Bridge known as Sydney Bridge is located in Australia at Port Jackson. The steel is the major components that have been used in the construction of this bridge. Francis Greenway was the first person that proposed the construction of this bridge as a result of the creation of the linkage between the CBD of the Sydney and the north shore. The bridge was to be designed to accommodate two lane of the tram, two lane of traffic and two lanes of the train. The arch was also composed of steel that aided in the stability of the bridge. The construction was also composed of the big steel metals thereby creating the complexity on the slid looks that is seen in the arch. This report majorly deals with the design of the bridge, maintainability of the bridge, requirements operation system and construction process. Pedestrians, train, and vehicle are the major users of this Bridge. After the coordination and monitoring of the bridge by the British firm for 10 years, the bridge was later opened for use. The measurement of this bridge was estimated to be 134m from water level to the top of the bridge. This implies that this is the tallest bridge in the work with the spinning that is the longest globally. The arch of the bridge is also supported by the deck hence enabling the arch to be strong and therefore can be able to handle any weight. The pylons are used to support the bridge, therefore ensuring that the bridge is held in position (O’Ybole, 2014, p.11).
Maintenance, function, durability, serviceability, and bridge construction are the major components of the design of this bridge. Engineer Henderson was the one that designs the sketch of this bridge the proposal of the truss bridge was made that targeted the consumption of about 850000 euros. The diagonal, the chords and the vertices of the truss led to the compression tension that was experienced. The balancing of the economics between the labor cost, machine availability, components transportation materials cost and the component erection is what the engineering decision was based on. The arch was manufactured as a whole and the construction was done at each and every bank of the harbour. The upper part of the chord was held by the steel ropes. The connection of these ropes to the ground was done at 30m deep to the rock and the position was inclined. The measuring of the lengths of the cable was 93.5km ensuring that the arch was held in a proper position as shown in the diagram below (Werninghaus, and Buckreuss, 2011, p.606-614).
The two cranes were used in the lifting of the top of the arch that had been constructed haft way. The weight of this part was estimated to be 120 tones. A strong wind was then blown towards the bridge to determine the stability of the bridge after construction. The cape ropes were then removed one by one. The construction of the pylons that was about 89m in height was done for the aesthetic purposes. The connection of these pylons was done by the use of the rivets. The pinning of the bridge was done by 4.2m pins with a diameter of 368m. In order to remove the old paints, sealing and blasting of the section was done at the time of painting. Regular check up on each and every part of the bridge the bridge was done during the inspection to determine whether there are some cracks on the wall of the bridge. The reinforced concrete at the desk of the bridge was used in providing the stability to the bridge. The desk is used in the hanging of the middle section of the bridge since it’s located at the middle of the arch and the cable as shown in the diagram below (Griffin, at all, 2015, pp.150-168).
Sydney Bridge was constructed to accommodate roads with six lanes, two-lane of the tram, two-lane of the train and two lanes of footsteps. The conversions of the lane were to be used by the vehicle after the development of the two lanes for the footpath and those of the tram. The consideration of the flow of the four lanes during the day was done during the designing. The design also enabled the reversing of the middle lane during traffic hence allowing easy flow of traffic.160000 vehicles were allowed to pass the bridge in one year according to the design.in order to prevent the confusion in the road, the bridge was fitted with gantries as indicated in the diagram below, thus helping in the reduction of the accidents.
The consideration of the bridge balancing was done during the design. The dead load was distributed equally four thrust bearing. The range of the dead load was estimated to be (200000-800000) kN. The weight of the arch was 39000 tonnes and the weight of the steel was 46000 tones. Hence the design was given by the equation below according to the ultimate limited state;
The changing of the HA has been done by use of the BS 5400-2:2006 &19.4kN/m thereby giving 503metres. The below equation, therefore, give the dead load;
When the load id applied to the bridge, it has the capacity of holding that particular load according to the design.
When the temperature is subjected to the arch of the bridge the designed to move in a vertical direction the expression can go up to 18 cm or contract by 18 cm. the desk can also contractor expands by 420mm. There is a difference of 25 degree Celsius on the thermal expansion coefficient given by 12 *9/degree.
For the achievement of the expansion of 420mm the temperature has to rise to 70 degrees Celsius and that why the result in the equation below is less.
The stress will be experienced in the horizontal movement as expressed in the equation below (Kornberger, M. and Clegg, 2011, p.136-162).
In Australia, the temperature difference during the summer and that of the winter is estimated to be 25 degree Celsius.
The design also considers the speed of the wind and was given in the equation below.
The occurrence of the highest wind known as hourly wind speed was measured every year. These measurements are estimated to be 30m/s according to the British standards. Hence have similarities with another measurement in the world. Thus it’s given as shown below;
The opening between the steel membranes reduces the surface areas. Thus the wind cannot cause any structural damage.
The design of this bridge can handle more weight according to the standards of construction. Regular painting is to be done to avoid corrosion at the wall of the bridge. The inspection should also be done regularly to determine any crack or damage on the walls of the bridge thus preventing the collapsing of the bridge (Lydon, 2016).
