Texas 19 September 17, 2017

TEXAS STATE EDITION

A Supplement to:

®

September 17 2017 Vol. II • No. 19

“The Nation’s Best Read Construction Newspaper… Founded in 1957.”

Your Texas Connection • Dennis Hogeboom • 1-877-7CEGLTD • dennishogeboom@cegltd.com

Don’t Mess With Texas — Clean Up in The Lone Star State TxDOT photo

In 2008, it cost $30 billion for Texas to rebuild after Hurricane Ike, with more than $150 million needed to repair roads and bridges.

BNSF photo

BNSF team members replace ballast along a bridge abutment Aug. 31 west of Conroe, Texas, to repair damage caused by Harvey.

By Katherine Devlin CEG EDITORIAL ASSISTANT

Twenty-seven trillion gallons of water fell on Texas and Louisiana.

Twenty-seven trillion. Over six days.

Even before Hurricane Harvey slammed into Texas, preparations were made by transportation authorities to deal with the aftermath of the storm. As flood waters recede, the true extent of damage to the state’s roads, bridges and infrastructure becomes more apparent.

Washed out roads, damaged bridges and sinkholes are being uncovered. As of press time, 118 roads remain closed due to damage, down from more than 530 on

TxDOT photo

More than 1,500 TxDOT employees have been on hand to monitor damage and respond to the situation.

Aug. 29. More than 1,500 TxDOT employees were on hand monitoring and responding to situations.

“While roads are under water, all we can do is put up barricades and redirect traffic, for the most part,” Marc Williams, TxDOT deputy executive director told the Texas Tribune.

TxDOT spokesman Bob Kaufman explained to the Tribune repairs were being made as soon as it was safe for crews to do so.

The Port of Houston was closed for a week, reopening on Sept. 1 with restrictions, due to the swift current in the channel. In a statement, the Port reported “no evidence of flooding on terminal. No visible damage to containers, cranes or other terminal equip-

ment.”

At the Port of Corpus Christi, a drillship broke loose from its moorings during the storm. The ship ran aground, blocking the entrance. According to the Coast Guard, the vessel was freed on Sept. 4. At press time, the Port has reopened, but with a restriction of vessels with a draft of no more than 43 ft.

Ships were lined up, ready to deliver cargo to Texas ports. At one point, 22 oil tankers were waiting off the Texas coast, ready to unload. At press time, in addition to Houston and Corpus Christi, the ports in Galveston and Texas City ports were open on a limited basis.

Freeport and Brownsville ports were open without restriction.

Rail service also is being restored as conditions improve.

BNSF reports “significant progress in restoring rail service and facility operations in the Houston area and other areas of southeastern Texas,” and states its engineering teams will continue to inspect and evaluate affected areas.

On Aug. 29, U.S. Transportation Secretary Elaine Chao provided $25 million in “quick response emergency relief funds” so repairs could be made as soon as possible to traffic signals, signs and flooddamaged roads.

“I have mobilized the Department of Transportation to provide whatever assistance Texas requires to restore the state’s trans-

portation systems,” said Chao.

“The funding provided today will help the state to act immediately and represents the beginning of our commitment to help repair Texas’ affected infrastructure.”

Chao also issued a Regional Declaration of Emergency to ensure distribution of gas and petroleum products.

“It is critically important to Texas and to the nation that restrictions are waived for fuel trucks and the delivery of fuel from twentyfive states across the nation to ensure that much-needed energy reaches Texas as quickly as possible,” said Chao.

In 2008, it cost $30 billion for Texas to rebuild after Hurricane see HARVEY page 10

Page 2 • September 17, 2017 • www.constructionequipmentguide.com • Texas State Supplement • Construction Equipment Guide

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Houston Ship Channel...

Pilots Use High-Tech Simulators to Guide Big Vessels

By Andrea Rumbaugh HOUSTON CHRONICLE

HOUSTON (AP) Capt. Tom Goodwin stood on the bridge of an oil tanker and looked upon the familiar Bayport Container Terminal. But instead of peering out a vessel’s front windows, he was in a high-tech simulator gazing intently at 13 monitors.

The Houston Chronicle reports the Houston Pilots, tasked with guiding ships in and out of the port, don’t currently allow tankers like the one in the simulation to go down that section of the Houston Ship Channel. It was the first time a pilot was asked to bring any ship that size, 900 ft. long and 164 ft. wide, through Bayport.

The expanded Panama Canal opened just more than a year ago, providing larger passage for ships traveling between Asia and the Gulf Coast. Companies along the Houston Ship Channel have since sought to bring in larger ships.

“I’ve probably had three or four requests already this year,” said Capt. Robert Shearon, presiding officer of the Houston Pilots.

“Whereas before the canal opened, they were less frequent.”

While some of these larger vessels are already in Houston, others are trickling in more slowly. Pilots, Port Houston officials and others continue making the necessary preparations to welcome these behemoths.

That’s how Goodwin and two experienced tugboat captains recently found themselves in simulators at the San Jacinto College Maritime Technology and Training Center. They were helping an energy company determine if a new dock could accommodate large oil tankers. They also were assessing if it could be done safely.

A June 26 news release from the Panama Canal Authority said more than 1,500 “neopanamax” vessels have transited the expanded canal.

These vessels are loosely defined as ships too big to fit in the canal’s

Port Houston owns, operates, manages or leases eight public terminals, including the general cargo terminal at the Turning Basin and the Barbours Cut and Bayport container terminals. It’s also the local sponsor for the Houston Ship Channel, meaning it pays the non-federal cost of the channel, helps maintain dredge placement areas and marshes, and helps coordinate dredging alongside docks in the channel. old locks but not so massive that they won’t fit in the canal’s new locks.

The new locks can handle ships carrying up to 14,000 TEUs, a standard industry measurement for a container ship’s capacity that refers to the equivalent of 20-ft. containers. The Panama Canal reported a record-sized vessel passed through on May 24 that was capable of carrying 13,926 TEUs. It was roughly 1,200 ft. long and 160 ft. wide.

Overall, 15 of the 29 liner services using the Panama Canal have neopanamax vessels. But most of these shipping companies connect ports in Asia with America’s East Coast ports, according to the Panama Canal’s June news release on the expansion’s one-year anniversary.

Larger ships are going to trickle down to the Gulf Coast, said Jim Kruse, director of the Center for Ports and Waterways at the Texas A&M Transportation Institute.

Shipping companies will first buy behemoths for specific transoceanic routes between ports with highvolume trade. Then ships that were calling on those ports will be redirected to ports like Houston.

These ships will be larger than those currently visiting Houston, but they will never be the world’s biggest ships carrying some 20,000 TEUs. These don’t fit in the Panama Canal and tend to travel between Asia and the U.S. West Coast, where a canal isn’t needed,

or between Asia and Europe using the Suez Canal.

“We won’t get those in the Gulf,” Kruse said. “We just won’t.”

The largest container ship to call on Port Houston has been capable of carrying 8,200 TEUs, though it did not come through the Panama Canal, said Ricky Kunz, Port Houston’s chief commercial officer. Port Houston recently set a record by lifting 4,198 containers on or off the COSCO Boston at Barbours Cut Container Terminal.

The Houston Pilots permit ships that are up to 1,100 ft. long and 143 ft. wide in certain sections of the channel. Bigger ships will be permitted as various channel improvements are made and the pilots gain more experience with these vessels, Shearon said.

Both the pilots and Port Houston are working to accommodate the largest ships that can go through the Panama Canal. Port Houston has spent hundreds of millions of dollars since the early 2000s in preparation.

When more of these ships call on Houston, Kunz said, depends on when shipping companies upgrade to larger vessels. But he expects they will come. The Texas population keeps growing, requiring more consumer goods to be imported, and the Port of Houston’s petrochemical boom will ramp up exports.

“We need to continue to prepare for the growing amount of cargo,

the increase in cargo, that we have coming across the dock,” Kunz said. “It just allows us to be more efficient.”

Port Houston owns, operates, manages or leases eight public terminals, including the general cargo terminal at the Turning Basin and the Barbours Cut and Bayport container terminals. It’s also the local sponsor for the Houston Ship Channel, meaning it pays the nonfederal cost of the channel, helps maintain dredge placement areas and marshes, and helps coordinate dredging alongside docks in the channel.

It recently spent $33.5 million on three cranes that stand 270 ft. tall from dock to apex and can unload ships wide enough to carry 22 rows of containers. The cranes departed China on July 23 and began the 2-1/2-month journey to Barbours Cut Container Terminal.

Once delivered, Barbours Cut will have seven cranes capable of loading and unloading neopanamax ships. It also will have five older cranes capable of reaching across ships that are 16 containers wide.

Bayport Container Terminal has six cranes that can unload ships 18 containers wide, though these cranes can be expanded for ships 22 containers wide. The terminal also has three cranes currently working that can reach across 22 containers, and it will receive three more of the larger cranes next year.

Kruse said these types of invest-

ments will help the port stay competitive. As ships get larger, they will call on fewer ports due to the amount of time it takes to enter them and the money ships lose while docked. Ports capable of handling the bigger ships quickly and efficiently will be the ones positioned to get the business.

“The size of the ships is going to grow, and that’s going to make the competitive nature of the ports even more severe than it was in the past,” he said.

Ports are no longer just competing within their geographic region, Kruse said. They’re also competing with ports on other coasts.

In the simulator, Capt. Goodwin guided the oil tanker past container ships holding 13,000 TEUs. There was a northwest wind with speeds of 20 knots. While ships often go a little faster to fight windy conditions, the size of this virtual oil tanker and the narrowness of the channel meant Goodwin couldn’t direct the helmsman to go faster.

There were just 89 ft. between the tanker and the edge of the channel, and 158 ft. between the tanker and the container ships it was passing.

The simulation proved the tanker could make it past the container ships and to the new dock with those specific conditions and tugboats.

Ultimately, Shearon doesn’t expect the ship channel’s current depth to affect shipping companies’ decision to call on Houston.

The Houston Ship Channel can accommodate vessels with a 45-ft. draft.

“I don’t think the Port of Houston loses any business because we’re only at 45 feet,” he said. “Freeport may be at 50 feet, but the business is here in Houston.”

For more information, visit houstonchronicle.com.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

Construction Equipment Guide • Texas State Supplement • www.constructionequipmentguide.com • September 17, 2017 • Page 5

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Page 6 • September 17, 2017 • www.constructionequipmentguide.com • Texas State Supplement • Construction Equipment Guide

Architect rendering of new facility

Vermeer Texas-Louisiana Hosts Groundbreaking Event

(L-R) are Brent Guilbeau, Coleman Partners; Daryl Williams, Lincoln Builders; Whit Perryman, Vermeer Texas-Louisiana; Sen. Bill Cassidy; Mayor Sharon Broome; Keith Keller, Lincoln Builders; and Mark Krueger and Don Armstrong, Vermeer Texas-Louisiana.

Sen. Bill Cassidy gives remarks at the groundbreaking event.

Vermeer Texas-Louisiana, a dealer in underground utility installation, pipeline, tree care and landscaping equipment with 12 locations across Texas and south Louisiana held a groundbreaking ceremony on Aug. 7 for its Louisiana facility relocation.

Louisiana Sen. Bill Cassidy was the featured guest at the groundbreaking event, which also included comments from Sharon Broome, East Baton Rouge mayor. The event was organized in conjunction with the Baton Rouge Chamber of Commerce and Lincoln Builders, the project’s general contractor.

Located at 12131 Airline Highway south of Interstate 12, the new 15,500 sq. ft. facility will be built on four acres directly south of Clay Cut Bayou and will open in early 2018.

The store will feature additional space for new equipment inventory, larger service bays and increased parts storage area. Airline Highway is the hub for many equipment

Employees of Vermeer Texas-Louisiana (L-R) are Jason Rush, Michael Staten, Mike Gilless, Stetson Hickman, Don Armstrong, Tony Gendron, Stephen Trosclair, Whit Perryman, Kris Cuti and Mark Krueger.

dealerships and rental stores in the Baton Rouge area.

The new facility will replace the branch located at 8272 Rushing Road in Denham Springs, where Vermeer has operated since 1988. The current location was heavily impacted by the August 2016 flood that hit the Baton Rouge area, with up to six feet of water covering the property at one point.

“We are extremely grateful for the support we have received from our Louisiana customer base,” said Chief Operating Officer Mark Krueger. “We are investing in this new facility to demonstrate our continued commitment to better service our customers in the region.”

For more information, visit www.vermeertexas.com.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

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Construction Equipment Guide • Texas State Supplement • www.constructionequipmentguide.com • September 17, 2017 • Page 7

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Page 8 • September 17, 2017 • www.constructionequipmentguide.com • Texas State Supplement • Construction Equipment Guide

Texas Central, Fluor, Lane Move Forward With Bullet Train Texas Central, developer of the investor-owned high-speed train project, announced an agreement with Irving, Texas-based Fluor Enterprises Inc., the primary operating subsidiary of Fluor Corporation and The Lane Construction Corporation, a wholly owned subsidiary of Salini Impregilo, as the project moves into its next phase.

Texas Central, Fluor and Lane will be working together on refining and updating the project’s construction planning and sequencing, scheduling and cost estimates, procurement and other design and engineering activities related to the civil infrastructure.

The announcement marks a significant step in the development of the innovative multibillion-dollar project — a 240-mi. line that will connect North Texas and Houston in 90 minutes, with a midway stop in the Brazos Valley.

Under the agreement, after the development phase and financial close, Fluor and Lane would be the preferred design-builder of the

Texas Central photo

Texas Central, Fluor and Lane will be working together on refining and updating the project’s construction planning and sequencing, scheduling and cost estimates, procurement and other design and engineering activities related to the civil infrastructure.

project.

“This underscores the attention the Texas Bullet Train has received from world-class firms, wanting to be part of a project that will revolu-

tionize travel here and generate long-lasting local economic benefits,” Texas Central CEO Carlos Aguilar said.

“We are excited to partner with

firms that have deep Texas roots.

This is the latest in a long list of Texas-based companies helping build the train, including Freese & Nichols, Contract Land Staff and

Survey and Mapping,” Aguilar said.

He said the investor-led project, which is not taking federal or state grants for its construction or operations, wanted a partnership familiar with Texas, focused on creating jobs and opportunities here.

Fluor has expertise designing and constructing high-speed train infrastructure, along with a record of accomplishment on large, complex civil construction projects for more than 100 years. Lane has more than 125 years of experience in leading heavy civil construction projects, specializing in highways, bridges, rail, metro and mass transit, airport systems and power and energy projects.

“The ramp up on the design and engineering reflects continued progress for the high-speed train.

This is a major milestone for a project that links two of the nation’s largest commercial hubs and gives Texans a safe and reliable alternative over congested highway and air travel,” Aguilar see TRAIN page 12

Construction Equipment Guide • Texas State Supplement • www.constructionequipmentguide.com • September 17, 2017 • Page 9

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Page 10 • September 17, 2017 • www.constructionequipmentguide.com • Texas State Supplement • Construction Equipment Guide

Gov. Abbott Warns Harvey Recovery Could Top $180B HARVEY from page 1

Ike, with more than $150 million needed to repair roads and bridges. Gov. Abbott warns Harvey’s cost may exceed $180 billion. As of press time, there has been no projection on the cost to repair or replace infrastructure.

For continuing coverage of Hurricane Harvey recovery in Texas, visit constructionequipmentguide.com.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

CEG

see HARVEY page 12

TxDOT photo

Gov. Abbott warns Harvey’s cost may exceed $180 billion.

TxDOT photo

TxDOT spokesman Bob Kaufman explained to the Tribune repairs were being made as soon as it was safe for crews to do so.

TxDOT photo

Washed out roads, damaged bridges and sinkholes are being uncovered.

TxDOT photo

On Aug. 29, U.S. Transportation Secretary Elaine Chao provided $25 million in “quick response emergency relief funds” so repairs could be made as soon as possible to traffic signals, signs and flood-damaged roads.

BNSF photo

A team member moves riprap into place to protect the slope alongside BNSF track Aug. 31 west of Conroe, Texas, to repair damage caused by Harvey.

BNSF photo

BNSF track is washed out Aug. 29 near F.M. 787 northeast of Cleveland, Texas, due to flooding caused by Harvey.

BNSF photo TxDOT photo

As flood waters recede, the true extent of damage to the state’s roads, bridges and infrastructure becomes more apparent.

A bridge near Tomball, Texas, on BNSF’s Houston Subdivision, shows debris Aug. 30 left behind by Harvey.

USCG/DVIDS photo

A grounded drillship is cleared from the Port of Corpus Christi’s entrance.

Construction Equipment Guide • Texas State Supplement • www.constructionequipmentguide.com • September 17, 2017 • Page 11

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Page 12 • September 17, 2017 • www.constructionequipmentguide.com • Texas State Supplement • Construction Equipment Guide

TxDOT Crews on Duty Before, During, After Harvey HARVEY from page 10

TxDOT photo

“While roads are under water, all we can do is put up barricades and redirect traffic, for the most part,” Marc Williams, TxDOT deputy executive director told the Texas Tribune.

TxDOT photo TxDOT photo

As of press time, more than 100 roads were still closed due to damage, down from more than 530 on Aug. 29.

Even before Hurricane Harvey slammed into Texas, preparations were made by transportation authorities to deal with the aftermath of the storm.

Bullet Train Moves to Planning Stage Under New Agreement TRAIN from page 8

said.

“Fluor’s global expertise in developing the world’s largest megaprojects, matched with its ability to provide integrated solutions to clients across the globe, position the company well with Texas Central,” said Hans Dekker, president of Fluor’s infrastructure business line. “We will use our industry experience and proven track record of delivering high-speed rail projects to provide high-value services for this significant infrastructure project.”

Texas Central said Fluor and Lane have no equity or ownership stake in the project and will not be involved in land acquisition.

Lane has been involved in extensive mass transit works in the United States, performing all aspects of work, including design, permitting, quality control, environmental requirements, construction, system integration and system safety certification.

“This will be America’s first true highspeed train, and we’re eager to be part of the next generation of sustainable infrastructure.

The project will create benefits for generations to come while providing an innovative transportation alternative for Texas commuters,” said Robert E. Alger, president and CEO of The Lane Construction Corporation.

Texas Central photo

Under the agreement, after the development phase and financial close, Fluor and Lane would be the preferred design-builder of the project.

Lane has been working in Texas continually since the early 1980s. Among its Texas projects, it is leading a $300 million designbuild joint venture to construct managed lanes on SH 360 from Interstate 20 to U.S.

287 south of Arlington; extending runways and taxiways at Ft. Worth Alliance Airport; and reconstructing segments of Interstate 35 in North Fort Worth, Waco, Austin and San Antonio. The signature Brazos River

Bridges on I-35 in Waco won the 2014 Engineering Excellence Award. Lane also is a joint venture partner on the $1 billion I-35 Express project from Dallas to Denton.

Its parent company, Salini Impregilo, has substantial experience in high-speed trains in Italy with the Bologna-Firenze, Milano Torino and current Milano-Genova lines, as well as in other countries. They are currently active in the construction of metro systems and railway lines such as the Red Line in Doha (Qatar), one of the largest infrastructure developments in the Middle East; Line 3 of Riyadh’s new metro (Saudi Arabia); and Cityringen, Copenhagen’s new metro (Denmark). 3 In Texas, work is advancing on the highspeed train every day, preparing the environmental assessments, engineering and other areas. The Federal Railroad Administration (FRA) continues to work on an Environmental Impact Statement (EIS), which will help determine the project timeline and final route.

For more information, visit texascentral.com, fluor.com and laneconstruct.com.

(This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)

Construction Equipment Guide • Texas State Supplement • www.constructionequipmentguide.com • September 17, 2017 • Page 13

Page 14 • September 17, 2017 • www.constructionequipmentguide.com • Texas State Supplement • Construction Equipment Guide

Construction Equipment Guide • Texas State Supplement • www.constructionequipmentguide.com • September 17, 2017 • Page 15

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