JKR Pu: wun 3 2006 BAILEY BRIDGING INTRODUCTION TO THE BAILEY BRIDGE The original Bailey Bridge was designed as a “through type” bridge. That is to say that the roadway is carried between the two main load-carrying girders. The main girders are composed of a number of identical “panels” pinned together end-to-end to form continuous stiff girders from bank to bank. . Beams called “‘transoms” are laid across the bottom chords of the panels, connecting and spacing apart the main girders and carrying the subsidiary steelwork supporting the timber roadway. Various bracing members complete the structure. Bailey can also be built vertically with equal facility to form piers and towers. Later developments include an alternative form of deck, composed of steel box-type units on which a permanent road surface (such as asphalt) can be laid. A considerable widening of the range of components available enables deck type bridges to be built for almost any desired width of roadway, grid structures to be built to form piers and jetties and a variety of temporary struc- tures for the civil engineer—gantries, crane gabbards and supports for concrete formwork—and has transformed Bailey into a complete unit-construction system. In all these structures, the “Panel” is the basic component and the manner in which the panels are grouped together determines the load which the structure will carry. (See pages 2 and 3.) The simplest bridge is one wherein a single row (or “‘truss”) of panels along each side forms the main girders. This type of con- struction is referred to as “Single Single’. An additional row of panels cither side converts this bridge to “Double Single’. If, on this Double Single bridge, two further rows are bolted on top of the existing panels, the resultant double storey bridge is called ‘“‘Double Double”. Thus it is possible to describe any form of composite girder in two words, the first word indicating the number of panels side by side, the second word indicating the 1ht cr Single Single Single Single Reinforced A I 8, Double Single Double Single Reinforced - F Triple Single Triple Single Reinforced {Double Double Double Double Reinforced Triple Double ‘Triple Double Reinforced u Double Triple Triple Triplenumber of panels on top of one another. A “Triple Double” bridge therefore has its main girders composed of panels arranged in three trusses sidé by side and two storeys high. Normally, seven constructions are uscd to build the complete range of bridges and these are as follows, together with the abbreviations by which they are recognised: Single Single (SS) Double Single (DS) Triple Single (TS) Double Double(DD) Triple Double (TD) Double Triple (DT) Triple Triple (TT) The above permissible forms of construction (with the exception of Double Triple and Triple Triple) can be reinforced by the addition of Reinforcing Chords to the top and bottom of each truss. Rein- forced construction is shown by the addition of the letter “R’, for example: Double Single Reinforced (DSR). Constructions such as Single Double (one truss, two storeys high) are not used, since they are not stable. The normal method of erecting Bailey Bridges is to build the bridge complete, on rollers, on one bank, with a light skeleton construction (called the “Launching Nose”) attached to the front end. The whole is then rolled forward, or launched, across the gap. The nose is then dismantled and the bridge jacked down on to its foundations. The nose is built from the same standard components as the bridge panels, transoms and bracing members, so that the components from a dismantled nose can be returned to stock or used to form another bridge. All the components have been designed so that their weight and size enables them to be transported in standard 3-ton trucks and erected by manpower only. However, on the longer and heavier spans of bridge, some mechanical assistance during launching—such as a bulldozer—is required. Throughout this handbook dimensions are given in both English and metric units. Weights in pounds are also given in Kilograms. However, where weights are given in tons, this refers to the long ton of 2240 pounds and can be taken as equivalent to the metric tonne, since the error incurred is of the order of only 14%. Standard Bailey has a roadway width between kerbs of 10 ft. 9 in. (3.28 m.). The clear width between the side girders is 12 ft. 4 in. G.76 m.). fA CHAPTER ONE DESCRIPTION OF COMPONENTS WoLe FoR \ BB.1. Bailey Bridge Panel The Bailey Panel, BB.1, is a welded fabrication comprising two chord members interconnected by vertical and diagonal bracing. These members are made from special high tensile steel. At one end of the panel both chords terminate in a male lug and at the other end in female jaws. Panels are connected together end-to-end by engaging these lugs and jaws and inserting panel pins through the eye-holes. The two chord members of the panel are referred to as the “Top Chord” and the “Bottom Chord”, the latter being easily distinguish- able by the four transom seatings adjacent to the verticals. Each of these seatings has an upstanding dowel which engages with a hole in the transom; rectangular holes in the panel verticals above the seatings accept the nose of the transom clamp, the tail of which swings into the flanged slot in the seating plate. Also in the bottom chord, near each end, is a horizontal oval hole which accepts the swaybrace. Both top and bottom chords have two chord bolt sockets; it is through these that panels are connected together one above the other. Chord reinforcements are also attached at these points. Also in both chords is a pair of holes in which the bracing frame locates. Each of the two end verticals also has a pair of holes 5jhe hole nearest the top chord 'd the tieplate. An oval hole vides a crane lifting point. special heat-treated alloy ng these pins with a 14 Ib. n is tapered to facilitate its for the bracing frame; additionally, # is also used for attaching the raker an in the centre vertical at the top chord pro The Panel Pin, BB.4, is made from 4 steel; no hesitation need be felt in dri (7 kg.) hammer. The point of the pin '§ ° insertion and near this end a drilled hole is provided to accept the Safety Pin, BB.4A. A groove is cut in the head of the pin parallel to the safety pin hole, so that as the pin IS driven observation may oe ecibeh to eneure that this groove remains parallel to the panel chord. Otherwise difficulty will be experienced in fitting the Safety Pin. The Bracing Frame, angle and bar, with a hollow taper It is used to brace together the pane! (a) In Double Single and Triple the top chords of the panels in every bay. . (b) In Double and Triple Storey bridges, horizontally on the top chords of the top storey panels and vertically on the end verticals aoe cored of all second and third storey Panels in every bay. The Bracing Frame is attached with four Bracing Bolts, BB.11. The Raker, BB.3, is a special high tensile joist section with a hollow taper dowel at each end. It connects between a lug on, the top of the transom and the top hole of the panel vertical of the inner tries: and is the main stabilising member of