There's a familiar saying at the Washington State Department of Transportation: “What gets measured, gets managed." WSDOT’s 2004 Construction Highlights Report is a self-evaluation of 25 construction projects that were underway and/or completed during the 2004 construction season. The report allows each project office to make a critical assessment of their performance and project delivery, bringing to light both lessons learned and successes to share.
Projects were selected in April 2004, prior to the start of construction for most. These represent a variety of types of projects such as bridge repair, highway resurfacing, interchange construction, etc., which are constructed in a range of environments – from the farmlands of Eastern Washington, to the foothills of the Cascade Mountains, to Washington’s major urban areas, to the rain forests of the Olympic Peninsula.
Our evaluation standards focus on design, contract administration, schedule and budget, and rates each of these elements. The ratings take into account how well the contract was designed – was it constructed as planned, or did it require major changes that impacted cost and schedule? Did WSDOT and the contractor work as a team, or did communication difficulties get in the way of delivering the project? Did the project stay on schedule and was inconvenience to the public kept to a minimum? How did the project’s final construction cost compare to the engineer’s estimate and contractor’s original bid amount?
These are just a sampling of the many projects that were built during the 2004 construction season to improve Washington’s state highways and Interstate freeways. From January through September 2004, WSDOT and its contractors launched 114 highway construction projects. These represent $238,973,190 in winning contractor’s bids and compare with $240,095,713 in WSDOT Engineer’s Estimates.
Project
Design
Schedule
Cost
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Send us your feedback on this project. King County We removed and replaced the existing NE 8th Street bridge over I-405 in downtown Bellevue with a higher, longer and wider bridge. The new NE 8th Street bridge improves east-west vehicle and pedestrian traffic across I-405 by adding an additional travel lane and wider sidewalks. The new bridge also made room for a new direct access ramp at NE 6th Street. This Sound Transit-sponsored ramp allows buses, carpools and vanpools to directly exit and enter I-405 from the carpool lanes instead of weaving across freeway traffic. The new NE 8th Street bridge was also built to allow future I-405 widening. This project was part of a $139 million package of projects improving access to and from Bellevue via I-405 sponsored by WSDOT, Sound Transit and the City of Bellevue. The new bridge is built to the latest earthquake and environmental standards, replacing a bridge built to standards dating back more than 30 years.
Send us your feedback on this project.
King County
We removed and replaced the existing NE 8th Street bridge over I-405 in downtown Bellevue with a higher, longer and wider bridge. The new NE 8th Street bridge improves east-west vehicle and pedestrian traffic across I-405 by adding an additional travel lane and wider sidewalks. The new bridge also made room for a new direct access ramp at NE 6th Street. This Sound Transit-sponsored ramp allows buses, carpools and vanpools to directly exit and enter I-405 from the carpool lanes instead of weaving across freeway traffic. The new NE 8th Street bridge was also built to allow future I-405 widening.
This project was part of a $139 million package of projects improving access to and from Bellevue via I-405 sponsored by WSDOT, Sound Transit and the City of Bellevue. The new bridge is built to the latest earthquake and environmental standards, replacing a bridge built to standards dating back more than 30 years.
Construction SummaryThe new bridge opened to traffic in November 2003. The contractor shaved months off the construction schedule using an aggressive approach to project phasing. In addition, the use of contract incentives to spur contractor innovation led to more rapid completion of some work. WSDOT and the contractor worked together effectively and delivered this project ahead of schedule and within our $15 million budget.
The working relationships among WSDOT, contractor Atkinson Construction, and our partners the City of Bellevue and Sound Transit were outstanding. This project required significant traffic shifts on NE 8th, extended closures of carpool lanes on I-405, total weekend and night-time closures of I-405 and weekend closures of NE 8th. Coordination and cooperation between the project partners were critical to our success.
Contractor:Atkinson Construction, Renton, WA
WSDOT Contact:Dave Becher, Project EngineerPhone 425-649-4229E-mail: Becherd@wsdot.wa.gov
More information on the I-405 - Access Downtown Project.
Design: Construction Management: Schedule: Cost: Engineer's estimate: $14,872,694Contractor's bid amount: $12,779,599Anticipated final payment to contractor: $12,800,000
Send us your feedback on this project. Snohomish CountyThis project is located along Interstate 5 north of the city of Lynnwood at Ash Way and 164th Street Southwest. We are building a new transit-only bridge and ramps that connect the Ash Way Park & Ride parking lot to I-5 carpool lanes to and from the south. The new transit ramps connecting the Ash Way Park & Ride lot to I-5 will carry 160 Community Transit and Sound Transit Regional Express buses each work day. This will increase transit bus speed and reliability. Current estimates show that transit riders will save an average of 12 and a half minutes per roundtrip. These buses will no longer weave through freeway traffic, which improves traffic flow for all commuters traveling I-5 through Lynnwood. In addition, the project includes a new filter system that will treat storm water and protect local streams.
Snohomish CountyThis project is located along Interstate 5 north of the city of Lynnwood at Ash Way and 164th Street Southwest. We are building a new transit-only bridge and ramps that connect the Ash Way Park & Ride parking lot to I-5 carpool lanes to and from the south.
The new transit ramps connecting the Ash Way Park & Ride lot to I-5 will carry 160 Community Transit and Sound Transit Regional Express buses each work day. This will increase transit bus speed and reliability. Current estimates show that transit riders will save an average of 12 and a half minutes per roundtrip. These buses will no longer weave through freeway traffic, which improves traffic flow for all commuters traveling I-5 through Lynnwood. In addition, the project includes a new filter system that will treat storm water and protect local streams.
Construction SummaryWe originally planned to build a box girder bridge over southbound I-5, which would require low clearance construction and a detour for over height trucks. We tested a safety system that had been used with success in other locations within Washington State. To do this we placed required signs and gave advance notice of the mandatory detour. We also installed a state-of-the-art laser detection and safety alarm system. When we tested this system in January 2004 it became clear that some truck drivers were not complying with the required detour and, if construction proceeded, would endanger themselves, nearby vehicles and construction workers.
Although WSDOT designed this bridge in compliance with state and federal design standards, it is now clear that this design was not the best fit for this particular area. It also became clear that these state and federal design standards must be reevaluated and updated to take into account changed driver behavior. Because of this, we suspended bridge construction work for more than two months to analyze safer construction alternatives.
After exhaustive analysis, we eliminated the bridge from the current Ash Way Direct Access contract in March 2004. This allowed the majority of the work to be completed, while WSDOT redesigned and advertised bids for a new contract for the bridge only.
The bridge issues caused delays to WSDOT and the contractor, Tri-State Construction. WSDOT and Tri-State continue to work together to complete the initial contract work on time. The two sides have yet to agree on a final cost for the project.
The bridge contract is currently being advertised for contractors' bids. We expect construction to begin in spring 2005 and be completed by September 2005. The total cost for these two contracts combined will be $2 million over the original $14 million budget. The new bridge will open to traffic one year late. Cost increases and delays are directly linked to bridge design, construction and contract administration.
We are now $1,402,114 million over our $7,569,906 construction budget.
Contractor:Tri-State Construction, Bellevue, WA
WSDOT Contact:
Amir Ahmadi, Project Engineer
Phone 425-339-1702
E-mail: ahmadia@wsdot.wa.gov
More information on the I-5, Ash Way Transit Direct Access project.
Send us your feedback on this project. Snohomish CountyThis Sound Transit funded project provides buses, vanpools and carpools direct access between the Lynnwood Park & Ride and the carpool lanes on Interstate 5. Four new ramps and a new bridge will take traffic over southbound I-5 to the park and ride lot located near 46th Avenue West and 202nd Street Southwest in Lynnwood. Direct access between the park and ride lot in Lynnwood and the carpool lanes on I-5 means fewer vehicles will be forced to merge across three lanes of traffic at 44th Avenue West. This will decrease the risk of sideswipe and rear-end accidents. In addition, I-5 traffic will flow more freely as hundreds of buses and carpools will no longer need to merge across several lanes of traffic to enter and exit the carpool lanes. WSDOT and Sound Transit also worked with the Washington State Department of Ecology and other environmental agencies to control erosion and protect salmon-bearing waterways. We built two large water quality treatment ponds to help filter construction runoff. The permanent ponds will continue to filter freeway stormwater runoff when construction is complete.
Snohomish CountyThis Sound Transit funded project provides buses, vanpools and carpools direct access between the Lynnwood Park & Ride and the carpool lanes on Interstate 5. Four new ramps and a new bridge will take traffic over southbound I-5 to the park and ride lot located near 46th Avenue West and 202nd Street Southwest in Lynnwood.
Direct access between the park and ride lot in Lynnwood and the carpool lanes on I-5 means fewer vehicles will be forced to merge across three lanes of traffic at 44th Avenue West. This will decrease the risk of sideswipe and rear-end accidents. In addition, I-5 traffic will flow more freely as hundreds of buses and carpools will no longer need to merge across several lanes of traffic to enter and exit the carpool lanes.
WSDOT and Sound Transit also worked with the Washington State Department of Ecology and other environmental agencies to control erosion and protect salmon-bearing waterways. We built two large water quality treatment ponds to help filter construction runoff. The permanent ponds will continue to filter freeway stormwater runoff when construction is complete.
Construction SummaryEarly during construction, WSDOT and our contractor, Mowat Construction, discovered unexpected conditions that would affect the bridges and other structures. We worked together to develop solutions that would not increase costs or delay the project. Strong communication between WSDOT, Sound Transit and Mowat Construction helped keep the project within budget and ahead of schedule. The new bridge opened to buses and carpools in November 2004, almost a year early and slightly below the $21 million total budget.
Contractor:
Mowat Construction, Woodinville, WA
Dawn McIntosh, Project Engineer
Phone 425-489-1772
E-mail: mcintod@wsdot.wa.gov
More information on the I-5, Lynnwood Park & Ride Access Improvement Project.
Design: Construction: Schedule: Cost: Engineer's estimate: $13,867,842Contractor's bid amount: $13,138,246Anticipated final payment to contractor: $13,138,300
Send us your feedback on this project. Pierce CountyThis project is located on northbound Interstate 5 from the Nisqually River Bridge to Fort Lewis (mileposts 114.97 – 120.90). We overlayed 6.5 miles of existing pavement to provide a smoother traveling surface and extended the life of the roadway.
Pierce CountyThis project is located on northbound Interstate 5 from the Nisqually River Bridge to Fort Lewis (mileposts 114.97 – 120.90). We overlayed 6.5 miles of existing pavement to provide a smoother traveling surface and extended the life of the roadway.
