CALIFORNIA STATE EDITION
A Supplement to:
May 10 2020 Vol. I • No. 10
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your California Connection – Debbie Hansen – 1-702-239-0348 – dhansen@cegltd.com
Wirtgen Cold Milling Machines Key At Oroville Dam By Tom Kuennen
California Department of Water Resources photo
SPECIAL TO CEG
In a grueling mountain application — while aimed downward at a 30-degree angle and steadied by cables from the top — two Wirtgen cold milling machines removed a temporary, emergency-placed concrete surface of the lower part of the great spillway of the Oroville Dam and reservoir in advance of permanent resurfacing. In the hills north of Sacramento, at 770 ft. (235 m) high, the Lake Oroville dam is the tallest dam in the United States, and provides water supply, hydroelectricity generation and flood control. The dam impounds Lake Oroville, the second largest man-made lake in the state of Calif., capable of storing more than 3.5 million acre ft. (1.1 trillion gallons, or 4.3 trillion liters) of rain and snowmelt water. The main spillway is just under 180 ft. wide, as wide as a 12-lane freeway with center divider. With a total length of 3,055 ft., it can handle 270,000 cu. ft. per second if necessary. The 2016-2017 season was the wettest winter ever in northern Calif., and the record-setting precipitation brought a massive amount of runoff to the region. At that time, Lake Oroville received an entire year’s average runoff, 4.4 million-acre ft., in about 50 days. Beginning in January 2017, record inflows forced the project owner — the California Department of Water Resources (DWR) — to release excess water down the spillway. More than five million-acre ft. of water from Lake Oroville was released from February through May 2017, more than twice the amount that had ever been released from the main spillway. But due to the unprecedented volume of water going down the spillway and water pressure from beneath, the main spillway was eroded and damaged to the point where reconstruction was required. In a race to complete the project in time for the winter of 2018-2019, the $1.1 billion Lake Oroville Spillways Emergency Recovery Project was completed Nov. 1, 2018, and Wirtgen products and its
On steep spillway slope, with forward speed of 9 ft. per minute, a Wirtgen W 2100 cold milling machine prepares surface for reinforced concrete slab; millings placed in 7 cu. yd. haul vehicles, usually used in difficult open-cast mine applications.
customer, Anrak Corporation, Sacramento played an important role as milling subcontractor to the prime, Kiewit Infrastructure West. Milling Through RCC First, to restore functionality to the spillway in case it was needed, roller compacted concrete (RCC) was placed where needed to fill eroded gaps, blow-outs and across the
surface of the spillway. But this temporary material had to be removed in advance of a permanent fix. “Anrak was milling roller-compacted concrete that had been placed temporarily during the emergency phase of the project,” said Tom Chastain, applications specialist for Wirtgen America Inc. “Ultimately, the finished concrete surface would be placed on that area.” see OROVILLE page 8
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Page 2 • May 10, 2020 • www.constructionequipmentguide.com • California State Supplement • Construction Equipment Guide
Construction Equipment Guide • California State Supplement • www.constructionequipmentguide.com • May 10, 2020 • Page 3
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Page 4 • May 10, 2020 • www.constructionequipmentguide.com • California State Supplement • Construction Equipment Guide
Caltrans Eyes Alternatives for Albion River Bridge Project By Ruksana Hussain CEG CORRESPONDENT
The California Department of Transportation (Caltrans) is currently reviewing rehabilitation and replacement alternatives for the Albion River Bridge Project in California’s Mendocino County. The 969-ft. long, 26-ft. wide timber bridge constructed in 1944 does not meet current safety standards and demands high maintenance costs. It sits above the Albion River at approximately 140 ft. As the last standing wooden bridge on Highway 1, it has earned a spot on the National Register of Historic Places and the California Register of Historic Places. But its aging structural condition causes concern for Caltrans, and the team has had several other challenges on this project, foremost being local community opposition against replacing a bridge that many consider integral to the area’s history. “Overall the bridge is iconic and the community members who are opposed to the project feel that the existing bridge defines them as a unique coastal community,” said Project Manager Frank Demling, who has worked with Caltrans for three decades. “They believe the bridge should continue to be maintained rather than replaced.” Every other year, Caltrans has a contractor replace bolts and rotten timbers as part of maintenance activities to keep the bridge functional. But the cost escalates over time and repair work impacts the traveling public, requiring traffic control and, in some cases, full closures. In the long term, Caltrans views it an unsustainable exercise in maintaining a structure at a high cost with limited years of service. Current Condition The Albion River Bridge’s existing structure constructed with Douglas fir timber is vulnerable to seismic events and takes up a significant footprint on the beach with its
The Albion River Bridge’s existing structure constructed with Douglas fir timber is vulnerable to seismic events and takes up a significant footprint on the beach with its timber towers.
