By Andrea Watts CEG CORRESPONDENT Broadway Avenue is billed as the gateway into Boise, and this gateway is receiving a makeover with the construction of a new Broadway Bridge that is slated to open later this fall. Since fall 2012, the Idaho Transportation Department (ITD) has shepherded this $20.2 million-dollar project through its design and environ- mental review phases, and earlier this year, construction finally began. When describing the signifi- cance of the Broadway Bridge to Boise, Daris Bruce, the resident Broadway Bridge Replacement Under Way in Boise PACIFIC NORTHWEST EDITION A Supplement to: Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – [email protected]® “The Nation’s Best Read Construction Newspaper… Founded in 1957.” May 15 2016 Vol. I • No. 4 By Dylan Darling THE (EUGENE) REGISTER-GUARD EUGENE, Ore. (AP) Solid as steel. Sturdy as concrete. Cross-laminated timber carries these claims and hopes for boosting Oregon’s wood products industry. The engineered wood product is made by gluing together layers of boards, such as 2- by-4s, 2-by-6s and 2-by-8s. The resulting panels can be used in place of steel or con- crete in the construction of buildings. Advocates of the engineered wood say it has the potential to become a major product in commercial construction. But advocates acknowledge that a couple of things would have to happen first. Building codes in the United States will have to be revised to allow the use of panels in large buildings, and architects, developers and builders will have to demand the material for their proj- ects. Cross-laminated timber has been made for years in Europe, and it’s catching on in Canada. However, D.R. Johnson lumber company in Riddle, south of Roseburg, is the only Oregon firm making the wood pan- els. And it’s the only company certified in the United States to manufacture the panels for use in building construction. Valerie Johnson, D.R. Johnson president, said cross-laminated timber could expand the market for wood products in the Northwest. An under construction building for the College of Education at Western Oregon University in Monmouth is the first structure to use the company’s panels. “We have interest coming from virtually every state in the West and Southwest,” Johnson said. “The breakthrough is building larger and taller structures with wood by using very strong, very durable, large mass timber components.” Industry Benefits Most homes in the nation are built out of wood. Lumber and plywood are used for frames, roofs, floors and sidings. Johnson and others involved in the wood products industry hope the large wooden panels made of cross-laminated timber replace some of the concrete or steel in the construction of commercial buildings. Wood products-related companies would benefit, they say. And more Oregonians could work in the industry cutting timber, milling lumber and making the panels. “Innovations in wood products can add real value to our industry,” said Sara Duncan, spokeswoman of the Oregon Forest & Industries Council, an association of for- est land owners and wood products compa- nies. Timm Locke, of the Oregon Forest Resources Institute, called cross-laminated timber a “game changer” when describing what it could do for the wood products industry. “It could be as big a market as the resi- dential market is right now,” he said. But for that to happen people who design and construct buildings would have to demand the engineered wood. And state building officials would need to approve codes allowing the construction of large, multi-story wooden buildings. The state Building Codes Division last year released rules for cross-laminated tim- ber in construction, but final detailed codes may be a couple of years off. The product is the buzz of the state’s wood products industry. It was a hot topic at Engineered Timber Could Boost Wood Products Industry see WOOD page 13 Idaho Airships courtesy of AECOM photo Now with the piers installed and the last girder set into place, crews no longer have to work inside the river channel when the river flows are up. Thirty-three girders were required to build the new five-span Broadway Bridge, which will have six vehicle lanes, two bicycle lanes and sidewalks. ITD photo see BROADWAY page 12
Transcript
By Andrea WattsCEG CORRESPONDENT
Broadway Avenue is billed asthe gateway into Boise, and thisgateway is receiving a makeoverwith the construction of a newBroadway Bridge that is slated toopen later this fall. Since fall 2012,the Idaho Transportation
Department (ITD) has shepherdedthis $20.2 million-dollar projectthrough its design and environ-mental review phases, and earlierthis year, construction finallybegan. When describing the signifi-
cance of the Broadway Bridge toBoise, Daris Bruce, the resident
Broadway Bridge Replacement Under Way in Boise
PACIFIC NORTHWEST EDITION A Supplement to:
Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – [email protected]
®
“The Nation’s Best Read Construction Newspaper… Founded in 1957.”
