Submission Cover Sheets

Submission Cover Sheet Fishermans Bend Planning Review Panel 213

Request to be heard?: No Precinct: Emplyment Precinct Full Name: Marcus Rogers Organisation: Affected property: Attachment 1: final_submission. Attachment 2: feasibility_analysi Attachment 3: Comments: OUR PROPOSAL FOR A CYCLIST AND PEDESTRIAN CROSSING OVER THE YARRA RIVER VIA THE WESTGATE BRIDGE. This proposal will facilitate a cycling and walking connection between Spotswood and Port Melbourne. On either side of the bridge will be a large access ramp for cyclists and a stairway for pedestrians. In order to help finance the project there could be toll gates, so as to transfer the financial risk to the private sector. The thoroughfares will be 2.5km in length, strategically located towards points of interest on either side of the pathway. The structure of the pathway is intended to help strengthen the bridge, over the concrete section with a balanced friction-belt design to help increase the compressive strength of the concrete column, and reduce the effective length between columns. Along the steel section this is more difficult, as concession need to be made pertaining the strengthening of the section, as any strengthening also adds load onto the bridge. As such we developed the system below, which highlights the two extremes with a cable supported deck being lighter than the other options, but providing no real strength to the bridge, whilst a steel box girder helps reduce cantilever area and compressive strength of the bridge, but in turn adds a large dead load.The aim is to provide additional strength/supporting elements for the bridge, in conjunction to the suspended pedestrian pathways. Or alternatively, limit the additional weight added to the bridge infrastructure. Whilst also providing a safe passageway across the Yarra river. CREATING CONNECTIONS FOR MELBOURNE MARCUS ROGERS | TORI CALJOUW | WILLIAM HOWARD | PRINCE MUKUNI | AHMED ABDALLAH | FEIWEI HE PHOEBE HUNT |DAVID BAYER | JACK TRAN| HANSEN AND SPECIAL THANKS TO DAVID TAYLOR THIS PROJECT AIMS TO PROVIDE A FEASIBILITY ANALYSIS ON THE POTENTIAL FOR BIKE AND PEDESTRIAN PATHWAY TO RUN UNDERNEATH THE WESTGATE BRIDGE.

THEAL GO IS TO FACILITATE A CYCLIST AND PEDESTRIAN CROSSING OVER THE YARRA RIVER BETWEEN FISHERMAN’S BEND URBAN RENEWAL ZONE AND SPOTSWOOD/ WILLIAMSTOWN/POINT COOK THIS PROJECT AIMS IS TO PROVIDE A FEASIBILITY ANALYSIS ON THE POTENTIAL FOR BIKE AND PEDESTRIAN PATHWAY “THE WEST GATE FREEWAY PROVIDES A SIGNIFICANT TO RUN UNDERNEATH THE WESTGATE BRIDGE. CONSTRAINT TO MOVEMENT BETWEEN THE FIVE FISHERMANS BEND PRECINCTS. THE EXISTING PUBLIC THE GOAL IS TO FACILITATE A CYCLIST AND PEDESTRIAN TRANSPORT, WALKING AND CYCLING NETWORK WITHIN CROSSING OVER THE YARRA RIVER BETWEEN FISHERMAN’S FISHERMANS BEND IS LIMITED AND THIS WILL NEED TO BEND URBAN RENEWAL ZONE AND SPOTSWOOD/ BE UPGRADED OVER TIME TO MEET FUTURE POPULATION WILLIAMSTOWN/POINT COOK AND EMPLOYMENT NEEDS.” (FISHERMANS BEND FRAMEWORK, 17)

when researching the Fisherman’s bend urban renewal zone we found there was a need for more connection and the westgate bridge could be utilised to create more public networks.

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ALTONA GATE SHOPPING CENTRE FEDERATION TRAIL SPOTSWOOD WEST GATE FITZGERALD RD PARK KO RO BLACKSHAWS RD SCIENCEWORKS R O MUSEUM TODD RD I T

C R MCARTHURS RD E PORT E NEWPORT K MELBOURNE LAKES PARK MASON ST PRINCES FREEWAY BAYFIT BARNES RD NEWPORT LEAKES RD PAISLEY PARK DOUGLAS PDE 1

MILLERS RD

SANDY

N POINT

OLD GEELOND RD E WILLIAMSTOWN

KOROROIT CREEK RD H

(FORD) NORTH T

WILLIAMSTOWN RD MELBOURNE GEM PIER MCCORMACK 2 (FERRIES) PARK FERGUSON ST CHERRY LAKE WILLIAMSTOWN

MAIDSTONE ST MAIDSTONE BEACH BLAD IN ST LAVERTON ALTONA LAVERTON COASTAL MAHER RD WESTONA ALTONA CIVIC VICTORIA ST WILLIAMSTOWN RESERVE PARK AB SHAW L TRUGANINA CENTRE TIMEBALL A AIRCRAFT RESERVE VER SWAMP ALTONA JAWBONE TOWER ALTONA RESERVE WILLIAMSTOWN TO SEAHOLME N SAFE BOAT BOTANIC GARDENS C HARBOUR R PIER ST E ESPLANADE

E 3 BRUCE QUEEN ST

K COMBEN QUEEN ST RESERVE CENTRAL SQUARE POINT ESPLANADE SHOPPING CENTRE KOORINGAL ALTONA PIER GELLIBRAND THE MEADOWS GOLF CLUB SKATE PARK ALTONA LAVERTON SPORTS CREEK FOOTBRIDGE CENTRE DOUG GRANT RESERVE & DISTANCE FROM DISTANCE FROM TRUGANINA EXPLOSIVES RESERVE PORT LOCATION WEST GATE BRIDGE SKELETON CREEK

MERTON ST TRUGANINA BICYCLE PUNT CROSSING 0.5 km 22.4 km S PHILLIP KE PARK LETO N TRUGANINA THE WINDOWS 1.5 km 21.4 km CR BAY E COASTAL E K 100 PARKLANDS SANDY POINT, NEWPORT 2.5 km 20.4 km STEPS 4 SWAN POND, THE STRAND 2.9 km 20.0 km

POINT COOK RD BLUNT'S BOATYARD 4.2 km 18.7 km GEM PIER AT WILLIAMSTOWN 4.8 km 18.1 km SOUTHGATE FERRY TERMINAL CHEETHAM ST KILDA FERRY TERMINAL WETLANDS 5 KEY ANN STREET 5.0 km 17.1 km HOBSONS BAY COASTAL TRAIL STEVE BRACKS PROMENADE AT POINT 5.5 km 16.5 km GELLIBRAND COASTAL HERITAGE PARK FEDERATION TRAIL WILLIAMSTOWN CRICKET GROUND 6.7 km 16.2 km ROUGH WALKING TRACK WILLIAMSTOWN BOTANIC GARDENS 7.6 km 15.3 km BAY TRAIL ON EAST SANCTUARY WILLIAMSTOWN BEACH 8.2 km 14.7 km LAKES CHEETHAM SKELETON CREEK TRAIL WETLANDS STONE BOAT HARBOUR 8.9 km 14.0 km LAVERTON CREEK TRAIL (PART UNSEALED) JAWBONE FLORA AND FAUNA RESERVE 9.5 km 13.4 km ON-ROAD BICYCLE ROUTE MERRETT RIFLE RANGE 10.5 km 12.4 km POINT BICYCLE PUNT COOK PAISLEY-CHALLIS WETLAND 11.4 km 11.5 km PUBLIC PARKLAND WILLIAMSTOWN RACECOURSE 13.1 km 9.8 km TOILETS & ALTONA COASTAL PARK POINT COOK HOMESTEAD RD BARBEQUE FACILITIES TURN OFF TO CHERRY LAKE 13.4 km 9.5 km MAP CHERRY LAKE OUTFALL 15.1 km 8.0 km SWIMMING CRESSER RESERVE 15.8 km 7.1 km COFFEE AND FOOD MILLERS ROAD 16.2 km 6.7 km ALTONA BEACH AND PIER 16.9 km 6.0 km RAAF LAKE HISTORIC COASTAL TRAIL ARTWORKS END OF ESPLANADE 18.5 km 4.4 km HOMESTEAD 1 WHIRLPOOL BY ANURAHDA PATEL DOUG GRANT RESERVE 19.3 km 3.6 km POINT COOK 2 REQUIEM FOR A CHAMPION TRUGANINA EXPLOSIVES RESERVE 19.6 km 3.3 km COASTAL PARK BY YVONNE GEORGE LAVERTON CREEK FOOTBRIDGE 19.8 km 3.1 km 3 SEABORN BY PAULINE FRASER & 100 STEPS TO FEDERATION 4 TIME BEACON BY CAMERON ROBBINS TATMAN RESERVE, ALTONA MEADOWS 21.7 km 1.2 km 1000m 0 1 2 3 4 km 5 H2O STINT MAP BY DAVID MURPHY SKELETON CREEK 22.9 km 0.0 km

CURRENT TRANSPORT THE HOBSON BAY COASTAL TRAIL current conditions do not enable people to move easily between spotswood and port Melbourne without the use of a car. connection between the two, heavily dependent on the ‘Westgate Punt’, which only operates within certain times, taking a limited amount of passengers with each pass. A cycling link between Spotswood and Port Melbourne would greatly alleviate pressure on the punt service, and incentivise commuters to cycle into Port Melbourne’s industrial sector, or alternatively continue into the CBD. this connection could also improve recreational riders, becoming a part of a larger cycling circuit such as hobson bay coastal trail.

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ALTONA GATE SHOPPING CENTRE FEDERATION TRAIL SPOTSWOOD WEST GATE FITZGERALD RD PARK KO RO BLACKSHAWS RD SCIENCEWORKS R O MUSEUM TODD RD I T

C R MCARTHURS RD E PORT E NEWPORT K MELBOURNE LAKES PARK MASON ST PRINCES FREEWAY BAYFIT BARNES RD NEWPORT LEAKES RD PAISLEY PARK DOUGLAS PDE 1

MILLERS RD

SANDY

N POINT

OLD GEELOND RD E WILLIAMSTOWN

KOROROIT CREEK RD H

(FORD) NORTH T

WILLIAMSTOWN RD MELBOURNE GEM PIER MCCORMACK 2 (FERRIES) PARK FERGUSON ST CHERRY LAKE WILLIAMSTOWN

E 3 BRUCE QUEEN ST

CURRENT TRANSPORT THE HOBSON BAY COASTAL TRAIL current conditions do not enable people to move easily between spotswood and port Melbourne without the use of a car. connection between the two, heavily dependent on the ‘Westgate Punt’, which only operates within certain times, taking a limited amount of passengers with each pass. A this strava heat map shows cyclist use of paths across the city. Brightest being the most frequented. here we see that paths cycling link between Spotswood and Port Melbourne would greatly alleviate pressure on the punt service, and incentivise commuters to cycle into either side of the westgate are used frequently. this shows a need for a connection current cycling pathways. Port Melbourne’s industrial sector, or alternatively continue into the CBD. this connection could also improve recreational riders, becoming a part of a larger cycling circuit such as hobson bay coastal trail. Cycling infrastructure Figure 7

Legend Strategic cycling corridor Existing on-road cycling path Existing o -road cycling path Proposed on-road cycling path Proposed o -road cycling path New and upgraded bridges Existing punt connection Existing open space Proposed open / urban space Private open space * All other roads designed to also facilitate cycling

while future cycling infrastructure developments within the employment precinct are extensive, we feel the area around westgate 100m 200m 500m 1000m park could be utilised to create greater connections, improving walkability within the city.

34 Fishermans Bend Framework The State of Victoria (2017). FISHERMANS BEND FRAMEWORK. [online] pp.17,23,34,57,79. Available at: http://www.fishermansbend.vic.gov.au/framework/fishermans-bend-draft-framework [Accessed 15 Dec. 2017]. Cycling infrastructure Cycling infrastructure Figure 7 Figure 7

Legend Legend Strategic cycling corridor Strategic cycling corridor Existing on-road cycling path Existing on-road cycling path Existing o -road cycling path Existing o -road cycling path Proposed on-road cycling path Proposed on-road cycling path Proposed o -road cycling path Proposed o -road cycling path New and upgraded bridges New and upgraded bridges Existing punt connection Existing punt connection Existing open space Existing open space Proposed open / urban space Proposed open / urban space Private open space Private open space * All other roads designed to also facilitate cycling * All other roads designed to also facilitate cycling

while future cycling infrastructure developments within the employment precinct are extensive, we feel the area around westgate 100m In order to meet the cities visions for A connected and liveable community within the employment precinct we propose new 100m 200m 500m 1000m 200m 500m 1000m park could be utilised to create greater connections, improving walkability within the city. cycling and pedestrian infrastructure running beneath the westgate bridge. Providing a crucial link between port Melbourne and spotswood. 34 Fishermans Bend Framework 34 Fishermans Bend Framework The State of Victoria (2017). FISHERMANS BEND FRAMEWORK. [online] pp.17,23,34,57,79. Available at: http://www.fishermansbend.vic.gov.au/framework/fishermans-bend-draft-framework [Accessed 15 Dec. 2017]. Public Space Figure 17

Legend New public open space Existing public open space Private open space Urban space (encumbered) Surrounding existing public open space Improved future cycling and pedestrian links

Green links

“WESTGATE PARK PERFORMS AN IMPORTANT ROLE IN PROVIDING AN EXTENSIVE AREA OF PARKLAND IN AN URBAN SETTING FOR EXISTING AND FUTURE RESIDENTS AND WORKERS. A VARIETY OF WALKING AND CYCLING LINKS PROVIDE 100m CONNECTIONS TO THE BAY AND THE CITY.” (FISHERMANS BEND FRAMEWORK , 23) 200m 500m 1000m

The State of Victoria (2017). FISHERMANS BEND FRAMEWORK. [online] pp.17,23,34,57,79. Available at: http://www.fishermansbend.vic.gov.au/framework/fishermans-bend-draft-framework [Accessed 15 Dec. 2017].

