CH01 - Aashto 2016 PDF

PART 1 – INTRODUCTION
PART 1 - TABLE OF CONTENTS

PART 1– INTRODUCTION
PART 1 – INTRODUCTION .................................................................................................................................... 1-i

CHAPTER 1.1 – PURPOSE ............................................................................................................................... 1-1
CHAPTER 1.2 – SCOPE .................................................................................................................................... 1-2
CHAPTER 1.3 – MOVABLE BRIDGE TYPES ................................................................................................... 1-3
1.3.1 BASCULE BRIDGES............................................................................................................................. 1-3
1.3.1.1 Design and Operation ..................................................................................................................... 1-3
1.3.2 SWING-SPAN BRIDGES ...................................................................................................................... 1-9
1.3.2.1 Design and Operation ................................................................................................................... 1-10
1.3.3 VERTICAL-LIFT BRIDGES ................................................................................................................. 1-14
1.3.3.1 Design and Operation ................................................................................................................... 1-14
1.3.4 OTHER MOVABLE BRIDGE TYPES .................................................................................................. 1-18
CHAPTER 1.4 – BRIDGE FUNCTIONAL SYSTEMS ...................................................................................... 1-20
1.4.1 GENERAL ........................................................................................................................................... 1-20
1.4.2 SUPPORT SYSTEM ........................................................................................................................... 1-20
1.4.3 BALANCE SYSTEM ............................................................................................................................ 1-21
1.4.4 DRIVE SYSTEM .................................................................................................................................. 1-21
1.4.5 CONTROL SYSTEM ........................................................................................................................... 1-22
1.4.6 INTERLOCKING SYSTEM .................................................................................................................. 1-23
1.4.7 NAVIGATION GUIDANCE SYSTEM .................................................................................................. 1-23
1.4.8 TRAFFIC CONTROL SYSTEM ........................................................................................................... 1-24
1.4.9 MOVABLE BRIDGE HOUSE............................................................................................................... 1-24
CHAPTER 1.5 – QUALITY MEASURES .......................................................................................................... 1-25
1.5.1 GENERAL ........................................................................................................................................... 1-25
CHAPTER 1.6 – RECENT INDUSTRY STANDARDS ..................................................................................... 1-26
1.6.1 SUSTAINABILITY................................................................................................................................ 1-26
1.6.2 SECURITY .......................................................................................................................................... 1-26
1.6.3 RESILIENCY ....................................................................................................................................... 1-27
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©2016 by the American Association of State Highway and Transportation Officials
All rights reserved. Duplication is a violation of applicable law.
PART 1 – INTRODUCTION COMMENTARY
CHAPTER 1.1 – PURPOSE C1.1
The intent of this Manual is to present uniform guidelines This Manual was prepared under NCHRP
and procedures for the inspection, evaluation and maintenance Project 14-32, Proposed Revisions to Movable
of the nation's existing movable bridge inventory. The Manual Bridge Inspection, Evaluation, and
provides information pertaining to the unique structural, Maintenance. The full final report describing
mechanical, and electrical components and operational the research effort is filed with the National
characteristics of a movable highway bridge. Cooperative Highway Research Program,
The Manual was developed for bridge engineers, inspectors, which is administered by the Transportation
and maintainers charged with operational and maintenance Research Board.
responsibility for these complex structures. Therefore, the
content of each part is intended for a specific group within the
industry. Commentary adjacent to the text on the same page
provides suggestions on implementing the guidelines and
procedures of this Manual and directs the reader to additional
sources of information.
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CHAPTER 1.2 – SCOPE C1.2
The provisions of this Manual apply to highway structures Why a movable versus a fixed bridge? In
that qualify as movable bridges in accordance with the some cases, the bridge owner and the
AASHTO standard definition of a movable bridge. This Manual regulatory agency choose to meet the vertical
has been developed to assist bridge owners, engineers, and clearance requirements of the mariner by
inspectors by describing procedures and guidelines specific to providing a movable or drawbridge that is able
movable highway bridges and to assist in meeting the to pass, while in the closed position, an agreed
requirements of the National Bridge Inspection Standards. The upon percentage of the vessels, while opening
intent of this Manual is to provide a single-source document to for the taller vessels. This compromise is often
address industry needs, not to supplant proper training or the done to reduce construction costs, adverse
exercise of sound engineering judgment. environmental impacts, or both. Federal
Information on safety aspects of movable bridges has been authorization of a drawbridge, however, does
provided to the fullest practical extent, but a structure of unique not constitute permission to restrict or obstruct
or advanced design may require a level of sophistication higher navigation beyond the limits of the original
than the minimum guidelines and procedures described in this permit. When a bridge owner chooses to build
Manual. Bridge owners should evaluate the specific needs of a movable bridge, the owner and, by law, all
their bridge inventory and organizational structure, exercise subsequent bridge owners and operators, have
judgment, and apply this Manual accordingly. legally acknowledged that interruptions to
The National Bridge Inventory data of 2014 indicates that land traffic will be required to allow passage
there are 831 movable bridges in the United States. This total of vessels and that they have a responsibility to
includes 184 vertical-lift bridges 451 bascule bridges and 196 budget for continuing maintenance, repair,
swing bridges. and operational costs for the life of the bridge.
The owner of a bridge that has been closed to
vehicular traffic is held responsible by
navigation regulatory agencies for ongoing
maintenance and operating costs. The term
“life of the bridge" is interpreted to mean until
the owner removes or replaces the bridge.
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CHAPTER 1.3 – MOVABLE BRIDGE TYPES
Numerous factors determine the evolution of a movable

