IRVING, Texas –  A new technical document that addresses techniques for the safe and proper use of spray polyurethane foam insulation on and around plastic pressure pipe materials has been published by the Plastics Pipe Institute, Inc. (PPI) with input from the Spray Polyurethane Foam Alliance (SPFA).  

Prepared by PPI’s Building & Construction Division, PPI TN-69 Recommendations when Applying Spray Polyurethane Foam Insulation on and around Plastic Pressure Pipes & Fittings discusses the proper application of spray polyurethane foam insulation to avoid damage due to  heat generated by the foam. Pipe and fitting materials include CPVC, PEX, PEX/AL/PEX, PE-RT, PP-R, PP-RCT, PSU, PPS, PPSU, and PVDF. 

PPI and SPFA recommend that when there are plastic pipes and fittings in a wall, ceiling, or floor cavity, the SPF installer should apply one layer of foam until it touches the pipe but does not encase the pipe. SPF installers should let the first layer of foam cure for a sufficient amount of time while heat is released from the foam and the pipe remains partially exposed before installing the second layer of foam. These procedures are described in detail within PPI TN-69.  

Plastic pressure pipes and fittings are commonly used in applications such as hot- and cold-water plumbing, fire protection, and hydronic heating and cooling systems, including radiant distribution systems. In certain instances, pipes and fittings are installed inside areas that must be insulated, such as within a ceiling or wall cavity. In other installations, the pipes and fittings themselves must be insulated to reduce the transfer of heat through the pipe wall. 

According to the SPFA, Spray Polyurethane Foam, or SPF, is a high-performance insulation material commonly used in homes and buildings of all types, and has been used as insulation for decades.

“The spray polyurethane foam curing reaction is exothermic,” explained Richard Duncan, Ph.D., P.E., executive director of SPFA, “which means that heat is generated during the foam reaction. The heat of reaction is highly dependent on the SPF formulation and is also based upon the overall intended application or lift (i.e., layer) thickness installed. Peak temperature within the layer of foam typically occurs within 5 to 15 minutes of application, followed by gradual cooling.”

According to SPFA documents, the chemical reaction that takes place during the application and curing of SPF will generate exothermic temperatures above the 120°F – 130°F setpoint temperatures of the proportioner and hoses. Peak temperatures at the mid-thickness of a pass can exceed 200°F for several minutes and reach peak temperatures 250°F – 275°F for a minute or two, especially for closed-cell SPF, when applied at the maximum pass thickness.

“Plastic pipes and fittings in both residential and commercial plumbing, residential fire protection, and most hydronic applications are typically required to have pressure ratings at 180°F (82°C) operating temperature,” explained Lance MacNevin, P. Eng., director of engineering for PPI’s Building & Construction Division.

MacNevin continued, “The plastic pipes and fittings referenced in PPI TN-69 will withstand short-term exposure to temperatures above 180°F. However, exposure to temperatures above the rated operating temperature of each material, which may occur if pipes are encased in a thick pass of closed-cell SPF, are likely to have negative effects on these materials, potentially leading to premature failure. It is important that SPF insulation is installed correctly to prevent overheating of pipes and fittings.”

Access the full content of PPI TN-69 at  https://plasticpipe.org/common/Uploaded%20files/Technical/TN-69/PPI%20TN-69.pdf

or by scanning: 

Additional information and data about pressure pipe materials used for plumbing and mechanical systems are available from the PPI Building & Construction Division at www.plasticpipe.org/buildingconstruction

San Antonio, Texas –  Sundt Construction was recently awarded the Upper Brushy Creek Water Control and Improvement District (WCID) Dam 101 Project in Williamson County, TX. The $34 million project will be the largest undertaking since the original dams were built in the late 1950s and 1960s.

“The Upper Brushy Creek WCID is designed to substantially reduce flooding in the largest damage center in Williamson County,” said Sundt Project Director Kevin Graf. “We look forward to working with Upper Brushy Creek WCID and are confident that our expertise in flood control and dam construction will support the success of this project.”

The new dam will reduce flood risks for over 1,000 residents along the approximately 5 miles of Lake Creek as it winds from the dam through the Greater Round Rock West neighborhood, past the IH 35 frontage roads, and continues to Lake Creek Park. The project will also improve emergency access and response times in the area by reducing flood risk at multiple road crossings.

Sundt is building a 3,800-foot-long earth dam embankment with a maximum height of 40 feet including an underdrain system. The dam will have two outlet features. The principal spillway, located on Lake Creek, will include an ungated concrete intake structure, a concrete-encased steel conduit, and a concrete impact basin. The auxiliary spillway will be a concrete labyrinth weir crest discharging to a chute and stilling basin. The project will also require Sundt to build an earthen cofferdam and excavate 60,000 cubic yards of earth and rock.

In Texas, Sundt has offices in San Antonio, Dallas, and El Paso. The company is currently working on the San Pedro Creek Improvements, Broadway Street improvements, and Zona Cultural in downtown San Antonio. Sundt is also working on the $477 million 183 North Mobility project in Austin in a joint venture with Archer Western.

About Sundt

Sundt Construction, Inc. (www.sundt.com) is one of the country’s largest and most respected general contractors. The 133-year-old firm specializes in transportation, industrial, building, concrete, and renewable power work and is owned entirely by its approximately 2,000-plus employees. Sundt is distinguished by its diverse capabilities and experience, unique employee-ownership culture, and depth of self-perform expertise in nine major trades. Much of Sundt’s workforce is comprised of skilled craft professionals who, together with the company’s administrative employees, enable Sundt to fulfill its mission to be the most skilled builder in America. Sundt has 13 offices throughout California, Arizona, North Carolina, Texas, Utah and Florida and is currently ranked the country’s 62nd largest construction company by ENR, the industry’s principal trade magazine.

SAN DIEGO, Calif. — McCarthy Building Companies (McCarthy) has broken ground on the Triton Center at the University of California San Diego (UCSD) campus. Designed by LMN Architects, the 400,000 square-foot project is the grand entrance to the university and seamlessly blends art, culture, entertainment, and student academic resources to foster a sense of connection. The total projected cost is estimated at $428M.

“This amazing project is our 17^th on the UCSD campus, and it has been such a unique pleasure helping to reshape the campus over several years,” said Bob Betz, Executive Vice President at McCarthy. “The new Triton Center is beautifully designed to not only add functional spaces for student support and campus administration to take place but is also an open space for students to enjoy events, experience the vibrancy of the environment, and interact with the campus.”

The project includes the construction of four separate buildings that will house the university’s Welcome and Alumni Center, a multi-purpose facility with a 500-person event space and art gallery, gathering spaces and offices for Global Initiatives programs, a Student Health, Mental Health and Well-Being clinic, Student Academic Resources, a mix of retail and restaurant spaces, and a parking structure.

“The Triton Center will transform this central campus neighborhood,” said Julie Adams, Partner, LMN Architects. “It provides a new gateway into campus and creates an instantly identifiable district that is welcoming and socially dynamic. The project was conceived of as a village filled with student-centered programming, and celebrates the unique characteristics of place: climate, the UC San Diego campus culture, and the materiality of the region.”

The Triton Center is seeking LEED Gold certification. The plaza accommodates both planned and spontaneous experiences, including concerts, graduations, and other campus events. The plaza is designed to promote student interactions that help build campus community and set the stage for memorable academic experiences. The project is expected to be completed in 2026.

MALIBU, Calif. – C.W. Driver Companies, a leading builder serving California since 1919, today began construction on the first phase of Malibu High School’s expansion for Santa Monica-Malibu Unified School District (SMMUSD). The 70,000-square-foot state-of-the-art building, scheduled for completion in fall of 2025, will feature a library, visual and performing arts classrooms, project-based learning facilities, multipurpose spaces, special education classrooms, STEM classrooms, a campus cafeteria, and administration offices. 

Located a short mile from the Pacific Ocean at 30215 Morning View Drive, the $100M Malibu High School core building will be built on the site of the former Juan Cabrillo Elementary School campus, immediately adjacent to the existing high school. The new two-story building will embrace the school’s environmental ethos in its design, with an open breezeway between concrete and copper-clad walls inspired by the native landscape. Outdoor common space for the school’s students will be partially shaded by an overhead canopy with built-in photovoltaic panels that will generate power for the school and contribute to the campus’ energy conservation.  

“C.W. Driver has the dedicated skill set and many years in school construction required for a project of this scope,” said Karl Kreutziger, President of C.W. Driver Companies. “Our extensive experience spans over 150 K-12 projects for more than 23 different school districts, totaling close to $2.2 billion worth of construction over the past 30 years. Having the opportunity to work on this project for SMMUSD is a perfect fit for us and our capabilities.” 

Today’s groundbreaking comes after C.W. Driver’s extensive preconstruction, which involved the demolition and removal of nine buildings at the former elementary school (clearing approximately 38,853 square feet of older construction). As part of that process, C.W. Driver was able to scope the photovoltaic panels under a design-build method to ensure proper design coordination with the roof steel trellis. Also, the demolition and abatement scopes were executed while the plans were with the Division of the State Architect (DSA) to ensure the construction end date could be met. 

“We are excited to begin construction of the new Malibu High School,” said SMMUSD Superintendent Dr. Antonio Shelton. “This school will allow our students to have an educational experience that encourages exploration, project-based learning and the importance of collaboration. Our students will have classrooms that are safe, conducive to learning, and large enough to facilitate instructional practices that are cutting edge.” 

C.W. Driver is working with NAC Architecture on the project. Other partners include Koning Eizenberg Architecture; demolition specialists AMPCO North; Pfeiler & Associates Engineers; California Solar Integrators, Inc.; and Hunsaker and Associates. The project is funded by Measure M, passed by Malibu voters in 2018.  

SAN ANTONIO, TEXAS — Solidia Technologies, a leading provider of decarbonization technologies and sustainable solutions to the construction and building materials industries, is ramping up production of its proprietary supplementary cementitious material (SCM) with the activation of the pilot line at the company’s expanded headquarters facility in San Antonio. The start of the line will allow Solidia^® to increase its production capacity by 25 times, thereby allowing customers to qualify the material and conduct continual field trial pours.

SCM is commonly added to concrete to replace a portion of portland cement. Solidia’s high-performing, engineered Solidia SCM mineralizes waste CO₂ and can replace 35% to 50% of portland cement to reduce greenhouse gas emissions by 18% to 28% while also improving the concrete’s strength, durability, and workability. The pilot line is optimized to ensure consistent quality and high performance.

“With the dramatic increase in production capacity that the new pilot line brings, we are now shipping significant quantities of Solidia SCM to ready-mix concrete producers, transportation agencies, and contractors to qualify and trial our material,” said Pradeep Ghosh, Solidia’s Senior Director of Strategy and Business Development. “The lab testing and field trials these organizations will conduct will help ensure our material meets the highest performance requirements for infrastructure applications as well as the individual sustainability needs of each department.”

Along with dramatic reductions in concrete’s embodied carbon, Solidia SCM will help ready-mix concrete producers address looming shortages of traditional SCMs such as fly ash.

“The commissioning of the pilot line is a critical milestone in the advancement and adoption of Solidia’s decarbonization technologies, allowing for critical field testing with some of the country’s biggest users of concrete,” said Russell Hill, Ph.D., Solidia’s CEO. “It’s one more important step toward full production—and toward tackling and remedying concrete’s enormous carbon footprint.”   

For more information, visit www.solidiatech.com.

Situated on a picturesque 60-acre property, The Arbors at Parsippany is surrounded by trees, nature and walking trails, while offering building tenants an extensive list of curated amenities. Ware Malcomb developed the overall campus plan for the site, which is owned by Onyx Equities, a leading New Jersey-based real estate investment and services firm specializing in acquiring and managing commercial properties.

“The spaces offer a blend of amenities, nature-inspired design and functionality,” said Marlyn Zucosky, Regional Director for Ware Malcomb. “Tenants of these buildings will be able to provide a Class-A work environment to employees.”

The enhanced modern campus concept draws in nature and creates a fresh new look for the lobby areas, corridors, conference center, and café. Since the two buildings are mirror images of each other, the focus was creating a holistic design language that carries seamlessly across the two buildings. The team incorporated feature walls with wood paneling and preserved plant variations that visually align, accentuating the buildings’ placement and architecture and allowing them to blend further into one another, capturing a shared outdoor courtyard and reflecting pool. 

The first and second floor lobby areas, including the elevators, purposely infuse hospitality elements that encourage interaction and create a special arrival experience with soft seating affording unique vistas of the campus. Upgrades to the ceiling and flooring design exemplify physical connection and highlight natural materials. 

The updated amenity list includes a conference center that can be utilized by tenants throughout the campus. The Ware Malcomb team enhanced the conference center design with a training area, private phone rooms, movable and acoustical wall panels, up-to-date AV and technology features, as well as movable furniture to allow the space to work for any intended use. 

Renovations to the original cafeteria and eating space were designed with a modern garden-hall feel in mind. Exposure to natural daylighting and variety of seating options gives tenants freedom to use the space as intended; a place to eat, as well as a new place to meet.

Ware Malcomb’s in-house Branding Studio developed a comprehensive exterior and interior signage program for the entire five-building campus to create campus connectivity and support wayfinding. Campus entry monument signs were repurposed to feature a refreshed property brand and establish the nature-inspired visual identity that is woven into the architecture and interior improvements. New campus directionals, building identification, and interior signage are strategically located and designed to feature tenants and highlight campus amenities to activate the campus and complete the experience.

