Wildish Construction Repairs Damaged Bridge on U.S. 101
The Link-Belt HTC-86100 (N3) is braced for work.
By Lori Tobias CEG CORRESPONDENT
For a traveler, it’s a wish on the bucket list of awesome drives; for a business owner, it’s a transportation artery for goods transiting the West Coast; and for a local, it’s the twisting, climbing road that leads to everything. But in August, milepost 39.5 on U.S. 101 was simply a tragedy waiting to happen.
The Oregon Department of Transportation (ODOT) got the call on Aug. 29 that something was amiss on the Necarney Creek Bridge near Manzanita. A section of the concrete guardrail and sidewalk on the 95-ft.-tall bridge had collapsed and, save for a damaged bit of steel rail, there was almost nothing preventing northbound vehicles from plunging over the side.
see WILDISH page 12
Klamath River Dam Removal Project Finished; Land Restoration Ongoing
Construction crews removed the top of the cofferdam left of Iron Gate Dam, allowing the Klamath River to run in its original path near Hornbrook, Calif., on Aug. 28, 2024.
The removal of four hydroelectric plants and dams on the lower Klamath River in California and Oregon was recently completed, according to the Klamath River Renewal Corp., Hydro Review reported.
KRRC said Kiewit, the Omaha, Neb.-based dam removal contractor hired by KRRC, finished the required work along the river. Knight Piesold, headquartered in South Africa, was
the civil prime design partner on the project.
Part of the Iron Gate cofferdam and a temporary river crossing at Copco No. 1 were left in place after the cofferdam breaches in September to provide access to the far side of the river so diversion infrastructure could be removed, Hydro Review reported.
see DAMS page 14
Multiyear Construction Under Way to Widen 21 Miles of I-15
The Idaho Transportation Department (ITD) began construction to widen Interstate 15 to three lanes in each direction between the Northgate and Fort Hall interchanges to accommodate projected increases in traffic volumes.
The $190 million Leading Idaho multi-year project includes widening I15, constructing a median barrier to separate opposing lanes of traffic and reconstructing bridge structures, including overpasses and underpasses, to accommodate the additional lanes.
The 21-mi. project begins at the Northgate Parkway Interchange (Exit 73) and ends approximately 1 mi. north of the Blackfoot/U.S. 26 Interchange (Exit 93).
Due to the large project area, the widening of this stretch of I-15 has been divided into two projects with separate contractors. These contractors will work simultaneously to complete the projects. Western Construction Inc. of Boise, Idaho, and Sundt Construction, whose regional office is in Salt Lake City, Utah, are the contractors for the north and south project areas, respectively.
Work will be phased to maintain two lanes of traffic in each direction during the day for most of the project. There will be some nighttime work that requires single-lane closures.
This fall, crews will shift traffic to create the space they need to build a median wall, reconstruct structures, and demolish and reconstruct the existing northbound lanes of the interstate.
Construction is anticipated to be completed in 2027. The project will increase capacity and improve safety on I-15 to serve East Idaho’s growing transportation volumes for years to come.
Construction is being funded as part of Idaho Gov. Brad Little’s Leading Idaho transportation funding initiative. The initiative allows ITD to take a deliberate approach to advance large projects that will enhance safety, improve mobility, further strengthen Idaho’s economy and positively impact communities across the state for years.
Most of I-15 was constructed in the 1960s and 1970s. With the increased population and traffic across eastern Idaho, IDT said it was necessary to modernize aging infrastructure and increase capacity and safety to meet the region's travel demands along the I-15 corridor.
This project is part of a multi-year planning process to improve I-15 between Pocatello and Idaho Falls. Due to the size of the corridor, the planning process is divided into several separate projects.
(Photos courtesy of the Idaho Transportation Department.)
A map of the Interstate 15 widening project between the Northgate and Fort Hall interchanges in Idaho.
Amtrak to Start Major Rail Yard Improvements in Seattle
Amtrak will soon begin major rail yard upgrades in Seattle, Wash., following the award of a construction contract to PCL Construction Services Inc.
The project advances the company’s New Era of Rail and supports passenger rail growth as ridership continues to break records around the country, including in the Pacific Northwest.
PCL Construction Services, which maintains its United States headquarters in Denver, Colo., will lead the design and construction, managed by the facilities team within Amtrak’s Capital Delivery department.
The new maintenance facility and rail yard improvements will support the existing fleet and prepare for future trains.
The overall project investment is nearly $300 million, funded by the Infrastructure Investment & Jobs Act (IIJA).
