INTRODUCTION

A movable bridge is a bridge across a navigable waterway, or other travel way, that
has at least one span which can be temporarily moved to increase the vertical
clearance for objects passing underneath. An example of a bascule bridge is shown
in Figure 17.1. Bridges with a movable span are a design option when it is not
feasible to obtain the necessary vertical clearance for objects passing beneath the
structure.

Figure 1.0 Bicentennial Bascule Bridge

Each movable bridge has specialized features and unique mechanisms for
movement. The following sections cover common types of movable bridges,
including information on the operation and maintenance of the structure and the
movement mechanisms. The maintenance of these specialized bridges requires a
diverse team collectively capable of operating the structure as well maintaining the
mechanical, electrical, pneumatic or other movement mechanisms. The duties,
skills, and responsibilities of the bridge maintenance crews are defined by the
bridge owner and are not uniform. Some crews are capable of performing
maintenance on these structures, while other owners may elect to contract the work.
Movable bridges are unique structures as they integrate conventional structural
components with mechanical systems and electrical power and control systems.
These structures are also different from most highway bridges in that they actively
facilitate the flow of both vehicular and waterborne (typically) traffic.
Movable bridges may be located in marine environments, snow and ice zones, and
carry heavy traffic loads. Section loss due to corrosion in the structural components
of the bridge can lead to misalignment, bending, or deformation in lock switches,
open gears, and the electrical systems found on movable bridges. Heavy loads and
thermal expansion effects can cause misalignment of the structures and lead to
malfunctions in the operation of the bridge.
Maintenance and performance monitoring of movable bridges is often more critical
than for fixed bridges given the dual service role and the potential for deterioration
and other problems with the integrated systems that are essential for ensuring their
operation and safety
BASCULE BRIDGE
Bascule strictly applies only to those bridges that consist of a single moving
element, which pivots about a horizontal line near its center of gravity so that the
weight on one side of the pivot axis nearly balances the weight on the other side.
The balance is usually not exact. If the bias is towards keeping the bridge closed, it
is referred to as span heavy. If the bias is towards keeping the bridge open, or
causing it to open, it is called counterweight heavy. Many bridges pivot about a
horizontal axis, but do not take the configuration of a seesaw; these bridges are
generally all called bascule bridges as well, and accepted usage allows the term to
encompass all the variable types that pivot in the same manner.

The deck section or span of a bascule bridge that moves is referred to as a

“leaf”. Leaf can also be called a “span”, but that term applies to any movable bridge
section, such as the full swinging length of a swing bridge or the lifting portion of a
vertical lift bridge. The term span also applies to any length of a double leaf bascule
or fixed bridge between supports, such as in “a three-span continuous bridge”.

Figure 1 – Double Leaf Simple Trunnion Bascule Bridge.

The outer end of the bascule leaf is called the toe of the leaf. The inner end, at
the part of the leaf nearest the pivot point adjacent to the approach span or
abutment, is called the heel of the leaf. The heel of the bridge leaf is supported on
the pivot pier, also called the bascule pier, and the toe of a single leaf bascule
bridge is supported on the rest pier. Many bridges are pivoted on a shaft, called a
trunnion. The terms applied to the various parts of the bridge are generally
considered standard.
 ADVANTAGES AND DISADIVANTAGES

ADVANTAGES OF BASCULE BRIDGES

The development of the bascule bridge has been rapid because of its many
advantages, among which may be mentioned the following:

 Rapidity of operation
A bascule bridge provides the greatest rapidity of operation of any commonly
used movable bridge. It open quickly and thus gets out of the way of an approaching
vessel faster. It also has the ability to pass smaller vessels navigating a channel
without opening fully; it is usually easier and safer for a vessel to pass a partially
opened bascule draw than to navigate through a partially opened swing or vertical
lift type. The swing span, for example, requires a full 90 degree opening for each
vessel regardless of vertical clearance.

This advantage is even greater with double leaf bascules than with single leaf
types. The bascule bridge has most of its superstructure outside the navigation
channel when partially or fully opened, and is thus less likely to sustain severe
damage in the event of a collision with a vessel than either a swing bridge or a
vertical lift bridge. Ship captains are more likely to approach more closely to a
bascule bridge than to a swing or vertical lift prior to the full opening; as a result, a
bascule bridge can stay open a shorter time for the vessel to pass through than can
the other types.