Ware Malcomb’s Interior Architecture & Design Studio creates design solutions to transform interior environments into market relevant, contemporary spaces. Ware Malcomb has completed more than 74 million square feet of office space as landlord architect across North America.

About Ware Malcomb (waremalcomb.com)

Established in 1972, Ware Malcomb is a contemporary and expanding full-service design firm providing professional architecture, planning, interior design, civil engineering, branding and building measurement services to corporate, commercial/residential developer and public/institutional clients throughout the world. With office locations throughout the United States, Canada, Mexico and Brazil, the firm specializes in the design of office, industrial, science & technology, healthcare, multifamily, retail, and public/institutional projects. Ware Malcomb is recognized as an Inc. 5000 fastest-growing private company and a Hot Firm by Zweig Group. The firm is also ranked among the top 15 architecture/engineering firms in Engineering News-Record’s Top 500 Design Firms and the top 25 interior design firms in Interior Design magazine’s Top 100 Giants. For more information, visit waremalcomb.com.

Spanning 280 meters, the bridges will each host two lanes and pedestrian walkways. Once completed, the new bridges will connect Third Line to Neyagawa Blvd with the north and south bound bridges easing traffic congestion in an area of growing population.

The three span segmental bridge is being built by utilizing a cast-in-place segmental construction technique using a moveable form traveler system. While the first phase of the project adopts a typical cast-in-place segmental construction using a balanced cantilever method, the bridge construction will soon reach a section of the west pier cantilever where segment casting will proceed in a single direction toward the west abutment. This unbalanced cantilever construction is a unique adaptation of the balanced cantilever construction method which was required for the west and east pier configurations and locations. 

The portion of the extended cantilever will be supported by using a temporary stay cable tower that will anchor supporting stays at each of the 8 ‘unbalanced’ cantilever segments. For this system to work seamlessly, COWI designed a unique steel anchor box which will enable the load transfer of the supporting demands of the cable stay tower to the concrete segment. This unique mechanism not only minimized the need for top slab concrete modifications as compared to the original designs but will also ensure a clean extraction of the cable stay tower once the bridge is completed.

The construction of the North bridge is progressing well with the Bot team onsite having completed the installation of the first four pair of segments on the west and east pier cantilevers. Bot and COWI are now making progress to complete the cantilevers to a point to be able to cast the span closures.

Ivan Liu, P.E., Senior Bridge Engineer at COWI comments, “We are pleased to see positive progress on this project. The casting of the first segments are often the most challenging areas in segmental bridge construction due to the complexity of the rebar details, the learning curve for the casting procedures, and the absence of accurate project data to reflect the performance of the form traveler on that specific structure. Having worked on a number of similar projects across North America, we were able to lean on historical project data to provide informed engineering support for possible construction scenarios and estimations on the form traveler behavior.”

As a leading expert in segmental bridge construction, COWI was selected as the Construction Engineer, offering a knowledgeable pair of hands in supporting Bot Construction Group with its first segmental bridge project. Harnessing local and technical expertise from its offices in Toronto, Canada and Tallahassee, Florida, COWI is responsible for the construction analysis, geometry control, erection manual, and construction support of both bridges along with the design of temporary work structures.

The bridges are expected to be completed in Fall 2024, with plans to open to the new William Halton Parkway extension to the public by 2025.

Post-tension concrete is becoming an increasingly popular option within athletic facilities, particularly at the K-12 level.  Certainly, post-tension concrete is not a new option in the scope of athletic facilities–to prevent cracking on surfaces such as tennis courts and to ensure a longer life cycle– as it has long been used in the United States’ western regions.  However, its popularity is growing, and new post-tension concrete facilities are being built throughout the United States.  A major part of this growth in popularity is the development of its use as a surface for running tracks.

When used in an athletic facility such as a running track, post-tension concrete provides several significant advantages when compared to surfaces like asphalt.  In the long run, the decision to use post-tension concrete over asphalt means spending less money and time on repairs.  A track constructed of post-tension concrete is likely to last 25-years without noticeable damage, and the installation process removes the need to fill cracks before resurfacing.  Furthermore, because these slabs are in a constant state of compression, these facilities remain stable during extreme weather fluctuations.  From an athletic performance standpoint, post-tension concrete running tracks also provide several physical benefits.  Post-tension concrete running tracks can feature a polyurethane force reduction layer, which absorbs shock and helps reduce body fatigue, speeds recovery, and lessens pressure on joints without sacrificing performance.  Furthermore, post-tension concrete tracks avoid issues like pooling water and cracks, which form from irregularities and can cause issues with athlete safety.  

Earlier this year, the first post-tension concrete running track in the state of Indiana was constructed for Wes Del Schools in Gaston, Indiana.  This groundbreaking project was led by Schmidt Associates who has completed several post-tension concrete projects throughout the state primarily for tennis courts.  Allen Jacobsen points out that, while the use of post-tension concrete for tennis courts has been a viable option for several years in Indiana, the running track for Wes Del Schools represents a potentially significant shift in the market for post-tension projects.  Jacobsen, an Associate at Schmidt Associates, has more than twenty years of engineering experience and has worked on a variety of athletic projects for schools.

Schmidt Associates was approached by Wes Del Schools after several issues with high ground water, cracking, and soil conditions.  The previous facility consisted of a six-lane asphalt running track that had a consistent history of problems stemming from these root causes.  Bob Ross is a Project Manager and Civil Engineer for Schmidt Associates, and was a part of the team that was tasked with completing the Wes Del post-tension track project.  Ross describes the track as previously being in “terrible shape.”  The need to upgrade the facility was certain, but the district had trouble in securing an adequate solution.  It was clear that these problems extended beyond resurfacing the track and necessitated its complete rebuilding.  Ross says that, after talking with Wes Del Schools and discussing the available options, the decision was made to build the new track using post-tension concrete.  

Several factors ultimately contributed to the decision to use post-tension concrete for the project such as soil condition and the inability to place joints to accommodate for eventual cracking.  Ross points out that the decision to use post-tension concrete on the project had to account for the higher up-front costs that came with it. Ross points out that this is offset by maintenance cost savings when it eventually comes time to replace resurface, needing only to change the track’s wearing surface.  On an asphalt running track, this substrate work usually needs to be completed every time it is resurfaced, leading to higher costs in the long run.

Jacobsen says that the high upfront cost of post-tension concrete is an understandable concern when talking to clients about it as an option.  As schools in Indiana and elsewhere look for opportunities to wisely invest in the future of their children and communities, the option of a post-tension concrete running track represents a long-term solution to a commonly held problem.  If districts and schools are able to overcome the initial costs of installing a post-tension concrete track, they will be able to provide a safe and durable surface for their athletes to perform at their highest level for years to come, and will eliminate long term maintenance costs associated with alternatives like concrete.

The Theodore Levin US Courthouse in Detroit, built in 1934, is a beautiful example of Federal Post Office and Courthouse architecture of the early 20^th century.  After 80 years of continuous operation the building required significant upgrades to provide tenants with code compliant, state-of-the-art facilities and Class A office space. 

In 2014, Page began work on a phased modernization project for the 770,000 SF occupied historic courthouse.  A building-wide life safety analysis determined that the two existing egress stairs were insufficient to meet the population based on current building codes. To remedy this, the design team was tasked with adding a new egress stair that discharges to the exterior of the building.  This element, along with new service and passenger elevators, form a new vertical transportation tower for the building.  This article will specifically discuss the tower design process and complexities encountered during construction. 

What happens when you need to add a new stair and elevator tower to a landlocked historic building?

Additions are commonly made to the side of a building, which simplifies the structure and creates one plane where the new interfaces with the existing.  In the case of the Theodore Levin US Courthouse, however, the existing building occupies an entire city block and the upper floors are arranged in a “donut” shape with offices and courtrooms surrounding an interior light court.  The only option was to figure out a way to route a new stair through the existing building. The solution needed to solve the code compliance issues in a manner that limited the impact of the stair on the existing building, preserved historic materials, minimized impact on existing circulation, and allowed continuous building operation.  

Ultimately, a location in the center of the building was selected that allowed a narrow connection to the historic interior courtyard face but otherwise allowed the tower to be an object within the light court.  What worked well for the upper floors to minimize disruption became challenging on the interior of the building.  A significant number of MEP systems, some active and some abandoned, needed to be demolished and moved out of the footprint of the tower just under the second floor roof.  On the first floor, the location meant that the tower would go through the middle of the existing arraignment courtroom.  Since the other benefits to this location were so compelling, the US Courts and the General Services Administration determined it was worth moving the courtroom to a new location and relocating the MEP infrastructure to make way for the new structure.  The design and construction team worked through the phasing challenges to sequence the work in a manner that coordinated with the project schedule. 

While the tower program was relatively simple, the structure itself is complex. Early on, it was determined that the new structure could not be connected to the loads of the historic building. The structural engineer of record, Ruby + Associates, designed a completely freestanding 200-ft tall tower with slip connections to the existing structure.  New micropiles were drilled to support the tower foundations and massive structural steel columns were set in place to support the tall tower.  Locations of historic elements and existing structure left a very narrow footprint available for the new tower structure within the existing building.  Once the tower clears the 2^nd floor roof and extends into the light court, the upper floors cantilever over the building and allow a slightly larger floor plate. 

Here, another unique solution was developed to deal with the construction conditions.  On the upper floors, the back span is approximately the length of the cantilever.  With the asymmetrical loading of the tower elements, the steel structure was erected out of plumb so that once it was fully assembled and loaded the tower would right itself and become level.  Dead loads were recalculated multiple times as the design team worked through various options for the exterior envelope materials to precisely engineer the system.

Why is a building in Michigan built to seismic design criteria?

Code analysis determined it needed to be designed to meet seismic design criteria per the American Society of Civil Engineers (ASCE). The soil conditions, footprint of the tower, wind loads, and materials all figured into the seismic drift calculations. Because the tower is not square, the maximum drift in the north-south direction is different from the east-west direction.  With no appreciable movement at its base, the top of the tower is calculated to move up to 5-inches in each direction (which translates to a 10-inch seismic joint).  Joint sizes were regularized throughout the building for uniformity and ease of installation. Instead of changing sizes for each floor, nominal 4-inch, 6-inch, and 10-inch joints were specified to minimize the number of products purchased.

The tower exterior has a large 10-inch exterior metal joint cover integrated into the exterior façade. The joint cover is a hinged door with magnets that hold the door in place under normal conditions but release during a seismic event. The infill panel was color matched to the adjacent metal panel allowing the joint to completely blend in with the exterior façade. Most of the interior joints were concealed between two walls so exposed cover plates could be minimized. At doors and other isolated areas, a narrow joint cover with an aluminum or plate was used to blend in with historic metals.  

How were materials brought to the site and installed if the building takes up a full city block and is occupied?    

A critical requirement of the project was to allow the building to remain operational during construction.  Page worked with GSA and teams from The Christman Company as the CMc,  Jacobs as the CMa and the US Courts to execute a phased renovation project.  Impacted tenants and infrastructure had to be cleared out in the footprint of the tower early on to install the structure while the rest of the floor remained operational, including utilities, services, and emergency egress.   

Most tower elements needed to be lifted from the street over the top of the building and into the project site, including 528 tons of steel (over 1,400 individual pieces).  A 275-ton crane with a 340-foot boom was used to hoist materials from street level, 11 stories over the building and into the courtyard. The crane operator communicated with the steelworkers by radio due to lack of visibility into the project site. This work needed to be precise, at times the steel would need to be lowered through a 40 x 60-foot roof opening to be installed inside the existing building.  To make it more complex, work with the crane was done primarily at night and off schedule with building operations.  While the overall building modernization was done in phases, the tower construction occurred throughout the entire 5 year, 7 phase construction process.  

It was critical to work closely with manufacturers to specify materials and systems that could be installed with these constraints in mind. Early on limestone or precast were ruled out as the cladding for the tower due to the weight and size of the material. Ultimately, structural steel, insulated metal panels, and a unitized curtain wall system were selected as the most lightweight and practical.  Allowing as many items as possible to be fabricated in a shop off-site improved the quality of the overall product.  Even with multiple high-wind days that stopped work, these elements saved time and positively impacted the schedule.

How is water and weather infiltration managed with a hole in the building during construction?  

The cardinal rule of architecture is to do everything you can to keep water out of a building–except when you can’t. While the micropiles and foundations were installed in the basement with the exterior envelope of the building intact, the building had to be opened to install the structural steel with the crane. Once portions of the first and second floors were removed along with the second-floor roof, the building was open to the sky and all the elements. This “hole” was temporarily finished to create a waterproof funnel that directed water down to the basement and then pumped it out of the building through the stormwater system, similar to rain falling on the roof and going down through the building’s drainage system. New temporary exterior perimeter walls were installed, insulated, and waterproofed to direct the water. Insulated walls were critical to protect people working in adjacent interior space and to prevent existing interior piping and utilities from freezing during the cold winter months.

Conclusion

A significant number of buildings in the United States from the same era as the Theodore Levin US Courthouse will be undergoing renovations in upcoming years.  Modernization projects and existing building renovations present a Tetris-like challenge. There is never just one solution; the process is highly collaborative.  Project decisions require working through existing constraints while discussing a myriad of other important considerations like programming, cost, constructability, tenant disruption and systems integration.  