May 152016
Vol. I • No. 4
By Dylan DarlingTHE (EUGENE) REGISTER-GUARD
EUGENE, Ore. (AP) Solid as steel.Sturdy as concrete.Cross-laminated timber carries these
claims and hopes for boosting Oregon’swood products industry.The engineered wood product is made by
gluing together layers of boards, such as 2-by-4s, 2-by-6s and 2-by-8s. The resultingpanels can be used in place of steel or con-crete in the construction of buildings.Advocates of the engineered wood say it
has the potential to become a major productin commercial construction. But advocatesacknowledge that a couple of things wouldhave to happen first. Building codes in theUnited States will have to be revised toallow the use of panels in large buildings,and architects, developers and builders will
have to demand the material for their proj-ects.Cross-laminated timber has been made
for years in Europe, and it’s catching on inCanada. However, D.R. Johnson lumbercompany in Riddle, south of Roseburg, isthe only Oregon firm making the wood pan-els. And it’s the only company certified inthe United States to manufacture the panelsfor use in building construction.Valerie Johnson, D.R. Johnson president,
said cross-laminated timber could expandthe market for wood products in theNorthwest. An under construction buildingfor the College of Education at WesternOregon University in Monmouth is the firststructure to use the company’s panels.“We have interest coming from virtually
every state in the West and Southwest,”Johnson said. “The breakthrough is buildinglarger and taller structures with wood by
using very strong, very durable, large masstimber components.”
Industry BenefitsMost homes in the nation are built out of
wood. Lumber and plywood are used forframes, roofs, floors and sidings.Johnson and others involved in the wood
products industry hope the large woodenpanels made of cross-laminated timberreplace some of the concrete or steel in theconstruction of commercial buildings.Wood products-related companies would
benefit, they say. And more Oregonianscould work in the industry cutting timber,milling lumber and making the panels.“Innovations in wood products can add
real value to our industry,” said SaraDuncan, spokeswoman of the Oregon Forest& Industries Council, an association of for-est land owners and wood products compa-
nies.Timm Locke, of the Oregon Forest
Resources Institute, called cross-laminatedtimber a “game changer” when describingwhat it could do for the wood productsindustry.“It could be as big a market as the resi-
dential market is right now,” he said.But for that to happen people who design
and construct buildings would have todemand the engineered wood. And statebuilding officials would need to approvecodes allowing the construction of large,multi-story wooden buildings.The state Building Codes Division last
year released rules for cross-laminated tim-ber in construction, but final detailed codesmay be a couple of years off.The product is the buzz of the state’s
wood products industry. It was a hot topic at
Engineered Timber Could Boost Wood Products Industry
see WOOD page 13
Idaho Airships courtesy of AECOM photoNow with the piers installed and the lastgirder set into place, crews no longerhave to work inside the river channelwhen the river flows are up.
Thirty-threegirders wererequired tobuild the newfive-spanBroadwayBridge,which willhave sixvehicle lanes,two bicyclelanes andsidewalks.
ITD photo
see BROADWAY page 12
Page 2 • May 15, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
WARRENTON, Ore. (AP) An energy company thatwanted to export liquefied natural gas from the northwestOregon coast will withdraw from the $6 billion terminal andpipeline project, city officials in Warrenton said.Warrenton Mayor Mark Kujala told the Daily Astorian
that Oregon LNG officials told him the project was beingscrapped because backers were no longer willing to put upthe money.“That is exactly what I heard from Oregon LNG,” Kujala
said. “They would be withdrawing the project.”A phone message left for company officials by The
Associated Press was not immediately returned.Kristin Grainger, a spokeswoman of Oregon Gov. Kate
Brown, said the company had withdrawn state permits forthe project.“Public input is critical to the process, and from the outset,
the project struggled to build sufficient community support,”she said.Oregon LNG had proposed a terminal in northwest
Oregon and an 87-mi. (140 km) pipeline to link with a natu-ral gas connector in Washington state. The company wantedto export natural gas from western Canada and the RockyMountains to markets in Asia.
Skip Urling, Warrenton’s community development direc-tor, said he was told Oregon LNG would not proceed with anappeal of a city hearings officer’s decision to deny the termi-nal. A hearing on the company’s appeal had been scheduledfor early May.Oregon LNG had said the project would be an economic
boon to the area. A draft federal environmental review hadestimated terminal construction over four years would gen-erate more than 9,500 jobs. Oregon LNG would have even-tually employed about 145 workers.But a coalition of residents, environmentalists and fisher-
men blasted the project, saying it was misguided and poten-tially dangerous. Brett VandenHeuvel, executive director ofColumbia Riverkeepers, one of the groups opposed to theproject, said “this is a huge victory.”Oregon Sen. Ron Wyden said in a statement that oppo-
nents had raised valid concerns. “I shared the concerns thatthe Oregon LNG project would have had negative environ-mental and economic impacts, and I am relieved that localvoices prevailed,” said Wyden, a Democrat.
(This story also can be found on ConstructionEquipment Guide’s Web site at www.constructionequip-mentguide.com.)
Company ScrapsPipeline Project
“Public input is critical to theprocess, and from the outset, theproject struggled to build sufficientcommunity support.”
