PACIFIC NORTHWEST EDITION
A Supplement to:
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July 5 2020 Vol. II • No. 14
“The Nation’s Best Read Construction Newspaper‌ Founded in 1957.â€? Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com
Hammers Prove Key as Crews Build Bridge Project By Irwin Rapoport CEG CORRESPONDENT
Construction on the Portland Bureau of Transportation’s (PBOT) $25.8 million North Rivergate Overcrossing project, which is building a new bridge to meet the demands of the expanding industrial and commercial base in the area, began last October. PBOT awarded the contract to Cascade Bridge LLC to construct the bridge that spans Union Pacific Railroad and BNSF tracks. The 830-ft. long, 41-ft. wide concrete bridge — one lane in each direction, with a sidewalk on the north side and five spans — will replace a level crossing on North Rivergate Boulevard. Primary financing for the project is based on the U.S. Department of Transportation’s (USDOT) TIGER grant program ($7.6 million) in 2016 and $17.2 million in local funding from Metro, the Oregon Department of Transportation, and City of Portland Transportation System Development Charges. The level crossing was closed to traffic in March, and during the construction North Time Oil Road will be used as a detour to give Cascade Bridge crews the space they need to complete the overpass bridge in May 2021 and open it to traffic in June 2021. The project is expected to be completed a few months later.
Cascade Bridge LLC photo
Workers from Cascade Bridge install initial section of piling using vibratory pile hammer.
Materials & Equipment Materials removed should include 2,000 tons of asphalt and 7,500 tons of earth and rock. Among the new materials being brought in are 12,000 cu yds. of geoform, 12,000 lineal ft. of 24-in. diameter pipe that will be driven, and 4,500 cu. yds. of ready mix concrete. Cascade is taking delivery of a 2020 Link-Belt 228 HSL 130 ton lattice boom crawler crane from Triad Machinery in Portland for the project. Also to be used are a Link-Belt LS218H 100 ton crawler crane, and a 50 ton Link-Belt hydro crane. International Construction Equipment (ICE) will be see CASCADE page 6
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Page 2 • July 5, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
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Page 4 • July 5, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
ODOT, WSDOT Name Key Leader to Head Bridge Program The Oregon Department of Transportation and Washington State Department of Transportation are excited to announce the appointment of Greg Johnson as the program administrator to lead the bi-state Interstate Bridge Replacement Program office. In this role, Johnson will jointly represent both ODOT and WSDOT to lead program development efforts using a transparent, data-driven process that prioritizes equity and inclusion. Replacing the aging Interstate Bridge across the Columbia River with a seismically resilient, multimodal structure that provides improved mobility for people, goods and services is a high priority for the bi-state region. Oregon Gov. Kate Brown and Washington Gov. Jay Inslee have directed the state DOTs to open the program office to restart work that identifies a bridge replacement solution for this nationally significant corridor. “With his impressive range of technical and leadership experience, we are confident that Greg is the right person to take the helm of this critical program and help bring it to completion,” said ODOT Director Kris Strickler. “He has a demonstrated ability to effectively engage stakeholders and successfully deliver major infrastructure projects through complex community dynamics.” “This is one of the most important transportation projects in the country, and we are all committed to seeing it through,” said WSDOT Secretary Roger Millar. “Greg’s skillset and experience providing strategic leadership and building partnerships to move projects forward will add immeasurably to our ability to deliver this program.” Johnson was selected from a national pool of candidates due to his proven history of effective transportation leadership in both the private and public sectors. This includes over 20 years of service as a senior executive in the transportation industry. Through this work, he has demonstrated the ability to successfully set strategic direction, lead highperforming teams, innovate practices, manage budgets, and strengthen partnerships. He has worked on major infrastructure projects in both Maryland and Michigan, including early involvement on the Gordie Howe International Bridge project. Johnson is a licensed professional engineer with a Bachelor of Science in Civil Engineering from the University of Michigan and a Masters of Public Administration from Western Michigan University. Most recently, he served as a
Oregon Gov. Kate Brown and Washington Gov. Jay Inslee have directed the state DOTs to open the program office to restart work that identifies a bridge replacement solution for this nationally significant corridor.
critical infrastructure project forward,” Johnson said. “I am excited to dive in and begin this challenge.” Johnson will assume his duties on July 6 after relocating from Michigan.
