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Sydney Architecture Images- Northern Suburbs Gladesville Bridge |
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architect |
Design- Maunsell and Partners |
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location |
Victoria Road between Gladesville and Drummoyne |
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date |
1964 |
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style |
Late 20th-Century Structuralist |
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construction |
reinforced concrete |
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type |
Bridge |
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Gladesville Bridge Gladesville Bridge: The span of the bridge is 300 m (1,000 ft) and at its highest point gives a clearance of 60 m (200 ft) Gladesville Bridge is an arch bridge that spans the Parramatta River, west of central Sydney, Australia. It is a few kilometres upstream of the more famous Sydney Harbour Bridge. At the time of its completion in 1964, Gladesville Bridge was the longest single span concrete arch ever constructed. Gladesville Bridge is the largest of a complex of three bridges, including Fig Tree Bridge and Tarban Creek Bridge, designed to carry a never built northern expressway. History The current bridge replaced the original Gladesville Bridge, which was completed in 1881. The old Gladesville Bridge was constructed as part of a spate of bridge building that took place during the 1880s, which also saw the construction of the Iron Cove Bridge, Glebe Island Bridge and Pyrmont Bridge. Before these bridges were built, people and goods had to cross the Parramatta River on punts or ferry services, a situation that local residents had been complaining about since the 1860s. The 1881 Gladesville Bridge was about 300 metres to the west of the modern bridge. It featured a swing section on the southern end of the bridge that could be opened to permit sailing ships and steamers with high funnels to pass. It stood on iron cylinders with a sandstone pier at each end of the bridge. The sandstone piers are all that remain today of the original bridge. The 1964 bridge was planned and commenced as traffic demands were rising steadily in the 1950s. There were also several occasions during the 1960s when the old bridge could no longer be re-closed, having expanded when open due to extreme heat conditions[1]. Construction on the new bridge started in 1959, and took six years to complete. It was opened to traffic on October 2, 1964. Design and Construction The design of the bridge was both daring and untried, yet in many ways echoed the Roman method of building arches using segmented units built over a temporary formwork. In Gladesville's case, these were hollow precast concrete blocks which were hoisted up from barges on the river, then moved down a railway on the top of the formwork into position. Every few blocks, special inflatable rubber gaskets were inserted. When all of the blocks in the arch (there are four parallel arches altogether, not seen in the picture) were in place, the gaskets were 'inflated' using synthetic hydraulic fluid, expanding the entire arch and lifting it away from the formwork to support its own weight. Once adjusted to the correct position, the gaskets were filled with liquid concrete, driving out the oil and setting to form a permanent solid arch. The formwork was then moved sideways and the next arch constructed in the same fashion. Once all four arches were erected, the deck was laid on top built from further precast concrete units. The arches bed into solid sandstone bedrock on either side of the river. The bridge as originally tendered for this location was a rather conventional steel cantilever bridge, but one of the contractors tendered the alternative catenary arch design, recognising it was pushing the envelope of existing bridge-building knowledge. The contractor's designer was G Maunsell & Partners of London. Their alternative was accepted after submission to the famous bridge architect Eugène Freyssinet, who approved the design with recommendations. The inflatable gasket method for example had been pioneered by Freyssinet on much earlier designs. Difficulties during construction Australian union strikes hampered construction and the main contractor went into receivership with debts then totalling $24 million. Prior to completing the structure the main contractor formulated a list of the unionised trouble makers and faxed it to other main contractors hence black listing the workers. The local council representatives denied any involvement in accepting bribes to help the unions. References Powell, Carol. A River Revived: the Parramatta. Kensington, N.S.W.: New South Wales University Press, 1987. ISBN 0868401382. Russell, Eric. Drummoyne: a western suburbs' history from 1794. Drummoyne, N.S.W.: Council of the Municipality of Drummoyne, Second Edition, 1982. ISBN 095993121X. Engineering Heritage Committee, Parramatta River Bridges by River Cat, The Institution of Engineers Australia Sydney Division |
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Construction of Gladesville Bridge
The Gladesville Bridge was opened on 2 October 1964. Along with Tarban Creek Bridge and Fig Tree Bridge, it was originally planned by the NSW Department of Main Roads (DMR) to form part of a north-western expressway serving the northern suburbs of Sydney. Whilst the expressway was never built, the Gladesville Bridge, at the time of construction the longest concrete arch bridge in the world, remains as an engineering feat and a testament to the commitment of all those involved. The major output of this project was over 20 hours of recorded interviews with people who experienced or were involved with the construction of the Gladesville Bridge. Some were local residents or school children while others were employed on the project in varying capacities including engineering, surveying, filming, labouring, plant operation and worksite supervision. The sound files in the table below feature some of the key themes uncovered during the course of the project, including the old Gladesville Bridge, the planning vision, bridge design, the construction process and the opening of the bridge. A compilation CD and booklet summarising the key themes uncovered during the course of the project have been prepared, and may be ordered from the RTA Library at a cost of A$11 plus postage and handling. Orders may also be placed by fax to the RTA Library on 61 2 8837 0010. The opinions expressed in the oral history interview tapes are those of the individuals concerned and do not necessarily represent in whole or in part the position of the NSW Roads and Traffic Authority. Researchers and historians may access the source interview tapes and associated logs at the State Records Authority. Further information is available from Maria Whipp, Environmental Officer, Planning and Heritage.   |
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| Thanks to https://www.rta.nsw.gov.au/ | |
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www.sydneyarchitecture.com |
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links |
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