We changed a few design elements to meet new design standards adopted just before the project was advertised. This created little impact to the contract -- adding one working day and a nominal cost increase.
There is good communication and partnering between WSDOT and our contractor, Woodworth and Company, Inc. Issues are addressed proactively and resolved to the mutual benefit of the team. The team has an excellent focus on safety, workmanship and environmental stewardship. Compaction of the asphalt has been the most difficult issue we've faced, and the contractor and WSDOT have worked together to come to a resolution.
The schedule has been severely impacted by adverse weather conditions and the contractor’s ability to maintain acceptable compaction efforts on the newly paved surface. There were seven working days added to the contract to remove and replace this poorly compacted asphalt. With these delays, the project is shut down and the paving will be completed next spring in better weather conditions. Work has taken place at night to reduce the impacts to I-5 traffic. During the winter shutdown there is little impact to the traveling public.
With the changes to the contract including removal and replacement of marginally compacted asphalt, there is an estimated cost increase of 4 percent. The changes are direct costs to the project and are adding value for the long-term performance of this segment of Interstate 5. The majority of these costs are due to conditions in the field and are not related to the project design.
WSDOT Contact: Troy Cowan, project engineer, (360) 412-3420, cowant@wdsot.wa.gov.
Design: Contract Administration: Schedule: Cost: Engineers Estimate: $1,639,248Contractor's bid amount:: $1,430,160Total Paid to Contractor to Date: $840,000(Work will carry over to 2005 and the final estimate has not yet been run.)
Send us your feedback on this project.King CountyWSDOT and our contractor repaired and paved I-5 ramps at Corson, Michigan and Swift-Albro, between Spokane Street and Boeing Access Road in Seattle. We fixed rutted and cracked shoulders, lanes and bridge decks; replaced damaged concrete panels on southbound I-5; replaced traffic signals; and improved guardrail. Paving the ramps and replacing the concrete panels gives drivers a smoother ride with improved traction. We improved safety by removing gutters and curbs in the shoulders and upgrading guardrail. Work also extended the life of the aging freeway.
Send us your feedback on this project.King CountyWSDOT and our contractor repaired and paved I-5 ramps at Corson, Michigan and Swift-Albro, between Spokane Street and Boeing Access Road in Seattle. We fixed rutted and cracked shoulders, lanes and bridge decks; replaced damaged concrete panels on southbound I-5; replaced traffic signals; and improved guardrail.
Paving the ramps and replacing the concrete panels gives drivers a smoother ride with improved traction. We improved safety by removing gutters and curbs in the shoulders and upgrading guardrail. Work also extended the life of the aging freeway.
Construction SummaryFor the most part, construction followed the original design except for the electrical work, which presented a challenge. Some of these changes were due to unforeseeable underground conditions such as solid rock encountered during excavation. Other changes were a result of existing above ground features, which a field review could have caught. Both types of changes added cost to this job. At least one issue regarding the source of power for the signal systems extended the work within this construction season.
WSDOT and Mowat Construction have a good working relationship despite this project's challenges and some resulting frustrations on both sides. These include problems coordinating and scheduling work given various locations and types of work, and changes required due to conditions encountered in the field.
We originally planned to complete the project in the 2004 construction season, but we had to extend the project into the 2005 construction season. We extended the project because the amount of deck repair was greater than we anticipated and because we could not complete striping before the temperature and weather deteriorated in the fall. We could not determine the deck repair amount in advance because of an existing overlay that was removed as part of this contract. The need to complete the deck repair will add days to this contract. In addition, the electrical issues extended work in the present construction season. We expect the electrical work to be completed by the end of 2004.
The contractor’s original bid amount was approximately $2 million. We estimate the final payment to the contractor to be $2.2 million.
Contractor:Mowat Construction Co., Woodinville, WA WSDOT Contact:Julia Mizuhata, WSDOT Project EngineerPhone 206-764-4105E-mail: mizuhaj@wsdot.wa.gov
More information on the I-5, Ramps at Michigan, Corson and Swift-Albro project.
Design: Construction: Schedule: Cost:
Engineers estimate: $2,103,356Contractor's bid amount: $1,995,984Anticipated final payment to contractor: $2,200,000
Send us your feedback on this project. Lincoln CountyThis project is located on Interstate 90 within Lincoln County from six miles west of Sprague, WA to 10 miles east of Sprague. We repaved the outside lanes of the freeway to fix damage due to aging and ruts, and updated safety features to current standards. Crews ground out most of the existing asphalt surface from the right-hand driving lanes, then repaved with new asphalt. They also sealed cracks in the shoulders and gave interchange ramps a coating of liquid asphalt to prevent water from seeping below the roadway surface. This method of rehabilitating the driving surface is more cost-effective than resurfacing the entire roadway. The asphalt layer provides a smoother driving surface and extends the service life of the roadway by approximately 12 years. In addition, our contractor addressed some safety issues for this section of freeway. These items include removing some rock formations from within the “clear zone.” The clear zone provides an area, free of fixed objects, where a driver who has run off the roadway can recover control of the vehicle. Another component in the project is resurfacing work at the Sprague Lake rest areas. In addition to the on and off ramp resurfacing, the rest area parking lots were sealed. This protects the existing pavement and extends the life of the surface.
Lincoln CountyThis project is located on Interstate 90 within Lincoln County from six miles west of Sprague, WA to 10 miles east of Sprague. We repaved the outside lanes of the freeway to fix damage due to aging and ruts, and updated safety features to current standards.
Crews ground out most of the existing asphalt surface from the right-hand driving lanes, then repaved with new asphalt. They also sealed cracks in the shoulders and gave interchange ramps a coating of liquid asphalt to prevent water from seeping below the roadway surface. This method of rehabilitating the driving surface is more cost-effective than resurfacing the entire roadway. The asphalt layer provides a smoother driving surface and extends the service life of the roadway by approximately 12 years.
In addition, our contractor addressed some safety issues for this section of freeway. These items include removing some rock formations from within the “clear zone.” The clear zone provides an area, free of fixed objects, where a driver who has run off the roadway can recover control of the vehicle.
Another component in the project is resurfacing work at the Sprague Lake rest areas. In addition to the on and off ramp resurfacing, the rest area parking lots were sealed. This protects the existing pavement and extends the life of the surface.
Construction SummaryWe built this project according to original plans, with a few small adjustments. One change required the bridge joints at the SR 23 Interchange to be resurfaced due to deeper ruts than anticipated. This added approximately $25,000 and six days to the contract. Other minor changes included additional adjustments to existing illumination systems, signing, addition of traffic safety drums, adding sagebrush seed to the seeding specification and adding fencing to the WSDOT quarry site. These were minor cost change orders and no additional working days were added.
Our working relationship with the contractor was good. Weekly meetings were held and issues were resolved quickly.
Six days were added to the contract to reconstruct rutted concrete bridge joints. During the design of the project, the depth of the ruts at the bridge joints was overlooked, which necessitated the change order.
The expected final contractor payment will be about $3,250,000. This is 4 percent under the bid amount.
Contractor
Inland Asphalt Company, Spokane Valley, WA
WSDOT Contact
Ken Olson, Project Engineer
(509)324-6141
olsonk@wsdot.wa.gov
Design: Contract Administration: Schedule: Cost:
Engineer’s estimate: $3,881,981Contractor’s bid amount: $3,388,388Anticipated final payment to contractor: $3,250,000
Send us your feedback on this project. Kittitas CountyWSDOT and our contractor constructed a new truck climbing/passing lane on eastbound Interstate 90 from Highline Canal to Elk Heights, five miles east of Cle Elum. The eastbound lanes of I-90 climb for over two miles to the summit of Elk Heights, east of the Indian John Hill Rest Area. Trucks can now move into this lane, letting faster-moving vehicles pass them safely while traveling up hill. We also took steps on this project to protect the environment by constructing detention ponds to filter water runoff from the pavement.
Kittitas CountyWSDOT and our contractor constructed a new truck climbing/passing lane on eastbound Interstate 90 from Highline Canal to Elk Heights, five miles east of Cle Elum. The eastbound lanes of I-90 climb for over two miles to the summit of Elk Heights, east of the Indian John Hill Rest Area. Trucks can now move into this lane, letting faster-moving vehicles pass them safely while traveling up hill. We also took steps on this project to protect the environment by constructing detention ponds to filter water runoff from the pavement.
Construction SummaryOur design of this project began in the early 1990s, and it has undergone several substantial revisions, including being converted from English measurement to metric. Plan discrepancies and imbedded errors due to the various revisions were discovered during construction.
The contract bridge plans contained errors relating to dimensions and the make up of the existing structure. Fortunately, we discovered these during the winter shutdown, and corrected them before the wrong size of girders was ordered. Closer review of the as-built bridge plans could have avoided these errors. The timely discovery of the problem and proactive response limited the impacts of the errors to $30,000 of additional costs and one week in delay.
We also discovered that the soil under the existing shoulder, where the new lane would be built, was saturated and had to be replaced with acceptable material. This condition could have been identified by subsurface investigation at the design stage. Impacts to the project were $300,000 in additional costs.
All the contractors on the project worked well together and with the State. Scarsella Bros. Inc., the prime contractor, maintained a strong field leadership role to coordinate and plan work on the project. Issues in the field were resolved in a joint collaborative effort.
Crews completed the project ahead of schedule, with 11 working days remaining on the contract, even with soft subgrade and other issues that developed.
Scarsella Brothers, was key to moving the project ahead of schedule. They coordinated well with their subcontractors, so very little time was wasted waiting on other work. Change orders were handled quickly and had minimal impact to the overall contract. Scarsella office personnel were approachable and helpful. Issues were handled at the lowest level possible.
Contractor:Scarsella Brothers, Inc. of Seattle WA
WSDOT Contact:Paul Gonseth, Project EngineerPhone: 509.577.1810E-mail: GonsetP@wsdot.wa.gov
More information on the I-90 Highline Canal to Elk Heights project.
Design: Contract Administration:Schedule: Cost:
Engineer's Estimate: $3,324,000.Contractor's bid amount: $3,132,000Total dollars paid to contractor: $3,460,000
Send us your feedback on this project. Grant CountyThis project provided for paving on 11.5 miles of I-90 from Moses Lake west to the Dodson Road Interchange, including ramps and overcrossings. We improved lighting at Dodson, Hiawatha and Mae Valley Road interchanges. Crews also installed cable safety barriers in the median and shoulder rumble strips from the SR 17 junction to 3 miles east of Moses Lake at Wheeler Road. These improvements provide a smoother ride for drivers, preserve the pavement for the next 10 to 15 years, and provide a safer freeway by updating and adding safety features including guardrail, rumble strips and median cable barrier to prevent head-on collisions.
