Bailey Bridges.

Guide to Inspection, Bridge Capacity

Assessment & Maintenance

Publication Reference: 32C99 July 1999 Mabey & Johnson Enquiry Ref. EX247/99

MABEY & JOHNSON LTD., Floral Mile, Twyford, Reading,

Berkshire, RG10 9SQ, England.
Telephone: (0118) 9403921 Fax: (0118) 9403941 Telex 848649 MABEYTG
E Mail address: sales@mabey.co.uk
 DOCUMENT ISSUE CONTROL

Mabey & Johnson Ltd. Tel: 0118-940-3921

Floral Mile, Twyford, Fax: 0118-940-3941
Reading, Berkshire, email: sales@mabey.co.uk
RG10 9SQ, England. www: http://www.mabey.co.uk
___________________________________________________________________________

Client: Mabey & Johnson Ltd Country: Worldwide

Project: General Information Contract: EX247/99

Document Type: Manual

Document Title: Bailey Bridges. Guide to Inspection, Bridge Capacity Assessment &
Maintenance.

Publication Reference: 32c99 Publication Date: 11/8/99

Date Issue Reason for Issue Prepared Checked Authorized

11 Aug 99 1 First Issue SMP

Distribution Record:

Date Issue Distribution Date Issue Distribution

NOTE: This document may not be reproduced, either in whole or in part, without the
written consent of Mabey & Johnson Ltd.

REF NO.: QD228-01

 CONTENTS
Page No

1. INTRODUCTION 1

2. INSPECTION 2

2.1 General 2
2.2 Panels and Chord Reinforcements 2
2.3 End Posts 3
2.4 Panels Pins 3
2.5 Transoms 3
2.6 Stringers 3
2.7 Swaybraces 4
2.8 Transom Clamps 4
2.9 Bearings and Baseplates 4
2.10 Bracing Frames & Rakers 4
2.11 Bolts & Nuts 4
2.12 Timber 5
2.13 Rollers 5

3. BRIDGE CAPACITY ASSESSMENT. 6

(Criteria for Derating of Bailey Bridges)

3.1 General 6
3.1 Structural Inadequacy of Primary Members 6
3.2 Missing Elements 8
3.3 Structural Inadequacy of Abutments 8

4. INSPECTION REPORT & DEFLECTION GRAPHS 9

4.1 General 9
4.2 Inspection Report - Sheets 1,2 & 3. 10
4.3 Deflection Graphs - Sheets 1 & 2 13

5 MAINTENANCE

5.1 Welding Procedures 15

5.1 Protective Treatment for Repaired Areas. 16
 1. INTRODUCTION

GUIDE TO INSPECTION, BRIDGE CAPACITY ASSESSMENT

& MAINTENANCE OF BAILEY BRIDGES

THIS MANUAL IS DESIGNED TO ASSIST THE INSPECTION, BRIDGE

CAPACITY ASSESSMENT & MAINTENANCE OF BAILEY BRIDGES.

THIS MANUAL DOES NOT APPLY TO THE MABEY & JOHNSON COMPACT 100
AND 200 SERIES OF PERMANENT PANEL BRIDGES.

IF THE PERSON WHO IS INSPECTING THE BAILEY BRIDGE, HAS DOUBTS

ABOUT ITS “TYPE”, HE SHOULD REFER TO THE “BAILEY BRIDGE DATA
RECOGNITION DOCUMENT”, PUBLICATION REFERENCE 31c99 OR MABEY
& JOHNSON LTD.

Page 1
 2. INSPECTION

2.1 GENERAL.

Prior to carrying out a “Bridge Capacity Assessment”, a general visual inspection of the
erected bridge and a more detailed inspection of the individual bridge components should be
carried out.

While carrying out the inspection, it may be necessary to gain access to some of the bridge
components by climbing on or amongst the trusses. If this is necessary, safety precautions
should be taken at all times, with the correct use of safety clothing and harnesses.

2.2 PANELS AND CHORD REINFORCEMENTS

Panel and Chord Reinforcements, verticals and diagonals should be inspected for
buckling, twisting or any form of mechanical damage, which may have been
caused by vehicular collision

Panel and Chord Reinforcements should be inspected for corrosion. Look for
pitting particularly where debris can accumulate or dampness linger, i.e

Chords and diagonals at bottom of ‘diamonds’

Bottom chord at spacer plates.
Bottom of verticals, adjacent transom seats.