Greg Johnson
Senior Vice President at WSP USA, one of the nation’s largest engineering firms, as the National Director for Construction Management & Services in Michigan. Prior to working in the private sector, he served as the State Highway Administrator for the Maryland Department of Transportation, and as the Deputy Director for the Michigan Department of Transportation. “I look forward to working with the stakeholders to find solutions to the unique challenges that need to be addressed to move this
About Greg Johnson As Program Administrator, Greg Johnson will lead the bi-state, multidisciplinary Interstate Bridge Replacement Program team. In this role, Mr. Johnson will provide the primary leadership to ensure that the program office follows a transparent, data-driven process that prioritizes equity and inclusion. Greg has a proven history of effective transportation leadership in both the private and public sectors. With his past work on transportation megaprojects, he brings demonstrated expertise in setting strategic direction, leading high-performing teams, modernizing practices and building coalitions. Greg has worked on major infrastructure projects in both Maryland and Michigan, including early involvement on the Gordie Howe International Bridge project. His leadership helped move the two largest Michigan Department of Transportation mega projects through the environmental processes and into construction – the $1.9 billion I-75 freeway modernization project in the northern suburbs of Detroit and the $2.4 billion I-94 freeway modernization
project in downtown Detroit. In Maryland, he was involved in early work on the $6 billion Traffic Relief Plan and led the process that resolved the final construction claims and disputes on the $1.8 billion Intercounty Connector project. Greg’s experience creating and strengthening partnerships includes implementing successful community engagement strategies and working with populations in neighborhoods representing a variety of socioeconomic backgrounds. During his career, Greg has shown his strong advocacy for Disadvantaged Business Enterprises (DBE). Greg spent eight years as a member of the AASHTO standing committee on Highways and four years as a board member on the Conference of Minority Transportation Officials. Most recently, he served as a Senior Vice President at WSP USA, one of the nation’s largest engineering firms, as the National Director for Construction Management & Services in Michigan, where he oversaw six regional team leaders with over 800 total employees. Greg also served as the State Highway Administrator for the Maryland Department of Transportation, and as the Deputy Director for the Michigan Department of Transportation. Greg is a Professional Engineer with a BS in Civil Engineering from the University of Michigan, and a Masters of Public Administration from Western Michigan University.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 5, 2020 • Page 5
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Page 6 • July 5, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Design Challenge Includes Bridge at Net Zero Settlement CASCADE from page 1
on-site — a model 44 vibratory hammer, an I-30 diesel hammer and an I-125 diesel hammer that is being rented from ICE. “The I-125 hammer, 317,000 pounds, is a really large hammer — probably the largest used around here in my memory and we’ve been building bridges for 19 years,” said Dave Mingo, Cascade’s general manager. “It’s mostly used for off-shore drilling. We’ve never used a hammer that big.” “We expect to encounter normal wear and tear and our shop is about eight miles from the work site, so mechanics can easily be sent out to do repairs,” said Mingo. “Some of the main wear and tear issues we see on a project like this are the wire rope lines, the sheaves and rollers, boom pins and pendant connections of the cranes that all see increased strains due to the vibrations and stresses created by the pile driving processes. We don’t plan to staff an on-site mechanic, but because of the close proximity of our main office to the project site, we can still respond to maintenance needs in minutes. Keys to maintenance on this project like this are no different than any project, staying on top of preventive maintenance schedules for each piece of machinery. You need to take care of the little things to prevent big issues.” The firm purchases and rents equipment from dealerships such as Tyler Rental Inc. in Chehalis, Wash., and Northside Ford in Portland, Ore. Tyler will be supplying forklifts and manlifts via rentals. Northside Ford provides Cascade Bridge will all of their pickup and utility trucks “We enjoy the relationships with the dealerships we work with,” said Mingo. “We count on their expertise and help, especially on the repair side when we need repairs. When we do have issues, they are quick to respond to do repairs and keep our crews moving. We worked with Triad to order the new crane. It is now in Portland —it has been assembled and is being tested via a trial run. It will then be disassembled and delivered to us on March 23.” Construction Progress Thus far, Cascade Bridge crews are completing Stage 1, which is moving and relocating existing utilities and providing temporary access for businesses on the north side of Rivergate Boulevard once the level crossing is closed. Stage 2 will concentrate on the bridge construction. “The temporary access will have vehicles go through the future landscaping and parking areas between the road and their buildings,” said Mingo. “There will be separate accesses for the businesses on the east and west sides of the tracks, but they won’t cross the tracks. The level crossing will only be open for us during construction.”
