2.0 Technical Qualifications - Tacomacms.cityoftacoma.org/CRO/2 b.pdf · 2.0 Technical...

Tab 2 Technical Qualifications

2 | Murray Morgan Bridge Rehabilitation Design-Build Project | PWK-00536-01-03

2.0 Technical Qualifications ADVANCED AMERICAN CONSTRUCTION (AAC) Your AAC Design-Build Team has first-hand understanding of the challenges and potential risks associated with design-build (DB) delivery. We recognize there are many complex project demands our team will face throughout the rehabilitation of the Murray Morgan Bridge. AAC has built a strong reputation for successful delivery of challenging and ambitious structural repair and rehabilitation projects. To ensure the success of the Murray Morgan Bridge project, we will support the City of Tacoma with our:

Experience – skilled leaders with clearly defined project roles Dedication to Quality – proven over our project history Expertise – delivering movable bridge rehabilitations

Our skill working safely in and above marine environments is demonstrated through AAC's extensive resume of successful bridge, dam, and heavy civil projects for federal, state, and private clients, such as WSDOT, ODOT, US Army Corps of Engineers, and local and regional governments throughout Washington and Oregon.

Our past and current projects include extensive rehabilitation of movable bridges, both vertical lift and bascule spans, including maintenance, repair, and replacement of movable bridge mechanical and electrical systems. The nature and extent of our movable bridge experience, our proven record of safe and reliable delivery of challenging rehabilitation projects, and our consistent history of strong client satisfaction make Advanced American Construction uniquely qualified to deliver outstanding results on the Murray Morgan Bridge Rehabilitation Project for the City of Tacoma.

YOUR AAC DB TEAM We have assembled a highly qualified, full-service design-build team to expertly meet the design, construction, and compliance demands of the Murray Morgan Bridge Rehabilitation Project. We have carefully selected each firm based on the recognized expertise, outstanding reputation, and extensive design-build experience of their key personnel who have ample capacity for this project.

The integrated team provides a collective depth of experience needed to deliver constructable solutions meeting the structural challenges, operational needs, permit conditions, and historic resource requirements of the project on a tight, design-build timeline. These firms are highlighted in Table 2.0.1. A detailed presentation of key individuals and qualifications is provided in Section 3.2 in accordance with the Request for Qualifications.

Table 2.0.1. Advanced American Construction (AAC) Design-Build Team OBEC Consulting Engineers (OBEC) Bridge Preservation Engineering Years providing

expertise: 44

Expertise: OBEC staff are recognized bridge preservation experts throughout the western United States and provide extensive experience and an exceptional record of economy and design quality in the renovation of historic steel, pre-stressed and reinforced concrete, and movable bridges. They provide first-hand knowledge of design and detailing strategies that economically satisfy resource compliance requirements for historic bridge rehabilitations through their direct collaboration with the Bridge Preservation Offices of various state DOTs on numerous past projects.

Relevant Experience: OBEC engineers have completed more than 100 bridge preservation projects for state and local governments, including extensive renovations of the historic St. Johns suspension bridge and Siuslaw River bascule bridge for ODOT, as well as the historic Burnside and Morrison movable bridges in Portland, Oregon. OBEC will apply this experience to develop safe, reliable, durable, and economical structural repair, strengthening, and seismic upgrade designs.

AAC's strengths come from our broad range of experience with the rehabilitation of movable bridges and other significant historic structures. Our technical capabilities that are directly applicable to your Murray Morgan Bridge project include: Design-build project delivery Federal-aid project compliance

standards Structural steel welding, repair,

and architectural modifications Temporary shoring and bracing of

structures under repair Work containment over sensitive

waters Historical resource compliance Heavy lifting of large structures Movable bridge mechanical and

electrical renovation and replacement

Trunnion bearing replacement Jacking and alignment of movable

spans Counterweight repair and

rebalancing Pre-stressed and reinforced

concrete repair and FRP strengthening

Lightweight decking systems Bridge bearing and joint repair /

replacement Railroad coordination Phase 1 seismic retrofit of bridges



Table 2.0.1. Advanced American Construction (AAC) Design-Build Team Parsons Brinckerhoff (PB) Movable Bridge Engineering Years providing

expertise: 100

Expertise: The key individuals from PB on the AAC Design-Build Team are renowned experts in the field of movable bridges. PB is a nationally recognized industry leader in the design of movable bridge repair and preservation, the use of hydraulic and electronic controls, and seismic investigation of movable bridges.

Relevant Experience: PB has been designing, building, and inspecting movable bridges for the past 100 years. PB staff members also have hands-on experience working with the mechanical systems on the Murray Morgan Bridge.

Olsson Industrial Electric Controls Integration Years providing

expertise: 28

Expertise: The team of Olsson Industrial Electric, North Coast Electric, and Rockwell Automation brings recognized experience in specification development, system design, and integration and installation of movable bridge control systems. The team has a strong background in large drive applications and heavy industrial electric installations.

Relevant Experience: Olsson, teamed with North Coast and Rockwell, has unparalleled local experience in the design and installation of bridge control systems. They have designed, installed, tested, and commissioned new power and control systems on the Interstate 5, Siuslaw River, and Broadway movable bridges.

Perteet Civil, Traffic, Stormwater, Utilities Years providing

expertise: 22

Expertise: Perteet, a leading civil and transportation engineering firm, brings a reputation for innovative and effective traffic management solutions. As an added value to the City of Tacoma, Perteet will use this local knowledge to help AAC find alternatives for opening the bridge to emergency vehicles on an accelerated schedule.

Relevant Experience: Perteet developed the East Thea Foss Waterway Transportation Corridor Study for the Port of Tacoma and has unparalleled knowledge of the transportation issues affecting the Murray Morgan Bridge Rehabilitation project.

PBS Engineering + Environmental (PBS) Environmental Planning and Compliance Years providing

expertise: 28

Expertise: PBS is a leader in the field of environmental compliance services on large transportation design-build projects in Washington. PBS will use this experience to provide effective guidance for construction means and methods, work isolation, and field monitoring to ensure compliance with specified permit conditions. PBS can also prepare permit applications and modification requests and provide permit acquisition services, if project needs warrant.

Relevant Experience: PBS has successfully performed environmental compliance services on several WSDOT design-build bridge rehabilitation and retrofit projects, including work over salmonid-bearing waters such as: I-5 Everett HOV DB Project I-405 South Bellevue DB I-405 I-5 to SR 169 Stage 1–Widening DB I-405 Bellevue Braids DB

Shannon & Wilson (S&W) Geotechnical Engineering Years providing

expertise: 56

Expertise: S&W is a major provider of geotechnical engineering expertise for Puget Sound bridge rehabilitation and roadway projects. S&W has provided geotechnical studies and recommendations, seismic design, instrumentation, and construction observation for many bridges across major waterways and in seismically-active regions. The firm has a strong background in leading complex projects that involve analyzing and designing pile, pier, and drilled shaft foundations, especially laterally-loaded piles and piers.

Relevant Experience: S&W has first-hand understanding of geotechnical issues related to the Murray Morgan Bridge gained from past design-build and bridge rehabilitation projects in Tacoma's urban and industrial areas, including: Murray Morgan Bridge, Tacoma Second Tacoma Narrows Bridge, WSDOT SR-509 East-West Corridor, WSDOT East 26th Street Bridge Repair, Tacoma South Park Bridge Replacement, WSDOT

Entrix Historical Resources Years providing

expertise: 30

Expertise: Entrix is a recognized expert in historic bridge resources. The firm will play a critical role, working parallel to our design and construction teams to ensure solutions comply with all Section 106 and 4(f) historic requirements, and to ensure delivery on an accelerated design-build schedule. Entrix's extensive experience providing cultural resource survey, documentation, and reporting services for bridge projects will enhance our ability to provide low-cost solutions and quickly move forward with construction.

Relevant Experience: Kimberly Demuth has 30 years of experience in the Pacific Northwest and has held leading roles on large bridge and transportation projects in the local area: Tacoma Narrows EIS Sound Transit D to M Street Cultural

Resources Study (As a sub to PB, work included a Section 106 Report and a fast-track Determination of National Register Eligibility)

F.M. Burch & Associates (FMB) DBE Participation Years providing

expertise: 18

Expertise: Faye M. Burch is the principal of an award-winning minority- and woman-owned firm recognized for her success in consistently helping design-builders exceed DBE participation goals on a wide variety of projects. Ms. Burch will use her talents and skills as a business leader, public policy setter, and community activist to implement an effective DBE utilization program on this project.

Relevant Experience: Faye Burch served as Small Business Senior Policy Advisor for Oregon, which included oversight responsibility to the state OMWESB Certification office. She has provided DMWESB coordination on: TriMet Interstate Max, Tri-Met Portland Street Car Expansion, Tri-Met Portland International Airport, Port of

Portland



As a design-build team, we are skilled at understanding the issues the City of Tacoma faces in every phase of the Murray Morgan Bridge Rehabilitation Project. The City's paramount goal is to acquire high-quality design and construction services at the best price to maximize the extent of rehabilitation using existing funding. Our collective depth of experience, ability to deliver constructable solutions, and skill managing large projects under tight deadlines, budget constraints, and challenging site conditions, make the AAC Design-Build Team ideally capable to help the City achieve this goal. The AAC Team's value-added processes will achieve successful, timely project completion at an economical cost.

Table 2.0.2 KEY PROJECT COMPONENTS The Murray Morgan Bridge Rehabilitation Project BASE PROGRAM includes structural and mechanical rehabilitation, and Phase 1 seismic retrofit of three steel through-truss spans, including the center lift span, and the functional rehabilitation of the City and Port approach structures to return vehicle, bike, and pedestrian traffic to the bridge. If the budget allows, a SUPPLEMENTAL PROGRAM will complete the rehabilitation of the City and Port approach structures. Members of our design and construction teams have assessed condition inspection reports, bridge history, rehabilitation feasibility reports, and other available data to prepare for both programs.

Based on our preliminary project understanding, key project components include: Design-Build Delivery Expedited Schedule DB Process Controls Federal Funding Compliance Design Quality Program Construction Quality Program Federal-Aid Compliance WSDOT / FHWA Coordination WSDOT Compliance Oversight WSDOT Design Approval WSDOT Design Exception Approval Environmental Compliance HAZMAT (Lead) Containment No In-Water Work Impacts No Soil Disturbance (Superfund) Noise Ordinance Compliance Safety Comprehensive Safety Plan / Training OSHA / WISHA Compliance HAZMAT Abatement / Industrial Hygiene Lock-Out / Tag-Out (Mechanical & Electrical) Railroad Compliance Railroad Insurance Railroad Inspection Railroad Coordination Railroad Crossing Agreement Navigation Maintenance Lift Operations During Construction Maintenance of Navigation Aides

Historic Resources Section 106 Compliance Part 4(f) Compliance SHPO Concurrence on Proposed

Modifications Structural Steel Rehabilitation Floor Beam Repair Stringer Replacement / Strengthening Truss Chord / Gusset Repair Lift Tower Repairs Column Base / Bent Repair Repair of Steel Connections Lateral Bracing Steel Stair Repairs Car Ramp Deck Removal Structural Modifications Sidewalk Removal Railing Relocation Code-Compliant Railing Improvements Demo / Rebuild Mechanical and Control

Rooms Concrete Repair Concrete Pier Repairs Replace Existing PS Concrete Girders Cap Beam Repair Column Repair Fiber-Wrap FRP Strengthening Deck Soffit Spall Prevention Treatments

Movable Bridge Rehabilitation Replace / Repair Mechanical

Components Repair / Modify Counterweights Cables, Gears, Journals, Bushings,

Brakes Phase 1 Seismic Retrofit WSDOT-Standardized Methodologies Bridge-Specific Methodologies Deck Rehabilitation / Replacement Deck Removal Lightweight Deck Construction ACWS Grinding / Removal Waterproofing Membrane ACWS Overlay Joint Repair / Replacement Stormwater Conveyance / Treatment Bearings Truss Bearing Repair/ Replacement Rocker Bearing Maintenance Coatings Lead Abatement / Containment Industrial Hygiene Structural Steel Coatings Electrical / Controls Bridge Electrical Systems Bridge Controls O&M Manuals / Training Program Commissioning Illumination

The AAC Design-Build Team's relevant project experience is enhanced by the experience of our key individuals and their work with the Oregon Department of Transportation Bridge Preservation Office (OBPO). Frank Nelson, PE, PB's Bridge Systems Lead, is the former manager of the Oregon DOT Bridge Preservation Engineering Team, where he led bridge preservation efforts state-wide for 14 years. Eric Bonn, PE, and Jim Bollman, PE, now with OBEC, each worked as OBPO Senior Bridge Preservation Engineers under Mr. Nelson's direction for over 8 years performing structural rehabilitation design of steel, concrete, and mechanical bridges of every type. Projects on which OBEC and PB firm experience are based on key individual experience with the OBPO are noted in the experience summaries throughout this SOQ. Our team's experience in engineering, design, and construction of the key components of the Murray Morgan Bridge Rehabilitation Project is highlighted in Sections 2.1 through 2.3 of this SOQ.



