PNW 12 2016

By Lori TobiasCEG CORRESPONDENT

In Tacoma, July 1, 1940 was a day ofcelebration as a crowd estimated to num-ber 7,000 gathered for the opening of theTacoma Narrows Bridge, a suspensionbridge with a main span measuring 2,800ft. (853 m) over the Puget Sound. It wasthe third largest in the world, coming inafter San Francisco’s Golden Gate Bridgeat 4,200 ft. (1,280 m), and New YorkCity’s George Washington Bridge at 3,500ft. (1,066.8 m). But four months later, Nov.7 became a day that would live on ininfamy, as the bridge, dubbed “GallopingGertie” collapsed during a windstorm.“The bridge became famous as ‘the

most dramatic failure in bridge engineer-ing history,’” according to the WashingtonDepartment of Transportation’s website.“Now, it’s also “one of the world’s largestman-made reefs.” The sunken remains of Galloping

Gertie were placed on the NationalRegister of Historic Places in 1992 to pro-tect her from salvagers.” The bridge may have been a dramatic

failure, but it also has since significantlyhelped shape the way we build suspensionbridges, making them safer for everyone.“The Tacoma Narrows Bridge col-

lapsed due to aeroelastic flutter,” said Tim

Moore, senior structuralengineer at WSDOT. “A suspension bridge has

many major components.The bridge deck and stiff-ening superstructure has toresist its own mass and anytransient loads. All of thatmass is supported by somekind of cable system. TheTacoma Narrows Bridgewas an example of trying tominimize the weight with across sectional shape. Priorto the Tacoma Narrows,there were only a couple of exampleswhere they didn’t use trusses. The originalsuspension bridges were all framed withdeep open stiffening trusses. For theTacoma Narrows Bridge, they elected toframe with plate girders — girders on theedge of the roadway. That configuration istorsionally less stiff than a stiffening trusswould have been.”The second instability in the bridge was

vortex shedding — the vertical rising ofthe bridge deck — which occurred on theTacoma Narrows Bridge even in mildwinds, earning its nickname of GallopingGertie. It is normal for a suspension bridgeto move in the wind, but the NarrowsBridge was “different.”

Galloping Gertie’s Failure Leads to Safer Bridges Today

PACIFIC NORTHWEST EDITION A Supplement to:

Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – [email protected]

see BRIDGE page 10

At left, the newest Tacoma NarrowsBridge opened to traffic in the earlymorning hours of July 16, 2007.

(Shown below) Looking east towardsTacoma and Mt. Rainier during con-struction of the 1940 Tacoma NarrowsBridge. This photo shows cable spin-ning and the catwalks, which were usedfor construction access.

®

“The Nation’s Best Read Construction Newspaper… Founded in 1957.”

June 122016

Vol. I • No. 5

‘One Oregon’ Addresses Transportation Issues Across StateThe Governor’s Transportation

Vision Panel delivered its finalreport, One Oregon, A Vision forOregon’s Transportation System,to Gov. Kate Brown. The releaseof this report culminates a yearlongpublic effort to develop a series ofrecommendations addressingtransportation issues across all

modes and all regions of the state. While regions of the state have

their own distinct characteristicsand priorities, the panel foundcommon threads shared across allof Oregon. Three key prioritiesaffecting Oregon’s transportationsystem were heard by the panelconsistently across the state:

• Seismic preparedness — Theimpact of a Cascadia SubductionZone event, and the vulnerabilitiesof the transportation system, is amajor concern for communitiesacross Oregon. • Congestion — Portland metro

area congestion is having a majorimpact on the economic vitality of

all regions of Oregon. • Transit — Improved transit is a

top priority for communities acrossthe state, both to get people aroundlocally and to connect communi-ties across the region. “While the landscapes differ in

our vast state, this report finds wehave much in common in relation

to our transportation system,” saidTransportation Vision Panel co-chair Gregg Kantor. “We share inour desire to make this great statebetter, and we understand theimportance of being one Oregon.” The 35 members of the panel

include legislators, business own-

WSDOT photo

WSDOT photo

see PANEL page 8

• June 12, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

New Weyerhaeuser Headquarters Set to Open in AugustBy Andrea WattsCEG CORRESPONDENT

