Pacific Northwest 11, May 21, 2023

Wildish Nearing Completion of Yamhill River Bridge

Wildish Construction is more than halfway finished with the $30 million project to replace a bridge over Oregon’s Yamhill River.

Two years into a $30 million project to replace a bridge over Oregon’s Yamhill River, work is more than halfway complete and on time, but the final cost is expected to increase by $1 million to $2 million more than budgeted due to rising costs and an unexpected utility glitch.

“We’re about 55 percent done with the new bridge,” said Leia Kagawa, Oregon Department of Transportation (ODOT) assistant resident engineer. “We’ve completely removed all of the old bridge and temporarily moved traffic onto the diversion bridge immediately to the west. We’ve built the foundation and bents on the new bridge and at the end of March completed placing the girders along the new bridge. So, all of the substructure is done on the new bridge.”

The new bridge replaces a bridge originally built in 1951 and failing under the strain of increasing traffic in the growing Yamhill County. An average of 16,000 vehicles travel the route over the bridge, which is a 3-mi. spur road leading off Highway 18 and running along the southern part of McMinnville. Crews with Wildish Construction Company,

see BRIDGE page 8

ODOT Construction Crews Begin Safety Upgrades On U.S. 20

Between North Albany and Corvallis, U.S. 20 is a rural two-lane highway with heavy commuter traffic of more than 18,000 vehicles per day. In addition to motorists, many bicyclists use this corridor.

This portion of the highway has a high volume of crashes and poor visibility for travelers turning on and off U.S. 20. In 2016, ODOT completed the U.S. 20 Highway Safety Study and recommended a variety of safety improvements along this corridor, some of which are being implemented as part of this project.

Phase One: Safety Upgrades

U.S. 20 at Granger Avenue and Independence Highway will be worked on by construction crews. Key issues that have sparked the need for upgrades include a high number of crashes from cars turning onto the highway, increased traffic reducing the number of acceptable gaps/breaks in traffic for turning, limited sight distance at county road intersections due to right turning vehicle queues and limited distance between highway and railroad.

Crews will correct these issues by executing the following:

• Installing a buffered right turn lane (westbound);

• Installing a median acceleration lane for left turning vehicles (eastbound);

• Adding striping and signing to guide bicycles through the intersections;

• Upgrading signing and striping for railroad crossings;

• Adding centerline and shoulder rumble strips;

• Stormwater treatment;

• Building a short section of multiuse path above a new 20-ft. high retaining wall at Independence Highway for forward compatibility with the planned Benton County Bikeway.

U.S. 20 Near Garland Nursery

Key issues in this area include vehicles heading westbound run off of the road at the outside edge of curve and rear end crashes when vehicles slow down to enter the nursery.

Improvements in this area include:

• Widening shoulders;

• Adding centerline and shoulder rumble strips;

• Raising the outside edge of pavement on the curve;

• Remove fixed objects (trees or poles) near the outside of the curve/north side of highway where possible.

Phase 2 Proposed Schedule

The second phase of construction for this project will work in the area of Conifer Boulevard to Merloy Avenue. Key issues for this portion of the project are rear end and turning crashes due to slowing vehicles and limited gaps and a large number of highway accesses/driveways.

Proposed improvements include:

• Adding a center two way left turn lane;

• Treating stormwater runoff;

• Replacing sidewalk with a short section of multiuse path on the east side between Conifer Boulevard and NE Pilkington Avenue for forward compatibility with the planned Benton County Bikeway project currently in development.

Project Schedule

• Phase One: Construction from December 2021 to August 2023;

• Phase Two: Construction from early 2023 to October 2023;

• Future Improvements: Field work and preliminary design from Spring 2023 - Spring 2024.

(All photos courtesy of ODOT.)

Feenaughty Machinery Co., Parker Earn Takeuchi Honors

Takeuchi-US has recognized Feenaughty Machinery Company, with locations along the I-5 corridor in Portland and Eugene, Ore., and Woodinville, Wash., as Takeuchi’s North American Dealer of the Year for 2022.

Dealers of the Year are chosen based on factors including sales volume, market share performance, training efforts, facilities and image and full-line representation.

Feenaughty Machinery supplies construction and forestry customers throughout western Oregon and Washington State. The company earned this same honor back in 2019.

Further building upon Feenaughty’s tradition of excellence, Billy Parker, a territory sales manager of Feenaughty’s Portland location, received Takeuchi’s Salesperson of the Year award, ranking number one in retail sales for North America during 2022.