the bridge. It is attached with two Bracing Bolts, BB.11. . . “BBS, is y of special high tensile steel joist The Transom, BB.5, is a length c 5 which forms the cross girder of the bridge, spanning between the In its bottom flange, near main girders and carrying the roadway. either end, it has a series of three holes which locate over the transom seat dowcls of the panels forming the main girders. On the top flange, equally spaced about the centre, is @ series of five sets of cleats which locate the road bearers, OF Stringers. Also on the top flange, near each end, is a holed lug to Which the raker is attached. Pads welded inside the bottom flanges at the extreme ends, and round bars attached through the ‘web near the ends, form the supports for the cantilever footwalk bearer. . ‘The Transom Clamp Mk. I, BB.6, comprises a welded fabrication having a “nose” at one end, a vice-tyPe Screw 1D the centre, and a swinging bolt at the tail. In operation, the nose is inserted into a rectangular hole in the panel vertical, the swinging bolt has a head which locates under the slot in the transom seat, and tightening down the bolt secures the transom in position relative to the bottom chord and end vertical of the panel. It is Dot designed as a load-carrying member, but in an emergency will sustain an upward load from the transom of 2 tons (4480 Ib.). BBL, is a welded fabrication of mild steel Mowel at cach of the four corners. trusses as follows:— Single bridges, horizontally on 6BB.4.A. Safety Pin M4" IA HOLE stor Across PARALLEL WITH SLOT. wea FOR PIN | — Bie" sues Hale “) BBA, Panel Pin ae BB.2. Bracing Frame 3 530, ——_ BB.S. Transom 7The Transom Clamp Mk. Il, TSBB.573, may be used in place of either the Transom Clamp Mk. I (BB.6) or Mk. I (BB.143). It differs from both these types only with respect to the clamping screw. In the Mk. III, the tommy bar type screw is replaced by a screw having a hexagon socket in the head. It can therefore only be assembled or removed with a hexagon socket wrench. Using the Ratchet Wrench, TSBB.574, the Mark IIL Transom Clamp can be assembled more quickly than the tommy bar types, BB.6 and BB.143. The Plain Stringer, BB.7, consists of three joists which form the longitudinal road-bearers of the bridge, welded together to form a frame, of which the cross members serve to stiffen the main joists. Cleats at either end engage with the cleats on top of the transoms to restrain the stringer both longitudinally and laterally. It can be assembled into bridge. either way up. The Button Stringer, BB.8, is of similar construction to the Plain Stringer, but has additionally a series of buttons equally spaced along the top flange of one outside joist. These buttons serve to position and restrain the timber chesses of the roadway; four of the buttons are hollow to allow the tee-head of the riband bolt to be inserted and locked in position, Button stringers are assembled. into bridge with the buttons in the extreme outside positions under the roadway kerbs, or ribands. The Chord Bolt, BB.9, is of mild steel, the main body being machined to be a close fit in the chord sockets of the panel. \To assist its insertion, the body has a taper starting at its half length and termina- ting in a screw thread which is provided with a washer-top nut. It connects panels’ and chord reinforcements together through the panel chords. The Riband Bolt, BB.10, is a mild steel bolt supplied complete with a washer-top nut which does not need to be removed during assembly, since the tee-head of the bolt passes downwards through a rectangular hole in the riband and locks in the special button on the stringer. Bsus NUT ¢ WASHER BB.10. Riband Bolt No. 1BB.S, Button Stringer BB.7. Plain Stringer. i we | vylesws: 2°00 4 Oa MASHER var EALENP 134018 ap SWS: V4 BB.9. Chord BoltThe Bracing Bolt, BB.11, is a mild steel bolt complete with washer-top nut. A specially shaped washer attached under the head prevents the bolt rotating whilst the nut is being tightened. It is used for the following purposes: (a) for attaching the raker to the panel and the transom; (b) for attaching the bracing frame to the panel; (©) for attaching the tieplate to the panel. The Riband, BB.13, is a length of timber with sloping sides. Four vertical rectangular holes for riband bolts have reinforcing plates at their mouths on which the riband bolt nut is tightened. It serves the dual purpose of forming the roadway kerbs and a longitudinal clamp, holding down-the chesses in position. The Chess, BB.14, is a timber plank which forms the actual bridge roadway. The ends are notched to fit between the buttons of the button stringer, preventing both lateral and longitudinal displace- ment. ‘The Swaybrace, BB.15, is a length of mild steel rod having an eye at either end which is inserted into the oval hole in the panel bottom chord. Two pins, chained one either end, fasten it to the panel. A hinge allows the swaybrace to be folded for transport, and in the shorter of the two arms is a turnbuckle. This can be rotated by the tail of the 1} in. podger spanner which is also used for the lock-nut. The turnbuckle contains a gauge block, and when it is tightened the ends of both the screwed rods butt into this block; the swaybrace is then correctly adjusted. A pair of swaybraces so tightened automatically “squares up” each bay of bridge. The Bearing, BB.19, is a flat plate upon which a round bar is sup- ported by four shaped stiffeners which divide the round bar into three sections. It accepts the loads from the end posts of the bridge and transfers them to baseplates or to concrete foundations. Four oval holes in the plate permit it to be rag-bolted to concrete. In single truss bridges, the end post sits on the centre section of the bearing bar. In double truss bridges, each end post sits on the centre section of its own bearing. In triple truss bridges, the inner truss is as before, but the two outer trusses share a common bearing, the two end posts each occupying an outer section of the bar. Thus for single single bridges, two bearings are required each end of bridge. For all other constructions, four bearings are required each end. The base area of the Bearing is 1% sq. ft. (0.175 m2). The Baseplate, BB.31, is designed to spread the load from the bearings evenly over an area of ground. Whatever the construction of the bridge, only four baseplates are required, one at each end of each main girder. It is a welded heavy gauge steel fabrication, the centre portion of which forms a sunken tray in which the bearings sit. Around the edge numbers 1, 2 and 3 are embossed against arrows, These indicate where the bearing for the inner truss should 10Tes rLusH wit TIMBER “4 RECT Ho 2 Holes FULL DEPTH oF agg OF Toe —— a BB.14. Chess POSITIONING PIN r * ee oe = ING iE 7 7 mock on ee? PPA BB.15. Swaybrace . 