Document 1757469

TABLE OF CONTENTS
Page No.
Introduction ...........................................................................................................................................1
Previous Studies....................................................................................................................................1
Willamette Queen Sternwheeler ......................................................................................................2
Union Street Railroad Bridge ............................................................................................................2
Hydraulics..............................................................................................................................................2
Pedestrian Bridge Design Criteria....................................................................................................4
Existing Site Conditions .......................................................................................................................4
Environmental Issues.............................................................................................................................4
Hazardous Materials Issues................................................................................................................5
Land Use................................................................................................................................................6
Right-of-Way .......................................................................................................................................6
Utilities....................................................................................................................................................7
Temporary Construction Access .........................................................................................................7
Bridge Alternatives..............................................................................................................................7
Estimate Project Schedule...................................................................................................................9
Estimated Project Costs .................................................................................................................... 10
Conclusions ......................................................................................................................................... 10
TABLE
Table 1 – Estimated Project Costs
FIGURES
Figure No.
Vicinity Map..........................................................................................................................................1
Bridge Alternative Plans and Elevations.....................................................................................2–9
RENDERINGS
Bridge Alternative Elevations
APPENDICES
Appendix A – Hydraulic Data
Appendix B – Historic Cost Data
Appendix C – Estimated Design and Construction Schedule
PRELIMINARY CONCEPT STUDY
Minto Brown Island Pedestrian/ Bicycle Bridge
City of Salem, Oregon
Introduction
The City of Salem is very interested in constructing a pedestrian bridge connection from
downtown Salem and Riverfront Park to Minto Brown Island. Riverfront Park is a 23-acre park
that offers many park amenities to downtown Salem. Minto Brown Island Park, with an area of
898.9 acres, has an extensive system of nature, pedestrian, and bicycle trails. These trails could
connect directly to Riverfront Park and downtown Salem by way of a new pedestrian bridge that
would complete a loop in the trail system and open up significant recreational opportunities that
neither park can offer separately. Currently, the only access to Minto Brown Island is River Road,
a 45-mile-per-hour minor arterial several miles to the south; it lacks complete sidewalks and
bicycle lane.
The proposed bridge would span Willamette Slough between Riverfront Park and Minto Brown
Island just downstream from the confluence of Willamette Slough and Pringle Creek. The location
of the proposed bridge, at River Mile 84.5, is also very near the confluence of the Willamette
Slough and the Willamette River, as shown in Figure 1.
The City of Salem (City) has retained OBEC Consulting Engineers to study preliminary bridge
concepts for this project. The City has requested alternatives including long and short bridge
spans as well as high- and low-level crossings. The alternatives are being considered due to
navigation and hydraulic constraints as well as concerns about permitting the construction of
permanent bridge foundations below the ordinary high water elevation of Willamette Slough.
The various alternatives can be defined as follows:
•
•
•
•
Alternative H-1: High-level pedestrian bridge clear-spanning Willamette Slough that
provides navigation clearance for the Willamette Queen Sternwheeler
Alternative H-2: High-level pedestrian bridge spanning Willamette Slough with in-water
piers that provides navigational clearance for the Willamette Queen Sternwheeler
Alternative L-1: Low-level pedestrian bridge clear-spanning Willamette Slough that
provides clearance for smaller recreational boating and 100-year high water
Alternative L-2: Low-level pedestrian bridge spanning Willamette Slough with in-water
piers that provides clearance for smaller recreational boating and 100-year high water
Previous Studies
In 2006, the City studied four lower-level bridge crossing concepts to span the Willamette Slough
at the site. In all cases the proposed concepts did not clear-span Willamette Slough or
accommodate the Willamette Queen Sternwheeler, which uses the slough in the winter. The study
indicated that obtaining a U.S. Coast Guard (USCG) permit for these low-level crossing concepts
would be very challenging. One of the purposes of this study is to define in more detail the high
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 1
level bridge alternatives; and the hydraulic, permitting, and scheduling issues not addressed in the
previous report.