The degree to which this difference in method of operation may influence the
selection, or dictate the relative economy depends of course on traffic conditions.
For high-masted schooner traffic on the waterway, and for high grade-line locations
the disadvantage of the swing type is not so apparent. Where there is a large traffic in
small boats, on the other hand, the necessary frequent complete swing openings may
simply put the swing span out of the competition regardless of cost consideration.
Especially is this true where the clearance line for the bridge must lie close to the
water surface.

 Interference with channel during operation

The bascule bridge leaf can provide an automatic barrier to vehicular traffic,
preventing an automobile from driving into the waterway as the bridge opens.
Double leaf bascules can provide this barrier on both sides of the navigation
channel. By selective location of the rear break in the roadway joint of the leaf, the
barrier function of the open leaf can be realized. Injury to a vehicle’s occupants may
occur when the partially or fully opened leaf is struck, but the occupants of vehicles
that pass off the approaches of movable bridges into a waterway usually drown.
  Architectural sense
The bascule bridge, particularly the double leaf bascule bridge, is the most
readily accepted, architecturally, of any type of movable bridge. The typical double
leaf bascule span, being a symmetrically opposed cantilever, can be easily and
relatively honestly configured to resemble an arch bridge.
The only type of bridge considered for the eventual Woodrow Wilson Bridge
replacement was a double leaf bascule; several variations were proposed. The
winning design was intended to look like an arch bridge, without fully imitating an
arch, as was done with the Arlington Memorial Bridge.

Single leaf bascules have also been treated in this manner, with a generally
positive effect but with less structural truth in an architectural sense. Swing bridges
and vertical lift bridges can be tidied up and frills can be added to them, but the fact
that they are large machines is difficult to disguise, particularly in the case of a
vertical lift bridge.

The double leaf bascule bridge, by virtue of the fact that it has no need for
structural integrity at the center of the navigation channel, provides the greatest
clearance under the span at the midpoint of the navigation channel of any
commonly used type of movable bridge. The bascule girders, as they project from
the piers, can be tapered down in depth until they are no deeper at the end of the
leaf than the end floor beam is required to be.
 DISADVANTAGES OF BASCULE BRIDGES

 Wind loading
Bascule bridges must resist wind loading to a greater extent than other common
movable bridge types. Severe wind loading occurs only with the bridge in the open
position; thus, it is not combined with live load and can be sustained at higher
allowable stresses. Wind loading requires the bascule bridge machinery to be much
more robust than it otherwise would have to be and is a bigger part of the
machinery design for bascule bridges than for vertical lift or swing bridges.

 Shear lock
Most double leaf bascule bridges, particularly those in which each leaf acts as a
cantilever in supporting the live load, demonstrate a severe weakness in their need
for a shear lock to connect the opposing ends of the main girders of the two moving
leaves where they meet at the center of the navigation channel. These locks are
prone to wear, as they are vulnerable to an accumulation of road dirt and other
debris, which contaminates the lubricant. The locks are also subject to severe
shocks when heavy traffic passes over the bridge. As wear increases, the shocks
increase, accelerating the rate of wear until the center locks reach a state of almost
complete uselessness.

Cantilevered double leaf bascule bridges are greatly dependent for stability on
excellent alignment of the leaves, proper seating on their live load shoes,
engagement of their live load anchors, if present, and on the two leaves being mated
by their center locks. Differential distortion of the leaves, such as due to temperature
differences, or wear on the aligning components, results in poor engagement of
these components and poor seating of the bridge. If left uncorrected, the condition
develops to the extent that the bridge leaves bounce noticeably as heavier traffic,
such as buses, pass over the movable span.

 Watertight counterweight pits

Simple trunnion bascules and some articulated counterweight and rolling lift
bascule bridges, when built at low elevations above the water, must have watertight
counterweight pits, which are expensive to build and difficult to maintain.
 Equalization device required
Bascule bridges are usually quite rigid structures, particularly in the area of their
pivot axes and where they are driven open and closed. Bascule leaves are usually
driven from two or more points, so some form of equalization device is required to
make the drive forces equal at the several places they are applied on a bascule leaf.
This equalization can be achieved electrically, mechanically by means of a
differential, or by designed-in torsional flexibility of the drive train.
 Common Types of Movable Bridges

