1960 us army vietnam war route reconnaissance
TRANSCRIPT
Copy 3 / FM 5 36DEPARTMEIT OF THE ARMY FIELD MANUAL
ROUTE RECONNAISSANCEAND CLASSIFICATION
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HEADQUARTERS, DEPARTMENT OF THE ARMY
i AUGUST 1960AGO 556C
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* FM 5-36
FIELD MANUAL HEADQUARTERS,DEPARTMENT OF THE ARMY
No. 5-36 WASHINGTON 25, D. C., 15 August 1960
ROUTE RECONNAISSANCE ANDCLASSIFICATION
Paragraphs Page
CHAPTER 1. INTRODUCTIONSection I. Purpose and scope---_------ 1, 2 5
II. References …__________--_-_ 3, 4 6
CHAPTER 2. RECONNAISSANCE ANDREPORTING
Section I. General_---__--_----------- 5-7 7II. Route reconnaissance _----._ 8-10 9
III. Route reconnaissance report_ 11, 12 11IV. Road reconnaissance ___-___ 13-16 14
V. Road reconnaissance report_- 17, 18 19VI. Bridge reconnaissance_ -- __- 19-22 22
VII. Bridge reconnaissance report 23-29 26
VIII. Tunnel reconnaissance -----. 30, 31 43IX. Tunnel reconnaissance report 32, 33 44X. -Ford reconnaissanco ___-- _- 34-37 50
XI. Ford reconnaissance report__ 38-40. 57XII. Ferry reconnaissance__---__. 41-43 61
XIII. Ferry reconnaissance report_ 44-46 64XIV. Reconnaissance for additional 47, 48 69
factors.
* This manual supersedes FM 5-36, 26 April 1955,including C 1, 14 February 1956.
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Paragraphs Page
CHAPTER 3. CLASSIFICATION
Section I. General___________________ 49, 50 72
II. Route classification-________ 51-55 72
III. Road classification - -________- 56, 57 77
IV. Bridge classification--_______. 58-69 84
V. Vehicle classification_ ______… 70-73 96
CHAPTER 4. MILITARY SIGNS AFFECT-ING ROUTES
Section I. General___________________ 74-76 107
II. General types and applica- 77, 78 112tion of signs.
III. Specific types and application 79-94 118of signs.
IV. Lighting of military route 95-97 137signs.
V. Military vehicle lighting-____ 98-102 139
CHAPTER 5. MARKING OF MILITARYVEHICLES
Section I. General ___________________ 103-106 148II. Specific markings and their 107-116 149
application.
APPENDIX I. REFERENCES____________ _______ 160
II. GUIDES FOR DETERMIN- _______ 163ING LOAD-BEARINGCAPACITY OFROADS.
III. BRIDGE SPANS-__________ _______ 177
IV. BRIDGE INTERMEDIATE _______ 205SUPPORTS.
V. BRIDGE ABUTMENTS _______ 211
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Paragraphs Page
APPENDIX VI. DETAILED REQUIRE- __ -___ 215MENTS FOR CLASSIFI-CATION OF MASONRYARCH BRIDGES.
VII. TUNNELS -. ........_.._ _-----_ 233
VIII. NATIONAL DISTIN- _ _-_-_ 238GUISHING SYMBOLSFOR MARKING SERV-ICE VEHICLES.
IX. VEHICLE CLASSIFICA- _ __ 247TION DATA.
INDEX --______..___________________________ _______ 285
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LIST OF TABLESPage
I. Equivalent units of length ______ _-- _____ 8
II. General dimension data required for each 37of the seven basic types of bridges.
III. Capacity dimension data required for each 38of the seven basic types of bridges.
IV. Trafficability of fords ____---- __--------- - 51V. Estimated load-carrying capacity of ice 70
layers in direct contact with water be-neath.
VI. Criteria for determination of limiting fac- 79tors.
VII. Symbols for types of surface materials_____ 81VIII. Minimum widths of bridges used in bridge 88
class computations.IX. General road signs-applications_________ 112X. Principal soil types….__._.________ 166
XI. Soil classification chart____--- ____________ 168
XII. Allowable foundation bearing pressures ___ 171XIII. Hypothetical vehicle classification numbers 173
and their significance.XIV. Material factors for masonry arch bridges__ 222
XV. Joint factors for masonry arch bridges_____ 223XVI. Crack factors in masonry arch bridges______ 224
XVII. Deformation factors for masonry arch 228bridges.
XVIII. Abutment size factors for masonry arch 229bridges.
XIX. Abutment fault factors for masonry arch 230bridges.
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CHAPTER 1
'INTRODUCTION
SectioR 1. PURPOSE AND SCOPE
1. Purpose
This manual provides the information neces-sary for troops of all branches to understand thetechnical aspects of the reconnaissance and classi-fication of existing routes of communication inorder to achieve their full and proper utilization.Methods of survey and reconnaissance for newroutes are found in other manuals of the TM andFM 5-series.
2. Scope
a. This manual covers the collection, compila-tion, and dissemination of technical informationconcerning existing routes of communication, in-cluding roads, bridges, and other crossing means,which are needed to plan or execute movement ofmilitary vehicles. The manual discusses the infor-mation needed, the methods for obtaining it, howit is compiled, how it relates to the vehicle andbridge classification system, and how it is dis-seminated to the user. Such information includesthe indicating of obstructions and classificationsof routes on maps and the use of road signs.Detailed methods of classifying vehicles and
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bridges are given in TM 5-260, Principles ofBridging.
b. The material presented herein is applicablewithout modification to both nuclear and non-nuclear warfare.
Section II. REFERENCES
3. PublicationsPertinent manuals and other military publi-
cations are listed in appendix I.
4. North Atlantic Treaty Organization Agreements
Information in this manual reflects, where ap-propriate, North Atlantic Treaty Organization(NATO) agreements in the form of standardagreements.
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CHAPTER 2
RECONNAISSANCE AND REPORTING
Section 1. GENERAL
5. Definition of a Route
A route is the road or roads, including tracksand bridges, used when moving from one placeto another. It includes those roads, bridges, tun-nels, fords, and ferries selected from a networkin a given area for the movement of troops,equipment, and supplies. Although a route mayalso include the use of navigable waters, railtransportation facilities, and aircraft landingfacilities, this manual is confined to the discus-sion of routes as defined above.
6. Definition of a Road
A road is an open way provided for the con-venient passage of personnel, vehicles, andanimals.
7. Recording Measurements
Measurements may be recorded in the metricsystem, the English system, or both, dependingupon the requirements of the Commander con-cerned. The measurements must be clearly indi-cated, using universally known abbreviationssuch as "km" (kilometer), "m" (meter), "ft"(feet), and "mi" (miles).
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Section II. ROUTE RECONNAISANCE
8. General
a. Route reconnaissance is a special type ofengineer reconnaissance, although it is governedby the same fundamentals that apply to all re-connaissance. It is usually made on the groundbecause of the need for close physical inspectionsat, for example, bridge and drainage sites. Aerialreconnaissance, however, is often useful andshould supplement ground reconnaissance whenpracticable (FM 5-30). Aerial photographs andground photographs can save time and increasethe value of reconnaissance reports (TM 30-246).
b. The purpose of route reconnaissance is togain information which will aid in the selectionof a route or routes to be used for the movementof troops, troop equipment, and supplies in mili-tary operations.
c. Instructions for making a route reconnais-sance should be simple, clear, and comprehensiveand should be issued for the purpose of ac-complishing a specific objective. They shouldstate when, where, and to whom the reports areto be submitted. They should specify the pointsbetween which the route is to extend, the areato be reconnoitered, the items of information con-sidered particularly important, and specific routerequirements.
9. Terrain Considerations
Items of information of particular importance
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include, but are not necessarily limited 'to, thefollowing items:
a. The nature of the terrain.
b. Existing roads and their physical character-istics, including lengths and load-bearing capa-bilities (app. II).
c. Obstructions which may create bottlenecksor slow down movement. They are classified asnatural or artificial-
(1) Natural obstructions include such fea-tures as watercourses, terrain compart-ments, wooded and jungle areas, swampand inundated areas and mountains.
(2) Artificial obstructions include suchfactors as nuclear radiation, built-upareas, tactical obstacles (minefields,barbed wire), communication wire, lowunderpasses, narrow tunnels, narrowbridges, and other manmade features.
d. Bridges and other stream-crossing means.
e. Tunnels.
10. Specific Requirements
Specific route requirements include the maxi-mum weight, maximum width, maximum height,and classification of the vehicles to be moved; theapproximate number of each class to be movedper hour; and the approximate length of timethe route is to be used.
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Section III. ROUTE RECONNAISSANCE REPORT
11. General
a. The .route reconnaissance report should beaccurate, clear, concise, relevant, and specific.The preferable method of preparing this reportis in simplified map form (fig. 1) using symbols(fig. 2) to indicate the limiting features. Thisreport is accompanied by a road reconnaissancereport (par. 17) and such bridge, tunnel, ferry,and ford reconnaissance reports as are necessary.The route report is supported by military sketchesof limiting features; by local maps; and by photo-
7Oo 30 r4FI
20 F 3 16 Ft9
NAME,RANK,UNIT, DATE, MAP REF. and SCALE
Figure 1. Example of a route reconnaissance report.
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(I) Shorp CurveIrodius in heel or metera)
o~D 1 T ¡e _(2) Steep Grode (orrows point uphOil)l grade in percent)- i ¡ (length of orrows moy thow length of grade when
acole oilows)
> < (3) Constr ction (width in fel or meter)
5v _..5v.-- ! (4) Arch cgnsrl11 ction (idth on left a hight on rightin feet or meters )
(5) Underptas Constriction(width on eft eLr heighton right in eet or meters)
(6> Byposs eosy
(7) Byposs difficult
(8) ypoass impossible
5 -' ~i ~ ~
_ (9) Level crossing
FORD (10) Ford (length,widlh, boltom 8 depth)iU RL_ Ferry(length,width, lood copocity)TUNNEL' Tunnel (length. i dlh, heighl)
_ 0 3 niñ (1 1) Rood Block
(12) Rood Block Ireody to use but nol in position)
(13) Proposed Rood Block
(14) Limite of Sector
_ l (15) Civil or Militory Route Designotion
0 _ (16) Cover ( Road lined vith trees)0 / (deciduous- left)
00 _ / (evergreen - right)
O; ~/ (17) Cover (woods) (dec,duous- leftl)(veogreen- right)Arrow denotes posibility of drivng off the road
~o ~'e m into deciduous cover.
(18) Criticol point
A /- (19) The letter identifies the photo, ond the opex ofthe"¿" orients i1 al point of exposure
Figure 2. Symbols for use in the route reconnaissancereport.
graphs showing the terrain, the roads andtunnels,. and the bridges, ferries, fords, and otherstream-crossing means.
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b. Symbols used in preparing route reconnais-sance map reports are given in figure 2.
12. Checklist
A checklist for use in obtaining the data fromwhich to prepare a route reconnaissance reportis listed below and illustrated in figures 1 and 2.
a. Length between well-marked points, ineither miles or kilometers and decimal fractionsthereof may be shown.
b. Curves having a radius of less than 100 feet(30 m.), each with its radius in feet or meters.
c. Steep grades, each with its maximum gradi-ent in percent and length of any grade of 7 per-cent or greater.
d. The road width of constrictions, each withthe width of its traveled way in feet or meters,and its length in either miles or kilometers anddecimal fractions thereof.
e. Underpass limitations, each with its limitingheight and width in feet or meters.
f. Bridge bypasses, each classified as easy,difficult, or impossible (defined in par. 22).
g. Civil or military road numbers or otherdesignation.
h. Cover and/or concealment suitable for park-ing and camouflage.
i. Feasibility of driving off the road, includingshoulders.
j. Location of fords and ferries, includinglimited information.
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Section IV. ROAD RECONNAISSANCE
13. General
Road reconnaissance is performed to obtainthe information about existing roads upon whichto base road classifications, primarily in supportof the establishment of a route. It is concernedwith the conditions of existing roads for im-mediate use and not for maintenance operations.The inforniation obtained is used to estimate thequantity and kind of traffic and loads that a roadcan accommodate in its present condition. Roadreconnaissance may also include estimates of thepracticability of improvement and of the engi-neer work involved in conditioning a route toaccommodate specified traffic and loads. A roadreconnaissance carried out by an officer or NCOother than an Engineer may require supplemen-tation by an Engineer reconnaissance to provideadditional data necessary for complete classifica-tion of the road.
14. Requirements
Information required for the reconnaissancereport of an existing road includes the following:
a. Local name of the road.
b. Local road designation and number.
c. Location of the road by map grid reference.d. The length of the road between specified
and readily identifiable points.e. The normal width of the road-
(1) Between fences.
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(2) Between drainage ditches.(3) Between edges of pavement; that is,
traveled way.f. Alinement of the road.g. Drainage, including culverts.h. Foundation.i. Surface.j. Obstructions, including kinds and locations
(obstructions include, but are not limited to,underpasses, fords, large tree limbs, craters, pro-jecting buildings, areas subject to inundation,and so on).
k. Reductions in width.1. Excessive gradients; locations and grades of
all gradients steeper than 7 percent.
m. Sharp curves; location and radius of allwith a radius shorter than 100 feet or 30 meters.
n. Bridge locations (bridge reconnaissance isdescribed in par. 19-22).
o. Underpass locations together with theirlengths, widths, and heights.
p. Tunnel locations together with their lengths,widths, and heights (tunnel reconnaissance is de-scribed in par. 30 and 31).
q. Ford locations (ford reconnaissance is de-scribed in pars. 34 and 35).
r. Ferry locations (ferry reconnaissance is de-scribed in pars. 41-43).
s. Snowshed locations and estimated coverage.
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t. Snow gallery locations together with theirlengths, widths, and heights.
15. Methods of Measuring Curves
a. The radius of a short-radius curve may beestimated by using a cord to swing an arc. Thismethod is shown in figure 3. The curve is stakedas an arc of a circle by swinging an arc withtracing tape or cord from the experimentally de-ermined center of a circle which is tangentialto the relatively straight approaches to the curvebeing measured. The length of the tape or cordfrom the center of the circle to its circumferenceis the radius of the curve. This method is practi-cal for curves having a radius up to 250 feet andlocated on relatively level ground. In figures 3,4, and 5: q, = centerline; PC = point of cur-vature; PI = point of intersection; PT = pointof tangency.
PI
2Od CORD PT
Figure 3. A curve staked by using a cord.
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b. The approximate radius of a curve may bedetermined by laying out right triangles (3:4:5proportion) at the PC and PT locations as shownin figure 4. The intersection "O", formed by ex-tending the base legs of each triangle, representsthe center of a circle. Therefore, the distance Rfrom point "O" to either the PC or the PT maybe considered as the curve radius.
c. Another method for determining the radiusof a curve is based on the formula-
Radius = C 2/8m + m/2 (fig. 5).Where: C = length of cord
m = perpendicular distance from cen-ter of cord to centerline (%L ) of road.
R = Radius of the circleSolving for R the above formula becomes-
R = C2/8m + m/2By fixing m at any convenient distance, such as5 feet, the formula becomes-
R = C2/40 + 2.5
Pl
PC PT
,/C / \
/4 3\ 3 4\
Figure 4. Curve radius by locating center of cirele.
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Figure 5. Measurintg a curve usintg formulaR = C2/Sm + m/2.
In the practical application of the formula, m ismeasured from the centerline of the curve towardthe estimated center of the circle and then C ismeasured perpendicularly to m, making sure thatC is centered on m. If C is measured to be 58 feet,then-
R = C2/40 + 2.5, thenR = 86.6 feet
Note that when m is equal to 5 feet and R is equalto 100 feet, C must be equal to 62.44 feet. Thus,when measuring C, any value greater than 62.44will give a value of R greater than 100 feet, andthe curve therefore need not be reported.
16. Determining Road Gradient
Percent of slope (road gradient) can be de-termined by using the formula-
Vertical distanceHorizontal distance X 100 = Percent of slope.If a clinometer is available, percent of slope canbe read directly.
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Section V. ROAD RECONNAISSANCE REPORT
17. General
a. A road reconnaissance report is one whichcontains the necessary information required forthe classification of a road. Characteristics of agiven road may change considerably in relativelyshort distances. Therefore, any reconnaissancereport may require the use of several copies ofthe reporting form, each covering a selected sec-tion of road.
b. The Road Reconnaissance Report (DAForm 1248) (fig. 6) is used to report road in-formation. Short forms or worksheets for rapidfieldwork may be designed and produced by theunit making the reconnaissance.
18. Method of Using DA Form 1248
When it is impossible to determine any item re-quired by the report, the appropriate space shouldbe marked NOT KNOWN. If the width of theroadway varies, item 6 of the form should indi-cate the lower and upper limits of the width andthe stretches of roadway of different widthsshould be indicated on the mileage chart. Simi-larly, if the data for items 9, 10, 11 and 12 of theform are different for various stretches of road,they should be so indicated by placing the ap-propriate road classification formula (par. 57) onthe mileage chart opposite the stretch of road towhich the classification applies. Obstructions arelisted and described in section III of the form, andindicated on the map or overlay by appropriate
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ROAD RECONHAISSA3Ct REPORT AuS*
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_ SEP...... 248 . ... .. ..................O........ O
Figure 6. Examples of a standard road reconnaissance
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SECTION I- MILEAGE CHART
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___ _____ -- FAieFA' PAIK EOUTr 10351
Back of form.
Figure 6-Continued.
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symbols (fig. 2). The mileage chart is on thereverse side of DA Form 1248 (fig. 6). Thischart is used to show the location of the salientfeatures and classification elements of the road,starting at the bottom of the page and proceedingup the chart at the desired scale. If the Eng-lish system of measurement (miles, yards, feet)is used, the opposite metric side of the chart maybe used for additional information and vice versaif the metric system is used.
Section VI. BRIDGE RECONNAISSANCE
19. General
a. A bridge is defined as a structure whichcarries a road or railway over a gorge, river, orany other obstacle. Railway bridges are oftendecked over to serve as highway bridges.
b. The purpose of bridge reconnaissance is tocollect the bridge information necessary forplanning and operations. The limiting featuresof bridges are of basic importance to the selectionof a route or road for normal movement of troopsand equipment. Limiting features include clearroadway width, horizontal clearance above thecurbs, overhead clearance, length, load-carryingcapacity, traffic movement possibilities, estimatedrepair or reinforcement required, and postingneeds.
20. Types of Reconnaissance
There are two methods of bridge reconnais-
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sance, depending upon the amount of time andqualified personnel available.
a. Hasty Reconnaissance. Hasty reconnais-sance is made to determine the immediate traffic-ability of the bridge. The information to be ob-tained from this type of reconnaissance is similarto that for deliberate reconnaissance, except thattime and other limitations preclude completecoverage. Therefore, hasty reconnaissance at-tempts only to gain the exact information neces-sary to allow immediate use of the bridge withreasonable safety.
b. Deliberate Reconnaissance. Deliberate re-connaissance is made when sufficient time andqualified personnel are available to determine allof the features necessary for a thorough analysisand classification of the bridge to include neces-sary repairs or demolition procedures. The in-formation to be obtained by deliberate reconnais-sance is detailed.
21. Requirements
So far as is practicable or as directed, the fol-lowing three categories of information should beobserved and recorded during the performance ofboth methods of bridge reconnaissance:
a. Essential Bridge Information. Essentialbridge information is acquired mainly for engi-neer purposes. The elements of essential informa-tion are-serial number; location; military loadclassification; overall length; roadway width; over-head clearance; bridge bypasses (par. 22); hori-
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zontal clearance; underbridge clearance; and adescription of each span to include type and ma-terial of span construction, span length, andother special information.
b. Limited Bridge Information. Limited bridgeinformation includes those elements of essentialbridge information necessary for planning normalroad movement. These elements are serial num-ber, location, military load classification, overalllength, roadway width, overhead clearance andbridge bypasses (par. 22).
c. Additional Bridge Information. Additionalbridge information includes those items of de-scription, in addition to the essential elements,considered desirable to know in planning the useof a bridge. This category of information in-cludes descriptions of the approaches to thebridge (fig. 7), and characteristics of the featurespanned by the bridge including stream bottommaterials. Also included are descriptions of abut-ments, intermediate supports, and bridge struc-tural data such as type and material of con-struction including critical dimensions, repairsrequired, demolition information, and alternatecrossing sites.
22. Bridge Bypasses
Bridge bypasses are local detours necessary toavoid an obstruction to military traffic at a bridgesite on the normal course of a route. They areclassified as easy, difficult, or impossible. Each
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- APPROACH-'- I- APPROACH ·
hBRIDGE' ROADWAY
> APPROACH +
a - APPROACH SPANS
b b
ABUTMENT|| ABUTMENT
kIER
b-b OVERALL LENGTHc-c LENGTH, BEARING TO BEARING
d LENGTH, ABUTMENT TO ABUTMENT
Figure 7. Typical bridge approaches, abutments,and piers.
classification is shown by its own symbol (fig. 2)and each is defined as follows:
a. Bridge Bypass Easy. This is a local detourby means of road or cross-country movement to
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an alternate crossing site which can be made byall types of traffic in a time that represents notmore than 15 minutes or 4 miles (6.5 km) in-crease on the time for the direct route. This typeof bypass requires less than 4 hours for 35 men,with the appropriate engineer equipment. toimprove or construct.
b. Bridge Bypass Difficult. This type of bypassdiffers from bridge bypass easy only in that morethan 4 hours are required for 35 men, with theappropriate engineer equipment, to improve orconstruct it.
c. Bridge Bypass Impossible. This situationexists when-
(1) No alternate bridge is available withinand acceptable distance;
(2) The terrain prohibits off-road move-ment or temporary road construction;
(3) Characteristics of the stream to becrossed prohibit fording or constructionof temporary crossing means;
(4) Depth or slope of obstacle prohibits con-struction of approaches to the crossingsite.
Section VII. BRIDGE RECONNAISSANCE REPORT
23. General
The Bridge Reconnaissance Report (DA Form1249) is used to report bridge information. Theinstructions for making the reconnaissance shouldindicate the amount of detail required so as toguide the reconnaissance party. Short forms or
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worksheets may be designed and produced by theunit making the reconnaissance when needed forrapid fieldwork. In general, bridge informationis grouped under two major headings for con-venience. These headings are essential bridgeinformation and limited bridge information, de-scribed in paragraphs 24 and 25.