Sustainability goals 57 Sustainability Goals Legend Public Space # Key project number Approximately 24 hectares of new public open space and green links are Existing open space Docklands Figure 17 proposed for the 100m Future open space 200mEmployment Precinct500m 1000m Future tram route Legend GMH site boundary Yarra River New public open space Potential underground rail station location Yarra River Existing public open space Proposed road Salmon St Lorimer St

Private open space Existing road St Hall Urban space (encumbered) New bridge / existing bridge upgrade Lorimer St Surrounding existing public open space

Ingles St Improved future cycling and pedestrian links

Turner St Turner St Lorimer Central

Douglas St open space 1 Boundary St

Hartley St

Todd Rd

Boundary St Green links 2 Bertie St

Ingles St

Wharf Rd

Rocklea Dr Wirraway North Fennell St open space Woodru St

Bridge St Woolboard Rd

North Port Oval

Graham St Dr 3 West Gate Freeway Rocklea Westgate Park See Wirraway for new bridges and existing bridge upgrades

Prohasky St

Prohasky Salmon St Plummer St North open space Smith St Melbourne Grammar Sports Fields

Proposed open space under the Tarver St West Gate Freeway Prohasky South open space

Howe Reserve

“WESTGATE PARK PERFORMS AN IMPORTANT ROLE IN PROVIDING AN EXTENSIVE AREA OF PARKLAND IN AN URBAN Port Melbourne SETTING FOR EXISTING AND FUTURE RESIDENTS AND WORKERS. A VARIETY OF WALKING AND CYCLING LINKS PROVIDE 100m 200m 500m 200m 100m CONNECTIONS TO THE BAY AND THE CITY.” (FISHERMANS BEND FRAMEWORK , 23) 200m 500m 1000m FigureThe 23. new Infrastructure cycling infrastructure delivery in the will Employment take advantage Precinct of the public open space, existing and proposed. The State of Victoria (2017). FISHERMANS BEND FRAMEWORK. [online] pp.17,23,34,57,79. Available at: http://www.fishermansbend.vic.gov.au/framework/fishermans-bend-draft-framework [Accessed 15 Dec. 2017]. Next steps 79 Sustainability goals 57 Sustainability Goals OUR PROPOSAL FOR A CYCLIST AND PEDESTRIAN CROSSING OVER THE YARRA RIVER VIA THE WESTGATE BRIDGE.

This proposal will facilitate a cycling and walking connection between Spotswood and Port Melbourne. On either side of the bridge will be a large access ramp for cyclists and a stairway for pedestrians. In order to help finance the project there could be toll gates, so as to transfer the financial risk to the private sector. The thoroughfares will be 2.5km in length, strategically located towards points of interest on either side of the pathway.

The structure of the pathway is intended to help strengthen the bridge, over the concrete section with a balanced friction-belt design to help increase the compressive strength of the concrete column, and reduce the effective length between columns. Along the steel section this is more difficult, as concession need to be made pertaining the strengthening of the section, as any strengthening also adds load onto the bridge. As such we developed the system below, which highlights the two extremes with a cable supported deck being lighter than the other options, but providing no real strength to the bridge, whilst a steel box girder helps reduce cantilever area and compressive strength of the bridge, but in turn adds a large dead load.

The aim is to provide additional strength/supporting elements for the bridge, in conjunction to the suspended pedestrian pathways. Or alternatively, limit the additional weight added to the bridge infrastructure. Whilst also providing a safe passageway across the Yarra river. The Westgate Bridge Pathway Concrete section

Steel section

Ramp section

Pedestrian side

OUTER CELL INNER CELL OUTER CELL

OUR PROPOSAL FOR A CYCLIST AND PEDESTRIAN CROSSING 1 OVER THE YARRA RIVER VIA THE WESTGATE BRIDGE. 1

2 This proposal will facilitate a cycling and walking connection between Spotswood and Port Melbourne. On either side of the bridge will 2 be a large access ramp for cyclists and a stairway for pedestrians. In order to help finance the project there could be toll gates, so as to Cyclist side 3 transfer the financial risk to the private sector. The thoroughfares will be 2.5km in length, strategically located towards points of interest Handrail on either side of the pathway.

The structure of the pathway is intended to help strengthen the bridge, over the concrete section with a balanced friction-belt design to Concrete Column Support help increase the compressive strength of the concrete column, and reduce the effective length between columns. Along the steel section this is more difficult, as concession need to be made pertaining the strengthening of the section, as any strengthening also adds load onto the bridge. As such we developed the system below, which highlights the two extremes with a cable supported deck being lighter than the other options, but providing no real strength to the bridge, whilst a steel box girder helps reduce cantilever area and compressive 3 strength of the bridge, but in turn adds a large dead load.

series of sections showing how the bridge will be constructed

The steel section of the bridge lies between piers 10 and 15, with the largest span (of 336m) running between piers 12 and 13, above the Yarra River. The height of the bridge at these between these piers is 58m from water level to bridge deck, making it the highest point along the entirety of the bridge. Piers 12, and 13 extend upwards into towers that support the tension cables running along the majority of the steel section of the bridge. Plan showing position of new public infrastructure

PEDESTRIAN BRIDGE

CYCLIST BRIDGE

Comparative analysis of retrofitted bike pathways Plan showing position of new public infrastructure

PEDESTRIAN BRIDGE

CYCLIST BRIDGE

Comparative analysis of retrofitted bike pathways The Westgate Bridge Pathway Steel section case studies

The steel section of the bridge has 3 alternative designs to allow for differing levels of structural support for the westgate bridge.

Case 2 : cable stayed Case 3 : truss Case 1 : box gird-

No strengthen- Cable stayed Truss cable Box truss Box girder Strengthening ing Case 2 Case 3 Case 3 Case 1

No Heavy load load

Over the Yarra River, the proposed thoroughfare will need to hug the profile of the bridge, not descend beneath the bridge as it would interfere with shipping traffic. A series of different constrction methods were tested for the portion of the bridge that runs over the water, these are shown above. with all three cases the bike lane will run under the cantilever section of the bridge on either side.

Case One: We try to strengthen the cantilever section of the bridge by adding an additional cell, however this will add a lot of loading, straining the tension cables.

Case Two: We limit the loading as much as possible, providing a suspended bike path under the cantilever section, however this will be less stable and will not strengthen the bridge in any way

Case Three: pt1: We adopt a truss style cell, same as one, but lighter weight, sacrificing some strength to the cantilever section Case Three: pt2: We adopt a truss style suspended bike path, same as two but heavier and more stable The Westgate Bridge Pathway Steel section case studies CASE1:BOXGIRDER

The steel section of the bridge has 3 Between Pier’s 12 and 13, additional steel box girders could alternative designs to allow for differing levels of structural support for the be provided on either end of the bridge profile (Shown westgate bridge. below), to replace the current diagonal compression

Case 2 : cable stayed Case 3 : truss Case 1 : box gird- members. Aiming to reduce the cantilever area of the bridge and increase the strength of this section. These sections would form the thoroughfare for a bike/pedestrian pathway in the hollowed section to run alongside the bridge.

This will increase the compressive strength of the cantilever section of the bridge, as the box will greater moment of inertia than the current compressive spars. Acts to:

• Reduce cantilever area, strengthens the steel section • Great resistance to lateral forces (improving stability) • Increased internal carrying capacity • Much more stable than the other options

No strengthen- Cable stayed Truss cable Box truss Box girder Strengthening ing Case 2 Case 3 Case 3 Case 1 When compared to T girders:

• High torsional stiffness and strength, giving greater No Heavy load suitability for horizontally curved bridges, greater load aerodynamic stability and reduced lateral buckling of flanges • Reduced need for support points (Greater span) Over the Yarra River, the proposed thoroughfare will need to hug the profile of the bridge, not descend beneath the bridge as it • Improved durability, and reduced maintenance of would interfere with shipping traffic. A series of different constrction methods were tested for the portion of the bridge that runs over protective coatings (as there is less exposed surface, fewer the water, these are shown above. with all three cases the bike lane will run under the cantilever section of the bridge on either side. edges, no exposed bracing and stiffeners)

Case One: We try to strengthen the cantilever section of the bridge by adding an additional cell, however this will add a lot of loading, straining the tension cables.

Case Two: We limit the loading as much as possible, providing a suspended bike path under the cantilever section, however this will be less stable and will not strengthen the bridge in any way

bridge section CASE1:BOXGIRDER INTERNAL VIEW CASE 2 : CABLE STAYED CASE3:TRUSS

Case 2 is cable supported pathway, which utilises tension The truss design is midway between the box girder and the connected to the underside of the bridge (using pre- cable stayed pathway. In that, a fundamental problem with existing connections for the compression members) to the cable stayed pathway is that it isn’t rigid, and would pin support I-beams at each end, in turn supporting the be highly prone to sway, so a solution may be to provide thoroughfare. Lateral support will be provided to prevent additional stability through diagonal members. sway. The same can be said for the box girder, with the draw The advantage of this design over Case1, is that : back being that it adds unnecessary weight to the bridge, so a natural solution is to remove the sheet metal and keep • It is Light weight, therefore minimises the additional the “skeleton” of the box girder. stress on the existing cables. • Fabrication is not as complex and therefore can be The general advantage across both designs are: readily manufactured and shipped onto site. This means the • Having great strength to weight ratio, costs will be low for production and transport. • Better span length than the other two designs • Utilises existing connections. • Does not interfere with the existing supporting bars of • Minimises the possibility of damage to the existing the bridge bridge as no are changes made to existing infrastructure. • good torsional resistance.

However it is also a parasitic load in that it will not provide The truss bridge can be designed in two different ways, Box any strength to the bridge. truss and Cable suspended truss.

The tension cables are pinned on both Cable Suspended Truss, this design involves hanging a ends using a single hinge base plate bridge much like the cable suspended bridge; it will be (Shown on right) which is bolted to the suspending a half-through truss with cables. beam and the bridge.

One design is the Box truss which is formed by having truss frames form a box shape forming a Through Truss where pedestrians travel through the box much like image below

bridge section CASE2:CABLESTAY INTERNAL VIEW CASE3:TRUSS INTERNAL VIEW CASE 2 : CABLE STAYED CASE3:TRUSS

However it is also a parasitic load in that it will not provide The truss bridge can be designed in two different ways, Box any strength to the bridge. truss and Cable suspended truss.

One design is the Box truss which is formed by having truss frames form a box shape forming a Through Truss where pedestrians travel through the box much like image below

bridge section CASE2:CABLESTAY INTERNAL VIEW CASE3:TRUSS INTERNAL VIEW The Westgate Bridge Pathway CONCRETESECTIONConcrete section Steel section

Along the concrete section of the Westgate, our proposalRamp section is to use a pier support system that allows the transfers of loads from the truss directly to each pier. The structure is suspended between adjacent piers where the connection is Pedestrian side repeated. OUTER CELL INNER CELL OUTER CELL

A steel Pratt truss has been chosen as the ideal structure 1 that forms the external elements of the Thoroughfare. 1 This is because the Pratt truss is effective in horizontal spans, where the force is predominantly in the vertical direction. The vertical members are in compression, whilst 2 2 the diagonal members are in tension. This simplifies and Cyclist side 3 produces a more efficient and optimized design since the Handrail steel in the diagonal members (in tension) can be reduced.

Concrete Column Support This design helps to strengthen the pier as the pier is placed under confinement (akin to a friction belt), which strengthens concrete. The pier would also be coated in FRP to further increase the strength of the piers. Additionally, a 3 truss between each pier would help reduce the effective length between each pier, as piers are weaker in the longitudinal axis. advantages include: STEEL SECTION

• Minimises the possibility of damage to the existing CONCRETE SECTION bridge. • Increased span • Good strength to weight ratio. resistance to lateral force • Economical to build • Strengthens the piers • Balanced loading The Westgate Bridge Pathway CONCRETESECTIONConcrete section SPEED ALONG BRIDGE Steel section

Along the concrete section of the Westgate, our proposalRamp section is to use a pier support system that allows the transfers of Calculations regarding speed were determined by a loads from the truss directly to each pier. The structure is Matlab model, showing how the bridge’s gradient will suspended between adjacent piers where the connection is Pedestrian side affect the speed upon entering the ramp. repeated. OUTER CELL INNER CELL OUTER CELL The graphs represent time (on the x axis) vs Cadence, A steel Pratt truss has been chosen as the ideal structure 1 Speed, Distance, and % gradient for a journey from the that forms the external elements of the Thoroughfare. 1 Spotswood side to the Port Melbourne side. The two major This is because the Pratt truss is effective in horizontal observable changes in speed occur when the ramp goes spans, where the force is predominantly in the vertical from an uphill to a flat, and flat to downhill. It can be direction. The vertical members are in compression, whilst 2 observed that the maximum speed for the uphill section is 2 the diagonal members are in tension. This simplifies and around 15 km/h, and the maximum speed on the downhill Cyclist side 3 produces a more efficient and optimized design since the Handrail section is just above 60 km/h. The total time taken for the steel in the diagonal members (in tension) can be reduced. journey is 245 seconds (4 minutes and 5 seconds).