“The team at Feenaughty Machinery has served generations of customers throughout the Pacific Northwest,” said Shay Klusmeyer, Takeuchi’s Western Region divisional sales manager. “While the equipment industry continues to evolve, Feenaughty Machinery maintains a strong dedication to honesty and integrity that keeps their current customers coming back and brings new customers in the door.”

Parker has been a territory sales manager of Feenaughty Machinery since 2008. Over the past 15 years, he has honed his leadership, customer service, sales and management skills, helping hundreds of customers find just the right equipment solutions.

“Billy has a high level of equipment expertise and excellent personal skills that inspire customer loyalty and trust,”

Klusmeyer said. “All of us at Takeuchi congratulate Billy on an outstanding year, and we sincerely thank him for his sales efforts on our behalf.”

Feenaughty Machinery Co. began back in 1901 when founder and Irish immigrant William Orlando Feenaughty moved from New York to Portland planning to work in the timber industry. Instead, he started his own machinery company, selling different types of equipment before filling a niche in the construction and forestry industries. Still a family-owned business more than a century later, Feenaughty Machinery prides itself on maintaining excellent customer relationships and providing exceptional service.

“We’re very honored to receive this award from Takeuchi once again,” said Randy Harris, president of Feenaughty Machinery. “Certainly, Billy Parker’s efforts have factored into our achievements in 2022, and I want to recognize him for his many contributions. Receiving this kind of an award assures us that we’re continuing to do the right things as an equipment dealer, and we hope to enjoy even greater success with Takeuchi in the future.”

“I’m very honored to receive Takeuchi’s Top Dealer Salesperson Award,” said Parker. “I’ve been a part of the Feenaughty Machinery family for a long time, and I honestly enjoy what I do here. Working with our customers inspires me, and I have a passion for helping them discover easier, better ways to get their jobs done. I sincerely thank Randy and everyone here at Feenaughty for their support, and I’m looking forward to another great year in 2023.”

For more information, visit www.takeuchi-us.com. 

FAE Unveils Six New Forestry Mulchers at Trade Show

During ConExpo 2023, FAE had its largest booth presence ever, displaying 17 of its most popular models, including six brand new equipment releases.

BL4/SSL: Forestry Mulchers for Skid Steers

FAE launched its new BL4/SSL at a global scale during the week of ConExpo 2023 and the attachment made its first ever debut during the show.

Designed to offer the highest productivity, durability, visibility and ease of maintenance for the operator, the BL4/SSL features a powerful bite limiter system, complete with the new, ultra high performing BL MAX Blade. This head delivers high productivity and unmatched shredding capacity in vegetation management and is ideal where the agility and compactness of a skid steer is required, the manufacturer said.

The BL4/SSL is available in VT version and with FAE's exclusive Sonic technology, which optimizes performance by up to 30 percent and offers easy calibration, setting and monitoring through a dedicated FAE App for smartphones.

Main applications for the BL4/SSL include heavy vegetation management in woods and forests, roadside and railway vegetation maintenance, canals, rivers and pond overgrowth cleanup, wildlife habitat protection & food plots, orchard & vineyards maintenance and restoration, maintenance of commercial and residential green areas, parks, trails and green recreational areas.

• For skid steers from 90-135 hp

• Available in two working widths: 62 in. and 72 in.

• 12 in. shredding diameter

• Bite limiter technology with BL MAX blade

• Available in VT and Sonic versions

DML/SSL Forestry Mulcher for Skid Steers

FAE recently upgraded one of its most popular products on a global scale, the DML/SSL, with all innovations aimed at optimizing the head's efficiency and productivity.

Top new features include a redesigned frame for greater visibility and durability and a new rotor design. The DML/SSL is now available in VT version, with a fixed tooth rotor, and in BL version with a Bite Limiter, fixed blade rotor, both also now available with Sonic technology, an FAE exclusive.

This DML/SSL is ideal for high productivity vegetation management in wooded and forestry areas, offers a large shredding capacity and is compact and agile.

Applications for this unit include vegetation management, roadside maintenance, canals, rivers and ponds overgrowth cleanup, wildlife habitat protection & food plots, orchard & vineyards maintenance and restoration, maintenance of commercial and residential green areas, parks, green recreational areas and more.

• For skid steers from 50 to 75 hp

• 58 in. and 68 in. working width

• 5 in. shredding diameter

• Sonic technology

• Bite Limiter Technology

• Available in DML/SSL/VT, DML/SSL/BL, DML/SSL/SONIC, DML/SSL/BL/SONIC.

