Table of Contents

Section 12 ..................................................................................................................................................

Special Bridges

12.1 Cable Supported Bridges ..................................................................... 12.1.1

12.1.1 Introduction............................................................................. 12.1.1

12.1.2 Design Characteristics............................................................. 12.1.2

Suspension Bridges .......................................................... 12.1.2
Cable-Stayed Bridges ...................................................... 12.1.2
Types of Cables ............................................................... 12.1.3
Corrosion Protection of Cables ....................................... 12.1.7
Types of Towers .............................................................. 12.1.8

12.1.3 Suspension Bridges................................................................. 12.1.9

Main Suspension Cables and Suspender Cables .............. 12.1.9
Cable Anchorages........................................................... 12.1.10
Cable Saddles ................................................................. 12.1.10
Suspender Cable Connections ........................................ 12.1.11
Vibrations ....................................................................... 12.1.12

12.1.4 Cable-Stayed Bridges............................................................ 12.1.14

Cable Arrangements and Systems .................................. 12.1.14
Cable Planes ................................................................... 12.1.16
Anchorages and Connections ......................................... 12.1.19
Vibrations ....................................................................... 12.1.21

12.1.5 Overview of Common Defects ............................................. 12.1.22

12.1.6 Inspection Locations and Procedures for Suspension Bridge Cable

System Elements................................................................ 12.1.22
Main Cable Anchorage Elements ................................... 12.1.23
Main Suspension Cables................................................. 12.1.24
Saddles............................................................................ 12.1.25
Suspender Cables and Connections................................ 12.1.25
Sockets............................................................................ 12.1.25
Cable Bands.................................................................... 12.1.25
Recordkeeping and Documentation................................ 12.1.26
12.1-i
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

12.1.7 Inspection Locations and Procedures for Cable-Stayed Bridge

Cable System Elements ..................................................... 12.1.26
Inspection Elements........................................................ 12.1.28
Cable Wrapping.............................................................. 12.1.28
Cable Sheathing Assembly............................................. 12.1.29
Dampers.......................................................................... 12.1.31
Anchorages..................................................................... 12.1.35
Other Inspection Items ................................................... 12.1.36
Recordkeeping and Documentation................................ 12.1.37

12.1.8 Advanced Inspection Techniques ......................................... 12.1.37

12.1.9 Evaluation ............................................................................. 12.1.38

NBI Rating Guidelines ................................................... 12.1.38
Element Level Condition State Assessment................... 12.1.38

12.1-ii
 Section 12
Special Bridges
Topic 12.1 Cable Supported Bridges
12.1.1
Introduction There are several bridge types which feature elements which require special
inspection procedures. The most notable bridge types are:

Suspension bridges (see Figure 12.1.1)

Cable-stayed bridges (see Figure 12.1.2)

Figure 12.1.1 Golden Gate Bridge

12.1.1
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.2 Maysville Cable-Stay Bridge, Built in 2000

This topic is limited to the cable and its elements. All other members of a cable-
supported bridge have been described in earlier topics and should be referred to for
the appropriate information. For each of the above bridge types, this topic
provides:

A general description
Identification of special elements
An inspection procedure for special elements
Methods of recordkeeping and documentation

12.1.2
Design A cable-supported bridge is a bridge that is supported by or suspended from
cables.
Characteristics
Suspension Bridge A suspension bridge has a deck, which is supported by vertical suspender cables
that are in turn supported by main suspension cables. The suspension cables are
supported by saddles atop towers and are anchored at their ends. Suspension
bridges are normally constructed when intermediate piers are not feasible because
of long span requirements (see Figure 12.1.3). Modern suspension bridge spans
are generally longer than 427 m (1400 feet).

Cable-Stayed Bridge A cable-stayed bridge is another long span cable supported bridge where the
superstructure is supported by cables, or stays, passing over or anchored to towers
located at the main piers. Cable-stayed bridges are the more modern version of
cable-supported brides. Spans generally range from 213 to 427 m (700 to 1400
feet) (see Figure 12.1.4). Evolving for approximately 400 years, the first vehicular
cable-stayed bridge in the United States was constructed in Alaska in 1972 (John
O'Connell Memorial Bridge at Sitka, Alaska).

In suspension bridges, vertical suspender cables attach the deck to the loosely hung
12.1.2
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

main cables. Cable-stayed bridges are much stiffer than suspension bridges. In
cable-stayed bridges, the deck is supported directly from the tower with fairly taut
stay cables.

Figure 12.1.3 Roebling Bridge

Figure 12.1.4 Sunshine Skyway Cable-Stayed Bridge in Tampa Bay, Florida

Types of Cables A cable may be composed of one or more structural wire ropes, structural wire
strands, locked coil strands, parallel wire strands, or parallel wires.

Parallel Wire Cable

Parallel wire cable consists of a number of parallel wires. Size varies (see Figure
12.1.3
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

12.1.5). Parallel wire cables used in cable-stayed bridges conforms to ASTM

A421, Type BA, low relaxation. It is basically stress-relieved wire used for
prestressed concrete. Corrosion protection consists of polyethylene sheathing
filled with cement grout. The tubing is usually wrapped with polyvinyl film tape
(see Figure 12.1.5).

Structural Wire Strand

Structural wire strand is an assembly of wires formed helically around a center

wire in one or more symmetrical layers. Sizes normally range from 50 to 100 mm
(2 to 4 inches) (see Figure 12.1.6).

Structural Wire Rope

Structural wire rope is an assembly of strands formed helically around a center

strand (see Figure 12.1.7).

Parallel Strand Cable

Parallel strand cable is a parallel group of strands (see Figure 12.1.8). Seven-wire
strand commonly used for cable-stayed bridges conforms to ASTM A416, weld
less and low relaxation (see Figure 12.1.11). It is basically seven-wire stress-
relieved strand for prestressed concrete. The corrosion protection system used for
the seven-wire strand cables is similar to the system used for the parallel wire
cables.

Locked Coil Strand

Locked coil strand is a helical type strand composed of a number of round wires,
and then several layers of wedge or keystone shaped wires and finally several
layers of Z- or S-shaped wires (see Figure 12.1.9). Locked coil strand has not been
used for cable-stayed bridges in this country, but it is commonly used for cable-
stayed bridges in Europe.

Several types of cables have been used for cable-stayed bridges. The three most
common are locked-coil strand, parallel wire, and parallel seven-wire strand. The
majority of existing cable-stayed bridges in the world, other than the United States,
use preformed prestretched galvanized locked-coil strand. The cable-stayed
bridges in the United States incorporate parallel wire or seven-wire prestressing
strand in the cables, which are protected in a polyethylene tube filled with cement
grout. The tube is commonly wrapped with a polyvinyl film.

12.1.4
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.5 Parallel Wire

Figure 12.1.6 Structural Wire Strand

Figure 12.1.7 Structural Wire Rope

Figure 12.1.8 Parallel Strand Cable

12.1.5
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.9 Locked Coil Strand Cross-Section

Figure 12.1.10 Parallel Wire

12.1.6
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.11 Parallel Strand

Corrosion Protection of Methods used for corrosion protection include:

Cables
galvanizing the individual wires
painting the finished cable
wrapping the finished cable with spirally wound soft galvanized wire,
neoprene, or plastic wrap type tape
any combination of the above systems (see Figure 12.1.12).

Figure 12.1.12 Cable Wrapping on the Wheeling Suspension Bridge

12.1.7
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Types of Towers Portal tower

A-frame tower
Single tower

Towers are constructed of reinforced concrete or steel or a combination of the two

(see Figures 12.1.13 and 12.1.14).

Figure 12.1.13 Tower Types: Concrete Portal Tower and A-Frame Tower

Figure 12.1.14 Tower Types: Steel Portal Tower and Concrete A-Frame
Tower

The deck structures are also constructed of concrete or steel.

12.1.8
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

12.1.3
Suspension Bridges In this subtopic, only those bridge elements that are unique to suspension bridges
are described. Refer to the appropriate topic for other bridge elements that are
common to most bridges.

Main Suspension Cables Main suspension cables are generally supported on saddles at the towers and are
and Suspender Cables anchored at each end. Suspender cables are vertical cables that connect the deck
system to the main cables (see Figure 12.1.15). The main cables are commonly
composed of a number of parallel wires banded together and wrapped with a soft
wire wrapping. Composition of the suspender cables varies.

Figure 12.1.15 Three-Span Suspension Bridge Schematic

If a suspension bridge has only two main suspension cables, the cables are
considered as fracture critical members. This is due to the non-redundancy (only
two load paths) of the main suspension cables. Refer to Topic 8.1 for a detailed
description of fracture criticality and redundancy.

12.1.9
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Cable Anchorages In bridges with common earth anchored cable systems, either above or below
ground, the total force of the main cable has to be transferred into the anchor block
(see Figure 12.1.16). The void area inside the anchor block is referred to as the
Chain Gallery. The force from the main cable is distributed through the splay
saddle, bridge wires, strand shoes and anchor bars. The anchor bars are embedded
and secured in the concrete of the anchor block. The anchor bars may consist of
steel bars, rods, pipes, or prestressed bars / strands.

Chain Gallery Soft Wire Wrapping

Splay Saddle

Anchor Bars
in Concrete
Bridge Wires

Strand Shoes

Gravity Anchor
(Spun-in-place Strands)

Figure 12.1.16 Anchor Block Schematic

Cable Saddles The connection between main cable and tower is usually made through saddles.
The saddle supports the main cable as it crosses over the tower. Saddles are
commonly made from fabricated steel or castings (see Figure 12.1.17).

Figure 12.1.17 Cable Saddles for the Manhattan Bridge, NYC (Main Span 451.1
m (1,480 ft))

12.1.10
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Suspender Cable The connection between the main and suspender cable is made by means of a
Connections cable band. The cable band consists of two semi-cylindrical halves connected by
high-tensile steel bolts to develop the necessary friction.
Grooved cable bands have been used in the majority of suspension bridges (see
Figure 12.1.18). The top surfaces of the bands are grooved to receive the
suspender cables, which are looped over the band.
Instead of looping the hanger cables around the band, the hanger might also be
socketed at the upper end and pin connected to the cable band. This connection is
called an open socket (see Figure 12.1.19). Connection to the deck and floor
system can also be a similar open socket arrangement or it can be connected
directly to a girder - similar to the tied arch bridge.

Figure 12.1.18 Grooved Cable Bands

Figure 12.1.19 Open Socket Suspender Cable Connection

12.1.11
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Vibrations The flexibility of cable supported structures, associated with high stress levels in
the main load carrying members, makes these structures especially sensitive to
dynamic forces caused by earthquake, wind, or vehicular loads. The inspector
should always note and describe vibrations whether local or global, while
performing inspections of cable-supported structures. The term local vibration is
used when dealing with the vibration in an individual member (see Figure
12.1.20). When the vibration of the entire structure as a whole is analyzed, it is
known as global vibration (see Figure 12.1.21). Due to the amount of vibration in
cable supported structures, it may be common to see various types of damping
systems attached to cables. Damping systems may be a tie between two cables,
neoprene cushions, shock absorbers mounted directly to the cables, or other
systems that act to dampen the cable vibrations (see figures 12.1.22 and 12.1.23).

Figure 12.1.20 Cable Vibrations Local System Schematic

Figure 12.1.21 Cable Vibrations Global System Schematic

Vibrations can affect suspension cables in several ways. Vibration opens cable
wires allowing entry of corrosive chemicals and accelerates corrosion. Vibrations
create fretting, cracks grout, and accelerate fatigue.

12.1.12
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.22 Wheeling Suspension Bridge Cable Damping System (Photo

Courtesy of Geoffrey H. Goldberg, 1999)

Figure 12.1.23 Cable Tie Damper System

12.1.13
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

12.1.4
Cable-Stayed Only the cable and its elements are described in this subtopic. Refer to the
appropriate topic for detailed descriptions of other bridge members that are
Bridges common to most structures.

Due to the complexity of the various cable arrangements and systems, fracture
criticality for individual cable-stayed structures can only be determined through a
detailed structural analysis.

Cable Arrangements and Cable-stayed bridges may be categorized according to the various longitudinal
Systems cable arrangements. These cable arrangements can be divided into the following
four basic systems:

Radial or Converging Cable System

Harp Cable System
Fan Cable System
Star Cable System

Radial or Converging Cable System

In this system, all cables are leading to the top of the tower at a common point.
Structurally, this arrangement is the most effective. By anchoring all the cables to
the tower top, the maximum inclination to the horizontal is achieved (see Figure
12.1.24).

