pnw 14 2016

By Brenda RuggieroCEG CORRESPONDENT

A renovation and expansion project at the Valley Football Centerat Oregon State University recently resulted in an unexpected dis-covery. “A construction worker digging in the north end zone of Reser

Stadium discovered a large femur bone that appeared to be from amammoth while moving dirt,” said Michelle Klampe of the newsand research communications department. “Further discoveryrevealed additional bones from several extinct mammals” The work being done consisted of mass excavation of native

material that needed to be removed in order to bring the grade of thenew equipment area down to field level. The general contractor isHunt/Fortis, a joint venture; and the excavation company working inthe area at the time was Pacific Excavation Inc. A track-mountedexcavator was reportedly being used at the time. “The crew working in the area immediately stopped work and the

company notified Oregon State University officials of the discov-ery,” Klampe explained. “OSU officials asked Loren Davis, an asso-ciate professor of anthropology at OSU, and other experts to exam-ine the bones and the site in which they were found. Davis and oth-ers carefully removed the femur and other bones, and pulled large

Workers Unearth Something Extra During OSU Expansion

PACIFIC NORTHWEST EDITION A Supplement to:

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

After construction workers discovered mammoth bones and other ancient animalbones on site at Oregon State University’s Valley Football Center, archaeologistsstepped in to remove some of the bones.

®

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

July 102016

Vol. I • No. 14

By Matthew Brown and GillianFlaccusASSOCIATED PRESS

PORTLAND, Ore. (AP) UnionPacific Railroad said it will replacea type of bolt on its track that led toa fiery oil train derailment on theOregon-Washington border, butthe pledge failed to ease concerns

in the tiny town where the wrecksparked a massive fire that burnedfor 14 hours. Federal investigators in a pre-

liminary report released June 23blamed the derailment on UnionPacific for failing to properlymaintain its track. The report flagged broken “lag

bolts’’ as the immediate cause and

said better inspections would havecaught the issue. The lag bolt ispart of a fastening system thatattaches the rail to ties. It preventsthe rails from moving too far apart,which can lead to derailments. Union Pacific faces potential

penalties for safety violations,according to the Federal RailroadAdministration report.

The document, obtained inadvance by The Associated Press,came out a day after Union Pacificannounced it would resume run-ning oil trains in the ColumbiaRiver Gorge. The combined news shocked

and angered residents in Mosier, atown of about 400 where the trainwent off the tracks. The June 3

derailment released 42,000 gallonsof crude and prompted evacua-tions. No one was injured. “I think it’s outrageous that

they’re telling us it’s safe,’’ MosierMayor Arlene Burns said. “We aregoing to keep pushing until we feelthat this has been properlyaddressed.’’

Railroad to Replace Bolts After Fiery Oil Train Derailment

see RAILROAD page 12

Theresa Hogue photoThe femur of a mammoth found at anOSU construction site.

Loren Davis photo

see MAMMOTH page 14

Theresa Hogue photoConstruction resumed shortly afterarchaeologists declared bones found onthe site were of animals.

• July 10, 2016 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide

PacWest Announces New Facility for Portland MarketPacWest Machinery, the dealer

in the Pacific Northwest of Volvoand other leading brands of con-struction equipment, announcesthe purchase of land and the com-mencement of construction on itsnew facility in Portland, Ore.Beginning in the first quarter of2017, PacWest Machinery cus-tomers in the greater Portland areawill be supported and servicedfrom the new dealership at 19255NE Sandy Blvd., Portland, Ore.,just minutes away from the com-pany’s current location. The new 22,000 sq.-ft. (2,044 sq

m) building will sit on approxi-mately six acres and include a 10-bay service center designed toaccommodate a full range ofequipment. There will be anexpanded parts warehouse, mod-ern showroom and state-of-the-artservice capabilities. The largerfacility will allow the company tostock more equipment as well ashost demonstrations and training.This new location will have easyfreeway access making it ideal todeliver products into Oregon and

southwest Washington. “We’re investing heavily to

meet the needs of a growing cus-tomer base,” said Jolene Logue,president of PacWest Machinery.“Delivering responsive servicerequires that we provide ouremployees the tools, facilities and

training to perform at their best.” Tim Hurst, the newly-appointed

PacWest general manager of theOregon market, added “Our entirePortland team will be excited tounveil this new facility to our cus-tomers and the community. Staytuned for our grand opening, sched-

uled for the spring of next year.”PacWest Machinery is the

newest Volvo ConstructionEquipment dealer in NorthAmerica and has responsibility forthe sales, rental and aftermarketsupport for the full line of Volvo’sgeneral production, road machin-

ery and compact equipment. In addition, the company sup-

plies equipment from other qualitymanufacturers including Tymco,GOMACO, Etnyre, Furukawa andmore. PacWest Machinery pro-vides equipment and aftermarketservices from four facilities locatedin Portland and Eugene, Ore., andin Seattle and Spokane, Wash.,plus additional support from anextensive mobile service fleet.PacWest Machinery is owned bythe Joshua Green Corporation andcompany management. “We are excited to see PacWest

Machinery expand the infrastruc-ture necessary to deliver excep-tional customer support,” saidGöran Lindgren, president, VolvoCE Region Americas. “As we con-tinue to grow our business in NorthAmerica, investments like this arecritical to meeting market demandas well as providing a premiumexperience the customer expects.”

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

The new 22,000 sq.-ft. (2,044 sq m) building will sit on approximately six acres and include a 10-bayservice center designed to accommodate a full range of equipment.

Washington’s Columbia River...

