C+S December 2022 Vol. 8 Issue 12

CONTENTS

PAGE 14

THE COVER The 2022 Yearbook of Engineering Achievement – story on page 9 CHANNELS YEA 2022 10 St. Pete Beach Sea Level Rise Adaptation Alternatives Study 12 Making Waves in Silicon Valley 14 Landon School Building Relocation 18 Pelješac Bridge 20 Suncoast Parkway 2 from US 98 to State Road 44 22 Sixth Street Viaduct Replacement Project 24 CDOT I-70 Bridge Replacement of F-13-S_Minor 26 Lake Shore Drive Drainage Improvements 28 Fish Bayou Control Structure: Bluff Swamp & Spanish Lake Flood Risk Reduction Improvements 30 Hilton Head National RV Resort 32 City of Houston TRANSPORTATION + INFRASTRUCTURE 35 The Key to Safer and Longer Lasting Bridges is Inside: How Internal Curing Improves Concrete WATER + STORMWATER 37 Ohio Utility Collaborates with Xylem to Upgrade Outdated Lift Station BUSINESS NEWS 39 What the U.S. Can Learn from Building Accountability in the U.K. 40 Future of Construction

departments 8 Events 44 Reader Index

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Columns INDUSTRY INSIGHTS 5 Actions speak louder than words Kyle Ahern LOOKING BACK, MOVING FORWARD 6 Aux Arcs Luke Carothers

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December 2022

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December 2022

Industry insights

The projects that are featured in this special issue of Civil+Structural Engineer Magazine have demonstrated the capacity to positively change the way the AEC industry builds and develops the built environment for the future. However, a major factor that supports these considerations for the built environment is the well being of the employees at these AEC firms. To start building this positive change within your own firm, employee experience is a good place to start. When designing your employee experience there are many factors to consider. How are you going to go about collecting information from employees on how they’re feeling? Will it be through an employee sur- vey, through an anonymous feedback mechanism that is always accessible, through employee reviews, or a combination of all of these? There isn’t a correct answer to this question, but it is critical that you collect feedback from employees about how they’re feeling. Once you’ve chosen a collection method, you have to consider who is going to be in charge of analyzing and assessing the collected data. Is it one person, a team, HR personnel, or executive leadership? You need to have this figured out before the collection process is done so that you will have people ready to start pro - cessing the results. After the results have been processed, you need to set expectations about who will get to see what results. The entire company doesn’t need to see all of the data that came from the process but everyone deserves the chance to see the findings. You can create an executive report where you share all of the findings with upper management and then a scaled down version to share with the entire company. No matter what you decide, you have to present the results in some way to show your employees that someone is paying attention to the data and compiling the results. Finally, and this is where I want to focus the rest of this article, you have to create action items to act on those results. First you have to start with the what, who, and when. The "what" is the action item and all that it’s meant to achieve. Don’t just create an action item that has no meaning behind it. It can’t be something that is just symbolic because employees will see right through it. It has to be thorough and well thought out, and it has to address at least one of the key findings you presented company-wide to let employees know you recognize the issue and are putting forth effort to fix it. The "who" is the person who is assigned to the action item. They are in charge of making sure steps are taken to address the issue. They can assemble a team or get input from other people, but ultimately, it is on their plate to make sure that it gets done. Pushing these responsibilities down in the org chart is also a great way to get buy in throughout the organization on the action items, and it’ll encourage more people to get involved. The final aspect in this equation is the "when." Set a date for when this is expected to be done or at least preliminary actions to be taken. Setting realistic expectations and deadlines will give people the finish line and a time frame to make sure that it gets done. One more thing to consider when working on action items is how the new policy, procedure, or benefit (or whatever else you are working on) is going to be rolled out to the company. So many times I hear from em- ployees that they did not even know their company offered some type of benefit or they didn’t know of some policy change within the organization. You have to roll these out with purpose. I strongly suggest getting your marketing team involved to help drive an internal marketing campaign. This team is used to getting people’s attention about your company so use their expertise to get the attention of fellow employees. Don’t just roll something out in a boring email that people will click on and then forget. Try to get creative with it and make sure people understand what it is and how it will impact them personally. Your internal marketing team is a great resource to use for this. In the end, as the old adage goes, actions will always speak louder than words, or in this case action items. Have a plan, stick with that plan, get people involved, and get creative with the roll out. Be intentional about your employee experience and any changes you’re going to make!

Gathering data on your employees’ experience is the first step, then you have to create action items to effect positive change. Kyle Ahern Actions speak louder than words

KYLE AHERN is the employee experience and data strategist for Zweig Group. Contact him at kahern@zweiggroup.com.