Willamette Queen Sternwheeler
Currently, the Willamette Queen uses Willamette Slough for excursions only during the winter
when adequate water flow in the Willamette River allows backwater into the slough. The
following information regarding the sternwheeler was provided by the City for use in this study:
•
•
•
Minimum Draft – 3.5 feet
Minimum river flow to use Willamette Slough – 20,000 cubic feet/second (cfs) in main
stem Willamette River
Sternwheeler height above water with stacks raised – 38 feet; height above water with
stacks lowered – 33 feet
The bottom of the high-level crossing will be set to accommodate the sternwheeler at most
average winter flows. This is discussed in more detail in the hydraulic section of this study.
Union Street Railroad (RR) Pedestrian/Bicycle Bridge
The former Union Pacific RR Bridge, located downstream from the proposed pedestrian bridge at
River Mile 83.9, is currently being modified by the City into a pedestrian/bicycle bridge. The lift
span of the existing bridge is not in operation, and the current project will permanently modify
the bridge into a fixed span structure. The USCG permit for this project indicates that the bottom
of the bridge in the main channel is at Elev. 150.9, which corresponds to the bridge modification
design drawings corrected to USCG, U.S. Army Corps of Engineers (ACOE), and Federal
Emergency Management Agency (FEMA) flood data datum (NAV 1929).
Assuming 34 feet for clearance under the Union Street Pedestrian/Bicycle RR Bridge (low stack
plus 1 foot clearance), the maximum water surface elevation for the sternwheeler to pass under
the bridge is Elev. 116.9, corresponding approximately to a flow of 34,000 cfs in the river. For
higher flows, the sternwheeler probably cannot pass under the bridge.
Hydraulics
River hydraulic conditions at the site are reasonably well defined. The proposed bridge site is
located at River Mile 84.5. River gage 14191000 is located at River Mile 84.1, between the
proposed bridge site and the Union Street Pedestrian/Bicycle RR bridge. The gage has been in
continuous operation since 1923, and gage information provides the following hydraulics data at
the gage, proposed bridge site, and Union Street Pedestrian/Bicycle RR bridge:
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 2
Interval
Approx. 1.2
years
10 years
50 years
100 years
20,000
30,000
40,000
50,000
60,000
70,000
80,000
90,000
Water Surface
Elev. at
M-B Island Site
116.0
116.9
119.3
121.6
123.6
124.9
125.3
127.9
100,000
129.1
128.6
128.2
163,000
232,000
269,000
136.9
141.7
143.7
136.4
141.2
142.9
136.0
140.8
142.0
River Flow
(cfs)
Water Surface
Elev. at Gage
WS Elev. at
Union St. RR Bridge
115.5
116.4
118.8
121.1
123.1
124.4
125.8
127.4
115.1
116.0
118.4
120.7
122.7
124.0
125.4
127.0
In addition, USGS has created an average water daily statistics for this gage. Mean flows were
recorded for each month over a 55-year period. This information assists in setting the bottom
elevation of the high-level bridge crossing based on the months of operation for the sternwheeler.
Month
January
February
March
April
May
June
July
August
September
October
November
December
Mean River Flow (cfs)
51,000
41,000
32,000
25,000
21,000
15,000
8,000
7,000
9,000
12,900
31,400
48,000
At this time, the bottom of the proposed bridge for the higher-level crossing, Alternatives H-1 and
H-2, has been set at Elev. 156.0. This elevation provides 34 feet of clearance (low stack plus 1
foot clearance) under the new pedestrian bridge. The maximum water surface elevation for the
sternwheeler to pass under the bridge is assumed to be Elev. 122.0 for the purposes of this study,
corresponding to approximately 50,000 cfs flow in the river. It is evident from the information
provided in the above table that the sternwheeler excursions on the Willamette Slough could
occur during the majority of wintertime. In the bridge construction cost estimates, an approximate
change in cost is provided for each foot that the main span of the bridge is lowered or raised
from the assumed navigational clearance requirements.
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 3
The proposed bridge is located in the floodway of the Willamette River. The bottom of the main
span for the lower-level crossings, Alternatives L-1 and L-2, has conservatively been placed at the
100-year base flood Elev. 143.7. The piers and approach slabs are below the 100-year flood,
as are the banks of Riverfront Park and almost all of Minto Brown Island. The effects this project
would have on flood conveyance and loss of floodwater storage would be determined in a
detailed hydraulic and "no rise" analysis performed during the project final design. Results from
the detailed analysis may indicate that the main span can be lowered; however, the current
assumed bottom elevation of the main span is conservative. Again, in the bridge construction cost
estimates an approximate change in cost is provided for each foot that the main span of the
bridge is lowered or raised from the assumed hydraulic clearance requirements. Relevant
hydraulic data is contained in Appendix A.
