Seattle Bridge Awarded $11.2M in Funding
At the end of June, the U.S. Department of Transportation issued a grant advance notice, notifying the Seattle Department of Transportation that it had been awarded $11.25 million for repairs on the West Seattle High-Rise.
The funding is also slated to be used on the Spokane Street Swing Bridge (“low bridge”), that runs adjacent to the structure.
Project Funding, Next Steps
According to The Seattle Times, Democratic Representative Pramila Jayapal first received the news from U.S. Transportation Secretary Pete Buttigieg, to whom she had spoken with about the bridge three or four times prior (not including staff messages).
The federal funding arrives through the Infrastructure for Rebuilding America (INFRA) discretionary grants program and is about half of the $21.6 million that the Seattle Department of Transportation requested in its grant application back in March.
This year, the INFRA program is slated to award $889 million in funding nationwide.
“These are incredibly competitive,” said Jayapal. “It’s rare that you get one of these on a first-time request.”
The total $11,250,600 awarded will be used to provide structural stabilization repairs to reopen the High-Rise bridge and will make repairs related to load rating compliance on the low bridge. Overall project improvements will include replacement of damaged bridge decks, expansion joints, barrier segments, and seismic restrainers.
Overall, the rehabilitation of the West Seattle Bridge and related projects is estimated to cost $175 million. Thus far, SDOT has reported that its secured $125 million, which includes $16 million in federal funding.
In breaking down the project costs, $43.4 million is slated to cover post-tensioning of steel cables to tighten three of the structure’s concrete spans and $11.4 million is expected to cover girder strengthening and new rotating parts on the lower swing bridge.
Additionally, SDOT plans to spend millions more on emergency stabilization, bridge engineering studies, improved traffic signals, maintenance for detour routes, traffic-slowing humps on side streets and preliminary plans for a new high bridge. It is noted, however, that a new bridge won’t be needed for up to 30 years unless the ongoing repairs prove unsuccessful.
SDOT officials are hopeful that the newly awarded funding will reduce pressure on other projects within the city’s $608 million 2021 budget, or that higher city debt will be avoided.
Bridge Closure Background
Built in 1984 and envisioned to last more than 50 years, the West Seattle Bridge encompasses a six-lane cantilevered concrete structure that measures more than 150 feet high; the main span extends 590 feet long, crossing the Harbor Island and the Duwamish Waterway at the point where it enters Elliott Bay.
Over the years, the bridge has been reported to be “overused,” seeing roughly 107,000 drivers and 25,000 transit riders per day, in addition to adding on a bus-only seventh lane in the last decade. Officials have even gone on to report that the heightened usage could be a major reason for the accelerated cracking along the midspan.
While some were shocked to hear about the issue, the Times reported that SDOT was inspecting the infrastructure every two years—as required by federal law—with engineers only noticing unusual crack patterns in mid-2019.
Prior to the 2019 inspection, the structure received a 5-merit, based on a scale of 1-9 for both superstructure condition and structural evaluation, which was reported to the National Bridge Inventory. However, the bridge also received a 69 out of 100 for its sufficiency rating, which is a federal metric that combines strength, traffic, environmental impact and navigation.
After the initial discovery, SDOT hired outside experts to evaluate the bridge, who found that the superficial cracking within the girders was actually much more serious, and in an inspection conducted in March, the issues only worsened, leading to the bridge’s indefinite closure.
In April, the Federal Highway Administration was reported to have been monitoring the situation. At the end of the month, SDOT announced that it had selected Wisconsin-based Kraemer North America to complete Phase 1 of bridge stabilization work. Work for the first phase involves the repair of lateral bearings on Pier 18. In Phase 2, Kraemer plans to add temporary external structures—otherwise known as “shoring”—and will determine in the third phase if long-term repairs are feasible.
Temporary Fix & Sensor Technology
By mid-May, the SDOT blog reported that it had been installing a new intelligent monitoring system on the structure, consisting of additional movement sensors, crack monitors and monitoring cameras. The monitoring instrumentation is expected to improve the Department’s understanding and tracking of the health of the bridge with more precision and in real time.
Around the same time that the sensors were installed, Durkan requested a failure analysis of the structure so that emergency preparedness could be improved.
Although the report was initially due by the end of April, on May 15, 2020, Greg Banks, PE SE; Lee Marsh PhD PE; Bob Fernandes, PE SE; Kare Hjorteset, PE SE; and Chad Goodnight, PhD PE, released their findings, pointing out the need for an evacuation of a long “fall zone” from the Pigeon Point greenbelt to Harbor Island, in addition to possible support solutions for the 150-foot-high main span.
