February 2010 Final Design Report PIN 1805.81
APPENDIX G (Public Involvement (PI) Plan and Input from Stakeholders including Public) February 2010 Final Design Report PIN 1805.81
PAC Meetings Summary of Meeting #5 Lake Champlain Bridge Project Public Advisory Committee (PAC) November 13, 2009 – 1 p.m. Best Western, Ticonderoga, NY
The primary purpose of this Public Advisory Committee (PAC) meeting was to discuss the condition of the Lake Champlain Bridge that led to the decision to demolish it and the resulting revised project process. Also on the agenda was a review of temporary crossing options and schedule and the communication plan for keeping the public informed.
Ted Zoli, chief bridge engineer for HNTB (NYSDOT’s consultant), gave a presentation (https://www.nysdot.gov/regional-offices/region1/projects/lake-champlain- bridge/repository/LCB_PAC5_11-13-09.pdf) and fielded questions from PAC members about condition of the existing bridge that led to the recommendation to close the bridge and further investigation that led to the decision to demolish the bridge. Ted began his presentation by setting the historical context of the bridge, both as an engineering example of early continuous truss structure and as regional icon. He also noted several unusual aspects of how the bridge was constructed. Its concrete piers are non-reinforced with steel, slender in relation to the size of the superstructure and have no armor to protect against ice abrasion. Additionally, iron-ore tailings from local mines were used in forming the concrete piers, and the caissons (the underwater structure on which the piers rest) were built by a drop-bottom bucket method, rather than by tremie pipe. Ted reviewed past repair work done on the bridge, noting that repair of the piers occurred as early as 1945, indicating early design issues. This type of repair would not be expected on a bridge only fifteen years after it was built.
Ted Zoli gave a detailed description of the deterioration observed by divers in the fall 2009 examination of the piers and an assessment of the bridge bearings that led to the closing of the bridge. The bearings are frozen and, with the weakened conditions of the piers, the bridge is in danger of abrupt collapse. Ted said failure would be explosive and could come without warning.
Ted Zoli noted the engineers were puzzled by the rapid rate of pier deterioration since the 2005 underwater inspection. He believes the effect of Lake Champlain ice thrust into the piers and high wind loads may not have been sufficiently taken into account when the bridge was designed must be considered as contributing factors to the bridge’s decline. [It was noted by some PAC members that there may have been an earthquake during the period since 2005, which they speculated could have contributed to the deterioration].
Given the poor condition of the piers, short term rehabilitation of the bridge was dismissed as a viable option. Long term rehabilitation was also dismissed as it would require both pier and foundation replacement as well as extensive rehabilitation of the superstructure. Ted Zoli said that rehabilitation was dismissed for the following reasons: 1) the instability of working on the existing structure would put construction personnel at great risk, 2) there is more likelihood of unknowns when rehabilitating an existing
1 structure vs. replacement, and 3) the most optimistic service life of a rehabilitated bridge would be 50 years vs. 75 years of a new bridge.
PAC members asked Ted Zoli numerous questions. The questions are noted in italics, below.
So you think rehabilitation doesn’t make sense? No. The caissons that provide the foundation for the piers are very deep underwater and cannot be repaired. Repairs to the superstructure, connector floor beams and deck would also be significant. It’s hard to manage costs and schedule on a rehabilitation project and we are concerned about the danger of potential failure while work is being done on the bridge.
How long will demolition take and can’t the bridge be replaced in less than 24 months? Demolition and design of the new bridge can happen concurrently. We estimate it will take six months to get through the design process and 18 months to build the bridge. We can begin work on the foundation before the design is finalized but we will be working around seasonal restrictions.
My concern is the timeline. We will lose this coming season. We can’t afford to lose 2011 as well. It’s possible to have financial incentives for contractors to accelerate delivery of their work. This was done in Minneapolis. They built the bridge in 11 months but at three times the normal cost.
Does the type of bridge that is selected add time to the schedule? No. Bridge type just adds to the cost.
Historic research suggests there was steel reinforcement of the bridge. Reinforcement only occurred at the bearings. Steel bars and braces were also used as part of the coffer dam during construction but are not reinforcing the piers.
The bridge closing is taking a real toll on commuters. If the bridge were rehabbed for a long term solution, is some vehicle use possible? Not entirely. Some connections of truss need to be replaced and traffic lanes would be needed so traffic impacts on a long-term rehabilitation project would be significant. The bridge would have to been taken apart in pieces. The challenges in this approach are: 1) seasonal restrictions, 2) you don’t know how bad conditions are, especially for the bridge’s underpinnings, until you get into the work, and 3) when the work is completed it will be hard to get a modern level of safety. Fifty years of service life is good as we can imagine. We would be working on a very fragile structure that would be difficult to stabilize. Perhaps most importantly, we think there would be too much risk for the contractors.
We appreciate the thoroughness of the engineering report. I always thought the piers would need to be replaced.
2 The pier stems are what are seen from above but it’s the caissons deep in the lake that need to be strong and large enough to carry the loads. They should be three to four times what is visible above the lake’s surface. We also will need to plan for the impact of ice thrusts in designing the new bridge.
Help me to understand how this condition was not predictable from earlier inspections. The federal process for inspecting bridges began in the 1960s and focuses on things that have failed before. The Lake Champlain Bridge is unusual in design. The piers started off on the skinny side. If masonry had been used rather than unreinforced concrete it would have been twice as strong. Rehabilitation of concrete over the years masked the problems. Also, there is a problem in this country of not making investment in bridges at the right time. Many of our bridges are 60-80 years old. It is clear that something happened between the last underwater inspection in 2005 and the recent 2009 underwater inspection.
I’d like to be able to explain the situation to my constituents. Would you say that the bridge now has pneumonia because we didn’t take care of it when it had a fever? No. I think a better way to explain it is that the bridge has a very compromised immune system and the pneumonia may kill it.
I don’t understand why this summer’s bridge repair started at the top and not at the bottom? After the 1-35 bridge collapse in Minneapolis from one small flaw in one place, we are now climbing all over trusses to ensure that does not happen again. Diving inspections happen every five years and perhaps federal laws should be changed. But despite the inspections happening regularly, something very dramatic happened to piers 5 and 7 between 2005 and 2009.
Isn’t it all possible that putting all the weight on the bridge at the same time during this summer’s repair work caused the problem? No. The live load of traffic accounts for only a small proportion of the weight load. The biggest load is the truss. We know in the I-35 Bridge that frozen bearings and pier movement were a problem.
Can you honestly say that there was a good inspection done in 2005? Yes, based on what I saw in the reports. There was consistency; nothing appeared to be missed. The same cracks noted in 2005 are the same as today. I believe something happened. The ice factor did not seem unusual but I am curious about winds as they seem to have been a little worse in the last 5-6 years. There could have been a combination of factors – temperature, wind and ice. Even today’s codes do not provide guidance for ice in lakes.
Ruth Fitzgerald of Fitzgerald & Halliday, Inc. explained to the PAC how the project status has changed as a result of the bridge closing. With the determination that the existing bridge cannot be rehabilitated and the strong feedback at public meetings that the Lake Champlain crossing remain in the current location, the environmental process is
3 expected to be greatly curtailed. While there will still be many processes that must be followed, it’s likely a “Documented Categorical Exclusion” will be pursued rather than an Environmental Impact Statement. Ruth said there will be two separate environmental processes – one for demolition of the existing bridge and one for new bridge design/construction that will be following concurrently. In this context, the role of the PAC will change as selection of a crossing alternative is no longer an issue. Instead there will be a focus on bridge type and design criteria and issues related to the bridge closing and commemoration of the historic bridge.
Jim Boni, NYSDOT project manager, reviewed the status of temporary crossings. He noted that intense negotiations were underway by the Vermont Agency of Transportation to keep the Ti ferry operating beyond November 15 and as far into the winter as feasible. Jim reported progress had been made in getting a new ferry service just south of the existing bridge operational. Emergency contracts will be used but work can’t begin until all permits are obtained. NYSDOT continues to adjust transit schedules to accommodate commuters and continues to assess potential locations for a temporary bridge in the vicinity of Crown Point and south of the existing bridge.
Mary Ivey, Director of Region 1 for NYSDOT, told the PAC that she had just met earlier that afternoon with the Coast Guard, Army Corps of Engineers (ACOE) and the Federal Highway Administration at the bridge to discuss establishing a temporary ferry near the bridge site. She said these agencies are committed to streamlining the permit process. Mary said the Coast Guard saw very few issues but would need more information on the demolition; safety would be their biggest concern. The ACOE and FHWA, the agency responsible for ensuring the NEPA process is followed for both the bridge demolition and temporary ferry, confirmed their review process would be on the fast track. Mary Ivey also said the US Secretary of Transportation is focused on the Lake Champlain crossing – an indication of how important finding a solution is at the federal level.
PAC Roundtable Discussion
Ferry Service and Temporary Bridge Will the temporary ferry run through the night to accommodate night shift commuters? That detail is not yet determined, but will be addressed.
Will the Essex and Ti Ferries continue to be free once the temporary ferry service is established? No.
I am concerned about the Essex Ferry continuing to operate once the temporary ferry is running because the ferry company will have a lot more customers at the new site. As negotiations continue with the ferry company we are aware of the need to ensure that the new ferry option not cause problems for people depending on the Essex Ferry.
Are two ferries needed at the bridge? Yes, two ferries are necessary during rush hour.
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When the Ti Ferry broke down for two hours it caused a big problem.
Only one person at my company has the flexibility in work schedule that allows them to take the shuttle bus from the pedestrian ferry.
A ferry at the bridge will solve most of the problems in the short term.
Marinas will be impacted by a temporary bridge because it will be too low for some boats to pass under.
Can’t boats be moved by trailer around the temporary bridge? No.
Can a temporary bridge have a drawbridge? It has been done. The Army Corps of Engineers would set the height limits for a temporary bridge.
Is there a weight limit on the ferry? Can a log truck use the ferry? Yes. The weight limit for the Essex ferry is 100,000 pounds.
Two months is too long to wait for a temporary ferry to start. Is there any pressure that we can bring to speed it up? Not really. There are difficult design and construction issues. The approach on land is relatively easy. However, the lake is very shallow and we need to reach out into deeper water about 800 feet, requiring lots of piles to put in place. We are trying to shorten the need to dredge and are hoping for a quick approval from the Coast Guard and U.S. Army Corps of Engineers. NYSDOT plans to use two emergency contractors at its disposal to start work as soon as it is allowed. Work in the water will be done by the on-site contractor that had been performing repair work. The road work will be done by a contractor based in Ticonderoga.
Where would a temporary bridge be located? We are still taking core samples, evaluating soils and ensuring there are no archeological concerns. A temporary bridge would cost $20 million, with the majority of the cost in building the foundations.
Will work on a temporary bridge or ferry be limited to daylight? No.
A temporary ferry is faster and cheaper than a temporary bridge. The $20 million you would spend on a temporary bridge is one quarter the cost of a new bridge. We should go with the ferry and stop pursuing the temporary bridge option.
Resolved: The committee indicated by a show of hands that there was agreement that a new temporary bridge should not be built.
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New Bridge at Existing Location I would like to see the new bridge have adequate accommodations for pedestrians and bicyclists. It will link the Crown Point and Chimney Point historic sites, perhaps have tourists stay an extra half day in the region, contributing to the economy.
The bridge is a national historic landmark so we need to follow Section 4(f) and Section 106[regulations. The report from the engineers was excellent. It would be nice to have another engineer look at the report, ask questions.
Both governors said the bridge needs to come down. To spend a lot of money on the existing bridge that is not expected to last long is a waste of money. We need to move on.
The bridge has lived a good life. We need to focus on our need to move people.
Tear the bridge down. Trying to fix it is like dumping good money after bad.
The bridge should be demolished. Expedite it. We don’t want to put engineers in harm’s way.
What is the process for public input into the design of the new bridge? We will be seeking advice from the PAC and the community. A special effort may be made to involve schools.
Could a design-build approach be taken? It does not appear feasible at this time. New York State would need to pass legislation to allow design-build. That would take time and may negate the time benefit of taking that route.
I hope the bridge architects will approach their decision on bridge design with thoughtfulness. A major consideration in the design will be how the new bridge will work within the visual environment. The current bridge is a high standard to live up to. There are only a few settings like this in the U.S. The new bridge design must feel right to the people of the region and we will be engaging in a process to allow people to provide input.
Resolved: A motion was made by Robert Moulton and seconded by Bob Smith to support the recommendation made to replace the existing Lake Champlain Bridge with a new bridge to service today’s travel needs. The motion carried.
Resolved: A motion was made by Rep. Theresa Sayward and seconded by Carole St. Pierre to expedite the process of building the bridge. The motion carried.
6 PAC and Public Communications There was agreement that the PAC should meet again soon, before the Christmas holiday to discuss bridge design and, possibly, internal operating procedures.
NYSDOT plans to issue a weekly update to our email list of some 600 people. If there is an important development PAC members or the people need to know about, an email will be sent out immediately.
General Concerns People will try to cross as soon as the ice looks safe. With an icebreaker in use for the ferry, normally safe places people are used to may no longer be safe. The Coast Guard is very concerned about ice crossing. Their goal is to create a media blitz to warn people about the danger of ice crossing.
There are two groups – agribusiness and businesses in the vicinity of the bridge that are impacted. Is there anyway to bring special attention to this group? I know in Richmond when we had a bridge closing there were small economic development grants to help businesses. Even so, three may not survive. This is beyond the purview of the DOT. However, we suggest that you continue to bring this to the attention of the relevant state agencies.
When will demolition begin? We had a meeting at the beginning of this week about how to fast track demolition while accomplishing historical documentation. We do not have a date. Truss demolition is not difficult. There are many qualified firms that can do the work. There is an advantage if done before the lake ices in. The primary impact would be to boat navigation. The demolition should not impact the schedule for bridge design and construction of the temporary ferry.
Thank you for closing the bridge before anything happened. We did not have a comfort level; people crossed the bridge with their windows open even in the winter because they were so scared the bridge would fall down. How can we be certain the bridge is maintained so it won’t happen again?
When the temporary ferry is operating and there are open channels in the lake, there needs to be warning to snowmobile riders so they don’t fall into the lake.
The meeting adjourned at 3:40 p.m.
Attendees
PAC Members: Rep. Teresa Sayward, NY, PAC Chair Rep. Diane Lanpher, VT Meg Wood, NY
7 Tony Levine, (for Fred Buck, Essex County, NY) Steve Torrey, Addison, VT - residents Tim Yager (for Bill Sayre), VT – businesses Ivan Vamos – NYS bicycling Coalition Ann Cousins, VT – Historic Preservation Steven Engelhart, NY – Historic Preservation Robert Moulton, VT – Addison County TAC Tom Scozzafava, NY (for Dale French) Jeff Kaufman, Addison, VT - residents Tim Kayhart, Addison, VT – agriculture Bob Smith, Addison, VT – agriculture Carole St. Pierre, NY – residents Bob Shivokevich – boating interests Ed Aufuldish, business
Guests: Rick Kehne, Addison County Regional Planning Commission James Warren, New York State Historic Preservation Office Scott Newman, VAOT
Agency Staff: Jim Boni, NYSDOT, Project Manager Geoffrey Wood, NYSDOT Mary Ivey, NYSDOT John Grady, NYSDOT Robert Dennison, NYSDOT Danny Landry, VAOT, Project Manager Scott Newman, VAOT
Consultant Team: Ted Zoli, HNTB Ruth Fitzgerald, Fitzgerald & Halliday, Inc. Jill Barrett, Fitzgerald & Halliday, Inc.
8 Summary of Meeting #6 Lake Champlain Bridge Project Public Advisory Committee November 23, 2009 – 3:30 p.m. Meeting by teleconference
The purpose of the meeting was as follows:
to update the Public Advisory Committee (PAC) on the status of the temporary (new ferry) crossing, demolition of the existing bridge, accelerated schedule for building the new bridge to get PAC input and endorsement of proposed PAC and public involvement activities for getting input to design of the new bridge as well as input for the commemoration of the historic bridge to get PAC recommendation re: the need to continue ferry analysis as a permanent solution, in response to VT legislation requiring a permanent ferry be considered as an alternative lake crossing.
Jim Boni gave an update on the following: Temporary ferry – Construction of land improvements began in New York last week and is expected to begin in Vermont next week at the latest. [Danny Landry later told the committee that all permits were in place and construction on the VT landside will begin tomorrow.] Demolition – HNTB is progressing on a design for demolition. An available New York contractor will be used and the specialty work will be subbed out. Demolition could occur before New Year, but this depends on a number of factors. The NEPA document and permits have not yet been completed. New bridge – Borings are now being taken to figure out what kind of design is feasible and HNTB is working on some alternative concepts that would be workable at this location.
Ruth Fitzgerald led the discussion about how to involve the public in providing views on a new bridge design. Ruth reiterated the three part public process that had been drafted and sent previously to the PAC, but wanted feedback from the PAC before moving ahead with it. A summary of the proposed process follows:
1. December 11 (VT) - PAC+ design charrette (intensive interactive meeting) about potential concepts for a new bridge and what should be done to commemorate the existing bridge. The session would last 4-5 hours and involve PAC members plus about a dozen or so additional invited individuals who would contribute to the discussion. The PAC+ charrette would begin with a presentation on 3-4 alternative bridge design concepts that are considered feasible for the length of span and conditions at the bridge site. Discussion of the bridge design concepts will include topics such as design criteria, features (lighting, sidewalks, lane widths, etc.) pros and cons of each design, maintenance and construction costs. The presentation would also include some alternative ways to
1 commemorate the historic bridge. PAC members and guests will break down into smaller work groups and report back to the larger group with ideas, preferences, thoughts and questions. Suggestions for a list of invited guests to participate in this session (in addition to PAC members) were: Ruth Pierpont, Scott Newman, Tom Hughes, Irwin Clark, David Macaulay, Jeff Nelson, representatives from NY and VT State Parks Departments, Department of Environmental Conservation, Adirondack Planning Agency and four high school students (two from each state). The tentative time of the meeting is 10 a.m. Confirmation will follow. The meeting will be held in a Vermont location—most likely the Middlebury Library.
2. December 12 (NY) – Public Open House Session – will be held to offer the public an opportunity to have a voice about alternative bridge design concepts and on ways to commemorate the existing bridge. The open house will be all day on a Saturday, with 3-4 formal scheduled presentations. In between presentations, information/conversation stations will be set up where people can talk one-on-one with the bridge project team and can express preferences for design features. Stated preferences will not be considered as a “vote” as NYSDOT will be weighing many factors when it makes the final selection on design. However, PAC and public input will be very important. Ivan Vamos gave an example of the kind of information that would be useful for the designers to know that could be contributed at the open house – e.g., if there is to be a pedestrian sidewalk on only one side of the new bridge, what would be the preferred placement? Do people want to see views of the lighthouse or rather the forts and north view of the mountains? People will be encouraged to present their ideas and these ideas will be documented.
PAC members are encouraged to attend the public open house and help with the information stations. The meeting is likely to be held in Ticonderoga to limit the distance traveled by attendees from Vermont. The team is planning a December 13th snow date should there be severe weather on the 12th. There will also be special accommodations (mostly likely a “make-up session” on Sunday on request for those unable to attend due to religious observances on Saturday. It was noted that we specifically did not schedule a meeting in each state as we wanted people to come together as a region to hear what each other had to say and provide collaborative input.
3. December 15 (NY) – PAC meeting – The PAC will reconvene to review public input and decide on a recommendation to NYSDOT on how to proceed with building the new Lake Champlain Bridge. The guests who participated in the PAC+ charrette are welcome to attend but will not be considered a voting member of the PAC. Both Acting NY DOT Commissioner Stanley Gee and VT Secretary of Transportation David Dill plan to attend the PAC meeting. The tentative time of the meeting is 1 p. m.
While the accelerated schedule to replace the bridge has collapsed the time for public input, the PAC was agreeable to the public input program outlined. Members said it was
2 important for the public to be happy with the selected design, and recognition was also voiced as to the need to things to happen quickly. NYSDOT will attempt to post information on bridge design types on the website by December 12.
Jim Boni encouraged the PAC to take a position regarding further consideration of a permanent ferry as a solution to a Lake Champlain crossing at Crown Point. The Vermont Legislature had required that a permanent ferry option be considered when alternatives were studied. Jim suggested that the strong sentiment against the ferry option voiced at public meetings, along with PAC endorsement, may be sufficient to determine that this option has been considered and discarded. Danny Landry said this option would remain under consideration at the December 12 open house session as a viable option unless the PAC stated the ferry option should be eliminated.
Resolved: By voice vote of PAC members that the ferry option as a permanent lake crossing be dropped from further consideration. The vote was unanimous.
The meeting adjourned at 3:40 p.m.
Attendees
PAC Members: Rep. Teresa Sayward, NY, PAC Chair Rep. Diane Lanpher, VT, PAC Vice Chair Fred Buck, Essex County, NY Steve Torrey, Addison, VT - residents Ivan Vamos – NYS bicycling Coalition Ann Cousins, VT – Historic Preservation Steven Engelhart, NY – Historic Preservation Robert Moulton, VT – Addison County TAC Tom Scozzafava, Town Supervisor, Moriah, NY Tim Kayhart, Addison, VT – agriculture Bob Smith, Addison, VT – agriculture Carole St. Pierre, NY – residents Ed Aufuldish, business Keith Sherer, for Sen. Betty Little, NY Bethany Kosmider, Town Supervisor-elect, Crown Pt, NY Kim Provencher, Addison VT – residents Meg Wood, of Teresa Sayward’s office
Guests: Rick Kehne, Addison County Regional Planning Commission Ruth Pierpont, New York State Historic Preservation Office John Bonafede (sp??), New York State Historic Preservation Office Steve Hunt, NY Governor’s office Tom Hughes
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Agency Staff: Jim Boni, NYSDOT, Project Manager Geoffrey Wood, NYSDOT Jim Bridges, NYSDOT Sharif Boulos, NYSDOT Danny Landry, VAOT, Project Manager
Consultant Team: Tom Potts, HNTB JoAnna Billings, HNTB Ruth Fitzgerald, Fitzgerald & Halliday, Inc. Jill Barrett, Fitzgerald & Halliday, Inc. Deborah Hoffman, Fitzgerald & Halliday, Inc.
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Lake Champlain Bridge Project Public Advisory Committee, plus invited participants (PAC+) Summary of Meeting #7 Friday, December 11, 2009 Community Room, Ilsley Library Middlebury, VT 9:30 a.m. – 1:45 p.m.
This Public Advisory Committee (PAC) meeting was planned as a working session to identify desired design features for the new bridge, review alternative design concepts and to identify ways to commemorate the existing Lake Champlain Bridge that will soon be demolished. The meeting was intended to be a “PAC+” session, involving the PAC and additional invited guests. More than two dozen individuals – planners, preservationists, historians, business and transit representatives and four high school students – were invited to participate with the PAC meeting in this “planning charrette” process. About 60 PAC members, invited guests and transportation agency personnel and consultants attended.
The meeting began with a presentation (https://www.nysdot.gov/regional- offices/region1/projects/lake-champlain-bridge/repository/LCB_PAC7_12-11-09.pdf) by Ted Zoli and Ruth Fitzgerald, beginning with the background of the project and how the project has evolved since the bridge was closed on October 16th. Ted Zoli of the HNTB project team discussed the merits of five different bridge designs that HNTB has developed. Ted also noted that he was considering a sixth design, a modified network tied arch, based on comments he had received during a meeting with consulting parties held the previous evening. Ruth Fitzgerald of FHI (on the HNTB project team) also presented ideas on how to commemorate the Lake Champlain Bridge but noted that these ideas are preliminary and input is sought from the PAC+ and the general public.
At the conclusion of the presentation, attendees divided into four groups and engaged in lengthy discussion of the design features, bridge design concepts and ways to commemorate the old bridge. After 90 minutes, a member of each group summarized and reported the group’s discussion to the whole group. Listed below is the result of the PAC+ discussions.
Design Features (Features with a “+”sign indicates item was identified by more than one of the four groups)
Specific desired features:: Bike accommodations (6’ wide) +++ Observation areas ++ Aesthetic lighting ++
1 Pedestrian facilities – connect sidewalks (road crosswalk or suspend under bridge) ++ Farm equipment access/oversized vehicles ++ Build pedestrian sidewalk under bridge Use light colored materials Ice breakers on piers Open shoulder so cars can pull over Fishing platform LED lighting/uplighting of bridge Warning lights for boaters Re-use parts of existing bridge (if possible) Please pay attention to design details
Integration with surroundings: Minimize bridge footprint/impact on historic sites Good connections to bike paths, parking lots, historic sites (especially in NY) ++ Better integration with historic sites/need for a good site plan for area Bridge area as a destination Provide bike & parking area near bridge New Park & Ride facility Bus turnaround/shelter near bridge Sensitivity of approaches to abutting land uses Good transition for pedestrians from the bridge to land on both sides Keep existing level of elevation separation (from historic site) on VT side
General design considerations: Design for easy, low cost maintenance ++ Ability for sidewalk snow removal + Short construction time + Simplicity Develop maintenance plan for bridge Consider cost of construction Innovative de-icing to minimize salt
Design Concepts
Overwhelming support was expressed for a signature rather than a “blah” bridge (“it would be a “crime” to build a plain bridge”). Preference was indicated for a “modified” network tied bridge over a cable stay bridge. Of the cable stay design, two of the four groups specified a preference for the extradosed cable stay concept.
First choice of design concepts (for those two groups who voted) was as follows:
Network tied arch: 25
2 Cable stay: 13
Commemoration & Demolition of Bridge
Demolition/Ceremony Free public viewing of demolition Event – A party or wake? Demolition will be “largest explosion at Crown Point since 1759” Involve people who attended original 1929 ceremony Bag pipes for ceremony
Commemoration Documentary (include history) ++ Exhibit on bridge outside area (on Northway, etc.) to draw tourists ++ Make 3-D scale model of bridge + Popular history (oral)+ Save lamp posts and reuse + Bridge website (with lots of links - useful for classroom) Exhibit should include history of truss bridges Build model out of existing bridge members Engage interest in oral histories by NPR’s StoryCorps Re-install plaques at viewing platform Re-use steel from bridge in vicinity of new bridge Liked everything on list
Meeting Attendees:
PAC Members Rep. Teresa Sayward NY 113th Assembly District Meg Wood (Alternate) Keith Scherer (Alternate) NY 45th Senate District, NY Rep. Diane Lanpher Addison County; VT House Transportation Committee Fred Buck Essex Co. Superintendent of Public Works, NY Jeff Kauffman Chair, Town of Addison Selectboard, VT Robert Moulton Addison County Transportation Advisory Committee Bethany Kosmider Supervisor Elect, Crown Point, NY Thomas R. Scozzafava Supervisor, Town of Moriah, NY Steve Torrey Residents, Town of Addison Selectboard, VT Tom Yaeger Allied Industries of Vermont Kimball Provencher Addison, VT Selectboard Ivan Vamos NYS Bicycling Coalition Ann Cousins Preservation Trust of Vermont Steven Engelhart Adirondack Architectural Heritage
3 Tim Kayhart Agricultural interests Bob Smith Agricultural interests
Invited Guests Jim Warren New York Office of Parks, Recreation and Historic Preservation Scott Newman VAOT Historic Preservation Officer Tom Hughes Crown Point State Historic Site Elsa Gilbertson Chimney Pont State Historic Site Colby Harvish Student, Moriah Central School Keghan Choffat Student, Crown Point Central School Jon Kaufmann Student, Vergennes Union High School Daniela Stapleford Student, Vergennes Union High School Rick Kehne Addison County Regional Planning Commission Eric Gilbertson Preservation Trust of Vermont Bill Johnston Essex County Planning Director (retired) Nancy Boone Vermont State Historic Preservation Office Erwin Clark Addison Historical Commission Mike Winslow Lake Champlain Committee Gordon Marsh Addison County Transit Resources Kim Harvish Moriah, New York Rick Oberkirch State of Vermont Department of Environmental Conservation
NYSDOT Mary Ivey Director, Region I Jim Bridges NYSDOT Region 1 Design Engineer Jim Boni NYSDOT Region 1 Project Manager Geoff Wood NYSDOT Region 1 Design Supervisor
VAOT Jim Harris Danny Landry VAOT Project Manager Rick Tetreault John Ziconni
HNTB Ted Zoli Tom Potts JoAnna Billings
Fitzgerald & Halliday, Inc. Ruth Fitzgerald Jill Barrett Deborah Hoffman
4 Lake Champlain Bridge Project Public Advisory Committee (PAC) Summary of Meeting #8 December 15, 2009 - 1:00 - 2:45 p.m. Best Western Hotel, Ticonderoga, New York
The purpose of this Public Advisory Committee (PAC) meeting was to review public input on the various bridge design options for a new Lake Champlain Bridge and to make a recommendation on a preferred bridge type to the New York State Department of Transportation. This PAC meeting also included participation by PAC+ invitees who engaged in discussion during the previous meeting held on December 11th. [It should be noted that although the “plus” member of the PAC+ participated in discussion, it was clarified that any formal vote on bridge design concepts (or any other matter) would include only PAC members or designated alternates who attended the meeting to represent absent PAC members].
