PACIFIC NORTHWEST EDITION
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June 7 2020 Vol. II • No. 12
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com
‘Rest of the West’ $455M Project Starts to Take Shape By Lori Tobias CEG CORRESPONDENT
With two new gantry cranes towering against the sky, there’s no doubt a $455 million project outside of Seattle is well underway. It’s part of a program the Washington DOT (WSDOT) calls the “Rest of the West,” a series of projects for the remaining $1.6 billion in improvements to SR 520. The Montlake Project is the first on the list and will depend greatly on four gantry cranes, two of which were just constructed. “They are capable of picking up 100 tons,” said Steve Peer, media manager of WSDOT. “The tires are six-feet tall, so when someone stands next to them you can really get the magnitude of it. Each crane is 55-feet tall and 95-feet wide. Because the highway they are building is a bridge over Lake Washington, the contractor is building two work trestles on either side of the existing highway bridge. The trestles will provide a track for the gantry crane tires and crews will use the gantry cranes to first remove the old 1960s bridge structure with two lanes and later to build a new three lane highway bridge.” First, crews will saw cut the girders from the old bridge to get them ready to be removed, then the gantry cranes will pick them up and take them off site to be
The project required crews to saw cut the girders from the old bridge to get them ready to be removed.
processed. Taking them off site eliminates the need to break them up to be processed over the lake. Along with the gantries, there are numerous other cranes on site, Peer said, noting, “It’s like a crane ballet out there sometimes and the
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contractor is conducting a highly coordinated dance.” The Montlake contract was awarded to Canada-based Graham Contracting who is working with American Bridge. It involves replacing an existing west
approach bridge built in the 1960s that is believed to be at risk of failing in a severe earthquake. The east approach that carries westbound lanes also was rebuilt and finished in 2017. “They built that differently,”
Peer said. “They used a bigger work trestle and even had barges floating below to remove and replace that bridge. It was a different, more cumbersome way of constructing it.
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Legacy Contracting Works to Replace Six Astoria Bridges By Lori Tobias CEG CORRESPONDENT
Construction is well under way of a $12 million project to replace six downtown bridges connecting roadways to over-the-water pier structures by the Columbia River in the city of Astoria, Ore. All of the bridges have been restricted to three-ton weight limits — the lowest the Oregon Department of Transportation (ODOT) can go before having to close down the bridge. The contractor, Legacy Contracting, Inc. began its work in late 2019. The city refers to these six bridge structures as their waterfront bridges since they are located at the north ends of our streets along the waterfront, said Cindy Moore, assistant city engineer. “The waterfront bridges are of utmost importance to the City as they provide access to a critical portion of our waterfront. They provide both pedestrian and vehicular access to many businesses and attractions. In addition, they provide very important emergency vehicle access to the waterfront.” Originally constructed of wood after a fire destroyed downtown Astoria in 1922 and maintained to varying degrees since, the new bridges are built on steel pilings with precast concrete piling caps and decks. “The reason for going to steel and concrete is ODOT requires a 75-year design life and so modern
The city refers to these six bridge structures as their waterfront bridges since they are located at the north ends of the streets along the waterfront.
materials were required for that,” Moore said. “We couldn’t replace with wood because it doesn’t have that same design life.” The project is funded largely through a state bridge program, said ODOT spokesman Lou Torres. “These are bridge dollars that can go to local bridges,” Torres said. “They’re very old bridges. They were load limited for a long time. They really needed to be replaced or the city would be mak-
The odd numbered street bridges — 7th, 9th and 11th — were rebuilt last winter during the months when in-water work can take place as permitted under the Threatened and Endangered Species Act.