25 IN BEARING Gh) eae BB.19. Bearingbe placed for single, double and triple truss bridges respectively. The bearing is able to move a total of 9 in. (0.23m.) in the baseplate, along the line of bridge. The area under the baseplate is 13 square feet (1.2m?). ‘The Plain Ramp, BB.24, comprises three joists of High Tensile steel, fabricated into a frame, similar to the Plain Stringer, but of heavier section. The ends of the joists are tapered and fitted with half-round bearings on their undersides. The cross members at each end are shaped to fit over the cleats on the transom. ‘The Button Ramp, BB.25, is similar to the Plain Ramp, but has additionally a set of buttons, exactly as provided on the Button Stringer, to position the chesses and to accept the tee-heads of Riband Bolts holding down Ribands. Each bay of ramps comprises three plain and two button ramps. One such bay, supported only at its two ends, will carry axle loads up to 15 tons (33,600 Ib.). For axle loads in excess of this weight, each bay of ramps must be additionally supported by solid packing at its mid-length. The Ramp Pedestal, BB.23, is a welded fabrication consisting of a baseplate upon which upstanding buttresses are spaced apart to allow the transom to sit between them. A swinging latch closes over the top of the transom. eh of® BB.23. Ramp Pedestal \ The Jack Shoe, BB.18, is a fabricated steel tray with a step formed in it. The deep portion sits in the recess in the baseplate and the rear end (which has a handle formed in it) bears on the upstanding rim of the baseplate. It bridges over the bearing, which is thus able to be adjusted slightly in position as the bridge end post is lowered on to it. Either the 15 ton Ratchet Jack (EN.1046) or the 25ton Hydraulic Jack (TSBB.505) stands on the shoe, so that the toe of the jack locates under the bracket on the end post. 12TIMBER BTWN STEEL GRILLAGE BB.25. Button Ramp 4-RIBAND, . Luger ACH. END. xD post ~ Ne BB.18. Jack Shoe‘The Rocking Roller, BB.59, is used for launching all but the shortest and lightest spans of Bailey bridges. Severe local stresses occur in the bottom chords of the bridge at the point where it passes over the bankseat roller. The rocking roller has been designed to over- come this difficulty by spreading this load over a length of 3 ft. 6 in. (1.07m.). Three rollers are housed together in a balanced arm, at the bottom centre of which half-round bearings are provided. These sit over the bridge bearing (BB.19) on which the roller assembly is free to rock. Four side rollers are fitted on top of the roller frame to act as guides for the bridge trusses. The maximum number of Rocking Rollers used for launching all normal spans is four—two either side of bridge under the first and second trusses. In triple truss bridges, therefore, the third truss is not supported on Rocking Rollers, but the outermost set of guide rollers must be removed, as otherwise they will foul the third truss. The maximum load which a rocking roller will support is 21 tons (47,040 Ib.), but in single storey bridges the load must be limited to the maximum allowable on the panel chord, 15 tons (33,600 Ib.). The Rocking Roller Template, BB.60, is a prefabricated timber grillage with two recesses in its top surface, in which may be placed two bearings (BB.19). Rocking rollers sitting on bearings so placed, are automatically set at 18 inch centres (0.46 m.) to carry the first and second bridge trusses. This template will carry a maximum load of 42 tons (94,080 Ib.) and has a base area of eight square feet (0.75 m2). The Plain Roller, BB.58, is a welded housing containing two rollers on acommon shaft. In single and double truss bridges, the trusses may run on either roller, but in triple truss bridges the second and third trusses will run on the two rollers side by side. Each roller will support a load of six tons, this also being the limit of local load- ing on the panel chord. Plain Rollers are often referred to as “construction rollers”, since they are spaced out at intervals on the building site and the bridge erected on them so that it can at any time be rolled forward and launched across the gap being bridged. The Plain Roller Template, BB.54, is a timber tray in which the Plain Roller sits and serves to spread the load. Its base area is 4.3 square feet (0.4 m?). The End Posts, Female (BB.62) and Male (BB.63), are vertical posts which pin to the panels at each end of the bridge and transfer the loads from the main side girders to the bridge abutments. An additional (oval) pin-hole in the head of the post connects to a second storey panel or a top chord reinforcement. At its base, the end post terminates in a half-round bearing block which sits on the bridge bearing (BB.19). Also at the base a bracket is provided with a transom seating and 14BB.59. Rocking Roller. BB.19. Bearing ia BB.60. Rocking Roller Template 62" DIA 7" LONG Ts7H7 WES FOR POSITIONING TEMPLATE. = BB.S8. Plain Roller. BB.54. Plain Roller Template 15upstanding dowel, which supports the end transom of the bridge. The transom is maintained in position by a swinging gate-type latch which is provided with a chained pin. Whilst the transom is being placed in pasition, this gate is swung upwards and the pin fitted in the upper hole to hold it open. It is then dropped down and the pin inserted in the lower hole, clamping the transom in position. When jacking under this transom care should be taken that rakers are not fitted. The gate of each end post is designed to sustain a 15 ton (33,600 Ib.) upward load under these circumstances. The bracket carrying the transom seating is also designed to take the toe of the jack on its underside and this is the normal position for jacks when lowering the bridge on to its bearings. The bracket on the Male End Post will take 15 tons (33,600 Ib.);_ that on the Female End Post will take 12 tons (26,880 Ib.). The Tieplate, BB.29, is a plate with two hollow dowels at 8} in. (0.22 m.) centres. It is used to connect the second and third trusses in triple truss bridges, using Bracing Bolts (BB.11). ‘The Launching Link Mark II, BB.65, is, in effect, a short length of panel chord, and will sustain the same loads. One end is male, the other female, and both are holed to accept the panel pin, BB.4. Its top surface has also a transom seating, which is used only for special constructions where Bailey is used in conjunction with flotation equipment to form shore-loading rafts. The launching link is inserted in the bottom chord between adjacent panels in the launching nose; this raising up of the leading panels at the forward end of the nose counteracts the natural sag of the bridge during launching and ensures the tip of the nose lands correctly on the rollers on the far bank. Since its inclusion at a panel junction requires all shear forces to be borne by the top panel pin connexion, it must never be used at any junction where the shear exceeds 10 tons (22,400 Ib.). The centre of the pin holes is 6} in. (0.16 m.) and this raises the far end of the panel 13} in. (0.34 m.). Up to two pairs of launch- ing links may be used in the launching nose and Table 4 shows how the various dispositions of these links affects the amount by which the tip of the nose is raised. Table 5 gives the sag at the tip of the nose: thus the position of the launching links in the nose of any bridge may be determined. The 1} in. Ratchet Spanner, BB.26, is a reversible box-type ratchet spanner, used for tightening Chord Bolts, BB.9, and for operating the Chord Jack Mark III, BB.83. Since the length of its handle is sufficient to accommodate three men, it should never be necessary to lengthen it with tubing, etc. ‘The 1} in. Podger Spanner, BB.32, is an open-ended spanner with a 16FEMALE MALE ive HEIGHT o/& HEIGHT 9 5-848" 5-84" BB.26. Ratchet Spanner BB.32. I” Podger Spanner BB.33. 