Major Battle Over Oil Terminal Unfolds in Pacific NorthwestBy Phuong LeASSOCIATED PRESS

SEATTLE (AP) Two companies proposing to build whatwould be the nation’s largest oil-by-rail marine terminalalong the Columbia River in Washington see it as an oppor-tunity to link domestic crude oil from the Midwest to a WestCoast port.Critics, however, see an environmental and safety catas-

trophe waiting to happen, especially after a train carryingvolatile Bakken crude oil derailed and burned on June 3 inMosier, Ore., just 70 mi. (112.65 km) upriver from the proj-ect site in Vancouver, Wash.The battle over the Tesoro Savage Vancouver Energy ter-

minal — which would handle about 360,000 barrels of crudeoil a day — began to unfold June 27, when the parties start-ed the process to make their case for or against the terminalbefore a state energy panel. The Energy Facility Site Evaluation Council is hearing

testimony from dozens of experts and other witnesses overfive weeks. It will make a recommendation to Gov. JayInslee, who has the final say.Vancouver Energy is expected to argue that the terminal is

needed to meet fuel needs; that it satisfies the council’s crite-ria; that risks of oil spills or accidents at the facility areremote; and it adds economic benefits to the region.The Port of Vancouver also plans to testify in support, say-

ing the facility is designed to be as safe as possible, there’s

need for it and it’s suitable for the industrial site.They’ll face a chorus of opposition. Tribes, environmental

and community groups, the city of Vancouver and aWashington state agency will urge the panel not to recom-mend approval. They plan to show that it poses too great arisk to people and the environment, the dangers extend wellbeyond the facility to include communities along rail linesacross the state, and it’s not in the public’s interest.Tesoro Corp. and Savage Cos. are proposing a $210 mil-

lion terminal that would receive an average of four 11.2-mi.(18 km) long crude oil trains a day, likely traveling on tracksbetween Spokane and Vancouver. Oil would temporarily bestored on site and then loaded onto tankers and ships boundfor West Coast refineries.“This is too risky for the state of Washington,” said

Kristen Boyles, an attorney with Earthjustice representingColumbia Riverkeeper, Climate Solutions and six other groupswho intervened in the proceedings to oppose the project.In briefs filed ahead of the hearing, the cities of Vancouver

and Spokane, among others, say they’re concerned about therisk of oil spills and accidents as more trains cut through theircommunities. They question whether emergency responderswould be able to handle a large fire from a derailment.“Tesoro’s proposal constitutes a clear and present threat to

human life and health,” Vancouver city attorneys wrote. Thecouncil “simply has no ability to ensure the safety ofVancouver’s citizens while the equivalent of 1,667 tankertrucks of volatile crude oil per day move into and out of the

heart of the fourth largest city in Washington.”In a separate brief, the state-appointed attorney who rep-

resents the public’s interest in protecting the environmentwrites that oil trains moving across the state and close to oron the Columbia River “presents a continuing risk of signif-icant environmental impacts and harm.”The consequences of the worst-case oil spill would affect

the Columbia River for years to come and cause losses tosalmon, birds and other natural resources, assistant attorneygeneral Matthew Kernutt wrote.The Yakama Nation and the Confederated Tribes of the

Umatilla Indian Reservation also plan to show that the proj-ect interferes with their treaty-reserved fishing rights and thata potential oil spill could have devastating consequences tosalmon and other natural resources on which the tribe depends.The Washington Department of Natural Resources also is

urging the council to reject the project, citing risks of blazesfrom increased train traffic and other concerns.Vancouver Energy said the project can be done safely and

will provide jobs and tax revenue as well as reduce depend-ency on foreign oil. Vancouver Energy General ManagerJared Larrabee said the terminal has committed to onlyaccept tank cars that meet or exceed DOT-117 standards, haspurchased and placed oil spill response equipment along therail corridor and taken other safety measures.

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

Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • July 10, 2016 •

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Port of Toledo Better Able to Serve Oregon Fishing FleetBy Lori TobiasCEG CORRESPONDENT

Five years after reopening, thePort of Toledo in Oregon is now setto become the first port to offer a660-ton (599 t) mobile lift betweenKodiak, Alaska, and San Diego,Calif. It’s just one phase of anapproximately $8 to $9 millionproject aimed at providing servicesto the fishing fleet homeported 9mi. (14.5 km) west at the Port ofNewport. “We’re home to a large distant

water fleet,” said Bud Shoemake,manager of the Port of Toledo “Alot of those boats, they like to keepour money local. This allows us tokeep some of the money in ourcommunity. If you look back at thegrowth in the industry, these guyswent around and bought old gulfshrimpers and slowly changed thefleet into a real fishing machine.

“We’re providing infrastruc-ture for a lot of these boats. Wecan do anything to a boat that isfloating. Just having the ability topull a boat out of the water and dothe work in the environment theright way is huge.”The two ports are linked by the

Yaquina River. The fishing fleetwas listed by the NationalOceanic and AtmosphericAdministration (NOAA) as hav-ing the highest commercial fish-ery landings in 2014 for the WestCoast, excluding Alaska, with124 million lbs. (56 million kg)valued at $52.6 million. Analysisof personal income shows that in2011, commercial fishing con-

tributed $179.1 million or 11.4 per-cent of Lincoln County, Ore.’s per-sonal incomeThe Port previously provided a

floating dry dock allowing it to pullboats up to 60 ft. (18.2 m) inlength. The new mobile lift willreplace the aging dry dock andallow the Port to pull any boat upto 125-ft. (38.1 m) in length, 42 ft.(12.8 m) on the beam and weigh-ing 660 tons (598.7 t). The lift isexpected to be ready this summer.But first comes the constructionwork to ready the property for thenew lift. The shipyard is located on20-acres, with six acres of useableland along the Yaquina River, hesaid. “We’ve got a long, skinny

piece of property,” said Shoemake.“It’s nice and sheltered, comparedto building right on the coast, but ithas its challenges because it is longand skinny. Trying to utilize everysquare inch of the property is keyto what we are going to be able todo long term.”The project involves three phas-

es, including environmental miti-gation work, construction of newfloating piers and a wash downarea.“The environmental component

is huge,” Shoemake said. “Whenwe bought the yard, we signed aconsent order to do clean up in theriver that was associated with hav-

Port of Toledo photoThe fishing fleet was listed by the National Oceanicand Atmospheric Administration (NOAA) as havingthe highest commercial fishery landings in 2014 forthe West Coast, excluding Alaska, with 124 millionlbs. (56 million kg) valued at $52.6 million.

