Each spring the Washington State Department of Transportation selects a handful of highway construction projects from each of our region offices for a year-end evaluation of the project's construction phase. The 2005 Construction Highlights Report provides the results of this self-assessment of our on-time and on-budget performance. This is WSDOT’s fifth annual report. These 25 projects, selected back in April 2005, provide a snapshot of the variety, complexity, and size of our Construction program. Nine of the projects (37.5%) had five-star ratings in each of the four evaluation categories. Our project evaluation standards focus on design, construction administration, schedule and cost, and rates each project in these categories.This report is just a sampling of the many projects that were built in 2005. There were 186 active construction projects ranging in cost from $68,000 to $615 million (construction contract amount for the Tacoma Narrows Bridge). This represents approximately $1.884 billion in ongoing work.Below are the construction projects that were completed, or nearly completed, during the 2005 construction season (one project was not awarded due to contractor's bids coming too high).
Major impact, preventable >25% cost growth Major, significant impact, 15% to 25% cost growth Moderate impact, 10%to 15% cost growth Minor impact, 5% to 10% cost growth No impact, or up to 5% cost growth
Errors in the plansAbility to have corrected with information availableImpact on cost and schedule
Major design problems encountered, most of which could have been resolved with the information available during design. These issues have led to major impacts on project cost and schedule.
Major design problems encountered, many of which could have been resolved with the information available at the time of design. These issues have had a significant impact on the project cost and schedule.
Moderate design issues encountered, some of which could have been resolved with the information available at the time of design. Impact on project cost and schedule is moderate.
Some design issues encountered, most of which would have been difficult or impractical to resolve with the information available at the time of design. Project schedule and budget are close to planned, in spite of these issues.
Virtually no design problem encountered, or only minor problems encountered that would have been difficult to resolve in design with the information available. Project has maintained schedule and budget as planned.
Issue resolution to avoid increase cost and schedule.Communication and partnering.Focus on safety, workmanship, and environmental stewardship
Contract team is unable to stay on top of issues. Most if not all resolutions are reactionary, resulting in impacts to the schedule and cost of the project. Communications have broken down and all attempts at a partnering atmosphere have failed. Project team completely lacks focus on safety, workmanship, and environmental stewardship.
Contract team is unable to stay on top of issues. Few issues are resolved proactively, and the result is an impact on project schedule and cost. Communications are poor and attempts at a partnering atmosphere have marginal results. Project team fails to dedicate adequate focus on safety, workmanship, and environmental stewardship.
Contract team is struggling to stay on top of issues. Attempts are made at managing the project in a partnering atmosphere, but frequent breakdowns in communication are evident. Some issues are addressed proactively, but many are not, resulting in impacts to the schedule and cost of the project. Project team has some focus on safety, workmanship, and environmental stewardship, but it is not consistent or uniform.
Contract team is managing most issues and avoids major impacts to the cost and schedule of the project. Communication and partnering efforts are generally good, with a mutual commitment to strengthen.Most issues are addressed proactively and resolved to the mutual benefit of the team. Project team has a good focus on safety, workmanship, and environmental stewardship, with shortcomings resolved promptly.
Contract team is on top of all issues and managing the project in a partnering atmosphere. Issues are addressed proactively and resolved with mutual satisfaction before they impact the cost and schedule of the project. Project team exhibits a strong focus on safety workmanship, and environmental stewardship.
ScheduleDurationPublic inconvenience
Project is substantially behind the originally anticipated completion date. Delays have pushed the completion date into another construction season. Significant inconvenience, traffic impacts and delays for the traveling public is expected, beyond what was originally planned.
Significant delay in project schedule. Overall duration of the project is well beyond the original anticipated completion date, pushing work into a less than optimal season. Public will experience a major increase in inconvenience due to traffic restrictions.
Moderate schedule delay from the originally anticipated completion date. Delay has pushed the completion later in the construction season, but has not pushed it into another construction season. Public will be inconvenienced for a longer period, but the duration is moderate.
Minor schedule delay from the originally anticipated completion date. The overall duration of the project has extended a minor amount. As a result, inconvenience to the public, beyond what was originally envisioned, will be minor or not existent. Project is scheduled for an on time completion.
Minor adjustments to the schedule have been managed to essentially preserve the original completion date and delays to the public have not exceeded those originally envisioned.
*Comparison to bid*Comparison to estimate
Project cost substantially exceeds the original anticipated budget amount. Changes orders and/or quantity variations are substantial. Total dollars paid to contractor are anticipated to be over 25% of the original bid amount and well in excess of the final engineer’s estimate for this project. Most of the cost growth could have been prevented with the information available during design. Impact and delay costs are a major portion of added cost.
Project is growing in cost (>15% over bid and estimate). Changes and quantity variations are large. Most of the added cost is for work that should have been identified in the original contract based on the information available during design. Impact and delay costs are a significant part of the overall increase in cost.
Project is growing in cost (>10% over bid and estimate). Changes and quantity variations are large, but have lead to added value. Added work is necessary to accomplish the goals and objectives for this project. Most of these additions are for issues that could not have been reasonably known and resolved at the time of design.
Project is growing in cost (within 5% of the bid or estimate). Changes and quantity variations exist, but they are small in comparison to the overall project and have lead to added value. Delay and impact costs are being held to a minimum and a majority of the growth is for direct costs. These additions are issues that would not have been reasonably solved with additional design effort.
Project is tracking right on the original budget with only minor changes and quantity variations. Cost growth on project through quantity variations, and change orders do not exceed 5% of original bid amount. Bid amount compares favorably to the engineer’s estimate (within 10%)
Evaluation Criteria - one page printable version (pdf)
Seattle, King CountyCrews replaced the existing asphalt concrete pavement with concrete through an approximate one-mile section of southbound I-5 in downtown Seattle. This section includes the two outside lanes of mainline I-5 between James Street and Olive Way with the retail core to the west, and a high-density residential area to the east. In addition to pavement rehabilitation work through downtown Seattle, this project also included bridge repairs and paving at Dearborn Street along the I-5 southbound-collector distributor just south of downtown Seattle. This was the first major rehabilitation project for I-5 through downtown Seattle since it’s completion in the mid-1960s. After 40 years of wear and tear, a more lasting solution was needed instead of temporary patching and repairs that are disruptive and costly. The new concrete pavement provides a smoother ride for drivers, and extends the lifespan of the freeway by an estimated 50 years or more.
Seattle, King CountyCrews replaced the existing asphalt concrete pavement with concrete through an approximate one-mile section of southbound I-5 in downtown Seattle. This section includes the two outside lanes of mainline I-5 between James Street and Olive Way with the retail core to the west, and a high-density residential area to the east. In addition to pavement rehabilitation work through downtown Seattle, this project also included bridge repairs and paving at Dearborn Street along the I-5 southbound-collector distributor just south of downtown Seattle.
This was the first major rehabilitation project for I-5 through downtown Seattle since it’s completion in the mid-1960s. After 40 years of wear and tear, a more lasting solution was needed instead of temporary patching and repairs that are disruptive and costly. The new concrete pavement provides a smoother ride for drivers, and extends the lifespan of the freeway by an estimated 50 years or more.
