July 12th, 2017
Public Services and Procurement Canada Ontario Region 4900 Yonge Street Toronto, ON, M2N 6A6
Attention: Mr. Jack To, P.Eng., Project Manager
RE: Wasauksing Swing Bridge: Final Contingency Plan Report Submission
Client Reference No. R.078886.001 MMM Group Project No. 3215082
Dear Mr. Jack To:
MMM Group Limited (MMM) is pleased to submit the attached Final Report for the Wasauksing Swing Bridge Contingency Plan.
If you have any questions, please do not hesitate to contact myself or Matthew Bowser.
Sincerely,
MMM Group Limited
Joe Stoner, E.I.T. Designer - Bridge Engineering
CC: Matthew Bowser, MMM Group Limited Heather Cullen, Indigenous and Northern Affairs Canada (INAC) Ryan Tabobondung, Public Works Wasauksing First Nation
1
Final Report Wasauksing Swing Bridge Contingency Plan
PWGSC Project: R.078886.001
MMM File: 3215082
DRAFT Report | Wasauksing Bridge – Contingency Plan July 2017 MMM Group Limited | July 2017 | WO 3215082
EXECUTIVE SUMMARY
This Contingency Plan has been prepared for Indigenous and Northern Affairs Canada (INAC). The Wasauksing Swing Bridge is the sole land-access to Parry Island (Wasauksing First Nations) from Parry Sound. The findings and recommendations of this report will be used by INAC to assess and prioritize the risk of possible malfunctions of the Wasauksing Swing Bridge, and to implement methods to mitigate the risk of a malfunction and to restore vehicle traffic in the event of a malfunction. This report is not intended to be an Operating Procedure, but rather a technical resource that could be used by millwrights or other qualified personnel to develop Operating Procedures for the various recommendations and plans proposed in this report.
As this bridge is a “life-line” structure, maintaining vehicle access to the Island is paramount at this site. If a malfunction occurs when the swing span is in its open or partially open position, it is critical that the swing span be closed as quickly as possible to restore vehicle traffic to and from Parry Island. This report identifies and discusses possible malfunctions that could result in the swing span malfunctioning while in the open or partially open position, including specific recommendations for actions that could be taken in the event that a malfunction occurs. A list is also provided with contact information for engineers and specialized contractors who could be contacted in the event of a malfunction, as well as various stakeholders for the bridge.
1. This report presents four methods that could be employed to close the bridge in the event of a malfunction: The first method to enable closing of the bridge involves manual operation using the bridge key. The equipment required to close the bridge by manual operation is currently maintained by Wasauksing First Nation. The bridge operators on staff (as of 2017) are familiar with the requirements for manual operation of the bridge.
2. The second method to enable closing of the bridge is a concept that involves utilizing an auxiliary gas powered hydraulic power unit (HPU). This option will allow the bridge to be operated in the event of an electrical service interruption or a malfunction with the existing electrically powered HPU. This unit must be designed, procured, installed, and commissioned.
3. The third method to enable closing of the bridge is a concept that involves utilizing an auxiliary drive system. This system would connect directly to the span drive machinery, and would allow the bridge to be operated in the event of an electrical service interruption or a malfunction with the HPU or hydraulic span drive motor. A Feasibility Study and detailed engineering design, followed by extensive rehabilitation work to the existing span drive machinery, are required to implement this alternative.
4. The fourth method to enable closing of the bridge involves utilizing a wire rope and cable puller (tirfor). The rigging, anchorages, and equipment required to implement this method have been procured, installed and are stored at the bridge site. It is recommended that Wasauksing First Nation develop an Operating Procedure for implementing this plan.
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082
Following a malfunction, and after the swing span has been closed, the ends of the swing span need to be supported at the east and west nose piers. This report presents two methods that could be employed to provide this support. The first method for providing support at the ends of the swing span involves manual operation using the bridge key to drive the end wedges to their fully seated position. If it is not possible to drive the end wedges using manual operation, then temporary support can be provided by jacking the ends of the swing span and installing temporary supports; these temporary supports and jacks have been procured. The temporary supports are currently stored at the nose piers on the access platforms and the jacks and hydraulic power pack are stored in the operator’s house.
This report also provides specific recommendations for preventative measures that could be implemented to reduce the risk associated with possible malfunctions of the Wasauksing Swing Bridge.
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082
TABLE OF CONTENTS
1.0 INTRODUCTION ...... 3
2.0 DESCRIPTION OF EXISTING BRIDGE ...... 3 2.1 Existing Bridge - Navigation ...... 4
3.0 BACKGROUND INFORMATION ...... 5
4.0 POTENTIAL MALFUNCTIONS ...... 6 4.1 Electrical Service Interruption (General Power Outage) ...... 7 4.2 Failure of the Submarine Cable ...... 7 4.3 Failure of the Hydraulic Power Unit (HPU) or Hydraulic Hoses ...... 9 4.4 Mistakenly Triggered Limit Switch ...... 10 4.5 Failure of Span Drive Machinery ...... 12 4.6 Wedges Do Not Drive ...... 14 4.7 Damage to End Latches ...... 15 4.8 Localized Failure of Timber Deck ...... 16
5.0 RESTORING VEHICLE TRAFFIC FOLLOWING A MALFUNCTION16 5.1 ‘On-Call’ System for Assisting Personnel ...... 17 5.2 Method 1 - Closing the Bridge by Manual Operation ...... 17 5.2.1 Accessing Swing Span if Bridge is Stuck in Open Position ...... 18 5.2.2 Closing the Swing Span using Manual Operation ...... 19 5.2.3 Driving the End Wedges using Manual Operation ...... 21 5.3 Method 2 - Closing the Bridge using a Gas Powered HPU...... 22 5.4 Method 3 - Closing the Bridge using an Auxiliary Drive System ...... 23 5.5 Method 4 - Closing the Bridge using a Cable Puller (Tirfor) ...... 24 5.6 Temporary Support for Swing Span at Nose Piers ...... 30
6.0 PREVENTATIVE MEASURES TO REDUCE RISK ...... 33 6.1 Procure a Second Bridge Key for Manual Operation ...... 33 6.2 Procure a Portable Standby Generator ...... 33 6.3 Procure a Permanent On-Site Generator ...... 34 6.4 Implement a Preventative Maintenance Program ...... 35 6.4.1 Bridge Operator Training ...... 35 6.4.2 Increased Inspection of Electrical and Mechanical Components ...... 36 6.4.3 Stock Spare Bridge Parts and Components ...... 36
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6.5 Procure a Steel Road Plate ...... 37
7.0 EMERGENCY CONTACT INFORMATION ...... 38
8.0 CONCLUSIONS ...... 40
9.0 RECOMMENDATIONS ...... 42
LIST OF APPENDICES
Appendix A – Site Photographs Appendix B – General Arrangement of Existing Swing Bridge Appendix C – Canadian Hydrographic Service Chart Appendix D – Cable Puller Anchor Detail Appendix E – Jacking and Blocking Details to Support Swing Span Ends
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1.0 INTRODUCTION
This report was prepared for Indigenous and Northern Affairs Canada (INAC). The Wasauksing Swing Bridge is the sole land-access point for vehicular traffic to Parry Island (Wasauksing First Nation) from Parry Sound. The Wasauksing Swing Bridge is an operating swing bridge that is over 105 years old; therefore, there is a risk that the bridge could be stuck in an open or partially open position in the event of a malfunction which would prevent vehicle access to and from Parry Island. A closure of this bridge to vehicle traffic will prevent access for Emergency Medical Services. A closure will also influence the livelihood of the Island residents as it will affect their ability to travel to work, to school, to medical appointments, to purchase groceries, and to purchase other essential goods (not available on Parry Island). Therefore, this report has been prepared to mitigate the impacts of a malfunction of the Wasauksing Swing Bridge on the life, safety, and wellbeing of the Wasauksing First Nation and residents of Parry Island.
As this bridge is a “life-line” structure for the residents of Parry Island, this report aims to protect, maintain, and restore vehicular access to the bridge. This report identifies and discusses possible malfunctions that could result in the swing span of the Wasauksing Swing Bridge being stuck in the open or partially open position, and recommends actions to be taken in the event of a malfunction. This report proposes methods to close the bridge in the event of a malfunction, and methods to mitigate the impacts of a malfunction.
A list is also provided with contact information for engineers and specialized contractors who could be contacted in the event of a malfunction.
This report is not an Operating Procedure, but rather a technical resource that could be used by millwrights or other qualified personnel to develop Operating Procedures for the various recommendations and plans proposed in this report.
2.0 DESCRIPTION OF EXISTING BRIDGE
The Wasauksing Swing Bridge is located on Rose Point Road approximately 5 km south of Parry Sound, Ontario. The bridge provides access for vehicles crossing the South Channel of Parry Sound between the mainland and Parry Island (Wasauksing First Nation). The bridge acts as the sole access point to and from Parry Island for vehicular traffic. The bridge is an operating movable bridge that is opened hourly during the navigational season to permit the passage of navigation traffic through the South Channel. Site photographs for the existing bridge are presented in Appendix A.
The swing span is an equal arm through truss swing bridge of the rim bearing design with an overall length of 50.8 m. When open, the width of the waterway opening is approximately 18.9 m in both the east and west channel. The truss was erected on existing foundations (from a previous bridge) in approximately 1912.
The spans from the east and west abutments to the swing span nose piers consist of a series of timber trestles. The east approach consists of twelve (12) spans of both timber pile and post/sill construction. The west approach consists of seventeen (17) spans of similar construction. As the bridge was a rail
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 3 carrying structure until 1987, the trestle spans are typical of railway trestles, constructed of timber pile or post bents with timber cap beams supporting timber stringers. The eight (8) stringers support the timber ties and a laminated timber deck. The stringers are "bunched", meaning two sets of three stringers are placed side by side on either side of the centre line (originally under the rails) to carry the live loads. The timber stringers are mechanically connected with a through bolt at each bent.
The east approach spans have an overall length of 47.5 m while the west approach spans have an overall length of 63.4 m. The overall length of the bridge is approximately 162 m.
The bridge currently carries a 3.5 m wide single lane of vehicular traffic (controlled by permanent traffic signals). The deck consists of a stress laminated timber deck on timber railway ties. There is a 1.3 m wide timber sidewalk on the north side of the bridge. Appendix B provides the plan, elevation, and a typical section of the existing bridge.
The nose piers and centre pivot pier for the swing span rest on rock filled timber cribs. These cribs have been grouted with cement grout on several occasions. Above the water line the cribs are capped with reinforced concrete. The nose end wedges and rim bearing are affixed to the nose and pivot (centre) piers, respectively.
The swing span has a hydraulic power unit that drives a hydraulic motor. The hydraulic motor drives a pinion that engages the geared rack mounted on the centre pier. This causes the bridge to rotate through 90° in a counter clockwise direction to open for navigational traffic. Power to the pivot pier is provided by a submarine cable from the island. Control systems also run through submarine cables from both shores to operate signals and warning gates.
Traffic control for both one lane operation of the bridge and for openings of the bridge for navigation traffic is provided by traffic signals on both approaches. Warning gates also exist on both approaches.
The bridge is currently provided with only a single source of electric power from the local utility grid. In the event of a power outage, there is currently no back-up generator available to operate the bridge, the vehicular traffic control and navigation lighting, and operator facility.