ing costly repairs every year.” The odd numbered street bridges — 7th, 9th and 11th — were rebuilt last winter during the months when in-water work can take place as permitted under the Threatened and Endangered Species Act. The ribbon cutting on those took place in August, but the completion was nearly three months overdue, Torres said. “Two of the main reasons were we had weather delays. Not so much on location, but bringing in
Crews are working with steel and concrete to meet ODOT’s requirement of a 75-year design life
supplies from other parts of the country. There was a lot of flooding in the midwest, and they couldn’t get steel and steel products out. The other reason, which is typical of old projects, when you start taking them apart and dismantling and rebuilding, you start to discover issues you didn’t anticipate. That happens all the time. We call those surprises. We try to anticipate as much as we can.” Those “surprises” should make work easier on the next three
bridges — 6th, 8th and 10th Streets — which began last fall. “It should go smoother because the contractor was able to order material and supplies that were used on the first three,” Torres said. “They’ve already got those stored and ready to use. You just learn things as you go along. In a multiphase project, the first season is the roughest in terms of lessons learned.. As you go into the second and third phases, you’re planning better.” One of the most critical components of the project was working with local businesses to make sure people knew how to reach them with the bridges closed. “How do people get to the businesses if bridges were down? Another big challenge was enabling pedestrian access,” Torres said. “ODOT and the city worked together to improve the signage around these bridges so the pedestrians could figure out how to get to the businesses on the other side of the bridge. We had to detour some pedestrian traffic. Signage really important. The message to people was that the businesses are open, but you can’t get there the normal way. The business community was really concerned. They knew the bridges had to be replaced. The worst-case scenario was if bridges got closed in an emergency. It was not great, but the best we could do. ODOT tries to be as sympathetic as we can. The city was very aware of it, too. You try to do the best you can.” CEG
The contractor, Legacy Contracting Inc. began its work in late 2019.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 7, 2020 • Page 5
Page 6 • June 7, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Oregon Man Gifts $2 Million for Museum Construction MISSOULA, Mont. (AP) – In the midst of a lot of bad news, here's a nice change of pace. A former forester and forest conservation advocate from Oregon has bequeathed roughly $2 million to shine a light at the end of a long tunnel to an elusive National Conservation Legacy Center in Missoula. Bill Cannon became enamored with the National Museum of Forest Service History after visiting the site west of the Missoula airport and smokejumper center 20 years ago – five years before the capital campaign for the center began but years after the dream of it was hatched. Cannon died peacefully last Nov. 11 at his home in Hood River at age 86. The Missoulian reports he left behind the national museum's largest single donation to date. “It's always been a dream, but we've had lots of ups and downs,” said Tom Thompson, president of the National Museum of Forest Service History. “The (forest) industries have had good times and bad times, and it seems like a lot of folks have been waiting for us to really prove (the legacy center) is going to happen. Now it is. “That's the difference with this gift,” he added. “It changes the whole picture for us to finish off our campaign.” The museum reached the halfway point of its $10.6 million fundraising campaign for
the center in 2019, 14 years after it began. News of Cannon's gift, which pushed the kitty up to approximately $7.3 million, was timely. When the last $3.3 million is raised, construction will begin on a state-of-the-art, 30,000sq.-ft. center designed to welcome more than 100,000 visitors a year. It will feature a lookout tower rising 46 ft. above Bill Cannon the lobby and a main floor with a theater and exhibit galleries. A unique collection of some 55,000 items related to conservation and Forest Service history will be managed on a lower level. Most of it is currently stored across town in a repository. Also downstairs will be research and classroom space for school groups, meetings and more. “We made a lot of progress last year, we raised about a half million dollars and felt like we had great momentum,” said Lisa Tate, the museum's executive director in Missoula. “But with all the stuff going on the world our momentum may have waned a bit for life's events. So when this happened we were very excited.”
Indeed, Cannon's gift was due to be announced at a celebration of his life in Hood River last weekend. The event was called off out of coronavirus concerns. Tate said the museum was asked to spread the news among its nationwide membership with a virtual celebration of life, then followed up a general announcement this week. Cannon spent most of his Forest Service years in Calif. and Ore., with an interlude in Hawaii where he was assigned to state and private forestry work. He finished his career in Wash., D.C., where he worked on program planning for the Forest Service's state and private programs. Meanwhile, according to a press release announcing his gift, he used his avocation of studying financial markets to become an adept investor. Cannon became impressed with the National Museum of Forest Service History on a field trip to the site while in Missoula for the 2000 U.S. Forest Service retiree reunion. “Bill became a strong advocate and sup-
porter of the museum, and received its Gary G. Brown Founders Award in 2015,” the release said. Thompson, a retired deputy chief of the Forest Service, sang Cannon's praises. “I've known Bill for a long, long time,” he said. “He was truly a gentleman and a real quiet leader, just a special person.” The National Museum of Forest Service History is a 501(c)(3) nonprofit founded in 1988 and independent of the U.S. Forest Service. Its current grounds were developed behind vigorous local leadership led by Dave Stack, a retired district ranger and vice president of the museum board, and a hierarchy of national and regional boards and advisory panels. The museum grounds were opened to the public in 2017 and feature an L-4 fire lookout, a ranger station cabin from the Clearwater Forest in Idaho that serves as a visitor's center, an interpretive trail and memorial grove, and a new pavilion at which several public events have been held. Tate said the legacy center will be an economic stimulus for Missoula, supporting 50 to 70 jobs in the 18 months of construction and 12 to 15 full-time positions once it's opened. “We expect it to be a destination museum unlike anything we have in this area,” she said.
