PACIFIC NORTHWEST EDITION
A Supplement to:
®
June 12 2016 Vol. I • No. 5
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com
Galloping Gertie’s Failure Leads to Safer Bridges Today By Lori Tobias CEG CORRESPONDENT
In Tacoma, July 1, 1940 was a day of celebration as a crowd estimated to number 7,000 gathered for the opening of the Tacoma Narrows Bridge, a suspension bridge with a main span measuring 2,800 ft. (853 m) over the Puget Sound. It was the third largest in the world, coming in after San Francisco’s Golden Gate Bridge at 4,200 ft. (1,280 m), and New York City’s George Washington Bridge at 3,500 ft. (1,066.8 m). But four months later, Nov. 7 became a day that would live on in infamy, as the bridge, dubbed “Galloping Gertie” collapsed during a windstorm. “The bridge became famous as ‘the most dramatic failure in bridge engineering history,’” according to the Washington Department of Transportation’s website. “Now, it’s also “one of the world’s largest man-made reefs.” The sunken remains of Galloping Gertie were placed on the National Register of Historic Places in 1992 to protect her from salvagers.” The bridge may have been a dramatic failure, but it also has since significantly helped shape the way we build suspension bridges, making them safer for everyone. “The Tacoma Narrows Bridge collapsed due to aeroelastic flutter,” said Tim
Moore, senior structural engineer at WSDOT. “A suspension bridge has many major components. The bridge deck and stiffening superstructure has to resist its own mass and any transient loads. All of that mass is supported by some kind of cable system. The Tacoma Narrows Bridge was an example of trying to minimize the weight with a cross sectional shape. Prior WSDOT photo to the Tacoma Narrows, there were only a couple of examples where they didn’t use trusses. The original suspension bridges were all framed with deep open stiffening trusses. For the Tacoma Narrows Bridge, they elected to frame with plate girders — girders on the edge of the roadway. That configuration is torsionally less stiff than a stiffening truss would have been.” The second instability in the bridge was vortex shedding — the vertical rising of the bridge deck — which occurred on the Tacoma Narrows Bridge even in mild winds, earning its nickname of Galloping Gertie. It is normal for a suspension bridge to move in the wind, but the Narrows Bridge was “different.”
At left, the newest Tacoma Narrows Bridge opened to traffic in the early morning hours of July 16, 2007. (Shown below) Looking east towards Tacoma and Mt. Rainier during construction of the 1940 Tacoma Narrows Bridge. This photo shows cable spinning and the catwalks, which were used for construction access. WSDOT photo
see BRIDGE page 10
‘One Oregon’ Addresses Transportation Issues Across State The Governor’s Transportation Vision Panel delivered its final report, One Oregon, A Vision for Oregon’s Transportation System, to Gov. Kate Brown. The release of this report culminates a yearlong public effort to develop a series of recommendations addressing transportation issues across all
modes and all regions of the state. While regions of the state have their own distinct characteristics and priorities, the panel found common threads shared across all of Oregon. Three key priorities affecting Oregon’s transportation system were heard by the panel consistently across the state:
• Seismic preparedness — The impact of a Cascadia Subduction Zone event, and the vulnerabilities of the transportation system, is a major concern for communities across Oregon. • Congestion — Portland metro area congestion is having a major impact on the economic vitality of
all regions of Oregon. • Transit — Improved transit is a top priority for communities across the state, both to get people around locally and to connect communities across the region. “While the landscapes differ in our vast state, this report finds we have much in common in relation
to our transportation system,” said Transportation Vision Panel cochair Gregg Kantor. “We share in our desire to make this great state better, and we understand the importance of being one Oregon.” The 35 members of the panel include legislators, business ownsee PANEL page 8
Page 2 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
New Weyerhaeuser Headquarters Set to Open in August By Andrea Watts CEG CORRESPONDENT
Weyerhaeuser will become downtown Seattle’s newest tenant when the company moves into its brand-new corporate headquarters in the coming months. This eightstory building is billed by Urban Visions, the Seattle-based real estate development firm responsible for the project, as “a keystone project for Pioneer Square.” Pioneer Square is a historic neighborhood currently undergoing a revitalization due to an influx of people and businesses moving to Seattle. For Greg Smith, president of Urban Visions, this building is a culmination of nearly 15 years of patience and envisioning the potential of the surface parking lot at 200 Occidental. “It was my dad’s vision, for nearly 15 years, to have a high-performance building in the heart of downtown Pioneer Square that was a blend of old and new,” said Broderick Smith, vice president of Urban Visions. When his father proposed his vision in 2001, there was enthusiasm for the project, yet no momentum. It wasn’t until 2007 when the project received new attention, and this time also the momentum to construct it. “The building was originally going to be combined with a maintenance facility for the Seattle streetcar, as well as some housing and office in it,” said Bill LaPatra, project director at Mithun’s Seattle office. Mithun is an architecture firm that specializes in sustainable design, and they were awarded the commission to design the building. Yet combining all these multiples uses into one building proved too unwieldy, and when King County Metro, which oversees the streetcar, reassessed its route, the project went quiet again — and stayed quiet for more than five years because of the recession. In 2013, with the office market rebounding in Seattle, especially in Lake Union because of Amazon’s growth, “Urban Visions had a vision that Pioneer Square is the next place to have both a repurposing of buildings and infill of existing empty sites with new projects to bring more activity to Pioneer Square,” LaPatra said. And that vision involved building 200
Occidental. Once again Mithun competed for the project and was awarded the commission. LaPatra said that in this iteration, the building was much simpler because it was dedicated to only office. The final design, he said, also had “a deep green agenda; with an agenda to really be a capstone project on Pioneer Square, and a catalytic project for Occidental Park, filling in that site that had been empty for 60 years.” Approval of the final building design went through the Pioneer Square Preservation Board. Although other developers might see this extra layer of approval as a project delay, Smith said that “it ultimately helped us design a better building,” and with Urban Visions having worked with the Board on earlier projects, “it gives us a com-
Andrea Watts photo
Pioneer Square is a historic neighborhood currently undergoing a revitalization due to an influx of people and businesses moving to Seattle.
