Pacific NorthWest 04 2016

By Lori TobiasCEG CORRESPONDENT

Part 1 of a 3-part series: A decadeafter the design-build contract was firstawarded, the end of a project to straight-en a dangerous portion of Oregon’s U.S.Highway 20 is within sight, with driverspossibly traveling the new stretch asearly as fall 2016.“The project is intended to improve

the safety and operating efficiency of a10-mi. stretch between Eddyville andSam’s Creek,” said Jerry Wolcott,Oregon Department of Transportationproject leader. “On that 10 mile stretchthere is an average of 22 accidents andtwo fatalities a year. It parallels the river.There are tight corners, decreased visi-bility and it is tucked in trees so it gets alittle icy.”The project has been plagued by

problems almost from the start. Oneyear after the job was awarded toYaquina River Contractors — a sub-sidiary of Granite Construction Co. ofWaterville, Calif. — in the single largestcontract ever let by ODOT, the subcon-

tractor was fined $240,000 by theOregon Department of EnvironmentalQuality for water quality violations.Work was halted for a period, thenresumed. But in 2010, engineers discovered

ancient landslides in the Coast Rangewere still moving and the columns onbridges, some more than 100 ft. (30 m)tall, had moved out of plumb. For a timeit was questionable whether the origi-nally budgeted $150 million projectwould move forward.In 2012, with roughly half the project

completed, ODOT and YRC partedcompany, and ODOT took control ofthe project.“There were challenges that we faced

from the very beginning,” Wolcott said.“One, was the size of the project. It isreally enormous. The challenge thatreally chased us around is the weather.There are only about 100 days of theyear that we can work. With a project ofthis size, the weather becomes critical.So we broke it into phases. We took thetime to learn as we went and made

Oregon’s Highway 20 Moves Forward Despite Problems

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.”

February 212016

Vol. I • No. 4

ODOT photo

A decade after the design-build con-tract was first awarded, the end of aproject to straighten a dangerousportion of Oregon’s U.S. Highway 20is within sight.

Crews also installed about 300 instru-ments in the ground, which feed engineersinformation about where the landslidesare located, how deep they are, whichdirection they are moving and how fast.

ODOT photo

see OREGON page 8

By Andrea WattsCEG CORRESPONDENT

Beginning this spring, the northernstretch of Idaho 55 between McCalland New Meadows will have anotherround of road closures and reducedspeed zones as work resumes on theGoose Creek Grade project. Withroad building and blasting on onlyone curve remaining, construction isexpected to be completed this sum-mer. Increasing safety along this 2-mi.

(3.2 km) stretch of highway was thereason for this $3.1 million dollar

state-funded road-maintenance proj-ect that was funded in 2015, yet therealso is the added benefit of trans-portation efficiency. Before this project, trailers using

Idaho 55 were “limited to a specificsize because as they would go aroundthe corner, they would track out oftheir lane and veer into the oncominglane or off the road onto the shoul-der,” explained Jim Hoffecker, con-struction coordinator of the IdahoTransportation Department (ITD). This meant longer trailers had to

detour onto U.S. 95, which is a lessefficient hauling route to and from

Boise. With the Goose Creek Gradeproject calling for a widening of theroad radius and notching the cornersback on four curves, longer trailerscan use Idaho 55 once the project isfinished. The Boise office of Knife River

was awarded the contract andreceived notice to proceed at the endof March 2015. With the projectrequiring the blasting of cliffs toincrease sight distance along the road-way and the construction of mechan-ically stabilized earth (MSE) walls toflatten out the road’s curve, Josh

Idaho’s Goose Creek Grade Project to Resume This Spring

On three of the four curves, Knife River’s crews notched backthe hillsides to increase sight distance along the roadway. see IDAHO page 2

Page 2 • February 21, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

$3.1M Project to Increase Safety Along Narrow HighwayYoung, an estimator and projectmanager at Knife River’s Boiseoffice, said that his company hassignificant experience in construct-ing these types of walls. Their pastwork for the ITD also can be seenon Highways 21, 55, and 17. Forthe blasting and cliff work, KnifeRiver subcontracted these opera-tions.

The blasting portion that wasneeded to notch back the cornersalong the curves impacted travelersthe most because it required laneclosures in both directions between6:00 p.m. and 9:00 p.m.

“When we were doing the blast-ing operations, we would send outnotices on those days, letting peo-ple know that the road would shutdown for this time and they wouldstay in the towns, New Meadowsand McCall, later,” Hoffecker said.“And then we would send out anemail to let them know the roadwas opened back up to get themthrough again. We worked with thelocal residents as much as wecould to keep the impacts to a min-imum.”