The success of this project was largely due to a passionate team that worked collaboratively across all professions.  The team faced a multitude of challenges in working within the existing building.  When items came up, roundtable discussions and working sessions were held with everyone involved to develop a path forward.  It was necessary to have a group that could turn on a dime and develop new options considering new information discovered during the process.  As designers, we spend a lot of time looking at systems, calculations and developing technical details within a computer model.  It’s necessary to take this knowledge and adjust the design or thinking with input from the construction team, suppliers, and the understanding of building occupants in order to create successful real-world solutions.  

Andrea Righi, AIA, is a Senior Project Architect and Associate Principal at Page in Washington DC.  She can be reached at arighi@pagethink.com

Well-designed and expertly constructed sports training facilities have the power to influence more than just performance. By encompassing an athlete’s entire experience—from recruitment, improvement, and overall wellbeing to operations and revenue generation opportunities—sports training facilities continue to evolve into a space where athletes do much more than practice with their team. 

So what are the critical elements necessary for creating a successful sports training facility focused on high performance and athlete wellbeing? A space’s impact on athlete, coach, and staff success is determined long before the team’s first practice drill. Setting the right tone to ensure a meaningful athlete-focused result requires careful consideration throughout the design and construction process.

Facility considerations for athlete wellness

Sports medicine is a fast-evolving component of the sports training industry that expands beyond traditional training to support holistic athlete development—from the latest injury prevention technology and recovery treatment to mental health support and nutrition capabilities. Elite sports programs require one-stop-shop facilities that serve a variety of athlete, coaching, and staff desires while remaining flexible in their approaches to evolving needs. For student-athletes, this includes academic support spaces outfitted with tutors, study rooms, and more.

To support a state-of-the-art sports medicine hub for athletes, the latest health and wellness components such as cryo pools and chambers, hydrotherapy tubs, hot/cold plunge pools, flotation baths, extremity pools, and hyperbaric recovery rooms are in increasing demand. Gaining insight into the latest equipment ensures design parameters are known well in advance, enabling seamless procurement, installation, and commissioning without impacting the project schedule for a seamless end-user experience.

A well-executed facility enhances player performance while remaining cognizant of an athlete’s demanding schedule. An example is the design for the University of Washington’s (UW) new Basketball Training Operations Facility, where elements draw from past successes at the University of Colorado Boulder’s Champions Center (CU Boulder) in anchoring all decision-making around the commitment to best serve student-athletes’ physical and mental demands. By co-locating amenities, CU Boulder’s student-athletes conveniently practice, weight train, eat, attend meetings, study, lounge, and receive medical treatment within a few yards. Efforts to prioritize the building’s interconnectivity save the student-athletes at least 30 minutes per day in travel time.

A facility should also include weight training technologies for performance analytics, specialized equipment and furniture, audiovisual/sound systems, branding, and graphics enhancements as well as thoughtful HVAC, lighting, and hygienic elements and upgrades. 

Trends in leveraging media and technology 

Experienced builders understand how critical it is to engage with athletes, coaches, and staff to ensure success from design through occupancy. At the UW’s Softball Performance Center, Mortenson’s team toured the coaches and players through design options aided by virtual reality (VR) mockups. Utilizing tools such as VR creates real-time opportunities for athletes to visualize their day-to-day experience in the facility and for coaches to get a sense of operations and player interaction. This exercise effectively supports an informed design and construction decision-making process, ensuring the finished facility exceeds expectations for operational performance. At Arizona State University’s new Mullett Arena, Mortenson leveraged an immersive VR experience to drive excitement for the new space, bolstering recruitment and attracting donors to help fund the new arena​. 

With technology’s ever-growing demand in sports performance, media-rich environments also define and brand sports facilities.

This multi-media experience extends into the athlete’s day-to-day life, where utilizing a facility with leading-edge technologies enables athletes to train in highly specialized environments that support individual and team performance. High-profile cameras on the court record an athlete’s every move—from body posture while dribbling a ball to the arc on a free throw—while force plates in the floor detect and measure the force athletes exert into the ground. Players can analyze their performance with data-driven insights to fine-tune their training regimens. The one-of-a-kind LeBron James Building at Nike’s World Headquarters takes this to another level, where Mortenson constructed four climate-controlled chambers with steel-clad walls capable of studying athletes’ physiological responses to exercise under any environmental conditions—including temperature, humidity, radiant heat, and airflow.  

Careful construction and design considerations 

Athletes require dedicated focus when training and honing their skills. Ensuring no disruption to their experience during construction and into the facility’s operational performance is paramount, especially when working on tight, seasonally-based schedule milestones. 

Disruption avoidance during construction 

Expanding and/or renovating training and administrative facilities is typically compressed between seasons. When expanding the Chicago Bears’ Halas Hall, Mortenson jumped in with the Bears and the design team to optimize the floor plan and minimize disruption during peak pre-season training hours.

Close coordination and planning optimize a project’s construction phase, allowing sports teams to remain in their existing locker room spaces until those phases are complete. Wherever possible, leveraging fast-track solutions such as prefabrication reduces installation time, enabling the team to meet accelerated schedules and providing an uninterrupted training experience going into the next season.

During a tight off-season timeline, a seamless delivery through a proactive procurement and buyout plan is critical for success. Collaborating with the owner, operator, and design team to develop and advance document sets allows for early procurement of long-lead time items and issuance of work packages. Phased turnover approaches provide coaches, staff, and athletes advanced access to spaces as others are finished.  

Early enabling renovation and expansion work—including upgrading existing utilities, making significant seismic upgrades, or creating new foundations—can also be phased and structured before facility construction commences. This allows for a compressed schedule and minimizes interruption to existing operations. Mortenson saw success in this approach when executing Penn State’s Lasch Football Building addition in the seven-month off-season, allowing the team to depart for their bowl game before beginning demolition work.

Design considerations to enhance the athlete experience

When athletes train, noise and vibration from simultaneous activities can create disruption. At the University of Minnesota’s Athletes Village, Mortenson evaluated stacking scenarios for various program components to develop an understanding of structural and acoustic isolation impacts. Stacking the men’s and women’s practice courts with a unique split slab system enhanced sound isolation and structural system efficiency compared to previous designs. Earlier iterations included reviewing the courts side-by-side, resulting in double the sound isolation relative to the building’s other program spaces, long-span structural steel, and inefficient mechanical systems. Ongoing projects such as UW’s Basketball Facility leverage lessons learned and resources from these prior evaluations.

Scopes that require extra engineering—such as integrated hydrotherapy pools, force plates, medicine ball walls, and programmable plyometric ramps—demand an understanding of impact at the start of design to ensure correct installation and utilization.

Media systems and analytical tools must also account for adaptability as needs change and advance. Integrating the back-of-house infrastructure to support end-use devices during design —such as cameras, televisions, touch panels, and more—prevents limitations during construction. Though technology changes frequently, we can determine the infrastructure to support any equipment before selection.

As a family-owned, top-25 builder, Mortenson has ranked among Engineering News-Record’s top two sports builders for a decade. Our in-house sports analysts continually feed our well-established internal database populated with collegiate and professional benchmarking to support critical decision-making based on a fundamental understanding of the team’s goals and values. We use this knowledge to inform our approach to projects, including the UW Basketball Facility, set to start demolition in early 2024. Throughout our years of building successful projects, we have learned that whether determining strength training equipment or integrated technology, it is critical to work closely with a project’s design team, athletes, coaches, and staff to ensure training facilities are well-equipped to support peak performance and maximize overall athlete wellness.

Alex Brown is a Senior Project Manager at Mortenson with over 12 years of direct sports facility experience. Alex has been instrumental in the success of numerous athletic facility types, from Climate Pledge Arena and Chase Center to training facilities such as the Lasch Football Building. He is passionate about improving the athlete experience, especially through implementing cutting-edge technology that goes into their new spaces. He continually leverages his expertise to provide valuable input to ongoing sports training projects, such as the UW Basketball Operations facility, set to break ground in early 2024. You can reach him by email or phone at 763-287-5236 or Alex.Brown@mortenson.com. 

Tamara Hartner is a Design Phase Executive at Mortenson in Seattle with over 20 years of hands-on experience in the construction industry and a strong athletic facility background. Tamara is currently leading design phase coordination for the UW Basketball Operations facility, utilizing experience and knowledge gained from her careful execution at Climate Pledge Arena. Tamara leverages her background in Lean processes and target value design methodologies to achieve outstanding value for the client’s vision. She plays a key role in procuring women-owned and minority businesses for active projects while serving as an ally and supporter of women, LGTBQIA2S+, and BIPOC in the construction and real estate industries. You can reach her by email or phone at 425-497-7116 or Tamara.Hartner@mortenson.com.

When the National Football League’s San Diego Chargers moved to Los Angeles in 2017, they left behind Qualcomm Stadium. Once the community decided what to do with the site, little time was wasted. Following a local ballot initiative, San Diego State University (SDSU) took ownership of the site in August 2020. The venue opened on time on September 3, 2022. Pretty fast, as stadium projects go.

As site infrastructure design and engineering consultants, Bowman had a significant role in this speedy turnaround.  The project plans, led by architectural firm Gensler, called for a fresh build. Qualcomm Stadium, opened in 1967 as San Diego Stadium, would be demolished. The new Snapdragon Stadium at SDSU Mission Valley would be home to SDSU Aztecs football, San Diego Wave FC of the National Women’s Soccer League and the San Diego Legion of Major League Rugby. To underscore the significance of this moment, the new venue’s big debut would be a nationally televised college football game in September 2022.

There was a logistical challenge, as the old stadium would continue operating while the new one was built immediately next to it. While not uncommon, it doesn’t make a project go any faster.

The project was also meant to address a number of environmental concerns, including periods of severe flooding, as the old stadium was on a floodplain where a creek meets the San Diego River.  New construction created the opportunity to put an end to the flooding issues. It also has the potential to grow to become more than a stadium, with later phases to incorporate mixed-use residential and retail, affordable housing, biking and pedestrian trails, and an innovation district with research, lab, and office space.

Several factors came together to make for rapid construction.  The pandemic, painful as it was, proved to have one silver lining. Qualcomm was demolished far earlier than originally planned. Crews didn’t have to work gingerly around an operational public structure while building a huge structure right next to it.  The quickened timeline sped up the process while also providing developers with a much-needed resource: dirt.

One of the daunting challenges recognized early on was that some 389,000 cubic yards of soil would be needed to raise the site above the floodplain level prior to construction (for reference, a dump truck typically holds about 10 cubic yards of soil). The former stadium sat on what was akin to a large anthill-like structure, with the stadium in a cone at the top. With Qualcomm out of the way, developers wouldn’t have to source their entire infill from afar. They could move it according to the needs on the site. The soil provided by the “anthill” meant only 173,000 cubic yards had to be externally sourced–no small number to be sure, but much more preferable to the total.

Creative use of Building Information Modeling (BIM), tools also helped. The classic use case for BIM concerns architecture, particularly on the inside of a structure. For Snapdragon, consultants applied BIM to the exterior and underground area in an obsessively granular manner. This included the existing underground situation: 4,000 support piles and a “spaghetti” of underground pipe-and-wire infrastructure. The crews knew where everything was. Topside, every light pole, tree, and piece of conduit was accounted for.

Gathering and inputting all this information called for a lot of upfront work. But it paid off later by avoiding unexpected hiccups and snags–which tend to happen when doing things like moving a 48-inch water main. Designers, engineers, and workers had better information at their fingertips without having to dig into the ground first to get it.

Not to be overlooked was the unwavering preparedness of SDSU. University leadership began comprehensive design work early on. When the go-ahead was given via ballot approval, plan development was underway. SDSU took ownership of the site on August 13, 2020. The first shovel went into the ground on August 17.

Within its first year, the $310 million, 35,000 capacity multipurpose venue played host to over 130 events, including international and local sporting events, concerts, festivals, championships, community events, and much more. A 34-acre river park with bioretention basins now makes for a natural buffer zone against flooding.  Natural features and native vegetation create a new destination to what formerly had been one of the largest parking lots west of the Mississippi River. And the city of San Diego retains a great home for sports.

Martin Jones is a senior project manager at Bowman. Jones was the lead project manager for the company’s site infrastructure design and engineering consulting work on the Snapdragon Stadium project.

By Mary Scott Nabers

School doors have opened for the start of the 2023-24 school year, with many campuses under construction. Hundreds of planned construction and renovation projects will launch during this school year. In fact, billions of dollars have already been approved for projects that will get underway over the next two years. Examples of what can be found throughout the country follow.

A $221.7 million construction project for a school district is currently in the design phase in Sterling, Virginia. Students attending Park View High School will soon benefit from a new 295,000-square-foot education facility. Interestingly enough, the new school building will be located where the athletic field and stadium currently reside. That’s because school officials have announced that a new stadium and athletic fields will be constructed as well. The new school will have a capacity of 1,800 students and project components include all the standard elements: classrooms, cafeteria, auditorium, a media center, gymnasium, an auxiliary gym, outdoor physical education fields, and other associated spaces to support the high school program. A planned timeline is for demolition of current facilities to begin in 2024 with construction following within the same year.

A school renovation in Greenwich, Connecticut, is going through the design phase which will conclude this year. The project currently carries a projected cost of $42 million. To bring the Greenwich school building into compliance with the Americans with Disabilities Act, the city of Greenwich will renovate the facility but preserve the building’s historic appeal. The anticipated design is to remove the stairs in front of the building and replace them with accessible ramps around an open courtyard. Also included is the installation of an elevator and additional classrooms.