Ruth Fitzgerald of Fitzgerald & Halliday, Inc. (FHI), meeting facilitator, presented a review of the results of the PAC+ charrette that occurred on December 11 at the Community Room of the Middlebury, VT public library and was attended by approximately 60 people. This group indicated its first preference was for a tied arch bridge if it were modified to “extend” the arch so that it did not appear to be sitting atop the bridge deck. This recommendation was subsequently developed overnight by the design team into a sixth bridge alternative design – the Modified Network Tied Arch - that was presented at the open house public meetings on Saturday, December 12th and became the favorite of meeting attendees and those who used an on-line survey to express their views on bridge design. Approximately 3,500 people participated in the on-line survey.
After the presentation on the PAC+ meeting and public survey results, (https://www.nysdot.gov/regional-offices/region1/projects/lake-champlain- bridge/repository/Summary_of_PAC8_Meeting.pdf) PAC Chairwoman Theresa Sayward moderated a discussion on the following issues:
Voting Privileges: The PAC discussed whether alternate PAC members would be allowed to vote on any matter that comes before the PAC in which a decision is made by voting. The following action was taken:
Resolved: A motion was made by Theresa Sayward and seconded by Diane Lanpher that an alternate member who is representing a PAC member who is unable to attend the PAC meeting may vote on PAC resolutions.
The motion carried unanimously, 14-0.
1 Bicycle and Pedestrian Accommodations: A PAC member questioned the need for a sidewalk on the bridge as it would lead to considerable additional cost and few people are ever seen walking on the bridge. Other PAC members responded that people didn’t walk on the existing bridge because they didn’t feel safe. Other bridges were cited as being very popular with pedestrians, and Rick Kehne of Addison County Regional Planning Commission noted that his agency had received numerous letters and comments from people who have been asking for bike and pedestrian facilities on the new bridge as they were afraid to cross the old bridge by bike or on foot. It was also mentioned that people who wrote in comments in the survey suggested lookout areas and commemorative plaques or other information along a bridge walkway. At the conclusion of the discussion the PAC indicated its support for pedestrian and bicycle accommodations on the new bridge.
Cost: Tom Potts of HNTB was asked for the projected costs for the various bridge options as PAC members believed they should understand the costs of the alternatives before making a recommendation on a preferred design. Tom said the cost (in millions of dollars) of the steel and concrete girder bridges would be in the low $60’s, the network tied arches in the low $70’s and the cable stays in the high $80’s.
Integration with surroundings: Some PAC members expressed concern that the new bridge, which will be wider than the original bridge, be designed so it won’t impact the area’s cultural resources. Tom Potts said the new bridge will be built in the exact location as the old and touch down at the same elevation as the current location.
Bridge Design: Several PAC members expressed their views on design alternatives. One member said he initially preferred the cable stay bridge, but after doing a little research he learned it’s not such a special design. In fact, it may become the “McDonald’s” of bridges. Tom Potts responded the cable stay bridges came into their own in the 1980’s, replacing truss style bridges. Tom said the network tied arch is uncommon in the United States. The built-in redundancy and replaceable deck were cited as two good reasons to support the network tied arch style. This design would be more economical to maintain. The network tied arch reflects and celebrates the look of the old bridge. It’s possible the view of the new bridge from Port Henry won’t look all that much different than it does today.
At the conclusion of the discussion on bridge design alternatives and a review of the results of the public opinion survey, the following action was taken by the PAC:
Resolved: A motion was made by Robert Moulton and seconded by Bob Smith that the PAC recommend to the co-lead agencies the “Modified Network Tied Arch” design as the preferred alternative for the new Lake Champlain Bridge.
The motion carried unanimously, 16-0.
2 Closing comments: Ruth Pierpont of the New York State Historic Preservation Office and Nancy Boone of the Vermont State Historic Preservation Office praised the tremendous job everyone involved has done in moving forward, and in carrying out a meaningful and extensive public process. Ruth Pierpont said she hoped a programmatic agreement would be in place soon after the public comment period ended on January 11, 2010. Nancy Boone remarked that in her 30 years of public service this had been the most remarkable public input process. She also offered appreciation for the creativity of the design team.
Scott Newman said that just two months ago the public was promised a “marathon that became a sprint.” He said the team was able to accomplish in 30 days what would normally take 18 months. Scott said public input has meshed so nicely and DOTs, SHPO and FHWA have preformed at a high level and very quickly.
Ruth Fitzgerald said that in her 35-year career it had been the most open two state transportation departments had been to incorporating public input..
Vermont Secretary of Transportation David Dill thanked everyone for their hard work and hoped the process followed in this project would not be unique, but his agency’s goal for every project. He acknowledged the modified network tied arch design was his first choice too.
Acting Commissioner of NYSDOT Stanley Gee also said he liked the modified network tied arch design because it was a good blend of the old and the new. He said a top notch team had been assembled for this project. Commissioner Gee hopes to bring normalcy back into people’s lives that had been affected by bridge closure. He thanked the PAC and said he believed the design of the new bridge was stunning.
Jeff Kolb of FHWA said this was a good process to observe. He noted the resource agencies have been very responsive; the federal agencies have tried to efficiently work through their regulations and processes.
Colby Harvish, a Moriah Central student who participated in the PAC+ charrette and today’s meeting, said it was an honor to be able to come and express his input. He said when he attended the public meeting in October shortly after the bridge closed, he had faith something good would happen. Colby said what has occurred was amazing, “I put my faith in the right spot.”
One PAC member said dealing with the public the pressure to get a crossing back has been very difficult and hoped there would be no delays.
Communication: PAC members stressed the need for timely and accurate communications to quell the rampant rumors about ferry service (at Ti and the proposed service between Crown Point and Chimney Point) and bridge demolition. It was suggested that 511 be used to give notice if Ti ferry is not running. Stanley Gee said the project website should be considered the most authentic source of information.
3 The meeting adjourned at 2:40 p.m.
Attendees
PAC Members (and groups they represent): Rep. Teresa Sayward, NY, PAC Chair Rep. Diane Lanpher, VT Keith Sherer, (alternate for Sen. Little, NY) Fred Buck, Essex County, NY Steve Torrey, Addison, VT Selectboard Judy Bond, alternate– bicyclists Ann Cousins, VT – historic preservation Steven Engelhart, NY – historic preservation Robert Moulton, VT – Addison County TAC Tom Scozzafava, -, Town Supervisor, Moriah, NY Tim Kayhart, Addison, VT – agriculture Bob Smith, Addison, VT – agriculture Bethany Kosmider, Town Supervisor-elect, Crown Point, NY Kim Provencher, Addison VT – residents Tom Yaeger, alternate - Allied Industries of VT Meg Wood, NY (alternate for Rep. Sayward) Kimball Provencher, Addison, VT Selectboard Bob Shivokevich, boaters
PAC+ Guests: Rick Kehne, Addison County Regional Planning Commission Ruth Pierpont, New York State Historic Preservation Office Tom Hughes, Crown Point Historic Site Elsa Gilbertson, Chimney Point State Historic Site Colby Harvish, Moriah Central School student Bill Johnston, Essex County Planning Director (retired) Mike Winslow, Lake Champlain Committee Ruth Pierpoint, NY State Historic Preservation Office Nancy Boone, VT State Historic Preservation Office James Warren, NY State Historic Preservation Office Robin Knapp, alternate, (Lake Champlain Bridge Coalition) Rich Wagner, New York State Department of Environmental Conservation
Co –lead Agencies Staff: NYSDOT: Acting Commission Stanley Gee Mary Ivey, Region 1 Director Jim Boni, NYSDOT, Project Manager Geoffrey Wood Jim Bridges VAOT:
4 Jim Harris Danny Landry, VAOT, Project Manager Scott Newman, Historic Preservation Officer FHWA: Jeff Kolb Ernie Blais Mike Davis
Consultant Team: Tom Potts, HNTB Ruth Fitzgerald, Fitzgerald & Halliday, Inc. Jill Barrett, Fitzgerald & Halliday, Inc.
5 February 2010 Final Design Report PIN 1805.81
Public Information Meetings (PIMs)
FOR RELEASE: IMMEDIATE CONTACT: Charles Carrier Friday, October 23, 2009 518-457-6400 NEW YORK, VERMONT TO HOST PUBLIC MEETINGS ON LAKE CHAMPLAIN BRIDGE Lake Crossing Options, Plan for Repairs to be Discussed
The New York State Department of Transportation (NYSDOT) and Vermont Agency of Transportation will host two public information meetings regarding available transportation alternatives for crossing Lake Champlain and the plan to repair and reopen the Lake Champlain Bridge spanning from Crown Point, New York, to Chimney Point, Vermont.
The first meeting will be held Tuesday, October 27, at the Addison Central School located at 121 Vermont Rte. 17W, Addison, Vermont. The second meeting will be held on Wednesday, October 28 at the Moriah Central School located at 29 Viking Lane in Port Henry, New York, and will be attended by representatives from New York’s State Emergency Management Office. Both meetings will begin at 7:00 p.m.
Both schools are accessible to persons with disabilities. If a sign language interpreter, assistive listening system or any other accommodation is required to facilitate participation, please contact James Boni, P. E., Project Manager, at (518) 388-0239, write to NYSDOT Region One Design, 328 State Street, Schenectady, N. Y. 12305 or submit an email to R01- [email protected].
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09-39
Public Information Meeting Summary Lake Champlain Bridge Closing October 27, 2009 – 7 p.m. Addison Central School Route 17, Addison, VT
State Representative Diane Lanpher opened the meeting attended by approximately 250 people by thanking Addison Central School for hosting the meeting and recognizing several local officials and staff who were in attendance. They were: Ted Brady of Senator Lahey’s office, Jeff Munger of Senator Sander’s office, Brent Raymond of Congressman Welch’s office, Martha Hanson of the Lt. Governor’s office, Sen. Claire Ayers, Sen. Guyer, and State Representatives Greg Clark, Will Stevens and Betty Noble.
Rep. Lanpher told attendees that she has heard many stories of how seriously people have been impacted by the closing of Lake Champlain Bridge. It has been a very emotional experience. Rep. Lanpher said the purpose of tonight’s meeting was to get answers. Most importantly people wanted to know what happened, how people will get to work and keep their jobs, and how long will it take before there will be a reliable crossing.
Vermont Secretary of Transportation, David Dill, told the audience that he understood how serious a situation the closing of the bridge is. He said it was why he declared a state of emergency, as this will allow the state more flexibility to deal with the problem on the Vermont side. Mr. Dill also believes it could help speed up permitting and contracting for services.
Robert Dennison, chief engineer for NYSDOT gave a brief presentation (https://www.nysdot.gov/regional-offices/region1/project/lake- champlainbridge/repository/BRIDGE_CLOSURE_PUBLIC_MEETINGS_OCT2009.pdf) on why the bridge was closed and what might be done to repair it so it can reopen. Mr. Dennison said the state has 17,000 bridges. The bridge structure is inspected annually and an underwater inspection occurs every five years because deterioration occurs more slowly underwater. The Lake Champlain Bridge was due for an underwater inspection in 2010 but the state decided to move up the underwater inspection to the fall of 2009 because of deteriorated piers observed during this summer’s construction. Divers who inspected the piers observed an accelerated rate of deterioration as compared to previous inspections going back to 1995. The cause of the deterioration is not known at this time. However, the stress of the freeze/thaw cycles of winter, age, ice, chemistry and piers without steel reinforcement led the engineers to fear the bridge may collapse under its own weight. Mr. Dennison said a decision to close a bridge is not made lightly. It is only done as a last resort because it causes so much disruption of people’s lives.
Inspection of all the bridge piers will be completed within two weeks. Divers are still taking core samples but that work has been delayed by the challenge of scraping off layers of zebra mussels that are encrusted on the piers. A potential scheme to repair the concrete piers has been developed. If the investigation determines that repairing the bridge is feasible, work will get underway within weeks and will be finished in spring/summer 2010.
Meanwhile both states are working on ways to get people across the lake. Sites for a temporary bridge are being evaluated. A floating or military bridge was considered but dismissed as impractical. It can only carry one slow moving vehicle at a time and cannot withstand ice on or around it.
Mr. Dill announced the recent appointment of Jim Harris who will be the agency’s point person to deal with all bridge concerns. Mr. Harris is a New York resident who has worked for the Vermont Agency of Transportation (VTrans) for the last five years and, previously, for the New York State Department of Transportation (NYSDOT) for 34 years. Mr. Dill said Mr. Harris is a highly qualified engineer who has assisted the department on many projects and will work in an office located at the Addison County Regional Planning Commission in Middlebury. The lead role in managing the Lake Champlain Bridge project will be NYSDOT according to a joint partnership agreement between the two states. Mr. Dill said he hoped tonight’s meeting would be constructive and was looking to the public for ideas on how to move forward.
Jim Harris briefly addressed the audience. He said he had been involved on the project for about 36 hours. Today he said he took a tour of the shore of the lake to help find a location for a temporary bridge. The agencies are considering a location south of the Ti ferry but said he is sensitive to the concerns of the Ti ferry owner who purchased the ferry earlier this year. Mr. Harris said if a bridge is built in the Ti area as a temporary solution steps will have to be taken not to hurt the ferry owner financially. He said he was just getting started in his new role and learning. Mr. Harris said the agencies are focusing on providing a ferry service right now rather than a temporary bridge because they think it is the best opportunity to quickly provide a link between both sides of the lake.
John Ziconni, VTrans Director Planning, Outreach & Community Affairs, announced the Addison Regional Planning Commission was collecting email addresses and would be sending out bridge updates to people on the email list every 2-3 days. He encouraged people to give their names and e-mail addresses to the Commission’s Executive Director, Adam Lougee, who was in attendance.
Peter Coffee of Vermont Emergency Management said his office did not believe response to fires would be a problem. Emergency response is more of a concern, especially for New York residents who need to access the level 1 trauma center at Fletcher Allen hospital in Burlington.
Bill Noyes, of the Vermont Agency of Commerce and Community Development said his agency typically does not give out funds. He said Robin Schleu of the Addison County Economic Development Commission and the Addison Chamber of Commerce are looking into resources to help small businesses. The Chamber is doing a survey to assess the needs of businesses. He said his agency will be making every effort to think outside the box and try to determine how to get through this crisis with the least amount of pain.
John Zicconi said that Vermont Agency of Agriculture representatives were not in attendance but they are working on issues specially related to farmers.
During the public discussion portion of the meeting, 47 attendees asked questions, made comments, and suggested solutions. Response to questions was made primarily by Secretary of Transportation Dill and NYSDOT Chief Engineer Robert Dennison and are noted in italics, below.
Key and recurring points made by several attendees were:
• Keep the lake crossing, temporary and permanent, where it is. • Abandon Chipman’s Point as a location for a temporary bridge. • The closing has resulted in severe personal and economic hardship. • What’s happening with the Ti Ferry? • Government has failed us or is taking the wrong approach. • Look at other solutions and trade-offs.
The following is a summary of remarks by the public.
Keep the lake crossing, temporary and permanent, where it is
If you’re going to have a temporary bridge or a ferry it has to be near Crown Point. The water is shallow on the Vermont side. The ferry operators aren’t comfortable with the shore and there is not enough space available on the New York side. There are also concerns near the bridge with ice and the safety issue of being close to the existing bridge [that could potentially collapse]. A representative from the Army Corps of Engineers added the bigger issue is the existence of national historic landmarks on the New York side and historical resources on both sides.
The bureaucracy is missing the message. What we need is renewed traffic on the Rte 17 and 125 corridors.
From an engineering standpoint you are looking at the easiest solution. Shouldn’t you be looking at the study [past summer’s travel study of bridge users] of where people are coming from/going to? Shoreham is not convenient for people in Port Henry. The difficulties of being in an historic area seem overblown.
I am a dairy farmer in Addison and the Ti Bridge does not serve agriculture, nor will a permanent bridge in a new location.
Our dairy farm has 700 acres in New York. How realistic is it for us to plan on having access to our property? We need to make a business plan now. When our divers have finished examining the bridge within the next two weeks we will have information on all the bridge piers. We will provide updated information on the website.
Would everyone here stand up that wants the crossing to stay where it is? [a large percentage of people in attendance indicated agreement by standing up]
Abandon Chipman’s Point as a location for a temporary bridge
I live at Chipman’s Point which is listed on the National Register of Historic Places. Both of our buildings are on the Register. It was disconcerting to see groups of people out there all day today. Nobody had the courtesy to tell us what was going on. We think it would have been proper to come to the people who would be impacted by a temporary bridge. Lake Champlain is an international waterway and a temporary bridge would interrupt traffic. The road on the New York side at Wrights Landing is a disaster. You can’t expect people to travel there without major repair. A bridge at that spot is not a fix. It is only 18 miles from Whitehall, so the agriculture would not be served. I do hope when people come out in the future they at least approach the neighbors. I totally agree that people should be talking with the neighbors. There needs to be more talk with the community and the road would need to be fixed. This location has been driven by land being available in New York.
I live near Wright’s ferry landing. About 6 cars a day go down that road. I have a hard time imagining how it can handle the amount of traffic for a temporary ferry.
The closing has resulted in severe personal and economic hardship
I own the Bridge Restaurant. I and a lot others are getting hurt financially.
We want action. I live in Vergennes, and my store will not be there if there is no passage [at the site of the existing bridge]. The ferries and bus service set up is taking care of employers, employees to some extent. What we need is renewed traffic on the Rte 17 and 125 corridors.
Why not include campers [free ferry]? They are part of my business. We did not consider campers in our negotiations with the ferries.
In my Vermont business, fifty percent of my workers live in New York, so I’m being impacted.
Not a lot of hope has been given to us. We need recreational traffic [to restore our business].
I work in Vergennes and my family lives in New York. It used to be a 40 minute commute and now it is two hours. So I am staying in Vermont because I really need my job, as it provides our insurance. I can’t even move my children--one is only nine years old--into the district where I work. I am separated from my family, and they need me. I am glad that the congressional delegation is here to hear your comments because we really need help implementing solutions.
I’m concerned about safety if there isn’t a way put in place to cross the lake. People will start using the ice and may fall in.
My store is affected by the bridge closing.
The Ti Ferry
I like the Ti Ferry. It’s historic too, and building a structure or having a ferry there would have a negative impact.
We are very proud of The TI ferry folks. They are the kindest individuals. Please stay open beyond Nov 15th if the lake isn’t iced. David Dill of VTrans echoed praise given to the Ti Ferry owners. “Our experience has been absolutely positive.”
I’ve heard the Ti Ferry is free? What’s the story? Yes it is free.
Will you pay for agricultural vehicles? Yes.
Why aren’t motorcycles covered by the ‘free rides’ on the ferry? We were not aware of that and will discuss it with the ferry operators.
I’d like you to clarify information on who can use the ferry for free. There is no fee for cars, commercial and non-commercial pick up trucks and pedestrians. We hope to add motorcycles. We are not currently paying for heavy vehicles such as tractor trailers, campers and recreational vehicles.
Government has failed us; questions about approach
Certainly you must have been thinking the bridge would need to be closed temporarily while work was being done for a rehabilitated or new bridge. Why wasn’t there a back up plan in place before this [bridge closure] happened? Why didn’t we see it coming?
I’m with Dock Doctors. I think solving this problem [dealing with historic artifacts] is doable. There should be no excuses. Two weeks later there are no plans. But I see a huge representation of the bureaucracy here. Get us back across the lake where that bridge is now.
Why did you start working on the top of the bridge? Usually repair works starts at the foundation first. Working from the bottom up is how you would approach a new bridge. Taking care of an old bridge starts from the top down.
Many of us are boaters. We could see rust and problems with the concrete abutments. We chatted with the construction workers at the bridge, and they knew about the problems with the bridge. Why didn’t they tell you? Somebody ought to be accountable. There has been good communication. The problem with the concrete at the top of the piers that is visible to the construction workers and boaters is different from what we see at the bottom of the piers – the reason why the bridge was closed.
I’ve lost faith in government doing the right thing. We want our area alive.
Finding solutions and trade-offs
The temporary bridge is the right answer because it will be safe.
There is another ferry landing in Vermont that could link to Port Henry. It’s Adams Ferry Landing in Panton.
I live in Port Henry and work in Montpelier. A ferry won’t run 24 hours a day. Why can’t people walk across the closed bridge? The situation at the bridge is not a typical failure. It could fall regardless of the weight on it, so we can’t open it even to foot traffic.
If the bridge is in such bad shape, why don’t we just build a new one? There are many people who want to see the historic bridge rehabilitated. We have to follow a process if we want to use federal funds, but we will accelerate this process as much as possible. It is possible new issues with the structure may surface as we learn more from our current investigations that will affect how we approach the bridge project.
So you’re not set on repairs of the bridge? We won’t know until our investigation is finished.
I did some research on the internet and learned about a bridge failure in South Padre Island, Texas. Within three days a temporary ferry system was put in place there that carries 1600 people a day. I’ve also read about flexi-float marginal barges. You put them out and connect to a ferry. This approach can carry tons and tons of weight. How come you’re not talking to people who have had experience [with bridge problems]? That’s why we’re here tonight. We’ll be looking into all solutions [we learn about].
History was yesterday. Action is what we need.
I’m a member of an engineering battalion of the National Guard. Governor Patterson needs to get a temporary bridge up. The work could be done in a week. We were in touch with the Vermont National Guard and were told they could not help. Temporary bridges aren’t suited to this type of use. They don’t have sides, ice and snow conditions in the winter would be a problem, and vehicles need to move slowly, one at a time.
You say you are looking for ideas. When people give an idea you tell them it won’t work. Then you tell us what you’re going to do.
I don’t believe you can’t put a temporary bridge across, put a rope on the sides. Look at a strait in Russia where there is a six-mile road across water, and it works. There are too many talkers, not enough doers.
I’ve offered my land, about 500 feet just north of the bridge, to the state for a temporary ferry dock. A service could run from there to the Federal pier in Port Henry. But nobody seems interested.
Comments and questions about the bridge, communications
This afternoon I was down by the bridge near the water. It seems like someone’s been working there with a backhoe, disturbing the historic area people are worried about. Contractors at the bridge may have been working on building a construction pad in order to set up the testing equipment.
Is it true there is no re-bar in the bridge piers? If you look at the ramps there are re-bars sticking out. So how can you be sure there isn’t re-bar in the piers? We have taken core samples of the piers and there is no re-bar.
This afternoon I saw cracks in the pier. Are those surface cracks or do they go deeper? I wouldn’t know but the inspectors who are out at the bridge would know.
Thank you for closing the bridge. The inspectors may have saved lives. There was a train that used to cross the lake about 1 ½ miles south of the bridge. Remains of the pylons are still there. Perhaps that would be a good place for a new or temporary bridge. We will find this location and consider it.
If you started building a new bridge tomorrow at the same location and worked 24/7, how long would it take to build the bridge? It’s not easy to say because we would first have to take the existing bridge down. If there were no bridge and no approval and permitting process, I would estimate 18 months to design and build a new bridge.
What’s stopping you [from building a new bridge]? The current bridge is like a horse that’s gotten too old.
I have three issues here tonight. I see digging to get equipment out to work on the bridge. Is that the same historic soils everyone is worried about? You spent a lot of time introducing the people here tonight. We don’t care to know your names. The television is here so there’s a lot of political posturing.
How long is temporary? Three or four years? Yes it will take that long until a new bridge is built or the existing bridge is rehabilitated.
Say we fix the piers, what’s the life expectancy of the bridge? Will we have to do this all over again in 2-3 years? What happens to the pier once it is encased? Will we be back in 5-7 years? The steel is old. What is the life expectancy of the steel? Once the piers are encased they will be OK. We do have to consider the on-going life costs of maintaining the present bridge going forward. Whether metal failure will be a problem in the future will be something that will be considered.
I love the bridge too, but are we throwing good money after bad?
I am struggling with getting information. I’d like to know what is said tomorrow night at the meeting in Port Henry. Will there be a webcast so Vermonters can view it? Dick Thoral of Middlebury’s Chanel 15 Public Access Television who was taping this meeting in Addison said he would post a taping of the New York meeting if it could be recorded. [Both meetings were filmed and are available at www.middleburycommunitytv.org ].
How much will it cost to fix or replace the bridge? We have $60 million programmed for this project.
When we have disasters there are usually emergency funds and help. Can we get this type of assistance? A state of emergency has been declared by each state. It allows permits and contracting to be expedited but from what we’ve learned so far it does not qualify us for federal funding. We are talking with our federal delegation about funding and will continue to do so. A state of emergency does allow us to shift other funds while we seek additional assistance.
Can we qualify for stimulus money? No.
I’m glad the congressional delegation is here tonight. They’ve heard what the people want. If your bosses can bail out AIG because they are too big to fail, tell the bosses that we want help, we want it now. We should not be allowed to fail.
The meeting adjourned at 9 p.m.
Public Information Meeting Summary Lake Champlain Bridge Closing October 28, 2009 – 7 p.m. Moriah Central School 39 Viking Lane, Port Henry, NY
Moriah Town Supervisor Tom Scozzafava welcomed the approximately 600 attendees by saying in his 20 years as a supervisor he could not recall any crisis that has had as far reaching impacts as the closure of Lake Champlain Bridge. He said many people are being forced to go without medical care. Eight hour jobs have turned into 12 to 14 hour jobs. Without a viable solution, many businesses won’t survive and tax revenue and jobs will be lost. Supervisor Scozzafava stated that he believes the solution must allow people to cross the lake near the existing location, not 30 miles to the south.
New York State Department of Transportation (NYSDOT) Acting Commissioner Stanley Gee told people he understood the significant impact the bridge closing has had on the community. As a result, New York Governor Patterson has declared a state of emergency and many actions have been taken including:
• An outreach office at the visitors’ center near the bridge • Free passage on two vehicle ferries • A passenger ferry from Westport, NY to Basin Harbor, VT with free shuttle service to Middlebury center and several employers • Free express bus service route between Westport, NY and Vergennes, VT • Bus service to the ferries • New ferry service and a site for a temporary bridge is being investigated • A pontoon style, “floating” temporary bridge has been ruled out
Michael Wagner of Governor Patterson’s office addressed the large audience. He said he has heard two things repeatedly: 1) it’s not about the bridge but about helping people who depend on the bridge to carry on their lives, and 2) there needs to be good communication – both listening to people and giving out information.