1” Podger Spannertapered tail which may be used for Jining up holes. The spanner is used for tightening Chord Bolts (BB.9) and the lock nuts on Sway- braces (BB.15, BB.107 and BB.134). ‘The } in. Podger Spanner, BB.33, is an open ended spanner with ~ a tapered tail which may be used for lining up holes. The spanner is used for tightening Bracing Bolts (BB.11) and Riband Bolts (BB.10 and TSBB.504). ‘The 3 in. Cranked Spanner, BB.34, is a box spanner with a crank handle. It is most useful for the rapid tightening of riband bolts (BB. 10 and TSBB.504) and bracing bolts (BB.11) fastening horizontal bracing frames on the top chords. NOTE: All spanners are provided with a hole by which they may be attached to the user and it is strongly recommended that they are so attached where the user is working at any height above the ground or over water. The Overhead Bracing Support, BB.73, is a fabricated steel pedestal, having at its base two chord bolt sockets, through which it is bolted across the tops of panels in two trusses at 18 in. (0.46 m.) centres. The top plate has two transom seat pegs and four clamp plates, by which a transom is located and fixed in position. One end of the top plate is extended to form two jaws with vertical holes, used to attach swaybraces. On Standard Bailey Bridges, the Overhead Bracing Support is assembled with the swaybrace jaws towards the centre line of the bridge; on Standard Widened and Extra Wide, the support has its swaybrace jaws towards the outside of the bridge. c on LOCATIN' rowAY BRACE BB.73. Overhead Bracing Support 18The Chord Reinforcement, BB.150, is basically similar to the bottom chord of the Bailey Panel, having male and female ends for connexion by panel pins, chord sockets, by which it is chord bolted to the panel it is to reinforce, and bracing frame and swaybrace attachment points. The Chord Bolt sockets occur on the opposite face to the bracing frame holes; thus, when attached to the panel, the heads of the Chord Bolts are housed between the channels forming the reinforcement, presenting an uninterrupted bottom chord for launching and allowing Bracing Frames to be attached to the top chord without interference. e RAM! 6 pracygiria%) . BB.150. Chord Reinforcement The Chord Bolt Collar, BB.151, is a short length of tube which acts as a spacer over the tail of the chord bolt. It is used when chord- bolting chord reinforcements to panels to take care of the extra length of bolt projecting through into the panel, the Chord Bolt Nut being tightened down on to it. OW. Jy" o/oik« NAS! 2 ot" LONS BB.151. Chord Bolt Collar 19Ratchet Jack, EN.1046. This is a mechanical jack of normal ratchet and lever principle. The maximum safe load on the head is 15 tons; on the toe the maximum safe load is 7} tons. EN.1046. Ratchet Jack Hydraulic Jack, TSBB.505. This hydraulic jack has the main body in light alloy. ‘The maximum safe loads it will carry are as follows: on the head, 25 tons; on the toe, 124 tons. The operating lever has a hexagon key on one end which is used to open and close the by-pass valve. OPERATING LEVER p ‘TSBB.505. Hydraulic Jack Printed tn England by Richard Madley Lid, 54 Grafton Way, London, WateSITE LAYOUT AND BUILDING LAUNCHING NOSE It is assumed that a suitable site for the bridge has been chosen, that the span of the bridge has been determined, that Single Single construction has been proved a sufficiently strong construction for the loads the bridge will have to carry, and that the components have been delivered to the site. The erection engineer should commence by setting a peg on either side of the gap to be bridged to represent the centre line of the bridge and deciding on which bank he is going to carry out erection. On this bank he should endeavour to have an area cleared and levelled approximately 50 feet (15 m.) wide (25 feet cither side of centre line), and extending back from the edge of the gap for distance roughly equal to the length of the finished bridge for the layout of components. Whilst this preparatory work is proceeding, the engineer should satisfy himself that all the necessary equipment has been correctly delivered. The quantities of components forming the bridge are listed in the Tables of Quantities published separately. The number of bays in the Launching Nose, the components of which it is composed, and the Erection Equipment required, are all given in these Tables of Quantities. ‘On the prepared site, extend the bridge centre line backwards by driving pegs at approximately 30 ft. (10 m.) intervals. Mark out two lines parallel to the centre line, one either side distant from it 6 ft. 54 in. (1.97 m.). These denote the position of the bridge girders, and on these lines all rollers and baseplates are set. Commence by laying down the baseplates (BB.31) and check that the line through them is at right-angles to the centre line. The Launching Rollers (which may be either Plain Rollers, BB.58, on their templates, BB.54, or Rocking Rollers, BB.59 on Bearings BB.19 and Templates, BB.60—sce Table of Quantities) should be positioned approximately 3 ft. 6 in. (1-07 m.) in front of the base- plates—i.e., nearer the gap to be bridged. The remaining Plain Rollers—with their templates—should be laid down behind the Baseplates at approximately 25 ft. (7-5 m.) intervals. Ensure that each pair of rollers is correctly lined across transversely and is at right-angles to the centre line. Also ensure that the rollers are firmly bedded down, with no tendency to overturn. It is well worth spending some time checking this thoroughly, otherwise considerable delays may be encountered at a later stage if, during launching, the 1"| UIV1d FTONIS-TTONISbridge is discovered to be running off its true line, or a roller over- turns and has to be dug out and re-set. Asa further check on roller positions, lay a transom across each pair in turn. The inner hole in the bottom flange at each end (which locates on the panel seating) should be on the centre of the roller. Now set the landing rollers on the far bank by sighting through. The work so far completed is illustrated on Plate 1. NOTE. Where the bridge is of a permanent or semi-permanent nature, requiring the provision of concrete foundations, much of the above work will have to be carried out at an earlier date when the concrete is placed. The size of the concrete block should be large enough to accommodate both the baseplate and the launching (or landing) rollers. It must also be adequate to support the whole weight of the bridge and nose which it will receive as the point of balance is reached during launching. It is assumed here that any concrete work has already been completed in advance and that the concrete is now in a fully load-bearing condition. Construction of the Launching Nose may now be commenced. In the following