Weyerhaeuser will becomedowntown Seattle’s newest tenantwhen the company moves into itsbrand-new corporate headquartersin the coming months. This eight-story building is billed by UrbanVisions, the Seattle-based realestate development firm responsi-ble for the project, as “a keystoneproject for Pioneer Square.”Pioneer Square is a historic neigh-borhood currently undergoing arevitalization due to an influx ofpeople and businesses moving toSeattle. For Greg Smith, presidentof Urban Visions, this building is aculmination of nearly 15 years ofpatience and envisioning thepotential of the surface parking lotat 200 Occidental. “It was my dad’s vision, for

nearly 15 years, to have a high-per-formance building in the heart ofdowntown Pioneer Square thatwas a blend of old and new,” saidBroderick Smith, vice president ofUrban Visions. When his fatherproposed his vision in 2001, therewas enthusiasm for the project, yetno momentum. It wasn’t until2007 when the project receivednew attention, and this time alsothe momentum to construct it. “The building was originally

going to be combined with a main-tenance facility for the Seattlestreetcar, as well as some housingand office in it,” said Bill LaPatra,project director at Mithun’s Seattleoffice. Mithun is an architecturefirm that specializes in sustainabledesign, and they were awarded thecommission to design the building. Yet combining all these multi-

ples uses into one building provedtoo unwieldy, and when KingCounty Metro, which oversees thestreetcar, reassessed its route, theproject went quiet again — andstayed quiet for more than fiveyears because of the recession. In 2013, with the office market

rebounding in Seattle, especially inLake Union because of Amazon’sgrowth, “Urban Visions had avision that Pioneer Square is thenext place to have both a repurpos-ing of buildings and infill of exist-ing empty sites with new projectsto bring more activity to PioneerSquare,” LaPatra said. And thatvision involved building 200

Occidental. Once again Mithun competed

for the project and was awardedthe commission. LaPatra said thatin this iteration, the building wasmuch simpler because it was dedi-cated to only office. The finaldesign, he said, also had “a deepgreen agenda; with an agenda toreally be a capstone project onPioneer Square, and a catalyticproject for Occidental Park, fillingin that site that had been empty for60 years.” Approval of the final building

design went through the PioneerSquare Preservation Board.Although other developers mightsee this extra layer of approval as aproject delay, Smith said that “itultimately helped us design a betterbuilding,” and with Urban Visionshaving worked with the Board onearlier projects, “it gives us a com-

petitive advantage as a firm, as wefocus on downtown and know theprocess well.”“We had a lot of discussion

[with the Board] about expressionof brick and its level of detail; howthe coloration of the glass and thereflectivity of the glass comple-ment the park; and from the metaldetailing to lighting the exterior.There was some ideas about col-ored lights or no colored lights,”LaPatra said. “This is a modern building,” he

added. “We’re not trying to com-

pete with the historic buildings.We’re not trying to emulate his-toric buildings. What we’re tryingto do is create a building that iscompatible and respectful of thosebuildings, but exudes a modernquality and honors the unique adja-cency to Occidental Park.”Lana Lisitsa, Mithun’s project

manager, estimates that they had atleast eight to nine meetings withthe board, and she said that one ofthe tools that Mithun’s team usedto help the Board visualize thefuture building was Lumion 3D,

architectural visualization soft-ware. “The program allowed us tofly through dynamically, right inthe meeting, around the building,”Lisitsa said. “The board was reallyappreciative of that because ithelped them to see the future prod-uct.”Of the final design, which

includes street-level retail wrappedaround all-street facades thatextend into the alley corners andseven floors totaling 158,000 sq. ft.(14,678.68 sq m) of office space,Smith said, “we wanted something

that’s timeless, we wanted some-thing that was respectful of theneighborhood, and you can see thatin the design of the building.There’s brick on three sides withbig, nice open windows. On thefourth side there is a curtain wall;at first one wouldn’t think [itwould fit in] within the context ofthe neighborhood, but once yousee it in place, it’s really the fourthdimension of the park.” Seattle-based JTM Construction

is the contractor. Although Urban

Andrea Watts photoPioneer Square is a historic neighborhood currently undergoinga revitalization due to an influx of people and businesses movingto Seattle.

Andrea Watts photoApproximately 32,000 tons (29,029 t) of concrete is being used inthe building and foundation, along with a little more than 3,000tons (2,721 t) of reinforcing steel. Approximately 275 tons (249 t)of structural steel is being used for the entire building.

Andrea Watts photoThe final design includes street-level retail wrapped around all-street facades that extend into the alley corners and seven floorstotaling 158,000 sq. ft. (14,678.68 sq m) of office space.

see HEADQUARTERS page 8

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • June 12, 2016 •

PacWest Machinery — Excavate the Possibilities.

