Pattullo Bridge Replacement Project

Transcription

1 Pattullo Bridge Overview This document will: Explain the challenges facing the Pattullo Bridge today Share how we propose moving forward translink.ca PAGE 1

2 History By Order of the Lieutenant Governor in Council of the Province of British Columbia (No. 407): Effective March 31, 1999, all rights, powers and advantages of the government, if any, in and to the following are transferred to the Greater Vancouver Transportation Authority (TransLink): in the City of Surrey that portion of the highway known as the Pattullo Bridge in the City of New Westminster that portion of the highway known as the Pattullo Bridge The Pattullo Bridge was designed by Major William G. Swan of Swan Wooster. Construction began in 1935 and the Bridge opened in 1937 to great fanfare. It replaced two, nine foot wide lanes for vehicles located on the rail bridge For 15 years the Pattullo Bridge operated as a toll bridge It is one of the oldest crossings in Metro Vancouver It was designed based on the 1929 Canadian Engineering Standards Association design code. Bridges of this era were typically designed to have a 50 year service life. translink.ca PAGE 2

3 Current Conditions Pattullo Bridge is busy» Typically 64,000 vehicles, including 4,600 trucks, cross on weekdays Traffic lanes are narrow» No centre barrier» Centre lane closures at night to improve traffic safety» One narrow sidewalk for cyclists and pedestrians Connectivity is less than optimal» Merging onto the bridge can be slow» Traffic queues can be lengthy Pattullo Bridge is 70+ years old» Not designed to current seismic standards» Requires significant rehabilitation translink.ca PAGE 3

4 NORTHBOUND SOUTHBOUND Pattullo Bridge 12.07m 0.20m 3.04m 2.895m 2.895m 3.04m 1.8m RAILING BIKES & PEDS (2-Way) HAND RAILING User Safety and Deck Width Challenges Pattullo Bridge NORTHBOUND SOUTHBOUND HAND RAILING m 3.6m 3.6m 3.6m 2.0m BIKES & PEDS (1-Way) SHOULDER SHOULDER 19.0m SHOULDER SHOULDER 2.0m BIKES & PEDS (1-Way) HAND RAILING Current Minimum Bridge Design Guidelines User Safety Built in 1937, the bridge does not meet current safety standards Narrow lanes with no shoulders No centre median barrier possible with 4 lanes Bridge railing design does not meet current design standards Pattullo Bridge Deck Total width as built in 1937 = 12.1 m with no additional width around curves Total width required for vehicles based on current guidelines = 19.0 m plus additional width around curves for trucks No protection for pedestrians and cyclists using sidewalk Highest number of fatal crashes of any major crossing or intersection in the Lower Mainland (1999 to 2006) translink.ca PAGE 4

5 Bridge Structure Challenges Deck reinforcing steel is corroding Deck concrete is degrading Girders at the south end of the bridge are exhibiting signs of corrosion and deterioration Secondary structural components are deteriorating Design leaves bridge vulnerable to ship impact All of the above items are difficult and costly to fix translink.ca PAGE 5

6 Riverbed Scour Challenges Bridge foundations can be exposed by swiftly moving water that removes sand and rocks from around the bridge piers Pattullo Bridge is experiencing foundation issues caused by river scour Blue Area Represents Riverbed Scour It was built before the local river conditions were well understood Modern bridge pier and abutment designs would limit scouring potential Pattullo Bridge Pier Pattullo Bridge Pier translink.ca PAGE 6

7 Seismic Vulnerability Challenges Fraser Delta soils are susceptible to liquefaction Pattullo Bridge construction pre-dates seismic engineering design the bridge is vulnerable to collapse even under moderate earthquakes and is in urgent need of retrofitting. (Sandwell, April 2007) translink.ca PAGE 7

8 Recent Studies Technical Studies To determine the best option for the future of the Pattullo Bridge Study partners: TransLink, Transport Canada, Province of BC, Metro Vancouver, Cities of New Westminster, Surrey, and Coquitlam, Port Metro Vancouver, BC Trucking Association, ICBC, and Greater Vancouver Gateway Council Considered future community plans, truck and goods movement plans, rail bridge plans and marine navigation requirements Options considered 1. Rehabilitate existing bridge, convert to three lanes, and construct a new three-lane twin structure (each bridge carrying traffic in one direction only) 2. Replace existing Pattullo and rail bridges with a new combined road/rail structure 3. Build a new road crossing separate from the rail crossing Findings Costs of rehabilitating and twinning existing bridge outweigh the benefits Recommend replacing the existing bridge, separate from rail crossing Crossing location should be close to existing bridge to suit travel patterns translink.ca PAGE 8

9 A New Bridge Concept Project Definition Phase Objectives: Determine location for new bridge Develop functional connections to the Major Road Network and South Fraser Perimeter Road Determine bridge lane configuration Determine bicycle/pedestrian configuration and connections Address requirements of marine navigation Update project cost estimate Initiate consultation with key stakeholders Complete bridge concept by Spring 2012 translink.ca PAGE 9

10 Bridge Location Considerations Bridge Location Considerations: Options to access and connect to current and future road network Pedestrian and cyclist connections Community development plans Neighbourhood considerations, including noise, visual and air quality impacts Property impacts Construction impacts to SkyBridge, Rail bridge and existing Pattullo Bridge Costs River hydraulics Navigation requirements Geotechnical characteristics Environmental sensitivity translink.ca PAGE 10

11 Bridge Location Evaluated Both the downstream and upstream locations offer opportunities for: Connections to the Major Road Network in New Westminster Connections to the Major Road Network in Surrey (Scott Road and King George Boulevard) and to the South Fraser Perimeter Road (SFPR) Enhanced pedestrian / cycling facilities compared to existing bridge Adequate lane width Improved traffic operations translink.ca PAGE 11

12 Bridge Location Evaluation Preliminary Comparison Criteria Downstream Location Upstream Location Cost Estimated at 10% higher than Upstream Location Estimated at 10% lower than Downstream Location Geometrics Relative to the Major Road Network (MRN) Not as well aligned with MRN Better alignment with the MRN Potential Property Impacts and Land Requirements Higher than Upstream Location with more impacts on Park Land Lower than Downstream Location with less impacts on Park Land Environmental Impacts Low to moderate impact on river banks, moderate impact on aquatic Low impact on river banks, low to moderate impact on aquatic Based on preliminary comparison, TransLink s preference is the upstream location. translink.ca PAGE 12

13 Key Facts Bridge Configuration Options Sapperton Bar River Crossing TransLink 2008 corridor study concluded: This crossing location would not serve traffic demand between New Westminster and Surrey as effectively as the current bridge Rail/Road Combination Study shows no benefit to either road or rail TransLink will not proceed with this option The construction of a significant amount of new roadway would be required with significant impacts to existing neighbourhoods New bridge is not affordable (would cost twice as much as other options being considered) TransLink will not proceed with this option translink.ca PAGE 13

14 Key Facts Regional Road Considerations NFPR Plan Caribou Rd Trans Canada Hwy North Rd The North Fraser Perimeter Road is currently not part of TransLink s financial plan The NFPR is not in the scope of the Pattullo Bridge Braid St Edmonds St Canada Way 10th Ave Columbia St Brunette Ave United Blvd Kingsway 8th Ave McBride Blvd 6th Ave Stormont McBride Connector 6th St The Stormont McBride Connector is not part of the scope of the Pattullo Bridge Stewardson Way 12th St 8th St Royal Ave Columbia St Pattullo Bridge 20th St Front St Marine Way Queensborough Bridge translink.ca BOARD PAGE 1413