The upgraded King Street Yard will enable modern, more efficient maintenance practices and support the introduction of new Amtrak Airo trains set to enter service in 2026 for the Amtrak Cascades route, along with maintenance for trains on the long-distance routes that operate out of the yard.
When the project is completed, the rail yard will feature a new two-bay maintenance and inspection facility and a new service and cleaning bay to provide the foundations for a world-
class maintenance yard.
“We look forward to breaking ground soon on this important project that will modernize maintenance and upgrade the overall customer experience,” Amtrak Executive Vice President, Capital Delivery Laura Mason said.
Additional improvements include relocating existing facilities, upgrading utilities and adding space to store train maintenance materials. Regular service will be maintained throughout the project, with completion expected in 2027.
The work will be completed within the rail yard’s existing footprint, south of the Stadium District in Seattle.
In alignment with Amtrak’s Net-Zero Strategy, the new facility will operate without using fossil fuels for heating, allowing Amtrak to take advantage of the region’s available renewable electricity. Amtrak, already one of the most sustainable ways to travel, has announced a Net-Zero Strategy which targets sourcing 100 percent carbon-free electricity by 2030 and achieving net-zero emissions by 2045.
“We’re finally addressing long-standing rail needs, advancing major projects, and upgrad-
ing vital infrastructure across the country, including Amtrak stations and facilities like the King Street Coach Yard, FRA Administrator Amit Bose said. “The new Seattle facility and rail yard will benefit riders on several Amtrak routes, including Amtrak’s Cascades route, and upgrades will ensure it is positioned for future growth.”
Amtrak’s King Street Coach Yard is located approximately 1 mi. south of King Street Station and experiences more than 200 daily train movements. It will be home to the first Amtrak Airo trains to enter service in 2026, featuring a design and modern amenities that will transform the travel experience.
At the Seattle Rail Yard, Amtrak employees maintain, service and clean the locomotives and passenger railcars that operate on Amtrak Cascades — daily Pacific Northwest trips between British Columbia, Washington and Oregon; Coast Starlight — daily connections between Los Angeles and Seattle; and Empire Builder — daily connections between Chicago and the Pacific Northwest.
Amtrak also maintains Sounder commuter trains at the rail yard. This Sound Transit service operates between Everett, Seattle and Lakewood, with additional stops in between.
The overall project investment is nearly $300 million, funded by the IIJA.
“It’s great to see more federal dollars from our bipartisan infrastructure bill coming back to Washington state to build and upgrade crucial transportation infrastructure that our families rely on, like the King Street Yard,” U.S. Sen. Patty Murray (D-WA) said. “Seattle has always been a world-class destination, and these upgrades will make it easier than ever for more people up and down the West Coast to travel to Seattle, as well as across our state, to see just how much Washington has to offer.”
Traffic near Exit 89 along Interstate 15
Amtrak Photo
Major improvements are planned for Amtrak’s rail yard in Seattle, Wash.
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State Highway 53 Interchange Construction Project Begins
The Idaho Transportation Department began construction of an interchange at State Highway 53 and Pleasant View Road near Hauser in early October.
Scarsella Bros. Inc. of Kent, Wash., will serve as the contractor.
The project will enhance safety in the highly traveled corridor by eliminating three railroad/vehicle crossings, streamlining access to SH-53 and increasing capacity on key routes. Work will include these primary improvements:
• Constructing a diamond interchange at SH-53 and Pleasant View Road.
• Removing access to SH-53 from four roads: Hauser Lake Road, Hollister Hills Road, Prairie Avenue and McGuire Road.
• Expanding Pleasant View Road to two lanes in each direction through the interchange.
• Widening SH-53 to two lanes in each direction with a new center median through the project limits.
Crews will start construction with tasks that likely won’t affect existing traffic flow for the remainder of the year. Impacts to drivers are anticipated to start in spring 2025.
This project was first identified in 2006 as part of the Bridging the Valley Study. The BTV’s goal was to improve safety by separating vehicle and train traffic in the 42-mi. corridor between Spokane, Wash., and Athol, Idaho. The final design was completed in 2015 with input from interested parties and the community.
In mid-2023, the U.S. Department of
Transportation’s Federal Railroad Administration awarded ITD a grant which made construction of this project possible now, rather than years in the future. The grant program was created to improve safety at rail crossings in communities across the country to save lives, time and resources for American families.
“Communities along SH-53 are regularly impacted by noise and blocked traffic as trains move through this area,” Project Manager James Dorman said. “This project will minimize conflict points and streamline traffic by bringing them safely through the Pleasant View Road interchange.”