UMM/EX/HP/SONIC: Forestry Mulcher for Excavators

As FAE expanded its line of excavator forestry mulchers with Sonic technology, the new UMM/EX/HP/SONIC head was born.

Designed to work with the most powerful excavators, this unit offers a large operating capacity, enhanced productivity and performance managing dense vegetation. The UMM/EX/HP/SONIC features an ultra heavy duty frame, reinforced side plates, bolt-on counter blades, flow control valve and a powerful variable torque hydraulic piston motor.

The UMM/EX/HP/SONIC model is recommended for managing and controlling vegetation in wooded areas, maintaining green spaces, managing wildlife habitats and food plots, and any other applications where a large mulching capacity is required.

• For excavators from 30 to 36 T

• With a flow rate of 48-79 gal/min

• 62 in. working width

• 16 in. shredding diameter

• Sonic technology

RCU: Remote Controlled Tracked Units

Hard-to-access areas, steeply sloping terrain, rough grades up to 55 degrees and sensitive ground conditions are no challenge for FAE's new RCU line of compact remote controlled tracked carriers, according to the manufacturer.

Main applications for the FAE RCU line include: forestry management, plantation and crop maintenance, canals, rivers and pond overgrowth cleanup, power lines, oil & gas, R.O.W. maintenance, roadside and railway vegetation management -- any application where access to larger units is limited or the working terrain is too dangerous for an operator.

FAE has released two models in the series, the RCU-55 and the RCU-75.

Sonic System

FAE's exclusive Sonic System ensures that the operating carrier and the FAE mulcher are completely aligned by automatically calibrating the mulcher's parameters. The system continuously manages the mulcher's hydraulic settings for a significant boost in overall productivity of up to 30 percent. The Sonic system also minimizes rotor stalling and shortens recovery time due to the quick recovery of the rotor's rpm.

RPL/SSL and RPM/SSL: Compact Road Planers

Based on "cold planer" technology, the new FAE RPL/SSL and RPM/SSL deliver efficient and powerful performance with technology that helps finish the job faster and with outstanding milling precision, according to the manufacturer.

Designed for "plug and play" pairing with skid steers, these units feature self-leveling skids for optimal results, hydraulic drive system, depth indicators, optimum operator visibility, water injection system, specially designed teeth and a rotor layout engineered by FAE to increase performance and reduce vibration.

The FAE RPL/SSL and RPM/SSL are designed for smaller paving jobs in residential and commercial applications where dedicated planers have limited access. The main applications for these units is to restore asphalt and concrete surfaces, milling prior to resurfacing, removing damaged pavement, or to simplify excavation operations.

RWM/SSL: Disc Road Planer

The RWM/SSL is a disc type road planer designed for extreme precision and "plug and play" pairing with skid steers. It features a depth indicator for ultra-precise depth management, self-leveling penetration skids for a constant working depth, optimized side output for a clean track at all times, hydraulic drive system for accurate positioning, modular cutting disks, optional water injection system and specifically designed teeth for asphalt and concrete surfaces.

The most common application for the RWM/SSL is to perform extremely precise excavations for laying electrical, water, gas, fiber optic conduits and other utilities.

• For skid steers from 75 to 120 hp

• Up to 20 in. working depth

• Modular widths of 3 in., 4 in. and 5 in. based on interchangeable modular cutting discs selected

For more information, visit faegroup.com. 

(Photo courtesy of FAE.)

Construction Crews Extend Width of New Bridge By 13 Ft.

At 48-ft. wide, the new bridge will be 13 ft. wider than original bridge and feature wider traffic lines, 7-ft. shoulders for bicyclists and 5.5-ft. sidewalks for pedestrians.

based in Eugene, Ore., started the project in 2021 with work on the diversion bridge. While the project has largely gone according to plan, rising fuel prices have added to the cost.

“Gas prices are super high,” Kagawa said “That’s been hitting us hard budget-wide. Not only have shipping and transporting materials been more expensive, but the manufacture of asphalt, which contains petroleum-like material, and operating costs for equipment have also increased.”

There also was an unexpected problem with a sanitation pipe that was originally installed in the 1970s.

“The material of the pipe was not compatible with the type of construction that was needed,” Kagawa said. “The material was quite brittle. We did a lot of pile driving for this project and we anticipated the vibration from the pile driving would have broken the pipe. We didn’t want to contaminate the river or disturb services. We abandoned the old pipe and are going to be installing new pipe, one for water and one for sewer.”