Andrea Watts photo
Approximately 32,000 tons (29,029 t) of concrete is being used in the building and foundation, along with a little more than 3,000 tons (2,721 t) of reinforcing steel. Approximately 275 tons (249 t) of structural steel is being used for the entire building.
petitive advantage as a firm, as we focus on downtown and know the process well.” “We had a lot of discussion [with the Board] about expression of brick and its level of detail; how the coloration of the glass and the reflectivity of the glass complement the park; and from the metal detailing to lighting the exterior. There was some ideas about colored lights or no colored lights,” LaPatra said. “This is a modern building,” he added. “We’re not trying to com-
pete with the historic buildings. We’re not trying to emulate historic buildings. What we’re trying to do is create a building that is compatible and respectful of those buildings, but exudes a modern quality and honors the unique adjacency to Occidental Park.” Lana Lisitsa, Mithun’s project manager, estimates that they had at least eight to nine meetings with the board, and she said that one of the tools that Mithun’s team used to help the Board visualize the future building was Lumion 3D,
Andrea Watts photo
The final design includes street-level retail wrapped around allstreet facades that extend into the alley corners and seven floors totaling 158,000 sq. ft. (14,678.68 sq m) of office space.
architectural visualization software. “The program allowed us to fly through dynamically, right in the meeting, around the building,” Lisitsa said. “The board was really appreciative of that because it helped them to see the future product.” Of the final design, which includes street-level retail wrapped around all-street facades that extend into the alley corners and seven floors totaling 158,000 sq. ft. (14,678.68 sq m) of office space, Smith said, “we wanted something
that’s timeless, we wanted something that was respectful of the neighborhood, and you can see that in the design of the building. There’s brick on three sides with big, nice open windows. On the fourth side there is a curtain wall; at first one wouldn’t think [it would fit in] within the context of the neighborhood, but once you see it in place, it’s really the fourth dimension of the park.” Seattle-based JTM Construction is the contractor. Although Urban see HEADQUARTERS page 8
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 • Page 3
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Page 4 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Loggers Recommend Doosan Equipment to Quarry Owner Oregon quarry owner John Malnerich benefits from knowing and working with loggers in his state. He regularly sells them rock for constructing roads to their logging sites and some have become friends he turns to for advice. A few years ago, when Malnerich asked some of these friends about their Doosan log loaders, he recalls that all of the responses were similar: They spoke very highly of the machines — well-built, reliable equipment supported by excellent dealer service. “I thought that if a company has one line of products that is good, there’s a chance its other machines will be good as well,” he said. “I was in the market for a new wheel loader and, based on those recommendations, the Doosan brand was worth a look.” After a visit to Feenaughty Machinery in Portland, Malnerich returned to his company, Westside Rock in Hillsboro, Ore., with a DL450-3, a wheel loader he believes is perfect for the quarry business. “Both the DL450-3 and the loader it replaced were capable of loading a dump truck in two trips, although the other loader was somewhat larger,” he said. “The big difference is fuel consumption. The DL450-3 uses 35 gallons during a nine-hour shift and the other [brand of] machine consumed 85 gallons. Both machines did the same amount of work. That’s a staggering savings of 50 gallons of fuel per day.” Malnerich’s son, J.J., who oper-
John (L) and J.J. Malnerich.
After a visit to Feenaughty Machinery in Portland, Malnerich returned to his company, Westside Rock in Hillsboro, Ore., with a DL450-3, a wheel loader he believes is perfect for the quarry business.
ates the wheel loader, reports that the machine has excellent visibility, is exceptionally quick and productive, and very comfortable to work in during his nine-hour days at the controls. In the peak season, he loads as much as 7,000 tons a day. At times, the firm’s newest Doosan wheel loader, a DL300-5, comes over to help keep up with demand at the quarry. The machine normally works at Westside Readymix, Malnerich’s concrete company in Forest Grove, Ore., 3
mi. from the quarry where the durable, dark-colored rock (Columbia River basalt) is mined. It is popular among contractors and residential clients alike. “This quality rock product has been a tremendous help to the business,” Malnerich said. “Everyone wants to buy good rock.”
