The Quebec Bridge and CN

• We acknowledge the interest of various government levels to invest in enhancing the heritage aspect of the Quebec Bridge. We have always maintained the position that it was naturally their responsibility, and today’s announcement indicates that they now further acknowledge it.
   
• CN is still ready to do whatever necessary to facilitate the painting as long as the three levels of government are ready to finance it. In view of sound fund management, the next step would require a detailed engineering study be carried out to properly determine the boundaries of such a program and to estimate the total costs in a responsible manner. CN will make its experts available to the public authorities to allow the study to be carried out by the engineering firm of their choice.
   
• As for CN, it has made significant investments to ensure the safety and useful life of the Quebec Bridge since becoming the structure’s owner. We have therefore committed, along with the Quebec government, to invest up to $95 million over the next 10 years. This major program comprises several new important measures to eliminate problems caused by the Quebec transportation department’s long-standing practices and to protect the integrity of the structure for the future:
  • Improvements to contain the snow and de-icing salt on the bridge deck and simplify their removal (shields, waterproofing the roadway deck, drain system for the deck)
  • Removing the snow from the roadway deck to prevent de-icing salt from damaging the bridge
  • Using less corrosive and more environmentally friendly de-icing products
  • Cleaning the bridge once a year to prevent de-icing salt from building up and causing corrosion
     
• CN is a responsible company whose commitment to the safety and integrity of the Quebec Bridge is unwavering.

The most common de-icer used on roads is sodium chloride, which causes snow and ice to melt and then dissolves in the resulting water. When the brine or salty water comes into contact with masonry, concrete or steel, it eats into the material causing varying degrees of damage depending on concentration and time of exposure.

In June 2011, specialist engineering firm Modjeski and Masters noted the following:

Modjeski and Masters also noted that slight corrosion could be seen on the upper sections of the bridge, which do not come into contact with de-icing salt, whereas much more severe corrosion could be observed on the sections exposed to de-icing salt.

In an article published in Le Soleil (http://www.lapresse.ca/le-soleil/actualites/transports/201410/30/01-4814371-les-abrasifs-un-vrai-cancer-pour-le-pont-de-quebec.php), Jean-Pierre Blondin, Roche‘s Manager and Inspection Program Officer is quoted saying the following:

However, following sound management practices can help reduce the impact of de-icers. The report prepared by Modjeski and Masters suggested possible solutions, which provided a starting point for many of the measures implemented over the past year:

• Removing the snow from the roadway deck to prevent de-icing salt from damaging the bridge
• Putting up shields to contain and make it easier to remove the snow and de-icing salt
• Waterproofing the bridge deck to prevent de-icing salt from building up on the structure
• Fitting the bridge deck with a drainage system to allow de-icing salt-contaminated water to drain off and make it easier to clean the deck
• Cleaning the bridge once a year to prevent de-icing salt from building up and causing corrosion
• Using less corrosive and more environmentally friendly de-icing products

If such measures had been taken as soon as the bridge was opened to vehicular traffic, the damage would have been less severe today.

In 1955 CN asked the MTQ (the Quebec transportation department) to cease its de-icing practices (click here to read the letters exchanged between CN and the MTQ at the time on the impact of de-icing salt on the Quebec Bridge (PDF)). Armed with a 50+ year lease, the MTQ never heeded CN’s requests. In 2012, when the lease was renewed, CN was finally able to impose new management practices that will help extend the useful life of the bridge.

Click here to view the letter sent to the Speaker of the National Assembly on November 18th (PDF available in French only)

Click here to view the letter sent to the Minister of Transport responsible for the Montreal region and the Minister of Labour responsible for the National Capital region, on November 18th (PDF available in French only)

The Bridge as we know it today was completed in 1917. It was owned by the federal government until 1993.

In 1949, the federal government—as the Bridge’s owner—agreed to build a roadway that it would lease to the provincial government for a non-indexed rent $25,000 a year for a term of 50-plus years. Cars began using the bridge in ever-increasing numbers.

The bridge was transferred to CN on July 30, 1993. CN was also given sole responsibility for financing a program to ensure the long-term viability of the Bridge.

In January 1997, the federal and provincial governments agreed to replace the 1993 agreement with a new funding formula whereby the three partners would invest $60 million into a major works program: $36 million to be paid by CN, $18 million by the Province and $6 million by the federal government (of which only $4 million has been paid).

In 2013, CN and the Quebec government entered into a new agreement governing occupancy of the roadway deck.