Cascade Bridge LLC photo
Workers from McDonald Excavating dig out footing for bridge pie with a Komatsu PC238US LC excavator.
Cascade Bridge LLC photo
Cascade is taking delivery of a 2020 Link-Belt 228 HSL 130ton lattice boom crawler crane from Triad Machinery in Portland to help with the bridge project.
Crews are installing storm sewer and water lines, removing the infrastructure underneath the existing roadway where the approaches for the bridge will be placed. The road where the new bridge is being constructed was closed, which allowed bridge construction to start. “We’ve had our electrical subcontractor, NorthStar Electrical Contractors [Sherwood, Ore.], come in to do some temporary illumination for the new access roads,” said Mingo. “The relocations are going well, but things are never exactly where they’re shown on the map — it’s always hard to locate them perfectly and then there’s always little surprises — pipes and infrastructure can be at different depths and spots and it always takes extra coordination work, but we’re getting through it.” The work site for the new bridge construction is not large. “We have a small spot of city property on the east end of the project and it’s a tight work area because of the wetlands on the south side and the businesses on the north side of the road and the overhead power lines,” said Mingo. “We have city trailers and ours sharing the same space.” The bridge construction will require some night work for the pile driving, which will see 68 high capacity piles placed at depths of almost 200 ft. “These will be some of the deepest and highest capacity piles we have come across,” said Mingo, “and because of the nature of the soil, the approaches at each end of the bridge, geoform blocks will be used. Their use is not as unique as 20 years ago. We used them in 2005 for the Lombard Street Bridge that we built, about 1,000 yards from this work site. We’ve done a number of projects for PBOT over the years and we’ve always had a good relationship. We’re currently doing an emergency bridge repair for them. “Working with two railways makes it a little more difficult,” he added. “We will have two separate sets of flaggers and sets of submittals to send. It’s important for the railways to move their trains and have safe tracks to use.” The approaches are approximately 300 ft. long each. The first and last of five spans are 145 ft. long and the intermediate three spans are 180 ft. long, each with piers — two columns attached to a crossbeam. “The first step is to drive the 68 high capacity piles, and then we’ll build the substructure so the footings, columns, crossbeams and end abutments can be placed,” said Mingo. “We’ll be using steel plate girders and do a cast-in-place concrete deck on top of them. We have 12 months from when we close the road to complete the bridge. see CASCADE page 10
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 5, 2020 • Page 7
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Page 8 • July 5, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
H.P. Civil Works Around Obstacles to Complete ODOT Project By Irwin Rapoport CEG CORRESPONDENT
The COVID-19 pandemic is having an impact on the construction sector across the country, with many private sector projects being deemed as non-essential by several state governments. But in regards to many departments of transportation projects, work continues on those projects that state authorities have determined to be essential. General contractors, though, still need to adhere to strict precautions on job sites. They are being required to take safety measures to protect workers and their families by wearing protective gear like gloves and masks, and unless it can be avoided, have workers maintain a distance of six feet between each other as people across the country are being asked to maintain social distancing. H.P. Civil is one of those contractors who must work within new guidelines for an ODOT project where it needs to set up a 7-mi. lane closure on Interstate 84. “Things are a little crazy trying to get new procedures in place to keep our guys working while the protocols are still changing,” said Larry Gescher, a co-owner and the president of H.P. Civil Inc., located in Stayton, Ore. “As an industry, we take the safety of our employees very serious and COVID-19 is no exception. We understand that there are a lot of people not currently working as a result of the Governor’s Executive Order. As a result we know that we have a lot of eyes on us making sure that we are practicing the best protocols
“We know that we have a lot of eyes on us making sure that we are practicing the best protocols available,” said Larry Gescher, a co-owner and the president of H.P. Civil Inc.“Besides the extra hand washing, wiping surfaces and tools down, we now require safety glasses and gloves at all times.”