Respecting Residential Customers While Westside Rock has a substantial commercial business, Malnerich takes great pride in servicing his company’s residential customers. “Those people were an important market when I started the com-
pany and, as a result, I like to keep taking care of the local folks,” he said. “Many other quarries sell their rock to a landscape service or a landscape supply company, but I want to work directly with individual homeowners.” Several hundred residential customers typically purchase about five loads of rock a year, making that portion of Malnerich’s business more than worthwhile. “That’s something our employees recognize, too,” he said. “They know most of our private customers and will go the extra mile to help them. For example, it takes us about three-and-a-half minutes from the time someone comes in for a load of rock until they are on their way. I’ve heard that it can take up to 30 minutes at some other quarries. My guys are focused on getting the customer in and out quickly.” The DL450-3 wheel loader helps make that happen. V i s i t www.DoosanEquipment.com and click on the Wheel Loader link on the Products tab to learn more about Doosan wheel loaders. (This story was reprinted with permission from DoMore Magazine, spring edition.) (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.)
At times, the firm’s newest Doosan wheel loader, a DL300-5, comes over to help keep up with demand at the quarry. The machine normally works at Westside Readymix, Malnerich’s concrete company in Forest Grove, Ore.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 • Page 5
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Page 6 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
SDLG Appoints PacWest as West Coast Distribution Center PacWest Machinery is the latest company to join SDLG’s expanding roster of dealers. The Seattle, Washington-based seller of construction equipment will begin offering the brand’s wheel loaders immediately. PacWest also will become a new distribution center to facilitate the brand’s growth on the West Coast. Jolene Logue, president of PacWest, said her company decided to offer SDLG products to give customers an attractive value option, especially those that might use the machine seasonally or for applications that don’t require many cycle hours. “Many of our customers are looking for solutions for their low-hour applications,” she said. “By adding SDLG to our portfolio, we can provide them with a value alternative wheel loader that doesn’t require as big a capital investment as a premium machine. Also, we can provide an option for those that might typically buy a used loader, but give them a new model that is backed by a warranty.” Logue also expects customers to embrace SDLG’s versatility, as they have proven themselves already in snow removal, road rehabilitation, landscaping and numerous other applications. She also expects municipal/governmental interest, with SDLG wheel loaders being offered through the HGAC and NJPA cooperative purchasing programs. PacWest Machinery will sell SDLG wheel loaders from all four of its locations:
the United States. It also will perform modifications to machines for dealers or customers before they are delivered, such as fitting the machines with unique attachments or tires.
PacWest Machinery is the latest company to join SDLG’s expanding roster of dealers and will become a new distribution center to facilitate the brand’s growth on the West Coast.
Portland, Ore.; Eugene, Ore.; Spokane, Wash.; and Seattle, Wash., where the company is headquartered. PacWest is a division of Joshua Green Corporation, a privately held company with interests in manufacturing, real estate, distribution and the food industry. New West Coast Distribution Center In addition to selling SDLG wheel loaders, PacWest also will become the company’s new West Coast distribution center. This new center will help SDLG keep logistical costs down and inventory more current for customers and dealers in the region. It will
be the company’s second distribution center, with the first located near Atlanta, Ga. “The growth of SDLG on the West Coast has been significant enough that we have opened up a new distribution center to meet the demand,” explained Al Quinn, director of SDLG North America. “This will enable us to better serve both our customers and dealers in the region through a logistical system that can deliver wheel loaders — both stock and customized — much more quickly than before.” The distribution center at PacWest will stage SDLG wheel loaders coming from China, at its Seattle location, inspecting the machines and preparing them for delivery in
The Full Range The SDLG line includes the SDLG LG938L, a 2.5 cu. yd. (1.9 cu m) capacity wheel loader; the LG948L, a 3.0 cu. yd. (2.3 cu m) capacity wheel loader; the LG958L, a 4.0 cu. yd. (3 cu m) capacity wheel loader; and the LG959, which has the same basic specs as the LG958L, but with wet disc brakes rather than dry disc. All four loaders are backed by a 12-month, 1,500-hour manufacturer’s warranty, and customers can expect parts to ship in as little as 24 hours, according to the company. “SDLG’s partnership with PacWest Machinery keeps with the brand’s strategy to partner with expert dealerships that know their customer bases well and can provide superior service,” Quinn said. “PacWest has a keen grasp on the typical SDLG customer and will be great at offering them an ideal wheel loader solution. And with the company becoming our new West Coast distribution center, we are looking at several productive years together.” For more information, visit www.sdlgna.com. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Feds Miss Cleanup Deadline at E. Idaho Nuclear Facility By Keith Ridler ASSOCIATED PRESS
BOISE, Idaho (AP) Federal officials announced Friday they won’t meet a September deadline to start converting 900,000 gal. (3.4 million L) of high-level radioactive liquid waste to a solid form at the Idaho National Laboratory in eastern Idaho. Jack Zimmerman, Idaho Cleanup Project deputy manager of the U.S. Department of Energy, said continuing problems at a $600 million facility built to handle the liquid waste are to blame. He said the Integrated Waste Treatment Unit has successfully shown it can convert the liquid waste into solid form, “but we have not been able to achieve the stable operation we were looking for.” The department initially had a 2012 deadline based on a 1999 agreement with Idaho, but that