Portland-Area Construction Companies Win Safety Awards Portland-based Bremik Construction/MB Structures, Oregon City-based Coffman Excavation, Clackamas-based General Sheet Metal Works Inc., Aloha-based Inline Commercial Construction, Salem-based MidValley Commercial Construction and Portland-based P&C Construction were honored for having one of the nation’s best construction safety and wellness plans in 2019 by the Associated General Contractors of America. The association, which oversees the Willis Towers Watson Construction Safety Excellence Awards, an annual ranking of construction safety programs, noted that 51 other companies were also selected as winners for the quality of their safety programs. “Now more than ever, there's no more fundamental responsibility for a construction firm than to ensure the health and safety of its workers,” said Dirk Elsperman, the association’s president and execu-
tive vice president and chief operations officer of Tarlton Corporation in St. Louis, Mo. "These award recipients have implemented innovative and successful practices to safeguard job sites and protect workers." Elsperman said Bremik Construction/MB Structures, Coffman Excavation, General Sheet Metal Works Inc., Inline Commercial Construction, MidValley Commercial Construction and P&C Construction were Bremik Construction photo selected as winners because of Bremik Construction was one companies selected for the Willis their exceptional leadership in safety. He noted that the compaTowers Watson Construction Safety Excellence Awards. nies were dedicated to the development and implementation of premier safety and loss prevention programs. The companies presented outstanding guidance in safety and occupational health management, risk control, safety training, Coffman Excavation photo work site hazard identification and Companies were selected because of their exceptional leadership control, and safety program innoin safety and dedication to the development and implementation vation, Elsperman added. of premier safety and loss prevention programs. Elsperman noted that there are
multiple winners because the awards are distributed for a number of categories, based on the amount and type of work performed. He added that the AGCWillis Towers Watson Construction Safety Excellence Award winners are selected by a panel of five independent safety professionals within the government, corporate and insurance industries. Final judging for the awards program took place during the contractors’ association’s annual convention in Las Vegas. “Willis Towers Watson is proud to be an AGC partner in safety and sponsor the AGC’s Construction Safety Excellence Awards, a partnership that began over thirty years ago,” said Mike Fredebeil, CSP, North American director construction safety, Willis Towers Watson. “It is a tough time right now in the construction industry, but we will get through this together, thanks in large part to the work firms like these are doing to protect workers and the public.”
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 7, 2020 • Page 7
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Page 8 • June 7, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Pacific Northwest Construction Projects IDAHO US-95: McArthur Lake Adjusting sharp curves will improve safety. One mi. will be reconstructed near the lake to make turns easier for drivers and to elevate the highway where it dips down to the water. Elevating US-95 will also allow wildlife to pass underneath to access the refuge. Safety improvements to US-95 near McArthur Lake were originally identified for design in the early 2000s due to crashes associated with wildlife and icy conditions. The project was removed from the program due to high costs, allowing ITD to address other needs in the area. The south end of the new bridge will be shifted to the east approximately 50 feet, but the north end will not move. During construction, traffic is planned to run on temporary lanes to the west. ITD is working with Idaho Fish and Game and the Kootenai Tribe to develop plans, including the likely installation of wildlife fencing to encourage animals to pass underneath the new structure once built. The current design does not include plans to improve the Shiloh Loop and McArthur Lake Road, unlike earlier plans, to reduce construction costs. Highway 41 Corridor: Post Falls to Rathdrum ITD will invest an estimated $121 million to construct an expanded highway, complete with a redesigned interchange, to help meet the growing traffic demands on this highlyused corridor. ID-41: Mullan to Prairie An expanded highway will help meet the growing traffic demands on this highly-used corridor between Rathdrum and Post Falls. The highway will be expanded to four lanes divided by a 50-ft. median where possible. A path will be constructed to the east of the highway. Both Poleline and Prairie avenues will feature dual left turn lanes onto the highway. A right turn lane will be added at Poleline Avenue to head south on the highway, and Prairie Avenue will feature a right turn lane
for both directions on ID-41. There will also be two dedicated through lanes at the intersection for traffic on Prairie Avenue. This section of ID-41 expansion is now scheduled to be constructed in 2021 and 2022 due to prolonged right of way negotiations, though other sections will continue as planned. Utility relocations for this section may be scheduled for 2020. All work to expand ID-41 is planned for completion in 2022.