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Loggers Recommend Doosan Equipment to Quarry OwnerOregon quarry owner John

Malnerich benefits from knowingand working with loggers in hisstate. He regularly sells them rockfor constructing roads to their log-ging sites and some have becomefriends he turns to for advice.A few years ago, when

Malnerich asked some of thesefriends about their Doosan logloaders, he recalls that all of theresponses were similar: Theyspoke very highly of the machines— well-built, reliable equipmentsupported by excellent dealer serv-ice.“I thought that if a company has

one line of products that is good,there’s a chance its other machineswill be good as well,” he said. “Iwas in the market for a new wheelloader and, based on those recom-mendations, the Doosan brand wasworth a look.”After a visit to Feenaughty

Machinery in Portland, Malnerichreturned to his company, WestsideRock in Hillsboro, Ore., with aDL450-3, a wheel loader hebelieves is perfect for the quarrybusiness.“Both the DL450-3 and the

loader it replaced were capable ofloading a dump truck in two trips,although the other loader wassomewhat larger,” he said. “Thebig difference is fuel consumption.The DL450-3 uses 35 gallons dur-ing a nine-hour shift and the other[brand of] machine consumed 85gallons. Both machines did thesame amount of work. That’s astaggering savings of 50 gallons offuel per day.”Malnerich’s son, J.J., who oper-

ates the wheel loader, reports thatthe machine has excellent visibili-ty, is exceptionally quick and pro-ductive, and very comfortable towork in during his nine-hour daysat the controls. In the peak season, he loads as

much as 7,000 tons a day. At times, the firm’s newest

Doosan wheel loader, a DL300-5,comes over to help keep up withdemand at the quarry. The machinenormally works at WestsideReadymix, Malnerich’s concretecompany in Forest Grove, Ore., 3

mi. from the quarry where thedurable, dark-colored rock(Columbia River basalt) is mined.It is popular among contractors andresidential clients alike. “This quality rock product has

been a tremendous help to the busi-ness,” Malnerich said. “Everyonewants to buy good rock.”

Respecting ResidentialCustomers

While Westside Rock has a sub-stantial commercial business,Malnerich takes great pride inservicing his company’s residentialcustomers.“Those people were an impor-

tant market when I started the com-

pany and, as a result, I like to keeptaking care of the local folks,” hesaid. “Many other quarries selltheir rock to a landscape service ora landscape supply company, but Iwant to work directly with individ-ual homeowners.”Several hundred residential cus-

tomers typically purchase aboutfive loads of rock a year, makingthat portion of Malnerich’s busi-ness more than worthwhile.“That’s something our employ-

ees recognize, too,” he said. “Theyknow most of our private cus-tomers and will go the extra mile tohelp them. For example, it takes usabout three-and-a-half minutesfrom the time someone comes infor a load of rock until they are ontheir way. I’ve heard that it cantake up to 30 minutes at some otherquarries. My guys are focused ongetting the customer in and outquickly.”The DL450-3 wheel loader

helps make that happen.V i s i t

www.DoosanEquipment.com andclick on the Wheel Loader link onthe Products tab to learn moreabout Doosan wheel loaders.

(This story was reprinted withpermission from DoMoreMagazine, spring edition.)

(This story also can be found on

Construction Equipment Guide’s

Web site at www.constructionequip-

mentguide.com.)

After a visit to Feenaughty Machinery in Portland, Malnerich returned to his company, WestsideRock in Hillsboro, Ore., with a DL450-3, a wheel loader he believes is perfect for the quarry busi-ness.

John (L) and J.J. Malnerich.

At times, the firm’s newest Doosan wheel loader, a DL300-5, comes over to help keep up withdemand at the quarry. The machine normally works at Westside Readymix, Malnerich’s concretecompany in Forest Grove, Ore.


Hyundai HL960WheelLoader

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Offering FlexibleEquipment Financing


SDLG Appoints PacWest as West Coast Distribution CenterPacWest Machinery is the latest company

to join SDLG’s expanding roster of dealers.The Seattle, Washington-based seller of con-struction equipment will begin offering thebrand’s wheel loaders immediately. PacWestalso will become a new distribution center tofacilitate the brand’s growth on the West Coast.Jolene Logue, president of PacWest, said

her company decided to offer SDLG prod-ucts to give customers an attractive valueoption, especially those that might use themachine seasonally or for applications thatdon’t require many cycle hours.“Many of our customers are looking for

solutions for their low-hour applications,”she said. “By adding SDLG to our portfolio,we can provide them with a value alternativewheel loader that doesn’t require as big acapital investment as a premium machine.Also, we can provide an option for those thatmight typically buy a used loader, but givethem a new model that is backed by a war-ranty.”Logue also expects customers to embrace

SDLG’s versatility, as they have proventhemselves already in snow removal, roadrehabilitation, landscaping and numerousother applications. She also expects munici-pal/governmental interest, with SDLGwheel loaders being offered through theHGAC and NJPA cooperative purchasingprograms.PacWest Machinery will sell SDLG

wheel loaders from all four of its locations:

Portland, Ore.; Eugene, Ore.; Spokane,Wash.; and Seattle, Wash., where the com-pany is headquartered. PacWest is a divisionof Joshua Green Corporation, a privatelyheld company with interests in manufactur-ing, real estate, distribution and the foodindustry.