Construction SummaryWe constructed this project according to the original design with only a few changes that were made to address minor constructability issues. These were minimal in cost. Other minor costs were incurred due to utilities or other underground items and issues that are difficult to identify in advance. There were no increases to contract time as a result of the issues encountered on this project.
The contractor’s bid amount was 32% above the engineer’s estimate because of the unique conditions and risks involved with this project, which was located in one of the busiest stretches of highway in the state. Historic costs couldn't be used to develop the estimate. Unique conditions included extremely limited access to the work zone, strict time constraints on construction work, and difficult-to-predict timing for work that must be completed in sequence. The successful execution of this project called for a high degree of cooperation and the development of a good working relationship. In additon, the amount of work associated with each of four 55-hour weekend lane closures allowed under this contract, required both the contractor and WSDOT to pull in workers from other jobs or offices that were outside of their core staff. The cooperative working relationship between all parties has been excellent, and is demonstrated by the product that was achieved on time and on budget. The only party to this job that quite often didn’t cooperate was Mother Nature, which resulted in having to call off five weekends due to the potential for wet, rainy conditions. Contact InformationContractor: Gary Merlino Construction, Seattle WSDOT ContactJulia Mizuhata, Project Engineer(206) 764-4105E-mail: mizuhaj@wsdot.wa.govFor more information: www.wsdot.wa.gov/Projects/I5/James_Olive
Design: Construction Management: Schedule: Cost:
Walla Walla County This project improved US 12 for approximately four miles near the City of Pasco, in Walla Walla County, from just east of the Snake River to just west of Casey Pond. Two new lanes were added on US 12 to provide a four-lane divided highway. In addition, a two-mile long frontage road was built, a traffic signal system was replaced at the Humorist Road intersection , and a new traffic signal system installed at SR 124 intersection. The new lanes will reduce congestion, and safety is improved separating opposing traffic by a median or by concrete barrier. Channelization and traffic signals at the Humorist Road and SR 124 intersections with US 12 provide safer conditions for crossing the highway.
Walla Walla County
This project improved US 12 for approximately four miles near the City of Pasco, in Walla Walla County, from just east of the Snake River to just west of Casey Pond.
Two new lanes were added on US 12 to provide a four-lane divided highway. In addition, a two-mile long frontage road was built, a traffic signal system was replaced at the Humorist Road intersection , and a new traffic signal system installed at SR 124 intersection.
The new lanes will reduce congestion, and safety is improved separating opposing traffic by a median or by concrete barrier. Channelization and traffic signals at the Humorist Road and SR 124 intersections with US 12 provide safer conditions for crossing the highway.
Construction SummaryWork began on January 3, 2005. The contractor and WSDOT worked on the project, building approximately 10 lane-miles of new roadway (eight lane-miles on US 12, and two lane-miles of frontage road). On May 31, the two new US 12 eastbound lanes were opened to traffic. In June the contractor constructed intersection channelization and resurfaced the existing pavement on the (now) westbound US 12 lanes.
Progress slowed through the months of July and August due to the contractor's busy schedule, and the contract requirements that seeding operations not be done until October. Work resumed, in earnest, around the end of August. The new signals were in place and functioning by September 14, 2005.
It is anticipated that "Physical Completion" will be attained by mid-November 2005, which is right on the original schedule.
Contact informationPrime Contractor:Steelman-Duff, Inc.Clarkston, WA
WSDOT Contact:Will Smith, P.E.(509) 577-1840smithw@wsdot.wa.gov
For more information on the project seehttp://www.wsdot.wa.gov/projects/US12/SR124Wallula/SR124_McNary
Skamania County This project stabilized three separate rock fall-prone locations on a 2-mile long section of State Route 14 between the Cape Horn Bridge and Salmon Falls Road, approximately 4 miles east of the Clark County line. At these locations, WSDOT excavated loose rock and soil and installed debris fencing to keep rocks from falling onto the roadway. In addition, some landscaping improvements were made to help further stabilize the soil. This project helped improve safety and mobility for motorists in this area by reducing the number of rocks that used to fall into the highway from the adjacent cliff face.
Skamania County
This project stabilized three separate rock fall-prone locations on a 2-mile long section of State Route 14 between the Cape Horn Bridge and Salmon Falls Road, approximately 4 miles east of the Clark County line. At these locations, WSDOT excavated loose rock and soil and installed debris fencing to keep rocks from falling onto the roadway. In addition, some landscaping improvements were made to help further stabilize the soil. This project helped improve safety and mobility for motorists in this area by reducing the number of rocks that used to fall into the highway from the adjacent cliff face.
Construction Summary:
This project was subject to strict visual quality standards because it was located within the Columbia River Gorge National Scenic Area. All elements of the design were coordinated with Skamania County, the US Forest Service, and the Gorge Commission, and any changes made to the design during construction also had to be evaluated using the same standards. The locations of the fence’s foundations were re-staked several times in order to minimize the visual impact of the debris fencing and match the shop drawings provided by the supplier. It was determined during the scaling operations that the slope was more stable than expected, so with approval from the Olympia headquarters geotechnical office, the rock dowel item was removed from the contract. This resulted in a small cost savings for the project.
WSDOT worked together with the contractor to develop a plan to protect the roadway from the scaling debris, and the contractor offered suggestions and cooperation with installing geo-matting to ensure the stability of the newly re-graded slopes. The traffic control subcontractor was responsive to WSDOT’s concerns and we received very little negative feedback concerning the traffic impacts. Near the debris fences, water was flowing through fractured rock and under the subgrade instead of entering the culverts. To preserve the roadway integrity, the contractor placed alternating sheets of bentonite and layers of native soil to restore the flow through the culvert.
Substantial completion of this project was reached on June 2, 2005, within the allotted working days. The final project cost will be approximately 12.5% lower than the contract bid amount.
Contractor:
Diamaco, Inc.
Bellevue, WA
WSDOT Contact:
Chris Tams, Columbia River Gorge Area Engineer
360-759-1310
swgorge@wsdot.wa.gov
Design:
Construction Management:
Schedule:
Cost:
Grant CountyThis project paved nearly 16 miles of I-90 from Dodson Road Interchange to 1.5 miles west of SR 281-Quincy/George Interchange, including ramps and bridges. This project also widened the exits at the Winchester Safety Rest Areas to better accommodate trucks and RVs, as well put a sealer on the parking areas and the Park and Ride lot in George. In addition, crews updated guardrail and installed new median cable barrier to prevent crossover head-on collisions. The new pavement provides a smoother driving surface for drivers and extends the life of the roadway for another 10 to 15 years.
Grant CountyThis project paved nearly 16 miles of I-90 from Dodson Road Interchange to 1.5 miles west of SR 281-Quincy/George Interchange, including ramps and bridges. This project also widened the exits at the Winchester Safety Rest Areas to better accommodate trucks and RVs, as well put a sealer on the parking areas and the Park and Ride lot in George. In addition, crews updated guardrail and installed new median cable barrier to prevent crossover head-on collisions.