timber towers. The wood is treated with arsenic and hexavalent chromium, which is leaching into the environment, resulting in an acceleration in the rotting timbers. Not all timbers leach chemicals at the same rate, leaving only a probable estimate on the number of years of service possible for the bridge. Currently, that time frame is 10 years. While this structure does not provide for the multi-modal needs of the public, the new bridge will feature 6-ft.-wide shoulders to accommodate cyclists and disabled vehicles, and a 6-ft. separated pedestrian walkway on the westside. The primary benefit will be safety and reduced maintenance costs. The cost for Construction Capital and Right of Way Capital is $60 million, with a service life of 75 to 100 years, if not more. The only maintenance involved in a concrete structure is repairing the bridge joints and treating the
concrete deck every few years to prevent water intrusion. California Coastal Commission staff’s bridge type preference would be an arched bridge resembling many of the bridges constructed along the Calif. coast. This will afford a much smaller footprint and better visual character. Though the project was first initiated in 1999, Demling was assigned to it in 2012. He expects to advertise the project in May 2023, go to construction about June 2024 and aim for completion in October 2026. Project Details In 2017, approximately 800 bolts on the Albion River Bridge were replaced. This year, 1,100 bolts will be replaced and there are a number of rotten timbers that need to be repaired. The process for repairing rotten timbers involves digging out the rot and injecting the void with an epoxy resin. There
are also 53 timber scabs to be replaced, but because of the location of said scabs, work isn’t planned until next year as it requires full closure for 20 non-consecutive days at night on the bridge. Given this is a timber bridge, there aren’t a lot of contractors bidding on these types of repair projects and there is no special equipment involved. Caltrans District 1 had a maintenance crew that ,up until 2017, was responsible for performing all of the maintenance on the bridge, but because of the extent of work required, had to advertise and award a contract to a private contractor. The department received five bids for the project. The 2017 Albion Maintenance project was awarded to Bugler Construction, with the apparent lowest bid at 1.47 percent ($17,782.20) under the engineer’s estimate (EE) of $1,210,044.20. The company also bid 70 working days for this cost plus time contract, which was within the specified range of 70-to-100 working days. Bridge Concerns One of the key concerns for Caltrans though is the condition of the internal shear rings which carry approximately 60 percent of the load on the bridge. The internal shear rings (split ring and toothed ring connectors) in all existing timber connections cannot be accessed for inspection. They can only be accessed by dismantling the connection. Most of the connections have never been dismantled and the integrity of the internal shear rings is unknown. A partially exposed shear ring observed during a regular inspection showed significant rust. “This is a marine environment and water intrusion into those joints has an impact,” said Demling. “In our follow up maintenance project next year, we will open three major connections to get a look at internal shear rings.” The sampling will help determine if they’re in as poor shape as believed. If yes, Caltrans may
The cost for Construction Capital and Right of Way Capital is $60 million, with a service life of 75 to 100 years.
In 2017, approximately 800 bolts on the Albion River Bridge were replaced. This year, 1,100 bolts will be replaced.
