PACIFIC NORTHWEST EDITION
A Supplement to:
February 21 2016 Vol. I • No. 4
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com
Oregon’s Highway 20 Moves Forward Despite Problems By Lori Tobias CEG CORRESPONDENT
Part 1 of a 3-part series: A decade after the design-build contract was first awarded, the end of a project to straighten a dangerous portion of Oregon’s U.S. Highway 20 is within sight, with drivers possibly traveling the new stretch as early as fall 2016. “The project is intended to improve the safety and operating efficiency of a 10-mi. stretch between Eddyville and Sam’s Creek,” said Jerry Wolcott, Oregon Department of Transportation project leader. “On that 10 mile stretch there is an average of 22 accidents and two fatalities a year. It parallels the river. There are tight corners, decreased visibility and it is tucked in trees so it gets a little icy.” The project has been plagued by problems almost from the start. One year after the job was awarded to Yaquina River Contractors — a subsidiary of Granite Construction Co. of Waterville, Calif. — in the single largest contract ever let by ODOT, the subcon-
tractor was fined $240,000 by the Oregon Department of Environmental Quality for water quality violations. Work was halted for a period, then resumed. But in 2010, engineers discovered ancient landslides in the Coast Range were still moving and the columns on bridges, some more than 100 ft. (30 m) tall, had moved out of plumb. For a time it was questionable whether the originally budgeted $150 million project would move forward. In 2012, with roughly half the project completed, ODOT and YRC parted company, and ODOT took control of the project. “There were challenges that we faced from the very beginning,” Wolcott said. “One, was the size of the project. It is really enormous. The challenge that really chased us around is the weather. There are only about 100 days of the year that we can work. With a project of this size, the weather becomes critical. So we broke it into phases. We took the time to learn as we went and made see OREGON page 8
ODOT photo
ODOT photo
A decade after the design-build contract was first awarded, the end of a project to straighten a dangerous portion of Oregon’s U.S. Highway 20 is within sight. Crews also installed about 300 instruments in the ground, which feed engineers information about where the landslides are located, how deep they are, which direction they are moving and how fast.
Idaho’s Goose Creek Grade Project to Resume This Spring By Andrea Watts CEG CORRESPONDENT
Beginning this spring, the northern stretch of Idaho 55 between McCall and New Meadows will have another round of road closures and reduced speed zones as work resumes on the Goose Creek Grade project. With road building and blasting on only one curve remaining, construction is expected to be completed this summer. Increasing safety along this 2-mi. On three of the four curves, Knife River’s crews notched back (3.2 km) stretch of highway was the reason for this $3.1 million dollar the hillsides to increase sight distance along the roadway.
state-funded road-maintenance project that was funded in 2015, yet there also is the added benefit of transportation efficiency. Before this project, trailers using Idaho 55 were “limited to a specific size because as they would go around the corner, they would track out of their lane and veer into the oncoming lane or off the road onto the shoulder,” explained Jim Hoffecker, construction coordinator of the Idaho Transportation Department (ITD). This meant longer trailers had to detour onto U.S. 95, which is a less efficient hauling route to and from
Boise. With the Goose Creek Grade project calling for a widening of the road radius and notching the corners back on four curves, longer trailers can use Idaho 55 once the project is finished. The Boise office of Knife River was awarded the contract and received notice to proceed at the end of March 2015. With the project requiring the blasting of cliffs to increase sight distance along the roadway and the construction of mechanically stabilized earth (MSE) walls to flatten out the road’s curve, Josh see IDAHO page 2
Page 2 • February 21, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
$3.1M Project to Increase Safety Along Narrow Highway IDAHO from page 1
Young, an estimator and project manager at Knife River’s Boise office, said that his company has significant experience in constructing these types of walls. Their past work for the ITD also can be seen on Highways 21, 55, and 17. For the blasting and cliff work, Knife River subcontracted these operations. The blasting portion that was needed to notch back the corners along the curves impacted travelers the most because it required lane closures in both directions between 6:00 p.m. and 9:00 p.m. “When we were doing the blasting operations, we would send out notices on those days, letting people know that the road would shut down for this time and they would stay in the towns, New Meadows and McCall, later,” Hoffecker said. “And then we would send out an email to let them know the road was opened back up to get them through again. We worked with the local residents as much as we could to keep the impacts to a minimum.” Although the crews only had a three-hour window to complete the blasting operations, Young said that there was only one time, working on curve one, that they came close to running up against the deadline.
Knife River crew examines the finished work on curve four. Three of the curves were completed during summer 2015 and work will resume in spring 2016 to finish curve three.
“It was pretty efficient,” he said of blasting. “With the different rock formations up there, you never know how it’s going to go, but it really has gone well.” In the areas where slope work was done, there is the potential for future instability, but Hoffecker
said that “the work we’re doing to stabilize the slopes should prevent future slides. If we have to do work it will be in other areas, not on these four corners.” On one of the curves, extra work was required to pull out extra see IDAHO page 10
To minimize the threat of future slope instability, Knife River is taking extra precautions to stabilize the slopes. ITD Construction Coordinator Jim Hoffecker doesn’t anticipate slides will occur in these areas due to these measures.
