
•
*** Transoms Light may be replaced by Transoms Heavy (30 1 by 302,303 by 304) if desired but this increases the weight of the nose,
moves the CG of the nose forward, and requires the use of ABSO instead of AB49.

-
-
•

-
 Erection Equipment Recommended Quantities
•
AB42 Plain Roller 4 4 6 6 8 8 12 12 14 16
AB43 ** Rocking Roller 2 4 4 6 6 6 6 8 12 12
• AB44 * Balance Beam Assembly 2 2
AB45 Jack Shoe 2 2 2 2 2 2 4 4 4 4
AB201 Swaybrace Ring Spanner 2 2 2 2 2 2 2 2 2 2
• AB202 Ratchet Wrench (W', %" BSW & M16) 2 2 2 2 4 4 4 4 4 4
AB203 Ring Spanner (~ x % BSW) 2 2 2 2 4 4 4 4 4 4
AB204 10" Extension 2 2 2 2 2 2 2 2 "
"- 2
• AB205 Circlip Pliers 2 2 2 2 4 4 4 4 4 4
AB206 t t Ratchet Wrench (l W' BSW) 2 2 2 4 4 4 4 4
AB207 Hydroulic Jack c/w claw. (35 ton) 2 2 2 2 2 4 4 4 4 4
• AB238 Spanner Podger (W' BSW) 2 2 2 2 2 4 4 4 4 4

.. AB239 Turnkey Socket (M20)

* Each BBA takes 4 Rocking Rollers AB43
2 2 2 2 4 4 4

** One Rocking Roller or 1 BBA fits on two single Bearings (AB7) or one double beartng (AB8). Additional bearings may be
necessary, depending on construction.
4 4 4

t t Reinforced bridges only

• AB20 Chord Jack Adaptor Set should be supplied when it is reqUired to fit an upper storey whilst the bridge is in situ. Up t04 sets
may be required.

• Additional equipment is requiIed at span, junctions, and with footwalks. See tables 3.3 and 3.4

•
•
•
•
•
•
..
..
..
•
• 1C;7
 lI
I
Table 3.2.2 Launching and Erection Equipment Double Wide
Launching Nose
Nominal Span m 9.1 15.2 21.3 27.4 33.5 39.6 45.7 518 57.9 ~ •

-
It 30 50 70 90 110 130 150 170 190
m 6.1 12.2 18.3 24.4 30.5 36.6 42.7 48.8 54.9 61.0
20 40 60 80 100 120 140 160 180 200
Nose Length m
It
Nose Construction Bays SS
6.1
20
9.1
30
I
12.2
40
I
15.2
50
I
18.3 213 24.4 27.4 30.5 33.5
60
I
70
I
80
I
90 100 110
1 I I
-
-
DS 2 3 4 5 5 5 4 4 4
TS 1 2 4 4 4
TD I I
Part No. Component
AB 1
AB2
AB 3
Panel (c/w 4 x AB 55 Transom Set Bolts)
Raker
Bracing Frame 2/3 Truss
6
4
4
10
6
8
14

12
8
18
10
16
22
12
20
28
14
24
34
16
28
42
18
32
54
20
38
72
22
46 -
ABU
AB12
AB13
AB15
AB41
tt
tt
Taper Chord Male

Swaybrace Extension
Launching Link
) Reinforced bridges
Taper Chord Female) only.
Swaybrace Standard 16
2
2
24
4
4
4