2.1 Existing Bridge - Navigation
The current Wasauksing Swing Bridge provides two (2) navigational openings. The width of the waterway opening is approximately 18.9 m in both the east and west channel. When the swing span is open there are no limitations on vertical clearance. When the swing span is closed the vertical clearance for marine vessels is listed as 18 feet (approximately 5.5 m) by the Canadian Hydrographic Service. Refer to the small-craft nautical chart published by the Canadian Hydrographic Service presented in Appendix C.
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3.0 BACKGROUND INFORMATION
In January 2015 MMM Group Limited (MMM) was retained by the Wasauksing First Nation to inspect the general condition of the Wasauksing Swing Bridge, evaluate the bridge for loading (as described in the Canadian Highway Bridge Design Code) and/or determination of load posting, and to provide recommendations regarding the future of this bridge. A report prepared by MMM titled “Wasauksing Swing Bridge Assessment” dated July 15, 2015, documented the inspection, evaluation, and assessment of the bridge, and provided a recommended course of action.
The 2015 inspection program included detailed inspection of the structural, mechanical, electrical, and underwater components of the bridge. MMM found that while the bridge was in an operable state, the overall condition of the bridge had declined significantly since the previous assessment that was completed in 2004. Significant deterioration was observed in the timber trestle approaches and severe localized deterioration was observed in some of the steel wind braces on the underside of the swing span.
A structural evaluation of the bridge was completed in accordance with the Canadian Highway Bridge Design Code (CAN/CSA-S6-06). Based on the assessment of the 2015 condition and the results of the structural evaluation of the bridge, MMM found that bridge postings were required to limit the maximum axle load to 10 tonnes and the maximum vehicle speed to 10 km/hr. These postings were implemented in September 2015. This was the first time the Wasauksing Swing Bridge had been posted. The load posting allows service vehicles such as ambulances and fire trucks to continue to use the bridge as well as other common vehicles such as school buses, tandem and tri-axle dump trucks, and ready mix concrete trucks.
A risk analysis found that the poor condition and functionality of the Wasauksing Swing Bridge reflect the fact that this bridge is over 105 years old. Functional deficiencies were also identified that include traffic volumes which are suspected to be above the recommended upper limit for a single lane structure and a travel width that is sub-standard. Other risk factors identified in the 2015 structural assessment include an unreliable mechanical system as well as outdated mechanical and electrical components. In the event of an electrical or mechanical malfunction, parts are not readily available to repair many of the components. A review of the integrity of the sub-structure found that the timber cribs were still primarily intact but were approaching the end of their service life.
The remaining life expectancy of the Wasauksing Swing Bridge was considered in the 2015 structural assessment. It was MMM’s conclusion that the existing bridge is now operating beyond its anticipated service life. MMM’s 2015 report noted that a 1991 assessment of this bridge recommended replacement of the bridge by 1994 and that a 2004 assessment recommended replacement by 2012. Due to the advanced state of deterioration observed in 2015 and given that there have been two previous detailed assessments (1991 and 2004) that have reviewed replacement versus rehabilitation strategies, MMM recommended that the preliminary and detail design of a replacement structure be commissioned as soon as funding can be established. In addition to recommending commissioning of the preliminary and detailed design for a replacement structure, MMM also provided several specific recommendations to provide continued safe access to Parry Island in the short term during the period in which a new bridge is being designed and constructed. However, only complete replacement of the Wasauksing Swing Bridge will ensure that the risk of a malfunction is mitigated to “normal” limits.
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To maintain the short-term safe operation of the Wasauksing Swing Bridge, fast tracked timber repairs were proposed including strengthening several timber piles in the approach trestles, placement of mud sills at the base of the timber piles on the approach embankments, and installation of new timber bracing for the trestle bents. This timber rehabilitation was completed in May 2016.
A secondary contract was also recommended to provide structural, mechanical, and electrical rehabilitation to the swing span. The design for the second contract was completed in March 2016 and construction work was completed in April 2017.
These two rehabilitation contracts do not bring the bridge to a state in which it meets all the requirements of the current Canadian Highway Bridge Design Code. The recently completed work rather promotes the safe operation of the bridge and assists in managing risks in the short term, while a replacement structure is designed and constructed.
In the 2015 structural assessment, MMM also recommended annual bridge inspections starting in 2016 and continuing until construction of a replacement structure is complete. It was also recommended that a structural evaluation of the Wasauksing Swing Bridge be repeated again in 2018 to re-evaluate the capacity of the bridge and if necessary, to provide recommendations for additional repairs to promote a holding strategy for the existing bridge.
The two completed rehabilitation contracts and ongoing annual inspections assist in mitigating the risk of the bridge becoming unusable. The following sections identify some of the possible malfunctions that could occur and provides recommendations for several different mitigation measures that could be implemented to reduce risks associated with possible future malfunctions of the bridge.
4.0 POTENTIAL MALFUNCTIONS
This section of the report presents the possible malfunctions that could result in the swing span being stuck in the open or partially open position.
Possible malfunctions identified by MMM Group include:
► Electrical service interruption (general power outage);
► Failure of the submarine cable (localized electrical service interruption);
► Failure of the hydraulic power unit (HPU);
► Damaged hydraulic hose(s);
► Faulty limit switch(s); and
► Failure of the span drive system (hydraulic span drive motor, gear sets, shafts, pinion and/or rack).
In addition to the above malfunctions, the following malfunctions could result in the swing span not being fully supported at the ends under vehicle and wind loading once the bridge is in the closed position:
► End wedges do not drive; and
► Damage to end latches.
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A further malfunction was considered; one that will not impact the operation of the swing span but could potentially prevent the passage of vehicles across the bridge:
► Localized failure of the timber bridge deck.
Each of the possible malfunctions listed above are described in the following sections of the report, along with specific recommendations for actions that could be taken in the event that one of these malfunctions occurs. Methods to close the bridge in the event of a malfunction are discussed in Section 5.0. The recommended actions provided in the following sections are intended to be a technical resource and not an Operating Procedure. Millwrights or other qualified personnel could use this information to develop Operating Procedures to detail the steps required to manage each malfunction. These Operating Procedures should also review and provide direction on safety requirements associated with each scenario.
4.1 Electrical Service Interruption (General Power Outage)
The local utility grid provides the only source of electric power to the bridge. Therefore, in the event of an electrical service interruption (general power outage), the bridge will be inoperable. Manual operation should be implemented to close the bridge if there is a power outage that occurs while the bridge is in its open or partially open position. Refer to the specific recommendations for manual operation of the bridge in Section 5.0 of this report. The end wedges can also be driven manually once the bridge is in the closed positon.
The power outage should be reported to the electrical service provider (Hydro One) after the bridge is in its closed position and after vehicle traffic has been restored. In the event of a power outage, it is MMM’s recommendation that the bridge should remain closed to navigation and open to vehicle traffic until electrical service is restored.
During a power outage, the automated vehicular traffic control (traffic signals and traffic control gates) will not be operable. As the bridge is a single lane structure with one-way traffic, two traffic control personnel (TCP) will be required to ensure vehicles are able to cross the bridge safely when the bridge is closed. If the bridge is open, the traffic warning gates will be in the closed position. If the traffic warning gates need to be raised or lowered during an electrical service interruption, they can be operated manually using a hand crank. A limit switch is provided to prevent electrical operation of the gates when the hand crank is inserted for manual operation.
If there is an electrical service interruption caused by an event other than a general power outage, refer to Section 4.2.
4.2 Failure of the Submarine Cable
A localized electrical service interruption could occur at the bridge location that is caused by an event other than a general power outage, such as damage or failure of the submarine cables.
Submarine cables from Parry Island supply power to the pivot pier. Submarine cables from both sides also supply power to operate the vehicular traffic signals and warning gates. Damage or failure of the
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 7 submarine cables could cause an interruption to the bridge’s electrical service, even if there is no power outage on Parry Island.
If there is an electrical service interruption caused by an event other than a general power outage, the bridge main breaker should be turned to the off position and the bridge should be closed using manual operation. The bridge main breaker is located in an electrical enclosure box that is mounted to a hydro pole at the northwest quadrant of the bridge (island side). A photo of the main breaker is shown in Figure 1.
Figure 1 - Wasauksing Swing Bridge Main Breaker for Electrical Service
If there is a localized electrical service interruption, the automated vehicular traffic control (traffic signals and traffic control gates) may not be operable. Manual operation of the traffic warning gates and traffic control personnel (TCP) will be required as described in Section 4.1.
After the bridge has been closed, a licensed electrician should be called to determine the cause of the electrical malfunction and to implement/propose a repair for the electrical service. Refer to the list in Section 7.0 for contact information for electrical contractors.
It is important to note that the submarine cables connect the electrical service (Figure 1) to the bridge’s controls; therefore, a back-up generator connected to the electrical service on the island will not be effective if there is a failure of the submarine cables.
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4.3 Failure of the Hydraulic Power Unit (HPU) or Hydraulic Hoses
In the event of a failure of the hydraulic system (HPU or hydraulic hoses), some or all of the bridge’s mechanical components will be inoperable. If a malfunction of the hydraulic system occurs, the following systems will be affected:
1. Hydraulic cylinder that operates the end latches will not be operable; therefore end latches cannot be hydraulically retracted/driven;
2. End wedges hydraulic motor will not be operable; therefore end wedges cannot be hydraulically retracted/driven; and
3. Span drive hydraulic motor will not be operable; therefore span drive machinery cannot be hydraulically activated to open or close the bridge.
If a malfunction of the HPU occurs, all of the systems listed above will be inoperable. If a single hydraulic hose fails due to a rupture or leak, some or all of the above systems listed above may become inoperable depending on the affected hose. Figure 2 shows the new HPU that was installed as part of the 2016/2017 rehabilitation work, and the connecting hydraulic hoses.
Figure 2 - HPU Located on North Side of Swing Span
The indicators of a hydraulic malfunction are similar to those of a power outage (see Section 4.1) or failure of the submarine cable (see Section 4.2). To differentiate these malfunctions, the bridge operator should confirm if the traffic signals and bridge gates are operational. If the traffic signals and gates are operational, this means that electrical power is still being supplied to the bridge, therefore there is no electrical power outage or failure of the submarine cables.
Manual operation should be implemented to close the bridge if there is a hydraulic malfunction that occurs while the bridge is in its open or partially open position. Refer to the specific recommendations for manual operation of the bridge in Section 5.0 of this report. The end wedges will also need to be driven manually once the bridge is in the closed position.
Once the bridge is in the closed position, the bridge operator should inspect the hydraulic hoses for signs of damage. If no damage is observed in the hydraulic hoses, then the malfunction may be the result of a problem with the HPU. Regardless of the bridge operator’s observations, a qualified hydraulic contractor
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 9 should be called to the bridge to confirm the cause of the hydraulic malfunction and to repair the problem. Refer to the list in Section 7.0 with contact information for hydraulic contractors. Refer to Section 6.0 for recommendations on stocking spare hydraulic hoses to expedite hose replacement.
In the event of a hydraulic malfunction, it is recommended that the bridge remain in the closed position to navigation and open to vehicle traffic until the HPU and/or hydraulic hoses are repaired.
4.4 Mistakenly Triggered Limit Switch
The Wasauksing Swing Bridge currently has eight (8) operating limit switches, as summarized in Table 1 and shown in Figure 3. These switches were replaced during the 2016/2017 rehabilitation work.