Concrete Column Support This design helps to strengthen the pier as the pier is Key assumptions: placed under confinement (akin to a friction belt), which strengthens concrete. The pier would also be coated in FRP The cyclists will be travelling at a speed of 50 km/h. This is to further increase the strength of the piers. Additionally, a 3 the maximum allowable speed to design curves with, it is truss between each pier would help reduce the effective therefore selected as the ‘worst case scenario’. length between each pier, as piers are weaker in the longitudinal axis. advantages include: STEEL SECTION

Port Melbourne side ramp Enclosed portion of ramp

PORT MELBOURNE SIDE Open portion of ramp against the bridge

Spotswood side ramp Open portion of ramp

Table of Contents 1. Executive Summary ...... 4 1.1.Project Aims ...... 4 1.2.Key Considerations ...... 4 1 | Page 1.3.Project Objectives and Deliverables...... 5 1.3.1. Economic Reporting and Cost Estimation ...... 5 1.3.2. Bridge Infrastructure ...... 5 1.3.3. Ramp and stair structure ...... 6 1.3.4. Ramp and Bridge Gradients ...... 6 1.3.5. Surveying 7 1.3.6. Structural and Architectural Modelling ...... 7 1.4.Project Assumptions ...... 7 2. Situation at Present ...... 7 2.1.Carrying Capacity of the Westgate Bridge ...... 7 2.2.Cycling Routes...... 8 2.3.Public Transport ...... 10 2.3.1. Trains 10 2.3.2. Ferry Service (Westgate Punt) ...... 10 2.3.3. Cycling tracks ...... 11 3. Future Projects ...... 13 3.1.Western Distributor Tunnel ...... 13 3.1.1. Project Overview ...... 14 3.1.2. Key benefits 14 3.2.Fishermans Bend Urban Renewal Project ...... 14 3.3.Plan Melbourne ...... 15 3.4.Westgate Park Renewal Project ...... 15 4. Westgate Information ...... 17 5. Precedent Analysis of retrofitted pathways ...... 20 5.1.Skypath Background ...... 20 5.1.1. Advantages of the Skypath ...... 21 5.1.2. Operating the pathway ...... 23 5.1.3. Financing the pathway ...... 23 5.2.Vancouver’s Canada line bridge pathway ...... 24 5.2.1. Canada Line Bridge Pedestrian and Bicycle proposed design ...... 24 5.2.2. Advantages of Canada Line Bike Bridge ...... 25 5.3.Comparative analysis of retrofitted bike pathways...... 25 6. Our Proposal ...... 27 6.1.Overview ...... 27 6.2.Material Data for construction ...... 28 6.2.1. Flooring: (Particle Board) ...... 28 6.2.2. Cladding: (Perforated sheet metal) ...... 30 6.2.3. Truss Structure: ...... 32 2 | Page 6.2.4. Cable Structure: ...... 33 Description ...... 34 6.3.Steel Section Thoroughfare ...... 39 6.3.1. Case 1 (Steel Cell) ...... 40 6.3.2. Case 2 (Cable Suspended Bridge) ...... 45 6.3.3. Truss system (Case 3) ...... 49 6.4.Comparison of Loading of each case ...... 56 6.5.Concrete Section Thoroughfare ...... 56 6.6.Ramp Design and Placement ...... 61 6.7.Ramp structure ...... 63 6.7.1. Cable Stayed 63 6.7.2. Concrete column support ...... 64 6.8.Stairway 64 6.9.Wheelchair access ...... 67 6.10.Speed along the bridge ...... 69 6.11.Bike Lanes ...... 70 6.11.1.Description & Materials ...... 70 6.11.2.Security and emergency stairs ...... 74 6.12.Surveying report ...... 74 6.12.1.Simcock Ave, Spotswood ...... 75 6.12.2.93-125 Todd Rd, Port Melbourne (Westgate Park) ...... 77 6.12.3.Webb Dock Dr, Port Melbourne ...... 79 6.12.4.Recommendations ...... 80 6.13.Projected cost ...... 80 6.14.Advantages ...... 81 6.15.Risks and limitations ...... 82 7. Images ...... 83 7.1.Images of the Westgate ...... 83 7.2.Diagrammatic Images of the Westgate ...... 83 7.3.Surveying Images ...... 86 7.4.Rendered Views of the Westgate ...... 87 Bibliography ...... 91

3 | Page 1. Executive Summary The project team is tasked with developing a comprehensive feasibility analysis of suspending a bike/pedestrian thoroughfare beneath the Westgate Bridge. This will be presented in an attempt to create discussion pertaining to how transportation infrastructure is viewed within the industry, and how it can be facilitated into future projects.

• In that: What would this do for connectivity for the Fisherman’s Bend precinct development? And how this could affect future infrastructural works, with explicit focus on future prooﬁng.

1.1. Project Aims The explicit aim of this project is to conduct a feasibility analysis, on the potential for bike/ pedestrian pathway to run underneath the Westgate Bridge, in order to facilitate a pedestrian crossing over the Yarra River between Port Melbourne and Spotswood.

• In terms of construction: The aim is to provide additional strength/supporting elements for the bridge, in conjunction to the suspended pedestrian pathways. Or alternatively, limit the additional weight added to the bridge infrastructure.

1.2. Key Considerations • It should be noted that the existing transportation network, within Victoria, prioritises automotive trafﬁc. Precedent studies will, therefore, be based on projects from overseas where pedestrian transport carries more weight.

4 | Page • Additionally, as the Westgate Bridge is beyond its original design capacity, with a strengthening project conducted only 5 years prior (Australian Construction Achievement Award, 2011), concerns over the bearing capacity of the bridge should be addressed in the design phase:

o Dead load of the structure

o Crowd loading is a concern (Hyatt regency collapse-excessive live loading)

• Building projects in and around Westgate parkland have to be considered carefully, so as to not infringe on the local ecosystem within the parkland, and in turn violate local environmental protection laws.

• A grade change above 3% poses a difﬁculty for bikes, and creates an uncomfortable ride in either direction.

1.3. Project Objectives and Deliverables

1.3.1. Economic Reporting and Cost Estimation • Investigate future projects and plans for the region, and how this project can be integrated with these plans.

• Investigate potential for a toll way, in order to generate revenue for the project, as well as manage crowding.

• Investigate the potential for value capture in the region, and how a pedestrian crossing could impede/improve this.

• Provide an in-depth analysis of the potential cost of implementing each structural case, with assumptions based on key precedence studies [Skypath, and Canada line].

1.3.2. Bridge Infrastructure • Provision of a safe thoroughfare across the span on the bridge.

• Ensuring the thoroughfare doesn’t interfere with boats passing beneath the bridge [investigate how close the boats can come to the shoreline].

• Help to reinforce the underside of the bridge [particularly along the steel section of the bridge].

• Investigate a way to distribute the weight of the thoroughfare [possibly connecting it to cables, or a winch].

• Limit interference with existing bridge infrastructure [i.e. when the thoroughfare is being fabricated it should work independently of the bridge, with the explicit aim of not impeding trafﬁc ﬂow].

• Investigate wind action along the underside of the bridge

• Investigate drainage within the thoroughfare.

5 | Page • Investigate how the thoroughfare interacts with the pre-existing infrastructure [what costs and beneﬁts arise?]

• Investigate pedestrian trafﬁc [worst case scenario].

• Emergency exits [type of thoroughfare].

• Present multiple cases, which explicitly value certain qualities over another [The degree of loading to the bridge, or, the ability to strengthen the proﬁle of the bridge].

1.3.3. Ramp and stair structure • Provision of safe access ramps, in accordance with Australian standards.

• Minimise sharp angles on the access ramps for a smooth incline/decline.

• Placement of access ramps must not interfere with trafﬁc/pre-existing services.

• Clear delineation between pedestrian access and cycling access, [if they do share the same path the path should be wide enough to accommodate both parties comfortably].

• Investigate if it is possible to create multiple access points through the use of stairs closer to the embankments [shortening the pedestrian trip]

• Provision of access points, close to “areas of interest”.

• Flow of pedestrian trafﬁc [crowd loading].

• Investigate speed with respect to the grad change and how this might affect the setup of the ramp; with people on one side and cyclists on the other [additionally should we separate access points?]

• Provision of safety detailing (E.g. Hand rail), in accordance with Australian standards.

• In depth analysis of the supporting elements for the ramp and stairs (considering geotechnical features, contour maps, cost, etc).

• Provision of dynamic access, accommodating for pedestrians, and cyclists.

• Ease of access should be maintained in terms of placement, gradient, and design.

• Provision of wheelchair access detailing.

• Design detailing and gradient of wheelchair access, in accordance with Australian Standards.

1.3.4. Ramp and Bridge Gradients • As the bridge has an average gradient of 4.5%, it is necessary to investigate how best to alleviate the difﬁculty of travelling uphill at a higher gradient.

• Inversely, investigate how to slow the speed of cyclists travelling downhill at a heightened gradient.

6 | Page • One the bike path separates from the bridge, strategic placement is needed on both sides to aid in slowing down cyclists, but also to prevent confusion from the point of view of pedestrians and person(s) with disabilities.

• Investigate ramp placement with regards to the cycling speed downhill, and how best to increase safety along this stretch.

1.3.5. Surveying • Provision of data sets, pertaining to heights of piers in certain crucial locations, and distances between piers, and grade change.

• Consultation, regarding placement of structures, and how it would interact with speciﬁc zoning in the region [are there planning permits for structures near the bridge?]

• Flood detailing.

• Contour mapping.

1.3.6. Structural and Architectural Modelling • Produce an accurate model representation of the ideas discussed, so as to aid in information transferability.

• Produce rendered architectural images of the design for use in the ﬁnal report.

• Provide a visualisation of key structural elements of the bridge.

1.4. Project Assumptions • It can be assumed that the bridge is working at capacity, thus putting pressure on existing infrastructure should be minimal where possible.

• Cyclist and Pedestrian thoroughfare should be kept separate alongside the bridge, as it is a dedicated roadway, and cyclists can reach speeds exceeding 50km/h, creating a safety hazard for pedestrians.

• Pedestrian thoroughfare will be situated on the city side of the Westgate Bridge to encourage onlookers to take photos, and enjoy the sights.

• Patronage for the suspended bike paths can be assumed to be minimal at present [based on data from the Westgate punt], but can be projected to increase, as planned works within ﬁsherman’s bend will increase the local population.

2. Situation at Present

2.1. Carrying Capacity of the Westgate Bridge Presently, The Westgate Bridge is the only major arterial crossing connecting the eastern suburbs with the rapidly developing western suburbs, the regional city of Geelong and the popular tourist destinations along the western coast.

7 | Page • In 2009-2011, the Westgate underwent works to strengthen the bridge, and increase carrying capacity, expanded the bridge to ﬁve lanes in both directions. (The entire project costing $347 million.) (Australian Construction Achievement Award, 2011)

• On November 1st, 2016, Vicroads deemed that the bridge cannot support the weight of 200,000 vehicles [original capacity of 40,000] as well as 77.5 tonne container trucks. Loads will be limited to 68.5 tonnes along the Westgate, which comes at a difﬁcult time as Port Melbourne is opening a third major terminal, at Webb Dock on the Eastern side of the Bridge, by year’s end. West Gate Bridge was originally designed for trucks carrying maximum loads of 62.5 tonnes (Carey, 2016)

• In future, strong growth in the areas along the route [planned expansion of ﬁsherman’s bend], and increased freight into Port Melbourne will put additional pressure on the bridge’s infrastructure.

2.2. Cycling Routes Based on analysis using ‘Strava Heat Map’ we can highlight current cycling route in and around the city [ﬁnding that transport routes are limited]. Presently, cyclists from the suburban side of the Yarra River, travelling to Port Melbourne must either take the ferry (Westgate Punt) across to the other side of the Yarra, or travel into the CBD or down into Port Melbourne (Shown below).

8 | Page

9 | Page From this, it can determined that the majority of cycling infrastructure is on the eastern side of the Westgate, with connection between the two, heavily dependent on the ‘Westgate Punt’, which only operates within certain times, taking a limited amount of passengers with each pass.

A cycling link between Spotswood and Port Melbourne would greatly alleviate pressure on the punt service, and incentivise commuters to cycle into Port Melbourne’s industrial sector, or alternatively continue into the CBD.

2.3.Public Transport

2.3.1. Trains Works have begun on the new ‘East-West Rail Link’ (EWRL), running under the CBD, to Fisherman’s Bend. The Parkville interchange (currently under construction as part of the Melbourne Metro Rail Tunnel), (Devic, 2015). The Parkville Interchange is located next to the university and hospital precincts. Currently, provisions are being made to run between Clifton Hill and Fisherman’s Bend. (Shown below: Red is Clifton Hill, in between is Parkville station, ending along Salmon St within Fisherman’s Bend)

Figure 1 Proposed Rail Network Map (in context)

2.3.2. Ferry Service (Westgate Punt) The Westgate Punt connects travellers from Spotswood to Port Melbourne. The ferry runs once every 20 mins, from 6:30am to 9:20am in the morning, and 4:00pm to 6:50pm in the night. (Westgate Punt, 2016) 10 | Page According to our contact (Rob Horner) a new vessel will be arriving at the end of January, to increase carrying capacity and mitigate demand for the service. 150 people would use this service per day.

• Peak usage is between 7:30-8:30, 5:30-6:30 • Weather dependent: doesn’t work in high winds • Compete for space with other ships.

Figure 2 Westgate Punt Service timetable A review found patronage had risen this year [2013] to average of 103 passengers a day, up from 72 a day last year, with a total of more than 40,000 boardings since the service returned in October, 2011. It is the only cycle route between the city and the western suburbs south of Footscray Road. It carries up to 12 cyclists at a time.

Cycling group “Bicycle Network Victoria” said the punt was not being used as heavily it could be because of a lack of connecting bike paths. (Carey, 2013)

2.3.3. Cycling tracks Bay Trail West (Hobson Bay Coastal Trail)

Bay Trail

11 | Page

As per the 2011 census, the suburbs in and around Melbourne’s CBD have all experienced a trend upwards in bicycle patronage, which correlates with data provided by the Westgate punt, and other services. In that, as the population increases the congestion increases as well. It is worth noting that, in areas with more developed bicycle infrastructure, as highlighted below.

The provision of an improved cycling network is highlighted in Plan Melbourne 2050, [image shown below]. This seeks to connect existing pathways together, for a more integrated inner city network. Presently, the only connection to the western suburbs in this map is along Footscray road, and continuing to use the punt.

In order to deal with growing trafﬁc, a more permanent solution is needed over the punt, as it has a 12 bike capacity, and only runs during peak times.

12 | Page

3. Future Projects

3.1. Western Distributor Tunnel

The Western Distributor will provide a vital second river crossing while saving 20 minutes when travelling from the west.

Ongoing design work and feedback from communities, councils and industry, has been incorporated into the project's Reference design.

Congestion and trafﬁc ﬂow along the WGF will be improved by widening from 8 to 12 lanes. A new road layout, including express lanes to the West Gate Bridge, will improve reliability and reduce travel times.

13 | Page The design includes a smooth entry and exit to the Western Distributor tunnel, with portals within the WGF, which ideally remove trucks from residential roads in the inner west, providing direct access to Australia's busiest container port. http://westerndistributorproject.vic.gov.au/

3.1.1. Project Overview

The Western Distributor’s explicit aim is to provide an alternative to the West Gate Bridge (a second river crossing). The scope of the Western Distributor project includes:

• A new road and tunnel under Yarraville connecting the West Gate Freeway with the Port of Melbourne, CityLink and the CBD. • Improved access to the Port of Melbourne with links to Appleton Dock Road, McKenzie Road and Dock Link Road. 3.1.2. Key benefits

Once completed, the Western Distributor project will:

• Create a much-needed alternative to the West Gate Bridge. • Reduce peak travel time from the west to the CBD by 20 minutes. • Remove 6,000 trucks from local streets. • The project includes nearly 10km of new and upgraded cycling and walking paths 3.2. Fishermans Bend Urban Renewal Project Fishermans Bend is Australia’s biggest urban renewal project, anticipating provision of 80,000 new residents into Port Melbourne, and provide employment for up to 60,000 people. (City of Port Phillip, 2016)

14 | Page Presently, Fishermans Bend area is primarily an industrial precinct, with a working population of approximately 18,000 people. Apart from the Montague precinct which is well serviced by light rail routes 109 and 906, the majority of the area is relatively poorly connected by public transport. A number of bus routes run along City Road, Normanby Road / Williamstown Road, Lorimer Street and Salmon Street. Existing walking and cycling networks are limited, often impeded by a lack of dedicated routes, the large size of industrial sites and local commercial and freight trafﬁc. (City of Melbourne, 2013)

Major road connections into the area include the West Gate Freeway and CityLink, providing Fishermans Bend with direct access to middle and outer Melbourne, the airport and other regional assets. Internal roads within Fishermans Bend are designed for industrial uses and associated vehicle trafﬁc, not pedestrians or cyclists

The Fisherman’s Bend Urban Renewal project has explicit intentions for:

• An integrated transport plan for Fishermans Bend • An economic investment plan for Fishermans Bend to continue growing Melbourne’s economy. 3.3. Plan Melbourne Melbourne has experienced a boom in its residential population, led by the development of housing in Southbank and Docklands.