“With a project of this size, the weather becomes critical. So we broke it into phases. We took the time to learn as we went and made adjustments as we went based on what we learned the previous summer.” Jerry Wolcott Although the blasting is the most visible component of the Goose Creek Grade Project, the building of the MSE walls is the most important component of the project because they extend the roadway and allow crews to work safely.
Oregon Department of Transportation
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • February 21, 2016 • Page 3
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Page 4 • February 21, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Latest Technology…
‘Reach New Heights’ at 2016 Oregon Logging Conference The 78th Annual Logging, Construction, Trucking & Heavy Equipment Expo will take place Feb. 25 to Feb. 27, 2016, at the Lane County Convention Center and Fairgrounds Headquarters Hotel — Eugene Hilton Eugene, Ore. This year’s theme will be “Reaching New Heights with Forest Products”. Every year manufacturers and dealers around the world exhibit the latest technology at one of the largest inside and outside equipment shows. Educational opportunities include: • Keynote speaker. • “What’s New In Logging” panel session. • Business seminars. • Outside hands-on training seminar. • Registered companies will receive two credits toward their professional logger certifications for attending the equipment show. • Participate in hands-on training seminars. • Earn as many as 11 professional logger credits / 8 SAF-CFE credits. • View the latest technology in logging and construction equipment on display inside and outside at the Lane County
Fairgrounds. • Network and socialize with forestry professionals from around the world. • Plan to enter the 7th Annual Log Loader Competition — Friday and Saturday of the conference. • Largest Logging Equipment Show West of the Mississippi. Equipment Show Hours are Thursday and Friday 8 a.m. — 5 p.m. and Saturday 9 a.m. — 2 p.m. “The Oregon Logging Conference is packed with unique opportunities for forestry professionals to network and learn more about their trade. The 2016 conference will certainly live up to its reputation as being the best logging, construction, trucking and heavy equipment shows west of the Mississippi,” said Jeff Unger, 2016 OLC president. For more information, visit http://oregonloggingconference.com/. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.)
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WASHINGTON Tacoma (253) 722-5560 • (800) 622-8876 Spokane (509) 534-1900 • (800) 945-9168
Carlson Paving Products Inc. announces the addition of Modern Machinery as the exclusive dealer for the manufacturer’s commercial class paver platforms. “We are very excited for this partnership between Carlson and Modern Machinery” stated Chris Colwell, president of Carlson Paving Products Inc. “Their wealth of knowledge of the industry and strong tradition of customer service are to be commended. They have consistently been a strong partner with our highway class screeds, and we anticipate a great partnership with Modern Machinery in serving and supporting commercial-class contractors across
Washington, Oregon and northern Idaho.” The Tacoma, Wash.-based manufacturer produces commercial class paver platforms in the CP100 and CP75 models, along with front-mount and rear-mount highway class screeds. Modern Machinery is now the exclusive dealer for the CP100 and CP75 pavers throughout the states of Washington, Oregon and the northern counties of Idaho. For more information, call 253/875-8000 or visit http://www.carlsonpavingproducts.com. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • February 21, 2016 • Page 5
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Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • February 21, 2016 • Page 7
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Page 8 • February 21, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
First Phase of Project Produces One Completed Bridge OREGON from page 1
adjustments as we went based on what we learned the previous summer.” Phase one was awarded to Scarsella Brothers of Kent, Wash. The first phase involved demolishing one completed bridge and a number of bridge columns using excavators with a hydraulic claws or breakers to remove the rubble. The phase also included installing trench and horizontal drains, and geotechnical instruments. “The trench drains capture surface water and direct it away from the landslide,” Wolcott said. “The horizontal drains are placed in a fan array and we insert a half-inch PVC pipe that is perforated, which go into the fill between 300 to 600 feet, and serve to pull the water out of landslide areas and move to the area where we want it to be.” Crews also installed about 300 instruments in the ground, which feed engineers information about where the landslides are located, how deep they are, which direction they are moving and how fast. ODOT also set up weather stations and with the information from that can correlate precipitation with the water table. “During that time, we brought in Cat 730 off-road trucks, Cat 330 excavators, and used drilling rigs for the horizontal drains and instrument holes,” Wolcott said. “We also did a little bit of buttress work using a Komatsu 1100 excavator
ODOT photo
In 2010, engineers discovered ancient landslides in the Coast Range were still moving and the columns on bridges, some more than 100 ft. (30 m) tall, had moved out of plumb.