bridge design. As a result, many types of movable span
bridges have evolved to fit specific needs. The design
requirements for a short rural bridge spanning a narrow tidal
canal are quite different from those for a large urban four-
lane bridge that must span a wide, active channel. Movable
bridges are classified into four general groups: bascule,
swing-span, vertical-lift, and other bridges. This chapter
describes the typical design and operational characteristics of
each of these three types.
1.3.1 BASCULE BRIDGES
Bascule bridges open by rotating a leaf (or leaves) from

the normal horizontal position to a point that is typically
nearly vertical, providing an open channel of unlimited
height for marine traffic. The width of the channel is limited
by the length of the leaf.
If the channel is narrow, one leaf may be sufficient. This
design is called a single-leaf bascule bridge. For wider
channels, two leaves are used, one on each side of the
channel. When the leaves are in the lowered position, they
meet at the center of the channel. This design is known as a
double-leaf bascule bridge (Figure 1.3.1-1).
There are three basic types of bascule bridges: trunnion,
rolling-lift, and heel-trunnion. The trunnion bascule is by far
the most common of the three. Some other unique types of
bascule bridges are the cable bascule and the overhead
counterweight-type multi-trunnion bascule. A more
complete listing and description of other types of bascule
bridges can be found in References 99, 101, and 174.
1.3.1.1 Design and Operation C1.3.1.1
Trunnion Bridges: The leaf of a trunnion bascule rotates Some of the bascule bridge types discussed in this
about a horizontal axis on trunnion shafts attached to each section are also known by alternate names. Typically
side of the span (Figures 1.3.1.1-1 and 1.3.1.1-2). The these alternate names are based on the name of the
trunnion shafts are on a common center line, and mounted in patent holder for the particular design, or by the
trunnion bearings fastened to the piers. The forward end of region where the design was most prevalent.
the bascule leaf extends over the water and is much longer The simple trunnion bridges are usually referred
than the opposite end, referred to as the tail end. to as Chicago type bascules, and the rolling-lift
Power to operate a trunnion bascule is transmitted to bridges are usually of the Scherzer or Rall type
pinions located on each side of the span. The pinions engage designs. The heel-trunnion and the overhead
curved racks on the bottom of the leaf. The pinions rotate in counterweight bridges are typical Strauss type
one direction to open the leaf. Reversing the rotation of the designs.
pinions closes the leaf.
A few trunnion bascule bridges have machinery mounted
on the counterweight end of the movable leaf, with curved
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racks fixed on the pier. As the pinions rotate, they move

along the racks to open and close the span.
Some of the smaller trunnion bascules make use of a
single curved rack located under the center of the leaf
between the trunnion shafts. The counterweight is positioned
so as to balance the weight of the leaf (Figure 1.3.1.1-4).
Figure 1.3.1-1 – Double-leaf bascule bridge.
Figure 1.3.1.1-2 – Operating components of a double-leaf trunnion bascule bridge.
Rolling-lift Bridges: On this type of bridge (Figure

1.3.1.1-3), curved tracks are attached to each side of the tail
end of the leaf. The curved treads, that have square or oblong
holes machined into them, roll on flat, horizontal tracks
mounted on the pier. The horizontal tracks typically have
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lugs (or teeth) to mesh with the holes, preventing slippage as

the leaf rolls back and forth on the track.
The weight of the leaf, including the superstructure and
counterweight, is supported by the curved treads resting on
the horizontal tracks.
Drive machinery is most frequently mounted on the leaf
above the roadway when the span is a through truss, and most
frequently mounted on the leaf below the roadway when the
span is a welded or riveted deck girder. Power is transmitted
to pinions, which engage straight racks mounted on the pier
(Figures 1.3.1.1-5 and 1.3.1.1-6). The pinion is located at the
center of rotation of the curved treads; as it rotates away from
the channel, the span rolls back.
Figure 1.3.1.1-3 – Rolling lift single leaf bascule
Figure 1.3.1.1-4 – Load distribution on trunnion type bascule bridge
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Figure 1.3.1.1-5 – Rolling leaf rack, pinion, and curved tread
Figure 1.3.1.1-6 – Rolling-lift double leaf bascule
Heel-trunnion Bridges: This type of bridge (Figures