example an 80 ft. span is illustrated: the same procedure applies equally to spans of other lengths. . Plate 2. Place a Bailey Panel, BB.1, on each of the two launching rollers, with the female jaws toward the gap. Thread a Transom BB.5, through these two panels so that it locates in the panel seatings nearest the gap. Secure the transom with Transom. Clamps, BB.6, fit 2 Rakers, BB.3, by attaching with Bracing Bolts, BB.11, the bottom end to the block on top of the transom, the top end to the hole in the panel vertical just below the top chord. Tighten bolts with spanner. This completes Bay 1 of Launching Nose. Plate 3. Commence Bay 2 of launching nose by pinning on two more panels with Panel Pins, BB.4. If these new panels are standing flat on the ground and the first panels are canted on the rollers, the bottom pins can be left out for the time being. As more bays are built, the girders will eventually “see-saw” about the first two bays. These bottom pins can then be inserted. with the minimum of effort. NOTE: Panel pins are driven from inside the bridge, safety pins being fitted on the outside. Once again feed a transom in to the most forward seatings and clamp in position. (Note from Launching Data in Table 5 that the sag to be expected at the tip of the nose as it reaches the far bank is 16 in. (0.41 m.). Launching Links, Mk. II, BB.65, should therefore be inserted between Bays 2 and 3 to off-set this tendency, in this particular bridge.) + Plate 4. Pin on two more panels to form Bay 3 of nose and fit transom and raker as in Bay 1. Swaybrace can now be fitted and tightened in Bay 2.'Z ALVIg FTONIS-TIONIS€ SLVIq ATONIS-FIONIS'p UI FTONIS-FIONI" ALVIg TIONIG-ATONIS“9 ALVId ATONIS-TIONISPlate 5. Pin on two more panels to form Bay 4 and fit transom (but no rakers). Swaybraces to this bay must not be fitted - and tightened until next bay (either of bridge or nose) has been constructed. If the Launching Nose is more than four bays long, each subse- - quent bay must be constructed exactly as Bay 4, i.e., each subsequent bay must contain:— 2 Panels, BB.1. 1 Transom, BB.5. r 2 Transom Clamps, BB.6. 2 Rakers, BB.3. 4 Bracing Bolts, BB.11. r 2 Swaybraces, BB.15. 4 Panel Pins, BB.4. fas This applies up to a maximum of six bays of launching nose. On the longer and heavier bridges which require launching noses in excess of six bays long, all subsequent bays must be of Double Single rc construction. For these bays, use the same erection procedure to build Single Single bays and then convert them to Double Single as follows? r Bring up another panel either side of the bridge and thread its female end over the transom already assembled into bridge, so that the transom seat peg locates in the transom hole 18 in. (0.46 m.) re outside the innek panel and attach transom clamp. Support the other end of the panel on temporary packing until the panel in the next bay can be pinned to it. - Place a Bracing Frame (BB.2) across the top chords of the two panels and secure with four Bracing Bolts (BB.11). Repeat the above in any subsequent bays of Double Single Nose. Where a bay of nose has to be of Double Double construction, build firstly as Double Single, as described above, but omitting the horizontal Bracing Frame, from the top chords. Position two more panels (female jaws forward) on top of the Double Single panels and secure each to the bottom storey with two Chord Bolts, BB.9. Tighten with Ratchet Spanner, BB.26. Complete this bay by adding two Bracing Frames, BB.2, to each girder, one horizontally on top of the second storey panels, one vertically on the front (female) verticals of the second storey r panels. If more than one bay of Double Double is required, repeat the above construction in each subsequent bay. r Panel pins should be driven from inside to out on the inner truss and outside to in on the outer truss before chord bolts are finally tightened in each bay.BUILDING A SINGLE SINGLE BAILEY BRIDGE Having built the required length of launching nose, as already described, proceed as follows. Bay 1. (Sce Plate 6.) Pin two panels to rear of launching nose. Fit three transoms:— One behind the front (female) vertical One in front of the centre vertical One in front of the rear (male) vertical and secure all three with transom clamps. Fit rakers to the front and rear transoms. Tighten raker Bracing Bolts. Fit two swaybraces, long arms towards the gap and tighten. Do not attempt to fit decking in this bay. Bay 2. Pin on two more panels. Fit two transoms:— One in front of the centre vertical One in front of the rear (male) vertical and secure with transom clamps. Fit rakers to the rear transom and tighten bolts. Fit swaybraces and tighten. NEVER tighten swaybraces until Rakers are fitted and tightened. Bay 3 and all subsequent Bays. (See Plate 7.) Repeat construction exactly as described for Bay 2 until the bridge is the required length. If additional labour is available, it may be employed laying the decking. This should be commenced in Bay 2, as soon as the main construction is completed in Bay 3. Otherwise, all decking should be left until main construction is completed. Each bay requires five stringers—three Plain and two Button. The two Button Stringers, BB.8, occupy the outer positions. Ensure that the joist carrying the “‘buttons” is placed nearest the outside of the bridge. The three Plain Stringers, BB.7, occupy the three inner positions. Each stringer should be placed on top of the transoms so that its centre joist sits between the pair of cleats on top of the transom. The end of the stringer should be on the centre line of the transom, so that its cross members butt up against the return ends of the transom cleats. The stringer-is thus prevented from moving either endways or sideways. Note that the Plain Stringer is reversible—it may be laid either way up and can be reversed end for end. Across the bay of five stringers lay thirteen Chesses, BB.14. This is best done by dividing the labour force. One gang working along the outside of the bridge passing the chesses through the side 10SINGLE-SINGLE PLATE 7.girders to the other gang working inside the bridge laying the chesses in position. Make sure that the notched “shoulders” at the ends of the chesses fit between the buttons of the button stringers. These prevent the chesses moving either sideways or endways. As each bay of chesses is completed, lay down a Riband, BB.13, along cach edge immediately above the stringer buttons. The four slotted holes in the Riband will register immediately above the four socket type buttons. Insert the tee-head of a Riband Bolt, BB.10, downwards through each slotted hole in the riband and into the button socket. Nuts are best tightened with the Cranked Spanner, BB.34. NOTE that it is not necessary to remove the nuts from the riband bolts at any time during assembly. Ensure that all four bolts holding each riband are correctly positioned before using the spanner. Launching and Jacking down The bridge may now be launched across the gap. (See Plate 8.) As soon as the tail end has passed the construction rollers, pin Female End Posts, BB.62, to the end of each truss. (If these are fitted