Three categories of movable bridges comprise over 95 percent of the total number
of movable bridges within the United States. There are three basic types of
movable bridges; (1) bascule,
(2) lift, and (3) swing. A fourth, less common type, is a retractile bridge. Each type
of movable bridge has variations in the design and machinery for opening and
closing of the structure. For instance, bascule bridges can be further subdivided as
rolling type (also call a Scherzer), a simple trunnion type (commonly referred to
the Chicago style), and a modification of the trunnion (referred to as a Strauss).
Each type of movable bridge has their own unique problems associated with each
depending on their particular opening mechanism. Types of Movable Bridges and
their associated displacement are shown in Table 1.1:

Table 1.1 Movable Bridge Types and Corresponding Displacement

Movable Bridge Type Displacement Type

Bascule (Trunnion) Rotation about a fixed horizontal

axis
Rotation about a fixed horizontal
Rolling Lift Bascule
(Rolling Lift) axis that simultaneously
translates
Swing Rotation about a fixed vertical
axis
Retractile Translation along a fixed
horizontal axis
Vertical Lift Translation along a fixed vertical
axis
COMPONENTS OF A BASCULE BRIDGE

Auxiliary Counterweight: Secondary weights that offset the shifting weight of

main counterweight ropes as they travel from one side of the sheave to the other
during operation.
Bascule Pier: A pier designed to house the machinery and counterweight of a
bascule bridge.
Counterweights: Weights fixed to the bascule girders to minimize the force
required to move the leaf.
End Locks (also called tail locks or heel locks): Locks which prevent uplift at the
long end of a bascule leaf by preventing the short end from deflecting under live
loads. End locks are retracted prior to the start of the opening of the bridge.
Flanking Span Trusses: The trusses at either end of a lift span truss; they do not
move.

Leaf: The movable span of a bascule bridge.

Lift Span Truss: The structural span designed to move up and down, parallel to the
roadway.
Live Load Bearing: Support blocks that the span rests on while in the closed
position for trunnion bascule, rolling lift bascule, and vertical lift bridges
Lock bar: A bar which engages a socket to prevent span movement in either the
open or closed position.
Lock bar Actuator: A control system for a motor to the engage or retract a lock
bar.
Lock bar Socket: The female end that typically contains bushings to guide the
lock bar into a locked position.
Pinion: Any toothed gear of small size as compared with the gear which it
engages. The pinion is usually the driver.
Pivot Pier: The pier on which the center bearing Swing Bridge rotates
Rack: A gear with teeth spaced along a straight line and suitable for straight-line
motion.
Rest Pier: Piers designed to carry the load of the swing span of a swing span
bridge in the closed position.
Segmental Girder: The arc shape end of rolling lift bascule bridge leaf.

Sheave: On vertical-lift bridges, a large diameter pulley with annular grooves, over
which the counterweight ropes pass.
Span Brakes: Brakes which hold the movable span and stop it during emergency
conditions.
Span Guides: Guides which are used to restrict the lateral and longitudinal
movement of the span during operation.
Span Lock: The lock used to transfer vehicular live load between the leaves of a
double-leaf bascule bridge and to ensure the span is in the closed position for
single-leaf bascule and vertical lift bridges.
Stabilizing Machinery: Components that support the span when it is in motion.

Toe and Heel: Terms used to represent the long and short ends of a movable
bridge. For example, a bascule bridge lifts up and rotates around what is called a
trunnion. The long end (toe) usually spans over the water and the short end (heel)
connects to the abutment. A counterweight makes up for the weight difference
between the toe and heel.
Track Segment: A part or unit of a circular track used to carry the rollers of a rim
bearing draw- span.
Track Girder: A beam or girder carrying a track.

Trunnion Bearing: A bearing which allows rotation of the trunnion shaft and
supports the weight of the span when in a raised position.
Trunnion Shaft: A short axle that allows the rotation of bascule leaf typically about
a common center line and mounted in the trunnion bearings.
HISTORICAL ASPECTS OF BASCULE BRIDGE.

The bascule bridge was originated in medieval Europe to help defend castles
and towns. These first movable bridges were operated by men using a winch and
counterweight. One portion of the Old London Bridge was actually a bascule or
drawbridge, and it was lifted occasionally to allow ships with tall masts to pass
through. However, it wasn't until the 19th century that these bridges became
popular for aiding the navigation of large ships. The first large bascule bridge, The
Blagoveshchensky Bridge, was built in St. Petersburg in 1850.

Bascule bridges have been in use since ancient times. However, it was not until the
adoption of steam power in the 1850s that very long, heavy spans could be moved
quickly enough for practical application. The Ashtabula lift bridge, a Strauss bascule
built in Ohio in 1925 ,

The Patagones-Viedma Railway Bridge, Argentina. The longest rolling bridge in the
world and the only with hydraulic counterweight.

