December 30, 2016
December 23, 2016
Sundt Senior Project Manager Chad Yount.
Senior Project Manager Chad Yount has been in the construction industry for 10 years. He started with Sundt in 2008 as a Field Engineer and worked his way to his current position, which he started this year.
Chad specializes in large-scale transportation work. His next assignment is bringing a world class linear park to the San Antonio community through the San Pedro Creek Improvements Project after serving as Project Manager on the $228 million Sellwood Bridge Replacement Project in Portland, Oregon.
How did the Portland community react to the finished product at Sellwood Bridge?
The community was very grateful and excited to have a new bridge connecting the Sellwood community to downtown Portland. The old Sellwood Bridge was failing structurally and was not safe for pedestrians and cyclists due to the narrow sidewalks. The new bridge will withstand a major earthquake and offers 12-foot sidewalks for the large bicycle community.
What did you learn from that work that can be applied to San Pedro Creek?
Bringing an iconic, complex project such as Sellwood Bridge through the heart of any city requires the community to modify its daily activities. We were able to engage the neighborhoods and all interest groups in efforts to minimize those disruptions. That will also be extremely important to the San Pedro project. We want all local businesses to thrive during construction. If they aren’t successful then we aren’t successful.
What are people in San Antonio identifying as the most important aspects of the project?
The project will improve flood control throughout the west side of downtown while bringing life back to the creek. San Antonio was founded on San Pedro Creek almost 300 years ago so remembering the heritage and culture of the area is top priority for the project.
What are some of the innovative approaches the team has planned?
The majority of the risk on the project is in what lies below ground. With any project through downtown the existing infrastructure is always a concern. To mitigate these risks, we have been using virtual design and construction to model all existing and new infrastructure. This helps us identify conflicts in the office during preconstruction instead of in the field when issues cost time and money.
How is the work progressing?
Because this is a CMAR project, we have been working with the design team and owner for the last six months. We’re excited to get started with horizontal directional drilling. After the New Year, the team will begin demolition and excavation on the north end of the project.
September 21, 2016
Sundt Area Manager Ted Aadland.
Sundt Area Manager Ted Aadland has more than 40 years of heavy highway experience. He has supervised more than 200 multifaceted transportation improvement projects, with experience including freight rail and highway bridges.
n 2010, Ted was elected by his peers to serve as president of the Associated General Contractors of America. His dedication to the industry is reflected in his continuous participation with the Associated General Contractors, both locally in Oregon and nationally. He has served as president of the Oregon-Columbia Chapter of the AGC and sat on numerous committees, including as co-chair for the group that developed the formal constructability review for the Oregon Department of Transportation.
As a Sundt employee-owner, he recently played a key role in the replacement of Sellwood Bridge, a 2,000-foot-long structure over the Willamette River in Portland, Oregon.
What is it about bridge work that appeals to you?
The type of bridge that gets my juices flowing are ones that are over water or deep canyons. I like the challenge of building a structure that makes you think and plan and plan and plan.
How is it determined that a bridge needs to be replaced rather than repaired?
Bridges are evaluated by a department of transportation engineering team every two years. They are given a rating from one (the lowest) to 100. Sellwood Bridge had a rating of two. It was undersized for traffic loads, the sidewalk was only 3 feet wide, carrying both bike and pedestrian traffic. So it was dangerous. It needed to be replaced. The cost of repair up to today’s standards on a 92-year-old structure made no sense. Bridges have a lifespan that can be extended with good maintenance. However, agencies have to look at future needs and capacity when the decision is made to replace or repair. The biggest decision-breaker is infrastructure funding.
What’s the importance of having a healthy infrastructure?
If you travel anywhere in the world, you will see population centers are built around port cities. Here in the United States, because of our transportation system, we can manufacture hundreds of miles from our port cities and very economically transport those goods to transportation centers. Our highways allow commerce to move at pennies per mile and thus manufacturing can be done in small towns across the country. Our infrastructure is the reason we are the strongest nation in the world.
How badly does the industry need more skilled workers?
For a long time, we have known that when baby boomers retire, our industry would face a serious lack of skilled craft workers. The recession that we have gone through from 2007 until 2015 caused us to lose a generation of workers. Because of the scarcity of work, we were not able to bring in and train apprentices and many of our craft workers left the industry for jobs that provided steady income for their families. For years our public school counselors have guided students away from the crafts and steered them toward college. Today, we have the best educated baristas in the world. Everyone I talk to is looking for trained craft workers, both union and open shop.
How important is Sundt’s Center for Craft Excellence in the development of craft talent?