Kristin GraingerGov. Kate Brown Spokeswoman
YAKIMA, Wash. (AP) The U.S.Army Corps of Engineers has beenordered to pay the Yakama Nation forcosts related to cleaning up a contami-nated island in Washington’sColumbia River.The Yakama Nation sued the Corps
in 2014, arguing that tribal membersweren’t compensated for helping planthe cleanup of Bradford Island, report-ed The Yakima Herald.The island is a historical tribal fishing
spot, but it also became a dumpingground for waste from the BonnevilleDam for decades. Lead, mercury, PCBsand petroleum chemicals leaked into theColumbia River, resulting in warnings
against eating fish caught in the area.U.S. District Court of Oregon Judge
Anna Brown ruled earlier this weekthat the tribe’s cleanup costs should becovered under Superfund laws.But she denied the tribe’s motion to
be reimbursed for prohibiting fishingin the island area. Brown wrote in anorder that the issue will have to be sort-ed out in trail.“For decades, the Corps dumped
toxic waste directly into the ColumbiaRiver and on Bradford Island,” saidJoDe Goudy, chairman of the YakamaNation.“The Yakama Nation was forced to
take the Corps to court to do what it
should have done in the first place —pay for the tribe’s costs and allow it aseat at the table to make critical deci-sions about cleanup that affect ourtreaty fishing rights,” added Goudy.The tribe’s attorney, David Askman,
said he believes the decision sets andimportant precedent for tribes trying toprotect their resources.“To our knowledge, this is the first
time a tribe has received its costs ofaction under Superfund laws by a courtof law,” he said.
(This story also can be found onConstruction Equipment Guide’s Website at www.constructionequipment-guide.com.)
Judge Orders Army Corps to PayYakama Nation for Island Cleanup
Summer Construction...
I-90 Facelift: WSDOT’s Paving Projectsin Issaquah, Bellevue, North BendAfter decades of wear and tear, some well-traveled por-
tions of Interstate 90 on Seattle’s Eastside are getting amuch-needed facelift.This summer, contractor crews working for the
Washington State Department of Transportation will restoreportions of the interstate in two separate projects — the firstin Issaquah and Bellevue and the second in North Bend.Both projects will repave the roadway to fix cracks and pot-holes, as well as repair and replace worn bridge expansionjoints.“Cracks, potholes and deep wheel ruts are signs of a heav-
ily traveled freeway by commuters and truckers,” said MarkSawyer, WSDOT project engineer. “This work will providea smoother and safer ride for drivers, and help preserve thisvital east-west freight route.”First up: Issaquah and Bellevue paving and expansion
joints between milepost 12.5, west of Eastgate, and milepost10.4, east of the Interstate 405 interchange. More than 4.5 mi. (7.2 km) of westbound I-90 between
West Lake Sammamish Parkway and the I-405 interchangewill be repaved during the course of the project. Workincludes:• Replacing pavement where there are large cracks and
wheel ruts.• Repaving I-90 over Richards Road and West Lake
Sammamish Parkway, as well as the westbound West LakeSammamish Parkway on- and off- ramps.• Replacing four bridge expansion joints over West Lake
Sammamish Parkway. • Closing westbound I-90 for one night at the I-405 inter-
change to excavate and repair a section of roadway nearRichards Road. The date has not been scheduled. A signeddetour will be in place.
Lakeside Industries Inc. is completing this $5.7 millionproject for WSDOT, with crews working nightly Mondaythrough Thursday. Work will be complete by the end of fall2016.Next: North Bend I-90 paving — both directions of I-90
between the South Fork Snoqualmie River and State Route202 will be repaved beginning in mid-June. Work will takeplace nightly Monday through Thursday and includes: • Removing the top 2 in. (5 cm) of the existing roadway
and repaving with new asphalt.• Replacing five concrete panels.• Repairing concrete surrounding the expansion joints of
I-90 across the South Fork Snoqualmie River.While crews are on the road, at least a single lane of I-90
will remain open at all times until the $2.5 million project iscompleted by Lakeside Industries Inc. in August.
What Drivers Should Expect Nighttime drivers should plan ahead for delays due to lane
and ramp closures, and allow extra time to travel through thearea. Lane-closure information will be available on the KingCounty construction update report.
Project BenefitsThis work benefits drivers by:• Preserving vital infrastructure for commuters and freight.• Saving money on maintenance needs and emergency
repairs.• Providing a safer, smoother ride for drivers.(This story also can be found on Construction
Equipment Guide’s Web site at www.constructionequip-mentguide.com.)
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • May 15, 2016 • Page 3
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, Russia011-7-41326-99298
Page 4 • May 15, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Landslide Cuts Off Road to Elk CityBy Lori TobiasCEG CORRESPONDENT
A landslide that closed Idaho State Highway 14 inFebruary has turned out to be more than twice the job antic-ipated.“It ended up being much larger than the Idaho Department
of Transportation thought,” said Ryan West, vice president ofthe Spokane-based West Company Inc. “They have sinceperformed geologic evaluations and we’re in the realm of200,000 to 250,000 cu. yds. of material removal. It was con-tracted at 100,000 cu. yds.”So far, contractors have removed about 50,000 cu. yds.