deadline has been extended multiple times. Zimmerman said the latest missed deadline means the department faces potential fines from the state that could reach $6,000 a day. Perhaps more significantly, it’s also a blow to the federal agency’s desire to bring in research shipments of spent commercial nuclear fuel to the lab, one of 17 Department of Energy labs in the nation and the primary lab for nuclear research. One shipment has already been canceled because of missed deadlines, an economic blow that officials say means the loss of millions of dollars a year to the area. Idaho Attorney General Lawrence Wasden has refused to sign a waiver to the 1995 agreement allowing the shipments until receiving some kind of assurance that the 900,000 gal. of liquid waste currently stored under-
ground at the 890-sq.-mi. (2,305 sq km) nuclear facility will be converted to solid form. Negotiations between Wasden and Department of Energy officials broke down last year. A spokeswoman said the attorney general’s office had no comment on the missed deadline. Natalie Clough, hazardous waste compliance manager with the Idaho Department of Environmental Quality, said state officials expected the federal agency to submit a new timeline in August. “We do know that DOE and their contractors have been working diligently to address multiple issues that have occurred,” Clough said. “However, we still expect compliance with the agreement that is in place.” The 1995 agreement hammered out by former Gov. Phil Batt followed a federal lawsuit between
Idaho and the Department of Energy settled in Idaho’s favor. That started when then-Gov. Cecil Andrus became concerned the eastern Idaho federal facility was becoming a nuclear waste repository. Andrus, who remains involved in the state’s nuclear debate, said he wasn’t surprised by Friday’s announcement and remains concerned about nuclear waste stored above the Lake Erie-sized Eastern Snake Plain Aquifer, which provides water for the region. “The [Department of Energy] has a history of never meeting deadlines,” he said. “Each day that passes with that high-level liquid waste below ground in 50-year-old tanks is a potential threat to the quality of the aquifer and therefore to the economy of the state of Idaho.” Zimmerman said two main problems exist in converting the liquid waste. The first is that a
bark-like substance halfway between a liquid and solid has been forming during the conversion process and is causing problems. The second is that a key component in the main processing vessel needs to be repaired or replaced. Zimmerman said either option could take up to three months. He said the federal agency remains focused on getting the plant working and wasn’t looking at alternatives. He also said he had a high level of confidence the plant would eventually be successful, but didn't offer a timeline. “We recognize the impact missing that milepost has to other operations,” he said, but added, “We will not begin the radioactive process until we know we can do that safely.” (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 • Page 7
4800 NE Columbia Blvd | Portland, OR 97218 (503) 282-2566 | www.feenaughty.com
Page 8 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Pioneer Square Ready to Welcome Newest Neighbor HEADQUARTERS from page 2
Visions hadn’t worked with the firm before, Smith contracted with the company based upon feedback that he heard from the local community and another developer who contracted JTM on a neighboring Pioneer Square project. “They’ve been doing a good job, and they’re on track,” Lisitsa said. “They have come up with some great ideas for working with the aggressive schedule that the client has. They’ve been prefabricating certain components, such as exterior panels behind brick cladding, and are using unitized curtain walls to make erection faster.” The building structure is nearing completion and then it’s on to the building’s skin and interiors. Nearly 75 workers, spread across 18 different crews, are on site during any given day. Lisitsa reported that approximately 32,000 tons (29,029 t) of concrete is being used in the building and foundation, along with a little more than 3,000 tons (2,721 t) of reinforcing steel. Approximately 275 tons (249 t) of
structural steel is being used for the entire building. With there being little laydown area, prefabricating certain portions of the project reduces the storage on site. “I think JTM should be applauded for not only doing a compressed schedule but also doing it at a tighter site,” LaPatra said. They also had to do crane work without the benefit of the swing arm because of the nearby trees and buildings. Inside the building, LaPatra said they are using Weyerhaeuser products extensively in the building, in the flooring, ceiling and cladding. And with Urban Visions’ having sustainability as a priority, the building incorporates elements that make it eligible for LEED Platinum Certification, such as an efficient HVAC system; a green roof strategy to capture water from the roof; and use of local building materials. Creating a healthy work setting was also a priority, and Lisitsa added that there are three sets of communicating stairs;
Andrea Watts photo
Crane work had to be done without the benefit of the swing arm because of the nearby trees and buildings.
reduced amount of interior finish materials; and when finish is being used, it is either no or low VOC. One design feature that Smith is particularly proud of, and which sets Urban Visions apart from other developers in his opinion, is
their decision to build an eightstory building instead of a ninestory building — forsaking 26,000 sq. ft. (2,415.47 sq m) for the benefit of having higher ceiling heights 13 ft. 6 in. (4.1 m) floor to floor resulting in approximately 12 ft. 10
in. (3.9 m) ceilings which allows more natural light into the building. Our decision creates a jewel box in a commodity market, he said. The grand opening of the building is scheduled for late summer, and the team is looking forward to the building fulfilling its promise. “I think this is an amazing opportunity,” Lisitsa said. “I really love Pioneer Square, as most of us do in Seattle, and there is such a tremendous reinvention of that place and Occidental Park.” “The neighborhood itself is going through a wonderful transformation, thanks in part to a lot of things: more residents moving in, more focus from the city for investment in the area, investment in Occidental Park,” Smith said. “Our building is just part of the story. Our prediction is it will be one of the most famous destinations in the city.” (This story also can be found on Construction Equipment Guide’s Web site at www.constructionequipmentguide.com.) CEG
Expanding Dealer Network...
