This is the presentation I gave yesterday about the excellent Austroads Bridge Conference I attended in Melbourne to the DownerMouchel Senior Management Team and my colleagues.

2. About the Conference
Delegates
The conference attracted a large number of specialists in the field of Bridge
Engineering and attracted around 500 delegates.
The conference brought together world leaders in the field of Bridge
Engineeringand included:
• Road Authorities
• Rail Authorities
• Public Works Departments
• TransportAgencies
• Local GovernmentAuthorities
• Engineering Consultants
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• Engineering Consultants
• Academia
• Suppliers
• Contractors
• Bridge Designers
• BridgeBuilders
• Bridge Asset Managers
ABC 2017 was an important conference for those involved in the engineering
world and included the following:
• High level Australian and International presenters from a wide
variety of backgrounds
• Discussion panels with question and answer sessions
encouragingaudienceinteraction
• A unique opportunity to network with many of the world’s leaders
in bridge engineeringHOSTED BY

3. Eric Boothman – Senior Bridge InspectorEric Boothman – Senior Bridge Inspector
I will be presenting the following:
 Keynote Speaker Dr Michel Virlogeux
 Design of the New Nepean River Pedestrian Bridge at Penrith
 Bridge condition inspections using Unmanned Aerial Vehicles – A Trial
Project
 Assessment of the High Street Masonry Arch Bridge over Merri Creek
for New Class Trams and Road Vehicle Loadings
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4. About Dr Michel Virlogeux
 Dr Michel Virlogeux is a French structural engineer and bridge specialist
 During twenty years he designed more than 100 bridges, including
the Normandy Bridge which held the world record for longest cable-stayed
bridge for four years.
 Several of his bridges have received architectural awards while he has received
many international awards
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5. Pont de Normandie
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856m main span held the world record for longest
cable-stayed bridge for four years

6. Vasco da Gama Bridge in
Lisbon is the longest bridge in Europe
with a total length of 12.3 kilometres
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7. Millau Viaduct in France
The bridge has been consistently ranked as one of the
great engineering achievements of all time
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It is the tallest bridge in the world with one mast's summit at 343 metres above the
base of the structure

8. At 322m the bridge is the tallest suspension bridge
in the world. The main span is 1,408m.
Yavuz Sultan Salim bridge in Turkey
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The bridge is one of the world's widest suspension bridges at 58.5m
and carries four motorway lanes and one railway line in each direction

9. Design of the Nepean River Bridge
Joe Turner - Senior Bridge Engineer, BG&E Pty Ltd and Kjetil Undheim
- Structural Engineer, BG&E Pty Ltd
Introduction
The shared path bridge over the Nepean River, also referred to as the Nepean River
Bridge (NRB), is a shared pedestrian and cycle bridge over the Nepean River at
Penrith. Community members campaigned for a safer crossing over the Nepean
River for pedestrians and cyclists as the current path on Victoria Bridge has no
barrier between the narrow footpath and road traffic. The main span comprises a
200m span steel truss, to be constructed using a node‐by‐node incremental
launching method developed by BG&E.
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‐ ‐
launching method developed by BG&E.
The truss structure is fabricated from circular hollow sections ranging from 750 to
1450mm in diameter rolled and welded using the submerged arc welding method.
The truss is triangular in cross section and is 13m high, a 4.6m shared path is set
within the structure.
The bridge is subject to some of the biggest flood loads in NSW with stream
velocities in the order of 7m/s in the 2000 ARI event. This proved to be challenging
when designing for flood forces on a structure of this size and called for detailed
structural analysis.
At the time of writing this article, the bridge is under construction.