(38,228 cu m), West said. They stabilize the landslide area,working with Portland, Ore.’s Landslide Technology onslope stabilization means and methods, as they work.They are currently renegotiating the $1.37 million con-
tract to address the additional work. The biggest challenge came in the form of a boulder that
was the size of a two-story house.West crews first built a 300-ft. (91.44 m) road to access the
boulder, then drilled holes in the top and used explosives toreduce the boulder. The challenge ahead is hauling thevolume of material to a permanent dumpsite, Westsaid. He expects crews will be on site until late summer.“We have quite the equipment list,” he said. “We
have two D8 dozers, two 25-metric ton excavators, one
45-ton excavator, 12 side dump trucks, a D6 wasteCaterpillar and multiple support vehicles. I want to say it’sgoing to be mid-August before things are back to normal.”There is currently safety access with a catchment area.The slide closed State Highway 14 at milepost 39 on Feb.
18, bringing down 100,000 cu. yds. (76,455.5 cu m) of mate-rial, including the house-sized boulder perched precariously200 ft. (61 m) above the highway, and leaving in its wakemassive amounts more that must still be brought down. Thehighway is the only public road to Elk City and few othersmall towns and left residents facing a 20-mi. (32 km) detouruntil they could build safe access.The massive boulder was just one of the headaches crews
faced, said Mel Coulter, ITD emergency program manager. “The challenges are, first of all, the extremely steep terrain
that we are working in,” Coulter said. “The hill adjacent tothe highway that gave way is probably a 37-percent slopethat extends 600 feet to the top of the slide. There is not onlyall the material that has come down, but a lot still up therethat is real vulnerable.“Another complication early on was the continuing rain.
The ground was saturated, making the slide even more
unstable. Even before we could start doing much with it, wehad to extend a new road from a forest service road to the topof the slide so contractors could reach the top and push mate-rial down. We had a private contractor who had to log off abunch of loose and threatening timber at the top of the slide.It’s a multi-faceted approach and complication.”Safety also is a big concern, not unlike the environment
following an earthquake when severely damaged buildingsremain standing, Coulter said.“It’s the opposite approach to building a house. We have
to start at the top and move things downhill to attack it thatway.”If the boulder had gone down before crews were able to
dynamite it, it likely would have clogged the river.Fortunately, no one was hurt in the slide, but it must have feltlike a very close call for some ITD workers.“Our crews were at the location cleaning up some rock
that had fallen earlier in the slide area when the slide camedown,” Coulter said. “One crew member was able to get outof the way and capture the slide on video.”A slide occurred in the same area in the 1980s.(This story also can be found on Construction
Equipment Guide’s Web site at www.constructionequip-mentguide.com.) CEG
ITD photoA landslide that closed Idaho State Highway 14 inFebruary has turned out to be more than twice the jobanticipated.
ITD photoSo far, contractors have removed about 50,000 cu. yds.(38,228 cu m) of material.
EUGENE, Ore. (AP) The Eugene City Council tabled aproposal that would have added expensive seismic upgradesand private offices to City Hall.The Register-Guard reports that councilors approved the
design of the planned four-story building while eliminatingsome of the more costly upgrades.Earlier this month project manager Mike Penwell said the
proposed project would cost between $24 million and $25million, more than $6 million above the $17.85 millionbudget the council authorized in late 2014. The high cost wasattributed to rising construction costs and inflation was wellas the seismic upgrades and individual offices.Penwell said it is unclear if dropping those upgrades will
scale back the project’s price.For more information, visit http://www.registerguard.com.(This story also can be found on Construction
Equipment Guide’s Web site at www.constructionequip-
mentguide.com.)
Rising Construction Costs...
Officials Nix $6MSeismic Upgradesto Eugene City Hall
Youth ages 18 to 24 years old may be eligible for freetraining in the construction industry in a session beginningMay 23. The two-week training session will be held in the Boise
Labor office, 317 W. Main St. Students will then be con-nected with industry employers for paid four-week intern-ships where they can earn industry certifications. Participantsalso will receive a set of basic hand tools.To sign up for the program, call Kathy Smethers at (208)
364-7785 ext. 3106.Customers with disabilities who need a reasonable accom-
modation to participate also can contact Smethers. To accessthe Idaho Relay Service for the deaf and hard of hearing, dial711.
(This story also can be found on ConstructionEquipment Guide’s Web site at www.constructionequip-
mentguide.com.)
Two-Week Session...