December 2022

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looking back, moving forward

Now home to several Fortune 500 companies like Walmart and JB Hunt, Northwest Arkansas is an expanding metropolitan area that has grown into a vastly important economic hub for the

The Boston Mountain Tunnel was ultimately completed in less than a year, completing work in July of 1882 and opening for passenger service just a few months later. With its completion, this once remote region became an economic powerhouse, developing robust industries such as canning, tim- ber, and produce. In turn, the railroad began buying up valuable land along the railroad and reselling it back to farmers and developers, which led to eager transplants establishing towns throughout the Boston Mountains. Over the remaining two decades of the 19th century, Northwest Arkansas grew into an economic powerhouse for the region. The timber industry was bolstered by further railroad expansion and the ability to move ma- terials easily led to burgeoning factories and workshops producing barrel staves, wood shingles, and mine props. At the same time, Northwest Ar- kansas’ natural beauty also proved to be a defining economic advantage as numerous small resort towns sprung up to service tourists from the sur- rounding regions. Towns like Winslow (home of the Boston Mountain Tunnel) and Eureka Springs developed into thriving resort communities for the wealthy citizens of Fort Smith and Little Rock. It was during this time that another industry formed in Northwest Arkansas, one that still dominates many parts of the region to this day–poultry. The first large- scale poultry operation was established along the Arkansas and Missouri Railroad in 1893, and by the 1920s, chicken houses dotted the landscape throughout the region. As the 20th century progressed, much of the freight traffic moved by train had been replaced by trucks, and the region adapted, constructing highway 71 in 1926. With this shift from rail to truck shipping, industries such as timber slowly began to dwindle. However, other industries– such as poul- try, recreation, and shipping–continued to expand. This shift is largely representative of the area’s current economic landscape. The shift away from moving freight by rail meant that new roads had to be developed as well as new companies to facilitate the transportation of goods. In ad- dition, this now meant that Northwest Arkansas was a central place for goods moving between economic regions, making it fertile ground for ex- panding retail operations towards the middle and end of the 20th century. While Northwest Arkansas was an important economic factor for the sur- rounding regions throughout the latter half of the 20th century, this influ - ence has expanded astronomically in the last four decades. Today, North- west Arkansas is a powerhouse, housing massive companies–Walmart, Tyson Foods, Simmons Foods, J.B. Hunt Transport Services, and PAM Transportation Services among others–that play a significant role in shap - ing not just the region’s economic future, but the entire nation’s. And, de- spite its falling out of favor, the Arkansas-Missouri Railroad line between Monett and Fort Smith still operates, servicing primarily the poultry and gravel industries and running a few passenger lines. While this relatively short stretch of track is no longer as vital, you can still ride along its rails. Along this line you can see the remnants of the communities, farms, towns, and homes that now lie deserted. Like the molted skin of some animal that has outgrown it, many of these structures are succumbing to the passing of time. As the region continues to assert itself on a national and even global stage, these towns serve as a reminder of the wide ranging impact of the built environment and the engineering profession.

Luke Carothers Aux Arcs

region. This stands in stark contrast to what the area has been for much of its history. Part of the Ozarks, Northwest Arkansas sits within the Boston Mountains–a unique geological area consisting of peaks and valleys fol- lowing a East-West orientation rather than the much more common North- South. From the time settlers began arriving in the area in the 19th cen- tury, infrastructure projects faced challenges from the region’s high peaks, low valleys, and soft limestone rock formations. The first settlers came to Northwest Arkansas in the 1820s when Arkansas was still a territory. These settlers hewed a network of trails and primitive roads that afforded some level of mobility, but the first major infrastructure project wasn’t completed until 1858 when the Butterfield Overland Mail Company established a stagecoach route through the area. Operating for only 3 years before the outbreak of the Civil War, the Butterfield Trail was the longest stagecoach line in history–stretching approximately 2,812 miles with its two major routes connecting in Fort Smith, Arkansas. This trail provided an essential economic stimulus for the area and towns like Fayetteville and Rogers with its two trails–originating in Memphis and St. Louis–connecting in Fort Smith. As a result, these towns began to grow, but, after the Civil War began and the trail ceased operation, the area lacked much of the infrastructure to support further growth. In the absence of the Butterfield Trail, railroads began speculating to build new lines into this economic diamond in the rough. The area’s first rail - road wasn’t built for nearly two decades after the Civil War until the St. Louis-San Francisco Railroad (Frisco) reached Fayetteville in 1881. This new railroad line was part of a plan to connect the Frisco rail network to Texas–joining another line under construction west of Fort Smith. How- ever, looming between this plan and its completion was the Boston Moun- tains. The distance between the two lines was a mere 55 miles, but con- struction was complicated by the area’s terrain and geology. As a result of both the terrain of the Boston Mountains and congressio- nal prohibitions on building in Native American territory, plans were soon drawn up to carve out a tunnel at Summit Home (now Winslow, AR). The plan was to build a roughly 1,600 foot long tunnel at an elevation of about 1,700 feet. Dubbed the “Boston Mountain Tunnel”, construction began in 1881 when workers on either side of the tunnel began removing dirt and rock from the proposed entrances. While this project proved to be an eco- nomic catalyst for the region after the railroad began service, it came at the cost of hundreds of unnamed laborers–many of them being Black or recent immigrants. Using pneumatic tools, these workers carved out the rock of the Boston Mountains at a rate of 75 feet per week on average. Adding to the dangers of using pneumatic tools in poorly ventilated spaces, these workers faced outbreaks of smallpox and malaria, which were only ex- acerbated by the lack of medical services in the remote mountain region. Representative of the racial tensions that plagued the project, workers who died were segregated into graveyards by race.