Additional financial contributions were made by ITD’s partnering organizations: BNSF Railway and the Post Falls Highway District. The estimated construction cost of this project is $30 million.
(Photos courtesy of the Idaho Transportation Department.)
New Crane, Load Space Featured in Upgraded Komatsu 895
With its powerful transmission and large load capacity, the Komatsu 895 is a truly productive final felling forwarder.
There is an all-new, powerful crane option: the 205F. The Komatsu 895 also has been upgraded with a robust load space, including gate and bunks with telescopic function. In conjunction with this upgrade a new grapple model is presented, the G88H, as well as a new rotator that fits the larger crane.
The Komatsu 895 was introduced in 2013 and has undergone a number of productive upgrades during the years.
With this upgrade, focus is on a new, powerful crane and a load space with a telescopic full-width gate and telescopic bunks. The cooperation with customers has been a guide in this project and experiences from plantation forestry in South America as well as final felling in the Nordic countries, Australia and North America have contributed invaluable input in the development work.
Productive Option: Crane 205F
The 205F is a brand new, powerful crane with a lifting torque of 205 kNm and a slewing torque of 51.9 kNm. It has been developed with a focus on increased productivity
in final felling and plantation forestry.
The crane has a robust, welded crane pillar which together with the inner boom and outer boom provides both good lifting capacity and lifting geometry. Choose between a reach of 7.5/8.5 m with single telescope or 10 m with double telescope. In connection with this, Komatsu also offers a brand new, larger grapple model, G88H, with tip-to-tip area 0.55 m2. The new grapple also has a powerful new rotator, the GX.
New Load Space
The new load space consists of a robust, telescopic gate and new, hard-wearing bunks with telescopic widening function.
The entire gate is raised and lowered hydraulically and the foldable wideners can be locked in the retracted or extended position. There also is an option to make the gate movable along the rear frame direction.
The new bunks have a telescopic widening function and can also be equipped with hydraulic height-adjustable stakes. This increases the productivity of loading and unloading by reducing the height that the timber needs to be lifted over the stakes — which also contributes to reduced fuel consumption.
The Komatsu 895 was introduced in 2013 and has undergone a number of
tive upgrades during the years.
Reinforced Frame, Updated Hydraulics
The machine’s frame system, including articulating frame and bearings, has been designed to handle the increased crane capacity and the new load space. The more robust frame also gives the machine better durability in challenging environments. A longer rear frame option also is offered to suit plantation forestry, mainly in South America. It is adapted for the log length of 7.2 meters.
Another new feature is that the hydraulic
system is equipped with a hydraulic pump with electric control. This provides benefits such as more even pressure levels and improved efficiency. The hydraulic tank has also been further developed and equipped with a practical new single filter that simplifies maintenance and service.
In summary, the upgraded model offers a combination of higher performance and more robust design, making it a productive and reliable companion in the forest.
For more information, visit komatsuforest.com.
State Highway 53 in Idaho will be revamped in the months ahead.
Multiple changes will be made to State Highway 53, as detailed here.
Photo courtesy of Komatsu
produc-
RapidRide J Line Transit Construction Project Starts
Seattle Mayor Bruce Harrell, King County Executive Dow Constantine and local leaders broke ground on Oct. 8 to signify the start of the $129 million. RapidRide J Line Project in Seattle, according to the Seattle Department of Transportation blog.
“The project will create vital community connections, making it easier for Seattle residents, workers and students to reach their destinations,” according to the blog.
Jansen Inc. of Bellingham, Wash., will be the project contractor.
“Seattle is building a transportation system that makes it easier and safer for people to get where they need to go, regardless of how they travel,” Harrell said. “Transit riders can look forward to a major upgrade with the RapidRide J Line, and this project will also include improvements to everyone who uses our streets and sidewalks. The J Line will strengthen vital neighborhood connections and help people access the opportunity to learn, to work and to experience all that Seattle has to offer.”
The Seattle Department of Transportation (SDOT) and King County Metro are collaborating to upgrade Metro’s existing Route 70, a crucial bus line.
The improved service will connect growing Seattle neighborhoods like the University District, Eastlake, South Lake Union and Belltown with more frequent, reliable transportation.
“The RapidRide J Line will strengthen vital neighborhood connections between existing Link light rail stations in the U District and Downtown Seattle and other RapidRide bus lines, fostering seamless transit options and a smoother, more predictable travel experience,” according to the blog.