Table 1 - Overview of Limit Switches
Component Label Description Location Type Triggers when wedges have Southwest end “Wedges Set” Proximity been fully driven wedge only End Wedges “Wedges Triggers when wedges have Southwest end Proximity Withdrawn” been full retracted wedge only “Bridge Near Triggers when bridge is Centre pivot pier Proximity Open” almost in full open position Triggers when bridge is in full “Bridge Open” Centre pivot pier Proximity Span Drive open position Machinery “Bridge Near Triggers when bridge is Centre pivot pier Proximity Close” almost in closed position Triggers when bridge is in “Bridge Close” Centre pivot pier Proximity closed position Triggers when centre end West end latch “Latches Up” Proximity latches are retracted only End Latches Triggers when centre end West end latch “Latched Down” Proximity latches are driven only
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(a) (b)
(c) (d)
Figure 3 - Proximity Switches. (a) End wedges driven & retracted (b) Swing span open & near open (c) Swing span closed & near closed (d) End latches up & down
Limit switches that have been ‘mistakenly triggered’ or have failed to be triggered may result in an interruption to a specific operation of the bridge. The swing bridge is controlled by an interlock system; this system is used to control the sequence of operations for the swing span, including driving/retracting the center end latches, driving/retracing the end wedges, opening/closing the swing span, operating the traffic gates, and operating the traffic signal lights. This interlock system ensures that each operation is completed in the correct order. Therefore, a limit switch that has been mistakenly triggered or has failed to trigger can prevent other operations from occurring, even if there has been no interruption to the electrical power to the bridge and when the hydraulic system in in working condition.
For example: If the end wedges are not driven far enough to activate the “Wedges Set” limit switch, the subsequent operations cannot be completed (raise traffic gates, resume operation of the vehicle traffic lights). This may occur if the wedges are manually driven using the bridge key, or on an extremely hot day that has caused the swing span ends to sag. To allow vehicle traffic to be restored, the end wedges limit switch will need to be manually triggered in order to continue the interlock sequence. All limit switches on the Wasauksing Swing Bridge are “proximity” type switches. This means that the switches are triggered when they come into close proximity to steel. The limit switch for the end wedges is located at the southwest end wedge (as per Table 1); therefore, the bridge operator must access this wedge from the west nose pier. To trigger the proximity switch (green device shown in Figure 3), the operator must place a
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 11 piece of steel in close proximity to the base of the device. Once triggered, all subsequent operations can occur. Manually triggering the “Wedges Set” limit switch should only be done if the end wedges are fully driven and in firm contact with the end wedge base.
Consideration should be given to providing training to the bridge operators to inspect each limit switch. Training will ensure operators are able to: (1) Identify switches that have mistakenly triggered, or more likely failed to trigger, (2) Reset mistakenly triggered switches and manually trigger switches that have failed to trigger, and (3) Recognize misplaced objects/tools/equipment that may interfere with the proper operation of the switches.
If the bridge operator is unable to resolve an issue with a limit switch, a licensed electrician should be called to determine the cause of the interruption and to implement or propose a repair. Refer to the list in Section 7.0 for contact information for electrical contractors.
4.5 Failure of Span Drive Machinery
The span drive machinery comprises the following major components:
1. Pinion P1 and rack;
2. Rack pinion shaft;
3. Gear G2 / Pinion P2 open gearing;
4. Hydraulic span drive motor and reducer;
5. Gear G3 / Pinion P3 open gearing, connects span drive reducer to brake and capstan for manual operation.
Figure 4 depicts the major components of the span drive machinery, with labels to help staff communicate observations to millwrights and engineers.
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Pinion P3 Gear G2
Gear G3 Pinion P2
Hydraulic Pillow Block Span Drive Motor and Reducer Pinion Shaft
Rack
Pinion P1
Figure 4 - Span Drive Machinery at Centre Pivot Pier
Malfunctions of the span drive machinery could include: worn or broken teeth in the open gear sets, broken pinion shaft, or malfunction of the span drive motor or reducer. These malfunctions could prevent the swing span from closing when in the open position. Manual operation, or the alternative methods presented in this report, should be implemented to close the bridge if there is a malfunction with the span drive machinery while the bridge is in its open or partially open position. After the bridge has been closed, an engineer and a millwright should be called to the bridge to confirm the cause of the malfunction and to implement a repair. Refer to the list in Section 7.0 with contact information for engineers and millwrights. The bridge shall remain in the closed position until the damage has been assessed by an engineer and the bridge has been repaired by a millwright.
It is important to note that if the malfunction is a result of damage to the span drive machinery, closure of the bridge using manual operation or the alternative methods may not be possible. For example, use of the bridge key to close the bridge may be ineffective if one of the following events occurred:
Failure of the P3/G3 gear set and/or shaft;
Failure of the P2/G2 gear set;
Failure of the pinion shaft;
Failure of the pinion P1 at the rack.
If one of the above malfunctions occurs and the bridge key cannot be used to close the bridge, Method 4 (refer to Section 5.5) should be implemented. However, if the malfunction causes the span drive machinery to shift and become “bound” or “jammed”, the force required to close the bridge may increase
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significantly. In this case, the use of a cable puller, auxiliary drive system, or other means to close the bridge may cause further damage to the bridge.
In the event that the bridge key and Methods 2, 3 and 4 are unable to close the bridge, an engineer and a millwright should be called to the bridge to confirm the cause of the malfunction and to implement a repair. The span drive machinery will need to be disassembled to resolve the “jam” or malfunction. To do this, the “pillow blocks”, also known as “bearings”, for the various span drive machinery shafts at the centre pivot pier can be removed. Figure 5 shows the different span drive machinery pillow blocks.
Rack Pinion Shaft Pillow Blocks
Upper Pillow Blocks
Figure 5 - Span Drive Pillow Blocks at Centre Pivot Pier
Each pillow block is secured by four (4) bolts. The nuts securing the rack pinion shaft pillow blocks can be removed using a 42 mm (1-5/8”) socket, and the nuts securing the upper pillow blocks can be removed using a 37 mm (1-7/16”) socket. Once the required pillow blocks have been removed and the “jam” has been relieved, Method 4 can be used to close the bridge (bridge key will still be ineffective). Once the bridge is in the closed position, the required repair can be implemented. The bridge shall remain in the closed position until the damage has been assessed by an engineer and the bridge has been repaired by a millwright or another qualified contractor.
4.6 Wedges Do Not Drive
If the end wedges will not drive, check the following steps in the sequence listed below:
1. Check that there is electrical power to the bridge. If there is a power outage, refer to Section 4.1 of this report. If there is not a power outage, refer to Section 4.2 of this report to check if there is a localized electrical service interruption at the bridge (failure of submarine cables). If there is electrical power to the bridge, refer to step 2 below;
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2. Check that the HPU is working. If the HPU is not working, refer to Section 4.3 of this report and use the bridge key to manually drive the end wedges. If the HPU is working, refer to step 3 below;
3. Ensure that there is not a mistakenly triggered limit switch as described in Section 4.4 of this report. If there are no malfunctioning limit switches, then use the bridge key to manually drive the end wedges in accordance with Section 5.2.3 of this report. If the end wedges cannot be driven manually with the bridge key, refer to step 4 below;
4. If the above steps are not successful in driving the end wedges, then the bridge needs to be jacked and temporarily supported in accordance with Section 5.6 of this report.
If the bridge needs to be jacked and temporarily supported then a bridge engineer familiar with moveable bridges should be called to site to inspect the bridge and determine the cause that prevented the end wedges from being driven to their seated position.
4.7 Damage to End Latches
If the end latches will not engage, check the following steps in the sequence listed below:
1. Check that there is electrical power to the bridge. If there is a power outage, refer to Section 4.1 of this report. If there is not a power outage, refer to Section 4.2 of this report to check if there is a localized electrical service interruption at the bridge (failure of submarine cables). If there is electrical power to the bridge, refer to step 2 below;
2. Check that the HPU is working. If the HPU is not working, refer to Section 4.3 of this report. If the HPU is working, refer to step 3 below;
3. Ensure that the bridge is properly aligned in the closed position and that there is not a malfunctioning limit switch as described in Section 4.4 of this report. If the bridge is aligned in the closed position and there is not a malfunctioning limit switch, refer to step 4 below;
4. If the above steps are not successful in engaging the end latches, the end latches should be closed using manual means. This may require disconnecting the hydraulic cylinder from the manual lever arm to manually close the end latch. If the end latch cannot be manually operated using the lever arm at the bridge operator’s console, then the mechanism at the end latch assembly may need to be partially disassembled by removing one of the latch bolts to enable the end latch to be seated in the receiver (see Figure 6).
If the end latches need to be set using manual operation, then a bridge engineer familiar with moveable bridges should be called to site to inspect the bridge and determine the cause that prevented setting of the end latches.
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Figure 6 – Mechanism for End Latch: Lever arm (left), West End Latch (right)
4.8 Localized Failure of Timber Deck
In the event of a localized failure in the laminated timber deck (i.e. “punch through” failure), it is possible that vehicles may not be able to travel across the bridge at the location of the failure. With the current tie and stringer system supporting the deck, a failure of this type is highly unlikely. However, as the bridge only accommodates a single lane of one-way traffic, a localized failure may require the complete closure of the bridge to vehicular traffic.
If deterioration in the timber deck is observed that would prevent the safe passage of vehicles across the bridge, the bridge operator shall close the bridge to vehicular traffic until a repair is implemented. Refer to Section 6.5 of this report for recommendations on using a temporary road plate as an interim solution.
In all cases, a structural engineer should be called to the site to inspect the localized failure. It is possible that a failure may be the result of localized deterioration in the laminated timber deck. It is also possible that the failure is a result of a more severe concern such as failure of a timber post/pile or movement of a trestle bent. Refer to the list in Section 7.0 for contact information for structural engineers.
5.0 RESTORING VEHICLE TRAFFIC FOLLOWING A MALFUNCTION
In the event that a malfunction occurs that causes the bridge to remain in the full-open position or a partial- open position, the primary goal is to bring the bridge to a closed position to restore vehicle traffic to the bridge. Conversely, if the malfunction results in damage to the structure that prevents the bridge from opening, MMM recommends that the bridge should remain in the closed position to navigation and shall remain open to vehicle traffic until the bridge is repaired, at the owner’s discretion.
This section of the report provides proposed methods that could be implemented to bring the bridge back to a closed position in the event of a malfunction. This section also describes a method that can be implemented to provide temporary support at the ends of the swing spans in the event of a mechanical malfunction that prevents the end wedges from being driven.
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For the purposes of this section of the Report, the following terms will be used:
“North truss” - refers to the north truss when the swing span is in the closed position. The north truss will be on the island (west) side when bridge is in full-open position.
“South truss” - refers to the south truss when the swing span is in the closed position. The south truss will be on the town (east) side (facing the bridge operator’s house) when bridge is in full- open position.
5.1 ‘On-Call’ System for Assisting Personnel
If a malfunction occurs with the bridge in its open position, the bridge operator on duty may require additional people, hereafter referred to as “assisting personnel”, to assist with closing the bridge. Four (4) methods of closing the bridge and one (1) method to provide temporary support at the swing span ends are proposed in this report. As will be discussed, these methods may require assisting personnel in addition to the bridge operator to implement the proposed solutions.