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December 2022

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events + virtual Events

December 2022

Underground Digital Twins - Moving from the Street to Below the Street December 1 Subsurface digital models are an essential part of every smart city, but collecting, integrating, and sharing subsurface location and other data points have unique challenges. Creating a digital twin of a city requires not only information about buildings and transportation networks above ground, but also about subsurface conditions for utilities, telecommunications, transportation, and other infrastructure elements. Digital twins are living models and therefore need to reflect changes in real time of the underlying assets. New technological advances are driving fundamental changes in how underground location data is captured and maintained. https://www.assetmapping.events/underground-digital-twins January 2023 This year we are honoured that Dr Bola Olabisi will be giving the key note lecture. Bola Olabisi is founder of GWIIN, a UK based organisation set up in 1998 mainly to research, develop & encourage the growth and emergence of women entrepreneurship amongst inventors and innovators. We will also be joined by the winner of the Karen Burt Memorial Award and WES Historian Anne Locker. https://www.wes.org.uk/events/caroline-haslett-lecture-2022 Caroline Haslett Lecture Jnuary 18 – London Embracing themes of connection, collaboration, and creation, Infotech e-Merge represents the virtual convergence of our industry’s best thinkers and doers. If you use one of our solutions, this conference is for you. If you don’t, guess what? It’s for you, too. It’s for everybody! But if you’re interested in learning about the future of the industry and ways to gain efficiency, it’s definitely for you. https://www.infotechinc.com February 2023 Geo Week is the premier event for increased integration between the built environment, advanced airborne/terrestrial technologies, and commercial 3D technologies, bringing together former stand-alone events AEC Next Technology Expo & Conference, International Lidar Mapping Forum, and SPAR 3D Expo & Conference, and powerful partnership events including ASPRS Annual Conference, MAPPS Annual Conference and USIBD Annual Symposium. Geo Week is at the forefront of this integration, providing education, technology, and networking for professionals to help businesses to digitize their workflows and break down silos between disciplines. https://www.geo-week.com Merge Construction Technology Conference Jnuary 25 Geo Week & AEC Next February 13-15 – Denver, CO

ElevateHer symposium February 15 – Dallas, TX

Join Zweig Group and the newly inducted 2023 ElevateHER Cohort at the ElevateHER Symposium in Dallas on February 15, 2023. The 2023 ElevateHer Symposium will include presentation overviews of the 2020, 2021 and 2022 ElevateHer™ cohort’s research findings, team projects, powerful panel discussions, and DEI focused keynote presentations from industry leading change agents. The symposium is intended for anyone interested in solving the AEC industry’s top challenge: recruitment and retention. We hope to see you there! https://zweiggroup.com/pages/elevateher-symposium March 2023 Zweig Group’s strategy approach, previously reserved for advisory clients, is brought to the training environment for the first time ever. This course equips leaders with practical skills to identify opportunities, develop and execute strategy, and build support for initiatives within their organization. This training provides a high impact learning experience that is designed to help emerging and current leaders master the one area that is so often neglected in modern leadership training: Leadership Skills for AEC Professionals Spring March 9-10 – Austin, TX developing and executing strategy to solve complex problems. https://zweiggroup.com/products/leadership-skills-for-aec- professionals-spring-2024 Artificial Intelligence in Architecture, Engineering and Construction March 22-23 We are facing the new era in AEC industry. AI has arrived in the arena, and it is now present from design to construction and usage phases. Building information modelling, smart buildings and creation of smart cities have exponentially added to the amount of the existing data. Whereas visual programming has made data-driven design more reachable, and the immersive technologies have enhanced the visual management of the data. To succeed in the digital landscape, we should further develop our AI capabilities and match them with the customer values and business opportunities. To make a breakthrough with AI in AEC, we need open-minded and future-orientated business leaders beside the AI-orientated engineers and researchers, as well as companies and universities working together in an international context. This conference will offer in-depth review of current status and future impact of AI in AEC industry. It is about sharing, sparring and networking. It is a place, where the global AI in AEC community meets and pushes together the industry to take the next step in AI deployment. It is time to move from building the foundation towards creating the value from

data and AI. See you in future! #AIAEC2023 https://www.ril.fi/en/events/ai-in-aec-2023.html

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December 2022

‘Tis the Season for Celebration: the 2022 Yearbook of Engineering Achievement By Luke Carothers