Pedestrian Bridge Design Criteria
The bicycle/pedestrian bridge design will conform to the current American Association of State
Highway and Transportation Officials (AASHTO) Guide Specifications for the Design of Pedestrian
Bridges and the LRFD Bridge Design Specifications. Geometric design criteria for the bridge will
conform to AASHTO Guide for the Development of Bicycle Facilities and ODOT Oregon Bicycle and
Pedestrian Plan. Bridge grades conform to the Americans with Disabilities Act (ADA), and
maximum continuous grades of 5 percent are used on the approach spans to the bridge.
Based on these references, a 14-foot rail-to-rail bridge deck width is desirable and a 12-footwide deck is the minimum acceptable standard. Since the funding for the project may be limited,
bridge construction cost estimates are provided for both the 14- and 12-foot widths for
comparison.
Existing Site Conditions
The proposed bridge crosses Willamette Slough at approximately right angles from Riverfront
Park to an existing berm that will carry the approach trail from the west end of the bridge. The
east end of the bridge is located in the developed Riverfront Park. For both the high and low
bridge alternatives, the east bridge approach will pass over the path along the top of bank. In
the case of the low-level crossing, minimal vertical clearance would be provided. The path may
have to be depressed as it passes under the bridge approach spans, and any such lowering of
the path will need to be minimized when considering the final bridge elevations. Lowering of the
path more than 4 feet in Riverfront Park will create serious environmental issues due to buried
hazardous materials that have been capped in this location; these issues will impact the project
costs and schedule.
Environmental Issues
Environmental issues for the project include work in and on Willamette Slough and Minto Brown
Island. The Willamette River and the Willamette Slough provide habitat for steelhead trout, and
Chinook and Coho salmon. Chinook salmon and steelhead trout are listed as threatened under
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 4
the federal Endangered Species Act (ESA). Anadromous fish species listed under the ESA are
regulated by the National Marine Fisheries Service (NMFS), while listed resident freshwater fish
species are regulated by the U.S. Fish and Wildlife Service (USFWS).
The impacts to Willamette Slough include work bridge construction (all alternatives), tied arch
erection shoring (Alternatives H-1 and L-1), and drilled shaft or similar bridge piers (Alternatives
H-2 and L-2).
A Biological Assessment (BA) for threatened or endangered species will be required for the final
design phase of the project, in accordance with Section 7 of the ESA. The BA will be prepared to
assess potential impacts to fish species under the ESA. The goal of the BA, which will include
meetings with environmental regulators, is to obtain a status of "not to adversely affect" and "no
taking" of ESA species by the project.
Currently, it has been determined that the following permits will be required:
Description of Local, State and Federal Permits
Permits Likely Required
Required By
1. Section 404 Joint Permit Application
Army Corps of Engineers (ACOE)/ Oregon
Dept. of State Lands (ODSL)
Oregon Dept. of Fish & Wildlife (ODFW)
U.S. Coast Guard (USCG)
Oregon Dept. of Environmental Quality (ODEQ)
Oregon Dept. of Environmental Quality (ODEQ)
Oregon Dept. of Environmental Quality (ODEQ)
Oregon Division of State Lands (ODSL)
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Fish Passage
Bridge Permit
DEQ Stormwater Management Plan
HAZMAT Compliance
NPDES 1200-C
Bridge Easement over Waters of the
State
Land Use – Floodplain Permit
Principal River Conservation Area
Review
Building Permit (Requirement TBD)
Development Application
Erosion Control Permit
Building Permit (Abutments)
Grading Permit (Removal/Fill)
City of Salem/Marion County (TBD)
City of Salem
City of Salem
City of Salem
City of Salem
City of Salem
City of Salem
Hazardous Materials Issues
The bridge site has a long history of pulp and paper manufacturing by Boise Cascade; the
operation area included the Riverfront Park site and Minto Brown Island. Willamette Slough is
also suspected to contain sediment from the pulp and paper-making operations. Boise Cascade
shut down all operations in 1982.