Boise Offers YouthFree ConstructionIndustry Training
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • May 15, 2016 • Page 5
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Page 6 • May 15, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Rerouting Mt. Hood’s Timberline Trail Begins This SummerHikers of the Pacific Northwest have a
great reason to celebrate: the Eliot Glaciercrossing on Timberline Trail #600 is sched-uled to be repaired. The trail will be reroutedthis summer with the goal of completing theproject in 2017 depending on weather condi-tions. The project will be completed by for-est staff working with volunteers and con-tractors. Forest engineering and recreation special-
ists have determined that a permanent bridgestructure is not feasible at this location sohave opted to re-locate this section of trail.The new trail location should make it easierand safer for hikers to complete the roughly40-mi. (64.4 km) loop around Mt. Hood. “We’re thrilled to begin work on rerouting
this trail to the new location so that crossingthis area is safer for hikers,” said ClairePitner, east side recreation manager for theMt. Hood National Forest. “The 1.5 milereroute will minimize exposure to looseboulders which otherwise could pose as haz-ards for hikers.”
The old route that crossed the EliotGlacier field was destroyed by a debris flowin November 2006. The event washed awaya temporary bridge that was seasonallyinstalled along the trail as well as part of theexisting trail. Timberline Trail #600 is theonly “round the mountain” trail on the Mt.Hood National Forest and is an extremelypopular and challenging hiking opportunity.Recreation managers have been workingwith engineering for the last decade to comeup with a sustainable engineering solutionand necessary funding to complete the need-ed repairs. Both goals proved challengingdue to the unstable nature of mountain geol-ogy and the cost of various options throughthe years. The planned crossing will be below the
previous crossing location and will be moreprotected from the scouring action of thestream as the Eliot Branch makes its waydown the mountain. There is still a possi-bility that the route could be impacted by alarge scale debris flow, but this is somethingthat is unavoidable in large, geologicallyactive areas. The trail has been rerouted across the
Eliot Branch many times over the decadesdue to similar debris flow events. This newlocation for the crossing will hopefully leadto fewer hiking disruptions and new oppor-tunities for hikers to experience the wonderof Mt. Hood. “We tried to locate the trail so that it
would be minimally impacted on an annualbasis by changes in glacial flow, but we haveto keep in mind that the ground on Mt. Hoodis constantly changing,” said Pitner. “We aredoing our best to provide a safer crossingthat will remain in the same location formany years to come.”For information, call 541/352-1248 or
visit http://www.fs.fed.us/.(This story also can be found on
Construction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)
Forest Service USDA photoThe new trail location should make iteasier and safer for hikers to completethe roughly 40-mi. (64.4 km) looparound Mt. Hood.
Forest Service USDA photoThe old route that crossed the Eliot Glacier field was destroyed by a debris flow inNovember 2006. The event washed away a temporary bridge that was seasonallyinstalled along the trail as well as part of the existing trail.
“We are doing ourbest to provide a safer
crossing that willremain in the same
location for many years to come.”
Claire PitnerMt. Hood National Forest
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • May 15, 2016 • Page 7
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Page 8 • May 15, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Study Analyzes Impact of Washington Coal-Export PlanBy Phuong LeASSOCIATED PRESS
SEATTLE (AP) A coal-export terminalproposed along the Columbia River insouthwest Washington state could haveunavoidable, significant impacts on green-house gases emissions, vessel traffic and railsafety, according to an environmentalreview.The analysis by the Washington
Department of Ecology and Cowlitz Countyfound that greenhouse gas emissions —from facility operations to when the coal isburned in Asia — would increase by 2.75million tons (2.5 million t) each year whenthe project is fully running. While measurescan be taken to significantly reduce thoseemissions, the impact “would still be signif-icant and adverse,” the study noted.Other concerns include increased vessel
traffic as 840 ships a year are added, and apotential for train accidents along rail routesin Cowlitz County and other parts ofWashington as up to 16 mi. (25.7 km) -longtrain trips are added each day.The study found the project could impact
21 of 23 areas reviewed, and that some ofthose consequences are significant, Ecologysaid in a statement. The review looked at fishhabitat, water quality, local communities andother issues, and proposed ways for the proj-ect developers to reduce those effects.Millennium Bulk Terminals-Longview is
proposing a terminal that would handle up to48.5 million tons (44 million t) of coal a year.Coal would arrive by train from the PowderRiver Basin in Montana and Wyoming andthe Uinta Basin in Utah and Colorado to bestored and loaded on ships for export to Asia.Construction could begin in 2018.Lighthouse Resources Inc., formerly
known as Ambre Energy, owns 62 percent ofMillennium and Arch Coal Inc. the other 38percent. Lighthouse owns the Decker Minein Montana and the Black Butte Mine insouthwestern Wyoming.Millennium CEO Bill Chapman said in a
statement that the project is a step closer tocreating family-wage jobs in Longviewwhile meeting the state’s strict environmen-tal standards.Business and some labor groups also
expressed support, saying the project would
create jobs, boost the local economy andstrengthen the state’s trade capacity.“This is an important project for
Washington state, and for the people ofCowlitz County and Southwest Washingtonsearching for good paying jobs,” said KrisJohnson, president of the Association ofWashington Business.But environmental, citizens and other
groups said that the review confirms theirconcerns about wide-ranging impacts frommoving millions of tons of coal through theNorthwest and burning it in Asia. Opponentssaid the review acknowledges the negativeconsequences of the project but falls shortbecause it relies on mitigation measures thataren’t proven.The study said air pollution from coal dust
at the site and along rail lines would bebelow federal air quality standards. It alsosaid coal dust would exceed nuisance levels,but it would not be significant impact sincestate or federal standards do not apply.Regulators recommended coal loaded ontrains be sprayed with a substance at themine site and in Pasco, Wash., to reduce coaldust.Steve Charter, a Montana rancher, said in
a statement that the Washington coal port isalso bad news for his state. He said rail townswould have to deal with traffic delays, dieselexhaust and other consequences.The study found that without rail and road
improvements, the increased train trafficwould create long vehicle delays during rushhour at railroad crossings in Cowlitz Countyand beyond. It said crossings in SpokaneCounty would have the largest increases invehicle delays.The public can comment on the study
through June 13, and at three public hearingsscheduled in May and June. Regulators planto incorporate those comments into a finalreview, a process that could take a year orlonger. The state and county received arecord number of comments — more than215,000 — earlier in its review.The Army Corps of Engineers, mean-
while, is doing its own separate environmen-tal review. A spokeswoman said a draft isexpected in September.