10. Design of the Nepean River Bridge
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Figure 1. 3D visualisation of the Nepean River footbridge

11. Design of the Nepean River Bridge
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Construction of the eastern abutment and concrete work

12. Design of the Nepean River Bridge
Fast facts
• Main span length – 200 metres
• Overall bridge deck length – 257 metres
• Overall length of shared path – 455 metres
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• Truss width – 8 metres
• Truss height – 13.5 metres
• Steel tonnage of truss – 485 tonnes
• Steel tonnage of deck – 155 tonnes
• Estimated cost of the bridge - $49 million

13. Design of the Nepean River Bridge
BG&E’s winning bid proposed to incrementally launch the concept curved truss from
the eastern bank by using a method never seen before in Australia. Node‐by‐node
launching involves using movable supports on tracks (or skates on rails) that pass
each node of the truss forward while only ever supporting the truss in 4 locations.
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Two launching stages showing temporary pier tables and launching supports in red

14. Design of the Nepean River Bridge
RMS and BG&E have delivered the design of the Nepean River Footbridge,
which will be the longest main span footbridge in Australia when completed.
Complex 3 dimensional modelling and analysis allowed the design team to realize the true
behavior of the indeterminate truss structure during construction and in service. The bridge
untreated is prone to footfall induced vibration. A detailed study was undertaken to design tuned
mass dampers to ensure the end user can have a pleasant experience and the bridge would not
have fatigue issues in the future.
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Sectional model in the wind tunnel

15. Design of the Nepean River Bridge
Conclusions:
Fully coordinated 3D models in Revit helped ensure the structure and its components for many
disciplines. Not only did the models make the documentation process more streamline, they help
visualize and space-proof the structure for maintenance and construction activities.
The collaborative effort between the industry stakeholders, BG&E and RMS will ensure
successful delivery of the landmark infrastructure.
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16. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
Ronald Hawken, Tom Nguyen and Jonathan Ivanyi Team Leader, VicRoads
Asset Services – Technology and Asset Bridge Engineer, VicRoads Asset
Services – Technology and Asset Director, Guava Insights
Introduction
VicRoads manages a significant number of structures where access for inspection is difficult due
to height, length and the obstacle being crossed; for example deep water. In order to gain access
for close-up visual inspection of these structures, the normal procedure has been to use an
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for close-up visual inspection of these structures, the normal procedure has been to use an
underbridge access unit or a boat, both of which are potentially hazardous, time-consuming and
costly. In order to address some of the limitations of conventional bridge inspection methods, an
Unmanned Aerial Vehicle (UAV) was used to inspect a bridge in VicRoads North Eastern Region
in 2015.
Building on this trial, a series of three trial UAV inspections was conducted in June 2016 in order
to further investigate and develop the accuracy, effectiveness and safety of UAV inspections. The
trial inspections used different UAV equipment on four bridges located in VicRoads North Eastern
Region. Evaluation of the results of the trial UAV inspections suggests that using UAVs for bridge
inspections is a safe, compliant and cost-effective methodology that can be used to conduct
visual inspections and as an aid to more detailed investigations.

17. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
For visual inspections where access is difficult and the inspector cannot inspect a structure in the
normal way from ground-level or the deck, options for access include:
Ladders and/or scaffold;
Boats or pontoons;
Underbridge inspection units;
Scissor lifts or cherry pickers;
Binoculars and/or zoom photography; and
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These options often require detailed pre-inspection planning, and may require costly traffic
management. Not all methods are suitable at every bridge site; the bridge may not be capable of
sustaining the weight of an underbridge access platform or the terrain may not be suitable for
supporting a scissor lift.
Initial enquiries revealed that VicRoads was deemed by the Civil Aviation Safety Authority (CASA) to
be a commercial organisation and as such needed to obtain a UAV Controller Certificate and a UAV
Operator’s Certificate.
As it is difficult to quantify the actual cost of equipment, training, maintenance/upgrades and
insurance for an organisation undertaking part-time UAV operations, VicRoads considered it to be
more viable to conduct inspections in partnership with an accredited operator.

18. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
Potentially Hazardous Inspection Methods:
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Hoover Dam Bridge Inspection Inspection of Victoria Bridge at Penrith
using a barge and EWP

19. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
Case Studies:
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Broken Creek at the time of the UAV/ROV trial
(Note lower water level – however it was still not possible
to access all spans)
Broken Creek at time of the previous inspection

20. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
Case Studies:
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Koetong Creek from UAV. Rusting on beams and bearings.

21. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
Unmanned Aerial Vehicles (UAVs) or drones and Remotely Operated Vehicles (ROVs)
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Figure 3. UAV. Figure 4. ROV.
Figure 7. Controls for camera. Figure 8. Pilot requires line of sight to UAV.

22. Bridge condition inspections using
Unmanned Aerial Vehicles – A trial project
Conclusions:
The following conclusions were drawn from the initial trial
• The standard of images achieved using UAVs and ROVs equipped with standard cameras was
acceptable for use in conjunction with Monitor inspections. Very fine cracks and spider webs were
sometimes indistinguishable, however, medium or heavier cracks were easily identified.
• UAVs were capable of flying in poor weather but camera and lighting equipment was susceptible
to moisture, and operations in adverse conditions were limited to positions under the bridge.
• Additional lighting is required in overcast conditions, which adds weight to the UAV and reduces
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• Additional lighting is required in overcast conditions, which adds weight to the UAV and reduces
battery life between charges;
• ROVs produced good results when operated on still water despite the distance between the
water surface and the bridge soffit;
• Quality of image was dependent on the focal length of the camera lens – i.e. the magnifying
power of the lens at full zoom;
• Equipment was interchangeable with the UAV;
• Set up time for the UAV was quick;
• Traffic management was not required although some pedestrian signage was required in an
urban area where people had access to the water’s edge;
• The use of drones generated some local interest.

23. Downer Drones in Test Trials with NSW
Ambulance Saving time, money and
keeping everyone safe
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Demonstrating thought leadership, the EC&M team in Hexham is helping to solve one of our
customer’s key challenges which is to safely audit remote radio transmitter towers. In the final
stages of trial testing, new technology in the form of Drones is set to deliver a safe, smart, cost
effective solution to audit and assess remote radio transmitters.

24. Possible Candidates for a DownerMouchel
Drone trial:
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Knapsack Viaduct at Lapstone, designed and built in 1865 under the direction of John Whitton.
The contractor W. Watkins also completed the stone piers of the Victoria Bridge at Penrith as part
of the railway project. The bridge was constructed of sandstone quarried in the neighbourhood.

25. Possible Candidates for a DownerMouchel
Drone trial:
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Victoria Bridge in Penrith, completed in 1867 under the supervision of John Whitton, the
Engineer–in–Chief of NSW Government Railways. The bridge initially carried rail and
horse-drawn traffic and was converted in 1907 to exclusively carry the Great Western Highway.

26. Assessment of the High Street Masonry Arch
Bridge over Merri Creek for New Class Trams and
Road Vehicle Loadings
Armin Shoghi and Armando Giufre Senior Project Integration Engineer,
VicRoads, Metro North West Bridge Operations Engineer, VicRoads,
Metro North West
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High Street Bridge over Merri Creek, City of Darebin (Melbourne).

27. Assessment of the High Street Masonry Arch
Bridge over Merri Creek for New Class Trams
and Road Vehicle Loadings
Introduction
This paper reports on a comprehensive investigation of the High Street Bridge over Merri Creek in
Melbourne to determine its condition, load capacity and rating for trams and road vehicles.
The High Street Bridge is a masonry arch structure with an overall length of 45m and width of
17.3m. The original bridge was constructed around 1875 and was subsequently widened to its
present width in 1890. The bridge’s main structural elements comprise two brick barrel arches,
each 18.5m in span. The arches carry external brick spandrel walls, and parallel internal brick
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each 18.5m in span. The arches carry external brick spandrel walls, and parallel internal brick
buttress walls. The arches and walls retain internal fill. The walls also support bluestone deck
slabs upon which the pavement is laid. The pier and abutments supporting the arches are of
bluestone masonry; these in turn are supported on concrete footings.
Recently, new class trams (of which the E1-Class being the heaviest and longest) have been
introduced on a number of Melbourne’s tram routes.
No recent load capacity assessment of the bridge had been carried out and while the bridge
appears to be in good condition, under VicRoads’ policy any proposed changes to a structure’s
function and/or performance standards requires that a review of its condition and load capacity be
undertaken.

