Design Solutions for the Royal Alexandra Bridge

DESIGN SOLUTIONS FOR THE ROYAL ALEXANDRA BRIDGE

FOR: PUBLIC SERVICES & PROCUREMENT CANADA

EXSPAN STRUCTURAL

CONSULTING SERVICES

CHRISTOPHE CHAN SING HENNY DUONG KINGTON CHU SOFIA AN

JUNE 5, 2019

Christophe Chan Sing ExSpan Senior Project Manager 200 University Ave West Waterloo, Ontario Canada N2L 3G1 June 9, 2019 Dr. Nadine Ibrahim Senior Project Engineer Public Services and Procurement Canada 140 O'Connor Street Ottawa, Ontario Canada K1A 0S5 Dear Dr. Nadine Ibrahim: As understood from your Request for Proposal, The Royal Alexandra Interprovincial Bridge constructed in 1900 by the Canadian Pacific Railway to connect Ottawa and Gatineau has reached the end of its life cycle. The constant rehabilitation of the bridge over the last decade to extend its life has resulted in multiple lane closures that have been detrimental to the traffic and local community. ExSpan is excited to provide structural and geotechnical engineering services to design a long- term solution for the deteriorating bridge. Our scope of services will include a series of assessments to evaluate several solutions such as the construction of a complimentary bridge to repurpose the existing bridge, a long-term rehabilitation strategy for the current structure, or a complete reconstruction of the Alexandra Bridge. ExSpan will provide an innovative solution that incorporates a modern structural design while still preserving the local heritage and culture of the Alexandra Bridge. Please find enclosed further details of our proposal for the Alexandra Bridge. We look forward to working with Public Services and Procurement Canada in bettering the communities of Ottawa and Gatineau. Yours sincerely,

Christophe Chan Sing Senior Project Manager

1.0 Introduction ...... 1 1.1 Background ...... 1 1.2 Project Requirements ...... 2 1.2.1 Demolition and Reconstruction ...... 3 1.2.2 Repurposing and Complementary Bridge ...... 3 1.2.3 Retrofitting and Rehabilitation...... 3 1.3 Scope of Work ...... 3 1.4 Design Phases ...... 4 2.0 Design Process Approach ...... 4 2.1 Design Constraints ...... 4 2.1.1 Local Heritage and Culture ...... 5 2.1.2 Material and Labour Cost ...... 5 2.1.3 Environmental Impact ...... 5 2.1.4 Construction Time ...... 6 2.1.5 Traffic Impact ...... 6 2.1.2 Environmental Impact ...... 7 2.2 Design Conditions ...... 7 2.3 Phase I - Preliminary Design ...... 7 2.3.1 Conceptual Design ...... 7 2.3.2 Parametric Design ...... 9 2.3.2.1 Preliminary Assessments and Analyses ...... 9 2.3.2.1.1 Existing Condition ...... 9 2.3.2.1.1 Geotechnical Condition ...... 9 2.3.2.1.2 Traffic Flow ...... 10 2.3.2.1.3 Environmental Site ...... 10 2.3.2.1.4 Bridge Life Cycle Cost Analysis ...... 11 2.3.2.1.5 Miscellaneous ...... 11 2.3.2.2 Evaluation and Selection of Alternative ...... 11 2.4 Phase II – Detailed Design ...... 12 2.4.1 CADD Schematics ...... 12 2.4.2 Construction Plan ...... 12 2.4.3 Life Cycle Cost Analysis ...... 12

2.5 Analysis Methodology ...... 12 2.5.1 Technology ...... 13 3.0 Project Team ...... 13 3.1 ExSpan – A History ...... 13 3.2 Team Members ...... 14 3.3 Project Management ...... 15 4.0 Schedule and Key Deliverables ...... 16 5.0 Budget ...... 16 6.0 References ...... 17

1.0 Introduction

1.1 Background

The Royal Alexandra Interprovincial Bridge, hereby addressed simply as the Alexandra Bridge, is an approximately 560-metre-long steel truss cantilever bridge originally constructed in 1900 by the Canadian Pacific Railway. The bridge is notably asymmetric and is comprised of four major sections – the ‘North Trestle Span’ comprised of a flat, sloping deck supported by six box trusses, the ‘Truss A Span’ comprised of a Pratt truss, the ‘Truss B Span’ comprised of a modified Bailey and K-truss, and finally the continuous-spanning ‘Main Truss’ designed as a cantilever truss.