The Birkenhead Bridge in Port Adelaide, Australia, fully opened,

The Strauss design Johnson Street Bridge across Victoria Harbour, British Columbia,
built in 1924

Wabash Avenue Bridge in Chicago, Illinois, honored for its elegance by the American
Institute of Steel Construction in 1930 .
 PRELIMINARY ASPECTS

There are several general principles that apply to the design of movable bridges.
Movable bridges put bridge designers in the position of having to consider many
points that are not relevant to the design of fixed bridges. Movable bridges are, in
reality, large, complex machines and must be considered as such while still made to
perform their primary function, which is to carry land traffic over waterways.
Movable bridges may experience fatigue in their structural steel members, due to
large variations in stresses, without accompanying live load, as a result of their
movements when opening and closing. A few key points must be kept in mind:

 A movable bridge should conform as nearly as practical to a fixed span

when in the closed position and carrying traffic. It is impossible to achieve
complete fixity, in any practical way, for many of the common types of
movable bridges.
 The structural and machinery parts should be independent of each other.
Accomplishing this to a significant degree of completeness is impossible
with most common types of movable bridges, although some machinery
components can be isolated from the traffic-load-carrying function.
 The operating machinery should be simple, easily installed, and easily
maintained. The terms simple and easily are, unfortunately, open to
interpretation. The skilled operating, maintenance, and construction
personnel needed to make these terms apply are in short supply, so the
typical movable bridge will not be sufficiently simple to build, maintain, or
operate, to avoid difficulties and installation and maintenance will not be
easy.
 The control apparatus should be conveniently arranged so that the bridge
operator can observe roadway traffic, the bridge movements, and
navigation, and keep an eye on the moving span, particularly the ends, while
maintaining physical and visual contact with the bridge controls. This is not
easy to achieve and usually is not achieved.
 The general location of a bridge is determined by traffic, but there may be
wide variations within the general area, ranging from spots that are ideal for
a movable bridge to locations that will be more expensive for construction
and cost more in maintenance or other difficulties later. Careful evaluation of
the specific site may result in considerable savings in construction cost, by
reducing substructure costs or avoiding the need for extensive collision
protection.
 Traffic studies are required: Assume maximum future traffic projections and
that the truck traffic will exceed present allowable loads. Moreover, consider
the optimization of length and height.
 DETAILING OF BASCULE BRIDGES

Smaller simple trunnion bascule bridges can be supported on single-bearing

trunnions mounted so that the bearings are outboard of the main bascule girders,
with suitable bracing between the girders. A substantial moment connection is
required for this type of trunnion. This is usually accomplished by placing a trunnion
girder inboard of each main girder and attaching the inner end of the trunnion to it. A
simple column is all that is necessary to support the trunnion bearing, and no
structural interference need occur.
On larger simple trunnion bascules, double supported trunnions are frequently
used, with a bearing inboard and outboard of each main girder or truss. This
eliminates the need to resist the bending moment in the trunnion by means of a
bracket or cross frame or truss, but finding a means of support for the inboard
trunnion bearing may be difficult. Support of the bascule leaf is further complicated
when a third or fourth truss or main girder is added to the bridge. If a simple column
is used to support each bearing, the moving leaf and its counterweight must be
detailed to clear this column in all positions of the bascule span. Usually, simple
columns are not sufficient to stabilize the span, especially when opened, and
various cross members, struts and braces must be added, all of which must still stay
clear of all components of the moving leaf in every position it can take.

The machinery to operate the bridge usually is located near the counterweight
area and must come in contact with the main bridge members in order to drive the
leaf. The machinery is all that holds the bridge stable against wind loading in the
open position, and so it can be forced to withstand very high loads. In a bascule pier
or counterweight pit typical of the simple trunnion bascule type, proper support of
the machinery can be difficult to achieve.

Most bascule bridges are equipped with some sort of bumper blocks that a part
of the leaf will hit if it overtravels when opening. The bumper arrests movement of
the bascule leaf and prevents interference elsewhere between the moving leaf and its
supports or the pier.
Therefore, bascule bridges are primarily composed of trunnions, deck openings,
counterweights, span locks, centering devices, buffer cylinders, and live load shoes.