Figure 12.1.24 Radial or Converging Cable System Schematic

12.1.14
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Harp Cable System

The harp system, as the name implies, resembles harp strings. In this system, the
cables are parallel and equidistant from each other. The cables are also spaced
uniformly along the tower height and connect to the deck superstructure at the
same spacing (see Figure 12.1.25).

Figure 12.1.25 Harp or Parallel Cable System Schematic

Fan Cable System

The fan system is a combination of the radial and the harp systems. The cables
emanate from the top of the tower at equal spaces and connect to the
superstructure at larger equal spaces (see Figure 12.1.26).

Figure 12.1.26 Fan or Intermediate Cable System Schematic

12.1.15
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Star Cable System

In the star system, the cables intersect the tower at different heights and then
converge on each side of the tower to intersect the deck structure at a common
point. The common intersection in the anchor span is usually located over the
abutment or end pier. The star system is rather uncommon. The star system
requires a much stiffer deck structure since the cables are not distributed along the
deck (see Figure 12.1.27).

Figure 12.1.27 Star Cable System Schematic

Cable Planes The cables may lie in either a single or a double plane, may be symmetrical or
asymmetrical, and may lie in oblique or vertical planes.
Single Plane
The single-plane cable arrangement is used with a divided deck structure with the
cables passing through the median area and anchored below the roadway. A
single-plane cable system generally utilizes single towers (see Figure 12.1.28).

Figure 12.1.28 Single Vertical Plane Cable System

12.1.16
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Double Vertical Plane

The double vertical plane system incorporates two vertical cable planes connecting
the tower to the edge girders along the deck structure. The structure may utilize
twin towers or a portal frame tower (see Figure 12.1.29). The portal frame tower
is a twin tower with a connecting strut at the top. Wider bridges may utilize a
triple plane system that is basically a combination of the single and double plane
systems.

Figure 12.1.29 Double Vertical Plane Cable System

12.1.17
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Double Inclined Plane

In this two plane system the cable planes are oblique, sloping toward each other
from the edges of the roadway and intersecting at the tower along the longitudinal
centerline of the deck (see Figure 12.1.30). Generally the tower is an A-frame
type, receiving the sloping cables that intersect close to the roadway centerline on
the tower.

Figure 12.1.30 Double Inclined Plane Cable System

12.1.18
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Anchorages and The cables may be continuous and pass through or over the tower or be terminated
Connections at the tower. If continuous across the tower, a saddle is incorporated.

Saddles

The cable saddles may be constructed from fabricated plates or steel castings with
grooves through which the cables pass (see Figure 12.1.31). Between the end and
center spans differential forces will occur at the cable saddles unless they are
supported by rollers or rocker bearings. When the saddles are fixed, the rigidity of
the system is at a maximum.

Figure 12.1.31 Cable Saddle

12.1.19
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

End Fittings
If terminated at the tower, an end fitting or anchorage is incorporated. A similar
end fitting is utilized at the deck (see Figure 12.1.32).

Figure 12.1.32 Cable Deck Anchorage

Socket
A socket widely used for the anchoring of parallel-wire strands is a poured zinc
socket. The wires are led through holes in a locking plate at the end of the socket
and have the bottom heads providing the resistance against slippage of wires. The
cavity inside the socket is filled with hot zinc alloys. To improve the fatigue
resistance of the anchor, a cold casing material is used.

Figure 12.1.33 Anchor Inspection on Veterans Bridge

12.1.20
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

The problems encountered with low fatigue strength of zinc-poured sockets lead to
the development of HiAm sockets in 1968 for use with parallel wire stays.

This anchorage incorporates a flat plate with countersunk radial holes to

accommodate the geometry of flared wires that transition from the compact wire
bundle into the anchorage. The anchorage socket is filled with zinc dust and with
an epoxy binder. This method of anchoring the stays increases the magnitude of
fatigue resistance to almost twice that for the zinc-poured sockets.

A common anchorage type for strands is the Freyssinet type anchor.

In the Freyssinet socket the seven wire strand is anchored to an anchor plate using
wedges similar to prestressing wedges. This wedge anchor is used during
erection. After application of dead load the anchor tube is filled with an epoxy
resin, zinc dust, and steel ball composition. Under live load, the additional cable
force will be transformed by shear from the cable strand to the tube.

Vibrations Cable stay bridges experience vibrations similar to suspension bridges. Several of
the primary causes of vibration in stay cables consist of rain-wind induced
vibrations, sympathetic vibration of cables with other bridges elements excited by
wind, inclined cable galloping, and vortex excitation of single cable or groups of
cables. The inspector should always note and describe vibrations whether local or
global, while performing inspections of cable-supported structures. Due to the
amount of vibration in cable supported structures, it may be common to see
various types of damping systems attached to cables. Damping systems may be a
tie between two cables, neoprene cushions, shock absorbers mounted directly to
the cables, or other systems that act to dampen the cable vibrations (see Figure
12.1.34).
Vibrations can affect stay cables in several ways. Vibration opens cable wires
allowing entry of corrosive chemicals and accelerates corrosion. Vibrations create
fretting, cracks grout, and accelerate fatigue.

Figure 12.1.34 Damper on Cable Stayed Bridge

12.1.21
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

12.1.5
Overview of Common defects that can occur on the cable members of a cable-supported bridge
include:
Common Defects
Failure of the Paint System
Pitting
Surface Rust
Section Loss
Fatigue Cracking
Collision Damage
Overload Damage
Heat Damage

Refer to Topic 2.3 for a more detailed presentation of the properties of steel, types
and causes of steel deterioration, and the examination of steel.

12.1.6
Inspection The inspection and maintenance procedures presented in this Topic are not
exhaustive, but are unique to the particular bridge type. Therefore, the inspection
Locations and of special bridges should include both those procedures presented in this Topic and
Procedures for the general procedures presented previously in this manual.
Suspension Bridge
Cable System These bridges are considered to be complex according to the NBIS regulations.
The NBIS requires identification of specialized inspection procedures, and
Elements additional inspector training and experience required to inspect these complex
bridges. The bridges are then to be inspected according to these procedures.

Due to the specialized nature of these bridges and because no two cable supported
bridges are identical, the inspection should be led by someone very familiar with
the particular bridge. Many major bridges, such as cable supported bridges, will
have individual maintenance manuals developed specifically for that bridge, like
an "owner's" manual. If available, the inspector should use this valuable tool
throughout the inspection process and should verify that specified routine
maintenance has been performed. Customized, preprinted inspection forms should
be used wherever possible to enable the inspector to report the findings in a
rigorous and systematic manner.

12.1.22
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Main Cable Anchorage The anchorage system, at the ends of the main cables, consists of a number of
Elements elements that require inspection (see Figure 12.1.35).

Splay saddle
Bridge Wires
Strand shoes or sockets
Anchor bars
Chain Gallery

Chain Gallery Soft Wire Wrapping

Splay Saddle

Anchor Bars
in Concrete
Bridge Wires

Strand Shoes

Gravity Anchor
(Spun-in-place Strands)

Figure 12.1.35 Anchor Block Schematic

Splay Saddle

Inspect the splay saddles for missing or loose bolts and the presence of cracks in
the casting itself. Movement up the cable away from the splay; signs of this
movement may be the appearance of unpainted strands on the lower side or
bunched up wrapping on the upper side

Wires in Anchorage

In parallel wire type suspension bridges, inspect the unwrapped wires between the
strand shoes and the splay saddle. Carefully insert a large screwdriver between the
wires and apply leverage. This will help reveal broken wires. Inspect the wires for
abrasion damage, corrosion, and movement.

Strand Shoes or Sockets

At the anchorages of parallel wire type suspension bridges, inspect the strand shoes
for signs of displaced shims, along with movement, corrosion, misalignment, and
cracks in the shoes.

At the anchorages of prefabricated strand type suspension bridges, inspect the

12.1.23
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

strand sockets for signs of movement, slack or sag, corrosion, and broken sockets.
Unpainted or rusty threads at the face of the sockets may indicate possible
backing off of nuts.

Anchor Bars

Inspect the anchor bars or rods for corrosion (section loss), deterioration, or
movement at the face of their concrete embedment. Check for corrosion or other
signs of distress over the entire visible (unencased) portion.

Anchorage Interior

Inspect the interior of the anchorage for corrosion and deterioration of any steel
hardware, and cracks and spalls in the concrete anchor. Note if there is protection
against water entering or collecting where it may cause corrosion, and also if there
is proper ventilation (see Figure 12.1.36).

Figure 12.1.36 Anchorage Interior of Ben Franklin Bridge

Main Suspension Cables The main suspension cables should be inspected as follows:

Locations

Inspect the main suspension cables for indications of corroded wires. Inspect the
condition of the protective covering or coating, especially at low points of cables,
areas adjacent to the cable bands, saddles over towers, and at anchorages.

Cable Wrapping

Inspect the wrapping wire for cracks, staining, and dark spots. Check for loose

12.1.24
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

wrapping wires. If there are cracks in the caulking where water can enter, this can
cause corrosion of the main suspension cable. Check for evidence of water
seepage at the cable bands, saddles, and splay castings (see Figure 12.1.37).

Figure 12.1.37 Tape and Rubber Seal Torn Around Cable Allowing Water
Penetration into Top of Sheath

Hand Ropes

Inspect the hand ropes and connections along the main cables for loose
connections of stanchion to cable bands or loose connections at anchorages or
towers. Check also for corroded or deteriorated ropes or stanchions, bent or
twisted stanchions (hand rope supports), and too much slack in rope.

Vibration

Note and record all excessive vibrations.

Saddles Inspect the saddles for missing or loose bolts, and corrosion or cracks in the
casting. Check for proper connection to top of tower or supporting member and
possible slippage of the main cable.

Suspender Cables and Inspect the suspender cables for corrosion or deterioration, broken wires, and kinks
Connections or slack. Check for abrasion or wear at sockets, saddles, clamps, and spreaders.
Be sure to note excessive vibrations.

Sockets Inspect the suspender rope sockets for corrosion, cracks, or deterioration
Abrasion at connection to bridge superstructure
Possible movement

Cable Bands Inspect the cable bands for missing or loose bolts, or broken suspender saddles.
Signs of possible slippage are caulking that has pulled away from the casting or

12.1.25
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

bunching up of the soft wire wrapping adjacent to the band. Check for the
presence of cracks in the band itself, corrosion or deterioration of the band, and
loose wrapping wires at the band.

Recordkeeping and A set of customized, preprinted forms should be prepared for documenting all
Documentation defects encountered in the cable system of a suspension bridge. A suggested
sample form is presented in Figure 12.1.38. A separate form should be used for
each main suspension cable. Designations used to identify the suspender ropes and
the panels provide a methodology for locating the defects in the structure.

SUSPENSION BRIDGE

4 14

1 8 17

ANCHORAGE NO.1 ANCHORAGE NO.2

TOWER NO.1 TOWER NO.2

SUSPENDER CABLE CONDITION

1. 7. 13.

2. 8. 14.

3. 9. 15.

4. 10. 16.

5. 11. 17.

6. 12.

Figure 12.1.38 Form for Recording Defects in the Cable System of a Suspension
Bridge

12.1.7
Inspection A cable-stayed bridge is a bridge in which the superstructure is supported by
cables, or stays, passing over or attached directly to towers located at the main
Locations and piers (see Figure 12.1.39 and 12.1.40). There are several special elements that are
Procedures for unique to cable-stayed bridges, and the bridge inspector should be familiar with
Cable-Stayed them.
Bridge Cable
See the National Cooperative Highway Research Program (NCHRP) Synthesis 353
System Elements Inspection and Maintenance of Bridge Cable Systems, 2005 for a detailed
description of inspection locations and procedures for cable-stayed bridge cable
element systems.

These bridges are considered to be complex according to the NBIS regulations.

The NBIS requires identification of specialized inspection procedures, and
additional inspector training and experience required to inspect these complex
bridges. The bridges are then to be inspected according to these procedures.

12.1.26
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.39 Cable-Stayed Bridge

Figure 12.1.40 Cable-Stayed Bridge Cables

12.1.27
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Inspection Elements The inspection of the cable elements should include:

Cable wrappings and wrap ends near the tower and deck
Cable sheathing assembly
Dampers
Anchorages

Cable Wrapping Common wrapping methods for corrosion protection of finished cables include
spirally wound soft galvanized wire, neoprene, or plastic wrap type tape (see
Figure 12.1.41). The wrappings should be inspected for corrosion and cracking of
soft galvanized wire, staining and dark spots indicating possible corrosion of the
cables, and loose wrapping wires or tape. Bulging or deforming of wrapping
material may indicate possible broken wire (see Figure 12.1.42). Check for
evidence of water seepage at the cable bands, saddles, and splay castings.