2.1 DB Experience Team experience using design-build project delivery for designing and rehabilitating steel bridges, including lift bridges,

and pre-stressed concrete bridges. Other experience as determined relevant by the submitter

Advanced American Construction has been doing design-build and alternative delivered projects for 20 years. Our range of design-build projects spans complex and challenging rehabilitations of heavy civil structures such as dams and locks, transportation structures, and unique in-water repairs and strengthening projects. We excel at the task of accurately assessing the likely extent of needed repairs, conquering construction challenges, and assembling a comprehensive strategy for design-build delivery that meets our client's contract specifications and overall project goals. OBEC's key individuals bring to our team a proven record of exceptional performance and a reputation for quality and integrity on design-build projects, as evidenced by nearly flawless quality audit results on their I-5: McKenzie River – Goshen, I-5: Weaver Bundle 306 and I-5: Wilsonville – Hayesville Design-Build Projects. To this we have added Parsons Brinkerhoff, one of the most experienced design-build engineering firms in the nation; one of the few design firms to have played leading roles in the design-build renovation of large-scale movable and steel bridges, including the Ben Sawyer and Lions Gate Design-Build Bridge Rehabilitation projects. This depth of experience enables the AAC Design-Build Team to realistically assess and manage risk during the proposal stage to prepare a design-build bid that is complete, responsive, and extremely competitive.

BEN SAWYER BRIDGE REHABILITATION DESIGN-BUILD

The design-build strength of our team is evidenced by PB's leading role in developing and managing the Ben Sawyer Bridge Rehabilitation Design-Build project for the South Carolina DOT, one of the only large-scale design-build bridge renovations in the United States. PB served the role of Owner's Engineer and Construction Manager throughout the development, design, construction, and acceptance of this project. The project included prefabrication of a steel through-truss swing span, visually identical to the original. In one 168-hour closure, the project team removed the existing swing span, rehabilitated the central bearing mechanics, installed the new swing span, tested, commissioned and reopened the bridge to traffic. Frank Nelson, PE, Mechanical Systems Lead, and Mike Elza, PE, Mechanical Design Lead, developed the electrical and mechanical program requirements and collaborated with the Design-Builder to pre-plan, implement and oversee the development of the Design-Builder's bridge integration design leading up to the closure.

The success of the Ben Sawyer Bridge project is a showcase for design-build rehabilitation best practices that the AAC Design-Build Team will apply to the Murray Morgan Bridge Project: WSDOT design approval will be required

before fabrication of movable bridge components can begin, per federal funding regulations. Early design approval for long acquisition lead time components and the establishment of a common understanding of when fabrication can begin will be essential to avoid unforeseen delays.

An exemption to the Buy America Act may be needed to acquire moving bridge components from preferred manufacturers, requiring early justification approval from WSDOT and concurance from FHWA.

Early development of comprehensive readiness checklists and clearly defined system test requirements are important measures to avoid testing and commissioning delays.

Frequent (30%, 60%, and 90%) design review milestones, work sessions, and constructability reviews will be essential measures to ensure the design complies with the RFQ and to avoid costly delays due to construction-phase design revisions.

(Project profile included in Appendix B, page B1)

The Ben Sawyer Bridge



LIONS GATE BRIDGE DESIGN-BUILD PB served as the Design-Builder’s Independent Engineer for the very complex reconstruction of the Lions Gate Bridge in Vancouver, British Columbia. The Independent Checking Engineer Project Manager for PB, Mike Abrahams, will serve in a very similar role on the proposed AAC Design-Build Team. This role required regular interaction with designer and contractor, and an approach to the independent structural checking that resulted in moving the project forward and maintaining a very high level of quality without adversely affecting the aggressive project schedule. While the design of the Lions Gate Bridge main span replacement was specified in the project RFQ, the seismic retrofit, superstructure strengthening, and sidewalk widening of the 2000 feet of steel approach structure were left to the design-build team to develop. EFFICIENT INTERACTION Because of the nature of suspension bridge construction, the main span superstructure replacement, while defined in detailed owner-provided design drawings, required constant interaction between the designer, checking engineer, and contractor in order to properly erect the new steel stiffening truss sections and maintain proper geometry and stress in the rest of the structure. Since the segments were erected during night-time closures and the bridge was reopened for morning traffic, the process for defining operations, conducting erection, and re-evaluating the structure based on new survey data was a nearly around-the-clock interactive effort for the design and construction team.

A FIRST OF ITS KIND This project is the first major bridge project to attempt seismic retrofit in a design-build environment. The seismic assessment included evaluation of the contractor’s design of the 1930s vintage steel laced members viaduct for serviceability and the effects of the adjoining suspension bridge main-span. Based on the design criteria provided in the RFQ the team developed a very innovative seismic retrofit approach which allowed the tall steel approach Bents to rock on their foundations. This approach dramatically reduced the amount of work required for the retrofit, eliminating a significant amount of expected steel strengthening, painting and foundation work.

The sidewalks were widened and steel superstructure evaluated and strengthened to provide additional room for pedestrians and cyclists to use the bridge. (Project profile included in Appendix B, page B3)

ADDITIONAL RELEVANT PROJECT SUMMARIES Our Team's experience constructing similar projects is summarized in Table 2.1, with full profiles for projects in the last year in Appendix B.

The Lions Gate Bridge



TABLE 2.1 – DESIGN-BUILD EXPERIENCE

Project Name Location, Client

Key Relevance to the Murray Morgan DB Project Firms Year

KEY COMPONENTS AND PROJECT ELEMENTS

Appe

ndix

Page

Num

ber

Desig

n-Bu

ild

Fede

ral-A

id/Fe

dera

l Fun

ding

Integ

rated

Pro

ject T

eam

Proje

ct Ma

nage

ment

On S

ched

ule

Desig

n-Bu

ild P

rojec

t Con

trols

Publi

c Outr

each

/Infor

matio

n Br

idge/S

tructu

ral D

esign

/Con

str.

Stee

l Rep

air/R

ehab

ilitati

on

Conc

rete

Repa

ir/Reh

abilit

ation

Se

ismic

Upgr

ades

Tr

affic

Opera

tions

Ra

ilroad

Coo

rdina

tion

Histo

ric R

esou

rces/P

rese

rvatio

n En

viron

menta

l Com

plian

ce

Navig

ation

Main

t./USC

G Co

ord.

Desig

n Qu

ality

Prog

ram

Cons

tructi

on Q

uality

Pro

gram

Co

nstru

ctabil

ity R

eview

Co

mmiss

ioning

/O&M

Prog

ram

DESIGN-BUILD BRIDGE DESIGN AND REHABILITATION PROJECTS, INCLUDING LIFT BRIDGES, STEEL BRIDGES, AND PRESTRESSED CONCRETE BRIDGES

B1

Ben Sawyer Bridge Sullivan’s Island, SC, South Carolina DOT

Detailed inspection, condition assessment, and analysis of historic swing bridge DB program development,

procurement, design oversight, and construction phase management Accelerated DB schedule Seismic retrofit analysis

PB On- going

Key Personnel: Michael Elza – Lead Mechanical Engineer (w/ PB); Mike Abrahams – Technical Director for Replacement Study (w/ PB); Frank Nelson – Developed electrical design criteria, design and shop drawing review (w/ PB)

B2

Wyeth Fish Treaty Access Site DB Wyeth, OR, USACE

Structural steel bridge over Union Pacific Railroad requiring railroad permits and coordination Accelerated DB schedule Historic / environmental compliance

AAC On- going

Key Personnel: Marvin "Dee" Burch – Project Principal (w/ AAC); Sam Barchus – Senior Project Manager (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC)

B3

Lions Gate Bridge Rehab DB Vancouver, BC, American Bridge/ Surespan

Rehabilitated and reconstructed deck Seismic retrofit DB of a historic steel bridge PB 2000

Key Personnel: Mike Abrahams – Project Manager (w/ PB)

B4

I-5 Wilsonville – Hayesville Interchange DB Clackamas/Marion Counties, OR, ODOT

Two PS concrete bridge reconstructs Federal-aid requiring compliance with

FHWA Stewardship & Oversight Accelerated DB schedule Integrated design/construction team

OBEC 2008

Key Personnel: Gary Rayor – Lead Bridge Engineer (w/ OBEC); Eric Bonn – Sr. Structural Check (w/ OBEC); Michael Swan – QA/QC Lead (w/ OBEC); Peter Pagter – Senior External Review (w/ OBEC)

B5

I-5: McKenzie River – Goshen Grade DB Lane County, OR, ODOT

Six PS concrete bridge reconstructs Accelerated DB schedule Environmental compliance over

scenic waterway Exceptional design / construction

quality program confirmed by audit

OBEC 2009

Key Personnel: John Kalvelage – Project Manager (w/ OBEC); Brian Nicholas – Design Manager (prior employment w/ Moyano) Eric Bonn – Sr. Bridge Engineer (w/ OBEC); Jim Bollman – Sr. Bridge Engineer (w/ OBEC); Peter Pagter – Independent Bridge Checker (w/ OBEC)

B6

I-5: Weaver Road DB Douglas County, OR, ODOT

5 PS concrete bridge reconstructs Accelerated DB schedule Environmental compliance over

scenic waterway Exceptional design / construction

quality program confirmed by audit

OBEC 2009

Key Personnel: Brian Nicholas – Project Manager (w/ OBEC); John Kalvelage – Design Manager (w/ OBEC); Jim Bollman – Project Engineer (w/ OBEC)



ADDITIONAL RELEVANTDESIGN-BUILD AND ALTERNATIVE DELIVERY EXPERIENCE B

7 The Dalles Dam Downstream Lock Gate Repair DB The Dalles, OR, USACE

Designed and installed steel gate rehabilitation and strengthening members Assessed and repaired structural

steel cracks throughout structure Accelerated DB schedule with

around-the-clock work USACE outstanding performance rating

AAC 2009

Key Personnel: Marvin "Dee" Burch – Project Principal (w/ AAC); Kainan Bodenlos – Project Manager (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Mike Johns – VP of Operations (w/ AAC)

B8

Columbia Improvement District – Pump Stations DB Boardman, OR, Columbia Improvement District

Permanent cofferdam and in-water containment / compliance Accelerated DB schedule New mechanical, electrical, and

controls with O&M training program Seismic upgrades

AAC 2008

Key Personnel: Marvin "Dee" Burch – Project Principal (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Jake Duyck – Project Engineer (w/ AAC)

B9

Clover Island Marina DB Kennewick, WA, Port of Kennewick

In-water construction of pile, concrete and steel structures w/ environmental compliance / containment Accelerated DB schedule completed

one year early USACE outstanding performance rating

AAC 2007

Key Personnel: Marvin "Dee" Burch – Project Manager (w/ AAC): Jeff Harper – Engineering and Estimating (w/ AAC)

B10

Kimberly-Clark Deep Water Outfall DB Everett, WA, City of Everett

In-water installation of 4800 feet of 63-inch-diameter pipeline with in-water compliance measures Accelerated DB schedule USCG permit / coordination

AAC 2005

Key Personnel: Marvin "Dee" Burch – Project Principal (w/ AAC); Jake Duyck – Project Engineer (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Mike Johns – VP of Operations (w/ AAC)

B11

Bull Run Dam 2 Water Intake Improvement CMGC Sandy, OR, City of Portland, Water Bureau

Design and construct two 130-foot-tall steel gate intake structures Environmental compliance and in-

water impact controls New electrical and controls Integrated DB team delivery

AAC 2010

Key Personnel: Marvin "Dee" Burch – Project Principal (w/ AAC), Jeff Harper – Engineering and Estimating Manager (w/ AAC); Sam Barchus – Sr. Project Manager; Faye Burch – Diversity Manager (w/ FM Burch)

B12

SR 519 – S Seattle Intermodal Access, Royal Brougham DB Seattle, WA, WSDOT

Pedestrian access during construction and final design to Qwest Field and Safeco Field Accelerated DB schedule Federal funding requiring FHWA

oversight compliance

Perteet 2010

Key Personnel: Jeff Lundstrom – Sr. Design Manager, Design QC Manager (w/ Perteet); Carl Einfeld – Design Project Manager, Electrical Designer (w/ Perteet)

B13

I-405 – 112th Ave. SE to SE 8th St. Widening (Kirkland Phase I) DB Project Kirkland, WA, WSDOT

Innovative traffic control plans Federal funding requiring FHWA

oversight compliance Environmentally-sensitive waters for

storm outfalls Perteet 2008

Key Personnel: Jeff Lundstrom – Sr. Design Manager, Design QC Manager (w/ Perteet); Carl Einfeld – Design Project Manager, Electrical Designer (w/ Perteet)

B14

I-5 Everett SR 526 to US 2 HOV Lanes DB Everett, WA, WSDOT

Traffic control plans addressed neighborhood concerns Accelerated DB schedule Project critical for economic

development Relief of traffic congestion

Perteet 2008

Key Personnel: Jeff Lundstrom – Sr. Design Manager, Design QC Manager (w/ Perteet)



OTHER RELEVANT DESIGN-BUILD EXPERIENCE The AAC Design-Build Team and key individuals share a wealth of experience in design-build project delivery having individually completed more than 40 design-build transportation projects over the last 10 years. Through the successful delivery of major design-build rehabilitation projects, such as the Ben Sawyer and Lions Gate Design-Build Projects, our consultant team has developed and refined effective design-build process controls, such as detailed Design QC and Construction QC programs, successful safety plans, communications plans, schedule management techniques and cost and innovation controls designed to meet the City of Tacoma's design-build delivery objectives in a timely and cost-effective manner.