When operating the bridge, it is recommended that the bridge operators carry a cellular phone with them (in addition to the hand-held marine radio). In the event of a malfunction while the bridge is in its open position, the bridge operator should phone Wasauksing First Nation Public Works. A designated person from Wasauksing First Nation Public Works should be available during all hours that the bridge is operated. The designated person should be familiar with the process to mobilize the on-call volunteer fire department or other personnel that can assist in closing the bridge. The designated person should also be familiar with the process to mobilize boats so that the assisting personnel can access the pivot pier and/or perform the necessary steps as outlined in this report.
5.2 Method 1 - Closing the Bridge by Manual Operation
The Wasauksing Swing Bridge was originally designed for manual operation. Even though the bridge was retrofitted with hydraulically driven drive systems, the swing span can still be manually operated with the use of a large bridge key. The bridge key that can be used to manually operate the bridge is stored at the middle of the swing span on the south side, across from the bridge operator’s console. The bridge key is chained and locked to the south truss, as shown in Figure 7.
The bridge key can be used to swing the bridge closed and drive the end wedges to their fully seated position.
The bridge can be closed by manual operation with a minimum of two (2) people; however, it is recommended that at least four (4) people are called in to assist if manual operation of the bridge is required to allow each person to take breaks.
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Figure 7 - Bridge key that can be used to manually operate the swing span and end wedges
5.2.1 Accessing Swing Span if Bridge is Stuck in Open Position
In the event that the bridge is stuck in the open position, the swing span and bridge key will not be accessible from the approach spans. Therefore, assisting personnel must access the swing span from the centre pivot pier at water level using boat access. Figure 8 shows the permanent ladder that is fixed to the west side of the centre pivot pier (island side) that can be used to access the swing span.
Figure 8 - Ladder at the centre pivot pier looking east (left); Access ladder looking south (right)
The ladder shown in Figure 8 provides access to the top of the centre pivot pier. To access the bridge deck from the top of the centre pivot pier, there is a second ladder that is attached to the side of the swing span truss (Figure 9). If the bridge is stuck in the full-open position, the swing span ladder will be on the side facing the bridge operator’s house.
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Figure 9 - Ladder to access the bridge deck from the centre pivot pier (looking east, bridge closed)
5.2.2 Closing the Swing Span using Manual Operation
At the middle of the swing spans there are two (2) steel cover plates within the timber deck as shown in Figure 10.
(A)
(B)
Figure 10 - Steel cover plates in timber deck. (A) Span drive machinery; (B) End wedge machinery
These plates are located between the bridge key and the bridge operator’s console (refer to Figure 7). Access to the span drive system can be obtained from the deck level by removing the largest steel cover plate. After removing the largest cover plate, the bridge key is placed on the turn knuckle as shown in Figure 11. Figure 12 demonstrates the use of the bridge key to close the swing span.
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Figure 11 - Turn knuckle for manual operation of the span drive machinery
Figure 12 - Closing the swing span using the bridge key (clockwise to close)
To close the swing span the bridge key should be turned in a clockwise direction.
The required time to close the bridge by manual operation was measured to be five (5) minutes with the use of four (4) people (2 people operating the key, 2 people available to switch for breaks). With less than 4 people, based on conversations with Wasauksing First Nation bridge operators, it is MMM’s understanding that it takes upwards of ten (10) minutes to bring the bridge from a full-open position to a full-closed position using manual operation.
Before the manual bridge key can be used to operate the swing span, the span drive hydraulic relief valve must first be opened. This valve is located at the centre pivot pier adjacent to the span drive reducer and hydraulic motor. This valve, as shown in Figure 13, can be opened by turning the handle 90 degrees. As part of the 2016/2017 rehabilitation work, the bridge operators were trained on how to access and operate this valve.
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Figure 13 - Span drive hydraulic valves at centre pivot pier
5.2.3 Driving the End Wedges using Manual Operation
Once the bridge is in a full-closed position, the edge wedges must be driven to provide complete support of the swing spans under vehicle loads. The same bridge key (shown in Figure 7) can also be used to drive the end wedges to their fully seated position using a similar procedure as used to manually close the bridge. The turn knuckle for manual operation of the end wedges is located under the smaller steel cover plate at the middle of the swing span as shown in Figure 14.
Figure 14 - Turn knuckle for manual operation of the end wedges
To drive the wedges to their fully seated position, the bridge key should be turned in a counter-clockwise direction. All four (4) end wedges are driven simultaneously from the single turn knuckle shown in Figure 14. The wedges can be manually driven with just two (2) people. Based on MMM’s observations, it takes approximately two (2) minutes to drive the end wedges from their fully retracted position to their fully seated position. Operators of the manual key will feel resistance when the wedges have reached the seated position. The bridge operator should confirm that the wedges have been adequately driven such that the bridge is fully supported at each wedge by inspecting the wedges from the access platforms at the east and west nose piers.
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Similar to using the bridge key to close the bridge, the hydraulic relief valve for the end wedges must be opened before using the bridge key. This valve is located at the centre pivot pier adjacent to the end wedge reducer. As part of the 2016/2017 rehabilitation work, the bridge operators were trained on how to access and operate this valve.
When using the bridge key to drive the end wedges, it is unlikely that the operators will be able to drive the wedges far enough to activate the “Wedges Set” proximity limit switch. If this switch is not activated, the subsequent operations of the bridge interlock system cannot be completed (raise the traffic gates, resume operation of the vehicle traffic signals). The procedure for manually triggering the limit switch as described in Section 4.4 shall be implemented.
Once the wedges have been confirmed to be driven to their fully seated position, the bridge key shall be removed and locked in its storage location at the south truss, the steel cover plates shall be reinstated, the end latch shall be engaged, and vehicle traffic can be restored on the bridge.
In the event of a mechanical malfunction that prevents the wedges from being driven using manual operation (bridge key), the method outlined in Section 5.6 of this report shall be implemented to provide support to the swing span ends. Vehicle traffic shall not be restored to the bridge until support has been provided to the swing span ends with the following exception: As long as the swing span is in its closed position (swing span in contact with the close bumper), first responders may use the bridge in an emergency situation even if the wedges are not driven.
5.3 Method 2 - Closing the Bridge using a Gas Powered HPU
This section describes a concept for an alternative method to close the bridge in the event of a malfunction that prevents the normal operation of the swing span, and when the bridge cannot be closed by hand using the manual bridge key (key is missing or damaged, not enough people to use key).
This proposed method involves procuring a gasoline powered hydraulic power unit (HPU). This HPU would be fixed to the swing span in close proximity to the existing electrically powered HPU, and would act as an auxiliary unit (would not replace existing HPU). Figure 15 depicts an example of a gasoline powered HPU.
Figure 15 - Gas powered hydraulic power unit
In the event of a general power outage or malfunction of the submarine electric service cable, the existing electric HPU will not be operational; therefore, the bridge cannot be opened or closed. In this scenario, the hydraulic hoses could be disconnected from the electric HPU and connected to the auxiliary HPU. The gas powered HPU would then be able to provide the required hydraulic pressure, allowing the bridge to be
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 22 opened and closed from the bridge operator’s console as normal (speed of bridge may be decreased depending on the hydraulic flow provided by the auxiliary HPU). Similarly, if there is a malfunction with the existing electric HPU, the auxiliary HPU could be used to operate the bridge.
If there is a damaged hydraulic hose between the existing HPU and span drive motor, or if there is a malfunction of the hydraulic span drive motor itself, the gas powered HPU will not be effective. In this scenario, Methods 1, 3, or 4 must be considered.
Similar to the manual bridge key, this method will not be effective in operating the swing span if there is damage to the span drive machinery as described in Section 4.5. If there is damage to the span drive machinery, refer to Method 4.
While the manual bridge key requires a minimum of two (2) people to operate, this system only requires one (1) person, and could be used if the bridge key was missing or damaged (subject to limitations noted above). Operation by one person is beneficial as additional assisting personnel and boat access do not need to be mobilized as described in Section 5.1.
Like most generators, this unit will need to be tested on a regular basis to clear the lines and ensure it is in working condition. Depending on the model of HPU procured, the anticipated life span of such a unit is 5- 10 years.
The estimated cost to design, procure, install, and commission this unit is approximately $ 50,000.
5.4 Method 3 - Closing the Bridge using an Auxiliary Drive System
This section describes a concept for an alternative method to close the bridge in the event of a malfunction that prevents the normal operation of the swing span, and when the bridge cannot be closed by hand using the manual bridge key (key is missing or damaged, not enough people to use key).
This proposed method involves installing an auxiliary drive system to operate the swing span. This system could be operated by a single person (bridge operator on swing span) during emergency situations to open and close the bridge.
On a conceptual level, a possible auxiliary drive system could involve the bridge operator inserting a large hand-held drill into a reducer that would connect directly to the span drive machinery. Using the drill, the operator could close or open the bridge (at a significantly slower rate as compared to normal operation). The drill would be powered by a small generator that is permanently fixed to the swing span, allowing for operation during general power outages or during malfunctions of the submarine electrical service cable. By connecting the auxiliary drive system directly to the span drive machinery, the system would not rely on the bridge’s hydraulic systems, allowing the system to be operated if: the HPU malfunctions, if the hydraulic span drive motor malfunctions, or if there is damage to any of the hydraulic hoses. However, similar to the manual bridge key, the auxiliary drive system will not be effective if there is damage to the span drive machinery as described in Section 4.5. If there is damage to the span drive machinery, refer to Method 4.
Therefore, the auxiliary drive system will have similar success and limitations as the manual bridge key. The auxiliary drive system, however, can be operated by one person as opposed to two persons as required for the bridge key, and could be used if the bridge key was missing or damaged. Operation by
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 23 one person is beneficial as additional assisting personnel and boat access do not need to be mobilized as described in Section 5.1.
To implement this alternative, extensive work to the existing span drive machinery would be required to integrate an auxiliary drive system. For new moveable bridges, an auxiliary drive system can be incorporated relatively easily. For an existing structure, however, these modifications will be subject to more restrictions and will require more design effort. A Feasibility Study would need to be carried out to determine if an auxiliary drive system can be incorporated into this structure. Following a Feasibility Study, the system would then need to be designed by a Professional Engineer familiar with these systems in moveable bridges. Installation of the new system components would require the swing span to be decommissioned; therefore, this work would have to be performed outside of the navigation season. Night- time closures of the roadway would also be required.
There is also a concern for the bridge operator’s safety when using the hand-held drill to drive the auxiliary system. If the bridge is in the open position when the auxiliary system is to be used, the bridge operator will be alone when using this equipment. Proper training will be required to ensure the operators are able to use the system correctly and safely.
Additional studies would be required to provide a refined estimate for this alternative; however, it is anticipated that this alternative would cost more than $100,000.
5.5 Method 4 - Closing the Bridge using a Cable Puller (Tirfor)
This section describes an alternative method to close the bridge in the event that there is damage to the manual drive system machinery that prevents the swing span from being closed by hand with the manual bridge key or the other methods discussed.
This proposed alternative method involves using a cable puller (commonly known as a “Tirfor”) to close the bridge. The rigging and equipment to implement this plan were procured as part of the 2016/2017 rehabilitation contract. The intent of this section is to provide the details of the equipment that has been procured and a conceptual plan for implementing this method.