Key deliverables

• Melbourne’s transport infrastructure is under increasing pressure, with congestion increasing on road and public transport systems during peak periods. • Developed suburbs in and around means that residents can have less access to employment, services and recreation opportunities than those who live closer in. Transitioning to a more sustainable city • Making better use of transport infrastructure. • Creating more open space. • Encouraging active forms of transport, such as walking and cycling. [Initiative 3.4.2 – Create a network a high quality cycling links] Melbourne is experiencing growth in the number of cyclists, particularly in and around the CBD, for commutes to work/tertiary education. (State Government Victoria, 2014)

In an attempt to support this growth, cycling infrastructure needs to be developed to supply cyclists with alternate routes, incentivising an increase in the number of people cycling.

Relevant sources

• Cycling into the future 2013-2023

• Federation Bike Trail to Yarraville

3.4. Westgate Park Renewal Project Westgate Park

15 | Page Westgate Park is located in the middle of Port Melbourne, occupying 38 hectares of reclaimed land.

As Melbourne’s population continues to grow, with the aforementioned ﬁsherman’s bend renewal project, with a projected 80,000 residents, and a further 60,000 workers over the next 30 years. The role of Westgate Park will be an important consideration in terms of connections to the broader area.

Currently, the park is proposing a redevelopment, aimed at accommodating for increased usage, and creating increased connectivity to the surrounding regions.

Key considerations of the Westgate Park Master Plan: • Connectivity Improving walking and cycling connections to existing and new communities, making it easier and safer to access the park is an important goal of the planning. A new park entrance is proposed on the northern side of the park, adjacent to Wharf Road, to make it easier for workers in surrounding businesses to access the park. The existing park entrance from Todd Road will be improved and the car park capacity increased from 30 to 60 spaces. The jetty for the Westgate Punt will be re-established immediately downstream of the Westgate Bridge, making it easier for cyclists coming across the Yarra to ﬁnd the connection to the park and further reinforcing the connection of the park to the Lower Yarra River. (Parks Victoria , 2016)

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4. Westgate Information Within Melbourne’s road network the M1 corridor forms the main arterial spine connecting residential and industrial areas east and west of the city with the central business district and the Port of Melbourne. The M1 is identified as a freight corridor of national economic significance and the West Gate Bridge is a critical element of the corridor. As a result, approximately 200,000 cars travel over it every weekday [as of Nov, 2014], which, compared to the 155,000 just 10 years ago is a 29% increase in total traffic.

The West Gate Bridge includes a highly unique and complex 850m long cable stayed steel box girder central portion over the Yarra River and segmental prestressed concrete box girder approach viaducts of 670m and 870m long on the western and eastern sides respectively

• In 2006, the State Government of Victoria announced its intentions to carry out essential strengthening of the bridge. At the time the Bridge carried 160,000 vehicles a day, 15% of which were commercial vehicles. (Australian Construction Achievement Award, 2011)

17 | Page • In 2012, the bridge was extended to 5 lanes in either direction to increase carrying capacity

• During 2013-14, Westgate bridge maintenance costed $25 million, with a further $28million for 2014-2015. (Devic, 2014)

• The bridge, which was designed for 40,000 vehicles a day, now carries four times as much including 24,000 trucks and is projected to carry 235,000 vehicles a day by 2031.

• The State Government spent $347 million strengthening the bridge between 2009 and 2011.

• Works included attaching carbon ﬁbre bracing to the underside of the bridge and building safety barriers.

• Repairs to the steel frame of the bridge have included drilling holes into the ends of cracks and inserting screws to stop them from spreading.

• VicRoads will spend $30 million on the bridge this ﬁnancial year, on top of $14 million last year. (Devic, et al., 2014)

The West Gate Bridge is 2.5km long and is made up of three different structural types:

• composite steel beam and concrete deck approach spans; • pre-stressed concrete box girder viaducts, and; • Central, cable-stayed steel box girder with orthotropic steel deck section. Bridge strengthening works:

Bridge Speciﬁc Assessment Live Loading (BSALL) was derived from a probabilistic analysis of existing trafﬁc loads. The end result was a design loading that was greater than that for which the bridge was originally designed but less than the current standard SM1600 loading.

For the full length of the bridge, the epoxy asphalt on the emergency lane was replaced with SMA (stone mastic asphalt) and the outer road trafﬁc barriers were upgraded.

Steel bridge:

The steel bridge consists of the middle section of the entire structure (the section above the water, between piers 10-15)

The following summarises the works undertaken on the steel bridge:

• Installation of new openings to box girder vertical panels inside the bridge to improve access • Enlargement of deck access holes • Introduction of access openings in the sofﬁt 18 | Page • Construction of compliant walkway within the bridge • Addition of signiﬁcant amounts of small steel components, using bolted connections, to the existing stiffeners inside the bridge • Strengthening of longitudinal and transverse bolted splices • Installation of external sloping props to provide added support to the cantilevers • Installation of post-tensioning • Tower and diaphragm strengthening • Strengthening of bearings Concrete Bridge:

The strengthening of the concrete viaducts includes:

• Introduction of additional access openings in the sofﬁt of the eastern viaduct • Enlarging deck access openings • Carbon ﬁbre reinforced polymer (CFRP) applied externally to the box girder and the cantilevers; • Longitudinal external post tensioning installed inside the box girder. Public Safety Barrier:

The PSB’s posts were aligned with barrier posts and connected to end of cantilevers with a bolted bracket connection on both the steel and the concrete bridges.

All of the bridge expansion and contraction is taken at the junction between the steel and concrete bridges at Piers 10 and 15. A special detail was developed at the bridge expansion joint to accommodate these very large bridge movements. It comprises two interconnected cantilevered panels that slide past each other. (Australian Construction Achievement Award, 2011)

Construction techniques:

• The platforms that were suspended under the bridge to access the external strengthening works each carried a generator sufficient to supply its individual power needs. To provide water to these platforms, both for drinking and project works e.g. wet blasting, a potable water system was installed along the bridge handrail which provided a pumped water supply to all work locations. • The project required a significant amount of work to be undertaken to the underside of the steel and concrete bridges. This work included placement of carbon fibre, installation of brackets for the public safety barrier, replacement and reinforcement of bolted splices and installation of cantilever props. With such extensive works, an access system was required that would provide safe access to large areas and was also easy to move. The project team worked closely with APS, a Melbourne based access specialist, to provide their modular space frame access platforms to all the external areas on the bridge. 19 | Page • The platforms were suspended on chains from the cantilever beams of the bridge (concrete and steel). The chains were connected to runway beams mounted on the platform. When the platform were required to be moved, new chains were preinstalled ahead of the platform and then existing chains were unlocked to allow the platform was winched forward. Once the platform reached the new position, the new chains were locked and the platform braced and then work could recommence. (Australian Construction Achievement Award, 2011) Strengthening:

• Platforms were suspended from the bridge to provide access for installation of the props to provide additional support for the cantilevers along each side of the bridge. These platforms applied additional loads to the bridge. The platforms were designed to keep their weight to a minimum. In addition, their disposition and movements had to be carefully managed to avoid overloading the bridge and a practical sequence had to be developed for the order in which sections of the bridge were strengthened and the movement of the platforms. • The only externally visible sign of the strengthening, is in harmony with that of the cantilevers that form part of the original construction for the adjacent concrete viaduct cantilevers, which are seen by many as an embellishment. Every strengthening element had 100% traceability from furnace to fit-up. • The strengthening elements of the steel box predominantly used a combination of angle sections and bent plates to tie weaker bulb flats to adjacent angles as well as strengthening the angles themselves in critical locations. The use of bent plates to brace weaker bulb flat sections was a design solution beyond current design codes and was the subject of intensive finite element investigation to ensure the sections would behave as required. (Australian Construction Achievement Award, 2011) • A major advantage of strengthening the bridge using steel is that it allows for future maintenance and inspection. (Australian Steel Institute , 2012)

5. Precedent Analysis of retrofitted pathways

5.1. Skypath Background In December 2010, the Auckland Harbour Bridge (AHB) underwent a major strengthening project, to increase the carrying capacity of the AHB. The New Zealand Transport Agency (NZTA), lobbied to allow for future additions to the bridge to be made.

Similar to the Westgate Bridge, there are presently no cycling and walking linkages along the AHB. A lack of connecting pathways along the bridge forces commuters intending to travel to the other side of the harbour will either travel across on a ferry, or to simply drive across. Localised strengthening works will be employed to help distribute the loading imposed by the skypath (At an estimated cost of 1-3million).

The design life of the skypath is intended for 100 years, which will require efﬁcient management of live loads throughout the project’s lifespan. Including:

20 | Page • Spreading the load (structurally).

• Tollway decreases patronage (In controlling the amount of users, the pathway will have less of a detrimental effect to the bridge).

• Security personnel on site.

• CCTV and public announcement systems.

• Constructing the mid span (most critical in terms of loads) with aluminium (weight). (AHB Pathway Trust, 2013)

5.1.1. Advantages of the Skypath The Skypath has a number of distinct advantages when compared to alternate proposals for walking/cycling tracks along the AHB, as it:

• Doesn’t require heavy (concrete) barriers to provide physical separation from vehicle traffic • Doesn’t require narrowing of the traffic lanes, nor the associated costs and weight of deck strengthening to realign the traffic wheel track location; • Can be designed to avoid adding wind resistance to the existing structure; • Is sheltered from traffic emissions and weather, yet still allows views of the harbour; • Will utilize the components specifically added by NZTA as part of the current clip-on strengthening and future-proofing works to enable walking and cycling access. • The gradient of the Pathway is 5% (3 degrees), which is deemed ‘easy’ by the NZ Cycle Trail. • Clearance for ships navigating under the Bridge is unaffected; • The Pathway’s local connections to the streets north and south are already in place and use low-traffic streets. • The Pathway provides access for maintenance • The Pathway does not inhibit future options for load-sharing between the truss bridge and box girders which will potentially extend the life of the overall bridge, as illustrated over: (AHB Pathway Trust, 2013)

21 | Page Beneﬁts of the proposed Pathway Economic beneﬁts The Skypath has potential to create tourism opportunities, both domestically and

internationally • International and domestic tourists: help boost Auckland’s economy through additional spending on food and accommodation, cycle hire, transport use as well as boosting patronage of other tourist attractions. • Local businesses will benefit as a result of this increased tourism, in the accommodation sector, food/beverage and hospitality sectors, bike shops, retail sector, and the transport sector for those wishing to access the Pathway (ferries, buses and rail as well as downtown car parking buildings). Environmental benefits • The Pathway is forecast to be used each week day by at least 1,000 commuters, many of whom would otherwise drive private motor vehicles. This is estimated to result in carbon savings of over 1,800 tonnes per year and significant reductions in air and water pollution caused by vehicle emissions. Other benefits 22 | Page • Taking 1,000 commuter vehicles off the Auckland Harbour Bridge each day will benefit the remaining commuters who drive, as it will reduce congestion and free up car parking in the CBD. (AHB Pathway Trust, 2013) 5.1.2. Operating the pathway The Auckland Harbour Bridge is expected to be open 7 days a week, operating between 6am and 11pm.

The debt repayment, general maintenance, security, insurance, operations and administration of the pathway will be funded by a tolling system, designed to generate income for the project, as well as help manage crowding along the pathway, putting unnecessary strain onto the bridge. (AHB Pathway Trust, 2013)

5.1.3. Financing the pathway Presently, the total estimated “cost of construction” is estimated at $28.5 million, including access landings, additional strengthening, lighting, and observation decks [Based on estimates from Ernest & Young].

The project will be primarily funded through the private sector, from tolling users, with an estimated $3.25 million per year [as a low estimate], with approximately $2 million of this to fund construction costs, maintenance, operations, and security.

After the tolling period has concluded, there will be free access to the walkway, with additional services such as “exhibitions, a proposed bungy, viewing decks, etc” will incur an additional fee, to help maintenance and operations. (AHB Pathway Trust, 2013)

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http://transportblog.co.nz/wp-content/uploads/2013/05/Skypath.jpg

5.2. Vancouver’s Canada line bridge pathway In response, to increased demand for safer pedestrian crossings and bike cycling, the bridge was built to provide a separate path for cyclists and pedestrian trafﬁc and also represents an important part of the integrated transportation network in Metro Vancouver.

The bridge is a vital route for residents and tourists going to commute from Richmond to Vancouver and people from Vancouver going to enjoy cycling the Dyke trails in Richmond. The bridge also helps create a better environment to the city, giving access for people to travel across municipalities by foot or bike and thus promoting a greener city.

Based on Bicycle count data, there are up to 600 cyclists per day crossing the bridge during the week and up to 1000 cyclists using the facilities during the weekend.

The Canada Line Bridge shared pathway is steeper and narrower than what is proposed for the Auckland Harbour Bridge. No accidents or injuries have been recorded on the Canada Line thus far. (City of Vancouver, 2013) 5.2.1. Canada Line Bridge Pedestrian and Bicycle proposed design The proposed design of the bridge consists of:

• A shared pedestrian/ cyclist path on Kent South, from the Canada Line Bridge to Ash Street.

• Two-way separate bike lane and a sidewalk on the north side of Kent North from Ash to Cambie.

• Two-way separate bike lane on the east side of Cambie from Kent North to South West Marine drive

• Vehicle right turn bans from northbound Cambie Street to SW Marine Drive and from eastbound South West Marine Drive to Cambie Street. (City of Vancouver, 2013)

The Figure below shows the overview route of the Canada Line Bridge Pedestrian and Bicycle Connection.

24 | Page

5.2.2. Advantages of Canada Line Bike Bridge The Bike path provides pedestrian and cyclist a protection against trafﬁc, rain and wind. The bridge is partially covered, which shields the wind from the east in the wintertime (typical wind direction) and protect against rain.