Grant CountyThis project provided for paving on 11.5 miles of I-90 from Moses Lake west to the Dodson Road Interchange, including ramps and overcrossings. We improved lighting at Dodson, Hiawatha and Mae Valley Road interchanges. Crews also installed cable safety barriers in the median and shoulder rumble strips from the SR 17 junction to 3 miles east of Moses Lake at Wheeler Road.
These improvements provide a smoother ride for drivers, preserve the pavement for the next 10 to 15 years, and provide a safer freeway by updating and adding safety features including guardrail, rumble strips and median cable barrier to prevent head-on collisions.
Construction SummaryThis project was constructed according to the original design with some minor modifications. Changes were made to incorporate new design standards. This involved replacing all the median earthen berms at Dodson, Hiawatha, and Mae Valley Interchanges with guardrail to protect the bridge columns.
The working relationship between WSDOT employees and the contractor was good. Challenges arose and were solved reducing costs and traffic impacts.
Work began April 5 and was completed August 11. An additional 15 working days were added to the contract for replacing the berms at bridge columns with a guardrail system.
We used a comprehensive public and emergency services notification plan utilizing Highway Advisory Radio (HAR), e-mail, fax, media and web pages. This resulted in few calls or complaints being received, despite significant traffic impacts.
The traffic control plan and the work zone safety plans were successful. There were no personnel injuries reported during construction and no project related vehicle accidents. One safety element added during the project proved its value immediately. A vehicle lost control, entered the median and was stopped by the newly installed cable barrier, preventing it from crossing into the oncoming lanes.
Contractor:Central Washington AsphaltPO Box 939Moses Lake, WA 98837
WSDOT Contact:Bob Romine, Project Engineer509-667-2880romineb@WSDOT.wa.gov
Design: Contract Administration: Schedule:Cost:
Engineer's Estimate: $3,776, 176Contractor's Bid:$3,738,084Anticipated final payment to contractor:$3,580,933
Send us your feedback on this project. King CountyCrews replaced four culverts that carry Tibbetts Creek under I-90 in Issaquah with two new bridges. Tibbetts Creek overflowed during heavy rainfall because the culverts were too small and sometimes clogged with debris. The new bridges will reduce flooding and improve fish passage and habitat. Chinook, Coho and Sockeye salmon call Tibbetts Creek home. The project will also save money by reducing our need to send maintenance crews to monitor and clear the culverts. This project is the last piece of a decade long, extensive stream restoration project known as the Tibbetts Creek Greenway Restoration.
King CountyCrews replaced four culverts that carry Tibbetts Creek under I-90 in Issaquah with two new bridges. Tibbetts Creek overflowed during heavy rainfall because the culverts were too small and sometimes clogged with debris.
The new bridges will reduce flooding and improve fish passage and habitat. Chinook, Coho and Sockeye salmon call Tibbetts Creek home. The project will also save money by reducing our need to send maintenance crews to monitor and clear the culverts. This project is the last piece of a decade long, extensive stream restoration project known as the Tibbetts Creek Greenway Restoration.
Construction Summary
This project is nearly complete. Only landscaping work remains. WSDOT and our contractor, Pacific Road & Bridge, worked together effectively and delivered this project ahead of schedule. This project came in slightly over budget due to a design oversight.
We made a few changes to the project to save money, enhance safety and help keep traffic moving. We eliminated a proposed construction island in the westbound freeway lanes. To eliminate this island we temporarily shifted traffic around the work area using the center of the freeway. We also coordinated traffic control and work schedules with three adjacent WSDOT construction projects. This reduced driver confusion and minimized lane closures. We had to change the bridge design to use permanent sheet pile walls instead of pre-cast walls. The sheet pile walls were easier to install and allowed us to complete the work faster.
Pacific Road & Bridge, Arlington, WA
Brian Dobbins, Project Engineer
Phone 425-956-2114
E-mail: dobbinb@wsdot.wa.gov
Engineer's Estimate: $3,640,069Contractor's bid amount: $3,262,207Anticipated final payment to contractor: $3,605,660
Send us your feedback on this project. Walla Walla CountyThis project realigned a curve on SR 124, which was posted with an advisory speed of 45 mph. This section of SR 124 had a high potential for run-off-the-road accidents because SR 124 travels in virtually a straight line for 10 miles east of the curve and three miles west of the curve. The rebuilt curve meets current design standards with wider lanes and shoulders, and the motorists can now travel at a consistent 60 mph thoughout the entire section.
Walla Walla CountyThis project realigned a curve on SR 124, which was posted with an advisory speed of 45 mph. This section of SR 124 had a high potential for run-off-the-road accidents because SR 124 travels in virtually a straight line for 10 miles east of the curve and three miles west of the curve. The rebuilt curve meets current design standards with wider lanes and shoulders, and the motorists can now travel at a consistent 60 mph thoughout the entire section.
Construction SummaryConstruction of this project went very smoothly. One of the challenges was keeping SR 124 open to traffic while the curve was being realigned. The contractor used a pilot car to get alternating one-way traffic through the work area on a single lane. At the end of the work day, they were required to leave the road in a passable condition for both directions of traffic.Because adjacent farms were affected by the construction, both the contractor and WSDOT worked with the farmers so that they could do their work with minimal delays.Our project team did an excellent job of resolving issues that arose. One of the utilites did not get their power poles moved before the contractor started work. The problem was resolved through coordination between the contractor and the utility company, which allowed them to work around each other. This issue was quickly resolved and did not affect the schedule or cost of the project.Our contractor had 20 working days to complete this project. Substantial Completion was granted after only 16 working days. The project team also worked very hard to provide a safe work area both for the contract personnel and the traveling public.ContractorTranstate Paving Company, Pasco, WAWSDOT ContactMoe Davari, P.E.(509) 222-2402Davarim@wsdot.wa.gov
Design: Contract Administration: Schedule: Cost: Engineer's estimate: $161,118Contractor's bid amount: $142,400Total dollars paid to contractor: $145,589The final contract amount was $3,182, or 2.24% over the original bid amount yet was still under the engineer's estimate by 9.64%.
Send us your feedback on this project. Whitman County This project is located on SR 127 starting at Central Ferry/Snake River Bridge and proceeds north towards Dusty and ends approximately 25 miles Southwest of Colfax. We resurfaced eight miles of SR 127 with hot mix asphalt and updated the existing guardrail and highway signing. Whitman County partnered with us in widening the roadway leading into the Central Ferry port area. The service life of the existing roadway has been extended and drivers now have a smoother ride. Roadway widening at the Central Ferry Port District eliminates the need for semi truck and trailer units to wait on SR 127 while truck traffic from the Port District enters the SR 127 roadway.
Whitman County This project is located on SR 127 starting at Central Ferry/Snake River Bridge and proceeds north towards Dusty and ends approximately 25 miles Southwest of Colfax. We resurfaced eight miles of SR 127 with hot mix asphalt and updated the existing guardrail and highway signing. Whitman County partnered with us in widening the roadway leading into the Central Ferry port area.
Construction Summary We built this project according to the plans with five minor changes that did not greatly impact the project. Changes included erosion control materials, slope rock specifications, guardrail anchors, fencing and fill material. These added $15,847 to the cost of the project. These changes were discovered early in the project, except for the additional guardrail work. That modification was realized during the paving operations. It required additional time to correct due to the conflicts of the two operations working in the same location. An important component of the contract was the scheduling of the work to accommodate grain harvest traffic to the nearby river port facilities.
One of the challenges on this project was that it was located in an area where cell phone reception was minimal. The remote location made telephone contact with support people for both WSDOT and the contractor somewhat difficult. Despite this problem, communication between the contractor, WSDOT on-site personnel, and the home offices was very good. Weekly meetings were held on-site to discuss the work in progress, upcoming work, and other construction issues. These meetings helped form a very good working relationship between WSDOT and Transtate.
Both parties strived to maintain a safe environment for the inspectors, the contractors work crews, and for the public that passed through the work area. The contractor produced a quality project with minimal impacts to traffic and the surrounding environment.
Transtate Paving Co.
P.O. Box 2738
Tri-Cities, WA 99302-2738
509-547-9511
John L. Askin V.P./G.M.
Bob Hilmes, Project Engineer
509-324-6232
email hilmesb@wsdot.wa.gov
Engineer's Estimate:
$1,326,466
Contractor's bid amount: $1,248,947
Anticipated final payment to contractor: $1,199,866 (96.07% of Bid)
Send us your feedback on this project. Asotin CountyThis seven-mile paving project began on SR 129 just north of the city of Asotin, and ended at the US 12/SR129 intersection within the city of Clarkston. We replaced the aging, deteriorating asphalt concrete pavement with a new driving surface. We also added new pedestrian crossing signals and a sidewalk ramp, and installed recessed pavement markings. The work gives drivers a smoother ride, extends the life of the roadway, and improves safety for both motorists and pedestrians.
Asotin CountyThis seven-mile paving project began on SR 129 just north of the city of Asotin, and ended at the US 12/SR129 intersection within the city of Clarkston. We replaced the aging, deteriorating asphalt concrete pavement with a new driving surface. We also added new pedestrian crossing signals and a sidewalk ramp, and installed recessed pavement markings. The work gives drivers a smoother ride, extends the life of the roadway, and improves safety for both motorists and pedestrians.
Construction SummaryWe constructed the project according to the original design. We had a very good working relationship with our contractor. The team did their best to think and plan ahead, focusing on communication and safety.The team worked closely, and put a lot of effort into communicating with local governments, businesses and residents regarding project scheduling and impacts. Planing and paving were done at night to minimize disruption to businesses. WSDOT handed out flyers, and used radio messages, newspaper ads and variable message signs to inform the residents and travelers of construction impacts.
The contractor's bid was 37 percent more than WSDOT's engineer's estimate. This was due in part to the remoteness of the area, which was not fully taken into account in WSDOT's estimate. The rising cost of oil and a low production rate due to working in an urban environment added to the cost. Only one contractor placed a bid, due in part to the remote location.
The project was physically complete on July 28, 2004. This was accomplished in 44 working days, the timeline allotted by the contract.