1.3.1.1-7 and 1.3.1.1-8) rotates about trunnions, similar to a
trunnion bascule. The difference lies in the counterweight
mounting and drive mechanism. The counterweight is
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mounted on a rotating framework, not on the leaf itself

(Figure 1.3.1.1-8). The leaf rotates about the heel-trunnions
mounted on the pier and the counterweight frame rotates
about two other trunnions mounted on a rigid rear panel that
is fixed to the pier. Connecting arms link the leaf and
counterweight frame together.
The drive machinery is usually mounted on the rear panel
(Figure 1.3.1.1-8), but may be span mounted on some
bridges. In Figure 1.3.1.1-8, two racks are attached to the
leaf. Pinions engage these racks and pull the leaf to raise it.
As the leaf rotates to open, the counterweights swing down
past the rear panel, keeping the system in balance. The
rotation of the pinions is reversed to lower the span.
Figure 1.3.1.1-7 – Heel-trunnion (Strauss) type bascule bridge.
Figure 1.3.1.1-8 – A heel-trunnion bridge has two fixed trunnions, A and B. The leaf rotates about B, and the
counter weight rotates around A. Link Pins C and D move as the leaf is raised.
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Overhead Counterweight Bridges: The schematic of The main features of the overhead
this type of bascule bridge is shown in Figure 1.3.1.1-9. This counterweight type of bascule bridge are the four
bridge is also a multi-trunnion bascule, similar to the heel- trunnions T1, T2, T3, and T4, so arranged as to
trunnion bascule described above. The difference is in the form a parallelogram (Figure 1.3.1.1-9). The
counterweight mounting and the mechanism used for the bridge rotates about the main trunnion T1, while
movement of the counterweight. the counterweight is attached to the diagonally
opposite trunnion T3.
On another common design, the
counterweight is suspended underneath the
roadway and the counterweight mechanism is
basically identical to that in the overhead
counterweight bridge. The bridge with the
counterweight mechanism underneath the
roadway is generally called the Strauss
underneath counterweight type bridge. Since
gravity maintains vertical alignment of the
counterweight, the extraneous horizontal lower
link was eliminated in some versions of this
design.
Figure 1.3.1.1-9 – Overhead counterweight-type multi-trunnion bascule
Cable Bascule Bridges: This type of bridge is the most

elementary type of bascule bridge. The simplest example of
this type of bascule bridge is the entrance to a medieval castle
across the moat, where the bridge is raised or lowered by a
pair of cables running from the end of the bridge to the top
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of the castle. A more complex design (Figure 1.3.1.1-10) for

a cable bascule bridge consists of two pairs of cables, one
pair attached to a set of counterweights, and the other pair
used for raising and lowering the bascule leaf. The provision
of the counterweight minimizes the effort needed to raise or
lower the span.
Figure 1.3.1.1-10 – Cable bascule with counterweight
1.3.2 SWING-SPAN BRIDGES
Swing-span bridges open by rotating the movable span so

that it is aligned with the channel (Figure 1.3.2-1). In the
closed position (closed to marine traffic) the span is
supported by three piers. The pivot pier supports the dead
load weight of the span itself, while the end or rest piers carry
sufficient dead load to stabilize the span. When the span is
closed, the rest piers join with the pivot pier in carrying the
live load. When the span is not completely closed, its entire
weight rests on the pivot pier.
Most swing-span bridges are symmetrical about the
center of the span. However, on some occasions non-
symmetrical counterweighted spans have been installed in
locations where space is limited and these are referred to as
bob-tail spans (Figure 1.3.2-2).
Swing-span bridges can be made with different structural
systems such as steel plate girder or steel truss.
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Figure 1.3.2-1 – Swing bridge
Figure 1.3.2-2 – Bob-tail swing bridge