The City of Tacoma's expected design-build results define success for the Murray Morgan Bridge Rehabilitation Project. We believe, as our experience demonstrates, that design-build project delivery can be used to ensure the successful delivery of the Murray Morgan Bridge Rehabilitiation Project through tested and proven processes applied with a "project first" mentality.

The following table addresses our approach to the City’s six Design-Build Expectations:

1. Effective Design-Build Project Delivery 2. Quality 3. A Single Point of Responsibility 4. Cost 5. Innovation 6. Schedule

Table 2.1.2 DESIGN-BUILD EXPECTATIONS Expectation #1 – Effective Design-Build Project Delivery to deliver a project that meets the City's needs.

Com

mun

icat

ions

Pla

n

Single Point of Authority – To ensure clarity and responsiveness the City of Tacoma, Sam Barchus, our Design-Build Manager, will be the AAC Design-Build Team's sole point of authority for contract-related issues. A formal Communication Plan will be implemented to identify lines of communication, ensuring issues and resolutions are communicated and resolved quickly. The plan will establish a reliable system for the control of internal and external team communications. Feature Benefit – Supports successful project delivery through collaboration, and clear and trusting communications.

Example – Single Point of Authority was crucial to the success and speedy completion of The Dalles Dam Miter Gate Repair DB. This process enabled all issues to be resolved quickly.

Action Item and Decision Logs – An Action Item/Decision Log tracking all project issues/decisions will be instituted during project development to document resolved action items, track who is responsible for taking action on unresolved issues, and provide a single comprehensive chronological record of all critical project decisions. Feature Benefit – Provides an efficient means of documenting action items, tracking decisions and recording final disposition of issues as well as a concise record of decision for the Design Team to use to confirm all City directives are correctly incorporated into the design documents. This eliminates miscommunications.

Example – Decision Logs have been used successfully on OBEC's I-5: McKenzie River – Goshen Grade and I-5: Weaver Bundle 306 DB projects, saving ODOT time and effort, and providing a comprehensive record.

ENSURING SUCCESSFUL DESIGN-BUILD PROJECT DELIVERY Continuous communication with the City of Tacoma and project stakeholders, and ongoing coordination between all Project Team Members, is essential to success on this design-build project. Achieving the complex, critical-path design-build schedule means that all project design components and construction activities will advance simultaneously. Proactive and skilled construction project management that channels team efforts toward well defined results is an AAC Design-Build Team strength. Our standards for cost control, quality, technical innovation, and scope management ensure that: Project goals and project assignments are carefully defined

and communicated Roles, responsibilities and authority levels are clearly

defined for all DB Team members Project staff are formally trained in DB processes and

aware of project responsibilities to be accountable at all levels Accurate project plans, schedules and budgets realistically

reflect the length and complexity of tasks An effective risk identification and management plan is in

place and aggressively adhered to Comprehensive Work and Quality Plans are developed that

are tailored to the specific project Quality assurance and control measures are applied and

approved consistently and thoroughly

Team efforts are integrated to coordinate and optimize project activities to leverage DB resources

Thorough, systematic and collaborative work monitoring is in place with the City of Tacoma to disseminate plans, progress and key decisions

Communication protocols are in place and working effectively throughout the project lifecycle

Continuous quality review checks at every phase and detailed involvement by experienced senior staff

Begin with the end in mind: structuring project files, contract administration processes and QA/QC records for successful close-out and certification, meeting WSDOT and FHWA requirements



R

espo

nsiv

enes

s

Integrated Design / Construction Team – We use an integrated team of designers and builders that focus on collaborative design solutions with input from the City. By involving the individuals responsible for building the design in the field and City representatives responsible to maintain the bridge in the future, we place all of the design, construction and operational know-how needed to find the optimum solution to any problem in one place, generating buy-in to ensure construction is carried out as intended. Feature Benefit – Ensures the City of Tacoma's needs are effectively integrated into the project.

Example – During The Dalles Dam Miter Gate Repair DB, the integration of designers and builders was key to providing the USACE a great design that was constructable that all parties endorsed.

Part

nerin

g

Formal Partnering – ACC supports the use of formal Partnering to facilitate clear understandings of project goals and responsibilities, and to establish strong collaborative relationships. Feature Benefit – Establishes a clear understanding of the City's project expectations and builds the relationships needed to avoid disputes and ensure effective project delivery.

Example – Formal partnering has been used on numerous AAC projects, including the Lower Granite Dam Miter Gate project in which AAC was awarded the 2003 Marvin M. Black Award for excellence in partnering.

Expectation #2 – Quality. High-quality rehabilitation that incorporates sound engineering design, high-quality materials and equipment, and high-quality workmanship to produce a durable structure with minimal future operation and maintenance costs. A well thought-out quality assurance program will be critical to assuring that this expectation is met.

Des

ign

Qua

lity

Plan

Proven QA/QC Process – The AAC Design-Build Team has a written Design Quality Plan based on OBEC's corporate quality plan that meets or exceeds WSDOT standards and has been proven and refined on numerous design-build projects. Feature Benefit – Proven design quality processes promote the successful implementation of the Quality Program, providing a high level of confidence for the City of Tacoma.

Example – The implementation of independent QA/QC review and checking processes based on a written Quality Program approved by the client is provided on all AAC, OBEC, and PB projects, most notably: Ben Sawyer Bridge DB Lions Gate Bridge DB South Slough Bridge #91

Widening Wilsonville – Hayesville

DB I-5: Weaver Bundle 306

DB I-5: McKenzie River –

Goshen Grade DB Wyeth Fish Treaty Access

Site DB The Dalles Dam

Downstream Lock Gate Repair DB

Columbia Improvement District – Pump Stations DB

Clover Island Marina DB Bull Run Dam 2 Water

Intake Improvements DB

Integrated QA/QC Procedures – Our Design Team plans Quality into every aspect of a project, ensuring that every project element is checked and plans are reviewed by independent senior experts to maximize project reliability. Independent audits are used to confirm that QC processes and QA documentation comply with the project Quality Plan. Feature Benefit – Fosters a culture of quality, confirms the adequacy of QA documentation, and ensures successful project close-out.

Independent QA/QC Organization – The Design and Construction QA/QC Organization is independent of the Design and Construction Teams and is staffed with nationally recognized design experts to ensure thorough, comprehensive, and impartial quality checking and review of this critical rehabilitation design. Feature Benefit – Ensures high-quality review of design documents by independent industry experts.

Integrated Team of Environmental and Historic Resource Specialists – We include knowledgeable experts in environmental and historic resources as integral members of our Team to ensure that permit and regulatory compliance is correctly designed into the project and to ensure proposed design solutions, construction means and methods, and timing of operations are reliably permit compliant. Feature Benefit – Avoids re-work, ensures project is compliant and fulfills public interest for preservation. Provides schedule certainty benefits.



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Construction Quality Plan – AAC has a comprehensive Construction Quality Assurance and Quality Control Plan. AAC requires all management staff to become USACE Quality Control Certified. We ensure complaisance with all WSDOT testing and documentation standards. Feature Benefits – Ensures familiarity with project-specific construction specification requirements in the contracting community for easy implementation and enforcement. Facilitates problem-free project close-out and a low maintenance, long lasting bridge.

Example – AAC is typically responsible for Construction Quality Control on our projects. The quick and successful completion and closeout of The Dalles Dam Miter Gate Repair DB is a successful example.

Expectation #3 – Single Point of Responsibility. The Project will require a single point of responsibility between the City and the Project Delivery Team to simplify contract administration. Risk allocation that is consistent with best practices of design-build construction is expected

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Design-Build Structure – AAC is the sole contracting entity for the AAC Design-Build Team, which means that our Project Principal, Dee Burch, and Design-Build Manager, Sam Barchus, have full authority and autonomy to take necessary action to immediately address quality and performance issues without beholding to a design-build partner, joint venture or consortium. Feature Benefit – AAC is positioned to provide the highest level of responsiveness and client satisfaction to the City of Tacoma.

Example – AAC does not typically enter into partnerships or joint ventures with other companies because we desire full control to successfully deliver our projects to the clients. We self-perform the majority of our work, including 80% of the trade work on our Wyeth Fish Treaty Access Site DB project,

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Smart Risk Management – AAC is not adverse to risk. We use Smart Risk Management techniques and proactive project management to successfully execute challenging projects quickly and safely for our clients. Unacceptable risks, such as safety risks to our personnel and the public, are avoided through aggressive planning, training and management practices. Manageable risks, such as schedule and cost risks, are allocated to the DB team member best equipped to manage the risk, then monitored by AAC to ensure success. Contingency plans are implemented when needed to mitigate risk. Feature Benefit – Our approach to risk management will make AAC a smart design-build risk partner for the City of Tacoma.

Example – Burnside Bridge is a great example where AAC used Smart Risk Management to develop our plan to unpin, lower 6 feet and suspend the 3.75 million pound counterweight while we replaced the trunnion pins and bearings.

Expectation #4 – Cost. The City expects the design-build process to deliver the best value for the Project cost.

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Cost Containment – During the RFP stage, AAC Design-Build Team members will perform a comprehensive re-evaluation of available bridge condition data and will perform a preliminary analysis of structural deficiencies to confirm the extent of needed repairs. We will use this data to support the development of a detailed cost proposal , eliminating unknowns that affect cost certainty where ever possible to reduce the need for bid contingencies. The detailed estimate and supporting documentation can be placed in escrow and accessed by the City to confirm the basis of bid, if needed to support the City's contract procurement process. Feature Benefits – Using this process, AAC will produce one of the lowest bid prices for the City. This process establishes a baseline for determining basis of bid, bid responsibility and award of the firm-fixed price design-build contract.

Example – This cost containment method was used with great success by ODOT on the I-5: McKenzie River to Goshen Grade DB and I-5: Weaver Bundle 306 DB Projects, to achieve extremely competitive bids resulting in contract modifications of less than 2 percent.

Expectation #5 – Innovation. The City expects to implement the design-build procurement in a manner that encourages innovation in both design and construction for major elements of the Project.

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ns Analysis of Alternatives – Experience leads to innovation. AAC, OBEC

and PB are among the most experienced teams of builders and engineers in the rehabilitation of historic steel structures and movable bridges. We will use our understanding of vintage construction techniques, materials and details, combined with state-of-the-art finite element analysis to evaluate repair alternatives that maximize benefit to the City. Benefits will include reduced construction duration, increased durability, reduced initial and long-term costs, and alternatives for allowing emergency vehicles to cross the bridge on an accelerated schedule. Feature Benefits – The AAC Team will be prepared to submit an alternate technical proposal during the proposal stage, if allowed to do so, making specific recommendations for project improvement that provide price and durability benefits to the City. AAC will continue to explore innovative opportunities with the City throughout the course of the project.

Example – AAC proposed an alternative solution to construct the bridge on the BNSF Railway Bridge project, creating a safer and more efficient way to perform the work. Our creativity and foresight saved BNSF time and money. Example – The use of alternative technical solutions was used effectively on the I-5: Weaver Bundle 306 DB project to yield the lowest fixed-price bid meeting all project needs and specifications with no resulting change orders.



Expectation #6 – Schedule. Take advantage of design-build processes to accelerate construction, achieving Substantial Completion by November 30, 2012.