“What K&E was able to do by using a Cat 369 with a 30-foot reach, was to reach into the hole and they had instruments on left, right and middle and could tell us exactly how deep they were digging. We went from the stone age to the electronic age.” Jerry Wolcott Oregon Department of Transportation
with an 8-yard bucket.” Phase two was awarded in 2013 to K&E Excavating Inc. out of Salem, Ore. “K&E uses machine control to maximize available technology,” Wolcott said. “In that sense, it pushed us. They don’t have things we were used to seeing. In a lot of ways, it was incredibly fun and much safer. We have test fills, we put in culverts and we were able to go into the cab of dozer and could tell exactly what the elevation was. We didn’t have to pull in the survey crew, it was right there. “We were digging big holes, exposing the slide and filling it with rock. That creates a doorstop for the slide. It can be kind of dangerous. It’s an active slide, so don’t want to put anyone in the hole, but you have to know how deep it is. We used to tie a rock to a string and throw it in the hole. That was the safest way to do it. What K&E was able to do by using a Cat 369 with a 30-foot reach, was to reach into the hole and they had instruments on left, right and middle and could tell us exactly how deep they were digging. We went from the stone age to the electronic age.” Using the same technology while laying culvert with four different types of rock bedding, the operator could tell exactly what rock was needed for each part of the design. “The other interesting thing they see OREGON page 10
ODOT photo ODOT photo
The first phase also included installing trench and horizontal drains, and geotechnical instruments.
The original subcontractor was fined $240,000 for water quality violations.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • February 21, 2016 • Page 9
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Page 10 • February 21, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Four Phases to Allow Roadway to Open as Early as Fall 2016 OREGON from page 8
brought to the table were two hybrid dozers, that operated both on electric and diesel,” Wolcott said. “It’s similar to the power generation of a locomotive. It gives you instant power and fuel savings. “The only challenge we had with the technology was we had to have GPS coverage,” Wolcott said. “One area was way down in the hole and we lost GPS coverage. But it was a very isolated area.” Phase 3 was let in 2014 and it also went to Scarsella Brothers. It was a two-year phase. “The main reason it was so long was we had to move 2.5 million yards of dirt and rock and we didn’t want to do it all at once,” Wolcott said. “We didn’t want to load the landslides all at once. We wanted to watch the settlement. We reached roughly 40 to 60 percent of halfway mark at first year.” Crews worked with Komatsu 100 excavators, as well as the 750s and 600 series. “The first year was pretty much a scraper show,” Wolcott said. “We
ODOT photo
In 2012 ODOT took control of the project.
ran the Cat 631s 20 hours a day, six days a week. By end of the first year, we had scraped off dirt and were down to rock. The second year became blasting and excavating. We had about 10 dozers total, mostly D9 and D8s. The problem is you have layers of soapstone and sandstone. One is harder than the other and you don’t want to destroy the horizontal drains. We wanted to bust up the rock so you are not dealing with car-sized rocks. They had some pretty goodsized trucks, Cat 773s, and Cat 825 and 815 compactors with tamping foot rollers. That’s phase 3 in a nutshell. We just finished.” ODOT plans to award the bid for Phase 4 in April. The four phases will allow the new roadway to open as early as fall 2016, but environmental mitigation will continue, Wolcott said. (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.) CEG
Crews Work to Stabilize Slopes, Prevent Future Slides IDAHO from page 2
material to stabilize the slope, which is one of the reasons why we didn’t finish this year, Young explained. “We identified some problems and just went ahead to take care of them. Hopefully we won’t have to go back in.” Although the blasting portion is the most visible portion of the Goose Creek Grade project, the significant work was building the MSE walls on the downhill side. “[The motorists] see us taking rock off the uphill side because it’s easier for them to see when they’re driving through there but we’re also building road out in the other direction,” Young said. “Before we have room on the uphill side, we have to build out those MSE walls on the downhill side. That way we can shove traffic out further away from us and allow us to do that [uphill] work.” At the project’s peak, Young said they opened up work sites on two of the four curves. While the Knife River crews worked on building out the MSE walls and doing grading work, the rock scaling contractors were hanging mesh, drilling for slope protection, and preparing for blasting. Hauling off the material required a cycle of five
trucks, which worked for us most of the time to account for how far we had to haul and load the trucks, Young said. Of the nearly 4,000 cu. yd. (3,058.22 cu m) that has been excavated thus far, most of the rock saw a second life through salvage rather than being dumped in the landfill: The Payette National Forest took some of the material, as did Adams County. The total aggregate expected to build out the four curves is 5,500 tons (4,989.51 t) for the base and an additional 10,000 tons (9,071.84 t) for the MSE backfill. Once the project is completed, the total rock excavation will result in 6,500 cu. yds. (4,969.60 cu m). “For being as technical as this project is and how everything has had to advance up there, we’ve done everything quite safely so far. We haven’t had any accidents or issues,” Young said. “Everything has gone very well so far. Surprisingly well, especially handling that volume of traffic in such a tight spot. Traffic has been a huge concern because there’s a lot of people and it’s tight up there. But fingers crossed, everything has gone well so far.” “For us it’s been a really good project,” Hoffecker added. Even during the 4th of July holiday traffic weekend, they didn’t
This was how curve four appeared prior to the project. Before the curves were flattened out, longer trailers were unable to safely navigate this stretch of Idaho 55 because they would veer out of their lane and into oncoming traffic.
experience any traffic issues. Instead of hiring flaggers who would have to work 10hour shifts, we contracted with Missoulabased Superior Traffic Services which provided live-feed remote traffic monitoring, he said. “We were really impressed with them,
and we didn’t even know they existed before this project.” (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.) CEG
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