Thirty five thousand cars use the Quebec Bridge each day.

Eight trains operated by federal Crown Corporation VIA Rail use the bridge daily.

Only four CN freight trains use the Bridge each day. These trains comprise on average 31 railcars. No other railroad uses the Quebec Bridge.

CN inspects the Quebec Bridge regularly. The following table shows the inspections performed by CN since it has owned the Bridge:

The stringent inspection program enables informed investment decisions so as to ensure the long-term viability of the Quebec Bridge.

The inspection performed by Roche in 2012 has generated more than 2,300 inspection reports with thorough photographic documentation, all of which were organized into 11 volumes. These reports were used to help define the major work program agreed by CN and the MTQ in 2013.

The Roche report concluded in part:

The 2013 agreement comprises a number of measures for the drainage of de-icing salt-contaminated water and cleaning of the structure.

The report also concluded that:

The 2013 agreement comprises the targeted interventions recommended by Roche, and also provides for a regular maintenance program to ensure the long-term viability of the Bridge.

Close to $75 million was invested in the Quebec Bridge between 1993 and 2013.

Of this amount, $18 million was contributed by the provincial government, $4 million by the federal government, and the rest was contributed by CN.

The 2013 agreement calls for a further $95 million investment, bringing the total invested amount to $170 million since CN became the owner of the Bridge.

In 2013, CN and the Quebec transportation department entered into a long-term agreement on the use of the Quebec Bridge roadway deck in order to repair the damage to the bridge and extend its useful life. The agreement highlights the amounts invested by the Quebec transportation department in the structures it owns, points out the fact that the bridge is mainly used for road traffic, and outlines best practices for road surface design and management.

The key provisions of the agreement include the following:

• A budget of $70 million for a major work program to be carried out over 10 years to fix the damage caused by the decades-long use of de-icing salt
• CN’s commitment to cover the amount exceeding the $70-million budget for the major work program
• CN’s commitment to perform maintenance work on the bridge in order to preserve its structural integrity – in addition to its commitment to carry out major repairs
• An additional $35 million over 10 years for maintenance work on the Quebec Bridge in order to preserve its structural integrity
• A range of measures intended to extend the useful life of the bridge, which are covered by the $95-million envelope and which include:
  • The commitment of the Quebec transportation department to remove the snow from the roadway deck to prevent de-icing salt from damaging the bridge
  • Putting up shields to contain and make it easier to remove the snow and de-icing salt
  • Waterproofing the bridge deck to prevent de-icing salt from building up on the structure
  • Fitting the bridge deck with a drainage system to allow de-icing salt-contaminated water to drain off and make it easier to clean the deck
  • Cleaning the bridge once a year to prevent de-icing salt from building up and causing corrosion
  • Using less corrosive and more environmentally friendly de-icing products

The Quebec Bridge has been in the news again. CN and the Government of Quebec were not being lauded for the major investment they have agreed to make on the structure to ensure its long-term viability, but rather CN was being urged to undertake a painting program to improve the bridge’s appearance.

Let’s be clear. CN has always fulfilled its responsibilities towards Quebec Bridge and has spent tens of millions of dollars on that matter.

Let’s be direct. CN’s responsibility for the Quebec Bridge does not encompass enhancing the heritage or aesthetic aspects of the bridge. This responsibility falls in the hands of the public administration.

Let’s be objective. For several decades now, road traffic has become the main purpose of the Quebec Bridge, with over 35,000 vehicles crossing the bridge daily.

Let’s be honest. All the stakeholders know that the bridge is safe. The bridge’s appearance is impacted by surface rust as a result of the deicing salt used by the Quebec Transportation Department.

Let’s be transparent. Painting the bridge would cost nearly $200 million in public funds spread out over 10 years. If the aim were to maintain a high aesthetic standard for the sake of a heritage structure, then the bridge would need to be repainted every 15 years.

Let’s be responsible. It is not up to CN to judge how sensible it is for a public administration to make such a significant investment. Should there be any intent to carry out the work, CN is ready to simplify matters by handing the bridge over to the most appropriate level of government. Our mandate as a private company does not allow us to make a greater contribution than we already do.

Should there need to be a public debate on the future of the Quebec Bridge, we hope such a debate will focus on the facts. One essential fact: the Superior Court of Québec concluded unambiguously that CN has no obligation to paint the bridge. We hope that the people in the greater Quebec City area will have a better understanding of our position on this matter. Our position is clear and based on responsible management.

Send us your feedback:

qcbridgeinfo@cn.ca