at any earlier stage, the bearing blocks which project downwards will foul the construction rollers.) Continue launching until the bearings under the end posts are directly above the bridge Bearings, BB.19, upon which they are to seat. (See Plate 9.) Insert temporary packing under the last panel at either side of the bridge. Place Jack Shoe, BB.18, on the Baseplates, BB.31, so that they straddle the Bearings, BB.19. Stand Ratchet Jacks, EN.1046, on the jack shoes, so that the toes of the jacks engage under the transom brackets of the end posts. Jack up the end of bridge until the launching rollers may be removed. Then proceed to jack down, keeping the jacks on either side of the bridge in step at all times. Remove the temporary packing, piece by piece, so that it is never more than 2 in. (0.03 m.) below the underside of the panels, until the end posts are properly seated on the bearings. Whilst this jacking operation is in progress, dismantle the launching nose on the far bank and loosen the swaybraces in Bay 1 of bridge. Pin Male End Posts, BB.63, to the end of each truss. Open the swinging gates on the end posts and maintain them in the open position with the chained pin provided. Remove the transom and rakers from the female end of Bay | of bridge. 12"g ULVId AIONIS-TIONIS 13"6 UVIg TIONIS-TIONIS TANI ONIMOHS oy “$1S0d GNA 40 AISWASSY 4“OL ALVIg STONIS-JTONIS 5Re-fit this transom across the end posts, taking care that the dowels are properly engaged. This transom is locked in position by closing the swinging gates and fitting the chained pins. Re-fit and tighten rakers on’ transom and end posts. Re-tighten swaybraces in Bay 1 of bridge. Jacks, jack shoes and temporary packing are then moved to this end of the bridge and the jacking sequence repeated, removing the landing rollers and lowering the bridge onto its bearings. Decking may now be laid in Bay 1 of the bridge. ‘The bridge is now ready for use. As a final check, the engineer in charge should now go round and personally satisfy himself that every pin and bolt has been correctly placed and tightened. Printed in England by Richard Madley Lid., s4 Grafton Way, London, Wat.KOXKOAIKKO < AN ZUN ZI ZI) 7 ee IN ZB dZiR ZA AK KK els ANZ CSISS AN ZS Z, eK AINZINZBUILDING A DOUBLE SINGLE BAILEY BRIDGE The preliminary site preparation, setting out of stores and the lay-out of the rollers is similar to that described for Single Single Bridges, except in so far as extra rollers are required under the outer trusses of Double Single Bridges of 100 ft. span and over in order to carry the heavier loads. These extra rollers are set at 18 in. (0.46 in.) centres outside the existing roller layout. For the construction rollers, the Plain Rollers (BB.54) and their templates (BB.58) when set end to end automatically place rollers at these centres. For the launching rollers, the Rocking Roller Template (BB.60) has two recesses to accept two bearings (BB.19) on which two Rocking Rollers (BB.59) when mounted are automatically at 18 in. (0.46 m) centres. On the far bank, it is not necessary to use extra Rocking Rollers for Double Single Bridges to land on. Baseplates should be set at 14 ft. 5 in. (4.4 m.) centres. Construction commences with the launching nose. The first bay of the bridge proper is built as Single Single except there is fitted only a single transom (BB.5) in front of the central verticals of the panels (BB.1). Two further panels (BB.1) to form the inner truss of Bay 2 are now pinned on. See Plate 11, page 2. The two panels to form the second or outer truss are added to Bay 1 as follows: pass these panels over the ends of the transoms, until each panel is 18 in. from the panel in the innei truss. These outer panels can now be raised until the pegs of their transom seatings engage in the holes in the bottom flange of the transom. Immediately fit transom clamps (BB.6) at the centre verticals, to take the weight of the panels. In Bay 1 fit two transoms (BB.5), one behind the front vertical and the other in front of the rear vertical. Fit four Rakers (BB.3) and two Swaybraces (BB.15). Place a Bracing Frame (BB.2) across the top chords of the two panels and attach in position with four Bracing Bolts (BB.11). See Plate 12. Tighten all bracing in sequence fitted. To construct second and subsequent bays: pin one panel (BB.1) to each of the four trusses, the inner truss panel pins being driven from centre line of: bridge outwards and the outer truss pins from outside towards centre line. Fit two transoms (BB.5), one in front of the mid-vertical and the other in front of the rear vertical (see Plate 13), Fit transom clamps (BB.6). Fit two Rakers (BB.3) rear transom to panel; fit two Bracing Frames (BB.2) and two Swaybraces (BB.15) as in Bay 1. Now tighten bracing in the order fitted. 1“|| 3LVIq FTONIS-71aN0g ~ "NOUISOd SSNUL UNZ_NI_3aIS HIV3_NO GAVI> WOSNYSL ¥,40 SNS AG “TaNVd SNVH 4 SEA oO SAN ANAK < V7 AN| “NNOHS SY| SBSSML ENN] | SBDVOGAMKS 3) OL aaIS HIv3 |S3NVes ONWER) | TaNvd 3NO Gav BYBHVe 'SHOSNVEL | , ONULLIS Ad Ava! NaHL SIL 3LAWNO: STBNYd ¥3LNO 1 ONIGQY YaLa¥ TL ALVIg TIONIS-TIEN0g YE CN, SSASASASZ!“EI ULVIg FTONIS-71aN0g sassna saw (OL 301s H>v3| anya valx2 dav] SI N3HLWhen the bridge is to be of Double Single Reinforced construction, panels for Bay 2 and subsequent bays should be brought up with a Chord Reinforcement (BB.150) already attached. Where the bridge has to carry heavy axle loading requiring the four transoms per bay construction, the two extra transoms should be fitted as soon as the four panels in cach bay are fully braced. ‘At the end of the bridge, end posts are fitted as for Single Single, after the tail of the bridge has passed the last set of construc- tion rollers. Launching follows the same procedure as for Single . Single. The only variation in the jacking-down process occurs with bridges of 100 ft. span and over, when the weight involved necessi- tates the use of four ratchet jacks (EN.1046) at each end of the bridge in turn. Printed ta England by Richard Madley Lid., 54 Grafton Way, London, War.BUILDING A TRIPLE SINGLE BAILEY BRIDGE This is basically similar to the procedure already described for Single Single and Double Single. The variations to be observed are as follows: Baseplates should be set out at 15 ft. 4} in. (4.68 m.) centres. No alteration is required to the roller lay-out; rollers set out for Double Single Bridges will also accommodate Triple Single, except note that the small guide rollers on the outside of outer rocking rollers should be removed; otherwise, they will foul the panels of the third truss. The launching nose is built for Single Single and Double Single. On the longest spans of Triple Single the last bay of the launching nose has to be of skeleton Double Single Construction. Construction of the bridge proper is an extension of the Double Single procedure, i.e. the panels for the third truss are assembled into Bay I when the Single Single formation has reached Bay 3 and Bays | and 2 are in Double Truss formation. The only transom being in front of the centre vertical in Bay 1. Before the panel for the third truss is assembled into Bay 1, it should have its Male