2
32
4
4

6
2
4
4
40
8
4
4
4
48
10
4
4

56
4

12
4
4
4
64
14
4
4
4
72
16
4
4
4
80
16
t3
4
88
4

18
8
-
•
AB46 Launching Nose Strut 10' I 2 3 4 5 6 7 8 9 10
AB47
AB49
ABSI
Transoms DW Launching Nose
Swaybrace Extension Launching Link
Panel Pin
2
2
14 22
3
2
30
4
2
5
2
40
6
2
48
7
2
60
8
2
72
9
2
88
10
4
114
11
4
152 -
ABS2
AB53
AB54
ABS7
Safety Clip
Bracing Bolt
Raker Bolt
Chord Bolt
28
16
8
44
32
12
60
48
16
80
64
20
96
80
24
120
104
28
144
128
32
176
160
36
228
196
40
24
304
244
44
72
-
AB63
Weights
Swaybrace Bolt 32 48 64 80 96 112 128 144
2.18 4.18 5.78 7.42 9.02 11.16 13.33 16.03 19.9325.60
160 176
•
C of G Nose (Bays from bridge end of nose) 0.93 1.41 1.89 2.39 2.88 3.24 3.64 4.05 4.19 4.3
Based on links fitted after Bay I I 1 2 2 3 4 4 1/4 3/4 •
Erection Equipment Recommended Quantities
AB42
AB43 *""
Plain Roller
Rocking Roller
4
6
4
6
8
6
8
6
12
12
12
12
16
12
16
12
16
12
16
12
•
AB44 " Balance Beam Assembly 4 4 4 4 4 4
AB45
ABZ!ll
Jack Shoe
Swaybrace Ring Spanner
2
2
2
2
2
2
4
2
4
2
4
2
4
4
4
4
4
4
4
4
•

-
AB202 Ratchet Wrench (W',;B" BSW & M16) 2 2 2 4 4 4 4 4 4 4
AB203 Ring Spanner ('% x ;B BSW) 2 2 2 4 4 4 4 4 4 4
AB204 10" Extension 2 2 2 2 2 2 2 2 2 2
AB205 Circlip Pliers 2 2 2 4 4 4 4 4 4 4
AB206
ABW
tt Ratchet Wrench (I W' BSW)
Hydraulic Jack c/w claw. (35 ton)
2
2
2
2
2
2
4
4
4
4
4
4
4 4 4 4
•
AB2118
AB238
AB239
Hydraulic Jack 60 ton
Spanner Podger (W' BSW)
Tum Key Socket (M20)
2
2
2
2
2
2
2
2
2
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4

-
* Each BBA takes 4 Rocking Rollers AB43
"* One Rocking Roller or I BBA fits on two single Bearings (AB7) or one double bearing (AB8). Additional bearings may be
necessary, depending on construction.
tt
-
-
Reinforced Bridges only. One additional pin is required for each taper chord
Additional equipment is required at spero, junctions, and with footwalks. See tables 3.3 - 3.4

158
-
 ...........c ............ It::<.:UUll Lqwpmenl lor .Dnages WIth :Span JWlctions

To launch a multispan bridge with span junctions, there are two requirements.
• a) The joint must be made rigid and sufficiently strong to take the hogging and sagging bending
forces created during the launch operation.
b) The bottom chord must be made continuous over the rollers.
• AB construction may change across a joint, a simple table of quantities cannot be constructed, and
the method and quantities must be determined by the engineer in charge. The equipment is listed
below with illustrations of the methods to be used.
• AB370 SJ Launching Link
each with AB 51 Panel Pin, 2 per link
AB 52 Safety Clip, 2 per pin
• AB371 SJ Jacking Corbel- usually 2 per span junction
each with AB 327 Splice Plate, 2 per corbel
AB 328 SJ bolt, 8 per corbel
• AB372 SJ Short Chord Reinforcement
each with AB 51 Panel Pin, 2 per AB 372
AB 52 Safety Clip, 2 per pin
• AB373 SJ Adaptor Set) . .
AB374 Ring Spanner) usually 2 of each per span Junction

• In addition, AB 10 Chord Reinforcement lOft, usually 'borrowed' from the ends of the bridge or
AB 11 or 12 Taper Chords will be required with reinforced bridges.

• Single Storey
a) Unreinforced

~%~~
• 2 AB 370 per truss in the span with the smaller
number of trusses.