Although the crews only had athree-hour window to complete theblasting operations, Young saidthat there was only one time, work-ing on curve one, that they cameclose to running up against thedeadline.

“It was pretty efficient,” he saidof blasting. “With the differentrock formations up there, younever know how it’s going to go,but it really has gone well.”

In the areas where slope workwas done, there is the potential forfuture instability, but Hoffecker

said that “the work we’re doing tostabilize the slopes should preventfuture slides. If we have to do workit will be in other areas, not onthese four corners.”

On one of the curves, extra workwas required to pull out extra

IDAHO from page 1

Knife River crew examines the finished work on curve four.Three of the curves were completed during summer 2015 andwork will resume in spring 2016 to finish curve three.

To minimize the threat of future slope instability, Knife River istaking extra precautions to stabilize the slopes. ITDConstruction Coordinator Jim Hoffecker doesn’t anticipateslides will occur in these areas due to these measures.

Although the blasting is the most visible component of the Goose Creek Grade Project, the buildingof the MSE walls is the most important component of the project because they extend the roadwayand allow crews to work safely.

“With a project of this size, the weatherbecomes critical. So we broke it intophases. We took the time to learn as wewent and made adjustments as we wentbased on what we learned the previoussummer.”

Jerry WolcottOregon Department of Transportation

see IDAHO page 10

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • February 21, 2016 • Page 3

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Latest Technology…

‘Reach New Heights’ at 2016 Oregon Logging ConferenceThe 78th Annual Logging, Construction,

Trucking & Heavy Equipment Expo willtake place Feb. 25 to Feb. 27, 2016, at theLane County Convention Center andFairgrounds Headquarters Hotel — EugeneHilton Eugene, Ore.This year’s theme will be “Reaching New

Heights with Forest Products”. Every yearmanufacturers and dealers around the worldexhibit the latest technology at one of thelargest inside and outside equipment shows. Educational opportu-

nities include: • Keynote speaker.• “What’s New In

Logging” panel session.• Business seminars. • Outside hands-on

training seminar.• Registered companies will receive two

credits toward their professional logger cer-tifications for attending the equipment show.• Participate in hands-on training semi-

nars.• Earn as many as 11 professional logger

credits / 8 SAF-CFE credits.• View the latest technology in logging

and construction equipment on displayinside and outside at the Lane County

Fairgrounds.• Network and socialize with forestry

professionals from around the world.• Plan to enter the 7th Annual Log Loader

Competition — Friday and Saturday of theconference.• Largest Logging Equipment Show

West of the Mississippi.Equipment Show Hours are Thursday and

Friday 8 a.m. — 5 p.m. and Saturday 9 a.m.— 2 p.m.

“The OregonLogging Conference ispacked with uniqueopportunities forforestry professionalsto network and learnmore about their trade.The 2016 conference

will certainly live up to its reputation asbeing the best logging, construction, truck-ing and heavy equipment shows west of theMississippi,” said Jeff Unger, 2016 OLCpresident. For more information, visit http://ore-

gonloggingconference.com/.(This story also can be found on

Construction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)

New Partnership…

Carlson Welcomes ModernMachinery to Dealer NetworkCarlson Paving Products Inc. announces

the addition of Modern Machinery as theexclusive dealer for the manufacturer’s com-mercial class paver platforms. “We are very excited for this partnership

between Carlson and Modern Machinery”stated Chris Colwell, president of CarlsonPaving Products Inc. “Their wealth ofknowledge of the industry and strong tradi-tion of customer service are to be commend-ed. They have consistently been a strongpartner with our highway class screeds, andwe anticipate a great partnership withModern Machinery in serving and support-ing commercial-class contractors across

Washington, Oregon and northern Idaho.”The Tacoma, Wash.-based manufacturer

produces commercial class paver platformsin the CP100 and CP75 models, along withfront-mount and rear-mount highway classscreeds. Modern Machinery is now theexclusive dealer for the CP100 and CP75pavers throughout the states of Washington,Oregon and the northern counties of Idaho. For more information, call 253/875-8000

or visithttp://www.carlsonpavingproducts.com.

(This story also can be found on

Construction Equipment Guide’s Web site

at www.constructionequipmentguide.com.)

Modern Machinery now represents the Carlson Line of Paving Equipment in Washington, Oregon and Northern Idaho.

Owned by Astec Industries, Carlson has been the leader in commercial paving equipment and screed technology in the Paci�c Northwest for over 25 years.