Spanning across the Ottawa river between the cities of Ottawa, Ontario, and Gatineau, Quebec, the Alexandra Bridge was originally designed for electric trolley and rail use until the closure of the Ottawa Union Station in the late 1960s, where it was rehabilitated to accommodate vehicular and pedestrian traffic.

In 1970, the Canadian Pacific Railway turned over ownership of the bridge to the National Capital Commission, and was ultimately taken over by the Government of Canada under the Public Services and Procurement Canada, hereby addressed simply as PSPC. In 1995, after nearly a century of use, the Canadian Society for Civil Engineering designated the bridge as a Canadian National Historic Civil Engineering Site, where it remains as one of Ottawa and Gatineau’s local heritage icons (National History Committee of the CSCE, 2017).

Since the start of the 21st century, the Alexandra bridge has been a part of multiple 1- and 2- year- long rehabilitation programs focused on restoring piers, girders, portions of the main deck, and steel members surrounding the piers for the purpose of extending the bridge’s service life. Each rehabilitation project has included traffic management in the form of temporary and/or permanent lane closures. The different rehabilitation projects and length of rehabilitation have been noted below:

• 2009 – 2010: Keller Foundations • 2009 – 2010: McCormick Rankin Corporation (Canadian Consulting Engineer, 2010) (Canadian Museum of History, 2010) • 2014 – 2014: Maddison Construction (Maddison Construction, 2016)

• 2016 – 2017: Stellaire Construction Inc. (Public Works and Government Services Canada, PSPC, 2018) • 2019 – 2020: WSP (Public Works and Government Services Canada, Acquisitions Branch, 2019) • 2021 – 2022: ExSpan

The Alexandra Bridge is currently responsible for approximately 15% of the total vehicular traffic and 40% of the total pedestrian traffic between Ottawa and Gatineau. The pedestrian traffic across the Alexandra Bridge is the most out of all interprovincial bridges between Ottawa and Gatineau (Public Works and Government Services Canada, Public Services and Procurement Canada, 2018).

1.2 Project Requirements

The lanes closures on the Alexandra Bridge associated with the structural rehabilitation projects detrimentally impacts the immediate flow of traffic between Ottawa and Gatineau and causes congestions both on the Alexandra Bridge as well as on the other four (4) existing interprovincial bridges (the Champlain Bridge, Chaudiere Crossing, Macdonald-Cartier Bridge, and Portage Bridge). In order to address the deteriorating structural integrity of the bridge as well as the ever- increasing traffic demand (DCN News Services, 2019) says that there has been a 15 000 vehicles/day increase across the bridge since 2015 and is expected to continue to rise in the future), ExSpan has identified three possible alternatives and are as follows:

1. Complete demolition and reconstruction of a bridge in place of the Alexandra Bridge; 2. Repurposing the existing Alexandra Bridge and building a complementary companion bridge within the immediate vicinity; and, 3. Continuing the existing retrofit and rehabilitation programs planned for strengthening the bridge

All three (3) proposed plans listed above have the major overarching objectives of minimizing the need for future rehabilitation programs, improving the increasing traffic demand and congestion, and finally to preserve and honour the local heritage and identity of the Alexandra Bridge.

1.2.1 Demolition and Reconstruction

The demolition and reconstruction of a new bridge in place of the existing Alexandra Bridge will be able to greatly extend the service life of the bridge. Congestion in the immediate area would be expected to take place over a 3-year period, after which the newly constructed bridge would be open for public use. The reconstruction of the Alexandra Bridge could accommodate rail systems for future plans of the major Ottawa-Gatineau LRT project planned for 2028. While the reconstruction of the bridge would retain major identity visuals, traffic demand would be accommodated by adding in additional lanes for vehicular and/or pedestrian traffic, thereby eliminating the need for occasional alternate-lane switching.