ContractorPoe Asphalt Paving, Inc. of Post Falls, ID
WSDOT ContactWill Smith, Project EngineerPhone: 509.577.1840E-mail: SmithW@wsdot.wa.gov
Engineer's Estimate: $399,234Contractor's Bid Amount: $547,226Anticipated final payment to contractor:: $561,560The estimated cost for completion is less than 2% over the bid (award) amount. The primary reason for the overrun was more traffic control effort was needed during construction than was originally estimated during design.
Send us your feedback on this project. Pierce CountyThis project is located on State Route (SR) 16 in west Tacoma between 6th and Jackson avenues. It is the first of three construction contracts allocated $90.5 million in the 2003 Legislative Transportation Budget. Traffic congestion is highest through this urban segment of SR 16 and thus this project has been prioritized to receive immediate improvements. The remaining contracts will add HOV lanes between Olympic Drive in Gig Harbor and Union Avenue in Tacoma, with completion scheduled to coincide with the opening of the new Tacoma Narrows Bridge. Intelligent Traffic Systems (ITS) were installed, including a variable message sign (VMS) at 56th Street, HOV ramp metering at the eastbound Jackson Avenue onramp, and loop detectors in the pavement to provide traffic flow information. New pavement was constructed for future HOV lanes. A noise wall was constructed along the north side of the highway. In addition, this project constructed a portion of the Scott Pierson Trail between Pearl Street and the new War Memorial Park being constructed by the Tacoma Narrows Bridge project. The HOV by-pass lane on the Jackson Avenue onramp will benefit buses, carpools and vanpools. Ramp metering will help maintain an even flow of traffic on SR 16. The ITS elements in this project will benefit the driving public as more data collection systems and VMS are brought on line to provide up-to-the-minute motorist information. New pavement extends the service life of the roadway. The noise wall will reduce noise levels for residences next to the highway.
Pierce CountyThis project is located on State Route (SR) 16 in west Tacoma between 6th and Jackson avenues. It is the first of three construction contracts allocated $90.5 million in the 2003 Legislative Transportation Budget.
Traffic congestion is highest through this urban segment of SR 16 and thus this project has been prioritized to receive immediate improvements. The remaining contracts will add HOV lanes between Olympic Drive in Gig Harbor and Union Avenue in Tacoma, with completion scheduled to coincide with the opening of the new Tacoma Narrows Bridge.
Intelligent Traffic Systems (ITS) were installed, including a variable message sign (VMS) at 56th Street, HOV ramp metering at the eastbound Jackson Avenue onramp, and loop detectors in the pavement to provide traffic flow information. New pavement was constructed for future HOV lanes. A noise wall was constructed along the north side of the highway. In addition, this project constructed a portion of the Scott Pierson Trail between Pearl Street and the new War Memorial Park being constructed by the Tacoma Narrows Bridge project.
The HOV by-pass lane on the Jackson Avenue onramp will benefit buses, carpools and vanpools. Ramp metering will help maintain an even flow of traffic on SR 16. The ITS elements in this project will benefit the driving public as more data collection systems and VMS are brought on line to provide up-to-the-minute motorist information. New pavement extends the service life of the roadway. The noise wall will reduce noise levels for residences next to the highway.
Construction SummaryThe project was constructed according to the original design. Some changes were made to clarify ambiguities and omissions. These changes were the result of unclear plans or necessary work that was not identified in the plans. Changes to the contract had minimal impact to cost and time. The contractor completed the project this construction season as planned.
The working relationship between WSDOT and the contractor, Tri-State Construction, has been professional. Tri-State staff readily communicated issues, concerns, and changes and impacts to the schedule. When issues came up, the discussions were challenging but negotiations were successful and resolution was reached through continual effort on both sides. The contractor and WSDOT share common goals for maintaining the safety of the traveling public and workers and ensuring the environment is appropriately protected.
As of November 17, 2004, when the project received substantial completion, 94 percent of the working days (145/155) had been used.
As of the end of November, 88 percent of the contract total has been paid to the contractor. The contractor's original bid was $4,040,159. With overruns and added work being balanced by underruns, the project is expected to be completed within the current budget.ContractorTri-State Construction Inc., Bellevue
WSDOT ContactDave Ziegler, Project Engineer253.534.3100,email: ZiegleD@wsdot.wa.gov
Engineer’s Estimate: $4,534,974Contractor’s bid amount: $4,040,159Anticipated final payment to contractor: $4.1 million (estimate to date)
Send us your feedback on this project. Pierce CountyThis project is located within the city of Sumner at 24th Street East. We built a new interchange on SR 167 to help relieve congestion from truck traffic on city streets in downtown Sumner. This project creates improved commercial access to SR 167 at 24th Street East. We constructed a new undercrossing structure and made improvements to 24th Street East and West Valley Highway. We also installed three new traffic signal systems, a traffic camera, resurfaced SR 167, removed a culvert for stream enhancement, and created a wetland.
Pierce CountyThis project is located within the city of Sumner at 24th Street East. We built a new interchange on SR 167 to help relieve congestion from truck traffic on city streets in downtown Sumner. This project creates improved commercial access to SR 167 at 24th Street East.
We constructed a new undercrossing structure and made improvements to 24th Street East and West Valley Highway. We also installed three new traffic signal systems, a traffic camera, resurfaced SR 167, removed a culvert for stream enhancement, and created a wetland.
Construction summaryWe made several minor changes to the proposed drainage and bridge work. These changes were proactively managed by the project team to maintain schedule and budget.
Our relationship with the prime contractor was very good on this project. As a team, we engaged in timely communication to address project issues. Both parties were committed to preserving the project schedule and budget. Safety and environmental consciousness were high priorities for the project team. Interaction with the adjacent Union Pacific Railroad track was essential to ensure that there were no impacts to the train or project schedules.
The project was completed on time and will be completed under budget.
ContractorScarsella Brothers, Inc. Kent.
WSDOT ContactHoward Diep, WSDOT Project Engineer(253)589-6100dieph@wsdot.wa.gov
Design: Contract Administration: Schedule: Cost: Engineer's estimate: $15,856,747.66Contractor's bid amount: $12,687,396.59Anticipated Final Payment to contractor: $11,700,000
Send us your feedback on this project. Island CountyWe are improving more than three miles of State Route 20, from Oak Harbor's north city limit to Frostad Road, to enhance safety and reduce the number and severity of accidents. This project is still under construction. A relatively high number of accidents occur on SR 20, particularly those involving intersections and motorists running off the road. In addition, congestion continues to increase. To address these problems we are widening the highway, building new passing and turn lanes, and improving guardrail and drainage systems. We are also regrading side slopes and enhancing lighting to improve driver visibility.
Island CountyWe are improving more than three miles of State Route 20, from Oak Harbor's north city limit to Frostad Road, to enhance safety and reduce the number and severity of accidents. This project is still under construction.
A relatively high number of accidents occur on SR 20, particularly those involving intersections and motorists running off the road. In addition, congestion continues to increase. To address these problems we are widening the highway, building new passing and turn lanes, and improving guardrail and drainage systems. We are also regrading side slopes and enhancing lighting to improve driver visibility.
Construction SummaryWe changed few elements of the design during construction. We made changes to our drainage design to better adapt to field conditions. Our engineers could not have forseen these changes when they designed the project.
The contractor, Thomco Construction Inc., continues to complete work in a timely manner. WSDOT and Thomco are working well together to address and fix problems before they boost the project cost or delay the schedule.
Unfortunately one utility company failed to relocate their power poles before construction started. As a result, we have been forced to work around the poles. This delayed our schedule and will increase the cost of the project. If it weren't for the delay, we would have completed construction early, but now we will finish on time. The delay increased the project cost by $80,000 to $100,000.
This project used a lump sum bid item for traffic control (flaggers, barrels, cones, etc.). Instead of charging an hourly rate for each traffic control occurrence, the contractor provided a single bid, or set price, for all traffic control work on the project. This provides a clear incentive for contractors to control costs and minimize driver inconvenience during construction.
ContractorThomco Construction Inc. of Lake Stevens, Wa
ContactDavid Crisman, Project EngineerPhone 360-428-1593E-mail: crismad@wsdot.wa.gov
More information on the SR 20 - Oak Harbor North City Limits project.
Design: Construction: Schedule: Cost: Engineers estimate: $3,827,259Contract amount: $3,403,074Anticipated final payment to contractor: $3,700,000
Send us your feedback on this project. King CountyWe built a roundabout at the intersection of State Route 203 and NE 124th Street, south of Duvall, to enhance safety and improve traffic flow. Previously, drivers on NE 124th Street stopped at stop signs and waited for breaks in through traffic on SR 203, which traveled at 55 miles per hour and was not required to stop. These waits were often significant, particularly during rush hours. In addition, a relatively high number of accidents occurred at this intersection, including dangerous conflicts between drivers crossing SR 203 or turning left and oncoming traffic. The newly opened roundabout now funnels traffic from several directions in and out of an oval-shaped intersection. Drivers simply yield rather than stop at signs or a traffic light. This virtually eliminated both traffic delays for NE 124th Street drivers and the chance of serious accidents. As a result, evening commute times for drivers on NE 124th have been reduced by almost ten minutes. We also constructed areas of safe refuge for pedestrians and bicyclists, built new turn lanes, improved drainage systems, added curbs, enhanced signing and pavement striping, built a wetland, and increased the area's capacity to store water during floods.
King CountyWe built a roundabout at the intersection of State Route 203 and NE 124th Street, south of Duvall, to enhance safety and improve traffic flow. Previously, drivers on NE 124th Street stopped at stop signs and waited for breaks in through traffic on SR 203, which traveled at 55 miles per hour and was not required to stop. These waits were often significant, particularly during rush hours. In addition, a relatively high number of accidents occurred at this intersection, including dangerous conflicts between drivers crossing SR 203 or turning left and oncoming traffic.
The newly opened roundabout now funnels traffic from several directions in and out of an oval-shaped intersection. Drivers simply yield rather than stop at signs or a traffic light. This virtually eliminated both traffic delays for NE 124th Street drivers and the chance of serious accidents. As a result, evening commute times for drivers on NE 124th have been reduced by almost ten minutes.
We also constructed areas of safe refuge for pedestrians and bicyclists, built new turn lanes, improved drainage systems, added curbs, enhanced signing and pavement striping, built a wetland, and increased the area's capacity to store water during floods.
Construction SummaryWSDOT and Wilder Construction Co. anticipated challenges and quickly worked through them to complete this project slightly ahead of schedule. We forestalled cost overruns and delays by making minor changes to the design before starting construction.