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Comprehensive Critical Path Schedule – We use detailed, comprehensive critical path schedules, reflecting every aspect of design-build production, to provide effective control of complex projects. This approach accounts for all: Design production, quality control, and quality assurance processes and durations Equipment and material acquisition Permitting and permit acquisition Construction activities, durations, manpower and sequencing Construction QC, testing, commissioning and training Regulatory and specified work restrictions, such as traffic impact prohibitions,

migratory bird nesting periods and in-water work restrictions. Feature Benefit – Ensures all project tasks are accounted for and properly managed and sequenced to eliminate schedule surprises. Enables the focused application of DB resources to the critical path to substantially complete the Murray Morgan Bridge Rehabilitation faster than the anticipated 25 month design-build window.

Example – Comprehensive Critical Path Schedule for the BNSF Railway Bridge was a necessity because of construction risks and challenges. This schedule was instrumental in allowing us to complete the project ahead of schedule when many said it could not be done. Example – AAC was able to complete the Clover Island Marina DB project a full year ahead of schedule through our careful study and management of the Critical Path Schedule.

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Design Packages – With the City's approval, we will break out unrelated design and construction work into separate design packages to allow focused application of DB resources to critical path work. For the Murray Morgan Bridge Rehabilitation Project, individual design packages may be developed for: Demolition and containment Steel truss and lift span renovations City approach structure renovations Port approach structure renovations Traffic features on the bridge and at the bridge heads Feature Benefit – Per federal-aid funding standards, formal design review and approval by WSDOT is required before fabrication and on-site work can begin. The use of early design packages makes it possible to acquire early design approval for critical path acquisitions and on-site work, creating flexibility in the project schedule that is used to reduce overall project duration.

Example – Used on the I-5: Weaver Bundle 306 DB and I-5: McKenzie River – Goshen Grade DB to deliver construction documents for six bridge sites, each with different combinations of site-specific traffic, in-water work and railroad impact restrictions, resulting in unique critical path schedules for each site. Achieved 100 percent compliance with specified restrictions.

Advance Work Packages – The performance of key activities simultaneously along with tight team collaboration enables early stages of work to proceed. With the City's approval, we will develop the following early work packages within the Design Packages, described above. Deck demolition ACWS Removal Overhang Removal Installation of Containment Measures Mechanical / Control Room Demolition Feature Benefit - Enables accelerated project completion by allowing early demolition, containment and temporary work to proceed while design, design QC, design approval and permitting are in process. Ensures project completion on the shortest timeline.

Example – Used on the I-5: McKenzie River – Goshen Grade DB to enable construction of in-water bridge foundations during tight 6-week in water work window just 16 weeks after NTP while superstructure design was being finalized, eliminating a potential schedule delay of one year.

Expedited Design Quality Processes – With the City's approval, we will implement expedited design quality processes for critical path designs. These processes maintain the stringency and thoroughness of AAC's comprehensive Design QC Program, but on an accelerated schedule. Expedited processes include: Over-the-Shoulder design review and comment work sessions to enable timely

collection of design QC comments. Direct face-to-face communication between designers, reviewers and checkers to

expedite and improve the quality of comment resolutions. Concurrent design reviews with the City. The City will be invited to participate in

in-progress design reviews to collect critical input early in design rather than waiting for design submittal milestones.

Feature Benefit – Improved schedule reliability by expediting the design process without sacrificing quality.

Example – Successful schedule acceleration tool used on: Wyeth Fish Treaty Access

Site DB The Dalles Dam

Downstream Lock Gate Repair DB Clover Island Marina DB I-5: Wilsonville –

Hayesville DB I-5: McKenzie River –

Goshen Grade DB I-5: Weaver Bundle 306 DB



2.2 Similar Project Design and Engineering Experience

2.2.A Team experience in the design of rehabilitation of steel bridges, including lift bridges, and pre-stressed concrete bridges. The information should describe experience in construction engineering as reflected on completed project, familiarity with programming needs, and understanding the interrelationship between design and future operation and maintenance requirements.

BRIDGE REHABILITATION DESIGN EXPERTISE Advanced American Construction has assembled a highly qualified team of bridge rehabilitation experts with extensive design-build experience to successfully deliver the Murray Morgan Bridge Rehabilitation Project for the City of Tacoma. Our design team is lead by OBEC Consulting Engineers, teamed closely with Parsons Brinckerhoff. We have selected OBEC Consulting Engineers to provide overall management and control of design services throughout design, construction, and acceptance phases. OBEC will provide primary design services for structural steel and structural concrete rehabilitation designs and the designs of overhang and bridge rail modifications; substructure modifications; deck removals and rehabilitations; Phase 1 seismic retrofit; bearing maintenance, repair, and replacement; joint repair and replacement; and steel coatings. OBEC has a 44-year history of providing high-quality, durable, and buildable structural rehabilitation designs for federal, state, and local agencies throughout the western United States and Alaska. Their rehabilitation experience includes an extensive resume of historic steel, pre-stressed concrete, and movable bridges, having completed more than 40 major bridge rehabilitation projects in the past 10 years. OBEC has extensive, first-hand experience with the vintage steel bridge details, material properties and original erection techniques found on the Murray Morgan Bridge. OBEC has the expertise needed to quickly and accurately model and analyze the existing structure, assess structural deficiencies, and design durable repairs. OBEC will provide the level of responsiveness and technical expertise needed to deliver the Murray Morgan Bridge Rehabilitation Project on an accelerated design-build schedule. Parsons Brinckerhoff is closely aligned with OBEC to provide mechanical rehabilitation, retrofit and replacement designs, as well as electrical power retrofits and new control systems. PB has a 100-year history of engineering excellence in virtually all movable bridge configurations and has completed 23 bridge rehabilitation projects in the last 10 years, six of which were vertical lift bridges. PB has provided to this project a nationally-renowned team of dedicated bridge, mechanical, and electrical engineers with unsurpassed, hands-on experience in movable bridge

rehabilitation. OBEC and PB Key Individuals and senior designers have collaborated on numerous historic steel, concrete, and movable bridge rehabilitation projects, including ODOT's Siuslaw River Bridge, Interstate Bridge, Coquille River Bridge, St. Johns Bridge, Rogue River Bridge, and Rocky Creek Bridge rehabilitation projects, and have the common working experience needed to collaborate effectively to produce accurate, high-quality construction documents. Together, OBEC and PB provide the full range of bridge engineering capabilities and design expertise needed to maximize the success of the Murray Morgan Bridge Rehabilitation Project. Our Design Team capabilities are bolstered by Entrix, PBS Engineering + Environmental, Perteet, and Shannon & Wilson, who will play integral roles in our design-build delivery strategy. Entrix is a national leader in historic resource services and has unparalleled local experience in historic bridges. Entrix will collaborate with AAC, OBEC, and PB during the Design phase and provide guidance to help develop structural modification concepts and design details that will satisfy SHPO and other historic resource stakeholders, and then consult directly with these resource organizations to quickly obtain concurrence to support the design-build schedule. PBS will provide expert guidance during design and assist ACC, OBEC, and PB in integrating environmental compliance strategies into the design to ensure effective implementation during construction. Perteet is a noted expert in local transportation issues, having developed the East Thea Foss Waterway Transportation Corridor Study, and will provide transportation engineering and other design services. Shannon & Wilson is a regional geotechnical expert for transportation projects and will provide geotechnical engineering, as needed. CONSTRUCTION ENGINEERING AND SUPPORT OBEC and PB are full-service construction engineering firms and provide comprehensive construction engineering and support services on all of their design-build projects. AAC's approach to design-build delivery integrates design staff into the construction team to optimize the responsiveness of construction engineering services during the construction phase. Working space is provided for



the design team at the project site, and individual designers are assigned to the field office leading up to and during critical project phases to ensure the accurate and efficient delivery of services. Submittal, RFI and inspection documentation processes and weekly construction meetings will keep the City of Tacoma continually apprised of project status and engineering decisions developed in the field.

FAMILIARITY WITH PROGRAMMING NEEDS The City has developed a base rehabilitation program to meet the goal of returning vehicular traffic to the bridge without load restrictions, plus a supplemental program to address additional rehabilitation needs. Available funds are not sufficient to fully rehabilitate the bridge. In this context, programming is the systematic prioritization of work based on sound engineering and cost principles to achieve the base goal of returning unrestricted traffic to the bridge, plus additional improvements as funding allows to maximize overall benefit to the City. The AAC Design-Build Team will use the following guiding principles for prioritization of base and supplemental rehabilitation work:

• Give highest priority to safety • Maintain continuous navigation • Stabilize structure elements that are

deteriorating the fastest to leverage remaining capacity

• Ensure work performed does not preclude future work or result in wasted, throw-away improvements

• Focus on improvements that provide the greatest degree of preservation for existing structure elements

This systematic approach provides the City and historical resource advocates an enhanced understanding of bridge preservation needs for the Murray Morgan Bridge and can be used to educate the public about the merits and status of preservation efforts. In addition, the systematic programming of available funding will ensure the project complies with Section 106 and Section 4(f) regulations by providing sound rationale for the final preservation program. DESIGN AND FUTURE OPERATION AND MAINTENANCE REQUIREMENTS One of the primary goals of the design is to ensure ease of maintenance, longevity, and safe, efficient, and effective operation of the movable bridge. This will also ensure the City of Tacoma meets its responsibility to the traveling public and USCG for navigation. By designing with these principals in mind, the AAC Design-Build Team will be responsive to the needs of all persons involved with bridge operations, maintenance, inspection, and repair. The design will ensure that all movable bridge operations and maintenance shall be in full compliance with the applicable portions of the AASHTO Movable Bridge Inspection, Evaluation and Maintenance Manual and bridge-specific operations manual developed for this project. The Operations and Maintenance (O&M) manual will cover all aspects of normal bridge operation, emergency procedures, and maintenance. The design will also consider bridge operation during earthquake, high winds, and other extraordinary events when drawbridges are authorized to remain closed. The O&M manual will have a quality control plan for the maintenance and operation of the movable bridge, including the training and staffing of bridge tenders, routine maintenance, adherence to standards and regulations, record keeping, monthly submitted maintenance and inspection reports, safety plan and standards, lane closures and other maintenance of traffic, and contingency plans in the event of primary system failure. SIMILAR PROJECT SUMMARIES Our team's experience designing similar projects is summarized in Table 2.2, with full profiles in Appendix B.

Integrated construction engineering services of the Murray Morgan Rehabilitation Project include: RFI response, site visits, and special

inspections Weekly production meetings of design,

contractor, and City staff to forecast upcoming schedule, construction activities, and issues Evaluation of proposed design changes,

including verification of historical and environmental resource impact issues Submittal and shop drawing review Daily communications regarding project

information Maintenance of as-construction drawings

throughout construction Design staff participation in quality

documentation



TABLE 2.2 – SIMILAR PROJECT DESIGN AND ENGINEERING EXPERIENCE


Key Relevance to the Murray Morgan DB Project Firms R

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B15

Hylebos Bridge Rehabilitation Tacoma, Washington City of Tacoma

Severely deteriorated bridge was closed to traffic prior to rehab Rehabilitated steel bascule span

with new mechanical, electrical Reconstructed approach spans

PB 2008

Key Personnel: Mark Van De Ree – Electrical Lead Engineer (w/ PB); Frank Nelson – Electrical Senior Review (w/PB); Bill Carter – Lead Construction QC (w/ PB)

B16

Burnside (Willamette River) Bridge Bascule Span (1926) Portland, Oregon ODOT

Continuous navigation opening / span balance during construction Main span steel repair / restoration Seismic retrofit Painting and containment Mechanical, electrical rehabilitation Historic resource preservation,

including architecturally-enhanced bridge rail meeting modern impact loading and vintage appearance

AAC, OBEC 2005

Key Personnel: Gary Rayor – Lead Engineer (w/ OBEC); Eric Bonn – Bridge Engineer (w/ OBEC); Dee Burch – Principal (w/ AAC); Kainan Bodenlos – Project Manager (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Tom Seubert – Millwright Superintendent (w/ AAC)

B17

Siuslaw River (Florence) Bridge (1936) Florence, Oregon ODOT

Historic resource preservation Steel bascule truss rehabilitation Deck replacement with lightweight

FRP decking Environmental compliance /

containment over sensitive waterway

AAC, OBEC,

PB 2005

Key Personnel: Eric Bonn – Structural Designer (prior employment w/ ODOT); Frank Nelson – Design Project Manager (prior employment w/ ODOT); Dee Burch – Principal (w/ AAC); Jeff Harper – Engineering and Estimating Manager; Dave Jackson – General Superintendent (w/ AAC)

B18

Morrison (Willamette River) Bridge (1958) Portland, Oregon ODOT

Repair of steel bascule trusses Historic bridge preservation Deck replacement with lightweight

FRP decking Continuous navigation opening /

span balance during construction

OBEC On-going

Key Personnel: Brian Nicholas – Design Project Manager (w/ OBEC); Gary Rayor – Steel Rehabilitation (w/ OBEC); Eric Bonn – Movable Span Analysis (w/ OBEC)