While the engineers did not provide odd estimates of a potential collapse or when it could happen, they did go over two possible outcomes involving the event of a total failure or partial collapse, and another possibility involving the progression of cracks, which would then cease once the bridge stabilized itself.
According to the report, “The bridge is currently exhibiting progressive crack growth at two critical locations (Joints 38) of the four quarter points of the twin-box main span between Pier 16 and Pier 17. This is where the first failure mechanism has appeared. While a progressive failure does not mean collapse is imminent, it does illustrate an unintended redistribution of forces within the bridge that could lead to further damage.
“The cracks, without any mitigation, could stop, and the bridge could redistribute load until internal forces stabilize. However, it is not considered likely as the bridge will continue to creep (slowly deform under static load) over time and thus continue to crack.”
In the process of completing some or all mitigation efforts, Durkan and SDOT formed a Technical Advisory Panel and a West Seattle Bridge Community Task Force. The task force includes the City of Seattle, King County, Washington State, Port of Seattle, Northwest Seaport Alliance, the United States Coast Guard and the U.S. Army Corps of Engineers. If necessary, in the event of a collapse, a unified command will be led by the Seattle Fire Department, SDOT, the Seattle Police Department and USCG.
Work began on a temporary fix for the bridge in early July, which included wrapping sections with carbon fiber reinforced polymer (CFRP) and installing post-tensioning tendons. SDOT detailed a multi-step plan for the emergency shoring that begins with reopening more than 100 traveler holes that were filled following the original construction.
The leftover holes are to be opened with water jets and aim to provide a place to fasten the hanging platforms the workers need to fasten the carbon wrap with epoxy. Carbon will also reportedly be attached inside the girders. That task was expected to start later that month and last 10 weeks.
The second stage involves stringing additional steel cables across the central span of the bridge—or post-tensioning. To anchor those cables, steel blocks will be fastened to the concrete underside. That phase is slated to be complete about two weeks after the carbon wrapping.
In the plan announcement, SDOT reiterated that a cost-benefit study by engineering firm WSP was scheduled to be completed in early fall, which would help dictate if the city should repair the bridge or demolish it.
Recent Rehab Progress
In December 2020, SDOT reported that crews were removing work platforms from the West Seattle Bridge, marking the end of emergency measures to stabilize the structure and concluded preparations for upcoming repair efforts.
According to the Department’s blog, crews were able to successfully install and stress the post-tensioning system, use epoxy crack fillings, install carbon fiber-reinforced polymer support wrappings on sections of the structure and Pier 18’s bearing release and replacement.
In January, after work platforms were lowered crews began offsite disassembling the platforms. In addition, crews also reported that they would be finishing the last round of coating applications on the post-tensioning brackets.
Upon completing stabilization measures, SDOT announced that it had entered phase two of the project—which involves designing the full rehabilitation of the structure—and would be bringing a contractor on board. By March, the Department was noted to have reached a preliminary design milestone, a step that makes way for the selection process of a contractor.
At the time, SDOT confirmed a more accurate prediction of the costs of the rehab, which includes a total of about $72 million. On March 10, when the update was released, SDOT said that it had begun advertising a Request for Qualifications and Project Approach, initiating the process to bring a contractor on board while the project is still in its design phase—this is considered an alternate delivery method.
SDOT also reported that it was petitioning the USDOT to allow the use of the city’s Priority Hire Program, since the project is federally funded. This would put an emphasis on hiring locally and putting money back into the city’s communities. Since this petition, Buttigieg announced that the USDOT would be reinstating the pilot program to allow local hiring provisions in federally-funded projects, which the City of Seattle supports through its Priority Hire and Community Workforce Agreement programs implemented in project contracts.
In late May, construction firm Kraemer North America was selected as the contractor for the job, officially putting the rehabilitation project in motion. While the Department reported that 2020 emergency measures have successfully halted the cracks from growing and that the structure is behaving as expected following additional stabilization efforts, it is ready to launch the project still ahead.
Kraemer was selected out of six firms that applied for the project. The list was then narrowed to a shortlist of three teams who were invited to interview and further demonstrate how their experience and qualifications make them best-suited for the project ahead.
The repair contract covers both the rehabilitation of the West Seattle High-Rise Bridge and the Spokane St. Swing Bridge. For the work, SDOT and Kraemer will collaborate to identify ways to stay on schedule and find innovative solutions. In addition, SDOT and Kraemer will also be working closely with WSDOT, the USDOT and the Federal Highway Administration to advance the project and safely reopen the bridge.
The project is still expected to be complete in 2022.