Changes included implementing a new traffic control plan, which moved all traffic to one side of the work area to enhance safety for drivers and workers; adding removal of a rail spur to the project during construction; revising landscape plans; importing suitable fill; and adding solar-powered flashing beacons to "roundabout ahead" signs.
Improved communication between WSDOT and our contractor might have prevented one problem. Crews overcleared an area along one side of the Snoqualmie Valley Trail because clearing stakes were set incorrectly and we didn't check them against our plans and permits.
The expected total payments to the contractor will be $261,000 over the awarded $1.54 million . This is largely due to changes that will ultimately fulfill our requirement to provide storage for flood water that was displaced by our construction. Another contributor was a quantity overrun in fill material due to unsuitable native material and miscalculation of the quantity needed.
Contractor:Wilder Construction Co., Everett, Washington WSDOT Contact:Brian Dobbins Phone: 425-956-2100E-mail: dobbinb@wsdot.wa.gov
More information on the SR 203 - NE 124th/Novelty Road Vicinity Roundabout project.
Engineers estimate: $1,534,000Contractor's bid amount:$1,544,000Total Dollars paid to Contractor to date: $1,228,000
Send us your feedback on this project. Lincoln CountyThis project is located between the cities of Harrington and Davenport, in Lincoln County. WSDOT resurfaced approximately 13 miles of SR 28 in order to preserve and extend the pavement structure. The existing pavement layers in the traveled lanes were recycled in place through a process called Cold-in-Place Recycling. The recycled pavement then received a full width bituminous surface treatment (BST), or “chip seal”, to provide a wearing course. In addition, safety improvements included guardrail updates, culvert extensions, new signs, and guideposts. This work will extend the service life of the roadway 9 years.
To reduce the risk of impacts during grain harvest, this contract provided a “must start” date of May 24, 2004, with 55 contract working days. Poe Asphalt Paving started work on May 17, 2004 with all items of work complete within 46 days.
The project provided for the rehabilitation of the existing travel lanes by the recycling (Cold-in-Place Recycling) of the existing pavement material in place with a “new” asphalt oil product. This new product allowed traffic to drive on the surface two hours later at normal traffic speeds. Traditional recycling processes require longer cure times and extensive piloted traffic control at slow speeds to minimize raveling of the recycled material. Cold-in-Place Recycling is typically done on low volume roadways. Once complete, the surface received a BST treatment.
Traffic control for this project was provided primarily through piloted traffic control. Since this is a low volume roadway and the contractor limited the length of the work zone, delays were minimal. Pilot cars moved traffic through the work area in a safe manner with no accidents recorded within the project limits. There were no complaints related to delays, however, some claims, such as paint chips and windshield damage, were received due to the loose gravel associated with the BST operations.
Poe Asphalt Paving and the WSDOT have partnered effectively to proactively deliver a quality project. There was a strong emphasis on worker safety and workmanship. Together construction challenges were satisfactorily resolved. The Cold-in-Place recycling for this project had several areas that failed due to excessive oil or raveling. Poe Asphalt Paving was very responsive in repairing the areas at no cost to WSDOT.
The estimated cost for completion is under the contract bid amount. Poe Asphalt bid the contract 18.29% under the engineers estimate.
ContractorPoe Asphalt Paving Inc., Lewiston, Idaho
WSDOT ContactGlenn Wagemann, Project EngineerWSDOT Eastern Region Phone: 509-324-6250Email: wagemag@wsdot.wa.gov
Design: Contract Administration: Schedule: Cost: Engineers Estimate: $1,929,238Contractor's bid amount: $1,577,724Anticipated final payment to contractor: $1,520,000 SR 433, Lewis and Clark Bridge - Deck ReplacementSend us your feedback on this project. Cowlitz CountyThis project replaced the deck of the Lewis and Clark Bridge. The bridge is approximately one-mile long and spans the Columbia River between Longview, Washington, and Rainier, Oregon. Built in 1929, portions of the bridge deck had begun to deteriorate, as traffic on the bridge increased with the growth of the surrounding communities and industries. With the new bridge deck, the life of the bridge is extended for another 25 years, and we've improved mobility and safety for residents and businesses in both states. The new roadway provides wider shoulders for bicyclists and pedestrians, and additional room for traffic to maneuver around disabled vehicles or routine maintenance activities. This project was anything but customary, with several innovative components comprising the majority of the project, and many smaller issues related to the age and design of the bridge. These include lighting and handrail designed to reflect the historic nature of the bridge. One of our major challenges was removing and replacing the deck at night while keeping the bridge open to traffic during the day.Construction SummaryUnique and innovative to this project, a 210-foot long transport was used to lift the old panel from the bridge and set a new panel while being operated by a remote control. This transport system was used to replace 103 roadway panels measuring up to 40 feet in length, 37 feet in width and weighing up to 180,000 pounds. With only six inches of clearance between a new panel and each side of the bridge overhead structure, moving each panel on the bridge was a significant task in itself. Removing an old panel and setting a new panel had to occur during eight-hour full bridge closures on weeknights. This narrow closure restriction minimized impacts to the users of the bridge.In retrofitting a 70-year old structure, our project team anticipated meeting a few unplanned conditions. We encountered several instances where plans required modification. After setting several new deck panels, the team noticed vibration of existing bridge members. Engineers determined that the longevity of these members would be compromised without increasing the number of connections between the new panel and the bridge from four to twelve. This major change to the project resulted in about a $5.1 million increase to the bid amount and a moderate delay to the contractor’s schedule. This required extensive coordination by the project team and has highlighted a cooperative and positive relationship with the contractor. Changes were implemented and the project was still completed ahead of the originally planned schedule. We scheduled construction activities to minimize impacts to the traveling public and used a variety of communication tools to keep the public informed of our work schedule. Through aggressive planning and scheduling, our contractor eliminated one of four planned full-weekend closures of the bridge, significantly reducing impacts to the public. There were 143 days of single lane closures used, along with 124 days of total closures.Number of working days allowed: 340 + 42 day extension due to delays for a total of 382 days. Number of working days used: 364 Minor changes to the contract have been made without much impact to the overall cost. The major change added approximately 28 percent to the Contractor’s bid amount. The final contractor payment is expected to be $24.1 million, about 14 percent below the Engineer’s estimate. Because the Lewis and Clark Bridge spans the state line between Washington and Oregon, the cost for the project is being split evenly by both states. Contractor Max J. Kuney Company – Spokane, WA WSDOT Contact Leon Winger, Area EngineerWSDOT Kelso Area Office2400 Talley WayKelso, WA 98626(360) 442-1341WingerL@wsdot.wa.gov More information on the SR 433, Lewis and Clark Bridge Deck Replacement project. Send us your feedback on this project.Evaluation Criteria Design: Contract Administration: Schedule: Cost: Engineer’s estimate: $28.0 millionContractor’s bid amount:$17.9 million Anticipated final payment to contractor: $24.1 millionSR 502, I-5 to Battle GroundSend us your feedback on this project. Clark CountyThis project is located six miles north of Vancouver on SR 502 from I-5 (179th Street Exit) to the western city limits of Battle Ground. We replaced severely cracked pavement, paved approximately six miles, and raised the guardrail. This work extends the life of the roadway and gives drivers a smoother ride.Construction Summary The project was a standard paver built to the original design. Despite some minor traffic impact challenges surrounding this project, including an adjacent Clark County road improvement project and multiple concerts at the nearby amphitheater, construction went very smoothly with relatively minor impacts to local motorists on this busy highway. The communication between the contractor and the WSDOT was excellent. Both parties were committed to constructing a quality project and working together toward that end. The project was completed in 24 working days, which was one day ahead of schedule. The final contractor payment, $863,534, is five percent below the contractor’s bid amount. A reduction in the amount of full depth pavement dig-outs accounted for the majority of the difference between the award and completed dollar amounts. Contractor Morse Brothers, Inc., Sherwood, Oregon WSDOT Contact Casey Liles, Area Engineer WSDOT Vancouver Area OfficePO Box 170911018 NE 51st CircleVancouver WA 98682 (360) 905-1501 LilesC@wsdot.wa.gov Send us your feedback on this project.Evaluation Criteria Design: Contract Administration: Schedule: Cost: Engineer’s estimate: $978,872 Contractor’s bid amount: $908,860 Anticipated final payment to contractor: $863,534SR 525, SR 99 to SR 526, Phase 2Send us your feedback on this project. Snohomish County WSDOT widened State Route 525, commonly called the Mukilteo Speedway, between 132nd Street Southwest and Paine Field Boulevard in the City of Mukilteo in Snohomish County. Crews also added new turn lanes, transit pullouts, sidewalks, and a center median; they also rebuilt traffic signals and installed equipment to allow us to provide real time traffic information. In addition, we installed underground storm water treatment facilities to improve water quality and prevent local stream flooding. This project enhanced safety and improved traffic flow on this busy highway. Prior to construction, a high number of accidents occurred on SR 525, where drivers had to dart in front of fast-moving oncoming traffic in order to turn left from the center turn lane.Construction SummaryWSDOT and the community made several changes to the project design after the construction contract was awarded, which added time and cost to the project. These changes included installing a new signal just north of Harbour Pointe Boulevard North and modifying a signal at SR 525 and Paine Field Boulevard. These changes will accommodate a future fourth leg at the Paine Field Boulevard intersection. Project partners provided the $528,000 needed to complete this work. Other changes included constructing a temporary two-way left turn lane during construction to ease heavier-than-expected congestion, installing additional left turn lanes and changing the concrete median to allow landscaping. This required an additional $52,000 in construction and additional traffic control costs. In addition, crews worked through winter to deliver traffic and safety improvements faster. This cost an additional $400,000 because we were required to replace wet soil with gravel to alleviate drainage problems resulting from winter construction. Crews also built additional sidewalks which cost $60,700. These sidewalks were promised to the City of Mukilteo as part of the project. We originally planned to build the sidewalks later with the roadside restoration project, but that would require digging up and reconstructing newly installed drainage facilities. We opted to build the sidewalks now to save reconstruction money and minimize traffic disruption later. This newly-widened roadway was open to traffic in October 2003 on schedule. We placed the last layer of asphalt and installed striping and other pavement markings in summer 2004. Crews are still building small sections of sidewalk and installing pavement markings, a pedestrian handrail, a noise wall panel and landscaping. Despite time and cost saving measures the project is a year behind schedule. This is due to late changes in the design and the sidewalk portion of the project. WSDOT and our contractor, KLB Construction, worked together to complete the work and solve problems as they occurred. ContractorKLB Construction, Mukilteo, WA WSDOT Contact Marlin Lenssen, Project Engineer Phone 425-339-1719 E-mail: lenssmj@wsdot.wa.gov Send us your feedback on this project.Design: Construction: Schedule: Cost: Engineer's estimate: $14,347,839Contractor's bid amount: $13,762,950Anticipated final payment to contractor: $16,425,800SR 527, 164th St SE to 132nd St SE Additional LanesSend us your feedback on this project. This project widened more than two miles of State Route 527 (Bothell Everett Highway)between 164th Street Southeast and 132nd Street Southeast in the city