Pacific Northwest 17, August 13, 2023

Mammoet Installing New Roof ‘Cassettes’ in Portland

The Portland International Airport (PDX) has contracted Mammoet for its main terminal expansion project that will see the installation of 20 roof panels.

The German-based firm specializing in engineered heavy lifting and transport of large objects will help the airport nearly double the size of its main terminal.

A key component of this expansion is the construction of a new, seismically isolated wood structure over the central area of the airport. The roof, crafted mainly from regionally and sustainably sourced wood, has been fully prefabricated between the active runways of the airport over the course of a year. Prior to being moved, the roof panels were disconnected into approximately football field sized pieces to be transported to the new terminal expansion.

Mammoet was responsible for jacking up, transporting and installing 20 roof panels of five distinct types at the airport — all while avoiding passenger disruption.

To date, Mammoet has placed 16 panels to wrap up phase one of the project. Four additional panels will be installed in 2024 during phase two.

Depending on the type of panel, each was launched, rolled into place, set directly with self-propelled modular transporters (SPMTs) or lifted with a crane into its final position.

The panels vary in weight with a minimum of 80,000 lbs. with dimensions up to 236 ft. by 164 ft. by 19.6 ft. Mammoet used four towers of Mega Jack 800 to jack up the roof panels

to approximately 55 ft. to allow SPMTs with falsework to be driven underneath each roof section. At midnight on the day of each move, the runways were closed for the 1-mi. transport of the panel from laydown yard to terminal. The roof sections were moved with care at a speed of approximately 1 mph.

Most panels needed to be installed over the top of populated areas of the existing terminal building. With safety at the forefront of the entire project, work was done during strict overnight closures when the public could be kept clear of the work area. Once the area was verified to be clear of all

see ROOF page 8

A key component of the project is the installation of 20 roof panels. To date, Mammoet has installed 16 and the remaining four are expected to be completed by 2024.

Mammoet used four towers of Mega Jack 800 to jack up the roof panels to approximately 55 ft. to allow SPMTs with falsework to be driven underneath each roof section.

Oregon Commissioners Approve Projects, 25-Year Plan

The Oregon Transportation Commission met recently in Pendleton for its regular meeting. This is the first time the commission has met east of the mountains since the pandemic paused travel.

Commission Approves Oregon Transportation Plan

The commission approved the Oregon Transportation Plan, or OTP, which is the 25-year plan that shapes the state’s transportation system. This new OTP focuses on connecting people and goods in the most climate-friendly, equitable and safe ways.

Oregon’s transportation system faces many significant challenges. The OTP seeks to address these challenges through a policy framework aimed at:

• Saving lives;

• Centering equity;

• Reducing greenhouse gas emissions;

• Securing sustainable and reliable funding;

• Maintaining the existing system and completing critical connections;

• Enabling the efficient movement of goods and services;

Additional funding would be required to achieve the many goals of the OTP. The plan includes information on how to prioritize limited funding and how any additional money should be allocated.

“Without additional funding, we need to make tough tradeoff decisions,” said ODOT Director Kris Strickler. “This plan helps us advance toward more equitable outcomes, address the most critical safety issues, and build and maintain a cleaner transportation system with the limited funds we do have.”

The plan recognizes that operations and maintenance of the entire multimodal transportation system is vital. Roadways are a key asset for freight trucks and passenger vehicles, but they are also a conduit for most bikeways and walkways, and they also serve transit buses. The OTP acknowledges that these routes are essential for connecting communities and supporting commerce and that maintaining this system must be balanced with completing the biking and walking system, adding electric vehicle charging infrastructure, expanding transit service and more.

The OTP was developed over the past 18 months with the help of Oregonians with diverse backgrounds and experiences, including those representing partner tribes, jurisdictions, agencies and key audience groups. Three major public comment periods ensured input from across the state and in multiple languages. By focusing on the users of the transportation system, the plan includes policies that create benefits for all people and communities.