Robert Dennison, chief engineer for NYSDOT gave a brief presentation (https://www.nysdot.gov/regional-offices/region1/projects/lake-champlain- bridge/repository/October_27_2009_Meeting_Summary.pdf ) on why the bridge was closed and what might be done to repair it so it can reopen. Mr. Dennison said the state has 17,000 bridges. The bridge’s superstructure (portion above the water) is inspected annually while the underwater inspection occurs every five years. The Lake Champlain Bridge was due for an underwater inspection in 2010. With the observation of the deteriorated piers during this summer’s repairs, the state accelerated the underwater inspection to the fall of 2009. Divers who inspected the piers observed an accelerated rate of deterioration as compared to previous inspections going back to 1995. The cause of the deterioration is not known at this time. However, the stress of the freeze/thaw
1 cycles of winter, age, ice, chemistry and piers without steel reinforcement led the engineers to fear the bridge may collapse under its own weight. Mr. Dennison said the decision to close a bridge is not made lightly but the safety of the traveling public is our primary concern. A closure is only done as a last resort because it causes so much disruption to people’s lives.
Detailed inspection of all the bridge piers is underway and will be completed within two weeks. Divers are still taking core samples, but that work has been delayed by the challenge of scraping off layers of zebra mussels that are encrusted on the piers. A potential scheme to repair the concrete piers has been developed. If the investigation determines that repairing the bridge is feasible, work will get underway within weeks and will be finished in spring/summer 2010.
Meanwhile both states are working on ways to get people across the lake. Sites for a temporary bridge are being evaluated. A floating or military bridge was considered but dismissed as impractical. It can only carry one slow moving vehicle at a time and cannot withstand ice on or around it.
Jim Harris of the Vermont Agency of Transportation was introduced as the point person the governor of Vermont has appointed to work with NYSDOT on the bridge project and to develop solutions. Jim is an engineer who lives in New York and formerly worked for NYSDOT for 34 years. He has been on the job for a couple of days and has spent a lot of time looking into ferry options. He said there would be no charge for vehicles up to 27 feet on the ferries. Vermont has been investigating the possibility of operating a larger ferry near the Ti Ferry site year round. There is concern about ice breaking and the need for deeper water, especially on the Vermont side. Borings are now being done, and they are evaluating the use of barges along the shoreline as a way of setting up docking areas quickly and avoiding shallow water. He is now taking another look at locating a ferry in the vicinity of the bridge because of concerns expressed at the Vermont public meeting last night about the importance to many of maintaining the existing travel corridor.
Mr. Harris hopes to have answers on borings and ferries in the vicinity of the bridge soon and thinks there may be multiple options. He said he is working on getting a crossing in place very quickly so people’s lives can get back to some degree of normalcy.
Stan Gee said Governor Patterson is committed to a resolution. He summarized what the next key steps will be:
1. Complete underwater inspection of the piers to determine what can be done – does it make sense to repair the bridge? 2. Improve bus service by increasing frequency and stops. 3. Improve ferry service by making service at Ticonderoga year round (potentially) and establishing a new ferry service closer to the existing bridge. 4. Find a site for a temporary bridge.
2 At the conclusion of remarks and the presentation on the bridge closure, about 70 individuals made comments for two and a half hours. There were several common, strong themes:
• Bridge closure has caused severe personal and economic hardship • Expedite the rehabilitation or replacement of the bridge and keep it where it is • Extend ferry service to 24 hour operation • Site of a temporary bridge or ferry service needs to be at or close to the bridge • Frustration with government • Suggestions for solutions and trade-offs
The following comments were made on these topics. The italics indicate where there was a response by Acting Commissioner Gee.
Bridge closure has caused severe personal and economic hardship
I’m the president of the Chamber of Commerce. We have great concern for people losing their jobs. I’m very upset because we have been let down.
I am the owner of the Bridge Restaurant in Vermont. Today I had two customers an hour for twelve hours. I need that bridge open.
I’m grateful the ferry is now free. Otherwise people would not be able to get to work. Will it remain free until a new bridge is constructed because it costs me $133/week? We will keep it free.
I’m a Vermont resident that works as director of a clinical services program in New York. I used to have a 40 minute commute that is now 1 ½ hours every day. So far my employer has been helpful. Both options to cross the lake are not convenient.
I own the West Addison General Store in Vermont. Business has slowed to almost nothing. It won’t survive without traffic in the corridor.
I live in New York but live close to Vermont. My daughter works at IBM in Vermont and has had to move there because the extra driving has caused her MS to flare up. My nephew nearly killed himself going over the lake in a boat. Luckily he turned back.
I’ve owned Frenchman’s restaurant for six years. I’m 53, and it’s my second career, and I don’t want to start over again in another business. 40% of my business comes from Vermont. We need a fix to get our customers back.
My concern is how long (or if) I can survive before we get our business back.
I am a 19 year employee of Porter Hospital. I had a 33 minute commute before the bridge closed. Now it takes 2 ½ hours. I get up at 4 a.m. and was one of two passengers on the bus that left at 7:15 a.m. I got back at 6:15 p.m. tonight. The effect on our community is
3 devastating. Twenty percent of the medical staff lives in New York. The closest maternity wards are one hour away – in Glens Falls or Plattsburgh. The nearest level 1 trauma center is Fletcher Allen in Burlington, now two hours away. We need quick action.
I live in New York and have worked at Porter Medical for 16 years. My commute was 40 minutes and now I spend 4 hours. Who is responsible for not maintaining our bridge?
I live on Bridge Road and own a sporting goods store. These last two weeks I don’t even want to get out of bed.
I moved to Port Henry in 2001 and work for a utility company in Vermont. My day starts at 6 a.m., too early for me to use the ferry to get there in time. My wife works in Rutland and now has an extra hour to get to her job. Will the state make the ice safe to cross at the bridge or at certain locations? We are not sure but are looking into everything.
I crossed the lake one night in a boat and was exhausted. I feel sorry for those who need to do it every day.
I live in Crown Point but work in Burlington. It’s a 2 ½ hour commute. Right now I feel displaced as I’m temporarily living in Vermont with friends. I don’t know if I can cope.
Has any thought been given to direct compensation to businesses, and where would people go to apply? There is an 800 number to call on the website where you can get information..
My heart goes out to the Ti/Shoreham ferry people lined up at 4:15 a.m. The ferry people stay open until the last car crosses; they won’t leave anyone behind.
I used to work as a nurse and I now have medical issues. It’s a two-hour commute to a level 1 trauma facility and to dialysis sites. Dialysis treatments take four hours and need to be done three times a week. We are surviving on my husband’s $13/hr job and I need to have an MRI done every 4-8 weeks. I was supposed to get medical services in Boston but you’ve taken all the money we had saved for that, as we had to pay for the ferry so my husband could get to work. I can’t stress what a hardship this is for us, for our community. I’d like you to stay here for one week and walk in our shoes.
I run a bed and breakfast in Crown Point. Our business depends on bridge traffic. It’s needed for the restaurants in Chimney Point and Crown Point.
A number of businesses are being hurt by this bridge. People won’t go that way anymore.
My family has been in Crown Point for 100 years. I am worried about emergency medical services.
4
Expedite the rehabilitation or replacement of the bridge and keep it where it is
I have a business in Vermont. The closing is not just a Vermont or New York problem. We’re in this together. I was glad to learn tonight that you heard us last night [at the public meeting in Vermont]. We want the corridor opened so that traffic can come through, and it seems like you understand.
At the public meeting on October 8 you told us the bridge was safe. Unless you are affected you don’t know what it feels like. Quickly explore options in the Crown Point area.
I was encouraged at last night’s meeting in Vermont that the point was made the lake crossing needs to be in the same corridor where the bridge is now.
You need to start from the ground up and replace it where it’s at.
You need to keep the bridge where it is.
Why can’t guys work 24 hours a day, seven days a week? This is difficult on everybody.
Why will it take four years to build the bridge? Just tear the bridge down and build a new one in the same place. We need to go through the federal process and that takes time.
People need a better way to cross sometime soon. My Mom used to work in Middlebury. I’m glad she doesn’t anymore because I wouldn’t see her as much and I still need my Mom.
Crown Point Supervisor Dale French said any crossing south of Crown Point is unacceptable.
Do the right thing. There is no reason it should take four years of study if the bridge goes in the same place. Just pull down the bridge and put up another one.
Is there a time line to get people across the lake? What is the process?
I’m a Vermont dairy farmer that uses the St. Pierre farm at Crown Point. Last night after the Vermont meeting I was extremely upset and didn’t sleep at all. My brother and I talked about our options so we could make a business plan but we did not feel like we had any control. The feeling in my gut now is a little different from the things I’ve heard tonight. Mr. Harris, I think the Governor [of Vermont] made a good selection; I’m betting on you. I really felt we were heard [about the need to keep a crossing near the existing bridge]. I hope serious thought is given to whether it makes sense to spend a lot of money on a bridge that needs to be replaced.
5
Extend ferry service to 24 hours
I am the mother of two boys trying to get across the water in a boat. I’m very worried.
I am the assistant plant manager of Agrimark. We have ten employees who live in New York. Five are using a boat to cross the lake at 11 p.m.; five are driving through Whitehall. We want the ferry hours extended until midnight. We will look into it. We will have to talk with the ferry operators. Their concerns may be visibility and having licensed staff available to operate the boats (like airplane pilots and truckers, the number of hours a captain can work consecutively is regulated).
Medical emergencies happen at all hours of the night when the ferries don’t run.
What are you going to do for people who work the night shift? There is no ferry in the middle of the night.
I work the graveyard shift. People who work late at night should have the same rights as those traveling during the day.
I don’t understand concern about night ferry hours. One of the Lake Champlain ferries further north runs 24 hours a day.
A lot of us work past midnight. Please use you clout to help us.
My husband works 16 hour days and is worried about not making the last ferry of the day.
Site of a temporary bridge or ferry service needs to be at or close to the bridge
I live at Chipman’s Point. We have a business that we love. For the second night in a row I am shocked to see Chipman’s Point on your screen. We’re 18 miles from Whitehall. I want to see my name taken off the list. Most people would agree to keep the bridge where it is. The temporary bridge is a waste of money.
I’m insulted that you are considering a temporary bridge 20 miles from Whitehall.
I live near Chipman’s Point. I want to be assured if a temporary bridge goes up it will be taken out and that the roads are looked at. They are twisting, turning and very narrow.
I live in Orwell. Surveyors were out on our land and on our road. They said a temporary bridge is going to be built. How will the 50-foot sailboats fit under it? Why are we looking at a temporary bridge 40 miles from West Addison?
6
I am a resident of Putnam Station, NY. You have people trespassing on other people’s property [to get information on places for a temporary bridge]. Get your people out by 8 a.m. tomorrow. Put them in the corridor where the people are. It’s ridiculous. We want to see some action.
We don’t need a bridge 30 miles away.
Many people need to get to the northern part of the state. A bridge south of Ti won’t help.
Who came up with the Chipmans idea? NYSDOT. It is a narrow crossing, and it’s a location where a bridge can be constructed.
Frustration with government
The state’s priorities seem to be skewed. Millions are spent on scenic by-ways and buying land. Twenty-five million was spent studying a ship underwater. We need to look at the needs of people rather than studying some sunken ship from years ago.
I work for the Department of Labor. What used to be an easy commute now takes 1 ½ hours each way. I think there is gross negligence on the part of the Department of Transportation. They should have started working on the bridge from the base up, not where they started.
This is a disgrace to the taxpayer. NYSDOT should have maintained the bridge. If they did, the closing would not have happened.
Who did the survey on the bridge this summer and what happened with the information? Shouldn’t it have been part of the planning for how to help people now that the bridge is closed? That’s not good planning.
This morning at 4:30 a.m. as I waited in line for the ferry, I watched five state employees guarding the tracks for one hour. All during that time they left their trucks running. Now that seems like a waste of our money.
What is concerning a lot of people is that the same people who got us into this mess will be responsible for getting us out. Why wasn’t a plan in place 2-3 years ago [to deal with the possibility of a bridge closure]?
You guys got us into this. If you had been proactive we would have plans in place right now.
What did it cost you to go to work this week? I paid $160, one half of my paycheck. Do you worry about what bills you have to let go this month? [you have] no answer?
7 I think it’s pretty sad the governor did not come.
Cut a break for the engineers and put the politicians up front. Why can’t we have a toll? If we had a toll, you could have maintained the bridge better.
Everybody heard about the bridge accident in Minnesota. A lot of people died. Right afterwards you could see people doing work on bridges in New York City. This bridge should have never got to this point. Everyone around here knew the bridge had a problem.
Why was the bridge Commission abandoned? By now it would have collected $8,736,000 in tolls.
The bridge was safe as of September 17. All of a sudden the water drops three and a half feet and we have a problem? You didn’t do your homework and you don’t have the answers tonight.
At some level this is criminal. Who might be responsible for this?
I want to see more effort by the state. You can start with cracking the whip on 5-6 state workers with large beer bellies that I see at the bridge doing a lot of hanging around.
We live on the lake and are desperately begging for action. At 4 p.m. Monday afternoon it was sunny and there was not one person working on that bridge. You should be using lights, working 24/hours a day. You’re bragging about a free ferry. Taking 1 ½ weeks to do that is no action.
NYSDOT is a disgrace. You should be ashamed taking a salary. We’re paying your wages. Do something. We are working as quickly as we can. We need to look at options. Repair is the fastest option if it can be done. A lot of things are out of our control.
What bothers me is the lack of priority this bridge has. The Press Republican has been writing stories about this bridge for 15 years. In that time $100 million was spent on the Adirondack Scenic Railroad. Another $45 million more is to be spent. Why are we spending money on this when we have a moral and ethical obligation to provide good roads?
If you can move an army across the Rhine, how can you tell me we can’t do this [use a floating bridge]?
The 250 people who met last night in Vermont support you here [in New York]. Two days after the bridge closed, fifty people met and came up with plans with bus operators and legislators. A meeting on the New York side was closed; citizens and the media were kicked out. Why?
8 If this bridge had been in New York City it would have received better attention. Find a temporary solution by Christmas if you want us to feel significant.
Suggestions for solutions and trade-offs
Please consider using a barge that a ferry comes to on the Vermont side of the lake where it is shallow. My neighbor and I own the first 500 feet of property north of the bridge in Vermont. We would be willing to donate use of the land to the state for a ferry landing.
Last night [at the Vermont meeting] we were told an ice breaking ferry would find it difficult to operate near the bridge. Why can’t it work here if it is being considered for Ticonderoga?
I understand the safety concern about putting a temporary ferry close to the bridge. Another place to consider is Tri-town road in West Addison at Potash Bay.
We have a short crossing just south of Crown Point. Look at Ferry Road.
You said a floating bridge is not ice worthy. Ferries get stored in Burlington in warm water with a bubbler. Why don’t you use a bubbler on existing piers? Go for good ideas.
Thanks to the Vermonters who came here to support us. I have been in favor of keeping the existing bridge. I love it. But after seeing its condition and the difficulty people are experiencing, I now say it’s time to take it down.
I have sent information to you, and I’m going to repeat my request. Please consider building a bridge like the Penobscot Narrows Bridge in Maine. It’s a beautiful structure that would fit right into our beautiful environment. We need something we can all be proud of. I’d like your consultant to look into it.
A long time ago there was a ferry that carried heavy loads of ore between Port Henry and Chimney Point before the bridge was built. It doesn’t seem that it would be that difficult to get a fixed permanent bridge next to the existing one.
Use the ferry dock in Port Henry for a temporary ferry service.
The Army Corps of Engineers should work for us – take care of our nation first.
After inspection of the bridge and repairs to the concrete, will you then do a steel inspection? How long will repairs last and will this happen again. Is it cost effective? If repairs of the piers can be made we’ll go back and look at the steel. How expensive repairs are will be part of the decision about rehabilitating the bridge. It should have a design life of at least 25 years.
I attended your first meeting in Vermont. I think you’re trading artifacts for lives. If I had a choice of picking up a piece of [an historic] pot and saving someone, I’d pick people.
9
My husband is ailing and all his medical services are in Vermont. I would give up everything historical to have the bridge.
Tell me the APA [Adirondack Park Agency] and all the preservationists aren’t chiming in on this.
I’m concerned emergency services can’t fly if the weather is bad. We would like serious consideration to having a Blackhawk on standby. Also, once the lake freezes over we’d like to have hovercraft on standby for use. We expect we’ll be picking people out of the lake.
At the end of the meeting Senator Betty Little summarized the main points she heard people say:
• Immediate action is needed • Expedite the rehabilitation or replacement of the bridge • Extend ferry service to 24 hours • Site of a temporary bridge needs to be at or close to the bridge
But the most important message expressed according to Senator Little was the tremendous impact the bridge closing has had on people.
The meeting adjourned at 10:25 p.m.
10
Lake Champlain Bridge Project Summary of Consulting Parties Meeting Community Room, Ilsley Library Middlebury, VT December 10, 2009 – 6:00 – 9:30 p.m.
The purpose of the meeting was for consulting parties to have an opportunity to preview the public presentation planned for December 12, to view a presentation and discuss design issues and concerns with HNTB’s bridge designer, Ted Zoli, and to provide feedback on five potential bridge designs. In addition, Ruth Fitzgerald, NYSDOT’s public outreach consultant asked meeting attendees for input on how to commemorate the old bridge.
The following is a summary of discussion items.
Lake Champlain Bridge – Safety Evaluation Report
Concerns were expressed that there was inadequate historical documentation of the old bridge in the Draft Lake Champlain Bridge – Safety Assessment Report. Information from original documents located by Bob McCullough was not included in the draft. It was requested that historical documentation be incorporated into the final report.
Ted Zoli responded that all comments received to date have been addressed (including the one mentioned above). He also noted that the fast pace of developments resulted in a draft document that was not as comprehensive as it could have been. However, Ted said that nothing has come out, even after consulting with numerous engineers that would have led him to a different conclusion. He said he can’t ensure the safety of the bridge; he worries about the effects of wind, cold and ice flows and that bridge conditions are only getting worse. Ted believes that if the bridge falls on its own much of it is likely to disappear into soft soils which would add another six months to the schedule to build a new bridge.
Ann Cousins asked Ted to please make sure the record in the final report is comprehensive.
Context of bridge in engineering history; the truss bridge type
• Lake Champlain Bridge was the first continuous truss of this length built in the U.S., and was an important contribution to bridge engineering. • In homage to the original bridge, Ted would like to design the new bridge to showcase innovative engineering concepts, at least in some measure. • The problem with the truss bridge type is lack of redundancy. A truss bridge is difficult to rehabilitate. One flaw caused the I-35 bridge in Minnesota to collapse.
1 • There are 600,000 bridges in the U.S. Between 1989 and 2000, there were 503 bridge collapses in the U.S. Of those, 103 collapses (20%) were truss bridges – they fell at a rate 5-10 times more than other bridge types. • The network tied arch concept has diagonal bracing, acts essentially as a truss and is an improvement over the original truss. It has built-in redundancy and parts can be easily replaced.
New bridge design – general comments
• It’s really important to spend time on the design. We should take the extra month or two to get the design right. • This is going to be a 100-year bridge. You can’t rush the design as we don’t want a “bad” 100-year bridge. • The bridge closing has created a crisis. I’m hoping when the new ferry is running you’ll have the time to do the design right, not rush to judgment. [Ted Zoli noted there was a flip side. If the ferry doesn’t work to adequately meet travel needs, the pressure for speed will be greater. Also the cost of operating the ferry 24/hrs a day is very expensive] • Ability to see through the existing bridge, is important to the historic resource sites. The new design should maintain these views. • No Jersey barriers – we want to be able to see the views from the bridge while driving. • The footprint of the bridge should not be moved south, as it would have an adverse impact on the Chimney Point Historic Site. This site depends on the existing grade separation to create distance between outdoor programming that occurs on its lawn and bridge traffic. • A combined bike/pedestrian area would not be a conflict, though the space should be a few feet wider that six feet and there should be a higher bridge railing to protect cyclists who have a higher center of gravity when mounted on a bike. • The setting or bridge context was not noted in the list of design criteria and should be noted. A good faith effort should be made to achieve context sensitive design • The designer should develop views of the new design from any viewshed before finalizing a design. [Ted Zoli noted that the designers are concerned about views too. He would like to hear from people what the important viewpoints are – from the water, the shoreline, etc. – so that they are not missed.] • An observation area on the new bridge would be nice. • Can you mimic but not replicate the old bridge?
Network Tied-Arch design
• The arch is nice but looks like it’s just sitting there on the deck. It looks top heavy. • The intricacy of this design is compelling. The curved form of the bridge fits well in the setting as it echoes the surrounding mountain. But the arch needs to be better rooted in the ground, perhaps by picking it up on the approach spans.
2 • What’s nice about the cable stay bridge design is that it goes the length of the bridge. Is it possible to have a bigger arch in the network tied arch alternative? • What we like about the original bridge is its continuous flow. Can you put something on either side of the arch, even if it is not structural? • This bridge design doesn’t have rhythm. Something is missing.
New bridge clearance
There was discussion about what would be the ideal clearance of the new bridge to meet navigational needs while not adding unnecessary cost to the bridge. Right now the thinking is to have a 70-75 foot clearance at high water.
• Final bridge height may change if the sidewalk slope cannot meet ADA compliance (no greater than 5% grade) for sidewalk grade. Minimizing grade is also important in colder climates subject to icing conditions. • Pleasure crafts with very tall masts usually have masts that break down and could safely pass under the bridge. • Bridge height should be designed to take future needs into account. As fuel prices rise, water transport of freight is expected to increase. • Another height consideration according to Ted Zoli will be how to bring the bridge to grade in an “elegant way” so it integrates well with the surrounding cultural resources.
Commemoration
• A documentary should be created to appeal to multiple audiences. • Spofford’s bridge was well documented. Will the same be done for the new bridge? Ted Zoli noted that documentation used to be commonplace but is generally not done anymore. He also noted that Spofford was an educator and an accomplished writer. • People will want to say goodbye to the bridge. Is there a way to do a memory wall? We have a building at Chimney Point that could be used and could probably identify a site on the New York side. • An art and photography show would be good. • Perhaps NPR’s Story Corps would be interested • Build a replica to scale; sell it as memorabilia.
Demolition
• Demolition will occur mid to late December after the permits are granted. The earliest we expect is the last week in December. [Jim Bridges, NYSDOT] • We need to follow the demolition closely, do it right. We want to understand what happened to this bridge we don’t want to make the same mistakes again. [Ted Zoli]
3 • One of the piers is a reported burial site, so there is a need to be respectful. • The soft sediments are not as bad as you think. • Why not leave the bridge in the water? Ted Zoli responded it had to be removed because of lead based paint on the superstructure and it would be a navigational hazard.
At the conclusion of the meeting Ted Zoli said he would like to interact with consulting party representatives again soon. We are especially interested in knowing where the critical views are.
In attendance: Eric Gilbertson, Preservation Trust of Vermont Joshua Phillips, Friends of Lake Champlain Elsa Gilbertson, Chimney Point State Historic Site Nancy Boone, VT State Historic Preservation Office Roberta Lane, Legal Counsel, National Trust for Historic Preservation, Northeast Regional Office Rebecca Williams, Field Representative, National Trust for Historic Preservation, Northeast Regional Office Paul Bruhn, Preservation Trust of Vermont Ann Cousins, Preservation Trust of Vermont Lou Bresee, Lake Champlain Bikeways Arthur Cohn, Executive Director, Lake Champlain Maritime Museum John Dumville, Director of Historic Sites, VT State Historic Preservation Office Scott Newman, VAOT Historic Preservation Officer Judy Bond, New York State Bicycle Coalition Jim Bridges, NYSDOT Ted Zoli, HNTB Ruth Fitzgerald, Fitzgerald & Halliday, Inc. Deborah Hoffman, Fitzgerald & Halliday, Inc. Jill Barrett, Fitzgerald & Halliday, Inc.
4 Lake Champlain Bridge Project Public Open House Meeting on Design of New Bridge
Date & Time: Saturday, December 12, 2009 Open House All Day 9:00 - 6:00 Presentations at 9:30, 12:30 and 3:30 Snow date: December 13 same time & place Check for postponement info on: www.nysdot.gov/lakechamplainbridge Location: Community Building – LaChute Hall, 132 Montcalm Street, Downtown Ticonderoga, NY (across from Bi-Centennial Park)
Purpose of meeting: • Review design criteria and feasible bridge types • Get public input on bridge features (lighting materials, sidewalks) & style • How does public want to commemorate the exisiting bridge? • Status of new ferry and demolition plans Choose the time that works best for you! • Three identical presentations, followed by Q&A • Presentations at 9:30, 12:30, and 3:30 • Remaining hours: project team available to talk one-on-one, listen to public views and concerns
If you have concerns or comments about this project but are unable to attend the meeting, you may contact: James Boni, Project Manager - NYSDOT Region One Design - 328 State Street - Schenectady, NY 12305 Phone: (518) 388-0239 • E-mail: RØ[email protected]
“Consulting parties” as defined under Section 106 of the National Historic Preservation Act who are interested in participating in the Lake Champlain Bridge replacement project are invited to attend the public meeting and to submit a written request to become a consulting party to both NYSDOT and VTrans at [email protected]. Interested parties should include information about their experience and a statement explaining why they believe their participation would contribute to a consideration of the project’s effects on historic properties.
New York State Federal Highway Vermont Agency of Department of Transportation Administration Transportation Lake Champlain Bridge Project
PbliMPublic Meeti ng On New Bridge Design Concepts and Commemorating the Old Bridge
December 12 , 2009 Public Meeting Agenda 1. Welcome 2. What is the purpose of this meeting? 3. Summary of project status 4. New bridge criteria and concepts 5. Ways to commemorate the historic bridge 6. Your input Public Meeting Agenda 1. Welcome 2. What is the purpose of this meeting? 3. Summary of current status 4. New bridge criteria and concepts 5. Ways to commemorate the historic bridge 6. Your input Public Meeting Purpose 1. To share information about bridge features and design criteria and to illustrate and explain six bridge concepts that would work for the Lake Champlain crossing. 2. To share some ideas about commemoration of the old bridge, both at the actual demolition and for future generations. 3. To get YOUR input about both of these actions. Public Meeting Agenda 1. Welcome 2. What is the purpose of this meeting? 3. Summary of current status 4. New bridge criteria and concepts 5. Ways to commemorate the historic bridge 6. Your input Why do this so quickly and in December?
• Normally public meetings are never held in December,,pj but this project is a “horse of a different color” • Getting a new bridge built and open-to-traffic is a top pri or ity o f b o th s ta tes • The design team cannot begin bridge design until a concept is decided upon • Both states desire, and the approval process reqq,uires, that the public be consulted Project Status Changes
Before October 16: • Project scoping process • Multiple alternatives •Environm ent al Im pact St at em ent • Five+ year process to completion
……..but the bridge had other ideas…. Project Status Changes
After completion of engineering assessment and significant public input: • Bridge cannot be repaired or rehabilitated • Local input has been clear that only a bridge in the same location can meet local needs • Only one alternative remains: – Demolish existing bridge, and – Replace with new bridge on existing alignment Project status changes
• National Environmental Policy Act (NEPA) is a requirement • 3 options of increasing complexity – Categorical Exclusion (CE) – Env ironmen ta l Assessmen t (EA) – Environmental Impact Statement (EIS) •Origgpjinal project was to be an EIS • Project is now a Documented CE (DCE) • DCE process considerably shorter and less complex Project Status Changes • All processes will be accelerated as quickly as possible – Secti on 106 consult ati on ( consulti ng parti es) – Other regulatory compliance – Permitting • Agencies that need to be consulted have been alerted to the urgency of this project • Agencies have pledged speedy response • Goal is to open new bridge to traffic summer of 2011 Four separate concurrent processes
1. Construction of new ferry facilities 2. Demolition of existing bridge 3. New bridge design/construction 4. Commemoration of the old bridge
……..this meeting is about the new bridge and commemoration of the old bridge What we need from you today
• Hear our presentation • Please visit the information stations – 3 stations on new bridge design concepts – 1 station on ways to commemorate the old bridge – 1 station on new ferry and bridge demolition status – 1 children’s station • Please read our handout and survey form • Complete the survey form and return to us today Following public input
• Process – PAC r ecomm en dati on – Section 106 process input continues • New bridge – Decision by NY and VT on bridge concept – Detailed design begins immediately • Commemorating the old bridge – Public notification of demolition schedule and “events” – Preliminary decisions on ways to commemorate the old bridge (to mitigate the impact of losing this historic resource) Public Meeting Agenda 1. Welcome 2. What is the purpose of this meeting? 3. Summary of current status 4. New bridge criteria and concepts 5. Ways to commemorate the historic bridge 6. Your input Designer Charles M. Spofford • Co-Founder Fay, Spofford and Thorndike •“siggynificantly influenced future continuous truss hi gyggghway bridge design in the areas of technology, aesthetics, and construction methods.”1 • Author - Theory of Continuous Structures and Arches (1937) •Earlyyg Pioneer of Continuous Truss Design
1Casella, Richard M., “National Historic Context and Significance of the General Sullivan Bridge, Dover, New Hampshire,” October 2005, p. 1. Bridge Design Innovations • Early Example of Continuous Truss –1st Long Span Continuous Bridge for Hig hway Tra ffic • Unique & Iconic Form – “The layout of the Lake Champlain Bridge is most ingenious.”1 –“A significant advancement in the technology and aesthetics of continuous highway bridge design …It was a highly innovative and aesthetic design…”2
1Abbett, Robert W., “Discussion of Lake Champlain Bridge”, Transactions of the American Society of Civil Engineers, 1933, p. 654. 2Casella, Richard M., “National Historic Context and Significance of the General Sullivan Bridge, Dover, New Hampshire,” October 2005, p. 1. Unusual Aspects of the LCB Iron Ore Tailings – Mineville, NY • Unreinforced concrete piers – Slender proportions • NttiitiNo protection against ice abrasion
General Sullivan Bridge (1934) • Iron-ore tailings used in concrete Dover, New Hampshire • Caisson concreting without tremie – Patented drop -bottom bucket Why Bridge Replacement? • Pier Deterioration – Pier Freeze Thaw Damage – Strength Degradation – Pier cracking below waterline – Rapid Increase in last 4 years Why Bridge Replacement? • Ice /Wid/Th/ Wind / Therma lLl Loa ding – Ice Thrust • Restrained Thermal Movement Pier Deterioration – Frozen Bearings Design Requirements • The Replacement Bridge: – Meet Modern Design Codes – Ensure Load Redundancy • Avoid Progressive Collapse • Reduced Maintenance & Inspection – Enhanced Service Life • All Key Elements Replaceable –Be SAFER than the original Design Requirements • To meet or exceed the existing structure functionality – 2 vehicle lanes, 12’-0” lane width – 2 wider shoulders – Aesthetically pleasing structure • Meet current loading and clearance requirements – Over 17’-0” vertical vehicular clearance – 75’-0” vertical navigational clearance • Meets replica Lois McClure mast height • EdR’PittillExceeds Rouse’s Point vertical clearance • Minimum 75-year service life Additional Bridge Considerations • CitItCommunity Input: – Bicycle and Pedestrian Facilities • Sidewalks • Observation Area – Feature Lighting – Bridge Aesthetics • Form & Scale • Important Viewsheds • Character Shoulder & Sidewalk Transition Conceptual Bridge Types Steel Girder Segmental Box
Steel Cable Stayed Extradosed
Network Arch Modified Network Arch Conceptual Bridge Types - Dismissed Conventional Truss Lattice Truss Concrete Arch • Majority of main members • See also Conventional Truss • Large lateral loads in poor soil at fracture critical • True arch configuration – Large anchorage • High life cycle costs – lateral loads in poor soil • Long construction schedule Inspection & Maintenance • Difficult to Construct • Complex construction that • Vulnerable to progressive requires significant temporary collapse works
Fin Back Suspension • Similar to cable-stayed bridge, no distinct advantages • Inefficient for short spans – high cost of • Requires center tower configuration and segmental box cable erec tion an d anc horage construction construction • Significant structure depth steep approach angles • Large lateral loads in poor soil at • Additional width inefficient, median barrier not required anchorages • Very high initial cost • Long construction schedule • High risk for schedule delays • Very high initial cost Conceptual Bridge Type – Steel Girder
Pros Cons Lowest initial cost Less visually pleasing Shortest construction time, familiarity Difficult to make 75’ vertical clearance High degree of redundancy Deep structure depth Min. cold weather construction impact Replaceable deck Lighter structure, smaller foundations Conceptual Bridge Type – Steel Girder Conceptual Bridge Type – Steel Girder Conceptual Bridge Type – Steel Girder Conceptual Bridge Type – Steel Girder Conceptual Bridge Type – Steel Girder • Steel plate or steel box girder with concrete deck Conceptual Bridge Type – Concrete Segmental
Pros Cons High quality precast segmental Heaviest structure, largest foundations construction Cold weather schedule impacts to construction Non-replaceable deck Maintenance costs (overlays) Less visuallyyp pleasin g Difficult to meet 75’ vertical clearance Conceptual Bridge Type – Concrete Segmental Conceptual Bridge Type – Concrete Segmental Conceptual Bridge Type – Concrete Segmental Conceptual Bridge Type – Concrete Segmental Conceptual Bridge Type – Concrete Segmental • Cast-in-place or precast concrete box girder Conceptual Bridge Type – Cable-Stayed
Pros Cons Visua lly p leas ing Hig h in itia l cos t Light weight superstructure Maintenance costs (overlays) Efficient use of materials Non-replaceable deck Less efficient for spans under 600’ Conceptual Bridge Type – Cable-Stayed Conceptual Bridge Type – Cable-Stayed Conceptual Bridge Type – Cable-Stayed Conceptual Bridge Type – Cable-Stayed Conceptual Bridge Type – Cable-Stayed • One or more towers with cables supporting bridge deck Conceptual Bridge Type – Concrete Extradosed
Pros Cons Visually pleasing Highest initial cost Maintenance costs (overlays) Less efficient for spans under 600’ Longest construction time Conceptual Bridge Type – Concrete Extradosed Conceptual Bridge Type – Concrete Extradosed Conceptual Bridge Type – Concrete Extradosed Conceptual Bridge Type – Concrete Extradosed Conceptual Bridge Type – Concrete Extradosed • One or more towers with cables supporting bridge deck Conceptual Bridge Type – Network Tied Arch
Pros Cons Enhanced redundancy & safety Complex arch fabrication Efficient use of steel Visua lly p leas ing Replaceable deck Light weight superstructure Float in construction for arch Conceptual Bridge Type – Network Tied Arch Conceptual Bridge Type – Network Tied Arch Conceptual Bridge Type – Network Tied Arch Conceptual Bridge Type – Network Tied Arch Conceptual Bridge Type – Network Tied Arch • Tied arch with inclined hangers Conceptual Bridge Type – Modified Network Tied Arch
Pros Cons Enhanced redundancy & safety Complex arch fabrication Efficient use of steel Visua lly p leas ing Replaceable deck Light weight superstructure Float in construction for arch Conceptual Bridge Type – Modified Network Tied Arch Conceptual Bridge Type – Modified Network Tied Arch Conceptual Bridge Type – Modified Network Tied Arch Conceptual Bridge Type – Modified Network Tied Arch Fremont Bridge Erection Conceptual Bridge Type – Innovation
• Cable Stayed / Extradosed – Balanced cantilever construction – Higgyhly efficient use of steel – Enhanced design redundancy • Network Tied Arch – Innovative structural form • Efficient use of steel – Modern version of the truss – All cables are replaceable – Enhanced design redundancy Public Meeting Agenda 1. Welcome 2. What is the purpose of this meeting? 3. Summary of current status 4. New bridge criteria and concepts 5. Ways to commemorate the historic bridge 6. Your input How can we commemorate the old bridge?
•Now: marking the passing of the bridge at t the demolition “event”
• Later: For future generations Marking the passing of the old bridge
• Develop plan for the event • Announce widely • Public viewing of demolition (from afar!) • Other possibilities: – Some type of “ceremony” before demolition?? – Your ideas?? Commemorating the bridge for future generations •Historic American Engineering Record documentation • Permanent local museum display? (where?) • Oral and written memories by residents • Documentary on the bridge • Interpretive roadside display near Crown Point or Chimney Point historic sites? • Development of “popular history” document to be distributed to local schools and libraries? • Development of permanent historic website? • Salvage and display pieces of the bridge • Other ideas??? Public Meeting Agenda 1. Welcome 2. What is the purpose of this meeting? 3. Summary of current status 4. New bridge criteria and concepts 5. Ways to commemorate the historic bridge 6. Your input What we need from you today
• Hear our presentation • Please visit the information stations – 3 stations on new bridge design concepts – 1 station on ways to commemorate the old bridge – 1 station on the new ferry facility and bridge demolition – 1 children’s station • Please read our flyer and survey form • Complete the survey form and return to us today Your turn
You are welcome to make comments now …but….. • Please visit our information stations and talk with staff from NYSDOT, VAOT and the consulting team …and…… • Please fill out t he survey form in your han dout • Survey can also be taken on-line, but please take it today!! Summary •Survey – Bridge Features – Bridge Concepts
Lake Champlain Bridge Project Summary of Public Information Meetings Saturday, December 12, 2009 Community Building Ticonderoga, New York 9 a.m. to 6 p.m.
A day-long public information session, with three separate but identical presentations scheduled at 9:30 a.m., 12:30 p.m. and 3:30 p.m., was held at the Community Building, Ticonderoga, New York on December 12, 2009. The purpose of the meeting was to give an update on the status of the new ferry service and demolition of the old bridge, discuss ways to commemorate the existing bridge and review six design alternatives for a new Lake Champlain Bridge. A total of approximately 500 people attended throughout the day.
Jim Boni, New York State Department of Transportation (NYSDOT) project manager for the Lake Champlain Bridge project welcomed the public. Ruth Fitzgerald of Fitzgerald & Halliday, Inc. and Ted Zoli of HNTB made the three identical presentations, which can be viewed at https://www.nysdot.gov/regional-offices/region1/projects/lake-champlain- bridge/repository/LCB_Public_Meeting_12-12-2009.pdf, and responded to questions from the public. In between presentations, members of the public had an opportunity to review information displays and talk with project staff at five information stations. There were three stations on new bridge design concepts, a station on how to commemorate the existing bridge and a station on the status of the new, temporary ferry facilities and demolition of the Lake Champlain Bridge. There was also an area for children to construct a bridge with toys and draw their vision for a bridge.
The presentation covered the following topics:
• A summary of the project status. There are four concurrent processes at work: o Construction of a new ferry o Demolition of existing bridge o New bridge design o Commemoration of bridge • Why the existing bridge must be replaced. • Design requirements/features under consideration ( e.g. bridge width, transition of new bridge to surrounding area (historic sites), aesthetics, bicycle and pedestrian accommodation) • Six design concepts o Steel girder o Concrete segmental o Cable stayed o Concrete extradosed o Network tied arch
1 o Modified network tied arch • How to commemorate the bridge
Attendees were encouraged to express their preferences for the six bridge design alternatives either by paper survey distributed at the meeting or in an on-line version of the survey. Approximately 260 surveys were returned at the open house.
At the conclusion of each presentation the audience applauded. Below is a sampling of questions and responses posed to Ted Zoli and Ruth Fitzgerald when each formal presentation concluded.
Cost and Maintenance
Will there be bearings on the new bridge and how can we be sure maintenance on the bearings won’t be neglected? We try to limit bearings when designing bridges to minimize maintenance. The new bridge will have far fewer.
What effect does the height of the bridge have on bridge types and cost? It would be hard to measure much difference in costs if the height of the bridge was raised or lowered by a few feet. Of more concern will be meeting ADA (Americans with Disabilities Act) grade requirements in terms of the sidewalk slope.
Have New York and Vermont changed the way they inspect bridges as a result of what has happened? Standards used by the states follow federal guidelines and are considered adequate. However, NYDOT has revised its procedures to determine if more close attention is needed in some conditions for bridges that have some design similarities to the Lake Champlain Bridge.
[Pertinent to a cable-stayed bridge] there has been some recent work done on bridge cables on an I-87 bridge. Is this to be expected? Yes, cables of this type (wire rope covered with galvanized steel) have a 40-70 year lifespan and are designed to be replaceable. However, we now use better protective coating that results in a longer life.
We know the piers of the existing bridge have been a problem, what will you do differently on the new bridge? The concrete piers will incorporate ice breakers and anti-abrasive features. The piers will also be constructed with steel reinforced concrete (unlike the existing piers which were not reinforced).
When work was done on the Long Island Expressway, the contractor had a huge financial incentive to complete the project on an accelerated schedule? Would that be considered here?
2 It is possible incentives will be offered considering the high daily cost to operate the new ferry.
Who will be financially responsible for this bridge? The bridge is co-owned by both states. NYSDOT is responsible for maintenance on this bridge and Vermont is responsible for maintenance on Rouses Point Bridge.
Will there be a toll? No.
Bridge Construction
Do the designs vary in the amount of time needed for construction? The most variance in schedule is 2-3 months.
What kind of staging area will you need to build the bridge? Given the sensitivity to the lands surrounding the bridge we will have to limit our staging area. It’s likely we’ll build a trestle in the water and bring in major bridge pieces that are built elsewhere on barges and lift them up onto the structure. Port Henry is a likely building location, but that has not yet been thoroughly investigated. The bridge structure could also be built in Plattsburg or some other port.
Will you use American made products? Yes, building materials will be American made. This is a requirement of the funding.
What is the likelihood the new bridge will be a design-build project? Design build is currently not allowed under New York state law and would take time to create legislation to allow it. NYSDOT is not pursuing this mechanism because it will not save time and people in the region need the corridor restored as quickly as possible.
Would the network tied arch (option #5) also be a float and lift installation, like you described for the modified network tied arch? It is likely, but option #5 would be more complicated in this regard than option #6 because the arch is larger. Typically we don’t specify to a contractor how to build the bridge; however, this method has a big advantage for speed.
Once a concept is chosen, how long will it take to bid the project for construction? We are aiming to go to bid in April 2010.
The construction of the new bridge may be something people want to see. They may be good viewing points at lighthouse pier, the ferry, etc. We agree the construction may be quite a draw, as it will be a fascinating process.
Will there be restrictions on boating next summer?
3 Not likely. The initial work that will be done will be on the foundations. When the superstructure is being constructed there may be limited periods of restriction, however, the channel is generally wide enough for safe passage even while there is construction equipment and activity in the area.
Demolition
When the bridge is blasted during demolition, what will catch the steel? Won’t the bridge pollute the lake? Our intent is to remove every bit of bridge from the blast. We plan to clear the channel span first, breaking the structure into small enough pieces they can be easily picked up by crane and moved out by barge. The flanking pieces will be broken into larger pieces and removed. The piers will not be taken out right away as they may have utility in constructing the new bridge.
Was there any thought given to removing the bridge by methods other than explosives? Explosives are normally used to remove structures of this size. We believe removal by other means would put contractors at extreme risk because of the fragility of the structure.
What happens during demolition if you find artifacts? Will this shut the construction site down? By building on the same alignment we think we’ll minimize impact on historic resources. We have also been closely coordinating with maritime organizations.
Was any documentation done about things found in the lake when the bridge was built? No, but in those days nobody would have been looking for artifacts.
What will happen to the piers when the bridge is demolished? All of the structure will be removed. The piers will be cut to two feet below the mud line so there will be no navigational hazard to boaters.
Will the ferry boats for the new service be brought down before the demolition? That is the current plan.
Design Features
Will the new bridge accommodate bicycles and/or pedestrians? Our intention is to provide accommodation for people who want to walk or bike across the bridge.
Will the approaches to the bridge remain the same, especially on the Vermont side?
4 There are too many cultural resources on both sides of the bridge to modify the current alignment. For that reason road widening will not be considered and the approaches will be as similar as possible to the existing footprint.
Are you aware of the need to provide a lane wide enough for farm equipment? Yes. We are currently planning a twelve foot travel lane and a six foot shoulder width for bicycles that could also be used by farm equipment. An eighteen foot width would be adequate.
Is there a difference in allowable weight limit in the different options? No. Modern bridges are designed to carry heavier loads than the existing bridge and will provide support needed for transportation in the region.
With a new bridge, we’ll get a lot of 18-wheelers that could not use the existing bridge. Your concern about “build it and they will come” is understandable. However, when we did the Origin and Destination Survey this summer [to get an idea of travel patterns and needs] we did not see anything that would predict a significant increase in trucks in the future.
One of the beautiful things about crossing the Lake Champlain Bridge was that you could see directly down into the water. Many modern bridges have closed off the view. Please don’t take our view away. The design team is proposing open railings that motorists, bicyclists and pedestrians will be able to see through.
Design Alternative #6 seems to have more safety features. The safety of all alternatives should be considered equal; it’s an extremely important consideration with a crossing that has such as long detour. An advantage of Alternative #6 is the enhanced ability to replace bridge elements (redundancy).
Decision on Bridge Design, Future Planning
Has any thought been given to planning ahead for perhaps an additional bridge in another location so we don’t face this problem in the future? In 1963 the Lake Champlain Bridge Commission studied the potential of building a third bridge and concluded it was not economically feasible.
A lot has changed since then. What has not changed is the geology of the lake and the poor soils.
How will the decision be made on the final bridge design? Does one state have more weight than the other? New York and Vermont co-own the bridge and are acting jointly. Each state is looking for a consensus on how to proceed.
5 How soon do you expect to make a decision? A decision will be made within the next few weeks—by mid-January.
Will you publish the results of the public survey on bridge design? Yes, it will be posted on the website. The survey is intended as an expression of preferences, not a vote.
Other
What was the purpose and results of the survey [Origin & Destination] we took last summer? Will the results be posted on the website? The point of the survey was to learn where people using the bridge were traveling to and from to determine if a new bridge should be located somewhere else. We have heard the message loud and clear that the public needs the crossing to remain at its current location. Yes, the results will be posted on the website.
Why won’t there be a permanent ferry at the bridge location? We learned from the 900 people who attended the public meetings held shortly after bridge closure that a ferry was not a viable alternative as a permanent solution. During peak hours people may have to wait to cross the lake by ferry, which is felt to be unacceptable. In November, the Public Advisory Committee (PAC) passed a resolution that the ferry should be dropped from consideration as a permanent solution.
You [state agencies and design team] have shown great respect for public input so far and have worked very hard.
6
Lake Champlain Bridge Project Summary of Public Information Meeting Monday, January 4, 2010 Addison County Eagles Building Vergennes, Vermont 6:00 p.m. to 8:00 p.m.
A public information meeting was held on January 4, 2010, at the Addison County Eagles facility in Vergennes, Vermont, at 6:00 p.m. The purpose of the meeting was to review six design alternatives for a new Lake Champlain Bridge and to discuss ways to commemorate the old bridge. The meeting presentation was virtually identical to the presentations held December 12, 2009, in Ticonderoga, New York. The meeting in Vergennes was scheduled by Vermont officials in response to comment that although there was excellent turnout by Vermonters at the Ticonderoga meetings, some may not have been able to make the trip and a meeting on the Vermont side of the lake was requested. Though public input indicates a design preference by the majority of people who have voiced their opinions at the public meetings held in New York, the website, through letters and an on-line survey, the comment period on bridge design does not close until January 11, 2010, thus still allowing input as a result of the Vergennes meeting. Approximately 70 people attended.
Danny Landry, Vermont Agency of Transportation project manager for the Lake Champlain Bridge project, welcomed the public. Ruth Fitzgerald of Fitzgerald & Halliday, Inc. and Ted Zoli of HNTB made a presentation, which can be viewed at insert VT presentation address.
The presentation covered the following topics:
• A summary of the project status. There are four concurrent processes at work: o Construction of a new ferry o Demolition and removal of the existing bridge o New bridge design o Commemoration of the old bridge for future generations • Why the existing bridge had to be closed and demolished • Design requirements/features under consideration ( e.g. bridge width, transition of new bridge to surrounding area (historic sites), aesthetics, bicycle and pedestrian accommodation) • Six design concepts o Steel girder o Concrete segmental o Cable stayed o Concrete extradosed o Network tied arch o Modified network tied arch
1 • How to commemorate the old bridge for future generations
As noted above, this presentation was similar in content to the presentations given on December 12, 2009 in Ticonderoga, New York. Slight changes to the previous presentation were as follows:
• Information was included on the December 28 demolition of the old bridge • The results of public opinion surveys to date on the bridge design concepts were shared • It was noted that the width of the bridge contemplated in December had been narrowed slightly to respond to concerns about minimizing the impact of the wider bridge on the historic properties in the bridge touchdown and approach road vicinities. A tentative decision made the day of the Vergennes meeting was made to reduce travel lanes, shoulders/bicycle lanes and sidewalk by one foot each, resulting in widths of 11, 5 and 5 feet wide respectively.
Attendees were encouraged to express their preferences for the six bridge design alternatives using a survey form distributed at the meeting.
At the conclusion of the presentation Ted Zoli, unless otherwise noted, responded to questions. Responses to questions are in italics.
Bridge height, navigational concerns I am concerned about the height of the bridge. Will it accommodate tall mast boats? Yes. We are aiming for 75 feet from mean high water. We arrived at this height by consulting the boating community and the Coast Guard. The ultimate height will depend on being able to keep within a 5% maximum grade so we can meet ADA (American with Disability Acts) standards. A grade higher than five percent would require landings every 30 feet which would complicate the design. The grade of the existing bridge is 5 ½ percent. We believe the bridge will need to be 72-73 feet high to meet ADA requirements.
Do we really need to have a bridge 75 feet tall? There are many pleasure craft on the lake, including the Lois McClure which regularly sails in the area. [A marina owner from Chipman’s Point added that they staff 60 tall masts a season and that 75 feet was a good number.]
Does the Army Corps of Engineers have any input into the bridge design? Yes. We will be meeting with the Corps on January 12.
Will there be navigational impacts while the bridge is constructed? Impacts will be minimal. If the arch is floated it and lifted, it will be done in spring and will take 24 hours. If it’s a cantilevered installation there will be 2-3 hour interruptions over a period of 2-3 months.
Why build a bridge with a height of 75 feet when it would be less expensive at 60 feet?
2 We expect the bridge to last a long, long time so it is best to design to accommodate change. Loads will probably get heavier. We think it is responsible to replace the old bridge with a two-lane bridge with some additional amenities/features that will be enduring.
Reduction of lane widths What prompted the reduction of the lane widths [vehicle from 12 to 11 feet, bicycle lane and sidewalk from six to five feet]? It doesn’t feel good to me. I want to see adequate room for bicyclists, pedestrians and farmers. We needed to narrow the bridge to reduce its potential footprint on the landing areas and wanted to preserve shoulders on both sides of the bridge. The new bridge will still be much wider than the old one.
Zicconi [Vermont Agency of Transportation public information officer]: The design of the bridge will be within Vermont’s standards. Roadways are typically narrower within historic villages and this bridge requires similar sensitivity. Today a bridge would never be built in this location (as close to historic resources) if there hadn’t already been a bridge there.
Was the bridge narrowed as a result of pressure from groups? No. We are trying to understand and accommodate the needs of all. We do not have the luxury of time and must build a bridge that can progress swiftly. If we can do little things we can be more effective. We are very comfortable that we can get through the permitting process. What’s important for everyone to realize is that if everyone compromises just a little, we will be able to get this project done and meet everyone’s basic requirements.
As a farmer I’m concerned about the width of the lanes. There are three farmers who need to get across the bridge with a 16-foot corn planter. Some drivers don’t want to give an inch. Farm equipment is not getting smaller but bigger. We need the equivalent of 1 ½ to 1 ¾ lanes. I don’t want to impede traffic.
I am disappointed you have gone backward on the lane width in response to minority groups. We’ll have a problem down the road with permits. One solution will be to have the bicyclists and pedestrians underneath the bridge. The biggest problem would be navigational channel considerations; the Coast Guard doesn’t have to negotiate. We also would have a problem with landing the bicyclists and pedestrians as they come off the bridge. Our goal is to find the “warm spot” among environmental concerns/Coast Guard/functionality of the bridge. Again, we will all need to make small compromises to facilitate the project moving ahead on schedule.
I think it is short sighted to narrow the bridge because of cultural impacts. We need the equivalent of three lanes. We have an incentive to stay within the same footprint and not dig in new places.
Cost and schedule considerations How much will the bridge cost and how will it be funded?
3 John Zicconi: The cost of the temporary ferry, removal of the old bridge and building the new bridge will be about $110 million. The bridge is co-owned by Vermont and New York so the cost will be evening divided. 80% will be paid by the federal government and each state will pay 10%. This cost will be spread over three fiscal years so the impact will be absorbed more easily. We are also working with our federal delegation for an earmark.
We have a store in Crown Point and people say they prefer bridge design #6. Money and time is short, so let’s go with the quickest and cheapest. Why must we think about whether or not the bridge is beautiful? All the bridge designs considered were within a range of 10-12% in cost and are also close in terms of time to construct. Even the girder bridge would be an unusual design [and therefore not quick and cheap] because of the height and span of the structure.
If the bridge will last 75-100 years why shouldn’t it be aesthetically beautiful?
When will construction start? We are on a super aggressive schedule and plan to bid the job in April. The contractor would then begin in May.
Will the new bridge have a toll? No.
I think it’s an insult that the federal government can hold us at bay for any reason. We also have to keep in mind that whatever the cost, it’s a cost to all of us.
Other
How can we make the bridge last? A bridge will last longer when every part is replaceable. The best bridge is the one that requires the least maintenance. You’ve done very well to get 80 years out of a truss bridge. Engineering is an incremental profession in which we learn from what went wrong. The new bridge piers will be granite and protected against icing. The cables and decks will be fully replaceable. The best corrosion protection will be used on the arch.
Why didn’t we dredge and build the temporary ferry closer to shore? There would have been a problem with dredging because the soils there are so soft, especially on the Vermont side. The current design/construction technique was judged to be the best approach for timely and effective construction of the ferry facilities.
Is there going to be any modification to the approach roads to the bridge? There will be some but it will be limited because of the historic resources. The sharp curve will stay. New approach lighting will be considered.
Has anyone done a survey on how many people may actually walk across the bridge? I don’t think many people will be using the sidewalks.
4 In my experience there is a factor of “build it and they will come.” I built a pedestrian bridge in a small, rural area and the number of people who use it has been tremendous. In this location there are resources on both sides of the lake and a spectacular view. A good number of people have commented on the website that they would like to be able to walk on the bridge. Also, there used to be a walkway over the bridge, and we have photographs of pedestrians visiting the plaque at the center of the bridge.
Rick Kehne from Addison County Regional Planning Commission added that he has received many comments from people who want sidewalks on both sides of the bridge.
Thank you for working so hard. The ferry workers are working two 10-hour shifts. Please post a timeline on the project—even if you don’t include dates, please post the steps that will be followed so that we can be informed. The more communication there is the better.
The meeting adjourned at 8:20 p.m.
5 Lake Champlain Bridge Project - 4 - January 2010 How will we commemorate the old bridge? New Bridge Concepts; In addition to the design concepts we also want your ideas about ways we can commemorate the old bridge. Old Bridge Memories Some of our ideas are listed below. Please use the survey form to add your own ideas. We are seeking your input for: Lake Champlain January 4, 2010 Ways to remember the old bridge for future generations Bridge Project www.nysdot.gov/lakechamplainbridge Historic American Engineering Record documentation Design team seeks input on design concepts Permanent local museum display? (where?) Oral and written memories by residents? In order to get going as quickly as possible on the design of the new bridge, the project team seeks your input. Normally, we The “co-lead” agencies are: Interpretive roadside display near Crown Point or Chimney Point historic sites? * would never hold a public meeting during the holiday season, >> NYSDOT - the New York State Development of “popular history” of the bridge to be distributed to local schools and libraries? but this project is not “normal” in any way. The co-lead agencies Press Release Info: Lake Champlain Bridge public meeting of NYSDOT , VAOT and FHWA are committed to designing Department of Transportation Development of permanent historic website? * * * and constructing a replacement bridge as quickly as possible. >> VAOT - the Vermont Agency of Salvage and display pieces of the bridge? They are also committed to getting your input as to what that Transportation bridge should look like and what features it should include. Other ideas??? >> FHWA - the Federal Highway Please share your commemoration ideas with us! Purpose of this meeting Administration • To present and get your input on design features and criteria This program was distributed at the celebration of the bridge opening in • To present and get on ways to commemorate the Public Information Session Survey Form 1929. A permanent display would commemorate the history of the bridge your input 1. Bridge features and design criteria Lake and its importance to the region throughout its 80‑year lifespan. old bridge Br C Please check idge hamplai criteria in the space provided if you wish, but please check Projec n the three things that are most important to you related to the design of theLake new bridge. Add other t Length of time to construct Champlain Bridge Visually pleasing Project What we would like from you tonight: Sidewalk no more than three Construction Bike accommodations cost Maintenance cost . We need three things from you tonight: Attractive lighting Other: ______2. Bridge Concepts Other: ______Please listen to the presentation that will be held at 6:00Below are fi ve feasible new bridge concepts for the Lake Champlain crossing. Please listen to the presentation and p.m. to hear more about the design criteria and the bridgerepresents your feeling about Other: ______concepts. 1. Favorable Date & Time: Steel Girder each designread (favorable, about them neutral at the orinformation unfavorable). stations, then circle the word that best Neutral Please read the information in this handout, and talkUnfavorable one-on- Saturday, December 12, 2009 one with members of the design team who will answer your Open House All Day 9:00 - 6:00
Presentations at 9:30, 12:30 and 3:30 questions and give you more detailed information. Favorable Favorable Location: Snow date: December 13 same time & place Cable-Stayed Segmental Concrete 2. Check for postponement info on: www.nysdot.gov/lakechamplainbridge Neutral Neutral Unfavorable Unfavorable Please complete the survey form that is tucked inside this Purpose of meeting: Community Building – LaChute Hall, 132 Montcalm Street, Downtown Ticonderoga, NY • Review design criteria and feasible bridge types handout and give us YOUR views today. • Favorable Favorable Get public input on bridge features (lighting materials, sidewalks) & style Tied Arch Concrete Extradosed • How does public want to commemorate the exisiting bridge? • 3. Neutral Neutral Status of new ferry and demolition plans Unfavorable Unfavorable Choose the time that works best for you! The historic plaque has been rescued and could be part of a (across from Bi-Centennial Park) permanent display commemorating the bridge. • Three identical presentations, followed by Q&A • Presentations at 9:30, 12:30, and 3:30 • Remaining hours: project team available to talk one-on-one, listen to public views and concerns Co-lead Survey continues If you have concerns or comments about this project but are unable to attend the meeting, you may contact: New York State Vermont Agency of Federal Highway James Boni, Project Manager - NYSDOT Region One Design - 328 State Street - Schenectady, NY 12305 Department of Transportation Transportation Administration agencies: on back “Consulting parties” as defined under Section 106 of the National Historic Preservation Act who are interested in participating in the Lake Champlain Bridge replacementPhone: (518) project 388-0239 are invited • E-mail: to attend the public meeting and to submit a written request to become a consulting party to both NYSDOT and VTrans at include information about their experience and a statement explaining why they believe their participation would contribute to a consideration of the project’s effects on historic properties.
[email protected]. Interested parties should Lake Champlain Bridge Project - 2 - January 2010 Lake Champlain Bridge Project - 3 - January 2010
Lake Champlain Bridge Replacement Alternatives - Matrix Analysis
Conventional Bridge Types Signature Bridge Types Segmental Concrete Bridge Long-Span Steel Girder Bridge Steel Composite Cable-Stayed Bridge Concrete Extradosed Bridge Network Tied Arch Bridge Modified Network Tied Arch Bridge (Cast-In-Place or Precast)
Image
Bridge Description Combination of haunched (main span) and Precast, post-tensioned single cell segmental Conventional two tower cable-stayed bridge Similar to a cable-stayed bridge but using a The main channel span is a basket handle arch Similar to the Network Tied Arch, the main uniform depth (approaches) steel plate or twin box girder built in balanced cantilever; variable with a steel composite superstructure stiff, deep concrete superstructure and low with a network cable arrangement and channel span is a basket handle arch with a trapezoidal HPS steel box girders made depth for the main channel spans and constant comprised of steel edge girder with floorbeams towers. Superstructure framing is edge girder internally redundant box tie girders supporting a network cable arrangement and internally composite with a precast or cast-in-place depth for the approach spans. Pier segments framing supporting precast decks. Since deck with floorbeams supporting a precast concrete composite precast deck system. Hangers are redundant box tie girders supporting a conventionally reinforced HPC deck. All steel and variable depth segments may be cast-in- for the main span is not readily replaceable, a deck. Since deck for the main span is not stay cables for corrosion protection and composite precast deck system. Hangers are will be metalized for enhanced corrosion place. HPC used in both superstructure and 2" wearing surface must be replaced readily replaceable, a 2" wearing surface must replaceability. The approach spans are steel stay cables for corrosion protection and protection. The substructures are founded on substructure. The substructures are founded periodically. All steel will be HPS and metalized be replaced periodically. Substructures and plate girders. All steel is HPS and metalized for replaceability. The steel girder approach spans drilled shafts/caissons socketed into rock. on drilled shafts/caissons socketed into rock. for enhanced corrosion protection. pylons are supported on drilled shafts/caissons enhanced corrosion resistance. Substructures adjacent to the main span cantilever to meet Substructures and pylons are supported on socketed into rock. are founded on drilled shafts/caissons socketed the arch and provide a smoother transition. All drilled shafts/caissons socketed into rock. into rock. steel is HPS and metalized for enhanced corrosion resistance. Substructures are founded on drilled shafts/caissons socketed into rock. QUALITATIVE
Advantages Lowest initial cost; High degree of redundancy; Use of precast segmental construction results Visually pleasing; Efficient use of steel; Visually pleasing; Moderate degree of Visually pleasing; Enhanced redundancy & Visually pleasing; Enhanced redundancy & Deck replaceable; Lighter weight in a high degree of initial quality Moderate degree of redundancy & safety; redundancy & safety; Moderate weight safety; Efficient use of steel; Deck replaceable; safety; Efficient use of steel; Deck replaceable; superstructure resulting in reduced foundation Lighter weight superstructure resulting in superstructure; Balanced cantilever Light weight superstructure resulting in reduced Light weight superstructure resulting in reduced costs; Contractor familiarity; Construction reduced foundation costs; Balanced cantilever construction foundation costs; Float in construction for arch foundation costs; Float in construction for arch minimally impacted by cold weather construction erection erection
Disadvantages Less visually pleasing; Difficult to maintain Less visually pleasing; Heaviest superstructure High initial cost; Less efficient for span under High initial cost; Less efficient for span under Complex fabrication for arch span Complex fabrication for arch span navigational vertical clearance with deep requires largest foundations; Non-replaceable 600 ft; Non-replaceable deck; Maintenance 600 ft; Non-replaceable deck; Maintenance tapered section over main channel span deck; Maintenance costs (overlay costs (overlay replacement); Longer costs (overlay replacement); Longest replacement); Segmental erection impacted by construction time construction time cold weather; Heavy lifting equipment required; Difficult to maintain navigational vertical clearance with deep tapered section over main channel span
Aesthetics YOU DECIDE
Construction Lowest Moderate Higher Higher Moderate Moderate Costs
Construction Shortest Moderate Longer Longer Moderate Moderate Time
Environmental Minimal Minimal Minimal Minimal Minimal Minimal Impact QUANTITATIVE
Bridge Safety & Best Good Good Good Better Better Serviceability
Maintenance Costs Lower Moderate Higher Higher Lower Lower
HPC = High Performance Concrete HPS = High Performance Steel Lake Champlain Bridge Project Public Information Session Survey Form 1. Bridge features and design criteria Please check the three things that are most important to you related to the design of the new bridge. Add other criteria in the space provided if you wish, but please check no more than three.
Length of time to construct Construction cost
Visually pleasing Maintenance cost
Sidewalk Other:______
Bike accommodations Other:______
Attractive lighting Other:______
2. Bridge Concepts Below are six feasible new bridge concepts for the Lake Champlain crossing. Please listen to the presentation and read about them in the handout, then circle the word that best represents your feeling about each design (favorable, neutral or unfavorable).
Steel Girder Segmental Concrete Favorable Favorable
Neutral Neutral
Unfavorable Unfavorable
Cable-Stayed Concrete Extradosed Favorable Favorable
Neutral Neutral
Unfavorable Unfavorable
Network Tied Arch Modified Network Tied Arch Favorable Favorable
Neutral Neutral
Unfavorable Unfavorable
Survey continues on back 3. Please pick your top fivepreferred ways to commemorate the old bridge. Please check no more than 5 boxes.
Permanent local museum display? (Where?)
Oral and written memories by residents?
Interpretive roadside display near Crown Point or Chimney Point historic sites?
Development of “popular history” of the bridge to be distributed to local schools and libraries?
Development of permanent historic website?
Salvage and display pieces of the bridge?
Other ______
Other______
Other______
Additional Comments: ______
Thank you!!
New York State Federal Highway Vermont Agency of Department of Transportation Administration Transportation February 2010 Final Design Report PIN 1805.81
Website Updates
FITZGERALD & HALLIDAY, INC. 72 Cedar Street, Hartford, Connecticut 06106 Tel. (860) 247-7200 Fax (860) 247-7206
MEMORANDUM
PIN 1805.85 Lake Champlain To: Jim Boni Project: Bridge From: Jill Barrett Date: December 18, 2009
Subject: Report on Website Comments – August-September 2009
Fitzgerald & Halliday, Inc. (FHI) is submitting its first report of public comments to the project website covering the period of August 1, 2009 through September 30, 2009. Our intent is to provide a monthly report that will contain highlights and comment segments from that month as well as a cumulative tracking of overall comments by topic categories. A complete listing of all comments received and NYSDOT’s response to comments is kept on the project database in Project Wise.
Our approach to this report is to provide enough information so that the flavor of comments submitted to the website is captured and that there is some quantifying of the relative importance of topics. For example, far more people (27%) spoke about how much they depended on the bridge, even in the months before the bridge closed, than those (4% ) who offered an opinion about whether they wanted a new bridge or to rehabilitate the existing bridge.
Also, many comments touched on a variety of topics, e.g. safety concerns, do or don’t support a ferry and historic preservation. If a person covered multiple topics in one comment, each one of the topics was counted by topic area. As a result, this report will have many more individual comment segments than the actual number of people - a total of 26 people in the months of August and September – who submitted comments.
Here is what we learned from information received in August and September.
People recognized how important the bridge is to their daily life and were worried about losing it either due to construction or safety reasons. In hindsight these remarks were a foreshadowing about what was to come in October. The idea of replacing the bridge with a year round ferry crossing as a reasonable alternative received some of the strongest comments of disapproval. Concern about maintaining access was mentioned almost three times more frequently than preservation of the existing bridge. Cost and funding considerations was not on many people’s minds.
Planning Consultants 1
Looking forward to October’s report we have made modifications to the coding of comments to reflect the October 16th bridge closing. Understandably, the focus of comments has shifted dramatically to concerns about getting across the lake without the bridge and personal hardship that people are enduring. We have added a new topic category, “bridge closing,” with several sub topics in these areas: hardship, expedite process, solutions, government failure and solicitations. In future reports the ferry alternative topic will disappear from the graphics as bridge replacement is identified as the preferred alternative.
FHI is still working on getting the monthly reporting system on track for reporting in a timely manner. It took a while to get a feel for what’s needed for categories to characterize the comments; typically we like to read them for several weeks before establishing comment categories in the database. No one expected the bridge would close and the dramatic increase and shift in comments in the subject matter of the comments necessitated the database be revised.
It is our intent to circulate the monthly report to the project team so they are kept informed as to the flavor and trend of public comment. Please let us know if we can facilitate distribution within NYSDOT and VAOT.
Planning Consultants 2
FITZGERALD & HALLIDAY, INC. 72 Cedar Street, Hartford, Connecticut 06106 Tel. (860) 247-7200 Fax (860) 247-7206
MEMORANDUM
PIN 1805:85 Lake Champlain To: Jim Boni Project: Bridge From: Jill Barrett Date: December 18, 2009
Subject: Report on Website Comments – October 2009
Comments received in October can be divided in two parts – before October 16th and after the sudden closing of the Lake Champlain Bridge that day. People wrote in three times as much (77 comments) during October than the previous two months combined (26 comments). In the first part of October people were focused on the bridge building process, by mid month the focus was on survival and expressing anger and outrage. Many said the government had been negligent in maintaining the bridge; the bridge would not be closed if it had received the attention it needed. About two thirds (68%) of October’s comments were related to bridge closing.
Shortly after bridge closing, about one third of the comments (35%) were suggestions about how to get across the lake. The most common measures put forth were:
Build a pontoon (floating) or military bridge. This was suggested by several people as a simple solution that could be implemented in days. Some who suggested this expressed disdain with government officials for not rapidly advancing this temporary solution. As one writer said, “I am glad that DOT was not in charge of the effort to build bridges over German rivers in the 1940’s or we would all be speaking German.” The suggestion for building a floating bridge was also voiced at the public meetings in late October.
Let pedestrians and bicyclists cross the bridge. It should be safe enough for this type of light load. This comment was also echoed at the October public meetings as there was a lack of understanding that the bridge could collapse on its own weight.
Another third (34%) of the comments were tales of personal and economic hardship caused by the bridge closing. For example:
Several detailed the need to wake up at a very early hour just to get in line and wait for hours at the ferry so they could make it to work on time.
Employers and human resource managers wrote about employees that could no longer get to work and had to give up their jobs.
Planning Consultants 1 Local businesses cited a dramatic decline in customers.
Comment Types - October 2009
Cultural / Historic / Preservation Concerns Safety Concerns Travel and Access Needs 3% 3% 6% Other Cost Funding 1% Considerations 5%
Economic Impact 1%
Bicycle / Pedestrian Considerations 1%
Bridge - Build New 5%
Ferry Service - Opposed 4% Bridge Closed 68% Maintenance Concerns 3%
Concerns Expressed Related to Bridge Closing
Seeking Information 2% Expedite Process 8%
Government Failure Solutions 21% 35%
Hards hip 34%
Planning Consultants 2
By the end of October, NYSDOT recognized the increased public use of the website comment form was likely to continue and a detailed response by Project Manager Jim Boni to each email as had occurred before bridge closing would not be possible. Initially, NYSDOT planned to have HNTB draft responses for Jim Boni’s review and signature. However, this strategy did not materialize as demands on the HNTB team for further investigation of the bridge piers and preparing a report on the investigation, planning for a temporary ferry at the bridge site and developing design concepts for a new bridge, left HNTB with no time to assist with this task. Response to comments was then taken over by Geoff Wood.
Planning Consultants 3 Comment Segments Sorted by Type - October 2009
Area of Concern: Travel and Access Needs Comment Segment: Source:
The purpose of my e-mail is to convey to you how imperitive it is the bridge remain in it's Joseph Bodette current location. In addition to the businesses on both sides of the lake, there are commuters, Crown Point NY emergency services, and farmers, all who would be greatly inconvenienced if not financially harmed by relocation of the bridge. If rebuilt - we need a time frame. How long will it be closed? Rollin Carr Moriah NY The reasons being that many people I know use the bridge for commuting purposes, Teresa Flynn transportation to and from the State of Vermont and for tourism reasons. This route provides for some of NY & Vermonts scenic area's in addition to the many Historical Forts in the area. I travel it every day to go to work in essex junction vt Anna Mayhood
I want(and need) there to be a bridge between Addison county VT and Ny. Brian Sanders -We need this bridge as it a major connector between Vt and NY and since there is no interstate in Addison county it's part of the route to get to the Northway.
Area of Concern: Safety Concerns Comment Segment: Source:
Observations and Comments Pierre & Janice Barre Minniapolis bridge collasped after only 40 years Vergennes VT Crown Point Champlain bridge is approx. 80 years old Gussett plates, girders etc. extensively rusted. Bridge is too narrow for present day traffic Load bearing capacity is probably not adequate for present day traffic Concrete abutments are crumbling and the mixture probably is not resistant to element deteriation Close it to trucks and farmers only. Rollin Carr Moriah NY
Area of Concern: Cultural/Historic/Preservation Concerns Comment Segment: Source:
This route provides for some of NY & Vermonts scenic area's in addition to the many Teresa Flynn Historical Forts in the area.
Friday, December 18, 2009 Page 1 of 13 Comment Segments Sorted by Type - October 2009
Being that the bridge is close to Crown Point Historic Site I think that any changes should not Brian Sanders be a significant departure from the original character of the bridge.(it should look like the same bridge from a distance, newer materials or construction techniques that look like the old bridge would be okay)
Area of Concern: Cost/Funding Considerations Comment Segment: Source:
You owe it to yourselves and the taxpayers to effectively use stimulus money. Pierre & Janice Barre Vergennes VT Replacing present bridge on same site. This, of course would require a temporary bridge Dick Catlin during construction. Pretty costly. Addison VT If my numbers are correct, it cost $9.50 to cross the lake on the ferry between grand isle and Brian Sanders Cumberland head. I read shommewhere there are 3,000 cars that use the bridge daily. Thats $28,500 in potential revenue a day. Times 365 days is $10,402,500. Lets assume that you gave bridge users a break and charged 1/2 that toll. You could pay for the project in 10 years if the project costs were indeed $50,100,000!! Not that I want a toll bridge over a free one but if funding can't be secured then someone needs to look at this. A toll bridge is better than no bridge or a ferry that isn't open 24x7 and uses how many gallons of diesel a year to operate... For that matter why isn't a toll bridge between the Burlington VT area and Plattsburgh NY area on anyone's list of items needing to get done?
Area of Concern: Economic Impact Comment Segment: Source:
I own a small restaurant in Crown Point which relies heavily on a customer base which travels Joseph Bodette over the current Lake Champlain Bridge. We conducted a survey of our customers over a 10 Crown Point NY day period from September 28 through October 7. We asked our customers 1 simple question: "Did you cross the Lake Champlain Bridge to get here today?" The percentage of those who responded "yes" ranged from a low of 18% to a High of 50%. The average of all who responded "yes" was 37%. Needless to say, if a new bridge were located in an area that were to divert that amount of customers from easy access to our restaurant, We would suffer greatly and most likely would not survive the financial impact.
In addition to the businesses on both sides of the lake, there are commuters, emergency services, and farmers, all who would be greatly inconvenienced if not financially harmed by relocation of the bridge.
Friday, December 18, 2009 Page 2 of 13 Comment Segments Sorted by Type - October 2009
Area of Concern: Bicycle/Pedestrian Considerations Comment Segment: Source:
If the bridge were to be rebuilt as is with minor changes it should have a bicycle and or Brian Sanders pedestrian accommodation. So it would not be a true as is rebuild but a wider version. So if the bridge currently has a Roadway width: of 26.1 feet that would increase to 30.1 feet with four feet used as sidewalk/Bike path.
Area of Concern: Bridge - Build New Comment Segment: Source:
Suggetions Pierre & Janice Barre - A cable stay bridge similar to the "Stonecutters" bridge in Hong Cong: It uses precast Vergennes VT concrete girders, no piers in the water and has a tuned mast for wind compensation. I think that your team could have done a better job getting straight to the issues of just how Douglas Brooks bad the bridge is, with the financial scenarios (long term and short term) of different options. I Vergennes VT also think that your efforts to share the "process" with people just fueled their frustration with how long this is projected to take. If I were you, I would develop five or six different scenarios (replace bridge on site, new site, fix bridge, leave old bridge with new bridge, etc.) and work up renderings and cost analyses and then present those options to the public. A room of 100 people is going to yield easily twenty different opinions, which is going to drag out the "process" and just lead to more frustration. As much as I'd like to see the old bridge saved, if you showed me in numbers how hopeless it was from an engineering standpoint and showed what a short life it would have and at what cost, I think I could give it up pretty easily. This process, while buying into modern notions of inclusiveness, etc. also just encourages lots of armchair engineers. And as I have seen locally from the VELCO "process" the public gets brought in and believes that they really are part of the planning then feels especially shafted when it doesn't turn out the way they expected. You guys are the experts, and you should be able to develop five or six scenarios with cost and lifetime projections, and then bring the public in and educate them. I have no doubt that your engineers and other consultants already have in their minds what the most rational solution is. I would strongly suggest that you develop that and begin to try and sell it to the public.
Friday, December 18, 2009 Page 3 of 13 Comment Segments Sorted by Type - October 2009
To us it appears that the only feasible solution is a new bridge and that the major study Dick Catlin should focus on its' location. Addison VT
New bridge just north of present one. If the western exit takes out Fort Frederick or even part of it, it is doubtful you could get it through the approvals. The eastern ramp would also be difficult, given the narrowness of the land mass there.
New bridge just south of present one. This would effect Chimney Point and again probably have difficult historical and environmental approvals. If the new location were far enough south to miss Chimney Point and could enter NY just north or maybe even just south of the Champlain Lighthouse, maybe that could get through approvals.
COULD A NEW BRIDGE WITH ALL NEW CONCRETE ABUTMENTS BE CONSTRUCTED IMMEDIATELY ADJACENT TO AND NORTH OF THE PRESENT BRIDGE WITH, IF NECESSARY, CURVED OR ANGLED EXIT/ENTRANCE RAMPS THAT WOULD EVENTUALLY END UP ABOUT WHERE THE PRESENT ONES ARE. WOULD THIS ALLOW THE PRESENT BRIDGE TO ERVE AS PARTIAL "STAGING" FOR THE NEW CONSTRUCTION. THERE LOOKS LIKE ENOUGH REAL ESTATE TO HAVE A NEW RAMP ON THE VT SIDE AND EVEN ON THE NY SIDE AND STILL MISS FT FREDERICK. I have attached pictures of the Penobscot Narrows bridge and Observatory in Maine. This Roger J. Nolfe bridge mirrors the situation at Crown Point in that there is a fort (Fort Knox) on one side of the Ticonderoga NY span, it is toll free and one lane in each direction and approximately the same length. With an observatory in one of the towers, just like the Maine bridge, the new structure would be a tourist attraction as well as a transportation link.
Area of Concern: Ferry Service - Opposed Comment Segment: Source:
I know a ferry has to be considered during the process. But to sum it all up, why even Tom Baker consider inconveniencing up to 5000 vehicles a day, versus on the high side maybe 5000 boats in a year? Or 1,825,000 vehicles versus 5000 boats in a years time. Does not make any sense at all. Ferry: Given freeze ups and the capacity needs, just doesn't sound feasible. Dick Catlin Addison VT I'm opposed to the "Implementation of a ferry system." although I would be in favor of that as Brian Sanders a temporary solution during bridge construction.
Friday, December 18, 2009 Page 4 of 13 Comment Segments Sorted by Type - October 2009
Area of Concern: Maintenance Concerns Comment Segment: Source:
New Considerations Pierre & Janice Barre Maintenance Vergennes VT Corrosion free construction Modern electronic sensor feedback system to monitor bridge health Capacity for traffic and loading Why did they let it get this bad? Rollin Carr Moriah NY
Area of Concern: Bridge Closed Comment Segment: Source:
Government Failure OK, all of us saw this coming - all you had to do was look at this bridge to aprreciate not only Rolly Allen it's beauty but importance and condition. Hague NY So how do we reestablish a connection with VT? Government exists to solve the problems we cannot solve as individuals - if it fails to anticipate problems or once they are apparent to solve them - why, pray tell, do we need the cost or complexity of government at all? Has anyone looked critically at the small towns of the eastern part of the Adirondack Park? How many vacant storefronts do we need to have? This is an unbelievable thing to have happened in the Empire State - absolutely unbelievable - but as I said at the outset - we all saw it coming - didn't we. It is not fulfilling to learn that we are very early in the project process - I am glad that DOT was Rolly Allen not in charge of the effort to build bridges over German rivers in the 1940s or we would all be Hague NY speaking German. thank you for your computer generated response this only solidifies what i have been William and Karen saying no human being in government cares about upstate ny pr the people that live here Buell please resign and get someone else to do your job Thank you The bridge, as you know, was closed this last Friday (10/16/2009) at 1:30 in the afternoon Brad DuRoss creating many hardships for people who work on both sides of the lake, businesses, and farmers. The way it was closed was totally inappropriate, that is, with no warning and with no alternative plan. At this point, I am disgusted with the DOT and feel that they are quite irresponsible. I know that safety is the concern as it should be, but I have a feeling it's the excuse just to close it. Last March and April inspectors were at the bridge, by June one lane was open, and now totally closed. Why didn't the inspectors give the people some warning? Why wasn't appropriate action taken then to repair it? More importantly when will it be re- opened?
Friday, December 18, 2009 Page 5 of 13 Comment Segments Sorted by Type - October 2009
While no one wants a catastrophe to occur, what in hell have they been doing about fixing the Karen & Todd problems with the Bridge up until now and what do they plan to do in the future? Hennessy Crown Point NY How can you do this? You are cutting off the livelihood of people from two states. This clearly Fred & June Jaquish drives home what Albany and NYC think of the north country. Addison VT NYSDOT you have caused this emergency by your neglect of our bridge maintenance. You Fred & June Jaquish dont appreciate how you have affected our lives. The loss of our bridge is like building the Addison VT Berlin Wall between NYS and Vermont! In response to the closing of lake champlain bridge I and many other people are outraged. Scott Larmore How can you suddenly come up with the information that warranted closing It immediately.I could see closing it for heavy truck traffic but not commuter traffic.I have been crossing the bridge daily for over 23 years. I was very disappointed with the work that was done this summer, closing 1 lane for no reason costing greatly in environmental and human productivity. I could not see the rational in forcing a full line of concentrated vehicle weight for no reason (that is probably what weakened it)long before that inadequate bridge crew actually showed up and started to do anything.I would like to Know how much money was wasted between the surveys and studies done and the bandaid crew that was hired to supposedly repair It to last past 2013. In this day and age with technology as it is we should be able to assemble a quality crew and fix or replace the bridge in a relatively short time. Firstly whom was responsible for the degradation of the bridge(there must be a law broken Robert Markle somewhere). I went to the meeting in Addison,Vt. and they blamed it all on road salt. Bullshit, Port Henry NY it's neglect. That poor thing hasn't even had a coat of paint in 20 yrs. Where'd the money go. And who will compensate the citizen for all our loses? I am aware that your team took over this project and are saddled with bad decisions Robert Mauro (improper rust abatement and painting when NYS took this bridge's maintenance over) and a serious nightmare in resolving this. So please excuse my venting - at least in the respect that it is not directed at you personally. A project with a budget amount already determined even though no one has decided what is going to be done? C'mon, that too is something that seems a bit odd to have on the site. By reading through the documents, any person with an attention span longer than 5 seconds should immediately come to this conclusion: "They have not decided what they are going to do... replace the bridge, fix it, or tear it down and install a ferry... but yet they know how much it is going to cost: $50,100,000" - "Yup, that's right. We have no idea what we will do, and even if it ends up being replacing the bridge, we dont know where we will do that... but whatever we choose, it will cost $50 Million" Yes, I understand the need to try to establish budgets and secure funding and so on, but seriously, a bit better wording or more information so that other people, who dont understand such, dont jump to that conclusion may make these efforts look a little more intelligent. The appearance of idiocy simply because people dont know enough can simply be avoided by tackling those issues. With that in mind, I am hoping those involved make intelligent decisions to help avoid the further economic depression of the upstate area by ensuring a safe, usable and existent bridge for the present and future of the area. NYSDOT should find out why the piers were not inspected back before the bridge work was Walter Rushby started in July 09. There needs to be an accounting of the neglience involved and disipline Port Henry NY handed out!
Friday, December 18, 2009 Page 6 of 13 Comment Segments Sorted by Type - October 2009
Hardship Several members of our corporation use the Champlain Bridge on a daily business to access Sherie Alden Burlington, Vt from Brant Lake, NY. The detour is unacceptable!! You must do more for the 3600 vehicles that use this bridge on a daily basis. How about getting more car ferries in place right now. Get an ice breaker ready to go to keep Ticonderoga ferry open. At at time when upstate businesses are struggling to keep their doors open due to the economic downturn, New York State and especially the Department of Transportation must do all that it can to help keep the doors to upstate New York and Vermont businesses open. Help us out here please!!! The closure of the bridge will more than likely end up costing me and my wife our jobs, home Mark Alford and vehicle. Thanks for the inactivity and not maintaining the bridge. I call for you to resign. Port Henry NY Your department can expect many lawsuits and you will be held responsible. If you do not resign, I hope you are terminated and feel the hardship that hundreds of others are feeling. Everyday that the bridge is closed is a hardship that you and your department will not understand. The thing we can't do is further strangle the economic vitality of Vermont and the Adirondasck Rolly Allen Park by removing a very important connection Hague NY This is just a quick update to let you know just a few of the issues/problems/life changes that Cindy Bodette have occured with the closure of the Champlain Bridge. We at Frenchman's Restaurant have Crown Point NY lost a cook as she would have to commute late at night all the way to whitehall and is not willing to do that. We cannot blame her. The ferry in Ticonderoga does not run late enough for her to have that as an option. Our suppliers from Vermont will be required to change all of their routes. Our egg supplier is unclear if he will be able to deliver. Our daughter is employed in Middlebury and will be unable to afford the $50.00 per week for the ferry, or if it will run late enough into the season. And if there is still no bridge will be out of a job as they cannot afford to live in Vermont. Her husband is employed in Vergennes and works until midnight three nights per week. The ferries do not run that late, he is driving tonight after midnight to Whitehall, NY and then back to Crown Point. I pray he does not fall asleep at the wheel. He needs his job! Our restaurant surveyed before the bridge meeting and 40% of our business comes from Vermont. Hence we will generate 40% less income. How can one survive on 40% less revenue? I understand that plans are being made for a ferry service to run 24 hr/7day just south of the Joseph Bodette Champlain Bridge. That is good news. However, we are hearing from several sources that Crown Point NY the Ticonderoga ferry will be closing Mid-November and the new ferry service will not be up and running before the first part of December. Is this the case and if so what are the expectations/suggestions for the thousands of commuters already suffering a great hardship?
Friday, December 18, 2009 Page 7 of 13 Comment Segments Sorted by Type - October 2009
I write to you this evening exhausted and tired I work at Ibm in essex junction vermont and William and Karen live in crown point ny not because i want too but because in the very restictive region I live Buell in this is the closest place i can work and make a good living I have never asked my goverenment for anything I have paid my taxes and worked hard everyday I have been able i am not a person who wants the goverment to take care of me What I want is someone to do thier job and if that means fix A BRIDGE BEFORE IT CLOSES THAN FIX IT . How can this happen the bridge is falling apart and has been for years and now you guys have the nerve to say we averted a disaster here by closing it give me a break this is a disaster 4000 people everydaY ARE AFFECTED BY THIS PEOPLE ARE LOSING THEIR JOBS AND LIVES ARE BEING PUT AT RISK everyday this bridge is closed .where were you guys 10 years ago where were are elected officials our DOT if this bridge connected albany to the rest of the world I am sure it would have been fixed a long time ago. I live in Crown Point NY and work in Vergennes VT. I have a family. I will be driving to Donna Clarke Shoreham to take the ferry tonight. The Fort Ti Ferry does not open until 8am. I am suppose to be at work at 8:00 am. Not the mention it is $14 round trip plus about 35 extra miles. This Ferry is planning to close October 31st.The Charlotte Ferry is about 50 more miles a day and $18 a round trip. I am not able to car pool because of family obligations. To say to someone, "Just take the ferry" or " Go to Whitehall, take route 4 to Vermont" or Brad DuRoss "Take the Rouses Point Bridge" is both foolish and absurd. I took the ferry this morning, instead of the normal 1.5 hours it takes me to get to work, it took me 2.5 and the ferry fare was $25 for me and my wife alone. If you do the math that can add up to quite a sum of money. Don't even mention buy a book of coupons, although it is cheaper it is still a huge sum of money. If I go either the Whitehall Route or the Rouses Point Bridge it will take my wife and myself 4 Hours each way to get to work and then go back home. Also don't mention we and other people should get a room or a place to stay for the work week because that's about $1000 per month. Cash I and most people don't have. Our DOT, by closing the bridge and not taking appropriate action ( warning people of eventual closure and a more appropriate alternative plan) when it should have, is going to create job loses ( people will have to quit because they can't get to work or will be just fired). Farmers will lose crops on both sides of the lake where they can't get to them, and businesses will lose such as restaurants and factories ( for example, B.F. Goodrich in Vergennes, Vt.) First of all, you ought to be ashamed of yourselves, all of you.You know that that portion of Betsy Guptill NY is economically depressed and that this bridge closing will only add to their hard times. Not only are you adding to their expenses, eg gas, daycare, vehicle maintenance, you are adding to their stress. You are contributing to loss of revenue in NY also. We live 17 miles from the bridge and we often go to the Ticonderoga Walmart and utilize NY's local eateries. Multiply our family by the hundreds. For many of us, the buses and shuttles don't work. Our options will be Karen & Todd the 100 mile drive around Whitehall back to Middlebury or the forty Hennessy minute drive (with good roads) to Essex, twenty minutes on the ferry and Crown Point NY then forty-five minutes back down to Middlebury. The road to Whitehall includes Dresden Hill. I wonder how many of the people now in charge of our destiny have even driven that road or for that matter, taken the buses or waited for a ferry? Even waiting for a New Ferry at Crown Point will be so nice when it is -25 degrees in January and February.
Friday, December 18, 2009 Page 8 of 13 Comment Segments Sorted by Type - October 2009
My husband works in Middlebury, VT, normally a 30 minute drive each way from Crown Point, Karen & Todd NY, as a delivery driver for a lumber yard with deliveries in both Vermont and New York. He Hennessy normally starts work at 6am, leaving Crown Point shortly after 5am and is done at 4:30 pm Crown Point NY each day. The Ferry at Ticonderoga (which by the way is a small, family-run business not associated with the larger ferries on the upper portion of the Lake) starts running at 6am. He still has to leave by 5am to travel 15 miles to the Ferry landing just to try and be in the first 14- 18 vehicles in line (capacity of the ferry) and then still has a 25 minute drive from the ferry to his place of employment. Hard to start work on time when you are traveling. Coming home at night is a different story as he has a 45 minute to 1 hour wait once he has traveled 25 minute back to the Ferry crossing before he can even board the Ferry to travel home. Oh and it is costing us $50 per week / $200 per month, and a loss of work time (reduction in paycheck) as well as the extra miles traveled to get to and from the Ferry. And once winter sets in and the Lake freezes, the Ti Ferry can't run! I run a small Bed & Breakfast here in Crown Point and we rely on the Bridge for our guests to travel back and forth between NY and Vermont for day trips, visits to historic sites and museum, for dining and quite simply, just to get to us. Our area of NY and VT work very close with each other in order to survive. The closure of the Bridge is devastating in this aspect as well. I am sure most of the politicians and decision-making officials have never even been to our region of the state or know what is going on up here. Another reason for the bridge is to do day-to-day shopping - groceries and other goods - which we can't get in our own area. I travel to Vermont for groceries at least once a week, more when we are busy as we do not have any large grocery stores (WalMart can only carry so much and for preparing breakfast for my B&B quests, I need quality foods!). Vermont travels to NY for WalMart and other big stores that they don't have in their area. It is how we support each other while trying to shop and not spend money on gas to travel to the more populous regions of the states. Even the environment is now affected by all of the additional driving and running of the ferries! What does all of this mean? To sum it all up - please pay attention to us! Help us get through this! We are all just trying to survive - the workers, the farmers with animals and crops on both sides of the Lake, the small businesses that are dying, and the everyday people who live here. Help! And yes, add us to your list to receive updates! How can you do this? You are cutting off the livelihood of people from two states. Fred & June Jaquish Addison VT I surely hope that something will be done to remedy this problem. All my relatives live in the Mary Marcotte Port Henry, NY area . They work in Vermont and go to FAHC for medical issues. What a hardship this is for anyone who depends on this crossing. People cannot afford a ferry or the drive north or south of this area to cross the lake. Hundreds can't afford to travel such great distances for employment, businesses will fail, and Robert Markle those who have no choice spend a half a day traveling to earn 1 days pay minus the cost of Port Henry NY traveling.
It's a fine mess you've gotten us into and now you want the fed's to bail you out.....that's rich.
Friday, December 18, 2009 Page 9 of 13 Comment Segments Sorted by Type - October 2009
Currently, for this coming year, (assuming the lack of a usable bridge), the mismanagement Robert Mauro of repairs and maintenance on this bridge will be costing local businesses $30,000 from the one business I am involved in up there based on our *previous* work schedule. Based on our tentative schedule for the upcoming year, the actual loss of income to local businesses from our production would be closer to $200,000. I am sure there are tons of other income sources for these local businesses that will also "dry up" with the lack of a bridge at this location - not to mention people in both states who may lose their jobs due to lack of an affordable method of crossing from state to state to get to work. The frustration level is pretty high for everyone, I know. I just don't want to go back to a long Don Peterson commute, it's exhausting. NYSDOT you have caused this emergency by your neglect of our bridge maintenance. You Walter Rushby dont appreciate how you have affected our lives. The loss of our bridge is like building the Port Henry NY Berlin Wall between NYS and Vermont! There will be no economy to worry about recovering for some of the people forced to spend Carole St. Pierre 500+ extra dollars per month for transportation (ferry costs/additional gasoline/vehicle wear Crown Point NY and tear)to their jobs! Expedite Process so i am not asking I am demanding fix this bridge now work on it 24/7 until it is repaired William and Karen spend some of my tax money and make me believe that someone has a clue and cares Buell about the upstate ny region . do something that surprises me for once and actually move quickly to resolve this I am waiting and driving 6 hrs a day to get to my job . I urge you to get on the backs of the DOT to repair the bridge as quickly as possible and to Brad DuRoss give a time table when we can travel it. I feel that 2-3 months is much too long. Secondly, you and I both know that this replacement/repair situation can be speeded up. Betsy Guptill There is no need to wait until 2013. If you have to cough up extra money, do it. People are going to lose their jobs over this and you will be helping them. Use that money and get the bridge project going. I hope you have received many protests about the bridge closure. I looked at the bridge Tom Lyczko website's projected completion date -- 2013. Public safety notwithstanding, this is really quite an inappropriately long timeframe!! -- 3 years!?!?!?!?!???? Particularly when people must use this bridge to travel to and from work on either side of the lake. Solutions Could we, for the time being, establish a floating temporary span somewhere relatively Rolly Allen economically? It's been happening since the revolutionary war. The technology exists and Hague NY probably the government that manages our military resources has the capability to do that quickly.
Could we preserve the Champlain bridge sufficiently to make it available for one lane of non- commercial traffic and build a modern bridge for traffic somewhere between Chimney Point and Fort Ticonderoga - the answer is probably - we could even go back to a toll mechanism to help pay for it - it worked for the Champlain Bridge at Crown Point - and the most logical spot is where the Ti Ferry is now.
Friday, December 18, 2009 Page 10 of 13 Comment Segments Sorted by Type - October 2009
Is anyone listening and paying attention to the cost savings and priliminary work that has Pierre & Janice Barre already been done and paid for in the Vergennes VT construction of the Penobscol Narrow Bridge In Maine. Please look into it and save time and money for the taxpayers. I was in the Marine Corps and was a combat engineer, and we built temporary bridges. They Garry Bennett were constructed within days and a steady flow of truck traffic was accommadated safely. Our Whitehall NY men and women of the US Armed Forces face these issues everyday in various countries. Why not consider one of these temporary bridges to solve the traffic issue at the Crown Point bridge. It's as simple as deploying a bridge construction crew of our military and the materials and let them get to work. An emergency closure of a bridge affecting such a wide area demands an emergency detour. Derek Brim Nothing should be off the table. In WWII, the army core used pontoon bridges. I’m thinking that a 21st century style pontoon bridge using 21st century technology could produce such a structure. How about setting up an emergency ferry service until a bridge is either built or the current bridge is repaired. One may even be able to set up an ice ferry in the winter. I’m sure some of these ideas have already been put forth. I am sure such a closure could result in an economic impact of hundreds of millions of dollars for both states over the long haul. I’m sure some people can’t miss even a day of work. Here, in WNY, we have four bridges to cross the border, lessening a possible economic impact in the event of a bridge closure. I see from maps the people of Eastern New York and Vermont aren’t nearly so lucky. Way don't they put a temporary ARMY/SeaBees type floating bridge next to the closed bridge Gary Hallenbeck and make two small ramps leading onto and off of the ARMY type floating bridge till the old one can be fixed or a new one built. I am a Crown Pointer who has heard all the disasterous stories of the folks who commute Laurie Harvey both ways over the bridge. One of the big complaints has been that they can't wait 1-1/2 to 2 Crown Point NY hours in the ferry lines. In addition to the extra driving time, they cannot go that long without the availablity of a rest room. It becomes necessary for them to drive the 100 miles to Whitehall and up and may even have to pull over on the side of the road for relief. Is it possible to line the routes where the lines to the ferry build up with Port-a-Potties at spaced intervals? I am a daily commuter that works at Porter Hospital in VT and lives in Crown Point, NY. I am Chris LaPointe concerned with what I am hearing about the rumored temporary bridge. One of your Crown Point NY colleagues (John Zicconi at the VT DOT) indicated that a temporary bridge was out of the question due to the fact that Lake Champlain is an international waterway. Let me ask... when is the last time any international company, group, organization, or business used it as such? Gone are the days of barges going up and down the lake. It is mostly left to private boats/recreation and the occasional historical vessel. And... what about the fact that winter is coming and the lake will be frozen to any international traffic? Please do not make excuses for the lack of planning... please do not assume that we are idiots. If a floating bridge is out of the question then simply state the fact without making ridiculous excuses...There certainly aren't 3500 international waterway users floating about every day.
Friday, December 18, 2009 Page 11 of 13 Comment Segments Sorted by Type - October 2009
I would think that this project would definitely qualify for economic stimulus and know that with Scott Larmore times the way they are, there are a lot of people looking for work.Just looking at the equipment the repair crew has scares me, some old rickety barge with a backhoe on it, I drove by a large crane parked over near the monument for months and months not doing anything. Come on lets show some great American ingenuity and get the job done right.I feel that since no notice was given and gross negligence A ferry should be set up or some other means supplied to the commuters on both sides of the lake at no cost. It's apparent from the website that neither NY nor VT is doing much to improve the already Tom Lyczko mediocre (aka mostly closed in winter) ferry services nearer the bridge. Maybe they can't, since these are private businesses that will likely INCREASE ferry rates again while the CP bridge is closed. However, The least that NY/VT could do is require/mandate that the ferry companies freeze their rates while the CP bridge is closed, since they will now have an increased usage volume. If the ferry companies increase their rates while the bridge is closed, it's like Wall Street profiting at the expense of Main Street. And please do your best to create some kind of alternative could be found to allow even very reduced traffic usage, even if it is less than what was done during the summer, say 2-5 cars at a time??, absolutely nothing larger than a car (use a specific definition of what is allowed), absolutely no semis, no gigantic tourist buses/trailers?? A ferry that is not free and does not run 24/7 would not be an option for our team. I see Robert Mauro neither aspect likely for the ferry solution (I suspect it would be neither free, nor run 24/7). I suspect the same can be said for numerous others who use the bridge each day. I am a citizen in the town of Addison interested in a solution to this problem because it affects Faro Mehr many jobs, businesses, access to hospitals, and emergency care. Existing ferry systems can not keep up with this new demand now, and winter weather will soon shut them down. We have a solution which is very cost effective, yields to a speedy retrofit and we can make Faro Mehr the structure stronger than day one and corrosion proof it. I tried yesterday to contact NYDOT, but have not heard back from them. I have attached some similar structures we have addressed in New Jersey and also working on projects in MassDOT and RIDOT with similar issues. We have many more cases than these. I admit I oversimplify the process, yet I can't help wonder if anyone has contacted the Roger J. Nolfe companies that designed and built the Penobscot Narrows Bridge as a preliminary step to a Ticonderoga NY possible replacement option. Certainly, contacting them and explaining the situation here could not hurt and might help to gain valuable insight as to how some of their obstacles were overcome. Without doing that, you really can't say for certain if the complicated design really would be all that hard to modify. Who knows, the price tag for a similar design today could even be far less than the $85 M Maine paid. My point is, without making the calls and doing the research and investigation you will not have the answers. Please don't make assumptions that the Maine bridge is too this, or too that, or whatever. A similar bridge would breathe new life into our region not only as a thing of beauty, but as a valuable tourist attraction as well and the economic benefits of such an attraction could go a long way towards defraying the cost of the bridge itself. I know there are probably bridge designs that would do the job and be less costly, but let's not forget that his bridge is not in the middle of a metropolitan area where a non-descript bridge really doesn't matter. We are talking about an area of great beauty and that bridge will stand out and make a statement. I hope that statement says 'WOW', not Ho-Hum or even worse.
Friday, December 18, 2009 Page 12 of 13 Comment Segments Sorted by Type - October 2009
The Penobscot Narrows Bridge in Maine replaced a failing bridge. That new bridge, with an Roger J. Nolfe historic fort (Fort Knox) on one side is a single lane with no toll and the span is virtually Ticonderoga NY identical to the Champlain Bridge. It also has an observatory in one of the two towers. With the engineering work virtually done already, it is time to seriously examine this bridge as a perfect replacement for the Champlain Bridge. Maine was able to go from concept to design, permitting, engineering, building, and opening to traffic in only 42 months. Take away the concept, design, permitting and engineering time and we could have a new bridge in less than 24 months. NY and Vermont do not need to reinvent the wheel. We need a new bridge and the Penobscot Narrows Bridge fits the bill. I would like to see Vertical Clearance on Bridge increased to 16 feet to prevent damage from Brian Sanders occurring from trucks that are taller than they should be. I believe there was such a crash back in 2002. This costs every tax payer when this type of event happens. Why weren't stimulus funds used for this project? The bi-state bridge project to rehab/replace Carole St. Pierre is a major core highway project that does not fit the federal criteria for economic recovery Crown Point NY funds. Emergency funds to repair and re-open the existing bridge will be made available by the state. There was already one accident on the road this morning to the Essex ferry - truck rollover of Carole St. Pierre vehicle in hurry to get in the LONG line for the ferry crossing. Ferry's hold limited number of Crown Point NY vehicles and while some businesses are making arrangements for shuttle boats, buses - that is only a temporary solution until the ice freezes. I am very concerned that public meetings (when?) could get very ugly. Seeking Information I am e-mailing because of the news today that the Champlain Bridge Has been closed Joseph Bodette indefinately. If you recall from my last e-mail, over a third of our business travels over the Crown Point NY bridge. It is imperative we know as soon as possible what the situation is and what is to be done to resume the traffic flow and when. Please respond as soon as possible. Could commuters walk across the bridge and take a bus to their jobs? Jerry Charboneau Bridport VT I understand charges are not being made on the ferries for people working in either state. John T. Ockrin What about people needing to go to Burlington hospital? What about those who are handicapped and elderly?
Friday, December 18, 2009 Page 13 of 13
FITZGERALD & HALLIDAY, INC. 72 Cedar Street, Hartford, Connecticut 06106 Tel. (860) 247-7200 Fax (860) 247-7206
MEMORANDUM
PIN 1805:85 Lake Champlain To: Jim Boni Project: Bridge From: Jill Barrett Date: January 8, 2010
Subject: Report on website comments - November, 2009
Comments received in November grew substantially from the previous month. The primary concern expressed was the closing of the Lake Champlain Bridge. People spoke about the hardship and cost of their long commute (25%), frustration with government (15%) and offered solutions for crossing the lake or building a new bridge (20%). But the number of people offering solutions in November was far less than in October (35%). Perhaps information that a floating bridge would not work was becoming more widespread.
Interestingly, the number of individuals who wrote comments to the website was about the same in October and November, 48 and 52 respectively. Yet the overall number of comments submitted climbed dramatically – an additional 53 comments. This change was a result of frequent communications from the same individuals. In fact, one person wrote 41 comments in November.
Commentors and Comments Received
140
120
100
Number 80 Commentors Comments
60
40
20
0 Aug-09 Sep-09 Oct-09 Nov-09 Month
Planning Consultants 1 While each individual comment and response by NYSDOT is recorded into the project database, repetitive messages to the project website were consolidated during data analysis. The purpose of these monthly reports is to summarize and offer perspective on what the majority of people have said rather than skew the report by the volume of repetitive comments by a few.
In November trends and developments of note were:
People were beginning to view the website as a place to go to get answers to their questions. For example, only 2% sought information in October but one month later 25% of the people who wrote in about bridge closing used the website to ask questions. Typically people asked about the status of the Ticonderoga ferry – would it close November 15th? After that date passed and the ferry remained open, people asked, will it close after Thanksgiving?
Contractors used the website to ask for information on how to be hired for the bridge project.
The number of people writing in to support bicycle and pedestrian facilities on the new bridge rose tenfold - from 1% in October to 11% in November.
Historical concerns were an issue from two opposite viewpoints. Some wanted to preserve items from the existing bridge and advocated for a new bridge design that would be sensitive to historic resources and capture the feeling of the old bridge. Others viewed historic preservationists as a barrier to getting a new bridge built expeditiously.
The website was also the recipient of several email conversations among people, even on a national level, who are knowledgeable about historic bridges. A few believed the HNTB bridge assessment that recommended demolition was flawed.
Commentary on historic issues increased from 3% in October to 16% in November.
As comments to the website continued to climb, an average of four a day, seven days a week, Geoff Wood’s skill and commitment to respond to the public emerged. Geoff replied promptly, often within minutes, especially on nights and weekends. His words were polite, empathetic and sometimes gently humorous. Geoff directly and honestly answered questions submitted to the website and frequently provided detailed information. Many people wrote back to say they appreciated the quality of the reply they received.
Responding to website comments became a communication tool for NYSDOT to have direct contact with people in extreme distress as a result of the bridge closure. People used the website to have a voice and plea for immediate action. Many were angry and desperate and wrote with sarcasm. But as November wore on, some of the comments became two-way conversations. The exchange of information in emails was helpful as rumors were quelled, misconceptions cleared up and the underlying message that many agencies were working on overdrive on both short term and long term solutions was getting out.
Planning Consultants 2
Comment Types - November 2009
Travel and Access Needs 2%
Cultural / Historic / Preservation Concerns 16%
Bicycle / Pedestrian Considerations 11%
Bridge Closed 71%
Concerns Expressed Related to Bridge Closing - November 2009
Solicitations Expedite Process 5% 10%
Government Failure 15%
Seeking Information 25% Hards hip 25%
Solutions 20%
Planning Consultants 3 Comment Segments Sorted by Type - November 2009
Area of Concern: Cultural/Historic/Preservation Concerns Comment Segment: Source:
Can we make sure the plaque at the center of the bridge is removed and stored in a safe Bradley Clark place as soon as possible? Addison VT With proper care, this bridge could last many years serving the people of NY and VT. The Eric Delony bridge reflects the sweep of Lake Champlain, the natural and historic parks on both shores, the grace and strength of a great work of engineering art. A quick solution to the issue of the mandated archeological studies should also be found. Ken Engler Perhaps the state of emergency gives adequate priority to expedite construction. Otherwise we would hope that reason and safety would win out over archeology. Had the present standards of archeological preservation been in existence in 1928 when the Crown Point Bridge was constructed, I believe it never would have been placed as it is, partially obliterating the site of historic Fort St Frederick. This disrespect for our history can now be corrected by constructing a new Crown Point Bridge about a mile south of the present bridge, and removing all traces of the present bridge from the Fort St. Frederick site. The trade-off will be a great benefit to the major archeological potential of the Fort St Frederick site for perhaps some minor loss at a site further south. It will also allow better public access and safety in the area of the Crown Point Historic site and the State Campground by eliminating the bridge access road in that area. I am the webmaster of www.historicbridges.org and am deeply disappointed that a Nathan Holth preservation solution for the deteriorated Lake Champlain "Crown Point Bridge" has been North Street MI deemed not possible/feasible. Prior to the bridge being slated for demolition "before the lake freezes" this bridge had been high on our list of historic bridges to photo-document during the 2010 summer season, which is the time of year when the HistoricBridges.org team is able to travel to various locations to photo-document historic bridges for the website. I am absolutely devastated that no one on the HistoricBridges.org team will be able to make the 800+ mile journey from Michigan to the Crown Point Bridge prior to its demolition. As a result, I am beginning a desperate search for someone who is willing to photo-document the Crown Point Bridge prior to its demolition. Specifically, we are looking for a set of full-size color digital photos that show both a series of overview photos from beside and on the bridge (distant elevation, views beside bridge, portal views, etc) as well as detail photos showing construction details such as plaques, top and bottom chord connections, truss members, steel rolling mill name stamps, etc. I am looking for color digital photos that are not sized down from the original size. The reason I email is because I make video logs quite frequently, often about local events or Raymond Johnston opinion and often just my own opinion on things. I don't get paid to do them, it;s just a hobby of mine. I was just curious, basically, as to if it was known what date(s) the bridge would be demolished on and in what fashion? I assume it will be a gradual taking apart of the structure but obviously I have no idea how these sort of things are carried out. I ask because, if my schedule allows (I work full time), I would very much enjoy recording a video log to do with the demotion and would like some footage of the work. If at all possible, would I be able to be kept updated as to when the demotion date(s) might be? Thank you for your time
Thursday, January 07, 2010 Page 1 of 8 Comment Segments Sorted by Type - November 2009
Please forgive the mass email, but we have posted on our website a short film we did in 1999 James P. Millard about the Champlain Bridge. It has some great 1929 footage of the bridge’s opening with South Hero VT FDR, then NY governor, cutting the ribbon. It would be a shame to tear down such a beautiful and historic bridge which connects our 2 Shana Preble states. A view that is not expressed as often or maybe as loudly is a concern for the aesthetics of the Susan Sheets bridge. Vermont and upstate New York both benefit from the beauty of the existing bridge. Bridport VT Tourism is a important economic engine and the bridge is an asset to the area and should remain so. Please replace the bridge with something that is comparable in looks. I am deeply saddened that this historic site will be demmolished. Walter T. Yakalis Moriah NY
Area of Concern: Bicycle/Pedestrian Considerations Comment Segment: Source:
I would like to see a very wide shoulder on both lanes of the bridge. I have ridden my bike Larry V. Coletti over this bridge and driven my car over it many times. As a point of reference, and a design you could follow, I do ride my bicycle over the bridge connecting Rouses Point, NY and Alburgh, VT. That bridge has nice wide shoulders. It is a win/win for both cyclists and motor vehicles. So if you could design and build the new Champlain Bridge that same way, that would be great and add wider shoulders on the approaches. I want to see both the cyclists/walkers have a safe place to cross and also this would allow the motorists to travel at the posted speed and not have to cross the double yellow line to give cyclists enough room to ride. This could be a win/win.