End Post (BB.63) pinned to the end, the panel pins being driven from inside to out. (See Plates 15 and 16.) If the bridge is to be of Triple Single Reinforced construction, the panels in bay 2 and all subsequent bays should have a Chord Reinforcement (BB.150) already attached to their bottom chords. Panels in the third and second trusses are connected together by a Tieplate (BB.29) attached with two bracing bolts to the top holes in the panel verticals. A tieplate should be fitted to these two trusses wherever a raker is attached to the inner truss. Connection between panels in the third truss is effected by driving panel pins from outside towards the centre line. This procedure repeats until the last bay of bridge is reached. In this bay the panels for the third truss must have the Female End Posts (BB.62) pinned on before the panels are assembled into bridge. In this case, the panel pins attaching the end posts must be driven from the inside outwards. When fitting the end posts to the second truss the panel pins will also be driven from the centre line outwards as for the third truss. Very often it will be found advantageous to delay fitting the last panel with its post until the bridge has been launched forward until the tail is clear of the construction rollers; otherwise it will be found that the bearing block on the bottom of the end post fouls the rollers. When launching is completed and the nose dismantled, Male end posts are attached to the Ist and 2nd trusses by driving panel 1“S| aLV1d “FTONIS TTaNKLQT ALYIg “FTONIG TTaI¥], CA Lis bis neon | | | Ra pe | Md pe) «Ep 1 i 1 1 1 ' 'pins from inside to out. A tieplate should be attached with two bracing bolts to the holes near the tops of the end posts in the 2nd and 3rd trusses. . Where four transoms per bay construction is being built the two extra transoms should be added in each bay as soon as the panels to all three trusses have been positioned in that bay. 34 Grafton Way, London, Wa,=e A NZIR ZEA aH aA IKBUILDING A DOUBLE DOUBLE BAILEY BRIDGE In essence, this operation consists of first building a Double Single bridge and then adding the second storey components. Ii is normal to place panels in the second storey by manpower alone. However the use of a small mobile crane is advantageous and the erection procedure outlined embodies the use of such a crane. This crane should have the capacity to lift a load of $ ton (approxi- mately 500 Kg.) at a radius of 20 ft. (6.1 m.), the maximum hook height above ground level being 20 ft. If the bridge is to be Double Double Reinforced, the crane capacity should be approximately # ton (750 Kg.). ‘The procedure then is the same as for all single storey bridges up to the point where bays of Double Single bridge have been con- ” structed, except that no Bracing Frames are fitted. On either side, clear of the bridge, stand two panels (female jaws toward the gap) and connect them together with three bracing frames—one on top horizontally and one at either end vertically. Then position the crane immediately behind the bridge, on the centre line and, in turn pick up the sub-assembly of two panels and place on top of the Double Single structure on either side of the bridge. Fix in position by inserting upwards two Chord Bolts (BB.9) through the chord socket holes in the panel chords and tighten down the nuts, using the 1} in. Ratchet Spanner (BB.26). See Plate 17. Thereafter, as each bay of single storey is built, erect alongside each side girder a sub-assembly of two panels. After the first bay these should be connected together with two bracing frames only, one horizontally on top and one vertically at the male end of the panels. As each sub-assembly is lifted into position by the crane, immediately pin it to the previously built bay (panel pins to the inside truss being driven outwards and to the outside truss being driven inwards). Only when all pins have been driven home should the panels in the two storeys be connected together with chord bolts. See Plate 18. . In the end bays at each end of the bridge, the bottom chords of the second storey panels are pinned to the upper pin-holes in the male and female end posts. Where the bridge is to be of Double Double Reinforced con- struction, refer to Section 7 which deals with the extra operations which have to be incorporated.“L| aLYIg “Manog F1an0g“g| aLVIg "F1anoq a1an0q | 40 SAVESBUILDING A TRIPLE DOUBLE BAILEY BRIDGE Procedure here is first to construct each bay as a Triple Single bridge and then to add the components forming the second storey. It is assumed that a small crane is available for placing the second storey components. This crane should have a capacity of } ton (500 Kg.) at a radius of 20 ft. (6.1 m.) the maximum hook height being 20 ft. above ground level. If the bridge is to be Triple Double Reinforced construction, the capacity of the crane should be $ ton (750 Kg.). Just as in Triple Single construction, the panels for the Ist and 2nd trusses must always be assembled into bridge two bays in advance of the panels for the 3rd truss, so for Triple Double, this rule must apply to the assembly of panels in both lower and upper storeys. In Triple Double bridges therefore construction will be going on in four bays simultaneously. Once the launching nose has been assembled the various stages of assembly are as tabulated below. Stage Lower Storey Upper Storey Bay 1. Construct D.S. nt Bay 2. Construct as D.S. Bay 1. Construct as D.D. 3 Bay 1. Add 3rd truss com- plete with end Post Bay 2. Construct as D.D. Bay 3. Construct as D.S. 4 Bay 4. Construct as D.S. Bay 3, Construct as D.D. Bay 2. Add 3rd truss Bay 1. Add extra transoms if required Bay 1. Add 3rd truss 5 Bay 5. Construct as D. Bay 4 Construct as D.D. Bay 3. Add third truss Bay 2. Add extra transoms if | Bay 2. Add 3rd truss required 6 Bay 6. Construct as D.S. Bay 5. Construct as D-D. Bay 4. Add 3rd truss Bay 3. Add extra transoms if required Bay 3. Add 3rd truss *Bay 2. Complete decking *But check from launching calculations whether any bays of decking have to be left off during launching.TripLe Douste. PLATE 19,2, fos. ‘Tripce STOREY BRIDEs 20, 21.For the upper storey, panels for the Ist and 2nd trusses should be sub-assembled with bracing frames as described for Double Double. When the 3rd truss panel is added a tieplate is bolted across the 2nd and 3rd trusses at the top panel vertical holes. All upper storey panels must be pinned to the previous bay before being chord bolted to the lower storey (chord bolts inserted upwards). See Plate 19. Repeat this sequence throughout the length of the bridge. In the last bay, in the bottom storey, the 3rd truss panel should be assembled complete with End Post. Printed in England by Richard Madley Ltd., 54 Grafton Way, London, W.z-ERECTION OF CHORD REINFORCED BRIDGES A Chord Reinforcement (BB.150) is attached to the panel chord with two Chord Bolts (BB.9), the bolts being inserted through the chord reinforcement into the panel, so that the head of the bolt is recessed into the chord reinforcement. Two Chord Bolt Collars (BB.151) must then be placed, one over the tail of each chord bolt, before the nuts are assembled. Chord