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The flat jacks were extended to lift the main beam, induce axial thrust, and stress the portal
leg tendons.
The flat jacks and post tensioning ducts were grouted.
The adjacent approach span beams were erected, supported on the half joint, and precast
deck slab panels were installed.
The post tensioning of the main beam was completed and the cross girders and in-situ deck
slab were cast.
Although the structure appears to be an arch it is actually a portal frame with inclined legs and
cantilever extensions.
For a construction sequence drawing, refer to Figure 14 attached to the end of this paper.
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INVESTIGATED OPTIONS
RMS engaged a consultant to assess the capacity of the existing structure, and to investigate
options for the rehabilitation of the portal legs. Their preferred option was the installation of new
external prestressing. RMS Bridge and Structural Engineering reviewed this design, and it was
not considered suitable due to the infeasibility of attaching anchorages to the thin walls of the
ribs. Moreover, the identified adverse effect of additional prestress forces on the existing
structure could not be solved with a feasible engineering solution. Alternative options were also
investigated by RMS, some of which were:
Strengthening with Fibre Reinforced Polymer. This was discussed with specialists from the
University of NSW and it was agreed that it was unsuitable.
Splicing of the original tendons. This was discussed with VSL Australia. This was also
considered unsuitable.
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Construction of a reinforced concrete infill at each joint. The weight of the infill will impose
unacceptable stresses on the existing structure and it was considered unsuitable.
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Figure 13: Half height end of beam constructed for testing of self-compacted concrete
mix
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CONCLUSIONS
An innovative support scheme design to strengthen the Tarban Creek Bridge at Hunters Hill has
been developed to provide a cost effective and constructible solution. This design is currently
under construction and resulted in a potential saving of approximately $30 million, compared
with other suitable strengthening options. The design is easy to construct, eliminates traffic
delays, eliminates work in confined spaces, and ensures the safety of the road users.
This support scheme could be used to strengthen other bridges with half joints located away
from the supports.
The new permanent Pier frames will serve as a work platform for rehabilitating the half joints
and bearings and provides a safe access for future inspection and any required maintenance of
the half joint.
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APPENDIX
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Figure 17: Plan and elevation of new portal frames, showing the tapered cross section of the columns
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Figure 19: 3D perspective of new cross girder arrangement between existing beams
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ACKNOWLEDGMENTS
We acknowledge the contribution to the project team members and Wije Ariyartane, Martin
Gormley, Neil Forrest and Gareth Collins from RMS.
AUTHOR BIOGRAPHIES
Salah Assi, Bridge Engineer (New Design), Bridge Engineering, RMS. Salah is a
Civil/Structural Engineer with more than 27 years experience in bridge and structure design and
construction supervision, of which more than 24 years were in Bridge Engineering of the RMS.
He has extensive experience in the design of complex bridge projects, including prestressed
concrete and steel bridges and bridge widening and rehabilitation. His wide experience also
covers review of consultants complex designs and provision of training and technical advice
during design and construction of numerous bridge projects. He has been working as a design
team leader in Bridge Engineering for the last sixteen years.
Lindsay Brown, Project Engineer, Bridge New Design. Lindsay Brown graduated from the
University of Sydney in Civil Project Engineering and Management in 2002. Joining the RTA as
a graduate engineer, he was involved in the construction of the Pacific Hwy Karuah Bypass, and
worked for a short time as a site engineer on small road construction projects. He then worked
for four years as a project engineer for Bridge Assessment & Evaluation Section, specialising in
bridge assessment of heavy loads and higher productivity vehicles, and also conducting
structural inspections, detailed analyses, and bridge performance testing. Since 2008, he has
worked in New Bridge Design Section doing concept and detailed design of steel and concrete
bridges, along with some complex rehabilitation design.
Mark Bennett is the Senior Bridge Engineer (New Design), Bridge and Structural Engineering,
Roads & Maritime Services, NSW. He has been chairman of the sub-committee responsible for
the bearing and deck joint Part of the Australian bridge codes since 1990. He has over 35 years
experience in the design, construction and maintenance of bridges. He was the Resident
Engineer on the construction of the Bridge over the Murray River at Mildura and has worked in
the design teams of many major bridges in NSW including the Anzac Bridge and Alfords Point
Bridge.
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The Author allows ARRB Group Ltd to publish the work/s submitted for the 9th Austroads Bridge
Conference, granting ARRB the non-exclusive right to:
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The Author retains the right to use their work, illustrations (line art, photographs, figures, plates) and
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submitted, including clearing all third party intellectual property rights and obtaining formal permission from
their respective institutions or employers before submission, where necessary.
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