Figure 12.1.41 Cable Wrapping Placement

12.1.28
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.42 Investigation of Deformed Cable Wrapping

Cable Sheathing The most common types of cable sheathing assemblies are steel sheathing and
Assembly polyethylene sheathing.

Steel Sheathing

If steel sheathing is used, inspect the system for corrosion (see Figure 12.1.43),
condition of protective coatings, and weld fusion. Bulging may indicate broken
wires (see Figure 12.1.44). Splitting may be caused by water infiltration and
corrosive action. Cracking is sometimes caused by fatigue (see Figure 12.1.45).

Polyethylene Sheathing

If polyethylene sheathing is used, inspect the system for nicks, cuts, and abrasions.
Check for cracks and separations in caulking and in fusion welds. Bulging may
indicate broken wires (see Figure 12.1.44). Splitting is sometimes caused by
temperature fluctuations (see Figure 12.1.46). Coefficient of the thermal
expansion for polyethylene is three times higher than the value for steel or
concrete. Cracking is sometimes caused by fatigue.

12.1.29
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.43 Corrosion of Steel Sheathing

Figure 12.1.44 Bulging of Cable Sheathing

12.1.30
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.45 Cracking of Cable Sheathing

Figure 12.1.46 Splitting of Cable Sheathing

Dampers Shock Absorber Type

A variety of damper types may have been installed (see Figure 12.1.47 and
12.1.48). If shock absorber type dampers are used, inspect the system for
corrosion, oil leakage in the shock absorbers, and deformations in the bushings.
Check for tightness in the connection to the cable pipe, and torque in the bolts.

12.1.31
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Figure 12.1.47 Shock Absorber Damper System

Figure 12.1.48 Shock Absorber Damper System

12.1.32
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Tie Type

Inspect the tie type dampers (see Figure 12.1.49) for corrosion, and deformations
in the bushings. Check for tightness in the connection to the cable pipe, and torque
in the bolts.

Figure 12.1.49 Cable Tie Type Damper System

12.1.33
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Tuned Mass Type

Inspect the tuned mass dampers (see Figure 12.1.50) for corrosion, and
deformations in the bushings. Check for tightness in the connection to the cable
pipe, and torque in the bolts.

Figure 12.1.50 Tuned Mass Damper System

12.1.34
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Anchorages End Anchorage

Inspect the transition area between the steel anchor pipe and cable for water
tightness of neoprene boots at the upper ends of the steel guide pipes (see Figure
12.1.51). Check for drainage between the guide pipe and transition pipe, and
defects, such as splits and tears, in the neoprene boots (see Figure 12.1.52). Check
for sufficient clearance between the anchor pipe and cable, noting rub marks and
kinks.

Figure 12.1.51 Neoprene Boot at Steel Anchor Pipe Near Anchor

Figure 12.1.52 Split Neoprene Boot

12.1.35
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Tower Anchorage

Inspect the cable anchorages for corrosion of the anchor system (see Figure
12.1.53). Check for cracks and nut rotation at the socket and bearing plate, and
seepage of grease from the protective hood.

Figure 12.1.53 Corrosion of the Anchor System

Other Inspection Items The inspection of the cable system should also include anchor pipe clearances,
flange joints, and polyethylene expansion joints. Read the load cells and record
the forces in the cables. Note and record all excessive vibrations including
amplitude and type of vibration along with wind speed and direction, or other
forces including vibrations such as traffic. Cable lighting should also be evaluated.

12.1.36
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Recordkeeping and A set of customized, preprinted forms should be prepared for documenting all
Documentation defects encountered in the cable system of a cable-stayed bridge. A suggested
sample form is presented in Figure 12.1.54. A separate form should be used for
each plane or set of cables. Designations used to identify the cables and the panels
provide a methodology for locating the defects in the structure.
CABLE-STAYED BRIDGE

1 2 3 4 5 6 7 8

ABUTMENT
ABUTMENT
NO.2
NO.1

PIERS

CABLE CONDITION

1. 5.

2. 6.

3. 7.

4. 8.

Figure 12.1.54 Form for Recording Defects in Cable System of a Cable-Stayed

Bridge
12.1.8
Advanced In bridge cables, whether a suspension bridge or cable-stayed bridge, the greatest
problems generally occur due to corrosion and fracture of individual wires. Visual
Inspection inspection of unwrapped cables is limited to the outer wires, while visual
Techniques inspection of wrapped cables is limited to the protective sheathing. Therefore,
advanced inspection techniques should be used to achieve a more rigorous and
thorough inspection of the cables, including:
Magnetic induction
Electrical resistivity
Dye penetrant
Ultrasonic testing
Radiographic testing
Acoustic emission
Accelerometers
Strain measurements
Vibration measurements
Magnetic flux leakage
Impulse radar
Laser vibrometer

12.1.37
 SECTION 12: Special Bridges
TOPIC 12.1: Cable Supported Bridges

Infrared thermography
Measurement of loads
Measurement of stress ranges
See Topic 13.3 for Advanced Inspection Techniques for steel.
12.1.9
Evaluation State and federal rating guideline systems have been developed to aid in the
inspection of steel superstructures. The two major rating guideline systems
currently in use are the FHWA's Recording and Coding Guide for the Structural
Inventory and Appraisal of the Nation's Bridges used for the National Bridge
Inventory (NBI) component rating method and the AASHTO element level
condition state assessment method.
NBI Rating Guidelines Using the NBIS rating guidelines, a 1-digit code on the Federal Structure Inventory
and Appraisal (SI&A) sheet indicates the condition of the superstructure. Rating
codes range from 9 to 0 where 9 is the best rating possible. See Topic 4.2 (Item
59) for additional details about NBIS Rating Guidelines.

The previous inspection data should be considered along with current inspection
findings to determine the correct rating.
Element Level Condition In an element level condition state assessment of a cable-supported bridge, the
State Assessment AASHTO CoRe element is:
Element No. Description
146 Unpainted Steel Cable (not embedded in concrete)
147 Painted Steel Cable (not embedded in concrete)
The unit quantity for cables is each and the total number of cables must be placed
in one of the four available condition states for unpainted and five available
condition states for painted. In both cases, Condition State 1 is the best possible
rating. See the AASHTO Guide for Commonly Recognized (CoRe) Structural
Elements for condition state descriptions.
A Smart Flag is used when a specific condition exists, which is not described in
the CoRe element condition state. The severity of the damage is captured by
coding the appropriate Smart Flag condition state. The Smart Flag quantities are
measured as each, with only one each of any given Smart Flag per bridge.
For damage due to fatigue, the Steel Fatigue Smart Flag, Element No. 356, can
be used and one of the three condition states assigned. For rust, the Pack Rust
Smart Flag, Element No. 357, can be used and one of the four condition states
assigned. For damage due to traffic impact, the Traffic Impact Smart Flag,
Element No. 362, can be used and one of the three condition states assigned. For
cables with section loss, the Section Loss Smart Flag, Element No. 363, can be
used and one of the four condition states assigned.
See Topics 7.3, 7.11 and 8.3 for the evaluation of girders, floorbeams and
stringers.
See Topics 10.1 10.2 for the evaluation of abutments, piers and bents.

12.1.38
 Table of Contents

Section 12 ..................................................................................................................................................

Special Bridges

12.2 Movable Bridges ................................................................................ 12.2.1

12.2.1 Introduction.......................................................................... 12.2.1

12.2.2 Swing Bridges Design Characteristics................................. 12.2.3

Center-bearing............................................................... 12.2.4
Rim-bearing................................................................... 12.2.5

12.2.3 Bascule Bridges Design Characteristics .............................. 12.2.6

Rolling Lift (Scherzer) Bridge ...................................... 12.2.7
Simple Trunnion (Chicago) Bridge............................... 12.2.8
Multi-Trunnion (Strauss Bridge)................................. 12.2.10

12.2.4 Vertical Lift Bridges Design Characteristics .................... 12.2.12

Power and Drive System on Lift Span ........................ 12.2.12
Power and Drive System on Towers ........................... 12.2.13

12.2.5 Special Elements Common to All Movable Bridges ......... 12.2.14

Open Gearing .............................................................. 12.2.14
Speed Reducers Including Differentials...................... 12.2.15
Shafts and Couplings................................................... 12.2.15
Bearings....................................................................... 12.2.16
Brakes.......................................................................... 12.2.16
Drives .......................................................................... 12.2.18
Air Buffers and Shock Absorbers ............................... 12.2.19
Span Locks .................................................................. 12.2.21
Counterweights ........................................................... 12.2.21
Live Load Shoes and Strike Plates.............................. 12.2.22
Traffic Barriers............................................................ 12.2.23

12.2.6 Swing Bridge Special Elements......................................... 12.2.24

Pivot Bearings ............................................................. 12.2.24
Balance Wheels........................................................... 12.2.25
Rim-Bearing Rollers ................................................... 12.2.25
Wedges........................................................................ 12.2.26
12.2-i
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

End Latches................................................................. 12.2.27

12.2.7 Bascule Bridge Special Elements ...................................... 12.2.28

Rolling Lift Tread and Track Castings........................ 12.2.28
Racks and Pinions ....................................................... 12.2.29
Trunnions and Trunnion Bearings............................... 12.2.31
Hopkins Frame ............................................................ 12.2.32
Tail (Rear) Locks ........................................................ 12.2.32
Center Locks ............................................................... 12.2.33
Transverse Locks ........................................................ 12.2.34

12.2.8 Vertical Lift Bridge Special Elements ............................... 12.2.35

Wire Ropes and Sockets.............................................. 12.2.35
Drums, Pulleys, and Sheaves ...................................... 12.2.36
Span and Counterweight Guides................................. 12.2.36
Balance Chains............................................................ 12.2.36
Span Leveling Devices................................................ 12.2.36

12.2.9 Overview of Common Defects .......................................... 12.2.37

Steel............................................................................. 12.2.37
Concrete ...................................................................... 12.2.37

12.2.10 Inspection Locations and Procedures Safety .................. 12.2.37

Movable Bridge Inspector Safety................................ 12.2.37
Inspection Considerations ........................................... 12.2.38
Public Safety ............................................................... 12.2.38
Navigational Safety..................................................... 12.2.39
Structure Safety........................................................... 12.2.41
Dependable Operation................................................. 12.2.41

12.2.11 Inspection Locations and Procedures of Movable Bridge

Opening and Closing Sequences........................................... 12.2.41
Interlocking for Normal Operation ............................. 12.2.41
Opening Sequence....................................................... 12.2.41
Closing Sequence ........................................................ 12.2.41

12.2.12 Inspection Locations and Procedures for Control House .. 12.2.43

12.2.13 Inspection Locations and Procedures for Structural

Members ............................................................................ 12.2.44
Defects, Damage and Deterioration ............................ 12.2.44
Fatigue......................................................................... 12.2.44
Counterweights and Attachments................................ 12.2.44
Piers............................................................................. 12.2.46
Steel Grid Decks ......................................................... 12.2.47
Concrete Decks ........................................................... 12.2.47
Other Structural Considerations .................................. 12.2.47

12.2.14 Inspection Locations and Procedures for Machinery

Members ............................................................................ 12.2.48
Trial Openings............................................................. 12.2.48

12.2-ii
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Machinery Inspection Considerations......................... 12.2.48

Operation and General System Condition................... 12.2.48
Maintenance Procedures ............................................. 12.2.48
Open Gearing .............................................................. 12.2.48
Speed Reducers Including Differentials...................... 12.2.49
Shafts and Couplings................................................... 12.2.50
Bearings....................................................................... 12.2.51
Brakes.......................................................................... 12.2.51
Drives - Electrical Motors........................................... 12.2.52
Drives - Hydraulic Equipment .................................... 12.2.52
Auxiliary Drives.......................................................... 12.2.52
Drives - Internal Combustion Engines ........................ 12.2.52
Locks ........................................................................... 12.2.52
Live Load Shoes and Strike Plates.............................. 12.2.53
Air Buffer Cylinders and Shock Absorbers ................ 12.2.53
Machinery Frames, Supports, and Foundations .......... 12.2.53
Fasteners...................................................................... 12.2.53
Wedges........................................................................ 12.2.53
Special Machinery for Swing Bridges ........................ 12.2.53
Special Machinery for Bascule Bridges ...................... 12.2.54
Special Machinery for Vertical Lift Bridges............... 12.2.54

12.2.15 Electrical Inspection Considerations ................................. 12.2.54

Power Supplies............................................................ 12.2.54
Motors ......................................................................... 12.2.55
Transformers ............................................................... 12.2.55
Circuit Breakers .......................................................... 12.2.55
Wires and Cables......................................................... 12.2.55
Cabinets....................................................................... 12.2.56
Conduit........................................................................ 12.2.56
Junction Boxes ............................................................ 12.2.57
Meters.......................................................................... 12.2.57
Control Starters and Contactors/Relays ...................... 12.2.57
Limit Switches ............................................................ 12.2.57
Selsyn Transmitters and Receivers ............................. 12.2.57
Service Light and Outlet ............................................. 12.2.57

12.2.16 Hydraulic Inspection Considerations................................. 12.2.58

12.2.17 Recordkeeping and Documentation................................... 12.2.59

General ........................................................................ 12.2.59
Inspection and Maintenance Data ............................... 12.2.60

12.2.18 Evaluation.......................................................................... 12.2.67

NBI Rating Guidelines................................................ 12.2.67
Element Level Condition State Assessment................ 12.2.67

12.2-iii
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

This page intentionally left blank

12.2-iv
Topic 12.2 Movable Bridges
12.2.1
Introduction This topic serves as an introduction to the highly specialized area of movable
bridge inspection (see Figure 12.2.1). It focuses on the types of movable bridges
and special elements associated with the various bridge types.