Rapid Ride Service is planned to begin in 2027.
The total project budget is $128.5 million. It includes $64.2 million from the Federal Transit Administration’s Small Starts Grant, $9.6 million from the Federal Highway Administration, $6 million from the Washington State Department of Transportation, $6 million from the University of Washington and $43 million from the city of Seattle,
largely from the voter-approved Levy to Move Seattle.
In addition, Seattle Public Utilities plans to invest $28 million. That will be used to build a new water main during construction, reducing the need for future closures.
And aside from operating daily bus service, King County Metro will contribute more than $10 million toward bus station amenities and staff resources.
Additional improvements to pedestrian and bicycle safety will include new protected bike lanes with concrete barriers, expanded sidewalks, painted crosswalks, new curb ramps and upgraded signals. A goal is to enhance accessibility while promoting more environmentally friendly travel. That supports the city’s goal to address climate change.
The project will include:
• 15,130 ft. of repaired sidewalks.
• 2 mi. of repaved streets.
• 3.7 mi. of protected bike lanes.
• 2 mi. of dedicated bus priority lanes.
• 177 improved crosswalks.
• 131 upgraded curb ramps.
• 33 intersections equipped with new traffic signals.
• 190 newly planted trees.
• 8,900 ft. of replaced water main.
The project is one major transit investment component funded by the Levy to Move Seattle, which aims to create a more connected city since its passage by voters in 2015.
The initiative includes projects such as the RapidRide G Line –– Madison Street project, the recipient of nearly $60 million in federal funding, and the RapidRide H Line –– Delridge Way SW, as well as various Transit-Plus Multimodal Corridor projects throughout Seattle.
The RapidRide J Line will traverse the recently rebuilt Fairview Ave N Bridge, another project completed as part of the Levy to Move Seattle in 2021.
(All photos courtesy of the Seattle Department of Transportation.)
Seattle Mayor Bruce Harrell and other local leaders celebrate the start of construction of the RapidRide J Line project in Seattle on Oct. 8, 2024.
Seattle Mayor Bruce Harrell shares remarks at the RapidRide J Line project groundbreaking event on Oct 8, 2024.
A map of the RapidRide J Line project area highlights key features.
ASV Unleashes VT-80, VT-80 Forestry Models, Powered by Yanmar Engines
Designed as an entry-level forestry machine, the VT-80 Forestry excels in both forestry and landscaping applications.
ASV introduced the VT-80 and VT-80 Forestry, the latest in its new series of mid-sized compact track loaders. These vertical lift machines are designed to give operators the tools they need to excel in landscaping, construction and forestry applications.
Powered by a 74-hp Tier-IV Final Yanmar engine, the 8,955-lb. VT-80 and 9,645-lb. VT-80 Forestry provide the best power and performance in their class and offer a 2,800lb. rated operating capacity.
“The ASV VT-80 and VT-80 Forestry are built to give operators a high-performance machine they can operate comfortably throughout the year,” said Peter Ovrebo, director of product management of Yanmar Compact Equipment North America. “Whether you are moving earth, loading trucks, or forestry mulching, these new machines and their reliable Yanmar engines provide operators with the power and performance needed to tackle any job.”
Operator Benefits
Both the VT-80 and VT-80 Forestry are part of ASV’s redesigned line of mid-sized compact track loaders. They feature ASV’s Posi-Track undercarriage with dual-level suspension for smooth traversal over tough terrain. The 7-in. color touch display enhances ease of operation, allowing operators to monitor vital machine specs, service history, schedules and more. Automated features like the return-todig and work tool positioner functions boost efficiency, especially when repetitive tasks are involved.
These new models set a new standard for operators by equipping them with essential tools to get the most out of their attachments. Standard hydraulic flow has been increased to 24.7 gpm while high flow of 34.3 gpm can be utilized.
No matter the season, operators will stay comfortable inside the cab of these MAX-Series models featuring premium 360-degree visibility, enhanced ergonomics, and a pressurized cab to keep dust and debris out. With the industry’s only no-derailment track guarantee and a 2-year/2,000-hour warranty, operators can work confidently on challenging job
The VT-80 sets a new standard for operators by equipping them with
sites, the manufacturer said.
These two new machines are designed with a slightly smaller overall machine footprint compared to previous models, allowing them to work in tighter spaces. Combined with the performance and agility of ASV’s Posi-Track rubber track undercarriage, the compact track loaders can reach jobsites that other machines cannot. Key features include:
• Vertical Lift Advantage: Greater reach at max-height without loss of performance, ideal for loading trucks, dumping and other at-height work.