B19

Hood Canal Bridge Jefferson County, Washington WSDOT

Replaced western half of bridge, including movable span New electrical and mechanical

systems PB 2010

Key Personnel: Mark Van De Ree – Lead Electrical Engineer (w/ PB); Mike Abrahams – Project Manager (w/ PB); Scott Snelling – Designer of Machinery/Structural Engineer (w/ PB)



B20

Interstate (I-5 over Columbia River) Bridge (1917) Portland, Oregon ODOT

Steel repair / rehab of truss spans Replaced / commissioned electrical

power and control systems Painting and containment Environmental compliance /


OBEC, PB 2005

Key Personnel: Eric Bonn – Steel Rehabilitation (prior employment w/ ODOT); Frank Nelson – Design Project Manager (prior employment w/ ODOT); Dave Brown – Power and Control Specialist (prior employment w/ Taurus)

B21

Fremont Bridge Rehabilitation Seattle, Washington City of Seattle

Rehabilitated bascule span, including new electrical, mechanical Replaced approach spans PB 2008

Key Personnel: Mark Van De Ree – Lead Electrical Engineer (w/ PB)

B22

Coquille River (Bullards) Bridge (1952) Bandon, Oregon ODOT

Historic resource preservation Vertical hanger replacement, heat

straightening, and collision repair Painting and containment Environmental compliance /


OBEC, PB 2002

Key Personnel: Eric Bonn – Structural Designer (prior employment w/ ODOT); Frank Nelson – Design Project Manager (prior employment w/ ODOT)

B23

Union Street Railroad Bridge Rehabilitation (1913) Salem, Oregon ODOT/City of Salem

Converted lift span railroad bridge Historic resource preservation Cable inspection and bearing repair Painting and containment Environmental compliance over

sensitive waterway

OBEC 2010

Key Personnel: John Kalvelage – Project Manager (w/ OBEC); Gary Rayor – Senior QC Review (w/ OBEC); Stewart McCornack – Senior Field Inspector (w/ OBEC)

B24

St. Johns (Willamette River) Bridge (1931) Portland, Oregon ODOT

Deck and historic rail replacement Main span steel restoration Seismic retrofit Painting and containment Electrical rehabilitation Historic resource preservation

OBEC, PB 2007

Key Personnel: Gary Rayor – Lead Engineer (w/ OBEC); Eric Bonn – Bridge Engineer (prior employment w/ODOT); Jim Bollman – Lead Engineer, Deck Replacement & Steel Rehab. (w/ OBEC) Frank Nelson – ODOT Design Project Manager (prior employment w/ ODOT)

B25

Oregon City Arch Bridge (1931) Oregon City, Oregon ODOT

Structural steel and concrete rehabilitation Seismic retrofit Deck rehabilitation and overlay Continuous navigation during

construction Historic resource preservation

OBEC On-going

Key Personnel: John Kalvelage – Design Project Manager (w/ OBEC); Gary Rayor – Steel Rehabilitation Engineer (w/ OBEC); Eric Bonn – Concrete Spans, Deck, and Rail Engineer (w/ OBEC); Peter Pagter – Bridge Checker (w/ OBEC)

B26

82nd Drive Pedestrian Bridge (1921) Clackamas County, Oregon Clackamas County

Main span steel truss rehabilitation and painting Repair / reconstruction of

prestressed concrete approaches Historic resource preservation

OBEC 2008, 2000

Key Personnel: Peter Pagter – Bridge Engineer (w/ OBEC); Stewart McCornack – Construction Inspector (w/ OBEC)

B27

Rogue River (Gold Beach) Bridge (1930) Gold Beach, Oregon ODOT

Historic concrete deck arch bridge Structural concrete repair /

strengthening Seismic rehabilitation Rail rehabilitation with vintage

appearance meeting modern loads

OBEC, PB 2005

Key Personnel: Gary Rayor – Lead Engineer (w/ OBEC); Eric Bonn – Bridge Engineer (prior employment w/ODOT); Frank Nelson – Design Project Manager (prior employment w/ ODOT)



TABLE 2.2 – SIMILAR PROJECT DESIGN AND ENGINEERING EXPERIENCE continued


Key Relevance to the Murray Morgan DB Project Firms R

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B28

Myrtle Creek (South Umpqua) Bridge (1928) Myrtle Creek, Oregon Douglas County

Widening and rehabilitation of historic arch bridge Structural concrete repair /

strengthening Seismic rehabilitation Historic resource preservation

OBEC 2007

Key Personnel: Gary Rayor – Senior Design QA (w/ OBEC); Eric Bonn – Project Engineer/Senior QC (w/ OBEC); Jim Bollman – Lead Design Engineer (w/ OBEC); Michael Swan – QA/QC Lead (w/ OBEC); Peter Pagter – Senior Reviewer (w/ OBEC)

B29

Rocky Creek Bridge (1927) Lincoln County, Oregon ODOT

Historic concrete deck arch bridge Structural concrete repair /

strengthening Seismic rehabilitation Historic resource preservation

OBEC, PB 2001

Key Personnel: Eric Bonn – Structural and Rail Designer (prior employment w/ ODOT); Frank Nelson – Design Project Manager (prior employment w/ ODOT)

B30

East Thea Foss Waterway Transportation Corridor Study Tacoma, Washington City of Tacoma

Unparalleled knowledge of area traffic patterns for all modes of travel In-depth knowledge of existing

problems and future transportation projects impacting Murray Morgan Bridge

Perteet 2009

Key Personnel: David Pearson – Design Engineer and Cost Estimates (w/ Perteet); Joel Birchman – Principal-in-Charge, QC, and Public Involvement (w/ Perteet)



2.2.B Team Experience for the Engineering and Design of Key Components. By teaming with OBEC Consulting Engineers and Parsons Brinckerhoff, AAC has assembled one of the most experienced and responsive bridge rehabilitation design teams in the Pacific Northwest to ensure the success of the Murray Morgan Bridge Rehabilitation project. The detailed experience of our key design individuals dealing with Key Project Components combined with the attention to design detail exhibited on such projects as the Hylebos, Hood Canal, and Burnside Bridge Rehabilitation Projects will be essential to developing competitive, reliable, and complete repair solutions that are highly buildable and durable. This experience combined with our focused and deliberate approach to design quality ensures: Complete and accurate plans are prepared by highly qualified and experienced design professionals

with a strong focus on construction value’s longevity A cohesive design team, that is available to support field construction activities when needed Proactive anticipation of unforeseen structural and mechanical issues to ensure fast response to

potential surprises Essential interdisciplinary design coordination takes place between structures, mechanical and

electrical specialties. Design schedule and quality control process standards are maintained

Table 2.2.B.1. KEY PROJECT COMPONENTS AND TEAM EXPERIENCE Component Issues Mitigation/Approach Team Experience

Structural Steel Rehabilitation Provide complete and accurate assessment and rehabilitation design accounting for vintage material properties, historic construction practices, past modifications and commonly encountered hidden structural deficiencies.

Develop a thorough understanding of the original plans, steel fabrication drawings, modification history, and existing condition assessments.

Leverage experience to target common fatigue and deterioration issues, such as: Pack rust and other corrosion in typical areas. Top flanges of steel stringers. Soffits of deteriorated concrete decks. Leakage areas such as deck joints. Debris accumulation areas such as bearings

and base plates.

Approach used on more than 50 structural steel rehab projects in the past 10 years, including: Hylebos Lift Bridge Hood Canal Bridge Burnside Bascule Bridge Siuslaw River Bascule St. Johns Suspension Interstate Lift Bridge Oregon City Steel Arch

Pre-stressed Concrete Repair Provide comprehensive replacement or strengthening design of PS elements while improving the integrity of the overall structural system.

Develop a thorough understanding of the original plans and modification history.

Assess true capacity of PS elements based on original design and existing condition.

Consider use of strengthening techniques such as FRP shear and flexural strengthening, where warranted.

Remove and replace with modern components where specified or warranted.

Multiple concrete repair and rehab projects including: Rogue River Hwy 101 Br. Oregon City Arch Myrtle Creek Arch Bridge Rogue River Arch Bridge Rocky Creek Bridge

Structural Modifications Provide design of durable structural modifications that meet modern design and capacity specifications, and historic resource requirements.

Develop a thorough understanding of the original plans and modification history.

Entrix, AAC's Historic Resource Specialist, coordinates directly with SHPO to streamline concurrence process.

Leverage experience to target common issues during historic bridge structural modification: Load reduction such as sidewalk removal. Accommodating navigation operations. Replica elements (such as rails) that meet

historic and strength requirements. Revised drainage collection and ensuring

protection of exposed elements. Reconstruction of electrical and machine

rooms, modernization of mechanical equipment, and bridge automation

Performed direct and collaborative consultation with SHPO on numerous historic bridges to ensure fast, efficient acceptance of structural modification designs, including: Hylebos Lift Bridge Interstate Lift Bridge Burnside Bascule Bridge Oregon City Arch Bridge Union Street Railroad Lift

Bridge Rocky Creek Arch Bridge Rogue River Arch Bridge



Component Issues Mitigation/Approach Team Experience Phase 1 Seismic Retrofit Provide complete and accurate seismic modeling, assessment of retrofit requirements, and design complying with WSDOT Phase 1 seismic retrofit design standards.

Evaluate existing design and condition to select appropriate retrofit measures.

Perform a detailed modeling analysis of the response of the structure to seismic activity.

Utilize opportunity areas presented in the existing structure such as at girder beam seats at expansion joints.

Use WSDOT-approved retrofit strategies, including seat widening, constraints, and flexible wire galvanized rope, and standard details to minimize risk and maximize structural integrity.

DOT-approved seismic retrofit designs developed and constructed for numerous bridges such as: Oregon City Arch Bridge St. John's Suspension

Bridge Tower Lift Bridge Hood Canal Bridge Siuslaw River Bascule Burnside Bascule Bridge

Movable Bridge Rehabilitation Provide a complete, detailed, and constructable rehabilitation design of mechanical and electrical bridge systems, accounting for construction techniques applicable to movable bridges.

Develop a thorough understanding of the original mechanical design and modification history.

Confirm mechanical issues with strain gage testing, bore scope inspection in grease ports and other possible access points

Measure imbalance with drift testing Evaluation and rating of stresses in machinery,

gears, shafts using 1988 and 2008 AASHTO "Standard Specification for Movable Bridges"

Detailed inspection and wear evaluation of mechanical equipment including brakes, gears, bearings, journals, shafts, pins, interlocking parts

Coordinate operational closures with US Coast Guard. Restore operability as soon as possible.

Completed mechanical / electrical renovation design for more than 20 movable bridges, most notably: Burnside Bascule Bridge Siuslaw River Bascule Interstate Lift Bridge Hylebos Lift Bridge Fremont Bascule Bridge Hood Canal Bridge Tower Lift Bridge

Deck Rehabilitation/ Replacement Provide a constructable, light, durable, low-maintenance deck design that improves deadload characteristics of the truss spans.

Use specified light-weight concrete deck system per WSDOT design standards.

Evaluate alternative durable, light weight deck solutions for City consideration to improve cost.

Formulation of high strength, low creep light weight concrete mixes

Implemented Constructable high performance concrete, light weight concrete or FRP deck replacements for: Burnside Bascule Bridge Siuslaw River Bascule Morrison Bascule Bridge Oregon City Arch Bridge

Bearings Ensure design accounts for all constraints affecting truss and approach span bearings.

Develop a thorough understanding of the original plans and modification history

Maximum reuse of existing casting/components Determine causes of freezing or misalignment Detailed determination of conditions Seating condition and correction strategies

Bearing maintenance, replacement evaluations, and design for: Union Street Railroad Lift

Bridge Burnside Bascule Bridge 82nd Drive Ped Bridge

Coatings Make adequate provisions for lead-based paint abatement, containment and industrial hygiene. Address the most suitable steel preparation procedures in the specifications and select coating systems with best combination of performance, maintenance characteristics and durability.

Consider overcoat procedure to encapsulate lead-based paint as first low-cost alternative, where appropriate and allowed.

Adhesion/cross-cut testing with Elcometer Tester for over-coat viability determination.

Ensure specified methods of Containment generated by Class 3 surface preparation procedures meeting SSPC Guide 6 including leak monitoring, air makeup and exhaust air filtering.

Surface prep contaminated with oil and grease and blast down to clean bare steel and brush-blasting depending on coat condition.

New coating system components, moisture-curing, zinc and micaceous iron oxide-filled, polyurethane

Specify the use of Blastox to render lead waste less hazardous.

Historic resource consultation, including SHPO & City Historic Landmarks Commission in color pick.