The new pavement provides a smoother driving surface for drivers and extends the life of the roadway for another 10 to 15 years.
Construction Summary
WSDOT and its contractor had a very good working relationship. Construction challenges were quickly resolved, reducing costs and traffic impacts.
This project was a straight-forward paving project with a couple of add-ons that presented some challenges and opportunities. While paving the bridges, a ramp detour was used that worked exceptionally well. Temporary one-day detours routed traffic around the construction zone. This gave the contractor unrestricted access to the on and off ramps, which provided a safer environment for both the crews and the traveling public. These detours improved the efficiency of the contractor, which also reduced the time to complete the work. Detouring traffic to the next interchange proved to be only a minor inconvenience that generated no complaints from the public.
Construction began on April 11, 2005 and was completed on time. With the exception of minor seeding and fertilizing on some roadside slopes, this project was finished within 91 of the allowed 125 working days.
A comprehensive public and emergency services notification plan used Highway Advisory Radio (HAR), e-mail, fax, media, 5-1-1, WSDOT Web pages to keep travelers informed of construction activities. This resulted in few calls or complaints being received, despite significant traffic impacts.
The traffic control plans and the work zone safety plans were successful. There were no WSDOT or contractor personnel injuries reported during construction and no project related vehicle accidents.
Central Washington Asphalt
PO Box 939
Moses Lake, WA 98837
Bob Romine, Project Engineer
PO Box 98
Wenatchee, WA 98807
509-667-2880
Visit the I-90 George East Web Page for more information, photos and maps.
Schedule: Cost:
Engineers Estimate: $3,894,328
Contractors Bid: $3,847,156
Anticipated Final Cost:$3,783,568
Spokane County, City of Spokane Valley This project is a major electrical rebuild of the traffic signal display and detection systems at the Argonne/Mullan and Broadway Interchanges. The project extends the life of signal system life for another 15 years, upgrades intersection lighting to meet current standards, and upgrades the signal interconnect system to the Traffic Management Center to provide remote operation of ITS systems.
Construction SummaryConstruction was complex and required great attention to safety and staging. Existing signal systems needed to remain operational while parallel new systems were installed and brought on line. Much of the work was underground, which caused occasional accidental disruptions to the existing signal system that required immediate traffic control response. These situations had been rehearsed and as a result, the response was very effective. Installing fiber optic interconnect for WSDOT's Spokane Traffic Management Center was also the first for this region office. Both the technical nature of the work required and ramifications of signal failure required constant attention to detail by WSDOT and the Contractor. Poor "as-built" records contributed to change order work to remove old existing electrical systems not shown on the plans.
The project was substantially complete on July 28, 2005, approximately 4 days ahead of schedule. The early finish is attributed to effective management of the work by the contractor and good teamwork between the Region Signal Shop, project inspectors and contractor.
Currently, we are $14,882 (3.63%) over the original Bid of $410,191 with $2,164 in seeding costs remaining. Most of this cost overrun is associated with an unanticipated size of pavement repair (+$3,092) in one location and the subsequent additional asphalt to complete this repair (+$7,493.20).
Contact Information
Contractor:Power City ElectricSpokane
WSDOT Contact:Darrel McCallum, Project Engineer509-324-6242mccalld@wsdot.wa.gov
Okanogan CountyThis project paved approximately 13 miles of US 97 south of Tonasket in Okanogan County. The previous roadway surface, Bituminous Surface Treatment or "Chip Seal", was converted to a stronger hot mix asphalt. The asphalt pavement improves the traffic-load carrying capacity of the highway, reduces future maintenance repair costs, and improves the ride. In addtion, continuous centerline rumble strips were added throughout the entire project to reduce crossover head-on collisions. Guardrail was also added in specific locations to reduce run-off-the-road accidents. The existing drainage system was retrofitted to improve highway runoff and reduce maintenance.
Okanogan CountyThis project paved approximately 13 miles of US 97 south of Tonasket in Okanogan County. The previous roadway surface, Bituminous Surface Treatment or "Chip Seal", was converted to a stronger hot mix asphalt. The asphalt pavement improves the traffic-load carrying capacity of the highway, reduces future maintenance repair costs, and improves the ride.
In addtion, continuous centerline rumble strips were added throughout the entire project to reduce crossover head-on collisions. Guardrail was also added in specific locations to reduce run-off-the-road accidents. The existing drainage system was retrofitted to improve highway runoff and reduce maintenance.
Construction SummaryWe constructed the project according to the original design with only minor changes during construction. 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 June 6th and was complete on September 29th. The project was completed on-time and within budget.
The project's traffic control plan and the work zone safety plans were successful. There were no personnel injuries reported during construction.
ContractorBasin Asphalt Co.
P.O. Box 1628
WSDOT ContactKevin Waligorski
Acting Project Engineer
(509) 667-2860
Visit the US 97 Tonasket South Web page for more information, photos and maps.
Contract Administration: Schedule:
Engineer’s Estimate: $3,758,610
Contractor's Bid:
$3,488,938
Anticipated final payment to contractor:
$3,210,893
Pierce CountyThis project is located approximately three miles south of the city of Puyallup, between 204th and 176th streets. It improves regional mobility and enhances safety in this high-accident corridor by adding a new lane in each direction, with a center two-way turn lane. This project provides route continuity by linking with another widening project to the south, from 234th Street E to 204th Street E, and an existing five-lane section to the north. Other improvements included: * Installing new a traffic signal at the intersections of 200th Street and modifying existing signals at 194th, 187th, and 176th streets. * Improving channelization and illumination at 204th, 200th, 194th, 187th, 176th Street intersections and at the County Dump Road. * Upgrades the storm water system, and constructions ponds in the vicinity of 204th, 200th and 194th streets, and County Dump Road. * Installing curb, gutter, and sidewalk at the 176th intersection.* Overlaying the entire roadway with asphalt.
Pierce CountyThis project is located approximately three miles south of the city of Puyallup, between 204th and 176th streets. It improves regional mobility and enhances safety in this high-accident corridor by adding a new lane in each direction, with a center two-way turn lane. This project provides route continuity by linking with another widening project to the south, from 234th Street E to 204th Street E, and an existing five-lane section to the north.
Other improvements included: * Installing new a traffic signal at the intersections of 200th Street and modifying existing signals at 194th, 187th, and 176th streets. * Improving channelization and illumination at 204th, 200th, 194th, 187th, 176th Street intersections and at the County Dump Road. * Upgrades the storm water system, and constructions ponds in the vicinity of 204th, 200th and 194th streets, and County Dump Road. * Installing curb, gutter, and sidewalk at the 176th intersection.* Overlaying the entire roadway with asphalt.
Construction Summary:The project was constructed according to the original design with no significant changes. WSDOT and the contractor, Scarsella Bros. of Kent, worked well together to successfully complete the work ahead of schedule. Innovative construction methods were implemented such as the lowering of the SR 161 profile grade between 200th and 194th streets within a single weekend. Many local residents and observers on the street that weekend expressed appreciation of the expedited work.