• Flexible Polycord Tracks: Conforms to the shape of the ground for superior traction and does not break from continuous bending.
• Best-in-Class Ground Clearance: Allows operators to traverse over tough terrain.
• Optional Telematics System: Monitor your machine’s location and other vital information with Yanmar SmartAssist Remote.
Forestry Applications
Designed as an entry-level mulching machine, the VT-80 Forestry excels in both forestry and landscaping applications. This model takes on all the advanced features of the VT-80 and adds specialized capabilities for forestry and land-clearing operations. It includes a heavy-duty forestry package, which protects critical components from damage by debris and flying wood chips.
The reinforced door and polycarbonate windows provide extra protection for the operator, ensuring safety in the most challenging conditions.
Additionally, the VT-80 Forestry comes equipped with a high-capacity cooling system to manage the increased heat generated during forestry applications. The hydraulic system supports forestry-specific attachments, such as mulchers and stump grinders, making the VT-80 Forestry an indispensable tool for professionals in the forestry industry.
(Photos courtesy of Yanmar Compact Equipment North America.)
Construction Begins on $2.1B Water Plant Near Portland, Ore.
A $2.13 billion water plant is under construction in eastern Multnomah County, not far from Mount Hood and about 18 mi. east of Portland, Ore., according to Finance & Commerce.
The Bull Run Filtration Project is a joint venture of construction giant Kiewit Corp. and water plant specialist MWH Constructors. A groundbreaking occurred in early June.
The contractors have a deadline of Sept. 30, 2027, imposed on the Portland Water Bureau by the Oregon Health Authority. The water bureau is required to deliver filtered water to customers by that date as part of a settlement related to the parasite cryptosporidium being repeatedly found in Portland’s water supply.
When a complementary pipelines project is included, the entire endeavor will cost $2.13 billion — possibly the costliest ongoing project in Oregon, according to Finance & Commerce.
Up to 135 million gallons per day of fresh water will be provided daily to about 1 million people by Bull Run.
In mid-September, workers installed sheet piles to build a retaining wall in one of the pools. They also finished a 175foot-long concrete stormwater flow spreader, assembled a crane, rolled and graded the surface and prepared for additional excavation, Finance & Commerce reported.
The 93-acre site was loaded with scrapers, loaders and other equipment. Eight scrapers were working simultaneously on the excavation. About 145 local union craftspeople were working on the site, trying to finish the excavation before the start of the rainy season.
Meantime, Kodiak Pacific Construction is finalizing road upgrades. Those include utility relocations, road widening and street paving, Finance & Commerce reported. The jointventure contractor and Stantec are working on technical coordination and planning.
There already is water infrastructure around the Cottrell area, east of Gresham. That’s where the headwaters of Bull Run River and Johnson Creek descend toward Portland. The system is gravity-fed.
The project is being funded through bonds and customers’ payments. The water bureau received a $726.6 million federal loan at a 1.89 percent interest rate, according to Finance & Commerce. It’s also closing a second loan through the Water Infrastructure Finance and Innovation Act program, spokesman Brandon Zero said.
Water bureau officials said the treatment facility will be built to modern seismic standards.
“The facility will remain operational after an earthquake to continue delivering life-saving water,” Thomas Gilman, the water bureau’s facility construction manager told Finance & Commerce.
Environmental goals will be met with the use of low-carbon concrete.
Site structures will abide by a 35-ft. height limit imposed by Multnomah County. The construction site temporarily has two soil piles that may exceed that.
“We’ve designed the site with berms around the edges and plantings to shield the facility from view,” Michelle Cheek, deputy program director of the Water Bureau, told Finance & Commerce.
essential tools for every job site.
Necarney Creek Bridge Guardrail, Sidewalk Replaced
WILDISH from page 1
It appeared something had hit the bridge, but what and when?
“We can’t think of any other way it could have happened,” said David House, ODOT Region 2 spokesman. “Something had to hit the bridge really hard.”
ODOT sent an inspector, who confirmed what the caller had reported.
“The bridge is structurally sound,” House said. “The issue was almost no clearance to the edge. The guardrail was immobilized. It would be so easy to go off the bridge. This is the lifeline; the tourism and travel and the freight lifeline of the west coast from Canada to Mexico. It’s a very important route not just for the state, but the entire west coast. There is no detour in that area; it’s just rugged coastline in the forest.”