24. Essential Bridge Information
Certain elements of essential bridge informa-tion will be recorded in the columns of a bridgereconnaissance report form (fig. 11) as follows:
a. Column 1. The arbitrarily assigned numberof the bridge will be recorded.
b. Column 2. Bridge location will be recordedby means of military grid coordinates (type ofgrid plus grid values).
c. Column 3. Horizontal clearance will be re-corded. This is an expression in feet of metersof the minimum clear distance between the in-side edges of the bridge structure, measured at aheight of 12 inches or more above the surface ofthe roadway. Where the horizontal distance be-tween the inside of the curb and the inside of thebridge structure is less than 10 inches, the indi-cated horizontal clearance will be underlined.Unlimited horizontal clearance will be indicatedby the symbol "c".
d. Column 4. Underbridge clearance will berecorded. This is an expression in feet or metersof the minimum clear distance between the under-side of the bridge and the surface of the ground
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or of the water at mean level. Mean water levelcan be determined from gaging station recordsor approximated by observation of high and lowwater marks or information from local in-habitants.
e. Column 5. Information on each span willbe recorded. The number of consecutive identicalspans will be recorded. When only one span isdescribed, the number need not be shown. Spanswill usually be listed in sequence starting fromthe west. In cases where the. orientation of thebridge is due north and south or is so close tonorth and south as to create uncertainty on themap as to which is the west abutment of thebridge, the letter "N" will be inserted in column5 preceding the number of spans. In this case,spans will be listed in sequence starting fromthe north.
f. Column 6. Type of span construction (fig. 8and app. III) will be recorded by a numbersymbol as applicable. The type may also bewritten in full, if desired. The number symbolsfor this purpose are-
Type ofspan construction Number symbol
Truss _________--_______________________ 1Girder _________________________________ 2Beam _.-------------------.---------- 3Slab _________-------------------------- 4Arch (closed spandrel) __________________ 5Arch (open spandrel) ____________________ 6Suspension ____-__---------------------- 7Floating _______________________________ 8Others ________-___----- ---------------- 9
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Other types of span construction such as canti-lever, swing, lift, bascule, retractile, and com-posite types will be specified by name.
g. Column 7. The material of construction ofeach span will be shown by the following lettersymbol system:
Material ofspan construction Letter syumbol
Steel or other metal_________ ..........................- - aConcrete.-______.______ - ---.---------.---- kReinforced concrete ___-_----___-_ .._ _... akPrestressed concrete - -______ _. ..... _ kkStone or brick -___________ _ -_ pWood -- -___________________-__------.-.--- n
TRUSS GIRDER SLAB
ARCH (Closed Spandrel) ARCH (Opn Spondrel ) SUSPENSION
STEEL STRINGER CANTILEVER
Figure 8. Common types of span construction.AGO 556C 29
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h. Column 8. Span length is recorded in feetor meters. This is the center to center distancebetween supports. The following special informa-tion is also recorded:
(1) Spans which are not usable because ofdamage or destruction will be indicatedby the symbol "X" placed after thedimension of the span length.
(2) Spans which are over water will beindicated by placing the symbol "W"after the dimension of the span length.
i. Unknown Information. Any item of infor-mation which is not known will be accounted forby placing a question mark "?" in the appropriatespace on the bridge reconnaissance report.
25. Limited Bridge Information
The elements of limited bridge information arereported by means of bridge symbols described ina and b below. Bridge symbols are shown onmaps or overlays near the bridge location with aline leading to the exact location. Any item ofinformation which is not known will be accountedfor by placing a question mark "?" in the appropri-ate position on the symbol. Examples of the usesof bridge symbols are given in figures 9 and 10.
a. The full bridge symbol (fig. 9) consists ofa circle divided by a horizontal line. The itemsreported on this bridge symbol are listed belowalong with their definitions (where needed) and
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an explanation of their proper positions on thesymbol:
(1) The location of the bridge is shown by aline extending from the bridge symbolto the specific bridge location on themap or overlay.
(2) The bridge number is arbitrarily as-signed for easy reference to the bridge.Numbers must not be duplicated withinany one map sheet or document. Refer-ence must be made to the map sheetnumber when referring to a bridge byits number. The number is recorded inthe bottom part of the symbol.
(3) The military load classification numberof the bridge is shown in the top partof the circle. This number indicates thecarrying capacity of the bridge and, onthis symbol, may be used for one- ortwo-way bridges. In those instanceswhere bridge classification indicates theneed for a separate classification for thebridge for wheeled and tracked vehicles,the bridge classification will include theinformation prescribed for standardbridge markings (fig. 78).
(4) The overall length of the bridge is thedistance between the extreme end pointsof the structure at the end walls or damson the abutments measured along the
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/ 30 40 50
C00 14 Ft. n4 25m4m
12 Ft 7.5m
0 0
? 6 26 Ft l 60 I 8 lOOm
4
12 Ft 10 mO
1. This symbol represents a one-way bridge, Class 30,assigned the arbitrary number 1, with an overall lengthof 14 feet, roadway width of 12 feet, unlimited overheadclearance, and easy bypass conditions.
2. This symbol represents a two-way bridge, Class 40two-way and Class 50 one-way, assigned the arbitrarynumber 2, with an overall length of 25 meters, roadwaywidth of 7.5 meters, overhead clearance 4 meters anddifficult bypass conditions. The overhead clearance of 4meters is restrictive in this case and the dimension is,therefore, underlined.
3. This symbol represents a one-way bridge assignedthe arbitrary number 3 which is Class 80 for wheeledvehicles and Class 60 for tracked vehicles, with overalllength of 126 feet, roadway width of 12 feet, overheadclearance unknown, and impossible bypass conditions. Theroadway width is restrictive in this case and the dimen-sion is, therefore, underlined.
4. This symbol represents a two-way bridge assignedthe arbitrary number 4, which is Class 80 two-way andClass 100 one-way for wheeled vehicles, Class 60 two-wayand Class 80 one-way for tracked vehicles, with overalllength 100 meters, roadway width of 10 meters, overheadclearance 10.5 meters, and impossible bypass conditions.
Figure 9. Examples of the full bridge symbol.
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bridge centerline. This dimension isshown by a value to the right of thecircle and is expressed in feet or meters.
(5) The minimum roadway width (tableVII) is the clear distance between curbs.It is shown by a value below the circleand is expressed in feet or meters. Anyroadway width less than the minimumrequired for the class of a bridge willbe underlined (par. 63a).
(6) Vertical elearance is the least distancebetween the roadway surface and anyobstruction above it. It is shown by adimension to the left of the circle andis expressed in feet or meters. Anyvertical clearance less than the mini-mum required for the class of a bridgewill be underlined (par. 63b). Un-limited overhead clearance will be indi-cated by the symbol oo.
(7) Bridge bypasses are described in para-graph 22.
b. If the scale of the map or size of the docu-ment is too small to accommodate the full bridgesymbol, an abbreviated symbol may be used (fig.10). This necessitates expansion of DA Form1249 (fig. 11) to include columns for militaryload classification, overall length, roadway width,vertical clearance, and bridge bypasses. The ab-breviated symbol consists of a circle divided by
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a horizontal line. Items to be reported and theirpositions on the abbreviated symbol are givenbelow. Examples are shown in figure 10.
(1) The location and number for an abbrevi-ated bridge symbol will be presented inthe same manner as for the full bridgesymbol, described in a(1) and (2)above.
(2) The military load classification to beshown in abbreviated bridge symbolsis the one-way classification and isshown in the upper part of the circle.Where there are different one-way
1. This symbol represents a one-way bridge, Class 30,
1. This symbol represents a one-way bridge, Class 30,assigned the arbitrary number 1. The elements of essen-tial bridge information about this bridge will be found inthe standard bridge reporting form.
2. This symbol represents a bridge assigned the arbi-trary number 4, in which the lower one-way classificationis Class 80. The asterisk denotes that there are otherclassifications for the bridge which can be found in thestandard bridge reporting form, as will the remaining ele-ments of essential bridge information.
Figure 10. Examples of the abbreviated bridge symbol.
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classifications for tracked and wheeledvehicles, the lower classification will beshown. When a bridge has more thanone classification, the number shown inthe abbreviated symbol will be markedby an asterisk.
26. Sketches
Sketches should be used to show as many itemsof information as possible. The back of DA Form1249 is designed for this purpose (fig. 11). Thesketches should show at least the followingdetail:
a. A side elevation should show the generalfeatures of the bridge including the number ofspans, piers, and abutments and their type andmaterial of construction. Dimensions such asspan length, height above stream bed, water level,and panel length are also noted on the sideelevation. A cross section of the obstacle (stream,gorge, and so on) may be shown in this sketch.
b. The critical span (the span with the leastload-carrying capacity) should be sketched incross section, showing sufficient details of con-struction upon which to base a computation of itsclassification and details of maintenance, rein-forcement, and destruction requirements. Thisincludes such items as width of span, materials,type of construction, and design detail. TablesII and III outline necessary dimension require-ments for each of the seven basic types ofbridges.
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c. Cross sections of critical members should besketched in sufficient detail to provide a basisfor calculating the strength of individual mem-bers.
d. The site plan sketch shows the location ofthe bridge; the alinement of the bridge relative toapproaches and the obstacle crossed; the locationof unusual features such as damage or obstruc-tions; the classification, dimensions, and gradientof the approaches; the direction of flow of thestream; and sufficient topographic detail to tracewaterways and locate possible fords.
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tx X X K X X K I m
E-
1 ic ~ ~ ~ ~ ~
ac X SX X X
o3 n l KEKx
E ~~~~U > K K K K Ku
408~~~~~
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a N , E ato
;4 " XX;X X.!X = zk o B
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AO 556 3
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27. Photographs
DA Form 1249 should be supported by up-to-date photographs, if possible. Both ground andaerial photographs are desirable. The minimumphotographic support should include a side view,a view from the bridge roadway, and a view under-neath the deck.
28. Additional Bridge Information
Items of information in addition to the Es-sential Bridge Information which should be col-lected and recorded when practicable or whenrequired are included in the following para-graphs:
a. Appro'aches. This includes limiting factors(par. 57a(1)), width, surface material, and ob-structions.
b. Nature of Crossing or Obstacle. This in-cludes naming the geographical feature under thebridge and giving its width, and depth or height.If the crossing is over a water obstacle, additionalhelpful information includes flow conditions,width and depth at mean water, tidal conditions,flood susceptibility, proximity of dams, locks, etc.,nature and slope of banks, and nature of thestream bed.
c. Abutments. This includes foundation con-ditions, type and material of construction, andbearing areas.
d. Intermediate Supports. This includes foun-dation conditions, type and material of construc-tion, bearing areas, height above ground or mean
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Table III. Capacity Dimension Data Required for Each of the Seven Basic Types of 3ridqes
Basic types of bridge
Letterdesig- CapacitY n dimension data Suspen-nation Simple stringers Slab T-beam Truss Girder Arch sion
(fig. 60) (fig. 60) (fig. 70) (fig, 77) (fig. 80) (fig. 89)
a Thickness of wearing surface _____ x x x x x x xb Thickness of flooring, deck, or depth x x x x x x x
of fill at crown.
Timber Steel
Rec- Chan-tang. Log I-beam nel Rail
c Distance, c-to-c, between T-beams, x x x x x -------- x x x x xstringers, or floor beams.
d Number of T-beams or stringers.___ x x x x _______ x x x _______ xe Depth of each T-beam or stringer__ x (b) x X -------- x X -------- X
f Width of each T-beam or stringer__ x ------ (e) (e) (e) .------ X x x u ------ xg Thickness of web of I-beams, WF- _______ ________ x x x __------ -------- x x u______ x
beams, channels, or rails.h Sag of cable____________________ _______ _______ _______ ________ ________ _______ ._______ _______ ________ ________ xi Number of each size of cable_____ _______ _______ _______ ________ ________ _______ _______ _______ ________ ________ - xj Thickness of arch ring___________ ________ - _______. - ________.- __-------- - ------ -------- ---_---- -- ---__------ x -k Rise of arch_____________________ -________ -_______.u _______. ____---_ -____--_. __ ------. -------_______ --__--- x1 Diameter of each size of cable____ ________ _______ ______ ________ _______ _______ ._______ _______ ________ _______ xm Depth of plate girder -. u____________ ________ ._______. .______.. ____-____ ____--___ -____.___ _ ..... _______ . x _n Width of flange plates --__________ ________ u-_______. -_______.- ________ - -_____-__ - -____-___. ___ ._______.. x . _______o Thickness of flange plates --________. ______--- _______-. -_______.- ________ -- _______-- _______-_---- ________ ________x -p Number of flange plates -__________. ________ --_______. ________ --________ - -_______-. ---_______ ._______-- _______ x - - _q Depth of flange angle____________ ________ ---- _______.- ________ -- ________ - -_______.- _______ _. x -... .... -------r Width of flange angle -____________ ________ _______ ________ - ____-- ____ _______---- ____--___ _____--..__ _______ x _s Thickness of flange angle_________ -________ _______ ________ --- ________ -- - ___-- ___ -- -____-___ x . ...... ________t Depth of web plate_______________ ________ _______ ________ -u________ - -- ____-___ --- _______- - _______- - _______. xu Thickness of web plate ---___________. _______ ___.___ _______ ________ __-____ _ _-------. ------ x . . . . . . u . ___...v Average thickness of flange u-_ -_______----- x - _ ------ -_ ________
Note. "x" indicates required dimension.
- Capacity is computed by the use of formulas and data in bridge manuals.
b Diameter.
e Width of flange.
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water level, horizontal clearance between sup-ports at ground or mean water level, special de-sign features such as ice breakers, for example,and critical dimensions needed for demolition andstrength calculations.
e. Bridge Structure. This includes a detaileddescription of the type and material of construc-tion to include wearing surface, deck or flooring,and supporting members. Also included are ca-pacity dimensions where applicable (table III),engine and machinery for swing, lift, bascule,and retractile bridges; supply, utility, or com-munication lines supported by the bridge; civilianload class (system of classification to be speci-fied); date of construction; and critical dimen-sions needed for demolition and strength calcu-lations.
f. Repair Information. This includes a descrip-tion of the nature of repair or the reinforcementrequired; an estimate of time, labor, and materialrequired; availability of construction materialnearby; and changes in essential bridge informa-tion to be expected as a result of the repairs orthe reinforcements.
g. Demolition Information. This includes adescription of the nature of the demolition pro-cedure planned for the bridge and the expectedeffect; a description of any prior preparationsalready completed; and an estimate of time,labor, and material required to complete thedemolition.
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_ Ai _ .u 1 I R
i~~~~~~~~~~~- E
i ~e
co
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I: I; I I
irb NOS á..5;- _ __~~~~~~~~~~~' _ M ,_
3~~~~~~~
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i FOOT
NONEFOOT
ASPMALTSURFACE
2 II; ROAOw^ ! ARNNINDALE
PICAL T R INGERSON 3 CENTERS
SPRIUOFIELD
PCROSS SOTINECROAS SECTION
® Back of form, used for sketching.Figure 11-Continued.
h. Alternate Crossing Sites. This includes ap-proaches; the type of crossing (whether it is aford, floating bridge, or other); and an estimateof the time, labor and materials needed to makethe alternate crossing.
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29. Use of the Standard Bridge Reconnaissance ReportForm
a. DA Form 1249 should be placed in the same
document or on the same map sheet as the bridgesymbol. Where the report form and bridge sym-bol are recorded in separate documents, eachmust be cross-referenced.
b. Figure 11 (O) illustrates the use of the re-porting form when the full bridge symbols areused (par. 25a).
c. Figure 11 ( illustrates the use of the re-porting form when the abbreviated symbols areused (par. 25b).
d. Additional bridge information may also beshown on the form by adding columns or remarksin the space provided.
e. Figure 11 ( shows the back of DA Form1249, which is designed for recording sketches(par. 26).
Section VIII. TUNNEL RECONNAISSANCE
30. General
a. A tunnel is an underground passagewaywhich is on an approximately horizontal plane, isopen at both ends, and provides for the passageof a trail, a road, a railroad, or a waterway orcombinations of these features.
b. The purpose of tunnel reconnaissance is todetermine the limiting features of a tunnel usedas a portion of a route. Tunnels are sometimes
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used for storage, maintenance assembly, or otherpurposes.
31. Requirements
Information to be obtained by tunnel recon-naissance is detailed. It includes the approaches,the identification of the tunnel by its map loca-tion, its name, the name of the terrain featureit cuts through, its location by highway nameand number or by railroad line, and other dis-tinguishing features. It includes also a descrip-tion of the tunnel by type of cross section of itsbores, the bore lining, the portals, the kind ofearth or rock through which it passes, its princi-pal and also its limiting dimensions, and theclearance. It finally includes a description of itsphysical condition, and repairs, if any, neededfor its effective use for whatever purpose isspecified in the reconnaissance order.
Section IX. TUNNEL RECONNAISSANCE REPORT
32. General
DA Form 1250 (fig. 12) Tunnel Reconnais-sance Report, is used to report tunnel informa-tion. The instructions for making the recon-naissance should indicate the amount of detailrequired so as to guide the reconnaissance party.Short forms of worksheets for field work may bedesigned and produced by the units making thereconnaissance.
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33. Use of DA Form 1250
Unless otherwise directed, information iscentered on the tunnel reconnaissance reportingform as follows:
TUNNEL IIeCO AiSSCI~ , T |1O 12T JUIL 60
5 ~ 125TM
ECE , $o L' e.e c
) -12 50 00 00015 1 _ T
Z o ToL5 L O.CC I 45 O) _ A
C.wI. m SV .Q e rjs Jo_,
TA2tT*s Mou4<L rr TLo .I, p. m to¡L. CO 0 .lEi M! ?_ t m0O Ct. <# C *t #t USl__" O'-¿.. ~ .. , . . ..uT 4o C*a o
R, (Sieee) Z'o
1. Front of form
Figure 12. Tunnel reconnaislance reort.ing form.
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io +# .N ..lRop4l PLy# K Ll "e Or I LI :00 .,o . NONE oouoo. NONE 'r- Ivo rm-.
-4 iZ _
-T-r
a. Identification (tems 1-11). Enter ll in11-
formation which establishes positive identifica-
tion of the tunnel by route numberL , route locaItion,
4 I EI E ... .. .. ........ 6lLiI ig AGO 556C.
a. Identific.ati (m 1 .Enterallin-
tion of the tunnel by route number, route location,
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map series and sheet number, grid reference,tunnel number, type of tunnel, and geographicreference name.
b. Dimensions (items 12-17). Enter overalltunnel dimensions as indicated in figure 13.Design characteristics and guides for measuringtunnel dimensions are given in appendix VII.This applies also to tunnels which branch off themain tunnel.
c. Specifications (items 18-21). Enter the typeof lining material, type of portal material, type ofventilation, and drainage means. Uñder item 21,also record any lighting facilities available; ifnone, so state.
d. Special Considerations (items 22-29). Enterhere whether the tunnel is chambered for demoli-tion, the date of completion of the tunnel, and itspresent condition. Enter also feasibility of by-passing; opportunities for alternate crossing; thegradient and passability of the approaches; in-tunnel restrictions; and any geological informa-tion pertinent to maintenance, improvement, orsafety.
e. Sketches (items 30-32). Draw a plan andprofile, a portal view, and a cross section of thebore.
(1) The plan includes geographic positioningof the tunnel, approach and departureroutes, and terrain features in the im-mediate area of the tunnel with em-phasis on special features which may
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affect alternate crossings. Tunnel aline-ment must be shown, including straightsections, angles, and curves. The pro-file shows the gradient to and from thetunnel, the gradient of the tunnel floor
¡ \PLAN
I I
PROFILE e
l3tandardimenionaldata
Figure 13. Standard dimensional data for tunnels.
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1. Portal-to-portal length of tunnel.la. Centerline distance of tunnel.2. Effective width of the roadway, curb-to-curb.3. Horizontal clearance, being the minimum width of
the tunnel bore measured at least four feet above theroadway.
4. Vertical clearance, being the distance between thetop of the roadway and the lower edge of the tunnelceiling or any obstruction below the ceiling, such astrolley wires or electric light wires.
4a. Rise of tunnel arch (radius of curved portion).5. Radius of curvature of the roadway either measured
or estimated.6. Gradient, being the percentage of rise of the roadway
between portals.6a. Change in gradient within the tunnel (percentage
of rise each way from break of grade).
Figure 13-Continued.
(designating any change in grade), andthe relation of the tunnel to the terrainthrough which it passes.
(2) The portal view shows the mouth of thetunnel, the material of which it is con-structed, and its position in relation tothe surrounding terrain. It furthershows a limited section of the approach-ing route.
(3) The cross section of the tunnel boreshows detailed information regardingthe allowable traffic width, the shape ofthe bore as it may affect load heightsand widths, and possible manmade ornatural obstructions.
f. Remarks (item 33). Include here any perti-nent information not covered above and attachphotograph, if available.
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Section X. FORD RECONNAISSANCE
34. General
A ford is a shallow place in a stream or otherbody of water where the physical characteristicsof the bottom and the approaches to the stream orother body of water permit the passage of per-sonnel and vehicles. These physical character-istics are discussed in paragraph 35.
35. Physical Characteristics
a. Trafficability. Fords are classified accordingto their crossing potential for foot, wheeled andtracked movement. Trafficability of fords areindicated for vehicles and foot troops in table IV.Fordable depths for vehicular traffic indicated intable IV can be increased by suitable water-proofing. For streams of high current velocity,the relationship of the position of the tank to thecurrent has a direct effect on the depth whichmay be forded. The length of time the tank isexposed to the current also has an appreciableeffect. Forty-eight inches is the design fordingdepth of modern U.S. tanks. Experience indi-cates that tanks can ford slightly greater depthsfor short distances without going out of action.
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X8a 3 N N _
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9~F V) fo ooG O 4.a
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-ea I I 4< I . 0 i i ¡; ' al
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b. Approaches. Approaches may be paved withconcrete or a bituminous surface material butare usually unimproved, consisting of sand andgravel. The composition and the slope of theapproaches to a ford should be carefully notedto permit a determination of its trafficability ininclement weather.
c. Stream Bottom. The composition of thestream bottom of a ford determines its pass-ability. It is important, therefore, to indicate ifit is composed of sand, griavel, silt, clay, rock,a combination of two or more of these, or othermaterial.
d. Ford Bottom. In some cases, the naturalriver bottom at a ford has been paved to im-prove its load-bearing capacity, and to reducethe depth of the water. Improved fords may havegravel or concrete floors, layers of sand bags,steel mats, or wooden planking.
e. Climatic Conditions. Seasonal floods, exces-sive dry seasons, freezing, and other extremeweather conditions materially affect the ford-ability of a stream. For this reason, the climaticeffect to which a ford may be subjected shouldbe recorded.
f. Current. The swiftness of the current andthe presence of debris are recorded in order todetermine their effect, if any, on the conditionand passability of the ford. The speed of the cur-rent is estimated as swift (more than 5 feet persecond), moderate. (3 to 5 feet per second), orslow (less than 3 feet per second).
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g. Dimensions. The standard dimensional dataused in describing fords are illustrated inr figure14.
36. Measurement of Stream Width
a. Using a Compass (1, fig. 15). From a pointon the near shore, close to the water's edge, theazimuth to a point near the water's edge oh theopposite side of the stream is determined andrecorded. Another point is established on thenear shore, close to the water's edge (either up-stream or downstream from the previouslymarked point), from which the azimuth to thepoint on the far shore is 45 ° at variance with thepreviously recorded azimuth. The distance be-tween the two points on the near shore is equalto the distance across the stream.
b. Using a Surveying Instrument (2, fig. 15).(1) Measuring angles. Using a transit or
alidade, the angle between two points aknown distance apart on the near shoreand a third point directly across theriver from one of these points is meas-ured. The distance across the stream iscomputed using the trigonometric rela-tion of the angle to the known side asdescribed in TM 5-232, Elements ofSurveying.