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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
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • May 15, 2016 • Page 9
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The Oregon Department of Transportation received bidsfor transportation-related improvement projects.Following is a list of some of the projects let.
County: LaneContract ID: 14866Contract Description:OR 58: Salt Creek tunnel —MP 70 sec.Contractors and Bid Amounts: • Gage It Construction LLC — $656,202• Specialized Pavement Marking Inc. —
$662,294• Coral Construction Company — $691,691• Dirt & Aggregate Interchange Inc. —
$784,444Completion Date: Sept. 30, 2016
County: CoosContract ID: 14870Contract Description:OR 42: Gray Creek cul-vert replacement.Contractors and Bid Amounts: • Jal Construction Inc. — $1,477,605• Laduke Construction LLC — $1,509,202
Completion Date: Sept. 16, 2016
County: JacksonContract ID: 14786Contract Description:OR 62: Corridor solutions Unit 2(Medford).Contractors and Bid Amounts: • LTM Inc. d/b/a Knife River Materials — $30,552,405• Hamilton Construction Company — $31,076,945• Wildish Standard Paving Company — $31,107,245• Emery & Sons Construction Group — $31,355,333• Oregon State Bridge Construction Inc. — $33,789,424• Scarsella Bros Inc. — $35,183,745
Completion Date: June 30, 2018
County: YamhillContract ID: 14868Contract Description:OR 18: Newberg-Dundee Bypass(PH 1G) (Springbrook Road) sec.Contractors and Bid Amounts: • K & E Excavating Inc. — $17,096,262• Oregon Mainline Paving LLC — $16,745,714• Wildish Standard Paving Company — $19,107,831
County: LaneContract ID: 14876Contract Description:U.S.101: Siuslaw River Bridge —Douglas County line section.Contractors and Bid Amounts: • Eugene Sand Construction Inc. — $2,648,912• Rocky Mountain Construction LLC — $2,699,699• LTM Inc. d/b/a Knife River Materials — $2,788,501• Wildish Construction Company — $2,860,938• Kerr Contractors Oregon Inc. d/b/a Kerr Contractors
— $3,406,345Completion Date: Sept. 30, 2016
Oregon Highway Project Lettings
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • May 15, 2016 • Page 11
4800 NE Columbia Blvd | Portland, OR 97218(503) 282-2566 | www.feenaughty.com
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Neighbors Have Say in Broadway Bridge’s New Designengineer with ITD for the project,said, “You can’t get any closer tothe center of town, closer to thecenter of activities, closer to thecenter of the community than thisbridge.”
The new Broadway Bridge isthe third iteration to span the BoiseRiver; the first was built in 1892,and the second bridge, which exist-ed until a few months ago, wasbuilt in 1956. With average dailytrips (ADTs) totaling over 24,000,the bridge started showing its agein recent years.
“It’s standard for ITD to inspectour bridges every other year,” saidMark Campbell, a project managerof the Idaho TransportationDepartment. “But for theBroadway Bridge, we had toinspect it every year, and with itslowly deteriorating, it wasapproved for replacement.”
A replacement could thenaccommodate Boise’s futuregrowth — an estimated 37,700ADTs by 2037 — and also safelyserve other users including bicy-clists and pedestrians. The previ-ous bridge hadn’t been designed toaccommodate both vehicles andcyclists.