Constructed in 1937, the Necarney Creek Bridge was one of the first bridges built with steel girders and steel towers in Oregon, according to ODOT. Located in Oswald West State Park, “It heralded a period of structural steel bridges, which lasted until the 1960s.”
In 2008, the reinforced concrete and guardrail was strengthened with a tubular structure.
The bridge sits 95 ft. above Necarney Creek and is 602 ft. long, with its steepest slope in the curve 2.86 ft. from curb to curb. Traffic data from 2023 two mi. north of the bridge showed 5,358 vehicles traveled that section of road daily.
Now, as travelers nationwide prepared for one last hurrah of summer, ODOT went to work with an emergency repair plan.
“We have standing contracts with different contractors in different areas for emergency repairs like this. We ask those on the call list, ‘Are you available? Do you have the equipment? How quickly can you get to this?’ There is no time for a standard major bid process.”
In this case, Wildish Construction Co., headquartered in Eugene, Ore., was ready for the call. The project will cost somewhere between $750,000 and $1 million.
NessCampbell Crane + Rigging provided the Link-Belt HTC-86100 (N3) with a telescoping boom and 39,500-lb. counterweight.
On Sept. 21, ODOT closed the highway for a planned 36hour repair.
“We needed the full closure because the crane took up both lanes and the weight would be too much if we had both the crane and the traffic on the bridge,” House said.
The first task was to remove the damaged pieces, which were hanging by the old rebar.
“It was quite a delicate operation to make sure we could get those off of there safely without them falling down,” House said. “It actually went about an hour over 36 hours because it was a tricky operation getting the crane set up in a tight spot and detaching and lifting the concrete pieces dangling off the edge by their rebar. But it went well.
“And we hope to have the bridge repaired in about three more weeks but don’t expect to need a full closure again. We are lucky it didn’t happen in winter weather.” CEG”
(All photos courtesy of the Oregon Department of Transportation.)
The Necarney Creek Bridge rises approximately 100 feet above the creek below.
Workers remove a damaged concrete section of the bridge dating to its 1937 construction.
The underside of the Necarney Creek Bridge shows off the damaged section.
The Link-Belt HTC-86100 (N3) crane moves railing into place.
A damaged section of the Necarney Creek Bridge dangles over the side.
Restoration of Once-Submerged Lands to Last for Years
River restoration and recovery will continue in the years ahead, KRRC said. It took ownership of the dams from Pacific Power in July 2021.
The 20 MW Copco No. 1, 27 MW Copco No. 2, 98 MW J.C. Boyle and 18 MW Iron Gate hydro plants and dams blocked fish passage and impaired water quality for more than 100 years, KRRC said. The dams didn’t provide irrigation or drinking water, nor were they used for flood control.
Area tribes, conservation advocates, commercial fishing groups and the states of Oregon and California advocated for years for the dam removals.
In November 2022, Federal Energy Regulatory Commission regulators approved the removal of the dams, a $450 million project. Project ownership then was transferred to KRRC.
The organization was created to oversee the dam removal and the restoration of previously submerged lands, according to Hydro Review.
The smallest dam, Copco No. 2, which became operational in 1925, was removed last summer. The Copco No. 1, JC Boyle and Iron Gate reservoirs were drained in January 2024, with deconstruction beginning in the spring.
Kiewit removed significant amounts of concrete, earth, rocks and clay from the river channel. According to reports, the preremoval included demolishing 100,000 cu. yds. of concrete, 1.3 million cu. yds. of excavation, 70,000 cu. yds. of “drill and shoot” and 2,000 tons of steel demolition. The four dams had a combined height of 411 ft.
In total, the four dams impounded approximately 15 million cu. yds. of sediment.
With these obstructions gone from the mainstem river, fish, especially salmon, will be able to access more than 400 stream miles, including tributary creeks and streams, in the upper Klamath Basin, Hydro Review said.
It will take several years to restore the 2,200 acres of once-submerged lands. When the reservoirs were drained, a native seed mix was applied to the reservoir footprint to stabilize sediments and improve the soil composition.
During the fall, restoration crews will amend soil conditions, then perform additional seeding and planting, according to Hydro Review.
The restoration will probably continue for the next several years, with crews on site until the vegetation success meets predetermined performance metrics.
FALCON WINCH ASSIST
FALCON GRAPPLE CLAW
DAMS from page 1
Photo courtesy of KRRC
The pre-removal of the dams included demolishing 100,000 cu. yds. of concrete, 1.3 million cu. yds. of excavation, 70,000 cu. yds. of “drill and shoot” and 2,000 tons of steel demolition.
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