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PACIFIC NORTHWEST EDITION

A Supplement to:

September 26 2021 Vol. V • No. 20

“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com

A $38 million project in Oregon’s Yamhill County will replace a 70-year-old bridge with a new, wider bridge designed to accommodate the growing vehicle and pedestrian traffic on the main access into the city of McMinnville. The Yamhill River Bridge was built in 1951 and has seen better days, said Lou Torres, spokesman of the Oregon Department of Transportation (ODOT). “We try to maintain the old bridges as best we can so they are drivable and we don’t have to spend money building new,” said Torres. “This one has been showing its age. We’ve been talking about replacement for 10 years now. A number of components are falling apart. Not the substructure, but the railing is deteriorating, the sidewalk is crumbling. The existing bridge is also very narrow. It’s just time to replace the bridge.” The existing bridge is a 3-mi. lane or spur road that comes off of Highway 18 running along the southern portion of McMinnville. ODOT originally considered building a new bridge without first constructing a diversion bridge, but decided a straight bridge replacement would put too much stress on the nearby neighborhoods with an average of 16,000 cars and trucks trying to find alternate routes into town.

By Lori Tobias

CEG CORRESPONDENT

see UPGRADE page 6

ODOT originally considered building a new bridge without first constructing a diversion bridge, but decided a straight bridge replacement would put too much stress on the nearby neighborhoods.

Page 2 • September 26, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

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Page 4 • September 26, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

OTC Advances I-5 Rose Quarter Improvement Project The Oregon Transportation Commission (OTC) recently advanced the highway cover option for the I-5 Rose Quarter Improvement Project known as the Hybrid 3 option, with conditions. The decision by the OTC advances the project that was part of House Bill 2017, passed in 2017, a major transportation funding bill. The legislation directed ODOT to build the Rose Quarter Project and provided approximately $500 million to $700 million of funding for the project. The Commission’s advancing of this design option is subject to conditions, the most immediate of which is the OTC directive that on or before Dec. 1, 2021, ODOT submit a Project Funding Plan discussing how the revised project might be funded. In January 2020, the OTC received a Cost to Complete Report for the project from Hybrid 3 option would involve building a larger cover over I-5 at the Rose Quarter than originally planned, and one capaODOT. The report found that the original The ble of supporting buildings. 2017 cost estimate for the project of approximately $500 million was incorrect and that established by the OTC and chaired by OTC tion on the highway cover options and over- the project is daunting, and we will work the correct cost estimate as of January 2020 Vice Chair Alando Simpson, as well as com- all project design,” said Simpson. “It is our with the community, our agency partners, was roughly in the range of $715 million to munity discussions convened through the duty to ensure that this project stays on the legislature, and the Governor to craft a $795 million. Hybrid 3 would increase that Historic Albina Advisory Board (HAAB) schedule and offers the best return on invest- solution and funding plan.” cost estimate to between $1.2 billion and and other organizations. It also comes at the ment of public dollars. Our focus must con“The Rose Quarter Project provides a $1.25 billion – an increase of approximately urging of Gov. Kate Brown who, after inten- tinue to be on putting a finance plan together once-in-a-generation opportunity to recon$500 million over the 2020 cost estimate and sive discussions with local leaders, encour- to deliver the project, and that will require nect Historic Albina and invest in good payroughly $750 million over the funding aged approval of the Hybrid 3 option. additional funding from other governmental ing jobs for a community that has faced so approved by the Legislature in 2017. much injustice,” said Historic Albina “We are grateful to the Governor and partners.” “We are trying to do a number of things at community members for their recommendaThe Commission directed ODOT to Advisory Board member John Washington, once with this project,” said OTC include specific information in the who also is executive director of the Soul Chair Robert Van Brocklin. “Reduce Funding Plan, including: (1) an esti- District Business Association. “We must Rose Quarter congestion; increase mate of the amount of dedicated fund- continue to fight to secure funding for this safety and mobility; involve minority ing needed to build the project; (2) a project and ensure that the community’s business enterprises in constructing discussion of whether a viable plan to voice influences the many decisions that lie the project; and support community secure that dedicated funding from ahead.” HAAB has endorsed the Hybrid 3 interest in covering a larger section of federal, state and/or the city of option. the freeway to increase redevelop“The Commission knows that House Bill Portland, Metro, Multnomah County, ment opportunities for Albina. TriMet and other organizations in 2017 requires ODOT to make a large investAdvancing this visionary project Portland is reasonably likely to be ment in the Rose Quarter Project,” said design will require substantial addiauthorized and appropriated by July 1, Commissioner Julie Brown. “Doing so will tional funding.” 2023; (3) a one-year extension in that benefit our economy throughout the state by Among other things, the Hybrid 3 deadline until July 1, 2024, if the fund- making it easier to move goods, services and option would involve building a larging is likely but is temporarily delayed; people into and through the Portland metro er cover over I-5 at the Rose Quarter (4) a preliminary construction sched- area. But to build Hybrid 3 we will need spethan originally planned, and one ule for the project; and (5) a discussion cial help from Congress,” she continued. capable of supporting buildings. of when congestion pricing on I-5 will “We are very unlikely to have the money to Hybrid 3 would also change the locabuild the larger project cover without a be operational and produce revenue. tion of various freeway entrance and “The Rose Quarter Improvement major federal financial contribution.” exit ramps, reconnect the street grid Project is a top transportation priority above the highway, make new multiAbout the Project for the state of Oregon as the bottlemodal infrastructure investments and The I-5 Rose Quarter Improvement neck in the Rose Quarter project area add one northbound and one southimpacts the economies of communi- Project is committed to supporting a safer, bound 1.7-mi. auxiliary lane from the ties across the state,” said just and inclusive Albina community and I-5/I-84 interchange to the Fremont Commissioner Sharon Smith. “The greater Portland region. The project will Bridge. These auxiliary lanes are legislature has directed the OTC to fix make local, regional, national and internasimilar to lanes that were constructed this problem, providing additional gas tional travel more predictable and reduce freon I-205 in 2019. In both cases, they tax funds. We have heard from the quent crashes on the I-5 corridor. The project were designed to improve safety and community and our regional partners will also support Oregon’s economy and crereduce traffic congestion. The Rose Quarter Improvement Project is a top that a more robust design is needed to ate new community connections and opporThis decision by the OTC comes transportation priority for the state of Oregon as knit the Albina neighborhood back tunities. after more than a year of work by the the bottleneck in the Rose Quarter project area has together. We acknowledge the historic For more information, visit Executive Steering Committee, became problematic. adverse impacts. Although the cost of www.i5RoseQuarter.org. 

