Opportunities Through Excellence

Incrementally launched Bridges & other major bridge experience BG&E OVERVIEW

BG&E is a civil and structural engineering consultancy that is known for its innovative, cost-effective and award-winning designs.

We are renowned for our ‘can-do’ attitude and our ability to successfully deliver complex projects in a demanding industry.

Our staff complement ensures that our company size is big enough to matter, whilst being small enough to care. Clients repeatedly return to us, which is a testament to the level of service, responsiveness and tailored solutions that we provide.

Our team is a mix of local and international professionals, which bring together innovative ideas and a problem solving attitude to their work. Consequently, we receive industry recognition for delivering high standards of engineering services over numerous technically challenging projects in both Australia and Internationally.

We focus on being specialised in specific areas of engineering rather than being ‘generalists’ in many fields and as a result, we provide the best possible services, technical skills and competence in our chosen fields of expertise.

Our Company is widely recognised for its ability to apply innovative designs and alternative use of materials across an array of projects. Clients repeatedly call on us because we deliver engineering solutions that are practical and incorporate our experience and focus on constructability.

We have won numerous engineering awards in recognition for the high standard of work that we provide. These awards are an acknowledgement of our contribution to the engineering industry and the outcomes we deliver for our Clients. INCREMENTALLY LAUNCHED BRIDGE EXPERIENCE

BG&E introduced incremental launching in Since then, we have developed the technique for Australia in 1984 with four bridges on the Tonkin bridges of all types where difficult circumstances Highway across roads and railways leading into exist, such as over rivers, freeways or other the Forrestfield Marshalling Yards. Conventional complications. In these complex situations, this thought at that time was that incremental launching method of construction has proved the most was a construction method for bridges at least 200m cost effective. long. In this project, BG&E demonstrated that it On the Karuah Bypass Project, which includes is a valuable and economical technology in certain the longest incremental launch in Australia, this situations for much shorter structures, especially if construction method was taken to new levels that there are opportunities to reuse the construction included superstructure construction simplicity. equipment. The method enabled the bridges to be With construction time reduced, the solution was built without falsework. economically attractive. The innovations developed We have proved that incremental launching is a on this project earned the project team a National particularly appropriate construction method for IEAust Excellence Award. enhancing safety in building over live traffic or We have been involved with a number of projects difficult terrain. the include the incremental launching method in recent years. These are briefly described below. Roe Street Bus Bridge (2009) This bridge replaced the pre existing, at-grade crossing and provided an important upgrade to the public transport network in . The bridge was constructed in a very constrained site, with operating rail, existing infrastructure and other construction sites on all sides. An innovative design was developed to suit the site constraints and preferred construction methodology. The design comprised an incrementally launched, box girder with an integral suspended slab abutment and a reinforced soil ramp with tied, precast wall panels.

Hunter Expressway Alliance, Hunter Region NSW – Branxton to Sydney Flyover Bridge (153m) (2012) This bridge is a curved, 5 span, incrementally launched, post-tensioned concrete box girder totalling 153m, to be launched over live traffic. Features of this bridge include:

—— Vertical and horizontal radius of 2200m and 235m respectively and varying cross fall up to 7%. —— A non-concentric prestressing system during launching providing significant savings over conventional concentric stressing. BG&E also designed and documented the temporary works package for this bridge, including launch nose, jacking thrust blocks and casting bed. Rail Bridge (152m) (2008) The project included a new, single track, incrementally launched, 152m rail bridge over the Canning River.

Due to the presence of very soft soil lenses at old river bed locations on the eastern side of the Canning River, an extended length of bridge was selected to span over these areas to mitigate estimated large soil movements. The incremental launch method of construction was selected as a cost effective option that minimised environmental and river disturbance during construction and provided maintenance benefits for any lateral ground movements.