1.2.2 Repurposing and Complementary Bridge

Building a complementary bridge has a focus on relieving the traffic demand across the Alexandra Bridge without drawing attention away from the historic structure; the companion bridge would be built to accommodate for the majority of vehicular traffic while the Alexandra Bridge would be repurposed for pedestrian and cyclist use. The companion bridge would be built with complementary aesthetic appeal without detracting from the Alexandra Bridge.

1.2.3 Retrofitting and Rehabilitation

The rehabilitation will expand upon the current structural rehabilitation planned for the bridge. PSPC expects there to be 2 – 3 more rehabilitation programs aimed at repairing the steel girders, metal deck, and other structural steel members in the next 3 years (Public Services and Procurement Canada, Communications, 2019). The major rehabilitation plan will be focused on a holistic rehabilitation of the entire bridge aimed at expanding the service life of the existing bridge until any planned future bridges are erected in other locations (Department of Finance, 2019).

1.3 Scope of Work

The scope of work on the existing Alexandra Bridge will be limited to the portion spanning the Ottawa River and joining the cities Ottawa and Gatineau, constrained by Laurier Street to the west and Sussex Drive to the east. All options will consider the structural and geotechnical components of any additional retrofitting or construction. Associated roadwork rehabilitation and hydraulic engineering analyses will be considered outside the scope of the project.

The repurposing of the existing bridge and construction of a complementary bridge has additional specific portions to the scope of work and includes construction zones for the complementary bridge limited immediate local vicinity of the Alexandra Bridge, bounded by the Macdonald- Cartier Bridge to the north and the Portage Bridge to the south-west. In order to not develop increased local scour to adjacent bridges’ piers, the companion bridge will be built within approximately 500 m out from the existing Alexandra Bridge.

1.4 Design Phases

The project, regardless of option chosen, will be broken down into two major sections – Phase I and Phase II. In Phase I of the project, ExSpan will conduct preliminary assessments associated with the existing Alexandra Bridge and its surrounding environment. Preliminary assessments will include any required structural assessments, environmental assessments, and traffic flow assessments. Preliminary conceptual designs for each of the options will be developed will be further detailed into parametric designs. The final component of Phase I will be evaluating and choosing the final design option by utilizing a weighted matrix system. Phase I of the project will span between May to the end of August.

Phase II will begin in January and continue until the end of April. Phase II begins the detailed design and analysis of the final design option selected near the end of Phase I. ExSpan will utilize structural analysis and modelling software in the form of SAP2000, MIDAS Civil, and AutoCAD in conjunction with the Canadian Highway Bridge Design Code and the Steel and Concrete Design Handbooks to design and analyze bridge members and connections. All required or associated construction documents relating to any demolition, construction, or rehabilitation plans, as well as any structural drawings, will be produced in this phase of the project.

2.0 Design Process Approach

2.1 Design Constraints

There are a number of constraints when designing a long-term solution for the Alexandra Bridge which has reached the end of its life cycle. The most dominant constraints that will be considered include:

1) the preservation of local heritage and culture

2) the cost of material and labour;

3) the construction time;

4) the traffic impact;

5) the design codes and structural safety provisions as specified by the MTO; and,

6) the environmental impact

2.1.1 Local Heritage and Culture

The Alexandra Bridge contributes to the national and local heritage and culture found in Ottawa and has been honoured by the Canadian Society for Civil Engineering as a National Historic Civil Engineering Site. It is famous for its large cantilever truss span and represents Canadian engineering achievement without external assistance. Much of its cultural significance comes from its long life and because it represented a passageway between Ottawa and Gatineau; the bridge serves as a connection between many other local heritage sites and structures, including Parliament Hill, the Rideau Canal, and local museums.

ExSpan will preserve and honour the culture and identity of the bridge during design development by choosing designs that complement the original Victorian-era style whether a complementary bridge, a complete reconstruction, or a major rehabilitation is chosen.