Numerous major abatement and coating projects on steel bridges including: Hylebos Bascule Bridge Union Street Lift Bridge Interstate Lift Bridge St. Johns Suspension 82nd Drive Ped Bridge Fremont Bascule Bridge Tower Lift Bridge Richmond-San Rafael

Bridge



Component Issues Mitigation/Approach Team Experience Electrical / Controls Retrofit existing bridge mechanical systems with modern power and controls for safe, reliable operation, confirmed through formal commissioning.

Reliable power and emergency power meeting NEC standards.

Assess condition of existing transformers and motor controllers for reuse and cost savings.

Transformers and variable speed drives to reduce draw.

Type/use/programming/training for use of programmable logic controllers (PLC's).

Reconstruction of electrical room. Detailed commissioning process, including

comprehensive training for City crews.

Comprehensive O&M Manuals, Training, and Commissioning programs have been used to ensure confidence in the finished product for: Burnside Bascule Bridge Interstate Lift Bridge Tower Lift Bridge Hood Canal Bridge

Historical Resources Ensure design accounts for all historical constraints and concurrence of proposed changes is obtained from SHPO and other stake holders quickly to support accelerated DB schedule.

Historic resource consultation, including SHPO & City Historic Landmarks Commission in color selection.

State and Federal Section 106 documentation. Federal HAER requirements. Direct consultation among AAC's Historic

Resource Specialist, resource agencies, and designers to quickly arrive at solutions that advance schedule.

Perform direct resource consultation on all historic bridge projects we do, including: Oregon City Arch Bridge Union Street Railroad Lift

Bridge Myrtle Creek Arch Bridge Burnside Bascule Bridge

Environmental Compliance Ensure design accounts for all environmental and permitting constraints.

Utilize engineered containment suspended from existing bridge to prevent in-water impacts.

Utilize full containment systems for paint removal and abatement, steel preparation and coatings.

Comply with City noise ordinances. Avoid disturbance of contaminated soils. Design compliance measures into the job.

Environmental compliance over regulated waterways is standard on most of our rehab projects, including: Oregon City Arch Bridge Union Street Railroad Lift

Bridge Burnside Bascule Bridge

Safety Ensure design accounts for all safety concerns.

Design fall protection into work containment structures and repair access plans.

Designate lock-out / tag-out procedures for mechanical and electrical systems.

Include site access controls for vehicles and the public in the plans using fencing, signs and barricades.

Designate the use of safety platform structures between the bridge superstructure and tracks, roads and paths crossing beneath the bridge to provide positive protection between overhead hazards and the public.

Hundreds of projects including safety Youngs Bay Bridge Burnside Bridge Broadway Bridge All these movable bridge rehab projects include unique safety issues that had to be thoroughly thought out and planned to assure personnel safety.

Navigation Maintenance Ensure design accounts for navigation.

Maintaining lift span operation during construction. Construction sequence that maintains continuous

balance of lift span during deck removal / replacement (placement of variable water weight of equal balance).

Continuous operation of navigation aids on bridge. Channel warning as required during construction. Obtain USCG permit for construction. Account for

comment period for permit and impairment to navigation such as for containment outside the working boundaries of the existing bridge.

Navigation maintenance and USCG permit coordination a customary requirement on movable bridge projects, including: Hylebos Bascule Bridge Burnside Bascule Bridge Hood Canal Bridge Morrison Bascule Bridge Interstate Lift Bridge Tower Lift Bridge



2.3 Similar Project Construction Experience

2.3.A Team Experience with Construction Management and construction of repairs to steel bridges, including lift bridges, and pre-stressed concrete bridges.

The AAC Design-Build Team is uniquely qualified to delivery construction excellence on the Murray Morgan Bridge Rehabilitation Project. AAC will self perform the majority of the work to maintain tight control over production schedule, construction quality, and safety. We have a long track record of partnering with owners, engineers, and stakeholders on similar work. THE DALLES DAM DOWNSTREAM LOCK GATE REPAIR DESIGN-BUILD AAC's collaborative approach to construction management and our unbending focus on meeting client needs is best exemplified in the US Army Corps of Engineers' The Dalles Dam Downstream Lock Gate Repair Design-Build Project. In the fall of 2009, the Corps of Engineers unexpectedly shut down the Dalles Dam Locks due to damaged lock gates. Advanced American Construction was the first firm they called to design and implement urgent repairs. Repair designs did not exist. The entire Columbia/Snake River system was at a standstill. Emergency jobsite work sessions were held with the Corps’s engineers, construction managers, and operations personnel to develop repair concepts and procedures. AAC expedited the development of construction documents while field crews secured and immobilized the gates in preparation for repairs. Crews were broken up into shifts to keep the job moving for 18 hours each day to affect repairs. Three weeks later the fifty eight year old lock system was operational and AAC received the letter shown on the right from Colonel Miles, Portland District Commander, U.S. Army Corps of Engineers. AAC strives for excellence in all that we do. This culture is part of who we are and what we stand for. Our ethical approach to contracting has carried us a long ways in the industry, and will continue to be our focus throughout the Murray Morgan Bridge Rehabilitation Project. EXCELLENCE IN MOVABLE BRIDGE REHABILITATIONS In the process of repairing and rehabilitating historic bridges of all types, including movable bridges, we have learned the most important consideration is safe, workable access and effective logistical support to repair areas. Multiple personnel are routinely required to access repair areas including engineers, welders, painters, abatement workers, inspectors, surveyors, laborers, and other specialty trades. The sheer numbers of personnel, materials, tools, and equipment that has to access the repair areas can be significant. It is critical that adequate access and logistical support be provided to all repair areas.

Another critical factor in repairing and rehabilitating historic bridges is open and honest communication between all parties. To be successful, the team members must put the success of the project ahead of their own interests. This project-first thinking is essential when dealing with problems that may arise during the course of the project. AAC has been recognized five times by the national organization of the Associated General Contractors (AGC) for outstanding project construction, construction management, and partnering in the last ten years. SIMILAR PROJECT SUMMARIES Our experience in the construction of similar projects is summarized in Table 2.3, with full profiles in Appendix B.

"…I visited the site numerous times and was very much impressed with AAC's sense of urgency, safety alertness, and overall quality workmanship."

Letter from Colonel Steven R. Miles, U.S. Army Corps of Engineers, Portland District for Emergency Repairs on The Dalles Dam Locks



TABLE 2.3 – SIMILAR PROJECT CONSTRUCTION EXPERIENCE




Appe

ndix

Page

Num

ber

Fede

rally

Fun

ded

Mova

ble B

ridge

Co

unter

weigh

t Adju

stmen

t Na

vigati

on D

uring

Con

struc

tion

Stee

l Rep

air/R

ehab

ilitati

on

PS C

oncre

te Re

pair/R

ehab

ilitatio

n Me

chan

ical R

ehab

ilitati

on

Electr

ical R

ehab

ilitati

on

Contr

ol Sy

stems

Sig

nal/Il

lumina

tion

Paint

/Coa

tings

Reh

abilit

ation

W

ork C

ontai

nmen

t Ove

r Wate

r St

ormwa

ter M

anag

emen

t Se

ismic

Retro

fit Hi

storic

Pre

serva

tion

Traff

ic En

ginee

ring

Railro

ad C

oord

inatio

n En

viron

menta

l Com

plian

ce

Cons

tructi

on Q

uality

Pro

gram

De

sign Q

uality

Pro

gram

Co

mmiss

ioning

/ O&M

Pro

gram

B31

Youngs Bay Bridge Astoria, Oregon ODOT

Full mechanical replacement of bridge lift gear, electrical and controls Structural steel rehab / repair Concrete rehab / strengthening Seismic rehabilitation Environmental compliance /

containment over sensitive water O&M / training program

AAC 2007

Key Personnel: Dee Burch – Project Principal (w/ AAC); Sam Barchus – Senior Project Manager (w/ AAC); Kainan Bodenlos – Project Manager (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Tom Seubert – Mechanical Superintendent (w/ AAC)

B32

Heron Street Bridge Aberdeen, WA WSDOT

New electrical / bridge controls Jacked bridge and replaced center

bearing Mechanical rehabilitation Structural steel rehab / repair Painting and containment

AAC 2006

Key Personnel: Dee Burch – Project Principal (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Tom Seubert – Mechanical Superintendent (w/ AAC); Dave Jackson – General Superintendent (w/ AAC)

B17

Siuslaw River (Florence) Bridge Florence, Oregon ODOT

Historic resource preservation Steel bascule truss rehabilitation Deck replacement with lightweight

FRP decking Environmental compliance /


AAC, OBEC,

PB 2005

Key Personnel: Eric Bonn – Structural Designer (prior employment w/ ODOT); Frank Nelson – Design Project Manager (prior employment w/ ODOT); Dee Burch – Project Principal (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC); Dave Jackson – General Superintendent (w/AAC)

B33

Broadway Bridge Portland, Oregon ODOT

Full mechanical replacement of bridge lift gear, electrical and controls Install temporary lift system to

maintain navigation at all times All-new bearings and housings Lightweight FRP deck retrofit O&M and training program

AAC 2004

Key Personnel: Dee Burch – Project Principal (w/ AAC); Jeff Harper – Project Manager (w/ AAC); Tom Seubert – Mechanical Superintendent (w/ AAC)

B34

Hoquiam River Bridges Hoquiam, WA WSDOT

Seismic retrofit of lift and bascule bridges Structural steel repair / rehab Structural concrete repair /

strengthening Painting and containment

AAC 2004

Key Personnel: Dee Burch – Project Principal (w/ AAC); Dave Jackson – Project Superintendent (w/ AAC); Jeff Harper – Sr. Project manager (w/ AAC)



TABLE 2.3 – SIMILAR PROJECT CONSTRUCTION EXPERIENCE continued




Appe

ndix

Page

Num

ber

Fede

rally

Fun

ded

Mova

ble B

ridge

Co

unter

weigh

t Adju

stmen

t Na

vigati

on D

uring

Con

struc

tion

Stee

l Rep

air/R

ehab

ilitati

on

PS C

oncre

te Re

pair/R

ehab

ilitatio

n Me

chan

ical R

ehab

ilitati

on

Electr

ical R

ehab

ilitati

on

Contr

ol Sy

stems

Sig

nal/Il

lumina

tion

Paint

/Coa

tings

Reh

abilit

ation

W

ork C

ontai

nmen

t Ove

r Wate

r St

ormwa

ter M

anag

emen

t Se

ismic

Retro

fit Hi

storic

Pre

serva

tion

Traff

ic En

ginee

ring

Railro

ad C

oord

inatio

n En

viron

menta

l Com

plian

ce

Cons

tructi

on Q

uality

Pro

gram

De

sign Q

uality

Pro

gram

Co

mmiss

ioning

/ O&M

Pro

gram

B35

Evergreen Point Bridge Bellevue, WA WSDOT

Full repair / rehabilitation of bridge mechanical systems Replaced guides and rollers Rebalanced and realigned moving

span

AAC 2000

Key Personnel: Dee Burch – Project Principal (w/ AAC); Jeff Harper – Project Manager (w/ AAC); Tom Seubert – Mechanical Superintendent (w/ AAC)

B36

Euchre Creek Bridge Curry County, OR ODOT

Seismic retrofit of concrete bridge Repair / strengthening of concrete

spans Environmental compliance / work

containment

AAC 2005

Key Personnel: Dee Burch – Project Principal (w/ AAC); Dave Jackson – Project Superintendent (w/ AAC)

B37

BNSF Railway Bridge Sand Point, ID BNSF

Replaced 880 linear feet of railway Bridge during 4-6 hour no-train work windows 800 LF work trestle Pile, concrete caps, structural

steel superstructure

AAC 2009

Key Personnel: Kainan Bodenlos – Project Manager (w/ AAC); Dee Burch – Project Sponsor (w/ AAC); Jeff Harper – Engineering and Estimating Manager (w/ AAC)

B38

I-5 S. Umpqua River Bridge Roseburg, OR ODOT

Seismic retrofit and repairs of PS concrete bridge Earthquake restraints Extremely difficult access over

river and railroad

AAC 2003

Key Personnel: Dee Burch – Project Principal (w/ AAC); Jeff Harper – Project Manager (w/AAC); Dave Jackson – Project Superintendent (w/ AAC)

B39

Lower Granite Dam Miter Gate Repair Whitman and Garfield Counties, WA USACE

Replaced pintle and gudgeon pins on 350-ton swing gates Structural steel gate rehabilitation Early completion Marvin M. Black Excellence in

Partnering Award AON Build American Award

AAC 2002

Key Personnel: Dee Burch – Project Principal (w/ AAC); Mike Johns – VP of Operations (w/ AAC)



2.3.B Team Experience with Construction Management and Construction of Key Components.

