A lift span inspection carried out on Nov. 20 resulted in damage to the bridge deck and span guides that must be repaired before the lift span can be raised safely. The USCG issued a Notice to Mariners about the lift span closure. Since the bridge crosses a federal waterway, the Port is obligated to take immediate and sustained actions to keep the lift span open.
HDR Engineering developed a plan to replace two damaged deck panels immediately north of the lift span as well as the two span guides, and share in the cost of repairs. The replacement deck panels have been fabricated at a cost of $13,260 and delivered, with installation to follow the repair of span guides.
Span guides are affixed to the lift span at a total of eight locations, four at each end, providing lateral stability as the span is raised. Two lower span guides on the south end were damaged and must be replaced. HDR recommended the new span guides be fabricated to include rollers to allow for smoother movement as the lift span is raised, which adds about $13,000 to the cost, but would result in smoother lift operations. Fabrication and installation of the improved span guides are estimated at $66,000.
The Port has ratified contracts for the repairs, with night work scheduled to meet commitments with the USCG for lift span operability.
Investigation continues into bridge allision
An insurance claim and supporting investigations continue for the Hood River Interstate Bridge allision, with the Port of Hood River devoting a significant amount of staff time and resources to assist in identifying the responsible party.
Port representatives believe the north lift span support of the bridge was struck by a barge tow last September, resulting in damage to the concrete pier and cable connection points of the lift span. To date, engineering evaluations, a U.S. Coast Guard (USCG) investigation, and coordination with ACE, which provides insurance for the bridge, are either complete or underway.
HDR Engineering has evaluated apparent damage to the lift span and pier concrete, including a tower survey, evaluation of the lift span structural, mechanical, and electrical systems, and preparation of a Lift Span Assessment Report. Past inspections provide baseline comparisons of the bridge condition before and after the incident.
Key findings indicate there is concrete pier and lift span damage, the north tower is out of plumb, span guides are rubbing on guide rails, and there is socket slippage. Vibrations are severe at a full lift height.
David McCurry of HDR Engineering emphasized there is no danger for vehicular traffic on the bridge. Short-term actions include repair of skew controls, deck seating, expansion joint gap, span guide systems and monitoring tower alignment. Cost for these short-term actions range from $5,000-$80,000. McCurry also recommended replacement or rehabilitation of the wire ropes in the next two to five years, with an estimated to cost in the $800,000 to $1 million range.
ACE has assigned a subrogation team that includes a Portland adjustor and Seattle law and engineering firms to identify a party responsible for the damage. After contacting the USCG, the Port also took steps to aggressively pursue an investigation, retaining a law firm that hired a marine surveyor, accessed lock records, communicated with major Columbia River tow boat operators, and inspected some barges. Maritime traffic records have been obtained and closer scrutiny is underway in an attempt to identify the specific tow that may have impacted the bridge.
Progress made toward Bridge Replacement
Although replacement of the Hood River Interstate Bridge is uncertain and in the distant future, important groundwork has been laid to bring the concept of a new bridge in this stretch of the Mid-Columbia a little closer to a reality.
A significant opportunity opened up when projects in National Scenic Areas (NSA) were stipulated in a major federal transportation funding bill. The FAST Act (Fixing America’s Surface Transportation Act) was signed into law last December, authorizing $305 billion over the next five years. A section of the Act creates a new $4.5 billion Nationally Significant Freight and Highway Projects (NSFHP) discretionary grant program and specifically states that projects located in NSAs are eligible.
This criterion boosts the Hood River Interstate Bridge’s qualifications for funding. However, eligible bridge and highway projects in the program are required to be on the National Highway System (NHS). In 1997, the Washington legislature designated the area between SR-14 and the Oregon State line on the current bridge as part of the Washington State highway system. The portion of the Bridge in Oregon is not designated as part of the State Highway System.
In March of this year, the Federal Highway Administration (FHWA) approved an application, supported by ODOT and WSDOT, designating the Hood River Interstate Bridge highway as part of the NHS. This approval is essential for federal funding eligibility. Applications for the first round of funding are due April 14.
“Whether the Port will apply for grant funds in the first round of funding or in subsequent rounds is unclear until we get more information, and evaluate our potential for success,” explained Port Executive Director Michael McElwee. “It’s important that the public knows we still have a long way to go, and under the most optimistic scenarios, bridge replacement could still be 10, 15 or more years away.”
A major concern is the 40% local match requirement of the NSFHP grant program. To illustrate, a $275 million project might qualify for a $165 million grant, requiring a match of $110 million. For a long time, the assumption has been that significant federal, state, and local financial partners would be needed for bridge replacement.
The Port currently presumes its first application for federal funding will address the need for an update to the Draft Environmental Impact Study (EIS), a final EIS, and preliminary engineering of a new bridge. If successful, a subsequent application would seek federal funds for construction, assuming future transportation legislation and monetary backing occurs. Staff is also preparing financing model assumptions for funding, and exploring options for revenue bonds for the next series of necessary projects. However, it is unlikely that the Port would own and/or manage a new bridge if one is constructed in the future.
The FAST Act provides at least six years of long-term funding certainty for surface transportation. Many state and local governments are eager to move forward with major transportation projects and competition will be intense. Despite great pressure to fund projects in large metropolitan areas, this new program recognizes federal involvement may be needed for infrastructure projects in NSA designated areas where strict use and development restrictions and increased visitation may impact communities. In fact, the FAST Act requires that 25% of the authorized $305 billion be spent in rural areas.
Hood River News: Fire drill sends off Expo Center
Originally published April 1, 2016 in the Hood River News, this article by Patrick Mulvihill about the Expo Center property demolition.
http://www.hoodrivernews.com/news/2016/apr/02/fire-drill-finale-sends-expo-center/
Hood River News: Sewer outfall project almost done on Hook
First published on March 30, 2016, this article by Kirby Neumann-Rea provides an update on the Hook Trail project that was included in the City’s sewer outfall relocation project.
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