Carlson has �ve highway class screeds, which can be attached to all of the highway class pavers built by all six major tractor manufacturers.

Carlson’s heavy duty commercial class pavers, the CP75 and CP100, have innovative material delivery systems, high torque and power, and great fuel economy.

Carlson blade lights are as bright as a 2000 watt halogen. With its blade like design it is less distracting to traffic, providing safer conditions during night paving.

With unmatched customer service and support, Carlson Paving Products are innovative, user friendly, and functionally superior to other equipment on the market today. Contact your Modern rep today to �nd out more about all the Carlson Paving Products.

www.modernmachinery.com

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DOOSAN DL500 / CWS LogForks, low hrs..$199,000DOOSAN DX225LC Excav., Bkt/Thumb..........$59,500 FIAT ALLIS 8 Crawler Tractor, Winch/Arch ....$16,000 FIAT ALLIS FD9 Crawler Tractor, Winch/Arch$22,500FIAT ALLIS FR130-2 Wheel Loader, Clean ....$25,000GARRETT 25 Skidder, Cummins ........................$12,500INTERNAT'L TD7E 6-way Blade, Bare Rear ....$16,500 KOEHRING BANTAM 366 Excav., Bkt/Thumb$17,500MOUNTAIN LOGGER ML150 Skidder, new tires..................................................................................................$18,500TREE FARMER C5D Skidder, clean....................$13,500VOLVO L330 Log Stacker ........................................P.O.R.WAGNER L100 Log Stacker, '89, Excell ........$174,500WAGNER L480 Log Stacker ................................$69,500WAGNER L90 Log Stacker....................................$29,500

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First Phase of Project Produces One Completed Bridgeadjustments as we went based onwhat we learned the previous sum-mer.”

Phase one was awarded toScarsella Brothers of Kent, Wash.

The first phase involved demol-ishing one completed bridge and anumber of bridge columns usingexcavators with a hydraulic clawsor breakers to remove the rubble.The phase also included installingtrench and horizontal drains, andgeotechnical instruments.

“The trench drains capture sur-face water and direct it away fromthe landslide,” Wolcott said. “Thehorizontal drains are placed in afan array and we insert a half-inchPVC pipe that is perforated, whichgo into the fill between 300 to 600feet, and serve to pull the water outof landslide areas and move to thearea where we want it to be.”

Crews also installed about 300instruments in the ground, whichfeed engineers information aboutwhere the landslides are located,how deep they are, which directionthey are moving and how fast.ODOT also set up weather stationsand with the information from thatcan correlate precipitation with thewater table.

“During that time, we brought inCat 730 off-road trucks, Cat 330excavators, and used drilling rigsfor the horizontal drains and instru-ment holes,” Wolcott said. “Wealso did a little bit of buttress workusing a Komatsu 1100 excavator

with an 8-yard bucket.” Phase two was awarded in 2013

to K&E Excavating Inc. out ofSalem, Ore.

“K&E uses machine control tomaximize available technology,”Wolcott said. “In that sense, itpushed us. They don’t have thingswe were used to seeing. In a lot ofways, it was incredibly fun andmuch safer. We have test fills, weput in culverts and we were able togo into the cab of dozer and couldtell exactly what the elevation was.We didn’t have to pull in the sur-vey crew, it was right there.

“We were digging big holes,exposing the slide and filling itwith rock. That creates a doorstopfor the slide. It can be kind of dan-gerous. It’s an active slide, so don’twant to put anyone in the hole, butyou have to know how deep it is.We used to tie a rock to a string andthrow it in the hole. That was thesafest way to do it. What K&E wasable to do by using a Cat 369 witha 30-foot reach, was to reach intothe hole and they had instrumentson left, right and middle and couldtell us exactly how deep they weredigging. We went from the stoneage to the electronic age.”

Using the same technologywhile laying culvert with four dif-ferent types of rock bedding, theoperator could tell exactly whatrock was needed for each part ofthe design.

“The other interesting thing they

ODOT photoIn 2010, engineers discovered ancient landslides in the Coast Range were still moving and thecolumns on bridges, some more than 100 ft. (30 m) tall, had moved out of plumb.

OREGON from page 1

ODOT photoThe first phase also included installing trench and horizontal drains, and geotechnical instruments.

ODOT photoThe original subcontractor was fined $240,000 for water qualityviolations.

“What K&E was able to do by using a Cat 369 with a 30-foot reach,was to reach into the hole and they had instruments on left, right andmiddle and could tell us exactly how deep they were digging. Wewent from the stone age to the electronic age.”