- AB370

b) Reinforced one side

•
AB above plus AB 11 or 12 per truss on rollers
in the reinforced span.
•
•
c) Reinforced both sides
• AB370 AB a above plus 2 AB 10 and 1 AB 372 per
truss on rollers

•
•
ARlO AB372 ABlO
•
I

• I
•
159

•
 -
Double Storey
d) Unreinforced

AB372
Either as in a or, as illustrated, 1 AB 370 &
1 AB 372 per truss in the span with the smaller
number of trusses. •

AB370 (Optional) AB370

-
•

-
e) Reinforced one side only

AB372
/
Either as in b or, as illustrated, as d above plus
AB 11 or 12 per truss on rollers.

-
AB370 (Optional) AB370
•
ABU or 12

f) Reinforced both sides •

With very heavy bridges, the top reinforcing
chord may need to be completed across the
•
joint as well as the bottom chord.
•

-
Double Storey one side, Single Storey the other •

-
Since there can be no link at the top of the double storey, the method is the same as for two single
storey spans.

Table 3.4 Recommended Quantities of Additional Tools for Bridges with Footwalks

Span It 20 - 100
m6.1-30.5
110-200
-
-
33.5 -61

AB262 Allen Key 5/16 AI' 2 4

AB263 Allen Key 6mrn AI' 2 4
AB264 Ring Spanner MlO/M12 bolts 2 4

-
-
-
160
-
 Table 3.5 Dimensional Infonnation-Lmmching Equipment

•
J6W'

• !(4 19m 1
•
MJ !{~8mm) ~
12"
(305mm)
--LJ 1_ 25W'
(648mm)
_I
• AB42 Plain Roller

• 3'-6"
fJ-=rl--== 13W' (349mm)
1- (1067mm) -/ 7" (178mm)
.
•
g
' ,

~-:J i2~;m",
I~
•
'8
4'-OV:( l - J - 1 0 " (254mm)
(1232mm)
• AB43 Rocking Roller

- ~~ ~j iJt~~mJ
- ~*,;;;r~..A'>r~
On Two AB7's or One ABa

-
(Rocking Rollers can also be used on BB 19, which gives a height of 11 'Ys" (301 mm).

-
-
- 28W'
(638mm)

•
- AB44 Balance Beam

-
Normally used under trusses at 457mm/l8" centres, but can be adjusted for use on ABTs
(not AB8), under trusses at 686mm/27" centres.

•
161
Part 4

MAINTENANCE •
1.1 All protective systems, no matter how good, eventually need maintenance. The effect of •

-
deterioration is variable, depending on whether the deterioration is at a critical point in the
component, and whether the component is at a critical point in the structure. Corrosion induced
failure in a steel structure is nearly always caused by severe corrosion at a few vulnerable points.
There is obviously an advantage therefore in conducting properly planned inspections, aimed
specifically at critical or vulnerable points and keeping reliable records. The aim of this part of the
handbook is to give guidance on maintenance requirements of Acrow Panel structures and
components. •
Inspection and Test after Manufacture
1.2 All Acrow Panel components are inspected after manufacture and gauged where necessary, •
to ensure that components are up to specification and dimensions within tolerance so that similar
parts are completely interchangeable. Particular attention is paid to the main structural component,
the AB 1 Panel. Every panel is proof loaded in the factory in excess of its rated capacity in bending
and shear, and gauged to ensure the dimension between pin holes and actual diameter of the pin
•
holes fall within the very fine tolerances imposed. Our aim as with our other products is to ensure
that the equipment serves so satisfactorily that customers return for further supplies.
•
Protective Coatings
1.3 Pins and bolts are sheradized to British Standard BS 4921n3, Class 1 which gives a
minimum thickness of 301m. This zinc coating oxidises initially to produce a barrier film which •
inhibits corrosion.