Port of Toledo photoThe project involves three phases, including environmental miti-gation work, construction of new floating piers and a wash downarea.

Port of Toledo photoFive years after reopening, the Port of Toledo in Oregon is now set to become the first port to offera 660-ton (599 t) mobile lift between Kodiak, Alaska, and San Diego, Calif.

see FISHING page 13


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


By Kristena HansenASSOCIATED PRESS

PORTLAND, Ore. (AP) A 10-mi. (16km) stretch of the Willamette River — theiconic body of water flowing directlythrough one of America’s most environmen-tally-conscious cities — could soon be teem-ing with massive equipment and crewstasked with cleaning up more than a centu-ry’s-worth of hazardous contaminants fromindustrial use.The federal government’s $746 million-

cleanup plan for Portland Harbor wasrevealed, ending a 16-year wait after the pol-luted area gained status as a Superfund siteby the U.S. Environmental ProtectionAgency.But the long-awaited proposal — a 30

year process that’d involve cleaning up atiny portion of the area, while leaving therest to recover naturally — was blasted byenvironmentalists and community leaders,who say it’ll take too long and won’t beenough to make the water and riverbed safefor the area’s families and wildlife.Just before the EPA’s first public hearing

downtown Portland, protesters gatheredurged residents to voice their opposition overthe next 90 days, the window for public

comment that the EPA extended earlier thatmorning.“Allowing these toxins to even remain in

the river, to be covered up or to be washeddown into the Columbia River is unaccept-able, and even more than being unaccept-able, it’s a violation of human rights,” saidRose Longoria, regional superfund cleanupprojects coordinator with Yakama NationFisheries. “And on top of that, it’s a violationof the Yakima Nation’s treaty rights.”Under the proposal, roughly 200 acres of

the site’s most toxic parts would be underconstruction for seven years. Sediment pol-luted with heavy metals and various carcino-genic chemicals would be removed or cov-

ered by a man-made barrier, called dredgingand capping. Less severe contamination inthe remaining 2,000 or so acres would be leftto recover on its own, which will take anestimated 30 years overall.EPA officials say the current proposal is

much cheaper and less disruptive to the envi-ronment than some of the other options theywere considering. The agency could finalizeits proposal before year-end.The Port of Portland, which owns much

of the land in the Superfund site, and someof the companies considered potentiallyresponsible for the pollution and financingsome costs are also opposing the project.Seven companies who’ve agreed to take

some of that responsibility — includingUnion Pacific Railroad, Chevron and TOCHoldings Co. — filed a legal dispute withthe EPA. They criticized the plan in 22-pageletter as a “rushed” decision.The letter said the end-goal isn’t achiev-

able, “requires unnecessary treatment, andwill be far more disruptive than described byEPA. Further, the cleanup will take muchlonger to implement than predicted by EPAand will likely cost far more than estimatedby EPA.”Port of Portland officials took issue with

some of the areas target for the cleanup andalso the cost estimates, which they called“overly optimistic.”“While we were intrigued by the more

than $600 million drop in the cost of EPA’spreferred remedy, a closer look left us per-plexed,” Curtis Robinhold, Port deputydirector, wrote to federal regulators. “Costsdropped, but there was little actual change inthe plan for cleanup, meaning the public isnot informed about the true higher anticipat-ed cost of the cleanup or the benefits that dif-ferent cleanup alternatives would achieve.”

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

“Costs dropped, but there was little actual changein the plan for cleanup, meaning the public is notinformed about the true higher anticipated cost ofthe cleanup or the benefits that different cleanupalternatives would achieve.”

Curtis RobinholdPort of Portland

Portlanders Blast EPA for Superfund Cleanup Plan

Washington Bridge for Sale...

WSDOT Makes Plans to Sell 91-Year-Old Bridge ... As IsBy Adam LynnTHE NEWS TRIBUNE

PUYALLUP, Wash. (AP)Coming soon to a website nearyou: 91-year-old bridge for sale.As is. You haul.The state Department of

Transportation is working up plansto begin advertising for the sale ofthe old steel-truss bridge that upuntil last year carried state Route167 across the Puyallup River inthe town of the same name.Plans to transfer ownership of

the span to Pierce and King coun-ties to use as a pedestrian bridgealong the Foothills recreationaltrail have fallen through, meaningthe Transportation Departmentmust find another way to disposeof the 379-ton (344 t) bridge.The department is gathering

information on the bridge’s attrib-utes for a multimedia online ad,spokeswoman Claudia BinghamBaker said.

“When the time comes, we willconsider which website makes themost sense — one of ours or anhistorical website — and we arealready in the process of creating avideo,” Bingham Baker said.“We may decide to also adver-

tise through more traditionalmeans such as legal or classifiedads.”Price: To be determined.For last nine months, the bridge

has sat like the skeleton of somegreat humpbacked beast on state-owned land just north of the rivernear the junction of state routes167, 161 and 512 in Puyallup.A temporary fence discourages

would-be vandals and thrill seek-ers.Plans to repurpose the old steel-

truss bridge that used to carry SR167 over the Puyallup River havefailed. It currently resides behind achain link fence along NorthMeridian Avenue. The Transportation Department

made it known after replacing the

structurally deficient span with anew bridge in May 2015 that itwouldn’t mind transferring theworn-out version to some otherentity.King and Pierce counties, seek-

ing a way to carry the popularFoothills Trail over the WhiteRiver near Buckley, gave it a sniff.But engineers determined it

would be more cost-effective tojust build a bridge, said DougWilliams, a spokesman for KingCounty Department of NaturalResources and Parks.“It would have cost too much

money in maintenance over thelong haul to use that older span,”Williams said.King County engineers deter-

mined that painting and load-test-ing the old bridge over an envi-sioned 50-year time frame wouldhave cost upwards of $7.5 million.The county figures it can build a

bridge and maintain it over thesame period for about $4 million,Williams said.