This concept involves attaching a wire rope to the south truss at the south end of the swing span (end that is typically closest to Parry Island), and running the free end of the wire rope through a cable puller that would be fixed to a steel anchor assembly at the north side of the west nose pier. Assisting personnel will use the hand-crank on the cable puller to manually close the swing span in a slow and controlled manner. Figure 16 depicts the cable puller that has been procured.
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Figure 16 - Cable puller (Tirfor) procured for Wasauksing Swing Bridge
The following rigging has been procured in order to close the bridge using a cable puller, as shown in Figure 17:
a) One (1) length of wire rope that is 11.1 mm (7/16 inch) diameter and a minimum length of 50 m;
b) One (1) cable puller (tirfor), compatible with 7/16” wire rope, minimum pulling capacity of 5,000 lbs;
c) Drop forged wire rope clips (for wire rope end treatment at truss);
d) Two (2) drop forged shackles, sized to suit;
e) One (1) nylon towing strap, with a minimum towing capacity of 5,000 lbs; and
f) Nylon rope to act as a lead line with minimum capacity of 200 lbs.
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(a) (b) (c)
(d)
(e)
Figure 17 – Rigging required to close the bridge with a cable puller: (a) wire rope (b) wire rope clips (c) shackle (d) nylon strap (e) nylon rope
The rigging listed above has been procured, and is currently stored in an enclosure located on the top concrete surface of the west nose pier on the north side (Island side). This enclosure is accessible from the sidewalk, as shown in Figure 18.
Figure 18 – Enclosure used to store rigging, wire rope, and cable puller; located at west nose pier, looking west.
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Based on the torque (about the centre pivot) that is required to initiate movement of the swing span, MMM has calculated that the maximum unfactored force or “pull” in the wire rope would be 9.5 kN (2,500 lbs). A factor of safety of 2.0 has been applied to this force when specifying the rigging component capacities.
The cable puller will need to be fixed to a nose pier before it can be used. As part of the 2016/2017 rehabilitation work, steel anchor assemblies were designed and installed at two (2) locations: (1) top concrete surface of the east nose pier on the south side; (2) top concrete surface of the west nose pier on the north side. The cable puller shall be fixed to one of the two anchor assemblies using a shackle. Although only one (1) anchor is required to implement this plan, the second anchor allows for flexibility in the implementation of the procedure, thereby increasing the probability of successfully closing the bridge and decreasing the anticipated “down-time” for vehicular traffic. Figure 19 shows the locations of the two (2) anchors.
Figure 19 - Location of cable puller anchors: east nose pier on south side (left), west nose pier on north side (right)
Figure 20 shows how and where the wire rope shall be attached to the swing span truss. The nylon strap shall be wrapped around the truss, and the wire rope shall be attached to the strap using a shackle. Wire rope clips have been used to create a “hooped” end treatment to allow for this connection.
Figure 20 - Location of nylon strap on swing span truss (left). Attaching hooped end of wire rope to shackle (right)
When closing the swing span, the highest demand will be required to overcome friction and inertia to initiate movement. The bridge operator should ensure that the span drive brake is not engaged when
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 27 initiating movement (Figure 21). This brake shall also be used to control the movement of the swing span during the closure operation, especially in high-wind conditions, to prevent the bridge from gaining momentum and impacting the close bumper.
Figure 21 - Span drive brake located at bridge operator’s console
It is important to note that during the implementation of this procedure, the wire rope will span from the end of the swing span to the nose pier; this means the rope will cross a navigation channel. This rope poses an immediate threat to navigation traffic travelling through this channel. Boat and barge operators who do not see the rope may catch this rope and cause significant harm to their boat, the bridge, and all personnel in the area. This is especially important during the process of tightening the rope; the weight of the rope will cause the rope to sag and be at low elevations close to the water, creating a serious threat to boaters. To reduce this risk, it is recommended that a minimum of two (2) boats be mobilized before the procedure is commenced. One boat will serve to transport rigging and personnel between the nose pier and pivot pier, while the second boat will block the channel and warn approaching navigation traffic.
Below is a conceptual plan that could be utilized to close the bridge with a cable puller. This plan is not an Operating Procedure, but rather a technical resource that could be used by millwrights or other qualified personnel to develop an Operating Procedure. In addition to detailing the sequence required to close the bridge with a cable puller, the Operating Procedure shall also review and provide direction on safety requirements including, but not limited to, Working at Heights and fall restraint requirements.
1. The bridge operator on duty uses a cell phone to call Wasauksing First Nation Public Works. The designated person at Wasauksing First Nation Public Works shall mobilize two (2) boats with a minimum of six (6) assisting personnel;
2. Assisting personnel access the storage enclosure located at the north end of west nose pier (key required);
3. From the top of the west nose pier, assisting personnel lower the nylon strap, shackle, and hooped end of the wire rope to Boat #1 at water level;
4. Assisting personnel in Boat #1 shall receive the nylon strap, shackle, and hooped end of wire rope and take them to the centre pivot pier. Personnel remaining on the nose pier shall help guide the wire rope as Boat #1 travels towards the pivot pier;
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5. Bridge operator on swing span deck shall lower a nylon lead line to the water level. Lead line shall be used to lift nylon strap, shackle, and hooped end of wire rope to deck level of swing span. Assisting personnel to help as required;
6. The operator of Boat #2 shall be responsible for blocking the channel that the wire rope is crossing, and to warn approaching navigation traffic to stop. Boat #1 shall assist in this once personnel and rigging components have been transferred to pivot pier (step 3-5);
7. The bridge operator and/or assisting personnel shall use the nylon strap and shackle to attach the hooped end of the wire rope to the swing span truss at the designated location (determined in advance);
8. Assisting personnel on west approach shall attach the cable puller (tirfor) to the fixed anchor assembly (previously installed, located adjacent to storage enclosure) using one (1) shackle;
9. Run free end of wire rope through the cable puller. When cable puller is in “free flow” mode, pull wire by hand to tighten rope and remove slack;
10. Once slack in wire rope is removed, assisting personnel will use the handle on the cable puller to manually close the swing span in a slow and controlled manner. As cable is pulled through the cable puller, exiting rope must be managed to prevent interference. Personnel shall take turns using the cable puller as required;
11. The bridge operator shall engage the span drive brake (if required) to control the movement of the bridge;
12. Once bridge is in its fully-closed position (swing span is in contact with close bumper), wedges shall be driven manually with the bridge key if possible, or the bridge shall be jacked and temporarily supported with blocking (see Section 5.6) and the end latch shall be engaged.
13. Remove rigging components, and return to storage cabinet.
This proposed operation sequence could also be mirrored, such that the cable puller is fixed to the anchor on the south side of the east nose pier (Town side) and the wire rope is fixed to the north end of the north truss. Figure 22 demonstrates the use of the cable puller to close the bridge.
Figure 22 - Using cable puller to close the bridge
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It is recommended that six (6) assisting personnel be present to implement this plan, in addition to the bridge operator. It is recommended that three (3) people remain at the nose pier to operate the cable puller and to manage the wire rope as it exits the cable puller; an additional third person allows team members to rotate and take breaks, as required. It is recommended that two (2) people operate Boat #1; one (1) to operate and remain in the boat, and one (1) to provide assistance to bridge operator on pivot pier. It is recommended that one (1) person operate Boat #2, and be responsible for blocking the navigation channel and warning approaching navigation traffic.
This proposed method to close the bridge is primarily intended to be implemented when there has been a failure of the span drive machinery (when all other methods have been considered and determined to be ineffective). In this situation, it is possible that the malfunction will cause the span drive components to shift and become “bound” or “jammed”. These jams may require some components to be disassembled, as described in Section 4.5, before Method 4 can be implemented. Therefore, it is critical that the bridge be inspected prior to implementing this procedure. Failure to inspect the structure before engaging the cable puller may result in further damage to the bridge.
It is important to note that some of the tasks required to carry out this procedure will require additional training. For example, personnel responsible for attaching the wire rope to the truss on the swing span or personnel operating the cable puller will be working in close proximity to an unprotected edge; this may require Ministry of Labour approved “Working at Heights” training. Personnel will need to be trained on how and where to fix the nylon strap on the swing span structure (which truss member to fix to), and how to operate the cable puller. This information should be provided within the Operating Procedure for this method.
Once the boats and assisting personnel have arrived at the bridge site, it is anticipated that the procedure will take one (1) hour to close the bridge using the cable puller (this includes time to set-up cable puller and transfer components to centre pier). However, this method ensures that excessive force is not applied to the bridge and allows the force to be applied in a controlled and consistent manner. The use of a cable puller will not result in the build-up of momentum in the swing span, thus preventing damage to the structure as the swing span comes into contact with the close bumper.
5.6 Temporary Support for Swing Span at Nose Piers
This section describes a method that can be implemented to provide temporary support at the ends of the swing spans in the event of a mechanical malfunction that prevents the end wedges from being driven hydraulically or by hand using the manual bridge key.
The proposed method to provide temporary support involves jacking the bridge and placing blocking at all four (4) corners of the swing spans, adjacent to the wedges. The jacks and blocking shall be positioned on the top of concrete at the nose piers, and will support the underside of the steel end floorbeams (see Figure 23).
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Figure 23 - Typical location of temporary support blocking
As part of the 2016/2017 rehabilitation work, a blocking and jacking system was designed and installed to provide temporary support to the bridge ends during the rehabilitation to the end wedges. This system was designed to satisfy the loading requirements as specified on Drawing M2 of the contract drawings (included in Appendix F for reference). This blocking and jacking system has since been procured from the Contractor to remain at the Wasauksing Swing Bridge.
Figure 24 depicts the blocking procured from the 2016/2017 contract that satisfies the loading requirements. This blocking system was anchored to the nose piers using concrete drop anchors. As shown in Figure 24, the jacking system rested on the shorter of the two pedestals. Once the bridge was lifted to the required elevation, shim plates were inserted between the end floorbeam bottom flange and the top of the taller pedestal. A hand powered hydraulic power pack and jack (similar to what is shown in Figure 25) was used to raise the bridge. End Floorbeam
Insert Existing Shims End Wedge
Bottle
Blocking Jack System
Figure 24 - Blocking System used to Support Swing Span Ends
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Figure 25 - Bottle Jack with Hydraulic Hand Pump
A conceptual sequence to implement this blocking and jacking system is as follows:
1. Confirm that the horizontal alignment of the swing span relative to the fixed spans is acceptable; this can be done by ensuring that the bridge is snug against the full close bumper that is located at the south side of the east nose pier;
2. Install the temporary supports at the required locations (determined in advance);
3. Extend the jacks until the jacks are in light contact with the swing span end floor beam bottom flange;
4. Raise the bridge vertically using the jacks until the deck of the swing span is level with the deck of the fixed approach spans;
5. Insert shim plates, and lower the bridge onto the temporary supports;
6. Remove the jacks; and
7. Leave the temporary supports in place until the end wedges are repaired.
This system was procured by the contractor for a cost of approximately $5,200. The temporary supports are currently stored on the access platforms at the east and west nose piers.
In the event of a mechanical malfunction that prevents the end wedges from being driven hydraulically or by hand using the manual bridge key, a millwright or contractor shall be called to the site (in addition to an engineer as discussed in Section 4.6) to implement this system.
It is recommended that a millwright or other qualified personnel develop an Operating Procedure to implement this system. The procedure should identify how to lift the temporary supports into place, how to use the jacking system, and how to insert the steel shims.