“The updated OTP charts a path for a different future for Oregon,” said Amanda Pietz, ODOT administrator for the Policy, Data and Analysis Division, where the plan is housed. “We heard loud and clear that the plan is only as useful as it is implemented. The OTP will direct the work of ODOT, but additional partners – including tribes, other state agencies, local governments, members of the private sector and more – will be critical in working with us to implement the policies in this plan so we can fully realize its vision.”

The final adopted OTP and related infor-

mation are available on the website.

Commission Adopts Statewide Transportation Improvement Program for 2024-2027

The Statewide Transportation Improvement Plan, or STIP, is ODOT’s four-year capital improvement program. It includes projects on federal, state, city and county transportation systems (highway, passenger rail, freight, public transportation, bicycle and pedestrian), and projects in the National Parks, National Forests and Indian tribal lands.

The Oregon Transportation Commission and ODOT develop the STIP in coordination with a wide range of key audiences and the public.

The OTC’s action to adopt the Final 20242027 STIP enables ODOT to forward the document to the Federal Highway Administration and the Federal Transit Administration for their final approval.

Commission Adopts Oregon State Rail Plan-Implementation Plan

Unlike highway or transit systems, the rail network is predominantly owned by private industry, requiring unique public-private partnerships to accomplish the state’s goals with the rail system. The Oregon State Rail Plan-Implementation Plan, approved by the Oregon Transportation Commission at the meeting, helps ensure investments contribute to a safe, efficient and reliable rail network that benefits Oregon residents and businesses.

An analysis of the state’s rail needs — a key part of the plan — will help accomplish

the state’s goals. An interactive Rail Needs Inventory map details passenger and freight rail needs, including ownership, project description and more. It also includes an equity lens layer to help prioritize projects in disadvantaged communities. Having this information easily accessible will help the state take advantage of investment opportunities when they arise.

Interstate Bridge Replacement Program

The Oregon legislature supports this project with a $1 billion commitment. The Interstate Bridge Replacement program, or IBR, will replace the existing bridge with a modern, earthquake-resilient, multimodal structure that will improve safety and keep people and the economy moving into the future. The IBR program is currently in the federal environmental review phase and is studying two alternatives – the modified Locally Preferred Alternative, with various design options, and the no-build alternative.

The Oregon Legislature committed $1 billion to the project during this year’s legislative session. That matches the $1 billion commitment already received from the state of Washington. To pay for the project, these funds will be combined with federal funding and toll revenue.

The commission’s next meeting is scheduled for Sept. 14 in Eugene. Sign up to receive automatic emails about the commission and its work on the website. 

(All photos courtesy of Oregon Department of Transportation.)

The OTC’s action to adopt the Final 2024-2027 STIP enables ODOT to forward the document to the Federal Highway Administration and the Federal Transit Administration for their final approval.

The Oregon Legislature committed $1 billion to the project during this year’s legislative session. That matches the $1 billion commitment already received from the state of Washington.

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Crews Construct, Transport Wood Roof Pieces One By One

ROOF from page 1

pedestrians, the installation of the roof panels could begin. Each panel, referred to as a super cassette, was installed using stationary skidding propelled by strand jacks and lowered with the skidding jacks onto column isolators.

The next set of panels were then rolled into position down the bottom flanges of the previously set panels. The panels were safely secured with consideration for potential elevated wind and project specific seismic requirements before the public were allowed to reoccupy the area below.

A major complexity of the project was the wood material used in the roof panels’ construction. Deflection of the roof panels was a major concern of the client and the roof designers, so at each point in the jacking, transport and installation process, deflection of the roof was monitored and kept within stringent criteria.

Only the super cassette pieces had steel girders in the longitudinal direction to support the 82-ft. wooden arches and to allow the panels to be “launched” using stationary skidding equipment. Also, the supports for the launching jacks were temporary towers supported by wooden piles, which were installed in the 1950s.