The Riverfront Park site was formerly used for an acid and pulp plant. A remnant of the
operation includes the Eco Ball (formerly acid ball). The DEQ ID number for this site is 856. In
1995 and 1996 approximately 800 cubic yards of contaminated soil was removed from the site.
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 5
The DEQ currently lists the status of the site as "No Further Action – Conditional" or CNFA, which
means the site poses no unacceptable risk to human health; however, the site is not available for
unrestricted use.
Between 1960 and 1982 Minto Brown Island was used to store pulp mill liquors and other liquids
in ponds. The DEQ ID number for this site is 355. The portion of the island used by Boise
Cascade includes 50- and 100-million-gallon open holding ponds, and three capped waste areas
consisting of an emergency holding pond, a buried solids area, and old landfill. The DEQ
currently lists the status of the site as CNFA.
All of the bridge alternatives will have ground-level and underground impacts to Riverfront Park,
Willamette Slough, and Minto Brown Island that will include deep foundation systems. Due to the
presence of capped waste areas and the potential of soils containing hazardous waste,
conventional open excavation foundation systems are not recommended for this site.
Recommended foundation systems include drilled shaft foundations and driven pile systems, which
require minimal ground disturbance and soil removal during construction.
The method selected to address the hazardous materials issues will be determined primarily by
State DEQ requirements. Since this concept study cannot discuss these issues in depth, it is
imperative environmental experts be on the design team to ensure that the final design meets
DEQ requirements and that construction does not spread contaminants. While the City seeks to
limit hazardous materials issues directly in Willamette Slough with Alternates H-1 and L-1, the
bridge alternative discussions indicate that all bridge alternatives will affect the slough to some
extent.
Land Use
Land use permits for the project may be required from the City. It is not anticipated that the land
use process will adversely affect the scope and schedule of the project.
Right-of-Way/Easements
The City will be responsible for right-of-way. At this time, the City has a five-year lease with
Boise Cascade for a bridgehead on Minto Brown Island. Oregon Parks and Recreation
Department is currently trying to buy the land from Boise Cascade. Furthermore, the landings of
the high bridge alternatives are sited in the South Waterfront Urban Renewal Area (URA); the
URA will not have funding for any project until 2011 and the URA plan would likely need to be
amended to add the bridge as a project. It is also likely the bridge would require a bridge
easement over Waters of the State for a new crossing of Willamette Slough, as noted previously
in the table "Description of Local, State and Federal Permits".
At this time, the proposed contractor staging area for construction of the pedestrian/bicycle
bridge is the vacant lot owned by Boise Cascade that is immediately east of the park. It is
currently privately owned and subject to development. To be used as a staging area, a
temporary easement for that purpose would be required. If the lot is no longer available, the
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 6
staging area would need to be developed within the park property, which would likely be much
more disruptive to park use and incur additional costs in repairing damage caused by heavy
equipment and construction loads.
Utilities
The City will be responsible for utility coordination, with input from OBEC, on potential impacts
that bridge construction may have on utilities. The only utility known at this time that may be
affected is a storm sewer located near the east end of the bridge.
Temporary Construction Access
Construction of the bike/pedestrian bridge will require closing some pedestrian paths in
Riverfront Park and directing construction traffic though the park. The proposed construction
staging area for the contractor is the vacant lot owned by Boise Cascade that is immediately east
of the park. Access to the construction area for the main and west approach spans will be
provided by a pile-supported temporary work bridge across Willamette Slough. No construction
access from Minto Brown Island should be assumed because the existing narrow berms on the
island preclude passing of equipment, and very likely have limited structural capacity that would
allow for heavy loads. The proposed construction access is shown on the bridge figures.
However, if the lot is not available at the time of construction the staging area would need to be
developed within the park property, and may create other problems as noted above.
Construction of the bridge is anticipated to cover two construction seasons, and the staging area
would be required for that time period.
Bridge Alternatives
Bridge alternatives considered include high- and low-level fixed span alternatives; reasons for
the recommended type of fixed span are given in each narrative. Other alternatives considered
are movable bridges such as horizontal and vertical swing spans, and lift span. However, these
types of bridges are considerably more complex and, therefore, more expensive than fixed
spans. Apparently, no movable bridge has been constructed in Oregon for 50 years. Besides
construction cost, other disadvantages include safety considerations, such as climbing hazard; and
operations and maintenance requiring full-time equivalent (FTE) bridge operators and
maintenance personnel. For these reasons, only fixed span alternatives are recommended for this
project.