Civil+Structural Engineer Media and Zweig Group are thrilled to pres- ent the 2022 Yearbook of Engineering Achievement Award winners in this issue. In its second year of existence, the Yearbook of Engineer- ing Achievement (YEA) competition was once again representative of the international AEC industry with firms from both the eastern and western hemispheres submitting their work. This competition was also special in that the groundbreaking projects honored in this issue were chosen by our audience. As a leading source of business news, thought leadership, and project information for the AEC industry, we at Civil+Structural Engineer Me- dia are proud to serve the designers of the world around us. For us, the decision to allow our audience to choose the winners of the 2022 YEA award is but one small way we can honor this relationship. In making this decision, we wanted to make you–the experts, professionals, and leaders who toil endlessly to continue the legacy of Elevating the AEC industry–a bigger part of celebrating this year of achievement. The decision to include our audience in the 2022 YEA Award showed some emerging, if not unlikely, trends within the AEC industry. This year’s Summit Award winner, which is given to the project that receives the highest number of votes, is once again from the transportation and infrastructure category. The Sixth Street Viaduct Replacement –sub- mitted by HNTB–is the largest and most complex bridge building proj- ect in the history of Los Angeles, setting a new threshold for seismic safety and expanding the utility of urban bridges. HNTB’s submission received over 200 votes per day during the ten day period, which is tes - tament to the project’s groundbreaking vision and execution. In fact, projects from the transportation and infrastructure category received 53 percent of the total votes in the 2022 YEA Award competition. Another trend identified by voters for the 2022 YEA competition was a surge in the number of both submissions and winners for the water/ stormwater/wastewater category. The submission that garnered the most votes from the water/stormwater/wastewater category was the Vertex Companies project in the City of Houston; involving a major public transit line for America's fourth most populous city, this project was completed with minimal impact to the city’s population. In terms

of the scope of this award system, the Vortex Companies’ submission is representative of the interconnectedness of the AEC industry, dem- onstrating the reverberating effects of our work to varied users of the built environment. As we announce the winners of the 2022 YEA Award, we invite all of our readers to join us in celebrating the projects that have elevated the AEC industry and laid the groundwork for the future to come. This competition is in part what allows us to define what it means to live and work by that ethos–to Elevate the Industry. The social, environmental, and economic impacts of these projects are largely localized and benefit the communities in which they are built. Whether the project provides flood control, improves transit times, or any other of the important functions these projects have on the built and natural environment, it has been done in a way that improves the lives of the people who live in that community. And, by sharing these projects for the 2022 YEA competition, these firms are in turn providing an important function for an industry that is constantly looking forward: clear vision. The winners of the 2022 Yearbook of Engineering Achievement Award demonstrate the vast capabilities and ingenuity of our industry, and, by sharing them in this competition, these firms are providing examples for what can be done in the future, which is a massive part of elevating the AEC industry.

LUKE CAROTHERS is the Editor for Civil + Structural Engineer Media. If you want us to cover your project or want to feature your own article, he can be reached at lcarothers@zweiggroup.com.

December 2022

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St. Pete Beach Sea Level Rise Adaptation Alternatives Study

Halff Associates, Inc.

Project Location: St. Pete Beach, Florida Category: Environmental + Sustainability Started: September 15, 2020 Completed: December 19, 2022 Project Team: Halff Associates, Inc.

Project Summary: Issues with sea level rise have been a pervasive issue for residents in the Don CeSar neighborhood of St. Pete Beach. The historic Don CeSar community developed in the 1920s is due east of the Don CeSar Hotel. The Little McPherson Bayou, a waterway within the greater Boca Ciega Bay, sits within the neighborhood and is less than 1,000 feet from the Gulf of Mexico. The Pinellas Bayway is north and northeast of the community.

Homeowners enjoy beautiful views and have direct access to the water. However, residents are facing challenges associated with rising sea levels, frequently experiencing saltwater flooding of the streets during high tides, king tides and the convergence of tidal and storm conditions. Flooding events obstruct access to homes and damage vehicles. The City of St. Pete Beach is implementing a short-term plan to address these flooding challenges by closing culverts and sloped street ends that provide a conduit for saltwater to enter the neighborhood. Because the culverts and sloped street ends constitute the neighborhood’s only drainage infrastructure, this initial effort replaces them with larger culverts and backflow preventers to keep saltwater out of the streets. The City of St. Pete Beach retained the services of Halff Associates, Inc., to prepare an alternative that would allow the neighborhood to withstand a rise in sea level from approximately 2.5’ to 5’ NAVD 88 by 2050. The firm built a multi-disciplinary team uniting expertise in Public Works, Water Resources and Planning and Landscape Architecture. Tasks in the Adaptation Planning effort included: • field reconnaissance, • the establishment of assumptions regarding sea level rise, • flood mapping to form the basis for the design solutions proposed,

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• analysis of land use patterns and ownership, and • identification of natural assets that could serve as part of the solution. A landscaped berm behind the seawall will preserve the area’s natural beauty while strengthening the neighborhood’s defenses at the perimeter with a two-tiered system to keep out saltwater. A conceptual plan reconfigures local streets and drainage infrastructure and channels excess rainfall to a detention area in Lazarillo Park to prevent stormwater from inundating neighborhood homes. By lowering the park’s elevation and retrofitting its facilities to withstand intermittent flooding, the neighborhood preserves the amenity while adding storage capacity for stormwater.

