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Portage Bridge

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Portage Bridge Public Submission No. 2018-P150 To Board of Directors For DECISION Date 2018-04-19/20 Subject/Title Portage Bridge – Roadway Surface Repairs Summary To seek the Board of Directors’ authorization of budget for implementation of bridge repairs and cycle track improvements. Risk Summary • Meeting public expectations as a result of pedestrian and vehicular traffic restrictions during construction. • Meeting public and stakeholder expectations of the proposed cycle track improvements. • Low to medium probability of exceeding project budget. • Medium probability of schedule delay. Recommendation That the Board of Directors approve a total budget of $9.162 million for the Portage Bridge repairs and cycle track improvements. Submitted by: Submitted by: Daniel Champagne, Gary Lacey, Executive Director, Capital Planning Branch Executive Director, Capital Stewardship Branch _____________________________________________ _____________________________________________ Signature Signature Submission: 2018-P150 Page 1 of 11 Public Submission 1. Strategic Priorities Corporate priority 6 to demonstrate corporate excellence such that the NCC is recognized as an exemplary federal Crown corporation and steward of federal lands and assets by undertaking priority capital investments and rehabilitation projects identified in the Multi- Year Capital Program to address aging infrastructure, life cycle management, and health and safety issues. 2. Authority NCC By-laws, paragraph 3.2.5 3. Context The Portage Bridge is a major transportation route over the Ottawa River for interprovincial travel between Ontario and Quebec. The traffic on the bridge includes motorized vehicles, buses, bicycles and pedestrians. The volume of traffic on the bridge is high and steady throughout the week during business hours and moderate at all other times. The crossing carries six lanes of vehicular traffic, three in each direction (northbound and southbound). The curb lane in the northbound direction and the median lane in the southbound direction operate as High Occupancy Vehicle (HOV) lanes, used primarily for buses, taxis and motorized vehicles with 3 or more occupants. Pedestrian sidewalks are provided along the entire crossing on both sides of the roadway. A bidirectional cycle track is provided on the east side of the crossing adjacent to the HOV lane. The sidewalks and cycle track are connected to the Ottawa River and Voyageurs pathways on both sides of the river. Currently, the pavement over the entire crossing is in poor condition with numerous cracks, deep rutting and numerous localized repairs. The underside of the bridge requires repairs to the concrete soffit and bridge bearings. The project is split into two phases. Phase 1 is proposed to be implemented in 2018/19, which includes rehabilitation of the asphalt surface and drainage of the bridge crossing. Phase 2 is to be implemented in 2019/20, which includes repairs to the underside of the bridge. These repairs form part of the life cycle management plan to reduce the risk to public safety, improve user comfort and maintain the bridge service life until major reconstruction in 10 to 25 years from now. 4. Options Analysis Three implementation alternatives were considered in addressing the poor condition of the surface of the crossing: 1. Do nothing; 2. Delay resurfacing and carry out minor interim repairs; and 3. Resurface the entire crossing. In the do nothing approach, the crossing would continue to deteriorate and the risk to user comfort and safety would increase such that serious injury to users would be imminent. Considering user safety as paramount, the do nothing approach is the least desirable. Submission: 2018-P150 Page 2 of 11 Public Submission In the approach to delay resurfacing and carry out minor interim repairs, the maintenance costs would increase annually in order to maintain the current condition of the crossing. It was determined that the continuous maintenance of the asphalt and concrete apron along the sidewalks and median is no longer sustainable as the deterioration is not only unsightly, but began affecting the operation of buses in the HOV lane as well as some degree of increased risk to user comfort and safety. Given the increased maintenance cost and the increased risk to user comfort and safety, this approach is not desirable. It is anticipated that resurfacing the entire crossing would have a service life for most areas until the major reconstruction of the bridge surface and superstructure in 10 to 25 years. Based on performance, maintenance effort and drainage condition, this approach may have a limited service life for the HOV lanes such that an additional resurfacing of the HOV lanes may be required prior to the major