The alternatives considered are described as follows:
Alternative H-1: High-level bridge, clear spans Willamette
Slough, provides navigation clearance for Willamette Queen
Sternwheeler
This alternative consists of a main span that is a tied arch
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 7
similar to that used on the Springwater Trail (McLoughlin
Boulevard) Pedestrian Bridge constructed in 2006 in Portland.
The possible cable-supported bridge types for the long main
span include tied arch, cable-stayed, and suspension. Cablestayed is not recommended because of the additional costs
involved in building the balance spans to either side of the
main span; since the balance spans are over land, there are
less expensive construction alternatives. The suspension bridge
requires very large anchorages, which would have reduced efficiency because of their buoyancy,
and may cause issues with hazardous materials associated with the large open excavations
required. Additionally, the suspension bridge requires expensive side spans, and there are more
cost-effective alternatives. The tied arch is contained entirely within the crossing of the slough and
is a superior choice for this alternative.
The McLoughlin Boulevard Bridge has a main span of 240 feet; a
span of approximately 350 feet is required to span the
Willamette Slough. The arch pipe diameter for the McLoughlin
Boulevard Bridge is 18 inches; the approximate diameter for the
pipe arch of the new bridge would be 24 to 30 inches. There
are facilities in Portland to both bend and fabricate the arch
pipes. The deck consists of prefabricated precast concrete deck
panels suspended from suspender rods. The precast panels
provide an extremely slender deck profile of 1'-2" thick. This is
important because it greatly minimizes the length of the approach spans at they ramp up to the
main span.
While the tied arch main span provides the clear-spanning of Willamette Slough requested by
the City, temporary falsework in the slough on driven piling is required. The arch segments will
need to be supported on one or two falsework erection towers in the slough while welding the
segments into a continuous structure. Additionally, a pile supported work bridge will be required
for construction access for the main span and west approach spans on Minto Brown Island.
Both east and west approach spans consist of conventional precast concrete slabs or box beams.
The reasons for selecting this type of structure for the approach spans are provided in the
discussion for Alternative H-2. All the foundations are assumed to be drilled shafts to minimize
below-ground disturbance and associated hazardous materials issues. This alternate is shown in
Figures 2 and 3 after this narrative.
Alternative H-2: High-level, in-water piers, provides
navigation clearance for the Willamette Queen Sternwheeler
This alternative consists of a conventional precast concrete
box beam main span, and east and west approach spans of
conventional precast concrete slabs or box beams. Slabs and
box beams are favored for use in pedestrian bridges for
several reasons: they provide a top deck surface that does
not require a cast-in-deck topping slab; their 4-foot standard
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 8
width works well for providing a 12-foot-wide deck with side-mounted rails or 14-foot-wide deck
with top mounted rails; and the span-to-length ratio of boxes is very efficient, minimizing the
depth of the approach spans as they ramp up to the main spans.
The impacts to Willamette Slough include a pile support work bridge that will be required for
access construction of the main and west approach spans, and several drilled shafts within
Willamette Slough. All the foundations are assumed to be drilled shafts to minimize belowground disturbance and associated hazardous materials issues. This alternate is shown in Figures
4 and 5.
Alternative L-1: Low-level, clear spans Willamette Slough, provides clearance for 100-year high
water and smaller recreational boating
This alternative consists of a main span that is a tied arch, similar to that used on McLoughlin
Boulevard Bridge. The tied arch is recommended for the same reasons noted for Alternative H-1.
The tied arch main span has the same impacts to Willamette Slough (temporary pile support
work bridge and arch erection falsework) as Alternative H-1.
Both east and west approach spans consist of conventional precast concrete slabs or box beams.
Reasons for selecting this type of structure for the approach spans are provided in the discussion
for Alternative H-2. All the foundations are assumed to be drilled shafts to minimize below
ground disturbance and associated hazardous material issues. This alternate is shown in Figures 6
and 7.