Reinforcements must be pinned together, end-to-end, with Panel Pins (BB.4) the latter being retained by a Safety’ Pin (BB.4a). Where bracing frames have subsequently to be fitted across chord reinforcements the bracing bolts for their attachment must be assembled to the chord reinforcement before this is chord bolted to the panel. The bracing bolt should be inserted so that its head is nested inside the chord reinforcement and the nut temporarily replaced to retain it in this position. TSBB.617 Chord Reinforcement is not fitted to the launching noses of bridges and therefore a four inch deep step occurs in the bottom chord at each end of the bridge where the reinforcement is stopped off. At these positions Taper Chords, Male and Female (TSBB.616 and 617) are fitted to enable the’construction and launching rollers to negotiate this step without the necessity of jacking. The taper chords have a projecting claw which hooks around the bracing frame attachment plate in the bottom chord of the panel and either a male lug or female jaw which engages the female or male end of the chord reinforcement. A panel pin driven at this point locks the taper chord in position."UZ aLV Id ANAWA0NOSNIFY =GYOHD ANSW3DNOsNIBY quOH WOLLOG Y 4 AAI Af came ee ee t Ll LSINGLE STOREY BRIDGES A Chord Reinforcement must be attached to the top chord of every panel in the bridge except in the two end bays and all chord reinforcements pinned together end-to-end. Chord Reinforcements must be attached to the bottom chord of every panel, except the panels in the end bay at each end of the bridge, all chord reinforcements being pinned together end-to-end. DOUBLE STOREY BRIDGES Every upper storey panel must have a Chord Reinforcement bolted to its top chord except in the two end bays and all chord reinforcements must be pinned’ together end-to-end. Remember to fit bracing bolts before attaching the chords to the panels. Chord Reinforcements must be fitted to the bottom of lower storey panels as described for Single Storey Bridges. The normal method of erecting Chord Reinforced bridges is to pre-assemble a chord reinforcement to the bottom chord of every panel (or every lower storey panel) before assembling into bridge. If the manpower available is inadequate for this load and it is not desired to use a crane, the panel should be assembled into bridge in the normal manner. Then offer up the chord reinforcement under- neath it, pin to chord reinforcement in previous bay and assemble chord bolts and chord bolt collars, the collar and nut being inside the panel and the head of the chord bolt nesting in the reinforcement. Where this operation occurs immediately above one of the construction rollers, it may not be possible to introduce the reinfor- cing chord. It is then necessary to pin on another panel in the next bay, and jack up and insert. temporary packing whilst the chord is fitted. Then jack down until the chord reinforcement is sitting correctly on the construction roller. On Single Storey Bridges follow up immediately by placing chord reinforcements on top of the panels and pinning and chord bolting. On Double Single and Triple Single remember to insert bracing bolts into chords for the first and second trusses before attaching them to the panels. On Double Double bridges prepare the second storey by chord bolting a chord reinforcement (with bracing bolts inserted) to the top chords of each of two panels and complete the sub-assembly with bracing frames, ready for the crane to place in position. On Triple Double bridges make up the same sub-assembly for the upper storey first and second trusses and in addition chord bolt a chord reinforcement (no bracing bolts required) to the top chord of another panel, ready for the crane to place in the third truss position.SOT KAKA FOO NZ ZIRZAZ)APPROACH RAMPS TO ENDS OF BRIDGE The roadway of the bridge is 2 ft. 4 in. (0.71 m.) above the level of the baseplates. Unless the latter are set in excavations below the general ground level, sloping ramps must be provided to lead up to the bridge.deck level. Such ramps are composed of the normal timber chess and riband construction, as in the bridge, but the supporting steelwork, although similar to the stringers used in the bridge, is of heavier construction. These components are designated Plain Ramps (BB.24) and Button Ramps (BB.25) and correspond iri number and position to the bridge Plain and Button Stringers. Chesses and Ribands are attached to them in the same way, using Riband Bolts, BB.10. The stronger construction of the Plain and Button Ramps permits them to carry axle loads not exceeding 15 tons (33,600 Ib.) when they are supported at their extreme ends only, i.e. over spans of 10 ft. (3.05 m.). For heavier axle loads, the ramps must be effectively supported at their mid-length. The majority of vehicles will not easily negotiate gradients much in excess of 1:10; therefore to rise 2 ft. 4 in. to deck level, a ramp 20 ft. long is required. Sinée the Plain and Button Ramps are 10 ft. long, an intermediate support is required. A standard transom is used for this purpose, supported in four Ramp Pedestals No. 1 (BB.23). The base area of each ramp pedestal is 33 square feet (0.31 m*) and care must be taken to ensure that a suitable foundation is provided to carry the same load as that for which the bridge is designed. Normally it can be considered that the load will not exceed 40 tons (89,000 Ib.) and will be shared equally between the four pedestals. The pedestals should be spaced out along the transom, on either side of the centre line as follows: one between the Button Ramp and the adjacent Plain Ramp, one outside the Button Ramp. The bottom end of the ramp can be adequately supported on a 9 in. x3 in, (0.23 x 0.076 m.) timber running the full width of the ramp, providing the maximum axle load does not exceed 124 tons. For heavier axle loads, three such timbers should be laid under the ramp end side by side. The upper end of the ramp is supported on the last transom in the bridge. At one end of the bridge this transom will be in the end posts, at the other end in the last panel seating position. The centre- to-centre distance between Ramp Pedestals and Bridge Baseplates will therefore be a different measurement at the two ends (Plate 23). 2 .Where the bridge baseplates are set in excavations, so that the bridge deck forms a continuation of the general ground level, the bridge may be terminated with 10 ft. level ramps. A wall should be built across each end of the bridge, to fulfil the dual purpose of . retaining the excavation and supporting the outer end of the ramp. For this purpose, the wall should be sited not further than 6 ft. 6 in. (1.98 m.) from the last transom in the bridge. The 10 ft. ramp, when so supported, will carry a maximum axle load of 20 tons (44,800 Ib.). When the ramp has to accommodate single axle loads in excess of 12} tons the last transom in the bridge at cach end must be supported for 12 in. (0.3 m.) in the centre. This is arranged by inserting suitable packing. 0088 ———— | be 9-45" et 197-44" Piate 23. Printed in England by Richard Madley Ltd., 54 Grafton Way, London, W.r.