It is vital that we as a company and we as an industry put more time and money into craft training. There are Americans who need and want jobs. We know there is high unemployment among minorities plus there is an epidemic of homelessness. Individuals who want a job should have a great opportunity to be trained and move into well-paying jobs. Sundt’s future is tied to having the best craft workers available. We need to train and assure our craft workers that their future is with Sundt.
June 15, 2016
Sixty goats were on the grounds at the Sellwood Bridge project in Portland, Oregon.
Some of our subcontractors at the Sellwood Bridge project have horns, hooves and a healthy appetite for brush. They prefer night work, take daily power naps together and never request time off.
That’s because they’re goats. No kidding.
The goats were tasked with removing brush from the site and they will come back in the spring for more work.
The Slayden/Sundt Joint Venture transportation project in Portland, Oregon, has had a commitment to green measures from the beginning. Having 60 goats working together to get rid of brush eliminated waste that would be generated by humans thinning the thicket by hand. The City of Portland asked the team to clear the trail on the east side of the Willamette River on the $228 million project.
The lively livestock spent a couple of weeks onsite this month and are returning in the spring to eat blackberry vines.
The animals are owned by Goat Power, a husband and wife who travel the Willamette Valley with their four-legged friends in a refurbished bus. The goats go from one job to the next, working months at a time.
But the bearded wonders won’t completely replace humans on the Sellwood cleanup crew: People will still remove old vines and trim trees.
March 2, 2016
Parts of the old Sellwood Bridge are being recycled at a Portland steel plant.
Pieces of Portland, Oregon history are being shipped down the Willamette River to find new life. The Slayden/Sundt Joint Venture has started removing massive steel truss spans from the old Sellwood Bridge, which opened in 1925, and transporting them via barge 10 miles downriver to a plant for recycling.
The joint venture team has been working with its subcontractor, an independent design firm and the owner’s design team for more than six months planning the “shoofly” removal. Before the removal could start the team had to add strengthening to the temporary piers and truss section at specific locations to counter the forces applied to the remaining sections during lowering.
The truss will be taken down in a total of nine pieces. The four main sections, measuring 200 feet apiece, will be lowered onto a barge using four 250-ton strand jacks. Each will take approximately a week to remove.
The remaining five smaller sections above each temporary bent will be hoisted onto a barge using a derrick crane. Once the shoofly truss and substructure are dismantled, a marine subcontractor will remove the 80-pipe pile from the river.
“The riveted-steel truss will be processed and sold on the open market as a scrap commodity to a steel mill or foundry for use in the production of new steel,” said Senior Project Engineer Matt Fisher. “Recycling the old bridge contributes significantly to the sustainability characteristics of this important infrastructure project.”
Thousands of Portland residents turned up Feb. 27 for the grand opening of the new Sellwood Bridge.
Ladies and gentlemen, start your engines. Bring your bikes, too.
The new and greatly improved $227 million Sellwood Bridge is open in Portland, Oregon. The Slayden/Sundt Joint Venture team celebrated with the community at a grand opening for pedestrians this past weekend. Motorists were allowed to start using the bridge Tuesday.
The public had been using a detour bridge during the construction period, resulting in no more than 20 days of closures over four years. The JV’s contract with Multnomah County called for 30 days at most.
When the bridge opened in 1925, it was a welcome upgrade from a ferry service that shuttled passengers across the river. But the narrow two-lane bridge had fallen into disrepair and scored only a two out of 100 on a federal bridge sufficiency rating scale.
It was one of the more complex heavy civil jobs the company has undertaken with issues to be expected from an outdated bridge used by 30,000 vehicles every day in an earthquake-prone area all while sticking to a budget funded by taxpayers.
“The complexity, the bridge translation, procurement method and size of the project puts Sundt in the league of premier bridge builders in the country,” said Sundt Business Development Manager Cade Rowley.
While the public is traveling on the main bridge, more work has to be completed. The rest of the year’s schedule includes removing the temporary bridge structure used for the detour, getting rid of work bridges and associated piling in the river, constructing a pedestrian bridge and trolley line on the west side, as well as finishing Phase 2 of a condo project on the east side. That work involves reconstructing small garages, storage buildings and a parking lot under the new bridge.
Even the wrap-up work has its share of unique challenges. The team will cut the old bridge into four 400-foot-long pieces and float them to Schnitzer Steel 10 miles downriver. Pilings must be removed during the in-water work window of July 10 to Oct. 15 so salmon swimming through the Willamette River won’t be disturbed.
To get a sense of the project scope, please take about four minutes to watch a time-lapse video recently posted by Multnomah County.
The Transcendental Brass Band was among entertainers at the opening.