Advanced American Construction has played leading roles in the rehabilitation of hundreds of structures of all types with Key Project Components similar to the Murray Morgan Bridge Rehabilitation Project during the last 20 years. This depth of experience provides AAC unique insight into critical issues, practical construction solutions and techniques for implementing those solutions in the field. Table 2.3.B.1 illustrates our familiarity with the Murray Morgan Bridge through our practical approach to addressing many of the Key Project Components.

Table 2.3.B.1. KEY PROJECT COMPONENTS AND CONSTRUCTION TEAM EXPERIENCE Potential Component Issues and Mitigation Team Experience STRUCTURAL STEEL REHABILITATION Hidden Defects – Unknown structural defects are a major concern in all rehabilitation projects. Defects may be hidden by existing structural or architectural components, pack rust or poor inspection access. We mitigate the effects of these hidden problems by thoroughly evaluating existing condition reports and as-builts to map out where hidden defects are likely to reside. Our Lead Field Engineer will be on site during key demolition operations at these locations, enabling the Design Team to confirm that existing conditions are consistent with design assumptions, or immediately identify and implement needed repair solutions. AAC's experience spans the range from isolated, in-situ crack repair to full member replacement, including bracing, shoring, rigging and other stabilization measures.

Hundreds of structural steel rehabilitation projects.

The most similar include: Youngs Bay Lift Bridge Burnside Bascule Bridge Broadway Bascule Bridge St. Johns Suspension

Bridge Key staff/employer at time:

Sam Barchus/AAC Kainan Bodenlos/AAC Jeff Harper/AAC Tom Seubert/AAC

PRE-STRESSED CONCRETE REPAIR Crack Repair and Strengthening – Complete discovery and assessment of the concrete structure is vital to correctly designing a suitable repair and to eliminate surprises during construction. Once a complete assessment of deficiencies and repair alternatives are developed, a joint constructability review involving the Design and Construction Teams is used to determine the best repair solution that will be conducive to construction methods and to achieve an understanding of the access approach to the areas of need. AAC's experience includes the removal and replacement of pre-stressed concrete girders in continuous, multi-span bridges and in-situ strengthening techniques, such as crack injection, RFQ shear strengthening and RFQ laminated flexural tension strengthening.

Dozens of concrete repair and rehab projects.

The most similar include: Siuslaw River Bridge I-5 S. Umpqua River Bridge Euchre Creek Bridge

Key staff/employer at time: Jeff Harper/AAC Dave Jackson/AAC

PHASE 1 SEISMIC RETROFIT Access – On seismic retrofit bridges, half the battle is figuring out how to safely and efficiently access the work points. A work-wise lifting and rigging plan is required to get equipment and components to the location, generally below the bridge deck. AAC has developed suspended scaffolding and work containment platforms for past projects that can be modified quickly and inexpensively for use on the Murray Morgan Bridge. AAC has hands-on experience with the installation of standard Phase 1 seismic retrofit systems used by WSDOT, including bearing widening, bearing restraints and supplemental cable restraints and retainers.

Eight seismic retrofit projects. The most similar include:

Siuslaw River Bridge I-5 S. Umpqua River Bridge Euchre Creek Bridge

Key staff/employer at time: Kainan Bodenlos/AAC Jeff Harper/AAC Dave Jackson/AAC

MOVABLE BRIDGE REHABILITATION Big Components / Little Space – With lift bridges in particular, devising a rigging and picking plan to remove and replace worn and broken mechanical components is a key element of the rehabilitation process. AAC is known for our creative, out-of-the-box thinking and development of these lifting and rigging plans. Most lift bridges were not built to be reconstructed. They had all gears and components installed first and then the remaining structure was built around and over them. This leaves little room if any to replace components without jacking and immobilizing key moving parts, then breaking down machinery to removable component size. This approach has been used on all of AAC’s movable bridge projects, but especially came in handy on the Burnside Bridge and Broadway Bridge Rehab Projects where we encountered some of the tightest spaces we have had to work in. Alignment and Binding – Another key issue on lift bridges is the critical alignment of the new mechanical components. Without meeting proper alignment tolerances, these components will wear out quickly, possibly bind, or even fail. Critical high precision surveying and layout is paramount to the success of this project. The existing structure is often found to be in less than desirable condition, and many times is not aligned or true. AAC uses the most advanced, state-of-the-art

20 movable bridge rehabilitation projects.

The most similar include: Youngs Bay Bridge Burnside Bridge Broadway Bridge Hoquiam River Bridges Siuslaw River Bridge

Key staff/employer at time: Sam Barchus/AAC Kainan Bodenlos/AAC Jeff Harper/AAC Tom Seubert/AAC



technologies that have proven to achieve the highest tolerances possible. On the Burnside Bridge, AAC removed the counterweight trunnion bearings, field machined a larger pin bore, and installed a retrofit 13" diameter x 4’ long pin while maintaining alignment with the new counterweight link arms. AAC used an advanced precision metrology surveying system to stay within a few thousandths of an inch in tolerance. DECK REHABILITATION / REPLACEMENT High Performance Concrete and Light Weight Bridge Decks – AAC's experience includes the successful installation of thin, conventional density cast-in-place bridge decks, which require heightened attention to proper mix design, mix control and curing procedures to prevent cracking. AAC also has experience with the proper installation of ultra high strength, light weight FRP decking to produce a durable, skid resistant deck that increases live load capacity through the reduction of dead load demand.

Similar projects include: Burnside Bridge Siuslaw River Bridge

Key staff/employer at time: Kainan Bodenlos/AAC Jeff Harper/AAC Dave Jackson/AAC

BEARINGS Maintenance and replacement of bearings on the Murray Morgan Bridge will require jacking and cribbing the steel truss spans, involving gross weights of up to 1.6 million pounds. AAC has successfully replaced or reconditioned vintage rocker and roller bearings on bridges of similar size. AAC has extensive jacking and heavy lifting experience up to 4 million pounds.

Similar projects include: Youngs Bay Bridge Burnside Bridge Broadway Bridge Heron Street Bridge


COATINGS HAZMAT Containment – It is extremely common on bridge rehabilitation projects to encounter hazardous materials. Lead paints, asbestos, and lubricants are some of the most commonly found materials. Early inspection and identification of these materials is critical because it greatly impacts our approach to the work. Proper containment systems are well thought out and brought into the early planning stages of scheduling the project. All aspects of the project need to be taken into consideration in the process of developing these containment systems. The landscape (over water/land), weather, and existing structures play a major role in developing the safest and most efficient system. AAC's experience includes fully contained abatement and painting enclosures suspended from the existing bridge designed to (1) allow the lift span to operate, (2) provide effective HAZMAT containment, (3) prevent in-water impacts, and (4) are within the load carry capacity of the bridge.

Hundreds of projects involving coatings.

The most similar include: Youngs Bay Bridge Burnside Bridge Broadway Bridge

Key staff/employer at time: Sam Barchus/AAC Kainan Bodenlos/AAC Jeff Harper/AAC

ELECTRICAL / CONTROLS AAC has performed four bridge renovations that involved the retrofit and/or replacement, installation and commissioning of movable bridge controls and electronics. Proprietary design of bridge electronic controls will be provided by Olsson Controls. Murray Morgan Bridge work could include a complete component review to determine whether salvage and reuse of some serviceable existing components may save cost for the City. Understanding equipment power needs and knowing the limitations of the primary power source will also be key considerations to insure successful design, installation and commissioning. A complete commissioning and training program, including the delivery of comprehensive O&M Manuals is anticipated.

Dozens projects involving electrical and controls.

The most similar include: Youngs Bay Bridge Burnside Bridge Heron Street Bridge Broadway Bridge


ENVIRONMENTAL COMPLIANCE AAC's experience includes environmental compliance on hundreds of projects above and within river and marine environments. Typical avoidance and mitigation measures include structural containment and isolation systems, impact avoidance, Best Management Practices for temporary stormwater runoff containment and treatment, migratory bird treaty compliance, bat habitat preservation, hazardous material storage, on-site vehicle maintenance and fueling programs, and noise and air quality restrictions. AAC is extremely knowledgeable about applicable environmental regulations, typical permit conditions enforced by the US Army Corps of Engineers, Department of Natural Resources, Department of Ecology and other regulatory agencies as evidenced by our outstanding compliance records.

Hundreds of projects involving environmental compliance.

The most similar include: Youngs Bay Bridge Burnside Bridge Siuslaw River Bridge Broadway Bridge Hoquiam River Bridges




Advanced American Construction, Inc.

Safety Awards Top Performer 2009 AGC Safety Claims and Management Recognition of Safety Excellence 2008 Rose Award Program Top Performer 2008 AGC Safety Claims and Management Top Performer 2007 AGC Safety Claims and Management Top Performer 2006 AGC Safety Claims and Management Top Performer 2005 AGC Safety Claims and Management Top Performer 2004 AGC Safety Claims and Management Top Performer 2003 AGC Safety Claims and Management Top Performer 2002 AGC Safety Claims and Management Top Performer 2001 AGC Safety Claims and Management Top Performer 2000 AGC Safety Claims and Management

NAVIGATION MAINTENANCE Minimizing the duration that the lift span is inoperable is a key project concern and will be subject to conditions of the USCG permit process. AAC has experience maintaining the operability of movable bridges during construction through the following techniques: Effective pre-planning and preparation to ensure everything is ready before taking

the bridge mechanical and electrical systems off line. Expediting construction to limit the duration that the lift span is out of service. Designing demolition and abatement containment to travel with the lift span to

allow abatement and deck demolition to proceed, delaying the point in construction at which the lift span must be taken off-line.

Implementing temporary counterbalance adjustment measures to maintain operability as construction weights change.

Keeping the channel clear of obstructions and maintaining existing navigational aids.

Movable bridge project in which span operation was maintained during construction: Youngs Bay Bridge Burnside Bridge Siuslaw River Bridge Broadway Bridge Hoquiam River Bridges Heron Street Bridge

Broadway Bridge Key staff/employer at time: Sam Barchus/AAC Kainan Bodenlos/AAC Jeff Harper/AAC Tom Seubert/AAC

2.3.C Safety Record of the proposed contracting party and constructor on projects of similar size over the last five (5) years.

AAC has assigned Mike Merrill, Corporate Safety Officer, to serve as on-site Safety Manager for the Murray Morgan Bridge Rehabilitation. Mike brings more than 20 years of heavy construction experience, safety program management, site inspections, and emergency management know-how to this project. He will be solely dedicated to safety program management and on-site safety inspections during the course of construction. He will promote the overall company safety culture, plan and perform on-site training to support the work, maintain on-site training records, perform subcontractor pre-job safety orientations, and perform job site inspections and maintain inspection documentation, noting deficiencies and tracking immediate corrective actions.

Mike will report directly to Sam Barchus, Design-Build Manager, who will retain ultimate responsibility for on-site construction safety. Sam is fully-trained and qualified in AAC's safety program policies and procedures, and his complete resume is included in Appendix A, page A1.

Safety Record The safety of our staff, workers, and the public is our top priority, as exemplified in our award-winning safety program and exemplary safety record. This is the result of careful planning, thorough jobsite hazard identification and mitigation procedures, and attention to detail. In 2009, we achieved our goal of 0.00 lost time accidents by fostering a culture of safety company-wide; a culture that will yield exceptional results on the Murray Morgan Bridge Rehabilitation project. Table 2.3.C.1 summarizes the total man-hours worked by AAC construction personnel over the last five years on projects of similar size, and associated recordable injuries and lost-time accidents on those projects company-wide. AAC has a very low worker's compensation modification rate of 0.87.

Table 2.3.C.1. AAC SAFETY RECORD ON SIMILAR PROJECTS Year Annual

Average No. of

Employees

Man Hours

Worked

No. of Deaths

No. of Recordable

Injuries

Recordable Incident Rate

No. of Lost Time Accidents

Lost Time Incident

Rate

2005 60 98,130 0 3 6.11 0 0.00 2006 85 164,599 0 2 2.43 2 2.43 2007 95 189,497 0 4 4.22 1 1.06 2008 85 175,204 0 3 3.42 3 3.42 2009 85 180,096 0 3 3.33 0 0.00



2.3.D Accident Prevention Program

AAC has a dependable and effective Accident Prevention Program (APP), which is detailed in our Corporate Safety Manual and highlighted below. Our Corporate Safety Manual is in constant use and is reviewed by crews, managers, and AAC's Corporate Safety Committee, and updated on a regular basis. Since its inception, the Manual has been expanded to include every facet of work and hazardous environment encountered by AAC personnel. Using our Corporate Safety Manual, Mr. Merrill will draft a site-specific safety and health plan, taking into account all requirements of the work to be performed and applicable safety regulations, policies, and procedures. This plan will be submitted to AAC's Corporate Safety Committee for comment and approval to ensure accuracy and completeness prior to submittal to the City.

