Northwest 2 January 23, 2017

PACIFIC NORTHWEST EDITION

A Supplement to:

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January 22 2017 Vol. I • No. 2

“The Nation’s Best Read Construction Newspaper… Founded in 1957.”

Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com

USDOT Tool May Allow $2B for Seattle Projects

Washington State Department of Transportation photo

Pontoons with superstructure are moved to a staging area on the lake so the superstructure can be demolished in place.

Decommissioning of SR 520 Floating Bridge on Schedule

By Andrea Watts CEG CORRESPONDENT

Since its opening in 1963, the state Route 520 Bridge provided Seattle and Eastside residents a shortcut across Lake Washington. By the 1990s, its 1950’s design couldn’t accommodate the increased number of vehicles crossing the lake, resulting in lengthy backups during rush hour.

Discussion to replace the bridge began in 1997, and after nearly a decade of project designs and permit reviews, work commenced on a new SR 520 Bridge in August 2011. With the new bridge open to traffic in April 2016, decommissioning the old floating bridge is now under way.

“The scope of work is removal of all concrete structures from two feet below the mudline to everything that is visible on the lake and to remove it from Lake Washington,” said Cody Bishop, project manager of Kiewit/General/Mason (KGM), the contractor also responsible for constructing the new $1.2 bil-

lion SR 520 floating bridge. Kiewit has experience with this type of construction and demolition, he explained, having demolished the old Port Mann Bridge in British Columbia, and the company also was awarded the contract to demolish the San Francisco Bay Bridge’s foundations.

For the SR 520 Bridge, KGM subcontracted the demolition work to NorthStar, although they are providing marine support and assisting with containment of the materials. Across the three work sites, KGM has a craft work force of 30 to 40, while NorthStar has 20 personnel; in addition there are WSDOT personnel and two quality assurance personnel looking after the decommissioning work on site.

The bridge consists of three distinct sections which require specific decommissioning activities: the floating section which is comprised of 31 pontoons and their anchor cables; the transition spans between the landside and the floating bridge; and the approaches to the transition spans. see BRIDGE page 8

U.S. Transportation Secretary Anthony Foxx announced that four transit projects in the Seattle area could receive up to nearly $2 billion in financing through an innovative infrastructure financing tool created by the Department of Transportation’s Build America Bureau.

The Central Puget Sound Regional Transit Authority (Sound Transit) and the Build America Bureau (Bureau) signed a Master Credit Agreement (MCA) — a first-of-its-kind arrangement in which the local transit authority will be able to expedite multiple loan requests under a single agreement with the federal government. The first of those loans is $615.3 million for the Northgate Link Extension.

“This announcement demonstrates that the Build America Bureau is already playing a major role in how projects are planned and paid for by streamlining the financing process and bringing together valuable tools for accessing federal dollars. This means projects like the Northgate Link Extension Project can move forward more quickly and effectively,” said Foxx. “We are proud of the work done through the Bureau to speed investments needed in growing regions like the Pacific Northwest. This development is a big win for the entire region.”

Foxx launched the Bureau earlier this year to provide a one-stop-shop for state and municipal governments to find innovative solutions to funding critical infrastructure projects. An MCA is one tool that the Bureau offers to help project sponsors streamline the process of applying for federal transportation infrastructure loans through the federal government’s Transportation Infrastructure Finance and Innovation Act (TIFIA) and the Railroad Rehabilitation & Improvement Financing (RRIF) programs.

The MCA signed by Sound Transit covers four separate projects approved by voters as part of the transit authority’s ST-2 program. The $615.3 million TIFIA loan for the first project, the Northgate Link Extension, was approved and will move forward. The MCA will dramatically streamline the application process for the next three projects, enabling Sound Transit to more easily apply for the loans for the Operations & Maintenance Satellite Facility: East; Lynnwood Extension; and Federal Way Link Extension projects.

“With the use of a Master Credit Agreement, the Build America Bureau can now negotiate one deal with entities that have multiple projects in their pipeline to gain access to federal loans,” said Andrew Right, acting executive director of the Build America Bureau. “This has tremendous potential to save time and resources for infrastructure developers and increases transparency for the many partners involved in making transportation safer, faster, and easier in the area.”