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 26, 2021 • Page 5

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Page 6 • September 26, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

Crews Build New Diversion Bridge Next to Existing Bridge UPGRADE from page 1

The bridge also provides access to a nearby medical facility and a detour would have cost emergency vehicles a significant amount of time in accessing medical care. “It became very clear we needed to build a detour bridge right next to the existing bridge,” Torres said. “Unfortunately, whenever you do that, it increases the cost significantly, but also how long it takes to finish.” Crews with Wildish Construction Company, headquartered in Eugene, Ore., are currently halfway through the construction of the diversion bridge, which has added $1.8 million to the cost and about two years to the project timeline. As far as construction, the project is on schedule with the new bridge expected to be complete in 2025. The diversion bridge will be a steel stringer or multi-beam bridge with 37 bents total, said Leia Kagawa, ODOT assistant resident engineer. It will be approximately 1,500 ft. in length and 40 ft. wide with 29 ft. for vehicles and 15 ft. for a walking path. “There is a lot of pedestrian traffic on the existing bridge,” said Kagawa. “The extra footage is for the buffers and handrails. The bridge itself will consist of steel piles, diagonal bracing and wire rope cross bracing with turnbuckle hardware. Then there will be the caps and strings, and on top of the stringer, 6-by-12-foot Douglas fir timbers with plywood and asphalt. There will be precast and press-stressed slabs between the first three bents on either side of the diversion bridge.” The diversion bridge also features an S-curve necessary to direct traffic from the existing bridge onto the parallel temporary bridge, but will not be necessary in the new bridge. Equipment on site, the bulk of it owned by Wildish, includes: see UPGRADE page 10

The diversion bridge will be approximately 1,500 ft. in length and 40 ft. wide with 29 ft. for vehicles and 15 ft. for a walking path.

