PACIFIC NORTHWEST EDITION
A Supplement to:
®
September 3 2017 Vol. II • No. 18
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com WSDOT photo
Northern Idaho...
ITB OKs $65M GARVEE Bond Authorization
Foggy morning view of the future south portal of the SR 99 tunnel — The future northbound SR 99 off-ramp bridge to South Dearborn Street takes shape just west of Seattle’s stadiums in this November 2016 photo. The bridge sits between the northbound tunnel entrance on the left and the northbound tunnel on-ramp to the right.
Seattle’s ‘Small Bridge With Big Promise’ By Lori Tobias CEG CORRESPONDENT
Work in Seattle is nearing completion on what will be the first bridge of its kind anywhere in the world. They call it “the small bridge with the big promise,” a span designed to return to its original shape after a major earthquake. The bridge is an exit ramp that will deposit northbound travelers from the new SR 99 tunnel into downtown Seattle. “The vision, I think, is really quite exciting,” said Tom Baker, state bridge and structures engineer with the Washington Department of Transportation. “The paradigm has been no collapse. In the future we can be
designing for no damage — immediate use by emergency vehicles, commerce, the public. If that comes true, that’s a giant leap forward.” The bridge depends on two cutting edge differences — AKA “flexible bridge” technology — from the traditional usual means of building bridges. “The first and the most crucial are the reinforcing bars called SMA — shape memory alloy,” Baker said. “These bars remember what their original shape was. We not only have to have the bars return to shape, but the concrete surrounding the bars. It’s a concrete that is highly flexible, it has a lot of fibers in it so that as it moves it doesn’t crack and fall away after the bars have moved.” The experiments for combining the
SMA bars with the bendable concrete started 15 years ago at the University of Nevada-Reno earthquake engineering laboratory, where they test new materials to the breaking point. “The kind of tests we have done in the laboratory, we have really pushed things to the limit,” said Professor M. Saiid Saiidi. “We have simulated very strong earthquakes, well beyond the kind of earthquakes that are likely to occur during the lifespan of the bridge. We typically test bridge columns to magnitude -7.5 and -8.” Standard bridge columns fail under that kind of pressure, according a WSDOT project video. But the laboratory tests prove that columns made with see BRIDGE page 8
The Idaho Transportation Board unanimously approved an additional $65 million in GARVEE (Grant Anticipation Revenue Vehicle) bonds to fund projects on U.S. 95 in northern Idaho. The decision came at the board’s Aug. 17 meeting in Coeur d’Alene. The projects are on U.S. 95 from Garwood Road to Sagle. They include a $41 million project to build a new interchange at Idaho Highway 53 and frontage roads to Garwood Road. The project also removes two at-grade signals and completes improvements from the original U.S. 95 corridor study. In addition, the board approved a $23 million project to realign and widen an additional 2 mi. of U.S.-95 to four lanes to the top of Granite Hill, including frontage roads and a grade separation to reduce fatal and serious injury crashes. In addition to funding more GARVEE projects, the board passed a motion directing the Idaho Transportation Department to begin an environmental document to expand Interstate 84 from Karcher Road to Franklin Road in Caldwell, which is estimated to cost approximately $1 million. In April, the board approved $150 million in GARVEE bonds to widen I-84 from Franklin Blvd. in Nampa to the Karcher Road Interchange. Once complete, the corridor study will pave the way for the state to find funding to continue the I84 expansion. With the approval to construct these projects, the transportation board has committed $215 million of the $300 million authorized by the 2017 Idaho Legislature in Senate Bill 1206. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Page 2 • September 3, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Campus Construction...
UO Buys Building, Plans Art Studios, Storefront Gallery
WSDOT photo
In tribute to Seattle’s tunneling machine Bertha, the American flag flies above the last piece of the machine as it is lifted out of the disassembly pit near Seattle Center.