An advanced pumping system returns stormwater to the Bay. Although this adaptation alternative may require changes in the neighborhood’s layout, this vision also offers opportunities to restore amenities and preserve livability over the next 30 years.

December 2022 csengineermag.com

Making Waves in Silicon Valley

Kaynemaile Architectural Mesh

Project Location: Santa Clara, California Category: Environmental + Sustainability Started: October 18, 2021 Completed: June 1, 2022 Project Team: Developer- The Sobrato Organisation Design Architect Arc Tec- Architectural Technologies, San Jose, CA Architect- HNA/Pacific, Los Angeles, CA, General Contractor- Devcon Construction, Milpitas, CA Installation- BT Mancini, Milpitas, CA Photography- Lucas Fladzinski Photography

Project Summary: The stunning facade for the Lawson Lane campus in Silicon Valley features Kaynemaile’s new range of three-dimensional, kinetic screens across the parking garage. We worked with design architects Arc Tec and installers B.T. Mancini to complete this stunning facade for the Sobrato Organisation as part of a major office development in Santa Clara CA. Spanning full height and only connecting to the building at the top and bottom meant that the system could be installed fast. Unlike metal or membrane products that require a complex rigid frame and connection system, each Kaynemaile screen on this project has a self-supporting lightweight internal frame connected to vertical stainless steel cables. A ribbon of Kaynemaile Bronze coloured polycarbonate mesh runs over each frame creating a kite-like structure, providing great air flow through the garage. The different locations of each projecting section give contrasting light and shadow effects, enhancing the deep wave across the face. The nature of the stainless steel support system combined with Kaynemaile’s lightweight polycarbonate architectural mesh allows it to move to the wind along the San Tomas Expressway, creating a kinetic, expressive building for passers-by. Kaynemaile’s mesh is made from 100 percent recyclable engineering grade polycarbonate and manufactured to withstand the demands of high temperature and UV exposure zones, plus it’s durable and easy to maintain. With up to 70 percent solar reduction and compliant air flow all within a self-supporting package this Kaynemaile system is a beautiful addition to the architecture of Silicon Valley.

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December 2022 csengineermag.com

Project Location: Bethesda, Maryland Category: Environmental + Sustainability Started: July 7, 2022 Completed: October 31, 2022 Project Team: Project Management- Jamin Buckingham Project Management- Mike Brovont Foreman- Dan Parbel Wolfe House & Building Movers Landon School Building Relocation

Project Summary: When Landon School in Bethesda, Maryland, began plans to modernize and expand the buildings at the heart of their 100-year-old campus, they faced the dilemma of how to preserve their architectural heritage while adapting to the changing needs of the school. At the core of this issue was the 9,000-sq-ft Tudor Revival style Andrews House, acquired by the school in the 1930s. The 2½-story building has housed faculty, classrooms, and offices over the years, and Landon School chose to save this important piece of the school’s history by relocating it to another part of the campus rather than demolishing it. Wolfe House & Building Movers contracted to relocate the 1100-ton structure. Wolfe’s team engineered a platform of steel beams under the building and lifted it with their Buckingham SmartJack System™, then installed 26 Buckingham dollies to transport it to the new location. The Buckingham SmartSteer® Power Dolly System allowed the foreman to drive the masonry building over the 800’ move route, using only a handheld control with touchscreen. When the building was in place over the new footers, Wolfe supported it in place while the new foundation was built under it. Relocating the Andrews House enabled the school to preserve their history and save resources while moving into the future.

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December 2022 csengineermag.com

Koula

BASE

Project Location: Honolulu, Hawaii Category: Housing + Residential Started: October 14, 2016 Completed: September 9, 2022 Project Team: Structural Engineer- BASE Architect- Studio Gang GC- Hawaiian Dredging Construction Co. Owner- The Howard Hughes Corporation Project Accreditations: LEED (in progress)

Project Summary: This 41-story mixed-use development features 865,000 SF of built area including a 566-unit residential tower, common and amenity spaces, 58,300 SF of retail space, mechanical and support space, and six stories of above-grade parking.

The tower is highlighted by undulating sculpted columns at its exterior facade, evoking red sugar cane reeds that were formerly grown on plantations nearby. The architect describes the exterior design as creating “a fluid, waving facade giving way to residences that bend to the coastline for stunning ocean views, natural light and breezy trade winds." These architectural columns are constructed entirely of reinforced concrete and were coordinated carefully with the architect to allow for modularization of formwork and simplification of reinforcement while still providing a sculpted and unique defining feature for the tower. Behind the striking exterior, the structure primarily consists of thin, post-tensioned concrete floor plates and reinforced concrete columns and shear walls. In the garage area, long-span post-tensioned beams and floor slabs were provided using a repetitive garage beam forming system to open the floor plan and maximize visibility, ventilation, and the space available for parking stalls. This long-span system also provided for large column-free retail spaces that make up almost 50% of the ground floor area. Post-tensioning was also essential in creating large terraces for gatherings and circulation at the second- floor retail that cantilever almost 16 feet from the supporting columns.