Thursday, January 07, 2010 Page 2 of 8 Comment Segments Sorted by Type - November 2009
As a bicycle ride leader who uses the Champlain Bridge relatively frequently for group rides Donna Leban (several times each summer), I would love to voice my support for inclusion of a safe, wide South Burlington VT bike lane of 5' in each direction for the new bridge design. This can be part of the vehicular surface, and not a separate sidewalk. It is very important that such lanes have a high enough safety barrier from the lake side (minimum 48"-52", as the bicyclists center of gravity is higher than a pedestrian's). It is not essential that there is separation barrier from traffic, unless an increase in pedestrian traffic is anticipated. Since there is a terrific view from the top of this bridge, that might be a valid concern as well. However, please do not assume that what is adequate for pedestrians is also OK for bicycles. A number of interstate bridges in Montreal have a separate path that is shared by bikes and pedestrians. While this could be safely done by making it wide enough for bikes to pass each other (a single lane would need to be 8' wide), this is often not the case. I am not in favor of a separate 2-way bike lane for this bridge, as there are no separate bike lanes on either the VT or NY side approaching the bridge. It is safer to allow bikes traveling on the shoulder or lane to proceed onto a wide- enough bike-lane on the bridge without having to cross traffic. I hope that my suggestions, and those of other bicyclists and pedestrians who utilize the bridge will be considered. Thank you, Donna Leban, AIA Member of South Burlington Recreation Path Committee and volunteer bike tour leader 7 Iris Lane South Burlington, VT (802)865-2839 As a bicyclist & driver I think the best solution is the appropriately sized paved shoulders. Matt Locker These should be minimum of 5' on both sides of the road; 10' would be preferred. Exclusive bike lanes are not necessary & I believe would add excessively to the expense of the rebuild. "Wide shared use travel lanes" are not a good idea as they will be taken fully by drivers who believe it is their right to use the entire lane regardless of who else is there. This configuration will only be on the bridge - not on the approach nor exiting roads - but the escape options on a bridge make this issue much more important. Is it possible to turn the current LCB into a pedestrian/bicycle bridge rather than tear it down? Shana Preble I don't understand the complexity or severity of the damage, but would pedestrians/bicyclists be safe enough to travel over the bridge? Or perhaps small repairs could be made to ensure public safety in this respect. In the design of the replacement bridge, please include substantial bike lanes in both David G. White directions. Burlington VT The pamplet ( given by the sourveyers) said " many bycilists and pedestrians use The Lake Walter T. Yakalis Champlain Bridge." With that being said you may consider a bycicle and/or a sidewalk for Moriah NY pedestrians.
Area of Concern: Bridge Closed Comment Segment: Source:
Government Failure So thank you so very much. If there has not been someone fired over this negligence, Lisa Busby someone needs to be!!!!!!!!!!!!!!!!!!!!!!!!!!!
Thursday, January 07, 2010 Page 3 of 8 Comment Segments Sorted by Type - November 2009
I would like to know why Vermont is not going after New York State for not taking care of the Janet Denney Lake Champlain Bridge. It was New York's responsibility to take care of this bridge and they failed miserably. Vermont should be all over New York for being so incompetent. Why were you not pushing New York to keep up repairs on the bridge? I think you should be suing New York State for their incompetency. I am two years older than the bridge, thus have been around long enough to flat out not Sandra Lovell believe most of what is being said about the emminent possibility of the bridge collapsing. It Port Henry NY is costly and time consuming to dismantle anything and meanwhile the probability of a new bridge is shoved further into the future. Also, question number one is why was the bridge not thoroughly and properly inspected BEFORE all the recent work. We were told there were plans of re-painting it. How "not with it" is that? The bridge's unrealistic program of maintenance over the years is infuriating and now, suddenly, it is so rotten it can not even be kept as a beautiful piece of history? I suspect the real reason is because nothing has been done about land aquisition for a new bridge a bit south. another bit of bureaucratic bungling. I just wish I were in a position of some importance and with a much louder voice. Can't NY state do better than what you have done? We pay so much in taxes and our elected Jeannette Peters officials spend and waste like there is an endless pot of gold. How much was spent this past Crown Point NY fall on the bridge when it was down to one lane? A couple of million dollars and now we will tear down the same bridge that we just sunk wasted money into. How pathetic is that. Oh, what was I thinking, just ask the taxpayers to dig a little deeper, right? People need a bridge to get to work etc. If the span would have been maintained it wouldn't Walter T. Yakalis have to be torn down. The new bridge better be maintained or you have some pissed off Moriah NY people. Hardship Why are the people who work non-traditional hours not taken into account with these Kathie Anderson transportation services, since the bridge has been closed. There are many who are suffering Bridport VT the extra costs and time spent on travel that can not make use of the ferries or buses because they work a second or third shift.These persons should be taken into account as they are just as important as anyone else. I would like to sincerely thank the states of New York and Vermont for neglecting the Lisa Busby Champlain bridge for so long that I will now have to wake my child up at 05:00 in the morning in order to drive 1 ½ hours to bring her to school. My kids are going to love spending 15 hours a week in the car and trying to focus and pay attention in school as well. I am especially thankful that when the roads are bad, we will have to most likely make that a 4:00 morning to leave early enough to make it all the way around. Now I know that alternatives are being considered, but given that there has been no courtesy of a time frame, and given the lack of trust in the information passed to civilians from the states until now, we will assume that no alternative will be achieved.
Thursday, January 07, 2010 Page 4 of 8 Comment Segments Sorted by Type - November 2009
Words can be a powerful tool. Words can inform, comfort, soothe, incite or be hurtful. Since Karen & Todd the closure of the Bridge, there are days when that seems to be all there is for us - words. Hennessy We are looking for a New Temporary Ferry a temporary lifeline to be operating, to run, to Crown Point NY carry vehicles, to actually transport us back and forth to what we once considered to be normal everyday living. We receive information, news, updates all words everyday letting us know what is happening letting us know what processes are taking place. There are permits to obtain, surveying to be done, this Department must approve that and that Office has to determine this. We are told that there is work being done, but that the actual construction has not yet begun. Growing up here in the North Country many of us have always associated the word work to mean effort, exertion, labor and you actually had a visible end result i.e. worked cutting firewood, worked loading trucks, worked serving meals to customers. Somehow when we are told that work is being done on the New Temporary Ferry it is hard to believe since we do not see anything happening. I do believe many people are working many hours to make this happen but we are tiring of words no matter how informative and we really need to see action physical proof that our New Temporary Ferry will be up and running. We need to see workers on site working (and not playing air guitar with their shovels), roads taking shape, power lines (no matter how ugly) installed, tangible proof that work has begun. A barge has appeared on the scene just today - encouraging news but we know winter weather is approaching, gas prices remain high and we are all tired. We will be watching, waiting and sending out words about what we see or dont see happening. My son works in vt from 4pm to midnight at cabot cheese. i don't sleep very much these Sara Keesee days. all travel options for him are terrible because there isn't a ferry after 9:30pm. the Elizabethtown NY weather is changing and its getting more dangerous. we already had one scare where we thought he was missing. the most horrible two hours of my life. My 40 minute - at the most commute has now become 2 hours. You have no idea the anxiety Sarah Louer I currently experience about my commute to work from New Haven, VT to Port Henry, NY. I invite officials from each state to simulate my work week to see how it goes. They would get two children ready for school, drive one of them to day care 20 minutes in the opposite direction of the ferry before 7:30 - then head toward the ferry and get there 40 minutes later - wait , wait some more and board the ferry - drive to work and get to work 2 hours after they left. I do this every day and wonder how long I can sustain this schedule. I am gone from my home from 7 am to nearly 10 pm. This will inevitable have a negative impact on my family. I am forced to choose between being with my family or leaving my career in New York and taking a substaintail pay cut. I wonder which outcome would/will have a more lasting impact on my family. It is not my intent to be argumentative or nasty but as you know/have heard the bridge closing Sarah Louer is very difficult for those of us impacted. I now spend nearly 14 hours away from my family a day. I just wish their were a quick solution but there is not. A bus service from Ticonderoga to the Essex Ferry is a poor solution for the mess we Jeannette Peters dealing with. You people don't understand and really aren't trying to do what is needed to help Crown Point NY this situation. You care more about old pottery than putting in a road that is badly needed to get this ferry service going. A service that you are now saying may not be there all winter due to the winter weather. I could only wish this problem on the people who have dragged their feet with the upkeep on the bridge and those people in Albany who have wasted money and time.We are still without service after 9 or 10:00 PM .
Thursday, January 07, 2010 Page 5 of 8 Comment Segments Sorted by Type - November 2009
Thank you for this update. We are thrilled that we will finally get good news. I hope it will start Jeannette Peters soon. I have two sons who are still currently taking small boats across the lake at midnight to Crown Point NY go to work and the other to come home. I worry every night. The ferry at the site near the bridge can t come soon enough. Jeannette Peters, a concerned mother in Crown Point. DOT What is going to replace the service ( Fort Ticonderoga Ferry ), as of November 15?? Edward Senneville The Insurance runs out on his service as of that day. Is DOT, going to help him to provide the service until December 1st?????? Us users sure want it. We do not want to drive 90 to 120 minutes around down thru Whitehall, back up to Vergennes, VT. Please address my question via my email address, and post something on DOT LAKE CHAMPLAIN BRIDGE PROJECT ( FAQ'S ). Expedite Process May construction for the temporary ferry and the permanent bridge go swiftly and safely. Sara Keesee Elizabethtown NY I hope that your diligent work includes weekend work and progress at the ferry site in crown Sarah Louer point/addison. I am tired of seeing state workers standing night and day at the site of the ferry in Essex keeping track of passengers when workers are needed to get a ferry in place at the bridge site. Please be quick to fix this frustrating and devastating state of affairs. Were in a crisis and you're more concerned about finding a stupid artifact. Never mind that Thomas Yakalis and get going on the damn ferry! When are you going to start demolishing the bridge? Two Mineville NY years from now? Work 24/7,working shifts. And you're looking at 2-4 years just to design the bridge. You've got a design thats there so just go wth it Solutions I am just a roadgeek--indeed I have not even visited the Lake Champlain area. But I was Joel Bader wondering if anyone had considered using hovercraft to ferry passengers or vehicles across Lake Champlain during the winter months. I am not sure if that part of the lake freezes over, and I am not sure if hovercraft would be able to handle ice or ice floes, but I am just curious. Please let me know your thoughts. Thank you. Could the Coast Guard or some of the employees from Champlain Ferry Company come and Cindy Bodette run the ferry for the Matots to give them time off?? Could one of the Champlain Ferry Crown Point NY Company ferries be brought down to Ticonderoga to ease their burden and the wear and tear on their small ferry?? Could a military bridge be put across where the Ti ferry is?? Could the Matots as well as the rest of the population have a realistic date when their burdens will be lessened with the ferries by the existing (for a short while) bridge?? This needs to become an immediate priority. This situation has been going on way too long. I realize their are certain steps that need to happen. I cannot believe however that somehow they can be hastened or skipped when there is an emergency situation such as this. Has there been any thought to the possibility of digging a tunnel underthe lake instead of Sylvia Boyce trying to construct another bridge? That would solve the problem of boat traffic and having to have such a high span for boats to get under. Just an idea that was presented to me today and I wondered if it had any merit. I think that the light that are on the old bridge should be removed and upgraded and installed David Hobbs on the new bridge. this would give a connection from old to new. Crown Point NY
Thursday, January 07, 2010 Page 6 of 8 Comment Segments Sorted by Type - November 2009
Let me mention some strong negatives about the "Town of Crown Point" to "West Bridport:" James Inglis option. The road infrastructure on the Vermont side, Crown Point Rd and Lake Street in particular, are simply not capable of handling the 3400 vehicles a day. They are narrow country roads in an area with numerous residences. Heavy traffic would be devastating to the residents and to their property values. Those narrow roads extend for miles until they reach major state highways: Rte 22A or Rte 125. On the NY side the railroad tracks are a serious impediment. The approach on the Vermont side is steep, narrow, and has several sharp turns. There are better alternatives: Put up a temporary bridge or establish ferry service near the existing bridge. There is a danger that the existing bridge may fall down-so deal with it. Put the temporary facilities far enough away. Take down the dangerous parts of the existing bridge, while putting the temporary facilities up. Larrabee Point in Shoreham to Ticonderoga. The road infrastructure on both sides is significantly better, because of the current ferry service there. A temporary bridge there or expanded ferry service would be much more in keeping with what is currently there. Isn't the possibility of bringing in a larger, "ice-breaking" ferry that would temporarily use the James Inglis existing piers there under consideration? The site has access roads that can handle ferry- generated traffic safely and reliably; they already do. The existing piers might require some minor, temporary modifications. But temporary expanded ferry service there that could run all winter might well be a cost-effective way to supplement the ferry service to be introduced at the existing bridge site. I hope this possibility is under active consideration and that the website table will be updated to reflect progress on it. As a means of generating revenue to help defray the cost of removing the old bridge, would it Mike Kachmar be reasonable to consider a lottery for the privilege to push the button that starts the So. Addison VT sequence of charges for detonation? Possibly something could be worked out with the Tri- State mega-bucks lottery system to keep the cost of implementing the lottery to a minimum, as the infrastructure is already there tickets could reach a large number of people. I believe that selling tickets to the tri-state area at $5 or even $10 each would bring in a significant amount of money that is solely intended for the Crown point bridge project. As everyone knows- the Bridge Ferry at the site of closed bridge is an option that most of us Michael P. Toohey desire to happen as quickly as possible. OPEN UP THE CORRIDOR- is the cry for all business's and travelers-- and I know you are going to do it !! Solicitations Will there be employment for the ferry and where would you apply for the crownt point area? Penny French thank you Seeking Information Is it staying open or are we driving around? We really need to know for work. The deadline Tom Baker is tomorrow. I have heard that the bridge is to be blown up; will people be able to view this happening Mary Bergeron from a safe distance? Port Henry NY It was my understanding that the bridge could collapse on itself at any time. How is it safe to Sylvia Boyce run a ferry so close to the bridge before the bridge is demolished? Will the new ferry be operational near the bridge before too long? This option below is great Lisa Busby for people that work in Burlington, but not for those who work in Middlebury. Thursday, January 07, 2010 Page 7 of 8 Comment Segments Sorted by Type - November 2009
I am concerned because the Fort Ticonderoga is closing on Sunday the 15th. Are there any Jerry Charboneau plans to extend there use until the new Ferry in Crown Point is up and running? Bridport VT Preservationists along with engineers and citizens advocate public safety. The piers and Eric Delony caissons of LCB, without studying the drawings, are unusual by today's standards, but there is no way they are mass-poured concrete as HNTB alleges in their reports. My question to HNTB is to define "unreinforced concrete substructure. " Do piers 5, 6, 7 or 8 support the continuous truss cantilever? Once the ferry in Crown Point is open, will the other ferries still be "free"? Stewart & Donna Jerdo
There doesn't seem to be any talk about the strategic importance of this bridge to our Ruarri Serpa transportation infrastructure - just that it must be built. Yet there are plenty of lakes where people are forced to drive around or live near their destination, because there is no easy access to the other side. Why must this bridge be re-constructed? Appreciation Thank you for your continued reports. I appreciate them and the sacrifice you are making, Bethany Kosmider along with the people, in this crisis of a closed bridge. Crown Point NY
Thursday, January 07, 2010 Page 8 of 8
FITZGERALD & HALLIDAY, INC. 72 Cedar Street, Hartford, Connecticut 06106 Tel. (860) 247-7200 Fax (860) 247-7206
MEMORANDUM
PIN 1805:85 Lake Champlain To: Jim Boni Project: Bridge From: Jill Barrett Date: January 27, 2010
Subject: Report on website comments - December, 2009
Comments received in December increased dramatically from the previous month – up more than 100%. A total of 275 comments from 100 individuals were recorded. In December there were a number of concerns and project activities that account for the substantial increase in comments. People continued to be concerned about the long commute and probable closing of the Ti ferry. The likelihood of the bridge demolition prompted many people to write about the timing of the implosion and public access for viewing. A public meeting on proposed design alternatives held in mid-December and an on-line survey to express preferences for design types was in the news – newspaper, radio and television – in both states. While there was much publicity about the bridge project this month, surprisingly few comments about the bridge design alternatives were submitted via the website comment form.
Commentors and Comments Received
300
250
200
Number Commentors 150 Comments
100
50
0 Aug-09 Sep-09 Oct-09 Nov-09 Dec-09 Month
Planning Consultants 1
As in previous months, the topics and tone of the comments in December reflected the dynamic and fast paced nature of the project. After an initial outpouring of anger and frustration with government and compelling stories of hardship caused by the bridge closing, the number and fervor of these types of comments diminished in December. Many people were focused on specific design elements of the new bridge, especially requesting accommodations for pedestrians and bicyclists. A number of these comments originated as emails to Rich Kehne, transportation planner for the Addison Regional Planning Commission, that were inputted as comments into the database. The content of these emails were original, not the result of a mass produced communication that sometimes occurs in a campaign from a special interest group.
As was noted in the November Monthly Report on website comments, while each individual comment and response by NYSDOT is recorded into the project database, repetitive messages to the project website were consolidated during data analysis. The purpose of these monthly reports is to summarize and offer perspective on what the majority of people have said rather than skew the report by the volume of repetitive comments by a few.
In December trends and developments of note were:
• The number of people who wrote to the website to get answers to their questions expanded significantly in December. In mid-October we began tracking comments by people who asked questions, unless they were solicitations for employment or contracting work, under the bridge closing category in our database. Only 2% sought information in October. In November that number rose 25%. By December, queries accounted for 40% of this category of comments. Questions about bridge demolition and the closing of the Ti ferry were the topics most people wrote in about.
• The number of people writing in to support bicycle and pedestrian facilities on the new bridge rose significantly - from 1% in October to 11% in November and climbing to 31% in December.
• There was a 15% decline in the number of people who wrote comments assailing the government for failing to maintain the bridge or to convey stories of hardship due to the bridge closure. In addition, criticism and sarcasm generally seemed more muted than in previous months though an occasionally disparaging or desperate email would be sent.
• Emails expressing appreciation began appearing in the website mailbox in December, especially by mid-month. Writers praised the public input process concerning selection of a bridge design alternative and the hard work that was going on to get a new temporary ferry operating at the existing site. Ten percent of comments related to the bridge closing were complimentary of the on-going effort to resolve the bridge crisis.
We have attached summary charts of comments received in December on the following page.
Planning Consultants 2 Comment Types - December 2009
Cultural / Historic / Preservation Concerns 9%
Bicycle / Pedestrian Considerations 31% Bridge Closed 60%
Concerns Expressed Related to Bridge Closing - December 2009
Expedite Process Appreciation 5% 10%
Bridge Design Government Failure 7% 10%
Solicitations 4% Hards hip 16%
Solutions Seeking Information 8% 40%
Planning Consultants 3 Comment Segments Sorted by Type - December 2009
Area of Concern: Cultural/Historic/Preservation Concerns Comment Segment: Source:
The beauty of the North Country is important to industry and tourism as well as enriching the Jan Albers lives of everyone who travels here regularly. I wrote a book on the subject, Hands on the Land: A History of the Vermont Landscape, so I feel very invested in this issue. This is one of the most beautiful crossings in the United States. The iconic bridge that is Jan Albers about to be demolished meant a great deal to a lot of people precisely because of its design We understand this undertaking will have an effect on three National Historic Landmarks: Fort Bill Brookover St. Frederic, Essex County, NY, designated October 9, 1960 Fort Crown Point, Essex County, NY, designated November 24, 1968 Adirondack Forest Preserve, Clinton, Essex, Franklin, Fulton, Hamilton, Herkimer, and Saint Lawrence Counties, NY, designated May 23, 1963 The Northeast Region of the National Park will represent the Secretary of the Interior in consultations for this project, pursuant to Section 106 of the National Historic Preservation Act, as amended. Please forward materials you produce for this project, either by e-mail or hard copy to the address below. Bill Brookover, Historical Architect Preservation Assistance and Heritage Areas National Park Service Northeast Region 200 Chestnut Street, 3rd Floor Philadelphia, PA 19106 I am requesting Consulting Party Status for the National Historic Preservation Act - Section Bryan Burke 106 review on the Lake Champlain Bridge Project. Essex NY The documentation should go through HAER at the National Park Service so that it can be Blaine Cliver archived at the Library of Congress. Is there a point person undertaking the Section 106 documentation and commemoration of Ann Cousins the bridge? With word of the demolition, several people have contacted me about collections Richmond VT from the construction. I'd like to make sure that information gets interjected into the historic record. Nancy Boone, the acting VT SHPO, had a great idea about collecting Story Board like oral histories. It would be valuable to get that process started right away, before demolition. Recording sites could likely be set up in VT (Bridge Restaurant or Chimney Point State Historic Site) and in NY (Crown Point State Historic Site). I had personal assurances from project engineer Geoff Wood that NYSDOT would comply Eric Delony w/Section 106 and 4(f) requirements. There are steps in these federal regulatory processes one of which is documentation to HAER statndards. As former Chief, HAER, National Park Service, I would recommend Level I recording. Are you going to do this? Are New York State and Vermont going to document LCB to HAER standards before it is Eric Delony demolished? If not, this will be a great travesty to national transportation and preservation law. FHWA, HAER/NPS/OPRHP/VTSHPO can inform you of Level I standards. I'm copying this message to all concerned w/the outcome of LCB and its potential implication for other HBs. I also wanted to put some thoughts and comments in writing regarding the design of the new Steven Engelhart Lake Champlain Bridge and the ways in which we will honor the historic 1929 bridge. Keeseville NY
Monday, January 25, 2010 Page 1 of 13 Comment Segments Sorted by Type - December 2009
At that same time, the original plans become an extremely valuable historical record of the Nathan Holth bridge, telling the story of how the bridge was constructed and what exact dimensions it had. I North Street MI can also often used these plans to provide website visitors with more detailed information, and sometimes use them as a guide to create my own measured drawings. A beautiful bridge designed with historic importance in mind is essential to the vibrancy of this Susan Kavanagh really important location.
Area of Concern: Bicycle/Pedestrian Considerations Comment Segment: Source:
I was wondering if there were any provisions for trails which might accomodate bicyclists, Joel Bader pedestrians, joggers and the like on the proposed designs for the replacement of the Lake Champlain bridge. The cross-sections indicate sidewalks, but I am not sure if they would be wide enough for a multi-use recreational trail. The old bridge was horribly unsafe, and many cyclists avoided it. It is critical that the new Judy Bond bridge safely and appropriately accommodate pedestrian and cyclist passage with state of the art bike/ped appropriate design and construction. This is a once in a lifetime opportunity to ensure that cycling becomes a viable alternative form of transportation for local inter-state traffic. The only thing we "know" about the future is that the current model of gasoline powered automobiles is going to have to change. The new bridge must be designed and built to safely accommodate bicycles, pedestrians, wheelchairs and even new forms of personal transportation. (For example, there is a proposal on the table for Segway Tours on the Burlington Bike Path.) Safe passage for bicycling will create an economically important recreation linkage for very rural areas of Vermont and New York. Cycling in Addison County and the Adirondacks is popular among local riders and bike clubs such as GMBC and MBC, and several bicycle touring companies attract visitors to the area. Having a safe linkage between New York and Vermont provides a huge opportunity for new touring routes that utilize the local inns, stores, and restaurants of both states. That it provide for a safe and comfortable passage lane by bikers and pedestrians and other Jack Byrne non motorized travelers who need to cross the lake. This would also provide an appealing attraction for tourists and residents who prefer these modes of travel and would draw more recreational visitors who'd appreciate the opportunity to traverse the lake at a slower pace to enjoy the views and the experience of being "on foot." Providing a pedestrian/bike/recreation lane would serve the next two or three generations of Vermonters, New Yorkers, and their visitors with an option that will benefit their health, safety and well-being into the distant future. I'm sure it would pay itself back many times over along with the appreciation that those future generations will have for their predecessors who thought about and provided them with such a useful and pleasant option. May I strongly urge that you include bicycle and pedestrian lanes in the design for the new Bill Callahan bridge Brattleboro VT PLEASE make this bridge also work for cyclists and pedestrians. Jonathan Corcoran
Monday, January 25, 2010 Page 2 of 13 Comment Segments Sorted by Type - December 2009
Please plan for safe bike and pedestrian traffic when constructing the new bridge. I have Sharon Corey traveled over the current bridge many times by bike and find it a little too "interesting" for a relaxing transit. Safety has always been a concern. As an avid cyclist I would like to encourage you to consider and choose a design for the Mike Donohue replacement Crown Point Bridge that can be safely used by cyclists and pedestrians as well as motorists. While the bridge is heavily used by commuters, it is also used by many cyclists and is a gateway for folks on vacation - both those going to VT and those going to the Adirondacks. Making the bridge a good stopping point for a walk or to take in the view will be an asset to the entire Lake Champlain region! I am writing to urge you to consider including bicyclists and pedestrians in the design of the John Evancie new Crown Point Bridge. Although it's admittedly unlikely that the bridge would see 3500+ bike trips per day (!), I feel that it makes sense to encourage and promote this use, to ensure the safety of all users. My friends and I would routinely risk the trip over the old bridge on our bikes - it was not a pleasant experience! But as beautiful as the bridge is/was, it was a nightmare for bikers and pedestrians because Cathy Frank of the absence of bike/pedestrian lanes. As a frequent biker across the Missisquoi Bay Bridge (and paddler under it), I cannot tell you how much safer and more user friend the new bridge is for non motorized vehicles. We trust and hope the same sort of pedestrian lanes will be built into the design of the new Champlain Bridge. Not only is Crown Point/Chimney Point a critical crossing for commuters and tourists to Vermont but it is also such a logical place for tourists be to able to walk or bike between those two historic sites on Lake Champlain. At one of the last celebrations of "Champlain 400" a pedestrian ferry did a great business taking people back and forth between the two states and historic sites. It is also a great lake crossing point for bikers who do not want to peddle around the whole lake but at least do the broad lake part. As an avid cyclist and recreationalist in Vermont I am very concerned that the design of the James Fredericks newly proposed Champlain Bridge in Addison Vermont will not include a safe and user friendly bike lane. The old bridge was used as part of a common cycling loop from Charlotte, VT ferry to NY and south back over the Champlain Bridge. It was quite tricky for an unskilled cycling to maneuver on a bicycle and somewhat dangerous with the traffic. In the hopes of creating more healthy alternatives to both VT and NY residents, I hope you will seriously consider the use of cycling as a component with the design of the new bridge. Please consider a bike lane in the design of the NEW Champlain Bridge. We ride alot and Jan Gearhart would appreciate that safety feature. I'd really like to see pedestrian and cyclist access incorporated into the design of the new Matt German bridge. Want to be sure that adequate bike ped facilities are included Willem Jewett
I would like to add my voice to others requesting that adequate (safe, wide, etc.) bicycle lanes Brian Jones be part of the new Champlain Bridge.