 Trunnions
Simple trunnion bascule bridges, heel trunnion bascule bridges, and several
other types of bascules require trunnions to act as hinge pins for the pivoting leaf
and other components. Trunnions are a frequent source of difficulty, because they
require skill in fabrication and installation and can degrade as a result of poor
maintenance.

The usual trunnion is a solid steel shaft, often an alloy steel forging. As a large
piece of steel, sometimes more than 2 ft in diameter, it can have internal flaws.
AASHTO (3.3.4) and AREMA (6.8.3) require trunnions or shafts more than 8 in. in
diameter to be furnished with holes bored through along their longitudinal axes, as
an attempt to detect flaws before further expensive fabrication and erection are
performed. The trunnion for a simple trunnion bascule bridge is machined to fit
precisely and very tightly into a collar or hub attached to a main bascule girder. The
full dead load of the span is supported on the trunnion while the bridge is operated,
and wind and other environmental forces must be resisted, as well as the bridge
weight, at the trunnion-to-span connection without the assembly coming loose

There are three configurations of trunnions commonly used on bascule bridges.

Large, heavy bascule bridges that may have moving leaves weighing in excess of
1000 tons usually have each trunnion supported on two bearings, one on each
side of the bascule girder or truss (Figure 29). Smaller bascule bridges sometimes
use a trunnion with only one bearing, on the outboard side. The inboard end of
this trunnion is usually longer and tapered to a smaller diameter at its end, where it
fits tightly into a separate girder parallel to the main girder, or into a diaphragm in
a cross girder or beam extending between the main girders (Figure 30 and Figure
31). Some bascule bridge trunnions are fixed, mounted on the pier, with the

journal extending into a bearing mounted in the bascule girder (Figure 32).

Figure 29 - Two-Bearing
Main Trunnion.
 Figure 30 - Single-Bearing Main Trunnion (Type 1).

Figure 31 - Single-Bearing Main Trunnion (Type 2.

When the bascule bridge is closed, most trunnions must support, and transfer to
the bearings, the live load on the bridge, with impacts, as well as the dead load. The
trunnion has to be precisely aligned with another trunnion mounted in another
bascule girder for the same bridge leaf, or serious degradation of the bearings, and
possibly the trunnions as well, will result. The axial holes bored through the
trunnions are sometimes used to assist in aligning the trunnions when the bridge is
erected.

Bascule bridge trunnions must be analyzed for the full range of stresses that
they experience. All bascule bridge trunnions experience some stress variation as
they open and close. The greater the opening angle, the closer the trunnion
approaches full stress reversal. Fatigue is a real possibility for a poorly designed
bascule bridge trunnion. The dead load stress variation depends on the angle of
opening, but the number of cycles is limited to the number of openings. Live load
stress variations can easily approach fatigue-sensitive numbers on a bridge carrying
heavy traffic, and the stress range can be large on a small bridge with small
trunnions.

Figure 32 - Fixed Trunnion.

 Deck Openings
Bascule bridges must rotate open and closed and provide a continuous roadway
surface for their traffic, whether railroad or highway vehicles, without a large gap
between the movable bridge deck and the deck on the approach spans. The deck of
a highway bascule bridge may show a slight gap between the ends of the bascule
span and the adjoining span, but it is desirable to minimize this gap. On railroad
bridges, a continuous line of rail at each side of the track is a necessity for safety
except for particularly crude structures carrying very slow, light traffic.

Because a bascule bridge rotates as it opens and closes, the relationship between
the deck sections on the approach and bascule span, particularly at the heel of the
bascule span, is complicated. Each point on the bascule bridge represents a three
dimensional question of location before, during, and after a bridge opening and
closing. Clearances must be correctly provided where needed by careful design to
avoid interference when the bridge opens and closes.

Highway bascule bridges must have the deck joints painstakingly detailed in the
design phase, as the proper relationship of the roadway surface to the main bridge
members depends on workable joint details. It is desirable to provide a cross slope
at the roadway, even with open grating decks, to facilitate drainage. This further
complicates the geometry of these joints.
 The toe joint is usually not a difficult detail, as the bridge members move
almost purely vertically relative to each other. The heel joint at the deck of a bascule
bridge can be very complicated. The bascule deck may travel back over or under the
approach deck at the heel, depending on the location of the center

Figure 33 - Bascule Bridge Heel

Joint.

With the pivot axis located below and forward of the deck joint, the moving
edge of the joint drops below the fixed edge as the bridge opens.