The county is lobbying for agrant to do just that and hopes toconstruct the bridge with enoughwidth and support that it couldcarry emergency vehicles betweenBuckley and Enumclaw, shouldsomething happen to the stateRoute 410 bridge.That decision has put the

Transportation Department back tosquare one as to what to do withthe old state Route 167 span.A new industrial park is under

construction adjacent to the oldsteel-truss SR 167 bridge.“The King/Pierce discussion

was the only one that was underserious consideration,” BinghamBaker said. “We had one inquiryfrom a private developer, but hedidn’t pursue it.”Is it really possible to sell a

bridge?“WSDOT has sold pontoons of

floating bridges through our sur-plus process, but I’m not aware ofany attempts to sell a steel-trussbridge,” Bingham Baker said.

“Other states have tried to sellbridges. I’ve seen ads throughGoogle. Don’t know if they weresuccessful.”Indeed, a Google search turned

up tons of bridges offered for saleor for free across the nation. TheMissouri Department ofTransportation had eight historicbridges posted on its “FreeBridges!” website.Bingham Baker said the

Transportation Department has a2019 deadline to move the old stateRoute 167 bridge down the line.Failure to find a willing buyerwould mean curtains for thederelict span.“After that point,” she said, “if

we have no one expressing interestin reusing the bridge, we will dis-mantle it and recycle the steel.”For more information, visit

http://www.thenewstribune.com.(This story also can be found

on Construction EquipmentGuide’s website at www.con-structionequipmentguide.com.)


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Stoneway Concrete Adds Kenworth T880 to Its FleetWhen Ralph Lo Priore looks at which

new specification choices would likely workbest for his company’s trucks, he prefers todeal in cold hard facts, not egos or emotions.

“Too often people make purchasing deci-sions on what’s always been done before,”said Lo Priore, director of fleet assets andprocesses for Stoneway Concrete and itsparent company, Gary Merlino ConstructionCo. “Instead, I like to look at what’s going todeliver the best return on investment in termsof reliability, durability, serviceability,longevity and a lower cost of operation.”

Stoneway and Merlino operate a com-bined fleet of 150 trucks, including 85 tran-sit mixers and 60 dump trucks from threelocations — the company’s maintenanceshop in Renton, Wash., a yard in southSeattle and another yard next to AshgroveCement in Seattle.

When it came time to choose a newengine platform for Stoneway’s mixers, LoPriore examined the data and chose the newPACCAR MX-11 engine platform with twoKenworth T880 mixer chassis for StonewayConcrete. After those two T880s with theMX-11 proved their worth in operation, LoPriore ordered nine more new similarlyspec’d T880 mixers.

“I look at, for example, the company’smaintenance data, which helps me identifyissues caused by bad decisions, like equip-ping a truck with the wrong suspension,” LoPriore said.

Of course payload is always a major con-sideration, Lo Priore added. “Our customersare always wanting more yardage withfewer trucks on the job. That’s why when Ilooked at how many times the company sent

out one more mixer to a job site with shortloads of concrete to finish up the job, I knewStoneway Concrete needed trucks with morepayload capacity.

“But trying to get that additional payloadby going with the same 13-liter engine andlooking for weight savings in other places, orgoing bigger with a 15-liter engine in appli-cations other than the mixers, were just notthe right options,” he said.

Lo Priore also credits the new model’s

success to a decision to go with a set-backfront axle and a total of seven axles, includ-ing a conventional “boost-a-load” axle,allowing for an 80,000-lb. (36,287 kg)GVW, which is allowed under Washingtonstate’s bridge formula. Lo Priore said he sawthe more typical 76,000-lb. (34,473 kg)GVW design with an 11-yd. (10 m) mixer asbeing “obsolete.”

While many questioned those choices, LoPriore said he felt confident they were the

right ones. That’s because with the PAC-CAR MX-11, the tractors and mixers realizea better horsepower-to-weight ratio and gainpayload capacity, according to the company.And with the combination of the MX-11 andset-back front axle, the T880 mixers cancarry 4,000 additional lbs. (1,814 kg) of pay-load by redistributing the weight to the push-er axle when needed.

The additional payload capacity means

TruckPR photoWith a 12-yd. (11 m) capacity, the Kenworth T880 mixer with PACCAR MX-11 engine can generate an average of $315 more indaily revenue than a 10 1/2-yard mixer, according to the company.

TruckPR photoStoneway Concrete driver Dan Leenhouts enjoys the Kenworth T880 equipped witha PACCAR MX-11 engine so much he decided to continue working for the companyrather than retire in 2016 as he had planned.

