A review of the planned I-195 pedestrian bridge and park designs with suggestions for improvements by Barnaby Evans. These are fine-tunings of the current planned designs focused on maximizing net benefit for the community
Suggested fine-tuning of bridge and park designs to best activate the Providence Riverfront
1. “A Signature Riverfront Park”
Observations by Barnaby Evans on the
East Side Park, West Side Park,
and the Pedestrian Bridge
The Final Capstone to the
30 years of planning for the opening of
the Providence Rivers
2. These comments are not related to
WaterFire’s needs, but are a review
based on my experience downtown
to provide the best benefit for the
community. We met with the city in
June of 2013, and were asked then
to wait until the 30% plans before
making any further comment.
3. RIDOT and the I-195 Commission
inherited design decisions made by
others for the Pedestrian Bridge
and two adjoining parks. These
inherited designs were based on
conditions that have now changed.
4. Some of the changes include:
• The much needed dredging has been
postponed with no date for completion
or any available funds
• The desired extension of the Riverwalk
to South St Landing now possible
• CRMC is now saying developers need to
plan for a +3’ rise in sea level
5. The goal of this review is to
“fine-tune” the current plans to
respond to these changed conditions
while maximizing the potential
benefits the site offers.
6. These are not new ideas.
The Final Environmental Impact
Statement included all of them:
• Dredging the river from shore to shore
• Continuous riverwalks along the water
• Boat access to the Old Harbor district
• Improved boat docking and tie-ups
• Handicap dock access for water taxi
• Create a new maritime focused district
7. Old Harbor Plan:
• Continuous Riverwalks
• Focus on the River and
the Old Harbor
• Water Taxi Stops (*)
• Accommodation for boat
landings and docking
• Development facing and
celebrating the river
• An actively used
riverfront for boating
8. The district’s success will flow from
the site’s core distinctive attributes:
• The beauty of the river
• Proximity to water
• Expanded boat / maritime activity
• Access to riverwalks and bike paths
• Connect to city’s maritime history
• Proximity to excellent parks
9. Adjusting the design for the changed
conditions creates many benefits:
1. Adjusting the bridge height due to postponed
dredging and expected sea level rise will
better accommodate boat traffic on the river
2. The now possible connection to South St Landing
with a continued Riverwalk will maximize the
water experience and accommodate boats
3. New connection to South Street Landing will
increase the focus and visibility of the river
10. We are urging the Commission to
make 3x changes to the bridge and
park plans to assure a more successful
park and waterfront district:
1. Raise the east end of the bridge to allow
better boat traffic access and to provide
head room for the Riverwalk
2. Continue Riverwalk to South St. Landing
3. Move the path in the park to create more
useable park area with a view of the river
11. 1.
Create a boat friendly destination
by assuring that the bridge height
and the new waterfront best
accommodates boat traffic, as
impacted by shallow drafts,
narrow clearances and predicted
rises in sea level
12. Barriers to boating:
• Bridge elevations are very low
• Very limited public landings or tie-ups
• East Side Park has no boating access
• River too shallow and needs dredging
• High bridge clearance not over channel
• No accessible dock or site for one
13. no access
19.8 acres 10 acres
no access
too shallow too shallow
low bridge low bridge
channel
Restrictions to Navigation
Low bridges and shallow water limit access
14. 21.0’ 34.8’
9.4’
11.2’
8.9’
8.4’
Increase and Coordinate Bridge Clearances
To increase boating activity we must eliminate obstacles
to navigation. All infrastructure should be planned to
maximize bridge clearances, plus dredging is needed.
The 11.2’ center clearance on pedestrian bridge is not in
alignment with the boat channel along the west shore.
15. The channel is the yellow zone,
along the extreme west shore.
[US Army Corps survey done June 2009,
now considerably shallower]
16. Bridge
Highest Where
Too Shallow
Bridge
Lowest Over
Boat Channel
West Side
Current design has a clearance of +11.2’, but only at mid-span where the river is too
shallow. Clearance in the navigation channel is +8.4’. High tides can be +2.5’ above
PMHW, so clearance at high tide can be down to 5.9’ in the channel.
Bridge RFP requested “minimum of 10 ft. at the center span of the bridge, however,
it is preferred that bridge designs accommodate a minimum of 12 ft. of clearance …
the deep water channel ... runs between the first two piers (westernmost).”