The Board of Supervisors for Fauquier County, Virginia, has approved an $80 million renovation project for Taylor Middle School. The renovations will increase the school’s capacity by 300 students. The project will include constructing a larger gym, expanded parking and changes to the parent pickup loop. A main entrance vestibule will strengthen the building’s security. Currently, in the design phase, construction is slated for March 2024.

City officials in Laurel, Montana received voter support for a $57 million bond package initiative to replace the aging Graff Elementary School with a new building for third through fifth-grade students. The former Graff Elementary School building will then be demolished and replaced with new softball and soccer fields, a track, and a parking lot. The project is currently in the design phase, with construction likely to happen in 2024 and be completed by the 2025 school year.

A $31 million school renovation project in Reston, Virginia, is currently in the design phase. Construction is slated for 2024. The renovation project will expand the facility by 126,000 square feet and improve numerous amenities on campus. A new administration wing with a main entrance vestibule will be added along with a new library, classroom space, and three outdoor play areas. The parking lot will be expanded to add 36 additional spaces. 

School officials in Winchester, Virginia, will oversee a $72 million renovation project on the James Wood High School campus. While still in the planning stage, the project will be responsible for redesigning the school’s appearance, increasing natural light and modernizing the facility. More space will be added to accommodate student growth and offices for faculty. Twelve new classrooms, a school clinic, a cafeteria, and kitchen will be constructed. Solicitation documents for construction could be issued as soon as late 2023, with construction slated for 2024.

The design phase is underway for a $52 million renovation project at Carroll High School in Allen County, Indiana. An expansion of 70,000 square feet will be the foundation for the project, but renovations will also be extensive. A new central media center will be added along with a new weight room that provides 50 percent more capacity, an expanded cafeteria space, 27 additional classrooms, support staff spaces, and a hallway to connect the fine arts area and the freshman center. Construction is slated for early 2024.

Similar construction, renovation, renewable energy, sports expansions, and modernized technology initiatives are being launched throughout the US Funding is available, and the number of contracting opportunities for all types of companies is historic. America’s schools will continue to need upgrades for the next several years.

Mary Scott Nabers is CEO of Strategic Partnerships, Inc.(www.spartnerships.com) and the author of Inside the Infrastructure Revolution – A Roadmap for Rebuilding America.

In the early 2000s, the Midwest was on the cusp of a monumental shift in sports infrastructure. Traditional grass stadium fields, which had long been the paragon of sporting pride, began to witness significant competition: synthetic turf. This wasn’t merely a swap of material; it was a fundamental shift, a revolution in how sports and community spaces were conceptualized, designed, and utilized.

Synthetic turf ushered in a new era of sports infrastructure, offering unparalleled flexibility and resilience. This change was about more than the turf’s durability or aesthetics. It was about maximizing potential and reimagining possibilities. Organizations such as colleges, high schools, municipalities, park districts, and sport clubs, once held back by the recovery time and maintenance demands of natural grass, now benefited from fields designed for daily use. The implications were vast: more practice sessions, diverse sports activities, and an enhanced sporting curriculum. By adopting synthetic turf, these organizations not only enhanced their facilities but also experienced their full potential.

Similarly, public recreation organizations such as park districts, always in pursuit of consistent revenue streams, recognized the immense value of these all-weather fields. Even if rain interrupts a game, synthetic turf fields have been thoughtfully engineered to drain quickly. This means they’re ready for action far sooner than natural grass fields, allowing for more community events, tournaments, and celebrations. Synthetic turf is not just about convenience or durability; it’s about unlocking new possibilities and reaching new heights in sports and community engagement.

The Challenges of Innovation

Every innovation, no matter how groundbreaking, brings a set of challenges. The initial excitement surrounding synthetic turf was soon met with the intricate realities of its implementation. New constructions, especially in areas with strict local regulations, faced the challenge of securing multiple permits. Stormwater regulations, often varying from one jurisdiction to another, became a focal point of attention. Retrofitting existing sites presented its own set of challenges. The topography of natural grass fields, designed for optimal surface drainage, often didn’t align with the requirements of synthetic turf. This meant significant grading work to modify a field designed for natural grass to a field designed for synthetic turf. 

Warren Township High School in Gurnee, Ill. recently faced a similar challenge. Situated in a flood plain, their field required specialized solutions. The primary concern is the specific gravity of crumb rubber is close to that of water. This meant that during storm events, the crumb rubber could easily wash away, potentially draining into area waterways. To address this concern and maximize the potential of the field, we worked with the turf supplier and proposed a solution that involved increasing the sand content and selecting a denser style of rubber for the infill. These measures bolstered the turf’s resilience against flooding concerns and mitigated potential environmental hazards.

Environmental and Health Concerns

Yet, as synthetic turf gained traction, it also attracted scrutiny. Concerns arose, particularly regarding the materials used, such as rubber. Environmentalists and health experts raised concerns about potential health hazards and environmental impact. Recognizing these concerns, the industry sought innovative solutions. Recently the Schaumburg Park District in Schaumburg, Ill. opted for an eco-conscious approach. For their synthetic turf sports fields, which cover an impressive area of more than 500,000 square feet, it was recommended they use an olive pit infill for their baseball and softball fields. This decision not only addressed environmental and health concerns but also highlighted a commitment to sustainable solutions in the evolving landscape of synthetic turf systems.

Modern synthetic turfs are not just about playability, they also represent a focus on sustainability and health. These advancements reflect the industry’s dedication to ensuring that the benefits of synthetic turf are not overshadowed by potential drawbacks.

The Art of Choosing the Right Turf

With the market rapidly expanding, the choice of turf became a complex decision. With a rise in demand came an array of turf varieties, each boasting its unique set of advantages. Facility managers had to weigh multiple factors: the type of sport, player safety, maintenance requirements, and even aesthetic appeal. Innovations, such as the slit film, emerged as frontrunners during the second generation. Designed to cater to multiple sports, these turfs minimized common issues like rubber “splash”, ensuring a consistent playing experience. 

Maintenance: The Key to Longevity

As the second generation of synthetic turf fields became more prevalent, the emphasis shifted to their longevity, adaptability, and maintenance. Regular maintenance, often underestimated in the early days, emerged as a critical factor in extending a turf’s lifespan. Manufacturers, recognizing the need for guidance, began offering detailed protocols. These guidelines emphasized that consistent care – from cleaning to periodic inspections – could significantly extend a turf’s lifespan, ensuring consistent playability and safety.

Proper maintenance is not just about preserving the turf’s appearance. It’s about ensuring that the field remains a safe and conducive environment for athletes. The wear and tear as well as long term compaction of the infill, if not addressed, can lead to uneven and hard surfaces, increasing the risk of injuries.

Financial Implications and Long-Term Benefits

The financial aspect of synthetic turf was another point of discussion. The initial investment, while substantial, was easily justified by the long-term benefits. From increased revenue streams due to its versatile use and increased programming, to the significant reduction in maintenance costs, the advantages were clear and compelling.

Organizations implementing synthetic turf found that the return on investment was swift, especially when considering the increased usability of the fields. A synthetic turf field, unlike its natural counterpart, can host multiple events in a single day, from a morning soccer match to an evening baseball game, without any downtime in between. 

Community Engagement and Synthetic Turf

One of the often-overlooked benefits of synthetic turf is its role in fostering community engagement. With the ability to host diverse events, from sports tournaments to community gatherings, these fields become centers of activity. Communities and organizations find that these spaces, with their all-weather reliability, become focal points for social events, promoting a sense of unity and shared experience. These fields offer an opportunity to maximize their potential beyond traditional sports. They can serve as venues for cultural festivals, outdoor movie nights, community yoga sessions, and more, truly integrating them into the daily life of the community.

Schools with synthetic turf fields often see increased participation in sports and physical activities. The fields, being available for extended hours without the risk of wear and tear, encourage students to engage in extracurricular activities, promoting physical fitness and teamwork.

The Future of Synthetic Turf

The future of synthetic turf is not just about its continued adoption but also about its evolution. Research and development in the sector are ongoing, aiming to produce turfs that are not only more resilient and eco-friendlier but also adaptable to a broader spectrum of sports. As technology progresses, the horizon holds promise for turfs with enhanced shock absorption and the integration of smart technology to elevate the sporting experience.

Tomorrow’s synthetic turf fields will be more than mere playing surfaces. They’ll be intelligent, adaptive, and increasingly community centric. The incorporation of infrared sensors could offer real-time insights into field conditions, allowing for immediate action when maintenance needs are detected.

The ascent of multi-sport synthetic turf is not just a trend; it’s indicative of the industry’s commitment to excellence, innovation, and community well-being. By maximizing the potential of these surfaces, we can unlock new avenues for sports, recreation, and community engagement. As we continue to explore its potential, one thing remains clear: the future of synthetic turf is bright, offering a wide range of possibilities for modern facilities. Driven by focus and precision, the industry is poised to offer solutions that not only meet but exceed the expectations of today’s dynamic world.

Brian Wesoloski, P.E. CFM, is the Director of Site Design Services at Gewalt Hamilton Associates, an employee-owned consulting firm based out of Vernon Hills, Ill.

Rigid-frame fabric buildings offer a permanent solution for athletic facilities.

For many entities, both public and private, the need for an athletics and recreation facility comes down to two options: A permanent brick and mortar building, or a lower-cost fabric bubble. In reality, there is another solution–the modern tension fabric building–that takes the known benefits of fabric cladding and applies them to a permanent facility.

Fabric buildings have become increasingly popular in the sports world because of their ability to fulfill the need for large open spaces, in combination with aesthetic appeal, fast delivery times, and relatively modest prices. Universities, communities and clubs alike have recognized fabric facilities as an ideal project fit.

Rigid-Frame Design

A turning point for fabric buildings came 13 years ago when Legacy Building Solutions first introduced fabric structures that featured a structural steel I-beam frame. Prior to this, tension fabric structures had typically relied upon hollow-tube, web truss framing systems.

This innovation allowed fabric buildings to be designed in the same fashion as conventional construction projects. The engineering credibility of this rigid-frame approach was unquestioned, whereas web truss designs had often been viewed as subjective among engineers. With known and proven I-beam frames providing the backbone, buildings using fabric cladding were now in a better position to succeed.

Space to Play

Web truss structures had another serious limitation in that they were typically supplied only in predetermined sizes. This basically forced organizations into picking the standard offering that most closely matched the dimensions that were actually desired. The price may have been right, but it came along with needing to make certain sacrifices if the structure was oversized or undersized in any way.

With a structural steel frame, end users have far more design flexibility. Facilities can always be engineered to the optimal specifications since every project begins with a clean sheet design. In effect, rigid-frame engineering was able to advance tension fabric buildings to a place where a facility can be constructed exactly as desired for its intended uses.

There’s no getting around the fact that turf sports like football and soccer take up a lot of space, especially if you want a full-size regulation field. Rigid-frame design allows fabric buildings to have long clear spans without any need for support beams that would interfere with the playing area. For indoor facilities where a track is also needed, it isn’t a problem to go wider and longer with the building dimensions.

From an engineering standpoint, brick-and-mortar buildings are obviously structurally sound as well. Where fabric becomes advantageous by comparison, however, is that the cost to clad a building with polyvinyl chloride (PVC) fabric walls is much less than constructing masonry walls or using other “conventional” materials. And the larger a building design becomes, the more that price differential is amplified.

Optimized for the Sport

Court sports like tennis, pickleball, basketball, and volleyball often come with defined guidelines for building peak height and roof slope to allow for the necessary space around the playing surface boundaries.

Older style fabric structures commonly featured curved frames that created unusable space near the building’s sidewalls. With I-beam framing, straight sidewalls allow for maximum utilization of the full building footprint. And because all building measurements can be customized from the beginning of the design process, engineers can easily account for specific sports and activities when determining the proper building dimensions.

Depending on the facility, support equipment such as scoreboards, video platforms, court dividers, netting, or batting cages could be required. The most efficient use of space often requires these types of items to be suspended from above or affixed to the walls. Likewise, features like fire suppression systems, lighting and HVAC must be accounted for from the very beginning of a project. With an I-beam design, engineers can accommodate any hanging or collateral loads that may need to be supported by the structural frame within the original plans.

Interior Environment

PVC has been the primary cladding choice for sports facilities for many years because it is more durable than polyethylene (PE) alternatives. Legacy Building Solutions offers a product called ExxoTec PVC that delivers a longer life expectancy, due to the added layers of primer and lacquer that surround its high-strength woven fabric.

The combination of improved fabric with the rigid-frame structural approach also allows for suppliers to apply appropriate insulation to meet energy codes or individual user requirements. Insulation is secured and protected by a liner, which is actually the same type of PVC used to clad the building exterior. The result is an airtight structure designed for maximum energy efficiency and reduced operating costs. When equipped with the proper HVAC system to control temperatures and humidity levels, these buildings can accommodate any athletic application, from hockey arenas to swimming pools and beyond.

The fabric liner also provides aesthetic benefits with a softer feel, better acoustics (especially compared to steel structures), and improved lighting due to the fabric’s reflective nature. Players and spectators who step into a fabric sports structure for the first time frequently walk away very impressed with the overall atmosphere inside. 

It’s worth noting also that PVC fabric comes in a variety of colors, so the interior and exterior could be made to match the colors of a team, organization, school, or community. If additional aesthetic touches are desired, it’s also possible to include a brick façade or other architectural features to the exterior walls.

Fast Construction, Long-Term Value

It’s important to examine the construction approach with fabric. I-beam fabric buildings utilize individual fabric panels, rather than a looser one-piece monocover like those seen on fabric structures of the past. Legacy’s patented fabric attachment system uses half-inch diameter bolts to clamp a keder rail to the top flange of the structural steel frame. Fabric panels are then slid through the keder channel to connect to each beam. This process allows fabric panels to be tightly pulled into place at the proper horizontal and vertical tensions.