of Mill Creek. We added two lanes in each direction, left turn lanes at intersections, bike lanes and sidewalks. This doubles the amount of traffic that the road can carry and enhances safety for everyone using the highway. In addition, we enhanced the environment by installing detention ponds, new fish friendly culverts, a wetland mitigation site and an extension of the North Creek Trail system.Construction Summary Overhead and underground utilities were located in the construction area and had to be moved before we could build this project. This utility relocation did not proceed as expected due to permitting issues between a local agency and the electric utility. Delayed utility relocation increased our construction expenditures and delayed our work. The contractor was required to work around the existing utilities. We worked effectively with the contractor’s crews to develop solutions that would keep the project moving and costs under control. To regain lost time due to the utility relocation, we allowed crews to work later in the construction season and on weekends and authorized additional road closures and detours. We also worked together to minimize the impact of the construction work on drivers, area residents and the environment. However, we struggled with construction management issues, which were significant given the utility relocation problems and the effort to get back on schedule. The project was substantially complete on August 11, 2004, and is two months behind schedule. Currently, we are $963,486.36 over our original $9,128,197.45 budget. We are currently evaluating and negotiating additional contractor payments. We are currently evaluating and negotiating contractor claims for delay. ContractorTri-State Construction, Bellevue, WA WSDOT Contact Dawn McIntosh, Project Engineer Phone 425-489-1772 E-mail: mcintod@wsdot.wa.gov Send us your feedback on this project. Design: Construction: Schedule: Cost: Engineer's estimate: $10,204,937Contractor's bid amount: $9,128,197Anticipated final payment to contractor: A number of contract items are under review and negotiations, therefore, no estimated final costs are being provided at this time.SR 970, Cle Elum Vicinity PavingSend us your feedback on this project. Kittitas CountyThis project paved eight miles of SR 903 from Oakes Avenue, east through Cle Elum for two miles, to the I-90/SR970 Interchange. Paving continued from where SR 970 begins, eastward for six miles to near the Teanaway River. The interchange ramps at I-90 and SR 970 were also paved. The project included asphalt grinding, expansion joint modifications on the I-90 over-crossing, guardrail improvements, new signs, pavement markings, and some utility adjustments. The project provides a smoother, safer ride and preserves the pavement and bridge structure for another 10 to 15 years.Construction SummaryWe constructed the project according to the original design, with some minor modifications to the guardrail work. The working relationship between the contractor and WSDOT was good. Problems were addressed in a timely manner before there was an impact on the schedule or cost. The project started June 28th and was completed in the scheduled 45 working days. The working relationship with the City of Cle Elum was positive as well. We met with city officials regularly before and during the project to coordinate our work with planned city work and to explore work that could be combined in this and future planned projects. Establishing these successful relationships quickly was more challenging than under usual conditions in that the project was outside the North Central Region. South Central Region Project Engineering offices were faced with too many projects while North Central had too few. In an effort to maximize resources across the entire agency, this became one of three SCR projects handed to NCR to manage through the construction phase last summer. This was also one of three projects in the area that were being constructed at the same time. A paver from Ellensburg to the Blewett Pass Highway, this one from Cle Elum to the Blewett Pass Highway and a paver on Blewett Pass itself. The potential for severe traffic impacts and motorist confusion was high and was addressed with a comprehensive public notification plan utilizing Highway Advisory Radios (HARs at Cle Elum, Ellensburg, Lauderdale Junction and Big Y), media and web pages. The result was very few calls or complaints. Delays were never allowed to exceed 20 minutes on any of the three projects. Our traffic control plan and the work zone safety plans were successful in that there were no personnel injuries reported during construction and no project related vehicle accidents. Contractor: Columbia Asphalt & Gravel, Inc. P.O. Box 9337 Yakima, WA 98909 WSDOT Contact: Joel D. Voth , Project Engineer (509) 667-2870 vothj@wsdot.wa.gov Send us your feedback on this project. Design: Contract Administration: Schedule: Cost: Engineer’s Estimate: $1,426,793 Contractor's Bid: $1,292,084 Anticipated final payment to contractor: $1,285,400US 101, Sitkum-Sol Duc Rd. to Bear Creek Rd. PavingSend us your feedback on this project. Clallam CountyThis project rehabilitates the pavement of two sections of US 101: Section 1 - from the Forks city limit to Bear Creek, milepost 193.28 to 206.01; and Section 2 - from east of Crescent Lake to Indian Creek, milepost 231.46 to 234.62. We planed the traveled lanes and inlaid or overlaid the roadway with asphalt concrete pavement. The first section consists of 12.73 miles and the second 3.16 miles. In addition, we installed new thrie beam guardrail and made expansion joint repairs on three bridges. This work improves the ride for the public and extends the service life of the roadway and bridges. Upgrading the guardrail and bridge rails at several locations will improve safety.Construction Summary We essentially constructed the project according to the original design. Minor changes were incorporated to include the extension of section 1 to meet a previous paving project; revising the guardrail work, and rebuilding three short sections of roadway shoulder that had existing drainage problems. Our work relationship with the contractor was very good. Environmental restrictions related to eagle nesting areas did not allow work in certain areas until after Aug. 15. A suspension of work, until June 21 was granted so that the contractor could schedule his crews without having to remobilize. Good communications regarding weekly schedules provided by the contractor allowed us to efficiently assign inspection personnel. Both sides were focused on safety and quality of workmanship. The project was substantially completed a week before the original number of working days. The potential for problems existed with the project starting late in the paving season, due to the eagle nesting restrictions that delayed all work in some of the project areas. This late start presented some very rainy days and stopped the paving activities. There were a total of 23 non-working days due to adverse weather conditions. There will be a cost increase of approximately 10 percent due to necessary changes. ContractorLakeside Industries, Port Angeles. WSDOT ContactJohn L. Hart, PE, (360) 533-9352, e-mail hartj@wsdot.wa.gov Send us your feedback on this project.Design: Contract Administration: Schedule: Cost: Engineer's estimate: $3,193,884Contractor's bid: $3,247,811Anticipated final payment to contractor: $3,635,000US 12, Lake Creek to Wild Cat CreekSend us your feedback on this project. Lewis County On this project, we paved 32 miles of US 12 from near Packwood, across White Pass, to Rimrock. In addition, we paved the entire 2-mile length of SR 131 and 2.5 miles of SR 123, from the junction of US 12 to the Mount Rainier National Park Boundary. US 12 is a significant truck route connecting the agricultural region of the state to Interstate 5 and beyond to the Pacific ports. This work extends the life of the highway surface and provides motorists with a smoother ride.Construction SummaryWe built the project according to the original design. For the most part, this project was a routine, rural paver, with the exception that the route passes through areas that are classified as suitable habitat for the Northern Spotted Owl. This classification restricted our contractor from starting the majority of work until after July 15, and also restricted the working hours. The contractor successfully scheduled the work operations and completed them within the contract time and tight environmental windows. There was good teamwork between WSDOT and the contractor. Each did their best to produce a good product with the least inconvenience to the traveling public as possible. Our contract specified 110 days to complete the project and it was completed 18.5 days early. The final contractor payment is expected to be three percent below the contractor’s bid amount. Contractor Central Washington Asphalt, Moses Lake, WA WSDOT Contact Richard Hensley, Area Engineer Phone: 360-740-8600 HensleRG@wsdot.wa.gov Send us your feedback on this project.Evaluation Criteria Design: Contract Administration: Schedule: Cost: Engineer’s estimate: $5,999,682 Contractor’s bid amount: $6,690,350 Anticipated final payment to contractor: $6,492,929 Contractor’s bid amount was 11% above the engineer’s estimate; this was due to failure to consider the impacts caused by environmental constraints as well as the availability of the hot-mix-asphalt aggregate.Wenatchee North Paving Send us your feedback on this project. Chelan CountyThis project is located on US 97A near Wenatchee. It included three major elements: new approach slabs at the Entiat River Bridge, a 13-mile paving project from Wenatchee, north to the bridge, and new turning lanes at the entrance to the Lake Entiat Park. The turn lanes portion of the project was funded as a "Nickel Project" in the legislature's 2003 Transportation Funding package. By combining the projects, the "Nickel Project" Entiat Park left -turn lanes construction was advanced a full year. As a result of a redesign to minimize underground utility impacts, a combined bidding process, and savings from consolidating the construction process, the costs for the "Nickel Project" were reduced from approximately $220,000 to $120,000. The project provides a smoother ride for motorists and preserves the pavement and bridge structure for another 10 to 15 years, as well as increases motorist safety by adding left-turn storage at the Entiat Park entrance.Construction SummaryWe constructed the project according to the original design. Some minor modifications were made to the bridge repair work . These were changes that would not have been possible to determine during the design phase. Our working relationship with the contractor was good. Problems were addressed in a timely manner which minimized impacts to the schedule and cost. Work began on April 1 and was complete on June 29. Crews completed the project with two working days added for additional guardrail work and pavement repair. We timed the project to minimize conflict with both the cherry harvest beginning in late June and the tourist season. This route is a primary access to Lake Chelan from the Puget Sound area. Work was also suspended over the Washington State Apple Blossom Festival Grand Parade weekend. The timing of this project was also coordinated to eliminate conflict with another project on the opposite bank of the Columbia River on US 97 so travelers would not encounter delays on both routes to Lake Chelan and the Okanogan at the same time. We used a comprehensive public and emergency services notification plan that included e-mail, fax, media and Web pages . As a result, few calls or complaints were received, despite the significant traffic impacts, particularly during the bridge repair phase of the work. The project's traffic control plan and the work zone safety plans were successful. There were no project-related vehicle accidents and no personnel injuries reported during construction. ContractorBasin Asphalt Co. P.O. Box 1628 Wenatchee, WA 98807 WSDOT ContactTerry Mattson Project Engineer (509) 667-2860 Send us your
Design:
Contract Administration:
Schedule:
Cost: Engineers Estimate: $1,929,238Contractor's bid amount: $1,577,724Anticipated final payment to contractor: $1,520,000
Send us your feedback on this project. Cowlitz CountyThis project replaced the deck of the Lewis and Clark Bridge. The bridge is approximately one-mile long and spans the Columbia River between Longview, Washington, and Rainier, Oregon. Built in 1929, portions of the bridge deck had begun to deteriorate, as traffic on the bridge increased with the growth of the surrounding communities and industries. With the new bridge deck, the life of the bridge is extended for another 25 years, and we've improved mobility and safety for residents and businesses in both states. The new roadway provides wider shoulders for bicyclists and pedestrians, and additional room for traffic to maneuver around disabled vehicles or routine maintenance activities. This project was anything but customary, with several innovative components comprising the majority of the project, and many smaller issues related to the age and design of the bridge. These include lighting and handrail designed to reflect the historic nature of the bridge. One of our major challenges was removing and replacing the deck at night while keeping the bridge open to traffic during the day.