Various utility companies were not able to complete relocation work prior to the start of construction, which resulted in potential impacts to our contractor. Scarsella Bros. worked cooperatively with the utility companies and WSDOT to coordinate work activities and avoid significant delays. Scarsella Bros. staged its work to keep the project on schedule and to allow the utility companies to proceed with relocation work.
By completing shoulder repairs during the daytime with no lane restrictions, instead of at night as specified in the contract, the contractor was able to work more quickly. This change reduced the contract time by 15 working days.
Contact Information:Prime Contractor: Scarsella Brothers, Inc. Kent, WA
WSDOT Contact:Howard Diep, P.E.(253) 589-6100dieph@wsdot.wa.gov
Project page link:For more information on the project, seehttp://www.wsdot.wa.gov/Projects/SR161/CorrImprov176th_234th/
Design: Construction Management : Schedule :Cost:
Benton County This project paved both lanes of SR 225 within the city limits of Benton City to provide a new driving surface in place of the old deteriorated pavement. The contractor updated highway signing and pavement striping, improved sidewalk ramps to meet current standards, and built new cement concrete curb and gutter. As a result of these improvements, drivers enjoy a smooth ride, the life of the roadway is extended, and safety is improved for both motorists and pedestrians.
Benton County
This project paved both lanes of SR 225 within the city limits of Benton City to provide a new driving surface in place of the old deteriorated pavement. The contractor updated highway signing and pavement striping, improved sidewalk ramps to meet current standards, and built new cement concrete curb and gutter.
As a result of these improvements, drivers enjoy a smooth ride, the life of the roadway is extended, and safety is improved for both motorists and pedestrians.
Construction Summary:This project was constructed as designed. Only one change order was needed to repair some unforeseen damage to a bridge joint.
Good communication between WSDOT, Transtate, and the project subcontractors addressed this issue early, avoiding delays and project conflicts.
The project was completed on schedule in June 2005.
Contact Information:Prime Contractor:Transtate PavingPasco, WA
WSDOT Contact:Paul Gonseth, P.E.(509) 577-1810gonsetp@wsdot.wa.gov
Benton County This project is located on SR 240 over the Yakima River between the cities of Richland and Kennewick. Two new bridges, providing three general purpose lanes and one auxilliary lane in each dirction, were constructed on SR 240 over the Yakima River. These bridges replaced a single, structurally deficient bridge that limited freight movement on SR 240. The new bridges and additional lanes provide improved mobility and maneuverability. This project included environmental benefits such as the restoration and enhancement of wetlands as well as providing flood plain and animal connectivity through this section of the Yakima River Delta.
This project is located on SR 240 over the Yakima River between the cities of Richland and Kennewick.
Two new bridges, providing three general purpose lanes and one auxilliary lane in each dirction, were constructed on SR 240 over the Yakima River. These bridges replaced a single, structurally deficient bridge that limited freight movement on SR 240. The new bridges and additional lanes provide improved mobility and maneuverability.
This project included environmental benefits such as the restoration and enhancement of wetlands as well as providing flood plain and animal connectivity through this section of the Yakima River Delta.
Construction Summary:Originally, this project was designed as a stand-alone project, because the funding had not been secured for the last phase of the SR 240 corridor widening, from I-182 to Columbia Center Boulevard.
After the bridge construction had begun, funding was secured for widening the remainder of the corridor. As a result, the SR 240 Bridge contract was changed to coincide with widening SR 240 from I-182 to Columbia Center Boulevard. This change resulted in a savings of nearly $750,000.
Construction began in May 2003 and the first new bridge was completed and opened to traffic on August 15, 2004.
The second new bridge was completed in September 2005 but will not be opened to traffic until later in the year when the adjacent project on SR 240 is ready to switch traffic.
This project was completed by October 14, 2005.
Contact Information:Prime Contractor:Wildish/F.E.WardVancouver, WA
WSDOT Contact:Moe Davari, P.E.(509) 577-1870davarim@wsdot.wa.gov
Project page link:For more information on the project, seehttp://www.wsdot.wa.gov/projects/SR240/Yakimariverbridge/
Lynnwood, Snohomish CountyThis Sound Transit-funded project provides a new bridge over southbound I-5 and direct access ramps connecting I-5 HOV lanes and the Ash Way Park-and-Ride. On workdays, more than 180 Community Transit and Sound Transit buses now travel above three lanes of traffic to enter and exit I-5 HOV lanes instead of merging through lanes of freeway traffic. This means less congestion and a faster commute for both bus riders and drivers. This report reviews only the second phase of the project, which includes a bridge over southbound I-5 and other work not completed in the first phase. The first phase of work, which involved a different contractor, was reviewed in the 2004 Construction Highlights Report: www.wsdot.wa.gov/Projects/Highlights/2004/i5ashwayparkandridedirectaccess.htm
Construction SummaryDuring this second phase of work on the project, contract plans and design were solid. Minor clarification was needed and none resulted in a change order. We and our contractor, Mowat, worked as a team very successfully. We tackled many problems with minimal impact. Mutual cooperation and problem-solving converted this potentially problematic project into a very successful one. This second phase of the project was completed on schedule. Contact InformationContractor: Mowat, Woodinville WSDOT Contact:Amir Ahmadi, Project Engineer(425) 225-8700ahmadi@wsdot.wa.govFor more information: www.wsdot.wa.gov/Projects/I5/AshWayPR
Snohomish CountyWe realigned the westbound US 2 off-ramp at SR 9 with New Bunk Foss Road, an adjacent county road located about two miles north of the city of Snohomish. Drivers on both roads were competing to merge onto SR 9, resulting in frequent accidents and congestion at this busy interchange. Now, traffic on the westbound US 2 off-ramp must merge into New Bunk Foss Road before reaching SR 9, which greatly improves safety and traffic flow. In addition, we relocated the westbound US 2 on-ramp to line-up with the new configuration, installed and interconnected signals at this interchange and enhanced the environment by constructing a new wetland site near the Pilchuck River. In doing so, we discovered a culturally historic site and designed the wetland around it.
Construction SummaryWe anticipate completing this project on time and within budget. Remaining work includes roadside planting and three years of plant establishment.
Crews completed most of the construction during the summer of 2004. They completed all of the interchange improvements in 2004 except for the final ramp connections, signal work, roadside planting, and wetland mitigation planting. In order to provide the most value to the customer, WSDOT and Wilder Construction worked aggressively to open under a temporary configuration. However, we didn’t receive the signal equipment and illumination poles in time and determined that it was not possible to open the interchange without the signal and lighting systems in place. We decided to shut down the project for the winter and complete the paving and signal work when warmer, drier weather returned.