The composition of rigid-frame fabric buildings allows them to be completed much faster than brick-and-mortar and other construction methods. A key reason for the shorter lead time is that companies like Legacy are full-service suppliers that can handle every step of the project from design to manufacturing to installation. This one-stop-shop philosophy also helps ensure higher quality control and avoid unexpected delays from waiting on outside vendors.

When considering project timelines, the lower investment to build, and the reduced cost to maintain–while acknowledging that the ideal playing conditions can be readily achieved–it’s easy to see why tension fabric buildings have become a desirable permanent facility solution for athletics and recreation organizations everywhere.

Sports and recreation facilities are a major part of the market in higher education, representing a significant draw to prospective students as well as a resource for current students to explore a variety of sports.  Tom Jones, Project Executive for C.W. Driver Companies, explains, “any school tour is going to include or end with the recreation center.”  In recent years, higher education sports and recreation facilities have evolved to become more robust, including features like rock climbing walls, swimming pools, indoor tracks, sophisticated exercise equipment, hot and cold tubs, and a host of different options depending on where the school is located.  In places with access to suitable water, students are able to borrow kayaks and surfboards, which are housed and maintained within these facilities.  As higher education sports and recreation facilities have expanded their offerings, the space needed to construct and update them has grown in tandem.  According to Jones, building these facilities in limited spaces often presents unique challenges that can be time consuming if they aren’t managed correctly.

One firm who has demonstrated a proclivity for opening these sorts of higher education facilities is C.W. Driver, a leading builder in California who has been in operation since 1919.  Over the last several years, C.W. Driver has completed several noteworthy projects including recreational facilities for California State Universities Northridge, Long Beach, Cal Poly, Pomona, Dominguez Hills, Fullerton, and San Francisco.  Jones points out that the activities available at these robust sports and recreation–rock climbing, swimming pools, etc.–provide options that make them valuable assets to colleges and universities.

Earlier this year in February, C.W. Driver announced the completion of the Rains Center for Athletics, Recreation, & Wellness at Pomona-Pitzer College in Claremont, California.  The new facility is 95,000-square-feet and supports the Sagehens’ varsity, intramural, and club athletes as well as student physical education classes and fitness and recreation programming for students, faculty, and staff.   Notable among the features of the Rains Center at Pomona-Pitzer College is the expansive use of glass throughout and multiple outdoor patios.  The facade is composed of architectural precast concrete and fiber cement panels while the interior features polished concrete and high-performance finishes. 

The new facility is replacing the previous structure that was built in 1989 and is 15,000-square-feet larger than its predecessor.  While more than half of the rebuilt facility is entirely new construction, other areas of the older structure were incorporated by updating and reconfiguring the interior with the goal of enhancing the building’s usability.  One area that remained largely intact was the Voelkel Gym, which houses the men’s and women’s basketball teams.  The gym was updated with a new two-court practice and recreational gym above the fitness area.  An additional weight room–dedicated to varsity athletics–was added as well as new locker rooms that were “right-sized” to provide enough space for the groups using them.  

Over recent years, C.W. Driver has gained a reputation for delivering higher education sports and recreation facilities that double as iconic campus structures.  Another example is the Student Recreation Center at Cal State Northridge, which features a 40-foot, multi-story climbing wall in the building’s main entrance and circulation area.  It incorporates a three-court gymnasium, a multi-activity court, an 18,500-square-foot weight and fitness space, a drop-in childcare room, and a host of other multipurpose spaces as well as a variety of outdoor recreational equipment.  

Another notable project completed by the team at C.W. Driver is the Lastinger Tennis Center at Chapman University in Orange, California.  In need of a new tennis center to reflect Chapman University’s commitment to its student-athletes competing at the NCAA Division III level, they turned to C.W. Driver and their expertise in higher education facilities.  Chapman University’s new Lastinger Tennis Center features seven lighted courts in their cardinal-and-gray colors as well as drinking fountains, expansive shade structures, ample site lighting, and seating for both spectators and players taking a break during the action.  The new facility represents a significant upgrade on Chapman University’s previous tennis facilities.  The project was completed with a fast-track schedule and finished while the campus remained fully occupied.  

Jones notes that the University was eager to complete the facilities and have them open for the next school session, which meant the project moved forward quickly to design the grading followed shortly by the start of the demolition process.  With the site prepped for the new facility, design began on the courts, which included the installation of post-tensioned slabs.  This was followed by what Jones describes as the “finish work” of the surrounding areas such as the restrooms and venues facilities.  Jones says the fast-track schedule allows facilities to be designed in pieces and then built, which avoids a lengthy design process that would eventually be followed by building.  Designing and building simultaneously, Jones says, “works out a lot better for the schedule.”  This certainly turned out to be the case for the Lastinger Tennis Center, as the project was successful in finishing on time.

From varsity, club, and intramural sports to rock climbing, swimming, and kayaking, the number of activities housed within sports and recreation facilities in higher education will likely continue to expand.  The task of accommodating and innovating new facilities to meet these growing needs has fallen squarely on the professionals of the AEC industry.  In this regard, firms like C.W. Driver are leading the way in developing new, robust sports and recreation facilities that improve an institution’s standing for prospective students and provide unique benefits to students, faculty, and staff.

Buildings designed with steel offer many energy solutions to ensure compliance with the provisions of Connecticut’s Building Energy Codes Program. Humble’s session will walk participants through the current and future (beyond the 2022 adopted CT code) energy code requirements for the International Energy Conservation Code (IECC) and ASHRAE 90.1, Energy Standard for Sites and Buildings Except Low-Rise Residential Buildings. It will focus on how the provisions for both national model energy codes apply to various steel products.

Humble’s responsibilities at AISI include research and development of new technologies for the Institute’s standards and design guides, participation in national model codes and standards development, and educational services to steel industry members, design professionals, code officials, general contractors and building owners. He is an American Institute of Architects (AIA) Fellow and has over 35 years of experience in the development of national model codes and standards at both the national and local levels.

AISI serves as the voice of the American steel industry in the public policy arena and advances the case for steel in the marketplace as the preferred material of choice. AISI’s membership is comprised of integrated and electric arc furnace steelmakers, and associate members who are suppliers to or customers of the steel industry. For more news about steel and its applications, view AISI’s websites at www.steel.org and www.buildusingsteel.org. Follow AISI on Facebook, LinkedIn, Twitter (@AISISteel, @BuildUsingSteel) or Instagram. 

“This news reflects our dedication to information transparency, equipping professionals with the knowledge to make environmentally responsible choices,” observed Bendheim Vice President of Corporate Development Rodrigo Menino.

“Through our Building a Clear Future program, we are striving to advance sustainability in every aspect of our operations,” Menino added. “Supporting our partners in design with this vital information is a logical next step.”

Bendheim is the exclusive North American representative for Glasfabrik Lamberts U-profiled (channel) glass. The lightweight, self-supporting glass channels enable designers to create walls of glass uninterrupted by metal framing.

“The strong working relationship between Bendheim and Lamberts dates back to the early days of our company,” noted Bendheim President Donald Jayson. “Channel glass is both beautiful and practical, and it is a great source of pride to partner with Lamberts, a manufacturer who shares our values on sustainability.”

EPDs quantify a product’s environmental impacts throughout its life cycle, including its carbon footprint. HPDs disclose the material composition of the product, including any known implications for human health. Both types of documentation provide credits towards LEED certification. HPDs also support compliance with WELL, Cradle-to-Cradle and other green building standards.

A copy of the EPD for Bendheim channel glass is available here, and a copy of the HPD is available here.

For more information about sustainability at Bendheim, please contact Rodrigo Menino at rmenino@bendheim.com;  Uarda Hoti, Sustainability Program Coordinator, at uhoti@bendheim.com; or visit https://bendheim.com/sustainability/.

“Wright was right. Nature never fails to inspire us. People have a natural instinct to want to connect with nature. In a modern world where students spend much of their time indoors in manufactured environments, incorporating elements of nature within the spaces they frequent can have a positive impact on their overall physical and mental well-being,” said Paul Wuennenberg, KWK Architects Principal and higher education design expert. 

Biophilic elements can be incorporated in higher education designs in a number of ways; many of which involve the use of greenery, fire, natural light and textures to appease the occupants’ senses and promote such mental and physical benefits as decreased anxiety, lower blood pressure, fewer illness symptoms, increased social interaction, improved coping skills and enhanced attention span, among others.

Incorporating vegetation in a design can be one of the easiest ways to bring the natural environment indoors. Some of the more popular forms of “plantscaping” include living plant walls and the use of hanging baskets and decorative planters filled with greenery. Plants have been proven to improve overall physical health and impart a sense of relaxation.  

An alternative to using live plants, preserved moss walls are a less costly option to integrate biophilic elements that require little to no maintenance compared to living walls. These moss walls can integrate signage and patterns and are usually created from sheet moss, pole moss or reindeer moss. Reindeer moss can even have atypical color options like blues and purples that tie into the aesthetic of the environment. Living plant and moss walls are more visible and accessible than ever becoming staples in higher education design.

While fire does have limited uses indoors, incorporating fireplaces in dining and lounging areas where students often gather can add an appeasing element of warmth, color and movement to the space and make students feel cozy and secure. When the historic Pioneer residence hall at the University of Minnesota was renovated in 2019, KWK Architects’ designs featured multiple fireplaces, including a cylindrical, glass-surround fireplace with seating in the dining hall.

Indirectly, students may also experience the benefits of nature within their environments through the use of nature images and colors such as earth tones, blues and greens; materials such as cork, wood and bamboo; and shapes that evoke the feeling of being outdoors. At the University of Colorado-Boulder, KWK designed the Williams Village East residence hall with wayfinding graphics that feature photography of local Boulder nature destinations which are also mapped out on a full-scale wall map in the hall’s first-floor game room.

“The incorporation of biophilic elements as simple as images or artwork of natural elements can contribute to a healthier environment for occupants and is a precondition for WELL Certification of a space. The patterns of nature incorporated into a space through textures like stone cladding, wood veneer or even a subtle space plan layout with a biophilic nod can incorporate the living world,” said Lawrence Group Associate Principal/Interior Designer Lisa Morrison.

Incorporating natural light in a design can also have a huge impact on a student’s overall mood and well-being. Large windows with sweeping views of outdoor foliage and the use of skylights, glass and atriums create natural shadows and light movement throughout the day to stimulate students’ senses while allowing them to observe changing weather patterns directly.

In spaces where artificial lighting is necessary, incorporating circadian lighting that supports a person’s circadian rhythm and psychological health is a good option. Circadian lighting supports biophilic design as it mimics light cycles that occur in nature and helps to reset students’ internal clocks.

Incorporating biophilic elements in higher education design can lead to happier, healthier students, and ultimately better outcomes for their time spent on campus.

The brick, marble and stone KC landmark, a half-scale replica of Seville, Spain’s 12^th-century Moorish tower of Giralda, stands 138 feet tall in Country Club Plaza at West 47^th Street and Mill Creek Parkway. Designed by urban developer J.C. Nichols, Giralda Tower was officially christened in 1967 – the same year that Kansas City and Seville became sister cities.

Western was contracted by the owners of Country Club Plaza to address repair and maintenance items from the tower’s top patio down to its base. Project engineering and consulting was provided by THP Limited.

Scaffolding was erected around the tower to allow for safe work access and containment of construction debris. Western started Phase I of the project in the winter of 2020 and finished Phase 2 in 2022. Work included demolition and replacement of brick, cast stone, steel and other materials.

Western’s craftsmen salvaged existing, damaged pieces which were used to create rubber molds to cast the stone replacement pieces. Hoists were used to lift and set the new pieces in place. Sections of existing brick were removed to expose the original shelf angles. The old shelf angles were removed and replaced with new stainless steel shelf angles for the new brick. Miscellaneous tuckpointing of deteriorated mortar joints and replacement of damaged brick was also performed on the tower.

All existing sealants were replaced with new silicone sealants. Each concrete balcony was removed and replaced with newly casted, concrete fabricated bases. The marble baluster and railing pieces were salvaged, restored and reset. The final touches of the project included washing the facade to remove years of biological and atmospheric staining, followed by applications of a sealer and corrosion inhibitor to protect the masonry and concrete.

Challenges on the project included phasing work tasks appropriately to work through the winter to shorten the project duration, providing protection to allow pedestrian walkways and sidewalks below Giralda Tower to be used, and installing replicated materials to blend in with the original cast stone, brick and mortar joints.

The $1.9 million restoration project was completed within budget and on schedule in November 2022.

“Calibre is passionate about building an elite small business with a focus on exploration and environmental stewardship,” said Gregory Murphy, president and owner of Calibre. “We have been longtime admirers of Scott and his work with S2O, particularly his focus on accessible water recreation and responsible waterway design and construction. Uniting with S2O gives us the ability to bring invigorating work to our staff and further our commitment to integrating rivers and waterways into communities.”
 
Scott Shipley, founder and president of S2O, said: “S2O has built a reputation for exceptional design and customer service in the whitewater space. Our rapid growth and demand put us in the unique position of wanting to grow quickly in a sustainable way. Uniting with Calibre gives us additional resources and capacity to serve more clients and bring whitewater to even more communities across the globe.”
 
Whitewater parks are becoming event and activity hubs and the focal points of their communities. These destination venues turn often under-utilized urban areas into true recreational amenities.