Cyclist can also bring the bike on the Canada Line train as the train are also designed to be very bicycle friendly.

The Canada Line +Bridge is an extradosed bridge meaning that it is both a prestressed box girder bridge and a cable-stayed bridge.

5.3. Comparative analysis of retrofitted bike pathways

25 | Page

Auckland Harbour Vancouver’s Canada Westgate Bridge Bridge (Skypath) Line bridge Pathway Pathway Gradient 5% 6% (Some ramps are • Ramps on either 8%) side are 3% • The incline is at 4.5% on the port Melbourne side • The incline is 4.85% on the Spotswood side Total Width 4.0m 3.5m Between 3.5m - 4m Length 1,000m 1,000m 2,100m (approximately – Pedestrian side is shorter) Allocation of Shared Path Shared Path Separated Path space Opening Hours 06:00 – 23:00 24 x 7 N/A Security Cameras, intercom, Patrols, no cameras N/A and patrols Cost NZ $28.5 million US $10 million AU $50-70 million Population (2011) 1.377 million 0.603 million 3.848 million • Fisherman’s bend residential population expected to rise to 80,000 Bridge Structure Box truss bridge Cable stayed concrete Cable stayed steel and bridge concrete bridge Side of bridge Pathway only on one Pathway only on one Pathway on both sides side side

26 | Page Support type Bolted to the bridge Concrete support at Friction belt along the access points, bolted concrete section, and via I-girders varied along the steel section Construction time Approx 2 years 4 years Approx 2 years Max wind speed 96 km/h N/A 100 km/h

The Canada Line Bridge shared pathway is steeper and narrower than what is proposed for the Auckland Harbour Bridge. No accidents or injuries have been recorded on the Canada Line thus far.

6. Our Proposal

6.1. Overview This proposal will facilitate a cycling and walking connection between Spotswood and Port Melbourne. On either side of the bridge will be a large access ramp for cyclists and a stairway for pedestrians; however there will be an “X” shape connection for the pedestrians and cyclists to accommodate for pedestrians that are using the ramp and cyclists that are using the stairs. In order to help ﬁnance the project there could be toll gates, so as to transfer the ﬁnancial risk to the private sector. The thoroughfares will be 2.5km in length, strategically located towards points of interest on either side of the pathway.

27 | Page The structure of the pathway is intended to help strengthen the bridge, over the concrete section with a balanced friction-belt design to help increase the compressive strength of the concrete column, and reduce the effective length between columns. Along the steel section this is more difﬁcult, as concession need to be made pertaining the strengthening of the section, as any strengthening also adds load onto the bridge. As such we developed the system below, which highlights the two extremes with a cable supported deck being lighter than the other options, but providing no real strength to the bridge, whilst a steel box girder helps reduce cantilever area and compressive strength of the bridge, but in turn adds a large dead load.

6.2. Material Data for construction

6.2.1. Flooring: (Particle Board)

Information

STRUCTAflor® Standard is structural grade particleboard sheet flooring for use in domestic and residential buildings. It is particularly suited to platform construction (where the floor is laid prior to erection of walls) as well as fitted floor construction. 25mm thickness is suitable for use over 450mm joist spacing.

Produced to meet the requirements of AS/NZ 1860.1 Particleboard Flooring Part 1: Specifications AS 1860.2 Particleboard Flooring Part 2: Installation sets out the minimum performance requirements for the installation of particleboard flooring which are acceptable to building authorities in Australia. • Edge wax coat and wax impregnated for added moisture protection. • Reduces moisture ingress • Third party certified by the Engineered Wood Products Association of Australasia Uses Ideal for sub floors, suspended floors in multi-storey construction, etc Examples & Properties

28 | Page

https://www.bunnings.com.au/structaﬂor-3600-x-900-x-19mm-yellow-tongue-particle-board- ﬂooring_p0460721 http://www.ewp.asn.au/library/downloads/ewpaa_facts_about_pb_and_mdf.pdf

Operation

29 | Page http://www.ewp.asn.au/library/downloads/ewpaa_facts_about_pb_and_mdf.pdf

6.2.2. Cladding: (Perforated sheet metal)

Beneﬁts

• Fast installation, compared to traditional framing systems

• Flexibility, solar protection and protection against wind loads is an option

Examples

30 | Page Catalogue

Aluminium:

Thickness of 3mm

Weight = Length x Width x Thickness x Density

e.g. a sheet 2230mm x 1150mm x 3mm thick, Mild Steel = 2.230 x 1.150 x 3.0 x 7.85 (density for Mild Steel) =60.39 kg’s

For the weight of a perforated sheet, you subtract the percentage open area from the above total. e.g 40% open area sheet = 60.39 - 40% = 36.23 kg Density of Materials: • Mild Steel = 7.85 • Galvanised Steel (Z275) = 8.14 • Colorbond® = 8.25 • Zinc Seal = 7.95 • Zinc Anneal = 7.95 • Zinc Alume = 7.99 • Aluminised Steel = 7.95 • Stainless Steel = 8.18 • Aluminium = 2.71 (powder coat or anodised) http://www.locker.com.au/architectural/perforated.html

1 m × 1m × 0.003m × 2710kg/m3 (densit y for aliminium) = 8.13kg/m2

8.13 − 49% (fot titan) = 4.1463kg per sq m

8.13 − 40% (for niche) = 4.878kg per sq m

3 2 1m × 1m × 0.003m × 8250kg/m (densit y of Colorbon d [the heaviest]) = 24.75kg/m

24.75 − 49% (fot titan) = 12.6225kg per sq m

31 | Page 24.75 − 40% (for niche) = 14.85kg per sq m

6.2.3.Truss Structure:

32 | Page

6.2.4. Cable Structure:

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Description Space. Simple form. Both mask a complexity inherent in tensile architecture. The structure in place, itself evidence of science and careful planning, stands to remind us of what can be achieved with the intelligent use of cables working together in tension. Be it a glazed curtain wall, a tensioned fabric roof, a simple yet elegant suspension bridge or a cable net, all depend on cables as the primary load carrying structure. The results are structures of unique depth and openness, with large spans made possible by balancing the need for reduced self-weight, with the application of minimalist and efficient high tensile cable tendons. This is lightweight tensile architecture and a Ronstan passion.

Specific Features - Highest load capacity of Ronstan’s Structural Carbon Steel Rods reducing the mass of your structure with flow on benefits in transport and construction costs. - Fixed length cable of highest load capacity. - Galfan coated carbon steel (inner round wires heavy galvanized). - Pre-stretched and manufactured to a nominated design load. - Socketed end jaw fittings. - Outer strands fully locked and profiled for highest cross sectional area, load capacity and corrosion resistance.

34 | Page - High modulus of elasticity. - High resistance to deformation and surface pressure

Due to its non-compliance with current disabled access standards, and its risk of bridge strikes from the flow through traffic below, the footbridge known as Dilworth Bridge at Newmarket in Auckland New Zealand was set for a major upgrade to bring it up to standard and increase its height. The replacement bridge was a unique investment for the area, which was designed and constructed by an alliance of companies to be assembled on ground, and then lifted into place to clear span 43 meters over the roadway without a central support.

With an increased road clearance of 6.2m, it was considered critical to the design for the new bridge to incorporate an anti-throw and fall protection barrier to better protect the undercarriage traffic from potential projectiles or fallen objects from the new bridge. This presented the perfect opportunity for Ronstan to install X-TEND mesh, presenting a transparent and non-invasive wire mesh solution that would provide the adequate protection without disrupting the design intent.

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6.3. Steel Section Thoroughfare The steel section of the bridge lies between piers 10 and 15, with the largest span (of 336m) running between piers 12 and 13, above the Yarra River. The height of the bridge at these 39 | Page between these piers is 58m from water level to bridge deck, making it the highest point along the entirety of the bridge. Piers 12, and 13 extend upwards into towers that support the tension cables running along the majority of the steel section of the bridge.

Over the Yarra River, the proposed thoroughfare will need to hug the proﬁle of the bridge, not descend beneath the bridge as it would interfere with shipping trafﬁc, with all three cases the bike lane will run under the cantilever section of the bridge on either side. This presents an issue, as the cantilever section has recently been reinforced [in 2011 by John Holland], and the maximum carrying capacity for trucks has been limited to 68.5 tonnes. (Carey, 2016) Which infers that the bridge under a lot of strain already, making any additional load placed onto the bridge to be undesirable.

This creates a need to present a few alternatives, favouring certain attributes:

o Case One: We try to strengthen the cantilever section of the bridge by adding an additional cell, however this will add a lot of loading, straining the tension cables.

o Case Two: We limit the loading as much as possible, providing a suspended bike path under the cantilever section, however this will be less stable and will not strengthen the bridge in any way

o Case Three: pt1: We adopt a truss style cell, same as one, but lighter weight, sacriﬁcing some strength to the cantilever section

o Case Three: pt2: We adopt a truss style suspended bike path, same as two but heavier and more stable

6.3.1. Case 1 (Steel Cell) Between Pier’s 12 and 13, additional steel box girders could be provided on either end of the bridge proﬁle (Shown below), to replace the current diagonal compression members. Aiming to reduce the cantilever area of the bridge and increase the strength of this section. These sections would form the thoroughfare for a bike/pedestrian pathway in the hollowed section to run alongside the bridge.

Key Assumptions Cables on the bridge able to be re-tensioned, in an attempt to create a post-tensioning effect for the bridge, deforming it upwards and counter-acting the deﬂection caused by imposing more load onto the centre span of the bridge. 40 | Page Cables are also assumed to be able to carry the additional load of an extra cell.

The Western Distributor Tunnel project will alleviate the amount of trucks and cars travelling along the Westgate Bridge.

Advantages - Strengthens the steel section of the bridge, by increasing the compressive strength, as well as reducing the cantilever area.

- Great resistance to lateral forces

- Much more stable than the other options, cyclists will have a ﬁrmer footing.

- Increased internal carrying capacity, crowd loading is less of an issue [again assuming the cables can handle it].

- Greater moment of inertia, as the box section is larger than the current compression member.

- Greater strength per unit area

- Quality assurance with precast elements

When compared to T girders:

- High torsional stiffness and strength, giving greater suitability for horizontally curved bridges, greater aerodynamic stability and reduced susceptibility to lateral buckling of the ﬂanges

- Reduced need for support points (Greater span)

- Improved durability, and reduced maintenance of protective coatings (as there is less exposed surface, fewer edges, avoidance of exposed horizontal surfaces, no exposed bracing and stiffeners)

Disadvantages - Increased loading on the cantilever section, straining the cables.

- Production costs are much higher than the other methods.

- The construction is much more difﬁcult, in that you are retro-ﬁtting a structural element onto the bridge, time consuming

- Changes the proﬁle of the bridge, effecting wind action.

- Only feasible over the steel section

- Interferes with the current structure of the bridge, [i.e. removing elements to replace them with different elements]

- The structural members are costly to fabricate and transport.

41 | Page - Logistical inefficiencies in terms of fabrication to installation [unless the fabrication facility is close by, say in the Spotswood vacated land] - More difficult to design, [members have to be fabricated to exact specifications (prefab), which have undergone numerous capacity checks] - Risk associated with creating an enclosed space (in terms of emergency situations) (Steel Construction.info, n.d.) Precedence

Figure 4 Internal stiffening in a small steel box girder Figure 4 Westgate bridge steel box girder (outer cell)

Internal stresses along a box girder

In depth Analysis The selection of a box girder form usually results in relatively thin plate panels (in terms of thickness to width ratio) for the webs and bottom flanges (and for top flanges, in all-steel boxes). Avoidance of local buckling in compression zones and in shear requires appropriate stiffening and longitudinal stiffeners are often required. Although box sections offer high torsional stiffness, internal cross frames are usually needed to prevent distortion (when one web is subject to greater shear than the other, one diagonal dimension across the cell increases and the other decreases). Bearings at supports are normally within the width of the bottom flange (rather than directly under the webs) and an internal diaphragm is needed to transfer the reactions (Steel Construction.info, n.d.) 42 | Page Key concerns For any closed cell that requires internal access to construct it or to carry out inspection and maintenance, health and safety considerations require sufficiently large and well-placed openings that an injured person could be quickly evacuated. All internal stiffening and diaphragms must therefore be designed such that openings are big enough and that movement along the cell is unimpeded.

• Complexity of fabrication • Internal access • Stability during construction • Longitudinal stiffening of plate panels • Transverse stiffeners and beams • Control of distortion • Web/ﬂange welds (Steel Construction.info, n.d.) Construction For steel box girders, the girders are normally fabricated off site and lifted into place by crane, with sections connected by bolting or welding. If a composite concrete bridge deck is used, it is often cast in-place using temporary falsework supported by the steel girder. Either form of bridge may also be installed using the technique of incremental launching. Under this method, gantry cranes are often used to place new segments onto the completed portions of the bridge until the bridge superstructure is completed. (Steel Construction.info, n.d.) Case 1 – Box Girder Calculations

Dimensions

• Length = 5.4m

• Width = 3m

• Depth = 0.025m or 0.01m

Steel Sheet SS 304 (Over a 9m Section) For the steel sheet, we have selected Stainless Steel 304, Stainless steel 304 is the most versatile and widely used of all stainless steel alloys, due to its mechanical properties, weldability, resistance to corrosion /oxidation, provide the best all-round performance at a comparatively low cost. http://www.conexstainless.com/technicalspeciﬁcation/-STAINLESS-STEEL-304-GRADE-SS-304-.html

For the Westgate steel box girder, the thickness varies between 10-25mm based on data from Flint & Neill http://www.lusas.com/case/bridge/west_gate_bridge.html. Thus, the same values were adopted and contrasted in the provision of an additional box girder.

• Density = 7999.49 kg/m3 (Wikianswers.com, n.d.)

o Volume of the Box Girder = Length × Width × Depth = 5.4m × 0.025m × 9m + 0.025m × 2.975m × 9m = 1.88 m 3

43 | Page o W eight = Volume × Densit y = 1.88m3 × 7999.49kg/m3 = 15074.04kg @25mm plate thickness

o Volume of the Box Girder = 5.4m × 0.01m × 9m + 0.01m × 2.975m × 9m = 1.88 m 3

o Weight = Volume × Densit y = 0.972m3 × 7999.49kg/m3 = 7776kg @10mm plate thickness

Flooring (Over a 9m Section)

• Depth = 0.019m

• Mass per m3 = 680 kg/m3

o Volume of Floor = Length × Width × Depth = 5.4m × 0.019m × 9m=0.9234 m 3

o Weight = Volume × Densit y = 0.9234m3 × 680kg/m3 = 627.91kg Stiffeners (Over a 9m Section)

We assume using 60 kg for the Stiffeners as the amount of stiffeners may vary.