New West Coast Distribution Center

In addition to selling SDLG wheel load-ers, PacWest also will become the compa-ny’s new West Coast distribution center. Thisnew center will help SDLG keep logisticalcosts down and inventory more current forcustomers and dealers in the region. It will

be the company’s second distribution center,with the first located near Atlanta, Ga.“The growth of SDLG on the West Coast

has been significant enough that we haveopened up a new distribution center to meetthe demand,” explained Al Quinn, directorof SDLG North America. “This will enableus to better serve both our customers anddealers in the region through a logistical sys-tem that can deliver wheel loaders — bothstock and customized — much more quick-ly than before.”The distribution center at PacWest will

stage SDLG wheel loaders coming fromChina, at its Seattle location, inspecting themachines and preparing them for delivery in

the United States. It also will perform modi-fications to machines for dealers or cus-tomers before they are delivered, such as fit-ting the machines with unique attachmentsor tires.

The Full RangeThe SDLG line includes the SDLG

LG938L, a 2.5 cu. yd. (1.9 cu m) capacitywheel loader; the LG948L, a 3.0 cu. yd. (2.3cu m) capacity wheel loader; the LG958L, a4.0 cu. yd. (3 cu m) capacity wheel loader;and the LG959, which has the same basicspecs as the LG958L, but with wet discbrakes rather than dry disc. All four loadersare backed by a 12-month, 1,500-hour man-ufacturer’s warranty, and customers canexpect parts to ship in as little as 24 hours,according to the company.“SDLG’s partnership with PacWest

Machinery keeps with the brand’s strategy topartner with expert dealerships that knowtheir customer bases well and can providesuperior service,” Quinn said. “PacWest hasa keen grasp on the typical SDLG customerand will be great at offering them an idealwheel loader solution. And with the compa-ny becoming our new West Coast distribu-tion center, we are looking at several pro-ductive years together.”For more information, visit www.sdl-

gna.com.(This story also can be found on

Construction Equipment Guide’s website atwww.constructionequipmentguide.com.)

PacWest Machinery is the latest company to join SDLG’s expanding roster of deal-ers and will become a new distribution center to facilitate the brand’s growth onthe West Coast.

Feds Miss Cleanup Deadline at E. Idaho Nuclear FacilityBy Keith RidlerASSOCIATED PRESS

BOISE, Idaho (AP) Federalofficials announced Friday theywon’t meet a September deadlineto start converting 900,000 gal.(3.4 million L) of high-levelradioactive liquid waste to a solidform at the Idaho NationalLaboratory in eastern Idaho.Jack Zimmerman, Idaho

Cleanup Project deputy managerof the U.S. Department of Energy,said continuing problems at a $600million facility built to handle theliquid waste are to blame.He said the Integrated Waste

Treatment Unit has successfullyshown it can convert the liquidwaste into solid form, “but we havenot been able to achieve the stableoperation we were looking for.”The department initially had a

2012 deadline based on a 1999agreement with Idaho, but that

deadline has been extended multi-ple times. Zimmerman said the lat-est missed deadline means thedepartment faces potential finesfrom the state that could reach$6,000 a day.Perhaps more significantly, it’s

also a blow to the federal agency’sdesire to bring in research ship-ments of spent commercial nuclearfuel to the lab, one of 17Department of Energy labs in thenation and the primary lab fornuclear research.One shipment has already been

canceled because of missed dead-lines, an economic blow that offi-cials say means the loss of millionsof dollars a year to the area.Idaho Attorney General