Governor’s Transportation Bobcat Company Introduces Panel Releases Final Report New Southern Oregon Dealer PANEL from page 1
Bobcat Company has expanded its dealer network with the addition of Bobcat of Medford as an authorized new and used sales, service and parts provider of Bobcat equipment. The dealership is located at 6731 Crater Lake Highway, Central Point, Ore., 97502. In addition to the sales and service of Bobcat equipment, Bobcat of Medford will offer a wide variety of Bobcat products through its rental department, including compact equipment, attachments and more. Bobcat of Medford will serve a number of industries, including construction, infrastructure, agriculture and municipal. Bobcat of Medford was established in 2016 by the owners of Wilson Equipment Sales and Rental. Steve and April Wilson first opened Wilson Equipment Sales and Rental in 1983 at which time the company specialized in refurbishing and selling used off-highway equipment. Since then, the company has grown to include a rental
department and new equipment sales. Bobcat of Medford staff is composed of seasoned technicians and salespeople who have been part of Wilson Equipment Sales and Rental for up to 30 years. Bobcat of Medford will distribute Bobcat equipment throughout southern Oregon and northern California. Bobcat Company introduced its original self-propelled loader with the unique skid steer drive system to the industry in 1958. Today the Bobcat brand includes an extensive line of compact construction equipment and attachments. Bobcat of Medford is part of a network of some 900 Bobcat dealerships worldwide. For more information, call 866/205-7113 or visit www.wilsonequipment.net and Bobcat.com. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
ers and civic leaders from across Oregon. The panel held a series of public meetings throughout 2015 to assess the challenges facing our transportation system, and develop a set of preliminary findings. Between January and March of 2016, the Vision Panel held 11 regional forums across the state. These forums provided an opportunity for community members to share what is important for their region’s transportation system and how transportation impacts local economies. The report outlines challenges and opportunities that the state’s transportation system faces today, delivers a series of long-term goals, identifies key action priorities, and details considerations for financing the transportation system. “It is the panel’s vision that in 30 years Oregon will have a transportation system in good repair, resilient to natural disasters, and financially stable,” said Kantor. “Oregon will have a safe, reliable, and efficient multimodal network that supports Oregon’s businesses and enhances Oregonians’ quality of life. But
“Oregon’s leaders are obviously dedicated to solving the challenges facing Oregon today.” Gregg Kantor Transportation Vision Panel
to get there, we must take immediate action. “Oregon’s leaders are obviously dedicated to solving the challenges facing Oregon today,” said Kantor. “And we’re confident that, under the Governor’s leadership, our policymakers will seriously consider this report’s key findings and suggested priorities. We believe the report offers a path to improve our shared transportation system, but all of us must be willing to act.” For more information, visit https://visionpanel.wordpress.com/. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 • Page 9
Kent, WA (800) 669-2425 Rochester, WA (800) 304-4421 Spokane, WA (800) 541-0754 Boise, ID (800) 221-5211 Pocatello, ID (800) 829-4450 Billings, MT (800) 735-2589 Kalispell, MT (800) 434-4190 Missoula, MT (800) 332-1617 Eugene, OR (800) 826-9811 Portland, OR (800) 950-7779 Magadan, Russia 011-7-41326-99298 Yuzhno-Sakhalinsk, Russia 011-7-42424-69051
Page 10 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Engineers Learn Important Lessons in Bridge Design BRIDGE from page 1
“The roadway sometimes ‘bounced’ or ‘rippled’ in a wind of 3 or 4 miles per hour,” according to the WSDOT website. “Often, several waves of 2 to 3 feet [and on a few occasions up to 5 feet] would move from one end of the center span to the other. There seemed to be no correlation between the wind speed and the size of the waves. Sometimes the span would “bounce” for a few moments then stop. Other times, the waves lasted for six or even eight hours. “Thrill-seekers drove to the Narrows from miles around when the ripples started. Some motorists became ‘seasick’ and avoided using the bridge. But, for adventurous spirits the bridge became an amusement ride. Drivers crossing the span at times saw a car in front of them suddenly disappear into the trough of a wave. Moments later it reappeared as the roadway
rose. According to one report, a couple of times drivers experienced waves 10 feet high.” Neither torsional flutter or vortex shedding were studied in the days when the bridge was built. “These phenomena weren’t prevalent on other previous suspension bridges,” said Moore. “Those big suspension trusses quelled that motion. Subsequent to the collapse there is now a bridge aerodynamic evaluation done on cable-supported bridges. It’s a common exercise done for any cable-supported bridge around the world. They evaluate those two aerodynamic instabilities. “We put the bridge cross section in a wind tunnel and evaluate its inability to twist or rotate and ultimately fail. If it doesn’t exhibit this pattern of deformation, which is consistent with the term flutter, we have a safe design. It can’t show any sign
WSDOT photo
A view of what was left of 1940 Tacoma Narrows Bridge after the Nov. 7, 1940 windstorm. While Galloping Gertie would gallop no more, this event changed forever how engineers design suspension bridges. Gertie's failure led to the safer suspension spans we use today. This photo shows the damaged side girder.