see ALBION page 10
Construction Equipment Guide • California State Supplement • www.constructionequipmentguide.com • May 10, 2020 • Page 5
Page 6 • May 10, 2020 • www.constructionequipmentguide.com • California State Supplement • Construction Equipment Guide
Commission Approves Billions for Improvements, Projects The California Transportation Commission recently approved $2.6 billion in funding for multimodal transportation improvement projects that will move people and freight more efficiently throughout the state while improving safety and the environment. The Commission also announced calls for new transportation projects totaling $2.4 billion. Nearly half the funding comes from recent legislation, Senate Bill 1 (Beall), known as the Road Repair and Accountability Act of 2017. The Commission's actions come at a time when the state faces serious impacts from the COVID-19 pandemic. “The Commission recognizes that COVID-19 will have unprecedented impacts on the health, safety, and mobility of California's residents,” said Commission Chair Paul Van Konynenburg. “During these challenging times, the Commission plans to keep working to dedicate funds to multimodal transportation projects in order to provide benefits to the residents of California. Today's actions provide critical funding for high-priority projects identified by both the state and regional agencies to meet California's multimodal transportation needs.” The Commission conducted its regularly scheduled meeting via a public teleconference, in accordance with Gov. Gavin Newsom's March 17, 2020 Executive Order N-29-20 addressing the conduct of public meetings during periods when public health official have imposed or recommended social distancing measures. Commission Dedicates $2.6 Billion for Multimodal Transportation Projects The State Transportation Improvement Program (STIP) funds state highway, local road, active transportation, transit, and intercity rail improvements. The 2020 STIP adopted at a recent meeting makes available nearly $2.6 billion over five years. Senate Bill 1 stabilized funding for the STIP by fixing the rate on a portion of the gasoline excise tax that previously fluctuated based on gasoline prices. The legislation also
The California Transportation Commission approved $2.6 billion in funding for multimodal transportation improvement projects that will move people and freight more efficiently throughout the state.
indexes the rate to account for inflation. The 2020 STIP program continues funding for existing projects and also dedicates funds to more than 30 new projects across the state, including high occupancy vehicle and express lanes, commuter and intercity rail, interchange improvements, local road reconstruction and rehabilitation, bridge replacements, bicycle and pedestrian transportation improvements, zero-emission bus purchases, and more. Commission: New Projects Totaling $2.4 Billion In addition, at today's meeting the Commission approved funding guidelines for three other programs that receive Senate Bill 1 funds, thereby giving the green light to regional transportation agencies and other eligible entities across the state to apply for project funding. Due to the impacts of the COVID-19 pandemic, the application deadlines noted below
are subject to be modified at the Commission's next meeting on May 13, 2020. 2020 Trade Corridor Enhancement Program ($1.4 Billion): Created by Senate Bill 1, the Trade Corridor Enhancement Program funds infrastructure improvements on specified trade corridors and along other corridors that have a high volume of freight movement as determined by the Commission. This funding cycle provides $1.4 billion ($1 billion from Senate Bill 1 and $391 million in federal funds) over the next three fiscal years. Applications are due July 15, 2020. 2020 Local Partnership Program ($600 Million): Created by Senate Bill 1, this program funds projects for cities, counties, districts, and regional transportation agencies that have passed tax measures or imposed fees dedicated solely to transportation improvements. This funding cycle provides $600 million over the next three fiscal years. Applications are due June 12, 2020. 2021 Active Transportation Program ($446 Million): Created in 2014, this program funds projects to increase the use of active modes of transportation such as biking and walking. Senate Bill 1 nearly doubled the funding for this program. This funding cycle provides $446 million over the next four fiscal years. Applications are due June 15, 2020. Solutions for Congested Corridors Program The Commission also is still accepting applications for its Solutions for Congested Corridors Program until June 30, 2020. This program provides funding to achieve a balanced set of transportation, environmental, and community access improvements to reduce congestion throughout the state. The Commission announced the call for projects for this program at its January 29, 2020 meeting. This funding cycle provides $494 million over the next two fiscal years. Information and guidelines for each program are available on the Commission's website at www.catc.ca.gov under the "Programs" tab.
Work Starts On U.S. 101 Bridge Deck at Alemany Circle In late April 2020, Caltrans will begin construction work to replace the U.S. 101 bridge deck at San Francisco’s Alemany Circle. This is a priority project for Caltrans to maintain one of the Bay Area’s most heavily travelled corridors, connecting the Peninsula to downtown San Francisco. More than 240,000 vehicles travel through this corridor daily. Caltrans has determined this critical infrastructure work, originally planned for July 2020, can be safely fast-tracked to begin in April and completed while our current travel demand is low. It can also complete the project in a shorter timeframe before California’s stay-at-home order is lifted further reducing the impact to local and regional traffic. Construction will completely remove and rebuild 800 ft. of bridge deck and is expected to be completed in early May. Construction will include a temporary detour of northbound 101 traffic onto highway 280. Once
This project is a priority for Caltrans to maintain one of the Bay Area’s most heavily travelled corridors, connecting the Peninsula to downtown San Francisco.
the northbound 101 deck is closed at Alemany Circle, it will be demolished and rebuilt. After the northbound deck is complete, southbound 101 traffic will be shifted onto
the new northbound deck. The southbound deck will then be demolished and rebuilt. Check this site for updates about when detours will be in effect. While Caltrans is proud to be able to fast-
track this project to take advantage of diminished traffic flow, it recognizes that this project, like all construction projects, will have impacts on the surrounding neighborhood. Caltrans is making every effort to minimize those impacts. The project is funded in part by state Senate Bill (SB-1), the Road Repair and Accountability Act of 2017, a landmark transportation investment to rebuild California by targeting funds toward transit and congested trade and commute corridor improvements. SB-1 currently invests $5.4 billion annually to help address a backlog of repairs and upgrades and provide for a cleaner travel network for the future. Public health and safety for construction workers, residents, local businesses, and drivers is Caltrans’s top priority while leading this project to ensure the future safety of this vital roadway. Please visit the Worker Safety page for more information on construction worker safety.
Construction Equipment Guide • California State Supplement • www.constructionequipmentguide.com • May 10, 2020 • Page 7
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Volvo Gets $2M to Test Electric Equip. Volvo Construction Equipment was awarded a $2 million grant for a commercial pilot of the company’s electric, zero emission excavator and electric wheel loader in California. The grant, administered by the South Coast Air Quality Management District (South Coast AQMD), is funded by the U.S. Environmental Protection Agency’s (EPA) Targeted Air Shed Grant Program, which helps agencies develop plans and conduct projects to reduce air pollution in areas with the highest level of smog and soot in the United States. South Coast AQMD is responsible for attaining state and federal standards by improving air quality in the South Coast Air Basin of California. Volvo CE will invest another $1.5 million on top of the awarded amount, which will raise the total project amount to $3.5 million. The grant aims to accelerate the deployment of zero emission technologies for off-road mobile equipment, which is one of the major contributors to nitrogen oxide (NOx) emissions in the South Coast Air Basin. The South Coast AQMD region includes Orange County and major portions of Los Angeles, San Bernardino and
Riverside counties, including the Coachella Valley. “Off-Road Construction equipment accounts for 43 tons per day of NOx emissions in the South Coast Air Basin,” said Wayne Nastri, executive officer for South Coast AQMD. “We look forward to working with Volvo as they pave the way for the development of zero emission technologies in this sector.” Volvo CE’s electric compact ECR25 excavator and L25 wheel loader are currently being developed and tested in Europe. Volvo CE will adapt some configurations previously developed for the European program and demonstrate the machines in real-life applications for a minimum of six months in California. Tests will start during the second half of this year — September for the excavator and December for the wheel loader. Three customers in the South Coast Air Basin area will be selected to test the machines. The results of these demonstrations, together with customer feedback, will be reported to South Coast AQMD. “We are honored to be awarded this grant. It is a recognition of Volvo CE’s commitment to building a more sustainable future,” said Stephen Roy,
senior vice president for the Americas, Volvo CE. “We are also excited for the opportunity to bring these prototypes to our customers in the U.S. after our big success with customers in Europe, and show that these machines are not only key tools to reduce emissions, they are also great for business, as they deliver low noise levels, high efficiency and reduced energy costs.” Before arriving on test sites, the two electric prototypes were displayed in March at the CONEXPO 2020 tradeshow in Las Vegas. Volvo CE was the first construction equipment manufacturer to announce the production of entire ranges of electric compact excavators and wheel loaders to replace their diesel enginebased models. Last year at the bauma tradeshow, in Germany, the company launched both the ECR25 excavator and L25 loader prototypes. South Coast AQMD: For news, air quality alerts, event updates and more, please visit us at www.aqmd.gov, download our award-winning app, or follow them on Facebook, Twitter and Instagram. For further information, please visit https://www.volvoce.com/press.
