Ban Nam Mo Bailey Bridge Inspection and Upgrade

Assessment Report

Prepared by:

March 2023
Ban Nam Mo Bridge Inspection and Assessment Report

DOCUMENT HISTORY

Issue Status/ Date Prepared by Checked by Approved by

No. Reason
- Draft 24/03/2023 Dr. SOPHA Arouny SAKULKU Arouny SAKULKU

This report has been prepared for the benefit of the Project for Phou Bia Mining. No liability is
accepted by this company or any employee or sub-consultant of this company with respect to its
use by any other person.

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Ban Nam Mo Bridge Inspection and Assessment Report

CONTENTS

DOCUMENT HISTORY 1
1 INTRODUCTION 3

2 SCOPE OF WORK 5

3 DETAILED DRAWINGS 5

4 DETAILED INSPECTION 5

5 CONSTRUCTION MATERIAL TESTS 6

6 SITE BRIDGE LOAD TESTING 7

7 BRIDGE ANALYSIS AND ASSESSMENT 10

8 PROPOSED DRAWINGS OF NAM MO BRIDGE

AND STRENGTHENING SEQUENCES 12

9 RECOMMENDATIONS 13

ANNEXES

ANNEX 1: BRIDGE MEASUREMENT AND DRAWINGS

ANNEX 2: VISUAL INSPECTION RECORDS
ANNEX 3: CONSTRUCTION MATERIALS TESTING
ANNEX 4: BRIDGE LOADING TEST
ANNEX 5: BRIDGE ANALYSIS AND ASSESSMENT

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Ban Nam Mo Bridge Inspection and Assessment Report

1 INTRODUCTION
Lao Consulting Group Ltd. was contacted to carry out the inspection of an existing Bailey
bridge over the Nam Mo at their Phou Kham Operations site. The Nam Mo Bridge is
located on the road from Phou Kham Mine Site to Xaisomboune district, Lao PDR (Figure
1.1). The bridge is originally in a two-span, approx. 67m-long with span No.1 of 30.48 m
and span No. 2 of 36.576 m, and estimated to have been built in the early 1980s. The
bridge suffered an abutment failure in 2011, where temporary works were carried out to
make the bridge operational, and the bridge substructure has been renovated with original
steel bridge superstructure maintained in 2013. The bridge has been rearranged into three
spans: 16.32 m, 22.00 m and 19.60 m for span No. 1, 2 and 3, accordingly. The current
bridge total length is 57.96 m (Figure 1.2).

The bridge capacity has been assigned to 12 Tons since it has been renovated (see Figure
1.3). The bridge is a single lane.

Figure 1.1: Nam Mo Bailey Bridge Location

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Figure 1.2: Nam Mo Bailey Bridge Elevation View

Figure 1.3: 12 Tons Capacity Nam Mo Bailey Bridge along the deck View

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INSPECTION AND ASSESSMENT TEAM MEMBERS

Team formulated with following members:

Project Manager : Arouny Anne Sakulku

Team Leader : Dr. Thong Sopha
Inspector Supervisor : Santisouk Soukhasit
Inspector : Vannasin Souksavanh
Inspector : Sivixay Vongnalat
Traffic control staff : Youk

2 SCOPE OF WORK
Scope of work includes:
• Visual Inspection of an existing Nam Mo bridge
• Structural assessment of these bridges for 20T loading
• Proposed strengthening or new design for 20T/40T capacity.

3 DETAILED DRAWINGS

Detailed measurement survey was carried out on site for all key members and these measurements
were used to create detailed drawings.
The detailed measurement survey for Nam Mo Bridge was carried out from 07-Feb-2023 to 09-
Feb-2023. Please see Annex 1 for Nam Mo Bridge detailed drawings. The drawing was prepared
based on the information obtained from measurement works on site by using measuring tape, laser
distance measurer, caliper scale and survey tool and equipment: total station and auto level.

4 DETAILED INSPECTION
The field inspection team carried out a detailed inspection for the bridge and evaluation based on
the criteria set out by the LCG inspection format. The detailed inspections were carried out from
06-Feb-2023 to 10-Feb -2023. Please see Annex 2 for the Nam Mo Bridge damage photos.

From the visual inspection report, there were no cracks found in steel members, nor in any
of the reinforced concrete members. However, a rust is observed in the whole
superstructure, but no significant decrease in the steel member thickness is noted. The
anticorrosion coat is widely deteriorated and spot rust has occurred.

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Ban Nam Mo Bridge Inspection and Assessment Report

It observed that there is a small number of bridge steel members are deformed. Some
Ribbands are lost. It is also observed that the bridge deck planks are fractured and bolts of
sway braces are loosened or dropped off.

5. CONSTRUCTION MATERIAL TESTS

5.1 In-situ Concrete Compressive Strength Tests

In-situ concrete compressive strength tests using a rebound hammer were carried out on
the RC substructure elements: cross head beams, piers, pile caps and abutments. Two sets
of readings were taken for each element and an average of the compressive strength
obtained. The detailed readings and locations are given in Annex 3. Summary of the in-
situ compressive strength tests are in the following table.

Table 2 Summary of In-situ concrete strength tests

Range of Minimum Range of Minimum

Concrete Cubic Concrete Cylinder
Element Description Compressive Strength Strength (N/mm2)
(N/mm2)
Cross Head Beams 31.6 – 25.8 25.3 – 20.6
Piers 40.3-34.1 32.24 – 27.3
Pile Caps 20.2 -28.1 16.16 -22.5
Piles - -
Abutments 27.3 - 35 21.8 - 28
Abutment Footing - -

For bridge substructure assessment, the concrete compressive cylinder strength of

following values:
1. Cross head Beam: 25 N/mm2
2. Piers = 25 N/mm2
3. Pile Cap = 20 N/mm2
4. Abutment = 20 N/mm2
The test results are acceptable for this small bridge, the longer span is just 22 m. The
concrete compressive strength for piles and abutment is unknow, it was impossible to
carry out a test as they are underground and will be discussed in Section 6.

5.2 Steel tensile strength test

The steel tensile strength will be discussed in Section 6.

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6. SITE BRIDGE LOAD TESTING

A site bridge load test has been carried out on site with Phu Bia Mining team assistance.
The data of truck had been provided ahead of the bridge testing date. The simulation of the
test has been created based on draft measurement on site and truck data, the steel grade is
assumed S355, and then analysis carried out in order to determine the safe load test and
predict the outcome of the test.

Figure 6.1: Nam Mo bridge model simulation

The concrete truck mixer of 20T has been provided by Phu Bia Mining CE department, as
requested by our LCG inspection team. The preparation had been done carefully by
marking of the location of the truck for each span, the actual deflection of the bridge from
dead load has been properly checked before starting the loading test (see Annex 4).

Figure 6.2: Group photo of LCG inspection team and Phou Bia Mining team
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From the results of bridge simulation and the actual load test results, the conclusion can be
drawn:
1. It is observed that the deflection values of the simulation and actual test are
different a little bit: 5%, 3.8% and 1.7% for span No.1, 2 and 3, respectively
(Table 5.1)
Table 5.1: Summary of deflection results

2. It is noticed that after the actual load test there is no steel members found failed,
however, if used S275 (Table 5.2), the panel lower chords are failed. Hence, the steel
grade of S355 could be considered as more suitable for this Nam Mo bailey bridge.
Table 5.2: Summary of simulation steel member with S275 and S355 steel grades
Member Names Simulation results Testing Results
S275 S355
Lower Chord of Panels Failed ok No failed members observed
Upper chord of Panels ok ok No failed members observed
Web of Panels ok ok No failed members observed
Transoms ok ok No failed members observed
Stringers ok ok No failed members observed
Vertical webs ok ok No failed members observed

3. It is important to note that after the actual load test, there is no sign of RC
substructures (cross head beam, piers, abutments and footing) failure can be found.
In addition, there is no settlement of pile cap/footing and abutment can be
observed.

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4. From our observation during 4 days inspection, it is noticed that there were some
heavy trucks, and seemingly heavier than 20 Tons, had passed the bridge.

The above-mentioned results and observation could be verified the correctness of

simulation model in term of member cross section sizes and their mechanical properties.
Hence, the simulation model can be trusted and be used for further loading study.

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7. BRIDGE ANALYSIS & ASSESSEMENT

The structural model had been verified the correctness of simulation model in term of
member cross section sizes and their properties (see Annex 4). That means the simulation
model can be trusted and can be used for further loading study. The Finite Element
Professional MIDAS Civil and Robot Structural have been used for further loads testing
study.

The further testing is included both static and dynamic moving load with AASHTO HS-20
truck, but limited load to 200 kN (20.4T) only due to lack of as built drawings of the
bridge substructure.

• Case study No. 1: Static Load – Vehicle AASHTO HS-20 – with total load of 200 kN
(20.4 tons).
• Case study No.2: Dynamic Load – Vehicle AASHTO HS-20 – with total load of 200 kN
(20.4 tons) and dynamic allowance of 33% as per AASHTO requirement.