2.1.2 Material and Labour Cost

The cost of material and labour for the construction of the proposed bridge will need to be considered and is highly dependent on the design of the bridge. Bridges with highly complex designs may require intensive labour or skill-trade labour in order to complete construction. The labour cost will also factor in the total length of construction. Additional construction factors, such as parking for construction staff, on-site mobile trailers, space for any construction equipment (ie. Cranes and other heavy equipment) will be considered.

2.1.3 Environmental Impact

All construction activities will follow the required provincial legislation acts and includes:

• the Environmental Assessment Act;

• the Environmental Protection Act; and, • the Lakes and Rivers Improvement Act

Care will be taken to ensure the natural surrounding and environment of the Alexandra Bridge or the companion bridge, depending on the chosen alternative, will not be anthropogenically affected by construction activities and/or post-construction operation activities.

2.1.4 Construction Time

Construction time of each design alternative will vary depending on the complexity of the design, the equipment required to be mobilized, and the availability of nightwork. Construction in Ontario is also inhibited by the weather. Snow and rain impede construction activities such as the curing of concrete. Therefore, most of the construction should take place during the dryer seasons from early May to late October to minimize the cost while maximizing the quality of structural components.

The construction time also directly affects the economic and social factors ExSpan will attempt to consider. Extensive construction time will add to noise-pollution and traffic impediments. The surrounding area, including local stores and other popular tourist locations, could be negatively affected by on-going construction. ExSpan will attempt to minimize the construction time.

2.1.5 Traffic Impact

The daily average traffic across the Alexandra Bridge is approximately 22 000 vehicles per day, and accounts for approximately 15% of the vehicular traffic between Ottawa and Gatineau and 40% of the pedestrian traffic (Public Works and Government Services Canada, Public Services and Procurement Canada, 2018). Any lane closures or other construction-related activities can detrimentally affect congestion within the area. Furthermore, rerouting traffic to other bridges can cause over-congestion on those bridges, as well. The impact on local traffic and consequently, the need for different routes and detours will be assessed. In addition, the need for new routes should be considered if a complementary bridge is chosen. This may include constructing new roads or expanding current roads to accommodate the new traffic route. Traffic management and road design is outside ExSpan’s scope of work and will be outsourced to an external transportation consultant; however, ExSpan will attempt to minimize impact to traffic.

2.1.2 Environmental Impact

All construction activities will follow the required provincial legislation acts and includes:

• the Environmental Assessment Act; • the Environmental Protection Act; and, • the Lakes and Rivers Improvement Act

2.2 Design Conditions

Engineering design conditions to be considered for the alternative designs are as follows:

1. Possessing a service life of 100 years; 2. Possessing the ability to retain its structural integrity in the event of a 1-in-100 year storm or 1-in-100 year flood; 3. Following all the regulations and standards outlined in the Canadian Highway Bridge Design Code (CHBDC); and, 4. Preserve local heritage and culture of the existing bridge

2.3 Phase I - Preliminary Design

Phase I of the project includes all preliminary assessments associated with the existing bridge to assess current structural integrity and survey the surrounding environment. Conceptual designs for each alternative will be developed into parametric designs, and associated design styles and specific materials will be established. From these parametric designs, the final design will be selected via a weighted matrix evaluation. The final design chosen will be subjected to detailed design and analysis.

2.3.1 Conceptual Design

In order to meet the criteria in objective 1) listed in 1.2 Project Requirements, the proposed redesign of the bridge will retain many of the currently existing superstructure’s style, including its truss and cantilever design. Currently, the Alexandra Bridge’s truss design mimics a

7 combination of the Baltimore truss designed for rail use and a cantilever truss to support the horizontal span above the navigation channel. The newly proposed bridge is expected to utilize a lighter-weight truss design as no rail usage is anticipated.

Furthermore, the second alternative, i.e., the design for the complementary companion bridge, will be a simple design that will not detract from the splendor of the Alexandra bridge.

Currently, the minimum vertical clearance of the Alexandra Bridge is listed at 11 metres at the Ottawa River’s peak mean water level of 43.17 metres, while the horizontal clearance is listed at 90 metres. As the Alexandra Bridge is the largest supporting bridge in the immediate vicinity, including the bridges along the Rideau and Trent Canal, the current clearance of 11 metres appears to adhere to Parks Canada’s largest mandated minimum overhead clearance, which was established to be 7.9 metres at the Ottawa locks plus an additional clearance of 3 metres for all amphibious navigation travel (Parks Canada, Indian and Northern Affairs, 1977).