The state had to send the bridge bearing pads to Arizona for testing after discovering the testing facilities in Oregon don’t test that high of a load — 1.4 million to 1.7 million lbs.

“The steel girders sit on bearing pads to transfer the load down to the piers,” Kagawa said. “It’s to dampen the movement of the bridge. They have what are like rubber tires essentially — elastic and reinforced with metal inside. We subjected them to pressure like a giant hydraulic press to see how much we can compress.”

At 48-ft. wide, the new bridge will be 13 ft. wider than original bridge and feature wider traffic lines, 7-ft. shoulders for bicyclists and 5.5-ft. sidewalks for pedestrians. It will be 970-ft. long on six bents, using steel plate girders and reinforced concrete end panels. It will feature architectural treatment with lighting and utilities affixed to the structure.

The project includes installing fish logs on the Yamhill River to provide better fish habitat and armor the riverbank to prevent scouring and sediment from the water.

“The south side of river is private land that has an agreement with Natural Resource Conservation Service (NRCS),” Kagawa said. “They are doing habitat restoration. Throughout this project, the agency and especially the contractor have been working with U.S. Fish & Wildlife, giving

BRIDGE from page 1 see BRIDGE page 10

Contractor Overcomes Unexpected Costs, Challenges On Job

BRIDGE from page 8

them access to the property so they can plant and do their habitat restoration work. After the bridge is built, there will be a separate but related contract to plant and seed the area we’ve disturbed with construction,” Kagawa said. Completion of the bridge is scheduled for late 2024.

Timeline

• March 2023 – Girder placement;

• Spring 2023 – Deck forming, utility installation (night work);

• Summer 2023 – Deck pouring;

• Fall 2023 – Substantial completion of the permanent bridge’s superstructure;

• Winter 2024 – Traffic switch to permanent structure;

• Spring/Summer 2024 – Final earth work and removal of temporary structures;

• Fall 2024 – Substantial completion of the project. Equipment on site, the bulk of it owned by Wildish, includes:

• 350-ton crane;

• 100 and 200-ton crawler cranes;

• Off-road forklift;

• 80-ton pneumatic tire crane with diesel pile and vibratory hammers;

• Caterpillar and Komatsu excavators;

• Manitowoc 200-ton crane — Manitowoc 777;

• P& H 100-ton crane;

• Snorkel and Genie boom lifts;

• Grove pneumatic tire crane;

• Caterpillar dozer;

• John Deere and Case rubber tire backhoes — John Deere and Case;

• Hydra platform;

• Ingersoll Rand sheep foot compactor. 

(All photos courtesy of Oregon Department of Transportation.)

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Seattle Begins Work On New Stormwater Storage Tank

On May 1, construction crews working for the Seattle Department of Transportation began building a new stormwater storage tank under the street on 10th Ave. in Capitol Hill.

The tank will provide a significant environmental benefit by reducing flooding and

helping contain stormwater runoff so it can be treated before it enters local waterways and Puget Sound.

This project is part of the Madison RapidRide G Line overall work. The project has already built two similar stormwater storage tanks nearby under E Pine St. (between 15th and 16th avenues) and underneath E Madison St (between 12th and 13th avenues). When taking on a major rebuild of a street to improve transit connectivity, crews also want to make sure utilities like underground water lines and storage tanks are improved. This is a coordinated One Seattle approach to best serve the public, alongside partners at Seattle Public Utilities and other city departments.

When complete, the new tank will collect stormwater from the street and slowly release it back into the sewer system. In this area, there is a combined sewer for both stormwater and sanitary waste. Sewer water is cleaned at treatment plants before it flows back into local waterways and Puget Sound.

During heavy rainfall, these combined sewers can sometimes overflow. This can lead to flooding and the release of sewer water into the natural water systems without being fully treated. Stormwater storage tanks like the new one under 10th Avenue help

hold stormwater and slowly release it back into the combined sewer system. The tanks help prevent overloading the treatment plants’ capacity and allow the sewer water to be fully treated before it goes back into local waterways.

When complete, the city of Seattle expects the new storage tank to be able to hold up to nearly 57,000 gal. of water, when needed.

Work Schedule

• Crews will start at the intersection of 10th Avenue and E Madison St. and work their way north to just past the E Union St intersection;

• Crews will dig a trench in the street and install piping to build the stormwater tank in sections. Once sections of the tank are installed, crews fill the trench with dirt and keep building north;

• Once the tank is fully installed, crews will need to test it. They will then fill the tank with water and monitor how well it holds;

• After the tank passes the monitoring test, crews will begin to repave the street;

• Crews will remove the remaining portions of the street around the hole. Then will grade the whole street and repave it. 