Monday, January 25, 2010 Page 3 of 13 Comment Segments Sorted by Type - December 2009
In this time of concerns about climate change, and as people around the world are finding Heather Karlson ways to reduce their carbon emissions, it is crucial that access for bikes and pedestrians be encouraged. With the opportunity provided to you as you design the new Lake Champlain Bridge, I strongly urge you to include safe and accessible bicycle and pedestrian lanes on the bridge. Perhaps you’ve heard from others already but I hope the new bridge considers enough room Allen Karnatz for cyclists. The old bridge was a real hazard and down right unsafe for bicyclists. Please consider installing sensors for safety and allow bike/pedestrian use of the existing Craig Kneeland structure. As a bicycle ride leader who uses the Champlain Bridge relatively frequently for group rides Donna Leban (several times each summer), I would love to voice my support for inclusion of a safe, wide South Burlington VT bike lane of 5' in each direction for the new bridge design. This can be part of the vehicular surface, and not a separate sidewalk. It is very important that such lanes have a high enough safety barrier from the lake side (minimum 48"-52", as the bicyclists center of gravity is higher than a pedestrian's). It is not essential that there is separation barrier from traffic, unless an increase in pedestrian traffic is anticipated. Since there is a terrific view from the top of this bridge, that might be a valid concern as well. However, please do not assume that what is adequate for pedestrians is also OK for bicycles. A number of interstate bridges in Montreal have a separate path that is shared by bikes and pedestrians. While this could be safely done by making it wide enough for bikes to pass each other (a single lane would need to be 8' wide), this is often not the case. I am not in favor of a separate 2-way bike lane for this bridge, as there are no separate bike lanes on either the VT or NY side approaching the bridge. It is safer to allow bikes traveling on the shoulder or lane to proceed onto a wide-enough bike-lane on the bridge without having to cross traffic. I hope that my suggestions, and those of other bicyclists and pedestrians who utilize the bridge will be considered. Please make bike lanes part of the new bridge. Bikes are a valuable mode of transportation Eli Madden as well as a source of tourism. Any new transportation projects should include bike lanes. I hope you will be able to separate motorized from non-motorized road users to the extent Marvin Malek possible: Might it be possible to put bicyclists cross with the pedestrians, rather than exposing bicyclists to autos: If the motor vehicles can simply cross over a stripe into the bike lane, they will do so, creating the usual dangerous situation. I can say that on many roads, the lane supposedly designated for bicycles is so dangerous, that I've biked on a pedestrian walkway. The construction of a new link betwee NYS and VT provides a unique opportunity: Marvin Malek Accommodate bicyclists and pedestrians Providing safe routes for these non-motorized road users is good for fitness, will get some automobiles off the road, and will be a benefit to the economy since this would be a boon to tourism.
Monday, January 25, 2010 Page 4 of 13 Comment Segments Sorted by Type - December 2009
In looking over the slides from the recent presentation on bridge alternatives I was happy to Doug McKain see that bicycle and pedestrian facilities are being considered. I would hope these facilities move from the "being considered" category to the "design requirements" category. As I'm sure you know, the current bridge was a "nightmare" for bicyclists and I can't imagine anyone attempting to walk across it. As a member of a growing bicycling community, a community that helps the economies of both side of Lake Champlain (we do spend money), I urge you to design a new bridge that safely accommodates pedestrians and bicycles. Will there be a walking lane and/or a bike lane on any or all of the designs? Joanne Miller
I would like to echo the need of a cycling/ped friendly bridge as new construction plans begin Andrea Morgante for the Crown Point Bridge. Plus, it surely would help the businessness on both sides of the bridge. Cyclists love to eat and shop!! Although the current administration and financial situation overall is not supportive of Bike and Andrea Morgante Ped projects it will be a grave mistake to not include appropriate facilities to accommodate bikes and pedestrians in the design and engineering of the new Champlain Bridge. Will there be a bike lane on the new bridge? We often drive to Vermont and park then ride David Natale our bikes. We would bike from NY if there were a safe way to cross. Ticonderoga NY Please provide for safe bike and pedestrian traffic on the new bridge. I know that many bike Roy Neuer riders were reluctant to traverse the old bridge because of its width and the roadway grating. please be the bike lane "enforcer" for the new Lake Champlain bridge. You will be Susan Patterson immortalized and so many of us bikers will be so grateful. I encourage your agency, and the Vermont Agency of Transportation, to place heavy Philip Picotte importance on bicycle and pedestrian safety when choosing a design for the new bridge. As a Manchester Center V former resident of both Addison County, Vermont, and of Notheastern New York, I am very familiar with the bridge and the surrounding regions of both states. Bicycling is important for recreation and public health, and is of rapidly growing economic interest. Cycling tourism in Addison County was featured in the *New York Times* this fall, and remains a focus of tourist and economic development agencies in both states. The Plattsburgh - North Country Chamber of Commerce and its affiliated Adirondack Coast Visitors Bureau has placed importance on promoting such tourism, and organizations like Lake Champlain Bikeways identify the Crown Point Bridge as a key crossing over the lake. Similarly, events like this year's quadricentennial festival demonstrate the need for pedestrian access between historic sites at Crown Point and Chimney Point, and pedestrian accommodations over the bridge would allow for excellent views of Lake Champlain, the eastern Adirondacks, and western Vermont. This would make the bridge area--including its historic sites, campgrounds, and museums--an even greater destination. The Champlain Bridge replacement is an excellent opportunity for Vermont and New York transportation officials to demonstrate their commitment to non-motorized travel, and to the economic, environmental, and public health benefits such travel affords. One idea would be one way on the right side as you look at the bridge, yellow line up the Bette Reuter middle to divide walking and riding; from the other side of the bridge, again one way, right side. Add crosswalks to get to the right side. Or avoid cross-walks by having the yellow line divide direction of travel. Let the bicyclists and pedestrians share the lane, if they are designed wide enough. Please consider non-motorized travel in your plans for a new bridge.
Monday, January 25, 2010 Page 5 of 13 Comment Segments Sorted by Type - December 2009
My only input would be that this area sees a lot of bikers and walkers from Crown Point. I Daniel Scheidt would really like a bike/walking lane segregated from the car/truck traffic. I know my family would use it for bike trips. I am writing to urge you to incorporate safe, appropriate spaces for bikes and pedestrians in Nancy Schulz the design. As one of the few places to cross the Lake, this bridge has the potential to literally bridge the gap--to provide a safe and easy way to get across. A good design will avoid the anxiety of trying to share lanes with cars, and avoid the accidents that will inevitably happen when automobiles, trucks and bicycles (or worse, pedestrians) mix. The old bridge is an example of a design which did not include bikes and pedestrians into account; that should not be duplicated in the new one. These days, it is clear to all that our driving habits must change, that human-powered transportation should grow. A good design that welcomes bicycles and pedestrians will encourage us all to commute and recreate via pedals and feet, saving space on the roads and CO2 from the air. I hope you will take these considerations into account while you coordinate the design process. I think it would great for this new bridge to be friendly to both bi-cyclists and pedestrians. Jamie Seiffer
We'd like to convey our strong recommendation that the new bridge accommodate both Charlotte Tate pedestrians and bicycles safely in a separate lane. Middlebury VT In your plans for the Champlain Bridge replacement, please provide for safe passage for Nancy Weber pedestrians and bicyclists. It is imperative that pedestrians and cyclist be planned for in the construction of the new Don Wexler Champlain Bridge. I am sure I do not have to tell you how important this is for today and future generations. The economic impact from tourism as you know is huge and the ability to safely cross this bridge will add tremendous valve to the cycling and walking public. As Chairman of the Mad River Byway I can attest to the benefits of having a road serve multiple purposes. Please help insure that the design includes pedestrians and cyclist. Please make sure that the needs of pedestrian - walkers, runners, and bicycle traffic - are Jim Wilkinson-Ray integrated into the design.
Area of Concern: Bridge Closed Comment Segment: Source:
Government Failure The safety of our residents is in the hands of DOT when it comes to these matters, and they Candy Baker have failed us. The decisions that were made over the years not to maintain the bridge the Moriah NY way it should have been maintained were not made overnight. The people who made these decisions should be replaced. WHAT DID VT DO WITH OBAMAS STIMULUS PACKAGE? VT GOVERNMENT DOES NOT Warren Blum IMPRESS ME. BUY MY HOME SO I CAN MOVE OUT OF THIS PLACE
Monday, January 25, 2010 Page 6 of 13 Comment Segments Sorted by Type - December 2009
Betty Little, Re: Betty Little's quote today (12/28/2009) on FOX News regarding the demise Janet Denney and implosion of the Lake Champlain Bridge is as follows: "I don't think you could really say it was negligence. I am totally appalled at your comment on our bridge on Fox News today, 12/28. I am not sure what rock you have been under but I know our bridge was not imploded today because good care was taken of it. And, for your information and all the others who keep saying it deteriorated rapidly during the last five years.....well, if it had been taken care of and fixed five years ago, it would not have been imploded today. Again with the rumors...... the Ti Ferry apparently did not shut down yesterday as everyone Karen & Todd was being told. But the point of my message is still - How are we to know? The folks at the Hennessy Ti Ferry said to listen to WOKO Radio but not everyone will have a radio available. Anyway, Crown Point NY my apologies but the concern is still very real!!! We are now hearing that the new ferry won't be running till the end of January....I can not Pam Lemza Putnam express enough that we are all physically and emotionally exhausted from the daily long drive. Twelve to fourteen hour days is taking it's toll on everyone. It's very sad that we are in this predicament. THIS IS JUST GETTING MORE AND MORE STUPID.WE ARE BEING AS PATIENT AS WE MaryJane Weld CAN AND THE STATES JUST NOT LISTENING TO THE PEOPLE .ALSO IF THIS HAD HAPPENED DOWN IN ALBANY OR NEW YORK CITY IT WOULD OF BEEN TAKEN CARE OF BEFORE THIS. THE STATE OF N.Y. SHOULD FIRE THE OFFICALS THAT WERE SUPPOSED TO BE DOING THEIR JOB SHOULD BE FIRED AND INVESTIGATED FOR MISAPPROPREATION [SP]OF MONIES THAT WERE TO BE USED FOR THIS BRIDGE. The only reason the bridge was moving with the wind was because nobody had the abition to Thomas Yakalis greese the barings. As a result they were froze. All they would've had to do is pump the Mineville NY water out, and replace 1 pier at a time. Hardship I am getting quite worried that we will not actually get ferries for quite some time. When I Cindy Bodette asked why she didn't go around she said she didn't have the gas money. How many others Crown Point NY are in the same situation??? This cannot go on much longer. What can we do? I want to be sure you all realize the absolute hell that this situation has created for our Cindy Bodette business and family. This appears to be for businesses that are down at least 20% for the Crown Point NY first two weeks after the bridge closure. Our business is down 18.5%. Therefore we are left out in the cold. Please be sure to know that this 18.5% relates to a lot of money for a small business like ours. It is the money that we save to get through the whole winter not just a month or two. As you are all enjoying your shopping and celebrations for Christmas just know that we will be doing little or no shopping for our children and family this year. If this was created by bad business practice or another situation that we have control over that would be one thing. This situation has been created by neglect by the States of New York and Vermont. I am feeling like we are out here in a wasteland and there is no end in sight. I have slept in my truck until i got to cold. I slept on the floor at work to save gas and time. So George Clark do you think i miss the bridge? New Year eve bed at 7pm tired.
Monday, January 25, 2010 Page 7 of 13 Comment Segments Sorted by Type - December 2009
The ferry was at first reported to be available by the third week in December;now we're at the Carol Cogswell first week in Feb. which is 6 weeks later. I dare say that there will be more delays and we might see the ferry at the bridge 6 weeks after that bringing in into fruition by the 3rd week in March which is when the ice melts out from under the bridge,normally. I definitely cannot drive those roads to the ferry in the condition they were in today. Carol Cogswell
I am writing this to see if anything is going to be done about reimbursing the little people. I Janet Duprey see where the Trucking companies and businesses are being help. Since I have been forced Plattsburgh NY to take a Ferry (Thank God for them), I have to purchase two tanks of gas, when I am used to buying one a week. Going back and forth over the bridge is CRUCIAL to our area. Our neighbors are suffering. Denise Healy WAGS is hurting.my husband is one of the men who sit around the table each morning from 6- 9 AM catching up on the news and hearing about the loss of trade that is killing our town. We know the farmers, the store owners, the families that work on both sides of the bridge.these are our neighbors, our friends. We based our life decisions on the earlier notice that the ferry would be complete by the first Ryan Henderson of the year, and now we risk my wife loosing her job, and in turn us not being able to pay our bills, or does NYS want to pay them? Folks are tired, depressed, angry (yes, still angry) and each day just drags on. My husband Karen & Todd left early this morning feeling beaten down already just thinking about a fifteen/sixteen hour Hennessy day ahead of him (depends what time he can catch the Ti Ferry). And it is just Monday. I am Crown Point NY sure the workers over at the New Temporary Ferry site are having trouble staying warm. After all, it is winter-like outside. Winter doesn't officially arrive until December 21st, but try to tell that to the folks outside. And what about the guys going over the Lake? I pray they stay safe We need a twenty four hour ferry now- we have young men crossing that lake in 13' boats Deb Lane and to many close accidents are happening. Westport NY You truly have no idea what this has been like for the people who's lives have been turned Sarah Louer upside down because of the bridge closing. Obviously, from your actions and continued poor planning you are not understanding what we are going through. I AM A DAILY COMMUTER AND BECAUSE OF THE BRIDGE CLOSURE WE ARE MaryJane Weld SPENDING MORE ON GAS AND OF COURSE OUR TIME. THIS WHOLE PROCESS HAS BEEN EXTREMLY STRESSFULL. Expedite Process I am very sympathetic to the need for haste in getting the new bridge up and open. My own Jan Albers town of Middlebury has been deeply affected by the closure. TIME IS PRECIOUS AND IT'S BEING TALKED TO DEATH. GIT R DUN NOW!!! Mary Gutreuter
We need a new bridge and we need it now. Find a workable solution Denise Healy
Monday, January 25, 2010 Page 8 of 13 Comment Segments Sorted by Type - December 2009
The Ferry at the bridge site needs to open. Please stop putting the breaks on the project. Sarah Louer Move ahead and get the bridge down and a ferry in place. Solutions SCIENTIFIC MONITORING AND VIEWING STATION INCORPORATED INTO THE NEW Mike Aitner BRIDGE: It would be interesting to incorporate a lake data viewing station at the tourist information center that could be built into the new bridge project. Possibly it could contain recorded lake and weather data at the site, lake temp, level, pollution levels, current flow and direction at the site and both above and below water cameras that could record fish behavior, fish migration, plankton, zebra muscle development. The above water camera would record bird migration,, fishing activity, etc...... It would be a great tourist draw and a benefit to the scientific community and DEC. Please find attached a suggested design concept for your consideration.The concept is P.J. Carrara based upon: The Design Team's Modified Network Tied Arch option for the 480' main span and the adjacent 292' spans Precast concrete post-tensioned spliced NEBT2000 haunched girders for the approach spans Precast concrete post-tensioned full depth deck panels Precast concrete substructures (pile caps, columns, pier cap beams) We present the attached concept with the following in mind: Accelerated construction techniques utilizing Precast Concrete components and Prefabricated Tied Arch Steel components produced off- site can be quickly assembled, thus reducing construction duration and cost There are several local precast concrete fabricators in NY and VT, who in some cases employ residents from both states. This type structure will provide the opportunity to support the local economy Keeping the work local will greatly reduce the carbon footprint of the structure Use of High Performance Concrete in the precast components requires the use of recycled products such as Fly Ash and Silica Fume. These constituents provide high density, extremely durable concrete Precast concrete components are fabricated in a controlled environment and provide a higher level of quality than field-cast concrete. The following visualizations depict the assembly of the precast components mentioned above. Assembly of Superstructure Prefabricated Components: Assembly of Substructure Prefabricated Components: Assembly of Girder Superstructure Structural Component: The following link may be useful to you in understanding Accelerated Bridge Construction techniques utilizing precast components: http://www.pcine.org/view_file.cfm?dir=\resources\design_tools\165\&file name=Accelerated_Bridge_Guidelines.pdf Please contact me with any questions or comments. Any thought given to constructing a pontoon bridge in the interim? Just wondering… Fred Faught
Monday, January 25, 2010 Page 9 of 13 Comment Segments Sorted by Type - December 2009
I commute over that bridge periodically to get to/from the southbound NY thruway. Room for Scott Gordon improvements include : a) better traffic routing in and around the bridge, b) rail access possibility over the bridge (means 2nd deck), c) pedestrian/bike access (could share the 2nd deck for instance), d) rated clearance/weight (the old bridge could barely hold an 18 wheeler), This bridge is rapidly becoming a major artery - please look forward over the design life of the bridge - that means more traffic, a heavier load, and the need for better mass transit. Simply replacing the old bridge with a knock off will not cut it. This is an opportunity to revitalize and invigorate the economies of the NY and VT areas in and around the bridge area..e.g I live in Winooski VT, but the Crown Point bridge directly affects me. That's it - please design with care for what the traffic will be like in 50 years - not what it will be like in 5 years. My suggestion is a 2 tier bridge - minimum of 4 lanes for each tier i.e. a real bridge - for a real economy - not a shoddy rural cobble together. To save money the second tier can simply be roughed in without the actual lanes being constructed - later on the 2nd tier will be a godsend. I think a causeway could be constructed along with a partial bridge across Lake Champlain. Bruce Hadlock On both sides of the lake, very close to the bridge, there are railroad tracks. Both N.Y. and Littleton NH Vermont have a substantial amount of rock that could be hauled in by rail and used to construct a causeway and still have a bridge available to allow water and boats. Water, actually, flows through a causeway and makes good habitat for fishing. I believe that the time to construct a causeway with a small bridge, would be cut in half as well as maye 50% in costs. Work could start immediately on a causeway as well as a bridge. I am sending my thoughts on future bridges (shallow locations) for Lake Champlain. Michael Oliver (Drawings attached.) First: Low visual impact. The state has enough rusting * monstrosities.* Second: Permanence. Rock fill should be used where possible for longevity and natural appearance. Third: Future Interstate Highway. There should be a proposal to feds for interstate 92 from 87 to 89. Fourth: maintenance: Two lane spans. So in future, one can be replaced while other is in service. My plan (attached) is a little unorthodox. Shows a causeway with small low bridge for power boats. Traffic circle around lighthouse (for tourism). Canal cut (onshore) to allow for high underpass (sailboats). Cut material to be used for construction of causeway. Under/overpass to be designed and placed to provide least visual impact. Bottom line: An unobtrusive permanent solution. Solicitations Do you need additional divers to help with the removal of debris from the bridge demolition? I Amy Jacques have experience with recovery work under the ice. Please give me the necessary information to bid on the scrap from the Crown Point bridge. Russell Moore
In case you are not aware of our work, we are the designer and provided construction Peggy Riley engineering for the longest cable-stayed bridge in North America, the Arthur Ravenel Jr. North Vancourer, BC Bridge in Charleston, SC, and for the first extradosed bridge to be constructed in North America, the North Arm Bridge on the Canada Line in Vancouver, BC. Seeking Information Will the webcam be up in time to witness the Monday event? Adam Barcroft
Monday, January 25, 2010 Page 10 of 13 Comment Segments Sorted by Type - December 2009
May I have a spot with the media to take the photos, please? Please advise how and where I Carolyn Bates should meet you, and at what time. Also, please keep me in the loup in case there are changes to the time and date of the demolition. What is the URL of the live podcast of tomorrows demolition. Has the time changed? Mark Bertsche
I teach Technical Drawing and Drafting at Moriah Central School. With the new bridge in the Aaron Brassard designing and planning phase, it's a wonderful opportunity for students to learn about this process, especially relating to a bridge within our community. Is it possible to have a an architect or engineer visit our school or for some selected students to shadow a some of this process? My mother and step father, Dwight and Anita Burnham live approximately 1/4 east of bridge Mike Burbank on Algonquin Rd, Addison, VT. Dwight has an extensive collection of antique milk bottles Moriah NY displayed within his house and is concerned about being within a shock zone of the blast and not being notified with enough time to remove and protect his collection. Can you please advise as to a status for the new ferry. The Ticonderoga Ferry is already Lisa Busby experiencing problems with the ice conditions and weather. Hello, Has a time and date been set for the bridge destruction? Jerry Charboneau Bridport VT Sirs, I am not a member of the media (Thank God). I am just a citizen who is interested in Pete Citrolo watching the demolition! Where are the veiwing area's for the public?? Castleton NY We are interested in showing the live video feed of the bridge demolition is there a direct link Chris Coke that will be added to the page for video? I would like to know why the essex ferry does not run to boats at 530 am the first is always full Bill Conn and the one that comes from VT only has 2 cars every morning? It would only make sense. Port Henry NY If you have any information on how boat traffic will be impacted I would like to know please. Robert Fiorentino
When will the bridge be demolished? Will it be broadcast on the web? Jonathan Frishtick
I am in the process of writing a research paper on the Lake Champlain Bridge. I am focusing Mack Geiger on the impact the closure of the bridge has on transportation. I am also interested in the work that was conducted over the past summer to restore the bridge, as a friend of mine was interning in this project. I was wondering if there is any additional, more detailed information, on this bridge project that could be provided. I am requesting access to the Crown Point area during the demolition of the Champlain Marcus Griep Bridge on Monday morning, and wanted to know what information you would need to process that request and what I would need to know in attending the event. You say that bus service will be available today to bring folks from VT to NY for pick up and Laurie Harvey drop off times go to a certain link. On that link, I cannot find where today;s schedule is, Crown Point NY please tell me When is the Champlain Bridge implosion? Denise Healy
Monday, January 25, 2010 Page 11 of 13 Comment Segments Sorted by Type - December 2009
I am Penny from the Sportsman Campground and Cottages just 1/2 mile south of the Penny & Dave Champlain bridge and we are wanting to know if a date has been set for the demolition and if Henderson we will have to leave or are we far enough away from it. Did the state simply dump all that material into the lake? What chemicals were used in the Walter Jeffries paint, the decking, the other portions of the bridge? Why was all that steel not recycled? what will be the effect of all that pollution on the lake and its ecosystem? I wonder if there's a way I might receive advance notice of and reasonable access to Lee Krohn photographing the removal of the Champlain Bridge? My browser won't open your bridge survey, and the project comment form opened as code Ellen Kurrelmeyer only.I would like to respond to the design options - how can this be done? Whiting VT I heard through the grapevine that not even local fire stations will know the date until it is Jonathan Leo Connor within 24 hours of that date. This does not sound well advertised to me. Is this just a rumor and we will here the date? Or is the NYDOT just acting in secrecy to keep the public safe?- which I have no problem with. How difficult, and how many ships that MIGHT use the channel have what heights? To put it Peter Liepmann another way, what's the tallest ship that MIGHT need to pass under, and how high can you make the span? How high, at what additional cost? What commercial shipping HAS to use the passage under the bridge? How tall are those ships? While we are discussing the ferry any idea when this may open/begin to run? Sarah Louer
1. Will the lighting on the bridge be solar powered? 2. Would a traffic light system be installed Deborah Malaney to allow control of traffic in an emergency or for transportation of over-sized loads ( prefab NY homes for example) ? Can you clarify whether the $2.94 million economic assistance program includes any federal Betsy Merritt funding? Or is it exclusively funded by state funds with no federal assistance? Washington DC Is there a demolition date for the bridge yet? I heard a rumor it was to be sunday the 20th? Jascha Sonis how much notice will we be given? I WOULD LIKE TO KNOW IF THERE HAS BEEN ANY MOVEMENT OF THE MaryJane Weld REINBERSMENT OF THE PEOPLE WHO HAVE HAD TO DRIVE DOUBLE THE DISTANCE TO GET TO WORK. I HAVE BEEN USING TWO TANKFULS OF GAS SINCE I HAVE BEEN HAVING TO TAKE THE TICONDEROGA FWERRY. ANY INFORMATION YOU COULD GIVE ME WILL BE APPRECIATED. THANK YOU, COULD I PLEASE GET AN UPDATE ON THE FERRY. THE WORD [RUMOR?] IS THAT NY MaryJane Weld STATE DOESNOT WANT TO PAY FOR THE TI FERRY ANYMORE AND THEY ARE GOING TO CLOSE IT Why isn't the ferry running yet? The DOT originally stated the ferry would be running by the Thomas Yakalis end of December. Mineville NY
Monday, January 25, 2010 Page 12 of 13 Comment Segments Sorted by Type - December 2009
Appreciation I saw the winning design in the Free Press today and I love it! It¹s graceful and will enhance Jan Albers this lovely crossing. Congratulations to the designer and to you and your team for such a good choice. Can¹t wait to see it go up! Nice work, I'm writing as a local resident and member of the Lake Champlain Bridge Coalition. Many Holly & Dick Dixon thanks for today's meetings! Today's meetings were informative, well-conceived and very, Ticonderoga NY very helpful. Thank you for your efforts to make the new bridge a reality. We will all keep working together to ensure that it comes about! I just visited NYS DOT's website, the Lake Champlain Bridge pages. Kudos to your team for getting the entire program, the survey and ALL SIX of the bridge designs up on the website for viewing, including the design that didn't exist until last night. Hello crew and all thank you very much for all the excellent work everyone is doing i am very Penny French proud to be a american happy and safe holidays I believe that HNTB's Inspection report was extremely detailed and very nicely presented. Lukas Gordon The engineering firm was the most thorough and complete that I have seen in a long time, East Lansing MI nice job! Thank you so much for everything you have done for me. You have been a very bright spot in Nathan Holth a rather sad chapter of my work with historic bridges. North Street MI Thank you!! Any info. you get would be helpful, also thanks for reaching out to the Susan Shafer Officers/Rangers for me as well. Have a wonderful/fun/safe Holiday! Thanks for the rapid feed back and kudos to the entire "design team" in keeping the project Larry Walsh on schedule and in high gear! Happy Holidays. Bridge Design Any of the other four designs could be really beautiful. I¹ll be anxious to see which one wins. Jan Albers
I would like to vote for option 6 of the 6 bridge designs that have been proposed. Faye Baker
Challenge you to review the experience of the Minneapolis Bridge failure, and or even the David Belcher similar steel box structures damages on the current bridge from this bird nesting stressors. The less beautiful designs have the edge in the fewest places for this mantenance problem. The arches are pretty faces, but come with a solution that isn't labor intensive to accumulations of salty dirt and dung. What solutions to these issues do you propose? How about posting these proposed sketches for the new bridge and providing an online forum Anne Goddard for comments so we on the Vermont side get to participate in this decision. There's no way we can all ferry across to attend the Ticonderoga meetings. I would like to participate in the selection of the new bridge type. My personal preference is Pam Grupp the Signature Bridge: Modified Network Tied Arch Bridge.
Monday, January 25, 2010 Page 13 of 13