ITD’s vision of the new bridgewas for it to have a 100-year serv-ice life, and Bruce said that“because of the location and con-sidering the fact that this bridgewill be relied upon to provide serv-ice for the next 100 years, we need-ed to upgrade the bridge to currenthighway standards and make itacceptable by all stakeholders andto the entities involved.”
Because of Broadway Bridge’ssignificance to the surroundingBoise neighborhoods — BoiseState University to the south andSt. Luke’s Regional MedicalCenter to the north — and theimpacts of the construction uponthe community, commuters andbusinesses, ITD embarked on anaggressive outreach strategy “thatwent above and beyond other con-struction projects” to educate thepublic as to why the bridge neededto be replaced. Beginning in fall2012, a number of stakeholdermeetings were held, in addition totwo public open houses. Duringthe series of design workshops thatbegan in 2013, the ITD designteam solicited feedback from the
public on the proposed bridgedesign until the unveiling of thefinal design in December 2015.
“As the meetings progressed,the detail got a little deeper anddeeper until we came up with thefinal product,” Campbell said. Inresponse to their outreach efforts,he added that the communitymembers “really felt like they werepart of the decision making, whichthey actually were. They felt likethey were being listened to.”
One of the design elements thepublic requested was reducing thenumber of piers in the river to
avoid impacting the river’s flowand also to benefit the recreational-ists who float down the river. Thiswas a design request that motivat-ed the team to come up with adesign structure that impacted theriver even less than the originaldesign, Campbell said.
The final design resulted in afive-span bridge with six vehiclelanes, two 6.5-ft. (1.9 m) bikelanes, and 10-ft. (3.04 m) widesidewalks. Three 18-ft. wide (5.48m) belvederes provide viewpoints,and the curved railing design run-
Idaho Airships courtesy of AECOM photoThe new Broadway Bridge is designed to accommodate the esti-mated 37,700 ADTs that will cross the bridge in 2037.
Following the placement of the 33 girders, work this spring con-sists of building of the bridge deck, and work will also commenceon the greenbelt and pedestrian and bicyclist access points.
Idaho Airships courtesy of AECOM photoKnife River was awarded the contract to construct the newBroadway Bridge and work commenced in January 2016.
Idaho Airships courtesy ofAECOM photo
see BROADWAY page 14
BROADWAY from page 1
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Industry Calls for Use of Wood in Commercial Constructionthe Oregon Logging Conference inFebruary in Eugene and the MassTimber Conference in March inPortland.Oregon State University
researchers and architects at theUniversity of Oregon are callingfor the use of wood in commercialbuilding construction.
Manufacturing ProcessThe size of cross laminated tim-
ber panels vary.D.R. Johnson, for example, can
produce panels as large as 10-by-24ft. (3-by-7.3 m), but once newequipment at the company’s mill isinstalled, the firm will be able tomake panels as large as 10-by-30 ft.(3-by-9 m).The panels are made by gluing
boards together. The pieces used tomake the panels vary in thickness,depending if they are made ofthree, five or seven boards. Thethickest pieces measure about 10and 1/2 in. (26.67 cm).Lumber mills can custom-make
pieces of cross-laminated timber tomeet project specifications.
“They go in very quickly andquietly,” and result in little waste,said Judith Sheine, a UO architec-ture professor.The engineered wood product
has Northwest advocates, such asMichael Green, a Vancouver, B.C.,architect, whose firm recentlyopened a Portland office.Green spoke at the Oregon
Logging Conference. He’s pushingfor skyscrapers made with cross-laminated timber.“Eventually I see a world built
with these beautiful buildings,”Green said.Cross-laminated timber struc-
tures already exist or are going upelsewhere in the state. The OregonZoo Elephant Lands visitor centerwas partly built with the panels.The Albina Yard office building innortheast Portland is being builtwith the engineered wood. OSU inCorvallis plans to use the woodproduct in new buildings for theCollege of Forestry.More projects will come from
architects calling for the material,Sheine said.The look and versatility of the
wood product could draw designinterest, she said.UO building design instructors
have joined OSU forest productresearchers to test wood products,including cross-laminated timber,to see how they perform in build-ings. The panels are tested to seehow they hold up in fires and earth-quakes, as well as how they absorbsound.The tests could help the state
approve new building codes per-mitting the use of wood panels incommercial structures.
Glenwood ProjectA cross-laminated timber build-
ing could one day be built inGlenwood, the area long identifiedfor redevelopment between Eugeneand Springfield.Springfield Mayor Christine
Lundberg has said she wants aGlenwood parking garage to bebuilt with the engineered wood.“It would be a signature piece,”
she said. “It should spark the imag-ination of what we could potential-ly do.”But the area first would have to
be redeveloped, perhaps with ahotel or conference center, whichwould create demand for a parkinggarage. And money must be foundto pay for it.Based on an early design, a four-
story 214,000-sq.-ft. (19,881 sq m)structure that holds 360 cars wouldcost an estimated $65 to $95 per sq.ft., or between $13.9 million to$20.3 million.The cost for a similar garage
made from steel and concretewould be in the same range, saidCourtney Griesel, a senior manage-ment analyst of economic develop-ment for Springfield.Last month, the city of
Springfield submitted details for apotential parking garage to a cross-laminated timber contest sponsoredby Oregon BEST, a state agencythat encourages environmentallyfriendly innovations.UO students helped design the
Glenwood parking structure. Morethan two dozen students last yearsplit into nine teams, said Sheine,the UO architecture professor whois head of the architecture depart-ment.