To mitigate any issues, Mammoet performed extensive friction testing in its Rosharon, Texas, yard prior to execution to ensure no structural damage occurred to a mockup roof panel and that the design values presented to the client for strand jack anchoring were realistic. When executing the job on site, Mammoet closely monitored the loads and deflections to ensure that they were in line with the tested values.

(All photos courtesy of Mammoet.)

To help lead the expansion of the Portland International Airport, Mammoet is constructing a new, seismically isolated roof structure over the central area of the airport.

The panels vary in weight with a minimum of 80,000 lbs., with dimensions up to 236 ft. by 164 ft. by 19.6 ft.

At midnight on the day of each move, the runways were closed for the 1-mi. transport of the panel from laydown yard to terminal. The roof sections were moved with care at a speed of approximately 1 mi. per hour.

M.J. Hughes to Replace North Fork Lewis River Bridge Deck

Starting in mid-August., Washington State Department of Transportation’s contractor, M.J. Hughes Construction Inc., will begin work to repair the northbound I-5 North Fork Lewis River Bridge, just south of Woodland at the Clark and Cowlitz county line.

During the traffic shift, half of the bridge deck will be worked on at a time. This configuration creates a safe work zone for contractor crews and enables them to work more efficiently.

“We understand reducing three travel lanes down to two narrow lanes will cause substantial backups and significantly increase travel times,” said WSDOT Project Engineer Susan Fell. “However, this construction staging approach prioritizes safety, efficiency and prompt execution of the work. Given the deteriorating condition of this bridge deck and its importance as a crucial west coast connection on I-5, this project is vital to enhance structural integrity, maintain smooth travel for commuters and goods, and when complete, will minimize the need for emergency bridge closures. To avoid significant delays, we strongly urge travelers to plan ahead.”

Contractor crews will use a temporary smart work zone system and zipper merg-

ing throughout the work zone to improve safety and traffic flow.

About Project

Construction on the bridge includes repairing the deck, applying a polyester concrete overlay, modifying expansion joints and installing new bridge joint seals. Once complete, travelers will experience a smoother, safer driving surface and the life of the bridge deck will be extended for many years to come. Additionally, the current weight restriction will be lifted and freight truck drivers will no longer be required to move to the center lane when crossing the bridge.

I-5 is the main north-south highway connection along the West Coast.

This $17.4 million dollar project will keep travelers, goods and services moving through Washington state. Work to improve the bridge deck along southbound span of the North Fork Lewis River Bridge also is part of this project and is scheduled to begin in summer 2024. Construction dates will be announced next year. The entire project is scheduled for completion by fall of 2024. 

FALCON WINCH ASSIST

FALCON GRAPPLE CLAW

(All photos courtesy of Washington Department of Transportation.)

Construction on the bridge includes repairing the deck, applying a polyester concrete overlay, modifying expansion joints and installing new bridge joint seals.

Komatsu’s 951XC Harvester Combines Power, Productivity

A final logging harvester that combines power and productivity with agility and excellent climbing ability. And a harvester that is also a perfect match for the C164 head. This is one way of describing the new eight-wheeled harvester from Komatsu Forest, the third addition to its range of eightwheeled harvesters specially designed for demanding conditions.

The Komatsu 951XC is a new harvester for final logging in steep terrain and on soft ground. The eight-wheel design, combined with the stable Komatsu concept, ensures a machine with great stability, excellent maneuverability and low ground pressure, according to the manufacturer. The Komatsu 951XC also is optimized for use with the Komatsu C164 — a harvester head specially designed for logging large trees — although it works just as well with a range of other heads.

For Demanding Conditions

The Komatsu 951XC is part of Komatsu Forest's product series of machines specially designed for challenging conditions.

“Now we have a complete range of eightwheeled machines, specially designed for demanding conditions,” said Joakim Johansson, product manager harvesters of Komatsu Forest.