17. Providence River Bridge Clearances
I-195 Bridge 34.8’
Hurricane Barrier Tainter Gate 21.0’
Point Street (current) 9.4’ > 16’
Pedestrian Bridge at channel 8.4’
Pedestrian Bridge at mid-span 11.2’
Crawford Street Bridge (at peak) 8.9’
College Street Bridge 8.2’
Washington Street Bridge 9.4’
Exchange Street Bridge 10.1’
Waterplace Bridge 8.5’
General Pershing Bridge 6.8’
Francis Street Bridge 20.7’
BAY
ZONE
should be
higher
LOW
RIVER
ZONE
18. Point St Bridge can be modified to improve clearance to
about 16’. Even before this is done, the 19.8 acres of
water can activate this area, provided the new pedestrian
bridge’s elevation is high enough to accommodate the
potential boating activity.
This protected basin would be perfect for a fleet of Opti
and Bug sailboats to help city kids learn to sail.
19. The Opti and Bug sailboats, both manufactured in RI, are ideal for
children and learners in a protected space. They require an 11’
clearance and have centerboards needing depth. As tides rise
above PMHW, we need as high an air clearance as possible.
20. Clearance at Point St Bridge is currently 9.4’
But we should not build infrastructure that assumes this is a long-term
limit. The 11.2’ thick steel understructure is no longer needed
to support the original cantilever extension of 110’.
21. Clearance at Point St Bridge could be 16’
Pilings and a boat channel can be inserted into the structure
to create a boat clearance up to 16’.
Bridge can be modified to be provide a 16’ clearance for boats.
22. New Boat Channel
Clearance at Point St Bridge could be 16’
Bridge can be easily modified to provide a 40’ wide
passage with 16’ clearance
Bridge can be modified to be provide a 16’ clearance for boats.
23. • No change to center or east half of bridge
• Build exact planned span for west half,
but rotate up west end 4’ to horizontal
Spring Lo (-4.95’)
Current Curved Span Proposal
PROPOSAL:
Revised level span proposed
No Change to Deck or East Half of Bridge
Rotate west span 4’ higher to level
No Change to Deck or East Half of Bridge
24. Spring High (+1.65’)
PMHW
Spring Low (-4.95’)
To be dredged (FEIS -15’)
Current Curved Span Proposal
Revised Level Span Proposal
Arc of arch is not critical or even
apparent to bridge design
A level span opens three bays to boats
Full clearance now aligns with deep channel
No Change to Deck or East Half of Bridge
25. Current Bridge Span Arc Does Not Allow Pedestrians
to Confirm a Clear Passage Before Crossing
Sight line from far side for 5’-5” person;
Blind area is shown in beige
Floor level of flat bridge span
Person Standing on Level Span is Visible
Beige Zone
is Blind Area
Person Standing on
Planned Span is Not Visible
Raising the bridge span to a level span
on the west side would allow a 5’-5”
person to see over the bridge arc to see
someone on the other side
26. Advantages Gained from Level Span:
• Full clearance for boats over entire length
• Places high elevation over the boat channel
• Allows Riverwalk to pass under bridge
• Improves cross-bridge span visibility
• Allows less expensive, channel only,
dredging option; reduces dredging costs
• Best meets CRMC goal for rising sea level
• Slightly less expensive construction cost
27. Limitations/Costs of Proposed Span:
• Highest boat clearance limited to mid-span
• High clearance not aligned with channel
• Deep channel has 2.8’ lower air clearance
• Blocks continuation of the Riverwalk
• Blocked cross-bridge span visibility
• Dredging a channel to allow boats to use
mid-span is very expensive and require
annual dredging of 13,300 CY of material
• Does not meet CRMC goal for sea level rise
• Curved span more expensive to build
28. Bridge Changes are Simple and Fast:
• No new load, foundation or span
calculations are needed
• Design/engineering changes are “trivial”
• 3D Curved I-beams easily collapse into 2D
• Existing Pier 5 can be duplicated for 6 & 7
• 2D Curved I-beams will be less expensive
• Ipe fascia panels will be less complicated
• Fewer retaining walls required on West
side abutment shore and in park
29. 2.
Capitalize on the newly possible
connection to South Street
Landing to continue the Riverwalk,
to maximize the water experience,
and best accommodate boating.
30. The Riverwalk should continue
along the west shore of the river:
• to make the park an active Waterfront Park
• to provide water access for park goers
• to provide continuity to South Street Landing
• to serve as boat landings and tie-ups the area
• to connect to a future dock site
• to reduce the angle of the shore slope
• to eliminate the hazard/blight of the riprap
• to connect to a bridge across the Ship St inlet
• Possible funding as state bike path?
32. Riverwalk built in first phase of
project specifically to assure its
continuance in next phase.
36. Worst case slope to river
Current Proposal
More moderate sloped bank to a rise of 10’:
• Showing 2’ high meadow grass infill
• Blocked public access with no use of river bank
• Three retaining walls needed
• Retention of riprap slopes
37. Current Proposal
Path moves inward away from river, bank is planted so as not to be
accessible; loss of park space, lack of river engagement and difficult
to maintain meadows to look good.