Lawrence Wasden has refused tosign a waiver to the 1995 agree-ment allowing the shipments untilreceiving some kind of assurancethat the 900,000 gal. of liquidwaste currently stored under-

ground at the 890-sq.-mi. (2,305 sqkm) nuclear facility will be con-verted to solid form.Negotiations between Wasden

and Department of Energy officialsbroke down last year.A spokeswoman said the attor-

ney general’s office had no com-ment on the missed deadline.Natalie Clough, hazardous

waste compliance manager withthe Idaho Department ofEnvironmental Quality, said stateofficials expected the federalagency to submit a new timeline inAugust.“We do know that DOE and

their contractors have been work-ing diligently to address multipleissues that have occurred,” Cloughsaid. “However, we still expectcompliance with the agreementthat is in place.”The 1995 agreement hammered

out by former Gov. Phil Batt fol-lowed a federal lawsuit between

Idaho and the Department ofEnergy settled in Idaho’s favor.That started when then-Gov. CecilAndrus became concerned the east-ern Idaho federal facility was becom-ing a nuclear waste repository.Andrus, who remains involved

in the state’s nuclear debate, saidhe wasn’t surprised by Friday’sannouncement and remains con-cerned about nuclear waste storedabove the Lake Erie-sized EasternSnake Plain Aquifer, which pro-vides water for the region.“The [Department of Energy]

has a history of never meetingdeadlines,” he said. “Each day thatpasses with that high-level liquidwaste below ground in 50-year-oldtanks is a potential threat to thequality of the aquifer and thereforeto the economy of the state ofIdaho.”Zimmerman said two main

problems exist in converting theliquid waste. The first is that a

bark-like substance halfwaybetween a liquid and solid has beenforming during the conversionprocess and is causing problems.The second is that a key compo-

nent in the main processing vesselneeds to be repaired or replaced.Zimmerman said either optioncould take up to three months.He said the federal agency

remains focused on getting theplant working and wasn’t lookingat alternatives. He also said he hada high level of confidence the plantwould eventually be successful,but didn't offer a timeline.“We recognize the impact miss-

ing that milepost has to other oper-ations,” he said, but added, “Wewill not begin the radioactiveprocess until we know we can dothat safely.”

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


4800 NE Columbia Blvd | Portland, OR 97218(503) 282-2566 | www.feenaughty.com


ers and civic leaders from across Oregon.The panel held a series of public meetingsthroughout 2015 to assess the challengesfacing our transportation system, and devel-op a set of preliminary findings. BetweenJanuary and March of 2016, the Vision Panelheld 11 regional forums across the state.These forums provided an opportunity forcommunity members to share what is impor-tant for their region’s transportation systemand how transportation impacts localeconomies. The report outlines challenges and oppor-

tunities that the state’s transportation systemfaces today, delivers a series of long-termgoals, identifies key action priorities, anddetails considerations for financing the trans-portation system. “It is the panel’s vision that in 30 years

Oregon will have a transportation system ingood repair, resilient to natural disasters, andfinancially stable,” said Kantor. “Oregon willhave a safe, reliable, and efficient multimodalnetwork that supports Oregon’s businessesand enhances Oregonians’ quality of life. But

to get there, we must take immediate action.“Oregon’s leaders are obviously dedicated

to solving the challenges facing Oregontoday,” said Kantor. “And we’re confidentthat, under the Governor’s leadership, ourpolicymakers will seriously consider thisreport’s key findings and suggested priori-ties. We believe the report offers a path toimprove our shared transportation system,but all of us must be willing to act.” For more information, visit https://vision-

panel.wordpress.com/.(This story also can be found on

Construction Equipment Guide’s website atwww.constructionequipmentguide.com.)

PANEL from page 1

“Oregon’s leaders are obviously dedicated to

solving the challenges facingOregon today.”

Gregg KantorTransportation Vision Panel

Governor’s TransportationPanel Releases Final Report

Expanding Dealer Network...

Bobcat Company Introduces New Southern Oregon DealerBobcat Company has expanded its dealer

network with the addition of Bobcat ofMedford as an authorized new and usedsales, service and parts provider of Bobcatequipment. The dealership is located at 6731 Crater

Lake Highway, Central Point, Ore., 97502.In addition to the sales and service of

Bobcat equipment, Bobcat of Medford willoffer a wide variety of Bobcat productsthrough its rental department, includingcompact equipment, attachments and more.Bobcat of Medford will serve a number ofindustries, including construction, infrastruc-ture, agriculture and municipal.Bobcat of Medford was established in

2016 by the owners of Wilson EquipmentSales and Rental. Steve and April Wilsonfirst opened Wilson Equipment Sales andRental in 1983 at which time the companyspecialized in refurbishing and selling usedoff-highway equipment. Since then, thecompany has grown to include a rental

department and new equipment sales. Bobcat of Medford staff is composed of

seasoned technicians and salespeople whohave been part of Wilson Equipment Salesand Rental for up to 30 years.Bobcat of Medford will distribute Bobcat

equipment throughout southern Oregon andnorthern California. Bobcat Company introduced its original

self-propelled loader with the unique skidsteer drive system to the industry in 1958.Today the Bobcat brand includes an exten-sive line of compact construction equipmentand attachments. Bobcat of Medford is part of a network of

some 900 Bobcat dealerships worldwide. For more information, call 866/205-7113

or visit www.wilsonequipment.net andBobcat.com.