TruckPR photoRalph Lo Priore, director of fleet assets and processes for Stoneway Concrete andits parent company, Gary Merlino Construction Co., believes he made the rightchoice in selecting the Kenworth T880.

see KENWORTH page 10


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Kenworth T880 Offers Greater Payload, Enhanced Stabilitythe mixers can carry up to 12 yds. (11 m) ofconcrete per load instead of the usual 10-1/2to 11 yds. (9.6 to 10 m) the typical 76,000-lb. (34,473 kg) GVW Stoneway mixerequipped with a 13-liter engine would carry.With a 12-yd. capacity, the T880 mixer withPACCAR MX-11 engine can generate anaverage of $315 more in daily revenue thana 10 1/2-yd mixer, according to the company. Stoneway Concrete’s mixers typically run

six days a week year-round, and as a resultthe T880 mixer can earn about $98,000 morein annual revenue, according to Lo Priore.The lighter engine, set-back front axle

and addition of the pusher axle all changedthe T880’s center of gravity, allowingMcNeilus to install a wider drum, Lo Prioresaid. By pushing the front axle back, thedrum also sits lower on the frame, whichresults in increased stability and reduceddrum bounce, in on- or off-road conditions.“By choosing the PACCAR MX-11, we

have a 400-pound lighter engine comparedto a 13-liter engine, but with the same 430horsepower,” Lo Priore added. “The MX-11engine, with its compact graphite iron headand block, is much lighter and more durablethan an engine made of gray cast iron. Withthe Allison 7-speed automatic transmission,it’s a perfect combination.“Allison’s dynamic shift sensing allows

the transmission to automatically choosegears based on the vehicle’s weight and theroad grade. So, drivers get a state-of-the-arttruck that doesn’t leave them tired withaching knees and shoulders from all of theshifting they have to do in city traffic,” hesaid. “And the Kenworth T880 provides usthe right chassis because of its design, whichmakes for a more comfortable work envi-ronment and offers a field of view driverssimply can’t get with the other availabletruck models.”

Dan Leenhouts, who was assigned thatfirst Kenworth T880 mixer with the PAC-CAR MX-11 engine in 2015, was soimpressed by it, he chose to forgo his retire-ment in 2016 and continue working anothertwo years for Stoneway. “The Kenworth T880 offers such a phe-

nomenal ride,” he said. “When I first droveit, I just could not believe how quiet it is inthe cab. Because the MX-11 provides goodpower and smooth acceleration, I find theT880 is able to keep up with the other truckswith larger engines, even lugging under loadon hills.“I’m also very, very pleased with the visi-

bility from the cab,” Leenhouts said. “Themirrors are so perfectly positioned giving methe ability to maneuver well in heavy traffic.With its sloped hood, driving the T880 isalmost like driving a cabover.”Lo Priore said it wasn’t easy to get a con-

crete mixer equipped with a set-back frontaxle, an 11-liter engine, and seven axlesincluding a pusher axle, built. After heshared data from Stoneway’s conditions-based maintenance program, “Kenworthwas the only OEM willing to try,” he added.Lo Priore credits Rick Barry, territory salesdirector at Kenworth Northwest andKenworth technical engineers in making thespec happen. “Now that we’ve proven what this new

spec can achieve, I take pride that there’s alot of other companies looking very hard atwhether this new specification can work forthem as well as it has for us,” Lo Priore said.Kenworth Truck Company is the manu-

facturer of heavy and medium duty trucksand is a PACCAR company.For more information, visit www.ken-

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

Construction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)

TruckPR photoStoneway Concrete driver Dan Leenhouts (L) and Ralph Lo Priore, director of fleetassets and processes for Stoneway Concrete and its parent company, Gary MerlinoConstruction Co., both like the combination of the Kenworth T880 and the PACCARMX-11 engine.

TruckPR photoStoneway Concrete’s Kenworth T880, equipped with the PACCAR MX-11 engine,offers the company a better horsepower-to-weight ratio and gain payload capacity.

TruckPR photoStoneway Concrete’s Kenworth T880 features the Allison 7-speed automatic trans-mission. Allison’s dynamic shift sensing allows the transmission to automaticallychoose gears based on the vehicle’s weight and the road grade.

KENWORTH from page 8


360-748-1182Fax 360-748-1198

www.cascadetrader.net

Located at Exit 79 off I-51380 NW State,

Chehalis, WA 98532AUTHORIZED DEALER

Log Loaders, Excavators, Wheel Loaders, Road Builders

CAT 330B Log Loader, Recent under ............$57,500CAT 320DFM Log Loader, 2012, low hours ........PORCAT EL300B Log Loader......................................$29,500DOOSAN DX300LL Log Loader................................PORDOOSAN SOLAR 300 Log Loader ..................$97,500DOOSAN DX225LL Log Loader, 10,000 hrs $137,500DOOSAN DX225LL Logger, 3K hrs ..............$169,500DOOSAN DX225LL Logger, fresh under ....$137,500DOOSAN DX300LL, 2013, approx. 5000 hr$187,500DOOSAN DX300LL Log Loader, For. Cab..$179,500DOOSAN S300L Log Loader, recent repairs$97,500HITACHI EX330LC Log Loader ........................$39,500HITACHI EX370LC Log Loader, Rear Entry ..$39,500HYUNDAI 3220 Log Loader, 3800 hrs, clean! $239,500JOHN DEERE 2954 Log Loader, 2012, low hrs$219,500KOBELCO SK250 Log Loader ............................$59,500KOBELCO SK210LC Log Loader ......................$65,000KOBELCO SK210LC Log Loader ......................$59,500KOBELCO SK350 Log Loader, '07, For. Cab $99,500KOMATSU PC220LC-8, Jewell Pkg, Exc Cond$125,000LINK-BELT 290LX Log Loader, For Cab, '05 $85,000SAMSUNG 210SE Log Loader, excellent ......$72,500

CAT 325L Log Loader / Waratah HTH-622 $69,500CAT 330B Log Loader/Waratah Head ..................PORDOOSAN DX300LL / Waratah HTH-623C $239,500HAHN Harvester, HTL300, 3-axle SP ..............$19,500JD 2554LL / Waratah HTH-622B ..................$129,900KETO 525 Harvesting head, complete..........$14,500KOBELCO SK210 Log Loader / Waratah HTH-622$79,500