Karuah Bypass project including the Karuah River Bridge (594m) and Wetlands Bridge (218m) NSW (2003) The bridges are twin box girders of uniform depth which utilise an innovative and economic prestressing system. Both bridges were incrementally launched as one element from the western end. The bridges were temporarily connected during launching. When the Wetlands Bridge reached its final position, the bridges were separated and the Karuah River Bridge was pushed over Horse Island into its final position. and Goongoongup Bridge (403m) (1997 & 1993) The Windan Bridge carries the across the Swan River in Perth. The 403m long main bridge comprises two prestressed concrete box girders on two lines of piers, all architecturally related to the adjacent, single-box Goongoongup Rail Bridge. Both bridges were constructed using incremental launching. The foundation conditions at the site of the bridges are poor with more than 25m of estuarine muds beneath the river bed. Forty metre (40m) long approach structures are provided at the eastern end of both bridges to accommodate post construction soil movement. Launched Bridges for Tung Chung, Hong Kong (1994) We were commissioned to carry out construction engineering for two contracts and for the redesign of the concentric prestress for the incremental launching of four road bridges and one rail bridge associated with the transport infrastructure for the new Hong Kong Airport at Chek Lap Kok. On one site this required the construction engineering to provide for two road bridges and one rail bridge to be incrementally launched within the same construction time frame. This demanding operation was finished well ahead of schedule.

Port Bouvard Bridge, Dawesville WA (360m) (1992) This incrementally launched bridge is 360m long and has 8 spans. The superstructure comprises a double I-beam 3m high. The piers are a pair of circular columns which taper to be topped with an inverted, truncated cone capital. The piers are up to 19m high and are believed to be the tallest bridge piers in . Design of the bridge was ‘fast-tracked’ to ensure completion coincided with the construction of the Dawesville channel. Completion was several months ahead of schedule. Other project examples and experience includes: 2009 Collie River Bridge (construction 1999 Wellington Road Bridges

support) 1992 Northern Suburbs Transit System, 2002 Eddystone Avenue Bridge 1471 Stirling Station Bridge

2001 Bus Transitway 1991 Northern Suburbs Transit System, 3 Bridge 1505 Road and 3 Rail Bridges

2001 Bibra Lake Sewer Pipe – 1989 City Station Carpark, Transfer Deck Woodman Point over Rail

1999 Loftus Street Bridge Widening, 1984 Nicholson Road Bridge Duplication Bridge 1450

Temporary Works for Incremental Launching: We have significant experience in the temporary design of construction requirements for incrementally launched bridges.

This includes the following design capability:

—— Steel launching nose —— Front and trailing end-levelling devices —— Temporary bearings and side guides —— Jacking, holding, pulling and —— Intermediate temporary braking forces support structures —— Eberspacher jack accommodation —— Casting bed general arrangement —— Temporary joints in superstructures and detailing OTHER MAJOR BRIDGE EXPERIENCE

Hunter Expressway Alliance, Hunter Region NSW – Viaduct Bridges (804m total) (2011) We were integrated into the Alliance Design Team for 3 matchcast, segmental, balanced cantilever viaduct bridges totalling 840m in length and 20,000m2 of deck area. Features of the design of these bridges include:

—— Matchcast segmental superstructure of 75m typical span, incorporating internal and external post tensioning. Uniform, modular design of components was achieved for construction economies of scale. —— Double-sleeved piles to isolate foundations from horizontal ground movement. —— Post-tensioned, matchcast segmental piers, adopted for safety and programme advantages. Swan River Bridge (230m) (2010) The 230m long Swan River Bridge has seven spans, with internal spans of 32.5m and end spans of 32m. The superstructure comprises a series of wide, precast concrete trough beams acting compositely with an in situ concrete deck. It has been designed to accommodate widening on one side to the ultimate configurations. The piers comprise circular columns on a piled foundation. The abutments, formed with concrete cantilever walls, wingwalls and spread footing, are supported on DSM column soil improvement.

Princes Freeway Interchange (Melbourne Victoria) – Deflection Control of Ramp A and Ramp C Bridges (1993) These curved freeway overpass bridges 260m and 145m in length are built of precast segmental box girders. An erection gantry was used for the placement of the precast segments. As the bridges are on a curve, the space between segments was taken up by infill sections that were cast in-situ. The bridges used a combination of external and internal post tensioning. BG&E carried out the placement profile to ensure that the deflected shape, including construction staging and creep effects met design requirements. Upgrade, Perth WA (2005) Due to its size and location, Mount Henry Bridge is considered a prominent and well-known, ‘landmark’ bridge structure in the urban landscape of Perth. Its three webbed, single box girder spine beam was built utilising segmental, span-by-span construction. Internal span lengths are 76m and end spans 63m. Second stage cantilever extensions at both top and bottom flange level provide additional carriageway width and pedestrian facilities respectively.