(This story also can be found on

Construction Equipment Guide’s website at

www.constructionequipmentguide.com.)

Pioneer Square Ready to Welcome Newest NeighborVisions hadn’t worked with thefirm before, Smith contracted withthe company based upon feedbackthat he heard from the local com-munity and another developer whocontracted JTM on a neighboringPioneer Square project. “They’ve been doing a good

job, and they’re on track,” Lisitsasaid. “They have come up withsome great ideas for working withthe aggressive schedule that theclient has. They’ve been prefabri-cating certain components, such asexterior panels behind brickcladding, and are using unitizedcurtain walls to make erectionfaster.” The building structure isnearing completion and then it’s onto the building’s skin and interiors.Nearly 75 workers, spread across18 different crews, are on site dur-ing any given day. Lisitsa reportedthat approximately 32,000 tons(29,029 t) of concrete is being usedin the building and foundation,along with a little more than 3,000tons (2,721 t) of reinforcing steel.Approximately 275 tons (249 t) of

structural steel is being used for theentire building. With there being little laydown

area, prefabricating certain por-tions of the project reduces thestorage on site. “I think JTM should be applaud-

ed for not only doing a compressedschedule but also doing it at atighter site,” LaPatra said. Theyalso had to do crane work withoutthe benefit of the swing armbecause of the nearby trees andbuildings. Inside the building, LaPatra said

they are using Weyerhaeuser prod-ucts extensively in the building, inthe flooring, ceiling and cladding.And with Urban Visions’ havingsustainability as a priority, thebuilding incorporates elements thatmake it eligible for LEEDPlatinum Certification, such as anefficient HVAC system; a greenroof strategy to capture water fromthe roof; and use of local buildingmaterials. Creating a healthy worksetting was also a priority, andLisitsa added that there are threesets of communicating stairs;

reduced amount of interior finishmaterials; and when finish is beingused, it is either no or low VOC.One design feature that Smith is

particularly proud of, and whichsets Urban Visions apart fromother developers in his opinion, is

their decision to build an eight-story building instead of a nine-story building — forsaking 26,000sq. ft. (2,415.47 sq m) for the bene-fit of having higher ceiling heights13 ft. 6 in. (4.1 m) floor to floorresulting in approximately 12 ft. 10

in. (3.9 m) ceilings which allowsmore natural light into the building.Our decision creates a jewel box ina commodity market, he said.The grand opening of the build-

ing is scheduled for late summer,and the team is looking forward tothe building fulfilling its promise. “I think this is an amazing

opportunity,” Lisitsa said. “I reallylove Pioneer Square, as most of usdo in Seattle, and there is such atremendous reinvention of thatplace and Occidental Park.” “The neighborhood itself is

going through a wonderful trans-formation, thanks in part to a lot ofthings: more residents moving in,more focus from the city forinvestment in the area, investmentin Occidental Park,” Smith said.“Our building is just part of thestory. Our prediction is it will beone of the most famous destina-tions in the city.”

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

Andrea Watts photoCrane work had to be done without the benefit of the swing armbecause of the nearby trees and buildings.

HEADQUARTERS from page 2


Kent, WA(800) 669-2425

Rochester, WA(800) 304-4421

Spokane, WA(800) 541-0754

Boise, ID(800) 221-5211

Pocatello, ID(800) 829-4450

Billings, MT(800) 735-2589

Kalispell, MT(800) 434-4190

Missoula, MT(800) 332-1617

Eugene, OR(800) 826-9811

Portland, OR(800) 950-7779

Magadan, Russia011-7-41326-99298

Yuzhno-Sakhalinsk, Russia011-7-42424-69051


Engineers Learn Important Lessons in Bridge Design“The roadway sometimes

‘bounced’ or ‘rippled’ in a wind of3 or 4 miles per hour,” according tothe WSDOT website. “Often, sev-eral waves of 2 to 3 feet [and on afew occasions up to 5 feet] wouldmove from one end of the centerspan to the other. There seemed tobe no correlation between the windspeed and the size of the waves.Sometimes the span would“bounce” for a few moments thenstop. Other times, the waves lastedfor six or even eight hours.

“Thrill-seekers drove to theNarrows from miles around whenthe ripples started. Some motoristsbecame ‘seasick’ and avoidedusing the bridge. But, for adventur-ous spirits the bridge became anamusement ride. Drivers crossingthe span at times saw a car in frontof them suddenly disappear intothe trough of a wave. Momentslater it reappeared as the roadway

rose. According to one report, acouple of times drivers experi-enced waves 10 feet high.”