Jerry WolcottOregon Department of Transportation

see OREGON page 10


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Four Phases to Allow Roadway to Open as Early as Fall 2016brought to the table were twohybrid dozers, that operated bothon electric and diesel,” Wolcottsaid. “It’s similar to the power gen-eration of a locomotive. It givesyou instant power and fuel savings. “The only challenge we had

with the technology was we had tohave GPS coverage,” Wolcott said.“One area was way down in thehole and we lost GPS coverage.But it was a very isolated area.”Phase 3 was let in 2014 and it

also went to Scarsella Brothers. Itwas a two-year phase.“The main reason it was so long

was we had to move 2.5 millionyards of dirt and rock and we did-n’t want to do it all at once,”Wolcott said. “We didn’t want toload the landslides all at once. Wewanted to watch the settlement.We reached roughly 40 to 60 per-cent of halfway mark at first year.”Crews worked with Komatsu

100 excavators, as well as the 750sand 600 series.“The first year was pretty much

a scraper show,” Wolcott said. “We

ran the Cat 631s 20 hours a day, sixdays a week. By end of the firstyear, we had scraped off dirt andwere down to rock. The secondyear became blasting and excavat-ing. We had about 10 dozers total,mostly D9 and D8s. The problemis you have layers of soapstone andsandstone. One is harder than theother and you don’t want todestroy the horizontal drains. Wewanted to bust up the rock so youare not dealing with car-sizedrocks. They had some pretty good-sized trucks, Cat 773s, and Cat 825and 815 compactors with tampingfoot rollers. That’s phase 3 in a nut-shell. We just finished.”ODOT plans to award the bid

for Phase 4 in April. The four phas-es will allow the new roadway toopen as early as fall 2016, but envi-ronmental mitigation will contin-ue, Wolcott said.

(This story also can be foundon Construction EquipmentGuide’s Web site at www.con-structionequipmentguide.com.)CEG

Crews Work to Stabilize Slopes, Prevent Future Slides material to stabilize the slope, which is oneof the reasons why we didn’t finish this year,Young explained. “We identified some problems and just

went ahead to take care of them. Hopefullywe won’t have to go back in.”Although the blasting portion is the most

visible portion of the Goose Creek Gradeproject, the significant work was buildingthe MSE walls on the downhill side. “[The motorists] see us taking rock off the

uphill side because it’s easier for them to seewhen they’re driving through there butwe’re also building road out in the otherdirection,” Young said. “Before we haveroom on the uphill side, we have to build outthose MSE walls on the downhill side. Thatway we can shove traffic out further awayfrom us and allow us to do that [uphill]work.”At the project’s peak, Young said they

opened up work sites on two of the fourcurves. While the Knife River crews workedon building out the MSE walls and doinggrading work, the rock scaling contractorswere hanging mesh, drilling for slope pro-tection, and preparing for blasting. Haulingoff the material required a cycle of five

trucks, which worked for us most of the timeto account for how far we had to haul andload the trucks, Young said. Of the nearly 4,000 cu. yd. (3,058.22 cu

m) that has been excavated thus far, most ofthe rock saw a second life through salvagerather than being dumped in the landfill:The Payette National Forest took some ofthe material, as did Adams County.The total aggregate expected to build out

the four curves is 5,500 tons (4,989.51 t) forthe base and an additional 10,000 tons(9,071.84 t) for the MSE backfill. Once theproject is completed, the total rock excava-tion will result in 6,500 cu. yds. (4,969.60 cum). “For being as technical as this project is

and how everything has had to advance upthere, we’ve done everything quite safely sofar. We haven’t had any accidents or issues,”Young said. “Everything has gone very wellso far. Surprisingly well, especially handlingthat volume of traffic in such a tight spot.Traffic has been a huge concern becausethere’s a lot of people and it’s tight up there.But fingers crossed, everything has gonewell so far.”“For us it’s been a really good project,”

Hoffecker added. Even during the 4th ofJuly holiday traffic weekend, they didn’t

experience any traffic issues. Instead of hir-ing flaggers who would have to work 10-hour shifts, we contracted with Missoula-based Superior Traffic Services which pro-vided live-feed remote traffic monitoring, hesaid. “We were really impressed with them,

and we didn’t even know they existed beforethis project.”

(This story also can be found onConstruction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)CEG

OREGON from page 8

IDAHO from page 2

ODOT photoIn 2012 ODOT took control of the project.

This was how curve four appeared prior to the project. Before the curves were flat-tened out, longer trailers were unable to safely navigate this stretch of Idaho 55because they would veer out of their lane and into oncoming traffic.



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Pacific NorthWest 04 2016