Shipley, a three-time slalom kayak Olympian, and S20 are responsible for designing the lion’s share of recirculating whitewater parks in the country and overseas, including the U.S. National Whitewater Center in Charlotte, NC; Montgomery Whitewater in Montgomery, AL; and the Lee Valley Whitewater Centre in London.
 
Calibre Engineering, Inc. is a Service Disabled Veteran Owned Small Business (SDVOSB) driven to provide support, service, and exploration in civil, water resources, and structural engineering. Founded in 2000, their team has collaborated on prominent projects across the country in the private, public, and federal sectors. They are passionate about integrating rivers and nature into communities in a tangible way. With offices in Colorado, California, and North Carolina, the firm has supported more than $1.5 billion in development and infrastructure design and construction. Learn more at www.calibre-engineering.com. 
 
S2O Design & Engineering brings unique and innovative whitewater parks and swiftwater rescue facilities to life. Through engineering design and construction support, the S2O team enriches communities with adventure sports, outdoor activities, and endless opportunities for recreation. S2O is trusted around the globe as the leader in traditional in-stream whitewater parks, pumped whitewater parks, and river engineering.

“It is already understood in the industry that facades serve multiple functions in the building envelope, making the integration of thermal breaks crucial for several reasons including- enhanced energy performance maintaining the integrity of the thermal envelope, controlling condensation and fulfilling fire performance criteria. All whilst offering architectural flexibility, contributing to sustainability targets and meeting the required building codes and standards.”

Lister continues.

“Building facades are a complex part of any building construction. The assured thermal, structural and fire performance of components within this highly visible and exposed element is critical to the safety and longevity of any project.”

Farrat, a UK engineering company, were established in 1959 and have a pedigree in R&D developing new solutions designed to control both vibration and thermal energy for designers, specifiers and contractors. Their work on improving the performance of structural thermal breaks has recently been studied by both the Fraunhofer Institute for Building Physics IBP and the University of Salford resulting in reports available online in the Farrat Knowledge-Hub.

Chris Lister comments.

“We commissioned research at the Fraunhofer IBP (Test report P7-081e-1/2023 Calculation of the Point Thermal Transmittance and the Temperature Factor of Steel Structure Connections.) which can be downloaded in full via our website. Plus, a 4-year PhD project was conducted both on-site and at the “Energy House” located at the University of Salford in Manchester, United Kingdom. Using a specialist temperature and climate-controlled building to conduct full-scale testing of a typical steel-to-steel connection passing through the building envelope.”

Lister claims

“As a result of over 15 years of research including commissioned independent studies at scale, 3D thermal modelling and a PhD project we can confidently conclude that our STRUKTRA® connections perform equally or better thermally than alternative solutions making it the best performing thermal break both structurally and thermally in the market. We provide architects, designers and contractors with 3 easy steps to take when controlling thermal transfer effectively in facades.”

Step 1.

Narrower connections reduce both material and costs: many solutions on the market require you to design connections larger than necessary (both the length, width and thickness of the steel end plates). This creates an unnecessary increase in the size of the connection and more material required. Instead, check to see if you can map the same or better static performance (i.e. compressive strength, rotational stiffness) with a more compact thermal break. In many cases, the thickness of the connection can be reduced from 80mm or 120mm down to 25mm using STRUKTRA®.

Step 2.

Easy and efficient design: Often cumbersome design processes or external planning tools are necessary to design thermal separations in load-bearing connections. This costs important time. STRUKTRA® can be integrated into all common Euro Code 3 connections without the need for special design tools. This simplifies the process and saves you valuable time.

Step 3.

Superior and certified materials: the thermal breaks in load-bearing connections must withstand the highest loads and reliably deliver their thermal insulation performance. Therefore, look for certifications and quality seals, such as the ETA CE mark or Passivhaus. In addition, research any available studies that have been conducted by independent organisations.”

Mr. Lister closes with a clear message. “Remember if it’s not certified, it’s not the right product.”

In a Sept. 30 grand opening event sponsored in part by HDR, the community celebrated the opening of its second BRT line. Service began Oct. 1.

The Mill Plain BRT Project is a $50 million project that runs approximately 10 miles along Mill Plain Boulevard between historic downtown Vancouver and the growing Columbia Tech Center in East Vancouver.

HDR has been with C-TRAN every step of the way, from planning through final design, helping C-TRAN to secure Federal Transit Administration Capital Investment Grant funding, and continuing into construction and implementation support.

“It is gratifying to see this project come to life,” said Tom Shook, HDR’s Oregon business development leader, who also led HDR’s design services on the project. “Through our design, we worked to ensure that the project served riders’ needs while staying on budget — and opening early.”

HDR has led many BRT planning, design and implementation projects across the U.S. and beyond. The firm has contributed to South Carolina’s first BRT system, an expansion of the successful Twin Cities BRT, and Albuquerque’s first urban transit system to use a dedicated guideway.

HDR’s experts have a thorough understanding of rapid transit system requirements, operations and administration; in-depth experience with transportation facility and corridor functional definition, site assessment and preliminary design; and a strong background in understanding the impact of transit initiatives on the customer.

About HDR
For over a century, HDR has partnered with clients to shape communities and push the boundaries of what’s possible. Our expertise spans more than 12,000 employees in more than 200 locations around the world — and counting. Our engineering, architecture, environmental and construction services bring an impressive breadth of knowledge to every project. Our optimistic approach to finding innovative solutions defined our past and drives our future. 

The recently completed Merchants Bridge rebuild serves as a showcase of tightly orchestrated engineering and construction planning to replace the double-track bridge, which was built in 1889. Its three main truss spans of 520 feet each needed replacement, and the unreinforced masonry piers did not provide adequate resistance to vessel impact or seismic loading.

“Years of heavy use had caused serious structural degradation that limited crossings,” says Kevin Eisenbeis, project structural engineer at Burns & McDonnell. “The bridge has now gained decades of service life and is projected to boost the local economy by hundreds of millions of dollars thanks to this rebuild project.”

Burns & McDonnell provided preliminary and final truss design, river pier foundation design, seismic analysis and environmental services for the Merchants Bridge replacement as a subconsultant to Transystems for the owner of the bridge, the Terminal Railroad Association of St. Louis. The engineering solution included stabilizing the existing foundations with micropiles and encasing the footings and original masonry piers with concrete. The new truss span design incorporated a ballasted deck system providing an improvement to the original open-deck, rail-on-tie configuration. In addition, the track centers on the new bridge deck were widened from 12 to 15 feet, providing more operational flexibility and improved safety.

The construction plan for the three main truss spans involved a combination of existing span float-out and new span float-in on barges, plus vertical strand jack lifts combined with lateral slide operations using an overhead gantry system. The three new Warren-type truss spans were individually assembled on barges located along the riverbank. Once a truss span was fully assembled and ready for placement, the contractor Walsh Construction had 10 days to remove an old span and replace it with a new one. The sequence began with a 24-hour river traffic closure. During this nearly round-the-clock operation, empty barges were moved into place in the span between the gantry cranes to receive the existing truss span, which was lifted, slid over and then lowered to the awaiting barges below.  The sequence was then reversed during a second 24-hour river traffic closure to float-in, lift and slide the new span into position.

The Hay Award adds to a growing list of industry honors for the project, which includes the following:

• American Council of Engineering Companies of Missouri (ACECMo) Grand Conceptor
• ENR Midwest Regional Best Project
• Railway Track & Structures Top Project
• Supply & Demand Chain Executive Top Supply Chain Project

The variety of awards reflects the complexity of this project, which required significant coordination to minimize disruptions to rail and river traffic during the three-plus years of construction. Within a few months of the bridge’s completion, an average of 70 trains were crossing the bridge each day, resulting in a 49% increase in rail tonnage to the five Class I railroads that use the bridge. 

About Burns & McDonnell

Burns & McDonnell brings together an unmatched team of 13,500 engineers, construction and craft professionals, architects, and more to design and build our critical infrastructure. With an integrated construction and design mindset, we offer full-service capabilities. Founded in 1898 and working from 70 offices globally, Burns & McDonnell is 100% employee-owned. Learn how we are designed to build.

“The Friese Family Tower marks the beginning of a new era of health care in the San Fernando Valley,” said Nick Lymberopoulos, chief executive at Providence Cedars-Sinai Tarzana Medical Center. “When we began construction on this building six years ago, we said we wanted to create a modern, full-service health care campus that could offer Valley residents incredible care incredibly close to home. Today, this vision has become a reality. We are grateful to the team at Cedars-Sinai, our physicians, caregivers, donors, partners, and the community for their collaboration in building this new facility that will help transform the delivery of health care in this region.” 

The Friese Family Tower is a keystone of the 50-year-old hospital’s Tarzana Reimagined expansion and renovation project. The new building features 150 spacious, private patient rooms; a new, expanded emergency department that doubles the capacity of the hospital’s former emergency department; a new pharmacy with a pneumatic tubing system; a pediatric unit with a playroom for younger patients and dedicated room for adolescent patients; a cardiovascular unit; and a critical care unit. New technology, including a 512-slice CT scanner, will advance patient care and expand access to the latest diagnostics and treatment.   

Created with patient and family needs in mind, the Friese Family Tower also has visitor waiting rooms on all levels and recliners and sleeper sofas in all patient rooms to help families stay close to their loved ones receiving care.  

“We are delighted to welcome the community to the Friese Family Tower,” said Thomas M. Priselac, president and CEO of Cedars-Sinai Health System. “Cedars-Sinai and Providence joined together in a shared vision to ensure easy access to the highest quality care for those who live and work in the Valley. This modern facility reflects our commitment to bringing compassionate care, specialty services and advanced treatments closer to home.”  

Designed by Perkins&Will and built by McCarthy Building Companies, Inc.(McCarthy), the Friese Family Tower mixes high-tech infrastructure, privacy, comfort and healing space for patients and their loved ones. The nature-oriented design theme and color scheme of soft cool blues elevates the care experience with healing environments, a contemplative garden and original art from Los Angeles area artists.   
 

“The Friese Family Tower brings nature into the heart of the hospital with natural light and views of the healing garden, guiding the way to the emergency department and the new tower elevators,” said Jean Mah, principal at Perkins&Will. “An abstracted curved petals theme is carried throughout the hospital, evoking nature and healing.” 

Built to withstand an 8.7 earthquake, the Friese Family Tower is designed to match Silver LEED energy efficiency certification. Its construction required the time and talents of diverse local and national experts including geotechnical professionals, an arborist and an archeologist, as well as a paleontologist and members of local Native American tribes who were called in to assist when historic artifacts were found during the site’s excavation.   

“The McCarthy Building Companies team is proud to be part of the Tarzana Reimagined project,” said Erik Chessmore, vice president, operations at McCarthy. “The Friese Family Tower represents a dramatic shift in the health care landscape of our community and serves the catalyst for a brighter future for generations to come.” 

Providence and Cedars-Sinai continue to work to raise the bar on clinical excellence and enhance local programs in important areas, including women’s and children’s care, robotic surgery, heart and vascular care, neurosciences, surgical oncology and emergency care. There is much more ahead for Tarzana Reimagined as well, including breaking ground in 2024 on a hybrid surgical suite and an advanced diagnostic and treatment center on the hospital grounds.  

Tarzana Hospital opened in 1973, built by the community, which over the decades has continued to support to help continuously advance care.  

“We are forever grateful to the Friese family and honored they chose to invest in our community through Providence Cedars-Sinai Tarzana Medical Center,” said Matthew Rinnert, the hospital foundation’s chief philanthropy officer. “We’re also filled with profound gratitude for 50 years of support from countless donors in our community who have been instrumental in supporting us as we continuously improve upon the care we provide.” 

Operating from 1899 to 2008, the 1,400-acre Great Northern Paper mill was once the largest in the world. The establishment of the mill was a profound economic engine transforming a small farm into the small industrial city of Millinocket. The company built infrastructure, including housing, schools, and hospitals, to support its local workforce while also managing a vast network of timberlands, dams, and timber camps. The mill’s presence also fueled community pride and identity. Generations of Millinocket residents found a shared purpose and camaraderie in their work at the mill. In addition to being a vital part of Millinocket’s cultural and social fabric, the Great Northern Paper mill emerged as a crucial pillar of Maine’s economy, significantly contributing to the state’s growth and prosperity. Its success brought substantial revenue to the state, boosted exports, and provided numerous jobs directly and indirectly.  

Recognizing the importance of preserving this heritage, Our Katahdin, a nonprofit organization that is driving the redevelopment project, called One North, is working diligently to protect the site’s historical significance so it can be preserved for future generations. This effort has been supported by Kleinfelder, an engineering, science, and construction services firm that is serving as the historic consultant on aspects of the redevelopment. 

One of the first key objectives of the redevelopment was to remediate the buildings on the site in a manner that preserves their historical integrity and does not preclude potential future use of federal and/or state historic tax credits, which can be an incentive for potential developers. Ransom Consulting, LLC is leading the remediation efforts on behalf of Our Katahdin. 

Working as team, Our Katahdin, Kleinfelder, and Ransom Consultants identified strategies to make redeveloping the historic site more attractive, including listing it in the National Register of Historic Places. With the former administrative buildings at One North listed in the National Register, future developers who undertake the rehabilitation of these structures can take advantage of these tax credits that can cover up to 45% of their qualified expenses, which significantly reduces the overall costs associated with development. In addition to benefitting developers, the listing supports the broader community’s interests in preserving its cultural and historical heritage.