At the start of the project, we will contact both OSHA and WISHA to schedule an on-site meeting to introduce the local OSHA and WISHA groups to the project and the design-build team. Thereafter, the project will remain under a "consultation" status with OSHA and WISHA, allowing open dialogue and encouraging ongoing communications.

Under the direction of Mr. Merrill, the crews of the AAC Design-Build Team will employ several tools to ensure an effective APP throughout the course of construction. These tools include:

Daily Huddle – The purpose of the daily huddle is to communicate the day's work plan with the entire crew, and identify any and all hazards that the crew will be encountering in the course of the day's activities.

Jobsite Hazard Analysis (JHA) – AAC maintains a current database of Job Hazard Analyses (JHA) for specific project operations, reflecting reliable best-management practices developed from years of lessons-learned input. From this database, jobsite-specific JHA are generated for each construction operation with input from crew members and others familiar with the operation. The JHA is reviewed and signed by the crew prior to the start of the operation.

Daily Jobsite Safety Inspections – Mr. Merrill will perform daily jobsite safety inspections to assure site safety. Additionally, AAC makes every employee accountable for jobsite safety. Each employee is held responsible for the safety on the project and cannot walk past a known unsafe condition or act.

Weekly Project Jobsite Safety Inspections – Mr. Merrill will perform comprehensive weekly project safety inspections to maintain site safety standards, document deficiencies and immediate corrective measures, and conduct informal training and interviews with jobsite personnel.

Incident Investigation and Follow-Up – Mr. Merrill will thoroughly investigate all incidents, including near-misses, with Mr. Barchus to determine the cause of the incident, including contributing factors, and immediately implement and communicate throughout the team measures to prevent potential reoccurrence or stop work until preventive measures can be implemented. All incidences are reported to the Corporate Safety Committee.

Monthly Mass Safety Meetings – AAC gathers all project personnel, including owners and engineers, each month for a Mass Safety Meet. This meeting is held to give focus of one safety item that is either coming up in the future or has arisen on the project. This meeting also gives each employee a chance to communicate any concerns, close calls, or praises that might be happening at the jobsite.

Training of Site Personnel All project personnel, including designers, inspection and testing personnel, supervisors, and workers will receive site-specific safety orientation before being permitted on site. This will include identification of potential hazards, specific information about each work site, orientation to the site-specific health and safety plan, and important contact information.

Training will include proper use of Personal Protective Equipment (PPE), notification procedures for incident and accident response, specific training relevant to the equipment being used, jobsite safety inspections, and safety meeting schedules. Documentation of all workers training will be maintained at the project site.

Craft personnel for this project will be dispatched from local unions and will be assigned based on their ability to physically perform the work. In addition to being trained by our union partners, AAC carefully evaluates the skills of all new employees by a competent person in the operation of any particular piece of equipment, and will only allow operation of equipment on which the new employee has been properly trained and dispatched to operate. Operators are further trained and required to inspect equipment daily and report any findings for immediate correction.



Additional Hazard Avoidance Measures From the start of proposal preparation, the AAC Design-Build Team will begin planning for safety, including:

Engineering safety into the project – examples include engineered fall protection measures, safe access for inspection, and preparation of the Site-Specific Health and Safety Plan.

Evaluation of design alternatives that lead to safe construction means, methods, and sequences.

Hazard analysis – this includes assessment of utility conflicts (such as overhead lines), hazardous materials (such as lead-based paint or asbestos), underground contamination, or naturally-occurring hazards such as bird guano.

Advance safety orientation and project-specific safety training for employees before they begin work.

Mandatory project safety policy – all workers, visitors to the site, and City personnel will be required to wear properly approved hard hats, safety vests, and work boots at all times when outside of a vehicle within the project confines without exceptions. Additionally, appropriate PPE must be worn by the workers and visitors whenever necessary for the current operations in progress.

Subcontractor Safety Management AAC only works with subcontractors who share

our commitment to safety. We utilize a Subcontractor Safety Evaluation Form to evaluate the safety policies and practices of individual subcontractors, enabling us to work with them to enhance their approaches where necessary. Our concern is not only for the subcontractor's employees, but also how the safety of their operations may affect AAC employees as well as the Owner, environment, and nearby public.

All subcontractors are required to submit information about their company-specific safety plan, as well as who their designated safety representative for the project will be. If their plan is insufficient in any way, they will be required to adhere to the minimum standards set forth in AAC's Site-Specific Health and Safety Plan.

Attendance by subcontractors at regularly-scheduled safety meetings will be mandatory.

Subcontractor adherence to all local, state, and federal safety codes and regulations will be mandatory, including, but not limited to WISHA, permitting requirements, and other pertinent agency stipulations.

Industrial Hygiene Our Site-Specific Health and Safety Plan will include a variety of industrial hygiene elements, including, but not limited to:

Respiratory protection Lead paint abatement training Noise abatement and protection Hazardous materials training Material Safety Data Sheets (MSDS) Identification of hazardous materials storage

Security Provisions AAC will address security in our Site-Specific Health and Safety Plan and site management practices. Measures may include, but are not limited to:

Exterior lighting to illuminate storage and staging areas

Security fencing Construction crime prevention service Enhanced storage security systems Notification system with local authorities Owner ID on company-owned equipment

Drug Testing Program AAC maintains a drug and alcohol awareness program for all employees, which includes drug testing for pre-employment, random, post accident, and for cause. AAC works closely with local unions to ensure a fair, effective, and confidential program is in place.



2.3.E Team Experience on Meeting the Requirements of Projects that Include Federal Funding.

Meeting all requirements for state and federal funding is critical to the success of the Murray Morgan Bridge project. Our design team will meet all AASHTO, FHWA, and WSDOT standards and project development processes. This will include obtaining environmental permits and historical resource clearances within the required number of weeks prior to construction, and completing WSDOT compliant project documentation in a timely manner. AAC DB Team Project Managers have a broad range of experience successfully providing design and construction services on projects that include federal funding. Important areas addressed include:

More detailed discussion of the AAC Design-Build Team's approach to meeting federal aid funding requirements is provided in Section 3.3 of this SOQ, in accordance with the Request for Qualifications.

2.3.F Team Experience preparing O&M Manuals (electronic and traditional hard copy) and with training operations staff.

Operations and Maintenance (O&M) manuals, operator training, and Commissioning are vitally important to long-term durability of the Murray Morgan Bridge following its rehabilitation. O&M manuals are an essential reference for documenting operating and maintenance procedures that protect the safety of the traveling public and serviceability of the bridge. The manuals also document the design intent and as-built components of the rehabilitated bridge. Effective operator training is an important element of project turnover that provides a smooth transition from the Design-Builder’s temporary construction operation to permanent operation by the City of Tacoma. Commissioning is the formal process for testing and documenting that all components and overall bridge operation conforms with the design, design intent and industry standard quality and safety benchmarks. The AAC Design-Build Team recognizes the importance of O&M manuals, operator training, and commissioning and is prepared to deliver a comprehensive O&M Manual, Training and Commissioning program to ensure the successful turnover of the Murray Morgan Bridge at the end of construction. Advanced American Construction has prepared and delivered O&M Manuals for 4 of our movable bridge rehabilitation projects that included rehabilitation and retrofit of mechanical, electrical and control systems, including the Youngs Bay, Heron Street, Broadway and Evergreen Point Bridges. Parsons Brinckerhoff has extensive experience preparing movable bridge O&M manuals for WSDOT and will ensure the Murray Morgan Bridge O&M manuals conform to the exacting specifications of the WSDOT Bridge Preservation Office. PB has prepared comprehensive O&M manuals for WSDOT’s Snohomish Lift Bridge and SR529/2E Swing Bridge, and the First Avenue South Bascule Bridge in Seattle. The Snohomish Lift Bridge is a Waddell-style bridge similar to the Murray Morgan Bridge. PB has also prepared O&M manuals for other clients, including the Sunshine Skyway Bridge for Florida DOT, and has reviewed and approved O&M Manuals prepared by Contractors on behalf of bridge owners, including the Tomlinson Lift Bridge in Connecticut. AAC and PB will leverage this experience to collaborate with the City of Tacoma bridge operations staff in the development of the O&M Manual, Training and Commissioning program to ensure a smooth, efficient turnover process with the City.

Environmental Compliance Equal Employment Opportunity Requirements Bridge Design Compliance On-the-Job Training Traffic Design Compliance Disadvantaged Business Enterprise Requirements Quality Inspection and Acceptance Americans with Disabilities Act Compliance Quality Verification and Reporting Environmental Justice Compliance Quantity Verification and Reporting Material Certifications Certified Payroll (David-Bacon) Buy America Act

Firm Approximate # of

successful federal-aid projects in the last 10 years

AAC More than 100 OBEC 218 PB More than 1000 Olsson More than 60 Perteet 28* PBS 1400 S&W More than 100 Entrix 45 *Data only available for past 5 years

AAC’s O&M Manual, Training and Commissioning Program addresses: Orientation Description of Mechanical and

Electrical Systems System Schematics Operating Instructions Maintenance Instructions

▫ Maintenance Warnings and Precautions

▫ Schedule of Maintenance Catalog Cuts and Nameplate Data Lubrication Charts Troubleshooting As-Built Drawings Operator Training and Certification Commissioning Report



2.4 Demonstrated History of Successful DB Projects by the DB Team If the proposing DB team has partnered successfully on additional DB projects, provide basic information on the project and the most important factor of success.

Advanced American Construction, OBEC Consulting Engineers, and Parsons Brinkerhoff have a long history of successful partnership on bridge rehabilitation projects. This history includes interactive planning and problem solving for complex construction challenges and movable bridge repairs. Each firm contributes ideal design-build experience and proven records of timely, high quality work. This common experience combined with our team's project-first, client-driven focus will translate to successful delivery of the Murray Morgan Bridge Rehabilitation Project. BURNSIDE BRIDGE REHABILITATION PROJECT Collaborative work performed during the renovation of the Burnside Bascule Bridge is a prime example of successful partnering by AAC and OBEC to deliver a complex bridge rehabilitation project. The Burnside Bridge project included the replacement of the trunnion bearing for a 3.5 million pound counterweight; dismantling structural and mechanical components in a cramped space that was not built to allow removal. Accessing the work required AAC to transfer the counterweight load to the butt end of the bascule truss on the same centroid as the existing load and lowering the counterweight hangers and guides 6 feet. AAC and OBEC collaborated to develop a double-redundant synchronized jacking system to transfer loads safely. Failure of the jacking system would have resulted in loss of the bridge. Other challenges the team overcame included: Reduced-thickness CIP concrete deck placement Continuous Bascule operation throughout construction Geometry and deflection maintenance of the bascule spans

as dead loads continually changed during construction The most important factor for success on the Burnside Bridge project was AAC and OBEC's ability and readiness to come together with the client in intensive technical work sessions to collaboratively devise the best solutions for the job, placing the needs of the project first. We developed a common understanding of critical work needs and devised a path forward. AAC millwrights and OBEC engineers devised a comprehensive sequence of work and jacking methodologies to resolve challenging structural, mechanical and access issues. We also invented a series of test lifts and testing protocols to minimize the risk of failure. The trunnion bearing replacement work was performed around the clock with intense interaction by all team members during the process. The glue that held this process together was the team's commitment to collaborative problem solving and our shared goal of durable construction and risk minimization through quality engineering. The thin concrete deck was successfully constructed with virtually no cracking or quality issues through the development by OBEC and implementation by AAC of stringent mix design, mix control and concrete curing procedures. The bascule bridge remained continuously operable and able to accommodate river traffic through a creative scheme using a portable swimming pool at the nose of the bascule truss, adding water as deck was removed, and removing water as the new deck was placed. The system was maintained by AAC and monitored by OBEC, and successfully maintained constant span balance and eliminated twisting of the bascule trusses.

Burnside Bridge key individuals were critical to the success of the Burnside Bridge Rehabilitation: AAC: Dee Burch – Principal

Jeff Harper – Engineering and Estimating Manager Kainan Bodenlos – Project Manager Tom Seubert – Millwright Superintendent

OBEC: Gary Rayor – Lead Engineer Eric Bonn – Bridge Engineer

Design Experience Working as a Team OBEC and PB key individuals and senior designers enjoy a close relationship based on collaborative problem solving, design innovation and team integration. Our designers and design leaders have worked closely together to develop preliminary and final rehabilitation designs for numerous bridges, including:

Siuslaw River Bascule Bridge Interstate (I-5 over Columbia River)

Lift Bridge Coquille River Lift Bridge St. Johns Suspension Bridge Rocky Creek Bridge

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