Neither torsional flutter or vor-tex shedding were studied in thedays when the bridge was built.

“These phenomena weren’tprevalent on other previous sus-pension bridges,” said Moore.“Those big suspension trussesquelled that motion. Subsequent tothe collapse there is now a bridgeaerodynamic evaluation done oncable-supported bridges. It’s acommon exercise done for anycable-supported bridge around theworld. They evaluate those twoaerodynamic instabilities. “We putthe bridge cross section in a windtunnel and evaluate its inability totwist or rotate and ultimately fail. Ifit doesn’t exhibit this pattern ofdeformation, which is consistentwith the term flutter, we have asafe design. It can’t show any sign

WSDOT photoA view of what was left of 1940 Tacoma

Narrows Bridge after the Nov. 7, 1940 wind-storm. While Galloping Gertie would gallop no more, this event changed

forever how engineers design suspension bridges. Gertie's

failure led to the safer suspension spans we use today. This photo shows the damaged

side girder.

BRIDGE from page 1

WSDOT photoConstruction is under way on the 1940 Tacoma Narrows Bridge.Taken May 10, 1940, this photo shows roadway from the east sideof the span.

Watch video of the November 1940Tacoma Narrows Bridge collapse onwww.constructionequipmentguide.com

“Thrill-seekers drove to the Narrows from miles around when the ripplesstarted. Some motorists became ‘seasick’ and avoided using the bridge.But, for adventurous spirits the bridge became an amusement ride.”

Concrete work on the bridge — the bridge deck concrete was poured by large wheelbarrows.

WSDOT photo

see BRIDGE page 12

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WSDOT photoTacoma Narrows Bridge lookingwest from the east approach inTacoma. This photo was taken

August 29, 1940.

of flutter. That whole process of evaluationdidn’t exist in 1940. The contribution of thecollapse in 1940 was the creation of this fieldof engineering. It’s truly unique to suspen-sion and cable-stay bridges.” “Galloping Gertie” wasn’t the only bridge

to exhibit the instability and two bridges, theBronx Whitestone in New York City and theDeer Isle in Maine, had to be retrofitted.A much safer Tacoma Narrows Bridge

opened in 1950 after more than two years ofconstruction. At 5,979 ft. (1,822 m), 40-ft.(12.2 m) longer than the original, it was thefifth longest suspension bridge in the UnitedStates at the time of opening.

In 2007, a second Narrows bridge wasbuilt paralleling the bridge built in 1950.Today, the Narrows bridge built in 1950 car-ries traffic westbound, while the new bridgehandles eastbound traffic.“The newest Tacoma Narrows Bridge

opened to traffic in the early morning hoursof July 16, 2007. The day before, on July 15,2007, 60,000 visitors joined WSDOT, elect-ed officials and others to celebrate its com-pletion. Nowhere else had a parallel suspen-sion bridge been built so close to an existing

suspension bridge, and it was all accom-plished in the challenging tidal, windyNarrows environment. No workers lost theirlives during construction of this amazingengineering feat.”

(This story also can be found onConstruction Equipment Guide’s website atwww.constructionequipmentguide.com.)CEG

Nowhere else had a parallel suspension bridge

been built so close to anexisting suspension

bridge, and it was all accomplished in the

challenging tidal, windyNarrows environment.

BRIDGE from page 10

New Tacoma Narrows BridgeRuns Parallel to 1950s Version


SEATTLE (AP) The sponsor of a proposed Washingtonstate coal port for shipments of the fuel to Asia is suspendingwork on an environmental review because of NativeAmerican tribe’s concerns that the project could hurt its fish-ing rights.SSA Marine, which retains a 51 percent ownership of the

project, said it was halting the environmental review while itwaits for the U.S. Army Corps of Engineers to make a deci-sion on the treaty rights of the Lummi Tribe.The port in the Puget Sound, just south of the U.S.-Canada

border, would accommodate almost 60 million tons (54.4million t) a year of coal and other commodities.