“By reusing these important buildings through rehabilitation, the One North development pays homage to the industrial heritage that shaped Millinocket. It serves as a bridge between the past and the future, celebrating the town’s legacy while fostering sustainable growth and progress,” commented Kleinfelder Project Manager Kate Willis. 

Ransom Consulting, LLC and Our Katahdin have successfully obtained multiple U.S. EPA Brownfields Assessment and Cleanup Grants. The Maine Department of Environmental Protection (DEP) and DECD have also provided cleanup grants and loans. Together, U.S. EPA and Maine DEP/DECD funding has been the first money contributed and has helped Our Katahdin better understand and quantify issues and quickly address those issues with the cleanup funding. “The partnership with Our Katahdin and its federal and state project stakeholders has facilitated fast-track environmental assessment and cleanup of the One North Campus,” commented Ransom Consulting, LLC Brownfields Program Manager Nick Sabatine.

With the site being redeveloped to attract a mix of businesses, including wood products manufacturers, technology companies, and aquaculture businesses that specialize in sustainably raising Atlantic salmon in land-based recirculating aquaculture systems, One North will create opportunities for economic development. The site will also include a new type of energy generation that uses innovative technology to provide an efficient and environmentally friendly solution for generating heat and power from biomass sources – it will be the first of its kind in the United States. There are also plans to re-establish the historic railroad on the site.

“The redevelopment of the former Great Northern Paper mill site, now known as One North, stands as a testament to the power of preservation and community-driven initiatives,” shared Our Katahdin Board Member and Vice President of Fundraising and Industrial Development Pete Malikowski “With its listing in the National Register of Historic Places and the implementation of innovative projects, the site promises to become a model for sustainable development, generating economic opportunities while honoring the legacy of the past.”

Avoiding damage makes the material reusable and improves human safety and structure durability in products across several industrial sectors.

Pablo Zavattieri, the Jerry M. and Lynda T. Engelhardt Professor in Civil Engineering, leads the research team that has developed this new class of intelligent architected materials.

“These materials are designed for fully recoverable, energy-dissipating structures, akin to what is referred to as architected shape memory materials, or phase transforming cellular materials, known as PXCM,” Zavattieri said. “They can also exhibit intelligent responses to external forces, changes in temperature and other external stimuli.”

Intelligent architected materials such as these have a wide range of potential applications due to their unique properties.

“These materials can change from one stable configuration to another, making them versatile and valuable for various applications including earthquake engineering, impact-resistant structures, biomedical devices, sporting goods, building structures and automotive components,” Zavattieri said.

Versatility and scalability

Virtually any material, including polymers, rubber, concrete and more, can be utilized to make the Purdue intelligent architected materials as long as they are designed to remain in the elastic regime.

“While it’s true that more brittle materials present greater design challenges, consider this: One of my PhD students successfully crafted a single-unit cell using concrete, a material known for its brittleness in tension,” Zavattieri said. “Creating these intelligent materials is all about effective design, making material choices remarkably versatile.”

Zavattieri and his team also have proven the materials’ scalability.

“We have produced intelligent architected materials as large as 12 inches, which are ideal for applications like building and bridge construction to absorb and harness energy,” Zavattieri said. “Conversely, we have created materials with unit cells smaller than the thickness of a human hair. This scalability opens up a world of possibilities from macro to micro applications.”

Drawbacks of traditional lightweight cellular materials

Cellular or foam materials are characterized by a porous microstructure or interconnected beams, columns or trusslike structures, with both solid spaces and empty spaces that form a lattice or honeycomb arrangement. Examples found in nature include bone, cork, foam, honeycombs, sponge and wood.

“Manufacturers have applied the concept of cellular structures to create lightweight lattice structures in the aerospace industry, to enhance crash energy absorption in the automotive industry and to design protective packaging for delicate items in the transportation industry,” Zavattieri said.

He said most of these materials have a single stable configuration.

“Changes in the cellular geometry as a result of an applied load typically will be limited either by the desire to prevent permanent deformation or the fact that it is impossible to return to the original stable configuration,” Zavattieri said. “There is an unmet need for a material structure that has a more stable configuration.”

Zavattieri said the new intelligent architected materials developed at Purdue redefine the concept of cellular materials.

“We have engineered the topology of their inner building blocks, which are made of beams, columns, trusses and other elements,” he said. “They are able to bend, twist, buckle and deform in highly controlled and programmable ways. These precisely tailored deformations give rise to emergent properties such as enhanced energy absorption, increased work capacity, morphing capabilities and adaptability. These properties open up innovative possibilities for various applications.”

Zavattieri and his colleagues have applied the compliant nature of cylindrical shells to create the materials. 

“Energy is dissipated via snap-through mechanisms, allowing for avoidance of plastic deformation,” he said. “Simulations were utilized to identify the relations between unit cell design parameters and deformation modes, and this knowledge was carried over to manufacture prototype specimens for validation. It was shown that energy dissipation and peak load capabilities could be optimized by changing ligament lengths and angles of inclination.”

Zavattieri’s research has been published in the peer-reviewed journals Engineering Structures, Extreme Mechanics Letters, Scientific Reports, Journal of Applied Mechanics, Matter, International Journal of Solids and Structures and Engineering Structures. His research has received funding from General Motors, ITAMCO (Indiana Technology and Manufacturing Companies), the National Science Foundation and the U.S. Air Force.

Aircraft runway mat applications

A collaboration between Zavattieri and ITAMCO has used metal 3D printing materials to develop new aircraft runway mats for temporary or expeditionary flight operations.

The lightweight 3D printed panels consist of a carbon-fiber reinforced metal composite, allowing them to have high stiffness while remaining lightweight. This panel system is an alternative to conventional AM-2 panels and offers improved longevity and mechanical properties. Applications of this technology include rapid deployment of structures or runways for defense, public health and natural disaster response.

Zavattieri and his team validated the lightweight 3D printed panels through field tests.

“The objective of the research is to develop a robust sheet or roll technology that serves as an alternative to the AM-2 mat,” Zavattieri said. “AM-2 matting has served the U.S. military well since the Vietnam War, but the materials and technology in the ITAMCO-led research project will offer many benefits over AM-2 matting.”

Pablo Zavattieri, the Jerry M. and Lynda T. Engelhardt Professor in Civil Engineering, lifts an aircraft runway mat made with new intelligent architected materials developed at Purdue University. In testing, the mats were capable of withstanding over 5,000 landing and takeoff cycles over a 60-day period while showing no signs of failure. (Photo provided) Download image

Zavattieri said a portable and lightweight airfield mat must be easy to install and store yet capable of withstanding the stresses of repeated aircraft takeoffs and landings.

“Products made with PXCM geometry have the ability to change from one stable configuration to another stable or metastable configuration and back again,” Zavattieri said. “This means the new runway mat could potentially heal itself, resulting in a much longer life span than a runway made with AM-2 matting. Another benefit is that debris on the runway will not hamper the runway’s performance with our technology.

“In testing, these mats were capable of withstanding over 5,000 landing and takeoff cycles over a 60-day period while showing no signs of failure. Current conventional runway mats fail at approximately 1,500 cycles. This durability means fewer replacements of the mats, which require fewer financial resources.”

Nonpneumatic tire applications

Zavattieri said the U.S. Army has identified a critical need for the development and deployment of nonpneumatic tires, or tires that are not supported by air pressure. As a result, nonpneumatic tires are not prone to punctures or leaks.

Zavattieri and his research team have developed a computer-based model supporting the use of the Purdue phase transforming cellular materials in the design of a nonpneumatic tire as specified by the Tire and Rim Association standards. He said the results demonstrate feasibility, through modeling and simulation, of PXCM as a dynamic, elastically deformable solution for the design of nonpneumatic tires (NPTs).

“This effort has shown that PXCMs can provide good performance on paved surfaces and provide good adaptability to the off-road environment,” Zavattieri said. “For military vehicles of interest, tires are designed to mitigate different-sized obstacles, loading conditions and variable terrain typically encountered in theater like sand, mud, gravel and snow. Modeling and simulation of designs demonstrate a PXCM-based nonpneumatic tire is capable of meeting performance requirements for both on-highway and off-road applications over varying load conditions and can resist loss of mobility due to material loss, up to 20%, resulting from ballistic/explosive threats or road debris. Model results suggest PXCM-based NPTs have the potential to extend vehicle capability and increase the probability of mission completion despite having sustained damage.”

Zavattieri disclosed the phase transforming cellular materials and their applications to the Purdue Innovates Office of Technology Commercialization, which has applied for patents to protect the intellectual property. Industry partners interested in commercializing the materials for the marketplace should contact Dipak Narula, assistant director of business development and licensing in physical sciences, at dnarula@prf.org about 2018-ZAVA-68252, 2019-ZAVA-68691, 2020-ZAVA-69072 and 2022-ZAVA-69900.

Lorin aims to raise awareness of coil anodized aluminum’s benefits compared to other options like painted aluminum, bronze, copper, zinc, stainless steel, titanium, brass, or gold. Anodizing is an electro-chemical process that builds an anodic layer from the aluminum, bonding it to the surface at the molecular level, thus protecting the aluminum from the elements. Lorin offers a myriad of color options for interior applications, a wide variety of shades of natural metal looks that are UV stable, various embossed and perforated options, and the durable material will not chip, flake, peel, or corrode. It also resists scratches and requires very minimal maintenance.

Lorin experts will answer architects’ questions and dispel some common myths about the material. In particular, Lorin experts plan to speak with these leading architects about architectural trends around the world, as well as how Lorin coil anodized aluminum meets these trends. For example, Lorin’s Stainless and Copper series can match natural metal looks while offering superior performance and durability for a better return on investment. Experts will also discuss environmental design trends. Architects working on Leadership in Energy and Environmental Design (LEED) green building projects can use 100% recyclable and zero VOC emitting Lorin anodized aluminum for metallic ceiling tiles, paneling, exterior wall cladding, backsplashes, column covers, decorative trim, roofing, and more.

For more information on Lorin anodized aluminum products, visit www.lorin.com.

Located at 2542 Old Stony Point Road, just three miles southwest from downtown Santa Rosa, the four-story,142-unit apartment building is ideally situated near parks, shopping and businesses (as well as the Santa Rosa Junior College Planetarium). Residents have a choice of one-, two-, and three-bedroom layouts, which are equipped with energy-efficient appliances. Amenities at Stony Oaks include on-site management leasing office, mailroom, community center, game rooms, learning center, lending library, bike storage for 47, off street parking, laundry facilities, fitness center, outdoor community areas with BBQ space, indoor children’s playroom and outdoor playground, exercise equipment, and timber amphitheater seating for 12-15 people. For residents’ increased safety, Stony Oaks Apartment community is designed to be a gated, secure-access property. 

“We are grateful to Meta Housing for bringing us in early on this project, which is not always the norm in construction,” said Bill Wilhelm, president of R.D. Olson Construction. “As a ‘design-build’ project we were able to have more control over planning and costs, ultimately helping them with the bottom line.”  

This is R.D. Olson Construction’s second project for Meta Housing, with previous work on Lamp Lodge Apartments in Los Angeles. Partners on Stony Oaks Apartments include Dahlin Architects; Harris and Sloan structural engineers; R3 Landscaping; interiors by Creative Design Group; and civil engineering by BKF Engineers. 

About R.D. Olson Construction  

Founded by Bob Olson in 1979 and led by President Bill Wilhelm, R.D. Olson Construction commemorates 44 years of building and is one of the top 40 general contracting firms in California. R.D. Olson Construction is a premier builder of hotel and multi-unit properties for several national hoteliers and developers, including Marriott, Hilton, Hyatt, Ritz Carlton, MBK Living, Related Properties and Meta Housing, and has a robust portfolio of renovation projects including Atria Senior Housing, Chapman University’s Reeves Hall, the conversion of the historic Bank of Italy Building into the Nomad Hotel and more. The firm also has a rich history as a builder of office, retail, restaurant, education, senior living and recreational projects. Learn more at www.rdolson.com.  

AISI D250-23 provides a general discussion about the national model codes of the United States and Canada and a general review of the basic principles of thermal dynamics of a building envelope. It also provides thermal design examples covering wall and roof assemblies constructed using AISI S250, a method to address custom or proprietary cold-formed steel wall framing, and thermal design examples covering floor assemblies constructed over unconditioned spaces using the International Code Council (ICC) International Energy Conservation Code, 2003 Edition.

“This document is designed to meet a variety of user needs,” said Jay Larson, P.E., F.ASCE, managing director of AISI’s Construction Technical Program. “Designers and builders will find information on the specific thermal properties of materials and elements in a building envelope assembly to comply with a local or state adopted code. They will also be able to determine the level of performance in an energy code or high-performance rating system. Additionally, individuals interested in whole-building performance will find detailed information on simulation tools or calculation methods, and software developers will benefit from the latest cold-formed steel thermal characteristics and calculation methods for various cold-formed steel assemblies. In all cases, it is recommended that users refer to the adopted codes in effect where the building or structure will be constructed.”

Larson noted that AISI D250-23 is an update of the “Thermal Design Guide for Exterior Walls” originally published by AISI that was updated and revised in 2008 and 2015. It addresses recent changes in codes and standards and incorporates information from research conducted by AISI. 

AISI serves as the voice of the American steel industry in the public policy arena and advances the case for steel in the marketplace as the preferred material of choice. AISI’s membership is comprised of integrated and electric arc furnace steelmakers, and associate members who are suppliers to or customers of the steel industry. For more news about steel and its applications, view AISI’s websites at www.steel.org and www.buildusingsteel.org. Follow AISI on Facebook, LinkedIn,  Twitter (@AISISteel), @BuildUsingSteel or Instagram.      