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6.0 PREVENTATIVE MEASURES TO REDUCE RISK
The following section of the report presents preventative measures that could be implemented to reduce various risks associated with possible malfunctions of the bridge. Implementing these measures will reduce the ‘down time’ that is required to restore operation of the bridge after a malfunction.
6.1 Procure a Second Bridge Key for Manual Operation
In the event that the existing manual bridge key is missing or broken at the time of a malfunction, the bridge would need to be closed using a cable puller or other method as proposed previously in this report. These methods, although effective, may require a team of assisting personnel to be mobilized, in addition to a boat for access, which will increase the time required to close the bridge. To reduce the risk of not having a functional bridge key when manual operation of the bridge is required, a second bridge key was procured as part of the 2016/2017 rehabilitation contract. This key is currently stored on the swing span adjacent to the existing key. It is recommended that the new key be stored off site to eliminate the risk of both keys becoming damaged or missing.
Before each bridge swing, it is recommended that the bridge operator confirm that the existing bridge key is present on the swing span. In the event that the bridge key is missing, the bridge shall remain in the closed position until the second bridge key is brought to the site. If the bridge operator fails to identify that the bridge key is missing when the bridge is in the open position, the cable puller would need to be utilized to close the bridge if a malfunction occurs.
It is also recommended that the existing bridge key be inspected on a regular basis by the bridge operators and by an engineer at each bridge inspection. If damage to the key is observed, the second key should be brought to the site.
6.2 Procure a Portable Standby Generator
The bridge is currently provided with only a single source of electric power. To enable operation of the bridge during a general power outage, and to enable power for the vehicular traffic control and navigation lighting, a portable standby generator could be procured and stored at a secure location off-site.
In the event of a power outage, the portable generator will be brought to the bridge. When the generator is used for the first time, the generator phasing must be set to match the bridge service phasing. Once the phasing has been established, no further adjustments will be required in the future. The generator can be plugged-in directly to the new electric service units, and the power can be manually transferred to the generator. Once service is transferred to the generator, the generator can be started and operation of the bridge can resume. During the replacement of the electric service unit on September 28, 2016, a portable Wacker Neuson G25 generator (20 kW) was used successfully to operate the bridge while the electric service was temporarily disconnected (see Figure 26).
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Figure 26 - Electric service boxes located at northwest corner of bridge (left). Type of generator used to operate bridge previously (right).
If a generator is procured, selection of a generator should consider not only the requirements of the existing swing bridge, but also the anticipated requirements of a future replacement bridge.
It is important to note that the current electric service box is located at the northwest corner of the structure (Island side). Therefore, in the event of a power outage while the bridge is in the open position, the generator would need to be on the Island side to connect to the electric service box. This presents two (2) scenarios for a power outage while the bridge is in the open position:
1. If the generator is stored on the Island side, the generator can be brought to the site and will have easy access to the bridge’s electric services (located at the northwest corner of the structure) and can close the bridge. In the event of a long duration power outage, the generator can continue to be used to open and close the bridge. 2. If the generator is stored on the Town side, it is not feasible to utilize ground transportation to bring the generator to the Island side when the bridge is open. Therefore, the bridge should be closed using either Methods 1, 2 or 3 as discussed in this report. Once the bridge is in the closed position, the generator can be brought to the Island side of the structure, connected to the bridge’s electric services, and used to open and close the bridge during long duration power outages. Therefore, a portable generator is most advantageous in the event of long duration power outages when the bridge is required to be opened and closed. It is important to note that a portable generator will not resolve an electric service interruption caused by damage to the submarine cables.
The estimated cost to procure a portable generator to service this bridge is approximately $25,000.
6.3 Procure a Permanent On-Site Generator
An alternative to procuring a portable generator, as described in Section 6.2, could be the installation of a permanent generator. An enclosure (or building) and foundation pad will be required to secure and protect the generator. Figure 27 presents an example of a permanent generator with a precast enclosure.
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Figure 27 - Example of permanent generator with enclosure
This generator would be located in close proximity to the electric service pole at the northwest corner of the bridge. The generator would have an automatic transfer switch that will continuously monitor the system for power interruptions. When a power interruption is detected, the generator will start-up automatically and power will be supplied to the bridge immediately (there will be a minor lag of a few minutes for the generator to start). When the service interruption is resolved and power is restored, the generator will disconnect automatically.
Immediate supply of power allows the swing span to open and close normally, therefore will eliminate impacts to navigational traffic. Instant power also ensures the swing span can close immediately if there is an electric service interruption while the bridge is in the open position. Furthermore, instant power allows the vehicular traffic signals to remain operational, which ensures vehicular traffic can be maintained without the requirement for Traffic Control Personnel.
A permanent generator, although more expensive than the portable generator option, will eliminate the down-time associated with a power outage and ensures the bridge remains operational and accessible at all times. Similar to the portable generator option, a permanent generator will not resolve an electric service interruption caused by damage to the submarine cables.
The estimated cost to install a permanent site generator with an enclosure and automatic limit switch to service this bridge is approximately $100,000.
6.4 Implement a Preventative Maintenance Program
The following sections present steps that can be taken to improve the current maintenance program implemented by the bridge operators, including optional operator training, increased inspections of electrical and mechanical components, and stocking bridge components in advance of a malfunction.
6.4.1 Bridge Operator Training
At the conclusion of the 2016/2017 rehabilitation work for the electrical and mechanical components of the Wasauksing Swing Bridge (PWGSC Project Number R.078886.002), an Operating and Maintenance (O&M) manual will be provided to the bridge operators. The O&M manual will cover new work that has
DRAFT Report | Wasauksing Bridge – Contingency Plan MMM Group Limited | July 2017 | WO 3215082 35 been completed as part of the 2016/2017 rehabilitation work. This manual will provide information that will assist with maintenance of the new hydraulic and mechanical system components. The bridge operator’s should become familiar with this manual to promote the continued safe use and operation of the bridge and to reduce the risk of experiencing malfunctions.
In addition to the O&M manual, consideration could be given to providing training to the Wasauksing First Nation bridge operators to increase their familiarity with proper techniques for operating the bridge to minimize the risk of malfunctions of the new and existing bridge components. For example, the new hydraulic system will operate the bridge at a slower speed, which the operators will need to become familiar with. Adjustments to the hydraulic system shall only be performed by qualified personnel under the supervision of a Profession Engineer or a trained hydraulic technician.
Training of the personnel who operate and maintain the bridge may be beneficial to promoting the safe and reliable operation of the bridge and to reduce the risk associated with the occurrence of possible future malfunctions.
6.4.2 Increased Inspection of Electrical and Mechanical Components
As part of the weekly maintenance activities performed by the bridge operators, staff should visually inspect the electrical and mechanical components to identify areas of concern. It is recommended that staff inspect the hydraulic hoses, hydraulic power unit (HPU), span drive brake, and span drive machinery. If the visual inspection reveals a condition that causes concern for the bridge operator, an engineer that is familiar with moveable bridges should come to the site to review the item of concern.
To further monitor the condition and performance of the electrical, mechanical and hydraulic systems of the bridge, consideration could be given to performing inspections of these systems once per year at mid- operating season by an engineer that is familiar with these systems in moveable bridges.
In conjunction with the possible annual inspection of the electrical, mechanical and hydraulic systems, an annual maintenance program could be performed. Annual maintenance activities could include preventative maintenance of the HPU (change oil, change filter), re-grease mechanical components, changing traffic lights, etc. Recommendations made during the annual inspection by the engineer could also be addressed during this maintenance work. This work shall be performed by qualified technicians and millwrights, or the bridge operators if they are trained to do so.
6.4.3 Stock Spare Bridge Parts and Components
Consideration could be given to procuring and storing spare bridge parts to have available in the event of a malfunction to reduce the bridge down time during the repair.
Spare hydraulic hoses can be stocked for use in the event of a ruptured or cracked hose. Alternatively, to expedite the procurement of a new hydraulic hose in the event of a failure, it is recommended that an inventory of the existing hydraulic hoses be prepared in advance (size, length, fittings) in addition to a list of local suppliers who can provide the required hoses and their estimated ‘response time’.
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6.5 Procure a Steel Road Plate
As discussed in Section 4.8, a localized “punch through” failure in the laminated timber deck may prevent vehicles from travelling across the bridge at the location of the failure. Because of the tie and stringer system that supports the bridge deck, a localized punch through failure of the deck may result in a vehicle tire getting stuck in the deck but does not present a risk for vehicles to ‘fall through the deck’.
As this bridge only accommodates a single lane of one-way traffic, a punch through failure may require the bridge to be closed to vehicular traffic until a repair is implemented. To reduce this risk, a steel road plate was procured as part of the 2016/2017 rehabilitation contract, and is currently stored at the Wasauksing Public Works Yard. In the event of a localized punch through failure, the plate could be placed over the damaged area of the deck until the bridge can be repaired. It is recommended that an Operating Procedure be developed by a millwright or other qualified personnel to outline the steps and requirements for transporting this road plate from the Wasauksing Public Works Yard to the bridge.
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7.0 EMERGENCY CONTACT INFORMATION
Organization Name and Contact Person(s) with Experience Affiliation with Bridge: General Contact Information: with Wasauksing Swing Bridge:
Indigenous and Northern Heather Cullen Bridge Owner Affairs Canada (INAC) Office: 1 (416) 952-9660 INAC owns and maintains the Cell: 1 (807) 476-7116 Wasauksing Swing Bridge. Office Information: [email protected] 100 Anemki Place, Suite 101 Thunder Bay, ON, P7J 1A5 Jennifer Mortensen Office: 1 (807) 624-5906 [email protected]
Public Works Ryan Tabobondung Bridge Operations Wasauksing First Nation Director of Public Works, WFN Public Works Wasauksing First (WFN) Office: 1 (705) 746-2531 ext. 2256 Nation oversees the operation of Cell: 1 (705) 773-8454 the bridge, including coordination [email protected] Office Information: of the bridge operators, closures of 1508 Geewadin Road, Lane G the bridge, and routine P.O. Box 250 Parry Sound, ON P2A 2X4 maintenance of the bridge. Phone: 705-746-2531
Transport Canada (TC) Tania Havelka Navigable Waters Protection Navigable Waters Protection Officer TC updates and manages the Office: 1 (519) 383-1831 Office Information: Terms and Conditions that govern 100 Front Street South [email protected] the operation of the bridge. In the Sarnia, ON N7T 2M4 event of a malfunction or incident General Inquiries / Report Malfunction that affects the normal operation of Phone: 1 (519) 383-1863 the bridge, TC must be notified
immediately.
Public Services and Jack To PSPC has provided consultant and Procurement Canada (PSPC) Office: 1 (416) 305-9849 construction contracts for [email protected] engineering and emergency repair David Pochylko Office Information: services. 4900 Yonge Street Office: 1 (289)-251-6176
Toronto, ON, M2N 6A6 [email protected]
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WSP / MMM Group Limited Joseph Stoner Consulting - Bridge Engineering 610 Chartwell Rd, Suite 300, Office: 1 (905) 823-8500 WSP/MMM Group have provided [email protected] Oakville, ON L6J 4A5 engineering services consisting of
detailed inspection, structural Kyle Yusek, P.Eng. evaluation, load rating, bridge Office: 1 (905) 823-8500 [email protected] replacement studies, and design Bridge Engineering Department Phone: 1 (905) 823-8500 for several rehabilitation Contracts Ask for Department Manager Matthew Bowser, P.Eng. between the years of 1999 through Office: 1 (905) 823-8500 to 2017. [email protected]
Shipman Electric Ltd. Ben Shipman Electrical Contractor 119 Carruthers Road Office: 1 (705) 746-4302 Shipman Electric is the electrical [email protected] Seguin, ON, P2A 0B2 service contractor for the Wasauksing Swing Bridge and is Office Information: familiar with the electrical systems Phone: 1 (800) 461-3966 for this bridge and the approach 1 (705) 756-8019 traffic signals and gates.