In spring of 2005 we completed the remaining paving and signal work during a full week closure of New Bunk Foss Road and a weekend closure of the off- and on-ramps to and from US 2. The weekend closure allowed the completion of ramps and road connections in the most efficient and least disruptive manner. During the closures, we provided effective and relatively convenient detours for the motoring public.Contact InformationContractor: Wilder Construction, EverettWSDOT Contact:Dave Lindberg, Project Engineer(206) 814-7104lindbed@wsdot.wa.gov
Grant CountyThe Interstate 90 and SR 26 interchange was a high accident location. Short, steep, and sharply curved ramps to and from SR 26, coupled with frequent high winds through the Columbia River Gorge at Vantage, caused many serious accidents. The project realigned and lengthened the eastbound and westbound on and off ramps to provide standard-length merge lanes. Along with the ramp improvements, electronic motorist information signs were installed east of the interchange on I-90 to warn westbound vehicles of high winds and other road conditions at the gorge ahead.
Grant CountyThe Interstate 90 and SR 26 interchange was a high accident location. Short, steep, and sharply curved ramps to and from SR 26, coupled with frequent high winds through the Columbia River Gorge at Vantage, caused many serious accidents.
The project realigned and lengthened the eastbound and westbound on and off ramps to provide standard-length merge lanes. Along with the ramp improvements, electronic motorist information signs were installed east of the interchange on I-90 to warn westbound vehicles of high winds and other road conditions at the gorge ahead.
Construction SummaryOur working relationship with the contractor was good and problems were addressed in a timely manner. The project was built according to the original design, with some changes made to the construction staging in order to keep traffic moving better. These changes added an extra 23 working days to the schedule. Despite this, the project was substantially completed on September 30, well ahead of the originally planned mid-October timeframe.
Construction timing for the new ramps was critical due to high traffic volumes and the need to protect motorists during the more than 50 controlled rock blasts. As work progressed, discussions took place frequently about how best to overcome obstacles and stay on schedule. The team successfully avoided major delays or closures during peak traffic hours while meeting our target of having the ramps open by Labor Day.
Extensive traffic control was needed during the controlled blasts, which were used to remove rock from the area of the new westbound ramps. During blasting, both eastbound and westbound lanes on I-90 and SR 26 had to be closed for safety and 30-minute rolling slow downs were instituted. Highway Advisory Radios (HARs), electronic message boards and flaggers helped to inform and direct the traveling public through all phases of construction.
The traffic control plan and the work zone safety plans were successful in that there were no WSDOT or contractor personnel injuries reported during construction and no project related vehicle accidents.
Steelman-Duff, Inc.
1490 Fair Street
Clarkston, WA 99403
Joel D. Voth , Project Engineer
(509) 667-2870
Visit the I-90/SR 26 Ramp Improvements Web page for more information, photos and maps.
Engineer’s Estimate: $4,327,142
$4,176,465
$4,075,000
Spokane County, City of Liberty LakeThis project constructed a bicycle and pedestrian bridge over I-90 to reconnect the Liberty Lake trail system on both sides of I-90 and link with the Centennial Trail north of I-90. The existing two lane Harvard Road bridge over I-90 was only 26 feet wide and provided little room for bicylists and pedestrians. This new pederstian bridge separates foot and pedal traffic from vehicles and improves flows for all users. It connects the commercial and main residential section of the City of Liberty Lake on the north side of I-90 to the Transit lot on the north side, and provides connectivity to the Centennial Trail system.
Spokane County, City of Liberty LakeThis project constructed a bicycle and pedestrian bridge over I-90 to reconnect the Liberty Lake trail system on both sides of I-90 and link with the Centennial Trail north of I-90.
The existing two lane Harvard Road bridge over I-90 was only 26 feet wide and provided little room for bicylists and pedestrians. This new pederstian bridge separates foot and pedal traffic from vehicles and improves flows for all users. It connects the commercial and main residential section of the City of Liberty Lake on the north side of I-90 to the Transit lot on the north side, and provides connectivity to the Centennial Trail system.
Construction Summary:The contractor, Max J. Kuney Company, was well organized and completed the opening of the project on the Fourth of July as planned.
The contractor had to work around two major issues. The City of Liberty Lake was to import fill material prior to the project. Upon being awarded the project, Kuney coordinated with the City and was able extend the timeline. This was helpful to the City. Kuney also had to work around a major delay due to the retaining wall supplier changing their product line.
The bridge rail had design issues that impaired the galvanizing process. The contractor worked with the fabricator, WSDOT, and the City to come up with a solution to the issue. Poor coordination between the fabricator of the rail and the State fabrication office during the remedial work resulted in some poor quality work. Other design issues with the bridge rail spacing created additional costs. Significant effort on the part of the contractor and WSDOT was needed to correct errors and maintain quality control.
There are 96 working days authorized and current working days charged are 93, with seeding remaining.
Contact Information:
Prime Contractor:Max J Kuney Co.Spokane, WA
WSDOT Contact:Ken Olson, Project Engineer(509324-6140olsonk@wsdot.wa.gov
Spokane County This project paved approximately two miles of US 2 between Spokane River and Euclid Avenue in Spokane. It includes both Division Street and Ruby Street, which are major arterials. This work will extend the service life of the roadway by approximately 10 years. In addition to repaving the streets, traffic sensing devices in the pavement were replaced at intersections, and sidewalk ramps were brought up to current standards. Another component to this project was the use of inset plastic pavement stripes. By using this type of stripe rather than painted stripes, future maintenance costs will be reduced.
Spokane County
This project paved approximately two miles of US 2 between Spokane River and Euclid Avenue in Spokane. It includes both Division Street and Ruby Street, which are major arterials. This work will extend the service life of the roadway by approximately 10 years.
In addition to repaving the streets, traffic sensing devices in the pavement were replaced at intersections, and sidewalk ramps were brought up to current standards. Another component to this project was the use of inset plastic pavement stripes. By using this type of stripe rather than painted stripes, future maintenance costs will be reduced.
Construction SummaryTo reduce impacts to the traveling public, this project was constructed between the hours of 6 p.m. and 6 a.m. The project was primarily constructed according to the original design. There were a few minor adjustments: pavement markings were added at the Cataldo Avenue/Ruby Street intersection to help guide traffic from three lanes into four lanes. There also was a pavement repair area that required extra excavation due to poor soil conditions. There were no schedule impacts for these adjustments.
This project was Spokane Rock Product’s first job with the state as a prime contractor. This inexperience with WSDOT contracts was evident in the lack of coordination with subcontractors and scheduling. WSDOT personnel provided coaching as necessary to assist the contractor. Weekly meetings were held to increase communication, resolve any issues, and discuss schedule updates.
The project was substantially complete on September 21, five days ahead of schedule, however, the contractor did not pursue physical completion as agressively.
