C+S September 2020 Vol. 6 Issue 9 (web)

to running them as four projects at four sepa- rate times. In 2018, Selland Construction was awarded the construction bid. Construction Timing & Safety Contractor Selland Construction timed their work to reduce tourist season impacts. During the project’s design phase, construc- tion duration and methodology were discussed with City staff and the City Council. In the contract documents, the City included multiple single-day and full week closures of the bridge in order to complete the work quicker, as well as outlined the needed detours and signing. Selland also committed to never closing the bridge to pedestrians during construction.

Throughout the fluid design process, there was extensive public outreach including a meeting with the Historic Downtown Chelan Association. They pointed they were already spearheading an effort to revamp the Woodin Avenue Landing Park located adjacent to the bridge. Upgrades would improve access to the downtown from the water, increase access to Lake Chelan and the existing PUD dock, and create an inviting space for both locals and visitors alike. So, the Land- ing Park project was wrapped into the plans as well. Approaching multiple efforts as a single, coordinated project created efficiencies and limited impacts to downtown businesses, residents and visitors alike. “By incorporating the park and utility upgrades into the bridge repair and road reconfiguration, it saved months of impacts to the downtown businesses and thousands of dollars,” said Ireland. Project Funding & Tied Bid Process Typically, projects are not allowed to combine due to conflicting fund- ing types or varying agency preferences. This project was a collabora- tion of multiple agencies and organizations including the City of Chel- an, Washington State Department of Transportation, the Washington Transportation Improvement Board, Chelan-Douglas Transportation Council, Chelan Public Utility District, and the Historic Downtown Chelan Association. Funding sources were many too, including city general funds, street bonds, utility funds, state and federal grants, and money from various smaller sources. The price tag for the entire bundle of projects totaled around $4 million. In this circumstance, while each project was truly independent of each other, they were all physically adjacent to or overlapping of each other. By using a tied bid process, approved through the Washington Depart- ment of Transportation and supported by all the funding agencies, all the projects could to be managed and constructed at one time. This allowed everything to be advertised as one, bigger project, garnering more interest from potential contractors and reducing costs compared

In 2018, the project was started immediately after the heaviest tourist day in Chelan, Labor Day, and extended to the summer of 2019. They worked on subsurface activities during the late fall and winter months to reduce the amount of work needed during the following summer. Selland established strong safety expectations with weekly safety meet- ings and safety equipment reviews. By the end of the project, Selland and their subcontractors had logged over 11,000 hours and recorded Lake Chelan is an active recreational lake known for its clear blue wa- ter. Performing construction activities on a deteriorating historic bridge without contaminating the waters was a high priority for the team. Typically, drape cloths are used for debris collection under a bridge, but Chelan is known for its high afternoon winds. Instead, Selland obtained wide platform-style floating barge with a solid surface to pre- vent debris from entering the lake. The same barge was repositioned underneath the bridge in other areas during high-risk events like con- crete pours, spall repair work, and bridge painting. Selland also used high performance and fast setting materials to reduce exposure time. Lightweight Sidewalks The sidewalks on the bridge were widened from four feet to eight feet on one side, and from four to five feet on the other. To ensure the wider sidewalks did not impact the structural integrity of the bridge, the design team developed an ultra-lightweight system consisting of several inches of geofoam topped with four inches of fiber-reinforced lightweight concrete. The overall system was less than half the weight of a traditional concrete sidewalk and allowed the bridge to maintain its load capacity for normal traffic as well as emergency vehicles such as fire trucks. Precast Lamp Posts zero injuries to workers or pedestrians. Environmental Considerations The unique lampposts that adorned the bridge were failing and needed to be replaced. To ensure a high level of accuracy and consistency in replicating them, the new lampposts were precast in a controlled envi-

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