If the bridge is galvanised, check for any significant damage to the galvanising.

Panel eyes should be inspected for elongation or stretching of the pin holes. This
can be caused by wear or by stretching in bending moment overload. The
condition of the pin holes can also be assessed by measuring the sag of the bridge
and comparing it to the theoretical deflection (refer to section 3)

Welds should be checked for visible distress or cracks.

Pin holes and bolt holes should be checked for burrs or similar obstructions which
may be remedied by reaming the holes.

Panels may occasionally suffer fatigue distress. The following are the positions
which should be inspected for cracks, particularly on old type panels:-

Swayslots - running diagonally from the end of the slots

Male end vertical - starting at edge of flange and working towards web about
1/4” (6mm) above the toe of weld between the vertical and lower male lug but
inspect generally as far up as bracing frame spacer plate
Male lug (fabricated type) - in tension chord lug starting at either top or bottom
face and working towards pin hole.

Page 2
2.3 END POSTS

End Posts should be inspected for straightness and damage due to vehicular
collision.

Pin holes and bolt holes should be checked for burrs or similar obstructions which
may be remedied by reaming the holes

Welds should be checked for visible distress or cracks

Check for any damage to the galvanising and for any significant corrosion.

2.4 PANEL PINS

Panel Pins should be inspected for signs of wear or damage and also for pitting due
to corrosion.

The safety clip grooves should be checked for any burrs or damage

2.5 TRANSOMS

The top flange should be checked for wear caused by the deck units or stringer
joists.

If bolts have been used to fasten the transom to the panels, the web should be
checked for damage around the bolt holes where the transom attaches to the panel

Bolt holes should be checked for burrs or similar obstructions, which may be
remedied by reaming the holes.

Welds should be checked for visible distress or cracks.

Check for any damage to the galvanising and for any significant corrosion

2.6 STRINGERS, DECK UNITS & KERBS.

The stringers should be inspected for corrosion particularly adjacent to the

diaphragms and for wear to bottom flange at transoms.

If steel deck units have been used, the deck plate and, where appropriate, anti-skid
wearing surface should be checked for any damage due to vehicle passage.

The welds joining the steel stringers to the deck plate should be checked for visible
distress or cracks

Kerbs should be checked for collision damage and, if present, the side channels of
the decks should also be checked for bending or associated damage.

Page 3
2.7 SWAYBRACES

Swaybraces should be inspected for condition of the turnbuckle and thread. Ensure
that the swaybrace is pulled tight and that the lock nut is screwed home. Check that
all swaybraces are complete with pins .

Welds should be checked for visible distress or cracks

Check for any damage to the galvanising and for any significant corrosion.

2.8 TRANSOM CLAMPS

Transom Clamps should be inspected for condition of both the thread and the
pivot.

Welds should be checked for visible distress or cracks

2.9 BEARINGS AND BASEPLATES

Ensure that all bearings are in line & contact with end post bearing block

Check for any damage to the galvanising and for any significant corrosion

2.10 BRACING FRAMES & RAKERS

Bracing Frames & Rakers should be inspected for buckling, twisting or any form
of mechanical damage, which may have been caused by vehicular collision.

Bolt holes should be checked for burrs or similar obstructions, which may be
remedied by reaming the holes

Welds should be checked for visible distress or cracks.

Check for any damage to the galvanising and for any significant corrosion.

2.11 BOLTS & NUTS

In-situ, all Bolts and Nuts should be checked for tightness.

Bolts and Nuts should be inspected for damage to the threads.

Check for any damage to the galvanising and for any significant corrosion.

Page 4
2.12 TIMBER

Check the timber for general soundness. Discard any with excessive rot, warping
and/or splitting.

2.13 ROLLERS

Ensure that both the main rollers and the guide rollers turn freely and check that
they are not damaged or unduly worn.

Check the guide plates

Page 5
 3. BRIDGE CAPACITY ASSESSMENT

3.1 GENERAL.

Having inspected a bridgein-situ, it is necessary to assess whether or not the intended design
loading can still be carried by the structure. It may be necessary to de-rate the capacity of a
bridge for any of the various reasons that follow, however, it shouild be noted that the criteria
given are intended for use as a guide only. It is the responsibility of the inspecting Engineer
to apply his own limitations, which may vary depending upon acceptable factors of safety
and necessity of crossing the structure.

3.2 STRUCTURAL INADEQUACY OF PRIMARY LOAD CARRYING MEMBERS

3.2.1 Reduction in cross sectional area due to corrosion or mechanical damage.

Reduction in Cross Section De-rating of Member Capacity

0 to 5% 10%
5 to 10% 20%
11 to 15% 30%
16 to 20% 40%
> 20% 100%

3.2.2 Non-straightness of compression chords

Ratio of Deviation to Arc Length Reduction in Cross Section

< 1:500 0%
1:500 to 1:350 10%
1:350 to 1:200 40%
> 1:200% 100%

3.2.3 Streched Pin Holes - (see also section 4 - deflection graphs)

If the actual deflection of a bridge measured on site exceeds the theoretical dead load
deflection (refer to deflection graphs in section 4 of this document) and this is not obviously
attributable to any mechanical damage, the probable cause is that the pins in the tension
chord have “bedded in” to the pin holes and the bridge load capacity should be unaffected.

If the difference between the measured deflection and the theoretical deflelction ‘D’ is
significantly greater than the theoretical Pin Hole sag ‘P’, then the pin holes may have
stretched due to overloading and the bending capacity of the bridge may be reduced, hence
the bridge should be derated as per the values shown for deflection on the inspection report
- section 4.

Page 6
 3.2.4 Fatigue Cracks

Fatigue in the Bailey bridge is most likely in the Bailey panel.

Susceptible areas are:-

i) Sway slot on bottom chord

ii) Male end vertical

iii) Transom Seat Weld

The degree of serviceability must be assessed on site, but in most cases the cracking is not
self stopping and will lead to total member failure.

Page 7
3.3 MISSING OR UNSERVICEABLE SECONDARY COMPONENTS

As a general principle, all missing or unserviceable components should be lined and

replaced as soon as possible.

When carrying out a bridge inspection, it is recommended that the inspection team carry a
small number of each type of Nut & Bolt, together with the relevant Wrenches and
Spanners, so that any loose or missing bolts can be remedied immediately.

If any Rakers (apart from on end posts) or horizontal bracing frames are missing or severely
damaged, the bridge should be deemed unserviceable until they are replaced.

As a general principle we would recommend that all of the following items be replaced in
the event of a large proportion of the original items being missing or unserviceable:-

Bracing Bolts
Transom Clamps (anti-theft)
Swaybraces (fixed length)
Bracing frames

Any other items must be listed and replaced.

In addition to sustaining lateral wind forces, Swaybraces are also of importance in

providing a stiff underdeck lateral support to anchor the ‘U’ frames at the Transom
positions. The effect of any missing or unserviceable Swaybraces must be assessed and the
bridge capacity de-rated as appropriate until they are replaced..

3.4 STRUCTURAL INADEQUACY OF ABUTMENTS

The condition of the bridge abutments should be assessed and an appropriate de-rating of
the bridge capacity applied where defects exists.

Typical damage that may occur at the abutments is caused by scour. Scour can cause large
holes in and around the bridge foundation,
hence it is necessary to check for erosion
and scour near the base of the abutment and
also in the banks on either side of the
abutment. Typical
Scour Damage
The detail on this page shows typical scour
damage that may occur at an abutment.
Abutment

Page 8
 4 . INSPECTION REPORT

4.1 GENERAL

The inspection report should be completed by a responsible person who has obtained all the
necessary data from the bridge inspection.

The inspection report consists of various sections. Boxes or spaces or provided to enable
information to be entered. If boxes and spaces are not provided, letter options are given: i.e
A,B,C or D. One letter should be circled to indicate the most suitable description.

A brief description of each section and the information required is given below.

Bridge Reference Location - the location of the bridge should be entered here. i.e: River,
Road, Map Location, City, Province, Country etc.

Bridge Details. - enter all specific bridge details, relating to span, construction, panel type
etc.

Load Capacity - if known, the Weight per Bay and the theoretical safe load for the trusses &
deck should be entered in this section.

Deflection - the theoretical dead load deflection can be established from the graphs provided
in this section. The actual deal load deflection is measured using a suitable method.. Results
are entered in the boxes provided. If the difference between the measured deflection and the
theoretical deflection ‘D’ is significantly greater than the Pin Hole Sag ‘P’, the bridge should
be derated as per the values shown.

General Appearance - the general appearance of the bridge with respect to corrosion should
be noted here.

Straightness of chords - using a suitable method, the straightness of the chords should be
established. The derate factor will depend upon the amount of deviation measured as offsets
from a line between points of contraflexure

Mechanical Damage - the general amount of mechanical damage should be noted.

Abutment Condition - the abutment condition can reduce the load capacity of the bridge. The
amount of deterioration should be stated. If the bridge is multi-span, comments about the
piers should be entered.

Specific Bridge Bay Report Table - this table is used to enter information on a bay by bay
basis. If the bridge is muti-span, the table can be adapted to take into account the pier and
various spans.

Page 9
 INSPECTION REPORT Sheet 1of 3

BRIDGE REFERENCE LOCATION

BRIDGE DETAILS

Span Length Deck Type i.e,

(if multi-span, state Timb 2”, Timb 4”
length of each span) Steel or other.

Construction Type Transoms per Bay.

(if multi-span, state i.e one, two or four.
configuration of each
span)
Panel Type i.e, Footwalk Details
BB, MBB, M2 or other. (if applicable)

Roadwidth i.e,
Std, Std Wide, Extra
Wide, Double Wide.or
other.

LOAD CAPACITY (if known)

Bridge Design Loading

Weight per Bay (from tables)

DEFLECTION

E: Elastic P: Plastic T: Total

Theoretical Dead Load Deflection from Graphs
Measured Dead Load
Deflection: =
Difference ‘D’ =

Bridge derating factors for values of D: ¼ - ½P = 20%

½ - P = 40%
P - 1½ = 60%
Over 1½ = 100%

Page 10
 INSPECTION REPORT Sheet 2 of 3

GENERAL APPEARANCE

Degree of Corrosion A - slight rusting spots - none critical

B - large areas of rust - no structural deficiency

to main members;.

C - large areas of rust - causing deficiency and

down grading.

other comments:

STRAIGHTNESS OF CHORDS

Derate Factor Deviation measured as offsets from line

between points of contaflexure.

A - 0% > - 1:500
B - 10% 1:500 - 1:350
C - 40% 1:350 - 1:200
D - 100% < - 1:200

MECHANICAL DAMAGE
A - no significant damage

B - slight local damage - not detrimental

C - damage likely to cause structural detriment.

other comments:

ABUTMENTS CONDITION

A - no significant deterioration

B - some deterioration but no reduction in load

capacity

C - significant deterioration causing reduction in

load capacity.

other comments

Page 11
 INSPECTION REPORT Sheet 3 of 3

BRIDGE BAY REPORT TABLE

Any defects observed in the structure can be entered on a bay by bay basis in the table
below, following the inspection guidelines given in section 2. Spaces are provided to
record the measured deflection of the bridge trusses under dead load only and also the
general condition of the abutments.

Female Abutment
End Posts (Female End of Bridge)
Bay As viewed from Female End to Decking
Number Male End
Left Hand Truss Right Hand Transom Deck
Truss
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
End Posts (Male End of Bridge)
Male Abutment

MEASURED LOAD DEFLECTION: L/H = mm R/H = mm

Page 12
 DEFLECTION GRAPHS Sheet 1 of 2

DEFLECTION IN MABEY BAILEY BRIDGES DUE TO A U.D.L = 1.0t/BAY OF BRIDGE

230

220

210
SS
200

190

180

170

160

150

140

130
Millimetres Deflection

120

110
DS
100
SSR
90

80

TS
70
DD
60

DSR
50
TD
40
TSR DDR
30
TDR
20

10

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Number of Bays

DEFLECTION IN MABEY BAILEY BRIDGES

DUE TO A U.D.L = 1.0t/BAY OF BRIDGE

Page 13
 DEFLECTION GRAPHS Sheet 2 of 2

DEFLECTION IN MABEY BAILEY BRIDGES DUE TO PIN HOLE SAG

120
A

110 A = Single Storey Unreinforced

B = Single Storey Reinforced
C = Double Storey Unreinforced
100 D = Double Storey Reinforced