Contact Information:Prime Contractor:Spokane Rock ProductsSpokane, WA
WSDOT Contact:Chad Simonson, Acting Project Engineer(509) 324-6252 simonc@wsdot.wa.gov
Pierce CountyThis project is located on State Route (SR) 16 in the city of Gig Harbor between the 36th Street and Olympic Drive NW interchanges. It is the second of three construction contracts on SR 16 allocated $90.5 million in the 2003 Legislative Transportation Budget. This one-mile long project adds pavement for a future High Occupancy Vehicle (HOV) lane in each direction to increase capacity and includes an asphalt overlay for the existing two lanes. Other work includes drainage improvements and installation of intelligent traffic systems (ITS), including HOV ramp metering at the eastbound Olympic Drive NW onramp and traffic detectors in the SR 16 mainline to provide traffic flow information. A noise barrier wall will be constructed along the south side of SR 16 The ITS elements in this project will provide up-to-the-minute motorist information and allow WSDOT to monitor traffic flow and make adjustments to ramp meters as needed. The HOV by-pass lane on the Olympic Drive NW onramp will benefit buses, carpools and vanpools. Ramp metering will help maintain an even flow of traffic on SR 16. Additionally, the pavement overlay will extend the service life of this section of SR 16 roadway, improve safety for motorists and give drivers a smoother ride. The noise wall will reduce highway noise levels at residences along the highway.
Pierce CountyThis project is located on State Route (SR) 16 in the city of Gig Harbor between the 36th Street and Olympic Drive NW interchanges. It is the second of three construction contracts on SR 16 allocated $90.5 million in the 2003 Legislative Transportation Budget.
This one-mile long project adds pavement for a future High Occupancy Vehicle (HOV) lane in each direction to increase capacity and includes an asphalt overlay for the existing two lanes. Other work includes drainage improvements and installation of intelligent traffic systems (ITS), including HOV ramp metering at the eastbound Olympic Drive NW onramp and traffic detectors in the SR 16 mainline to provide traffic flow information. A noise barrier wall will be constructed along the south side of SR 16 The ITS elements in this project will provide up-to-the-minute motorist information and allow WSDOT to monitor traffic flow and make adjustments to ramp meters as needed. The HOV by-pass lane on the Olympic Drive NW onramp will benefit buses, carpools and vanpools. Ramp metering will help maintain an even flow of traffic on SR 16. Additionally, the pavement overlay will extend the service life of this section of SR 16 roadway, improve safety for motorists and give drivers a smoother ride. The noise wall will reduce highway noise levels at residences along the highway.
Construction Summary:The project was constructed according to the original design, although a change to the construction staging was implemented. This allowed the contractor to widen the median in a more efficient manner and reduce some traffic control costs. The contractor was required to perform a majority of grading and paving for the new HOV lane at night to reduce traffic impacts on SR 16. Electrical work, drainage and noise wall installation were performed during the daytime.
Throughout the project, WSDOT worked closely and effectively with the contractor to develop timely solutions to issues and contract changes in order to keep the project moving and costs under control. However, the project team struggled with contractor surveying issues relating to alignments, elevations, cross slopes and offsets which created some rework for the contractor.
The contractor is pursuing completion of all work activities this construction season, except for the final overlay and striping. Due to weather considerations the final overlay will be postponed to the spring of 2006.
The project is expected to be completed under budget. Physical completion is expected in the spring 2006.
Contact information:Prime Contractor: Woodworth and CompanyTacoma, WA WSDOT Contact: Dave Ziegler, P.E.(253) 534-3100 ziegled@wsdot.wa.gov
Project page link:More information on the project, see:http://www.wsdot.wa.gov/Projects/piercecountyHOV/SR16_Olympic_Union/
Design:Construction Management: Schedule: Cost:
Burlington to Anacortes, Skagit CountyWe repaved the worst sections of State Route 20 along an eight-mile stretch of the highway between Burlington and Anacortes. We also widened the lanes and shoulders of SR 20 between La Conner-Whitney Road and Swinomish Slough Bridge, installed new guardrail, and repainted the lanes to improve safety. This project cost $2 million and was completed under budget.
Construction SummaryState Route 20 is the only road on and off Whidbey Island and the only highway in and out of Anacortes. The pavement on SR 20 had exceeded its lifespan and needed to be repaved to create a safe driving surface for the 30,000 cars that use the highway each day.
We originally planned to pave all of SR 20 from Memorial Highway (State Route 536) to Sharpes Corner, but we were forced to repave the highway in sections because of limited funding. So, we paved the worst sections first. This left small transitional bumps between the new and old pavement. We will come back in 2007 and finishing paving the other sections.
Crews closed one lane 24-hours a day for five days a week during construction. The 24-hour lane closures allowed workers to pave the highway twice as fast. It also enhanced safety for drivers and workers.
We ran into one major problem during the project. We started construction at noon the day after July Fourth and were not prepared for the traffic backups that ensued. To make things worse, some equipment caught on fire. Law enforcement officers closed the highway until the fire was put out. We received many complaints about the delays. Our lesson learned is that we will not start construction the day after a holiday on SR 20. There is too much traffic.
WSDOT and Rinker Materials finished the project on time and under budget. We worked together as a team through the traffic control challenges and completed the project. Contact InformationContractor: Rinker Materials, EverettWSDOT Contact:Dave Crisman, Project Engineer(360) 428-1593chrismad@wsdot.wa.gov
Pierce CountyThis 2.9-mile safety project just south of Puyallup (in the South Hill area) is the northern most segment of three recent construction projects along SR161. The project adds curb, gutter, sidewalks, street lighting, signals, stormwater drainage facilities and improves major road intersections with SR 161 between 128th and 176th streets. The roadway will be overlayed with asphalt to preserve its integrity and to give drivers a smooth ride. The project will also plant trees next to the road as directed by Legislature.
Construction SummaryThe project is being constructed as designed. The contractor, Tucci & Sons, Inc. of Tacoma, started the work in the fall of 2004, two months later than anticipated, after waiting for the utilities to relocate within the SR 161 corridor. The contract was suspended for the winter months and work resumed in April 2005.
There have been minor changes to the contract, primarily working around utility conflicts. The utilities did not meet their commitment to relocate their facilities as agreed, and these changes have impacted the schedule. Remaining work items include paving and pavement striping, which will be completed in the spring of 2006 when favorable weather necessary for these work items returns. Although the project has extended into another season, the work will be completed within the alloted number of working days.
There is a good working relationship between WSDOT and the contractor, working collaboratively to solve issue before affecting the project. There is a focus on providing the public with a high quality project while keeping safety in mind.
Contact Information:Prime Contractor:Tucci & Sons, Inc.Tacoma, WA
WSDOT Contact:Troy Cowan, P.E.(360) 412-3420cowant@wsdot.wa.gov
Cowlitz County This project paved approximately four miles of SR 432 from I-5 to Oregon Way in the city of Longview, the Washington approach of the SR 433 Lewis and Clark Bridge, and the ramps at the I-5, SR 432 interchange (Exit 36). This work gives drivers a smoother ride, extends the life of the existing pavement, and upgrades all the safety features on the highways to current standards.
Cowlitz County
This project paved approximately four miles of SR 432 from I-5 to Oregon Way in the city of Longview, the Washington approach of the SR 433 Lewis and Clark Bridge, and the ramps at the I-5, SR 432 interchange (Exit 36). This work gives drivers a smoother ride, extends the life of the existing pavement, and upgrades all the safety features on the highways to current standards.
WSDOT and Lakeside Industries worked together very closely to successfully complete this project. Overall, the contract was constructed as designed. There were relatively minor change orders and these issues would have been difficult to detect during the design phase. Material procurement for one change order did extend construction activities beyond the original schedule, however, impacts to the traveling public were relatively minor.
