Some cracking is normal, but a harsh internal audit by the state Department of Transportation found mistakes in concrete-drying temperatures for the first batch of six pontoons for the new Highway 520 bridge.
About 24 feet below the surface of Lake Washington, diver Jon Leite wiped away air bubbles to get an intimate view of the underside of Pontoon W, the huge east endpiece of the new Highway 520 bridge.
He perceived a 2-foot-long line near an edge. Using a transparent ruler, the shape of a credit card, he measured the width: 0.012 inch, about as thick as two dollar bills.
In a shack on a barge, engineer Fariborz Vossoughi watched the dive on a live camera feed and marked the flaw on a grid map.
Friday morning’s search was part of the effort by Kiewit-General and the state Department of Transportation to identify cracks that occurred during construction this summer in a Grays Harbor casting basin where most of the pontoons are being built. Many of the cracks were filled with epoxy sealant then, but some had spread to the underside of the pontoons and could not be reached.
- Seattle’s vanishing black community
- Bellevue School District seeks to fire football coach Goncharoff over scandal
- Boeing tankers will be delivered to Air Force late — and incomplete
- Paul Allen ends KEXP’s yearslong fundraising drive with $500,000 donation
- A six-pack of observations from Seahawks' OTAs: Justin Britt, Alex Collins, Tharold Simon and more
Most Read Stories
Some cracking is normal, but a harsh internal audit by DOT found mistakes in concrete-drying temperatures for the first batch of six pontoons. There were also extreme, uneven stresses on certain walls. Those areas were reinforced, and the design has been changed.
Kiewit-General says it’s carrying out rigorous quality inspections to ensure the new bridge is solid. Kiewit hired Oakland, Calif.-based Ben Gerwick marine-engineering firm to devise a repair plan.
As of midday Friday, divers had found 15 cracks at the south side of the end pontoon.
About half the cracks are wider than the DOT standard of 0.006 inch. Experience with I-90 has shown that a crack has to be at least 0.016 inch for water to seep in, said Neil Hawkins, member of an expert-review panel monitoring the project. Recent inspections found droplets at just one site in a different pontoon, said panel chair John Reilly.
Reilly said the pontoons are fully capable of withstanding traffic and lake forces, and they are watertight enough to eliminate the risk of capsizing. More review is needed to predict whether they’ll require extra maintenance.
“I’m personally not worried about the cracks. Once you seal it, it’s stable,” he said.
Mike Lindblom: 206-515-5631 or firstname.lastname@example.org