reconstruction. However, this option provides the most user comfort and safety and is therefore the preferred and recommended option for implementation in 2018/19. The project provided the opportunity to implement possible improvements to the cycle track for increased user comfort and safety. Following analysis, possible cycle track improvements include: • Enhancements to the existing bidirectional cycle track; and • Construction of a southbound cycle track on the west side. Based on these possible cycle track improvements, three options were developed: Option 1: Enhancements to the existing bidirectional cycle track through widening the area between the cycle track and motor vehicle lanes; Option 2: Enhancements to the existing bidirectional cycle track through the installation of a barrier between the cycle track and motor vehicle lanes; or Option 3: Construction of a southbound cycle track on the west side of the bridge, and conversion of the existing bidirectional cycle track to a northbound-only cycle track. Any changes to the cycle track are considered temporary until a full reconstruction of the bridge structure. During full bridge reconstruction, additional improvements to the cycle track and connections may be possible. Based on analysis and stakeholder consultation, the table found in Appendix C generalizes the results of the options. Option 3 estimated at $1,250,000 (excl. contingencies), improves the safety of cyclists and meets the standard width requirement. However, there is poor connectivity to existing and planned facilities therefore this option is the least desirable. Option 1 and Option 2 were determined to be the best options for implementation. Option 1 is relatively inexpensive ($900,000 excl. contingencies) compared to Option 2 ($2,200,000 excl. contingencies) and meets the standard width requirement. However, Option 2 provides better protection from cyclists falling into oncoming vehicular traffic. The snow removal operations under Option 1 would remain unchanged as the current practice is to store the ploughed snow on the cycle track. However, Option 2 requires additional effort to immediately remove ploughed snow that would be stored adjacent to the barrier on the roadway side. This additional effort will require additional annual funding Submission: 2018-P150 Page 3 of 11 Public Submission estimated at $50,000. The source of funding for this annual expense has not been identified. However it is noted that, by implementing the surface repair, the annual maintenance cost for localized repairs is reduced. The NCC is currently studying future pathway plans with the desire to maintain its cycle tracks during winter. If the NCC decides to maintain winter operation, Option 1 would not provide the required protection from cyclists falling into oncoming traffic especially under the slippery winter conditions. Considering public safety as paramount, the possible future pathway plans with the opportunity to implement safer winter operation of the cycle track and the consultant’s recommendation, Option 2 is the preferred and recommended option for implementation. 5. Financial Details Financial Summary Thousands Comments Funding requested: $8,772 Source of funding Total estimated project cost $9,162 Funding from partner(s): $0 NCC funding previously approved: $390 Reserved funding as per 2018-2019 Corporate Plan $9,162 Impact on future NCC operating costs: Net savings (costs) $0 Internal Rate of Return (IRR) N/A Project payback (in years) N/A Details are provided in Appendix D – Financial Details 6. Opportunities and Expected Results The goal of the project is to rehabilitate the asphalt surface of the crossing to minimize risk to public safety and maintain its service life until major rehabilitation of the bridge structure. The project offers the opportunity to replace the Bronson Channel northbound expansion joint, remove the deteriorating concrete aprons along curb and median, improve drainage and study, design and implement where possible, improvements to the bidirectional cycle track. The project will reduce the risk to public safety and improve user comfort for both vehicle operators and cyclists. Improvements to the cycle track will provide future opportunities to implement safer winter operation of the cycle track. Submission: 2018-P150 Page 4 of 11 Public Submission 7. Risks and Mitigation Measures Risk Likelihood Impact Planned Response Meeting public Med-high Moderate • Inform the public by preparing expectations due to traffic and implementing pro-active restrictions and/or communications plan. vehicular or cycle lane • Provide alternative access. closures during • Restrict lane closures to off peak construction. hours. Meeting public Med-high Moderate • Inform the public by preparing expectations due to and implementing pro-active
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