Figure 12.2.1 Movable Bridge

Movable bridges are normally constructed only when fixed bridges are either too
expensive or impractical. Movable bridges are constructed across designated
Navigable Waters of the United States, in accordance with Permit Drawings
approved by the U.S. Coast Guard. When a movable bridge is fully open, it must
provide the channel width and the underclearance shown on the Permit Drawings
(see Figure 12.2.2). If the bridge cannot be opened to provide these clearances, the
U.S. Coast Guard should be notified immediately and action taken to restore the
clearances. If that is impossible, application must be made to revise the Permit
Drawings.

12.2.1
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.2 Typical Permit Drawing Showing Channel Width and

Underclearance in Closed and Open Position

If any work is to be done in the channel or on the movable span to reduce the
clearances from those shown on the Permit Drawing, an additional permit,
covering the scheduled time for the work, must be obtained from the U.S. Coast
Guard District.

The U.S. Coast Guard publishes Local Notices to Mariners to keep waterway users
informed of work in progress that may affect navigation. The permittee must keep
the U.S. Coast Guard informed of all stages of construction.

An inspection of the bridge should verify that the bridge conforms to the Permit
Drawing and that the operator is instructed to open the bridge to the fully open
position every time the bridge is operated. Failure to do this would establish a
precedent that a vessel is expected to proceed before the green navigation lights
have turned on. Any accident caused as a result of this practice could be ruled
the fault of the bridge owner.

Early America's engineering literature did not establish where the first iron
drawbridge was built. The first all-iron movable bridge in the Midwest was
completed in 1859 carrying Rush Street over the Chicago River (see Figure
12.2.3). The bridge was a rim bearing swing span and was probably operated by
steam. It was destroyed November 3, 1863 when it was opened while a drove of
cattle was on one end. It was rebuilt but destroyed by the great Chicago fire of
1871.

12.2.2
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.3 The First All-Iron Movable Bridge in the Midwest was Completed
in 1859 (Photo on File at the Chicago Historical Society)

All categories of movable bridges are powered by electric-mechanical or

hydraulic-mechanical drives with power driven pinions operating against racks, or
by hydraulic cylinders. A small number are hand powered for normal operation. A
few bridges use hand power for standby operation. Three categories of movable
bridges comprise over 95 percent of the total number of movable bridges within
the United States. These categories are:

Swing bridges
Bascule bridges
Vertical lift bridges

12.2.2
Swing Bridges Swing bridges consist of two-span trusses or continuous girders, which rotate
horizontally about the center (pivot) pier (see Figure 12.2.4). The spans are
Design usually, but not necessarily, equal. When open, the swing spans are cantilevered
Characteristics from the pivot (center) pier and must be balanced longitudinally and transversely
about the center. When closed, the spans are supported at the pivot pier and at two
rest (outer) piers or abutments. In the closed condition, wedges are usually driven
under the outer ends of the bridge to lift them, thereby providing a positive
reaction sufficient to offset any possible negative reaction from live load and
impact in the other span. This design feature prevents uplift and hammering of the
bridge ends under live load conditions.

12.2.3
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.4 Center-Bearing Swing Bridge

Swing spans are subdivided into two types:

Center-bearing
Rim-bearing

Center-Bearing Center-bearing swing spans carry the entire load of the bridge on a central pivot
(usually metal discs). Balance wheels are placed on a circular track around the
outer edges of the pivot pier to prevent tipping (see Figures 12.2.5 and 12.2.6).
When the span is closed, wedges similar to those at the rest piers are driven under
each truss or girder at the center pier. This relieves the center bearing from
carrying any live load. However, these wedges should not raise the span at the
pivot pier, but should merely be driven tight.

The latest swing spans built are nearly all of the center-bearing design. Center-
bearing swing spans are less complex and less expensive to build than rim-bearing
swing spans.

12.2.4
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.5 Center-Bearing Swing Span in Closed Position

Figure 12.2.6 Layout of Center-Bearing Type Swing Span with Machinery on

the Span

Rim-Bearing Rim-bearing swing spans transmit all loads, both dead and live, to the pivot pier
through a circular girder or drum to beveled rollers. The rollers move on a circular
track situated inside the periphery of the pier. The rollers are aligned and spaced
on the track by concentric spacer rings. This type of swing span bridge also has a
central pivot bearing which carries part of the load. This pivot bearing is
connected to the rollers by radial roller shafts and keeps the span centered on the
circular track.

12.2.5
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

On both types of swing bridges, the motive power is usually supplied by electric
motor(s), hydraulic motor(s), or hydraulic cylinder(s), although gasoline engines
or manual power may also be used. The bridge is rotated horizontally by a circular
rack and pinion arrangement, or cylinders.

12.2.3
Bascule Bridges Bascule bridges open by rotating a leaf or leaves (movable portion of the span)
from the normal horizontal position to a point that is nearly vertical, providing an
Design open channel of unlimited height for marine traffic (see Figure 12.2.7).
Characteristics

Figure 12.2.7 Bascule Bridge in the Open Position

If the channel is narrow, a single span may be sufficient. This is called a single-
leaf bascule bridge. For wider channels, two leaves are used, one on each side of
the channel. When the leaves are in the lowered position, they meet at the center
of the channel. This is known as a double-leaf bascule bridge.

A counterweight is necessary to hold the raised leaf in position. In older bridges,

the counterweight is usually overhead, while in more modern bascule bridges, the
counterweight is placed below the deck and lowers into a pit as the bridge is
opened.

The leaf lifts up by rotating vertically about a horizontal axis. The weight of the
counterweight is adjusted by removing or adding balance blocks in pockets to
position the center of gravity of the moving leaf at the center of rotation. When
the bridge is closed, a forward bearing support located in front of the axis is
engaged and takes the live load reaction. On double-leaf bascule bridges, a tail-
lock behind the axis and a shear lock at the junction of the two leaves are also
engaged to stiffen the deck.

There are many types of bascule bridges, but the most common are the following
three types:

12.2.6
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Rolling lift (Scherzer) bridge

Simple trunnion (Chicago) bridge
Multi-trunnion (Strauss) bridge

Rolling Lift (Scherzer) The first rolling lift bridge was completed in 1895 in Chicago, and was designed
Bridge by William Scherzer. The entire moving leaf, including the front arm with the
roadway over the channel and the rear arm with the counterweight, rolls away
from the channel while the moving leaf rotates open (see Figures 12.2.8 and
12.2.9). On this type of bridge, curved tracks are attached to each side of the tail
end of the leaf. The curved tracks roll on flat, horizontal tracks mounted on the
pier. Square or oblong holes are machined into the curved tracks. The horizontal
tracks have lugs (or teeth) to mesh with the holes preventing slippage as the leaf
rolls back on circular castings whose centerline of roll is also the center of gravity
of the moving leaf.

Figure 12.2.8 Rolling Lift Bascule Bridge Schematic

12.2.7
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.9 Double-Leaf Rolling Lift Bascule

The simple principal of this type of bridge can be seen easiest with a railroad
bridge. The dead load of the bridge is balanced about the centerline of the drive
pinion (center of roll). The pinion teeth are engaged with the teeth on the rack
casting. When the pinion turns it moves along on the fixed rack and causes the
span to rotate on the circular tread casting as it rolls back on the track casting.

The weight of the leaf, including the superstructure and counterweight, is

supported by the curved tracks resting on the horizontal tracks. The counterweight
is positioned to balance the weight of the leaf.

On one variation of this type, the trusses on the two leaves acted as three-hinged
arches when closed. There is a 94.5 m (310 feet) span between the centerline of
bearings. This bridge was built across the Tennessee River at Chattanooga in 1915,
and it is believed to be the third longest double-leaf bascule in the world. It
provides an 89.9 m (295-foot) channel, which is the widest channel spanned by a
bascule bridge.

Simple Trunnion The Chicago Bridge Department staff of Engineers built the first Chicago type
(Chicago) Bridge simple trunnion bascule bridge in 1902. This type of bascule bridge consists of a
forward cantilever arm out over the channel and a rear counterweight arm (see
Figure 12.2.10). The leaf rotates about the trunnions. Each trunnion is supported
on two bearings, which in turn, are supported on the fixed portion of the bridge
such as trunnion cross-girder, steel columns, or on the pier itself (see Figures
12.2.11, 12.2.12 and 12.2.13). Forward bearing supports located in front of the
trunnions are engaged when the leaf reaches the fully closed position. They are
intended to support only live load reaction. Uplift supports are located behind the
trunnions to take uplift until the forward supports are in contact (if misadjusted)
and to take the live load uplift that exceeds the dead load reaction at the trunnions.
If no forward live load supports are provided or if they are grossly misadjusted, the
live load and the reaction at the uplift supports are added to the load on the
trunnions. A double-leaf bascule bridge of this type in Lorain, Ohio has 101.5 m

12.2.8
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

(333 feet) between trunnions. It was built on a skewed crossing of a river, and it is
believed to be the second longest double-leaf bascule in the world. Of the three
types of movable bridges, the simple trunnion is by far the most popular.

Figure 12.2.10 Trunnion Bascule Bridge Schematic

Figure 12.2.11 Double-Leaf Trunnion Bascule Bridge

12.2.9
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.12 Each Trunnion is Supported on Two Bearings

Figure 12.2.13 Trunnion Bascule Bridge Machinery (One Quarter Shown) is

Located Outside of the Bascule Trusses on the Pier

Multi-Trunnion (Strauss The first multi-trunnion (Strauss) bascule bridge was designed by J.B. Strauss and
Bridge) completed during 1905 in Cleveland, Ohio. There are many variations of multi-
trunnion bascule bridges, but basically one trunnion supports the moving span, one

12.2.10
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

trunnion supports the counterweight, and two link pins are used to form the four
corners of a parallelogram-shaped frame that changes angles as the bridge is
operated. The counterweight link keeps the counterweight hanging vertically from
the counterweight trunnions while the moving leaf rotates about the main
trunnions (see Figure 12.2.14). One variation of this parallelogram layout is the
heel trunnion. A double-leaf bascule bridge of this type in Sault St. Marie,
Michigan has 102.4 m (336 feet) between the span trunnions. It was built across
the approach to a lock in 1914, and it is believed to be the longest double-leaf
bascule in the world.

Figure 12.2.14 Multi-Trunnion, Strauss Type Bascule Bridge

12.2.11
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.4
Vertical Lift Vertical lift movable bridges have a movable span with a fixed tower at each end.
The span is supported by steel wire ropes at its four corners. The ropes pass over
Bridges Design sheaves (pulleys) atop the towers and connect to counterweights on the other side.
Characteristics The counterweights descend as the span ascends (see Figure 12.2.15).

Figure 12.2.15 Vertical Lift Bridge Schematic

There are two basic types of vertical lift bridges:

Power and drive system on lift span

Power and drive system on towers

Power and Drive System The first vertical lift bridge completed during 1894 in Chicago was designed by
on Lift Span J.A.L. Waddell. This bridge type locates the power on top of the lift truss span.
The actual lifting is accomplished using up-haul and down-haul ropes where
turning drums wind the up-haul (lifting) ropes as they simultaneously unwind the
down-haul ropes. Vertical lift bridge machinery is located on top of the lift truss
span, and the operating drums rotate to wind the up-haul (lifting) ropes as they
simultaneously unwind the down-haul ropes (see Figure 12.2.16). A variation of
this type provides drive pinions at both ends of the lift span which engage racks on
the towers.