All proposed conceptual designs will adhere to having an unobstructed minimum navigation channel clearance of 90 m x 11 m in the approximate area of the current iteration.

Several alternative designs may be outlined and may include, but are not limited to, any of the following:

• Cantilever Truss; • Allan Truss; • Hybrid Bowstring-Tiered-Arch Truss; • Continuous Span Truss; and, • Extradosed Design • Prestressed Concrete Beam

Additionally, specific material types will also be outlined and may include, but are not limited to, any of the following:

• UHPC – Ultra High-Performance Concrete; • FRC – Fibre-Reinforced Concrete;

2.3.2 Parametric Design

The conceptual designs will be developed into parametric designs by performing preliminary assessments of each alternative. Each design alternative will be analyzed and evaluated based on the design constraints. The parametric design that best conforms with the design constraints and the Client’s priorities will be selected for detailed design.

2.3.2.1 Preliminary Assessments and Analyses

The preliminary assessment is conducted in order to establish the life-cycle cost impact of the current existing Alexandra Bridge and aims to answer the triple bottom line theory of impacts towards society, environment, and the economy. Impacts to each category will be quantified in either base dollar value or average dollar value per year. Assessments will be conducted and include an existing condition assessment of the bridge, a geotechnical assessment of the abutment foundation, a traffic flow assessment into and out of the bridge, and an environmental site assessment of the surrounding area.

2.3.2.1.1 Existing Condition

An existing condition assessment will be conducted on-site to assess current damage to the bridges. This may include assessments of the metal decking, steel girders and beams, piers, and all supporting members in the super structure. This assessment will be part of the bridge life-cycle cost analysis (BLCCA) to establish tentative requirements for future rehabilitation projects within the next 5 to 10 years. Photographs capturing the extent of damage will be recorded for reference purposes. The cost of potential future rehabilitation projects will be established.

Assessment of the bridge will follow the Ontario Structure Inspection Manual (OSIM) format and summarized in the standard form of a Bridge Condition Index (BCI).

The existing condition assessment may not be required if associated data of the above items can be obtained from formal reports.

2.3.2.1.1 Geotechnical Condition

For the reconstruction and the complementary bridge options, geotechnical conditions must be assessed before any new construction begins. A preliminary geotechnical assessment will be conducted to assess soil conditions in the chosen areas of construction. The associated data

9 gathered from this assessment will be used to adequately design suitable foundation supports for the abutments of the bridge.

The geotechnical condition assessment may not be required if associated data of the above items can be obtained from formal reports.

2.3.2.1.2 Traffic Flow

A traffic flow assessment will be conducted on-site to assess the vehicular flow of traffic through the bridge from Ottawa to Gatineau and vice versa. It has been noted in a previous report that showed that traffic “is heavier from Gatineau to Ottawa in the morning, and from Ottawa to Gatineau in the afternoon” based on previous traffic study reports. The report from 2017 continues on to state that a lane closure for Ottawa-bound vehicular traffic between 2 PM and 7 PM would be managed by the other 4 interprovincial bridges (Public Works and Government Services Canada, Public Services and Procurement Canada, 2018).

A formal traffic flow assessment would establish the total users to be affected by the construction of a replacement or complimentary bridge across the estimated 3-year construction time span. Furthermore, it would also establish the average users affected on a daily basis if it is decided that the existing bridge will be strengthened. The cost associated with all cases will be established.

The traffic flow assessment may not be required if associated data of the above items can be obtained from formal reports.

2.3.2.1.3 Environmental Site

An Ontario Phase I environmental site assessment (Ph I ESA) will be conducted on-site to assess any potential or existing environmental contamination liabilities directly on and around the Alexandra bridge. As the Ottawa River flows into the Lake of Two Mountains and the St. Lawrence River near Montreal, environmental damage from current structural deterioration or from future rehabilitation programs could potentially drastically harm a large length of water.