1.4 Panels and other components can be supplied either hot dip galvanised or painted.
Galvanising is carried out in accordance with BS 729n 1 to give a minimum thickness of 85 ~m,
•
which in non-polluted inland areas has a typical life in excess of 20 years, and about 16 years in
coastal areas. The actual life of the protective coating must of course be dependent on the
circumstances of use and environment. •
1.5 Still further protection can be provided by painting over galvanising with suitable zinc rich
paints, but this is best done after a suitable period of time (often several months) has elapsed for the
galvanising to weather. Since successful painting on galvanising is usually only possible after such
•
weathering, this fonn of protection is not provided by the manufacturer and should be undertaken
by the stockholder after supply of hot-dip galvanised components.
•
1.6 Components for painting after fabrication are processed through an automatic shot'blasting
plant, where they are blasted to clean metal giving a surface profile of approximately 50 ).lID. High
speed blowers then remove grit and dirt. They are next conveyed through a fully-automated
painting plant with two dip tanks. They are first completely immersed in a dip tank containing a dark •
green, air drying primer with a mchlorethylene solvent base, after which they are withdrawn at a
pre-determined rate and drip angle to ensure draining of surplus paint and an even coating, and are
held for one minute in mchlorethylene vapour. The components are then moved through a cycle of
drying stations for approximately 40 minutes.
•
1.7 Next the components are fully immersed in a dip tank. containing a deep bronze green
finishing paint with a zylol (or zylene) solvent base. The drip angle is again maintained through •
drain-off and initial drying stations which are also phased for approximately 40 minutes duration,
after which the components are passed through an oven and are force-dried for a period of 30
minutes at a temperature between 200°-300°F. The components are then force cooled by high
speed fans. Further details of the standard automatic paint-finishing process can be obtained from
•
Thos. Storey (Engineers) Ltd., if required.

1.8 It is not possible to give an actual life of paintwork to Acrow Panel components since this is
obviously dependent on use, misuse, environment,site or storage conditions, and many other
•
factors. As a guide, however, a life of up to five years should be expected under nonnal conditions.
Spray paint finishes, to specific customer requirements which differ from the standard finish, can
also be provided at additional cost. -
162
-
 J.VJ.OlIltenance

-
1.9 Structures in situ It is recommended that all structures be inspected about one month after
being taken into use, and that the tightness of all bolts be checked at this time. Thereafter visual
inspection should be undertaken at regular intervals, and whilst it is difficult to lay down hard and
fast rules regarding frequency, it is recommended that where the structure is in continuous or

- frequent use, it should be inspected at least every year. Regular inspection combined with some
means of recording the inspection is the only certain way in which defects can be detected in their
early stages when it may still be possible to take remedial action and to avoid unnecessary wastage
occurring.

- 1.10 Components in store Components should be inspected after use in a temporary structure on
their return to store. Thereafter as above, a regular inspection is recommended, again probably on

- an armual basis if stocks have not been used.

1.11 Protective Coatings If damage to the protective coating is noted on inspection, it should be

-
repaired. Wire brush to clean metal and hand paint with a suitable primer and finishing coat.
Should galvanising or sheradising have been damaged, a zinc rich paint can be used. Such
remedial action on components in store can be continued for many years until such time as the
components show visual signs of requiring complete blasting and painting, in which case
components can be returned to Thos. Storey (Engineers) tor repair (if necessary) and reprocessing
through their automatic plant.
•
1.12 Mechanical Damage Where mechanical damage to components is found on inspection, for
example where an overhanging dozer blade has struck a panel, the responsible engineer must
• assess the damage and decide whether it is necessary to replace the component. Advice on such
matters can be obtained from Thos. Storey (Engineers) if required.