12.2.12
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.16 Vertical Lift Bridge Machinery is Located on Top of the Lift
Truss Span, and the Operating Drums Rotate to Wind the Up-Haul
(Lifting) Ropes as They Simultaneously Unwind the Down-Haul
Ropes

Power and Drive System The other basic type of vertical lift bridge locates the power on top of both towers,
on Towers where drive pinions operate against circular racks on the sheaves. The lifting
speed at both towers must be synchronized to keep the span horizontal as it is
lifted (see Figures 12.2.17 and 12.2.18).

Figure 12.2.17 Vertical Lift Bridge Machinery is Located on the Towers, and the
Rim Gears (and Operating Sheaves) are Rotated to Raise and
Lower the Bridge

12.2.13
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.18 Vertical Lift Bridge with Power and Drive System on Towers

12.2.5
Special Elements Particular attention should be given to the special elements found in swing bridges,
bascule bridges, and vertical lift bridges during inspection. These elements are
Common to All commonly found on all types of movable bridges.
Movable Bridges
Open Gearing Open gearing is used to transmit power from one shaft to another and to alter the
speed and torque output of the machinery. Beveled gears are also used to change
direction (see Figure 12.2.19).

Figure 12.2.19 Open Gearing

12.2.14
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Speed Reducers Speed reducers including differentials serve the same function as open gearing (see
Including Differentials Figure 12.2.20). However, they may contain several gear sets, bearings, and shafts
to provide a compact packaged unit, which protects its own mechanical elements
and lubrication system with an enclosed housing. Differential speed reducers also
function to equalize torque and speed from one side of the mechanical operating
system to the other.

Figure 12.2.20 Speed Reducer

Shafts and Couplings Shafts transmit mechanical power from one part of the machinery system to
another. Couplings transmit power between the ends of shafts in line with one
another, and several types can be used to compensate for slight imperfections in
alignment between the shafts (see Figure 12.2.21).

Figure 12.2.21 Coupling

12.2.15
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Bearings Bearings provide support and prevent misalignment of rotating shafts, trunnions,
and pins (see Figure 12.2.22).

Figure 12.2.22 Bearing

Brakes Brakes can be of either the shoe type or disc type, and can be released manually,
electrically, or hydraulically (see Figures 12.2.23 and 12.2.24). They are generally
spring applied for fail safe operation. Motor brakes are located close to the drive to
provide dynamic braking capacity, except that some types of drives can provide
their own braking capability, thereby eliminating the need for separate motor
brakes. Machinery brakes are located closer to the operating interface between
movable and fixed parts of the bridge and are used to hold the span statically, in
addition to serving as emergency brakes in many cases. Supplemental emergency
brakes are sometimes also provided.

12.2.16
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.23 Shoe Type Break

Figure 12.2.24 Spring Set Hydraulically Released Disc Break

12.2.17
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Drives Drives can consist of electric motors, hydraulic equipment, or auxiliary drives.

For electric motors, either AC or DC power may be used. AC power is often used
to power wound rotor motors with torque controllers on older bridges, while new
bridges may utilize squirrel cage induction motors with adjustable frequency speed
control. DC motors can also provide speed control.

For hydraulic equipment, prime movers may include either large actuating
cylinders or hydraulic motors (see Figure 12.2.25). Either type of drive must be
supplied with pressure to provide force and fluid flow to provide speed to the
operating system. Electrically operated hydraulic power units consisting of a
reservoir and pump, with controls, provide power to the operating systems.

For auxiliary drives, emergency generators are provided to serve in the event of
power failure. Auxiliary motors and hand operators, with their clutches and other
mechanical power transmission components, are provided to serve in the event the
main drive fails (see Figure 12.2.26). In some cases, to prevent the need for larger
auxiliary generators, the auxiliary motors are required for use any time the
auxiliary generators are used, requiring increased time of operation.

Figure 12.2.25 Low Speed High Torque Hydraulic Motor

12.2.18
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.26 AC Emergency Motor

Air Buffers and Shock Air buffers and shock absorbers are located between the span and the pier at points
Absorbers where impact may occur between the two (see Figures 12.2.27 and 12.2.28). A
cross section of the buffer shows the air chamber and seals on the piston. As the
span lowers, the rod is pushed in, causing the air inside to be compressed (see
Figure 12.2.29). A pressure relief valve allows the air to escape beyond the
pressure setting. Forces are required to build-up and keep the pressure of the air at
the movement of the span for a soft touchdown on the bearings. Shock absorbers
provide the same purpose as the air buffers. However, they are completely self-
contained and, therefore, require very little maintenance.

Figure 12.2.27 Air Buffer

12.2.19
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.28 Shock Absorber

Figure 12.2.29 Typical Air Buffer Schematic

12.2.20
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Span Locks Span lock bars at the end of the span are driven when the span is fully closed to
prevent movement under live load. Span locks may also be provided at other
locations on the span to hold the span in an open position against strong winds or
to prevent movement from an intermediate position. They can be driven either
mechanically or hydraulically (see Figures 12.2.30 and 12.2.31).

Figure 12.2.30 Typical Mechanically Operated Span Lock

Figure 12.2.31 Hydraulic Cylinder that Drives Lock Bars

Counterweights Adjustable quantities of counterweight blocks are provided in addition to the

permanent counterweight, which is part of the structure so that adjustments may be
made from time to time due to changes in conditions (see Figures 12.2.32 and
12.2.33). A movable span is designed to function in a balanced condition, and
serious unbalanced conditions will cause overstress or even failure of the
mechanical or structural elements.

12.2.21
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.32 Concrete Counterweight on a Single-Leaf Bascule Bridge

Figure 12.2.33 Concrete Counterweight on a Vertical Lift Bridge

Live Load Shoes and Live load shoes and strike plates between the movable and fixed portions of the
Strike Plates bridge are designed to bear most or all of the live load when the bridge is carrying
traffic (see Figure 12.2.34).

12.2.22
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.34 Closed Span Resting on Live Load Shoes

Traffic Barriers Traffic barriers are heavy-duty movable gates or posts that are designed to prevent
a vehicle from plunging from the roadway into the draw or into the pit below the
bridge (see Figure 12.2.35. Their operation is important for public safety. They
are used mainly in situations where a large opening exists between the approach
span and the movable span when it is open.

Figure 12.2.35 Traffic Barrier

12.2.23
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.6
Swing Bridge Swing bridges are designed utilizing the following special elements.
Special Elements

Pivot Bearings In center-bearing types (with balance wheels), the axially loaded thrust bearing is
usually composed of spherical discs, attached to top and bottom bases, enclosed in
an oil box to provide lubrication and prevent contamination (see Figure 12.2.36).
In rim-bearing types, the pivot bearing is also enclosed but will be radial loaded,
maintaining the position of the pivot shaft or king pin.

Figure 12.2.36 Center Pivot Bearing

12.2.24
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Balance Wheels On center-bearing types only, non-tapered balance wheels bear on the circular rail
concentric to the pivot bearing only when the span is subjected to unbalanced
loading conditions (see Figure 12.2.37). At other times, when the span is not
subjected to unbalanced loads, a gap should be found between each wheel and the
rail.

Figure 12.2.37 Balance Wheel in-place over Circular Rack

Rim-Bearing Rollers Usually tapered to allow for the differential rolling distance between the inside and
outside circumferences of the rail circle, rim-bearing rollers should bear at all
times.

12.2.25
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Wedges End wedges are used to raise the ends of the span and support live load under
traffic (see Figure 12.2.38). The end wedge bearings are under all four corners of
the span. Center wedges are used to stabilize the center of the span and to prevent
the center bearing from supporting live load. Wedges may be actuated by
machinery and linkage, which connects wedges to actuate together or each wedge
may have its own actuator (see Figure 12.2.39).

Figure 12.2.38 End Wedge

Figure 12.2.39 Hydraulic Cylinder Actuator

12.2.26
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

End Latches Located at the center of one or both rest piers, end latches generally consist of a
guided tongue with roller mounted on the movable span that occupies a pocket
mounted on the rest pier when the span is in the closed position. To open the span,
the tongue is lifted until it clears the pocket at the time the wedges are withdrawn
(see Figure 12.2.40). As the span is swung open, the latch tongue is allowed to
lower or fall into a position in which the roller may follow along a rail or track
mounted on the pier. When closing, the tongue rolls along the rail or track and up
a ramp which leads to the end latch pocket where the tongue is allowed to drop to
center the span.

Figure 12.2.40 End Wedges Withdrawn and End Latch Lifted

12.2.27
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.7
Bascule Bridge Bascule bridges utilize the following elements specific to their design.
Special Elements

Rolling Lift Tread and Rolling lift tread and track castings are rolling surfaces which support the bascule
Track Castings leaves as they roll open or closed (see Figure 12.2.41). Tread sockets and track
teeth prevent transverse and lateral movement of the span due to unbalanced
conditions, such as wind, during operation and especially when held in the open
position.

Figure 12.2.41 Circular Lift Tread and Track Castings

12.2.28
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Racks and Pinions In the rolling lift rack and pinion, the driving pinion engages the rack teeth at the
centerline of the roll (see Figure 12.2.42).

In the trunnion rack and pinion, the circular rack castings are attached in the plane
of the truss (or girder) in front of the counterweight (see Figures 12.2.43 and
12.2.44).

The drive pinions are overhung in order to engage the rack teeth. A cover is
placed over the pinions for safety and to keep debris from falling on it.

Figure 12.2.42 Rack Casting and Pinion

12.2.29
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.43 Rack Casting Ready for Fabrication

Figure 12.2.44 Drive Pinion

12.2.30
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Trunnions and Trunnion Trunnions and trunnion bearings (see Figure 12.2.45) are large pivot pins or shafts.
Bearings Their bearings support the leaf as it rotates during operation as well as supporting
dead load when the bridge is closed. Some designs require the trunnions to carry
live load in addition to dead load (see Figure 12.2.46).

Figure 12.2.45 Trunnion Bearing

Figure 12.2.46 Trunnion Design Drawing

12.2.31
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Hopkins Frame A Hopkins frame machinery arrangement is provided on some trunnion bascule
bridges. The main drive pinion locations are established in relationship to their
circular racks by a pivot point on the pier and pinned links attached to the
trunnions.

Tail (Rear) Locks Located at the rear of the bascule girder on the pier, tail locks prevent inadvertent
opening of the span under traffic or under a counterweight-heavy condition should
the brakes fail or be released (see Figure 12.2.47).

Figure 12.2.47 Rear Lock Assembly

12.2.32
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Center Locks Center locks are provided to transfer shear load from one leaf to the other when the
bridge is under traffic. Center locks may consist of a driven bar or jaw from one
leaf engaging a socket on the other leaf, or may be a meshing fixed jaw and
diaphragm arrangement with no moving parts (see Figure 12.2.48). Without the
center lock engaged, a double-leaf bascule functions as a cantilevered span,
experiencing four times the negative bending moment, with proportional increases
in stresses, at the pier.

Figure 12.2.48 Center Lock Jaws

12.2.33
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Transverse Locks In twin bascule bridges that are split longitudinally to allow flexibility during
construction, repair, or rehabilitation, transverse locks between the inside girders
are used to keep the pairs together during operation (see Figure 12.2.49). These are
usually operated manually, as they are not normally used for long periods of time.

Figure 12.2.49 Transverse Locks on Underside can be Disengaged

12.2.34
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.8
Vertical Lift Bridge Vertical lift bridges may utilize the following elements peculiar to their design.
Special Elements

Wire Ropes and Sockets Wire ropes and sockets include up-haul and down-haul operating ropes and
counterweight ropes (see Figures 12.2.50 and 12.2.51). Ropes consist of individual
wires twisted into several strands that are wound about a steel core. Fittings secure
the ends of the rope and allow adjustments to be made.

Figure 12.2.50 Wire Rope Figure 12.2.51 Wire Rope Sockets and
Fittings

12.2.35
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Drums, Pulleys, and Drums are used to wind a rope several times around to extend or retract portions of
Sheaves the bridge (see Figure 12.2.52). Pulleys and sheaves change the direction of the
rope or guide it at intermediate points between ends of the rope.

Figure 12.2.52 Drums Wind Up the Up-Haul (Lifting) Ropes as they

Simultaneously Unwind the Down-Haul Ropes

Span and Counterweight Span and counterweight guides are located between tower and span or
Guides counterweight to prevent misalignment.

Balance Chains Balance chains are provided to compensate for the weight of counterweight rope
that travels from the span side to the counterweight side of the sheaves at the top
of the tower as the span is raised. Weight of chain is removed from the
counterweight and is supported by the tower as rope weight is increased on the
counterweight side of the sheaves on the tower.

Span Leveling Devices Mechanical or electrical, span leveling devices compensate and adjust the
movement of the two ends of the span during operation to prevent unsynchronized
movement.