WASHINGTON I-90: Snoqualmie Pass East Project The first two phases of construction have finished, while the next two phases are slated for 2025-2026 completion dates. Phase 1 — Hyak to Keechelus Dam Phase 1 covered the first five mi. of the 15-mile corridor from Hyak to Keechelus Dam. Construction started in 2009. The first three mi. were finished in 2013 and the remaining two mi. were finished in fall 2019. Phase 2 — Keechelus Dam to Stampede Pass interchange Phase 2 covered the next two mi. of the corridor from Keechelus Dam to the Stampede Pass interchange. Project savings from Phase 1 provides $111 million to widen I-90, build and replace bridges, stabilize rock slopes and build the first wildlife overcrossing in the project corridor. Construction started in 2015 and was completed in fall 2019. What's Next? In 2015, the Legislature secured $426 million with the Connecting Washington funding package to complete the remaining eight mi. of the corridor from the Stampede Pass interchange to Easton. However, in response to the passage of I-976 and the resulting direction by the Governor, WSDOT created a 6-month pause list consisting of projects not yet underway in regards to construction, which includes Phase 3. Phase 3 — Cabin Creek Interchange to West Easton Interchange Phase 3 covers close to six mi. from the Cabin Creek Interchange to the West Easton Interchange. This phase continues to widen I-90, build truck climbing lanes, straighten curves and connect wildlife habitat. Construction is scheduled to start spring 2020 and be complete by fall 2025.
Phase 4 — Stampede Pass Interchange to Cabin Creek Interchange Phase 4 covers close to two mi. from the Stampede Pass Interchange to the Cabin Creek Interchange. This phase continues to widen I-90, straighten curves, add and replace bridges and culverts, expand chainup areas and connect wildlife habitat. Construction is scheduled to start spring 2026 and be complete by fall 2029. I-5: Tacoma Approaching Puyallup River This project is the final funded HOV project that builds a new southbound I-5 bridge across the Puyallup River and rebuilds the L Street overpass, and widens I-5 to install and complete the HOV system on I-5 in Tacoma. A temporary regulatory speed limit reduction to 50 mph on I-5 is in place through the duration of construction. The speed limit reduction for this project on northbound I-5 begins at milepost 133.06 and continues to milepost 136.19. The speed limit reduction on southbound I-5 begins at milepost 136.67 and continues to milepost 133.86. I-5: Steilacoom-DuPont Rd. to Thorne Lane — Corridor Improvements WSDOT is rebuilding the interchanges at Thorne Lane and Berkeley Street, and adding general purpose and auxiliary lanes to I-5. Construction includes that addition of one lane in each direction of I-5 between Steilacoom-DuPont Road in DuPont and Thorne Lane in Lakewood. This will add additional capacity and improve traffic flow. Auxiliary lanes are being added on northbound I-5 between Berkeley Street and Gravelly Lake Drive, and on southbound I5 from Gravelly Lake Drive to Thorne Lane, and from Berkeley Street to JBLM Main Gate, providing a supplemental lane for vehicles entering and exiting I-5.
OREGON OR 47/OR 202 Paving Project A highway construction project that includes the paving of sections of OR 47 and OR 202 in Clatsop and Columbia counties will cause some travel delays beginning
Monday, June 1. The project also includes the grinding out of the old pavement and guardrail replacement. It will cover OR 202 and OR 47 from milepost 39 at Birkenfeld to milepost 52 in the Mist-Natal area. OR 202 and OR 47 come together at Mist so this is a contiguous project and the mileposts carry in sequence from one highway to the other. There will be intermittent daytime lane closures from 7 a.m. to 5 p.m. with flaggers controlling two-way traffic. The project will take up to two weeks to complete. VMS signs have been in place at key locations to notify area travelers of the upcoming work. I-105 Construction Update Work continues on schedule for the westbound lanes of I-105. The road surface is being replaced in sections while the bridge is being strengthened underneath. The ramp from Delta Highway opened at the end of April. Watch for traffic merging from the ramp at the end of the westbound work zone. During the first week of June, lane closures will flip from the westbound lanes to the eastbound lanes. Watching for changing traffic patterns. With the cancellation of summer events, we’re not stopping construction in June and July. All traffic will be in the new westbound lanes for the rest of the project, one lane of traffic in each direction through the work zone. OR 569: Beltline/Delta Interchange Project The exit ramp from Beltline to northbound and southbound Delta will be extended to the Willamette River Bridge. This will allow traffic to exit Beltline sooner. A new bridge will take northbound Delta traffic onto westbound Beltline (via the loop ramp). The new bridge will be constructed next to the existing overpass specifically for this traffic. A new lane will be added to the loop ramp for westbound traffic will be reconstructed to provide two lanes. A new ramp meter will be installed at the end of the loop ramp, at the merge with westbound Beltline. The ramp meter will create space between cars and trucks entering the highway, allowing traffic on Beltline to flow more smoothly.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 7, 2020 • Page 9