see BRIDGE page 12
WSDOT photo
Watch video of the November 1940 Tacoma Narrows Bridge collapse on www.constructionequipmentguide.com
Concrete work on the bridge — the bridge deck concrete was poured by large wheelbarrows.
“Thrill-seekers drove to the Narrows from miles around when the ripples started. Some motorists became ‘seasick’ and avoided using the bridge. But, for adventurous spirits the bridge became an amusement ride.”
WSDOT photo
Construction is under way on the 1940 Tacoma Narrows Bridge. Taken May 10, 1940, this photo shows roadway from the east side of the span.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 • Page 11
360-748-1182 Fax 360-748-1198 www.cascadetrader.net
AUTHORIZED DEALER Log Loaders, Excavators, Wheel Loaders, Road Builders
LOG LOADERS BARKO 475 Log Loader, price reduced ..........$42,500 CAT 235B Log Loader..............................................$15,000 CAT 320DFM Log Loader, 2012, low hrs............P.O.R. CAT 325DLL Log Loader, yard mach, low hrs ....P.O.R. CAT 330B Log Loader, Recent under ................$57,500 DOOSAN DX300LL Log Loader ..............................P.O.R. DOOSAN S300LL Log Loader ..............................$89,500 DOOSAN DX225LL Log Loader, 9000 hrs..........P.O.R. DOOSAN DX225LL Log Loader........................$139,500 DOOSAN DX300LL For. Cab ....................................P.O.R. DOOSAN SOLAR 225 Log Loader......................$79,500 DOOSAN SOLAR 300 Log Loader, low hrs ..$125,000 HITACHI Z200F Log Loader, new under..........$77,500 HYUNDAI 3220 Log Loader, 3800 hrs, clean!.................. ........................................................................................$239,500 JOHN DEERE 2954 Log Loader, 2012, low hr.................. ........................................................................................$219,500 KOBELCO SK250 Log Loader ..............................$59,500 KOBELCO SK350 Log Loader, '07, Forest Cab ................ ........................................................................................$135,000 LINK-BELT 290LX Log Loader, For Cab, '05....$85,000 LINK-BELT 4300Cll Log Loader ..........................$34,500 SAMSUNG 210SE Log Loader, excellent ........$72,500
FELLER BUNCHERS, PROCESSORS CAT 325 Log Loader/WARATAH HTH622......$69,500 CAT 320C FM / LOG MAX 7000 ......................$139,500 JD 2554LL / WARATAH HTH-622B................$139,500 KETO 525 Harvesting head, complete..............$14,500 KOMATSU PC220LC / PIERCE 3348 STROKER ............ ........................................................................................$135,000 LINK-BELT 240X2LL / WARATAH HTH622B, low hrs ................................................................................................P.O.R. LINK-BELT 330LX '05 / WARATAH HTH-624 ..$85,000 LINK-BELT 330LX ‘06 / WARATAH HTH-624..$99,500
LINK-BELT 350LX ‘07 / WARATAH 624C ....$110,000 TIMBCO T-425, Bar Saw, Recent Under ..........$54,500 TIMBCO T-445, Bar Saw, Straight ......................$49,500 TIMBCO T-445FXL, ‘08, Quadco 22” ..............$189,500 VALMET 921 Harvester, 965 head......................$64,500 WARATAH HTH-622, complete..........................$34,500 WARATAH HTH-623C, New......................................P.O.R. WARATAH HTH-624 Super ..................................$49,500
TOWERS & YARDERS DIAMOND D425 SWING YARDER, track mt................... ........................................................................................$575,000 HITACHI EX200LL Yarder Pkg. For. Cab, Excell .............. ........................................................................................$139,000 KOMATSU PC300LC-6HD Yarder Pkg, nice!$199,500 MADILL 071, 4-Guys, Eagle IV, complete......$144,500 MADILL 071 Tank Mount, 3-Guys ..........................P.O.R. SKAGIT BU-94 Drums, parts only............................P.O.R. SKAGIT BU-94 Slackline, T100HD, SP ....................P.O.R. SKAGIT 739 SLACKLINE T100HD, Trailer MT.................. ........................................................................................$149,500 THUNDERBIRD TTY-70 Track mt., Excell......$550,000 THUNDERBIRD TY40, Trailer mt., Excell ......$159,000 WASHINGTON 137W Slackline, Trl. Mt., Nice! ................ ........................................................................................$189,500 WESTCOASTER Yarder, Track mt ............................P.O.R.