Mass of the section 15074.04 kg + 627.91kg + 60kg = 15,761 . 95kg/9m or 15.761 tonnes/9m Or

7776 kg + 627.91kg + 60kg = 8463.91/9m or 8.463tonnes/9m Comparison Calculations ∴ The entire steel section bet ween piers 12 − 13 (above the yarra is 336m) thus, 336 15,761 . 95kg × = 588,446 . 13kg/336m or 588.446 tonnes/336m 9 Or 336 8463.91 × = 315,985 . 97kg/336m or 315.986 tonnes/336m 9 Which, comparatively the maximum allowable truck load along the Westgate is 68.5t for 30m- b-double:

44 | Page 336 (length of section) • × 68.5t (maxweight) = 767.2 tonnes per 336m 30 (length of truck) 588.446 • × 100% = 76.7% of load of 11 trucks @25mm plate thickness 767.2 o r 315.986 • × 100% = 41.18% of load of 11 trucks @10mm plate thickness 767.2

6.3.2. Case 2 (Cable Suspended Bridge) This proposal suggests suspending the thoroughfare along the steel section, with tension cables attached either side of the pathway, and in turn to the underside of the bridge. This structure will be restrained to the side of the box girder for lateral sway. This allows for the existing compression members, provided in the 2011 strengthening project, to remain whilst using the connection points of the compression members, as connection points for the suspended bike path, in order to mitigate the possibility of compromising the structure of the bridge.

Assumptions Cables on the bridge able to be re-tensioned, in an attempt to create a post-tensioning effect for the bridge, deforming it upwards and counter-acting the deﬂection caused by imposing more load onto the centre span of the bridge.

Cables are also assumed to be able to carry the additional load.

The Western Distributor Tunnel project will alleviate the amount of trucks and cars travelling along the Westgate Bridge.

Cantilever section of the bridge is assumed to be able to carry additional load.

Advantages - Relatively light-weight, therefore minimising strain on the cables. - Fabrication is not as complex and therefore can be readily manufactured and shipped onto site. This means the production costs will be low for production and transport. - The construction is very simple and straight forward. - Minimises the possibility of damage to the existing bridge as there are changes made to existing infrastructure. Disadvantages - Unlike the other proposals, the cable stayed pedestrian bike path does not strengthen the bridge. It only acts as additional dead load to the cantilever. The design materials must be fabricated to be as light as possible to minimise this. - It is prone to sway due to the rigidity of the cables. The design will need additional lateral support to prevent it. - More exposed surfaces will mean more weathering and cables will inevitably need re- tensioning. This means there will be additional maintenance required.

45 | Page Sample

Connection details

The tension cables are pinned on both ends using a single hinge base plate (Shown below) which is bolted to the beam and the bridge. This type of connection is best utilised when the tangential forces are simple and direct. (Fabric Architecture, January) In the case of this suspension bike path, the forces are very direct, which is why the single hinge base plate is appropriate for this design.

The lateral support is pinned to the pre-existing connection at the bottom of the compression member and bolted to the bike bridge.

Key Precedence Kansas City Hyatt Regency Walkway (Lessons Learnt)

46 | Page This was a 37 m elevated walkway inside the Kansas City Hyatt Regency hotel. It was suspended using hanger rod connections from the roof framing to the walkway.

The investigation showed that walkway collapse did not occur as a result of design, construction or material use, but as a result of numerous management errors. One of these main errors was that during the construction phase, the design of the hanger rod connections was changed from a one-rod to a two-rod system (as shown below). This change in the hanger rod doubled the load to be transferred on the beam-hanger rod connection. (Dozier, et al., n.d.)

Case 2: Cable Stayed section Calculations

Dimensions

• Length = 9m

• Width = 4m

• Depth = 3m

47 | Page Mass of Cables (Over a 9m Section)

The cable stayed system is much less rigid and will require cable supports every 3m, assuming similar tributary area), as well as lateral restraints to prevent sway:

• No of Cables = 6

• Diameter = ∅ 30m m

• Length = 1.5m

• Material =Type 3 (above), SS304 (Stainless Steel)

o Density 8000 kg/m3

2 2 3 o W eight = [Volume (π × radius × length) × densit y ] × Number of members = [(π × 0.03 × 1.5m) × 8000kg/m ] × 6 = 101.7kg/9m

Mass of Cladding (Over a 9m section)

• Perforated steel sheets (it is possible to use wire, but a steel sheet is the heaviest option)

• Weight = [9m × 3m × 0.003m × 2710kg/m3 (densit y for aliminium)] = 219.51kg × 2 sides = 439.02kg

• Perforated 439.02 − 49% (fot titan) = 223.9kg per sq m Flooring (Over a 9m Section)

• Depth = 0.019m

• Mass per m3 = 680 kg/m3

• Volume of Floor = Length × Width × Depth = 5.4m × 0.019m × 9m=0.9234 m3

• Weight = Volume × Densit y = 0.9234m3 × 680kg/m3 = 627.91kg UB 150 Add UB supporting beams

Calculation: [ 14.0 × 4 = 56kg/member] × 3 = 168kg

Mass of the section

101.7 kg + 439.02kg + 627.91kg + 168kg = 1336.64kg + (additional supporting elements) = 1400kg/9m or 1.4 tonnes/9m

Comparison Calculations ∴ The entire steel section bet ween piers 12 − 13 (above the yarra is 336m) thus,

1400 × 37.333 = 52266.2kg/336m or 52.266 tonnes/336m 48 | Page Which, comparatively the maximum allowable truck load along the Westgate is 68.5t for 30m- b-double:

336 (length of section) • × 68.5t (maxweight) = 767.2 tonnes per 336m 30 (length of truck) 52.266 • × 100% = 6.812% of load of 11 trucks 767.2

6.3.3. Truss system (Case 3) Along the steel section of the bridge, a truss bridge will run alongside the bridge. The truss will consist of vertical members and diagonal members that slop down towards the centre, the idea is to have the diagonal member to be under tension and the vertical members under compression. The truss will not interfere with the existing supporting bars as it will be able to be aligned up with the bridge where the bars will weave through the truss.

Western distributor will alleviate amount of trafﬁc load on Westgate Bridge.

Advantages - Increased span Through the use of the triangular shape, this allows the trusses to span across longer distances by being more stable. Square shaped structured are more prone to shift or twist while a triangular one maintain its shape, preventing shift and sagging. 49 | Page - Good strength to weight ratio The triangular design provides support for the whole bridge, giving great strength making it ideal for high trafﬁc and heavy load areas.

- Economical to build The materials to build a truss bridge are minimal, and every single bit is used very efﬁciently. It also utilizes cheaper and lighter materials. The strength comes when these materials are formed to the triangles.

- Does not interfere with the existing supporting bars of the bridge. With strategic place of the members of the truss, the existing steel supporting bars can be weaved through the gaps of the Truss Bridge.

Disadvantages - Maintenance With the amount of materials and different part, the upkeep on truss bridges may be difficult. When there is a deficiency or problem on the bridge, it is hard to locate therefore solving the issue is difficult.

- Waste of Material If a small part of the construction goes wrong, a very large amount of materials are wasted.

- Does not strengthen bridge

The bridge is only designed for carrying the loads of the pedestrians and cyclists therefore only adding a dead load to the West Gate Bridge further putting it under stress.

- They require efﬁcient design to really work.

The main purpose of a truss bridge is to have all of its trusses to supports the weight of its span over time, and if its design is not managed properly, there could be some trusses created that have zero-pressure members, which means that they would only look nice, but are not working effectively for the entire structure.

Designs for Truss Bridges The truss bridge can be designed in two different ways, Box truss and Cable suspended truss.

Cable Suspended Truss, this design involves hanging a bridge much like the cable suspended bridge; it will be suspending a half-through truss with cables.

50 | Page This design will have similar advantages and disadvantages as Case 2 (cable suspended bridge) but not to the same degree. An example of this is the design will be light but not as light as the cable stayed bridge.

One design is the Box truss which is formed by having truss frames form a box shape forming a Through Truss where pedestrians travel through the box much like image below:

The design is will have similar advantages and disadvantages to Case 1 (steel cell) but not to the same degree. An example of this will be that it will have great torsional resistance but not to the same level as the steel cell.

Key precedence Francis Scott Key Bridge

Ikitsuki Bridge

Continuous truss bridge that connects Ikitsuki to Hirado, completed in 1991, has a main span of 400 metres.

Astoria-Megler Bridge

The bridge is 6545m in length, carrying one lane of trafﬁc in each direction. Cantilever-span section (Oregon Side) has a span of 752m long and main span (central) is 375.8m long. The bridge has an average of 7100 vehicles per day; it is a cantilever truss bridge.

Case 3 – Cable Truss Calculations

Dimensions

• Length = 4m

• Width = 3m

• Depth = 1.5m

Diagonal Vertical Members (Over a 9m Section)

• Number of members = 8

• Length of each member = 3 2m + 1.52m = 11.252m: ∴ 11.252m = 3.35m • Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m 51 | Page o W eight = [Length × mass] × Number of members = [3.35m × 16.7kg/m] × 8 = 448.1kg Vertical Members (Over a 9m Section)

• Number of members = 8

• Length of each member = 1.5m

• Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m

o W eight = [Length × mass] × Number of members = [1.5m × 16.7kg/m] × 8 = 200.4kg Diagonal Horizontal Members (Over a 9m Section)

• Number of members = 3

• Length of each member = 3 m × 4m = 12m2: ∴ 12m2 = 3.46m • Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m

o W eight = [Length × mass] × Number of members = [3.46m × 16.7kg/m] × 3 = 173.346kg

Horizontal Members (Over a 9m Section) • Number of members = 4

• Length of each member = 9m

• Material = RHS (one steel) = 200 x 100 x 9.0 RHS

o Mass per m = 37.7 kg/m

o W eight = [Length × mass] × Number of members = [9m × 37.7kg/m] × 4 = 1357.2kg Mass of Truss (Over a 9m Section)

M ass = 448.1kg + 200.4kg + 173.346kg + 1357.2kg = 2179.046kg / 9m section Mass of flooring (Over a 9m Section)

M ass = 4m × 9m × 0.025m × 700kg/m3 (densit y for par ticle board) = 670kg/ 9m section Mass of Cables (Over a 9m Section)

52 | Page As a truss is a more stable and rigid structure, cable supports only need to be provided every 10m, assuming the tributary area is the same.

• No of Cables = 2

• Diameter = ∅ 30m m

• Length = 1.5m

• Material =Type 3 (above), SS304 (Stainless Steel)

o Density 8000 kg/m3

2 2 3 o W eight = [Volume (π × radius × length) × densit y ] × Number of members = [(π × 0.03 × 1.5m) × 8000kg/m ] × 2 = 33.9kg/10m

Mass of Cladding (Over a 9m section)

• Perforated steel sheets (it is possible to use wire, but a steel sheet is the heaviest option)

• Weight = [9m × 3m × 0.003m × 2710kg/m3 (densit y for aliminium)] = 219.51kg × 2 sides = 439.02kg

• Perforated 439.02 − 49% (fot titan) = 223.9kg per sq m Mass of the section

2179.046 kg + 670kg + 33.9kg + 223.9kg = 3106.8462kg/9m or 3.106 tonnes/9m Comparison Calculations

∴ The entire steel section bet ween piers 12 − 13 (above the yarra is 336m) thus,

( 2179.046kg + 670kg + 223.9kg) × 37.333 + (33.9kg) × 33.6 = 115,852 . 11kg/336m or 115.852 tonnes/336m

Which, comparatively the maximum allowable truck load along the Westgate is 68.5t for 30m- b-double:

336 (length of section) • × 68.5t (maxweight) = 767.2 tonnes per 336m 30 (length of truck) 115.852 • × 100% = 15.1% of load of 11 trucks 767.2

Case 3 – Part 2 – Box Truss Calculations

Dimensions

• Length = 4m

53 | Page • Width = 3m

• Depth = 1.5m

Diagonal Vertical Members (Over a 9m Section)

• Number of members = 12

• Length of each member = 3 2m × 32m = 18m: ∴ 18m = 4.242m • Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m

o W eight = [Length × mass] × Number of members = [4.242m × 16.7kg/m] × 12 = 850.0968kg Vertical Members (Over a 9m Section)

• Number of members = 14

• Length of each member = 3m

• Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m

o W eight = [Length × mass] × Number of members = [3m × 16.7kg/m] × 14 = 701.4kg Diagonal Horizontal Members (Over a 9m Section)

• Number of members = 7

• Length of each member = 4 2m × 32m = 19m: ∴ 19 = 4.36m • Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m

o W eight = [Length × mass] × Number of members = [4.36m × 16.7kg/m] × 7 = 509.684kg Horizontal Members (Over a 9m Section)

• Number of members = 7

• Length of each member = 4m

• Material = RHS (one steel) = 150 x 50 x 6.0 RHS

o Mass per m = 16.7 kg/m

54 | Page o W eight = [Length × mass] × Number of members = [4m × 16.7kg/m] × 7 = 467.6kg Horizontal (main) Members (Over a 9m Section)

• Number of members = 4

• Length of each member = 9m

• Material = RHS (one steel) = 200 x 100 x 9.0 RHS

o Mass per m = 37.7 kg/m

o W eight = [Length × mass] × Number of members = [9m × 37.7kg/m] × 4 = 1357.2kg Mass of Truss (Over a 9m Section)

M ass = 850.0968kg + 701.4kg + 509.684kg + 467.6kg + 1357.2kg = 3885.9808kg / 9m section Mass of Cladding (Over a 9m section)

• Perforated steel sheets (it is possible to use wire, but a steel sheet is the heaviest option)

• Weight = [9m × 3m × 0.003m × 2710kg/m3 (densit y for aliminium)] = 219.51kg × 2 sides = 439.02kg

• Perforated 439.02 − 49% (fot titan) = 223.9kg per sq m Flooring (Over a 9m Section)

• Depth = 0.019m

• Mass per m3 = 680 kg/m3

• Volume of Floor = Length × Width × Depth = 4m × 0.025m × 9m=0.9 m3

• Weight = Volume × Densit y = 0.9m3 × 700kg/m3 = 630kg Mass of the section

3885.9808 kg + 630kg + 223.9kg = 4739.8808kg/9m or 4.74 tonnes/9m Comparison Calculations

∴ The entire steel section bet ween piers 12 − 13 (above the yarra is 336m) thus,

4739.8808 × 37.333 = 176,955 . 55kg/336m or 176.96 tonnes/336m Which, comparatively the maximum allowable truck load along the Westgate is 68.5t for 30m- b-double: 55 | Page 336 (length of section) • × 68.5t (maxweight) = 767.2 tonnes per 336m 30 (length of truck) 176.96 • × 100% = 23.07% of load of 11 trucks 767.2

6.4. Comparison of Loading of each case

Cases Load Imposed (t) Load Imposed (kN) %Load (compared with maximum) Case 1: Box Girder 588.446t @25mm 5770.68kN @25mm 76.7% @25mm 315.986t @10mm 3098.76kN @10mm 41.18% @10mm Case 2: Cable Stayed 52.266t 512.55kN 6.812% Thoroughfare

Case 3: Cable 115.852t 1136.12kN 15.3% Supported Truss

Case 3 part 2: Box 176.96t 1735.38kN 23.07% Truss

6.5. Concrete Section Thoroughfare Along the concrete section of the Westgate, our proposal is to use a pier support system that allows the transfers of loads from the truss directly to each pier. The structure is suspended between adjacent piers where the connection is repeated.