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Page 8 • May 10, 2020 • www.constructionequipmentguide.com • California State Supplement • Construction Equipment Guide
Construction Crews Work to Fill Eroded Spillway Project OROVILLE from page 1
Anrak’s Project Superintendent Chris Anderson added, “The section we milled was a temporary fix of roller-compacted concrete, placed so the owner could open the spillway up during the winter rains if necessary. The RCC was placed just to ‘get by’ that coming winter. We were grinding it to get it down to finish grade so they could form it and come back with 3 ft. of portland cement concrete for the final surface.” Dimensions of the lower spillway project itself was 1,000 ft. long by approximately 180 ft. wide, resulting in 180,000 sq. ft. of roller-compacted concrete removed, on an average of 1 to 1.25 in. deep. This phase of the project lasted eight days. “We ground the roller-compacted concrete because it had been put in quickly and was not to final, perfect grade,” said Anrak’s Executive Vice President Tom Schmidt. “They shot the grade for us, and we ran the numbers.” Special Bit Spacing For this work, a W 2100 with 7.2-ft. drum removed approximately 2 in. of the temporary concrete. Milling in tandem, it was followed by its successor model, a W 210i, also with 7.2-ft. drum, to provide a texture to the substrate that would be optimal for placement of the finish concrete. Wirtgen’s Level Pro system kept both machines on grade without fail, Schmidt said. “The way it’s engineered into the mill makes it possible,” he said. “We’ve run every grinder out there, and nobody holds grade like the Wirtgen with the Level Pro system. We find it dependable, accurate and consistent, as it doesn’t fluctuate or bounce the machine around.” “That’s important when cutting RCC or portland cement concrete,” Anderson said. “The vibration from cutting that hard surface doesn’t faze the Level Pro; it always stays working.” Anrak milled 2 in. of the concrete with the W 2100, removing irregularities, and then brought in the W 210i with a different-style drum to give a different texture on it, Chastain said. “They milled it out wall-towall, edge-to-edge, across the surface of the spillway, and put a good texture on it so that when they came back to put the finished layer of concrete, they would have a good base to build on,” he said. The W 2100’s drum used an improvised Wirtgen Eco-cutter design with wider bit spacing than conventional, providing fewer teeth but greater breakout force. The drum on the 210i was a standard design, able to put a finer texture on the concrete, supplying a better grip. “We switched over to an Eco drum for the W 2100,” Schmidt said. “We blocked it with
California Department of Water Resources photo
Working in tandem, and secured by cables, Wirtgen W 2100 and W 210i cold mills with 7.2-ft. drums remove approximately 2 in. of the temporary RCC, to provide a texture to the substrate that would be optimal for placement of the finish concrete; wall of freight containers placed side-to-side at the bottom of the spillway would stop anything which might come its way.
spacers and put the bigger holders in for the Wirtgen concrete bits. The Eco drum configuration gives us more horsepower from the machine per tooth, because fewer teeth gives less resistance.” “For the W 2100, on an LA 30 configuration we installed 72 ‘dummy’ teeth, essentially covers of the HT11 tool holders instead of teeth,” Chastain said. “The covers ‘blanked-out’ the holders so we were able to reduce the number of teeth on the drum. This spreads out the pattern with fewer teeth, but with better breakout force per tooth.” For the W 210i, a standard LA 15 cutting drum was used. “The W 210i cut to the final grade, hitting all the numbers, and leaving a smoother texture,” Anrak’s Schmidt said. Wirtgen W 22 concrete cutting tools were used on both drums for their durability. The concrete strength on the project was measured between 6,000 and 9,000 psi and was about seven months old, and getting stronger the longer it aged. Milling at 30 Angle The two Wirtgen mills were brought up to the top of the project on low-boy trailers, then hoisted onto a completed area at the top