 Counterweights
Almost all movable bridges are designed to optimize their unbalanced condition
so that the amount of power required to operate them is as small as practical.
Counterweights are usually designed to be as dense and as cheap as practical. Most
bascule and vertical lift bridge counterweights are composed largely of concrete.
Some concrete counterweights are made with a high-density aggregate to reduce
their overall size. Other counterweights, in special cases, are made of cast iron or
steel, and there have been very rare instances of counterweights containing lead.

The most practical and durable counterweight is a steel box filled with concrete,
with the thickness of the steel box walls adjusted depending on the overall density
required. The minimum thickness of the box walls should not be less than 3/8 in.,
and should preferably be more than 1/2 in. The concrete filler mixture can be
adjusted in the field after the actual weight and center of gravity of the structural
portion of the moving span are known, so that the span is brought as closely as
possible to the desired final balance state. The counterweight’s concrete
composition and strength become less critical when it is enclosed in a box, as the
concrete is then protected from deterioration and fully supported.
The cheapest counterweight is a concrete block cast around some kind of
framework connecting it to the lift span. Counterweights of this kind have tended
not to be as durable as steel-faced counterweights, but an exposed concrete
counterweight may last longer as air pollution is reduced. Reductions in pollution
will also, of course, lengthen the life span of exposed steel. A more serious source
of deterioration in concrete counterweights on highway bridges was the increased
use of deicing salts on roadways in the latter half of the twentieth century. In the case
of underdeck counterweights, the salt passed down to the counterweights with the
melted ice and soaked into them, causing rapid deterioration.

The external dimensions of a counterweight must be carefully detailed so that

there will be no interference with fixed structural members as the bridge opens and
closes. Space is at a premium, particularly in the confined, watertight counterweight
pit that is necessary for some simple trunnion bascule bridges, particularly the
Chicago type.

The counterweights for heel trunnion bascule bridges must be designed with
care. The area where the counterweight swings is usually less restricted for this
bridge type than for a simple trunnion bascule. Many single leaf through truss heel
trunnion bascule bridges open to a very wide angle, almost 90˚. The counterweights
for these bridges are supported on large trussed frames, some of the main members
of which undergo complete stress reversal during opening and closing operations.
Some of these bridges have developed fatigue cracks in their structural members,
resulting merely from opening and closing.

Figure 34 – Typical Arrangement of a Heel Trunnion Bascule Bridge Open and

Closed

Span Locks
On a single leaf bascule bridge, span locks are used as a safety device in the
span operation interlocking procedure, to prevent, or at least make difficult, the
opening of the span without withdrawing the locks. An ordinary single leaf bascule
bridge that is reasonably well balanced does not require a span lock for stability
unless its deck configuration is such as to provide an extremely large live load
moment behind the center of rotation. On many single leaf bascule highway bridges
that have span locks, the locks are found to be inactive, as they have been
disconnected by maintenance crews. Single leaf railroad bascule bridges usually
have the span locks interlocked with the railroad signal system, so the span lock
must always be retracted before the bridge is opened, and driven after the bridge is
seated. The span lock that is so interlocked acts as a safety device, linking the
bridge position to the signal system, whether the span lock directly performs any
useful function or not. To be an effective interlocking device, the span lock must be
arranged so that it cannot be driven unless the bridge is seated.

Figure 35 - Bascule Bridge Pincer Type Center Locks. This type has been
used on double leaf bascule bridges. It has been used for many decades and is

still occasionally specified for new structures.

Figure 36 - Scherzer Jaw Type Center Locks. This type of center lock can be
used on Scherzer type rolling lift bascule bridges, because the translation of the
leaves when opening and closing assists in disengagement and engagement.

 Centering Devices
Bascule bridge is kept aligned by the rigid connection of its pivot end to the
support on the pivot pier. For trunnion bascule bridges of all types, the alignment
thus achieved is adequate for the life of the bridge, barring some damage or
shortcoming in construction that has caused an inherent misalignment.
 Both AASHTO (2.8.1) and AREMA (6.5.35.2) specify that centering devices
are required to align the free end of a bascule leaf with the adjoining span or
abutment. This is a necessary function for a railroad bridge to avoid derailment of a
train due to misalignment of the rails. The centering device allows the bridge to
close fully with the rails aligned; interlocking devices are usually activated after
closure to make sure the rails are aligned before trains are allowed to proceed. The
need for centering devices is questionable on highway bridges, except perhaps to
avoid such gross misalignment that the guide rails or curbs along the sides of the
bridge become an impact hazard. For the bascule types that are inherently resistant
to misalignment, such as the trunnion bascule bridge, there appears to be no value in
providing separate centering devices. Even on other types of bascule bridges,
particularly single leaf spans, a fairly large degree of misalignment at the toe does
no harm. Double leaf highway bascule bridges, if provided with sufficient lateral
capacity at their center locks, also would not need centering devices.