40. Current Proposal
no boat access
no boat access
no boat access
This is no boat access on the entire east side of the river.
Extending the riverwalk on the west side and adding a
dock in the cove, will allow boaters to tie-up and access
the new park, so they can cross the bridge to go to
restaurants and businesses on both sides of the river.
46. Advantages Gained from Riverwalk:
• Continues Riverwalk system
• Continues water theme in park
• Provides close proximity to water
• Allows boat tie-up along full length
and near the bridge
• Allows installation of accessible docks
• Is a safer shore condition
• Provides more walking options
• Adds another viewpoint of bridge & shore
47. Possible Phasing of Riverwalk:
If necessary, the Riverwalk can be added
later when funds are found. Current
development must not preclude subsequent
development. For example, the sheet piles
needed to replace the riprap, cannot be
driven once the bridge span is in place, so
this area of work should be done now.
48. Possible Additional Funding
for the Riverwalk:
The recent availability of the South Street
Landing riverfront for an extension of the
Riverwalk, would allow the creation of over ½
mile of bike and walking path entirely
separated from automobile traffic. This
improvement should be eligible for federal
transportation enhancement funds.
49. 3.
The new connection to South Street
Landing permits a reorientation of the
West Side Park to become a better
“Signature WaterFront Park”
with enhanced views and better
engagement of the river
50. West Park is the capstone to the
30-year River Relocation and
a “Signature WaterFront Park”
• But the park has no accessible waterfront
• Most of the park has no view of the river
• Keeps visitors away from experiencing water
• Has no boat access or boat tie-ups
• Has no docks or boating features
51. It is possible to inexpensively
adjust the park design
to create a waterfront experience,
to reorient more park views to the
river and to provide safe access
to boats and the water.
53. No View of River
Most of the West Side Park
will have no view of the river
due to the topography of the site.
54. No View of River
Standing on Dorrance Street even before
adding any fill to create the ramps up to the
12’ bridgehead, there is no view of the river
73. Current Proposed Low Bridge
Too low for walkway beneath bridge
8.4’ Clearance over water – TOO LOW
5’ 10” Clearance over path – TOO LOW FOR PASSAGE
74. Revised with Suggested Level Bridge Span
12.4’ Clearance over water – BETTER
9’ 10” Clearance over path – EXCELLENT, + 2’ for future
75. Revised with Suggested Level Bridge Span
12.4’ Clearance over water – BETTER
9’ 10” Clearance over path – EXCELLENT, + 2’ for future
76. Revised with Suggested Level Bridge Span
Only change needed to
accommodate higher bridge
Red ramp showing only adjustment needed
in park to accommodate 4’ higher bridge
78. Advantages from Park Reorientation:
• Returns focus of West Side Park to river
• Creates three gathering spots
overlooking the riverfront
• Creates four rooms, each with a
different character and focus
• Adds 30,000 SF of park area
• Creates gathering spots facing the sun
• Creates 4 “rooms”, with views of
downtown, historic port, river and cove
• Fewer walls, so less expensive
79. (4).
An additional concern is about the
success and durability of the
proposed lighting on the bridge and
the our capacity to be able to
maintain it.
81. Vertical lighting fixtures every 5’ in the
posts will blind visitors to the night-time
experience of the view of the city
82. These are all lighting fixtures at an accessible ground
level, subject to vandalism, theft and skate boards.
83. The lights and benches are likely to attract skate board
activity that can cause damage.
84. BENCH AND LIGHT ING ELEMENTS
P R O V I D E N C E R I V E R P E D E S T R I A N B R I D G E
These lighting fixtures will be
brighter in the eyes than this
illustration suggests
85. BENCH AND LIGHT ING ELEMENTS
These lighting fixtures will be
brighter in the eyes than this
illustration suggests
P R O V I D E N C E R I V E R P E D E S T R I A N B R I D G E
86. These benches and light
fixtures look likely to be
subject to damage, vandalism,
theft and skate boards
P R O V I D E N C E R I V E R P E D E S T R I A N B R I D G E
87. Recommendations:
1. Raise the bridge elevation to a level span to
align with channel, best accommodate boat
traffic on the river and allow headroom for path
2. Continue the Riverwalk to South Street Landing
to maximize the water experience, and
accommodate boats landings and a dock
3. Align the path to the South Street Landing bridge
to create sloping Riverview Lawns to feature
and celebrate the Waterfront
4. Evaluate bridge lighting for its effect on views &
vulnerability to vandalism – request full mockup
88. Thank You
for your service to
our community
P R O V I D E N C E R I V E R P E D E S T R I A N B R I D G E