Coal companies hope exports to Asia will shore up theirindustry, which has been battered by competition from cheapnatural gas and more stringent restrictions on pollutioncaused by burning the fuel.Construction costs for Gateway Pacific have been esti-

mated at $700 million.The Lummi Nation has pressed the U.S. Army Corps of

Engineers to deny the project’s permit because it would disruptthe tribe’s fishing practices. The proposal also has met strongopposition from environmental groups worried about thegreenhouse gases and other pollutants produced by burning coal.Cloud Peak Energy bought a 49 percent stake in the

Gateway Pacific Terminal six months ago. The Wyomingcompany paid $2 million up front to SSA Marine and agreedto cover up to $30 million in permitting expenses, hoping tocapitalize on the port to serve growing coal markets in Asia.The deal also included an option for the Crow American

Indian tribe to take five percent stake in the port. Cloud Peakplans to build a major mine on the Crow’s southeasternMontana reservation and planned to move up to 18 milliontons (16.3 million t) of fuel through Gateway Pacific.But the international coal market is experiencing a sudden

and drastic decline. Cloud Peak took a $58 million loss on itsinvestments in coal export projects including GatewayPacific.Cloud Peak spokesman Rick Curtsinger said the port

remains a “viable project” and the company will continueseeking access to Asian markets to meet long-term demand.“The partners understood from the beginning that this

would be a lengthy and thorough review process,”Curtsinger said.

(This story also can be found on ConstructionEquipment Guide’s Web site at www.constructionequip-mentguide.com.)

Coal Port BackerHalts Review UntilDecisions on Treaty

“The partners understood from thebeginning that this would be a lengthyand thorough review process.”

Rick CurtsingerCloud Peak Energy

Associated General Contractors ofWashington recognized the chapter’stop individual and company perform-ances in construction and safety excel-lence, technology and communityservice at its annual Build WashingtonAwards, held at Seattle’s CenturyLinkField on May 26.“It’s always a pleasure each year to

see and recognize the outstandingwork of our member companies inconstruction, safety, technology andcommunity service,” said AGC presi-dent Nancy Munro, of MidMountainContractors.W.G. Clark Construction earned the

construction grand award for its workon the Ivar’s Pier 54 restaurant, shelland core renovation project onSeattle’s waterfront; TurnerConstruction Co. earned the safetygrand award. The company also wonthe AGC/Moss Adams CommunityService Award; GLY earned theExcellence in Technology award.Kelly Alger, of PCL Construction

Services, was superintendent of theyear; Susan McCants, of TurnerConstruction, was project manager ofthe year; and Jeremy Taylor, of Turner

Construction, was the safety profes-sional of the year.Construction excellence award

judges were Brad Cornwell of RMCArchitects; Bill Frare, of theWashington State Department ofEnterprise Services; Dave Martin, ofCentral Washington University;Joseph Gildner, of Sound Transit; andBen Minnick, of the Seattle DailyJournal of Commerce.Judges for the safety excellence

awards were Anne Soiza, of theWashington State Department of

Labor and Industries; Ken-Yu Lin, ofthe University of Washington Collegeof Built Environments; Ed DeLach, ofthe Occupational Safety and HealthAdministration; and Doug Buman, ofthe Laborers’ Health & Safety Fund ofNorth America.For more information, visit

http://www.djc.com/special/agcawards2016/.

(This story also can be found onConstruction Equipment Guide’s web-site at www.constructionequipment-guide.com.)

“It’s always a pleasure each year to see andrecognize the outstanding work of our membercompanies in construction, safety, technologyand community service.”

Nancy MunroAssociated General Contractors

AGC Recognizes W.G. Clark, Turner

PacWest Machinery announced that Tim Hurst has joined the com-pany as general manager of the state of Oregon. “We are very pleased that Tim has become an important member of

the PacWest leadership team,” said Jolene Logue, president of PacWestMachinery. “His many years of sales and general management experi-ence will greatly benefit our employees, customers and suppliers.” Hurst has enjoyed a successful career in the construction and related

equipment businesses, including leadership positions at Ingersoll Randand Volvo Construction Equipment, among others. His many leader-ship assignments have included vice president, branch manager,regional sales manager and customer support manager.“This is a great time to join PacWest Machinery,” Hurst said. “The

company represents high quality manufacturers and operates within agrowing region of the country. In addition, the entire PacWest organi-zation is intently focused on delivering excellent service to a growingbase of customers.” PacWest Machinery is the newest Volvo Construction Equipment

dealer in North America with responsibility for the sales, rental andaftermarket support for the full line of Volvo’s general productionequipment, road machinery and compact equipment. PacWestMachinery provides equipment and services to customers from fourfacilities located in Seattle and Spokane, Wash., and in Portland andEugene, Ore., plus additional support from an extensive mobile servicefleet. For more information, visit www.PacWestMachinery.com.(This story also can be found on Construction Equipment Guide’s web-

site at www.constructionequipmentguide.com.)

Tim Hurst Joins PacWest Machineryas General Manager, State of Oregon

Tim Hurst has joined PacWest Machinerybased in its Portland, Ore., Branch.


MARY’S RIVER LUMBER

PNW 12 2016

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Transcript of PNW 12 2016