The bailey steel bridge is checked for both strength and bridge deflection, in order to set a
new safe capacity of the bridge.

Table 7.1: Summary of member checks

Case Studies
Member Names Case Study Case Study Case Study No.2, after
No.1 No.2 strengthening
Lower Chord of Panels ok Failed ok
Upper chord of Panels ok ok ok
Web of Panels ok Failed ok
Transoms ok ok ok
Stringers ok ok ok
Vertical webs ok ok ok

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Table 7.2: Summary of deflection checks

Nam Mo Bailey bridge
Case Studies Span No.1 Span No.2 Span 3
(mm) (mm) (mm)
Case Study No.1 14.50 17.00 15.9
Case Study No.2, after 16.7 23.4 21.3
strengthening

Table 7.3: Allowable deflection (L/800)

Nam Mo Bailey bridge
Case Studies Span No.1 Span No.2 Span 3
(mm) (mm) (mm)
Case Study No.1 & 2 20.4 27.5 24.5

1. It is observed that some members of the steel bailey members are failed, when
considered the dynamic action of the 200 kN(20.4tons) truck. However, after
strengthening of the failed members, the bridge can work well. All steel members
have been checked and passed, and deflections are within standard requirement.

2. For the RC substructure (cross head beam, piers, abutments, footing and pile cap)
due lack of rebar information, there is no as built drawings for references, we are
not able to carry out the bridge simulation test. This is one of the main reason that
we did not carry out further test simulation for higher load, say 40 tons.
Nevertheless, based our observation and bridge load test on site (Annexes 2, 3 and
4), and our engineering judgement, we are confident that the bridge substructure
would be able safely to carry the truck load of 200 kN (20.4 Tons) with some
dynamic load.

3. From the all above test results and observation, the conclusion can be drawn
that the truck load of 20 tons can be allowed to load on the Nam Mo bailey
bridge safely.

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8. PROPOSED DRAWINGS OF THE NAM MO BRIDGE MAINTENANCE

AND STRENGTHENING SEQUENCES

Nam Mo Bailey bridge maintenance and strengthening is proposed in following steps:

1. Step 1: To demolish deck and running planks.

2. Step 2: To install the missing transom clamps.
3. Step 3: To strengthen the failed lower chord of the panel at abutment A1.
4. Step 4: To strengthen the failed inclined web above pier ( P1) bearing support of
the panel.
5. Step 5: To the strengthen the failed vertical web above pier (P2) bearing support of
the panel.
6. Step 6: To strengthen the failed lower chord of the panel at abutment A2.
7. Step 7: To remove the broken sway braces.
8. Step 8: To tighten the loosened bolts of sway braces.
9. Step 9: To install the new sway braces.
10. Step 10: To remove the buckled steel c-75x45x4mm and install new steel c-
75x45x4mm.
11. Step 11: To install the deck, running planks.
12. Step 12: To fix some old riband and install new ribands.
13. Step 13: To remove the old coating, red rust and black rust, and reveal steel color
with sand blasting or shot blasting.
14. Step 14: To apply an inorganic - rich primer (30 microns).
15. Step 15: To apply an epoxy mid coat (30 microns).
16. Step 16: To apply urethane topcoat ( 30 microns).
17. Step 17: To install new deck planks across road way.
18. Step 18: To install new deck and running planks on right side of vehicle lane.
19. Step 19: To install new deck and running planks on left side of vehicle lane.
20. Step 20: To asphalt on right side of vehicle lane.
21. Step 21: To asphalt on left side of vehicle lane.
22. Step 22: To remove old sign of 12 Tons and install new sign of 20 Tons weight
limit on the bridge.
All above steps are shown in the proposed drawings of Nam Mo bailey bridge
maintenance and strengthening sequences.

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9. RECOMMENDATIONS

1. The truck load of 20 tons can be allowed to load on the Nam Mo bailey bridge.
Although, with strengthening, the superstructure can accommodate higher loading, the
substructure details are not available for analysis and therefore, we would not recommend
exceeding the 20T capacity without further investigation of the foundations.

2. Due to the fact that Nam Mo bailey bridge has been in service more than 40 years
already, hence, the bridge requires regular inspection: surveillance patrol (monthly),
routine inspection (each 6 months) and periodic inspection (each 2 years), by doing so, the
bridge service life can be prolonged.

3. Strict control of the truck loads over the bridge is required to ensure that its capacity is
not exceeded.

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