1.3.2.1 Design and Operation C1.3.2.1
There are two types of swing-span bridges: the center Balance wheels are typically designed for
bearing design and the rim bearing design. forces generated by wind loads that tend to
create “overtopping” moment with the span
open. Since many swing-spans are not perfectly
balanced and since center bearings can become
misaligned due to pier or bearing settlement or
wear, balance wheels will sometimes also carry
a small percentage of the span dead load due to
wobble or imbalance. As long as the percentage
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remains small, this phenomenon may not be a

problem. Inspectors should monitor the
performance of balance wheel assemblies during
span motion and file a deficiency report if
vertical motion or deflection of the balance
wheel assembly is observed to be excessive.
Center Bearing Bridges: The center bearing type shown

in Figures 1.3.2.1-1 and 1.3.2.1-2 has a large, bronze
spherical bearing at the center of the span that supports the
weight of the span when the bridge is in the open position.
The span is balanced so that its center of gravity is over the
bearing, which receives the weight of the span through a
heavy cross-girder. The center bearing also keeps the span
centered. A balance wheel system provides stability during
rotation and in the open position on the perimeter of the pivot
pier (Figures 1.3.2.1-3 and 1.3.2.1-4).
Figure 1.3.2.1-1 – Span rotates on center bearing. Balance wheels stabilize span as it opens and closes.
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Figure 1.3.2.1-2 – Sketch of swing-span in closed position showing piers and location of operating components.
Figure 1.3.2.1-3 – Swing-span in Closed Position
Figure 1.3.2.1-4 – Swing-span in Open Position
Rim Bearing Bridges: Rim bearing swing bridges ride

on a large number of tapered rollers positioned around the
center of the span (Figure 1.3.2.1-5). The rollers carry the
weight of the span and provide stability during span
operation. A center post is typically provided with radial
members to keep the rim-bearing wheels centered. Each
roller is mounted on a radial shaft and restrained from
moving away from the center post. The weight of the span
on the tapered rollers and sloping tracks prevent the rollers
from moving toward the center bearing. The rollers are held
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in place both radially and circumferentially by a “cage” or a

roller frame.
Figure 1.3.2.1-5 – Rim Bearing Swing-span
Operation: While a swing-span bridge is closed, the

brakes are engaged and the machinery is at rest. When the
electrical controls are engaged to open the bridge, the brakes
are released, wedges or jacks are actuated and live load
supports are pulled, then the motor is started, and the motor
power is transmitted to spur pinions, which engage a curved
rack. The pinions walk around the curved rack (Figure
1.3.2.1-5), causing the span to rotate.
Figure 1.3.2.1-6 – Rim Bearing Swing-span Rollers and

Rack
A swing-span bridge normally rotates a maximum of 90°

to open the channel to navigational traffic. Hence, the curved
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rack need not be a full 360° gear. When one spur pinion is
used, 90° plus a few extra teeth for overrun is all that is
required. When two spur pinions are used, two 90° segments
are required. Some bridge designs incorporate a 360° curved
rack on the center span to provide flexibility so that the span
can be rotated in either direction. In the event that there is an
obstruction in one direction, the span can open in the
opposite direction. If a rack tooth fails or becomes fouled,
preventing span rotation in one direction, the span is still able
to rotate in the opposite direction to allow passage of marine
traffic, or rack segments can be repositioned.
1.3.3 VERTICAL-LIFT BRIDGES
Vertical-lift bridges consist of a rigid horizontal span

supported between two towers. The span is raised to allow
passage of marine traffic. This type of bridge is the most
efficient from the standpoint of providing a clear channel
width. It also has the potential for greater span length than
other types of movable bridges. Since the machinery on a
vertical-lift bridge is typically mounted above road level,
they are also appropriate in locations where below deck
space is limited.
Vertical-lift bridges can be made with different structural
systems such as steel plate girder, steel truss, steel and
concrete tower, Figure 1.3.3-1. The towers can be individual
towers or framed.
Figure 1.3.3-1 – Vertical-lift with concrete towers and plate

girders
1.3.3.1 Design and Operation
Three types of vertical-lift bridges are readily identifiable.

Two by the method of operation—tower-drive and span-
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drive—and one by an overhead connecting structure between

towers; the connected tower type.
Tower-drive Bridges: On tower-drive vertical-lifts,

Figure 1.3.3.1-1, drive machinery is mounted on top of each
tower. A large sheave is mounted on each side of the tower,
with counterweight ropes wrapping 180o around the sheaves.
One end of the rope is attached to the span and the other to
the counterweight.
As the drive machinery turns the sheaves in one direction,
the cables raise the span and lower the counterweights
(Figure 1.3.3.1-2). When the rotation of the sheaves is
reversed, the span is lowered and the counterweights are
raised.
Figure 1.3.3.1-1 – Tower drive vertical-lift bridge
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Figure 1.3.3.1-2 – Closed span rests on load shoes; as span is raised, the counterweights descend
Span-drive Bridges: Span-drive vertical-lift bridges

(Figure 1.3.3.1-3) operate differently from tower-drive
bridges. Counterweight sheaves are mounted on the towers,
but the drive machinery is located on the movable span.
Another difference is that this type of bridge has two separate
wire rope systems.
The counterweight ropes pass over the counterweight
sheaves, as in the other type, but they do not provide the
lifting force. Instead, the span is driven by four drums, one
located at each corner that provide lifting or lowering force
to each corner of the lift span via operating ropes. Two
operating ropes wrap around each drum, one secured at the
top of the tower, the other at the bottom and as the drums reel
in the ropes secured at the top of the towers, the span rises.
When the rotation of the drums is reversed, the ropes
1-16
connected to the bottom of the towers are reeled in, and the
span returns to the closed position.
The drums may be located at each corner or in the ma-
chinery house at the center of the span and the operating
ropes extend longitudinally along the span to the towers
(Figure 1.3.3.1-4).
The operating ropes do not support the weight of the span
as it moves up and down. The span weight is carried entirely
by the counterweight ropes similar to the tower-drive and
connected-tower designs.
Figure 1.3.3.1-3 – Span-drive vertical-lift bridge
Figure 1.3.3.1-4 – Sketch of operating ropes on a span-drive vertical-lift bridge.
1-17
Connected-Tower Bridges: Sometimes tower-span

bridges are used for short span applications. This type of
bridge has a rigid span between the towers (Figure 1.3.3.1-
5). The operating machinery located at the center of the rigid
span-drives all four sheaves to raise and lower the movable
span.
Figure 1.3.3.1-5 – Connected-tower vertical-lift bridge
1.3.4 OTHER MOVABLE BRIDGE TYPES
Uncommon types of movable bridges are retractile,

transporting, jackknife, reticulated, floating pontoon, and
gyratory.
Louisiana includes a number of floating movable bridges,
using steel pontoons that rotate open similar to a swing
bridge. Operating systems include wire rope systems (Figure
1.3.4-1) or even propeller operating systems comparable to
an outboard motor found on a boat.
Floating retractile bridges open by translating
horizontally, pulling back away from the navigable channel.
Floating retractile bridges may be the most economical
solution for crossing channels that are very wide, very deep,
or both, such as the Hood Canal Bridge in Washington State.
(Figure 1.3.4-2).
Land-based retractile bridges, which roll back on railroad
type tracks, are an obsolete type of which few historical
examples remain.
Transporter bridges, another obsolete type, carry a
segment of roadway over a water crossing.
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There are many other uncommon, obsolete, or novel types

of movable bridges. Recent trends—particularly for
pedestrian movable bridges in Europe, but also in the United
States—have seen the development of unique designs chosen
for their ability to delight the public, rather than strictly
economic considerations. Recent examples include gyratory
and folding types, among others (Figure 1.3.4-3).
Figure 1.3.4-1 – Pontoon Swing Bridge with wire rope

operation, Louisiana
Figure 1.3.4-2 – Floating retractile bridge at Hood Canal,

Washington
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Figure 1.3.4-3 – Folding bridge
CHAPTER 1.4 –BRIDGE FUNCTIONAL SYSTEMS
1.4.1 GENERAL C1.4.1
The operation of a movable bridge can be separated into It is important that inspectors and
seven distinct functional systems: support, balance, drive, maintainers understand the purpose of each
control, interlocking, navigation guidance, and traffic control. functional system, and are able to evaluate
Each system may be comprised of structural, mechanical, or the operation of each system, as well as to
electrical components, or a combination of these. assess the condition of individual components.
An experienced inspector should be able to
identify a component problem, evaluate the
impact on the functional system, and extend
the findings to determine the impact on bridge
operation. Without understanding the
functional systems, it would be difficult for an
inspector observing an operational problem
to diagnose the possible cause. The ability to
view a movable bridge as a series of
functional systems will assist the inspector in
better understanding bridge operation.
1.4.2 SUPPORT SYSTEM
This assemblage of substructure and superstructure

components provides span support in the open, operating, and
closed positions. Typical components include:
• piers and abutments, trusses, girders, and bearings;
• rolling track girders, segmental girders, and tread plates.
• main trunnions and trunnion supports, bearings and
journals;
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• double bascule heel stops or shear locks;

• lift-span towers and cables
• swing-span rim bearing wheels or center bearings;
• swing-span end lifts or end wedges; and
• center wedges and live load shoes.
1.4.3 BALANCE SYSTEM C1.4.3
This system provides stability during motion, and is Some movable bridges have been designed
composed of structural and mechanical components that to operate without counterweights. In this
prevent swing-spans from tipping, and reduce machinery loads case, the leaf is usually driven up and down
on lift-spans and bascules. by hydraulic cylinders.
The balance system is one of the most important design
features and is often overlooked by inspectors or not fully
understood. Inspectors should be aware of the function of
balance in the continued safe operation of a movable bridge.
1.4.4 DRIVE SYSTEM
The drive system consists of electromechanical, hydraulic, or

other components (or a combination of these) that provide
motion to the movable span. The support and balance systems
are designed to control motion and provide a manageable
degree of span imbalance to the drive system. Operation of the
drive system is monitored, sequenced, and directed by the
control and interlocking systems.
The drive system can be separated into several subsystems, as
follows:
• Power
• Electric motors.
• Hydraulic motors.
• Engines
• Hydraulic pumps.
• Generators.
• Auxiliary motor/generator sets.
• Hand drive or manual drive (capstan, air motor, T-bar,
etc.).
• Power transmission
• Shafts.
• Couplings.
• Bearings.
• Wire rope.
• Chains.
• Gears
• Differentials.
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• Hydraulic cylinders or motors.

• Brakes
• Motor brakes (thruster or solenoid brakes are common
types).
• Span brakes.
• Locking pawls.
• Lock bars.
• Buffer cylinders.
• Automatic drive power limiters (slow-seating
provisions in control systems).
• Speed reduction
• Open and enclosed reduction gearing.
• Electrical and electronic speed controlling circuits and
drives.
• Hydraulic control valves.
• Engine throttle.
1.4.5 CONTROL SYSTEM
The control system governs the operation of the movable

span. The control system serves as the command interface
between operator and machine, allowing the operator to direct
the bridge to open and close.
The control system may be electrical, mechanical, manual,
hydraulic or a combination of these or other types. The operator
interface may be as simple as a pair of push-buttons marked
“up” and “down,” but the control system may be as complex as
a programmable logic controller (PLC) with instrumentation to
monitor critical operating parameters and telemetry that reports
monitoring results periodically to a control maintenance
management office. All control systems perform the same basic
task regardless of type or complexity.
The control system consists of the operator's panel and
associated indicator boards, panels, wiring, hydraulic control
levers, programmable logic controllers, relays, switches, other
operator accessible actuators, or some combination of these that
are designed to govern the operation of the movable span.
The controls on a movable bridge may be classified as
manual, semi-automatic, or automatic. Manual controls have no
automatic sequencing and may have very little interlocking to
prevent operator error. If the operator does not activate controls
in the proper sequence, damage to machinery or unsafe
conditions may result. A manual bridge control system may
allow the operator to engage the span-drive motors without
releasing the span locks. Semi-automatic and automatic
controls have increasing degrees of automation typically with
corresponding increased logic and interlocking devices which
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prevent certain types of operator error. Newer control designs

are more likely to have interlocking and control logic in
accordance with the current AASHTO specifications
(Reference 7).
1.4.6 INTERLOCKING SYSTEM
The interlocking system is the electromechanical or

hydraulic (or both) components, logic devices, and circuitry
that monitor bridge motion and regulate the sequence of
movable span operation.
The interlocking system is the most subtle functional system
on the structure. Its elements are dispersed throughout the
structure and all components may not be readily identifiable.
The purpose of the interlocking system is to regulate when
movable span components function during the various
sequences of bridge operation. Since out-of-sequence operation
may be hazardous to public safety, or might damage operating
machinery or the structure or both, it is appropriate to include
devices in the design that prevent operation of the movable span
in an unsafe or harmful manner. The interlocking system serves
that purpose. A partial list of interlocking components includes:
• limit switches and wiring;
• relays and wiring;
• detectors, sensors and wiring that indicate the position of
moving parts;
• cams, levers, plungers and other mechanical trip
mechanisms;
• internal position detectors in hydraulic ram pistons; and
• software and hardware in PLCs dedicated to sequence of
operations control.
1.4.7 NAVIGATION GUIDANCE SYSTEM
The navigation guidance system channels the travel path of

an approaching vessel from the open channel through the bridge
opening.
The navigation guidance system is comprised of numerous
separate communication, lighting, vessel guidance, navigation
and channelizing devices functioning to allow safe, controlled
passage of vessels through a movable bridge site.
The guidance systems should be in conformance with CFR
requirements (References 56 and 57). This system also requires
provision for efficient communication by audible and visual
signals between the bridge operator and vessels. A partial list of
the components of this system includes:
• Marine radio communication.
• Lights, whistles, and horns.
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• Retroflective panels.
• Radar reflectors or racons, or both (radar signal emitters).
• Fog signals.
• Fendering and other pier protection devices.
• White/red flags at control tower.
• Underclearance gauges and tide gauges.
• Permit drawings showing legal channel width and
underclearance.
• NOAA navigation charts.
• Navigation lighting.
1.4.8 TRAFFIC CONTROL SYSTEM
The traffic control system serves to manage and control the

traffic flow through a movable bridge span and to stop and store
the vehicles safely during bridge openings.
The traffic control system is comprised of visual and audible
signals, signs, and physical barriers coordinated according to
state and federal regulations. All visual and audible signals are
required to be effective at all times and in any weather condition
from the perspectives of vehicular and pedestrian traffic and the
bridge operator. Traffic control should be integrated and work
in proper sequence with the other functional systems. A partial
listing of this system includes:
• lights, bells, and sirens;
• stop signs and warning signs;
• traffic lights;
• resistance gates;
• retroflective panels; and
• impact attenuators.
1.4.9 MOVABLE BRIDGE HOUSE
While not strictly a bridge functional system, movable bridges typically include one or more houses for operating
personnel, as well as enclosing bridge mechanical and bridge electrical equipment. A partial listing of components
in each subsystem includes:
• House Architectural systems: windows, doors, façade, roof, and weatherproofing
• House Structural systems: columns, beams, trusses, and foundation
• House Mechanical systems: plumbing and HVAC
• House Electrical systems: receptacles and house lighting
1-24
CHAPTER 1.5 – QUALITY MEASURES
1.5.1 GENERAL
Movable bridge owners should implement quality control

and quality assurance processes to verify that the level of
acceptable performance is upheld for all bridge related
activities. Such programs should maintain the accuracy and
consistency of bridge inspections, operation and evaluation of
these structures, particularly considering the quality of load
ratings that is quantifying the live load carrying capacity of an
existing structure specific to an owner-specified vehicle which
is not consistent across the industry. Appropriate quality control
and quality assurance procedures must be followed by all
personnel involved for bridge inspectors to collect inventory
and condition information on each bridge, including evaluators
to process and assess the field data and make decisions on a
repair/rehabilitate/replace strategy; bridge tenders to operate
the structures under a wide range of field conditions; and
maintainers to service the equipment to provide reliable, safe
operation.
The accuracy and consistency of bridge condition
information and the operational reliability of these structures’
systems are vital to public safety, commerce and navigation. As
such, the procedures of quality control and quality assurance
should be evaluated and updated regularly.
1-25
CHAPTER 1.6 – RECENT INDUSTRY

STANDARDS
At the time of writing this manual, three significant new

industry practices included the consideration of sustainability,
security, and resiliency (including climate change impacts).
Many existing movable bridges were built before these items
were commonly considered as a design practice. There is an
opportunity for professionals to consider these items when
inspecting, evaluating, or maintaining an existing movable
bridge.
1.6.1 SUSTAINABILITY
The Federal Highway Administration (FHWA) defines

sustainability as follows: “Actions are sustainable when they
maintain or enhance our capacity to endure. The goal of
sustainability is the satisfaction of basic social and economic
needs, both present and future, and the responsible use of
natural resources, all while maintaining or improving the well-
being of the environment on which life depends.”
Several programs exist to rate highway or transportation
infrastructure projects for sustainability, including movable
bridge design and construction projects, including
rehabilitation projects. These sustainability rating systems are
analogous to and were inspired by the success of the Leadership
for Energy and Environmental Design (LEED) rating system
for buildings. Examples of sustainability rating systems that can
be applied to movable bridge projects include:
• INVEST, sponsored by the FHWA.
• Envision, sponsored by Institute for Sustainable
Infrastructure, a joint venture of American Society of Civil
Engineers (ASCE), American Council of Engineering
Companies (ACEC), American Public Works Association
(APWA) and the Graduate School for Design at Harvard
University.
• Greenroads, a third-party, points-based system available to
certify sustainable roadway and transportation infrastructure
projects.
1.6.2 SECURITY
In 2003, at the request of AASHTO, the FHWA published

Recommendations for Bridge and Tunnel Security. There is a
generally increased sensitivity to security concerns by bridge
owners. Background security checks are commonly required by
owners before personnel are granted access to bridge sites.
Security systems including door locks and cameras can be
expected. Once at the bridge site, local law enforcement may
stop personnel to request identification and an explanation of
1-26

STANDARDS
activities. Movable bridge professionals should be prepared to

encounter these issues before entering the field.
The operator’s houses of several existing movable bridges
have received gunshots and the installation of bullet-proof glass
may be justified in many locations.
1.6.3 RESILIENCY
Existing movable bridges that are located in coastal areas

