## 5 Conclusions  
The paper presents a study on the structural health condition and adaptation of the Acrow Bailey Bridge as a permanent structure. Field experimental data were compared and validated with analytical methods for agreement. Further, an analytical model was deployed to establish the limit states (SLS and ULS) and bearing capacity using the Linear and Nonlinear Buckling (Linear perturbation and Riks) methods. The findings are presented hereunder. Field experimental investigation:  
Figure 16: SLS and ULS. Static loading
* Loading case 1-3 gave deflection (\(\theta\)) ranging from 0.0004-0.0066, 0.0166-0.0596, and 0.0278-0.0925, correspondingly, with a validation coefficient of less than 2 on both measurement approaches that were considered within the required threshold. The maximum deformation at midspan was 14.43 mm on loading case 3. * In that order, the image processing approach recorded deflections (\(\theta\)) of 0.0079, 0.0340, and 0.0492 from Loading case 1. * The transducer to image processing variance (\(\Delta\theta\)) varied significantly, especially on Load case 1, by 0.0007 to 0.0050, indicating a good accuracy of the LVDT transducer on small deflections. * Stresses were derived from an SM490 steel material with Young's modulus of 2.0 \(\times\) 10\({}^{5}\) MPa from experimental field strains that increased from Loading cases 1-3 (\(\varepsilon\)\(\approx\) 0-104.85) within the linear elastic region. * Static loading, under all loading conditions/cases, showed the structure operated within reasonable deflection (span/800-[39.3 mm]) and stress limits (below 325 MPa). The strain performance was also observed in typical symmetry at the center span, a trait common in Bailey Bridges. Dynamic loading
* The results of the structural dynamic response of 3-20 km/h were 0-15.55 mm from Loading case 1, recording higher deflection than static loading by 1.4 mm at midspan, on account of the maximum recorded deflection. * DAF (1 + \(\mu\)) derived from Rdyn and Rstat resulted in 1.09. The DAF corresponded with the design criteria provided by Euro-code 1. The pavement condition was deemed ambient, with a limited deterioration range between 1.0-1.4. Cumulatively the structure operated within the linear-elastic region. Analytical investigation:
* DSL's results within the linear elastic domain validated the analytical model showing good agreement with a mean validation coefficient ranging from 1.4-2.0 and similar residual characteristics across all measurement approaches. * The response of the model compared to similar research showed a good agreement. The validated model defines the analytical geometry, material, and loads for nonlinear analysis (material and geometric). Analytical assessment of the bearing capacity:  
* The results from the literature indicated that bridge structural elements operate in sync; therefore, their examination, espoused in Eurocode 3, gives conservative results. * The out-of-plane eigenvalue mode one vector was established to have a first eigenmode value of 1.06 \(\times\) 10\({}^{6}\) from an incrementing load of an initial magnitude of 1. * The result of the nonlinear analysis indicated 26 Tons and 47 Tons as SLS and ULS, respectively, as the bridge's bearing capacity with a redundancy ratio of 1.8. * Checking for resistance of members as individuals gives conservative results. However, checking for the resistance of the whole superstructure using linear and nonlinear buckling gives non-conservative results of their interaction. These results can be deployed for evaluating structural capacity in situ without necessarily analyzing individual members, as enshrined in Eurocode 3. The current condition of the bridge was established as good. From the research, a permanent adoption framework for the Sukumo Bailey Bridge was put forward in consideration of the local needs (use of signages to indicate the capacity) for maintaining the bridge. The above mentioned deductions were drawn from the study providing insight for further recommendations on adoption:1.