Cowlitz CountyThis project replaced the deck of the Lewis and Clark Bridge. The bridge is approximately one-mile long and spans the Columbia River between Longview, Washington, and Rainier, Oregon. Built in 1929, portions of the bridge deck had begun to deteriorate, as traffic on the bridge increased with the growth of the surrounding communities and industries. With the new bridge deck, the life of the bridge is extended for another 25 years, and we've improved mobility and safety for residents and businesses in both states. The new roadway provides wider shoulders for bicyclists and pedestrians, and additional room for traffic to maneuver around disabled vehicles or routine maintenance activities.
This project was anything but customary, with several innovative components comprising the majority of the project, and many smaller issues related to the age and design of the bridge. These include lighting and handrail designed to reflect the historic nature of the bridge. One of our major challenges was removing and replacing the deck at night while keeping the bridge open to traffic during the day.
Construction SummaryUnique and innovative to this project, a 210-foot long transport was used to lift the old panel from the bridge and set a new panel while being operated by a remote control. This transport system was used to replace 103 roadway panels measuring up to 40 feet in length, 37 feet in width and weighing up to 180,000 pounds. With only six inches of clearance between a new panel and each side of the bridge overhead structure, moving each panel on the bridge was a significant task in itself. Removing an old panel and setting a new panel had to occur during eight-hour full bridge closures on weeknights. This narrow closure restriction minimized impacts to the users of the bridge.In retrofitting a 70-year old structure, our project team anticipated meeting a few unplanned conditions. We encountered several instances where plans required modification. After setting several new deck panels, the team noticed vibration of existing bridge members. Engineers determined that the longevity of these members would be compromised without increasing the number of connections between the new panel and the bridge from four to twelve. This major change to the project resulted in about a $5.1 million increase to the bid amount and a moderate delay to the contractor’s schedule. This required extensive coordination by the project team and has highlighted a cooperative and positive relationship with the contractor. Changes were implemented and the project was still completed ahead of the originally planned schedule. We scheduled construction activities to minimize impacts to the traveling public and used a variety of communication tools to keep the public informed of our work schedule. Through aggressive planning and scheduling, our contractor eliminated one of four planned full-weekend closures of the bridge, significantly reducing impacts to the public. There were 143 days of single lane closures used, along with 124 days of total closures.Number of working days allowed: 340 + 42 day extension due to delays for a total of 382 days. Number of working days used: 364
Minor changes to the contract have been made without much impact to the overall cost. The major change added approximately 28 percent to the Contractor’s bid amount. The final contractor payment is expected to be $24.1 million, about 14 percent below the Engineer’s estimate. Because the Lewis and Clark Bridge spans the state line between Washington and Oregon, the cost for the project is being split evenly by both states.
Max J. Kuney Company – Spokane, WA
Leon Winger, Area EngineerWSDOT Kelso Area Office2400 Talley WayKelso, WA 98626(360) 442-1341WingerL@wsdot.wa.gov
More information on the SR 433, Lewis and Clark Bridge Deck Replacement project.
Evaluation Criteria
Design: Contract Administration: Schedule: Cost: Engineer’s estimate: $28.0 millionContractor’s bid amount:$17.9 million
Anticipated final payment to contractor: $24.1 million
Send us your feedback on this project. Clark CountyThis project is located six miles north of Vancouver on SR 502 from I-5 (179th Street Exit) to the western city limits of Battle Ground. We replaced severely cracked pavement, paved approximately six miles, and raised the guardrail. This work extends the life of the roadway and gives drivers a smoother ride.
Clark CountyThis project is located six miles north of Vancouver on SR 502 from I-5 (179th Street Exit) to the western city limits of Battle Ground. We replaced severely cracked pavement, paved approximately six miles, and raised the guardrail. This work extends the life of the roadway and gives drivers a smoother ride.
The project was a standard paver built to the original design. Despite some minor traffic impact challenges surrounding this project, including an adjacent Clark County road improvement project and multiple concerts at the nearby amphitheater, construction went very smoothly with relatively minor impacts to local motorists on this busy highway.
The communication between the contractor and the WSDOT was excellent. Both parties were committed to constructing a quality project and working together toward that end.
The project was completed in 24 working days, which was one day ahead of schedule.
The final contractor payment, $863,534, is five percent below the contractor’s bid amount. A reduction in the amount of full depth pavement dig-outs accounted for the majority of the difference between the award and completed dollar amounts.
Morse Brothers, Inc., Sherwood, Oregon
Casey Liles, Area Engineer WSDOT Vancouver Area OfficePO Box 170911018 NE 51st CircleVancouver WA 98682
(360) 905-1501
LilesC@wsdot.wa.gov
Cost:
Engineer’s estimate:
$978,872
Contractor’s bid amount:
$908,860
Anticipated final payment to contractor:
$863,534
Send us your feedback on this project. Snohomish County WSDOT widened State Route 525, commonly called the Mukilteo Speedway, between 132nd Street Southwest and Paine Field Boulevard in the City of Mukilteo in Snohomish County. Crews also added new turn lanes, transit pullouts, sidewalks, and a center median; they also rebuilt traffic signals and installed equipment to allow us to provide real time traffic information. In addition, we installed underground storm water treatment facilities to improve water quality and prevent local stream flooding. This project enhanced safety and improved traffic flow on this busy highway. Prior to construction, a high number of accidents occurred on SR 525, where drivers had to dart in front of fast-moving oncoming traffic in order to turn left from the center turn lane.
Snohomish County
WSDOT widened State Route 525, commonly called the Mukilteo Speedway, between 132nd Street Southwest and Paine Field Boulevard in the City of Mukilteo in Snohomish County. Crews also added new turn lanes, transit pullouts, sidewalks, and a center median; they also rebuilt traffic signals and installed equipment to allow us to provide real time traffic information. In addition, we installed underground storm water treatment facilities to improve water quality and prevent local stream flooding.
This project enhanced safety and improved traffic flow on this busy highway. Prior to construction, a high number of accidents occurred on SR 525, where drivers had to dart in front of fast-moving oncoming traffic in order to turn left from the center turn lane.
Construction SummaryWSDOT and the community made several changes to the project design after the construction contract was awarded, which added time and cost to the project. These changes included installing a new signal just north of Harbour Pointe Boulevard North and modifying a signal at SR 525 and Paine Field Boulevard. These changes will accommodate a future fourth leg at the Paine Field Boulevard intersection. Project partners provided the $528,000 needed to complete this work.
Other changes included constructing a temporary two-way left turn lane during construction to ease heavier-than-expected congestion, installing additional left turn lanes and changing the concrete median to allow landscaping. This required an additional $52,000 in construction and additional traffic control costs.
In addition, crews worked through winter to deliver traffic and safety improvements faster. This cost an additional $400,000 because we were required to replace wet soil with gravel to alleviate drainage problems resulting from winter construction.
Crews also built additional sidewalks which cost $60,700. These sidewalks were promised to the City of Mukilteo as part of the project. We originally planned to build the sidewalks later with the roadside restoration project, but that would require digging up and reconstructing newly installed drainage facilities. We opted to build the sidewalks now to save reconstruction money and minimize traffic disruption later.
This newly-widened roadway was open to traffic in October 2003 on schedule. We placed the last layer of asphalt and installed striping and other pavement markings in summer 2004. Crews are still building small sections of sidewalk and installing pavement markings, a pedestrian handrail, a noise wall panel and landscaping. Despite time and cost saving measures the project is a year behind schedule. This is due to late changes in the design and the sidewalk portion of the project.
WSDOT and our contractor, KLB Construction, worked together to complete the work and solve problems as they occurred.
ContractorKLB Construction, Mukilteo, WA
Marlin Lenssen, Project Engineer
Phone 425-339-1719
E-mail: lenssmj@wsdot.wa.gov
Engineer's estimate: $14,347,839Contractor's bid amount: $13,762,950Anticipated final payment to contractor: $16,425,800
Send us your feedback on this project. This project widened more than two miles of State Route 527 (Bothell Everett Highway)between 164th Street Southeast and 132nd Street Southeast in the city of Mill Creek. We added two lanes in each direction, left turn lanes at intersections, bike lanes and sidewalks. This doubles the amount of traffic that the road can carry and enhances safety for everyone using the highway. In addition, we enhanced the environment by installing detention ponds, new fish friendly culverts, a wetland mitigation site and an extension of the North Creek Trail system.
This project widened more than two miles of State Route 527 (Bothell Everett Highway)between 164th Street Southeast and 132nd Street Southeast in the city of Mill Creek. We added two lanes in each direction, left turn lanes at intersections, bike lanes and sidewalks. This doubles the amount of traffic that the road can carry and enhances safety for everyone using the highway. In addition, we enhanced the environment by installing detention ponds, new fish friendly culverts, a wetland mitigation site and an extension of the North Creek Trail system.
Overhead and underground utilities were located in the construction area and had to be moved before we could build this project. This utility relocation did not proceed as expected due to permitting issues between a local agency and the electric utility. Delayed utility relocation increased our construction expenditures and delayed our work. The contractor was required to work around the existing utilities.
We worked effectively with the contractor’s crews to develop solutions that would keep the project moving and costs under control. To regain lost time due to the utility relocation, we allowed crews to work later in the construction season and on weekends and authorized additional road closures and detours. We also worked together to minimize the impact of the construction work on drivers, area residents and the environment. However, we struggled with construction management issues, which were significant given the utility relocation problems and the effort to get back on schedule.