 Buffer Cylinders
Buffer cylinders are frequently installed on bascule bridges. The purpose of these
devices is to act as shock absorbers in the event that the control system for the
bridge fails and a leaf comes crashing down onto the live load bearings. Buffer
cylinders can be particularly useful if the bridge is substantially imbalanced so that
it is very span heavy. Heavy impacts have been known to happen, and have been
known to happen many times, as a result of brake failure, coupling failure, operator
error, or for some other reason. It is assumed, in installing a buffer cylinder that the
action of the cylinder in such an instance will work to reduce the maximum stress in
the components affected and perhaps prevent a failure. For this reason, buffer
cylinders are required by AASHTO (1.1.14) and AREMA (6.5.3) on bascule and
vertical lift bridges, although exceptions are allowed.

 Live Load Shoes

Figure 37 - Live Load Shoes for Double Leaf Bascule.

Bascule bridges require special supports to stabilize them under live loads.
Single leaf bascules have live load shoes under the toe ends of the main girders.
These live load shoes are similar in form to the sole plates and masonry plates used
to support simple bridge spans.
 MOVABLE BRIDGE BALANCE FUNDAMENTALS

A trunnion bascule bridge may be represented as a rotating mass with the entire
weight of the bridge acting at its center of gravity (W). The balance of the bridge is
dependent upon the offset (both radial and angular) of the center of gravity of the
bridge from the point of rotation (see Figure 38 for a description of the imbalance
variables used). In practice, it is not desirable for the C.G. of the bridge to coincide
with the center of rotation. Due to the complexity of bridge construction, there is
invariably deviation of the C.G. from the calculated location, so that it would not be
practical to achieve a perfectly balanced bridge. In fact, it is always desirable to
maintain a span heavy moment when the leaf is in the seated position so that the
leaf is stable under traffic and does not exhibit any tendency to open due to
imbalance, as would be present under a counterweight heavy condition. Therefore,
the term bridge imbalance is commonly used interchangeably with bridge balance
when discussing this subject as the ultimate objective is to establish a known leaf
imbalance.

Figure 38 - Identification of
Imbalance Variables.

The fundamental balance equation is expressed as:

𝑾𝑿 = 𝑾𝑹𝒙𝒄𝒐𝒔(𝝋 + 𝑸)
Where:

 WX = Imbalance Moment, represents the moment that causes leaf rotation

due to the influence of gravity.
 WR = Imbalance Constant, represents the total weight (W) of the bridge
multiplied by the radius (R) to the C.G.
 𝜑 = Angular Location of Center of Gravity, represents the location of the
center of gravity relative to the center of rotation. Positive angle is measured
from a horizontal line passing through the center of rotation (i.e., the
trunnion) in the direction of leaf opening.
 𝑄 = Leaf Opening Angle, represents the actual opening angle of the leaf
referencing a horizontal line passing through the center of rotation with
positive values established in the direction of leaf opening.
It is common practice to equate the Imbalance Moment (WX) to an equivalent
force applied at the toe of the leaf which is typically referred to as the Toe Reaction
and can be expressed as:

𝑻𝒐𝒆 𝑹𝒆𝒂𝒄𝒕𝒊𝒐𝒏 = 𝑾𝑿 ÷ 𝑳𝒆𝒂𝒇

𝑳𝒆𝒏𝒈𝒕𝒉

One additional factor that is invoked in any discussion of bridge balance is

system friction, which is that friction developed at the point of rotation which resists
rotation. From a calculation standpoint, this friction is addressed in the machinery
design and does not need to be evaluated in the bridge balance calculations.
However, during measurement of leaf balance, system friction must be considered
and compensated for as it impacts all of the current balance measurement
techniques. System friction is typically presented similar to the Imbalance, both as a
moment applied about the center of rotation (Friction Moment) and as an equivalent
force applied at the toe of the leaf (Friction Toe Reaction).
2. MODERN DEVELOPMENT IN BASCULE BRIDGES

Several decades of early development led to more complicated versions of

bascule bridges to avoid shortcomings, addressing particularly the need of low-level
simple trunnion bascules for watertight pits. The trend then turned toward the
elimination of complicated mechanical devices, as it was seen that they required a
certain minimum level of inspection, maintenance, and renewal to avoid problems
due to irreversible deterioration. The conventional wisdom came to be that these
more complicated types of bascule bridges should be avoided. Modern standard
practice is to design and construct mainly simple trunnion bascule bridges. There
are a few consulting firms, however, and a few owners who prefer to use Scherzer
or the more complicated types where their advantages can be used to significant
beneficial effect.