As the majority of work activities were conducted at night, communications were periodically strained between day and night shifts. As a result, WSDOT and the contractor worked together to address emerging issues and ensure critical construction activities were successfully completed. The vast majority of construction activities were conducted with a high quality of workmanship and within the anticipated construction schedule. WSDOT and the contractor conducted open and frank discussions to address a few quality control issues. These discussions developed mitigation measures and helped ensure future construction activities were conducted with highest commitment to safety and quality.
Contractor: Lakeside Industries
Longview, WA
Leon Winger, Kelso Area Engineer
360-442-1341
swkelso@wsdot.wa.gov
Pacific County This project raised a 1.5-mile section of US 101 by three feet near Potter Slough south of the city of South Bend. This will prevent the highway from being flooded during high water events after nearby dikes are removed as part of the Willapa River estuary restoration project. Work also improved the storm water runoff system and created a highway pullout area large enough for five vehicles. The Willapa River estuary restoration project will convert 300 acres of diked pastureland back into a tidal estuary, and re-contour another 100 acres of wetlands on the upland side of US 101 to improve habitat for waterfowl and other wildlife. This project is sponsored by the WA Department of Fish and Wildlife, WSDOT, the Natural Resources Conservation Service, the US Fish and Wildlife Service, and Ducks Unlimited.
Pacific County
This project raised a 1.5-mile section of US 101 by three feet near Potter Slough south of the city of South Bend. This will prevent the highway from being flooded during high water events after nearby dikes are removed as part of the Willapa River estuary restoration project. Work also improved the storm water runoff system and created a highway pullout area large enough for five vehicles. The Willapa River estuary restoration project will convert 300 acres of diked pastureland back into a tidal estuary, and re-contour another 100 acres of wetlands on the upland side of US 101 to improve habitat for waterfowl and other wildlife. This project is sponsored by the WA Department of Fish and Wildlife, WSDOT, the Natural Resources Conservation Service, the US Fish and Wildlife Service, and Ducks Unlimited.
This project was advertised for contractor's bids twice. The first bid results exceeded the engineer’s estimate. Material substitutions were made, which brought the project inline during the second advertisement. The lowest bidder in the second advertisement also exceeded the engineer’s estimate, by a relatively small amount. WSDOT decided to award the project after obtaining additional funding to make up the difference between the bid amount and the engineer’s estimate.
The contractor worked well with WSDOT in the administration of this project. The few on-site issues that developed between WSDOT were resolved quickly via on-site meetings with staff.
In addition to raising the highway, the ditches adjacent to the highway needed to be filled. At the time of design, they were full of water and organic matter. This made it very difficult to estimate the amount of fill material (sand and gravel) that would be required. As a result, the actual amount of fill material used overran the engineer’s estimate for this item of work, and the project was delivered over budget by approximately $165,000.
Re-advertising of this project also resulted in construction taking place later in the year, which caused increased weather impacts during construction. The contractor worked diligently to get the fill material in place and compacted as quickly as possible, but weather conditions deteriorated as the paving operations commenced. Despite this challenge, the project was finished within the allotted contract time.
Contact InformationContractor (US 101 portion of the project only):
Scarsella Brothers, Inc.
Seattle, WA
Richard Hensley, Chehalis Area Engineer
360-740-8600
henlerg@wsdot.wa.gov
Construction Management :
Engineer’s estimate: $2,606,205
Contractor’s bid amount: $2,785,093
Anticipated final payment to contractor: $2,950,000
Auburn, King CountyThis project will improve safety by providing a westbound left turn lane and widening lanes and shoulders at the 158th Avenue Southeast intersection. Work included paving, re-striping and construction of drainage ditches and illumination system. Work was done on WSDOT right-of-way, which ran through the Muckleshoot Tribal Reservation.
Construction SummaryThe contractor used an adjacent property as a staging area for the project. After clearing the site, a Tribal representative found artifacts in the staging area; these included flakes, fire-cracked rock and tools. Work was stopped in the area. Our archaeologist then conducted shovel test probes and found additional artifacts in the staging area and the right-of-way. This led to an extensive site investigation by a consultant, who found numerous additional prehistoric artifacts. Work on the project was stopped. Our contractor had completed all but the northwest quadrant of the project. The balance of the work will included with a future nearby project at minimal cost.
We originally estimated that the work would be completed by the end of May 2005. Finding the artifacts delayed the work, which was completed by August 31. Approximately 42 of the 50 days scheduled for the project were used for the work that was completed. The delay and the majority of the cost overruns are attibuted to the archaeological work. During the design phase, project review for potential historic findings should have been conducted with more care. Contact InformationContractor: Tri State Construction, Bellevue WSDOT Contact:Stanley Eng, Project Engineer(425) 433-2000engsc@wsdot.wa.gov
Mill Creek and Everett, Snohomish CountyWSDOT is widening State Route 527 (Bothel-Everett Highway), from 132nd Street SE in Mill Creek to 112th Street SE in Everett. Crews are adding one new lane in each direction. In addition, crews are also adding new turn and bike lanes, sidewalks, and a combination of two-way turn lanes and center medians; they are also rebuilding traffic signals, adding roadway lighting and installing new water and sewer lines. New drainage facilities and storm water treatment ponds were installed to improve water quality and reduce flooding and erosion. This partnership project with the City of Everett will complete the widening of SR 527 to four lanes from I-405 in Bothell to I-5 in Everett. The newly widened roadway will provide congestion relief and improve safety.
Mill Creek and Everett, Snohomish CountyWSDOT is widening State Route 527 (Bothel-Everett Highway), from 132nd Street SE in Mill Creek to 112th Street SE in Everett. Crews are adding one new lane in each direction. In addition, crews are also adding new turn and bike lanes, sidewalks, and a combination of two-way turn lanes and center medians; they are also rebuilding traffic signals, adding roadway lighting and installing new water and sewer lines. New drainage facilities and storm water treatment ponds were installed to improve water quality and reduce flooding and erosion.
This partnership project with the City of Everett will complete the widening of SR 527 to four lanes from I-405 in Bothell to I-5 in Everett. The newly widened roadway will provide congestion relief and improve safety.
Construction SummaryThis project is currently under construction. The south half of the project opened to traffic in September and the north half of the project is expected to open in December. Crews will continue work over the winter and spring to complete sidewalks, landscaping and the final layer of asphalt. The project is expected to finish about 4-5% over the contractor’s bid and several months later than anticipated.
We encountered design errors in the plans related to drainage, retaining walls, plan clarity, work not included in the contract, work that had yet to be permitted by environmental agencies, outstanding coordination with Snohomish County and underground utility conflicts. WSDOT and KLB Construction worked together to implement solutions to keep cost increases to a minimum and construction moving ahead.
In the spring of 2004, construction got off to a slow start due to the discovery that not all contract plan work was covered in the environmental permits. The permits were revised to match the work shown in the contract plans. The contractor was delayed approximately one month. The project was further delayed by conflicts between existing underground utilities and the installation of new utilities (water, sewer, stormwater drainage) and the discovery of gasoline-contaminated soil.