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December 2022 csengineermag.com

Pelješac Bridge

Project Location: Croatia Category: Transportation + Infrastructure Started: July 30, 2018 Completed: January 31, 2022 China Road and Bridge Company (CRBC)

Project Team: Bicheng Tang Xuefeng Wang Minghai Pei Marjan Piperbaher Goran Legac

Project Summary: The Pelješac Bridge is located at the southern end of Croatia, in the Mali Ston Bay Nature Reserve in the west Adriatic Sea. The bridge established the connection between the northern territory of Croatia and the southern Dubrovnik - Neretva province, avoiding border crossing with Bosnia and Herzegovina on land. The bridge is a steel box girder extradosed cable-stayed bridge with 6 pylons and a total length of 2440m, with a span distribution of 84 + 108 + 108 + 189.5 + 5 × 285 + 189.5 + 108 + 108 + 84 (m). The bridge has 2 abutments and 2 shore piers, one each on both sides of the bay. The remaining 10 piers are in the sea; the average sea depth along the bridge alignment is 27 m. The required minimum navigation clearance was 200m x 55 m. The contractor China Road and Bridge Corporation (CRBC) signed the commercial contract with the client Hrvastske Ceste under the terms of the FIDIC red book with a total cost of 2.08 billion Kuna ( about 283 million Euros). Construction started in August 2018 and it opened on 26 July 2022.

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December 2022 csengineermag.com

Suncoast Parkway 2 from US 98 to State Road 44

DRMP, Inc. and Dewberry

Project Location: Citrus and Hernando counties, Florida Category: Transportation + Infrastructure Started: February, 12, 2019 Completed: February 28, 2022 Project Team: DRMP and Dewberry Project Summary: Tourism, residential development, and flourishing new businesses in Florida’s rural Citrus and Hernando counties outpaced the effectiveness of the counties’ connector roads, which led to the design and construction of the Suncoast Parkway 2, State Road 589 Expansion Project.

This $135 million Florida’s Turnpike Enterprise project included the design of 13 miles of a 4-lane All Electronic Toll (AET) facility that increased capacity to ease traffic congestion, improved safety, added interchanges for access, and included several wildlife crossings for safe passage of migratory animals and a multi-use trail for public recreation. But, not without challenges. The 2008 economic recession shelved the project, and Tropical Storm Debby in 2012 caused a portion of State Road 589 south of US 98 to flood, requiring a fast-tracked design of an emergency drainage system to withstand a 100-year rain event. The phased project spans Citrus and Hernando counties from US 98 to State Road 44. The design included 15 bridges and interchanges, which improved accessibility, alleviated capacity, and provided mobility for a good portion of northern Hernando and southern Citrus counties, ultimately creating regional connectivity in West Florida. To engage stakeholders, the project included public participation on the entire extension. The project traversed through heavily wooded areas and skirted subdivisions. A unique aesthetic feature of the project was designing a vertical profile that blends with the natural rolling terrain of the project area. The 4-lane limited access facility also has the ability to be expanded to eight lanes.

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Overall, the project collectively required extensive coordination between regulatory agencies, permitting, and the public to keep it moving forward. Segments 1 and 2 of the project (13 miles) were completed in February 2022. Florida’s Turnpike Enterprise continues to plan and design to complete the full 27 miles of the Suncoast Parkway 2.

December 2022 csengineermag.com

Sixth Street Viaduct Replacement Project

HNTB Corporation

Project Location: Los Angeles, California Category: Transportation + Infrastructure

Started: January 15, 2016 Completed: July 9, 2022 Project Team:

HNTB was the architect of record and engineer of record. The design team included Michael Maltzan Architecture and Dissing+Weitling, architecture; Hargreaves Jones, landscape architecture; AC Martin, urban planning; Light Projects Limited, viaduct lighting; EMI, geotechnical engineer of record; MGE, viaduct independent check; Pac Rim Engineering, structural design support; V&A, traffic; NCG and Armeni Consulting Services, construction cost estimating; Pacifica Services, environmental permits service; Glenn Kaino, art; Construction Technology Laboratory, mass concrete assessment; and West Wind Laboratories, wind consultant. Construction was led by Skanska USA/Stacy and Witbeck, the construction manager/general contractor. The construction management team included T.Y. Lin International Group, consultant; Psomas, consultant; WJE, concrete repair assessment specialist; Alta Vista, material/fabrication inspection; GPA, SWPPP and environmental compliance; EarthSpectives, CIDH pile compliance; KKCS, schedule review support; ZTC, source inspection; Lenax, change order analysis and IDC, construction engineering. Project Summary: The largest, most complex bridge project in Los Angeles history, the Sixth Street Viaduct Replacement Project sets a new threshold for seismic safety and expands the utility of urban bridges. The new viaduct opened to traffic July 10, 2022, replacing a beloved double steel arch landmark with 10 pairs of sculptural arches unspooling 3,060 feet across an industrial lowland. The largest, most complex bridge project in L.A. history, the structure advances the field of seismic bridge engineering and the engineering profession with a series of innovations. Designed to remain undamaged and operational after a seismic event with a 1,000-year return period, the viaduct is believed to be the world’s longest, seismically isolated concrete tied arch bridge. It features the first US application of seismic isolators within the verticality of a bent, the world’s first use of triple-pendulum friction bearings modified to stiffen after a predetermined displacement, the first US bridge to use post-tension couplers and Caltrans’ first use of grade 80-ksi concrete.