KOMATSU PC220LC/Pierce 3348 Stroker$119,500LINK-BELT 240X2LL / Waratah HTH622B, low hrsPORLINK-BELT 330LX '05 / Waratah HTH-624 ..$85,000MADILL 2800 / DENHARCO DM3500 Stroker $45,000PRENTICE 620FB / Waratah HTH-230, Clean!$64,500Tigercat LX870C, 5702 Disc Saw....................$169,500TIMBCO T-445, Bar Saw, straight ......................$49,500TIMBERJACK 2618, Disc Saw, excellent ........$55,000VALMET 921 Harvester, 965 Head..................$57,500WARATAH HTH-622, complete ........................$34,500WARATAH HTH-623C, New........................................PORWARATAH HTH-624 Super ................................$49,500

CHRISTY Yarder, track mt ..................................$49,500DIAMOND D425 Swing Yarder, track mt ..$575,000KOMATSU PC300LC-6HD Yoader pkg, nice!$199,500LANTEC SY255 Swing/Grapple Yarder ....$109,500MADILL 171, Cat Power, Eaton Brakes ........$375,000MADILL 171, Excavator Track Mt., excellent! ........PORMADILL 071, 4-Guys, Eagle IV, complete ....$144,500MADILL 071 Tank Mount, 3-Guys ..........................PORSKAGIT BU-94 Drums, parts only ............................PORSKAGIT BU-94 Slackline, T100HD, SP ....................PORSKAGIT BU84 Slackline, T-100HD, Trlr Mt $149,500SKAGIT 739 Slackline T100HD, Trailer MT$149,500THUNDERBIRD TTY-70 Track mt., Excell ..$550,000WASHINGTON 137W Slackline, Trl. Mt., nice!$189,500

KW Dump 1973 ..........................................................$8,950MOXY MT30 Articulated Dump Truck ........$37,500

CAT 14E Grader ......................................................$14,500CAT 518 Cable Skidder, good runner............$17,500CAT EL240B Excavator ........................................$19,500CAT 966D Wheel Loader, Bucket, good tires ..$49,500CAT 980C Wheel Loader, Rollout Bkt ............$42,500CAT 525B, Swing Grapple ............................................PORCAT 950 Wheel Loader ........................................$17,500FIAT -Allis FR130 Wheel Loader......................$27,500FIAT-Allis 8, SU, Winch/Arch ..................................P.O.R.GARRETT 25 Skidder, Cummins ......................$12,500INTERNAT'L TD7E 6-way Blade, Bare Rear ..$16,500JOHN DEERE 748H, Swing Grapple, 2010 ............PORKMC Track Skidder, Cummins, Swing Grpl ..$54,500KOEHRING BANTAM 366 Excav., Bkt/Thumb$17,500MOUNTAIN Logger ML150 Skidder, new tires$18,500WAGNER L100 Log Stacker, '89, Excell ......$174,500WAGNER L480 Log Stacker ..............................$69,500WAGNER L90 Log Stacker ..................................$29,500

BOWMAN MARK V SKYCAR, 2006 ..................$39,500DANZCO PT20 PULL-THRU Delimber..............$9,950PRO MAC PC120 Mulching head, low hrs............POR

OLATHE 867TG 10' Tub Grinder, recent work$54,500TIMBER Pro 840 Forwarder, '08, clean ......$110,000

LOG LOADERS

FELLER BUNCHERS, PROCESSORS

TOWERS & YARDERS

EXCAVATOR/DOZER/GRADER/WHEEL LOADER/SKIDDER

CARRIAGES & MISC

MISCELLANEOUSTRUCKS

KETO • WARATAH • SOUTHSTAR • EAGLE CARRIAGESEVENINGS

John Griffin 425-210-9702 • Cooper Brunoff 360-880-7534 • Rich Lennox 360-508-0192 • John Welch 360-520-2082 Mike Duch 360-880-6955 • Jim Wark 360-623-5219 • Shannon Pesicka 360-507-0542

Traci Brunoff, Sales Coordinator 360-880-7531• Office 360-748-1182


Doosan has expanded its dealer networkwith the addition of Barry Equipment &Rental Inc. as an authorized sales, service,parts and rental provider of Doosan con-struction equipment.

Barry Equipment distributes Doosancrawler excavators, wheel excavators, mate-rial handlers and wheel loaders throughoutsouthern Idaho. The dealership’s two loca-tions are:

• 2324 Caldwell Blvd., Nampa, Idaho83651

• 465 Addison Ave. W., Twin Falls, Idaho83301

Barry Equipment was founded in 1973,with the opening of its Twin Falls location.After years of serving the Magic Valleyregion of Idaho, the dealership expanded itsoperations this year with the addition of itsNampa location.

In addition to the Doosan line, BarryEquipment also offers the Treasure ValleyBobcat compact equipment.

“Our trained technicians have anywherefrom 15 to 30 years of experience workingon a variety of equipment and brands, andour salespeople have up to 20 years of expe-rience,” branch manager Nick Barry said.

“We’re confident that Barry Equipment isprepared to provide its customers with thebest overall experience possible.”

The dealership serves customers in theconstruction, general contracting, road andstreet repair, agriculture and homeownermarkets, as well as government and munici-palities.

For more information, call 208/643-4147or visit barryrental.com.


“We’re confident that BarryEquipment is prepared toprovide its customers withthe best overall experiencepossible.”

Nick BarryBarry Equipment

Serving Southern Idaho...

Doosan Adds New DealerIdaho, Oregon, Washington...

Emergency Funds On Way WASHINGTON – U.S. Transportation

Secretary Anthony Foxx announced theimmediate availability of $2 million inEmergency Relief (ER) funds from theFederal Highway Administration (FHWA)to stabilize and repair roads damaged byheavy rains on federal lands throughoutIdaho, Oregon and Washington.

“Thousands of drivers use these roadseach year — especially during the heavytourism months of summer,” said Foxx. “Weare committed to doing everything we can tohelp repair and reopen these routes quicklyand safely, to support the well-being of thepeople and the economy in the NorthwestU.S.”