Since its inception, the Bureau has closed $4 billion in financings and supports more than $7.8 billion in rail, highway and transit projects across the country. The Bureau has 16 projects in creditworthiness review for a total potential loan amount of over $5.5 billion. The Bureau also manages the private activity bond program, the Outreach and Project Development functions of the Build America Transportation Investment Center, and the Fostering Advancements in Shipping and Transportation for the Long-term Achievement of National Efficiencies (FASTLANE) grant program.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

Page 2 • January 22, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

PacWest Machinery Hires Dunn, Sicilia as Service Managers PacWest Machinery announced that George Dunn and Sam Sicilia have joined the company as service managers in the state of Washington.

“We are extremely fortunate that Sam and George have joined the PacWest leadership team,” said Jolene Logue, president of PacWest Machinery. “Their considerable experience with Volvo products, plus proven track records of delivering excellent service and emphasizing quality and safety has earned them well-deserved reputations as among the best service managers in the industry.”

Dunn has joined PacWest Machinery as service manager in Kent, Wash., with responsibilities for service activities in western Washington. Dunn has enjoyed a successful career in the construction and related equipment businesses with experience as a mechanic, maintenance supervisor, operations manager and service manager in Wisconsin and the state of Washington.

“This is a great time to be re-joining PacWest Machinery,” Dunn said. “The company represents high quality manufacturers and operates in a growing region of the country.

Sicilia has recently joined PacWest Machinery as service manager in Spokane, Wash., with responsibilities for customer service in eastern Washington and northern Idaho.

Sicilia has extensive experience as a service manager of Volvo Construction Equipment Services and, most recently, as service manager of Western States Caterpillar.

“The entire PacWest organization is focused on delivering excellent service to its expanding customer base.” said Sicilia said. “I look forward to renewed connections with the many Volvo operators in the region.”

George Dunn, PacWest Machinery service manager, Kent, Wash.

Sam Sicilia, PacWest Machinery service manager, Spokane, Wash.

PacWest Machinery is a Volvo Construction Equipment dealer with responsibility for the sales, rental and aftermarket support for the full line of Volvo’s general production equipment, road machinery and compact equipment. PacWest Machinery provides equipment and services to customers from four facilities located in Kent (Seattle) and Spokane,

Wash., and in Portland and Eugene, Ore., plus additional support from an extensive mobile service fleet.

For more information, visit PacWestMachinery.com.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

Merv George to Deliver Keynote at Elwha River Project May 79th Oregon Logging Conference Mean Bridge Overhaul

Merv George Jr.

Jeff Wimer, Oregon Logging Conference president, has selected Merv George Jr., the forest supervisor of Six Rivers National Forest in northern California, as keynote speaker at the 79th Annual OLC. The keynote address will be presented on Feb. 23 at 8:30 a.m., in the Wheeler Pavilion at the Lane Events Center and Fairgrounds.

George has worked for the U.S. Forest Service since 2008. He has served as forest supervisor for more than two years. Prior to his position as forest supervisor, he was acting forest supervisor in early 2014.

George has served the U.S. Forest Service at both the regional and forest levels. His first assignment was serving the Pacific Southwest region

as the regional tribal relations program manager, a position he held from 2008 to 2011.

Prior to joining the Forest Service, George served as the executive director of the California Indian Forest and Fire Management Council, and also served as the administrator for the Klamath River Inter-Tribal Fish & Water Commission.

George served four years on the Hoopa Valley tribal council, including two years (1998 and 1999) as tribal chairman.

He has spent more than 22 years managing natural resources and in public service.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

PORT ANGELES, Wash. (AP) The U.S. Highway 101 bridge over the Elwha River could need replacement or retrofitting now that two dams have been removed, allowing the now-wild river to erode the riverbed under the bridge, officials say.

When state Department of Transportation crews drilled bore samples in October, they learned that the bridge’s two piers sit atop gravel — not bedrock, as they had hoped, the Peninsula Daily News reported.

“We’re keeping a very close eye on it and we have electronic monitoring on it,’’ said department spokeswoman Claudia Bingham Baker. “It is safe as long as it is open to the public.’’

The bridge was built in 1926, after the Glines Canyon and Elwha dams were constructed. With the dams removed as part of a $325 million National Park Service project to restore the Elwha River to its wild state, the state has placed boulders at the base of the piers to stem erosion. But that’s just a short term fix.

The state installed meters that detect movement on each of the piers. Crews also will continue to monitor the condition of the rip-rap around the two piers.

Sediment from the former Lake Aldwell and high water have scoured the riverbed in which the piers sit, Bingham Baker said. Officials have said the riverbed has been washed out 14 ft. down since the Elwha Dam downstream was removed in 2012.

Officials are concerned high flows in the Elwha River, above 8,000 cu. ft. per second, could affect the piers.

The DOT isn’t concerned about the other bridges that span the Elwha River, including the state Highway 112 bridge, because they were not built with piers anchored in the riverbed.

(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 • January 22, 2017 • Page 3

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Page 4 • January 22, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

Port Commission Approves $5M for Lander Street Project The Port of Seattle Commission approved $5 million for the city of Seattle’s Lander Street Grade Separation Project, expected to cost a total of $140 million when complete. The city is seeking to finalize the design of the grade separation in summer of 2017 and begin construction early the following year.

“The Lander Street Overpass will provide essential grade separation in SODO where east-west movement is critical for the movement of cargo through our region,” said John Creighton, Port Commission president. “This is part of the Port’s overall transportation efforts to relieve congestion from areas around SR-519 and Spokane Street to improve access to I-5 and I-90. We applaud the city of Seattle for making this project a priority.”

The Port of Seattle has invested in nearly $500 million in transPort of Seattle photo

Port of Seattle photox

The Port replaced the 69-year-old South Street Bridge that was severely deteriorated and vulnerable to earthquakes. The new structure ensures continued vehicle access to Seattle’s South Park neighborhood and the nearby manufacturing/industrial businesses.

Due to complete in 2018, the Alaskan Way Viaduct project includes a tunnel beneath downtown Seattle; a new highway near the Seattle stadiums; and a new surface street along the waterfront.

portation improvements in the past 20 years, including $5 million to the South Park Bridge replacement; $281 million to the Alaskan Way Viaduct replacement program; and $19.3 million to Terminal 5 Truck access.

The Port of Seattle was founded in 1911. The Port owns and operates Seattle-Tacoma International Airport; two cruise ship terminals;

Fishermen’s Terminal — home of the North Pacific Fishing Fleet; one grain terminal; a public cargo terminal; four public marinas; and manages a number of real estate assets for financial return and economic advantage.

The port’s operations currently help create nearly 200,000 jobs and $7 billion in wages throughout the region. Over the next 25 years,

the port’s “Century Agenda” seeks to create an additional 100,000 jobs through economic growth while becoming the nation’s leading green and energy-efficient port.

For more information, visit www.portseattle.org.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

Port of Seattle photo

Port of Seattle photo

The Lander Street Overpass will enable vehicles and pedestrians to cross the railroad tracks on Lander Street between 1st and 4th Avenues.

The Terminal 5 Truck access was constructed as an overpass above West marginal Way SW from SW Spokane Street to the entrance to Terminal 5.

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • January 22, 2017 • Page 5

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Page 6 • January 22, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

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Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • January 22, 2017 • Page 7

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Page 8 • January 22, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

Crews Carefully Demolish Old SR520 Bridge in Sections BRIDGE from page 1

The decommissioning work is, for the most part, occurring concurrently along the bridge, and KGM is on schedule to meet the February 2017 deadline.

To demolish the floating bridge section, the pontoons are being separated and will eventually be floated off the lake. Because of the grout between the pontoons, KGM built a special grout catcher so the material wouldn’t fall into the lake.

After being separated, the pontoons with superstructure (the elevated portions of the roadway) are held at another staging area on the lake until the superstructure can be demolished in place, said Greg Meadows, construction manager for the Washington State Department of Transportation Floating Bridge & Landings. To demolish the superstructure, Meadows said that the primary means are excavators with processors and a cruncher with a hydraulic hoe ram.

Meadows said that decommissioning the pontoons is the priority because of the winter season and the other work is self-contained for the most part. “We’re not worried about it [the land-based work] floating off and crashing into the new bridge. And the work on the floating structure has actually progressed ahead of schedule.”

barge wouldn’t fit so crews had to saw cut the span and lift the pieces out with a crane.

For demolition of the transition span, a derrick crane was needed to lift the steel transition trusses off the bridge and onto a nearby barge.

Meadows described it as “one of the highlights of the demolition for the large equipment pieces.”

Given the bridge’s proximity to residential areas and the potential environmental impacts if debris fell into Lake Washington, the decommissioning plan received intense scrutiny by WSDOT and permitting agencies. Even after being granted the permits to proceed, Bishop said “there’s constant see BRIDGE page 10

Washington State Department of Transportation photo

While the pontoons are being separated, crews also are demolishing the east and west approaches, located in Medina and Seattle respectively. In the distance are the barges where the pontoons are being separated.

As crews separate the pontoons, crews also are demolishing the east and west approaches, located in Medina and Seattle respectively.

Bishop describes columns supporting the approaches as a standard bridge structure, and crews are employing a “stitch break” to

demolish the structure. This entails using a hoe ram to break the concrete deck between the girders. A derrick then moves the girders to a nearby barge where they are broken apart with an excavator. On the eastside approach, one of the spans was over shallow water where a

Washington State Department of Transportation photo

Greg Meadows, construction manager of the Washington State Department of Transportation Floating Bridge & Landings, said that decommissioning the pontoons is the priority because the winter season could cause the pontoons to float off and crash into the new bridge.

Washington State Department of Transportation photo

Washington State Department of Transportation photo

Following separation, the 31 pontoons that formed the old SR 520 will be floated off Lake Washington to their new owner, True North, and be repurposed.

The bridge consists of three distinct sections, which require specific decommissioning activities.

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • January 22, 2017 • Page 9

4800 NE Columbia Blvd | Portland, OR 97218 (503) 282-2566 | www.feenaughty.com

Page 10 • January 22, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

State Denies Sublease for Millennium Coal Export Terminal

By Gene Johnson ASSOCIATED PRESS

SEATTLE (AP) Washington’s outgoing public lands commissioner said he is refusing to allow the state’s aquatic lands to be used for a major coal-export terminal along the Columbia River. But the company behind the proposal insisted the decision would have no effect on its plans.

Millennium Bulk Terminals proposed building a terminal in Longview that would handle up to 48.5 million tons (44 million t) of coal a year. The coal would arrive by train from Montana, Wyoming and other states to be stored and loaded on ships for export to Asia.

Outgoing Commissioner Peter Goldmark announced that he has rejected a request from Northwest Alloys — originally made in 2010 — to sublease the state’s aquatic lands to Millennium Bulk Terminals for the project, which is on the site of a former aluminum smelter. His successor, Hilary Franz, has repeatedly said she opposes leasing state lands for fossil fuel projects.

Environmentalists greeted the decision with joy — one called it the “final nail in the coffin”' for the project as proposed. But in an emailed statement, Bill Chapman,

Millennium Bulk Terminals chief executive, cited a May 2013 letter from the state’s Department of Natural Resources as evidence that the state had already recognized the company “as the operator of the port facility.” He suggested Goldmark’s announcement was merely a symbolic gesture.

“The decision has no effect on the project moving forward and we look forward to permitting and operating a world-class port in Longview that will provide family wage jobs and tax revenues right where they are needed in Cowlitz County,” Chapman said.

The 2013 letter cited by Chapman did note that Millennium had worked to clean up environmental damage caused by a previous tenant, and said it could continue to operate pursuant to the existing lease with Northwest Alloys. However, the letter also explicitly said Millennium “does not have rights of tenancy” to the aquatic lands absent a sublease approved by the state.

Jan Hasselman, staff attorney at the environmental law firm Earthjustice, promised a lawsuit if Millennium tries to move forward without a sublease. Last January, he prepared a legal memo arguing that the state had broad authority to reject the sublease based on the company’s financial condition, busi-

ness reputation and other factors.