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Historic Bridge Demolition A four-year closure begins to replace a and construction. bridge that has stood for 110 years. Once the bridge is completed, travelers The historic East Trent Bridge, built in can look forward to added bike lanes in both 1910 on State Route 290, is finally set to be directions of travel, as well as a wide shareddemolished starting in early June. Travelers use path on the south side of the bridge and are encouraged to seek alternate routes as a sidewalk for pedestrians on the north side. Washington State Department of Transportation contractor crews begin to remove and replace the structure. Bird netting has already been installed to the underside of the bridge to keep birds from nesting before the bridge’s demolition. Now with water levels nearing a point where in-water work is possible, crews can begin the bridge demolition. Starting June 1, Trent Avenue/SR 290 between Hamilton Street and The historic East Trent Bridge, built in 1910 on Route 290, is finally set to be demolished North Iron Court will be closed to State starting in early June. pedestrian, bicycle and vehicular traffic. Several detours for large trucks, light History vehicles and pedestrians will be signed for The city of Spokane built the existing the duration of the closure. The work, origi- Luten arch style concrete bridge in 1910 to nally planned to begin in March, was pushed replace a wooden structure resting on woodback due to COVID-19 construction restric- en pilings. The new bridge was one of 12 tions. The closure of the East Trent Bridge concrete bridges built in Spokane between will last until the fall of 2023. The public can 1907 and 1917 and carried a double-track sign up for email and text updates on detours street car line until around 1936.
Page 10 • June 7, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
First Up: Gantry Cranes at Work for Montlake Project WEST from page 1
“By building these structures with gantry cranes hovering over the work, it reduces the impact to the lake and the need for driving as many piles in the lake bed,” Peer added. “It’s part of a design build contract and so what Graham did was they came up with an innovative and cost-saving way to build this. Along with their price, their innovation with the cranes and other elements helped them win this project.” The project is set in a highly urban area, calling for extensive outreach to residents and the traveling public, Peer said. “They’re really threading the needle through a well-established Seattle neighborhood. A big lid over SR 520 — three acres in size — will connect north and south communities. Transit-only bus lanes will allow buses to and from the east side to get right onto the lid and the North/South intersection of Montlake Boulevard. It allows for three acres of open space above SR 520. They’re also building a bicycle and pedestrian land bridge. The spotlight is on the contractor and they are doing a great job so far.” SR 520 connects Seattle to the Eastside suburbs, including Redmond — home to Microsoft — and carries 84,000 vehicles per day. It’s a “crucial” way to cross Lake Washington and features two floating bridges — SR 520’s float-
By building these structures with gantry cranes hovering over the work, it reduces the impact to the lake and the need for driving as many piles in the lake bed.
ing bridge is the longest in the world. The project is expected to be completed mid 2023. Other Project News From WSDOT: ● A new biking and walking trail was opened in Montlake to cross SR 520 during the highway's reconstruction. Crown Castle has temporarily relocated its wireless-
Steve Peer, media manager of WSDOT, said, “It’s like a crane ballet out there sometimes and the contractor is conducting a highly coordinated dance.”
The project is set in a highly urban area, calling for extensive outreach to residents and the traveling public.
communications facility from the former Montlake Market property to the WSDOT Peninsula construction staging area, near Lake Washington Boulevard East and East Miller Street. The "monofir" facility now on the WSDOT Peninsula ensures continued emergency 911 service and uninterrupted cell phone service for the surrounding area. ● WSDOT contractor crews opened a temporary eastbound SR 520 on-ramp in Montlake on Dec. 20 and permanently closed the old eastbound ramp in the Arboretum. The temporary ramp will serve motorists for the next couple of years while crews complete planned Montlake Project improvements, including an enhanced Montlake Boulevard interchange. CEG
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 7, 2020 • Page 11
NORTHWESTERN PUBLISHING 2020 Issue#
Closing
14
June 25
July 5
22
October 15
October 25
16
July 23
August 2
24
November 12
November 22
18
August 20
August 30
26
December 10
December 20
20
Publishing
September 17 September 27
Issue#
Closing
Publishing
Page 12 • June 7, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
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