available. Besides the extra hand washing, wiping surfaces and tools down, we now require safety glasses and gloves at all times.” For this project, Gescher is making sure to take all of the necessary precautions. “We can have our crew show up in their personal vehicles at the start of the lane closure where we can get them off the highway in a safety location,” said Gescher, “The problem arises when they get to the other end of the lane closure and need a ride back to their personal vehicle. We put together a process that if the guys are in a crew cab, that one person would be
in the front and the other in the back on the opposite side. This could be a problem because you’re not going to have 10 trucks there. We’re trying to figure this out.” One possible solution is to have people, who are wearing safety harnesses, travel in the back of the truck, but the problem is that they would be traveling in live traffic. “It comes down to which alternative is safer,” said Gescher. “We’re talking to other contractors doing similar work and they’re opting for the back of the truck. Everybody has their own interpretations of what you should be doing.”
There have been a few calls to the police, which are based on motorists seeing construction crews in trucks, and part of this is due to increased construction activity as the weather warms up. Standard night-time lane closures are being extended on a job-by-job basis as a result of less traffic on the highways. ODOT has not shut down any of H.P. Civil’s projects and, at this point, Gescher has 36 employees on seven job sites. “We’re taking all the precautions and we’re putting all the best practices into place that we can – the safety of crews and their fami-
lies is paramount,” he said. “We’ve got two people at home who were told to say in quarantine until they can get a doctor’s release to come back. We can’t chance anything. Everybody is trying to do their job and we all have to be understanding as the virus makes everyone a moving target.” As of last month, the order was issued for people to wear plastic face shields and the company has ordered 100 of them. “Everything is on backorder and the biggest problem is trying to find everything we’d like to have to implement best practices,” said Gescher, “and until then, you have to improvise and come up with the next best things to keep on going.” Gescher praised the efforts of the Oregon Association of General Contractors, which immediately acted when the COVID-19 situation arouse. “They were aggressive in pulling together best practices for us to go by,” he said. “I’m probably spending a good 80 percent of my time chasing COVID-19 stuff, trying to keep up and ahead of it. It’s really time consuming with the changing guidelines, You can go through the CDC, but it’s not specific to our industry. You can rely on the AGC and they’re sending us constant updates. On April 9 the AGC of America held a national stand down and we participated with all our projects. “They also provided a pile of information that we could take to our employees and walk them through it, which could be shared with their families,” he said. CEG
Expansion Begins on $12 Million Idaho Falls Airport Upgrade Construction began last week on a $12 million expansion project at the Idaho Falls Regional Airport (IDA) that will add an additional 38,000 sq. ft. to the air terminal and a variety of new services and amenities. The project, funded entirely by the Federal Aviation Administration’s Aviation Improvement Program, is scheduled to be completed in 18 months. As part of the remodeling project, the airport will add two new terminal gates, one on the second floor and one on the ground floor, bringing the total number of gates to five. There
will also be a new jetway for the second floor gate, in addition to three covered groundlevel boarding positions on the first floor gates. “Before COVID-19 we were on track to have a record year in terms of passengers and flights,” said IDA Director Rick Cloutier. “Even with the downturn during the pandemic we’re still in the top 10 for flights in the nation for regional airports. So as recovery continues it’s important that we continue to plan and build to serve the future needs of our businesses and residents. This project will do just that and help give us the capacity
to accommodate our foreseeable growth needs.” In addition to the passenger gates and boarding positions, the terminal will also undergo a complete remodel that will relocate the TSA screening and check-in area and add a new, dedicated TSA pre-check line. The front lobby and interior of the facility will also be remodeled and updated and a new service-animal and pet relief area will be added. On the second floor the restaurant operator, Tailwind, will also be investing in expanding their space to include sit down
service in addition to the current beverage and food services already offered there. The company will also be expanding the retail space on the second level. “This is going to be a really transformational project for air service in our region,” said Cloutier. “Not only is the airport going to get updated, air service is going to be improved and our ability to add new flights and new destinations is going to increase. This is really an exciting and much-needed project that will benefit our city and our entire region.”
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 5, 2020 • Page 9
NORTHWESTERN PUBLISHING 2020 Issue#
Closing
Publishing
16
July 23
August 2
18
August 20
August 30
20
September 17 September 27
Issue#
Closing
Publishing
22
October 15
October 25
24
November 12
November 22
26
December 10
December 20
Page 10 • July 5, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Oregon Logging Conference Announces Its Theme For 2021 The 2021 Oregon Logging Conference will take place from February 25 to 27, 2021, at the Lane County Events Center and Fairgrounds in Eugene, Ore. Recently, Oregon Logging Conference President Scott Melcher announced the theme for next year’s event, and released the following statement. The theme for the 2021 Oregon Logging Conference, “FAMILY, FRIENDS, and FORESTRY,” is aimed at honoring family, loggers and the timber industry by highlighting who we are, what we do, have done, and are planning to do. Melcher suggested the theme at the recent OLC spring board meeting and it was met with unanimous acceptance and support from the other Board of Director members present. “All three are tied together,” Melcher said. “My thoughts were to showcase the generations of families and friends that have been involved in logging and timber.” The theme calls attention to the many companies that have multiple generations of the same ‘Family’ involved, and the proud heritage that is carried on. The importance of ‘Friends’ cannot be overemphasized. At the OLC and other related association
gatherings annually, old friends reconnect to catch up on what has transpired over the past 12 months. New friends are made easily because of a shared bond, a shared lifestyle, a shared dedication to Family, Friends and Forestry. ‘Forestry’ is our livelihood, our culture, our way of life. And it wouldn’t be what it is without Family and Friends. “I consider Forestry to be generational,” Melcher said. “Learning
from yesterday, providing for today, and investing in the future. It’s a long-term commitment,” he added, “one that I and so many others make on a daily basis. I wouldn’t have it any other way,” Melcher said. “FAMILY, FRIENDS and FORESTRY,” are a very important part of our lives.” Working On The Details OLC officers, directors, staff, and volunteers are working on pro-
gram details to identify potential speakers and facilitate informative and thought-provoking seminars and panel discussion topics. As stated before, there is uncertainty surrounding the 2021 Oregon Logging Conference, stemming from the pandemic that has changed the way we all do things. We are moving forward with planning for the OLC, which is currently scheduled for February 25 to 27, 2021, at the Lane Events
The theme for the 2021 Oregon Logging Conference, “FAMILY, FRIENDS, and FORESTRY,” is aimed at honoring family, loggers and the timber industry by highlighting who we are, what we do, have done, and are planning to do.
Center and Fairgrounds in Eugene. We hope to be able to offer the same list of activities and events in conjunction with the OLC, but time will tell. The registration fee is $95 and includes the following activities: • Wednesday pre-registration meet & greet at the Graduate Eugene • Thursday opening breakfast, meetings, and social networking at the popular Sawdust Bowl, which concludes Thursday activities • Friday opening breakfast, meetings, break-out seminar sessions, and social networking at the Friday Sawdust Bowl. • An opportunity to sign up for the 12th Annual Log Loader Competition. • See the largest equipment show west of the Mississippi, with millions of dollars of logging, construction, and heavy equipment on display. • Attend OLC activities and earn Pro Logger credits More specifics will be found in future issues of the OLC NEWS newsletter. Visit our website for updated information or call the OLC office 541.686.9191.