Following the traffic flow assessment, the harmful contaminant emissions from vehicular traffic either crossing or congested (due to various causes, including, but not limited to: lane closure, rush hours, etc.) will be analyzed. An estimate of the contaminant emissions from vehicular traffic

10 during congestion caused by the design alternative will also be assessed. The cost associated with any potential or existing damages will be established.

The environmental site assessment may not be required if associated data of the above items can be obtained from formal reports. Any additional ESAs will not be conducted, and if required, is assumed to be conducted and remediated by independent firms.

2.3.2.1.4 Bridge Life Cycle Cost Analysis

With the completion of the three previous assessments, the bridge life-cycle cost analysis (BLCCA) can be conducted and assesses the total cost of the existing bridge by evaluating capital costs, maintenance and operation costs, user costs, and miscellaneous costs over a specified service life time.

Some of the above costs may need to be obtained from external formal reports and cannot be found as part of the three previously described assessments. These may include, and are not limited to, land acquisition and initial construction costs as capital costs, energy and water usage, and the net present value of cash flow.

The existing BLCCA developed under the preliminary assessment will be used as a contrasting element against a prepared preliminary BLCCA planned for the proposed bridge over a specified service life time.

2.3.2.1.5 Miscellaneous

In the scenario that key structural data cannot be obtained, additional assessments or associated on-site field work will be conducted. Topographic and GPS/GNSS surveying may be conducted in order to establish coordinates and elevation datums at or near existing or planned abutment connections.

2.3.2.2 Evaluation and Selection of Alternative

The parametric designs will be evaluated using a weighted decision matrix based on the preliminary assessments discussed in Section 2.2.2.1. The criteria will be material and labour cost, environmental impact, traffic impact, construction time, and preservation of identity and local heritage. The criteria will be weighted according to the Client’s priorities and the design alternative with the greatest overall score in the weighted decision matrix will be selected for detailed design.

2.4 Phase II – Detailed Design

Phase II of the project is the detailed design of the alternative selected in Phase I. The Canadian Highway Bridge Design Code, the Concrete Design Handbook, and the Steel Design Handbook will be used in conjunction with structural analysis software to design the members and connections in detail.

A set of construction documents containing the demolition plan, construction plan, and structural drawing set will also be produced in Phase II of the project.

2.4.1 CADD Schematics

AutoCAD will be used to draft the structural drawings for the plan layout, elevation views, and section cuts for the final proposed detailed design.

2.4.2 Construction Plan

A set of construction plans will be produced for the final detailed design using AutoCAD. The construction documents will contain general construction notes, structural member schedules, and structural drawings.

A demolition plan will also be produced if the chosen alternative is either a replacement or major rehabilitation of the existing bridge. The team will determine whether a single complete demolition or staged demolitions is preferable for minimizing traffic impact, environmental impact, and overall cost.

2.4.3 Life Cycle Cost Analysis

A more in-depth BLCCA will be performed in Phase I once the structural design, construction plan, and demolition plan for the chosen alternative is finalized. The Phase II BLCCA will include the main design costs by evaluating its capital costs, maintenance and operation costs, user costs, and miscellaneous costs for a new design service life of 100 years. It will also include the cost of repair of the existing structure and the evaluation of the new bridge.

2.5 Analysis Methodology

The final proposed design will be checked as part of the engineering due diligence procedure. All design check calculations will be completed by anyone in the project team excluding the designer

12 of that specific component. All check calculations will be completed by hand following the regulations and standards of the CHBDC.

2.5.1 Technology

ExSpan’s drafting and modelling team will make use of common software in the industry throughout the project to draft, model, and structurally analyze the structural designs.

AutoCAD, a commercial computer-aided design and drafting software, will be used to draft the plan views, elevation views, section cuts, and connection details of the designs. These construction drawings produced in AutoCAD will be used as part of the final construction documents in Phase II of the project.

MIDAS Civil and SAP2000, two commercial engineering analysis software, will be used to model and analyze the structural members and connections to minimize the overall size and cost of the design.