Over three days, heavy rains lastDecember saturated federal roads in sixNational Forests, three National Parks, aNational Scenic Area and two Bureau ofLand Management Districts in Idaho,Oregon and Washington. Some of the areashardest hit include the Gifford Pinchot andIdaho Panhandle National Forests, andOlympic National Park in Washington.

The rain — up to 18 in. (46 cm) in certainareas, creating several 100-year runoffevents — caused significant damage to

roads, such as large mud- and rockslides;roadway erosion; culvert and bridge failures;and closed multiple routes. Discovery ofdamage and preparing costs estimates weredelayed due to high snow levels that fellshortly after the damage occurred.

These ER funds will be released quicklyfor use in making repairs to the impactedroadways and reopening them to traffic.

“These important emergency funds willmake it possible for workers to make imme-diate repairs throughout the area,” saidFederal Highway Administrator GregoryNadeau. “We want to ensure that everyonein this large region has access to safe roadsand bridges, and especially so on these fed-eral lands roads to accommodate a busytourism season this year.”

These funds will help road crews beginrepairs and restore traffic. This initial “quickrelease” payment includes funds to repairfuture, latent damages. The FHWA’s ER pro-gram provides funding for highways andbridges damaged by natural disasters or cat-astrophic events.


Investigators — Broken Lag Bolts Cause of Railroad CrashAdvanced electronic brakes pro-

posed by regulators but fought bythe railroad industry could havemade the derailment less severe,Federal Railroad AdministratorSarah Feinberg said. They couldhave reduced the number of carsthat derailed and prevented the onethat first burst into flames frombeing punctured, officials said.

“We’re talking about upgradinga brake system that is from theCivil War era,’’ Feinberg said. “It’snot too much to ask these compa-nies to improve their braking sys-tems.’’

The Association of AmericanRailroads has lobbied against newbraking requirements, saying theyare too unreliable and would yieldtoo little benefit to justify a pricetag topping $3 billion. Federal offi-cials say putting new brakes just onlocomotives hauling large loads ofoil and other flammable liquidswould cost far less, around $80million.

Union Pacific said an upgraded

braking system would not havemade a difference in the Mosierderailment.

The company will replace thelag bolts with spikes on curvedportions of its track nationwide aspart of its track renewal program,said Justin Jacobs, Union Pacificspokesman. The bolts will bereplaced on 530 miles of the com-pany’s 32,000-mile network, hesaid.

Union Pacific inspections justthree days before the derailmentfailed to detect any problem withthe bolts, Jacobs said. Spikes willbe more visible than the bolts,which lie close to the ground, nes-tled in gravel on the rail bed, hesaid.

Hal Gard, rail and public transitadministrator for the OregonDepartment of Transportation, saidhe’s been told Union Pacific willstart replacing the bolts in theColumbia River Gorge in August.

The tank cars that broke openand burned had travelled thou-sands of miles from the Bakken oil

fields of North Dakota andMontana, destined for coastalrefineries.

A chorus of state, local and fed-eral elected officials in Oregon hasdemanded a moratorium on crude-by-rail shipments until the derail-ment is fully understood. There areconcerns the failure of the lag boltscould be a symptom of a larger,unknown problem. Oil trains havebeen running in the area only since2014, state transportation officialssaid.

There was little prior focus onfailed lag bolts, and there appearsto be only one other instance inwhich they caused a derailment, inCanada’s Alberta Province in2012, Gard said, adding a furtherlook is needed.

“The unit trains are big and veryheavy, the cars are shorter, and theoil is sloshing around inside ofthose cars. Are there additionalstrains and dynamic forces associ-ated with that that is different?’’ hesaid. “Now folks are getting downand twisting and kicking them and

taking a hard look at those things.’’ Oregon Democratic Sens. Jeff

Merkley and Ron Wyden askedfederal rail regulators to use anemergency provision to stop oiltrain traffic until the derailmentwas better understood. Gov. KateBrown also reiterated her call for ahalt to oil train traffic.

Federal rail authorities have saidthey don’t have the jurisdiction toban oil trains in Oregon.

At least 27 oil trains have beeninvolved in major derailments,fires or oil spills in the UnitedStates and Canada in the pastdecade, according to an AP analy-sis of accident records. The trainstravel through more than 400counties across the United States toreach refineries on the West, Eastand Gulf coasts.

A 2013 derailment killed 47people when a runaway oil trainfrom North Dakota jumped thetracks and exploded in Lac-Megantic, Quebec.

Rail consultant and formerindustry regulator Steven

Ditmeyer said a series ofBurlington Northern derailmentsin the 1990s in Washington state allinvolved sheared off railroadspikes. Investigators eventuallydetermined overloaded cars, a lackof lubrication between the wheelassembly and the body of thetanker cars, and not enough gravelin the railroad bed combined to putstrain on the track along curves.

That strain loosened the spikesholding the rails to the rail ties andpushed the rails apart, much likethe recent Oregon derailment, hesaid.

Feinberg said tank cars that haulcrude oil and other products haveweight limits, but there’s been nosuggestion Union Pacific’s carsexceeded them.

“Whether a railroad is movingheavy cars or lighter cars, it is stilltheir responsibility to maintain thetrack,’’ she said.

(This story also can be found on

Construction Equipment Guide’s

website at www.constructionequip-

mentguide.com.)

RAILROAD from page 1


Contact Triad Machinery Today for More Details!

OREGONPortland (503) 254-5100 • (800) 221-8512 Eugene (541) 342-7700 • (800) 342-6780Prineville (541) 447-5293 • (888) 662-2940

WASHINGTONTacoma (253) 722-5560 • (800) 622-8876 Spokane (509) 534-1900 • (800) 945-9168www.triadmachinery.com

New Lift Enhances Port ofToledo, Helps Fishing Fleeting a floating dry dock. The previous ownershad a small floating dry dock for doing sand-ing and painting over the river. Getting thatblasting and spray painting up off the waterand on land where you can control it is huge.