-
•
1.13 Gauging Where components are being returned to store after a long period of use, the
opportunity should be taken to check panel pins and holes for wear. Two gauges are available for
this purpose.
(a) (i) Gauge No. 1745/57 is a graduated taper plate gauge for testing pin-hole diameters in
panels. The gauge is inserted into each pin-hole from each side. Where the edge of the hole
intersects the taper of the gauge, the diameter can be read off on the scale which is divided

- into 0.005" intervals. The actual diameter of each step is engraved on the scale. The pin-hole
diameter, when new, is 1.875" ± 0.005". When the gauge registers more than 0.025" above
the manufacturing limits the panel should be rejected as unserviceable. The gauge should

- be tried with its blade in the direction of the long axis of the panel and at right angles to this.
Most wear is, of course, found in the former direction.
(ii) Panels which have unacceptable pin-hole tolerances (occurring after very many years

-
of normal use, or after specific local damage or overstressing) should either be scrapped or
returned to Thos. Storey (Engineers) Ltd. for"build-up or sleeving of pin-holes, reboring and
retesting.

-
(b) Gauge No. 1745/7 is a "Go-No Go" ring gauge for testing panel pin diameters with lower
and upper tolerance limits of 1.8387" and 1.8437" respectively. The gauge should be offered
to the pin at several points on the barrel, squarely, and pins which are too large or too small

-
should not be used. If pins have been badly scored, pitted by corrosion, or otherwise
damaged, they should be rejected even though within acceptable tolerance limits on
diameter. Circlip grooves should also be checked to ensure that edges of the grooves are not
burred, or otherwise damaged to an extent that does not allow circlips to be fitted.

- 1.14 There are no specifically vulnerable points for inspection in Acrow Panel. Any inspection
should therefore concentrate on the main structural members at points of maximum stress, i.e. at
mid-span and over piers on multispan bridges. Check and record the mid-span deflection
unloaded, since an increase in this figure (which would not normally occur until after many years'

•
use) will be an indication of wear on pins or pinholes. Check also that drainage paths are clear, so
• that no water traps occur, which can lead to rapid deterioration of paint systems.

-
•
163
2. Storage
2.1 Acrow Panel components can be stored under cover or in the open, and normal storage
principles apply. For long term reserve storage, galvanised components will last better and with less
maintenance than painted.
•
2.2 For storage in the open, stack components in a manner which minimises electrolytic corrosion
through water retention on the component, e.g.: •

-
(a) provide timber dunnage to keep the components clear of the ground (this also allows forks
of fork lift trucks to get underneath if needed).
(b) stack panels etc. vertically rather than horizontally if possible.
(c) where components are to be stacked one on top of another, separate layers by use of
timber dunnage. This, besides making handling easier in the future, minimises damage to •
protective coatings, and allows standing water to evaporate more easily.

2.3 The positioning of stacks depends mainly on the mechanical handling devices available,
and the requirements for lorry access. Stacking like components together will normally be found •
most satisfactory where large quantities are stored. Small stores, unless in sealed containers, tend to
be borrowed for other purposes and are missing when required. It is therefore usually better to keep
bolts, pins and similar items in a separate locked store. •
3. Transport
3.1 When goods are supplied from the factory, they are packaged to provide easy handling in
..
ports or depots and to provide the protection required for them to reach their destination
undamaged. Transoms which are the heaviest individual items are usually carried individually;
panels are usually supplied with five or six bolted together and bracing frames and decking •
similarly banded in quantities to suit the consignment. Smaller components like swaybraces which
could be bent individually are banded in bundles. Small stores like pins and bolts are supplied in
boxes, with like items segregated and labelled within the boxes. Where appropriate to the port
facilities on route, components are supplied in containers. In this way components have for many
.
years been provided to most countries in the world and have reached isolated areas intact and
undamaged.

3.~ For intermediate storage and onward movement to site, it is recommended that packages be
..
left undisturbed if possible so the packaging schedule supplied with every consignment remains
valid. Where components are stored in large quantities for reserve or emergency bridging and only
those components required for a bridge are to be transported, a similar system in which •
..
components are protected by like items is recommended.

•
..
.
..
•

-
164
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