3.0 Project Team

3.1 ExSpan – A History

ExSpan is an independent structural engineering consulting firm of engineers, analysts, designers, and planners combining skills across a multitude of interdisciplinary civil engineering industries to solve complex problems. While we hold the belief that the crux to future development of urban metropolitans is the creative yet efficient design of structures and infrastructures, we believe it is imperative to not lose sight of our humanity. At ExSpan, we strive to balance the raw efficiency needed to bring creative ideas into the tangible real world with the preservation of our heritage and culture – the things that make us human.

Founded in 2019 by geotechnical and structural expert Christophe Chan Sing, ExSpan now employs over 3 people working within Canada supporting and supported by Christophe’s core values and ideas:

It is not right to call us builders – no; we are far more than that, for we are creators. To build is asking to construct, but as creators we hold the responsibility of pride and dedication to our craft. We must always remember that not only are we building for ourselves – but much more importantly, we are responsible for creating the pillars of the future. And to that, we must remain true to ourselves … and true to humanity.

Our core values: • Protect national and local heritage, culture, and identity • Endeavour to protect and preserve the natural environment • Follow ethical considerations to project design and social decisions, where applicable • Develop, design, and innovate new solutions for complex problems • Promote the safety, health, and well-being of the team, workers, and all civilians above all

3.2 Team Members

Christophe Chan Sing – Senior Project Manager

Senior Project Manager and founder of ExSpan since 2019. Christophe has countless months of experience in project management and bidding predominantly in the geotechnical and structural industry. Since parting ways with the MTO – Bridge Construction and Rehabilitation Department, Christophe will lead the project team with his technical skills in assessment and analysis of Ontario-standard bridges.

Kington Chu – Structural Engineer

With a strong background in structural analysis and CADD, Kington will lead the drafting and/or modelling of the as-built drawings and supporting construction documents, as well as aiding the project team on the design and analysis of the proposed bridge. His experience with environmental rehabilitation and structural condition assessments will allow him to lead the team in the preliminary assessment phase of the project.

Henny Duong – Technical Analyst

Acting as the technical analyst of the project team, Henny will lead the modelling and analysis of the proposed bridge via various finite element models. With experience working as a forensic structural analyst, he will aid in the structural condition assessment and address any rehabilitation concerns during the preliminary assessment phase of the project. He will additionally aid with the preparation of any construction documents or CAD drawings.

Sofia An – Structural Designer

With a proven history in Ontario bridge design and rehabilitation, Su Hyun will lead the project team during the schematic design and analysis of the proposed bridge. Her experience with structural analysis coupled with a background in welding and mechanical engineering design will allow her to lead the team in designing and analyzing member connections. She will additionally aid with the preparation of any construction documents or CAD drawings.

3.3 Project Management

Our group will be using a Gantt chart that is created using a template on Excel for the purpose of project management. Tasks will be assigned based on the skills that each member possesses and the workload will be assigned as evenly as possible in terms of hours spent working on the capstone project. The Gantt chart contains course deliverables and additional deliverables based on what will be needed to complete the project. The Gantt chart will be modified in the future as needed to account for any unexpected events. The Gantt chart can be found in Appendix A.

The preliminary assessment is the first critical task. Information and data about the bridge and its surroundings need to be collected in order to start the project. The next critical task is to evaluate alternatives and choose the best one so that the detailed design of the chosen alternative can start. The detailed design is the next and final critical step since all members and connections have to be determined in order to start the drafting phase. The construction and demolition schedules can be developed in conjunction with the drafting process.

The team will be conducting weekly meetings to discuss the project progress and share updates on the work that every member is responsible for. The meetings will also be a platform to discuss

15 upcoming deliverables and review the ones that are due soon. Feedback will be provided and changes will be made to the deliverables if applicable.

4.0 Schedule and Key Deliverables

The first set of reporting documents will be obtained from the preliminary assessment. Those documents will include a Life Cycle Analysis, bridge conditions, traffic flow data, an Environmental Site Assessment, geotechnical assessment, elevation data around the bridge, and pictures of the bridge. The next set of documents originate from the schematic design. Various bridge designs will be created using different materials and design styles. The next document is a weighted matrix which will be used to evaluate all the designs and choose the best one. Once a design is chosen, a detailed design will be performed. A structural model of the bridge will be created and all members and connections will be selected. The following step is the drafting component where the CAD drawings of the bridge structure and its elevations will be generated. A construction schedule and demolition plan describing how the steps in which the bridge will be demolished and constructed will then be submitted. The final document is the final report which gives an overview of the entire capstone project.

