Wa State Dept. Of Transportation, V. Seattle Tunnel Partners

CourtCourt of Appeals of Washington
DecidedJune 14, 2022
Docket54425-3
StatusUnpublished

This text of Wa State Dept. Of Transportation, V. Seattle Tunnel Partners (Wa State Dept. Of Transportation, V. Seattle Tunnel Partners) is published on Counsel Stack Legal Research, covering Court of Appeals of Washington primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Wa State Dept. Of Transportation, V. Seattle Tunnel Partners, (Wash. Ct. App. 2022).

Opinion

Filed Washington State Court of Appeals Division Two

June 14, 2022

IN THE COURT OF APPEALS OF THE STATE OF WASHINGTON

DIVISION II WASHINGTON STATE DEPARTMENT OF No. 54425-3-II TRANSPORTATION,

Respondent,

v.

SEATTLE TUNNEL PARTNERS, a joint UNPUBLISHED OPINION venture, TUTOR PERINI CORPORATION; DRAGADOS USA, INC.,

Appellants.

CRUSER, A.C.J. – The Washington State Department of Transportation (WSDOT) and

Seattle Tunnel Partners (STP) entered into a contract that required STP to construct a tunnel. STP’s

boring machine was damaged while it was boring the tunnel, and STP missed the contractually

required completion date. WSDOT filed suit, alleging STP breached the contract by failing to meet

the contract’s deadline. STP acknowledged it did not meet the deadline but asserted the delay was

excusable under the contract. STP argued that its equipment was damaged because it encountered

a steel pipe that WSDOT failed to disclose. STP also counterclaimed, alleging WSDOT breached

the contract when it did not grant STP additional time and compensation after the equipment was

damaged.

Prior to trial, the court granted WSDOT’s motions for partial summary judgment,

dismissing the portions of STP’s claim that involved damage to the boring machine and No. 54425-3-II

subcontractor pass-through claims. The court also sanctioned STP for losing evidence relevant to

the lawsuit.

During trial, STP objected to the admittance of certain evidence offered by WSDOT and

proposed evidence that the trial court excluded. STP also objected to the court’s inclusion of

specific jury instructions and proposed instructions the trial court declined to include. The jury

ultimately found in WSDOT’s favor on all claims.

On appeal, STP argues the trial court committed multiple errors in its evidentiary rulings

and erred in instructing the jury. Additionally, STP contends that the court erred in sanctioning

STP for losing evidence.

We affirm.1

FACTS

I. THE PROJECT

A. BACKGROUND

The Alaskan Way Viaduct was a critical piece of transportation infrastructure for Seattle.

Following an earthquake in 2001 it was determined that the viaduct needed to be replaced with a

tunnel due to damage to the viaduct.

To find an appropriate contractor to construct the tunnel, WSDOT issued a request for

proposals. Along with the request, WSDOT included multiple documents, such as the contract

terms and technical requirements for the project, a “Geotechnical Baseline Report” (GBR) and a

“Geotechnical and Engineering Data Report” (GEDR). The GBR provided an overview of the

1 STP also asks this court, in the event we reverse, to review decisions made on summary judgment that dismissed portions of its claim earlier in the proceeding below. Because we affirm, we decline to consider these assignments of error. 2 No. 54425-3-II

subsurface conditions, and the GEDR provided the data underlying the GBR. The GBR instructed

that it (the GBR) “must be read in conjunction with” the GEDR. Ex. 5, at 10.

WSDOT also included “Reference Documents” to provide potential contractors additional

background information. However, the Reference Documents, were not considered a part of the

contract.2

B. STP BECOMES THE DESIGN-BUILDER FOR THE PROJECT

WSDOT selected STP’s proposal. STP acknowledged that “in developing its Proposal,

[STP] gave full consideration to the contents of the Geotechnical Baseline Report, Environmental

Baseline Report [(EBR)] and the Geotechnical & Environmental Data Report.” Ex. 2, at 24. The

parties then signed a contract in which WSDOT agreed to pay STP $1.35 billion to construct the

tunnel.

STP was “in complete control of defining how [STP] would proceed with both design and

construction on this project.” 7 Verbatim Report of Proceedings (VRP) (Oct. 14, 2019) at 728.

STP was required to design and provide all the materials and labor necessary to construct the

tunnel. STP hired a third company to design and manufacture a tunnel boring machine (TBM).

The TBM was 425 feet long and 57 feet in diameter. The TBM had a cuttinghead design that was

essentially a round disc that had spokes that were attached at the rim and met in the center. The

spokes had cutting tools on the front and sides. The soil fell into a chamber behind the cuttinghead

and a conveyor belt took the soil through the TBM to fall into a muck bin at the back.

2 At trial the jury heard testimony that the Reference Documents were not a part of the contract. 3 No. 54425-3-II

II. THE TBM CUTS INTO TW-2

On December 4, 2013, the TBM ran into Test Well (TW) 2, a pipe that had a “3/8 inch

thick, eight-inch diameter, steel well casing.” Clerk’s Papers (CP) at 2164. “When the TBM struck

TW-2, a portion of the pipe was pushed up from the ground,” the pipe was cut, and this piece

became known as Piece #1. Id. On December 5, 2013, STP also removed two boulders and two

pieces of steel (Pieces #2 and #3) from TBM’s conveyor belt. Greg Hauser, STP’s Deputy Project

Manager at that time, instructed employees to retain the pieces of steel pipe coming from the TBM

because he knew the pipe might be the basis of a claim against WSDOT. On December 11, 2013,

STP pulled a 55-foot long piece of TW-2 out of the ground, Piece #4.

On January 2, 2014, STP found another pipe piece, Piece #5, in the TBM’s muck bin, as

well as “a collection of small metal fragments” that became known as Piece #6. Id. at 2165. On

January 17th, two steel pieces were extracted from the TBM’s spokes, Pieces #7 and #8. Finally,

on “January 25, 2014, Piece #9 came off the conveyor belt.” Id.

At some point, Pieces #1, #2, #3, #5, #7, #8, and #9, along with the two boulders, went

missing and could not be located. Hauser’s work journal that covered December 2013 through

February 2014 also went missing.

In February 2014, the manufacturer of the TBM directed STP to stop mining because the

TBM had been damaged and needed to be repaired.

III. DIFFERING SITE CONDITION CLAIM

On December 12, 2013, STP submitted to WSDOT an initial notice of a proposed change

order, asserting TW-2 was a differing site condition (DSC). The contract defined DSCs as “actual

subsurface or latent physical conditions at the Site that are substantially or materially different

4 No. 54425-3-II

from the conditions identified” in the GBR or GEDR. Ex. 3, at 12. STP claimed because the TW-

2 pipe was not properly identified in the GBR or GEDR, the pipe is a DSC and STP was entitled

to a time extension. WSDOT rejected STP’s assertion that the pipe was a DSC, noting that TW-2

was identified in the GEDR.

Despite WSDOT’s response, STP still submitted a proposed change order, again asserting

that TW-2 was not fully disclosed in the GEDR. WSDOT maintained that TW-2 was not a DSC.

IV. JUDICIAL PROCEEDINGS

On March 9, 2016, WSDOT sued STP because it failed to meet the “substantial completion

deadline.” Id. at 7. STP conceded the project was not substantially completed, but claimed that the

delay was excusable because it was caused by a DSC, TW-2. STP also counterclaimed, arguing

that WSDOT breached the contract when it failed to remove or advise STP of TW-2 and thus STP

should have been awarded the additional time and compensation needed to address the problems

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