Compact Yet Strong

The machine design is much like that of the Komatsu 951, although there are some differences. The Komatsu 951XC has the same wheel size as the 931XC, lending the machine a more compact design and giving the 951XC a total machine length that is shorter than that of the Komatsu 951.

The Komatsu 951XC has 242 kN of underlying tractive force and unique interaction between engine, control system and power transmission. The hydrostatic transmission enables engine power to be fully utilized, providing considerable advantages in difficult terrain as well as excellent climbing ability. This is much due to the machine's large hydrostatic pump, which can maintain higher speeds at high tractive forces.

“What is special about the 951XC is that it combines the strength of a 951 with an extremely compact design. Since it has about the same dimensions as the 931XC it can be used in denser stands,” Johansson said.

The 951XC also the equipped with hub reductions. They provide an advantage when working in challenging conditions, such as steep, snowy, or wet terrain, as they increase the life of the bogie and thereby machine reliability, the manufacturer said.

The Komatsu 951XC has new working hydraulics to better utilize the diesel engine. The new hydraulics also provide faster feeding from start to maximum speed and allow the saw motor to work even more efficiently.

“The new working hydraulics contribute to a feeling of an even stronger engine according to the test operators that have been working with 951XC,” Johansson said.

Although the working hydraulics are new, in all other respects the Komatsu 951XC shares the same design as other Komatsu harvesters, meaning 3PS.

“This enables several crane and head functions to be used simultaneously with retained maximum hydraulic power, all thanks to the machine's hydraulic power coordination,” Johansson said.

Powerful Crane

All Komatsu harvesters are equipped with parallel cranes, this has been the case since 1999. With the Komatsu Forest design concept, the lifting booms and outer booms are linked, thereby eliminating an entire aspect of crane control. This concept simplifies crane operation by ensuring that the head is always in level regardless of crane cycle stage. The parallel crane also is designed to

be fast in its outward movements, when the head is unloaded, and powerful in its return movements, when the head is heavily loaded.

Compared to the 951, the Komatsu 951XC has a significantly shorter distance from the center of the crane to the front wheels. This creates a larger working area in front of the machine, that enables the operator to work at shorter reaches.

“The new larger working area in front of the machine means more powerful crane movements. And for those who equipes their machines with Smart Crane they get an even more easily maneuvered crane with excellent precision,” Johansson said.

Operator Environment

The Komatsu 951XC, just like all other Komatsu harvesters, features a high-performance operator environment. Examples of the many advantages include the spacious cab, good visibility and comfortable cab climate.

Due to the machine's stability and levelling cab, the operator is always seated level without the need to stretch and strain to maintain a good seating position. The 951XC is, as all Komatsu harvesters, based on the tried-and-tested Komatsu concept that offers favorable weight distribution and has a low center of gravity. In addition, the eightwheeled XC series harvesters have a double oscillating bogie on the rear frame giving the machines completely unique handling characteristics.

“Our double oscillating bogie on the rear frame is an innovation of which we're very proud,” Johansson said. “As well as increasing stability by lowering the machine's center of gravity, the machine follows irregularities in the terrain in a forgiving manner while delivering excellent maneuverability in challenging terrain conditions.”

The work to develop a new machine is a massive team effort. Before a new machine model is launched prototypes are thoroughly tested first with Komatsu's own test operators and then by contractors working in environments suitable for the specific machine model.

One of the contractors, Henrik Lysebäck at Lysebäcks Skogsentreprenad, tested a prototype of the 951XC in the fall of 2022 and concluded the test saying "The 951XC is a good machine, stable and comfortable to operate. It is a machine you can trust, and you feel secure working at a long reach. This is definitely a machine I would like to continue to work with.” 

(Photo courtesy of Komastu.)

The machine design is much like that of the Komatsu 951, although there are some differences. The Komatsu 951XC has the same wheel size as the 931XC, lending the machine a more compact design and giving the 951XC a total machine length that is shorter than that of the Komatsu 951.