PACIFIC NORTHWEST EDITION
A Supplement to:
®
April 16 2017 Vol. I • No. 8
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com WSDOT photo
Reports: Oregon’s Roads, Bridges Key to Economy Oregon’s transportation system is critical to the economy: one in five jobs in the state is transportation and trade-related, and as a trade-dependent state it relies heavily on exports from farms, forests and factories to support jobs. Two new reports from the Oregon Department of Transportation (ODOT) show that at the state’s current rate of investment, Oregon’s roads and bridges will deteriorate, and the impacts to the economy and consumers’ pocketbooks will be farreaching. “We’ve known all along how important our transportation system is to the state’s economy and the quality of life we enjoy in Oregon, and these reports spell it out for us,” said Tammy Baney, Oregon Transportation Commission (OTC) chair. “It’s clear that we need to pay now — or we’ll pay a whole lot more later.” see REPORTS page 4
Stars and Stripes for Bertha: Members of Bertha’s crew pose with the American flag after the SR 99 tunneling machine broke into her disassembly pit.
Bertha Breaks Through: Iconic TBM Emerges Into Daylight in Seattle By Lori Tobias CEG CORRESPONDENT
Sixty-four years to the day the Alaskan Way Viaduct in Seattle opened to traffic, the tunneling machine dubbed “Bertha” emerged into daylight from a 1.7 mi. (2.7 km) drive beneath the city. The crew broke into the 90-ft. (27 m) deep disassembly pit at 11:25 a.m. on April 4, just short of four years after the tunneling work began in July 2013. Led by the Washington State Department of Transportation (WSDOT), and designed and built by
contractor Seattle Tunnel Partners, the tunnel project will move a 2 mi. (3.2 km) section of SR 99 underground when it wraps up in early 2019. Crews will then demolish the viaduct, clearing the way for the city’s new waterfront, said WSDOT spokeswoman Laura Newborn. “This is a historic moment in our state’s transportation history,” Gov. Jay Inslee said. “Innovation and perseverance are the engines that keep Washington in the forefront. There is still more work ahead but this moment is one worth celebrating.” The tunnel contract is $1.4 billion.
The adjoining road projects bring the total tunnel costs to $2 billion, Newborn said, noting that it is not accurate to say the tunnel cost $3.1 billion as that is the cost of the entire program to replace the viaduct (32 different projects-including viaduct demolition and Battery Street Tunnel decommissioning). Crews spent several days removing steel support braces that stand between Bertha and the interior of the disassembly pit, Newborn said. When the braces are gone, crews will drive the machine into its final position and begin cutting see BERTHA page 6
As the state’s pavement deteriorates, vehicle repair and operating costs will increase.
Page 2 • April 16, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Company Offers Service Body Alternative: the Pickup Pack The pickup pack from Highway Products is a service body alternative for companies or blue collar workers needing organized storage and lockup security without the cost. This package solution comes standard in an aluminum body that can be easily installed on your pickup in a few hours, according to the company. The “service body” in a pickup pack includes two fulllength lockable low-side boxes, a flat or dome center hatch and a diamond plate aluminum finish. When closed, the
hatch locks the tailgate securing the bed of the pickup from thieves and locking up a weather tight seal. According to the manufacturer, the pickup pack turns any truck into a lockable service body without the following three negatives: weight, installation issues and cost. This pack can be combined with standard add-ons such as the truckslide, a headache rack or gull wing tool box. Custom add-on’s including an LED light system can be added for those who get up early and finish when the sun
goes down and need to be able to see into their toolboxes after hours. This product is available in four finishes/colors. diamond plate, “HPI black”, gladiator and leopard. For more information, visit highwayproducts.com/pickup-pack-standard. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
This pack can be combined with standard add-ons such as the truckslide, a headache rack or gull wing tool box.
The “service body” in a pickup pack includes two full-length lockable low-side boxes, a flat or dome center hatch and a diamond plate aluminum finish.
When closed, the hatch locks the tailgate securing the bed of the pickup from thieves and locking up a weather tight seal.
The pickup pack from Highway Products is a service body alternative for companies or workers needing organized storage and lockup security without the cost.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 16, 2017 • Page 3
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Page 4 • April 16, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Harvester Takes on Tough Terrain Investing in Roads, Bridges Vital to State’s Economy Komatsu America Corp.’s 931XC (Xtreme Conditions) 8WD harvester delivers superior performance, productivity, operator comfort and convenience, and serviceability in steep, rough or soft terrain harvesting environments, according to the manufacturer. The Komatsu 931XC has all the features found in Komatsu’s 931-6WD harvester platform, including the 3PS three-pump hydraulic system, ergonomic cab, 4-way cab/crane leveling, and 360 degree cab/crane rotation.
Komatsu 8WD System What sets the Komatsu 931XC apart from other 8WD harvesters is the drive system. The 931XC system starts with Komatsu’s ± 40 degree articulated frame joint, rear swing axle with ± 16 degree left/right oscillation, and the high oscillation Komatsu comfort bogie front axle. This axle is then added to the rear swing axle to provide excellent uphill/downhill and left/right oscillation. This “double comfort bogie” drive system gives the 931XC enhanced handling characteristics as the machine follows the terrain more closely than 8WD machines that have a fixed rearaxle design. This new 8WD system also generates 11 percent more tractive effort, according to the manufacturer. This new 8WD system dramatically reduces rear ground pressure: 54 percent lower psi with tracks and 23 percent lower psi with tires when compared to the 931-6WD model. Combining this 8WD system with increased ground clearance and 14 percent more crane slewing torque, the 931XC becomes an 8WD harvesting powerhouse capable of taking on challenging steep, rough or soft terrain. Performance & Productivity The 931XC shares all the same features as the Komatsu 901, 911, 931 and 951 harvesters. This includes Komatsu’s 3PS three-pump hydraulic system, which provides higher hydraulic working flow at low engine speeds than other systems, for greater productivity and lower fuel consumption. One hydraulic pump and circuit is dedicated solely to the transmission for maneuvering the machine. The other two pumps are for the hydraulic working flow and are split into two circuits that can be operated separately or together, at different pressures, depending on the working function and oil requirements. This allows the operator to simultaneously slew, feed and
REPORTS from page 1
The Komatsu 931XC harvester features a double Komatsu comfort bogie 8WD system designed to tackle steep, rough and soft terrain.
maneuver for increased productivity. These hydraulic system interactions are all automatically controlled by Komatsu’s MaxiXplorer control and information system. Productivity and operator comfort is further enhanced by Komatsu’s standard 360 degree cab/crane rotation and 4-way cab/crane leveling systems. The 230H parallel crane is fast and easy to operate. In combination, these features maximize the size of the working area, enable harvesting more trees per stop, and keep the operator level, with a clear and unobstructed view to the harvesting head at all times. The powerful, 251 net hp, EPA Tier IV Final certified engine features high torque backup, high capacity cooling systems, low noise level and reduced fuel consumption. A system that heats the batteries, diesel exhaust fluid (DEF), engine coolant and hydraulic oil, to facilitate cold-weather starting is standard. A wide range of Komatsu harvesting heads are available to meet specific application needs. The 931XC is ideally suited for the rugged Komatsu C144 “carry-style” head, which has four powerful motors and four heavy-duty driven feed rollers. Operator Comfort & Convenience The cab provides the operator with excellent upward and downward, front line-of-sight visibility. Sixteen powerful LED working lights provide excellent illumination, for improved produc-
tivity in low light conditions. An air suspension, air-vented seat, fully adjustable ergonomic armrests and hand controls, and an automatic, four-season climate control system, keep the operator comfortable in all working conditions. The spacious cab has multiple covered and open storage areas, including separate heating/cooling boxes for food and beverages A deluxe, AM/FM/CD/MP3 stereo system, with USB, Bluetooth and hands-free microphone is standard. The optional MediaZone media hub provides the operator with an audio/media system. The MaxiXplorer control and information system has many advanced software options, for improved productivity and reporting.
More than half of Oregon’s 2,736 state highway bridges were built before 1970. Most of these bridges have reached or exceeded their 50-year design life and were not built to withstand a major seismic event; they require replacement or major repair in the near future. In fact, nearly one third of state highway bridges are forecast to be in poor condition by 2036, with 370 bridges projected to be weight restricted, according to the Rough Roads Ahead 2 report (PDF). “When we have to reduce the amount of weight a bridge can handle because it no longer functions, the impact is multiplied,” said Matt Garrett, ODOT director. “Trucks get detoured off state highways, increasing the cost of doing business, and local roads get used more and their conditions deteriorate.” The Rough Roads Ahead 2 report estimates that deteriorated bridges that force trucks to detour will have a significant impact on Oregon’s trade-based economy. By 2036, Oregon is projected to have at least 75,000 fewer jobs than if we keep bridges from deteriorating, and the state will have given up $150 billion in gross domestic product.
“When we have to reduce the amount of weight a bridge can handle because it no longer functions, the impact is multiplied.” Matt Garrett ODOT
As with bridges, ODOT's current pavement budget is insufficient to preserve and maintain the 8,032 mi. of state highways. Without additional investment, by 2036, nearly half of state highway pavement will be in poor condition. The 2016 Pavement Conditions report shows that the typical Serviceability cost to preserve pavement through resurfacing is about All daily maintenance checks and $200,000 for each lane mi., while reconstructing that same fills can be performed at ground level lane mi. after it fails can reach $1.5 million. or from inside the cab. The sleek and At the end of 20 years of operating at currently forecast highly functional new machine design funding levels, the state would need to spend an estimated $4 includes a one-piece hood that opens to $5.5 billion to return degraded pavement to today’s condirearward to fully expose the entire tions — much higher than the $2.6 billion in additional fundengine compartment for easy service ing needed in the near term to preserve them in good condiaccess. Well-placed front, rear, cab and tion. hydraulic tank service platforms further As the state’s pavement deteriorates, vehicle repair and facilitate machine serviceability. All operating costs will increase. Rough pavement increases filters are vertically mounted to ease vehicle user costs: fuel efficiency drops, while tire wear, oil replacement and minimize the potential use and repair costs rise. With rougher pavement in the for spills. future, Oregonians will have to spend an additional $300 For more information, visit million on vehicle repairs and maintenance per year. www.komatsuamerica.com. For more information, visit oregon.gov. (This story also can be found on (This story also can be found on Construction Construction Equipment Guide’s website at Equipment Guide’s website at www.constructionequipwww.constructionequipmentguide.com.) mentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 16, 2017 • Page 5
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Page 6 • April 16, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Big Moment Unfolds in State’s Transportation History WSDOT photo
WSDOT photo
Before breakthrough: The SR 99 tunneling machine’s disassembly pit prior to Bertha’s breakthrough on April 4, 2017. WSDOT photo
Bertha breaks through the wall: Bertha breaks into her disassembly pit. BERTHA from page 1
Bertha’s getting closer: Bertha, the SR 99 tunneling machine, is getting closer to breaking into her disassembly pit.
WSDOT photo
And there she is!: Bertha, the SR 99 tunneling machine, breaks into her disassembly pit.
it into pieces for removal. Seattle Tunnel Partners, owner of the machine, will determine which pieces could be salvaged for use on other projects or recycled. “We were always confident that we would successfully complete the tunnel drive,” said Chris Dixon, Seattle Tunnel Partners project manager. “The dedication and commitment of everyone on the Seattle Tunnel Partners team has been exceptional, and we wouldn’t be at this milestone without the hard work of our crews. We look forward to continuing this outstanding progress through project completion.” STP still has significant work to complete before the tunnel opens, Newborn said. Crews must finish building the double-deck highway within the circular walls that were built by crews inside the tunneling machine. Mechanical and electrical systems, plumbing and safety features also must be installed. “Even as crews are installing these systems, crews will begin the extensive task of testing and commissioning the tunnel to ensure it’s ready for traffic,” Newborn said. Inspectors will individually test more than 8,500 separate components before testing each of the see BERTHA page 8
“The dedication and commitment of everyone on the Seattle Tunnel Partners team has been exceptional, and we wouldn’t be at this milestone without the hard work of our crews.” Laura Newborn WSDOT
WSDOT photo
Bertha’s breakthrough: A closer look at the SR 99 tunneling machine’s cutterhead during breakthrough.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 16, 2017 • Page 7
WASHINGTON: WASHINGTON: WA Seattle, WA Seattle, WA W A 8207 South 8207 South 2216th 16th SStreet treet Kent, Washington Kent, W Wa ashington 998032 8032 206.762.5933 206.762.5933 Manager: Brian Manager: G ar y LBurke abelle glabelle@PacWestMac chiner y.com bburke@PacWestMachinery.com Spokane, WA Spokane, W WA A 4030 Avenue 4030 East East TTrent rent Ave nue Spokane, Washington Spokane, Washington 999202 9202 509.534.5933 509.534.5933 Manager: Manager: JJohn ohn CCushman ushman jcushman@PacWestMachiner y.com jcushman@PacWestMachinery.com
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Page 8 • April 16, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
‘Remarkable Feat of Engineering’ Wraps Up in Seattle BERTHA from page 6
tunnel’s various systems as a whole. “This truly is a remarkable feat of engineering,” Transportation Secretary Roger Millar said. “There’s still work to be done, but the individuals working on this job should be proud of this accomplishment.” The tunneling has not always gone so smoothly. In December 2013, work on the tunnel came to halt after high temperatures were registered on the tunneling machine. A little over 1,000 ft. (305 m) had been excavated at the time. It was determined there was damage to the seal system on the machine. The manufacturer, Hitachi Zosen chose to repair the machine from the surface, requiring construction of an 80-ft. (24.4 m) wide, 120-ft. (36.5 m)-deep access pit in a work zone west of the Alaskan Way Viaduct. Between March and August 2015, Hitachi Zosen installed a re-designed seal system and made additional repairs to the machine, then lowered the front end back into the ground. In December 2015, STP refilled the access pit and again began tunneling. It remains unclear how the machine was damaged. “It is the contractor’s claim that a hollow, 8-in. steel well casing caused the damage to the tunneling machine,” Newborn said. “WSDOT disagrees with the contractor’s assertion that the pipe caused the damage. The contractor paid for the repairs and has requested reimbursement. What caused the damage is a matter of litigation.” Over the next several years, the Waterfront Seattle project will build new public space and a surface boulevard in the place of the double-deck viaduct, which is scheduled for demolition in 2019. “Today is a major construction milestone in our plan to reclaim Seattle’s waterfront,” Seattle Mayor Ed Murray said. “We are one step closer to taking down the viaduct to make way for a reimagined waterfront and surrounding downtown neighborhood. We will build a waterfront for pedestrians, transit and sensible car trips without a freeway wall casting a shadow over our vision of a well-connected 21st century city.”
WSDOT photo
Bertha reaches daylight: After breaking through the wall of the disassembly pit and coming to a stop, members of Bertha’s crew get a glimpse of daylight from the openings in the cutterhead.
Some other facts about the project, courtesy WSDOT: • At 57.5 ft. (17.5 m) in diameter, Bertha was the largest tunnel boring machine in the world until a slightly larger machine built part of an undersea tunnel in Hong Kong. • The inside diameter of the tunnel is 52 ft. (15.8 m), big enough to support a double-deck roadway inside. • The bored portion of SR 99 tunnel is 1.7 mi. long. Cut and cover construction at both ends brings the tunnel length to 2 mi. For more information, visit alaskanwayviaduct.org. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.) CEG
WSDOT photo
Bertha's cutterhead during breakthrough: A look at Bertha, the SR 99 tunneling machine, and pieces of the wall she broke through.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 16, 2017 • Page 9
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Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 16, 2017 • Page 11
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Page 12 • April 16, 2017 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
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