“The piers were all built from floatingcranes. That was all done from the water forthe most part. Last year, we put the designconstruction contract out for bid. We hadfour different proposals and went withBergerson Marine out of Astoria. We werereally happy with them. For the uplandwork, they used backhoes, bulldozers andcompactors, mainly Caterpillars. We wereable to get 28,000 yards of fill from theHighway 20 project. That was on Craig’s listand they delivered it free.”

Except for the main water line, the Portalso undergrounded some of the utilities.

The new mobile lift was delivered in May.Next up is phase three, a new $3.4 millionhaul-out building, yet to be funded

The plan for the project was adopted in2013 and work is right on schedule,Shoemake said.

“We have a five-year build out plan,” hesaid. “We are right where we thought we’dbe. This project is going to allow us to ade-quately maintain our really progressive andaggressive fishing fleet, which is whatNewport really is. The next phase is for ahuge building, 150-feet-long by 75-feet-wide and 90-feet-tall. We’ll be able to pullthe vessel inside and close the doors for acontrolled environment. All but the buildingwill be ready this summer.

“What’s most important about this projectis that it really helps the fishing boats that arein Depoe Bay, Newport and Toledo,”Shoemake said. “It expands the capabilitiesof the nearby Yaquina Boatworks. It’s reallyimportant to the marine trades vendors andto the Port itself. The boatyard has meant theexpansion of our budgets as well as ouremployee base. We are at 15 full-time peoplenow. It wasn’t too long ago we were atthree.”

(This story also can be found onConstruction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)CEG

FISHING from page 4


Crews Find Mammoth Bones During Stadium Expansion piles of dirt from the site to gothrough later to locate additionalbones.”The construction crews then

moved to other areas of the projectwhile Davis and others excavateddirt and bones from the site forlater examination. Once the bonesand soil were removed, crews wereable to return to working on theproject. “Since the find did not appear to

involve humans or human artifacts,the bones are not considered partof an archaeological site,” Klampesaid. “There are no special rules orregulations in Oregon governingthe preservation or protection ofpaleontology finds.”The delay at the time was mini-

mal and construction crews wereable to get back to work at the sitewithin a few days.“There are quite a few bones,

and dozens of pieces,” said Davis."Some of the bones are not in verygood shape, but some are actuallyquite well preserved."Klampe noted that OSU faculty

researchers are working with anoutside lab to further pinpoint theage of the fossils using radiocarbondating. Davis also pulled sedimentcore samples from the area wherethe bones were discovered, which,once analyzed, will give researchersa better sense of the environment ofthe earth at that time.“Shortly after the bones were

discovered, dozens of students,many of them in anthropology

classes, had a chance to go throughpiles of dirt from the constructionsite to find and remove additionalbone pieces,” she said. “In all, 12bins of bones were salvaged fromthe project and are now being storedfor preservation and research.“This spring, students in assis-

tant professor Rebecca Terry’sPaleobiology class are taking aninventory of the bins to determine,as best they can, how many andwhat types of bones have beenfound. Terry’s students are alsolearning how to carefully preparethe bones for drying and long-termpreservation. They have construct-ed plaster and foam jackets to sup-port the bones as they dry andbecome preserved. Terry, a paleon-tologist in the College of Science’sintegrative biology department,reworked the course’s curriculumto accommodate the mammothdiscovery.According to Davis, the discov-

ery of ancient mammal bones isnot unusual in the WillametteValley. She noted that the bones,including mammoth, bison, andsome kind of camel or horse, werediscovered in a 10-foot deep plot inan area that could once have been abog or marsh.“Animals who were sick would

often go to a body of water and diethere, so it’s not unusual to find agroup of bones like this,” Davissaid. “We had all of these types ofanimals in the Willamette Valleyback then.”Work on the renovation project

began after the fall football seasonended, and is slated for completionby the start of the 2016 home sea-son.Approximately 37,870 sq. ft.

(3,518 m) of space will be added tothe facility, and 25,830 sq. ft.

(2,400 sq m) of space will be reno-vated. The locker room alone willbe 53 yds. (48.4 m) wide, which isthe entire width of the end zone.The renovated building will housenutrition/performance table for all500 OSU student-athletes, football

operations, athletic training/sportsmedicine and football Hall ofFame. Originally built in 1990, theValley Football Center was the firstfootball dedicated building in thePac-12 (then Pac-10) Conference.

About Oregon StateUniversity

OSU is one of only two U.S.universities designated a land-,sea-, space- and sun-grant institu-tion. OSU also is Oregon’s onlyuniversity to hold both theCarnegie Foundation’s top desig-nation for research institutions andits prestigious CommunityEngagement classification. Itsmore than 26,000 students comefrom all 50 states and more than 90nations. OSU programs touchevery county within Oregon, andits faculty teach and conductresearch on issues of national andglobal importance.

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

MAMMOTH from page 1

Theresa Hogue photoCrews from Hunt-Fortis Construction Inc. work on the expansionof Valley Football Center at Oregon State University. On Jan. 25,2016, bones of a mammoth and other ancient creatures were dis-covered.

Theresa Hogue photoAndrea Villalpondo (L), works with a mammoth tooth as Vanessa Yu works on another bone.Students in Rebecca Terry’s paleobiology class at Oregon State University had the rare opportunityto work with mammoth bones and other fragments found at a dig near Reser Stadium. The studentscreated foam and plaster jackets to support the bones and prepare them for preservation.

Theresa Hogue photoOSU archaeologist Loren Davis was on site near Reser Stadiumafter mammoth bones were found during construction. Davis wasthere to make sure no archaeological remains were discovered,but only animal bones were found.


18060 Des Moines Memorial Dr.Seattle, WA 98148

3909 NW Fruit Valley RdVancouver, WA 98660

pnw 14 2016

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