Each team created their visionfor the garage. Springfield plannersused elements from the students’designs in the contest submittal toOregon BEST.Winning or sharing top contest
honors could bring in up to$200,000 for design and testing,according to Oregon BEST.The two other teams in the con-
test have designs for an engineeredwood products home in Scappoose,and an eight-story, mixed-usebuilding in north Portland. OregonBEST is expected to announce thewinner this month.Griesel said a parking garage
made of wood would show the pos-sibilities of cross-laminated timber,and inspire more building with it.“Oftentimes with new ideas for
product application we are littlewary if we haven’t seen it in action,or see how it all fits together,” shesaid.For more information, visit
http://www.registerguard.com.(This story also can be found
on Construction EquipmentGuide’s Web site at www.con-structionequipmentguide.com.)
WOOD from page 1
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Crews Set New Broadway Bridge’s Last Girder in Placening the length of the bridgeenables all users an open view ofthe river. Other design elementsinclude improving ADA connec-tions at all four corners of thebridge to the greenbelt locatedbeneath the bridge and raising thegreenbelt above the floodplain toalleviate the spring flooding.
Knife River was awarded thebid and commenced work inJanuary 2016. The winter phase ofthe construction consisted ofbridge demolition and pile drivingto complete the foundation of thebridge structure. Campbell saidthey did this work while riverflows were down, and because ofthe potential environmentalimpacts this work would cause,Bruce said that in the beginningthere were numerous special inter-est groups watching activitiesclosely.
“We continue to exercise ourtypical due diligence to make surewe are working within the permit-ted parameters,” he said.“Throughout construction, wehave been in contact with variousorganizations that were interestedin different aspects of the project. Ithink they have a level of confi-dence now in what we are doing,and we welcome any questionsthey may have.”
Now with the piers installed andthe last girder set into place, crewsno longer have to work inside theriver channel when the river flowsare up. Following the placement ofthe 33 girders, work thisspring consists of buildingof the bridge deck, and workwill also commence on thegreenbelt and pedestrianand bicyclist access points.
With the bridge construc-tion under way and onschedule, traffic is detouredonto the ParkcenterBoulevard Bridge, andCampbell said the concernsthat the neighborhoods had,such as drivers taking short-cuts, haven’t materializedbecause the detour is work-ing.
“Because it’s such a highvolume of traffic throughthe area, we were hopingeverything to go well. Thedetour was implementedand it went very smooth,
almost better than we expected,”he said, “and the concerns from theneighborhoods haven’t been anissue.”
The Broadway Project websitehas weekly/monthly constructionupdates and there also is a con-struction camera so the public cansee the progress.
“We’ve had cameras on a fewother project and this is just anoth-er one we’re doing it on. It just sohappens that because of its locationand the interest [in this project],
that it’s a very unique feature thatwe’ve included,” Campbell said,adding that the public can see theirsuggestions coming into play asthe bridge is being constructedbecause of the construction cam-eras.
In addition to the BroadwayBridge construction, there also ispavement work on BroadwayAvenue between University Driveand Myrtle Street and Myrtle Streetand Front Street, which will occurduring summer and into fall.
Campbell said that theyattached this rehabilitationwork to the Broadway Bridgeproject so as to avoid havingto return to the area in 2017and impact traffic again.
“The most exciting thingabout this project is beingable to upgrade this location;there’s a lot going on in thisneck of the woods, so tospeak,” he said. “To [build anew bridge] that is up totoday’s and the future’s, stan-dards as well is just fantastic.Pedestrians and vehicles willget a better use out of it. It justbenefits the entire city.”
(This story also can befound on ConstructionEquipment Guide’s Web siteat www.constructionequip-mentguide.com.) CEG
Idaho Airships courtesy of AECOM photoThe final design resulted in a five-span bridge with six vehicle lanes,two 6.5-ft. (1.9 m) bike lanes, and 10-ft. (3.04 m) wide sidewalks.
ITD photoFollowing the placement of the girders, crews are buildingthe bridge deck and working along on the greenbelt andpedestrian and bicyclist access points.
Idaho Airships courtesy of AECOM photoThe Broadway Project website has week-ly/monthly construction updates and thereis also a construction camera so the publiccan see the progress.
BROADWAY from page 12
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