(2) Using stadia formula. A man is sentacross the stream with either a stadiarod or range pole. Using either atransit or a level, the intercept between
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the stadia hairs is determined and thedistance computed using the stadiaformula as described in TM 5-232.
(3) Using string. One man holds an enr ofthe string on the near shore or else theend of the string is otherwise secured.Another man or the same man if thestring is tied on the near shore, crossesto the opposite shore and pulls the stringtight. The appropriate length of stringis then measured. The measuring tape
N - NOML AELVEL- --
-LOW WATER
,- ----- _ .. ~//'-' " ' 'J=APPROACH ELEVATION
~--:- .- _'~'~"' .APPROACH DISTANCE5.SLOPE OF APPROACH (I,5,)
Figure 14. Standard dimensional data. or fords.
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1. The width of stream bed from bank to bank.2. The actual width of the water measured at normal
stage. In addition, maximum width 2a and mnimmrr-rwidth 2b are estimated, based on local observations orrecords of high water and low water, and then recorded.
3. The actual depth of the stream at normal water level.3a. Estimated macximumn water depth.based on local
observations or records.3b. Estimated minimum water depth based on local ob-
servations or records.4. The width of the approach. It is the effective width
of the travelled way of the roads leading to the ford.5. The slope of the approaches. It is the shape of the
stream banks through which the approach roads are cut.This is expressed as the ratio between elevation 5a anddistance 5b. For example, a slope of 1:1 means that theapproach road drops one foot for every foot of length.
Figure 14-Continued.
can be used directly instead of the stringif of sufficient length.
37. Determination of Stream Velocity
(3, fig. 15)
A distance is measured along the riverbank.A light object which will float is thrown into thestream and the time the object requires to floatthe measured distance is determined. The ve-locity of 'the stream in feet per second is com-puted using the following formula:Measured distance (ft)
Measured distancime (seft) = Stream velocity in f.p.s.Time (sec)
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FAR SHORE /
UPSTREAM DOWNSTREAM
NEAR SHOREA IS THE POINT ON THE NEAR SHOREB IS THE POINT ON THE FAR SHOREAB IS THE DISTANCE TO BE MEASUREDAZIMUTH OF LINE AB IS 3i5°AZIMUTH OF LINE CB IS 3600AZIMUTH OF LINE DB IS 270 °
DIFFERENCE BETWEEN AZIMUTH ASB AZIMUTH CB ' 450OIFFERENCE BETWEEN AZI MUTH ASB AZIMUTH DB- 45°
OISTANCE ALONG EITHER AO OR AC EQUALS DISTANCE ALONG AB
])fMEASURING STREAM WIDTH USING A COMPASS
THE ANGLE AT C IS MEASUREDABTAN C AC
AB TAN C X AC
OMEASURING STREAM WIDTH USING SURVEYING INSTRUMENT
DIRECTION OF CURRENT.
C A .B'
A BDISTANCE AB IS MEASUREDFLOATING OBJECT IS THROWN INTO STREAM AT CTIME REQUIRED FOR FLOATING OBJECT TO FLOAT DISTANCE A'B' IS DETERMINED
AB (FEET)V(FPS) TIME FLOÁT
A'B' (SIC)
()OETERMINING STREAM VELOCITY
Figure 15. Methods of measuring stream widthand velocity.
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Section XI. FORD RECONNAISSANCE REPORT
38. General
A report of each ford reconnaissance will bemade on DA Form 1251, (Ford ReconnaissanceReport) (fig. 16). Short forms or worksheetsfor rapid field work may be designed and pro-duced by the unit making the reconnaissance.
39. Use of DA Form 1251
Details to be entered on the Ford Reconnais-sance Report form follow:
a. Identification (items 1-10). Enter all datawhich will establish positive identification of theford as to route, map sheet, grid reference, fordnumber, geographic location, and name of streamor crossing.
b. Characteristics of Crossing (item 11).Record the width and depth of the crossing andthe velocity of the stream at present water leveland at low, mean, and high level. Also give date,season, or month(s) for each of these. Figure 14indicates the dimensions to be recorded at eachwater level.
c. Description (items 12-17). Record the com-position of the stream bottom, composition andslope ratio of approaches, type of pavement (ifany) of approaches and ford, usable width ofapproaches and ford, and any hazards, such asflash floods or quicksand, which would affect thetrafficability of the ford. Figure 14 illustrates themethod of computing slope ratio of approaches.
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d. Remarks (item 18). Enter here any otherpertinent data not recorded elsewhere on the re-port. This should include description of approachroads, guide markers, depth gages, availability
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of and distances to detours and alternate cross-ings, and any other information which may assistin the trafficability classification of the ford.
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e. Sketches (items 19 and 20). Draw sketcheson the ford, showing both a profile and a siteplan.
(1) The profile sketch indicates the waterlevel and the elevation of the streambottom and approaches.
(2) The site plan gives the alinement of theford and its approaches, with appro-priate dimensions. Terrain and othersite features in the immediate area ofboth banks should be shown. Also indi-cate the north arrow and the directionof flow of the stream.
f. Remarks (item 21). Attach appropriate
Figure 17. Typieal ford croesing.
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photographs to the Ford Reconnaissance Report,if available.
40. Photographs
Whenever a ford is reconnoitered, it should bephotographed, in support of the DA Form 1251.Photographs should show the banks, the ap-proaches, and the stream in one view. The photo-graph should be taken while a military vehicle iscrossing, to give an indication of water depth andthe location of the ford (fig. 17).
Section XI1. FERRY RECONNAISSANCE
41. General
A ferry site is a place or passage where trafficand cargo are conveyed across a river or otherwater obstacle by a floating vehicle which iscalled a ferry or ferryboat. Ferries encounteredin route reconnaissance may vary widely inphysical appearance and capacity, dependingupon the width, depth, and current of the streamor body of water, and the character of the trafficto be moved, Propulsion of ferries may be byoars, rope and pulleys, poles, or by steam, gaso-line, or diesel engines. They may also be pro-pelled by a cable stretched across the stream orbody of water, by hand, or by power-operatedwinches. Construction of ferryboats variesthrough wide limits. They may be made of woodor metal, and range from expedient rafts toocean-going vessels.
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42. Examples of Ferries
a. A trail ferry consists of a cable stretchedacross the stream and properly anchored on eachbank. The assembly includes necessary haulingand maneuvering lines. The raft or rafts to beferried are attached to the ferry cable, usuallyby a traveler, for ease and safety of movement.The method of construction and operation of atrail ferry is illustrated in figure 18.
TO DEADMEN
FERRY CABLE / \ TRAVELER
SNATCH BLOCK
MANEUVER LINES HAULING LINE3/4 - INCH ROPE I-INCH ROPE
CURRENT
CURRN~ / I I \ ~HAULING LINEATTACHED TO
MANEUVER LINESHATTACHED TO
¡ / ~ ~ TREADWAYSPACING -HOOKEYE
OUTBOARDMOTORS
Figure 18. Trail ferry.
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b. A flying ferry is a current-operated ferryheld in the stream by an anchor well upstreamfrom the crossing site; as the ferry moves shoreto shore it describes an arc of a circle, the centerof which is the anchor.
43. Requirements
a. The capacity of a ferryboat is given in tons,if civilian, and as a class number, if military, andas the total number of passengers and vehicles itcan safely transport. When more than one ferry-boat is employed for a given route, the capacityof each is given individually.
b. Ferry slips, or piers, are provided at land-ing places on the shore to permit easy loading ofpassengers, cargo, and vehicles. The slips mayvary from simple log or plank piers on woodenpiles or trestle bents to elaborate terminal build-ings, constructed of concrete or masonry and con-taining facilities such as ticket offices, waitingrooms, and cargo and freight-handling equipment.The distinguishing characteristic of a ferry slipis the floating pier which can be quickly adjustedto the height of the ferryboat deck above thestream surface. This permits prompt loading andunloading of the ferryboat. The load-carryingcapacity of the ferry slip determines the maxi-mum weight of individual loads that can be movedacross it and onto the ferryboat and should berecorded.
c. Approach roads to ferry slips have an im-portant bearing on the use of the ferry route.
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Therefore, the carrying capacity and condition ofthe approach roads must be determined andrecorded.
d. Determining of dimensions of certain limit-ing features of ferries are necessary for adequatereconnaissance.
(1) Width of the stream or body of waterfrom bank to bank at normal waterlevel, is determined and recorded. Incases where the ferryboat does not crossat the narrowest point, the distance inmiles traveled by the ferryboat fromthe ferry slip on one side to the ferryslip on the other side is determined andrecorded.
(2) Depth of the stream at estimated normalwater level at each ferry slip is deter-mined and recorded.
e. Climatic conditions, from season to season,have a marked effect on ferry operations. Fogand ice substantially reduce the total traffic-moving capacity and increase the hazard of theferry route. Therefore, data on tide fluctuations,freezing periods, floods, excessive dry spells, andtheir effects on ferry operation are determinedand recorded.
Section XIII. FERRY RECONNAISSANCE REPORT
44. General
For each ferry reconnoitered, DA Form 1252(Ferry Reconnaissance Report ) (fig. 19) is com-
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pleted. Short forms of worksheets for rapid fieldwork may be designed and produced by the unitmaking the reconnaissance.
45. Use of DA Form 1252
Details to be entered on DA Form 1252 follow:
a. Identification (items 1-11). Enter all in-formation which establishes positive identifica-tion of the ferry by route, map sheet, grid refer-ence, ferry number, class, geographic location,and the name of the stream or body of waterthe ferry crosses.
b. Limiting Features (item 12). Enter anylimiting features which would affect ferry opera-tions, such as condition of vessels, terminals,floods, low water, freezing and tides. Also giveseasons and dates for any such limiting climaticconditions.
c. Description (items 13-15). Record thedepth of the stream or body of water at low,mean, and high water levels; the crossing time;and the length of the course.
d. Vessel Features (item 16). Record the per-tinent design features of the vessel (s) used. Thisinformation includes the number and constructiontype of units, the method and power of propul-sion, length, beam, draft, gross and net tonnage,and capacity.
e. Terminal Features (item 17). Designate thegeographic direction of the banks by circling theappropriate letters (NESWN). Enter the name,the dimensi'ons of the slips, and specific docking
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facilities. For highway approaches, note the typeof surface, the number of lanes leading into theslip, and the class. Enter any additional perti-nent information in item 18. For railroad ap-
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1. Front of form
Figure 19. Ferry reconnaisance reporting for m.
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proaches, give the number of tracks approachingthe slip and the number of sidings. Facilities fortransferring freight and detailed information, in
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exceptional cases where railroad cars are loadeddirectly on the ferry, should be given in item 18.
f. Remarks (item 18). Use this space to am-plify details given in paragraphs above. Noteobstructions, navigational aids, availability ofand distances to alternate crossings, and anyother pertinent data not recorded elsewhere.
g. Sketches (items 19 and 20). Draw a sketchshowing the route alinement plan and twosketches showing terminal views on both sidesof the crossing.
(1) The route alinement plan indicates the-geographical course of the ferry, ter-minals and approaches to the slips. Par-ticular care is taken in recording ob-structions. Navigational aids such asbuoys and lights are shown. The posi-tion of the highway or rail approaches,including surrounding terrain features,should be included in this sketch.
(2) Two separate sketches are made show-ing each terminal. These sketches showthe geographical position of each bankand include details of the slips, ramps,and bumper piles.
h. Remarks (item 21). In addition to photo-graphs of vessels mentioned in item 16 of thisform, photographs which illustrate other detailsgiven in the report should be attached.
46. Photographs
Photographs should be taken of all ferries
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reconnoitered in support of DA Form 1252.These photographs should include the ferry site,the ferry slips, the ferryboats, and the approachroads. If the ferryboats are not self-propelled,the photographs should include auxiliary equip-ment such as cables, towers, and winches. Ifphotographic equipment is not available, sketchesshowing the same items are adequate.
Section XIV. RECOlNNAISSANCE FOR ADDITIONALFACTORS
47. Crossings on Ice
a. Conditions Governing Crossing on Ice.Crossing a stream on ice depends on weatherconditions and intensity of enemy operation. Sud-den rises in temperature may weaken the ice.Artillery fire or bombing may break the ice.However, under favorable conditions, crossingstreams on ice is practicable, and can be success-ful for large bodies of troops and for heavyequipment.
b. Load-Bearing Capacity of Ice. The strengthof ice varies with the structure of the ice; thepurity of the water from which it is formed; thecycle of formation, or freezing, thawing, andrefreezing; temperature; snow cover; and watercurrents. Clear, newly frozen ice is stronger thanold, porous ice. Ice coatings are stronger whenthe ice is in intimate contact with the waterunderneath. Warm weather quickly reduces thecarrying capacity of an ice layer, even thoughthickness remains the same, since the ice becomes
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porous in warm weather. The load-bearing ca-pacity of ice is not definitely determined, butexperience and tests provide reliable capacityfigures for ice of good quality. Load-bearingcapacity figures for ice of varying thickness aregiven in table V. Methods of reinforcing andmaintaining ice for crossing purposes are dis-cussed in TM 5-260.
Table V. Estimated Load-Bearing Capacity of Ice Layersin Direct Contact With Water Beneath
Minimumintervalbetween
Minimum tracks,orLoad thickness distance
of ice (in.) betweenelements
(ft.)
Single rifleman on skis or snowshoes__ 1% 16Infantry columns, single horses, motor- 4 33
cycles, unloaded sleds.Single light artillery piece; '/4-ton 6 49
truck 4 x 4.Light artillery, passenger cars, total 8 65
load of 3 tons.2%-ton trucks, light loads________--- 10 82Closed columns of all arms except 12 98
armored force and heavy artillery.Armored scout cars, light tanks___-__ 14 11520-ton vehicles _____…___.__________ 16 131
48. Causeways, Snowsheds, and Galleries
Causeways, snowsheds, and galleries are notusually encountered as often in route reconnais-sance as are other crossing means discussed in
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this chapter. When such structures constitute anobstruction to the movement of traffic along theroute, a reconnaissance report is made. Data re-quired for such a report is limited to clearancesand load-carrying capacity. Where possible, theinformation is supported by photographs or asketch of each structure. Sufficient descriptive in-formation is also included in the reconnaissancereport to permit an evaluation of the structuresin respect to their strengthening or removal.
a. A causeway is a raised way across wet or un-stable ground. When a causeway is consideredan obstruction or an approach, reconnaissance isreported as outlined above.
b. A snowshed is a shelter which protectssomething from snow, such as a long structureover an exposed part of a road or railroad. Areconnaissance report, when required, is com-pleted as detailed above.
c. A gallery is any sunken or cut passagewaycovered overhead as well as at the sides. A gal-lery may, in some cases, constitute an obstructionto the movement of traffic along the route; and,if so, a reconnaissance report should be made asspecified above. However, in a combat area, a gal-lery may become important not because it is anobstruction, but for the additional protection itmay afford.
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CHAPTER 3
CLASSIFICATION
Section I. GENERAL
49. Routes, Roads, and Bridges
The classification of routes, roads, and bridgesis discussed in this chapter. References to appen-dixes and other manuals are made where appro-priate.
50. Vehicles
The classification of standard vehicles of theNATO armed forces is also discussed in this chap-ter.
Section II. ROUTE CLASSIFICATION
51. General
a. The classification of a route is designed toassist staff officers in evaluating road networksand planning a normal road movement. It isusually carried out by the appropriate engineerstaff who will make certain that the informationneeded is provided on road classification reports.
b. Route classification is the responsibility ofthe appropriate engineer officer of a command.
c. It should be clearly understood that the basicroute classification principles are established foruse under favorable lighting conditions. Condi-
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tions of blackout restrict the usage of roads ingeneral and create special requirements for light-ing road signs (par. 97) and also for lighting ve-hicles, both singly and in column movement (par.101).
52. Basis of Route Classification
Routes are classified according to the factorsof width, type, and military load classification,including load-bearing capacity as described inappendix II, and obstructions, if any, as explainedbelow:
a. Width. The width of the route refers to thewidth of the narrowest road making up the routeand is expressed in meters (m) or feet (ft).
b. Type. The type of route is categorized ac-cording to the least desirable type of road makingup the route. The types of surfacing indicatedunder (1) below (type X) are considered hardsurface and the other types (Y ahid Z) are con-sidered loose or light surface. The type of road(X, Y, and Z) is based on the materials used. Thetheater commander may desire to shift materialsfrom one category to another to reflect the gen-eral road situation in the theater. For example, ifthe best roads in a theater are crushed rock orwaterbound macadam, they could be classed astype X, instead of class Y as in (2) below. Thelower classes would therefore move up to typesY and Z.
(1) Type X-All-weather road. An all-weather road is any road which, with
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reasonable maintenance, is passablethroughout the year to a volume of trafficnever appreciably less than its maximumdry-weather capacity. This category ofroad has a waterproof surface which isonly slightly affected by rain, frost, thaw,or heat. At no time is it closed to trafficby weather effects other than snow orflood blockage. The following are ex-amples of types of road which will nor-mally fall in this category:
(a) Concrete(b) Bituminous surface On strong(c) Brick or stone pavement f oundations
(2) Type Y-Limited all-weather road. Alimited all-weather road is any roadwhich with reasonable maintenance canbe kept open in all weather, but some-times only to a volume of traffic whichis considerably less than its maximumcapacity. This type of road does notusually have a waterproof surface. Itis considerably affected by rain, frost,thaw, or heat. Traffic is completelyhalted for periods of a day or so at atime. Heavy use during adverse weatherconditions may lead to complete collapseof the road. The following are examplesof types of road which will normally fallinto this category:
(a) Crushed rock or waterbound macadam.(b) Gravel or lightly metalled surface.
(3) Type Z-Fair-weather road. A fair-
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weather road is any road which quicklybecomes impassable in bad weather andcannot be kept open by maintenanceshort of reconstruction or re-alinement.This category of road is so seriouslyaffected by rain, frost, thaw, or heat thattraffic is brought to a complete halt forlong periods. Examples of types of roadsin this category are-
(a) Natural or stabilized soil.(b) Sand-clay.(c) Shell.(d) Cinder.(e) Disintegrated granite.
c. Military Load Classification. The militaryload classification of the route is considered to bethe maximum class of vehicle which can use theroute in a convoy. This usually corresponds to theclassification of the weakest bridge on the route.
d. Obstructions. Obstructions are factors whichlimit the traffic capacity of a road.
53. Route Classification Formula
The route classification formula is developedfrom symbols expressed in the order of width,type, and military load classification. The useof the formula is illustrated in figure 1 and bythe following examples:
a. 20 ft Y 50. This describes a route with aminimum width of 20 feet, limited all-weathertype, and a military load classification of Class 50.
b. 10.5m X 70. This describes a route with a
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minimum width of 10.5 meters, all-weather type,and a military load classification of Class 70.
c. 20 ft Y 50 (Ob). This describes a route witha minimum width of 20 feet, limited all-weathertype, and a military load classification of Class50. In addition, (Ob) at the end of the aboveformula indicates an obstruction or obstructionsalong the route. The effect of a single obstructionon a long route or temporary obstruction on aroute should not be the limiting factor for classi-fying the route but should be noted in the formula,as above. In addition, the obstruction or obstruc-tions should be described completely in an accom-panying report or on an overlay.
d. 20 ft Y 50 (T). "(T)" at the end of thisformula represents snow blockage where it isregular, recurrent, and serious along a route. Theeffects of snow blockage on military traffic dependsentirely on the snow clearance capability available.This depends on various factors such as avail-ability of machines and labor and the severity ofthe season.
e. 20 ft Y 50 (W). "(W)" at the end of thisformula represents flooding where it is regular,recurrent, and serious along a route. The effect offlooding which may affect traffic capacity of routesis not taken into account when classifying a route,but is reported as above.
54. Relation of Route Classification to Vehicle and BridgeClassification
Route classification utilizes the vehicle class
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numbers and the bridge class numbers to deter-mine the safe load-carrying capacity of a routeand its branches. The vehicle classification systemrepresents, by a whole number, the effect a vehiclewill have on a bridge when crossing it. This effectdepends upon the gross weight of the vehicle andits weight distribution to the axles or tracks, theout-to-out distance of tires or tracks, tire size,and tire pressure. The bridge classification sys-tem represents, by a whole number, the safe load-carrying capacity of a bridge under normal cross-ing conditions. The load-carrying capacity of aroute is expressed by the classification number ofthe highest class vehicle that can use the routein convoy, taking into consideration the classifica-tion of the weakest bridge on the route.
55. Route Numbering
a. One route number is used to designate eachaxial route and each lateral route throughout theirentire lengths.
b. Axial routes are given odd numbers.
c. Lateral routes are given even numbers.
d. Responsibility for allotting blocks of routenumbers to army groups and other units operat-ing in any theater rests with the theater com-mander.
Section III. ROAD CLASSIFICATION
56. General
Road classification is based upon a considera-
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tion of road characteristics, obstructions, snowblockage and floodings, limited bridge informa-tion, civil or military road designation, and vegeta-tion cover alongside the road. The classificationof a road is expressed by a basic formula (par.57).
57. Road Classification Formula
a. Expression of Formula. The road classifica-tion is expressed by a basic formula, extensivelyutilizing symbol systems. The characteristics ofthe road will be expressed in accordance with pre-scribed definitions and symbols in the followingorder: limiting factors, width, and constructionmaterial (length in addition, if desired).
(1) Limiting factors. The formula will beprefixed by the symbol "A" if there areno limiting factors, and by the symbol"B" if there are one or more limitingfactors. If a limiting factor is unknown,it will be expressed by a question markinclosed in parentheses, as (?). Onmaps or overlays the terminal pointsdefining the road sector will be indicatedby the symbol "V" (fig. 1). A listing oflimiting factors, criteria for determin-ing them, and the symbols for theirpresentation in the formula are givenin table VI:
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Table VI. Criteria for Determination of Limiting Factors
Limiting factor Criteria Symbol
Sharp curves___- Sharp curves with radius less cthan 100 feet (30 meters)cause some slowing of convoytraffic and will in addition bereported as obstructions.
Steep gradients__ Steep gradients, 7% or steeper, gcause some slowing of convoytraffic. Gradients steeper than7%. and excessive changes ingradients will also be reportedas obstructions.
Poor drainage___ Inadequate ditches, crown/cam- dber, or culverts; culverts andditches blocked or otherwisein poor condition.
Weak foundation Unstable, loose or easily dis- fplaced material.
Rough surface___ Bumpy, rutted or potholed to an sextent likely to reduce convoyspeeds.
Excessive camber Falling away so sharply. as to i
or supereleva- cause heavy vehicles to skid ortion. drag toward the road side.
(2) Width. The width of the road (traveledway) is expressed in feet or meters fol-lowed by a "slash" and the width of thetraveled way and the shoulders combined,as 1Y16 ft. The condition of theshoulders should be given in a separatewritten note giving the surface of theshoulders (grass, metaling, etc.) condi-
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tion, width, vegetation, and critical sideslopes.
(3) Road construction materials. Road con-struction materials are also expressed bya symbol system. Symbols to be usedfor this purpose are listed in table VII.Table VII also relates the various roadmaterials to the X, Y, Z classificationsystem (par. 52) used in route classifica-tion.
(4) Length. The length of the road may beshown, if desired, in parentheses at theend of the road classification formula.This value is expressed in miles (mi)or in kilometers (km).
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(5) Obstructions. Existence of obstructionsalong a road is expressed by placing thesymbol "(Ob)" at the end of the formula.Details of obstructions affecting thetraffic capacity of a road are not shownin the formula, but are shown by appro-priate symbols on maps or overlays.Obstructions to be reported include-
(a) Overhead obstructions having less than14 feet (4.25 meters) overhead clear-ance such as tunnels, bridges, over-head wires and overhanging buildings.In areas where the standard overheadclearance is other than 14 feet (4.25meters), the standard figure will bespecified. A special reconnaissancewill be required for loads which willnot clear the overhead obstructions.
(b) Reductions in road widths which limitthe traffic capacity of a road, such ascraters, narrow bridges, archways, andbuildings projecting into the roadway.Critical road widths will be specifiedby the commander concerned.
(c) Gradients of 7 percent or steeper andexcessive changes in gradients.
(d) Curves (radius less than 100 feet or30 meters) which probably cannot benegotiated by heavy vehicles withtrailers.
(e) Fords, indicating crossing width,depth, and nature of bottom.
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(f) Ferries, indicating crossing width andcapacity.
(g) The effects of snow blockage and flood-ing are to be considered in the classi-fication of roads. Where snow block-age is regular recurrent, and serious,the road classification formula will befollowed by "(T)". Where flooding ofa road is regular and sufficiently seri-ous to impede traffic flow, the roadclassification formula will be followedby "(W)."
b. Examples of Road Classification Formula.Correct usage and proper order of presentationof information are illustrated by the followingexamples of the road classification formula:
(1) A 5.0/6.2 m k. This formula describesa concrete surface road with a traveledway 5.0 meters wide and a combinedwidth of traveled way and shoulders of6.2 meters. This road has no limitingfactors.
(2) Bgs 14/i6 ft. 1 (Ob). This formula de-scribes a gravel or lightly metalled sur-face road with a traveled way 14 feetwide and a combined width of traveledway and shoulders of 16 feet. This roadhas steep gradients, a rough surface,and obstructions.
(3) Bc (f ?) 3.2/4.8 m p (4.3 km) (T). Thisformula describes a paving brick orstone surface road with a traveled way3.2 meters wide and a combined width
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of traveled way and shoulders of 4.8meters. This road has sharp curves andthe foundation is unknown. It is 4.3kilometers long and is subject to snowblockage.
c. Limited Bridge Information. Bridge infor-mation will not be included in the formula forroad classification. Instead, this information willbe expressed by means of appropriate symbols ona map or an overlay (par. 25).
Section IV. BRIDGE CLASSIFICATION
58. General
a. Bridge classification is the military methodof evaluating bridges by their safe load-carryingcapacity under normal crossing conditions. Fornormal military convoy movements within theUnited States and its possessions it is not neces-sary to establish bridge classes because the ap-proval of the appropriate státe highway depart-ment must be obtained prior to the movement ofvehicles which exceed the legal load limit. In astate of emergency, bridge classes are establishedby the engineer of the command intending to usethe bridge.
b. Standard equipment bridges, intended forvehicular use, are classified by the Chief of Engi-neers. Classes of standard equipment bridges fornormal, caution, and risk crossings are given inTM 5-260. A bridge designed in the field is classi-fied by the engineer unit which designed it. Exist-ing domestic bridges, foreign civilian bridges, and
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foreign military bridges are classified by the en-gineer unit supporting the units using the bridges.
59. Class Number
The bridge class number is only a number andnot a weight that the bridge will carry. It is de-termined by calculation or load testing, so as toinsure safe passage of the desired vehicle acrossthe bridge. For example, the bridge is evaluatedby successive approximations either by testing orby calculations to determine what hypotheticalvehicle, either wheeled or tracked, can cross thebridge. Such load tests or calculations may in-dicate a classification which falls in between theclassification of two standard hypothetical ve-hieles. The bridge is usually given a classificationnumber corresponding to the lower of these twostandard classes. Military equipment bridges mayrequire an interpolated classification number.Methods of determining a temporary classificationnumber are given in TM 5-260.
60. Special Class NumbersA special class number is a number which rep-
resents the load-carrying capacity of a bridgeunder special crossing conditions. Under excep-tional operating conditions in the field, the theatercommander or local civil authorities, in areas undertheir control, may authorize vehicles to crossbridges when the bridge classification number isless than the vehicle classification number. Specialclass numbers may be for either caution or riskcrossings.
a. A caution crossing number is the number
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obtained by multiplying the normal single lanecrossing class number of either a single lane ormultilane nonstandard bridge by 1.25. Standardequipment bridge caution class numbers may befound in TM 5-260 or other applicable manuals.
b. A risk class number is a number which per-tains only to standard prefabricated fixed or float-ing bridges and is obtained from TM 5-260.
61. Safety Factor
a. Bridges are classified so as to withstand anunlimited number of crossings by the rated classof vehicles. Civil ratings for bridges usually con-tain large safety factors. This safety margin maybe reduced for military traffic to the extent ap-proved by the country in which the bridge is lo-cated.
b. Impact allowances must be taken into accountwhen considering the passage of hypotheticalvehicles across a bridge. These allowances shouldconform with the civil practice of the country inwhich the bridge is located.
62. Bridge Width
a. One-Way Traffic.(1) The minimum clear roadway widths be-
tween curbs are given in table VIII.(2) If the width values of a bridge are less
than those given in table VIII, it doesnot mean that the classification of thebridge will be lowered. Instead, thebridge width will be appropriatelymarked and posted (fig. 36).
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b. Two-Way Traffic.(1) Bridges wide enough for two-way traffic
will be rated both for one-way traffic ofthe maximum rating located anywhereon the bridge deck, and not more thantwo lanes of traffic, each occupied at thesame time with vehicles of a class equalto the maximum lane load the bridgecan accept.
(2) In certain cases, such as damaged bridgesor bridges which have been strengthenedto take extra loads such as tramways,it may be desirable to classify the bridgeon the basis of one-way traffic of themaximum rating, travelling in a re-
Damaged bridgesrequire special markings
BR¡DGEMM; JCaution sgn placed mle
from ends of bridge
Figure 20. Example of damaged bridge.
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stricted lane and appropriately marked(fig. 20).
(3) The minimum clear roadway widths be-tween curbs to qualify for two-wayclassifications are given in table VIII.
Table VIII. Minimum Widths of Bridges Used in BridgeClass Computations
Bridge Minimum widths between curbsclassrange One-lane Two-lane
4-12 9 ft (2.75 meters) 18 ft (5.50 meters)13-30 11 ft (3.35 meters) 18 ft (5.50 meters)31-60 13 ft 2 in (4.00 24 ft (7.30 meters)
meters)61- 14 ft 9 in (4.50 27 ft (8.20 meters)
meters )
63. Bridge Clearance and Vehicle Spacing
a. Horizontal Clearance. A minimum clear dis-tance of 10 inches (25 cm) is required betweenthe inside of the curb and the inside of the bridgestructure, at-a height of 12 inches (30 cm) abovethe bridge surface and higher.
b. Vertical Clearance. The minimum desirableheadroom for bridges is as follows:
(1) Through Class 70-14 feet (4.25 m).(2) Above Class 70-15 feet, 6 inches
(4.70 m).A bridge with less than the vertical clearance in-dicated in (1) and (2) above will not-have its
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load class reduced. Instead, it will be appropri-ately marked with a sign giving the restrictingheight (fig. 36) and also with a telltale (fig. 37).
c. Spacing of Vehicles. Bridges will be ratedfor vehicles of the appropriate class in convoyswith 100 feet (30.5 m) between ground contactpoints of the vehicles.
64. Short Bridges and Foreign Bridges
a. Bridges with spans of less than 25 feet(7.6 m) require special attention during classifi-cation if the computed class, due to shear, is higherthan the computed class due to bending moment(TM 5-260).
b. Foreign civilian and foreign military bridgesrequire classification in accordance with the pro-cedures given in TM 5-260.
65. Masonry or Brick Arches
Masonry or brick arches should be checked formaximum single-axle load (app. VI) on shortarches with span lengths up to 30 feet (9.1 m),since the class determined by the single-axle loadwill usually be less than the class determined forthe tracked vehicle.
66. Dual Bridge Classifications
a. Short-span bridges or certain other bridges,regardless of span, may accept wheeled vehiclesof a higher class than that of the tracked vehicles.For example-
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(1) A short-span bridge may be able to sup-port Class 80 axle loads, but cannot taketracked loads above Class 60.
(2) A bridge of any span length, because ofthe capacity of its decking, may be ableto carry Class 80 axle loads, but cannottake tracked loads above Class 60.
(3) Such bridges will be marked so as toindicate that they can carry wheeledvehicles up to Class 80 but that theycannot take tracked vehicles above Class60 (fig. 35).
b. TM 5-260 shows the differences in bendingmoment caused by wheeled and tracked vehicleson spans of various lengths. The dual classifica-tion figures for such bridges are indicated.
c. Dual classifications will not apply to bridgesof Class 50 and below. Such bridges must be capa-ble of taking either the tracked or the wheeledvehicles of the rated class.
d. Bridges of classes above 50 may be markedwith a single sign. They must, in this case, acceptboth wheeled and tracked vehicles of the ratedclass.
67. Classification of Rafts and Their Landing Stages
Classifications for rafts and their landing stageswill be determined on the same basis as forbridges.
68. Traffic Control Over Bridges and Other Crossing Means
Traffic control over bridges and other crossing
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means is needed to prevent failure of bridges andferries and the.blocking of tunnels, fords, cause-ways, snowsheds, and galleries.
a. Engineer responsibility for traffic control overbridges and other crossing means is limited tothe supply and posting of appropriate markingsafter the completion of the necessary reconnais-ance and the resulting evaluation.
b. Provost marshal responsibility for trafficcontrol over bridges and other crossing meansincludes the following:
(1) Establishment of traffic control policies.(2) Performance of traffic control reconnais-
sance.(3) Establishment of traffic control posts.(4) Operation of traffic control posts.(5) Enforcement of traffic regulations.(6) Local rerouting in emergencies.
c. Military police responsibility for traffic con-trol over bridges and other crossing means in-cludes the following:
(1) Enforcing traffic regulations.(2) Enforcing speed regulations.(3) Enforcing vehicle interval limits.(4) Enforcing crossing limitations such as
weight of vehicles, lanes to be used, pri-ority on crossing single-lane bridges,priority on crossing two-lane bridgeswhen a single lane crossing is requiredby vehicle weight.
(5) Supervising special crossings.
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69. Types of Crossings
There are two types of crossings: normal andspecial.
a. Normal Crossings. Normal crossings may bemade whenever the vehicle class number is equalto or less than the bridge class number. Onlynormal convoy discipline must be imposed on thevehicles making a normal crossing, that is, aminimum spacing of 30 yards (27.4 m) and amaximum speed of 25 miles per hour (fig. 21).There are two types of normal crossings, normalcne-way and normal two-way.
(1) Normal one-way. This type of crossingis possible when the vehicle class numberis equal to or less than the numberposted on a single-lane bridge or the one-way class number of a two-lane bridge.If a one-way crossing is made on a two-lane bridge the vehicle should be drivendown the middle of the roadway.
(2) Normal tiwo-way. This type of crossingis possible when the vehicle class numberis equal to or less than the two-way classnumber of a multilane bridge. Two-waytraffic may be maintained with this typeof crossing.
b. Special Crossings. Special crossings areclassified as caution crossings and risk crossings.A special crossing may be authorized under excep-tional operating conditions in the field by thetheater commander or local civil authorities to
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Vehicles may cross when their classificationis equal to or less than the bridge
classification
jili
Greater than 30 yards /
Figure 21. Example of a normal crossing.
permit a vehicle to cross a bridge or other crossingmeans whose class number is less than that of thevehicle.
(1) A caution crossing is a bridge crossingwhere vehicles with a classification upto 25 percent above the posted bridgeloadings are allowed to proceed cau-tiously across the span (fig. 22). A cau-tion class number is the number obtainedby multiplying the normal crossing classnumber of either a single lane or multi-lane nonstandard bridge by 1.25. Forstandard prefabricated bridges, the vehi-cle class number must not exceed the pub-blished caution bridge class number.Caution crossings apply to single lane
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bridges and to multilane bridges whenthe vehicle remains on the centerline ofthe bridge, maintains a 50-yard (45.7m) distance from the vehicle in front,does not exceed a speed limit of 8 milesper hour, does not stop, is not acceler-ated, and does not have its gears shiftedon the bridge or other similar crossingmeans.
(2) A risk crossing may be made only on pre-fabricated fixed and floating bridges (fig.23). Risk crossings may be made only inthe gravest emergencies where excessivelosses will otherwise result and where thevehicle remains on the centerline of thebridge; does not exceed a speed limit of3 miles per hour; is the only vehicle onthe span; does not stop; is not acceler-ated; and does not have its gears shifted.Tanks, on risk crossings, must be steeredby using their clutches only. Risk cross-ings, under these conditions, are per-mitted only if the vehicle class numberdoes not exceed the published risk class.
c. Examples of Special Crossings.(1) A tracked vehicle with classification 73
approaches a bridge which has a trackedvehicle classification of 60. The vehiclemay be allowed to cross, using the bridgeas a single lane bridge, being centered onthe two lanes.
(2) A tracked vehicle with classification 73approaches an aluminum deck-balk fixed
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Caution Crossing 25% overload allowed fornon-standard military bridges. For standard military bridgesrefer to bridge manuals.1. 50 yd interval2. Stay on center line3.8 Mph max. speed4.No stopping, /j -;accelerating,or shifting 25 5 d
ti t
· ·
Figure 22. Example of a caution crossing.
Risk crossingsFor grave emergencies on standard militarybridges only.For allowable load refer to bridge manualrestrictions.1. One vehicle at a time2. 3 MPH 453. No acceleration, stopping 50 45
or shifting / I4. Stay on center line5. inspection after each crossing
-i/ .
Figure 23. Example of a risk crossing.
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bridge. The overall span of the bridge is30 feet (9.1 m). The normal crossingclassification is 60. The caution crossingclassification is 75. Therefore, the vehicleis allowed to cross; but it must remain onthe centerline of the bridge, must notexceed a speed limit of 8 miles per hour,must not be stopped or accelerated, andmust not have its gears shifted while onthe bridge.
(3) A tracked vehicle with classification 73approaches a 70-foot span panel bridge,Bailey type, M2 with 150-inch roadway.The risk crossing classification of thisbridge is 75. The vehicle may be allowedto cross this bridge in a grave emergencyif the vehicle remains on the centerlineof the bridge, does not exceed a speed of3 miles per hour, is the only vehicle onthe span, is not stopped or accelerated,does not have its gears shifted while onthe bridge, and is steered by the use ofits clutches.
Section V. VEHICLE CLASSIFICATION
70. General
a. The basis of the vehicle classification systemis the effect a vehicle has on a bridge while cross-ing the bridge. The effect is the result of a combi-nation of factors which includes the gross weightof the vehicle, the distribution of this weight, theout-to-out distance of tires or tracks, tire size andpressure, the speed at which the vehicle crosses the
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bridge, and the resulting impact on the bridge.The excessive loads common to military vehicles,such as heavy artillery, tanks, and heavy engineerequipment, make vehicle classification an ex-tremely important factor in determining the suit-ability of a given route. These critical loads areapplicable not only to individual wheeled vehicles,but involve also consideration of track-layingvehicles, towed vehicles, and vehicles being movedby transporter. In order to compute the totalclassification of some of these combinations, eachseparate vehicle must be evaluated.
b. Standard military vehicles are classified bythe Chief of Engineers. A list of standard vehi-cles, their weights, and classifications are given inappendix IX. Nonstandard vehicles, which includeenemy vehicles and other nonstandard vehiclesobtained in the field, are classified by the engineerof the nearest division or higher headquarters.Temporary classification, in an emergency, may bemade by the using unit by comparing the axleloads, gross weight, and dimensions of the un-classified vehicle with'those of a similar classifiedvehicle. The temporary classification thus derivedmay be used; however, the using unit notifies theengineer of the nearest division or higher head-quarters as soon as possible so as to have the tem-porary classification verified.
71. Data Required for Vehicle Classification
a. The single vehicle dimensional data requiredfor vehicle classification are shown in figure 240for both wheeled and tracked vehicles.
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:' : --4
A--Out-to-out track or tire width (inches)B-In-to-in track or tire width (inches)C--Distance from front axle to first rear axle or track
(inches)D- Ground contact of track or distance between rear
axles (inches)E-Overall width (inches)F-Net weight (tons)G-Gross weight:
1 Cross-country2 On-highway
H-Axle loads:1 Empty2 Cross-country3 On-highway
I-Tire sizeJ- Tire pressureK- Dimension from rear tire to towing pintle or lunetteL-Track width and track loadM-Pay loads:
1 Cross-country2 On-highway
N-Overall height
Figure 24. Dimensional data required for vehicleclassification.
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A--Out-to-out tire width of trailer (inches)B-In-to-in tire width of trailer (inches)C- Distance from rear axle of towing vehicle to first
axle of trailer (inches)D- Distance from first to second axle of trailer (inches)E- Distance from second to third axle of trailer (inches)F- Overall width of trailer (inches)G- Gross weight of trailer (tons)H-Net weight (tons)I-Axle loads:
1 Empty2 Cross-country3 On-highway
J-All spacing between tiresK-Tire sizesL- Tire pressureM- Trailer load distribution to tractorN-Pay load:
1 Cross-country2 On-highway
O-Dimensions from nearest tire to lunetteP- Distance between front axle and first rear axle of
towing vehicleQ-Distance between dual axles of towing vehicle
Figure 24-Continued.
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(1) Vehicles are to be classified for empty,cross-country, and on-highway loadingwhen possible.
(2) Other data required for vehicle classifica-tion is as follows:
(a) Total loads, axle loads, track loads,fifth-wheel loads, pintle and lunetteloads for empty, cross-country and on-highway loadings.
(b) Tire size, number of tires per axle, tirepressure, and maximum load on onetire.
(c) Distance from nearest axle to lunetteor pintle.
b. The trailer dimensional data required forvehicle classification are indicated in figure 242.Only wheeled trailers are shown. For other datarequired for trailer classification see a(1) above.
72. Classification Numbers
a. Classification numbers assigned to vehicles,are whole numbers ranging from 4 through 150.These classification numbers have been developedfrom studies of hypothetical vehicles having char-acteristics approximately the same as those ofactual United States and NATO nations militaryvehicles. The classification number indicates arelationship between the load-carrying capacity ofa bridge and the effect produced upon a bridge bya vehicle (fig. 25). The effect of a vehicle upon abridge depends on the gross weight of the vehicle,the weight distribution to the axles, and the speedat which the vehicle crosses the bridge. It is
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emphasized that the classification number is onlya number and not a weight. If the vehicle classi-fication number is less than or equal to the classifi-cation number of the bridge or raft and its landingstage, the vehicle can cross the bridge or be em-barked on the raft. Otherwise, the vehicle will notbe able to cross. Under exceptional operationalconditions, this restriction may be lifted by specificauthority of the theater commander in the opera-tional zone, or on that of civil authorities in areasunder their control. Failure to properly considerbridge-carrying capacities can invite disaster (fig.26).
b. Narrow vehicles have an outside-to-outsidetire width, or track width, narrower than that ofthe hypothetical vehicles of the classes whichwould. otherwise apply, are given a higher vehicle
Effect of vehicle on bridgedepends on:
1. Gross weight of vehicle2. Weight distribution to axles3. Speed at which vehicle crosses bridge
21 ton vehicle
n 1/ ton 4% ton
Figure 25. Effect of vehicle on bridge.
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Failure to considerbridge carrying capacitymeans disaster
Figure 26. Example of bridge failure.
classification, and the opposite for wider outside-to-outside tire or track widths.
c. Unloaded vehicles are sometimes given tem-porary classification numbers. Unloaded combina-tion vehicles, where the payload is a substantialamount of the vehicle weight, may also be givena temporary classification number.
d. Each single vehicle or combination of vehi-cles should have a classification for empty, cross-country, and on-highway loading.
73. Vehicles Which Are Classified
a. Standard military vehicles include all itemsof equipment which habitually move on land andwhich are mounted on wheels, tracks, or combina-
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tions of wheels and tracks. Therefore, militaryvehicles are further described as wheeled ortracked. For classification purposes, military vehi-cles are divided into two categories: single vehi-cles and combination vehicles.
(1) A single vehicle is any military vehiclewhich has only one frame or one chassis.Examples are prime movers, tanks, fulltrailers, and gun carriages.
(2) A combination vehicle is a military vehi-cle consisting of two or more single vehi-cles which are connected together andwhich move as one unit. Examples areprime movers pulling semitrailers sup-ported on the "fifth wheel" of the primemover, prime movers or trucks towingfull trailers, gun carriages, and tongue orpole trailers; or nonstandard combina-tions such as a single vehicle towing anyother single vehicle at a distance of lessthan 30 yards apart (fig. 27).
b. Classification numbers are assigned to allsingle vehicles in military use which have a grossweight exceeding 3 tons, and to all trailers in mili-tary use which have a rated payload exceeding111/2 tons. Baggage and other pole-type trailerswith a rated capacity of 11/2 tons or less will nor-mally be combined with their towing vehicles forclassification purposes although optional classifica-tion numbers may be assigned.
c. Separate classification numbers are assignedto each single vehicle when one tows another and
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Non-standard combinationCombination dass is the sum ofseparate vehicle classes
20+1131
31 20
Iess than °30 yards
Figure 27. Nonstandard combinalion of vehicles.
the distance between them is greater than 30yards. If the vehicles are closer than 30 yards andboth are on one bridge span at the same time thenthey are classed as a combination vehicle. In thiscase the class of the combination is the sum of theclassification numbers of the two vehicles.
d. Temporary classification numbers may beassigned under special conditions, as indicatedbelow.
(1) When two single vehicles, one towing theother, are classed as a combination vehi-cle, a temporary classification sign isthen carried by the leading vehicle.
(2) When cargo vehicles used exclusively onhighways are permitted increased pay-loads, the commander authorizing the in-
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creased loads must insure that the normalvehicle classification signs are replacedwith temporary vehicle classificationsigns which increase the normal classifi-cation number by the amount of the au-thorized overload in tons. For example,a 5-ton truck with classification number20, carrying an authorized on-highwayload of 8-tons, has a 3-ton overload and istherefore given a temporary classifica-tion number 23 (fig. 28).
(3) Unloaded single vehicles may be given atemporary classification number. It iscomputed by subtracting the rated pay-load in tons from the normal classifica-tion number. For example, a 5-ton truckwith classification number 20 is given a
Single vehicleExpedient class overload
20 ,20 23
Normal class + overload = temporary class
20 + 3 - 23
Figure 28. Example of classification of an overload.
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Single vehicleExpedient class empty
\15j
9,*
Normal class - load temporary class
20 - 5 = 15
Figure 29. Example of classification of an empty vehicle.
temporary classification number 15 whenunloaded (fig. 29).
(4) Combination vehicles, where the payloadis a substantial part of the gross weight,are assigned unloaded classification num-bers. The unloaded classification numberis shown on a detachable classificationsign when the combination is unloaded.
(5) Methods of classifying vehicles are givenin TM 5-260.
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CHAPTER 4
MILITARY SIGNS AFFECTING ROUTES
Section 1. GENERAL
74. Purpose and Responsibility
The system of military route signing is designedto enable Armed Forces of the North AtlanticTreaty Organization to move without difficulty onany territory whether controlled by the opera-tional military command or a national authority.This system can be integrated with any existingcivil system to meet any military requirement forwhich no civil sign is provided. Signs affectingroutes include those specifically posted for thenormal movement of troops and supplies (routesigns), and signs designed to inform and to regu-late traffic. Making and posting road signs is aCorps of Engineers responsibility. Sign postingis coordinated with the appropriate provost mar-shal and the highway traffic regulation officer ofthe Transportation Corps regarding location andthe number used. Operational responsibility forroad signing is a command function.
75. Size
In general, signs will not be of standard sizesbut they must be sufficiently large to be easilyread under poor lighting conditions. The only
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FIRST AID STATION MECHANICAL HELP TELEPnONE
LEVEL R.R. CROSSING WITHOUTGATES IN IMMEDIATE VICINITY END OF SPEED LlMIT
PARKING HOSPITAL
PERMITTEDFILLING STATION
F00m
PRIORITY ROAD ND OF PRIORITY ROADAPPROACH TO END OF
PRIORITY ROAD
B RED I 18.LUE YEELLOW
1 Informative signs
Figure 30. Examples of international road signs.
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Stockholm 17>
DISTANCE SIGNS
Stockholm
LOCALITY SIGNS
Malm6
Landskrona
DlRECTION SIGNS MILESTONE
A E C D
SUPPLEMENTARY RAILWAY SIGNSIFSIGN a OR SiGN B IS DISPLAYTO, I MUST BE rFOL.LOWUO BY sGN CAND TH1N SIGN . INOICATING 2/. ANOD V OF TE ODISTAC T T0 IEOESIGNATED POINT OESCRISaDO I T7E ORIGINAL SIGN.
RED = IiZLUE
2 Information signs
Figure 30-Continued.
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U#EVE. ROA DANGEROUIS KD RANH BENOD LEFTl ENO
MOiLE BENO 0000)1 EN0 NOA INTERSE[TION OTUER N*0G1[1IRST 0 TO E RG10T1 (FIRST TO TE .£FT)
OPENI#G ORIOGE ROD RERA*R S IPP-ERY RO0D P:D10STRIAN
C*ILDONE BEWARE OF ITENSECTION PRIORITY ROAOAM MAALS WITH MON.-RIORITY AHEAD
LaEL RR. GROSSING LEVEL ROUssNG OANGEROUS MILL NOA0WOA NARNOWSMIT. GATES NIT OUT GATES
(APPROACJI SIAM)
=RED
3 Danger signs
Figure 30-Continued.
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SIoLYCuLS O ENTRY FOrt VNILAS NO ESTY FoN VEN'CJS NO ESTAY PO r VEiIPROlIBITED HAVIS OVEALL WIDT HAVYING OVA.LL HLIGT E.C . .DIN o
OoOGEDI~g -- IU rCT[O1*DbI0N .ON NSIANY
NO ESTAY FON VYEICUS NO ESTY FOr SO ENTRY roF NO ENTN rFO GODSSITO1 OS 001 NIIATY SOTCOCYGCLES LL NOTOR CSIiNO VONICLOSCEcDINSG TO. S 1 O SIDE ACRS vEL S EXGDEI.....TONS
0o PASSINo NO N TRFON R ALL CLO5ED TO ALL NO ESTAY rO
VEHICLES EXGPT tAGCUI ELLL vEI LsMOTORYLC[CLU wNNIOOEGA#
TUN9 LErT COANULSID, COCL SpGN LIAT
NRED ' : 3 1BLUE
4 Definite instructions
Figure 30-Continued.
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exceptions to this are the bridge classification signs(par. 80) for which dimensions are specified.Signs for international use normally will not beless than 16 inches square. The exceptions to thisare directional disks (par. 92). See figure 30 forexamples of international road signs.
76. Snow Conditions
During prolonged snow conditions or perma-nently in areas subject'annually to prolonged snowfalls, yellow may be used instead of white on allpurely military signs.
Section II. GENERAL TYPES AND APPLICATION OF SIGNS
77. General
Standard route signs are grouped into threegeneral types: hazard signs, regulatory signs, andguide signs. Applications of the three generaltypes are listed in table IX.
Table IX. General Road Signs-Applications
Type Application
Hazard_____ - Advance warning of stop signs and trafficsignals.
Bumps.Changes in road width.Crossroad.Curves.Danger or hazard.Dangerous corner.Dips.Junction T.Junction Y.
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Table IX-Continued
Type Application
Hazard-Con. Level railroad crossing, advance warning.Men working.Railroad crossing.Road construction repairs.Road narrows.Slippery road.Steep grades.Steep hill.Turns.
Regulatory___. No entry.One way.Parking restriction.Specific regulations for vehicles.Speed limit.Stop.Bridge classification.
Guide_ -______ Detour.Detour begins.Detour ends.Directions.Distances.Information to help driver.Locations.Route number.
78. Definitions of General Types of Signs
a. Hazard Signs. Military hazard signs areused to indicate traffic hazards. These signs shouldbe used in a communication zone area according tothe agreement existing with the national author-ities. Hazard signs are square in shape and will
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CURVE TO RIGHT SHARP CURVE TO RIGHT
WINDING CURVES RAILROAD CROSSING
T-JUNCTION PRIMARY ROAD CROSSINGSECONDARY ROAD
Figure 31. Examples of hazard signs not included in the
Geneva Convention (yellow background and black
symbols or letters).
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STEEP \I/ \HILL
RWW yLANE
Jxsuraní /
Figure 31-Continued.
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be placed with one diagonal in a vertical position.A purely military sign not included in the GenevaConvention or in the system of the host countrywill have a yellow background with the legend orsymbol inscribed in black (fig. 31). The necessarywording on these signs will be in the language orlanguages determined by the authority erectingthe sign. If a sign is included in the Geneva Con-vention or in the sign system of the host country,the appropriate sign will be superimposed on thesame yellow background (fig. 32).
b. Regulatory Signs. Regulatory signs are usedby the appropriate authority to regulate and con-trol traffic. Square regulatory signs will be postedwith the sides horizontal and vertical (fig. 33).Regulatory signs have a black background on whichthe legends or symbols are superimposed in white,with the exceptions of bridge classification signs(par. 80), stop signs (par. 85), no entry signs(par. 85), and signs applicable to civilians (par.85).
c. Guide Signs. Guide signs are grouped intotwo general categories: guide signs for specificmilitary routes and other guide signs. Details ofguide signs are discussed and illustrated in para-graphs 79 through 94. Additional route guidesigns may be erected within friendly nationalareas, provided arrangements are made mutuallybetween the commanders concerned.
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RED / ElELLOW R D)<NA BAICKGROUND
BLACK C> . BLA BLCK
Figure 32. Examples of hazard signs included in theGeneva Convention.
MPH ONE
40H ~ WAYKMH
SPEED LIMIT (USE OF WORDS OPTIONAL)
END20
SLOW MlLEZONE
ONE WAYPARKNO DO NOT
i ARKING ENTER
| NO ||KEEPLEFT TOTURN RIGHT
BACKeROUNDS BLACK. LETTER8 5 SYMBOLS WHITE.Figure 33. Examples of regulatory signs.
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Section III. SPECIFIC TYPES AND APPLICATION OF SIGNS
79. General
This section presents descriptions and specificapplication of signs not covered in paragraphs 77and 78.
80. Bridge Classification Signs
The Armed Forces of the North Atlantic TreatyOrganization have agreed to adopt the system ofmarking bridge classifications presented below andthe corresponding marking of vehicles (par. 104).Special arrangement may be made by the theatercommanders to indicate vehicles of exceptionalwidth or to indicate exceptionally low overheadobstructions. There are two general types ofstandard bridge signs. These are circular andrectangular in shape.
a. Circular Signs. All bridges will have cir-cular signs indicating the military bridge classifi-cation. These signs will have a yellow background,bearing black symbols. The legend will be as largeas the diameter of the sign allows. Circular signsare of two types: normal circular signs and spe-cial circular signs.
(1) Normal circular signs.(a) For one-way bridges, the signs will be
a minimum of 16 inches in diameter(fig. 34).
(b) Signs for two-way bridges will be aminimum of 20 inches in diameter.They will be divided into two parts by
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MlNIMUMDIAMETER
l 6t4es!FCL2OAINCHBIES
O Single lone bridge.
O Floafing bridge.
( Two-lane bridge used as two-lone ora ingle-lne.
Figure 34. Tygpical bridge class and information signs.
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a vertical line. The classification fortwo-way traffic will be shown on theleft half with two parallel verticalarrows beneath the number and theclassification for one-way traffic will beshown on the right half of the signwith one vertical arrow beneath thenumber (fig. 34).
(2) Special circular signs.(a) Where a need exists for classification
of a bridge for wheeled and trackedvehicles, a special circular sign whichindicates both classes will be used forone-way traffic bridges (fig. 35). Thesign will be a minimum of 20 inches indiameter. It will be divided into twoparts by a horizontal line. On the tophalf, the wheeled classification will beshown along with a symbol represent-ing a wheeled vehicle. On the bottomhalf, the tracked classification will beshown along with a symbol represent-ing a tracked vehicle.
(b) Where similar requirements pertain toa two-way traffic bridge, the normalsign for two-way bridges and the spe-cial sign for one-way wheeled andtracked traffic may be combined at thediscretion of the commander concerned(fig. 35).
b. Rectangular Signs. Additional instructionsand technical information are inscribed on rec-tangular signs. Rectangular signs will be a mini-
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50/
O Limiting wheeled vehicle class and limiting trocked vehicle class
80 100 60 804vf +
(O) Combinotion of dual class and two-way bridge claoss stgns
MINIMUM DIAMETER 20 INCHES
Figure 35. Tiypical dual class bridge signs.
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mum of 16 inches in height or width. They willhave a yellow background upon which the appro-priate letters, figures, or symbols will be inscribedin black. The inscription on the sign will be aslarge as the sign allows. Separate rectangularsigns will be used if necessary to show widthlimitations, height limitations, or other technicalinformation (fig. 36). Width and height signs arenot required on bridges where existing civilian
MINIMUM OF 15 3.5 m YELLOW BACKGROUNO.iNCHES IN HEIOHT LETTERS, FIGURES ANDDR W10TH SYMBOLS BLACIK.
O HEIGHT SIGN
3.5 mII ft. 6 in.
OWIDTH SION
Figure 36. Height and width signs.
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signs are aiready in place and are sufficientlyclear. In countries which are parties to theGeneva Convention of 1949, the Military Author-ities may use the convention approved signs forexpressing height or width.
81. Positioning of Bridge Signs
Bridge signs are positioned so as to help main-tain an uninterrupted flow of traffic across thebridge. The locations of circular and rectangularsigns, special class numbers, and appropriatewarning signs are as follows:
a. Circular bridge classification signs will beplaced at both ends of the bridge in such a positionas to be clearly visible to all oncoming traffic.
b. Rectangular signs other than those indicat-ing height restrictions will be placed immediatelybelow the bridge classification (circular) signs.
c. Signs which indicate height restrictions willbe placed centrally on the overhead obstruction it-self as in civilian practice.
d. Special class numbers are never posted onstandard bridge marking signs, but may be postedon supplementary signs.
e. Appropriate advance warning signs will beplaced at the approaches to the bridges as required.
82. Marking Restricted Bridge Lanes
a. Where it is necessary to confine traffic to re-stricted lanes on damaged bridges, physical bar-riers such as posts, barrels, etc. are used to definethe lane. Whenever necessary, such barricades will
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IF YOU HIT TELLTALEYOU CAMIOT CROSS
BRIDGE
TuIl |TURNOUT|
L ADO 304 - -~ AI4EAD
Figure 37. Typical single-lane bridge applications ofbridge class and information signs and road guidesigns.
Figure 38. Typical two-lane bride applications of bridgeclass and information signs and road guide signs.
extend throughout the length of the bridge andalong the approach roadways in such a manner asto prevent traffie congestion. Adequate warningsigns are also to be used.
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i' 8~0LLo CC
C0 u:
O 8~~~~~~~~~~~~~z l
00 o~~~~~~~~~~
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b. In the case of certain bridges, heavier loadscan be taken on a restricted lane (such as center-line of the bridge or the line of the rails on a roadand rail bridge) than on other lanes. These re-stricted lanes are to be marked by painted lines,studs, etc. and rectangular explanatory signs willbe placed at approaches to the bridge (fig. 39).
83. Examples of Markings of Bridges and Approaches
Examples of signs pertaining to regulation oftraffic crossing bridges are given in illustrationsas follows:
a. Typical bridge class and information signsare shown in figure 34.
b. Typical dual class bridge sign for the limitingwheeled vehicle class and the limiting trackedvehicle class is shown in figure 35.
c. Typical dual class bridge signs indicatingcombination of dual class and two-way bridge classsigns are shown in figure 35.
d. Typical height and width restriction signsare indicated in figure 36.
e. Typical use of single lane bridge class andinformation signs and road guide signs is illus-trated in figure 37.
f. Typical use of two lane bridge class and in-formation signs and road guide signs is illustratedin figure 38.
g. Typical bridge class and road regulatorysigns for multilane bridges are illustrated in fig-ures 37 and 38.
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84. Administrative Procedures
Design and specifications for materials of signsfor bridges and other crossing means are responsi-bilities of the Chief of Engineers. The supply ofsigns for marking bridges and other crossingmeans is an engineer responsibility. Posting signs,regarding location and the number to be used, forbridges and other crossing means is an engineerresponsibility coordinated with the appropriateprovost marshal and the highway traffic regulationofficer of the Transportation Corps. Operationalresponsibility for the marking of bridges andother crossing means is a command function.
85. Other Exceptions to Standard Coloring of RegulatorySigns
a. Stop Signs. Stop signs will have an octagonal(8-sided) shape. They will have a yellow back-
ground. The word STOP will be superimposed inblack (fig. 40).
b. No Entry Signs. No entry signs will have theGeneva Convention Sign superimposed (fig. 40).
RED *LACK
WHITE ) LETTERS T OPELLOWBLACK -- U
NO ENTRY STOP SION
Figure 40. Exceptions to standard coloring ofregulatory signs.
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c. Application to Civilians. When the militarymust erect signs to be complied with by civiliansand which are already provided for by the GenevaConvention, or host country system, such signswill be used.
86. Other Applications of Bridge Marking Principles
a. Ferries. Marking for ferries is done accord-ing to the appropriate and applicable instructionsfor marking bridges. Hazard, regulatory, andguide signs, as appropriate and applicable, areposted on approach roads and at ferry slips (fig.41).
b. Tunnels. Marking of tunnels is done in ac-cordance with the appropriate and applicable in-structions for marking bridges.
Ferries are marked in the samemanner as bridges
60).
Figure 41. Example of marking for ferries.
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c. Fords. Marking of fords is done in accord-ance with the appropriate and applicable instruc-tions for marking bridges. In addition, the widthof the ford is marked by suitable posts erected onthe shores at high water level on both sides of thestreams. Maximum depth of the ford should alsobe posted on both shores. Appropriate signs areerected on both shores to remind drivers that thebrakes of vehicles driven through the ford are wetand must be appropriately dried.
87. Guide Signs for Specific Military Routes
a. Military route guide signs will be rectangularin shape and will be posted with the long axis verti-cal (figs. 42 and 43). The legend on these signswill consist of the route number (par. 88) and theappropriate directional disk (par. 92). Routeguide signs will have a black background withwhite letters or symbols.
b. Route guide signs may also show the direc-tion of traffic. For axial routes, differentiationbetween the traffic moving to the front and thetraffic moving away from the front will be bymeans of a traffic disk with barred arrow showingthe stream of traffic to the rear (fig. 42). On routesigns of lateral routes, the standard letter N, E,S, W, NE, SE, NW, and SW will be used to indi-cate the general direction of movement of eachtraffic stream (fig. 43).
c. In the event of necessity, such as a shortageof materials, the military route guide sign mayconsist only of a directional disk used in conjunc-
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WHLITE A 208 WHITE
IBLACK > O R Á BLACK
FRONT GOING TRAFFIC STRAIGHT ON
205
OR
205FRONT GOING TRAFFIC TURN RIGHT
OR
REAR GOING TRAFFIC STRAIGHT ON
_ OR_ 205REAR GOING TRAFFIC TURN RIGHT
Figure 42. Examples of guide signs for specific axialmilitary routes.
tion with a rectangular panel showing the routenumber (figs. 42 and 43).
88. Route Numbers
Axial and lateral military routes will each beallotted one route number which will be used todescribe the route throughout its length. As previ-ously stated, axial routes will be given odd num-
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WHITE- 21
*LACK QNORTH GOINO TRAFFIC TURN RIGHT
Figure 43. Examples of guide signs for specific lateralmilitary routes.
bers and lateral routes will be given even numbers.The theater commander is responsible for allottingblocks of numbers in his theater. Formation (U. S.regiment or equivalent and above) routes may besigned as follows:
a. In the case of routes of the maneuver network(axials or laterals) by supplementing the routenumbers with a separate and removable formationsign, letter, color, or emblem; these additionalsigns should be used only as a temporary measure.
b. In all other cases, with the removable forma-tion sign, letter, color, or emblem.
89. Other Guide Signs
In addition to guide signs for specific militaryroutes, other guide signs are helpful or necessary.These signs will show such information as loca-tion, distance, direction, civilian route numbers,and destination of róad. They are rectangular inshape. They will usually have a black backgroundand white letters or symbols. This type of guide
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WHITE P~l|
DETOUR
3564EEA IFURTORD FMAIN CO
Figure 44. Examples of other guide signs.
sign will be posted with the sides vertical, withthe long axis in the position which best accommo-dates the lettering of the sign (fig. 44).
90. Routes to Headquarters, Dumps, and Similar Installa-tions
a. Guide signs for these purposes will be rec-tangular in shape and will be posted with the sidesvertical to indicate location, distance, direction,civilian route numbers, etc. The symbol will bewhite on black background (fig. 44).
b. Whenever it is necessary to mark headquar-ters, an appropriate military symbol (FM 21-30)will be used. The symbols and letters will be black,superimposed on a yellow background. The basicsymbol may be supplemented by national distin-guishing symbols or letters (app. VIII) and anyother markings desired. For divisional or higher
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headquarters, the nation will always be indicated.Symbolic colors are prohibited for internationaluse, except for national distinguishing symbols.Each army will make such arrangements for nightlighting as are deemed necessary. When the inter-ests of security so demand, all or any headquartersmarkings may be covered or removed at the discre-tion of the field commander or his superior.
91. Guide Signs for Casualty Evacuation Routes
a. On a rectangular white background the fol-lowing information will be shown in red (fig. 45).
(1) Directional arrow.(2) Red cross.(3) Unit or subunit designation in letters or
military symbols (only if required).(4) Additional information such as forma-
tion or national markings can also beshown if desired. Instead of using a rec-tangular white background as indicatedabove, it is also permissible to use, as analternate background, a directional disk(par. 92), four segments of which arecut out to give it a cruciform shape. Thesame information as above may be shownin red or white.
b. Signs for casualty evacuation routes of Turk-ish Armed Forces will be a red crescent on whiterectangular background. The following informa-tion is shown in red:
(1) Directional arrow.(2) Red crescent.
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R E RED RED
SPACE FOR DESIGNATIONOF UNIT OR SUB-UNIT
FOR ALL NATIONS ALTERNATIVE SIGON FOR TURKISH MEDICALEXCEPT TURKEY MAY BE USEO INSTEAD UNITS
OF'O"
(TRAFFIC STRAIGHT ON ) (TRAFFIC STRAIGHT ON )
a b cFigure 45. Examples of guide signs for casuLalty
evacuation routes.
(3) Unit or subunit designation in letters ormilitary symbols (only if required).
92. Directional Disks
a. Directional disks will be used to supplementother guide signs to indicate the direction of aroute. In addition, they are to be used as anappendage to any major unit or formation signindicating the route to that unit. The use of thedisk is restricted to axial and lateral routes. Itis emphasized that directional disks do not inany way supersede any standard regulatory sign.Regulatory signs will be used in addition to thedisks, which only indicate a route to be followed.Battalions and smaller size units are not permittedto put up directional disks. The object of this re-striction is to insure that minor units are notallowed indiscriminate use of directional disksbecause of the resulting confusion which might
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occur. Units not allowed to use directional disksmay use any arrow sign providing they are ofdifferent coloring and shape from directionaldisks. For examples of disks see figure 46.
WHITE 1
MAXIMUMDIAMETER
16 INCHES
STRAIGHT ON TOWARD THE FRONT STRAIGHT ON AWAY FROM THELINE FRONT LINE
TURN RIGHT TURN LEFT
FORK RIGHT FORK LEFT
SHARP TURN TOWARDS RIGHT SHARP TURN TOWARDS LEFT
REAR REAR
Figure 46. Examples of directional disks.
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b. The normal disk consists of a fixed blackarrow, with or without bar, on a white back-ground. The disk itself may be used on a blackbackground. Eight equally spaced holes aroundthe edges of the circumference allow the disk tobe nailed with the arrow pointing in the desireddirection. Disks should not be larger than 16inches in diameter.
c. Normal directional disks will be used in allcases except for detours which will be markedwith a special sign (par. 93).
93. Detour Signs
Detour signs (fig. 47) consist of a blue squareshowing a white arrow, barred or not. The signwill be placed with one diagonal in the verticalposition. The number of the diverted axial routewill be shown either by painting it on the squareover the arrow, or by adding it under the squareby means of the small panel provided for guidesigns for routes. Detour signs are also used inconjunction with the one illustrated in figure 44.
94. Road Signs in Arctic Regions
Arctic conditions require special attention toposting road signs. Permanent routes are desig-nated by durable markers. In open country, polesof appropriate height with direction markers,snow markers, wisps of straw, brushwood, rockcairns, or flags serve the purpose. Numbering themarkers sequentially and placing them at equaldistances from each other on tangents, with closerspacing on curves, are effective safety measures.
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OR
\71.BLUE \- HITE
DETOUR TO AXIAL ROUTE 205 20_WHITE
FRONT GOING TRAFFIC TURN RIGHT BLACK
OUR TO AXAL RUTE 205RDETOUR TO AXIAL ROUTE 205
REAR GOING TRAFFIC TURN RIGHT
Figure 47. Examples of detour signs.
Markers should be erected at least 3 feet off thetraveled road to avoid damage by the traffic. Ifcomplete road marking is impossible, arrow signposts should be erected at prominent points toindicate the direction of the road or the routeand the distance to the objective. Road markersused for long periods in arctic regions are checkedfrequently because their positions can be alteredreadily by an enemy.
Section IV. LIGHTING OF MILITARY ROUTE SIGNS
95. General
The appropriate military authority in the areawill specify those signs which must be lit, pri-mary consideration being given to signs placed
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with the object of avoiding accidents, and changeof direction signs.
96. Lighting Conditions
Requirements for lighting signs vary for differ-ent lighting conditions, as follows:
a. Normal Lighting Conditions. Under normallighting conditions it is the responsibility of eacharmy to insure that the standard signs are visibleduring nighttime and in adverse conditions oflight as may be applicable.
b. Reduced Lighting Conditions. Under reducedlighting conditions, responsibility is the same asin a above. In addition, the positioning of thesigns and the methods adopted to make themvisible (illumination, reflection) must enable per-sonnel to see them from oncoming vehicles fittedwith screening devices.
c. Blackout Conditions. In a blackout zone, therequirements for any system of illuminating mili-tary route signs are as follows:
(1) The signs must not be visible from theair at a distance greater than 330 yards(300 m).
(2) They must be visible to the drivers ofvehicles moving either with all lightsout, or with blackout lights. It is alsodesirable that they conform as closelyas possible to the following:
(a) They should not be visible at a distancegreater than 330 yards (300 m) onthe ground.
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(b) They should be visible, as a sign, to ap-proaching drivers at a distance of 110yards (100 m), and should be readableto them at a distance of 33 yards(30 m).
97. Characteristics Required for Road Sign Lighting
a. The system of lighting employed must affordvisibility to the degree specified in paragraph 96cfor a minimum of 15 hours without, where appli-cable, refuelling or charge of batteries. Wherethe source of light is of the expendable type (e.g.,battery, liquid fuel, etc.), it must be such thatquiet and easy replacement is possible under com-bat conditions.
b. Where the method of illumination is basedupon an independent light source, the equipmentmust be of light weight, easy to store, and easyto transport in small vehicles. Likewise the sys-tem of lighting must be shock resistant, fireproof,damp and weatherproof, simple to operate, andeasy to place in position.
Section V. MILITARY VEHICLE LIGHTING
98. General
The conditions under which military traffic willmove at night will be determined by the Com-mand in relation to the enemy threat and in sofar as possible, with due regard to regulations inforce in the host country. Such conditions maybe directly imposed on operators by this threat
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(especially in the case of air-raid warnings).These conditions may be as follows:
a. Normal lighting conditions.
b. Reduced lighting conditions.
c. Blackout conditions.
99. Normal Lighting Conditions
Normal lighting is as prescribed by the law ofa given country without restrictions for militaryreasons for military reasons. The following de-tails regulate vehicle lighting:
a. Driving Lights. Every military motor ve-hicle, other than a motorcycle with or withoutsidecar, shall be equipped with two white or yel-low driving lights (excluding any other color),fitted in front, capable of adequately illuminatingthe road for a minimum distance of 110 yards(100 m) in front of the vehicle at nighttime inclear weather. The use of nonblinding lights isparticularly important.
b. Passing Lights. Every military motor vehicleother than a motorcycle with or without sidecar,shall be equipped with two white or yellow passinglights (excluding any other color) fitted at thefront of the vehicle and capable when necessary ofadequately illuminating the road at night in clearweather in front of the vehicle for a minimumdistance of 33 yards (30m) without causing glareor dazzle to other road users, whatever the direc-tion of the traffic may be. Driving lights and pass-ing lights may be combined in one unit.
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c. Motorcycles. Every motorcycle, with or with-out sidecar shall have at least one driving lightand one passing light, white or yellow (excludingany other color), conforming to the provisions ofa and b above.
d. Side Clearance Lights. Every military vehicleother than a motorcycle without sidecar shall beequipped with two white or yellow side clearancelights (excluding any other color) at the front.Trailers which are wider than the towing vehiclewill also be provided with these lights. The lightsshall be-
(1) visible at nighttime in clear weather ata minimum distance of 165 yards (150m)from the front of the vehicle withoutcausing glare or dazzle to other roadusers,
(2) positioned as near as practicable to anin no case further than 16 inches(400mm) from the extreme outer edgesof the vehicle so that the width thereofis indicated to traffic approaching fromthe opposite direction. However, pro-viding they meet the above requirements,side clearance lights may be combinedwith the driving lights and passinglights in one unit.
e. Rear Lights. Every military motor vehicleother than a motorcycle without sidecar andevery trailer at the end of a combination of ve-hicles shall be equipped at the rear with at leasttwo red lights as close to the extreme outer edges
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of the vehicle as possible and in no case to befurther than 16 inches (400mm) from the outeredges of the vehicle. These lights are to be visibleat nighttime in clear weather at a minimum dis-tance of 165 yards (150m) from the rear of thevehicle.
f. Red Reflectors. Red reflectors, visible atnighttime in clear weather from a minimum dis-tance of 110 yards (100m) when illuminated bymeans of driving lights shall be fitted as follows:
(1) two at the rear of every military vehicle(except motorcycles with sidecars) andevery trailer, on each side of the vehicleas near as practicable to the extremeouter edges and in no case further than16 inches (400mm) from the extremeedges of the vehicles,
(2) one at the rear of every motorcycle.
g. Registration Numbers. The principle ofilluminating the military registration or identifica-tion number at the rear of a military vehicle or atrailer is agreed, and will be implemented by allnations as soon as possible. The number shouldbe illuminated so that it is readable at night inclear weather, at a minimum distance of 20 yards(or 20m) from the rear.
h. Vehicles To Be Equipped. All military ve-hicles, except as in i below, shall conform to theabove provisions when operating at night on roadscarrying civil traffic, irrespective of whether theyare moving singly or in column.
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i. Exceptional or Awkward Loads. It is recog-nized that the above provisions will not apply toa number of exceptional vehicles, either whenloaded or unloaded, owuing to their characteristics(speed, weight or' dimensions). In such cases, aspecial ruling will be made by the authority re-sponsible for traffic control, in so far as possible,with due regard to any relevant legal requirementsor regulations of the country in which the vehiclesare operating.
j. Stoplights and Direction Indicators.
(1) With the exception of motorcycles, everymilitary motor vehicle, and every trailerat the end of a combination of vehiclesshall be equipped with at least one stop-light at the rear showing a red or amberlight. This light shall be caused to glowupon application of the service brake ofthe motor vehicle. If the stoplight isred in color and is either incorporated in,or associated with, the rear red light,its intensity shall be greater than thatof the rear red light. The stoplight shallnot be required on trailers and semi-trailers when their dimensions are suchthat the stoplight of the drawing vehicleremains visible from the rear.
(2) When a military vehicle is equipped withdirection indicators, such indicators shallbe one of the following:
(a) A movable arm protruding beyondeach side of the vehicle and illuminated
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by a steady amber light when the armis in the horizontal position;
(b) A constantly blinking or flashing am-ber light affixed to each side of thevehicle;
(c) A constantly blinking or flashing lightplaced at each side of the front andrear of the vehicle. The color of suchlights shall be white or orange to-wards the front and red or orangetowards the rear.
(3) No lights, with the exception of direc-tion indicators, shall be flashing or blink-ing lights. If a vehicle is equipped withseveral lights of the same kind, theyshall be of the same color and, exceptin the case of motorcycles with sidecars,two of these lights will be placed along-side each other, with one on each sideof the longitudinal axis of the vehicle.
100. Reduced Lighting Conditions
The expression "reduced lighting conditions"implies that the brightness of all exterior and in-terior vehicle lights be reduced by power reduc-tion or screening in such a way that the direct orreflected light visible by an aerial observer islimited to the minimum compatible with the safeoperation of the vehicles. It is essential that theuse of reduced-lighting devices on military ve-hicles, whether single or in column, permit thedrivers-
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a. To travel as fast as possible, compatible withsafety;
b. To brake in time;
c. To see the side of the road.
101. Blackout Conditions
The expression "blackout conditions" implieseither a total blackout, in which all lights areextinguished, or movement by night with lightswhich cannot be spotted by enemy observation,but which help avoid collisions by showing theposition of the vehicle to other road users.
a. Visibility Requirements. Blackout lightingon military vehicles will conform to the follow-ing requirements (clear weather, at night, totaldarkness):
(1) lights shall be visible at a minimum dis-tance of 55 yards (50m) from the ve-hicle;
(2) lights shall not be visible at a distancegreater than 330 yards (300m) eitherto ground or air observation.
b. Lights To Be Displayed. Vehicles moving withlights under blackout conditions will, except asprovided in c below, display the following lights:
(1) Two white or yellow lights at the front;(2) Two red lights at the rear;(3) The lights in (1) and (2) above must
be positioned so that the width of thevehicle is delineated to traffic approach-ing either from the front or the rear.
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c. Movement of Columns. For the movementof columns the requirement concerning blackoutconditions will be considered as complied withif the following lights are displayed:
(1) Two white or yellow lights at the frontof the first vehicle of each serial;
(2) Two red lights at the rear of the lastvehicle of each serial;
(3) At least one "convoy" or "station keep-ing" light at the rear of each vehicle."Convoy" or "station keeping" lightswhich should conform to the require-ments of a above, are those placed atthe rear of any vehicle of a columnmoving under blackout conditions, topermit the driver of the following vehicleto judge the proper distance which hemust keep behind the preceding vehicle.Under such conditions it is desirablethat-
(a) Traffic be one-way, with no passingpermitted;
(b) The side clearance (position) lights ofthe widest vehicles be lit.
(4) Special lighting and traffic measures bythe military authority are necessary forthe movement of special vehicles withrespect to their dimensions or their load.Care must be taken to comply with thegeneral requirements listed above.
d. Blackout Safety Device. It is desirable thata device be incorporated in the vehicle lighting
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switch, in order to prevent the driver from acci-dentally switching on the driving lights, passinglights, or direction indicators when the vehicle isoperating under blackout conditions.
102. Visibility of Military Traffic Control Personnel at Night
It will be the responsibility of each NATOcountry to insure that military traffic controlpersonnel, when on duty, are readily visible todrivers at night, whether under normal lighting,reduced lighting or blackout conditions. Trafficcontrol personnel, when on duty shall be equippedwith a luminous appliance for directing the move-ments of traffic. This appliance must comply withthe visibility requirements appropriate to theconditions of movement at night in force at thetime.
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CHAPTER 5
MARKING OF MILITARY VEHICLES
Section I. GENERAL
103. NATO Agreement
The Armed Forces of the North AtlanticTreaty Nations agree to use standard markingof vehicles, when it is considered necessary tomark vehicles. Trailers will be marked in thesame way as their prime movers, except that thereis no need for marking the front of trailers.
104. Responsibility for Marking
When security interests make it necessary, bydirection of the field commander or his superior,the markings may be covered or removed. Regis-tration numbers or a combination of letters andnumbers will be used as determined by the au-thorities of the nations concerned. Also speedlimit markings will be placed on vehicles as di-rected by the national authority concerned.
105. Administrative Procedures
a. Design and specification for materials ofvehicle classification signs are responsibilities ofthe Chief of Ordnance.
b. Initial application or attachment of vehicle
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classification signs is a responsibility of the Chiefof Ordnance.
c. Procurement of vehicle signs is on a regularordnance item-of-supply basis.
d. Maintenance of vehicle classification signsand marking of them is a command responsibility.
e. Replacement of lost or destroyed vehicleclassification signs is governed by existing supplyand maintenance regulations, as most of them aredetachable. However, this does not relieve thecommander of the responsibility for maintainingvehicle classification signs for all vehicles in hiscommand. Therefore, use of expedient materialsand local fabrication of expedient signs may be-come necessary.
106. Vehicles to be Marked
All vehicles in use by the forces of the NorthAtlantic Treaty Organization will be marked ex-cept that the following marking will be optional:
a. Vehicles having a gross weight of 3 tonsor less.
b. Baggage or other pole type trailers with arated capacity of 11/2 tons or less.
Section II. SPECIFIC MARKINGS AND THEIRAPPLICATION
107. General
The vehicle markings standardized for vehiclesincluded vehicle classification signs, national dis-tinguishing symbols, general officer markings, tac-
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tical markings, air to ground recognition mark-ings, special markings, priority vehicles, andmarking of movement serials.
108.-Standard Vehicle Classification Signs
There are two types of vehicle signs-frontsigns and side signs. Both signs are circular inshape and will be marked in contrasting colorsconsistent with camouflage requirements. As arule black figures on a yellow background will beused. These signs apply to the use of bridges andother crossing means. A typical vehicle classifica-tion sign is shown in figure 48.
[LASS NUMBER (BLACK)W BACKGRUNDYELLOW BACKGROUND
Figure 48. Example of vehicle classification sign.
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a. Front Signs. The front signs will be used onall vehicles except trailers. This sign will be 9inches in diameter. and, whenever possible, willbe placed or painted on the right side of the frontof the vehicle facing forward, above or on thebumper, but below the driver's line of vision (fig.49). Except on towing vehicles and tank trans-porters, the front sign will indicate the loaded,solo class of the vehicle. On towing vehicles, thefront sign will indicate the combined load classof the train. Above this number, the letter Cwill be written to indicate the vehicle as a towingvehicle (fig. 50). On tank transporters and simi-lar type vehicles the fixed front sign will show
8 9 DIA. 46 DIA.
WHEELED VEHICLES TRACKED VEHICLES
TRAILERS
s" DIA s ' DIA.
Figure 49. Markings and typical locations of classificationsigns for single vehicles.
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COMBINATION '
CLASS
..........
COMBINATION VEHICLEQ TEMPORARY SIGN
6" ¡3 j TOWED VEHICLE 1
Figure 50. Markings and typical locations of classificationsigns for combination towed vehicles.
the maximum classification of the loaded vehicle.In addition, one alternative front sign may becarried which will be placed so as to cover thefixed front sign when necessary, to show the classof the vehicle when unloaded.
b. Side Signs. The side signs are used only onprime movers of combination vehicles and trailers
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Figure 51. Location of classification sign on grader,road, motorized.
(figs. 49 and 50). This sign is 6 inches in diam-eter and indicates the loaded solo class of theprime mover or trailer. It is placed or paintedon the right side of the vehicle, facing away fromthe vehicle.
109. Classification Signs Related to Various Vehicles
a. Single vehicles (including tank transporters)carry the front sign only.
b. Towing vehicles carry both front and sidesigns.
c. Trailers carry side signs only.
d. Special purpose vehicles such as road build-ing equipment are marked. For examples, seefigures 51 through 53.
110. National Distinguishing Symbols
The appropriate national symbol (app. VIII)
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Figure 52. Location of classification sign on roller, road,engine driven.
Figure 53. Location of classification sign on seraper,road, motorized.
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will be used to identify vehicles of each country.These symbols will be shown on the front and onthe rear. Service symbols may be superimposedupon the national distinguishing symbols or shownseparately as an additional symbol.
111. General Officer Markings
a. Vehicles carrying general officers or theirequivalent will be marked with X's or stars ona plate. The plates will be positioned at the rightend of the front bumper and at the left end ofthe rear bumper, and will be appropriately marked,as follows:
(1) General of the Army or equivalent-optional.
(2) General or equivalent-4 symbols.(3) Lieutenant General or equivalent-3
symbols.(4) Major General or equivalent-2 symbols.(5) Brigadier General or equivalent--1 sym-
bol.b. Symbols will be arranged in a horizontal
line, and will be approximately 2 inches by 2inches centered on the plate. The plate will beapproximately 6 inches high and 12 inches wide.Color of the plate will be optional with symbolssuperimposed in white or silver. Symbols willbe constructed as demonstrated in figure 54.
c. In addition, flags indicating rank or functionof general officers may be flown at the discretionof the field commander or national authority con-cerned.
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COLOR WHITEOPTIONAL OR
SILVER
12 INCHES
Figure 54. Example of dimensions of symbols forgeneral officer plates.
112. Tactical Markings
Tactical markings serve in general as identifica-tion markings within units, and consist of stripsand geometrical figures or combinations thereof,and may also include a name. Colors may be used,if necessary. The markings should be large enoughto make ground to ground identification of vehiclespossible, primarily for easy battlefield recognition.The design and position of such markings will beprescribed by the field commander requiring their
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use. They will be removed when vehicles are per-manently released from the jurisdiction of thecommander prescribing their use.
113. Air to Ground Recognition Markings
Red and yellow fluorescent panels, equipped withtie cords will be used for air to ground recognitionmarkings. The panels will be approximately 6feet by 2 feet 3 inches. Theater commanders willprescribe the arrangement of panels and the con-ditions under which they will be used.
114. Special Markings
Military police and traffic control vehicles willbe marked prominently front and rear by meansof signs bearing the military police or traffic con-trol conventional symbol. Ambulances and othervehicles provided exclusively for medical pur-poses will be marked in conformity with the rulesof the Geneva Convention. One red cross orcrescent on a square, white background will bepainted on side body panels, roof of body, roofof driver's cab and rear doors or panels. Vehiclesof bomb disposal units will have all mudguardspainted red. A red flag flown from any vehicleindicates danger.
115. Priority Vehicles
Any vehicle which for any reason requires pri-ority over other vehicles may be so marked by anycommander having area responsibility. Such pri-ority markings will be valid only in the area ofthe commander concerned. The marking will con-
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sist of an equilateral triangle (fig. 55) having redborder lines on a white background. Positioningof the marking will be on the front and rear ofthe vehicle, and will be marked inside the tri-angle with red symbols. The symbol inside thetriangle will indicate the commander authorizingthe use of the priority sign. This sign must beremovable in order to avoid misuse and normallywill be used only on direct orders of the com-mander concerned. A single priority sign maybe used if visible from both front and rear. Thesize of the vehicle concerned will govern the sizeof a priority sign.
RED
WHITE
WH ITE I
ACK
Figure 55. Example of a priority marking and serial flag(commander).
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116. Marking of Movement Seriais
a. A movement serial is an element or groupof elements within a series which is given a nu-merical or alphabetical designation for conveni-ence in planning, scheduling, or control of move-ment.
b. The leading vehicle of each movement serialwill carry a blue flag. The rear vehicle in theserial will carry a green flag. A vehicle that can-not maintain its position in a convoy may indicatethis condition by displaying a yellow flag.
c. The vehicle of a movement serial commanderwill display a white and black flag (fig. 55). Theleading vehicle will carry a blue flag and the rearvehicle will carry a green flag. Flags should beapproximately 12 inches by 18 inches in size. Inareas where vehicles drive on the left side of thehighway the flag will be mounted on the rightside of the vehicle and vice versa where vehiclesare driven on the right side.
d. The number or letter assigned to a movementserial will be marked on the front and both sidesof each vehicle in the movement. The markingwill be clearly visible from the ground and willbe so placed as to avoid interference with otherprescribed markings.
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APPENDIX II
GUIDES FOR DETERMINING LOAD-BEARING'CAPACITY OF ROADS
1. General
a. Guides for determining the load-bearing ca-pacity of roads require an elementary knowledgeof the structure and the design of roads (TM 5-250).
b. A road is an open way provided for the con-venient passage of personnel, vehicles, and ani-mals.
c. The load-bearing capacity of a road is itsability to support traffic. It is expressed in thesame manner as vehicle classification, i.e., by anumerical value.
2. Roads
The component parts of a road are usually apavement or surface, a base course, and a sub-grade (fig. 56).
a. The surface or pavement of a road is the topportion of the road structure. It comes into directcontact with the wheel load or tracked load. It isintended to resist traffic wear and dusting and toprevent surface water from infiltrating into theroad structure. It may consist of such materialsas-
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WHEEL LOAD
PAVEMENTOR SURFACE
AREA OFTIRE CONTACT
SUBGRADESUPPORT
SUBGRADE
LOW BEARING RATIO SUBGRADEFigure 56. Section of road and wheel loading.
(1) Earth,(2) Sand-clay,(3) Gravel,(4) Bituminous mixes,(5) Concrete, or(6) Paving brick, block, or stone.
b. The base course of a road is the intermediateportion of a road structure which distributes theinduced stresses from the wheel or tracked load
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so that they will not exceed the strength of thesubgrade. Base courses are usually made fromselected gravel or crushed rock.
c. The subgrade is the foundation of a roadstructure. It supports the load placed upon thesurface of the road. Improved roads usually havea subgrade composed of selected material foundin the immediate vicinity of the road.
3. Surfaces
Surfaces of roads may be flexible or rigid.a. Flexible road surfaces may be composed only
of the natural earth material of which the road isconstructed; may be composed of this earth mate-rial stabilized with oil, cement, or other material;or may be a bituminous pavement.
b. Rigid road surfaces are usually made ofportland cement concrete. Brick, block, and stonemay also be considered rigid surfaces.
4. Soils
Soils form the basis for the vast majority ofroads. Elevated roadways are a notable exception.Soils, briefly, are considered here according totheir type, their classification, and their allowablefoundation bearing pressure. Soil types are listedand described in table X. A soil classificationchart is given in table XI. Allowable foundationbearing pressures for various kinds of soil underspecified conditions are given in table XII.
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Table X: Principal Soil Types
Name Description
Gravel-____ A mass of detached rock particles, generallywaterworn, which pass a 3-inch sieve andare retained on a No. 4 sieve (0.187inches).
Sand-__- .-- Granular material composed of rock parti-cles which pass a No. 4 sieve (0.187inches) and are retained on a No. 200sieve (0.0029 inches). It is difficult todistinguish sand from silt when the parti-cles are uniformly small. Dried sand,however, differs from silt in that it hasno cohesion and feels more gritty.
Silt. _-__---- A fine, granular material composed of parti-cles pass the No. 200 sieve (0.0029 inches).It lacks plasticity and has little drystrength. To identify: prepare a pat ofwet soil and shake it horizontally in thepalm of the hand. With typical inorganicsilt, the shaking action causes water tocome to the surface of the sample, makingit appear glossy and soft. Repeat testswith varying moisture contents. Squeez-ing the sample between the fingers causesthe water to disappear from the surfaceand the sample quickly stiffens and finallycracks or crumbles. Allow sample to dry,and test its cohesion and feel by crumblingwith the fingers. Typical silt shows littleor no dry strength and feels only slightlygritty in contrast to the rough grittinessof fine sand.
Clay_______ Extremely fine-grained material composedof particles which pass the No. 200 sieve(0.0029 inches). To identify: work asample with the fingers, adding water
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Table X. Principal Soil Types-Continued
Name DescriDtion
Clay- when stiffness requires. Moist sample isContinued plastic enough to be kneaded like dough.
Make further test by rolling ball ofkneaded soil between palm of hand anda fiat surface. Clay can be rolled to aslender thread, about % inch in diameter,without crumbling; silt crumbles, with-out forming a thread. Measure hardnessof dry clay by finger pressure requiredto break a sample. It requires muchgreater force to break dry clay than drysilt. Clay feels smooth in contrast to theslight grittiness of silt.
Organic-____ Soil composed of decayed or decaying vegeta-tion; sometimes mixed with fine-grainedmineral sediments, such as peat or mus-keg. Identified by coarse and fibrous ap-pearance and odor. Odor may be intensi-fied by heating. Plastic soils containingorganic material can be rolled into soft,spongy threads.
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5. Load-Bearing Capacity
a. The load-bearing capacity of a road, con-sidered by itself, is measured in pounds of allow-able wheel load. It is expressed in a series of wholenumbers between 4 and 150 in the same manneras vehicle classification numbers. These numbersand their significance are given in table XIII.
b. An approximation of the load-bearing capac-ity of a road with a flexible pavement may be ob-tained from the data in figure 57.
c. Computation of the approximate load-bearingcapacity of a road, considered by itself, can bemade from a determination of the thickness of thesurface course or pavement, the thickness of thebase course, and the type of subgrade material. Byapplying this information to tables X, XI, XII andthe curves in figure 57, the approximate load-l4ear-ing capacity is obtained. The accuracy of thismethod is entirely dependent on the experienceand judgment of the reconnaissance personnel.
Table XIII. Hypothetical Vehicle Classification Numbersand Their Significance
Hypothetical Maximum Maximumvehicle classification single axle single wheel
number load (tons) load (pounds)
4______ __________ ____________ 2.5 2,5008 ____.__ _____-_______ ________ 5.5 5,50012 -_-_--------- - - ------ 8.0 8,00016 -_------------------------ 10.0 10,00020- ----_______ -~ - ---.----- 11.0 11,00024 -___________ ___ __________ 12.0 12,00030_________________-_________ 13.5 13,500
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Table XIII. Hypothetical Vehicle Classification Numbersand Their Significance-Continued
Hypothetical Maximum Maximumvehicle classification single axle single wheel
number load (tons) load (pounds)
40 ___________________________ 17.0 17,00050 - 20.0 20,00060 -------- _ ___ 23.0 23,00070 _.. _ __ 25.5 25,50080 __________________________ 28.0 28,000
90 _-___-______ _ -__ --- ____ 30.0 30,000100 _____-__ ______-__-_____ 32.0 32,000120 __-------------____ _ ---- 36.0 36,000150 --- _____-__ _-__- __ - -- _ 42.0 42,000
d. The California Bearing Ratio (CBR) (fig.57) is a measure of the shearing resistance of asoil under carefully controlled density and mois-ture conditions, which is used with empiricalcurves for designing flexible road pavements. Itis expressed as a ratio of the unit load required toforce a piston into the soil, to the unit load re-quired to force the same piston the same depthinto a standard sample of crushed stone.
e. An example of the computation of the load-bearing capacity of a road follows:
(1) By field inspection, it is determined thatthe road has a 10-inch compacted gravelbase course and a 3-inch bituminous sur-face course or pavement. This is a com-bined thickness of 13 inches. By use ofthe identification method given in tableX it is determined that the subgrade con-sists of well-consolidated, fairly dry clay.
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(2) Fairly dry clay, well-consolidated, isshown in table XI to be in the ML-CLrange of soil grouping.
(3) Experience with similar soils indicatesthat a safe California Bearing Ratio(CBR) value is approximately 8 percent.
(4) Reference to figure 57 shows that for a13-inch combined thickness of pavementand base course the permissible wheelload is about 13,000 pounds.
(5) Reference to table XIII shows that thiswheel load corresponds to a vehicle class-ification number 30.
(6) The road is given the classification num-ber 30.
f. When the road classification number is largerthan the classification number for the weakestbridge on a route, the bridge classification numberlimits use of the route.
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APPENDIX III
BRIDGE SPANS
1. General
Bridge spans may be divided into two generalclasses: fixed bridges and movable bridges, asenumerated below.
a. Fixed bridge spans (fig. 8) are furtherdivided into eight types according to structuredesign. These types, which are discussed in moredetail in paragraphs 2 through 9 of this appendix,are cantilever, slab, beam (simple or continuousstringer), truss, girder, arch, suspension, andponton (floating).
b. Movable bridges are discussed in paragraph10 of this appendix.
c. Principal bridge span dimensional data areillustrated in figure 58, and principal dimensionalrequirements are given in table I.
d. Capacity dimension data requirements arepresented in table II.
2. Cantilever Bridges
A cantilever bridge is one in which two self-supporting beams or trusses, project from pierstoward each other, with no intermediate support.These beams are either joined directly to one an-other or are connected by a suspended span. Figure
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VERTICALCLEARANCE
HORIZONTALCLEARANCE -
3 PLOO0RESYSTJ M 2
MEASURING WIDTH OF ROADWAY ANOD CLEARANCES
DIMENSION 3 -HEIGHT ABOVE STREAMBED(GROUND)
DIMENSION 3.- HEIGHT ABOVE NORMAL WATER LEVEL
O MEASURING HEIGHT ABOVE STREAM BED AND NORMAL
WATER LEVEL.
Figure 58. Principal bridge span dimensional data.
CANTILEVER
AIC*- AR M ¡~~,WCllORIRY ~~SUSPENDEO OPAN
Figure 5.9. Typical cantilever bridge.
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A
A
CONCRETE CONCRETECONCRETE CONCRETE
T-BEAM SLAB
SECTION A-A
Figure 60. Standard dimension data guide forconcrete bridges.
59 illustrates a cantilever bridge and designatesits sections.
3. Slab Bridges
a. Slab bridges are short span bridges consist-ing primarily of a reinforced concrete slab restingdirectly on the abutments or intermediate sup-ports. A wearing surface of bituminous material,gravel, or wooden planks is usually laid over theconcrete, but sometimes the upper side of the slabis the wearing surface.
b. A standard dimension data guide for concrete
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bridges is given in figure 60. A typical concreteslab bridge is illustrated in figure 61.
4. Beam Bridges
a. The majority of all bridges with short spansare simple stringer bridges. Stringers are gen-erally constructed of steel, concrete, or wood. Astandard dimension data guide for simple stringerbridges is given in figure 62. The most commontypes of stringers are as follows:
(1) Wooden stringers.(a) Rectangular timber (fig. 63).(b) Log (fig. 64).
(2) Steel stringers.(a) I-beam (figs. 65 and 66).(b) Wide flange (WF) beam.(c) Channel.(d) Rail.(e) Plate girder.
Figure 61. Typical concrete slab bridge.
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Figure 62. Standard dimension data guide for simplestringer bridges.
b. Beam span bridges are reinforced concretebridges in the form of slabs resting on a series ofrectangular beams. Beams and slabs are pouredintegrally. The beams may be reinforced withstandard rods, steel T-beams, I-beams, or channels.The wearing surface of the roadway may consistof bituminous material or wooden planking laidon top of the concrete slab. A standard dimension
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Figure 63. Smple stringer bridge with rectangulartimber stringers.
Figure 64. Simple stringer bridge with log stringer.
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Figure 65. Simple stringer bridge with steel I-beams
and timber flooring.
Figure 66. Simple stringer bridge with steel I-beams and
concrete slab flooring.
data guide for concrete bridges is given in figure
60. Typical single span and multispan concrete
bridges are illustrated in figures 67, 68, and 69.
5. Truss Bridges
a. Truss span bridges are used for spans which
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Figure 67. Typical single span concrete bridge.
Figure 68. Typical concrete bridge.
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Figure 69. Typical multispan concrete T-beam bridge.
are too long for simple stringer or girder bridges.The truss is a compound beam in which the partsare arranged to form one or more triangles in thesame plane, It carries the roadway loads, trans-mitted from the bridge flooring to the abutmentsand intermediate supports. Trusses are usuallyconstructed of steel, although wood truss bridgesare found in or near areas where timber is abun-dant.
b. A standard dimension data guide for trussbridges is given in figure 70.
c. Classification of truss types, by the positionof the roadway (fig. 71), follows:
(1) Deck truss. The roadway is located aboveor on the top chord.
(2) Through truss. The roadway is situatednear the bottom chord, and overheadbracing (crosswise) is frequently pro-vided.
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DECK TYPE
THROUGH TYPE
HALF-THROUGH OR PONY TYPEFigure 71. Classification of truss types by position of
roadway.
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Figure 73. Typical steel deck truss bridge.
Figure 74. Typical timber truss bridge.
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(3) Pony (half-through) truss. The roadwayis located close to the top chord, and nooverhead bracing (crosswise) is pro-vided.
d. Common types of bridge trusses are illus-trated in figure 72, but it is not generally necessaryto include their names in bridge reconnaissancereports.
Figure 75. Typical steel through truss bridge
(Warren type).
1 Pony truss and through truss forming combinationbridge
Figure 76. Typical pony truss spans.
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on t w
2 Pony truss highway bridgeFigure 76-Continued.
e. Typical truss bridges are illustrated as fol-lows:
(1) Typical steel deck truss bridge (fig. 73).(2) Typical timber truss bridge (fig. 74).(3) Typical steel through truss bridge (War-
ren type) (fig. 75).(4) Typical steel pony truss span on combi-
nation streetcar and highway bridge (fig.76).
6. Girder Bridges
a. Girder span bridges are composed of girdersand a floor system. The girder is a compoundsteel beam, built up of plates, shapes (such asangles, channels, and Z-sections), lattice work,bars, and other elements, which transmit theroadway loads to the intermediate supports andabutments. The floor system is composed ofstringers, floor beams, flooring, and a roadway.Normally, girder spans are constructed of steel,
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but occasionally they are made of prestressedconcrete.
b. A standard dimension data guide for plategirder spans is given in figure 77.
c. Identification of girder bridges is difficult.They may be mistaken for truss bridges or simplestringer bridges. Therefore, it is important tomake close inspection of girder bridges and toidentify their component parts accurately whencapacity calculations are involved. The commontypes of plate girders are single plate or box typegirders. The bridges constructed of these girdersare deck plate girder bridges or through plategirder bridges.
(1) Plate girder span. The plate girderspan is the most common type. The road-way is usually located above the topflange plate of the girder. A typical mul-tispan plate girder bridge is illustratedin figure 78.
(2) Through type girder span. If the floorsystem is carried at or near the level ofthe lower chords so that the traffic passesbetween or through the girder, the struc-ture is called a through type girderbridge. This type is illustrated in figure79.
7. Arch Bridges
a. Arch span bridges are constructed in manytypes and variations. Basically, an arch bridgeconsists of an arch (including an arch ring), acrown, a fill and hinges, and a floor system. A
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standard dimension data guide for arch bridgesis given in figure 80. Common types of arch con-struction used in bridges are illustrated in figure81. Nomenclature of arch bridges is given in fig-ure 82.
b. Classification of arch spans, for reconnais-sance report purposes, may be given as follows:
(1) Masonry arch (solid earth-filled) anddeck type (fig. 83). Appendix VI de-scribes in detail the requirements forclassifying masonry arch bridges.
(2) Concrete arch, either solid (earth-filled)or open (spandrel) type, with the road-way usually supported above the archring by a series of columns, posts, orsmall arches (figs. 84 and 85).
(3) Steel arch, either deck type with theroadway resting on the top (horizontal)member of a trussed steel arch, orthrough type (arch) with the roadwaysuspended from the arched member(truss or beam) by a series of bars, I-beams, or webbed (latticed) verticalmembers (figs. 86, 87, and 88).
8. Suspension Bridges
a. Suspension spans have the bridge roadwaysuspended by means of vertical cables or ropesfrom two or more suspension cables, which passover towers and are anchored at the ends. Suspen-sion bridges are usually employed where the con-struction of intermediate supports is impracticable
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TPLATE GIRDER
Figure 77. Standard dimension data for plate girderbridges.
z ii.zziill iiiiiiiii~i~11ilz~i
Figure 78. Typical multispan plate girder bridge.
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Figure 79. Through type girder bridge.
I~~~~~~--
1 b
I~~~~~~~
Figure 80. Standard dimension data guide for archbridges..
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¡ I u r
I"r
4 1
~~~[::
o -00 ·
nu~~~~~~~G 5 6C
O a
E
0-- 4 k c
3~~~~~~ 3aE a
a : a
a; 3
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ROADWAY ' ROADWAY ROADWAY
SPANDREL-BRACEDSTEEL ARCH
b- SPANDREL COLUMNS a-SPANDREL ARCHES
ROADWAY
TRUSSED ARCHES
OUTER RING EXTRADOS
PARAPET WALLSPANDREL WALL
SPRING LINE -
WIN NG.,
INNER RING NTRADOS DRAINS PIER
ABUTMENT-ABUTMENT FOOT
Figure 82. Nomenclature of arch bridges.
due to the depth of the bridge gap, or where navi-gation must pass under the bridge.
b. A standard dimension data guide for suspen-sion bridges is given in figure 89. Typical suspen-sion bridges are illustrated in figures 90, 91, and92.
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Figure 83. Typical solid masonry arch bridge.
9. Ponton (Floating) Bridges
A ponton (floating) bridge (fig. 93) is a tempo-rary bridge which is supported by low, fiat-bottomed boats or other floating structures. Themajor components are the floats, saddle assembly,and the superstructure which carries the roadway.Some types of military bridges are provided witha ramp or trestle to facilitate the approach.Ponton bridges should be replaced as soon as possi-
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,,........ i
Figure 84. Typical solid concrete arch bridge.
Figure 85. Typical open type (spandrel) concrete archbridge.
ble by more permanent structures. Although theyare essentially fixed bridges of a temporary na-ture, they may be released at one end to allowpassage of ships.
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Figure 86. Parallel curve, steel rib, arch bridge.
10. Movable Bridgesa. Movable bridges (fig. 93) may be classified
as follows:(1) Swing bridges.(2) Lift bridges.(3) Bascule bridges.(4) Retractile bridges.
b. Reconnaissance of movable bridges requires
the assignment of a special engineer detail.
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Figure 87. Steel trussed deck arch bridge.
Figure 88. Steel arch bridge, through type.
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Figure 89. Standard dimension data guide for suspensionbridges.
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VA y '~ 'fhil
Figure 90. Suspension bridge with steel cable, steel rein-forcing truss, steel floor beams, and external swaybracing.
Figure 91. Bailey type sutspension bridge.
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Figure 92. Steel suspension bridge.
SWING BRIDGES
o .TRUNNIONb-COUNTERWEIGHT
SINGLE LEAF TRUNNION TYPEBASCULE BRIDGE DOUBLE LEAF TRUNNION TYPE
BASCULE BRIDGE
FLOATING BRIDGE ROLLING LIFT TYPEBASCULE BRIDGE
n n C niVERTICAL LIFT BRIDGE
Figure 93. Classification of movable bridges (by type ofmovable structure) and ponton (floating) bridge.
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APPENDIX IV
BRIDGE INTERMEDIATE SUPPORTS
Intermediate supports for bridges are groundsupports between abutments. They may be logpile bents (fig. 94), trestle bents (fig. 95), timbertrestle bents (fig. 96), timber trestle piers (fig.97), timber pile piers (fig. 98), crib piers (fig. 99),masonry piers (fig. 100), prefabricated steeltrestle piers (fig. 101), open type concrete piers(fig. 102), or solid concrete piers (fig. 103).
CAP
PILE
TRANSVERSEBRACING
Figure 94. Pile bent.
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Figure 95. Typical log trestle bent.
Figure 96. Shaped timnber trestle bent.
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CAP e g S - A TRANSVERSE
BR( e SNG
SILLFOOT I NGS
Figure 97. Timber trestle pier.
CORBELS
CAP
('Ck.J.~) s j~ ,_3 - 5 TRANSVERSE BRACING
Figure 98. Timber pile pier.
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Figure 99. Typical crib pier.
Figure 100. Typical masonry pier.
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xu :a l~~~~~~ii
Figure 101. Typical prefabricated steel trestle pier.
1'x
Figure 102. Typical open type concrete pier.
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ti~~~~~~~
Figure 103 Typical sold concrete pier.
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APPENDIX V
BRIDGE ABUTMENTS
Bridge abutments (fig. 104) are the ground sup-ports at the shore ends of a bridge. They may beconstructed of concrete, masonry, or earth with awooden end wall and abutment sill. Typical abut-ments are as follows:
1. Straight abutment (fig. 105).2. T-type abutment (fig. 106).
STRAIGHT ABUTMENTBOX ABUTMENT
WING ABUTMENT U-ABUTMENT
OF BRIDGE
SHOREWARD SUPPORTPIER OF APPROACH SPAN
T-ABUTIUENT PIER ABUTMENT
Figure 104. Common types of abutments.
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3. U-type abutment (fig. 107).4. Wing type abutment (fig. 108).5. Earth abutment, with timber abutment sill
and end wall (fig. 109).6. Pier abutment (fig. 104).7. Box abutment (fig. 104).
Figure 105. Typical straight abutment.
1/II
Figure 106. Typical T-type abutment.
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Figure 107. Typical U-type abutment.
Figure 108. Typical wing type abutment.
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END WALLABUTMENT SILL
FOOTINGS
__ C__-- ABUTMENT WALL ---
Figure 109. Typical earth abutment, with timber
abutment sill and end wall.
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APPENDIX VI
DETAILED REQUIREMENTS FOR CLASSIFICATIONOF MASONRY ARCH BRIDGES
1. Measurement and Inspection
Technical terms for masonry arch bridges areillustrated in figures 82 and 110. There are twothings to be done-
a. Measure the leading dimensions of the bridge.
b. Examine the bridge to determine its condi-tion, construction, and the state of the abutments.
2. Measurement
The following dimensions must be measured(fig. 111).
a. The span (clear span)___________ - feetNote. In the case of skew spans, measure parallel to the
axis of the roadway.
b. The rise of the arch ring at thecrown______________________________ k feet
c. The thickness of the arch ring at thecrown_____________ ________________ j feet
d. The depth of fill between the roadsurface and the arch ring at the crown__ b feet
e. The width (in feet) of the bridge be-tween parapets (roadway width).
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t~ 1
OS!·C
~~~" I $ a~~~~~~~~~~-
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i _ _®
Figure 111. Measurement of masonry arch bridge.
3. Inspectiona. Normally, only exterior features can be ex-
amined. Determining and evaluating interior fea-tures of construction will be necessary only onimportant routes where the strength of the bridgeis in doubt.
b. Outward appearances can be misleading, forthe following reasons:
(1) The thickness of the arch ring under theparapet can be measured, but it does notfollow that this thickness is consistentunder the roadway.
(2) Some old bridges have been strengthenedby removing the fill and replacing it withconcrete.
(3) The depth and nature of the backfill tothe abutment plays a large part in thestability of the arch.
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(4) The arch ring may have dropped awayfrom the fill, so that the latter alone car-ries the load.
c. Attention must be paid to the following:
(1) The arch ring.(a) Nature and condition of the brickwork
or masonry.(b) Thickness of the joints.(c) Condition of the mortar.(d) Deformation of the arch ring from its
original shape.(e) Presence of cracks - their width,
length, number, and position.
(2) Parapet and spandrel walls.(a) Sagging of the parapet.(b) Cracks.(c) Outward movement of the parapet
relative to the arch ring.
(3) Abutments.(a) Failure of the abutment walls by crack-
ing, settlement, or movement.(b) Adequacy of the abutments to resist
horizontal arch thrust.(c) Adequacy of the wing walls to restrain
the spread of the backfill.(d) Nature of the backfill. This can be dis-
covered only by probing.(e) Nature of the foundation-discovered
only by probing.
4. Classification Procedure
A provisional load class based solely on span and
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thickness of the crown is first obtained. This isthen modified by various factors, selected in ac-cordance with the dimensions, construction, andcondition of the bridge. The result, termed theadjusted load class, is modified to the neareststandard load class to give the final load class.
5. Provisional Load Class
Refer to the alinement chart figure 112. Markthe bridge span on column A and the total crownthickness (j + b = ring + fill) on column B. Linethrough these points to column C, and read off theprovisional load class.
6. Profile Factors
Flat arches are not so strong under a given load-ing as those of steeper profile. A very large rise,however, does not necessarily add to the strength,as failure can occur through the crown of the arch,acting as a smaller arch of flatter rise. For thisreason, a span-rise ratio of 4 and less is assumedto give optimum strength, and has a profile factorof 1. When the span-rise ratio is greater than 4,reference is made to figure 113, which gives theappropriate profile factor for the different ratios.
7. Material Factors
To determine material factors (table XIV), thefollowing must be noted (figs. 82 and 110):
a. The material used for the ring.
b. The type of construction-i.e., whether thevoussoirs are in courses or laid at random.
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A CIARCK $I BRIDCGEFEET GCLASS
§-o0 TOTAL CROWNb'-j 10-
INCHES FIET 14072 130-
8-50 66
so60- o
54- 100-
4- -4 90-
30
80-_
20
Figure 112. Alinement chart for determining the provi-sional load classification of masonry arch bridges.
c. The condition of the material-i.e., whetherthere is much spalling (chipping), and whetherthe voussoirs are sound or deteriorating due toweathering.
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PROFILE FACTOR1.0
O.s -~ ~ -
A~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
0. 9
0.8
0.7
1\11\
04 5 6 7 8
SPAN/RISE RATIO
Figzure 113. Profile factors for masonry arch bridges.
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d. Examine the soffit, and look for signs of dis-integration and cracks. Usually the first signs offailure occur at the quarter-points on the intrados.
8. Joint Factors
The strength and stability of the arch ring de-pend to a large extent on the size and condition ofthe joints. In this connection, it is necessary todistinguish between cement and lime mortar as ajointing material (table XV). Lime mortar iscommonly used in brick construction, particularlyon old bridges, and although it is softer than ce-ment mortar and has less strength, this is compen-sated for by better joint-filling properties and gooddistributing power under load. Partially-deteri-orated cement mortar must not be confused withlime mortar in good condition.
Table XIV. Material Factors for Masonry Arch Bridges
MaterialCondition factor
1. Granite, whinstone, and built-in course 1.5masonry with large, shaped voussoirs.
2. Concrete or blue engineering bricks ._ 1.23. Limestone, good random masonry, and 1.0
building bricks in good condition.4. Masonry of any kind or brickwork in poor 0.7-0.5
condition (many voussoirs flaking orbadly spalling, shearing, etc.). Somediscretion is permitted if the dilapidationis only moderate.
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9. Crack Factors
a. General. The age of cracks is of great im-portance. Old cracks no longer operating, andwhich probably occurred soon after the bridge wasbuilt, can be ignored. Recent cracks, on the otherhand, usually show clean faces, with perhaps smallloose fragments of masonry. Although cracks mayappear as shear of the bricks or m. .Jonry, theynormally follow an irregular line thnrough themortar; care must be taken to observe whetherthey are cracks and not merely deficiencies of thepointing material.
Table XV. Joint Factors for Masonry Arch Bridges
JointType of joint factor
1. Thin joints, 1/1o inch or less in width ----- 1.252. Normal joints, with width up to 1/4 inch, 1.00
regular, straight with mortar in goodcondition and well pointed.
3. Ditto, but with mortar unpointed _ ___ .904. Wide jo'nts. generally over 1/4 inch wide .80
and usually irregular; mortar in goodcondition.
5. Ditto, but with mortar containing voids .70deeper than one-tenth of the ring thick-ness.
6. Very wide joints, 1/2 inch or more in width, .50with poor mortar having voids deeper |than one-tenth of the ring thickness, andso deteriorated that it has the propertiesof sand alone.
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CRACKS DUE TO CRACKS DUE TOVARYINGSPREAD OF FILL SUBSIDENCE ALONO LENGTHPUSHING OUTER OF ABUTMENT. (THE DOWNWARDPORTION OF RiNGAND. PARAPET WALL HRUST DUETO ISPLACEMENT MAY NOT BEOUTWARDS. ATER NOTICEABLE, ONLY THE CRACKSI
Figure 114. Longitudinal cracks in arch ring.
b. Types of Cracks. Crack factors are given intable XVI. The following are the more importanttypes:
(1) Longitudinal cracks within 2 feet of theedge of the arch, caused by lateral spreadof the fill, producing an outward force onthe parapet walls and pushing the outerportion of the ring away from the centerportion (fig. 114).
(2) Longitudinal cracks within the centerthird of the bridge, due to varyingamounts of subsidence in different placesalong the length of the abutment. Theseare dangerous if large, because they indi-cate that the ring has broken up into nar-rower independent rings (fig. 114).
Table XVI. Crack Factors in Masonry Arch Bridges
Type of crack Crack factor
1. Small longitudinal cracks with- 1.0in 2 feet of the edge of thearch, i.e., less than 1/s inchin width and less than one-tenth of the span in length.
2. Large longitudinal cracks with- 1.0in 2 feet of the edge of thearch, i.e., greater than 1/4
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Table XVI. Crack Factors in Masonry Arch Bridges-Con.
Type of crack Crack factor
inch in width and longerthan one-tenth of the spanin length: For bridges hav-ing widths greater than 20feet.
3. Longitudinal cracks within the 0.9-0.7center third of the bridge.
a. One small crack less than 1.0V8 inch in width and lessthan one-tenth of thespan in length.
b. One large crack greater 0.5than 1/4 inch in width andlonger than the above.
c. Several narrow cracks, i.e., 0.5three or more.
4. Small lateral and diagonal 1.0cracks, i.e., less than % inchin width and shorter thanone-tenth of the arch width.
5. Large lateral and diagonal Maximum load class:cracks greater than /4 inch 12; or the figure de-in width and longer than the rived by calculation,above. using the other fac-
tors, whichever isthe less.
6. Cracks between the arch ring 0.9and parapet wall greaterthan one-tenth of the span,due to lateral spread of thefill.
7. Cracks between the ring and Reclassify from thespandrel, due to a dropped alinement, on the,ring. assumption that the
crown thickness isthat of the ringalone.
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(3) Lateral cracks, usually found near thequarter-points, due to permanent defor-mation of the arch, which may be causedby partial collapse of the arch or move-ment at the abutments.
(4) Diagonal cracks normally start near thesides of the arch at the springing lineand spread towards the center of thebridge at the crown. They are probablydue to subsidence at the sides of theabutment, and indicate that the bridge isin a dangerous condition.
(5) Cracks between the arch ring and thespandrel or parapet walls. These are dueto two causes-
(a) Spread of the fill, so that the parapetwall is pushed out relative to the archring (fig. 115).
(b) Movement of a flexible ring away froma stiff fill, so that the two act inde-pendently. This type of failure fre-quently produces cracks in the span-drel wall near the quarter-points (fig.116).
CRACKS DUE TOSPREAD OF FILLPUSHING PARAPETWALL OUTWARDS FILL
RING
LATERAL MOVEMENT -Figure 115. Cracks between arch ring and parapet wall.
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GRACKS-
Figure 116. Movement of arch ring away from stiff fill.
SAGGING PARAPET
Figure 117. Deformation of arch ring.
10. Deformation Factors
a. General. Failure of the arch ring is observedin the ring itself, and is frequently accompanied bya sag of the parapet over approximately the samelength (fig. 117). Deformation of the arch ringmay be due to two causes.
(1) Partial failure of the arch ring.(2) Movement at the abutment.
b. Deformation Factors. Deformation factorsare given in table XVII.
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Table XVII. Deformation Factors forMasonry Arch Bridges
Degree of deformation Deformation factor
1. Deformation limited so Discard profile factor al-that the rise over the ready calculated and ap-the affected portion is ply span-rise ratio of af-always positive. fected portion to the
whole arch.2. Distortion so that there Maximum load class: 12.
is a flat section of pro-file.
3. Large deformation so Maximum load class: 5; butthat a portion of the only if fill at crown ex-ring is sagging. ceeds 18 inches.
11. Abutment Factors
a. General. In the assessment of the abutmentsit is necessary to apply two factors. The first takesaccount of the size and shape of the abutment asan adequate support for the arch, and always ap-plies. The second applies to faults in the abut-ment, i.e., cracks, movements, etc.
b. Abutment Size Factors. Abutment size fac-tors are given in table XVIII. One or both of theabutments may be considered inadequate to resistthe full thrust of the arch. This may occur when-
(1) The bridge is on a narrow embankment,particularly if the approaches slope downsteeply from the bridge;
(2) The bridge is on an embanked curve;
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(3) The abutment wing walls are very shortand suggest little solid fill behind thearch;
(4) In the case of multispan bridges, eachspan is considered separately and abut-ment factors are applied in accordancewith whether the arch is supported onone abutment and one pier, or on twopiers.
Table XVIII. Abutment Size Factors forMasonry Arch Bridges
Abutmentsize factor
1. Both abutments satisfactory _________---- 1.002. One unsatisfactory abutment ____-------- .953. Both abutments unsatisfactory_______--- .904. Both abutments massive, but a clay fill is .70
suspected.5. Arch supported on one abutment and one .90
pier.6. Arch supported on two piers-_____ ---- __ .80
c. Abutment Fault Factors. Abutment faultfactors are given in table XIX.
12. Application of the Factors
The profile, material, and joint factors, togetherwith the abutment size factor, are applied in everycase. The remaining three factors, namely thosefor cracks, deformation and faults in the abut-ments, are applied with discretion. Clearly, if thearch is deformed and cracked due to a fault in the
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abutments, it is unrealistic to downgrade thebridge for all three of the latter factors operatingtogether. In such a case, the load class workedout by applying these factors in turn to the pro-visional load class (as modified by the first fourfactors) and adopting the lowest figure so ob-tained. After applying the various factors to theprovisional load class, the figure obtained isrounded off to the nearest standard load class, togive the final classification.
13. Two-Way Classification
Bridges which are wide enough to accept twolanes of traffic may be given a two-way load classequal to 0.9 of the one-way class.
Table XIX. Abutment Fault Factors for
Masonry Arch Bridges
AbutmentNature of fault fault factors
1. Inward movement of one abut- 0.75-0.50 (de-ment, shown by hogging of the pending on de-arch ring and the parapet at gree). Not morethe crown, and, possibly, open than class 30 orcracks in the intrados between class 12, accord-the quarter-point and the ing to degree.springing. Old movement, withwell-consolidated fill and slighthogging of the ring.
2. Outward spread of abutments.This usually causes change inthe profile. If the movement hasnot been excessive and appearsto have ceased, determine the
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Table XIX. Abutment Fault Factors for MasonryArch Brigdes-Continued
AbutmentNature of fault fault factors
nature of the fill behind theabutments and allow factorsvarying from 1 to 0.5, accordingto the nature and condition ofthe fill.
3. Vertical settlement of one abut-ment. Investigate the groundunder each abutment, and applyfactors ranging from 0.9 forslight movement to 0.5 wherethe materials under each abut-ment are dissimilar.
14. Example of Classification Procedure
a. Data.
Span _- _______________40 feetRise _________-___________ 8 feetArch ring thickness -_______18 inchesDepth of fill at crown ______ 12 inchesWidth between parapets ___ 15 feetMaterial__________________ Limestone in good condition.Joints ____________________Mortar, with some deteriora-
tion and small voids; closejoints.
Cr.cks _________-----_---. There is a large longitudinalcrack in the arch under oneparapet wall.
Abutments -_________--____ One approach is up a narrowembankment.
b. Provisional Load Class.Mark span 1 = 40 feet on column A, figure 112.
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Total crown thickness (ring + cover) = 2.5 feet.Mark this on column B, figure 112.
Line through these two points across column C,and read off the provisional load class, which inthis instance is 34.
c. Adjusted Load Class. The provisional classis now amended by the various factors, as follows:
(1) Profile factor.40Span-rise ratio = 8 = 5.
From figure 113 the profile factor is 0.86.(2) Material factor. From table XIV, for
limestone in good condition, the materialfactor is 1.0.
(3) Joint factor. From table XV, the jointfactor is between 0.80 and 0.70-about0.75.
(4) Crack factor. From table XVI, the onelarge lorigitudinal crack at the edge ofthe ring, for a bridge of this width, givesa crack factor of 0.9.
(5) Abutment factor. One abutment is con-sidered unsatisfactory, owing to the nar-row and steep approach. From tableXVIII, this gives a factor of 0.95.Hence,Adjusted load class = 34 X 0.86 X
1.0 X 0.75 X 0.90 X 0.95 = 19 forone-way traffic.
and 19 X 0.9 = 17 for two-way traffic.
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APPENDIX VII
TUNNELS
A tunnel consists of a bore, a tunnel liner, anda portal. Common shapes of tunnel bores (fig.118) are semicircular, elliptical, horseshoe, andsquare with arched ceiling. Tunnels may be un-
SEMI-CIRCULAR ELLIPTICAL
HORSE-SHOE SQUARE WITHARCHED CEILING
Figure 118. Common types of tunnel bores or crosssections.
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Figure 119. Typical unlined tunnel.
cc
Figure 120. Typical masonry lined tunnel.
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asaE~:-. i · iw
. ~ ,0:jCI d .i
·I· " '~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Figure 121. Typical concrete lined tunnel.
Figure 122. Typical masonry tunnel portal.
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Figure 123. Typical concrete tunnel portal.
lined (fig. 119), masonry lined (fig. 120), andconcrete lined (fig. 121). Portals may be made ofmasonry (fig. 122) or of concrete (fig. 123). Aline-ment of tunnels may be straight (fig. 124) orcurved (fig. 125).
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./, Q>. "-_
ara~ ~ ~ ~ ~ ~~~~,
Figure 124. Tunnel with straight horizontal alinement.
Figure 125. Tunnel with curved horizontal alinement,
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APPENDIX VIII
NATIONAL DISTINGUISHING SYMBOLS FORMARKING SERVICE VEHICLES
1. General
a. This appendix shows a national distinguish-ing symbol for marking vehicles of each membercountry of the North Atlantic Treaty Organiza-tion except Iceland. These basic national symbolsmay also carry appropriate superimposed servicemarkings, except in the case of the GermanFederal Republic.
b. The distinguishing symbols for markingservice vehicles are shown in figure 126. Whenused to identify a National Force or a componentof a National Force, the Distinguishing Letterswill be bracketed immediately following the Force,formation or unit, for example: 12 (US) ArmyGroup; 5 (FR) Armored Division. National Dis-tinguishing Letters for components of ArmyForces smaller than a division will only be usedwhen this is necessary to avoid confusion. Suchsymbols and most commonly used abbreviationsfor country names are included for the followingcountries, listed in alphabetical order:
(1) Belgium (BE) (fig. 126().(2) Canada (CA) (fig. 126®)-The National
Distinguishing Letters for Canada will
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YBLACK W WHITERED /
BLACK
23928
O BELGIUM
GOLD
( CANADARED
WHITE
() DENMARKFigure 126. National distinguishing symbols for marking
of service vehicles.
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BLUE WHITE RED
O FRANCE
BLACK
lbd Y IF 234567O GERMAN FEDERAL
REPUBLIC
WHITE 7 WHITE/-BLUE / ,rBLACK'
-H 35 53
) GREECE
Figure 126-Continued.
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not be used to identify Canadian Armyformations which have the word, "Cana-dian" in their official designation.
(3) Denmark (DA) (fig. 126().(4) France (FR) (fig. 126().(5) Germon Federal Republic (GE) (fig.
1260).(6) Greece (GR) (fig. 1260).(7) Italy (IT) (fig. 1260).(8) Luxembourg (LU) (fig. 126®).(9) Netherlands (NL) (fig. 126®).
(10) Norway (NO) (fig. 126@I).(11) Portugal (PO) (fig. 126®).(12) Turkey (TU) (fig. 126@).(13) United Kingdom (UK) (fig. 126@)-
The letters "UK" denote the UnitedKingdom, or a force or part of a forceprovided solely from the United King-dom. The letters "BR" may be used inspecial cases to denote a force compris-ing units or elements of more than onecountry of the British Commonwealth.
(14) United States (US) (fig. 1269).The abbreviation for Iceland is IC.
2. Descriptions of Individual National DistinguishingSymbols
a. Belgium (fig. 126(). The basic symbol isrectangular in shape. It is a rectangular plate(or marking on combat vehicles) bearing a reg-istration number in black figures on a white back-
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ground, preceded by the national colors (black,yellow, and red) in the form of a strip placedat the end and across the whole width of the plate.
b. Canada (fig. 126®). The basic symbol is agold-colored maple leaf.
GREEN WHITE RED
Q ITALY
-RED -BLACK 1-WHITE
1953
® LUXEMBOURG
RED
WHITE
BLUE
®) NETHERLANDS
Figure 126-Continued.
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~~~BLUE
s NORWAY
RED
( PORTUGAL
WHITEX RED
WHITE
TURKEY
Figure 126-Continued.
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c. Denmark (fig. 1260). The basic symbol is ared shield with a white cross. The symbol is placedon a white background.
d. France (fig. 126(). The basic symbol is atri-color flag (blue, white, and red, from left toright).
e. German Federal Republic (fig. 1260). The
BLUE WHITE RED
© UNITED KINGDOM
I) UNITED STATES
Figure 126-Continued.
244 AGO 556C
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basic symbol is rectangular in shape and is paintedon semi- or full-tracked vehicles. All other mili-tary vehicles carry a rectangular plate. Placedwithin the rectangular shape in black on a whitebackground, a hyphen with a stamp underneathit, and the registration number. The plate has ablack edge. On the left side of the plate the na-tional colors (black, red, and gold) are shownin horizontal stripes, with black on top.
f. Greece (fig. 126®). The basic symbol is rec-tangular in shape. It is a rectangular plate (ormarking on combat vehicles) bearing a registra-tion number in black figures on a white back-ground, preceded by a white Christian cross ona blue background.
g. Italy (fig. 126®). This symbol consists ofa tricolor flag (green, white, and red, from leftto right).
h. Luxembourg (fig. 126®). This symbol con-sists of a rectangular plate bearing the registra-tion number in white figures on a black back-ground. This number is preceded by a red lionon a horizontally striped blue and white back-ground.
i. Netherlands (fig. 126®). This symbol con-sists of a tricolor flag (red, white, and blue). Thecolors are in horizontal stripes with red on top,then white, and then blue. This symbol cannotbe used in combination with the registration num-ber.
j. Norway (fig. 126@). The basic symbol is aNorwegian flag on a shield.
AGO 556C 245
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k. Portugal (fig. 126®). The basic symbol isa white square bearing a Christian cross.
1. Turkey (fig. 126@). The basic symbol con-sists of a solid red circle bearing a white crescentand a white star as on the Turkish flag. The di-ameter of the circle is 17 centimeters.
m. United Kingdom (fig. 126@). The basicsymbol is a replica of the national flag (UnionJack).
n. United States (fig. 126®). The basic symbolis a white five-pointed star.
246 AGO 556C
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INDEX
Paragraph PageAlternate crossing sites ___________ 28h 42
Bridge data:Abutments __________________. app. V 211Additional information _______- 2 1c 24Arches______________________ 65, app. III, 89, 177,
app. VI 215Bypasses____________________ -22 24Classification_________________ 58a, 70, 84, 96,
71 97Classification, dual-___________ 66 89Classification numbers --_______ 59, 60 85Clearance, horizontal__________ 24c, 63a 27, 88Clearance, underbridge _______ 24d 27Clearance, vertical _________-__ 25a(6) 33Crossings____________________. 69 92Demolition __________________. 28g 39Dimensional data ____________- 26 35Essential information _-_______ 21a, 24 23, 27Information requirements _____ 21 23Length _ ___________________ 24h 30Limited information _________-- 21b, 25 24, 30Location ____________________. 24b, 25a (1) 27, 31Photographs_________________ 27 38Reconnaissance ______________ 19, 20 22;Repair_______________________ 28f 39Safety factor_________________ 61 86Signs ._______________________ 80 118Sketches_____________________. 26 35Spans ______________________ 24f, app. III 28, 177Symbol, abbreviated ._________. 25b 33Symbol, full __.-___..________. 25a 30Traffic control________________. 68 90Width ____________________--. 62 86
AGO 556C 285
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Paragraph PageCable, ferry _____________________ 42 62California bearing ratio --______-_. 48a, app. II 71, 163Causeways --______________________. 48a 71Crossings, ice --_---___-________ __ 47 69Curves, measuring _______________ - -15 16
Depths, fordable__________________. 35 50Disks, directional _________________ 92 134
Ferry data:Approach roads ___--__________ 43 63Classification_ ________________ 43 63Dimensions of limiting 43d, 45b 64, 65
features.Photographs ________________- 46 68Reconnaissance --_______________ 43 63Sketches .____________________ 45g 68Terminal features-____________ 45e 65Vessel features ______________. 4i5d 65
Ford data:Approaches _________________ 35b 52Bottom _____________________ 35c, d 52Current - -_____________________ 35f 52Dimensions ___-______________ 35g 53Measurement of stream width__ 36 53Measurement of stream 37 55
velocity.Reconnaissance ___-__________ 35 50Trafficability_________________ -35a 50
Galleries ________________________ 48c 71Gradients, computation ___________ 16 18
Hypothetical classificationnumbers, vehicle _______________ app. II 163
Ice layers, load-bearing capacity____ 47b 69
Joint factors, masonry arch bridge__ app. VI 215Lighting conditions, route sign ____. 96 138Load-bearing capacity, road _______ app. II 163
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Paragraph PageMasonry arch bridges, classification_ app. VI 215Measurement, stream width________ 36 53Measurement, stream velocity______. 37 55
National distinguishing symbols____. app. VIII 238
Passing lights____________________. 98a 140Priority vehicles, marking _________ 115 157
Reporting forms, use of:Bridge (DA Form 1249)______ 29 43Ferry (DA Form 1252)_______ 45 65Ford (DA Form 1251)________. 39 57Road (DA Form 1248)--______ 18 19Route -______________________ 11 11Tunnel (DA Form 1250)______ 33 45
Responsibilities:Bridge classification _-________ 58, 60 84, 85Bridge signing _______________ 80, 84 118, 127Guide signs -_______________ 78c 116Lighting military route signs__ _ 95 137Lighting military vehicles._____ 98 139Route classification --___________ 51b 72Route numbering _____________ 55d 77Route signing ________________ 74 107Safety factor -_--_-----______ 61 86Special crossings _____ -______ 69b 92Traffic control over bridges
and other crossing means ___ 68 90Vehicle classification __--______. 70, 72, 96, 100,Vehicle marking --______________. 73d(2) 104
104, 105, 115 148, 157Road data:
Classification ________--- ______ 56 77Classification formula_________. 57 78Determining road gradient ____ 16 18Limiting factors______________ 57a (1) 78Load-bearing capacity_________ - - app. II 163Measuring curves_____________ 15 16Obstructions_-____ ___-_______ 57a (5) 82
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Paragraph Page
Road data--ContinuedReconnaissance ._____________. 13, 14 14Signs ______-- __-------------- 77 112Surface materials --____________ 57a(3) 80
Route data:Checklist ______-_____--__--__- 12 13Classifications_______________- 51, 52, 72, 73,
54 76Classification formula_________. 53 75Numbering _________-________- 55, 88 77, 130Reconnaissance-._______-_____ 8 9'Signs -___________________.__- 87-90 129-132Specific requirements -_________ 10 10Terrain considerations_______ _ 9 9
Signs, military:Arctic regions _______________ 94 136Application to civilians________. 85c 128Bridge classification __________ 80 118Casualty evacuation routes . .__ 91 133Circular _____________________ 80a 118Directional disks______________ 92 134Ferry_______________________ 86a 128Ford --_______________________ 86e 129Guide _______________________ 78c, 87, 116, 129,
89 131Hazard _____________________. 78a 113Headquarters and dumps _____- 90 132Lighting conditions - -__________ 96 138Lighting road signs ___________ 97 139No entry_____________________ - -85b 127Rectangular-_________________ 80b 120Regulatory___________________ 78b, 85 116, 127Restricted bridge lane ________. 82 123Route _______________________ 87,90 129, 132Route numbers -______________ 88 130Snow conditions ______________ 76 112Stop ....................... _ 85b 127Tunnel-______________________ 86b 128
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Paragraph Page
Snowshed _______________________. 48b 71Soils .-___________________________ app. II 163Stream width, measurement _______ 36 53Stream velocity, measurement _____ 37 55
Tunnel data:Definition____________________ 30 43Dimensions__________________ 33b 47Reconnaissance_______________ 30, 31 43, 44Sketches __________________-. 33e 47
Vehicles, military:Blackout lighting conditions ___ 101 145Classification_________________ 70, 71, 96, 97,
app. IX 247Classification numbers________ 72 100Lighting_____________________ 98 139Marking responsibility________ 104 148National distinguishing 110, 153,
symbols. app. VIII 238Normal lighting conditions ___. 99 140Reduced lighting conditions____ 100 144Standard vehicle classification 108 150
signs.Temporary classification --_---. 73d 104Vehicles which are classified __ 73 102Visibility requirements, 101a 145
blackout.
AGO 556C 289
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[AG 353 (31 May 60)1
By Order of Wilber M. Brucker, Secretary of theArmy:
L. L. LEMNITZER,General, United States Army,
Official: Chief of Staff.R. V. LEE,
Major General, United States Army,The Adjutant1oJ~Jl.
Distribution: _ .
Active Army: ....
To be distributed ii's / 12-7 require-ments for FM 5-searku 4 formula:
DCSLOG (5)USASA (5)
CNGB (1) ! ~ O)Tech Stf. DA (5) erU
CofEngrs (25) .n
US ARADCOM (10) Engr BUS ARADCOM, Rgn (10) Engr Co
MDW (5) USAES (Fourth US Army (t20) USAAMS G)Seventh US Army (5) USAARMS (1000)
EUSA (10) USAIS (818)Corps (10) except USATCH (200)
XVIII Abn Corps (70) AMS (5)
USAINTC (216)
NG: State AG (3): units-same as Active Army except allowance
is one copy to each unit.
USAR: Same as Active Army except allowance is one copy toeach unit.
For explanation of abbreviations used. see AR 320-50.
U.S. GOVERNMENT PRINTING OFFICE: 1961 0-606297
290 AGO 556C
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