12.2.36
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.9
Overview of
Common Defects

Steel Common defects that can occur to steel members of movable bridges include:

Paint failures
Corrosion
Fatigue cracking
Collision damage
Overloads
Heat damage

See to Topic 2.3 for a detailed presentation of the properties of steel, types and
causes of steel deterioration, and the examination of steel. Refer to Topic 8.1 for
Fatigue and Fracture in Steel Bridges.

Concrete Common defects that occur to concrete members of movable bridges include:

Cracking (flexure, shear, temperature, shrinkage, mass concrete)

Scaling
Delamination
Spalling
Chloride contamination
Efflorescence
Ettringite formation
Honeycombs
Pop-outs
Wear
Collision damage
Abrasion
Overload damage
Reinforcing steel corrosion

Refer to Topic 2.2 for a detailed explanation of the properties of concrete, types
and causes of concrete deterioration, and the examination of concrete.

12.2.10
Inspection
Locations and
Procedures - Safety

Movable Bridge It is imperative that all movable bridge inspectors coordinate their work with the
Inspector Safety Bridge Operator and emphasize the need for advance warning of a bridge opening.
The Bridge Operator should not operate the bridge until being notified by all

12.2.37
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

inspectors that they are ready for an opening. There are many ways that this can be
accomplished, such as placing a warning note on the control console or opening
the circuit breakers and locking the compartment to the equipment that they will be
inspecting.

Inspection Important considerations for a movable bridge inspector include observing and
Considerations making comments in the inspection report on the following safety considerations.

Public Safety Public safety considerations include good visibility of roadway and sidewalk for
the Bridge Operator (see Figure 12.2.53). Adequate time delay on traffic signals
for driver reaction and before lowering gates. Interlock, all gates down before
raising bridge (bypass available if traffic signals are on). Interlock, bridge must be
closed before gates can be raised (bypass available if locks are driven). Interlock,
traffic signals do not turn off until all gates are fully raised (bypass available).

Observe the location of the bridge opening in relation to the gates, traffic lights
and bells, and determine whether approaching motorists can easily see them.
Check their operation and physical condition to determine if they are functioning
and well maintained. Recommend replacement when conditions warrant it.

Unprotected approaches, such as both ends of a swing bridge and vertical lift
bridge and the open end of a single-leaf bascule bridge, should preferably have
positive resistance barriers across the roadway, with flashing red lights as provided
on the gate arms (see Figure 12.2.54). High-speed roadways and curved
approaches to a movable bridge should preferably have advanced warning lights
(flashing yellow).

Figure 12.2.53 Operators House with Clear View of Traffic Signals and Lane
Gates

12.2.38
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.54 Traffic Control Gate

Navigational Safety Navigational safety considerations include compliance with minimum channel
width with any restriction on vertical clearance when span is open for navigation.
Minimum underclearance designated on the permit drawing should be provided.
Underclearance gauges for closed bridges must be inspected for accuracy,
visibility, and legibility.

All navigation lights should have a relay for backup light, and red span lights
should not change to green until both leaves are fully open (see Figure 12.2.55).
Navigation lights are very important and should be checked for broken lenses,
deteriorated insulation of wiring and cable, and dry and clean interior.

Marine radio communication should be functional (see Figure 12.2.56). Operator

should be able to automatically sound the emergency signal to navigation vessels
if bridge cannot be opened.

12.2.39
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.55 Navigational Light

Figure 12.2.56 Marine Two-Way Radio Console

12.2.40
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Structure Safety Structure safety considerations include the structural ability to carry the anticipated
loads. There must be pressure relief valves on hydraulic power units to limit
hydraulic forces applied to machinery and structure. Horsepower applied to
machinery and structure must be kept within design limits by limiting speed.
Dependable Operation The movable bridge should be operated in the normal and emergency modes to
check all interrelated interlocks and to verify every component is operating
correctly.

12.2.11
Inspection These bridges are considered to be complex according to the NBIS regulations.
The NBIS requires identification of specialized inspection procedures, and
Locations and additional inspector training and experience required to inspect these complex
Procedures of bridges. The bridges are then to be inspected according to these procedures.
Movable Bridge
Opening and
Closing Sequences
Interlocking for Normal During normal operation, the inspector should verify that each interlock functions
Operation properly and can be bypassed (when provided). The controls for the traffic signals,
traffic gates, center or rear locks, emergency brakes, and the bridge operation
should be so interlocked that they can only be operated in the following sequences.

Opening Sequence The bridge opening sequence should be as follows:

1. Activate traffic signals.
2. Lower oncoming gates and, when traffic has cleared, lower off-going
gates. All gates down interlocked for withdrawing locks (bypass
provided).
3. Press "raise" button if automatic operation is provided or, if manual
operation is provided, proceed as follows:

a. Withdraw locks Locks Withdrawn. Interlocked for bridge

operation (no bypass).
b. Release emergency brakes - no interlock provided. Warning
buzzer sounds if brakes are not released when power is applied to
motors to move bridge.
c. Accelerate leaves to full speed.
d. When advanced to nearly open position, decelerate leaves to slow
speed and stop at nearly open position.
e. At nearly open position, with reduced power, lower leaves to stop
at fully open position.
f. Set emergency brakes.

Closing Sequence The bridge closing sequence should be as follows:

1. Press lower button if automatic operation is provided or, if manual

operation is provided, proceed as follows:
a. Release emergency brakes.
b. Accelerate leaves to full speed.
12.2.41
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

c. For all types of bridges with lock bars:

(1) At advanced nearly closed position, decelerate leaves to
slow speed. Leaves should stop at nearly closed position
by action of the bridge limit switch.
(2) At nearly closed position with reduced power, lower
leaves to stop at fully closed position.
(3) With machinery wound up (bascule bridges and
counterweight heavy vertical lift bridges) or when span is
fully closed (swing bridges and span heavy vertical lift
bridges), set the brakes and drive lock bars.
d. For rolling lift bridges having jaw and diagram shear locks with
no moving parts:
(1) At advanced nearly closed position, decelerate to slow
speed. The jaw leaf should stop at the locking position
(within the window to receive the diaphragms) by
action of the bridge limit switch.
(2) At advance nearly closed position, decelerate to slow
speed. The diaphragm leaf should stop in the clear
position (where the lower jaw will clear the diaphragm)
by action of the bridge limit switch.
(3) Foot switch must be depressed to provide reduced power
from this point until both leaves are closed.
(4) Lower the diaphragm leaf to make soft contact with
lower jaw.
(5) Close both leaves together with diaphragm castings
against lower jaws.
(6) When leaves are fully closed, drive the rear locks. Fully
closed interlock provided for rear lock operation (no
bypass).
(7) Set emergency brakes with reduced power applied to
motors to hold machinery wound up.
2. Deactivate automatic traffic control, or manually raise gates:
a. All gates raise, off-going gates should start up before oncoming
gates raise.
b. Warning signals and red lights should not turn off until all gates
are raised, even if the power switch is turned off (bypass should
be provided), after which the green traffic lights are turned on.

Bypass Note: All bypass switches should have handles that are
spring returned to off. When the switch is turned to bypass
momentarily, a holding relay should hold the bypass activated
until power is removed from the controls or the switch is turned to
cancel bypass. These circuits should be provided in order to
prevent inadvertent use of any bypass. Until a malfunction is
corrected, the operator must therefore initiate the use of any
bypass switch that is needed every time the bridge is operated.

12.2.42
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.12
Inspection Inspection of the control house is necessary to assure the safety of a movable
bridge. The operator is responsible for public and navigational safety during
Locations and operation and, together with maintenance personnel, should be most familiar with
Procedures for the any known structural or operational defects. Operational and maintenance log
Control House books should be kept in the control house for reference. The resources within the
control house can therefore provide a great deal of general information, through
the knowledge of its personnel and the records stored there. The position of the
control house should provide the best general view of the bridge itself.
Consult with the bridge operators to ascertain whether there are any changes from
the normal operation of the bridge. Note whether all Coast Guard, Corps of
Engineers, and local instructional bulletins are posted. Check for obvious
hazardous operating conditions involving the safety of the operator and
maintenance personnel.
Note where the control panel is located in relation to roadway and waterway, and
also whether the bridge operator has a good view of approaching boats, vehicles,
and pedestrians (see Figure 12.2.57). Check operation of all closed circuit TV
equipment, and evaluate its position for safe operation. If controls are in more
than one location, note description of the other locations and include their
condition as well as the information about the control house. Note whether
alternate warning devices such as bullhorns, lanterns, flasher lights, or flags are
available.
Note whether the structure shows cracks, and determine whether it is windproof
and insulated. Check for any accumulations of debris, which may be readily
combustible. Check controllers while bridge is opening and closing. Look for
excess play and for sparking during operation. Note whether the submarine cables
are kinked, hooked, or deteriorated, especially at the exposed area above or below
the water. In tidal areas, check for marine and plant growth. Note if the ends of
the cable have been protected from moisture.

Figure 12.2.57 Control Panel

12.2.43
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.13
Inspection
Locations and
Procedures for
Structural
Members

Defects, Damage, and Defects, damage, and deterioration, typically detrimental to all steel and concrete
Deterioration structures, must be noted during the inspection of all types of movable bridges.
Most of the bridge structure defects and deterioration listed in Section 2: Materials,
as potential problems apply to movable spans also.

Fatigue Fatigue can be a problem with movable bridges due to the reversal or the
fluctuation of stresses as the spans open and close (see Figure 12.2.58). Any
member or connection subject to such stress variations should be carefully
inspected for signs of fatigue.

Figure 12.2.58 Stress Reversals in Members

Counterweights and Inspect the counterweights to determine if they are sound and are properly affixed
Attachments to the structure. Also check temporary supports for the counterweights that are to
be used during bridge repair and determine their availability should such an
occasion arise. Determine whether the counterweight pockets are properly
drained. On vertical lift bridges, be sure that the sheaves and their supports are
well drained. Examine every portion of the bridge where water can collect. All
pockets that are exposed to rain and snow should have a removable cover. Check
for debris, birds, animals, and insect nests in the counterweight pockets.

Where steel members pass through or are embedded in the concrete check for any
corrosion of the steel member and for rust stains on the concrete. Look for cracks
and spalls in the concrete.

12.2.44
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Where lift span counterweight ropes are balanced by chains (or other means),
make sure the links hang freely, and check these devices along with slides,
housings, and storage devices for deterioration and for adequacy of lubrication,
where applicable (see Figure 12.2.59).

Determine whether the bridge is balanced and whether extra balance blocks are
available. A variation in the power demands on the motor, according to the span's
position, is an indication of an unbalanced leaf or span. If the controls provide a
drift position, it should be used to test the balance. Paint must be periodically
removed from a lift span properly; otherwise, the counterweights will eventually
be inadequate.

Figure 12.2.59 Counterweights on Vertical Lift Bridge

12.2.45
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Piers Take notice of any rocking of the piers when the leaf is lifted. This is an indicator
of a serious deficiency and should be reported at once. Survey the spans including
towers to check both horizontal and vertical displacements. This will help to
identify any foundation movements that have occurred.

Check the braces, bearings, and all housings for cracks, especially where stress
risers would tend to occur. Inspect the concrete for cracks in areas where
machinery bearing plates or braces are attached (see Figure 12.2.60). Note the
tightness of bolts and the tightness of other fastening devices used.

Check the pier protection system (see Figure 12.2.61).

Figure 12.2.60 Concrete Bearing Areas

Figure 12.2.61 Pier Protection Systems Dolphins and Fenders

12.2.46
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Steel Grid Decks Structural welds should be sound and the grid decks should have adequate skid
resistance. Check the roadway surface for evenness of grade and for adequate
clearance at the joints where the movable span meets the fixed span. For more
information on steel grid decks, see Topic 5.3.

Concrete Decks A solid concrete roadway is used over the pier areas (pivot or bascule pier) to keep
water and debris from falling through onto the piers and mechanical devices. Since
the machinery room is usually under the concrete deck, check the ceiling for leaks
or areas that allow debris and rust to fall on the machinery. For more information
of concrete decks, of movable bridges see Topic 5.2.