of the spillway with lattice-boom cranes. As the area under reconstruction was about three feet lower than the completed area at the top, massive ramps were built so the mills could move down to the work area. Then, the W 2100 made its initial pass, followed by the W 210i. As they made their downward passes under their own power, each mill was secured by a wire rope connected to a large wheel loader above. The wire ropes were attached to all four corners of the massive loader buckets. The W 2100 was secured with a 1.25-in. cable, and the W 210i with a 1-in. cable. Each cable had a total length of 1,487 ft. But the wire ropes inadvertently posed their own problems: as work progressed, the cables began abrading the concrete surface. The solution was simple: set the cables on tops of several hundred wheeled “dollies” used to move heavy furniture. These elevated the cables above the surface, yet could shift as needed to accommodate cable movement. “Initially we did not have the wheels underneath the wire ropes, so the cables started rubbing on the finished concrete at the top of the spillway,” Chastain said. “The
dollies saved the concrete surface. They came from furniture stores, hardware stores, anywhere they could find them. It seems they may have bought every furniture dolly in northern California.” “The furniture dollies were rated at 1,000 lb. capacity each,” Schmidt said. “We bought every furniture dolly we could within a 70-mile radius, and found more than 800 of them. We spaced them every four feet and connected the cable to the dolly with electric conduit clamps.” The milled material came out very smallsized, he added. “They maintained a forward speed of 9 feet per minute, so the cutting tools were making more hits in a shorter distance,” Chastain said. “They moved this slowly to maintain the texture, but also for safety, as they didn’t want the machine to be milling too fast going down the spillway. The result was a smaller milled aggregate.” Milled aggregate was deposited in tracked 7 cu. yd. haul vehicles, usually used in difficult open-cast mine applications. “All milled material was dumped at the base of the spillway by the trucks, which you might call allterrain haul vehicles, Chastain said. “They see OROVILLE page 9
Construction Equipment Guide • California State Supplement • www.constructionequipmentguide.com • May 10, 2020 • Page 9
California Department of Water Resources photo
Workers from Kiewit Infrastructure use a crane to lower a Wirtgen W 2100 cold mill onto the upper chute of the Lake Oroville main spillway.
Kiewit Crews Make Tough Milling, Loading Jobs Easier OROVILLE from page 8
had zero turn radii so they could pivot 180 deg in a single spot. They would drive forward down the spillway, rotate halfway and dump the material, then rotate halfway again back at the mill.” “They fit our needs very well,” Anderson said. “They could articulate all the way around 360-degrees. They would go straight down the grade, turn around, dump the millings, drive back up to the grinder, and turn around again to receive millings. The haul vehicles then dropped the millings at the bottom of the spillway, and the milled aggregate was being taken to a concrete plant to be recycled into more concrete for the job,” Anderson said. Likewise, the Wirtgen mills would back up the spillway at the end of a pass. They were not pulled up by the wire ropes, which were only used to secure the mill on its downward pass. Generally, a downward pass would take an hour and 45 minutes to two and a half hours to complete, with another 30 to 45 minutes to back up for next pass. Each mill made 28 passes, 7 ft., 2 in. wide. Safety Foremost Safety was paramount during this application, and no stone was unturned in providing a safe working environment. All workers had live communications at all times via headsets. The mills were secured with cables
to prevent runaways. And a wall of freight containers was placed side-to-side at the bottom of the spillway to stop anything which might come its way. “The overall safety precautions were phenomenal,” Chastain said. “It was a delicate situation, as nothing like this had ever been tried before. They crossed every ‘T’ and dotted every ‘I’ over and over to make sure everything would be safe. Meeting after meeting set out the procedures and made sure the whole ‘ballet’ was orchestrated so everything ran right.” “The most challenging part of this job was that it had never been done before,” Schmidt said. “Every bit of it was challenging. The communications routines — from mill operators to loader operators, and more — had to be settled. All our milling procedures had to tested, the correct tension on the wire ropes established. We worked it out on the fly. Kiewit’s foreman, Monty Rhodes was a huge help to us in being successful. We spent more days in preparation than on the job.” “Grinding was the easiest part of the project,” Anderson said. “The whole project was engineered and ‘stamped’ before we could even set foot on the spillway. We made sure we had the right product out there, and made sure our guys were the safest they could be. The most difficult part was making sure every hour, all day, that our guys would go home at the end of that day, safe and sound.”