The project was substantially complete on August 11, 2004, and is two months behind schedule. Currently, we are $963,486.36 over our original $9,128,197.45 budget. We are currently evaluating and negotiating additional contractor payments. We are currently evaluating and negotiating contractor claims for delay.
ContractorTri-State Construction, Bellevue, WA
Design: Construction: Schedule: Cost: Engineer's estimate: $10,204,937Contractor's bid amount: $9,128,197Anticipated final payment to contractor: A number of contract items are under review and negotiations, therefore, no estimated final costs are being provided at this time.
Send us your feedback on this project. Kittitas CountyThis project paved eight miles of SR 903 from Oakes Avenue, east through Cle Elum for two miles, to the I-90/SR970 Interchange. Paving continued from where SR 970 begins, eastward for six miles to near the Teanaway River. The interchange ramps at I-90 and SR 970 were also paved. The project included asphalt grinding, expansion joint modifications on the I-90 over-crossing, guardrail improvements, new signs, pavement markings, and some utility adjustments. The project provides a smoother, safer ride and preserves the pavement and bridge structure for another 10 to 15 years.
Kittitas CountyThis project paved eight miles of SR 903 from Oakes Avenue, east through Cle Elum for two miles, to the I-90/SR970 Interchange. Paving continued from where SR 970 begins, eastward for six miles to near the Teanaway River. The interchange ramps at I-90 and SR 970 were also paved. The project included asphalt grinding, expansion joint modifications on the I-90 over-crossing, guardrail improvements, new signs, pavement markings, and some utility adjustments.
The project provides a smoother, safer ride and preserves the pavement and bridge structure for another 10 to 15 years.
Construction SummaryWe constructed the project according to the original design, with some minor modifications to the guardrail work.
The working relationship between the contractor and WSDOT was good. Problems were addressed in a timely manner before there was an impact on the schedule or cost. The project started June 28th and was completed in the scheduled 45 working days.
The working relationship with the City of Cle Elum was positive as well. We met with city officials regularly before and during the project to coordinate our work with planned city work and to explore work that could be combined in this and future planned projects.
Establishing these successful relationships quickly was more challenging than under usual conditions in that the project was outside the North Central Region. South Central Region Project Engineering offices were faced with too many projects while North Central had too few. In an effort to maximize resources across the entire agency, this became one of three SCR projects handed to NCR to manage through the construction phase last summer.
This was also one of three projects in the area that were being constructed at the same time. A paver from Ellensburg to the Blewett Pass Highway, this one from Cle Elum to the Blewett Pass Highway and a paver on Blewett Pass itself. The potential for severe traffic impacts and motorist confusion was high and was addressed with a comprehensive public notification plan utilizing Highway Advisory Radios (HARs at Cle Elum, Ellensburg, Lauderdale Junction and Big Y), media and web pages. The result was very few calls or complaints. Delays were never allowed to exceed 20 minutes on any of the three projects.
Our traffic control plan and the work zone safety plans were successful in that there were no personnel injuries reported during construction and no project related vehicle accidents.
Columbia Asphalt & Gravel, Inc.
P.O. Box 9337
Yakima, WA 98909
Joel D. Voth , Project Engineer
(509) 667-2870
vothj@wsdot.wa.gov
Engineer’s Estimate: $1,426,793
Contractor's Bid:
$1,292,084
$1,285,400
Send us your feedback on this project. Clallam CountyThis project rehabilitates the pavement of two sections of US 101: Section 1 - from the Forks city limit to Bear Creek, milepost 193.28 to 206.01; and Section 2 - from east of Crescent Lake to Indian Creek, milepost 231.46 to 234.62. We planed the traveled lanes and inlaid or overlaid the roadway with asphalt concrete pavement. The first section consists of 12.73 miles and the second 3.16 miles. In addition, we installed new thrie beam guardrail and made expansion joint repairs on three bridges. This work improves the ride for the public and extends the service life of the roadway and bridges. Upgrading the guardrail and bridge rails at several locations will improve safety.
Clallam CountyThis project rehabilitates the pavement of two sections of US 101: Section 1 - from the Forks city limit to Bear Creek, milepost 193.28 to 206.01; and Section 2 - from east of Crescent Lake to Indian Creek, milepost 231.46 to 234.62. We planed the traveled lanes and inlaid or overlaid the roadway with asphalt concrete pavement. The first section consists of 12.73 miles and the second 3.16 miles. In addition, we installed new thrie beam guardrail and made expansion joint repairs on three bridges. This work improves the ride for the public and extends the service life of the roadway and bridges. Upgrading the guardrail and bridge rails at several locations will improve safety.
Construction Summary We essentially constructed the project according to the original design. Minor changes were incorporated to include the extension of section 1 to meet a previous paving project; revising the guardrail work, and rebuilding three short sections of roadway shoulder that had existing drainage problems. Our work relationship with the contractor was very good. Environmental restrictions related to eagle nesting areas did not allow work in certain areas until after Aug. 15. A suspension of work, until June 21 was granted so that the contractor could schedule his crews without having to remobilize. Good communications regarding weekly schedules provided by the contractor allowed us to efficiently assign inspection personnel. Both sides were focused on safety and quality of workmanship. The project was substantially completed a week before the original number of working days. The potential for problems existed with the project starting late in the paving season, due to the eagle nesting restrictions that delayed all work in some of the project areas. This late start presented some very rainy days and stopped the paving activities. There were a total of 23 non-working days due to adverse weather conditions.
There will be a cost increase of approximately 10 percent due to necessary changes.
ContractorLakeside Industries, Port Angeles.
WSDOT ContactJohn L. Hart, PE, (360) 533-9352, e-mail hartj@wsdot.wa.gov
Design: Contract Administration: Schedule: Cost: Engineer's estimate: $3,193,884Contractor's bid: $3,247,811Anticipated final payment to contractor: $3,635,000
Send us your feedback on this project. Lewis County On this project, we paved 32 miles of US 12 from near Packwood, across White Pass, to Rimrock. In addition, we paved the entire 2-mile length of SR 131 and 2.5 miles of SR 123, from the junction of US 12 to the Mount Rainier National Park Boundary. US 12 is a significant truck route connecting the agricultural region of the state to Interstate 5 and beyond to the Pacific ports. This work extends the life of the highway surface and provides motorists with a smoother ride.
Lewis County
On this project, we paved 32 miles of US 12 from near Packwood, across White Pass, to Rimrock. In addition, we paved the entire 2-mile length of SR 131 and 2.5 miles of SR 123, from the junction of US 12 to the Mount Rainier National Park Boundary. US 12 is a significant truck route connecting the agricultural region of the state to Interstate 5 and beyond to the Pacific ports. This work extends the life of the highway surface and provides motorists with a smoother ride.
Construction SummaryWe built the project according to the original design. For the most part, this project was a routine, rural paver, with the exception that the route passes through areas that are classified as suitable habitat for the Northern Spotted Owl. This classification restricted our contractor from starting the majority of work until after July 15, and also restricted the working hours. The contractor successfully scheduled the work operations and completed them within the contract time and tight environmental windows.
There was good teamwork between WSDOT and the contractor. Each did their best to produce a good product with the least inconvenience to the traveling public as possible.
Our contract specified 110 days to complete the project and it was completed 18.5 days early. The final contractor payment is expected to be three percent below the contractor’s bid amount.
Central Washington Asphalt, Moses Lake, WA
Richard Hensley, Area Engineer
Phone: 360-740-8600
HensleRG@wsdot.wa.gov
$5,999,682
$6,690,350
$6,492,929
Contractor’s bid amount was 11% above the engineer’s estimate; this was due to failure to consider the impacts caused by environmental constraints as well as the availability of the hot-mix-asphalt aggregate.
Send us your feedback on this project. Chelan CountyThis project is located on US 97A near Wenatchee. It included three major elements: new approach slabs at the Entiat River Bridge, a 13-mile paving project from Wenatchee, north to the bridge, and new turning lanes at the entrance to the Lake Entiat Park. The turn lanes portion of the project was funded as a "Nickel Project" in the legislature's 2003 Transportation Funding package. By combining the projects, the "Nickel Project" Entiat Park left -turn lanes construction was advanced a full year. As a result of a redesign to minimize underground utility impacts, a combined bidding process, and savings from consolidating the construction process, the costs for the "Nickel Project" were reduced from approximately $220,000 to $120,000. The project provides a smoother ride for motorists and preserves the pavement and bridge structure for another 10 to 15 years, as well as increases motorist safety by adding left-turn storage at the Entiat Park entrance.
Chelan CountyThis project is located on US 97A near Wenatchee. It included three major elements: new approach slabs at the Entiat River Bridge, a 13-mile paving project from Wenatchee, north to the bridge, and new turning lanes at the entrance to the Lake Entiat Park. The turn lanes portion of the project was funded as a "Nickel Project" in the legislature's 2003 Transportation Funding package.
By combining the projects, the "Nickel Project" Entiat Park left -turn lanes construction was advanced a full year. As a result of a redesign to minimize underground utility impacts, a combined bidding process, and savings from consolidating the construction process, the costs for the "Nickel Project" were reduced from approximately $220,000 to $120,000.
The project provides a smoother ride for motorists and preserves the pavement and bridge structure for another 10 to 15 years, as well as increases motorist safety by adding left-turn storage at the Entiat Park entrance.
Construction SummaryWe constructed the project according to the original design. Some minor modifications were made to the bridge repair work . These were changes that would not have been possible to determine during the design phase.
Our working relationship with the contractor was good. Problems were addressed in a timely manner which minimized impacts to the schedule and cost.
Work began on April 1 and was complete on June 29. Crews completed the project with two working days added for additional guardrail work and pavement repair. We timed the project to minimize conflict with both the cherry harvest beginning in late June and the tourist season. This route is a primary access to Lake Chelan from the Puget Sound area. Work was also suspended over the Washington State Apple Blossom Festival Grand Parade weekend. The timing of this project was also coordinated to eliminate conflict with another project on the opposite bank of the Columbia River on US 97 so travelers would not encounter delays on both routes to Lake Chelan and the Okanogan at the same time.
We used a comprehensive public and emergency services notification plan that included e-mail, fax, media and Web pages . As a result, few calls or complaints were received, despite the significant traffic impacts, particularly during the bridge repair phase of the work.
The project's traffic control plan and the work zone safety plans were successful. There were no project-related vehicle accidents and no personnel injuries reported during construction.
ContractorBasin Asphalt Co.
P.O. Box 1628
Wenatchee, WA 98807
WSDOT ContactTerry Mattson
Project Engineer
(509) 667-2860
Send us your