Goodbye Bertha: Crews Remove Final Piece of SR 99 Tunneling Machine Hitachi Zosen, the machine’s manuDisassembly of the world’s largest What Happens Next? tunneling machine is now complete. facturer, will decide what to do with Even while Bertha was still tunnelOn Aug. 23 crews lifted the final pieces many of Bertha’s components. ing, crews were building the roadway of the 8,000-ton giant out of the SR 99 However, her signature 57.5-ft. steel inside the tunnel and working on electunnel’s disassembly pit near trical and other systems. With Seattle Center. The lift ended the machine completely gone, more than four months of diffithat work can continue unintercult work. rupted along the 9,270-ft. tunBertha broke through into nel Bertha dug beneath Seattle. the disassembly pit on April 4, WSDOT’s focus is on finish2017, and shortly thereafter ing the tunnel for an estimated built the tunnel’s final ring. early 2019 opening, along with Though the machine’s tunnelpreparing for the Alaskan Way ing and ring-building work Viaduct’s demolition, the was complete, crews couldn’t decommissioning of the complete roadway construcBattery Street Tunnel, and tion at the north portal until it improving surface street conwas removed. Crews from the nections at the tunnel’s north contractor Seattle Tunnel and south ends. Partners have been working With disassembly complete, around the clock, disassemWSDOT is retiring the “Follow WSDOT photo bling the machine to make Bertha” webpage and updating lifting the final piece of the SR 99 tunneling room for the roadway coming After machine from the disassembly pit near Seattle the program Twitter account, up through the tunnel behind it. Center, workers folded the American flag in a tri- but will keep the same Twitter It was tricky, tough, and angular pattern, honoring a tradition more than handle, @BerthaDigsSR99, impressive work, re-position- 200 years old. because although the machine ing the machine and dismanis gone, the product of her tling its 8,000 tons of steel into pieces cutterhead was unique to this project labors remains. small enough to lift by crane or pull and was cut up and trucked to a local For more information, visit alaskanback out of the south end of the tunnel. steel recycler. Hitachi Zosen donated wayviaduct.org. The largest lift (or “pick” as crews call pieces of the cutterhead to the Port of (This story also can be found on it) was 70 tons. Larger pieces required Seattle and donated cutting tools and Construction Equipment Guide’s additional cutting on the surface before the control panel to Seattle’s Museum website at www.constructionequipof History and Industry. hauling. mentguide.com.)
EUGENE, Ore. (AP) The University of Oregon is expanding its presence in downtown Eugene. The Eugene Register-Guard reported the university has bought the former Willamette Stationers building near the railway station and plans to renovate it into art studios and a gallery. The Dean of the UO College of Design, Christoph Linder, said the project will cost $5 million — $1.8 million to buy the building earlier this month and $3.2 million to renovate it. The UO plans to divide the two-story building into 24 studios and a storefront gallery and have it open next summer. The brick building has two floors with high ceilings and a freight elevator The UO will begin site preparations this fall for the campus’s construction. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Portland International...
Airport Seeks OK for $1.3B, Five-Year Improvement Plan PORTLAND, Ore. (AP) Authorities want a $1.3 billion upgrade at Portland International Airport that will take five years to complete. Port of Portland Executive Director Curtis Robinhold told the Oregonian/OregonLive that the improvements are needed due to more travelers and the increased security put in place following the 9/11 terrorist attacks. But the plan will have to be approved by airlines that operate at the airport and will pay for the work. Port of Portland officials have been working with the airlines on a plan before a vote on the project this fall. One of the objectives would be to improve the flow of crowds in the terminal by limiting the mixing of arriving and departing passengers. About 18 million travelers went through the airport last year. If approved, construction would begin in 2020. For more information, visit oregonlive.com. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 3, 2017 • Page 3
Kent, WA (800) 669-2425 Rochester, WA (800) 304-4421 Spokane, WA (800) 541-0754 Boise, ID (800) 221-5211 Pocatello, ID (800) 829-4450 Billings, MT (800) 735-2589 Kalispell, MT (800) 434-4190 Missoula, MT (800) 332-1617 Eugene, OR (800) 826-9811 Portland, OR (800) 950-7779 Magadan, Russia 011-7-41326-99298 Yuzhno-Sakhalinsk, Russia 011-7-42424-69051
Page 4 • September 3, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Tin Cup Beaver Dam Restoration Benefits Wildlife, ITD
This Aug. 8 photo shows a beaver dam already built on the new riffles.