and have low clearance above the waterway are particularly
vulnerable to coastal storms, as well as potential effects
associated with climate change including rising sea levels,
increased storm intensities, and increased temperatures. As an
example, Hurricane Katrina, which hit Louisiana and
Mississippi in 2005, and Superstorm Sandy, which hit New
York and New Jersey in 2012, caused substantial damage to
dozens of existing movable bridges. A particularly acute issue
was with regards to low-mounted electrical equipment that
became inundated and irreparably damaged by water due to
storm surge. In addition, many operator’s houses were severely
damaged due to inundation and wind damage.
Movable bridges are built to much closer tolerances than
fixed bridges and can become inoperable when structure,
machinery, or both are deformed due to unanticipated wave
loading during a storm surge, due to impact from waterborne
debris, or due to inundation of waterborne sediment into
sensitive and low-mounted mechanical and electrical
equipment. The currently predicted sea level rises due to
climate change mean that vertical channel clearances will be
reduced increasing the likelihood of collisions with marine
vessels. Higher temperatures cause thermal expansion and
increase the likelihood of movable spans becoming jammed
against the approach spans and rendering them inoperable.
In 2008, AASHTO published the Guide Specifications for
Bridges Vulnerable to Coastal Storms (Reference 5). These
specifications give owners an opportunity to apply coastal
loads, including storm surge and wave loading, during the
design of new bridges, including movable bridges. Prior to
2008, coastal loads were not considered. These issues take on
extra importance if an existing movable bridge is included in a
designated evacuation or rescue/recovery route. The Guide
Specifications for Bridges Vulnerable to Coastal Storms
indicates that “wherever practical, the vertical clearance of
highway bridges should be sufficient to provide at least one foot
of clearance over the 100-year design wave crest elevations,
which includes the design storm water elevation.”
1-27

STANDARDS
Further, the Guide states that “no effect of anticipated

climate change has been accounted for herein. Individual
Owners may include this feature depending on their
jurisdiction’s policy in this regard.”
During the inspection, evaluation, and maintenance of
existing movable bridges, professionals should consider the
vulnerability of the subject bridge to the above resiliency
related issues. For movable bridges, beyond just applying the
wave loads to the structure, it is also important to recognize that
bridge mechanical and electrical systems, as well as operator’s
houses, will sustain significant damage if inundated with water
during a storm surge event.
1-28

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PART 1 – INTRODUCTION

PART 1 - TABLE OF CONTENTS

PART 1 – INTRODUCTION .................................................................................................................................... 1-i

CHAPTER 1.1 – PURPOSE C1.1

CHAPTER 1.2 – SCOPE C1.2

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

Numerous factors determine the evolution of a movable

1.3.1 BASCULE BRIDGES

Bascule bridges open by rotating a leaf (or leaves) from

1.3.1.1 Design and Operation C1.3.1.1

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

racks fixed on the pier. As the pinions rotate, they move

Figure 1.3.1-1 – Double-leaf bascule bridge.

Figure 1.3.1.1-2 – Operating components of a double-leaf trunnion bascule bridge.

Rolling-lift Bridges: On this type of bridge (Figure

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

lugs (or teeth) to mesh with the holes, preventing slippage as

Figure 1.3.1.1-3 – Rolling lift single leaf bascule

Figure 1.3.1.1-4 – Load distribution on trunnion type bascule bridge

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

Figure 1.3.1.1-5 – Rolling leaf rack, pinion, and curved tread

Figure 1.3.1.1-6 – Rolling-lift double leaf bascule

Heel-trunnion Bridges: This type of bridge (Figures

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

mounted on a rotating framework, not on the leaf itself

Figure 1.3.1.1-7 – Heel-trunnion (Strauss) type bascule bridge.

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

Figure 1.3.1.1-9 – Overhead counterweight-type multi-trunnion bascule

Cable Bascule Bridges: This type of bridge is the most

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

of the castle. A more complex design (Figure 1.3.1.1-10) for

Figure 1.3.1.1-10 – Cable bascule with counterweight

1.3.2 SWING-SPAN BRIDGES

Swing-span bridges open by rotating the movable span so

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

Figure 1.3.2-1 – Swing bridge

Figure 1.3.2-2 – Bob-tail swing bridge

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

remains small, this phenomenon may not be a

Center Bearing Bridges: The center bearing type shown

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

Figure 1.3.2.1-3 – Swing-span in Closed Position

Figure 1.3.2.1-4 – Swing-span in Open Position

Rim Bearing Bridges: Rim bearing swing bridges ride

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

in place both radially and circumferentially by a “cage” or a

Figure 1.3.2.1-5 – Rim Bearing Swing-span

Operation: While a swing-span bridge is closed, the

Figure 1.3.2.1-6 – Rim Bearing Swing-span Rollers and

A swing-span bridge normally rotates a maximum of 90°

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

1.3.3 VERTICAL-LIFT BRIDGES

Vertical-lift bridges consist of a rigid horizontal span

Figure 1.3.3-1 – Vertical-lift with concrete towers and plate

Three types of vertical-lift bridges are readily identifiable.

CHAPTER 1.3 – MOVABLE BRIDGE TYPES

drive—and one by an overhead connecting structure between

Tower-drive Bridges: On tower-drive vertical-lifts,

Figure 1.3.3.1-1 – Tower drive vertical-lift bridge