Crews with Wildish Construction Company, headquartered in Eugene, Ore., are currently halfway through the construction of the diversion bridge, which has added $1.8 million to the cost and about two years to the project timeline.

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 26, 2021 • Page 7

PACIFIC NORTHWESTERN PUBLISHING 2021 Issue#

Closing

Publishing

Oct 13

Oct 24

Nov 10

Nov 21

Dec 08

Dec 19

Page 8 • September 26, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

City Council Ponders New Construction, Scraps Old Plan The Middleton City Council will consider a revision to its Comprehensive Plan regarding the future Highway 44 that will have ripple effects for transportation far beyond the city limits. For the last two decades ITD has partnered with City of Middleton leaders to develop an alternate route for the highway that would be constructed to the south of the current roadway. The City Council will consider eliminating the alternate route from its comprehensive plan and approve new development that would build on top of the open space currently slated for the future highway. The future alternate route was shared at two public meetings in 2019. You can see the click on the links to see the West Half and East Half of the proposed route.

what happens to highway traffic is uncertain. ITD has looked at a couple options at a high level. The first option is to keep the highway as-is. The biggest “pro” of that option is the existing buildings downtown will not be impacted. The biggest con is pretty obvious — there’s no way the existing three-lane highway will effectively move 24,000 cars a day. ITD’s projected level of service for downtown intersections has nearly all of them seeing excessive delay times. In some circumstances, it could take you more than five minutes to get onto the highway from a local road. The second option would be to add capacity to the existing highway to move more vehicles. This option is not without its downsides. We’ll share three big ones.

What Happens to the Highway’s Future? The last two decades of work have laid the groundwork for a transportation network that can support the extreme growth in Middleton, Star, and Eagle. The growth projections for the Middleton area, which are somewhat conservative, suggest 24,000 cars will drive on the highway by the year 2045. Today, the daily trip count is around 10,000. Congestion already experienced will only get worse. As highway congestion increases, typically the number of crashes also increases. ITD’s Mission is “Your Safety. Your Mobility. Your Economic Opportunity.” These three pillars of the Department go hand-in-hand. Fewer crashes keeps people moving, energizing commerce. The alternate route for Highway 44 would achieve these goals while accommodating for the forecasted growth in the area. Take away the option of a future alternate route, and

Impacts to Existing Businesses, Land Use The first is the available space for the lanes. Near the fire station in particular, there is not enough room to add more lanes. In order to fit everything in, ITD will likely need to purchase existing buildings and demolish them. A preliminary scan of the total impacts of a widened highway suggests 76 different properties will be negatively impacted. Impacts to Access The second pain point comes with the existing number of roads and driveways accessing highway 44. Every access point introduces conflicts between vehicles, pedestrians and cyclists using the roadway. Transportation engineering reduces these conflict by removing accesses or restricting the movements in and out of those access points. In order to promote safety and mobility on the existing

highway alignment, ITD will likely need to install median curbs, restricting left turns on and off the highway. Similar action was taken on Eagle Road. Delay for Improvements A third downside is the delay this will force on any improvements to the highway in Middleton. The process to achieve environmental clearance has taken nearly two decades already. Should the alternate route be removed from Middleton’s Comprehensive Plan, the clock on those efforts will be reset. Environmental clearance is needed to get federal funding for transportation improvements. Pushing back that clearance another decade or two means the highway in Middleton won’t qualify for those dollars, ITD’s biggest bucket of money. Meanwhile, growth and congestion will continue. Council Decision ITD has partnered with the city of Middleton on the future of Highway 44 for more than two decades. It will continue to do so. The Department strongly recommends the Council continues the city’s historic support for the alternate route and preserve the corridor in the Comprehensive Plan. Regardless of the Council’s decision, it is committed to provide the best customer service it can. Its goal in sharing this information with the public is to bring clarity to a complicated process and to understand the downstream consequences of a decision. The folks at ITD are friends, neighbors and relatives. The ITD wants to see the community of Middleton grow and thrive. It is their belief that open dialogue and the best information will bring about the best results for us all. 

Crews Begin Highway 75 Phase Two Graham Contracting Will Upgrade I-405 Interchange

The Idaho Transportation Department (ITD) has begun phase two of the rehabilitation project on Idaho Highway 75 (Main Street) in Hailey between Fox Acres Road and Cobblestone Lane. Knife River is the primary contractor on this $3.4 million project. The first phase began in May with updates to pedestrian ramps and crossings to meet Americans with Disabilities Act (ADA) standards. The second phase of the project will rehabilitate the roadway and provide for a smoother driving surface through downtown Hailey. “Work on the roadway is more dependent on warm weather than the pedestrian ramp updates,” ITD Project Manager Steve Hunter said. “Now that we are fully into summer, and temperatures are not as variable as in the spring, we can begin construction on the roadway.” Through the remainder of summer, ITD will rehabilitate the highway by milling the old road surface and replacing it with new pavement. Improvements also will include new striping and pedestrian crossings. In addition to milling and paving, vibratory rolling also will occur to compact the roadway. Vibration may be felt on nearby properties. “We understand that the city of Hailey is a

The second phase of the project will rehabilitate the roadway and provide for a smoother driving surface through downtown Hailey.

renowned tourist destination and we will be working closely with our crews to reduce impacts to the community as much as possible,” Hunter said. Work will occur at night between the hours of 6:30 p.m. to 6:30 a.m. to reduce impacts to the traveling public and provide an opportunity for crews to work with minimal interruptions. During working hours, traffic will be reduced to a single lane in each direction. During the day, two lanes will be open both northbound and southbound. “Crews will use dust abatement methods to manage dust and dirt, but drivers should anticipate driving on a temporary gravel surface during construction activities,” explained Hunter. 

The Washington State Department of Transportation recently announced the award of a contract to start construction on the I-405/NE 132nd Street Interchange project. The contractor, Graham Contracting Ltd., submitted the apparent best value proposal of $50.4 million for this design-build project. This project will build a half-diamond interchange at Northeast 132nd Street, which will include a new onramp to northbound I-405 and a new off-ramp from southbound I-405. The new interchange will complement the existing similar half-diamond interchange to the south at Northeast 116th Street. “The planning for this project included a strong partnership with the city of Kirkland to bring additional access to its growing urban center, Totem Lake,” said Lisa Hodgson, I405/SR 167 program administrator.

“The Northeast 132nd interchange is another I-405 project funded by the state’s Connecting Washington package and is scheduled for completion by early 2024.” Once the project is open to traffic, the new interchange will reduce pressure on the heavily congested neighboring interchanges at Northeast 124th Street and Northeast 160th Street. The project includes roundabouts at two intersections and improves pedestrian and bicycle connections in the area. WSDOT expects to give Graham notice to proceed on the first phase of design and construction activities within a few months. People who drive in this area can expect to see early construction activities start by winter of 2021. For residents who regularly experience congestion accessing Interstate 405 in Kirkland’s Totem Lake area, relief is coming soon. 

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 26, 2021 • Page 9

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Longest-Tenured Director Announces His Retirement Brian Ness, the longest-serving director in the history of the Idaho Transportation Department (ITD), announced his retirement on Aug. 18, 2021, after 12 years at the helm. “I have had the honor of serving you as your director and I am proud of the many accomplishments we have achieved together,” Director Ness told employees at the Idaho Transportation Board’s monthly meeting in Coeur d‘Alene. “We have transformed ITD into an organization that is credible in the eyes of the public, responsible with taxpayer dollars and focused on improving the employee experience. This has been the greatest honor of my career, nothing will match what we have done together at ITD.” Ness personally thanked his wife, Jackie, and family for their support during his more than 44 years as an engineer in the transportation industry. His entire professional career was in public service and included stops at the Iowa and Michigan Departments of Transportation. “When Brian arrived at ITD, the organization lacked the confidence and trust of the public and Legislature,” said Transportation Board Chairman Bill Moad. “He leaves ITD as an agency that has shifted its workplace culture into one where

“This has been the greatest honor of my career, nothing will match what we have done together at ITD.” Brian Ness Idaho Transportation Department

employees are encouraged to innovate, deliver excellent customer service and exceed public expectations.” Moad added that, “Brian was hired to help ITD become one of the best transportation department’s in the country and now ITD is known as a national leader.” During Ness’ tenure, ITD streamlined unnecessary layers of bureaucracy, began compensating employees for experience and

skill rather than tenure, and focused services on outcome-based results, not processes. “I appreciate Brian for his many years of dedicated service to the State of Idaho. Brian has worked hard to achieve his vision of helping to make the Idaho Transportation Department an example of efficiency. I wish him well in his well-deserved retirement,” Governor Brad Little said. The department has received unprecedent-

ed funding support from the Idaho Legislature since Ness became director in 2009. This Included House Bill 312 that raised nearly $100-million for highway maintenance on the state system. Additionally, the 2021 legislature passed House Bill 362 into law that directs $80 million toward roads and other projects. The bill, a part of Governor Little’s “Building Idaho’s Future” infrastructure plan, allows the state to bond for up to $1.6 billion for transportation infrastructure projects statewide. “I want to personally thank Governor Little, the Idaho Transportation Board and the Idaho Legislature for continually recognizing the hard work of our employees and trusting the direction we are headed,” Ness said. Ness plans to retire in the spring of 2022. The early notice gives the department time to find a replacement and create a smooth transition. Chairman Moad said he will begin a complete national and internal search immediately to find a successor for Director Ness. “The new director will be a Licensed Professional Engineer. This person will need to advance the award- winning strategic direction of the department and have a strong vision for the future. Needless to say, the new director will have enormous shoes to fill.” 

Page 10 • September 26, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

Contractor Overcomes Lumber Costs On Yamhill Job UPGRADE from page 6

● 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. One of the biggest challenges of the project is managing traffic which travels at a high rate of speed right up to the work site and, without adequate management, could cause backups on the highly traveled Highway 18. Environmental considerations also pose numerous challenges, Kagawa said. “On the south side of the river, there’s a lot of National Resources Conservation Service [NRCS] land. “We’re doing some restoration work where there are rare plants in the vicinity and a lot of wetlands. The topography features an active channel, then flattens out before turning hilly again. The flat segment is home to a large segment of wetlands. “We have to tread very lightly there,” Kagawa said. “There are a lot of conditions for us to work there and limitations to what we can do. It’s really a constrained footprint and type of footprint we can use. This impacts the diversion and future bridges and even the future work bridge, a smaller structure adjacent on the east side of the existing bridge that will be built to make sure we can put all the material on the permanent bridge.” As has been the case with many projects in the past 18 months, the pandemic also has created problems. Some materials, such as the pipes needed for a temporary sanitary sewer line beneath the detour bridge, are back ordered and difficult to obtain. Kagawa said they are hopeful that by

The bridge will be 970-ft. long on six bents. It will use steel plate girders and have reinforced concrete end panels.

ordering early, crews will get what they need. “If we order now, we should be OK,” she said. “We’re just making sure it is exactly what we want. If we miss this window it could take longer.” Increased costs associated with lumber also are an issue. “Lumber prices are really, really crazy,” Kagawa said. “The material is there, it’s just the escalation of cost was not foreseen at the time of the bid. That has put a little stress and strain on this project. There is talk about putting in an escalation clause in the contract, which is something we haven’t done before. The agency recognizes the huge fluctuation in lumber prices.” Once the temporary bridge is complete, the existing bridge will be demolished and work on the new bridge will

Wildish Construction moved materials throughout Yamhill County with a Cat D6T dozer.

begin. The proposed structure will be about 50-ft. wide with 5.5ft. sidewalks on both sides and 7-ft. shoulders to accommodate pedestrians and cyclists. The bridge will be 970-ft. long on six bents. It will use steel plate girders and have reinforced concrete end panels. It will feature aesthetic details on the bridge rail with lighting and utilities affixed to the structure. “As mentioned, the areas immediately surrounding the bridge are environmentally sensitive,” Kagawa said. “A separate, but related contract will later go out for extensive plantings in the disturbed work area. The contract calls for the installation of fish logs to promote fish habitat immediately under the bridge.”  CEG

Crews utilized a Manitowoc 777 lattice-boom crawler crane for new bridge construction.

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • September 26, 2021 • Page 11

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