Planning Involvement We carried out numerous studies for Main Roads WA after proposing a highly acceptable, aesthetic solution integrated with the existing bridge, to providing additional width and load capacity at this river crossing. The studies have included feasibility studies to incorporate a bus transitway and a rail crossing in addition to increased traffic loading. Aesthetic solutions for the piers were developed with architectural input and detailed budget estimates for the project were prepared and reported.

Preparation of Technical Information We prepared technical information on the existing structure to assist tenderers in a Design and Construct Bid. These included a complete set of calculations providing comprehensive permanent load effects information on the original span by span segmented structure in the form of spreadsheet tabulated results and computer models. These were provided to the tenderers to assist them in their tender bids, and to eliminate the risk of analysis errors on this unique complex structure within the short tender period.

Design and Construct Tender Bid We carried out a tender design for the proposed symmetrical widening of the Mount Henry Bridge to accommodate a central rail crossing and increased traffic loading. A segmental span by span solution was proposed using match cast units. The design accommodated the significant creep effects when the structures were made monolithic with the original bridge. The piling design was complicated by the conforming bid requirement of locating new piers close to the original pier and associated piles.

Independent Verification of Final Solution Although we were not successful in the D&C bid, we carried out the independent verification of the winning solution. This included an incrementally launched box structure on one side only. , Perth WA (2005) The Narrows Bridge, Perth, is an iconic landmark bridge over the Swan River and comprises five aesthetically haunched spans of which the longest span is 98 metres.

Bridge Duplication – Design and Construct Tender Bid We prepared a design which utilised segmented construction. Varying depth I-beam sections were to be preassembled and stressed together, before being lifted out to form the bridge, beam-by-beam and span-by- span. A final drop in length completed the large central span.

Rail Bridge Design and Construct Tender Bid Following the construction of a duplicate traffic bridge in 2000, a third bridge was required for a railway in the 6 metre median gap that had been formed. The design and construct solution proposed was a balanced cantilever, segmental concrete box girder bridge configured for dual rail tracks. The design allowed for an additional bus lane on the duplicated bridge and was therefore very attractive to the government Client.

Independent Verification Although this bid was not successful, we carried out the verification of the winning solution, which was a balanced cantilever segmental composite steel box bridge, but only supporting one track. Vessel impact resistance utilises attachment to the adjacent bridge that required complex analysis for the verification.

Kwinana Freeway Interchanges and Extension (2001) For this contract, an engineering solution was proposed for high technology bridges that are durable and easily maintained, can be rapidly constructed and are cost effective. A total of 12 bridges were designed, with varying requirements for width and span. There are a mix of single and two span structures, with the Freeway Bridges having spans from 26m up to 48m. Specific architectural and engineering requirements by Main Roads WA were addressed, with our solution of wide, pre tensioned, precast concrete trough beams acting compositely with in situ concrete decks and supported on bifurcated columns. Semi spill- through, reinforced earth abutments employing full height concrete panels, curve shaped in plan, maintain uniformity in construction theme with earlier structures provided on the freeway. In situ concrete columns formed in precast, voided sections associated with the reinforced earth facing panels transfer loads from the superstructure to the foundations below. FOOTBRIDGE EXPERIENCE

We have designed some unique and innovative pedestrian crossings. A snapshot of some of these are provided below.

Exmouth Marina Footbridge (2007) This landmark footbridge is located over the main canal at Exmouth (near the North West Cape). The design catered for headroom of 6m above high astronomical tide, including tidal allowance and maximum cyclonic region wind forces. The high, steel arch design was proportioned with curved surfaces, slender arch members and shallow deck. Slenderness was achieved principally by triangulating the hangers. Preston Street Footbridge, Perth WA (2002) We designed the major bridgeworks for the Kwinana Freeway Transitway project, including the cable- stayed footbridge crossing the freeway at Preston Street. The cable-stayed support system for the footbridge comprises two towers of equal height, with cables supporting the deck of the 56m main span at four pairs of intermediate points. The hollow, box-steel towers are tapered and splayed to accentuate a streamlined appearance. The backstays, which brace the towers, are anchored at the point of intersection of the deck, with robust, tapered backstay columns.

Albany Waterfront Footbridge (160m) (2007) The Albany Waterfront Footbridge, in Albany’s Arts Centre Precinct, forms the first stage of a major redevelopment of the Princess Royal Harbour Waterfront near the Albany Town Jetty.