EXCAVATOR/DOZER/GRADER/ WHEEL LOADER/SKIDDER CAT 14E Grader..........................................................$14,500 CAT 527 Track Skidder, Swinger, Super Clean ................ ........................................................................................$175,000 CAT 950 Wheel Loader............................................$19,500 CAT 966D Wheel Loader, Bucket, good tires $49,500 CAT 980C Wheel Loader, Rollout Bkt ................$42,500 DOOSAN DL500 / CWS LogForks, low hrs ..$199,000 DOOSAN DX225LC Excav., Bkt/Thumb ..........$59,500
Located at Exit 79 off I-5 1380 NW State, Chehalis, WA 98532
FIAT ALLIS 8 Crawler Tractor, Winch/Arch ....$16,000 FIAT ALLIS FR130-2 Wheel Loader, Clean......$25,000 GARRETT 25 Skidder, Cummins..........................$12,500 INTERNAT'L TD7E 6-way Blade, Bare Rear ....$16,500 KOEHRING BANTAM 366 Excav., Bkt/Thumb$17,500 MOUNTAIN LOGGER ML150 Skidder, new tires .......... ..........................................................................................$18,500 TREE FARMER C5D Skidder, clean ....................$13,500 WAGNER L100 Log Stacker, '89, Excell..........$174,500 WAGNER L480 Log Stacker ..................................$69,500 WAGNER L90 Log Stacker ....................................$29,500
CARRIAGES & MISC EAGLE II Motorized Carriage ................................$10,000 EAGLE VI Motorized Carriage ..............................$45,000 EAGLE III Motorized Carriage ..............................$20,000 PRO MAC PC120 Mulching head, low hrs ..........P.O.R.
TRUCKS & TRAILERS KW Dump 1973 ............................................................$8,950 KW W900L Logger, 2000, 3406E, 18 sp, nice! $49,500 MOXY MT30 Articulated Dump Truck..............$37,500
SKIDDERS CAT 518 Cable Skidder, good runner ............$14,500 CAT 525B, Swing Grapple ..........................................P.O.R. CLARK 666 Cable Skidder, good tires ..............$12,000 JOHN DEERE 748H, Swing Grapple, 2010 ..........P.O.R.
MISCELLANEOUS CLEARING Rake w/Push Beams, D7F/G ..............$2,950 GENERAL LOG PUP TRAILER, 2-Axle, 8’6” Bunks.......... ..........................................................................................$10,500 OLATHE 867TG 10’ Tub Grinder, recent work.............. ..........................................................................................$54,500 TIMBER PRO 840 FORWARDER, ‘08, clean $110,000
KETO • WARATAH • SOUTHSTAR • EAGLE CARRIAGES EVENINGS John Griffin 425-210-9702 • Cooper Brunoff 360-880-7534 • Rich Lennox 360-508-0192 • John Welch 360-520-2082 Mike Duch 360-880-6955 • Jim Wark 360-623-5219 • Shannon Pesicka 360-507-0542 Traci Brunoff, Sales Coordinator 360-880-7531• Office 360-748-1182
Page 12 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
WSDOT photo
Tacoma Narrows Bridge looking west from the east approach in Tacoma. This photo was taken August 29, 1940.
New Tacoma Narrows Bridge Runs Parallel to 1950s Version BRIDGE from page 10
Contact Triad Machinery Today for More Details! OREGON Portland (503) 254-5100 • (800) 221-8512 Eugene (541) 342-7700 • (800) 342-6780 Prineville (541) 447-5293 • (888) 662-2940 www.triadmachinery.com
WASHINGTON Tacoma (253) 722-5560 • (800) 622-8876 Spokane (509) 534-1900 • (800) 945-9168
of flutter. That whole process of evaluation didn’t exist in 1940. The contribution of the collapse in 1940 was the creation of this field of engineering. It’s truly unique to suspension and cable-stay bridges.” “Galloping Gertie” wasn’t the only bridge to exhibit the instability and two bridges, the Bronx Whitestone in New York City and the Deer Isle in Maine, had to be retrofitted. A much safer Tacoma Narrows Bridge opened in 1950 after more than two years of construction. At 5,979 ft. (1,822 m), 40-ft. (12.2 m) longer than the original, it was the fifth longest suspension bridge in the United States at the time of opening. In 2007, a second Narrows bridge was built paralleling the bridge built in 1950. Today, the Narrows bridge built in 1950 carries traffic westbound, while the new bridge handles eastbound traffic. “The newest Tacoma Narrows Bridge opened to traffic in the early morning hours of July 16, 2007. The day before, on July 15, 2007, 60,000 visitors joined WSDOT, elected officials and others to celebrate its completion. Nowhere else had a parallel suspension bridge been built so close to an existing
Nowhere else had a parallel suspension bridge been built so close to an existing suspension bridge, and it was all accomplished in the challenging tidal, windy Narrows environment. suspension bridge, and it was all accomplished in the challenging tidal, windy Narrows environment. No workers lost their lives during construction of this amazing engineering feat.” (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.) CEG
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 • Page 13
Page 14 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Tim Hurst Joins PacWest Machinery Coal Port Backer as General Manager, State of Oregon Halts Review Until Decisions on Treaty