If Ruffles have ridges, what do riffles have? Beavers, it turns out. When a few beaver dams on Tin Cup Creek in southeast Idaho started backing up water last fall at a culvert on Idaho Highway 34 and threatening to undermine the road, the Idaho Transportation Department (ITD) was faced with the complication of adding underwater bridge inspections for that remote site. Instead, they added riffles — really good riffles. ITD constructed the riffles (rocky or shallow parts
of a rough-water stream or river) to entice the beavers to build. That’s exactly what they did. ITD crews first removed three beaver dams downstream of the culvert to lower the water level at the crossing. They also removed one dam just upstream of the structure, which lowered the stream channel and de-watered adjacent wetlands in a stretch of the creek. In collaboration with the Caribou-Targhee National Forest, ITD crews repaired the stream by building two in-stream rock riffles
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Mark Porter, ITD district 5 maintenance operations, builds a riffle using a Caterpillar excvator.
over two days in mid-July. The result was better than what Idaho Dept. of Fish & Game (IDFG) wildlife fisheries biologist Corey Lyman expected. The work not only stabilized the channel and protected the culvert, but also permanently raised the creek bottom, which had eroded down enough to disconnect the water from the creek banks and willow-filled floodplain. Streambed work also improved habitat for fish and for all wildlife living in the area.
“Without water reaching the river banks, the streamside wetlands were drying up and dying, and we were losing the habitat,” explained Alissa Salmore D5 senior environmental planner. “We essentially re-watered the area.” The project also allowed members of ITD’s Pocatello, Soda Springs/Wayan and Montpelier maintenance sheds to gain experience in stream restoration work. This added to their skill set and reinforced environmental awareness.
Plus, it has already been successful. “The fish were moving into the dams and claiming territory as we were cleaning up and leaving the project,” said Mark Porter of District 5 maintenance operations. Porter also said that beavers have already begun building over the riffles, which was exactly the intent. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 3, 2017 • Page 5
WASHINGTON: WASHINGTON: WA Seattle, WA Seattle, WA W A 8207 South 8207 South 2216th 16th SStreet treet Kent, Washington Kent, W Wa ashington 998032 8032 206.762.5933 206.762.5933 Manager: Brian Manager: G ar y LBurke abelle glabelle@PacWestMac chiner y.com bburke@PacWestMachinery.com Spokane, WA Spokane, W WA A 4030 Avenue 4030 East East TTrent rent Ave nue Spokane, Washington Spokane, Washington 999202 9202 509.534.5933 509.534.5933 Manager: Manager: JJohn ohn CCushman ushman jcushman@PacWestMachiner y.com jcushman@PacWestMachinery.com
OREGON: OREGON: Portland, OR Po r t l a n d , O R 13805 NE Sandy Boulevard 13805 NE San dy Bo ulevard Portland, Por tland, Oregon Oregon 97230 97230 503.252.5933 503.252.5933 Manager: Hurst Manager: TTim im H urst tthurst@PacWestMachinery.com hurst@PacWestMachiner y.com Eugene, OR Eugene, O R 1550 Irving 1550 Ir ving RRoad oad Eugene, Oregon Eugene, O regon 997402 7402 541.302.3762 541.302.3762 Manager: Hurst Manager: TTim im H urst thurst@PacWestMachiner y.com thurst@PacWestMachinery.com
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Page 6 • September 3, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Idaho’s St. Maries Bridges Replacement Starts This Fall
The St. Maries railroad bridge replacement project will begin in September.