Other Structural Other structural considerations include:

Considerations
Examine the live load bearings and wedges located under the trusses or
girders at the pivot pier for proper fit alignment and amount of lift.
Inspect the fully open bumper blocks and the attaching bolts for cracks in
the concrete bases.
Examine the counterweight pit for water. Check the condition of the sump
pump, the concrete for cracks, and the entire area for debris.
See if the shear locks are worn. Measure the exterior dimensions of the
lock bars or diaphragm casting and the interior dimensions of sockets or
space between jaws to determine the amount of clearance (wear).
Excessive movement should be reported and investigated further.
On swing bridges, check the wedges and the outer bearings at the rest
piers for alignment and amount of lift. This can be recognized by
excessive vibration of span or uplift when load comes upon the other span.
On double-leafed bascule bridges, measure the differential vertical
movement at the joint between the two leaves under heavy loads. On other
types, check for this type of movement at deck joints (breaks in floor)
between movable and fixed portions of the structure. This can indicate
excessive wear on lock bars or shear lock members.
Inspect the joint between the two leaves on double-leaf bascule bridges, or
the joints between fixed and movable portions of the structure for adequate
longitudinal clearance for change in temperature (thermal expansion).
On bascule bridges, see if the front live load bearings fit snugly. Also
observe the fit of tail locks at rear arm and of supports at outer end of
single-leaf bridges.
On rolling lift bascule bridges, check the segmental and track castings and
their respective supporting track girders (if used) for wear on sides of track
teeth due to movement of sockets on segmental castings. Compare all
wear patterns for indications of movement of the leaves. Check for
cracking at the fillet of the angles forming the flanges of the segmental and
track girders, cracking in the flanges opposite joints in the castings, and
cracking of the concrete under the track. Inspect rack support for lateral
movement when bridge is in motion.
On multi-trunnion (Strauss) bascule bridges, check the strut connecting the
counterweight trunnion to the counterweight for fatigue cracks. On several
bridges, cracking has been noted in the web and lower flanges near the
12.2.47
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

gusset connection at the end nearer the counterweights. The crack would
be most noticeable when the span is opened.

12.2.14
Inspection Mechanical, electrical, and hydraulic equipment includes specialized areas, which
are beyond the scope of this manual. Since operating equipment is the heart of the
Locations and movable bridge, it is recommended that expert assistance be obtained when
Procedures for conducting an inspection of movable spans. It should be noted that in many cases,
Machinery the owners of these movable bridges follow excellent programs of inspection,
Members maintenance, and repair. However, there is always the possibility that some
important feature may have been overlooked.

Trial Openings Conduct trial openings as necessary to insure proper operational functioning and
that the movable span is properly balanced. Trial openings should be specifically
for inspection. During the trial openings, the safety of the inspection personnel
should be kept in mind.

Machinery Inspection On all movable structures, the machinery is so important that considerable time
Considerations should be devoted to its inspection. The items covered and termed as machinery
include all motors, brakes, gears, tracks, shafts, couplings, bearings, locks,
linkages, over-speed controls, and any other integral part that transmits the
necessary mechanical power to operate the movable portion of the bridge.
Machinery should be inspected not only for its current condition, but operational
and maintenance procedures and characteristics of operation should also be
analyzed. The items listed below and items similar to them should be inspected
and analyzed by a machinery or movable bridge specialist. Refer to FHWA-IP-77-
10, Bridge Inspectors Manual for Movable Bridges and the AASHTO Movable
Bridge Inspection, Evaluation and Maintenance Manual, for further information
on inspecting these items. The FHWA-IP-77-10 manual is published by the
Federal Highway Administration (FHWA), but is currently out of print.

Operation and General Observe the general condition of the machinery as a whole, and its performance
System Condition during operation. Check for smoothness of operation, and note any abnormal
performance of components. Noise and vibration should also be noted, and the
source determined. Unsafe or detrimental procedures followed by the operator
should be noted to prevent injury to the public or to personnel, or damage to the
equipment. The condition of the paint system should also be noted.

Maintenance Procedures An evaluation of maintenance procedures in light of design details for the
equipment should be done. Application methods and frequency of lubrication
should be checked in the maintenance logbook, if available. General appearance of
existing applied lubricant should be noted.

Open Gearing Check open gearing for tooth condition and alignment including over- and under-
engagement. The pitch lines should match. Excessive or abnormal wear should be
noted. Inspect the teeth, spokes, and hub for cracks. Observe and note the general
appearance of the applied lubricants on open gearing. If the lubricant has been
contaminated, especially with sand or other gritty material, it should be removed
and new lubricant applied. If there is a way to prevent future contamination, it
should be recommended in the inspectors comments in the report. Check the
teeth of all gears for wear, cleanliness, corrosion, and for proper alignment.

12.2.48
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Speed Reducers The exterior of the housing and mountings should be examined for cracks and
Including Differentials damage (see Figure 12.2.62 and 12.2.63). Check bolts for tightness and note any
corrosion. The interior of the housing should be inspected for condensation and
corrosion. Check the condition of gears. Watch for abnormal shaft movement
during operation, indicating bearing and seal wear. Oil levels and condition of
lubricant should be checked periodically through the use of sampling and analysis
techniques. Circulating pumps and lubricating lines should be observed for proper
operation. Abnormal noise should be noted.

Figure 12.2.62 Cracked Speed Reducer Housing

Figure 12.2.63 Leaking Speed Reducer

12.2.49
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Shafts and Couplings Shafts should be examined for damage, twisting, and strain. Cracks, if suspected,
may be detected using dye penetrant (see Figure 12.2.64 and Topic 13.3).
Misalignment with other parts of the machinery system should be noted. Cracks in
shafts should be measured and the exact location recorded. Consideration should
be given to replacement of the shaft. Other shafts should be examined in the same
locations as they were probably made from the same material and fabricated to the
same details. They have also been exposed to the same magnitude and frequency
of loading. Coupling hubs, housings, and bolts should be checked for condition.
Seals and gaskets should be inspected for leaks. Internal inspection of couplings is
warranted if problems are suspected and can be used to determine tooth wear in
gear couplings.

Figure 12.2.64 Hairline Crack Revealed on Shaft from Dye Penetrant Test

12.2.50
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Bearings Bearing housings, pedestals, and supports should be examined for external
condition. Any cracks should be noted. Bolts in housings and those used for
anchors should be checked for tightness, damage, and corrosion. Apparent
lubrication characteristics should be noted. Grinding noises can be caused by dry
bearings (unlubricated) (see Figure 12.2.65). In sleeve bearings, the bushings
should be inspected for damage and excessive wear. Evidence of seal damage in
anti-friction bearings should be noted. Unusual noise should be investigated.
Check the trunnion bearings for excessive wear, lateral slip, and loose bolts.

Figure 12.2.65 Dry Bearing

Brakes Inspect all braking devices for proper setting of braking torque and for complete
release of the brakes when actuated. On shoe brakes, check drums and shoes for
wear, damage, and corrosion, for misalignment of shoes with drums, and for
clearance when released. Determine if worn linings need replaced. Check for
proper actuation without leakage by actuators. Linkages and hand releases should
be free but not sloppy. On enclosed hydraulic disc brakes, make certain there is
proper actuation without leakage at connections or seals. Check the brakes, limit
switches, and stops (cylinders and others) for excessive wear and slip movement.
Note whether the cushion cylinder ram sticks or inserts too easily. The brake limit
switches should be inspected for proper setting. Observe the surface of the brake
drum for indications of contact with the brake shoes. Check the pressure
developed by each disc brake power unit to be sure the brakes are releasing. Also

12.2.51
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

check the manual release on all of the brakes.

Drives - Electric Motors Check the housing and mountings for damage, corrosion, and fastener condition.
Inspect bearings for lubrication and note indications of wear (movement) and seal
leakage at shaft extensions.

Drives - Hydraulic Look for any leakage at connections and seals. Note any corrosion on the cylinder
Equipment rods. Listen to motors and pumps, and note any unusual noise. Power units should
be checked to make sure all components are functioning and that pressures are
properly adjusted. Fluid should be sampled periodically and examined for
contamination and wear metal. Check all main hydraulic power units for charge
pressure setting and maximum pressure that can be developed by the unit. All
filters must be checked routinely and replaced as needed. The level of fluid in the
vertical reservoir should also be checked.

Auxiliary Drives Check emergency generators for operation and readiness. There should be no oil
leaks or abnormal noises. Mechanical service specialists and electrical inspectors
are required for more thorough inspections. Auxiliary motors and hand operators,
with their clutches and other transmission components, should be checked for
adjustment and readiness to perform when called upon.

Drives - Internal The detailed inspection of internal combustion engines should be made by
Combustion Engines mechanical engine specialists. Inspection should also include but not be limited to
the checking of the following conditions:

If a belt drive is used, look for any wear or slippage. Note the condition of
all belts and the need for replacement, if any.
If a friction drive is used, all bracing and bearings should be tight.
If a liquid coupling is used, make sure that the proper quantity of fluid is
used. Look for leaks.

Locks Examine the center locks and tail locks (if used) on double-leafed bascule spans,
and the end locks on single-leaf bascule bridges, swing bridges, and vertical lift
bridges. Note whether there is excessive deflection at these joints or vibration on
the bridge. Inspect the locks for fit and for movement of the span or leaf (or
leaves). Check lubrication and for loose bolts. The lock housing and its braces
should have no noticeable movement or misalignment. The paint adjacent to the
locks will have signs of paint loss or wear if there is movement. Check lock bars,
movable posts, linkages, sockets, bushings, and supports for damage, cracks, wear,
and corrosion.

Check all rear locks in the withdrawn position for clearance from the path of the
moving leaf as it opens and for full engagement when the leaf is closed. The gap,
if any, should be measured between the lock plate and the moving leaf bearing
plate. Check each rear lock hydraulic drive unit for leakage of oil and operation
for correct length of movement of the lock.

On bascule bridges, see if the front live load bearings fit snugly. Also observe the
fit of tail locks at the rear arm and of supports at the outer end of single-leaf
bridges.

Actuators should be examined for operational characteristics, including leakage if

12.2.52
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

hydraulic. The quantity and quality of lubricant should be noted. Check for
alignment, and analyze the type of wear that is occurring. Note condition of
movable operators.

Live Load Shoes and The fasteners and structure should be inspected for defects and corrosion. Contact
Strike Plates surface conditions should be noted. Check for alignment and movement under
load.

Air Buffer Cylinders and Note indications of lack of pressure or stickiness during operation. Check piston
Shock Absorbers rod alignment with strike plate. Note the condition of the rod and housing. There
should be no hydraulic leakage. Check the air filter and function of any pressure
reading or adjusting devices and the operating pressure, if possible. The air buffers
should have freedom of movement and development of pressure when closing.
Inspect the fully open bumper blocks and the attaching bolts for cracks in the
concrete bases.

Machinery Frames, There should be no cracking in steel or concrete. Note corrosion and damage.
Supports, and Check for deflection and movement under load. The linkages and pin connections
Foundations should have proper adjustment and functional condition. Check motor mounting
brackets to ensure secure mounting.

Fasteners Inspect the fasteners for corrosion, loss of section, and tightness.

Wedges Check the wedges and the outer bearings at the rest piers for alignment and
amount of lift. This can be recognized by excessive vibration of span or uplift
when load comes upon the other span.

Examine the live load bearings and wedges located under the trusses or girders at
the pivot pier for proper fit alignment and amount of lift.

Special Machinery for Check center bearings for proper and adequate lubrication, oil leaks, and noise.
Swing Bridges Examine the housing for cracking, pitting, fit of joints, and note indications of
span translation (irregular rotation) at racks and track. Measure for proper
clearance of balance wheels above track. The tracks and balance wheels should be
free of wear, pitting, and cracking. Check for proper and adequate lubrication at all
lubrication points.

Balance characteristics should be noted as indicated by loads taken by balance

wheels, and by drag on the rest pier rail.

Check the rim bearing for wear on tracks and rollers, particularly at rest positions
where the bridge is carrying traffic. Examine the center pivots and guide rings for
proper fit, and for wear, pitting, and cracking. Check for proper and adequate
lubrication at all lubrication points.

The center (live load) wedges located under the trusses or girders at the pivot pier
must be examined for proper fit (no lifting) and alignment. Check end wedges and
bearings at the rest piers for alignment and amount of lift. This can be recognized
by excessive vibration of the span or uplift when live load crosses the other span.
The end lift jacks, shoes, and all linkages must be inspected for wear, proper
bearing under load, and proper adjustment.

12.2.53
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Note the condition of end latches, including any modification that adversely
affects their functional design.

Special Machinery for On rolling lift bascule bridges, check the segmental and track castings and their
Bascule Bridges respective supporting track girders (if used) for wear on the sides of track teeth due
to movement of sockets on segmental castings. The trunnion assemblies must be
inspected for deflection, buckling, lateral slip, and loose bolts. The trunnions
themselves should have no corrosion, pitting, or cracking, particularly at stress
risers. Check the balance of each leaf. Compare all wear patterns for indications
of movement of the leaves. Check for cracking at the fillet of the angles forming
the flanges of the segmental and track girders, cracking in the flanges opposite
joints in the castings, and cracking of the concrete under the track. Inspect rack
support for lateral movement when bridge is in motion.