(All photos courtesy of Seattle DOT.)

Washington’s Funds to Keep Major Projects On Track

The 2023-25 state transportation budget, as proposed by House Transportation Committee Chair Jake Fey (D-Tacoma), meets a key priority of the AGC by keeping major projects currently under way on track, like the Spokane North/South Freeway and the Puget Sound Gateway.

This budget restores these key projects and keeps them on schedule:

• Restored North/South Freeway near Spokane (connecting I-90 at the south, just west of the Thor/Freya interchange and U.S. 2 and U.S. 395);

• The Puget Sound Gateway Program (SR 167 and SR 509 completion);

• The Interstate Bridge Replacement Program connecting Washington and Oregon; and

• Restored funding for SR 18 widening to improve highway safety.

Overall, the House budget proposal provides $5.67 billion for highway improvements and preservation. These budget funds will be used to implement last year’s Move Ahead Washington package (almost $17 billion) over a 16-year period, as well as projects from the 2015 Connecting Washington package ($16 billion investment), also over a 16-year period.

“Many projects were delayed several years,” said Fey. “It makes sense to not dismantle these project teams but to keep the projects on schedule and we have the financial

resources to do so. This year, the House Democrats and House Republicans worked side-by-side on this budget. I believe there will be bipartisan support.”

Move Ahead Washington

Funding for preliminary engineering, rightsof-way acquisition and early construction for the Move Ahead Washington (MAW) projects include (with amounts shown from the MAW, unless noted otherwise):

• I-5 Columbia River bridge ($275M, including $53.0M MAW and $222.0M federal);

• Stormwater retrofits and improvements ($66.7M);

• SR 18 widening from Issaquah/Hobart Road to Raging River ($55.0M);

• U.S. 2 Trestle capacity improvements and westbound trestle replacement ($17.0M);

• U.S. 101/Simdars Bypass project ($2.6M);

• For highway preservation, $172.0M MAW is provided.

Continuation of Connecting Washington Commitment

Construction activity under the Connecting Washington (CW) program enacted by the Legislature in 2015 is expected to peak in the upcoming fiscal biennium. Total spending on

capital highway improvement and preservation projects from the package is expected to exceed $3.1 billion, including:

• SR 520 corridor improvements on the west end ($395.0M);

• Corridor widening and improvements on I-405 from Renton to Bellevue ($435.6M);

• Engineering, right-of-way acquisition and construction on the Puget Sound Gateway, SR 167 and SR 509 ($873.5M);

• Expansion of the I-5 corridor through Joint Base Lewis-McChord ($227.6M);

• Continued construction of U.S. 395 in the North Spokane Corridor ($166.2M);

• SR 9/Marsh Road to 2nd Street — widening with bridge construction ($97.8M);

• I-5 Federal Way Triangle Vicinity interchange improvements ($51.3M);

• Widening of I-90 Snoqualmie Pass to Easton ($132.5M); and

• U.S. 12/Walla Walla Corridor Improvements ($27.2M).

Culverts

The House Chair’s proposal fully funds the fish passage barrier corrections as proposed by the Department of Transportation (DOT), at more than $1 billion (including $378.1M in federal funds), relating to the compliance with the federal injunction, for the 2023-25 period. The proposal also funds efforts to complete

culvert inventories for counties.

Climate Commitment Act:

The proposal also assumes $921 million from the Climate Commitment Act (CCA), the state’s carbon-pricing program passed in 2021. This piece of legislation sets a statewide cap on greenhouse gas emissions that gradually lessen over time, with a goal of decarbonization by 2050. Washington had its first CCA auction in late February, funding decarbonization strategies across the transportation sector, including:

Move Ahead Washington programmed: $723M:

• Active transportation: $161M;

• Transit programs & projects: $382M;

• Alt-Fuel & Electrification: $70M;

• Ferries: $89M;

Additional transfer to Carbon Emissions

Reduction Account: $198M

• Commercial-vehicle infrastructure & incentive program: $150M;

• ZEV school buses, shore power and drayage pilots, public-transit electrification, hydrogen refueling and other EV infrastructure project: $48M.

Finally, the bill provides funding to implement AGC-backed legislation, SB 5272, to allow speed safety cameras to improve the safety of workers in WSDOT work zones. 

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