5.0 Budget

The budget for Phase I includes only design process resources. The labor cost accounts for the time spent to acquire data, i.e., by performing a site investigation. The hourly rates for the technical advisor and each team member were obtained from the Ontario Society of Professional Engineers (OSPE) fee guideline from 2015 (Ontario Society of Professional Engineers, 2015). SAP2000 and MIDAS Civil are the computer software that will be used for this project. Four SAP2000 advanced licenses (CSI America, 2019) and two MIDAS Civil advanced licenses (Midas, 2019) will be purchased. The main source of uncertainty lies in the cost for data acquisition since it may vary if the number of hours spent on the project changes. Figure 1 on the next page shows the budget for Phase I.

Figure 1: Budget for Phase 1

6.0 References

National History Committee of the CSCE. (2017, August 30). Alexandra Bridge, Ottawa, Ontario - Hull, Quebec. Retrieved May 29, 2019, from https://cscehistory.ca/national/alexandra-bridge-ottawa-ontario-hull-quebec/

Canadian Museum of History (2010, March 10). Alexandra bridge rehabilitation: Access to the Museum of Civilization. Retrieved June 04, 2019, from https://www.historymuseum.ca/media/alexandra-bridge-rehabilitation-access-to-the-museum- of-civilization/

Maddison Construction (2016). Alexandra Bridge - Structural Restoration. Retrieved June 04, 2019, from https://maddisonconstruction.com/portfolio/alexandra-bridge-structural- restoration/

CSI America. (n.d.). CSI Worldwide Sales. Retrieved June 04, 2019, from https://www.csiamerica.com/sales/pricing

DCN News Services. (2019, March 19). $80.4 million for National Capital Region crossings upgrades - constructconnect.com. Retrieved June 2, 2019, from https://canada.constructconnect.com/dcn/news/government/2019/03/80-4-million-national- capital-region-crossings-upgrades

Department of Finance. (2019, March 20). Minister Morneau Discusses Budget 2019: Investing in the Middle Class in Ottawa. Retrieved June 2, 2019, from https://www.fin.gc.ca/n19/19- 025-eng.asp

Canadian Consulting Engineer. (2010, July 19). Historic bridges benefit from stimulus funds. Retrieved May 28, 2019, from https://www.canadianconsultingengineer.com/transportation/historic-bridges-benefit-from- stimulus-funds/1000379179/

Midas. (n.d.). Midas Civil price page. Retrieved June 4, 2019, from https://www.midasoft.com/general/products/civilpricingpage

Ontario Society of Professional Engineers (OSPE). (2015). OSPE FEE GUIDELINE 2015. Retrieved June 2, 2019, from https://www.ospe.on.ca/public/documents/general/2015-fee- guideline.pdf

Parks Canada, Indian and Northern Affairs. (1977). Navigation Canals. Retrieved June 2, 2019, from http://publications.gc.ca/collections/collection_2017/pc/R58-2-1977-eng.pdf

Public Services and Procurement Canada, Communications. (2019, May 31). Lane reductions and closures on interprovincial bridges in the National Capital Region. Retrieved June 2, 2019, from https://www.tpsgc-pwgsc.gc.ca/medias-media/media-index-eng.html

Public Works and Government Services Canada, Acquisitions Branch. (2019, May 28). Alexandra Bridge Rehabilitation (EP731-192879/A). Retrieved June 2, 2019, from https://buyandsell.gc.ca/procurement-data/tender-notice/PW-FG-368-76853

Public Works and Government Services Canada, Public Services and Procurement Canada. (2018, October 22). Alexandra Bridge: Construction updates and lane closures. Retrieved June 2, 2019, from https://www.tpsgc-pwgsc.gc.ca/biens-property/pdb-bdd/alexandra- eng.html

APPENDIX A

APPENDIX B