90 B
C

80
Millimetres Deflection

D
70

60

50

40

30

20

10

0 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Number of Bays

DEFLECTION IN MABEY BAILEY BRIDGES DUE TO PIN HOLE SAG

Page 14
 5. MAINTENANCE

5.1 WELDING PROCEDURES

If, during the course of the inspection routine, any welding repairs are identified, then they
should be carried out in a well ventilated area in accordance with the following procedures:

5.1.1 Use the correct safety equipment at all times namely.

a. Air fed breathing helmet when welding on galvanised products

b A dust mask when grinding off the galvanising.
c Safety glasses when grinding
d Gloves, overalls and safety footwear

5.1.2 Stripping of the product is recommended prior to commencement of work which will
remove most of the zinc galvanising.

5.1.3 When stripping is not practical, grinding or shotblasting should be employed to

remove the zinc galvanising.

5.1.4 When grinding, the surface should be ground into the steel approx 0.5mm to remove
the alloying layer that results from galvanising.

5.1.5 All welds or attachments to be removed should be done by either grinding, gouging
using an electrode or by arc-air methods. When using any of these methods, however, the
operator should be totally conversant with and competent at them.

5.1.6 Repairs should be carried out as outlined in the relevant procedure. Note that all
welding procedures are in accordance with EN288 Parts 1 to 3, and are available from the
Quality Department of Mabey & Johnson Ltd. Any deviation proposed to a specific weld
procedure should be agreed with the above prior to commencing work.

5.1.7 Suitable inspection will be necessary on the repair work, as stated in the welding
procedure, and must be carried out by approved personnel.

5.1.8 When work is complete and satisfactory, protective treatment of the product should
be carried out in accordance with 5.2 below.

5.1.9 Visual inspection of the welding should be in accordance with ISO 5817

5.1.10 Any deviation from these procedures may result in defective components or harmful
effects upon the operative.

Page 15
5.2 PROTECTIVE TREATMENT FOR REPAIRED AREAS

There are two preferred treatments that may be used in different situations as follows:

5.2.1 SYSTEM 1

This system is recommended for the renovation of small areas of corrosion or staining.
The method of preparation and application is as follows

a. remove loose material and contaminants

b Wire brush area to remove all corrosion
c Apply Metaflux 70-43 aerosal zinc rich paint
d Allow coat to fly
e Apply a further 3 coats allowing individual coats to dry before next
application

This method will give approximately 20 to 30 microns of Dry Film Thickness (DFT)
coverage per coat, giving a total of between 80 and 120 microns finished thickness.

5.2.1 SYSTEM 2

This system is only normally recommended for the renovation of large areas of corrosion or
where complete overcoating of a component is necessary. Manufacturers data sheets
complete with a preparation and application method sheet (BEP2 FORM) are available from
the Mabey & Johnson Quality Control Department upon request.

The basic recommended procedures is as follows:

a Apply item 155, a passivating wash, to the galvanised surfaces to be painted.

Note that item 155 is acidic, it is therefore imperative to avoid all contact with
skin and clothing.
b Allow to dry
Normally the galvanised surface will turn black in colour indicating that the
preparation treatment has worked. This is not always the case, however, but
provided that the instructions for the use, application and curing time have
been adhered to, the surface will support the next treatment stage.
c Brush off any residues left by the passivating wash prior to the next stage.
d Apply item 14R3, a zinc phosphate primer and undercoat, to all surfaces.
e Allow to dry as per recommendations.
f Apply item 173 MIO, an acrylated rubber high build, to all surfaces
g Allow to dry as per recommendations.

This method will give 40 to 60 microns DFT for the primer coat and 50 to 80 microns DFT
for the top coat, giving a total, giving a total of between 90 and 140 microns finished
thickness.

Page 16