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July 7 2019

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Vol. IV • No. 14

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Seattle’s $1.8B Convention Center Due to Open in 2021 By Lori Tobias CEG CORRESPONDENT

When the Washington Convention Center Addition opens in 2021, it will very likely be hailed as one of the most cutting-edge event centers of its kind — certainly in the United States, and quite possibly beyond. The $1.8 billion stand-alone addition, set one block northeast of the existing center, will double event center space and operate independently. “We like to term it the next generation of convention centers,” said Matt Rosauer, Convention Center project manager. “We think it is the most vertical of convention centers in the U.S. in a downtown core. Historically, around the country, convention centers have been built in the suburbs and normally in smaller facilities. This convention center, because of its location and the fact that it is more vertical, has a lot of natural light, helped by a couple of atriums in the middle.

Steel work on the structure, which will be constructed largely of glass and metal, is set to begin.

We’re going away from sitting in a dark closed-in room all day and more into light flexible spaces.” Rosauer noted the project is

complemented by a great team, MKA Structural Engineering, which is involved in sophisticated structural projects around the

world, and Element Architects, a world-class convention center designer. Both are Seattle-based. Steel work on the structure,

which will be constructed largely of glass and metal, is set to begin. The primary structure will be erected off two to three 330-ton mobile cranes. An ancillary tower crane will be used to support the exterior curtain wall. The structure will feature a 500,000-sq.-ft. office building and 400-unit residential project on top of the convention center. Work on the addition got under way last July, but contractors soon ran into difficulties with utilities, dirt and shoring, Rosauer said. That put the work three months behind, but crews have already made up one month of lost time. The building site is surrounded by a handful of busy streets, calling for the rerouting of pedestrian and vehicle traffic. Part of construction strategy was to reroute city buses into a horseshoe between two of those streets. Crews also rerouted a major thoroughfare in order to build the see CONVENTION page 2

ITD Oversees $17.5M St. Maries, St. Joe Bridge Replacements By Lori Tobias CEG CORRESPONDENT

Construction crews are finishing work on two bridges in a design-build project in Northern Idaho. The project aims to replace the original structures on Idaho Highway 3 (ID-3) over the St. Maries Railroad and the St. Joe River that have outlived their 50-year design/service life. The $17.3 million project was designed and is being constructed in a partnership with Record Steel Construction Inc. (RSCI) and J-U-

B Engineers under a design-build contract administered by the Idaho Transportation Department. Both new bridges, one 437 ft. long and the other 115 ft. long, will feature two travel lanes, sidewalks and shoulders with additional improvements including reconstruction of the approaches to Railroad Avenue, East Meadowhurst Drive, as well as resurfacing signage improvements and guardrail and drainage improvements along Idaho Highway 3 near the bridge approaches. see BRIDGE page 6

Page 2 • July 7, 2019 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

Convention Center Addition Adds Significant Square Footage

The structure will feature a 500,000-sq.-ft. office building and 400-unit residential project on top of the convention center.

The primary structure will be erected off two to three 330-ton mobile cranes. An ancillary tower crane will be used to support the exterior curtain wall.

CONVENTION from page 1

heavy load, below-grade exhibit hall and adjacent loading dock. When the structure is complete the roadway will be returned to the original routing. The addition will add 1 to 1.2million sq. ft. to the convention venue, including a 255,000-sq. ft. exhibition space; 125,000 sq. ft. of meeting space; and a 60,000-sq. ft. ballroom. Surrounding those areas are prefunction spaces which Rosauer noted are becoming more and more popular in convention center business for attendees to meet and network outside the convention. The project is not so much about getting bigger, but about capturing business that is being lost, said Jane Lewis, spokeswoman for the project. “In the past five years, the WSCC could not accommodate approximately 350 event proposals due to a lack of space or available dates, which cost the region an estimated $2.1 billion in potential revenue for hotels, restaurants, cultural attractions and other regional businesses.” The structure, which designers plan to see earn LEED Gold Certification, will be cantilevered over Pine Street, offering a view of Elliott Bay. “It’s quite spectacular,” Rosauer said. “The design element is called the hill climb. It’s the transition

The addition will add 1 to 1.2-million sq. ft. to the convention venue, including a 255,000-sq. ft. exhibition space; 125,000 sq. ft. of meeting space; and a 60,000-sq. ft. ballroom.

from the entrance to the ballroom and is this transparent pathway from street grade to the ballroom area. The designers have tried to keep the project very authentic to the Pacific Northwest, Rosauer said. “The more exposed structure and materials are complemented by reclaimed wood that was used while they were transporting trees and logs over time. It’s a wood that has had interesting crustaceans that have burrowed through it. We milled it and using it for ceilings in the ballroom and some wood siding as you enter in the ballroom. There are wood elements throughout the project. “We’ve worked hard to bring down the scale of the building to make it from a pedestrian perspec-

tive fit more in the neighborhood. It’s clearly a unique, state-of-theart marquis project, but worked hard to make it part of neighborhood.” Some fun facts: • Tons or pieces of steel — 20,000 tons; 12,000 pieces • Yards of dirt excavated — 350,000 cu. yds. • Mechanical piping — more than 15 mi. • Plumbing piping — 26 mi. • PEX piping (radiant floor) — 99 mi. • Sheetmetal ductwork — more than 800 tons by weight For more information, visit wsccaddition.com/images/uploads/upl oad_files/Fact_Sheet_18-02-22no_crop_marks.pdf.  CEG

The $1.8 billion stand-alone addition, set one block northeast of the existing center, will double event center space and operate independently.