North Rivergate Overcrossing Addresses Area’s Needs CASCADE from page 6
After that is done, we have another two months to finish the landscaping and repave the detour road — give it an overlay after all the traffic that will be put upon it.” The piles will be put in with 60-to-70 ft. long pieces that will be spliced and welded. The ready mix concrete is being provided by Cadman Inc., Vigor Works LLC is supplying the structural steel, and the rebar is from Western Rebar. Mingo is assisted by Yuski Seo, the project manager, Kevan Pfeifer, the project superintendent, and Kyle Villiott, the project field engineer. Peak days thus far had 15 prime contractor and subcontractor employees on-site. The subcontractors include: McDonald Excavating. Inc. (Washougal, Wash.) for excavating; Knife River Corp. (Portland, Ore.) for paving; Roger Langeliers Construction Co. (Hillsboro, Ore.) for concrete flatwork; Miller Factors LLC (Portland, Ore.) for landscaping; Jonnic
Construction LLC (Molalla, Ore.) for waterproofing membrane; and Crawford, Drummond & Associates Inc. (Lebanon, Ore.) for construction surveying and staking. Project’s Purpose “Rail operations were blocking North Rivergate Boulevard for long time periods, causing traffic congestion affecting one of the region’s largest industrial area,” said Dylan Rivera, PBOT’s public information officer. “The frequent rail delays often extended for several minutes due to switching operations, causing long backups. The area is home to several large employers, including Evraz Steel.” On the north side of the boulevard, the rail tracks separate the operations of two industrial firms and on the south side are forested wetlands. The bridge was designed by HDR Inc. “The design is complicated by the poor soil conditions in the area, which required a
zero net load bridge,” said Dan Layden, PBOT’s project manager. “The approach structures will be constructed with lightweight geofoam fill material. They are overexcavated and replaced with lightweight material to balance the weight of the bridge. The bridge footings are founded on steel piles driven 150-to-200 feet into the bedrock.” “The most significant design and con-
struction challenge is the need to construct the bridge at net zero settlement impact,” said Rivera. “This is necessary to protect existing businesses, but has significantly increased the cost and complexity.” Private utilities, such as PGE, Northwest Natural and Comcast have moved their equipment and infrastructure, and Cascade Bridge is relocating the water and sewer lines. CEG
Equipment Onsite Komatsu D37X dozer; Cat CS-433C roller; Komatsu PC238US LC excavator; Broce BB 250-B sweeper; Cat D4G XL dozer; Kobelco SK250LC excavator; Link-Belt 228 HSL crane;
Link-Belt LS218H crane; Genie S-65 manlift; JLG G9-43A forklift; Komatsu PC138US LC excavator; John Deere 624L loader; John Deere 50G excavator; Kenworth T800 water truck.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 5, 2020 • Page 11
SEATTLE/TACOMA 253.722.5560 SPOKANE 509.534.1900 MT.VERNON 360.488.3948 PORTLAND 503.254.5100 BEND/PRINEVILLE 541.447.5293 EUGENE 541.342.7700
How to Fix West Seattle Bridge? The Seattle Department of Transportation recently conducted a study to figure out how to best repair the West Seattle Bridge. New analysis indicates that repairing the West Seattle High-Rise Bridge may be possible, but the department still do not know how long any repairs would last or whether useful repairs allowing us to reopen the bridge, even partially, for the time it would take to plan, design and construct a replacement would be feasible. The West Seattle High-Rise Bridge is a complex structure that uses a post-tensioned segmental box girder system to span between four sets of columns. In simple terms, there are two structural systems that work together: • The concrete structure, which is visible to the naked eye • An internal steel structural system, called a “post-tensioning system,” contained within the concrete Over the past few months, SDOT has conducting more than 100 scientific tests to analyze the structural stability of the West Seattle High-Rise Bridge. The tests completed so far have not found indications of problems with the post-tensioning system, comprising the steel strands running through the structure like a skeleton. Problems with this system would mean repairs would be much less likely to succeed.
It is continuing to analyze how long repairs would take, how much they would cost, whether or not repairs would allow traffic to return to previous levels and how long and in what capacity the bridge could remain open after potential repairs were completed. It is continuing to analyze how long repairs would take, how much they would cost, whether or not repairs would allow traffic to return to previous levels and how long and in what capacity the bridge could remain open after potential repairs were completed so that we can tell whether or not fixing the bridge is a worthwhile investment. SDOT has also installed an intelligent monitoring system to track movement and growth of cracks in the bridge. While cracks in the bridge have slowed, they have not stopped growing entirely and we are continuing to plan for every possibility. SDOT is keeping all options open and are still moving forward with their search for a team to design a replacement for the bridge in case repairs are not a feasible option. Meanwhile, we have begun assembling our construction equipment to stabilize the bridge, which will be a necessary step in every possible scenario. The full analysis of the structural stability of the bridge should be complete in early July.
Page 12 • July 5, 2020 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
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