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December 2022

Further, the viaduct is designed to serve multiple purposes: • Ensure greater public safety, preserve mobility and encourage multimodal travel • Instill civic pride and sense of place as a world-class Los Angeles icon • Increase transportation equity in the community of Boyle Heights • Unify Boyle Heights with the Arts District of Los Angeles • Provide safe, direct access to a future 12-acre public park below the viaduct • Instantly transform into a civic venue • Serve L.A. for the next 100 years with minimal maintenance

The new Sixth Street Viaduct will provide a cinematic backdrop for movies and everyday life for generations to come. In a city of stars, it is a star in its own right. And much like the city itself, there is not another like it anywhere on earth.

December 2022 csengineermag.com

Ulteig Engineers, Inc. CDOT I-70 Bridge Replacement of F-13-S-Minor

Project Location: Silverthorne, Colorado Category: Transportation + Infrastructure Started: March 4, 2020 Completed: September 30, 2022 Project Team: Owner- Colorado Department of Transportation; EOR- Ulteig Subs- San Engineering; Pinyon Environmental; Collective Marketing; BGC Engineering; Emprise Concepts; Farnsworth Group; Contractor- Kraemer NA Project Accreditations: 100 Year Design Life

Project Summary: This project was delivered using the CM/GC delivery method on an accelerated schedule with the contractor providing input throughout the design process. The final design called for two buried bridges consisting of a cast-in- place deck on prestressed adjacent concrete boxes bearing on abutments supported by micropiles. In front of the abutments, soil nail walls minimized the height of the abutment stem walls, which reduced the amount of excavation required. This also reduced impacts to I-70 by shortening the duration of construction phases by building most of the soil nail walls while the bridges were under live traffic. CDOT hasn’t often used micropiles on bridge replacement projects, but they were ideal for the mountainous conditions expected at over 10,000 feet of elevation. This project was also a major roadway reconstruction project necessitating the shift of I-70 westbound 10 feet to the south due to an adjacent landslide. Phasing was a crucial consideration throughout design. The final design called for a four- phase solution with an initial phase shifting traffic away from the median while preparing to overbuild in the median during Phase 2. In Phase 3, traffic was shifted onto the structure built in Phase 2, where the remaining bridge is constructed. In Phase 4, the soil nail walls, grading, and final paving will be completed. The phasing solution allowed for three lanes of traffic to be maintained uphill throughout construction, which was critical given the heavy traffic at 36,000 ADT. Due to the complex phasing and topography, earthwork quantities were presented on a per-phase basis, allowing for greater transparency during construction regarding the movement of earth. The design phase of this project was completed in 10 ½ months after kicking off in March of 2020 just prior to COVID19 lockdowns being implemented. This project was one of CDOT’s first to utilize ProjectWise Share and Bluebeam Revu. Utilizing these pieces of software, we created a collaborative virtual work

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environment with both CDOT, Kraemer, and the design team accelerating reviews and minimizing redundant feedback.

December 2022 csengineermag.com

Lake Shore Drive Drainage Improvements

Baxter Woodman

Project Location: Lake Park, Florida Category: Water + Stormwater + Wastewater Started: September 14, 2018 Completed: February 24, 2022 Project Team: Design & Construction Engineering- Baxter & Woodman, Inc. Electrical Engineering- Smith Engineering Consultants, Inc. Landscape Architecture- Wayne Villavaso Landscape Architecture, Inc.

Project Summary: Lake Shore Drive was identified as part of the Town of Lake Park’s capital improvements program. In the early 1960s, new land was created east of the roadway by dredging fill from what is now the Lake Worth Lagoon. As development occurred, the road became a low feature of the overall drainage basin which was constructed with minimal roadway drainage infrastructure. Lake Shore Drive has suffered severe flooding due to king tides and storm surges, worsening each year. The Town has set goals to abate the effects of sea level rise, improve water quality, replace aging infrastructure, and enhance the roadway corridor aesthetics to support existing residents and attract new re-development. An out-of-the-box holistic approach was taken to achieve the Town’s goals by designing a system that works within the constraints of a low-lying closed basin. Lake Shore Drive was prone to frequent flooding with road elevations ranging from 2.0 to 3.2 feet, NAVD. An innovative drainage system was designed to include pumping stormwater up and into a dry detention area/bioswale for water quality treatment before discharging to the Lake Worth Lagoon. The project included potable water, sanitary sewer, landscaping, and lighting improvements along the roadway corridor. The project received a $3.5 million Hazard Mitigation Grant from FEMA and was completed with a ribbon- cutting ceremony on February 24, 2022. The project addresses current flooding issues, king tides and Sea Level Rise (SLR) as well as providing a completely new pedestrian friendly corridor for the area’s residents. The project has already proven its value even before it was finished. In September 2021, residents observed that their road was not flooded by the king tides that were occurring at the time. Flooding was observed elsewhere (offsite) which clearly showed positive results of the project. Two tropical storms have also occurred since completion with no roadway flooding.

csengineermag.com

December 2022

December 2022 csengineermag.com

Fish Bayou Control Structure: Bluff Swamp & Spanish Lake Flood Risk Reduction Improvements

McKim & Creed Inc.