28. Assessment of the High Street Masonry Arch Bridge
Figure 2: W7 Class Tram (14.2m long)
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Figure 2: W7 Class Tram (14.2m long)
Figure 3: E1 Class Tram (33.5m long)

29. Assessment of the High Street Masonry Arch Bridge
Bridge Assessment
The key issues to be addressed for this bridge were identified as:
(a) Bridge Information:
• Limited and conflicting existing documentation.
• No information on design loadings.
• Uncertainty with as-built structural details (particularly within the arch/spandrel walls and
deck cavity) and actual masonry properties.
• Very limited geotechnical information.
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(b) Structural Assessment Methodology:
• Selection of an appropriate assessment methodology.
(c) AS5100 Bridge Code requirements:
• Limited information of assessment of masonry arches
• Limited guidance on tram loadings
• Assessment Parameters: Live Loadings: (guidance on tram/road vehicle load combinations,
ULS load factors for trams, ALF’s , MPF’s, DLA, concurrency, assumptions where limited bridge
documentation available)
• Consideration of other (overseas) codes appropriate to the assessment of masonry arches

30. Assessment of the High Street Masonry Arch Bridge
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High Street Bridge over Merri Creek (Elevation)

31. Assessment of the High Street Masonry Arch Bridge
Bridge Condition (Superstructure and Substructure)
All major components were found to have a Condition Rating between 1 and 2 in
accordance with the criteria specified in the VicRoads Road Structures Inspection
Manual. This means that the components were found to be in good condition and any
defects were of a minor nature only; i.e.
• No defects were found to require maintenance works within the next 2 years.
• No components were found to require urgent rectification due to any structurally
critical defect.
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critical defect.
• Most components have evidence of small defects that would be typical of a structure
with a similar age and subjected to the same load conditions.
• Common defects found were small mortar losses in external and internal brickwork
and efflorescence within bridge superstructure, most which do not require any action.
• Bridge monitoring should be conducted to monitor the cracks (i.e. stable or live?) in
the pier and north abutment.
• Erosion of clay within drainage down pipe and surrounding masonry was found at the
drainage outlets on the underside of the structure.

32. Assessment of the High Street Masonry Arch Bridge
Conclusions
VicRoads required that new as-built drawings be prepared (as an output of the inspection and survey),
where actual details significantly differ from those in the existing drawings. This was requested
because the information available in the bridge drawings is limited and inconsistent.
Site measurements and observations indeed confirmed that numerous differences exist and that new
as-built drawings have had to be prepared.
Survey: A 3D scan of the bridge has also been undertaken in order to provide an accurate 3D model of
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Survey: A 3D scan of the bridge has also been undertaken in order to provide an accurate 3D model of
the overall bridge. From this model invaluable spatial data can be extracted for observation and
ongoing monitoring of any deformations and settlements.
The results from the bridge load rating analysis indicate that the majority of the arch has adequate
capacity for the existing and new road and tram vehicles. However, over the clay filled segment of the
arch, there is some uncertainty as to the internal structural composition of the bridge. Hence, further
investigations are being considered to determine if the tram track slab is supported by an additional
structural component (e.g. another buttress wall) or if it lies directly on the clay.
The outcome of this investigation will show if strengthening of this section of the
arch will be necessary.

33. Masonry Arch Bridges within the
DownerMouchel Network – West Zone
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Lansdowne Bridge was built by convicts during 1834-35 under the direction of David Lennox. It is
considered to be one of the finest examples of Colonial Architecture in Australia. The sandstone
arch has the largest span of any surviving masonry bridge in Australia and the size, appearance
and durability of this bridge make it an outstanding example of colonial engineering.

34. Masonry Arch Bridges within the
DownerMouchel Network – North Zone
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Lennox Bridge at Parramatta was also designed and built under the direction of David Lennox,
the first Colonial Superintendent of Bridges using convict labour between 1836 to 1839.

35. Thank you for listening and allowing us to attend the Austroads Bridge Conference
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