Mammoet Daniel Walter, P.Eng. Heavy Lift Contractor 7504 McLean Road East Office: 1 (519) 620-3348 Mammoet provides heavy lift Mobile: 1 (519) 242-8632 Puslinch, ON, N0B 2J0 services and has a large fleet of [email protected] mobile cranes and other Office Information: specialized heavy lift equipment. Phone: 1 (519) 740-0550 Mammoet also has short span
temporary bridges that be deployed quickly if needed.
Western Mechanical Rob Doucet Millwright and Hydraulic 160 Brock Street Office: 1 (705) 737-4135 Contractor [email protected] Barrie, ON, L4N 2M4 Western Mechanical provides specialized millwright, hydraulic, Office Information: and heavy lift services for Phone: 1 (705) 737-4135 moveable bridges and other high complexity bridge projects.
Louis W. Bray Chace Albright General Contractor 308 Corduroy Road Office: 1 (613) 737-6711 ext. 308 Louis W. Bray was the general Mobile: 1 (613) 551-7159 Vars, ON, K0A 3H0 contractor for the 2016/2017 [email protected] repairs to the Wasauksing Swing Office Information: Bridge. Phone: 1 (613) 938-6711
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8.0 CONCLUSIONS
The Wasauksing Swing Bridge is the sole land-access to Parry Island, therefore this bridge is a “life-line” structure for the residents of the Wasauksing First Nation. If a malfunction occurs when the swing span is in its open or partially open position, it is critical that the swing span be closed as quickly as possible to restore vehicular traffic to Parry Island.
This Contingency Plan identifies and discusses possible malfunctions that could prevent the swing span from closing, including an electrical service interruption, failure of the submarine cable, failure of the hydraulic power unit or hydraulic hoses, mistakenly triggered limit switch, and failure of the span drive machinery. Other malfunctions that were considered include end wedges not driving, damage to the end latches, and localized failure of the timber deck. This report provides steps that can be followed if one of these malfunctions occurs. A list is also provided with contact information for engineers and specialized contractors that could be contacted in the event of a malfunction.
This Contingency Plan also suggests preventative measures that could be implemented to reduce the risk associated with possible malfunctions of the Wasauksing Swing Bridge. Recommendations include storing the second bridge key off-site, procuring a portable generator, installing a permanent generator with enclosure, stocking spare parts, and implementing annual inspections and preventative maintenance for the mechanical, electrical and hydraulic components of the bridge.
This report presents four methods that could be employed to close the bridge in the event of a malfunction:
1. The first method to enable closing of the bridge involves manual operation using the bridge key. While the bridge is currently operated by a hydraulic drive system, it was originally designed for manual (hand power) operation. The bridge can still be operated by manual operation by implementing the methods described in Section 5.2 of this report. The equipment required to close the bridge by manual operation is owned by Wasauksing First Nation and the bridge operators on staff (as of 2017) are familiar with the requirements for manual operation of the bridge.
2. The second method to enable closing of the bridge involves utilizing an auxiliary gas powered hydraulic power unit (HPU). This option will allow the bridge to be operated in the event of an electrical service interruption or a malfunction with the existing electrically powered HPU. This unit must be designed, procured, installed, and commissioned.
3. The third method to enable closing of the bridge involves utilizing an auxiliary drive system. This system would connect directly to the span drive machinery, and would allow the bridge to be operated in the event of an electrical service interruption or a malfunction with the HPU or hydraulic span drive motor. A Feasibility Study and detailed engineering design, followed by extensive rehabilitation work to the existing span drive machinery, are required to implement this alternative.
4. The fourth method to enable closing of the bridge involves utilizing a wire rope and cable puller (tirfor). The rigging, anchorages, and equipment required to implement this method have been
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procured, installed and are stored at the bridge site. It is recommended that Wasauksing First Nation develop an Operating Procedure for implementing this plan.
Following a malfunction, and after the swing span has been closed, the ends of the swing span need to be supported at the east and west nose piers. This report presents two methods that could be employed to provide support at the ends of the swing span in the event of a malfunction:
1. The first method for providing support at the ends of the swing span involves manual operation using the bridge key to drive the end wedges to their fully seated position. This sequence is described in Section 5.2.3 of this report.
2. If it is not possible to drive the end wedges using manual operation, then temporary support can be provided by jacking the ends of the swing span and installing temporary supports. Refer to Section 5.6 of this report.
Table 2 compares the proposed methods to close the bridge. For each malfunction, this table identifies the methods that are effective in resolving it () and which methods are not effective (). This table also compares the relative costs to implement each option, with ‘$’ representing the cheapest option and ‘$$$$’ representing the most expensive option. Table 2 - Comparison of Methods to Close the Bridge Method to Operate Swing Span Method 1 Method 2 Method 3 Method 4 Other Malfunction Manual Gas Auxiliary Cable Portable Permanent Bridge Powered Drive Puller Generator Generator Key HPU System General Power Outage Damage to Submarine Cable HPU Malfunction Damage to Hydraulic Hose(s) Failure of Span Drive Hydraulic Motor Failure of Span Drive Machinery Can be Operated by Single Person Relative Cost $ $$ $$$$ $$ $$ $$$
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9.0 RECOMMENDATIONS
This section of the report provides specific recommendations that can be implemented to reduce risk associated with possible malfunctions of the Wasauksing Swing Bridge.
The following recommendations are for Wasauksing First Nation to implement as part of their operating procedures for the bridge:
► In addition to a marine radio, bridge operators should have a cellular telephone with them while operating the bridge in order to report malfunctions;
► Designate individual(s) from Wasauksing First Nation Public Works who will be available at all times that the bridge is operational and can be contacted in the event of a malfunction. Provide bridge operators with the contact information of designated personnel;
► Store the second bridge key at an off-site location to eliminate the risk of both keys becoming damaged or going missing.
It is recommended that the services of a millwright or other qualified personnel be procured to develop Operating Procedures for the following activities:
► Operating Procedure for implementing Method 4 - Closing the Bridge using a Cable Puller (Tirfor). The procedure should provide the sequence required to close the bridge, requirements for personnel on site, requirements for boats to be mobilized, and safety requirements.
► Operating Procedure for installing the temporary bridge supports at the swing span ends. The plan should provide details on how to lift the steel supports into position, how to operate the jacking system, and how to install the shims;
► Operating Procedure to outline the steps and requirements for transporting the temporary steel road plate from the Wasauksing Public Works Yard to the bridge.
Consideration should be given to the following plans:
► Procure a portable standby generator to close the bridge during an electrical service interruption;
► Procure a gas powered hydraulic power unit (HPU) to close the bridge during an electrical service interruption or malfunction of the electrically powered HPU;
► Implement annual inspection of mechanical, electrical, and hydraulic components by a licenced Professional Engineer familiar with movable bridges;
► Implement an annual preventative maintenance program for mechanical, electrical, and hydraulic components.
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Report Prepared by: Report Reviewed by:
‘I1’ /
Joseph Stoner, E.I.T. Matthew Bowser, P.Eng. Designer Project Manager Bridge Engineering Bridge Engineering
DRAFT Report I Wasauksing Bridge — Contingency Plan MMM Group Limited July 2017 WO 3215082
A APPENDIX
–
Site
Photographs
Photo 1: South Elevation of Existing Wasauksing Swing Bridge Looking West
Photo 2: South Elevation of Existing Wasauksing Swing Bridge Looking East
A1
Photo 3: South Elevation of Existing Swing Span
Photo 4: South Elevation of Existing West Approach Trestles
A2
Photo 5: View from West Embankment looking East on South Side of Existing Bridge
Photo 6: View from East Embankment looking West on North Side of Existing Bridge
A3
Photo 7: West Approach Looking East
Photo 8: East Approach Looking West
A4
Photo 9: View of Deck Looking West
Photo 10: Swing Span Deck Looking West. Note the Bridge Key, Steel Cover Plates, and Operator’s Console
A5
Photo 11: East Nose Pier Looking East
Photo 12: West Nose Pier Looking West
A6
APPENDIX APPENDIX
B
–
General Arrangement of Existing Swing Bridge Swing Existing of Arrangement General
APPENDIX
C
–
Canadian Hydrographic Service Chart Service Hydrographic Canadian
APPENDIX
D
–
Cable Puller Anchor Detail Anchor Puller Cable
FOR INFORMATION ONLY
APPENDIX APPENDIX
E
–
Ends Span Swing Support to Details Blocking and Jacking
8 7 6 5 4 3 2 1
PROCEDURE:
1. THE WINTER SUPPORTS WILL BE INSTALLED NEXT TO THE WEDGE ASSEMBLIES AS CLOSE AS F F POSSIBLE AT ALL FOUR CORNERS OF THE BRIDGE. 2. REINFORCING ANGLE WILL BE INSTALLED ON THE WEB IN ACCORDANCE WITH THIS DRAWING BEFORE ANY LOADING IS APPLIED. 3. HYDRAULIC JACKS WILL BE INSTALLED AND ALL FOUR CORNERS WILL HAVE 200 TO 250 PSI APPLIED, SETTING THE BRIDGE TO THE DESIRED ELEVATION PROVIDED BY THE GENERAL CONTRACTOR. 4. THE TOPS OF THE PEDESTALS WILL BE SHIMMED TO THE SPECIFIED ELEVATION AND BOLTED 4" X 3" X 3/8" ANGLE TOGETHER TO SECURE FOR THE WINTER. E REINFORCEMENT - E 5. THE WEST END LATCHING PIN SHALL REMAIN IN PLACE FOR THE WINTER WITH THE FOUR BOTH SIDES END SUPPORTS. 6. THE WEDGES, EAST END LATCH AND THE REQUIRED DRIVE ASSEMBLIES SHALL BE REMOVED FOR OVERHAUL OR REPLACEMENT AS PER THE DRAWINGS.
Dec 3, 2016 Dec 6, 2016 D EXISTING BRIDGE GIRDER D
1 -- M.Bowser ü J.Stoner 3/4" THICK PLATE CLAMP
C C CLAMP SHIM
STRUCTURAL STEEL: 1. DESIGN, FABRICATION AND ERECTION OF STRUCTURAL STEEL MUST CONFORM, TO CSA BASE ASSEMBLY B S16.1 B 2. STRUCTURAL STEEL FABRICATOR MUST BE CERTIFIED UNDER CSA W47.1 DIVISION 2 CONTRACTOR IS TO PROVIDE PROOF THAT THE STEEL FABRICATOR IS CERTIFIED 3. ALL STRUCTURAL STEEL MUST CONFORM TO CSA G40.21-44W EXCEPT HSS WHICH ARE GRADE 50W. 4. ALL WELDING MUST CONFORM TO CSA W59. 5. ALL WELDS TO BE 3/8" CONT. FILLET U.N.O.