A steel Pratt truss has been chosen as the ideal structure that forms the external elements of the Thoroughfare. This is because the Pratt truss is effective in horizontal spans, where the force is predominantly in the vertical direction. The vertical members are in compression, whilst the diagonal members are in tension. This simpliﬁes and produces a more efﬁcient and optimized design since the steel in the diagonal members (in tension) can be reduced.

This design helps to strengthen the pier as the pier is placed under conﬁnement (akin to a friction belt), which strengthens concrete. The pier would also be coated in FRP to further increase the strength of the piers. Additionally, a truss between each pier would help reduce the effective length between each pier, as piers are weaker in the longitudinal axis.

Advantages • Light weight • Minimises the possibility of damage to the existing bridge. • Increased span • Good strength to weight ratio • Good resistance to lateral force • Economical to build • They can be constructed virtually anywhere

56 | Page • Does not interfere with the existing elements on the Westgate Bridge.

• Strengthens the piers

• Balanced loading

Disadvantages • Maintenance, perennial maintenance is required • Material wastage during construction • They require efﬁcient design to really work. (The main purpose of a truss bridge is to have all of its trusses to supports the weight of its span over time, and if its design is not managed properly, there could be some trusses created that have zero-pressure members, which means that they would only look nice, but are not working effectively for the entire structure.)

• The capacity of the pier is unknown and could cause cracking

Imposed load of the thoroughfare:

Relevant Standards • AS/NZS 1163:2009 • AS/NZS 4792:2006 Dimensions • 200 x 100 x 9 RHS

Mass = 37.7kg/m

• 150 x 50 x 6 RHS

Mass = 16.7kg/m

• 150UB14.0

Mass = 14.0kg/m

8 Vertical compression

57 | Page • Length = 3000mm

• 150 x 50 x 6 RHS

o Calculation: [ 3m × 16.7kg/m = 50.1kg/member] × 8 = 400.8kg 8 Diagonal (vertical)

• Length = 4242.641mm

• 150 x 50 x 6 RHS

o Calculation: [ 4.242m × 16.7kg/m = 70.84kg/member] × 8 = 566.7312kg 8 horizontal members

• Length = 3000mm

• 150 x 50 x 6 RHS

o Calculation: [ 3m × 16.7kg/m = 50.1kg/member] × 8 = 400.8kg

58 | Page 3 diagonal (horizontal)

• Length = 4242.641mm

• 150 x 50 x 6 RHS

o Calculation: [ 4.242m × 16.7kg/m = 70.84kg/member] × 3 = 212.52kg

8 vertical members

•Length = 3000mm

• 150 x 50 x 6 RHS

59 | Page o Calculation: [ 3m × 16.7kg/m = 50.1kg/member] × 8 = 400.8kg

4 Horizontal members

• Length = 9000mm

• 200 x 100 x 9 RHS

o Calculation: [ 9 × 37.7 = 339.3kg/member] × 4 = 1357.2kg Mass of the section Truss per 9m section (RHS)

566.7312kg + 400.8kg + 212.52kg + 400.8kg + 1357.2kg = 2938.0512kg/9m Add UB supporting beams

Calculation: [ 14.0 × 9 = 126kg/member] × 2 = 252kg Truss per 9m section (including support beams)

2938.0512 kg + 252kg = 3190.0512kg/9m Calculation for a truss over a 9m section

Flooring:

3m × 0.9m × 0.025m × 700kg/m3 (densit y for par ticle board) = 47.25kg per sheet

∴ 47.25kg × 10 sheets = 472.5kg/9m

60 | Page Cladding:

9 m × 3m × 0.003m × 2710kg/m3 (densit y for aliminium) = 175.77kg

175.77 − 49% (fot titan) = 89.643kg

∴ 89.643kg × 3 = 268.93kg/9m Truss Structure:

2938.0512 kg + 252kg = 3190.0512kg/9m Weight of the entire section: ∴ 472.5kg + 268.93kg + 3190.0512kg = 3931.4812kg/9m 3931.48126kg ∴ = 145.6kg/m2 or 1.43k N/m2 or 1.43k Pa 9m × 3m

6.6. Ramp Design and Placement Shape and location of the bike ramp:

Key assumptions:

• The cyclists will be travelling at a speed of 50 km/h. This is the maximum allowable speed to design curves with, it is therefore selected as the ‘worst case scenario’.

The following factors determine the design of the bike ramp:

• Available space: There is limited space to work with on both ends. The bike ramp is designed to work as efﬁciently with the limited space as possible.

• Horizontal Curvature: The horizontal curvature is determined by the superelevation of the deck and the speed of the cyclist. With a superelevation of 6% for selected sections, the minimum allowable horizontal radius is 73 m. The ramps curvature does not exceed this.

• Gradient: The gradient of the bike ramp at both is at a constant rate of 3%. This is the most appropriate grade because it is the maximum allowable grade to work with at the distance required. The grade needs to be as high as allowable as to make the ramp take up as little space as possible.

• Entry point to Bike Bridge: An entry point with the lowest possible elevation is desired, because it means the ramp will be relatively small. However, the points of lower elevation are in areas with less space to work with. An appropriate point has been selected on both ends accordingly.

61 | Page • Nearby bike routes: It is preferable to have multiple exit and entry points to allow cyclists to come from multiple directions. On the Spotswood side the ramp is has entry and exit paths to Simcock Avenue, Hall Street and Hyde Street. A bike bridge is designed to allow the cyclists heading to and from Hyde Street to cross Stony Creek. On the Port Melbourne side the bike ramp connects to Bay Trail in Westgate Park which then leads to the bike path on Todd Rd.

• Local viewing point: A direct pathway to the bike path on Todd Rd between Salt Water Lake and Todd Rd obstructs a viewing point. Therefore the ramp and pathway must curve around the left side of Salk Water Lake.

Port Melbourne

Spotswood

62 | Page

(Orange represents the ramp; yellow represents the ground level path)

Reference: Austroads – Guide to Road Design Part 6A.

6.7. Ramp structure

6.7.1. Cable Stayed Advantages of the cable support:

• Cable stayed bridges are known to be very strong, with high stiffness and tensile strength. As a result, the deformations of the deck under live loads are reduced and the deck has more rigidity. Compared to concrete bridges, they are also more resistant to environmental changes, such as earthquakes.

• They take less time to build. Cable-stayed designs require fewer cables than suspension types and they don’t require anchorages. This means construction time can signiﬁcantly

63 | Page be reduced. And also cable stayed support uses less material than concrete support as well, large amount of cement and aggregate will be need to build concrete support.

Disadvantages: • Stability is a concern, as such wind loading can cause stability issues as cable-stayed designs tend to be not as ﬂexible as suspension designs and column support bridges

• Inspection and maintenance may be more difﬁcult, in most cases, the main tension elements within a cable bundle area are hidden from view and access to anchorage areas are almost impossible, making inspections more difﬁcult. Also, cables are prone to corrosion and fatigue, which can result to more repairs and maintenance.

• Low compressive strength

6.7.2. Concrete column support Advantages of the column support: • Concrete is strong under compression, and relatively lightweight (depending on the mixture).

• Concrete is easily cast “in-situ”, relatively simple to fabricate.

• High ﬁre and weather resistance hence the durability of the concrete is longer than steel

• Low maintenance cost and easy to maintenance

Disadvantages: • Ramp is likely to droop between the supports, due to the different ramp loads acting downwards. The forces acting upwards at the supports also inﬂuence the drooping effect. The sagging tendency is increased when the ramp span or load is increased [inferring a shorter distance between supports is necessary].

• The cost of the forms used for casting RC is quite high

• Shrinkage causes crack propagation

• Low tensile strength

Conclusion The Westgate Bridge is next to the Port Phillip Bay, which is subject to heavy wind loads which compounds the disadvantages of the steel cable stayed ramp as it will corrode easily than usual and unstable under heavy wind which may lead to structure failure. Therefore, concrete’s rigidity and compressive strength is more useful in this scenario.

6.8. Stairway Advantages: • The going of the Stairs are designed to be longer in order to avoid pedestrians getting too tired to climb up with about 10m height stairs compare to continuously climb up

64 | Page • The light shown below can be used in the design to light up the stairs in the night, and makes the stairs more attractive in the night

Disadvantages • There is a long way walk to reach 15m height but as it mentioned above, it won’t tiring people that much to climb up 65 | Page • A long stairway indicates more materials to build hence the cost will be relatively higher but the value of this kind of stairway will be higher because people are enjoy the walking rather than just tiring

• More land will be need however there are more than enough land can be used around the site

Ramp Structure:

Deck: Reinforced Concrete Deck 66 | Page • Reason: Due to the ramp is close to the Yarra River, the maximum wind speed can reach to 100 km/h therefore the reinforced concrete is the suitable structure to build the deck because reinforced bottom and top of the concrete deck makes it can hold different situation include the wind load that blows from bottom of the deck, which is the biggest disadvantage of the composite concrete deck because the composite concrete deck only suitable in tension at bottom and compression at top rather than compression at bottom although it is lighter and stronger strength than reinforced concrete

Handrail

• Handrails will be provided at two edges of the ramp as the ﬁgure shown above in order to provide safety of the ramp.

Pile foundation on the west side of the bridge bike ramp

6.9. Wheelchair access The proposal for wheelchair accessible ramps is undertaken to ensure that all people may use the pedestrian bridge. Wheelchair ramps are designed to be placed on either end and connected to the pedestrian walkway. It is designed as a separate structure to the stairs. This is the most appropriate approach because the ramp is limited to a maximum grade and maximum interval length between landings. The preferable grade of the stairs (ranging from 1 in 1.2 to 1 in 1.7) is higher than the ramp is permitted (1 in 14). Setting the stairs and the wheelchair ramp on the same structure is not feasible. Both structures are set up separately direct opposite and connect to the pedestrian bridge at the same point.

The wheelchair ramp has been designed to satisfy the following conditions in accordance to AS 1428.1 – Design access and mobility - Part 1: General requirements for access – New building work:

• Maximum grade: The maximum grade allowed for a wheelchair ramp exceeding 1.9 m in length is 1 in 14. At a grade of 1 in 14, the interval between landings can be no greater than 9 m. The wheelchair access ramp has a gradient of 1 in 20. This is a more appropriate grade as the intervals between landings can be as long as 15 m.

• Minimum landing length: The landing length must be at least 1.2m in length.

• Minimum width: A minimum width of 1.5 m allowance must be given for wheelchair access ramps.

• Elevation: The entry point to the pedestrian bridge on the Spotswood side is 14.038 m in elevation to the ﬂoor and 17.0m on the Port Melbourne side. The height of the ramps on either side is design to satisfy this.

• Ceiling height: The ceiling height cannot exceed 2.5 m. The ramp is therefore designed to go up two sets of landings before it makes a 180 degree turn. This ensures that the ceiling height exceeds the minimum allowance.

67 | Page • Handrail: The handrail must be between 865 and 1000 mm in elevation from the ramp. In addition, the handrail makes a 90 degree turn at the top of the ramp toward the entry point of the pedestrian walkway. This is a safety precaution ensuring the wheelchairs do not roll down the stairs.

(Standards Australia, 2009)

Bird’s eye view of both sides (not to scale) representing entry and exit points

Note: Yellow represents sections of the Wheelchair ramp with a grade of zero.

Side view of Port Melbourne wheelchair access ramp:

Side view of Spotswood wheelchair access ramp:

68 | Page 6.10.Speed along the bridge Calculations regarding speed were determined by a Matlab model, showing how the bridge’s gradient will affect the speed upon entering the ramp

Cadence, Speed, Distance, and % gradient

The graphs represent time (on the x axis) vs Cadence, Speed, Distance, and % gradient for a journey from the Spotswood side to the Port Melbourne side. The two major observable changes in speed occur when the ramp goes from an uphill to a ﬂat, and ﬂat to downhill. It can be observed that the maximum speed for the uphill section is around 15 km/h, and the maximum speed on the downhill section is just above 60 km/h. The total time taken for the journey is 245 seconds (4 minutes and 5 seconds).

69 | Page 6.11.Bike Lanes

6.11.1. Description & Materials The bike lanes will have a two-way path with a barrier in between to separate the lanes going uphill and downhill. The barrier that is going to be used is the Oblong low bumps for the installation cost is pretty low, tough and easily maintained. The bumps will be spray painted with a glow in the dark paint to increase visibility at night. The installation of the barrier is rapid and non-invasive (Bolt/glue solution). However; the only drawback of using this bump is that it won’t be as attractive as other barriers. Below is an example of the oblong low bumps. (People for bikes, 2014)

The bike lanes will also have a bike symbol painted on and a sign for approximately every ±500m to alert cyclist if they are on the right direction and the right lane. This will decrease the likelihood of collision between bikes considering the safety of the cyclist on the other side. (Newham London, n.d.)

The ramp will be connected to a separated footpath, which is a path divided in two with one side reserved for bike riders, the other for pedestrians. It is usually marked by a sign on a signpost. The cyclist must not ride on the side reserved for pedestrians, and vice versa. This is marked by the pedestrian symbol on the signpost with the word ‘only’ underneath it. The figure below demonstrates the signage typically used to separate the path between pedestrian and cyclist.

70 | Page

(Victoria Law Foundation, n.d.)