Project Location: Ascension Parish, Louisiana Category: Water + Stormwater + Wastewater Started: August 17, 2021 Completed: September 27, 2022 Project Team:

Kimberly Koehl, P.E., Glenn G. Shaheen P.E. Nicolas Schexnayder, E.I. Seth Thibodeaux, Engineer Tech. Mark Maher, Construction Admin. Tim Dantin, Sr. RPR

Project Summary: The purpose of the project was to provide flood protection & reduce flood duration of the Bluff Swamp by restoring the conveyance of Fish Bayou into Bayou Manchac with the construction of (2) 12'x12' RCB control structures controlled by SCADA. The Fish Bayou Channel was obstructed by the construction of Alligator Bayou Road and this project restores the channel conveyance system. Alligator Bayou Road was constructed by the Louisiana DPW in the 1950s and currently acts like a levee, shielding high water in Bayou Manchac from the Bluff Swamp and Spanish Lake drainage basins. This leveeing of the natural flooding process has also resulted in negative impacts to the wetlands within Bluff Swamp. Sluice gates were installed on the box culverts in order to prevent back water flooding from Manchac during high water events and to allow for conveyance of flow from the swamp once high-water levels in Bayou Manchac reside. This area had inadequate infrastructure which prevented the Bluff Swamp from efficiently draining during high water events in the basin and caused the area to remain inundated until flood waters outfall through the existing 60'' drainage structure at Frog Bayou. Due to the previous structure size limitations, the Bluff Swamp sub-basins remained inundated for a period of two months during the August 2016 flood event. Under the operating plan, the new box culverts will remain open during low water events and close once Bayou Manchac reaches elevation 4.0’ and increasing. This protects both Iberville and Ascension Parishes from backwater flooding along Bayou Manchac. The gates will remain closed until the waters along Bayou Manchac

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reduce enough to create a head differential which promotes drainage of Bluff Swamp and Spanish Lake. This new infrastructure will reduce flood risk for Ascension Parish residents and minimize erosion in Bayou Manchac by utilizing rip rap to moderate flows. The rock armoring is used as shoreline protection and to direct the flow of Fish Bayou into Bayou Manchac. A weir was constructed upstream of the structure within Bluff Swamp so that water will remain in the swamp continuously which has ecological benefit to the wetlands within Bluff Swamp. Project was completed on time and on budget.

December 2022 csengineermag.com

Hilton Head National RV Resort

Thomas & Hutton

Project Location: Beaufort County, South Carolina Category: Water + Stormwater + Wastewater Started: May 21, 2019 Completed: February 1, 2022 Project Team: Thomas & Hutton- Civil Engineer Witmer Jones Keefer, Ltd.- Landscape Architect/ Land Planner Grady Woods Architects- Architect Terracon- Geotechnical Engineer DendroDiagnostics- Arborist Newkirk Environmental Inc.- Environmental Consultant Coastal Surveying- Surveyor Bihl Engineering- Traffic Engineer Choate Construction Co.- General Contractor J.H. Construction- General Contractor

Project Summary: The sport of golf relies heavily on the expanse and variety of a course. The allure of a distinct golf experience presents a reasonable challenge to players against a backdrop of natural beauty. When Hilton Head National Golf Club lost 27 acres to right-of-way acquisition for Bluffton Parkway construction, Thomas & Hutton client, Scratch Golf Company faced a significant challenge. Nine of their 27 holes became unplayable, three of which were in the direct path of the planned parkway. Hilton Head National experienced a considerable loss of revenue and began to reevaluate the experience they could provide golfers and visitors to the Lowcountry. Scratch Golf seized the opportunity to repurpose the disconnected course and capitalize on the national trend of reexamining the use of open space and growing "work from anywhere" movement. The luxury RV resort is a by-right use under land development ordinances and a passive use that would generate income for Scratch Golf out of the land cut off by right-of-way acquisition. The vision was for Hilton Head National golfers and visitors to the region alike to play and stay at the resort. T&H provided civil design, master pump station design, off-site force main design, nationwide wetland permit assistance, permitting, and construction services for the 60-acre Hilton Head National RV Resort. The property features 341 sites and elevates the standard RV experience offering resort-style amenities including a trail, beach entry pool with lazy river, restaurant, tiki bar, dog park, and playground. The resort is configured with multiple site layouts, accommodating various visitor preferences. Repurposing

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December 2022

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