Alternative L-2: Low-level, in-water piers, provides clearance for the 100-year high water and
smaller recreational boating
This alternative consists of a conventional precast concrete box beam main span for the same
reasons as the multiple spans higher level crossing Alternative H-2. Both east and west approach
spans consist of conventional precast concrete slabs or box beams. The main spans have the same
impacts to Willamette Slough as Alternative H-2 (pile supported work bridge). This alternative is
shown in Figures 8 and 9.
Estimated Project Schedule
OBEC has prepared a programming level schedule for the planning, design and construction of
the bridge; the purpose of this schedule is to help the City with future project planning. Based on
this schedule, once funding is secured and preliminary design starts, a conservative timeline for
project development and construction would be approximately five years. Schedule assumptions
include the following:
•
•
•
•
Typical public agency design-bid-build methodology for project delivery model
Time for Biological Assessment and Agency consultation included
Coast Guard permitting including public review periods
Right-of-way procurement included, condemnation timelines not considered
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 9
•
•
Two-year construction season anticipated, project must be bid in early spring to capitalize
on two full in-water work periods
Phase I and II Hazardous Material studies included
The planning level schedule is included in Appendix C.
Estimated Project Costs
The scope of the estimated construction and project costs is for bridge construction only including
items such as staging, work access, and falsework. Engineer's cost estimates do not include
acquisition of right-of-way/easements; approach paths and trails to the bridge; and improvement
not specifically related to bridge construction.
The construction and overall project costs are estimated in Table 1. Bridge costs are based on a
price-per-square-foot (sf) basis at this time due to the high-level nature of this study. For
planning cost purposes, 50 percent of the estimated construction cost is added to represent total
project overhead costs including design, environmental study and permitting, construction
administration, field engineering, and construction cost contingency. Project environmental costs
include Biological Assessment and compliance, hazardous materials compliance, and permit
preparation. The 50 percent project overhead costs are in line with the 40 percent typically used
for scoping Federal-aid bridge projects and reflect the complications of hazardous materials
issues.
The estimated square foot bridge construction cost data is based on representative projects and is
provided in Appendix B for conventional and long-span specialty (cable-supported) bridges. An
estimated bridge cost of $300/sf is used for conventional precast box beam and slab bridges,
depending on project size, and an estimated bridge cost of $550/sf is used for specialty bridges.
Construction costs for both 12-foot and 14-foot-wide bridges, in accordance with the pedestrian
bridge design criteria, have also been presented to give the City a full range of bridge crossing
options.
The actual hydraulic and navigational clearances will to be determined in final design, utilizing
such processes as Coast Guard permitting and ACOE/FEMA "no rise" certification. The proposed
bridge elevation of all alternatives has been assumed based on available data. For every foot a
bridge alternative is lowered or raised in elevation to address final design analysis, the
construction cost changes approximately $150,000 per foot because of the decrease or increase
of approach span length to touch the bridge down to ground. This is another justification of the
50 percent project overhead and contingency at this time. A summary of project planning costs
based on the above discussions is provided below. Details of these costs are provided in Table 1,
which follows this narrative.
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 10
Alternate –12' deck
H-1
H-2
L-1
L-2
Alternate –14' deck
H-1
H-2
L-1
L-2
Project Planning Costs
(2009 Dollars)
$6,813,000
$5,454,000
$4,815,000
$3,780,000
Project Planning Costs
(2009 Dollars)
$7,949,000
$6,363,000
$5,618,000
$4,410,000
It should also be noted for both Alternatives H-1 and L-1 that if a shorter tied arch main span is
considered with a pier allowed in the water, the essence of a signature bridge can be captured
at a lower cost than that shown.
Conclusions
A bridge from Riverfront Park to Minto Brown Island is feasible, although at a much higher cost
than previously considered by the City. There are several major obstacles to constructing this
bridge including:
•
•
•
right-of-way/easement acquisition
construction access
environmental permitting and hazardous materials mitigation
Therefore, it is concluded that the cost history basis for the bridge estimate with higher project
overhead costs is applicable and represents a realistic cost for the City's use. The estimated
project duration including planning, design, and construction will be about five years, with
construction lasting between two and three years.