Two bridges on Idaho Highway 3 — one over the St. Maries River Railroad Company tracks and one over the St. Joe River in St. Maries — will be replaced starting in September, after Labor Day. The railroad bridge will be completed first, followed by the river bridge. The replacements are expected to finish by summer 2019. The Idaho Transportation Department (ITD) is working with RSCI Inc. and J-U-B Engineers Inc. using a design-build process to provide a timely and cost-effective product. “Design-build projects allow the design and construction professionals to directly work together,” said Nathan Herbst, ITD project manager. “The goal is that this approach will streamline the process and result in a more cost-effective solution for everyone.” ITD’s decision to use design-build was based on two factors: • the project’s central and impactful location to the St. Maries community and travel-
ing public; and • the complexity of replacing two adjacent bridges in less than two years. Both bridges will be removed and replaced with structures that include one lane in each direction with a shoulder/bike lane and sidewalk on each side. Work also will include resurfacing the roadway, replacing guardrail and signs in several locations, enhancing pedestrian facilities to meet Americans with Disabilities Act standards, and realigning the intersections. The schedule and impacts for the first phase are currently being established. Members of the public are invited to contact the project team with questions or comments by calling the project hotline at 208/2928515 or by emailing gpuddy@langdongroupinc.com. For more information, visit itd.idaho.gov/d1/ under “projects.” (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
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The St. Joe River bridge also is scheduled to be replaced by the summer of 2019.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 3, 2017 • Page 7
4800 NE Columbia Blvd | Portland, OR 97218 (503) 282-2566 | www.feenaughty.com
Page 8 • September 3, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Seattle’s Flexible Bridge Built to Withstand Earthquakes BRIDGE from page 1
SMAs and composite could be pushed to extremes and still straighten up again. “Using SMA we are bringing the bridge back,” Saiidi said. “We are not allowing the bridge to have a permanent tilt.’ Crews installed SMA bars in the top five feet of the two bridge columns. The bottom two-thirds were built with standard concrete. A few days later, the bendable concrete went in on top of the five feet to cover SMA bars. “We put this at a location where the main motion of the quake will take place and that is where these SMA bars will restore us back to the original position,” Baker said. “You don’t need it in the rest of the structure.” The construction techniques and equipment do not differ greatly
from traditional bridge building Baker said. But the work is still experimental and has not been mainstreamed for the industry. But if the “flexible bridge” technology proves to be cost effective, that will likely change, he said. “Right now, work with the bars is very similar to handling rebar, except they have to be coupled with rebar just at the top ten feet of the structure. We use coupling devices to kind of bolt the bars together. If two bars overlap, any stress on one bar, as concrete is pulled, the stress will transfer to the parallel bar. You have to have enough distance for the lap splice to transfer that stress. It lets you butt up two bars together and connect them.” One difference in the construction process is the mixing of the concrete, Baker said. It is mixed on
WSDOT photo
WSDOT photo
In this November 2016 photo, the future northbound SR 99 off-ramp bridge to South Dearborn Street can be seen. The new ramp is just west of Seattle’s stadiums.
This November 2016 photo shows progress on the future northbound SR 99 off-ramp bridge that will take travelers into Pioneer Square and downtown Seattle when the SR 99 tunnel opens. Crews placed the reinforced concrete girders that will support the roadway deck. WSDOT photo
site rather than at ready mix plant. That’s because the concrete contains a lot of fibers and is mixed in small batches. In the future, they may mix at the plant, he said. The project had been endorsed by the federal government, which also helped fund it, according to the WSDOT video. “It will be studied and assessed to learn more about the promise it holds for future construction in earthquake
zones.” If the bridge performs as expected, it could make a big difference in how communities recover after a major earthquake. “We have billions of dollars of shipping every year through the west side of the state,” Baker said. “People going to and from work, businesses conducting work. They all need to get around after a quake and this could be a major step for-
ward in applying that immediately after a quake.” The bridge is slated to be finished this spring, but will not be put into use until the tunnel is completed, which is scheduled for early 2019. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
CEG
WSDOT photo
Paving the future northbound SR 99 off-ramp roadway — In this January 2017 photo, crews working for contractor Interwest Construction smooth concrete for the future northbound SR 99 off-ramp.
This March 2017 photo shows progress on the elevated section of the future southbound SR 99 off-ramp to South Dearborn Street. The off-ramp will provide access to downtown Seattle, Pioneer Square, the waterfront and Seattle’s stadiums.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 3, 2017 • Page 9
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Page 10 • September 3, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Papé Breaks Ground on Service Center in Ponderay, Idaho Papé Machinery broke ground on a new Northern Idaho full-line dealership and service center in Ponderay, Idaho, that will represent the combined product lines of John Deere Ag and Turf and John Deere Construction and Forestry. Ryan Papé, vice president of machinery agriculture and turf led the ground-breaking ceremonies. He was joined by Mike Miller, director of product support of Papé Machinery construction and forestry; Ponderay Mayor Steve Gieger; Bonner County commissioners Glen Bailey and Dan MacDonald; Paul Kusche, Bonner County Economic Development Corp. director; and Kay Leigh of the city of Ponderay’s planning and development department. Papé members from Oregon, Northern Idaho and Eastern Washington also attended the event. Papé Machinery’s Northern Idaho full-line dealership and service center will be 15,000 sq. ft., featuring an equipment showroom, parts department, warehouse and service department with a 10-ton
(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Papé Machinery broke ground on a new Northern Idaho full-line dealership and service center in Ponderay, Idaho.