PacWest Machinery announced that Tim Hurst has joined the company as general manager of the state of Oregon. “We are very pleased that Tim has become an important member of the PacWest leadership team,” said Jolene Logue, president of PacWest Machinery. “His many years of sales and general management experience will greatly benefit our employees, customers and suppliers.” Hurst has enjoyed a successful career in the construction and related equipment businesses, including leadership positions at Ingersoll Rand and Volvo Construction Equipment, among others. His many leadership assignments have included vice president, branch manager, regional sales manager and customer support manager. “This is a great time to join PacWest Machinery,” Hurst said. “The company represents high quality manufacturers and operates within a growing region of the country. In addition, the entire PacWest organization is intently focused on delivering excellent service to a growing base of customers.” PacWest Machinery is the newest Volvo Construction Equipment dealer in North America with responsibility for the sales, rental and aftermarket support for the full line of Volvo’s general production equipment, road machinery and compact equipment. PacWest Machinery provides equipment and services to customers from four facilities located in Seattle and Spokane, Wash., and in Portland and Eugene, Ore., plus additional support from an extensive mobile service fleet. For more information, visit www.PacWestMachinery.com. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
SEATTLE (AP) The sponsor of a proposed Washington state coal port for shipments of the fuel to Asia is suspending work on an environmental review because of Native American tribe’s concerns that the project could hurt its fishing rights. SSA Marine, which retains a 51 percent ownership of the project, said it was halting the environmental review while it waits for the U.S. Army Corps of Engineers to make a decision on the treaty rights of the Lummi Tribe. The port in the Puget Sound, just south of the U.S.-Canada border, would accommodate almost 60 million tons (54.4 million t) a year of coal and other commodities.
“The partners understood from the beginning that this would be a lengthy and thorough review process.” Rick Curtsinger Tim Hurst has joined PacWest Machinery based in its Portland, Ore., Branch.
AGC Recognizes W.G. Clark, Turner Associated General Contractors of Washington recognized the chapter’s top individual and company performances in construction and safety excellence, technology and community service at its annual Build Washington Awards, held at Seattle’s CenturyLink Field on May 26. “It’s always a pleasure each year to see and recognize the outstanding work of our member companies in construction, safety, technology and community service,” said AGC president Nancy Munro, of MidMountain Contractors. W.G. Clark Construction earned the construction grand award for its work on the Ivar’s Pier 54 restaurant, shell and core renovation project on Seattle’s waterfront; Turner Construction Co. earned the safety grand award. The company also won the AGC/Moss Adams Community Service Award; GLY earned the Excellence in Technology award. Kelly Alger, of PCL Construction Services, was superintendent of the year; Susan McCants, of Turner Construction, was project manager of the year; and Jeremy Taylor, of Turner
“It’s always a pleasure each year to see and recognize the outstanding work of our member companies in construction, safety, technology and community service.” Nancy Munro Associated General Contractors
Construction, was the safety professional of the year. Construction excellence award judges were Brad Cornwell of RMC Architects; Bill Frare, of the Washington State Department of Enterprise Services; Dave Martin, of Central Washington University; Joseph Gildner, of Sound Transit; and Ben Minnick, of the Seattle Daily Journal of Commerce. Judges for the safety excellence awards were Anne Soiza, of the Washington State Department of
Labor and Industries; Ken-Yu Lin, of the University of Washington College of Built Environments; Ed DeLach, of the Occupational Safety and Health Administration; and Doug Buman, of the Laborers’ Health & Safety Fund of North America. For more information, visit http://www.djc.com/special/agcawards 2016/. (This story also can be found on Construction Equipment Guide’s website at www.constructionequipmentguide.com.)
Cloud Peak Energy
Coal companies hope exports to Asia will shore up their industry, which has been battered by competition from cheap natural gas and more stringent restrictions on pollution caused by burning the fuel. Construction costs for Gateway Pacific have been estimated at $700 million. The Lummi Nation has pressed the U.S. Army Corps of Engineers to deny the project’s permit because it would disrupt the tribe’s fishing practices. The proposal also has met strong opposition from environmental groups worried about the greenhouse gases and other pollutants produced by burning coal. Cloud Peak Energy bought a 49 percent stake in the Gateway Pacific Terminal six months ago. The Wyoming company paid $2 million up front to SSA Marine and agreed to cover up to $30 million in permitting expenses, hoping to capitalize on the port to serve growing coal markets in Asia. The deal also included an option for the Crow American Indian tribe to take five percent stake in the port. Cloud Peak plans to build a major mine on the Crow’s southeastern Montana reservation and planned to move up to 18 million tons (16.3 million t) of fuel through Gateway Pacific. But the international coal market is experiencing a sudden and drastic decline. Cloud Peak took a $58 million loss on its investments in coal export projects including Gateway Pacific. Cloud Peak spokesman Rick Curtsinger said the port remains a “viable project” and the company will continue seeking access to Asian markets to meet long-term demand. “The partners understood from the beginning that this would be a lengthy and thorough review process,” Curtsinger said. (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 • June 12, 2016 • Page 15
MARY’S RIVER LUMBER
Page 16 • June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide