PACIFIC NORTHWEST EDITION
A Supplement to:
®
October 2 2016 Vol. I • No. 20
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com
ODOT to Host Public Grand Opening for Highway 20 By Lori Tobias CEG CORRESPONDENT
Rarely has an Oregon highway project completion been so eagerly anticipated and so long overdue, which is why the Oregon Department of Transportation is not about to let the date go without a celebration. On Oct. 1, ODOT will host “Play on the Grade,” the public grand opening of a new stretch of Highway 20 originally set to open seven years ago. The project to replace 10 mi. (16 km) of narrow, twisting roadway with 5.5 mi. (8.9 km) of straighter road with passing lanes and wide shoulders has been in the works in some form or another since the environmental impact statement was completed in 2004. Originally set to open in 2009 at a cost of $150 million, it has since more than doubled in cost, coming
in at about $368 million. The project has seen lawsuits, landslides and ultimately the demolition of numerous bridges, forcing a new design. It is nonetheless a welcome day for many Oregonians. The old stretch of road is so treacherous cars once sported bumper stickers boasting “I survived Highway 20.” And the drivers weren’t kidding. The stretch of highway sees an average of 22 accidents and two fatalities annually. It parallels a river, with tight curves, thick vegetation, heavy truck traffic and a tendency to get icy in cold weather. Not exactly a relaxing drive. In just weeks, that’s about to change. Construction crews are currently working nearly around the clock excavating, paving and installing guardrails. “We’re excavating 350,000 cubic yards of soil,” said Markus Schaaf, ODOT assistant project
ODOT photo
The project replaced 10 mi. (16 km) of narrow, twisting roadway with 5.5 mi. (8.9 km) of straighter road with passing lanes and wide shoulders.
manager. “That filled about 35,000 regular sized dump trucks. At one point they were running just on the west end, five to 12 trucks at a time, plus dump trucks bringing in asphalt and base rock.” On site, equipment includes excavators, loaders, large 825 compactors for the fill in the buttresses, articulated 740 off-road trucks, Caterpillar D8 and D9 dozers and road graders to grade out all the base rock. “Half of the soil is going back into the project and to build a buttress,” said Steven Schultz, ODOT project manager. “The other half is going to go just to the west of the alignment. We own a bunch of property and are building big stockpiles of dirt.” The current work also is some of the most intense. “The biggest challenge is definitely the west end curve excavasee ODOT page 8
Solvay’s Longview Expansion Nears October Completion By Andrea Watts CEG CORRESPONDENT
The pulp and paper industry may be traditionally associated with the production of pulp from wood for use in newsprint and other paper products, but there is an emerging pulp market that Solvay Chemicals is looking to capitalize on, and it’s the reason behind their $22-million expansion of their hydrogen peroxide production plant in Longview, Wash. “We used to call it the pulp and paper market,” said Marcie Peters, head of Solvay’s Peroxide Business in North America, “but today we simply call it the pulp market, which is more comprehensive and focused on this high-growth segment.” Also known as the pulp plus market, this emerging mar-
Solvay Chemicals photo
In March 2016, site preparation for the Longview Solvay plant began, and crews poured the mat slab equipment foundations and installed the underground process drainage and electrical systems.
ket uses alternative fiber technologies to produce pulp from other renewable sources, such as wheat straw, sugar cane residue, or other organic waste products. “We think now that the timing is right for a big push by U.S. manufactures to find sustainable solutions” when manufacturing their products, she explained. And although the source of the pulp is changing, the bleaching and chemical processing agent of hydrogen peroxide, which Peter credits as being the most environmentally friendly, remains the same. Solvay’s Longview plant is one of two plants in North American which produce hydrogen peroxide; the other plant is located in LaPorte, Texas. The Longview plant primarily supplies the West Coast, Canada and into Montana and Idaho, while the LaPorte plant supplies the Midwest see SOLVAY page 4
Page 2 • October 2, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
ODOT Plans Ahead for Scottsburg Bridge Replacement ODOT is taking the first step toward replacing the Scottsburg Bridge. While the money needed to build the bridge hasn’t been secured, ODOT is designing a new bridge that will better accommodate modern traffic. If construction funding for a new bridge cannot be secured, ODOT will shelve the plans for the new bridge and focus on a variety of bridge repairs instead.
when most vehicles were small and speeds low, the bridge’s narrow lanes and tight corners at both ends are less than ideal for modern traffic. What Is the solution? Over the years, ODOT has focused on maintaining the existing bridge and addressing problems as they arise. Fully repairing the bridge would involve sand-
Project facts: • Location: Oregon 38 (Umpqua Highway), milepost 16.4 • Overall budget: $37 million (estimate) • Construction schedule: 2019 or later (pending funding) What Is the Problem? Oregon 38 is a vital route between Interstate 5, the southern Oregon coast and the Port of Coos Bay. Although many other bridges along Oregon 38 have been replaced in recent years, the Scottsburg Bridge remains largely unchanged since it was built. Opened in 1929, during an era
ODOT photo
ODOT is designing a replacement bridge in the event that construction funding becomes available.
ODOT photo
Oregon 38 is a vital route between Interstate 5, the southern Oregon coast and the Port of Coos Bay.
blasting and repainting the green steel truss and repairing any bad steel sections, repairing and
repaving the deck and replacing the deck joints, replacing the concrete railing, repairing the concrete
pier caps, and strengthening the bridge to better withstand earthquakes. However, such repairs wouldn’t address the more fundamental problems with the bridge — the narrow width, sharp approach curves and low overhead clearance. Due to the need for so many
repairs and improvements to the existing structure, ODOT believes the construction of a new bridge would be a better long-term investment. A new bridge could better accommodate modern traffic and would be more likely to withstand a large earthquake or other natural disaster than the current structure. As a result, ODOT is designing a replacement bridge in the event that construction funding becomes available. The new bridge will be designed according to modern standards and built just downstream of the existing structure. Due to the cost of maintaining two structures, the old bridge would be removed. Most other details of the new bridge have yet to be determined. Depending on funding, a new bridge could be constructed as early as 2019. If funding for a new bridge cannot be secured, ODOT will proceed with the repairs mentioned above. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
ITD Plans Replacement of Ketchum’s Big Wood River Bridge The Idaho Transportation Department (ITD) is planning a replacement of the U.S. 20 Big Wood River Bridge in Blaine County. The bridge, locally known as Stanton Crossing, is located at milepost 176 about 2 mi. (3.2 km) west of the Idaho 75 (Timmerman) junction. Project Background The current bridge, built in 1956, is a three span structure with an overall length of 237 ft. (72 m) and is 32 ft. (9.75 m) wide. The bridge is located adjacent to the Stanton Crossing campground managed by Idaho Department of Fish & Game. When constructed, the campground was originally known as Roadside Park built by ITD when the highway was State Highway 68. When highway was realigned and designated as U.S.-20, the Roadside Park remained in effect until construction of the
Timmerman Rest Area. The Stanton Crossing site has a long history of recreational activities, such as camping and fishing. Project Description The project involves replacing the aging and structurally deficient Big Wood River bridge. The new structure will be wide enough to accommodate two 12-ft. (3.65 m) lanes and 6-ft. (1.8 m) shoulders. The bridge will be designed to best meet the requirements for a meandering river while still protecting the bridge. The project will have temporary impacts to the campground, while having longterm improvements to the campground area. The expected construction year is 2018. (This story also can be found on Construction Idaho Transportation Department Equipment Guide’s website at The current bridge, built in 1956, is a three span structure with an overall length of 237 ft. (72 m) and is 32 www.constructionequipft. (9.75 m) wide. mentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • October 2, 2016 • 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 • October 2, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
‘Titan Project’ Expands Solvay’s Hydrogen Peroxide Plant
Solvay Chemicals photo
Solvay Chemicals photo
The steam methane reformer, along with its process vessels and process equipment, are installed on skids, and its installation is being coordinated with the installation of the auto-oxidation peroxide plant.
Atlanta-based HydroChem designed and built the new methane steam reformer unit for Solvay’s Longview plant.
SOLVAY from page 1
and East Coast. Peters said that the reason for expanding production at the Longview plant was to service their customers’ growing market demand in the Pacific Northwest, not only in the pulp market but also for the electronic-grade hydrogen peroxide serving the electronics market. The expansion, which consists of both above- and below-ground work, is dubbed the “Titan Project”, according to Michael Banigan, the former plant manager and current project manager for the expansion. It’s the third expansion at the plant since its commissioning in 1989. He said that to produce more peroxide, the plant needed additional hydrogen manufacturing capabilities.
“The key to our process is the availability of hydrogen, which we make by extracting the hydrogen molecule from methane [nature gas],” Banigan explained, and a portion of the expansion project called for installing another methane steam reformer to increase hydrogen production. Hydrogen peroxide (H2O2) is manufactured through a three-step process that starts with combining oxygen and hydrogen in the presence of an organic molecule, a substituted anthraquinone. This “working solution” is circulated through pipes looped throughout the plant before entering a reactor where the hydrogen molecule is attached in the presence of a catalyst. The solution is then filtered to remove the catalyst.
From there, it travels to the next sector of the plant where the oxygen molecule, which Banigan described as “basically just compressed air,” is attached. The third and final step is extracting the aqueous solution (now hydrogen peroxide) from the organic molecule and then it is “cleaned” and stored for sale. The organic molecule is then recirculated to begin the process again. The detail engineering for the expansion started in late 2014, and Solvay contracted with Atlantabased HyrdoChem to design and build the new methane steam reformer unit. The Longview office of JH Kelly was awarded a significant portion of the Solvay plant above- and below-ground construction, as well as receiving
the award from HydroChem to construct the methane steam reformer. In March 2016, the site preparation began and included excavation and pile driving of the 144 16in. (.4 m) augercast piles for both the reformer and the peroxide area (where the auto-oxidation process will occur). Other work also started in March included pouring the 1,800 cu. yds. (1,376.19 cu m) of concrete needed for the mat slab equipment foundations and installing the underground process drainage and electrical systems. “The first part of the job was to make sure we had all of the underground and foundation work done so when the vessels started to arrive, we could just lift them off their transport vehicles and place
them right on the pads,” Banigan explained. Construction over the summer involved the above-ground phase of the expansion. For the methane steam reformer, its process vessels and process equipment are installed on skids, and Banigan said that all the skids and vessels were installed by the end of June. Crews interconnected the skids and installed the off-skid piping, along with installing the electrical, instrumentation and utilities. The reformer is scheduled for completion on October 14th, and he said they anticipate meeting their schedule. The end of June also saw the start of the above-ground phase for the auto-oxidation peroxide plant, see SOLVAY page 8
Solvay Chemicals photo
The Longview office of JH Kelly was awarded a significant portion of the Solvay plant construction. Completing the project will require an estimated 43,000 man hours.
Solvay Chemicals photo
Crews poured 1,800 cu. yds. (1,376.19 cu m) of concrete needed for the mat slab.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • October 2, 2016 • Page 5
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Page 6 • October 2, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Deck Area Percentage...
WSDOT-Owned Bridges Meet Performance Goal in 2016
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Bridges owned by the Washington State Department of Transportation met an annual performance goal of having at least 90 percent of deck area in fair or better condition, despite a slight decrease from one year ago. In its 62nd edition of the “Gray Notebook” quarterly performance report, WSDOT examines the reasons 92.1 percent of WSDOT-owned bridges by deck area were in fair or better condition in 2015 and notes why they declined to 91.2 percent in 2016. This edition also analyzes the conditions of WSDOT ferry vessels and ferry terminals; looks at traffic fatalities and serious injuries to determine the root causes; reviews the amount of freight being moved through Washington; and sheds light on the agency’s progress in removing fish passage barriers. Highlights from this edition of the “Gray Notebook” include: • The percent of WSDOT ferries vessel
systems overdue for replacement increased from 9 percent in fiscal year 2015 to 11 percent in FY 2016. WSDOT had 87 percent of its ferry terminal systems in fair or better condition in 2015, a 1.6 percentage point decrease from 2014 (Gray Notebook p. 23). • Washington had 567 roadway fatalities in 2015, a 22.7 percent increase from the 462 in 2014. During the same period, there was a 3.6 percent increase in vehicle miles traveled in Washington from 2014 to 2015 that potentially resulted from an improving economy and lower fuel prices (Gray Notebook p. 10). • WSDOT corrected 10 fish passage barriers in 2015, improving fish access to 46 mi. (74 km) of potential upstream habitat (Gray Notebook p. 35). For more information, visit www.wsdot.wa.gov/Accountability/. (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 • October 2, 2016 • Page 7
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Solvay Anticipates Growth, Second Phase of Expansion SOLVAY from page 4
the installation of several 30-ft.-tall (9.14 m) and 15-ft.-diameter (4.57 m) peroxide vessels and fabrication of the piping. A horizontal degasser vessel, that when fully loaded weighs 600,000 lbs. (272,155.4 kg), and its structural support is also being constructed. This work has to be closely coordinated with the methane steam reformer work to ensure both areas are connected together in October. At peak construction, Banigan estimated that there will be 80 crafts people on site, and of the 43,000 estimated construction man hours required to complete the expansion, about 9,000 work hours have been expended. One aspect of the Longview plant and its expansion that both Peters and Banigan emphasize is its safety record. “Longview has a fantastic safety record; to take on projects this large, and accomplish this without any safety incidents up to this point is really remarkable,” Peters said, with Banigan adding that “when
Solvay Chemicals photo
By the end of June, all the skids containing the methane steam reformer units were installed, and the remainder of the work entails interconnecting the skids and the off-skid piping.
we select a contractor, one of the criteria we use is to make sure they have a robust safety program and JH Kelley, in addition to the other contractors on the job, certainly does have a very good safety program.” Banigan said that they hired three new positions as a result of the expansion but don’t anticipate needing additional positions to operate the plant since it’s fully automated. And even though the expansion isn’t even finished, Solvay is already anticipating future growth beyond what the current expansion can fulfill. “The Longview expansion was made with the idea that there would be a second phase,” Peters explained. “There is no specific date because it will be directed solely by market demand and the need for Solvay to provide the security of supply our customers have come to expect from a market leader.” (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.) CEG
Long-Awaited Highway 20 Reconstruction Complete ODOT from page 1
tion,” Schultz said. “That’s due to the close proximity to the roadway and the steepness of slope. We’ve had to move a lot of material in the 10-hour night closures. Ideally, we would work 12-14 hours shifts. But we had to work with 10 hours. It’s not an easy place to work at all.” Starting on Aug. 14, ODOT began closing the highway that runs from the Oregon Coast to the larger town of Corvallis, and also leads to I-5 Sunday through Thursday
nights. “With the excavation occurring on very steep slopes, we have lots of rocks and stumps rolling down the hill,” Schultz said. “We also have to blast close to the highway. We don’t want people to drive where we’re excavating so we close to the highway.” They will begin closing the road on Saturday nights now as well, Schultz said. “The contractor is getting pressed by the weather,” Schultz noted. “We’ll enforce closures through end of October if needed.” While the highway will open to traffic, the ODOT photo
On Oct. 1, ODOT will host “Play on the Grade,” the public grand opening of a new stretch of Highway 20 originally set to open seven years ago.
west end tie-in will be temporary. “That will be in place over the winter, and next summer we’ll come back and finish out the tie in into the permanent alignment,” Schultz said. “Right now the last half mile of the existing highway is right next to the river. When it’s finished it’s going to be farther inland, which will make it a smoother transition. The quantity of work is too much to get done in one summer. But we will do as much as we can this year.” Despite the long duration and intensity of the project, which ODOT took over from the
original design-build low bidder Granite Construction Co. in 2012, ODOT is proud of its safety record. There has been only one serious injury, which occurred during a logging accident. “Everything else has been minor,” Schultz said. “We have very few time loss injuries. Safety is very important to us. We talk about it every week at our meetings.” (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.) CEG
ODOT photo
Construction crews are currently working nearly around the clock excavating, paving and installing guardrails.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • October 2, 2016 • Page 9
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Page 10 • October 2, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • October 2, 2016 • Page 11
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