The articulated counterweight bascule, overhead or under deck, is almost a

thing of the past. The heel trunnion bascule has had problems with fatigue of
superstructure members that undergo stress reversal during operation, and with
trunnion and other large bearings that have deteriorated and have been difficult to
repair. Typically, these forms of deterioration occur only after 60 or 70 years or
more of service, but have still given the heel trunnion bascule a bad reputation in
the United States. Yet the heel trunnion bascule is still popular, particularly in
Europe, where competent maintenance tends to be the rule rather than the
exception, as it has proven to be a durable and versatile type of movable bridge
when properly designed and cared for. For a few owners who want to minimize
delays to traffic over a bridge, and who are willing to pay for quality design and
construction to maximize the life span of such a bridge, the operational advantages
of the double leaf Scherzer type rolling lift bridge are too great to be ignored. Single
leaf Scherzer bascules, with their direct load bearing at the main girders rather than
relying on trunnions, continue to be favored for railroad bridges. The Rall bascule,
on the other hand, is considered obsolete, and it is unlikely that any more of this
type will be built.

As a result of forcing the simple trunnion bascule into as many applications as

possible, its shortcomings, recognized 100 years ago, are being revealed again as it
is applied in situations where it is not ideal. A recently completed project, replacing
deteriorated old paired Scherzer rolling lift spans with simple trunnion bascules,
supposedly solved the lower elevation problem by building counterweight pits that
would stay dry. The pits flooded at least once before the project was completed, and
the owner of these new paired bridges is now saddled with an operational and
maintenance problem that may be equal to or greater than that eliminated by
replacing the worn out old bridges. A new bridge, built to exactly the same plans
used for the bridges that were replaced, would probably have lasted a minimum of
50 years without any structural or substructural problems. The old bridges were
more than 90 years old when they were finally replaced.

It will presumably be recognized again in the future that the simple trunnion
bascule is ideal only at locations where the counterweight of the open bridge will
remain above the water level when the bridge is in the open position. For low-level
bridges, where maintenance is irregular, a properly designed rolling lift bridge with
overhead counterweight can be used, although it will eventually have to have its
worn- out treads replaced if it opens frequently. Where maintenance can be
expected to eliminate long-term deterioration, the heel trunnion bridge should be
used and can be expected to have a very long life, provided fatigue-prone details are
avoided.
CONCLUSION AND RECCOMENDATION:

Double leaf bascule bridges become unstable because they are poorly
designed, poorly constructed, or poorly maintained. They are more susceptible to
deficiencies from these causes because they are more delicate than other common
types of movable bridges. It is very difficult to correct the faults of a poorly designed
bridge, but sometimes possible to correct construction defects. It is very difficult to
correct the results of poor maintenance except by replacing the components affected.
A properly designed double leaf bascule bridge should be very rigid, particularly in
regard to primary live load deflections.

The leaves of the double leaf bascule should be firmly supported on very solid live
load shoes located adjacent to the pier sea wall, as far as possible from the center of
rotation.

The balance of the double leaf bascule should be such that a dead load reaction exists
on the live load shoes, when the bridge is closed, that is substantially in excess of any
possible negative reaction, from live load or other sources. The roadway surfaces of
the double leaf bascule should be formed so that there is no misalignment at the joints,
either at the heels of the leaves or at the toes. This applies to profile as well as
elevation – the vertical curve should be continuous from one leaf to the other and
from each leaf to its approach. rail locks should be provided as a backup to the
stabilization achieved by balancing. The tail locks should firmly grasp the tail end of
each leaf with minimum clearances and hold it in the closed position. This will
eliminate the possibility of drive machinery being damaged lue to live load deflection.

Movable bridges have been an important part of our nation’s infrastructure for
centuries. They present unique challenges to the structural engineer and require
extensive coordination of the structural, mechanical, and electrical systems to achieve
a durable and operationally reliable structure.