In making his announcement, Goldmark said a consideration of those factors prompted “great concern.” Millennium had refused to provide basic information about its relationship with Northwest Alloys, a subsidiary of Alcoa, and about its own finances following the bankruptcy of its previous owner, Arch Coal, last year. Further, Goldmark noted, the company had misled the public about how much coal it intended to handle at the terminal.

“Millennium can’t operate at this site without a sublease, and they don’t have it, and the incoming commissioner has been crystal clear she doesn’t support these projects,” Hasselman said.

Jay Manning, board chairman of Washington Environmental Council, called the decision the “final nail in the coffin” for the project. Late last year, the Environmental Protection Agency criticized a draft study the Army Corps of Engineers did for the proposal as inadequate.

A global collapse of coal prices amid concerns about pollution and competition from natural gas have made things difficult for the industry. The Northwest, with a history of environmental activism, has been particularly hostile to new fossil fuel projects.

In October, Millennium’s parent company, Utah-based Lighthouse Resources Inc., announced that it had begun exporting coal to Asia through a shipping terminal in British Columbia, after its efforts to secure port access in the American Pacific Northwest had come up empty.

Last spring, the Army Corps of Engineers and the state Department of Natural resources denied necessary permissions for the Gateway Pacific Terminal, a proposed deep-water port at Cherry Point, north of Bellingham, saying the terminal would interfere with the Lummi Nation’s treatyreserved fishing rights.

“At one point there were eight coal-export proposals in Washington; now we’re down to zero,” Manning said. “There were six in Oregon; now there are zero. These proposals are a relic of an economy that’s going away.”

In a separate announcement, Goldmark said he was adding 45 acres that had been set aside for the Gateway project to the Cherry Point Aquatic Reserve, saying it would help conserve habitat crucial to the state’s herring and salmon.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

KGM Finds Ways to Recycle Material From Bridge Demo BRIDGE from page 8

scrutiny” of the demolition work, and Meadows added that “we are in compliance with those permits.

It’s just real critical to get the whole bridge off the lake, especially with the next storm season coming up.”

Protecting measures that are being employed include stationing barges below the work area so debris doesn’t fall into the lake and limiting dust during the demolition.

“KGM and the state have taken extraordinary measures to try to limit dust,” Meadows said, and these measures include having a hose on the girders or concrete as the material is being crushed and the process water is taken off site for disposal. Prior to commencing demolition, KGM also did “due diligence” testing and found some of the concrete was found to have traces of arsenic, which is being taken to a designated landfill, Bishop said.

In keeping with WSDOT’s emphasis on recycling, most of the 73,249 cu. yds. (56,002.88 cu m)

“The whole idea [at WSDOT] is that as much as possible you want to recycle, salvage, and repurpose, and KGM has done a great job in finding buyers [of the material].”

Greg Meadows WSDOT

of concrete, along with the asphalt on the superstructure, and the steel and rebar are being recycled. The 31 pontoons were sold to TrueNorth and will be repurposed.

“The whole idea [at WSDOT] is that as much as possible you want to recycle, salvage, and repurpose, and KGM has done a great job in finding buyers [of the material],” Meadows said.

With the material having been removed, Bishop said that the next phase of work is the in-water work removal of the piers and removal of the approach columns and caps,

Washington State Department of Transportation photo

Protecting measures that are being employed include stationing barges below the work area so debris doesn’t fall into the lake and limiting dust during the demolition.

and the above-land approaches on the east side. He described each operation as having a learning curve that takes time and effort to work through.

“From the state standpoint, we did give the contractor a pretty difficult job to do because we have a new bridge directly to the north of the existing bridge,” Meadows explained, “that means all of the work has to be done from the south side of the old bridge.”

Of the decommissioning, Bishop explained that “the biggest challenge has just been the logistics,” with staging the equipment and managing the floating of the pontoons as they leave the lake.

Meadows agreed, adding, “Those are pretty major challenges that take quite a bit of management time and forethought to address.

And so far, I think we’ve been doing pretty well.”

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.) CEG

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • January 22, 2017 • Page 11

Efficiency & High Performance.

Page 12 • January 22, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

Orion Equipment will be located at the "Outdoor Display Area" Stop by and meet the Orion Equipment Team Members!

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The machines we will have on display:

LH50M • PR716 dozer • L566 wheel loader

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