Check trunnion bearings for lubrication of the full width of the bearing. Verify
that extreme pressure (EP) lubrication oil of the proper grade is used.

Special Machinery for The condition of wire ropes and sockets, including wire rope lubrication, is
Vertical Lift Bridges important. Look for flattening or fraying of the strands and deterioration between
them. This is reason for replacement. Similarly, check the up-haul and down-haul
ropes to see if they are winding and unwinding properly on the drums. The need
for any tension adjustments in up-haul and down-haul ropes should be noted.
Determine whether ropes have freedom of movement and are running properly in
sheave grooves. Look for any obstructions to prevent movement of the ropes
through the pulley system, and check the supports on span drive type bridges.
Check rope guides for alignment, proper fit, free movement, wear, and structural
integrity of the longitudinal and transverse grooved guide castings. The grooved
guide castings must be inspected closely for wear in the grooves. The cable hold-
downs, turnbuckles, cleats, guides, clamps, splay castings, and the travel rollers
and their guides must be examined.

Check that balance chains hang freely, that span leveling devices are functioning,
and that span and counterweight balance closely. Observe if span becomes "out of
level" during lifting operation. Inspect spring tension, brackets, braces, and
connectors of power cable reels.

Check for damage, including cracking, at drums and sheaves. Note the condition
and alignment of span guides.

12.2.15
Electrical An electrical specialist should be available for the inspection of the electrical
equipment. The inspection should be made using FHWA-IP-77-10, Bridge
Inspection Inspector's Manual for Movable Bridges (FHWA-IP-77-10 is currently out of
Considerations print). AASHTO Movable Bridge Inspection, Evaluation and Maintenance Manual,
may aid in the movable bridge inspection. The inspector should observe the
functional operation of the bridge and look for abnormal performance of the
equipment. Check the operational procedures and safety features provided.
Evaluate the maintenance procedures being followed and check the frequency of
services performed.

Power Supplies The normal power supply, standby power supply, and standby generator set (for
emergency operation of bridge and service lighting) should be examined and the

12.2.54
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

following noted:

Take megger readings on the cable insulation values, noting the weather
conditions, namely temperature and humidity.
Make sure all cable connections are properly tightened.
Measure the voltage and the current to the motors at regular intervals
during the operation of the bridge.
Check the collector rings and windings on the generator set.
Test starting circuitry for automatic starting and manual starting.
See if the unit is vibrating while running under load.

If the power cable has been repaired with a splice, note the condition of the splice
box seal.

If no standby power supply has been provided, determine whether a portable

generator could be used. A manual transfer switch would be a convenient way of
connecting it.

Motors Span drive motors, lock motors, brake thrustor motors, and brake solenoids should
be examined for the same items as given for power supplies.

Transformers Check dry transformer coil housings, terminals, and insulators, including their
temperature under load. Observe the frames and supports for rigidity to prevent
vibration. The liquid filled transformer should be checked in the same way, and the
oil level should be checked while looking for leakage. Examine oil insulation test
records.

Circuit Breakers Check circuit breakers (e.g., air, molded case, and oil) and fuses, including the arc
chute, contact surfaces, overload trip settings, insulation, and terminal connections.
Examine oil insulation test records, and observe the closing and tripping operation.
Record all fuse types and sizes being used.

Wires and Cables Examine the wiring and cables for both power and control. Note whether the
submarine cables are kinked, hooked, or deteriorated, especially at the exposed
area above and below the water. In tidal areas, look for marine and plant growth.
Note if the ends of the cable have been protected from moisture. Record the
insulation value of each wire as measured by megger. Look for cracking,
overheating, and deterioration of the insulation. Check for wear against surfaces
and especially sharp edges. Check the adequacy of supports and that dirt and
debris do not accumulate against the conduit and supports. Terminal connections,
clamps, and securing clips should be checked for tightness, corrosion, and that
there are wire numbers on the end of each wire. The weight of the wires or cables
must be carried by the clamps and not by the wire connections at the terminal
strips.

12.2.55
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Cabinets Examine the programmable logic controller (PLC) cabinets, control consoles and
stations, switchboards (see Figure 12.2.66), relay cabinets, motor control centers
(MCC), and all enclosures for deterioration, debris inside, drainage, operations of
heater to prevent condensation, and their ability to protect the equipment inside.
Check the operation of all traffic signals, traffic gates, traffic barriers, and
navigation lights. Verify that the bridge is open to provide the clearance shown on
the permit drawing before the green span light turns on. Check the traffic warning
equipment and control circuits, including the advanced warning signals (if used),
traffic lights/signals, gates, barriers, and the public address and communication
equipment.

Figure 12.2.66 Open Switchboard

Conduit See if conduit is far enough away from all surfaces to avoid debris from collecting
against it. Note if it is adequately supported and pitched to drain away from
junction boxes and pull boxes, so that water is not trapped within. Also, note if all
conduits have covers with seals. Report deteriorated conduit so that it can be
replaced with new conduit. The connectors at the ends of all PVC coated conduit
must be sealed and re-coated after all fittings are installed.

12.2.56
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Junction Boxes The covers on all junction boxes (JB's) should be examined for an effective seal,
dry interior, functioning breather-drains, heaters having enough power to prevent
condensation inside, and terminal strips all secured to the bottom of horizontal JB's
or to the back of vertical JB's.

Meters Observe if all voltmeters, ammeters, and watt meters are freely fluctuating with a
change in load. All switches for meters should be operable.

Control Starters and Check the operation of this equipment under load, and watch for arcing between
Contactors/Relays contacts, snap action of contacts, deterioration of any surfaces, and drainage of any
moisture. Look for signs of corrosion and overheating.

Limit Switches All limit switches should be set so they do not operate until they are intended to
stop the equipment or complete an interlock. The interior should be clean and dry,
with all springs active.

Selsyn Transmitters and Check for power to the field and signal being sent from the transmitter to the
Receivers receiver. Observe the receiver tracking the rotation of the bridge as it operates.
Observe the mechanical coupling between the driving shaft and the transmitter,
checking for damage and misalignment.

Service Light and Outlet Power should be going to each light and outlet. Note if there is a shield or bar for
protecting each bulb and socket. It is desirable to have service lights available
when power is removed from all movable bridge controls and equipment.

12.2.57
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.16
Hydraulic A hydraulic power specialist should be available for the inspection of the hydraulic
equipment (see Figure 12.2.67). The inspector should observe the functional
Inspection operation of the bridge and look for abnormal performance of the equipment.
Considerations Check the safety features provided and evaluate the maintenance procedures being
followed, checking the frequency of services performed. Due to the inter-related
function of components, the requirements for fluid cleanliness, and the need for
personnel safety, the reservoir and hydraulic lines should not be opened. In
addition, no components or parts of the power circuit should be shut off or
adjusted without complete understanding of their function and knowledge of the
effect such action will have upon the system. Items which should be checked
during a hydraulic inspection include the following:

Leakage anywhere in the system should be noted. Significant leakage

should immediately be brought to the attention of the bridge authority.
Check for corrosion of reservoir, piping, and connections.
Sight gauges should be inspected for proper fluid level in reservoir. Note
gauges with low fluid levels or gauges which cannot be read.
Unusual noises from any part of the system should be noted.
Check filter indicators to make sure filters are clean.
A sample of the hydraulic fluid should be taken for analysis by a testing
laboratory during periodic inspections.

Figure 12.2.67 Hydraulic Power Specialists

12.2.58
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.17
Recordkeeping and
Documentation
General The owner of a movable bridge must keep a complete file available for the
engineer who is responsible for the operation and maintenance of the bridge. See
Topic 4.3 for general record keeping and documentation. The file should include
(if applicable), but not be limited to, the following:

Copy of the latest approved permit drawing

Complete set of design plans and special provisions
As-built shop plans for the structural steel, architectural, mechanical,
electrical, and hydraulic
Machinery Maintenance Manual
Electrical Maintenance Manual
Hydraulic Maintenance Manual
Copy of maintenance procedures being followed
Copy of the latest Operator's Instruction being followed
Copies of all inspection reports
Copy of all maintenance reports
Copy of all repair plans
Up-to-date running log on all spare parts that are available, on order, or
out of stock

Inspection and maintenance reports should be reviewed with preventative

maintenance measures in mind. An example would be the megger readings on
wiring insulation; especially those taken on damp rainy days when moisture could
influence (reduce) the values. An acceptable minimum reading is usually 1
megohm. If the value on a wire is decreasing on progressive reports, preventative
maintenance may save a short that could burn out equipment and put the bridge
out of operation.

12.2.59
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Inspection and Examples of inspection and maintenance records that should be kept are shown in
Maintenance Data Figures 12.2.68 through 12.2.74.

Figure 12.2.68 Example of Notes on Operating Machinery (Gears-General)

12.2.60
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.69 Example of Notes on Operating Machinery (Gears-Teeth)

12.2.61
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.70 Example of Notes on Operating Machinery (Bearings)

12.2.62
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.71 Example of Notes on Operating Machinery (Mechanical Elements)

12.2.63
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.72 Example of Notes on Electrical Equipment (Motors)

12.2.64
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.73 Example of Notes on Electrical Equipment (Limit Switch)

12.2.65
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

Figure 12.2.74 Example of Notes on Electrical Equipment (Megger Insulation Test of the Submarine Cables)

12.2.66
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

12.2.18
Evaluation State and federal rating guideline systems have been developed to aid in the
inspection of movable bridges. The two major rating guideline systems currently
in use are the FHWA's Recording and Coding Guide for the Structural Inventory
and Appraisal of the Nation's Bridges used for the National Bridge Inventory
(NBI) component rating method and the AASHTO element level condition state
assessment method.

NBI Rating Guidelines Using the NBI rating guidelines, a 1-digit code on the Federal Structure Inventory
and Appraisal (SI&A) sheet indicates the condition of the superstructure. Rating
codes range from 9 to 0 where 9 is the best rating possible. See Topic 4.2 (Item
59) for additional details about NBI Rating Guidelines.

The previous inspection data should be used along with current inspection findings
to determine the correct rating.

Element Level Condition In an element level condition state assessment of a movable bridge, the AASHTO
State Assessment CoRe element is:

Element No. Description

Box Girder
101 Unpainted Steel Closed Web/Box Girder
102 Painted Steel Closed Web/Box Girder
Floor System
106 Unpainted Steel Open Girder/Beam
107 Painted Steel Open Girder/Beam
112 Unpainted Steel Stringer(Stringer-Floorbeam System)
113 Painted Steel Stringer(Stringer-Floorbeam System)
Steel Truss
120 Unpainted Steel Thru truss (Bottom Chord)
121 Painted Steel Thru truss (Bottom Chord)
125 Unpainted Steel Thru Truss (Excluding Bottom Chord)
126 Painted Steel Thru Truss (Excluding Bottom Chord)
130 Unpainted Steel Deck Truss
131 Painted Steel Deck Truss
Steel Arch
140 Unpainted Steel Arch
141 Painted Steel Arch
Cable
146 Unpainted Steel Cable (not embedded in concrete)
147 Painted Steel Cable (not embedded in concrete)
Floor System
151 Unpainted Steel Floorbeam
152 Painted Steel Floorbeam

The unit quantity for the arch is meters or feet and the total length of the arch ribs
must be distributed among the four available condition states for unpainted and
five available condition states for painted structures depending on the extent and
severity of deterioration. The unit quantity for the floor system, box girder and
truss is meters or feet and the total length must be distributed among the 4 or 5
available condition states. The unit quantity for cables is each and the total
quantity must be placed in one of the four available condition states for unpainted

12.2.67
 SECTION 12: Special Bridges
TOPIC 12.2: Movable Bridges

and five available condition states for painted. Condition State 1 is the best
possible rating. See the AASHTO Guide for Commonly Recognized (CoRe)
Structural Elements for condition state descriptions.

A Smart Flag is used when a specific condition exists, which is not described in
the CoRe element condition state. The severity of the damage is captured by
coding the appropriate Smart Flag condition state. The Smart Flag quantities are
measured as each, with only one each of any given Smart Flag per bridge.

For damage due to fatigue, the Steel Fatigue Smart Flag, Element No. 356, can
be used and one of the three condition states assigned. For rusting between riveted
members, the Pack Rust Smart Flag, Element No. 357, can be used and one of
the four condition states assigned. For damage due to traffic impact, the Traffic
Impact Smart Flag, Element No. 362, can be used and one of the three condition
states assigned. For girders/beams with section loss due to corrosion, the Section
Loss Smart Flag, Element No. 363, can be used and one of the four condition
states assigned.

For mechanical, electrical, and hydraulic movable bridge members, individual

bridge owners may choose to create their own non-CoRe elements.

12.2.68