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Page 10 • May 10, 2020 • www.constructionequipmentguide.com • California State Supplement • Construction Equipment Guide
Navy Awards Nearly $100M for China Lake After Quakes Naval Facilities Engineering Command (NAVFAC) Southwest on April 14 awarded a $99.8 million task order for the design and construction of 25 new ordnance magazines and an inert storage facility at Naval Air Weapons Station, China Lake, Calif., according to NAVFAC Southwest public affairs. Last July, two major earthquakes struck the China Lake area. The task order will fund the demolition of an inert storage facility and 32 critically damaged magazines and design and construct 25 new modern magazines as well as an inert storage facility. Construction will include electrical, telecommunications, intrusion detection systems, roadway and apron paving, a bridge crane and positive drainage for the new magazines and storage facility. The task order is part of a multiple award construction contract. The awardee, Reyes Construction of Pomona, California, was one of multiple companies to submit proposals. “This is the first major new construction project awarded in support of the NAWS China Lake earthquake recovery effort and is an important part of restoring the
Last July, two major earthquakes struck the China Lake area.
Construction will include electrical, telecommunications, intrusion detection systems, roadway and apron paving, a bridge crane and positive drainage for the new magazines and storage facility.
installation to its full operational capability,” said Capt. Mike Oestereicher, commanding officer of NAVFAC Southwest. “Mission-critical operations and RDT&E support to the fleet were adversely impacted by the damaged magazines, with ordnance being jam-stowed in the handful of remaining adequate magazines or shipped off-base to other sites,”
Oestereicher said. “This project will restore that lost capability and help bring NAWS China Lake back up to full readiness.” “Award of this project in such a short time represents a tremendous team effort with support from a myriad of stakeholders and support organizations,” said Cmdr. Dan Stokes, NAVFAC Southwest assistant operations officer.
“We are eager to move forward into the construction phase to help restore full mission capability to the base and to provide support to the fleet.” NAWS China Lake is in the western Mojave Desert region of Calif., about 150 mi. north of Los Angeles. China Lake’s mission is to support the Navy’s research, testing and evaluation missions to provide cutting-edge weapons systems to the warfighter. The installation is the Navy’s largest single landholding. In total, its two ranges and main site cover more than 1.1 million acres, an
area larger than Rhode Island. “This critical investment will bring our weapons storage capability into the modern era and will support testing programs for current and future weapons systems,” said Capt. Jason Sherman, Navy Munitions Command Pacific, CONUS West Division commander and Naval Weapons Station Seal Beach commanding officer. “Importantly at China Lake, these new magazines will be seismically rated to modern standards for increased environmental resiliency.” The project is scheduled for completion by August 2022.
Environment Plays Role in Options for Albion River Bridge ALBION from page 4
have to accelerate the replacement project. The project development team will seek recommendations from the Office of Earthquake Engineering, Structures and Maintenance Investigation and the District Program Advisor, as to whether or not the bridge should be closed to one way reversing traffic and possibly install earthquake warning devices. Another factor with the Albion River Bridge Project is the environment where work must occur. “We are in a very complex environmental setting on the coast,” said Demling. “This is a sensitive habitat for endangered butterflies, so we have requirements by the National Fish and Wildlife Service to identify and update botanical surveys. Gaining access to adjoining parcels to conduct environmental studies posed an obstacle when a few property owners opposed the project and Caltrans had to negotiate permits to enter so botanists and biologists could conduct their studies. A geotechnical survey was also completed in
The wood is treated with arsenic and hexavalent chromium, which is leaching into the environment, resulting in an acceleration in the rotting timbers.
early 2019. Upcoming plans include updating botanical studies and butterfly surveys in spring and summer and having a draft project report and draft environmental document ready to circulate by April of next year. “We are in the ‘0’ phase now, which is the preliminary design and environmental studies toward developing a draft environmental document for circulation,” said Demling. The project development team will make recommendations to select a preferred alternative after comments received on the draft environmental document have been addressed. There are three replacement alignment alternatives being considered with a combination of different bridge types depending on the geometric constraints and construction techniques. “We recognize the bridge is an iconic structure and it’s important to the community, but the Albion River Bridge is entering a state of accelerated deterioration. You don’t want to be put in a position where you are planning a replacement structure at the very end of its service life, the time to plan is now.” CEG
Construction Equipment Guide • California State Supplement • www.constructionequipmentguide.com • May 10, 2020 • Page 11
NEXT ISSUE CLOSES: May 28, 2020
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