Bradfield and others were the one the supervised Construction of the bridge. The beginning of the construction was done in the year 1923. In order to propel the construction two workshops were built at the north shore. Before the start of the bridge construction, building around the north shore were destroyed. The construction then began by laying the foundation of the bridge. The combination of the granite and the concrete was used in the construction of the face support tower. After that construction of this support, the creeper crane was raised up to materials that were heavy and used in the construction. The tunnel was held by the cable steel that was passed through them. The joining of the top arch and that of the bottom was initiated hence they became able to support each other thus giving room for the removal of the cables that were used in holding the tunnel (Hopkins, 2014, p.134).
Bridge performance is based on the quantitative measurements, prediction, and comparison of the estimations as in the below table (Bennett, 2013);
Conclusion
The design of this report is based on the maintainability, performance of the bridge and the bridge supports. This report majorly deals with the design of the bridge, maintainability of the bridge, requirements operation system and construction process. Pedestrians, tram, and vehicle are the major users of this bridge according to the design. This bridge becomes the tallest in the world with the longest spinning arch according to the measurements. The construction of this bridge was as a result of the creation of the linkage between the CBD of the Sydney and the north shore. The bridge was to be designed to accommodate two lane of the tram, two lane of traffic and two lanes of the train. The arch was also composed of steel that aided in the stability of the bridge. The consideration of the flow of the four lanes during the day was done during the designing. The design also enabled the reversing of the middle lane during traffic hence allowing easy flow of traffic. when the temperature is subjected to the arch of the bridge the designed to move in a vertical direction the expression can go up to 18 cm or contract by 18 cm. the desk can also contractor expands by 420mmThe bridge is fitted with gantries as indicated in the diagram below, thus helping in the reduction of the accidents (Hayllar, B. and Griffin, 2015, p.517-528).
The combination of the granite and the concrete was used in the construction of the face support tower. The combination of the granite and the concrete was used in the construction of the face support tower. After that construction of this support, the creeper crane was raised up to materials that were heavy and used in the construction. The designing of the bridge was done according to the standard. The inspection should be done regularly to check on the crack and paints to avoid corrosion of the walls of the bridge. The pinning of the bridge was done by 4.2m pins with a diameter of 368m. In order to remove the old paints, sealing and blasting of the section was done at the time of painting. The reinforced concrete on the desk enabled the stability of the bridge. The construction of this bridge has led to several impacts on the people that are using it both from the north and those from the south (Spearritt, 2017, p.1-175).
Some of these impacts are,
This report recommends that proper maintenance and service should be done on the bridge to avoid collapse that may lead to loss of lives. Regular painting is recommended to avoid rusting of steel of the bridge. The performance, quality and durability of the bridge will be based on the above mentioned activities.
References
Bennett, D., 2013. The creation of bridges: from vision to reality-the ultimate challenge of architecture, design, and distance. Aurum Press.
Fry, T., 1989. A geography of power: design history and marginality. Design Issues, 6(1), pp.15-30.
Griffin, D.W.P., Mirza, O., Kwok, K. and Kaewunruen, S., 2015. Finite element modeling of modular precast composites for railway track support structure: A battle to save Sydney Harbour Bridge. Australian Journal of Structural Engineering, 16(2), pp.150-168.
Hayllar, B. and Griffin, T., 2015. The precinct experience: a phenomenological approach. Tourism Management, 26(4), pp.517-528.
Hayllar, B., 2010. Urban tourism precincts: engaging with the field. In City Spaces-Tourist Places (pp. 21-36). Routledge.
Hopkins, H.J., 2014. A span of bridges: An illustrated history (Vol. 1970). David & Charles Publishers,p.134.
Ingram, P. and Roberts, P.W., 2010. Friendships among competitors in the Sydney hotel industry. American journal of sociology, 106(2), pp.387-423.
Ison, R. and Russell, D. eds., 2017. Agricultural extension and rural development: breaking out of knowledge transfer traditions. Cambridge University Press.
Kornberger, M. and Clegg, S., 2011. Strategy as performative practice: The case of Sydney 2030. Strategic Organization, 9(2), pp.136-162.
Lydon, J., 2016. Many Inventions: The Chinese in the Rocks, Sydney, 1890-1930 (No. 28). Monash Publications in History.
O’Ybole, M., 2014. 1 Opera Ludentes: the Sydney Opera House at work and play. Multimodal discourse analysis: Systemic functional perspectives, p.11.
Spearritt, P., 2017. The Sydney Harbour Bridge: A Life (pp. 1-175). University of New South Wales Press.
Stephensen, P.R., 2017. The history and description of Sydney Harbour. Rigby.
Tiong, R.L., 1995. Risks and guarantees in BOT tender. Journal of Construction Engineering and Management, 121(2), pp.183-188.
Tiong, R.L., Yeo, K.T. and McCarthy, S.C., 2015. Critical success factors in winning BOT contracts. Journal of construction engineering and management, 118(2), pp.217-228.
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