Preliminary Concept Study
Minto Brown Island Pedestrian/Bicycle Bridge
City of Salem, Oregon
OBEC Job No. 298-7
Page 11
TABLE
FIGURES
Figure 1
RENDERINGS
APPENDIX A
OBEC Consulting Engineers
Oregon/Washington Conventional Pedestrian Bridge Data
April 2008
City of Eugene
Cast-In-Place Concrete
Federal Aid
Padden Parkway
(I-205) Pedestrian
Bridge
Clark County, WA
Prestressed Girder
Federal
US Hwy. 101
(Honeyman State
Park) Bridge
Oregon State Parks
Prestressed Slab
Federal Aid
Jackson County
Prestressed Girder
Jackson County
190'
200'
560'
70'
262'
175'
190'
100'
190'
70'
88'
Net Deck Width
Net Deck Area
Bid/Completion
12'
2,100 SF
2004/2006
12'
2,280 SF
2004/2006
14'
2,800 SF
1996/1997
14'
7,840 SF
2001/2003
16'
1,120 SF
2004/2005
10'
2,620 SF
1998/1999
Bid (Structure +
Mobilization)
(Bridge Only)
$607,000
$675,000
$515,000
$1,605,000
$205,000
$313,000
Bid SF Price
$285
$396
$185
$205
$183
$120
2009 SF Price
$325
$335
$360
$365
$215
$245
Springwater Trail
(UPRR) Pedestrian
Bridge
City of Portland
Prefabricated Truss
Federal Aid
Springwater Trail
(Johnson Creek)
Pedestrian Bridge
City of Portland
Steel Plate Girder
Federal Aid
Overall Length
175'
Main Span
Name
Owner
Type
Funding
18th Avenue
Pedestrian Bridge
Bear Creek Trail
Pedestrian Bridge
Picture
OBEC Consulting Engineers
Oregon Long-Span Pedestrian Bridge Data
April 2008
I-5 Beltline
(Gateway)
Pedestrian Bridge
ODOT
Cable-Stayed
Federal Aid
Springwater Trail
(McLoughlin Blvd.)
Pedestrian Bridge
City of Portland
Through-Arch
Federal Aid
Grants Pass (Rogue
River) Pedestrian
Bridge
City of Grants Pass
Stress-Ribbon
Federal Aid
Wildish Companies
Suspension
Private D/B
DeFazio (Willamette
River) Pedestrian
Bridge
City of Eugene
Suspension
Federal Aid
Overall Length
503'
302'
658'
670'
606'
Main Span
203'
241'
278'
430'
338'
Net Deck Width
Net Deck Area
Bid/Completion
14'
7,042 SF
2006/2008
12'
3,624 SF
2004/2006
14'
9,212 SF
1999/2000
18.5'
12,395 SF
1999/2001
14'
8,484 SF
1997/2000
Bid (Structure +
Mobilization)
(Bridge Only)
$2,035,000
$1,350,000
$1,438,000
$2,500,000
$2,645,000
Bid SF Price
$289
$370
$156
$202
$312
2009 SF Price
$375
$480
$240
$375
$550
Name
Owner
Type
Funding
McKenzie River
(Wildish) Bridge
Picture
APPENDIX B
APPENDIX C
Task Name
Days
MINTO BROWN PEDESTRIAN BRIDGE CROSSING
PRELIMINARY ENGINEERING
Year 2
Year 3
Year 4
Year 5
M-1 M1 M2 M3 M4 M5 M6 M7 M8 M9 M10 M11 M12 M13 M14 M15 M16 M17 M18 M19 M20 M21 M22 M23 M24 M25 M26 M27 M28 M29 M30 M31 M32 M33 M34 M35 M36 M37 M38 M39 M40 M41 M42 M43 M44 M45 M46 M47 M48 M49 M50 M51
1099 d?
PRELIMINARY ENGINEERING
652 d?
Task 1 - Project Management
652 d?
Task 2 - Public Involvement
456 d?
Task 3 - Location Surveying & Mapping
56 d?
Task 4 - R/W Research, Mapping, Desc.
45 d?
Task 5 - R/W Acquisition
261 d?
Task 6 - Utility Relocation & Coord.
262 d?
Task 7 - Environmental Doc's & Permits
455 d?
Task 1 - Project Management
Task 2 - Public Involvement
Task 3 - Location Surveying & Mapping
Task 4 - R/W Research, Mapping, Desc.
Task 5 - R/W Acquisition
Task 6 - Utility Relocation & Coord.