The footbridge is 160m in length, with an additional 80m ramp and staircase at the waterfront. A particular requirement of the 36m span over Princess Royal Drive was the inclusion of a removable portion to allow for any exceptionally high loads that may need to ingress or egress the port in the future. AWARDS & PRIZES

Roe Street Bus Bridge, WA —— 2009 Awards for Excellence in Concrete – Highly Commended – Engineering Projects Category (Concrete Institute of Australia) —— 2009 Winner CCF Earth Awards – Category 3, Perth WA

Mitchell Freeway – Hodges Drive to Burns Beach Road, WA —— 2008 WA Engineering Excellence Awards – Management of Engineering (Engineers Australia WA Division)

Exmouth Marina Foot Bridge, WA —— 2009 Commendation National CCAA Public Domain Awards —— 2009 Winner – Small Structures Award (Austroads Bridge Awards) —— 2008 Structural Engineering Steel Design Award (ASI Steel Awards – WA) —— 2008 High Commendation (ASI National Structural Engineering Design Award) —— 2008 Certificate of Recognition (The Association of Consulting Engineers Australia – National) Judges’ Comments: “The elegant combination of concrete and tensile structure in this footbridge provides a welcome example of how concrete can be used with a light touch in public infrastructure, which is often characterised by weight, especially in weather-challenged environments.” Karuah Bypass Incrementally Launched Bridges, NSW —— 2005 Silver Award (The Association of Consulting Engineers Australia – National) —— 2004 New South Wales (Newcastle Division) Engineering Excellence Awards – Overall Winner (The Institution Of Engineers Australia) Judges’ Comments: Sally Chapman (Director) Newcastle Division, Engineers Australia

“The construction of the Karuah Bridges pushed the incremental launching technique beyond its previously known limits. It was a well-executed plan of a process that is simple in concept but complex in performance. The environmental sensitivity of the site added complications that the design solution overcame admirably. Community consultation and communication were also a hallmark of this project. The design and construction of the Karuah Bridge is a superb example of excellence and innovation in engineering for the benefit of the community.”

Kwinana Freeway Interchanges and Extension, WA —— 2002 Certificate of Recognition (The Association of Consulting Engineers Australia – National) —— 2001 Western Australian Engineering Excellence Awards (The Institution Of Engineers Australia) —— 2001 Award for Excellence (Concrete Institute Of Australia)

Kwinana Freeway Dedicated Busway ( Jointly with the MRD and Transperth), WA —— 1990 Western Australia Engineering Award – Public Works Category (The Institution Of Engineers Australia) Graham Farmer Freeway Stage 2, Windan Bridge, WA —— 2000 Certificate of Recognition (The Association of Consulting Engineers Australia – National) —— 2000 Winner Division 6, Certificate of Commendation, Excellence in Construction Awards (The Master Builders Association Of Western Australia)

Graham Farmer Freeway Stage 2, Small & Medium Structures, Precast Concrete Road Bridges, WA —— 2000 Certificate of Excellence – Small and Medium Structures Category (Austroads Bridge Awards)

Port Bouvard Bridge, WA —— 1994 Highly Commended (The Association of Consulting Engineers Australia – National) —— 1994 Highly Commended, Building and Civil Design Category, Western Australian Engineering Excellence Awards (The Institution Of Engineers Australia) —— 1995 Award for Excellence in Concrete (Concrete Institute Of Australia) Roe Street Tunnel and Bridge Structures on the Northern Suburbs Transit System (NSTS) (Perth- Joondalup Railway), WA —— 1993 Engineering Award of Merit (The Association of Consulting Engineers Australia – WA Chapter) —— 1993 Highly Commended (The Association of Consulting Engineers Australia – National) —— 1993 Merit Award (Concrete Institute Of Australia)

Canning Highway Bus Bridge, WA —— 1990 Engineering Award of Merit (The Association of Consulting Engineers Australia – National) —— 1991 Merit Award (Concrete Institute Of Australia)

East Perth Railway Bridge, (Goongoongup) - East Perth, WA —— 1996 Winner in Division 6, Certificate of Commendation, Excellence in Construction Awards (The Master Builders Association Of Western Australia)

Bennett Brook Bridge, WA —— 1998 Second Prize – Australasian Steel Bridge Awards (Australian Institute Of Steel Construction) Capabilities

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