A SURFACE PREPARATION AND PAINTING: THIRD 166 North Murray St., Trenton, Ontario A ANGLE Phone: 613 - 394 - 4422 TITLE: 1. ALL STEEL SHALL BE CLEANED OF RUST AND PAINT, GREASE, OIL, HEAVY MILL SCALE AND UNLESS OTHERWISE SPECIFIED: NAME DATE DIMENSIONS ARE IN INCHES DRAWN BY: M.FARMER 17/11/2016 TOLERANCES: PARRY SOUND BRIDGE REPAIR FRACTIONAL 1/16 OTHER FOREIGN SUBSTANCE PRIOR TO PAINTING. CHECKED BY: ANGULAR: MACH BEND TEMPOARY BRIDGE SUPPORTS TWO PLACE DECIMAL 0.010 PROPRIETARY AND CONFIDENTIAL THREE PLACE DECIMAL 0.005 THE INFORMATION CONTAINED IN THIS MATERIAL 2. PRIMER - ONE COAT OF STANDARD PRIMER MIN. 2-mils, APPLIED AFTER WELDING. DRAWING IS THE SOLE PROPERTY OF SIZE DWG. NO. REV 44-50W CARBON STEEL KILMARNOCK ENTERPRISE. ANY REPRODUCTION IN PART OR AS A WHOLE FINISH RED OXIDE PRIMER WITHOUT THE WRITTEN PERMISSION OF D 4829-001 0 3. ALL PAINT MATERIALS TO BE APPROVED BY OWNER. KILMARNOCK ENTERPRISE IS PROHIBITED. DO NOT SCALE DRAWING SCALE: N.T.S.WEIGHT: SHEET 1 OF 5 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1
F F
TYPICAL GIRDER REINFORCEMENT DETAIL
4" X 3" X 3/8" ANGLE 44" LONG E E 8 PCS REQUIRED 3"
13 16 " THRU FOR 3/4" X 2" LONG A325 STRUCTURAL ASSEMBLIES TYP 4" TYP 90 ASSEMBLIES REQUIRED
D D
ANGLE REINFORCEMENT BOTH SIDES 44"
C C 4" X 3" ANGLE REINFORCEMENT INSTALLED FROM EDGE OF ANGLE TO CENTER OF BASE ASSEMBLY
1 2 " ALLOWED FOR SHIMMING
B KILMARNOCK SUPPLIED ENERPAC #RCS502 BOTTLE JACK B
25" 1 19 2 "
A THIRD 166 North Murray St., Trenton, Ontario A ANGLE Phone: 613 - 394 - 4422 TITLE: NAME DATE UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN INCHES DRAWN BY: M.FARMER 17/11/2016 TOLERANCES: PARRY SOUND BRIDGE REPAIR FRACTIONAL 1/16 CHECKED BY: ANGULAR: MACH BEND TEMPOARY BRIDGE SUPPORTS TWO PLACE DECIMAL 0.010 PROPRIETARY AND CONFIDENTIAL THREE PLACE DECIMAL 0.005 THE INFORMATION CONTAINED IN THIS MATERIAL SIZE DWG. NO. REV DRAWING IS THE SOLE PROPERTY OF 44-50W CARBON STEEL KILMARNOCK ENTERPRISE. ANY REPRODUCTION IN PART OR AS A WHOLE FINISH RED OXIDE PRIMER WITHOUT THE WRITTEN PERMISSION OF D 4829-001 0 KILMARNOCK ENTERPRISE IS PROHIBITED. DO NOT SCALE DRAWING SCALE: N.T.S.WEIGHT: SHEET 2 OF 5 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 ITEM NO. PART DESCRIPTION QTY. 1 BASE 16" X 24" X 3/4" CARBON STEEL PLATE 4 10
2 BRIDGE SUPPORT CAP 19" 11" X 18" X 3/4" CARBON STEEL PLATE 4 8
F F 3 JACK SUPPORT CAP 8 1/2" X 9" X 3/4" CARBON STEEL PLATE 4 7 4 BRIDGE SUPPORT W10 X 49 X 23" LONG 4
5 JACK SUPPORT W8 X 31 X 18" LONG 4 9 6 GUSSET 4" X 4" X 1/2" CARBON STEEL PLATE 16
7 SHIM PACK 11" X 18" X VARIOUS THICKNESS SHIM - SEE DETAIL SEE NOTE 6 8 FINGER CLAMP 7 1/2" X 11" X 3/4" CARBON STEEL PLATE 8 2
E 9 FINGER CLAMP SHIM 2 1/2" X 11" X 3/8" CARBON STEEL PLATE 8 E Increase quantity / 10 HARDWARE 3/4" X 3 1/2" A325 OR B7 STRUCTURAL ASSEMBLIES 16 thickness (see sketch on Sheet 5) 3 USE RED HEAD 3/4" DROP IN ANCHORS WITH 5" OF EMBEDMENT 11 ANCHORS (NOT SHOWN) C/W 3/4" BOLTS 16 4
5 Submit product data sheets for anchors
D D
1 Do not provide gap for clamping. C C BASE TO BE FIELD DRILLED FOR ANCHORS - Provide gap between floorbeam USE RED HEAD 3/4" DROP IN ANCHORS WITH 5" OF EMBEDMENT C/W 3/4" BOLTS 1 bottom flange and finger clamp to 8 " allow for longitudinal thermal GAP FOR CLAMPING movements.
TYP 1 5/16" 8 " TYP 2 5/16"
B B TYP 5/16" BRIDGE SUPPORT - 4 ASSEMBLIES REQUIERD
A TYP 5/16" TYP THIRD 166 North Murray St., Trenton, Ontario A 5/16" ANGLE Phone: 613 - 394 - 4422 TITLE: NAME DATE UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN INCHES DRAWN BY: M.FARMER 17/11/2016 TOLERANCES: PARRY SOUND BRIDGE REPAIR FRACTIONAL 1/16 CHECKED BY: ANGULAR: MACH BEND TEMPOARY BRIDGE SUPPORTS TWO PLACE DECIMAL 0.010 PROPRIETARY AND CONFIDENTIAL THREE PLACE DECIMAL 0.005 THE INFORMATION CONTAINED IN THIS MATERIAL SIZE DWG. NO. REV DRAWING IS THE SOLE PROPERTY OF 44-50W CARBON STEEL KILMARNOCK ENTERPRISE. ANY REPRODUCTION IN PART OR AS A WHOLE FINISH RED OXIDE PRIMER WITHOUT THE WRITTEN PERMISSION OF D 4829-001 0 KILMARNOCK ENTERPRISE IS PROHIBITED. DO NOT SCALE DRAWING SCALE: N.T.S.WEIGHT: SHEET 3 OF 5 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1
ITEM #1 ITEM #2 ITEM #3 BASE BRIDGE SUPPORT CAP JACK SUPPORT CAP 16" X 24" X 3/4" CARBON STEEL PLATE 11" X 18" X 3/4" CARBON STEEL PLATE 8 1/2" X 9" X 3/4" CARBON STEEL PLATE F F 4X ANCHOR HOLES TO BE FIELD DRILLED 13/16" DIAMETER 19" 4 PCS REQUIRED 4 PCS REQUIRED 4 PCS REQUIRED
E E 11" 6" 3 24" " 1 4 8 " 2 3 4 " 1 19" 15 " 16 1/2" 16" 18" 2 9"
D D 3 4 " 13 4X 16 " THRU
ITEM #4 ITEM #5 ITEM #6 C C BRIDGE SUPPORT JACK SUPPORT GUSSET W10 X 49 X 23" LONG W8 X 31 X 18" LONG 4" X 4" X 1/2" CARBON STEEL PLATE 4 PCS REQUIRED 4 PCS REQUIRED 16 PCS REQUIRED
B B
4"
1 10" 8" " 4" 2
A 18" THIRD 166 North Murray St., Trenton, Ontario A 10" ANGLE Phone: 613 - 394 - 4422 TITLE: 8" NAME DATE UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN INCHES 23" DRAWN BY: M.FARMER 17/11/2016 TOLERANCES: PARRY SOUND BRIDGE REPAIR FRACTIONAL 1/16 CHECKED BY: ANGULAR: MACH BEND TEMPOARY BRIDGE SUPPORTS TWO PLACE DECIMAL 0.010 PROPRIETARY AND CONFIDENTIAL THREE PLACE DECIMAL 0.005 THE INFORMATION CONTAINED IN THIS MATERIAL SIZE DWG. NO. REV DRAWING IS THE SOLE PROPERTY OF 44-50W CARBON STEEL KILMARNOCK ENTERPRISE. ANY REPRODUCTION IN PART OR AS A WHOLE FINISH RED OXIDE PRIMER WITHOUT THE WRITTEN PERMISSION OF D 4829-001 0 KILMARNOCK ENTERPRISE IS PROHIBITED. DO NOT SCALE DRAWING SCALE: N.T.S.WEIGHT: SHEET 4 OF 5 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1
ITEM #7 ITEM #8 ITEM #9 SHIM PACK FINGER CLAMP FINGER CLAMP SPACER F F 11" X 18" CARBON STEEL PLATE 7 1/2" X 11" X 3/4" CARBON STEEL PLATE 2 1/2" X 11" X 3/8" CARBON STEEL PLATE 8 PCS @ 1/8" THICK REQUIRED 8 PCS REQUIRED 8 PCS REQUIRED 8 PCS @ 1/4" THICK REQUIRED See 8 PCS @ 3/8" THICK REQUIRED sketch 8 PCS @ 1/2" THICK REQUIRED below
E E
11" 6"
13 1 4X " THRU 1 13 13 1 4 " 6" 16 1 " 4X " THRU 4X 16 " THRU 4 6" 16
D D 1 SLOTTED HOLE 1 18"15 " 7 " 1 2 (TYP) 2 2 2 "
3 3 11" 8 " 11" 4 "
SEE NOTE
C C
3-5 mm GAP 8
INCREASE THICKNESS OF SHIMS TO PROVIDE GAP B BETWEEN FLOORBEAM 7 B BOTTOM FLANGE AND FINGER CLAMP 2
6
APPLY WHITE GREASE TO A THIRD 166 North Murray St., Trenton, Ontario A UNDERSIDE OF BOTTOM ANGLE Phone: 613 - 394 - 4422 TITLE: NAME DATE UNLESS OTHERWISE SPECIFIED: FLANGE DIMENSIONS ARE IN INCHES DRAWN BY: M.FARMER 17/11/2016 TOLERANCES: PARRY SOUND BRIDGE REPAIR FRACTIONAL 1/16 CHECKED BY: ANGULAR: MACH BEND TEMPOARY BRIDGE SUPPORTS TWO PLACE DECIMAL 0.010 PROPRIETARY AND CONFIDENTIAL THREE PLACE DECIMAL 0.005 4 THE INFORMATION CONTAINED IN THIS MATERIAL SIZE DWG. NO. REV DRAWING IS THE SOLE PROPERTY OF 44-50W CARBON STEEL KILMARNOCK ENTERPRISE. ANY REPRODUCTION IN PART OR AS A WHOLE FINISH RED OXIDE PRIMER WITHOUT THE WRITTEN PERMISSION OF D 4829-001 0 KILMARNOCK ENTERPRISE IS PROHIBITED. DO NOT SCALE DRAWING SCALE: N.T.S.WEIGHT: SHEET 5 OF 5 8 7 6 5 4 3 2 1