Task 7 - Environmental Doc's & Permits
Wetland Delineation Report for Review
46 d?
Submit Delineation Report for Review
20 d
Submit Delineation Report for Review
Draft Archaeological Survey Report for Review
46 d?
Draft Archaeological Survey Report for Review
Submit Archaeological Survey Report for Review
20 d
Hazardous Materials Phase 1 & Phase 2 Studies
267 d?
Prepare Draft Biological Assessment (BA)
44 d
Prepare Draft Biological Assessment (BA)
Submit Draft BA for Review
33 d?
Submit Draft BA for Review
Prepare ACOE/DSL Permit
22 d?
Submit & Track ACOE/DSL Permit with BA
261 d?
Prepare Draft Land Use Permit Application
44 d?
Submit Land Use Permit for Review
66 d?
Prepare Coast Guard Permit Application
44 d?
Submit Coast Guard Permit
261 d?
Task 8 - Foundation Investigations
Explorations & Foundation Report
Task 9 - Hydraulic Analysis
Hydraulic Investigations, Scour Analysis & Report
Task 10 - Preliminary Structures & Roadway Analysis & Design
89 d?
89 d?
89 d?
89 d?
112 d?
Wetland Delineation Report for Review
Submit Archaeological Survey Report for Review
Hazardous Materials Phase 1 & Phase 2 Studies
Prepare ACOE/DSL Permit
Submit & Track ACOE/DSL Permit with BA
Prepare Draft Land Use Permit Application
Submit Land Use Permit for Review
Prepare Coast Guard Permit Application
Submit Coast Guard Permit
Task 8 - Foundation Investigations
Explorations & Foundation Report
Task 9 - Hydraulic Analysis
Hydraulic Investigations, Scour Analysis & Report
Task 10 - Preliminary Structures & Roadway Analysis & Design
Preliminary Structures & Roadway Design
89 d?
Preliminary Structures & Roadway Design
Prepare & Submit Preliminary Design Report
23 d?
Prepare & Submit Preliminary Design Report
Submit Preliminary Report to City for Review
0d
City Review
22 d?
FINAL ENGINEERING DESIGN
Task 11 - Advance Structure & Roadway Plans
Submit Preliminary Report to City for Review
City Review
FINAL ENGINEERING DESIGN
493 d?
233 d?
Task 11 - Advance Structure & Roadway Plans
Prepare Advance Structure Plans & Details
198 d?
Prepare Advance Structure Plans & Details
Prepare Advance Roadway/Path Plans & Details
198 d?
Prepare Advance Roadway/Path Plans & Details
Prepare Cost Estimate
65 d?
Prepare Cost Estimate
Prepare Proposed Construction Schedule
65 d?
Prepare Proposed Construction Schedule
City Review
34 d
Advance Plans Project Team Meeting
0d
Task 12 - Final Structure & Roadway Plans
City Review
Advance Plans Project Team Meeting
Task 12 - Final Structure & Roadway Plans
174 d?
Prepare Final Structure Plans & Details
174 d?
Prepare Final Structure Plans & Details
Prepare Final Roadway/Path Plans & Details
174 d?
Prepare Final Roadway/Path Plans & Details
Prepare Final Cost Estimate
45 d?
Prepare Final Cost Estimate
Task 15 - Specifications & Special Provisions
Advance PS&E Documents to County for Review
43 d?
City Review
34 d?
Final PS&E Documents for Bidding
45 d?
Task 16 - Bidding Assistance
Task 15 - Specifications & Special Provisions
264 d?
60 d?
Advance PS&E Documents to County for Review
City Review
Final PS&E Documents for Bidding
Task 16 - Bidding Assistance
Respond to Contractor Questions
15 d?
Respond to Contractor Questions
Three Week Advertisement
15 d?
Three Week Advertisement
PROPOSED BID OPENING DATE
0d
Reviews Bids & Issue Notice to Proceed
45 d
Reviews Bids & Issue Notice to Proceed
Contractor Receives Notice to Proceed
0d
Contractor Receives Notice to Proceed
CONSTRUCTION
438 d?
Construction Activities
438 d?
In-Water Work
88 d?
In-Water Work
86 d?
PROPOSED BID OPENING DATE
CONSTRUCTION
Construction Activities
In-Water Work
In-Water Work