crane and wash rack. The 1.9-acre property joins eight existing Papé Machinery locations in Eastern Washington and
Northern Idaho and 34 other locations throughout the West. The grand opening for Papé’s Northern Idaho full-line dealership
and service center is set for spring 2018. For more information, visit papemachinery.com.
WSDOT Offers Historic Puyallup River Bridge for Sale For more than eight decades, the Meridian Street Bridge over the Puyallup River served as a portal for cities along the Puget Sound to the semi-rural, agricultural community of Puyallup, Wash. Now, this historic bridge is up for donation. Originally built in 1925, the bridge was decommissioned in 2015 after a new bridge was built and opened to the traveling public. It has been removed from its long-time location spanning the Puyallup River and is now sitting in storage on nearby WSDOT property. Prior to removal from its original location, the Puyallup River/Meridian Street Bridge was the longest (371 ft.) riveted steel Warren through-truss span built prior to 1940 remaining on the Washington state highway system. It is very likely unique, although similar to the “Turner Truss” patented in the 1920s. Unlike the standard Warren truss, this bridge has parabolic top chords (allowing for a longer span length), alternating diagonal truss members, longitudinal braces between diagonals in alternating panels, and vertical struts adjacent to the portals. Its subdivided panels and the addition of longitudinal members at mid-panel heights in five truss panels achieved both strength and economy of steel. In 1991 the portal sway braces and
Originally built in 1925, the bridge was decommissioned in 2015 after a new bridge was built and opened to the traveling public.
interior panel sway bracing were modified to increase vertical clearance from 14 ft. 7 in. to 18 ft. 7 in. to accommodate oversized traffic. Maury M. Caldwell, a Virginia native, designed the Puyallup River/Meridian Street Bridge for Pierce County. In addition to that bridge, Caldwell designed other significant bridges in Washington, including the 1,410 ft. Pasco-Kennewick Bridge (1922). Caldwell practiced engineering in Seattle and Tacoma from 1905 until shortly before his death in 1942.
If you are looking for a unique way to preserve Washington’s history, relocating and restoring this historic bridge is for you. The bridge is available for donation to a governmental or responsible private entity. The responsible party taking the bridge must agree to: • maintain the bridge and the features that give it its historic significance and continued eligibility for the National Register of Historic Places; and • assume all future legal and financial
responsibility for the bridge, including providing an agreement to hold WSDOT harmless in any liability action. WSDOT has estimated the cost of demolition at $1 million. The successful party accepting ownership and responsibility for the bridge will be provided this estimated cost of demolition. This offer to take ownership and relocate this bridge from a WSDOT storage location is available until June, 2019. For more information, call Steve Fuchs at 360/357-2623 or email FUCHSS@wsdot.wa.gov. To submit bids, prospective purchasers will be required in advance to review legal requirements, including but not limited to, the requirements in 23 U.S. Code § 144 (g)(5) and 23 U.S. Code § 144 (g)(4)(B). The successful prospective purchaser must enter into an agreement with WSDOT, and secure a required contract bond. WSDOT will dispose of the steel truss if, after June 2019, no preservation sites or reasonable and sufficient funding sources have been successfully identified for the permanent preservation of the bridge. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 3, 2017 • Page 11
Efficiency & High Performance.
Page 12 • September 3, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
The LH50M Industry material handler represents efficiency and high performance. The standard Liebherr regenerative power system assures maximum handling while, at the same time, achieving lower fuel consumption. Quiet operation with the highest payload is guaranteed by the large, sturdy undercarriage. The attachment of the machine is available in a variety of versions and is thus always optimally matched to your respective application.
18060 Des Moines Memorial Dr. Seattle, WA 98148 3909 NW Fruit Valley Rd Vancouver, WA 98660