December 5, 2011
December 2, 2011
The new West 7th Street Bridge in Fort Worth, Texas will be the only one of its kind in the state.
Developing innovative ways to build complex projects is one of Sundt’s specialties. Case in point: the $24.1 million reconstruction of the West 7th Street Bridge in Fort Worth, Texas, a new landmark gateway between the city’s downtown and new cultural district that will feature two, 10-foot-wide pedestrian walkways and 12 precast concrete and stainless steel arches that run the length of the 980-foot-long structure.
When the first phase of construction begins in January 2012, Sundt will keep the current bridge open and operational while constructing the concrete arches offsite – with its own concrete crews. In the spring of 2013, the precast arches will be placed on both sides of the old bridge at night. Once they’re all in place, the old bridge will be closed and demolished and the new bridge will be built in its place – in just 150 calendar days. Area Manager Chris Cedar calls this phase of the project “tight, but do-able” with lots of manpower and planned overtime shifts. In fact, his aim is to open the new bridge earlier than its scheduled completion date of November 2013.
Using Building Information Modeling, or BIM, will help the team manage the project’s complexities, particularly the construction of the arches, because they contain many structural and lighting elements that have the potential to clash with one another if not planned precisely. BIM is a high-tech replacement for construction drawings on paper. Using multi-dimensional computer models, constructability issues can be identified and resolved before construction begins.
Approximately 300,000 pounds of polished stainless steel within the arches and bridge superstructure will be illuminated at night with embedded lighting, making the West 7th Street Bridge a one-of-a-kind in the state of Texas.
November 30, 2011
Sundt is pleased to announce that one of its own, Dan Osterman, has been elected governing council representative for the Southern Arizona Branch of the Arizona Chapter of the United States Green Building Council (USGBC), a volunteer-driven organization dedicated to educating and promoting the benefits of sustainable, energy-efficient buildings across the state.
Best known for its internationally-recognized Leadership in Energy and Environmental Design (LEED) green building rating system, the USGBC is one of the nation’s leading advocates of sustainable construction and green-friendly policies. With 79 chapters nationwide, its mission is to transform the built environment within a generation.
Dan is a Preconstruction Project Manager with an extensive “green” resume, having provided leadership both at Sundt and within the industry. In 2002 he became the first LEED Accredited Professional (AP) in Sundt’s Building Division, and he was recently named chairperson of the company’s Sustainability Committee. During his three-year term as a governing council representative with the Southern Arizona Branch of the Arizona Chapter of the USGBC, which begins in January 2012, he will be responsible for providing fiduciary and strategic oversight and generative strategic guidance to the branch.
Thanks to Dan for helping pave the way to a greener future!
November 23, 2011
Designed as an open steel deck arch structure, the new Sellwood Bridge will complement its surroundings while providing ample space for all modes of travel.
When you combine Sundt’s size and proven ability to be innovative with the knowledge and experience of a local contractor, you get a project like the $160 million reconstruction of the Sellwood Bridge in Portland, Ore. Sundt and joint venture partner Slayden Construction used Building Information Modeling (BIM) and a sophisticated video presentation to develop and propose a faster, safer and less expensive method for reconstructing the aging bridge than was originally called for in the project’s Environmental Impact Statement. The approach will shorten the project schedule by approximately one year and reduce the cost to the owner, Multnomah County, by $5 to $10 million.
The 86-year-old Sellwood Bridge stretches 2,000 feet across the Willamette River. Rather than rebuilding it in sections and shifting traffic back and forth between the old structure and newly completed segments, the team will create a ”shoofly” (detour) bridge to keep traffic flowing throughout the project. The approach involves lifting the old bridge deck and truss with hydraulic jacks and moving it to one side, then placing it on a set of temporary piers and connecting it to temporary approach spans so that traffic can continue to use it while the new bridge is constructed.
What are the benefits? Creating a detour bridge is safer for construction crews and the public because it frees up the existing alignment for workers and keeps traffic out of the construction zone. By eliminating the need for complicated traffic phasing, it also shortens the project duration and therefore the overall cost. Another benefit is that it allows for a sleeker bridge design with fewer redundant features and fewer in-water impacts, which is better for the river’s ecosystem.
The new Sellwood Bridge will be complete and efficiently transporting motorists, bicyclists and pedestrians across the Willamette River in 2015.
November 21, 2011
Artist's rendering of the JSF training facility being built by Sundt at the Marine Corps Air Station in Yuma, Ariz.
Sundt has been building projects for the United States military since 1902, when horses still played a prominent role in our nation’s defenses. Fast forward more than 100 years and we are still building high-profile jobs for our armed forces – albeit of the non-equine variety – including one of the Naval Facilities Engineering Command’s (NAVFAC) top priorities: a training facility for the F-35B, a highly sophisticated joint-strike-fighter (JSF) aircraft that has short takeoff, vertical landing, and stealth capabilities. When the first F-35Bs are introduced next year, they will become the principal, elite aircraft supporting Marine Corps reconnaissance and combat missions around the world.
Sundt’s $18.4 million contract is to manage the design and construction of a 43,000-square-foot JSF flight simulation facility for the F-35B at the Marine Corps Air Station in Yuma, Ariz. As the second project of its kind in the United States – and the first west of the Mississippi River – it will be used to train pilots through the use of 12 JSF simulators that replicate real-world missions and challenges while saving on fuel costs and aircraft maintenance. The facility will also house mission briefing and de-briefing rooms, administrative space and offices.
Because the engine, avionics and weapons systems of the F-35B are highly classified, the project area – not to mention the base itself – has extremely tight security. Sundt’s crew members and subcontractors have gone through extensive background checks to gain clearance and site access. Another challenge is the project’s fast-track, 12-month schedule: construction began in June 2011 and must be complete by June 1, 2012 in time for the arrival of the first squadron of pilots for training.
Sundt employees installing pervious concrete
Sundt is paving the way to better value for our clients with the use of pervious concrete, an innovative product that helps owners lessen the environmental impact of their projects – and possibly save money at the same time. Embracing this green product – and investing in the training and equipment that go with it – is just one of the ways Sundt is distinguishing itself as a leader in sustainable construction.
How does pervious concrete work? When rainwater sheets over large areas of impermeable (traditional) concrete, it picks up many pollutants which it then carries to treatment facilities, rivers and streams. Pervious concrete is different because it’s designed to be porous so that rainwater can pass directly through it, thereby reducing storm water runoff – and pollution – and recharging underground water supplies.
On new construction projects, pervious concrete can be designed to be the site’s main storm water retention system, which allows for less elaborate (and less expensive) sewer systems and other drainage features. In many cases, using pervious concrete allows a larger area of a project site to be developed, which, for owners, translates to greater value.