To make up schedule time for these delays, KLB Construction crews worked through the winter of 2004/2005 to deliver the safety and congestion relief improvements as soon as possible.
In early 2005, utility companies were late in relocating their facilities. This did not allow our contractor full access to widen the roadway from 121st to 112th. To keep construction moving forward the contractor worked from 121st to 116th where utility relocation was completed and started excavation work where possible between 116th and 112th. Delay time is currently being assessed.
We have an excellent working relationship with our contractor KLB Construction. Since the start of the project we have worked together to find and implement cost saving changes. We have deleted several walls by instead constructing a natural slope. KLB Construction initiated a costs savings to use crushed recycled asphalt concrete pavement and cement concrete pavement from the project to build the base for the new roadway. We have worked together to solve problems, minimize costs and keep the schedule moving.
Cost increases are due to contract delays, contaminated soil, contract plan errors and additional work added and paid for by Everett Water District. Contact InformationContractor: KLB Construction, Mukilteo
WSDOT Contact:Marlin Lenssen, Project Engineer(425) 225-8796E-mail: Lenssmj@wsdot.wa.govFor more information: www.wsdot.wa.gov/Projects/SR527/CorridorWiden/132ndSE_112thSE
Federal Way, King CountyWSDOT and Sound Transit are building new on- and off-ramps for carpools, vanpools and buses in the I-5 median at South 317th Street. The ramps will lead to a new overpass above southbound I-5, directly connecting I-5 carpool lanes to Sound Transit's Federal Way Transit Center. When work is complete, carpool lane users won't have to cross four lanes of traffic to get on and off the freeway at the crowded South 320th Street interchange. The direct access ramps will increase the speed and reliability of carpools and transit, and improve traffic flow and safety for all drivers. Crews are also extending the southbound carpool lane to South 320th Street and replacing and improving I-5 pavement.
A combination of plan errors and contractor mistakes progressively delayed the project and increased costs.We discovered that the height difference between northbound and southbound I-5 at the north end of the new HOV ramps is seven feet instead of the expected four feet. We needed to eliminate an approximately 610 foot section of median barrier and replace it with a retaining wall. We believe that more accurate survey data during project design could help prevent this situation in the future. There were also conflicts between retaining walls and drainage systems. To correct these conflicts we lowered the retaining wall two feet to accommodate drainage structures. A contractor survey error placed the steel plates that temporarily hold back earth during construction beyond the new retaining wall footing limit, which required redesign of the wall footing. In addition, the contractor did not order enough wall panels and wire screens to hold wall panels in place and had to reorder them. This series of problems delayed this project from a scheduled October opening date to January 2006 and will likely increase costs. The new opening date coincides with the opening of Sound Transit’s new Federal Way Transit Center, which is adjacent to the new freeway overpass.We worked effectively with ICON Materials, our contractor, to develop solutions to minimize costs and complete the work quickly. To expedite the work we made a portion of the wall and some traffic barriers off site. We also requested that the traffic barrier on top of the wall be constructed using a machine to form the barrier instead of forming the barrier by hand. We authorized work on Saturdays and extended work hours, with WSDOT picking up the premium time costs. We estimate the final project cost will be 10 to 15 percent over the contractor’s bid amount. We are currently evaluating and negotiating additional payments to the contractor.
Contact informationContractor: Icon Materials, TukwilaWSDOT Contact:John Chi, Project Engineer(206) 768-9002ChiJ@wsdot.wa.govFor more information: www.wsdot.wa.gov/Projects/i5/S317th_DirectAccess
Seattle, King CountyThis project provided an 840 foot long noise wall adjacent to I-5. The wall borders the west side of Harvard Ave. E. between E. Roanoke Street and the on ramp from Harvard to northbound I-5.
Construction SummaryExceptional efforts were made to accomplish a great deal of public involvement, design work and complete the contract plans and estimates in an extremely short amount of time. Two changes in the alignment had to be made in order to avoid an electrical cabinet and a Metro transit pole. However, these changes had only moderate impact on project cost and schedule, and from a construction standpoint, the overall design was average. We also found an old signal pole foundation that blocked the placement of one of our walls, and there were problems with rocks and boulders that interfered with drilling. These underground conditions would have been nearly impossible to resolve during the project design with the information that was available. We used a different drill for the shafts to fix this problem. The rest of the work on the wall went smoothly.
Contact InformationContractor: Mowat Construction, WoodinvilleWSDOT Contacts:Kinyan Lui, Project Engineer(206) 381-6404 LuiK@wsdot.wa.govStan Eng, Project Engineer(253) 872-2958EngSC@wsdot.wa.govFor more information:www.wsdot.wa.gov/Projects/i5/roanokeNoiseWall
Bellevue, King CountyCrews installed 45 steel column jackets on the bridges at the I-90/I-405 interchange to reduce the risk of catastrophic failure during earthquakes and bring them up to current seismic standards.
Construction SummaryThe project is substantially complete. The I-90/I-405 interchange now meets current seismic safety standards. Adding wetland plants is the only work remaining.
This project was delayed one year to reduce the risk of environmental damage and permit violations. In 2004, WSDOT biologists re-evaluated several bridge piers and determined that their construction could only occur during the short period of time when the work is least likely to affect endangered fish, known as the fish window. WSDOT decided to retrofit those piers in 2005 to reduce the added costs, make the work more efficient and reduce the risk of violating environmental permits. Almost all additional costs are due to this delay.Contact InformationContractor: Mowat Construction, WoodinvilleWSDOT Contact:Brian Dobbins, Project Engineer(425) 956-2114dobbin@wsdot.wa.gov
Clark County This 12-mile long concrete stabilization and rehabilitation project starts at the I-205 merge in the Salmon Creek area of the county and extends to the North Fork Lewis River Bridge at the Cowlitz County line near the city of Woodland. This project will stabilize the existing concrete pavement in all lanes by tying the individual concrete panels to each other using steel dowel bars, replace over 150 damaged concrete panels, and grind smooth the tire ruts on selected sections. This will give drivers a smoother ride, extend the life of the existing concrete pavement, and upgrade all safety features in both directions of I-5 to current standards.
Construction Summary: This project was not awarded in 2005. It was advertised for bids twice in summer 2005, and both times the apparent low bid was approximately 30% over our engineer’s estimate. In each case we rejected all the bids and decided to not award the contract. After the first bid opening, we made some adjustments to the design as new information became available. Ultimately, we decided to wait until later in the year to advertise a third time due to the possibility that an off-season advertisement might yield more competitive bids. The current ad date is scheduled for December 5, 2005. If the contract is awarded, construction would likely begin in spring 2006. Contact InformationContractor: None – project delayed to 2006
Casey Liles, Vancouver Area Engineer
360-905-1500
swvanc@wsdot.wa.gov
Design: None, project delayed to 2006
Construction Management: None, project delayed to 2006
Schedule: None, project delayed to 2006
Cost – None, project delayed to 2006