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■ Port Mann Bridge  

History[edit]

The original Port Mann Bridge opened on June 12, 1964. It was named after the community of Port Mann, through which the south end of the bridge passed.[7] The old bridge consisted of three spans with an orthotropic deck carrying five lanes (originally four lanes) of Trans-Canada Highway traffic, with approach spans of three steel plate girders and concrete deck. The total length of the arch bridge was 2,093 m (6,867 ft), including approach spans. The main span was 366 m (1,201 ft), plus the two 110 m (360 ft) spans on either side.[8] Volume on the old bridge was 127,000 trips per day.[9] Approximately 8 percent of the traffic on the Port Mann bridge was truck traffic.[10] The old bridge was the longest arch bridge in Canada and third-longest in the world at the time of its inauguration.

At the time of construction, it was the most expensive piece of highway in Canada. The first "civilian" to drive across the bridge was CKNW reporter Marke Raines. He was not authorized to cross, so he drove quickly.[11]

In 2001 an eastbound HOV lane was added by moving the centre divider and by cantilevering the bridge deck outwards in conjunction with a seismic upgrade.[12]

Replacement[edit]

The old Port Mann Bridge with its replacement rising beside it

On January 31, 2006, the British Columbia Ministry of Transportation introduced the Gateway Program as a means to address growing congestion.[13] The project originally envisioned twinning the Port Mann Bridge by building a second bridge adjacent to it,[13] but the project was changed to building a 10-lane replacement bridge, planned to be the widest in the world, and demolishing the original bridge. While the old bridge was found to be in "excellent shape, it is a fracture-critical structure with a tension member that runs the full length of the bridge. If that fractures anywhere, the bridge’s structural safety can be compromised heavily...There is no built-in redundancy [in this type of bridge]. It only takes a little undetected fatigue crack to grow for 10 years and then a member eventually just snaps through one cold morning when the wrong size truck rolls over it”.[14]

Opposition to twinning plan[edit]

A number of groups lobbied to improve public transit rather than build a new bridge. Burnaby city council, Vancouver city council, and directors of the GVRD (now Metro Vancouver) passed resolutions opposing the Port Mann / Highway 1 expansion.[15][16] Opponents of the expansion included local environmental groups, urban planners,[17] and Washington State's Sightline Institute.[18]

Opponents argued that increasing highway capacity would increase greenhouse gas emissions and only relieve congestion for a few years before increased traffic congested the area again,[19] and that expanding road capacity would encourage suburban sprawl. The Livable Region Coalition urged the Minister of Transportation, Kevin Falcon, to consider rapid transit lines and improved bus routes instead of building the new bridge.[20] The David Suzuki Foundation claimed the plan violated the goals of Metro Vancouver's Livable Region Strategic Plan.[21]

Construction and cost[edit]

The Port Mann / Highway 1 project added another HOV lane and will provide cycling and pedestrian access. The multi-use pedestrian/bicycle path opened July 1, 2015. A bus service was reintroduced over the Port Mann Bridge for the first time in over 20 years. However, critics claimed that the new bridge only delayed the reintroduction of bus service on the bridge.[22][23] The new bus rapid transit service is now operated in the HOV lanes along Highway 1 from Langley to Burnaby.[24]

The estimated construction cost was $2.46 billion, including the cost of the Highway 1 upgrade, a total of 37 kilometres (23 mi). Of this, the bridge itself comprised roughly a third ($820 million).[1] The total cost, including operation and maintenance, was expected to be $3.3 billion. Now that the new bridge is completed, the existing bridge, which was more than 45 years old, has been taken down.[25]

The project was intended to be funded by using a public-private partnership, and Connect B.C. Development Group was chosen as the preferred developer. The Connect B.C. Group included the Macquarie Group, Transtoll Inc., Peter Kiewit Sons Co., and Flatiron Constructors.[26] Although a memorandum of understanding had been signed by the province, final terms could not be agreed upon. As a consequence, the province decided to fund the entire cost of replacement.[27]

On September 18, 2012, the new Port Mann Bridge opened to eastbound traffic. At 65 metres (213 ft) wide, it was the world's widest long-span bridge, according to the Guinness World Records,[28] overtaking the world-famous Sydney Harbour Bridge, which, at 49 metres (161 ft), held the record since 1932.

Demolition of original bridge[edit]

Demolition by detonation would have been much quicker but could have potentially impacted the river which is busy shipping route and has large fish stocks, so the reverse construction option was chosen instead.[29] Work to dismantle the old Port Mann Bridge began in December 2012. Crews removed sections of the bridge piece by piece in opposite order in which they were originally constructed, starting with the road deck, followed by the bridge approach's girders, and concluding with the steel arch. It was fully removed by October 21, 2015.[30]

 

The Port Mann Bridge is a 10-lane cable-stayed bridge that opened to traffic in 2012. It is currently the second longest cable-stayed bridge in North America and was the widest bridge in the world until the opening of the new Bay Bridge in California.[3][4][5]

The cable-stayed bridge replaced a steel arch bridge that spanned the Fraser River, connecting Coquitlam to Surrey in British Columbia near Vancouver. After its successor was opened to traffic, the old bridge was demolished by reverse construction.[6]

 

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보다 많은 사진인구의 저변 확대를 기대합니다.

 

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20121212(陰1029) WED

■ 20071220 FRI Port Mann Bridge