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 7, 2019 • Page 3

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Page 4 • July 7, 2019 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

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Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 7, 2019 • Page 5

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Page 6 • July 7, 2019 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

New Bridges Support Greater Loads, Provide Smoother Ride

Construction crews are finishing work on two bridges in a design-build project in Northern Idaho.

The project aims to replace the original structures on Idaho Highway 3 (ID-3) over the St. Maries Railroad and the St. Joe River that have outlived their 50-year design/service life. BRIDGE from page 1

In addition to updating the aging structures, the new bridges will be able to support the heavier legal loads carried by modern trucks and provide a smoother driving surface, said Tanner Jared, a project supervisor of RSCI. “We have two-thirds of the river bridge built,” said Jared. “The plan was to come in and tackle half the river bridge opening so we had enough width that two cars could pass on it. Then open the railroad bridge. The initial plan has evolved. What we did was we worked on the river bridge, a steel girder bridge, and ended up having to use the future shoulder as a travel lane, but were able to get two lanes of travel. We tackled that, then detoured traffic so we could tackle the entire railroad bridge. We’ve got it to where we can put traffic on it, but there are still some construction components remaining to complete. They are essentially preparing for the final placement of the deck on river bridge. But we are just with a small crew right now. We’re maintaining a

The project is expected to be finished early this summer.

project presence, but we don’t want to pour the deck in cold temperatures and risk the cold shocking the concrete.” It is not always possible to build bridge foundations in bedrock. That was the case on this project because the bedrock was too deep. The design-build contractor bought a new Soilmec SC-120 specifically for the job in order to install drilled shaft foundations in soil. Drilled shafts were proposed by the design-build firm because they eliminated the need to install cofferdams, and minimized impacts to fish such as the Bull Trout, which are listed as an endangered species. “These foundations are designed to bear in the soil using skin friction and end bearing,” Jared said. “During excavation, the crane was equipped with a casing oscillator and a clamshell. The oscillator is an independent piece of equipment that is attached to the front of the crane and is used to guide the steel casing while applying massive amounts of downward pressure. The oscillator surrounds

Drilled shafts were proposed by the design-build firm because they eliminated the need to install cofferdams, and minimized impacts to fish such as the Bull Trout, which are listed as an endangered species.

These two bridges are the sole route inter-connecting St. Maries across the railroad and river on the state highway system.

the outside of the casing, grabbing the circumference and twisting back and forth while continuing to provide downward force. After the casing is sufficiently deep into the earth, the crane’s boom is equipped with a clamshell. The crane is then used to extract material from the inside of the casing. This process of driving then digging cycles until the casing has reached the required

depth. After the target depth is achieved, the engineer of record (EOR) reviews the bottom of the shaft to ensure there is acceptable material to support the bridge structure. Once approval is received, the rebar cage is set and the shaft poured with concrete.” ITD chose to fast-track improvements to limit the duration and impacts of replacing these

bridges in the heart of St. Maries. These two bridges are the sole route inter-connecting St. Maries across the railroad and river on the state highway system. To mitigate impacts as much as possible, the department outlined the need for the design-build firm to develop and engage a maintenance of traffic (MOT) working group made of a collection of stakeholders including law enforcement, first-responders, regulatory agencies, as well as local citizens and business owners. The MOT group was regularly updated on current and upcoming construction activities, and was invited to provide input and realtime feedback on traffic impacts and other concerns. Through the innovative contracting that was allowed as part of this design-build, as well as the MOT working group, the project team remains more invested in the progress and results of construction, and engagement and communication with those directly impacted is ensured, and is more successful. The project is expected to be finished early this summer.  CEG

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 7, 2019 • Page 7

NORTHWESTERN PUBLISHING 2019 Issue#

Closing

Publishing

July 25

August 4

August 22

September 1

September 19

September 29

October 17

October 27

November 14

November 24

December 12

December 22

Efficiency & High Performance.

Page 8 • July 7, 2019 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

The LH50M Industry material handler represents efficiency and high performance. The standard Liebherr regenerative power system assures maximum handling while, at the same time, achieving lower fuel consumption. Quiet operation with the highest payload is guaranteed by the large, sturdy undercarriage. The attachment of the machine is available in a variety of versions and is thus always optimally matched to your respective application.

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