Traffic warning signs will be erected whenever there is a potential hazard ahead of the road such as sharp turn, entrance and exit of ramp, and steep slope.

Directional guide will be supported by a Gateway sign and Secondary Directional Signs. Below is an example of the gateway sign and directional sign used for River Walk from Mechanics Park to the Mill at Saco Falls.

Conceptual draft of wayfinding and visitor orientation signs for the River Walk Project

(Biddeford maine, n.d.)

Lights will be installed along the bike lanes to increase safety and to enhance the visual appearance of the bridge. LED lights will be installed at the base of the handrail. This type of LED light is very cheap and durable compare to other type of lighting. It is also available in a wide range of lengths, and in warm and cool colour temperatures (3000K, 3500K, 4000K, and 5000K).

71 | Page

Coloured LED lights

(Ying, 2013)

Coloured LED bridge in UK

(Pinterest, n.d.)

A road reflector will be installed along the side of the ramp to increase safety while riding at night.

72 | Page

Road reflectors.

The surface of the ramp will be painted with Omnigrip HF, a high-friction surface treatment (HFST), which is a veneer overlay applied to asphalt and/ or concrete roads and highways to improve surface friction, resulting in decreased braking distances and threshold impact speeds in emergency situations. The friction paint will be applied over a short distance of the ramp, to slow down the bike that is about to enter the ramp or exit the ramp.

High friction paint used on roads

73 | Page

Figure 9 60 km/h Brake Application Speed

(Antiskid Industries, n.d.)

The ﬁgure above shows the data comparison between the road that is painted with the Omnigrip HF and normal roads. Based on the ﬁgure above, the distance it takes to travel from 60km/h to 0km/h in a normal road is around 36km/h, whereas the one that is painted with HF paint is around 18km/h which is nearly half the stopping distance.

The entry fee for the bike and pedestrian lanes is $2.50 for casual and $4 for return. Compared to the Westgate punt, which only operates on certain hours and costs $5 one way, this bike lanes will operate 24/7 and the fares is much cheaper especially for daily commuter. The Pathway will provide a safe and pleasant experience for commuters and attract tourists to visit.

6.11.2. Security and emergency stairs Security and customer service staff will patrol the bridge whenever the Bike Path is open. The security patrols will also extend to the neighbouring streets and local residents and should they have any concern, they would be able to contact the security anytime.

Security will also be supported by the installation of CCTV, intercoms/alarms, Victorian Police, and other security department nearby.

Emergency stairs will be provided and will be built of ﬁre-resistant materials.

6.12.Surveying report Based on the proposed ramp design, the ramp will run through three adjacent properties. These properties are:

74 | Page 44-76 Simcock Ave 93-125 Todd Rd (Westgate Park)

Source: LASSI

23-41 Webb Dock Dr

The aim of this report is to provide information and material regarding considerations that are relevant and fundamental to each site; whether there are any threats, protections or guidelines for the sites to consider prior to design and construction.

6.12.1. Simcock Ave, Spotswood General Property Report 44-76-Simcock-Avenue-Spotswood-Basic-Property-Report-1.pdf The site lies in an area designated as Industrial Zone 1 and is divided in to 6 parcels among two properties. The purpose of the zone is to designate land for manufacturing industry, storage and distribution, in a way that doesn’t affect the local residents negatively. No bushﬁre hazard or ﬂooding hazard exists for the site, but it does partially fall into an aboriginal cultural sensitivity area. The site itself is currently vacant. The following sections go through the conditions that the land or interest falls under, outlined in the planning property report:

44-76-Simcock-Avenue-Spotswood-Planning-Property-Report.pdf

Aboriginal Cultural Heritage Sensitivity

In the planning zone summary, it is stated that: 75 | Page “This property is within, or affected by, one or more areas of cultural heritage sensitivity”

The areas that fall within Aboriginal Cultural are seen in ﬁgure 2, below.

Figure 2

Source: Department of Premier and Cabinet

Projects that are classiﬁed as ‘high impact activity’ must apply for a Cultural Heritage Management Plan (CHMP). In these areas planning permits, licences and work authorities can't be issued unless a CHMP has been approved for the activity. The planned ramp structure would be classiﬁed as high impact; therefore a CHMP must be prepared with a Heritage Advisor prior to applying for a statutory authorization. Then a copy of the plan with the application must be lodged. (Aborigional Victoria, n.d.)Further information can be found here: http://www.vic.gov.au/aboriginalvictoria/heritage/planning-and-heritage-management- processes/cultural-heritage-management-plans.html

Development and Design Overlay A section of land along the freeway is designated as Design and Development – Schedule 1, meaning that the area is subject to requirements and restrictions in the State Planning Policy Framework, the Local Planning Policy Framework, the Municipal Strategic Statement and other local planning policies. The schedule aims to regulate and guide development in the designated area so that it keeps in character with the surrounding buildings, infrastructure and planning. A summary of the guidelines, as laid out by Hobsons Bay City Council, is:

(Accessible via the DESIGN AND DEVELOPMENT OVERLAY - SCHEDULE 1 (DDO1) link in the planning property report)

• Adequate measures to ensure the safety and amenity of the West Gate Bridge, motorists using the bridge, and nearby properties. • A permit being required for building or works within 46 metres of the bridge, between Hyde Street and Hall Street. Applications must take into account the risk of any damage from ﬁre to buildings on the land and to the road structure, as well as the decisions of VicRoads. 76 | Page A special permission is required to construct buildings or infrastructure which is not in accordance with the requirements. The area is represented by the purple striped overlay below.

Source: LASSI

6.12.2. 93-125 Todd Rd, Port Melbourne (Westgate Park)

This site houses the West Gate Park, which is a public park that facilitates scenic views, picnicking, and cycling. General Property Report

93-125-Todd-Road-Port-Melbourne-Basic-Property-Report.pdf

This site is mostly designated as a Public Park and Recreational Zone, as well as partially Industrial Zone 1. It recognises sites for public recreational use, as well as to provide for commercial use where appropriate. No bushﬁre hazard or ﬂooding hazard exists for the site, however it does partially fall into the aboriginal cultural sensitivity area. No Design and Development zones apply to the site, however there some in the vicinity. Parklands are generally the hardest type of site to get approval for any type of building or infrastructure development for, since parks house a fragile native environment and are intended to be an open space, especially within urban areas. Being impeded upon by new developments will jeopardise these purposes, and as such, that is why parkland is heavily protected.

Planning Property Report:

93-125-Todd-Road-Port-Melbourne-Planning-Property-Report.pdf

77 | Page Aboriginal Cultural Heritage Sensitivity

This site is also partially within an area of Aboriginal Cultural Heritage Sensitivity (see planning property report for map), therefore the same procedures apply as for the previous site.

Redevelopment Plan

Throughout the following decade, West Gate Park will be undergoing a redevelopment plan. On the Parks Victoria page detailing the master plan, it is stated that:

“Demand for high-density living and an increase in the local residential population has dramatically increased pressure on remaining areas of open space within inner Melbourne. It is recognised that Westgate Park will be an important open space resource for Melbourne following the redevelopment of Fishermans Bend to a new suburb planned to cater for more than 80,000 residents and a further 40,000 workers.” source: http://parkweb.vic.gov.au/explore/parks/westgate-park/plans-and-projects/westgate- park-master- plan

78 | Page It is therefore in the best interest for the bike path ramp to be designed in conjunction with the redevelopment plan; to take into account the current as well as the future uses of the public parkland. It is important to consider the activities that the land will be used for, and that the proposed bike path should be a little as of an impediment to these activities as possible. Some key things to consider are obstruction of scenic view by the path, potential danger to people from the increased cyclist trafﬁc, and preservation of the natural environment.

6.12.3. Webb Dock Dr, Port Melbourne

General Property Report

23-41-Webb-Dock-Drive-Port-Melbourne-Basic-Property-Report.pdf

The site lies in an area designated as a Port Zone and is a collection of two properties. The purpose of the port zone is to provide logistical access and infrastructure in the designated area. No bushﬁre hazard or ﬂooding hazard exists for the site, however it does partially fall into the aboriginal cultural sensitivity area.

Planning Property Report:

23-41-Webb-Dock-Drive-Port-Melbourne-Planning-Property-Report.pdf

Aboriginal Cultural Heritage Sensitivity

This site is also partially within an area of Aboriginal Cultural Heritage Sensitivity (see planning property report for map).

Development and Design Overlay

The property partially falls within Design and Development area Schedule 2. The purpose of this designation is to assign the area to the purpose of developing the Webb Dock precinct as a port resource of state importance while ensuring that the development does not impact the environment or neighboring land. A summary of the guidelines are: (Accessible via the DESIGN AND DEVELOPMENT OVERLAY - SCHEDULE 2 (DDO2) link on the property planning report.) • Building height must not exceed 15 meters above ground, unless it is in a ‘Visually Critical Zone’ (Webb Dock Conceptual Plan) where it mustn’t exceed 12 meters. • Buildings must be constructed out of non-reﬂective material to ensure integration with the surrounding environment. • Shipping containers must not be stacked in a way that exceeds 12 meters in height, or 9 meters in areas designated as ‘visually critical As with the 44-76 Simcock Avenue site, special permission would be required to construct buildings or infrastructure that does not meet the requirements.

79 | Page 6.12.4. Recommendations The three sites are in locations that have many regulations and requirements. These will need to be followed and fulfilled by the proposed design in order to be acceptable. Both 44-76 SIMCOCK AVENUE and 23-41 WEBB DOCK DRIVE are unoccupied lands; offering a good opportunity to develop on these properties. The most challenging site to be approved for would be for the section in West Gate Park, due to the heavy protections in place to protect that environment. However, working in conjunction with the West Gate Park redevelopment plan ensures the best chance of being able to produce a viable final design that would be practical whilst respecting the park, and providing a benefit for cyclists, the people who use the park, and for the natural environment

6.13.Projected cost The construction cost for the Pathway, including access landings, additional strengthening external night lighting and observation decks has been estimated by WT Partnership at $28.5 million (includes contingency of $4 million).

Concept Phase - Basing off the valuation of the Auckland Harbour Bridge Skypath, the projected value will range between $50-75million. This is based on similar precedents i.e. Auckland Harbour Bridge Skypath, the rate of cost of the SkyPath is $28500 per linear metre or $33000 per linear metre (including contingency). Following the same rate as the SkyPath, this comes out to be $57 million or $66million including contingencies therefore an estimate of $50-75 million is a reasonable estimate.

The order of accuracy of a concept estimate is around + 30 to 40%.

Preliminary Design – During this phase, more information will be available and some preliminary design work has been carried out. A more accurate unit rate should be used to get a true comparison between alternatives designs quantities should be calculated or estimated, and schedules prepared and priced.

The order of accuracy of a preliminary design estimate will be expected to vary from +20 to 30%, depending on the information available and the amount of design work done.

Design Phase- More accurate information will be available therefore continuous revision to previous estimates occurs. Any major changes to the scope of the West gate bridge structure that may occur during the detailed design phase should also be reﬂected in a revised estimate.

Order of accuracy increases from +20% to 10% as the design gets closer to completion.

Tender Phase – From the ﬁnal tender drawings and Schedule of Rates/Bill of Quantity. This should be within +10% of the ﬁnal tendered price. During this phase two main points must be stressed concerning estimates described above:

1. Estimates are only as accurate as the information that goes into it. 80 | Page 2. Important to record all estimates, including exactly what they are an estimate of i.e. the state of the design at this stage and exactly what was allowed for in the estimate. For instance, were earthworks including, service diversions, what construction method was assumed.

6.14.Advantages • Presently, cyclists from the western suburban side travelling to Port Melbourne must either take a detour to Footscray road or take the ferry (Westgate Punt) across the Yarra River. The Westgate thoroughfare will allow cyclists to bypass these options and take a quicker and more direct route.

• A direct bicycle route from Spotswood to Port Melbourne will incentivize more people to cycle to and from the areas. This will directly lead to less trafﬁc on the roads and less trafﬁc on the Westgate. This will mean less congestion.

• Less trafﬁc will lead to a reduction in CO2 emissions.

• Health professionals recommend at least 30 minutes of exercise a day (The department of health, 2014). Cycling is a convenient and practical way for people to incorporate regular exercise into their daily routine. The incentive created by this thoroughfare will mean more cyclists and therefore the public will be healthier on average.

• A bicycle thoroughfare underneath the Westgate Bridge will be safer for cyclists than travelling down Footscray road because they will not need to share a road with trafﬁc.

• Employment – There will be many jobs created in designing and constructing the bicycle and pedestrian thoroughfares.

• (Case 1) The new structure will strengthen the existing cantilever section.

• Doesn’t require heavy concrete barriers to provide separation from vehicles.

• It doesn’t disrupt the current flow of traffic by narrowing down the traffic lanes.

• Allows cyclists unobstructed views of the harbour.

• Clearance for ships navigating under the bridge in unaffected.

• The thoroughfare provides access for maintenance.

81 | Page Has potential to create tourism opportunities, both domestically and internationally • International and domestic tourists: help boost the local economy through additional spending on food and accommodation, cycle hire, transport use as well as boosting patronage of other tourist attractions. • Local businesses will benefit as a result of this increased tourism, in the accommodation sector, food/beverage and hospitality sectors, bike shops, retail sector, and the transport sector for those wishing to access the Pathway (ferries, buses and rail as well as downtown car parking buildings). 6.15.Risks and limitations • Compromising the strength of the West gate Bridge, either due to excessive loading, or perennial fatigue • Building over aboriginal land • Constructability is difficult over water, and along an arterial roadway (can’t close it down) • Heavily reliance on the redevelopment of the Fisherman’s bend region to be financially successful (based on private sector funding) • Crowding issues fatigue structure • Cost (IRR & Payback period) • Cycling infrastructure is lacking in the region, heavy development in and around the exit points is needed • Importing materials (material transportatio

82 | Page 7. Images

7.1. Images of the Westgate

7.2.Diagrammatic Images of the Westgate

83 | Page

84 | Page

85 | Page

7.3. Surveying Images

86 | Page 7.4. Rendered Views of the Westgate

Figure 5 Spotswood side of the Westgate

87 | Page

Figure 6 Port Melbourne side of the Westgate

88 | Page

89 | Page

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AHB Pathway Trust, 2013. Project Report: Walking and cycling access across the Auckland Harbour Bridge. [Online] Available at: http://www.skypath.org.nz/wordpress/wp-content/uploads/ 2013/02/130211-SkyPath-Project-Report.pdf [Accessed 2 02 2017].

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