Founded in 2013 by Lacie Bray and Andy Coates, the brewery was the first in Benton County and has remained committed to its community-centered approach to brewing, hospitality, and programming even as the brewery has grown significantly in ten years.

The proactive hospitality strategy is also a response to growth in Ozark’s Downtown Rogers neighborhood, with the addition of over 300 residential units within a mile of the brewery anticipated to be completed over the next several years.

“We’ve been dreaming about this backyard space since we acquired the building in 2016. We’re finally getting to a point where we must use the space to continue growing. Ozark’s success cannot be separated from our community, so developing this space for and with our neighbors is truly a dream come true for Ozark,” says owner Lacie Bray

The brewery is teaming up with Urban Land Institute’s (ULI) NW Arkansas district council to bring artists into the design process at its earliest stages. Funded by an Art in Place grant awarded to ULI NWA by ULI’s National Council, the project is being planned and developed with a mind toward integrating feedback, inspiration, and participation from artists in the region.

“The purpose of Art in Place is to cultivate better relationships and promote better understanding between artists and private real estate developers, making it easier for the integration and commissioning of art in new development, and to make a case for economic benefits of placing the arts at the center of community engagement and placemaking,” says local project leader Dayton Castleman, Director of Creative Placemaking and Artist Lead at Rogers architecture firm Verdant Studio.

Northwest Arkansas was selected among nine other grantees worldwide to participate in the Art in Place grant program, with each grantee convening artists and developing pilot projects unique to their own urban areas. The other locations include district councils in Austin, TX, Cleveland, OH, Hong Kong, and Tampa, FL, as well as state and national councils in Indiana, Louisiana, Germany, and France.

Building excitement and soliciting community input for the project is also a priority. The brewery is currently inviting patrons to draw their “Dream Ozark Beer Co. Backyard” on printed coloring pages available in the Rogers taproom, then hang them up for display, and perhaps spark some lively barroom discussion.

Coates’ eyes sparkle when he describes their visions for art woven into the Ozark backyard space.

“The blank slate of the space lends itself to big ideas. We’re beyond excited to explore this project artistically,” says owner Andy Coates.

By Luke Carothers

Over two decades in the making, the end of construction draws near for the Grand Egyptian Museum

Egypt holds a special place in the history of the world.  Extending from the banks of the Nile River, Egyptian civilization is among the oldest in the world.  The story of this long, rich history is told in the artifacts left behind–from stone monuments to sewing needles and hair combs and everything in between–and in their massive structures that have stood the test of time.  Despite the richness of this tradition, Egyptian artifacts have been systematically removed from their country of origin for over two centuries and are now housed in museums across the world.  Because of this and a desire for a space capable of housing Egypt’s rich history, there has long been the idea for a new Egyptian museum–one built to celebrate Egyptian culture in its home.  The concept for the Grand Egyptian Museum (GEM) stretches back over two decades when funding discussions began in 1998.  

In the early months of 2002, the results of an architectural design competition were announced–in which over 1,500 architects submitted designs for the structure–and the design of the building was given to the winner Heneghan Peng Architects and Buro Happold and Arup.  A major consideration at this point in the project was selecting a building location.  In a direct nod to Egypt’s rich history, surveying began on a site just west of the Giza Pyramids (2-km) in 2005.  In this location, GEM is envisioned as an extension of the Giza Plateau, building on Egypt’s rich cultural heritage.  In 2007, the GEM secured funding through a $300 million loan from the Japan Bank for International Cooperation with an additional $147 million coming from the Egyptian government and $150 million from donations.  In 2010, Hill International was selected by the Egyptian Ministry of Culture to provide project management services during the GEM’s construction.  Two years later, in 2012, earthworks began at the selected site, and the construction phase of the project was under way.

The scale and design of the Grand Egyptian Museum are, in no other words, breathtaking.  The design is meant to invoke the scale and grandeur of its ancient neighbors, with sloped terraces curating the nation’s antiquities before culminating in an unmatched view of the Giza Plateau.  Flanking these terraces are funicular elevators constructed of clear glass, which allows for a full view of the artifacts in an accessible way. Designed to be the largest museum in the world, the GEM encompasses 484,000 square feet of floor space.  This is enough space to house 12 exhibition halls and more than 100,000 artifacts. In addition to space to house artifacts, the GEM also houses a state-of-the-art conservation lab, which will help support the further restoration and distribution of artifacts to other museums in Egypt.

Despite breaking ground in 2012, the project faced challenges stemming from the Arab Spring revolution the year prior.  Over a four year period from 2012 to 2016, approximately 20 percent of the overall work was completed, which prompted the Egyptian Government to seek new leadership for this culturally important project.  The person selected to lead the project was Major General Atef Moftah of the Egyptian Army, who is the General Director of the Grand Egyptian Museum.  At first glance, the Major General carries the typical demeanor one would expect from such a high ranking military officer–formal, quiet, stern.  However, as soon as he begins to speak of the museum, the attitudes of his station melt away into a passionate brightness in his eyes.  Maj. Gen. Moftah is an architect by training, and this shift in tone and face belies the tremendous pride and passion he places in seeing this important project to fruition.  This pride and passion also exudes through his influence on the building’s design, of which Maj. Gen. Moftah has designed a number of key elements including the hanging obelisk in front of the building’s public entrance and its unique facade. 

Under the Maj. Gen.’s leadership, there has been no shortage of important achievements leading this colossal, unique project to completion.  The first such achievement came in 2018 when the first artifact was moved into the GEM.  Simply moving this artifact to its final location served as a significant achievement, seeing as the artifact was an 82-ton, three thousand year old statue of Ramesses II.  So massive is the statue at the heart of the GEM that the atrium is in fact built around it, with work commencing soon after it was moved into place.  Despite achievements like moving the statue of Ramesses II and King Tutankhamun’s chariots, the construction of the GEM was again delayed by the outbreak of Covid in 2020.  The outbreak of a global pandemic slowed many aspects of the project, but progress was again renewed in 2021 when the Khufu ship was successfully relocated to its future exhibit in the GEM.  At a time when the project seemed most prone to delays, Maj. Gen. Moftah’s confidence in moving this treasured artifact slowly in one piece meant that the final works could begin on their housing structure.

With all the major pieces in place, the grand opening of the GEM seems to finally be drawing near, despite its past tendency to remain elusive.  When pressed to predict the opening date for the Grand Egyptian Museum, the Maj. Gen. again regains a small measure of the formality that preceded him, insisting that the only thing he can predict is what he can control.  Maj. Gen. Moftah is clear of his task, which provides some measure of clarity in his response: construction work on the Grand Egyptian Museum will be completed by the end of 2023.  This means that, while the project has historically been subject to construction delays, the pressure to open the project has shifted to the Egyptian Ministry of Antiquities.  As the last significant construction hurdles are being cleared, there is significant reason to believe the Grand Egyptian Museum will be open to the public within the next few months.

Spanning over 3,500-feet across the Columbia River where it draws a border between Oregon and Washington, the bridge that now carries I-5 between Vancouver in Washington state and Portland in Oregon first opened to traffic in 1917.  This important piece of infrastructure was incorporated into the newly built Interstate-5, which ran roughly parallel to the West Coast of the United States.  Then a single bridge carrying two-way traffic, the structure was expanded in 1958 when a second twin bridge was built directly adjacent to the original structure.  With the twin bridge structure, each bridge was opened to one-way traffic–northbound traffic being run over the 1917 structure and southbound over the 1958 structure.  As a part of the Interstate Highway System, this transportation corridor expanded in importance and the bridge crossing the Columbia River between Oregon and Washington has come to represent a vital piece of infrastructure when speaking about the continued growth, economic success, and happiness of communities throughout the region.  

In existence for over a century, the I-5 bridge over the Columbia River has become outdated, leading to a number of significant problems that negatively impact those living in surrounding communities.  The lift bridge design is so outdated that there are less than 20 still in service throughout the United States.  Most significantly, perhaps, is the I-5 Bridge’s vulnerability to seismic activity.  The current structure is a lift bridge that rests on timber piles driven into a silty river, which makes it incredibly prone to serious structural damage in the event of an earthquake.  The most likely seismic threat to the structure is the Cascadia Subduction Zone, which is roughly 70 years overdue for a significant movement. 

Because of the bridge’s design–lack of shoulders, lifts, and closely spaced interchanges–it is currently one of the highest crash locations in Oregon’s interstate system, and averages 7-10 hours of congestion during the morning and evening commutes.  Congestion issues are further exacerbated by the bridge’s location between the Ports of Portland and Vancouver, which added over 13,500 trucks to the number of vehicles that crossed the bridge in 2019.  In this congestion, trucks are joined by a high number of motor vehicles as there are limited high capacity transit options between Portland and Vancouver.  The only alternative means of crossing the bridge is a small walking and biking path on either side of the bridge measuring 3.5-feet in width, which isn’t capable of safely supporting any meaningful amount of foot or bicycle traffic.

The push to replace this vital piece of infrastructure has been going on for over 25 years.  Hampered by the failure of efforts to update the structure in 2014 when the Washington State Legislature declined to take up the funding package, the bridge’s condition only continued to worsen.  The need to do something about this vulnerable piece of infrastructure was recognized in 2019 when Governor Kate Brown of Oregon and Governor Jay Inslee of Washington agreed to create the Interstate Bridge Replacement Program (IBR).  The goal in creating the IBR program is to replace the Interstate Bridge over the Columbia River with a modern, seismically-resilient multimodal structure that improves mobility for people, goods, and services.  

Greg Johnson explains that equity and the climate are the forefront of the IBR program considerations.  Johnson is the IBR Program Administrator, having joined the project in July of 2020.  For Johnson and the IBR program, the first step to building equity into the program was understanding the history of major transportation construction and development in the region.  The construction of I-5 in the 1950s displaced a number of communities throughout the region, and the reverberating effects of displacing existing communities are still felt to this day.  Johnson says that one of their first acts was to hire a Principal Equity Officer whose main focuses are to assure their processes are appropriate and that the program is reaching out in appropriate ways to “amplify voices that have not been a part of projects like this [and] look at outcomes.”  This includes steps like reaching out to small, minority-, and women-owned businesses who have historically been excluded from similar building projects.  

More than most, Johnson knows the struggle of being displaced–having been displaced from his home at four years old by a Department of Transportation project–and recalls his father’s frustration at not being treated fairly in the process.  This experience informs Johnson’s approach to his work on the IBR program, driving him to always make sure people’s voices are being heard.The IBR program’s focus on equity also includes having a continued Community Advisory Group, which meets monthly to have “substantial conversations…to make sure that they understand where the project is and how their voices can help shape the project.”  By focusing on things like urban design as well as community and contractor outreach, Johnson says the goal is to let the community know that their voices are heard and reflected in the IBR program’s designs.  To engage the community in these processes, the IBR program has shown the community visualizations meant to increase the understanding for what they were proposing and what impacts it would have on the community.  Johnson believes this level of conversation allows people to get a better understanding of what the project will feel like in their community.  Another major area of focus for the IBR program is its sustainability and larger impact on the climate.  With an average of 7-10 hours of congestion during the morning and evening commutes, vehicles spent an outsized amount of time with their engines running and not moving, which significantly increases the amount of greenhouse gasses released into the region’s air and atmosphere.  To assess and improve the project from a sustainability perspective, the IBR program employs a Principal Climate Officer.

While the vision for a better future for this vital piece of infrastructure is taking shape through discussions about climate and community impact, the IBR program has been working to secure additional funding for the project.  According to Johnson, the first steps to completing the IBR project was securing funding and tolling rights from both Washington and Oregon, which was done earlier this year.  Recently, Washington State passed legislation giving the project $1 billion in 2022, with Oregon doing the same in June of this year.  Johnson says that an additional $1.3 billion is projected in the program’s financial plan.  While both legislatures have authorized tolling, the details of a formal plan have not been developed.  Johnson says the project is around 57 percent of the way towards their goal, and the remaining piece of the funding puzzle is to work with federal partners.   Johnson is confident that the project will be able to secure federal funding through a number of infrastructure grants that are coming out this year.  The program recently submitted its application to the FHWA for a $600 million mega grant, and will submit an application later this Fall for a $1 billion Bridge Investment Program grant.  The IBR program also plans to seek up to $1.2 billion from the FTA for a Capital Improvement Grant that will pay for transit investments.  This confidence stems in large part from the unique nature of the IBR project, which covers several areas of infrastructure and transportation including high capacity transit, freight considerations, and vehicles as well as bicycle and pedestrian traffic.  

As the IBR program continues to secure federal funding, the project moves closer and closer to its ultimate completion, which will significantly improve mobility in the region. Project construction is slated to begin in 2025.  

Insulated metal panels (IMPs) have been an essential building material for over 50 years. These multi-layered wall and roofing panels provide a barrier against the elements and improve energy efficiency while providing operational and installation cost savings versus conventional materials.

Insulated composite panels (ICPs) offer even faster installation, reducing downtime and on-site labor duration, which reduces short and long-term financial setbacks. Some ICPs are offered in an aliphatic-based resin to satisfy halogen-free requirements. And the value of ICPs really shines in highly corrosive environments like food and beverage production buildings, mining, fertilizer, salt, pulp and paper processing, and more.

What are ICPs?

Insulated composite panels are a nonmetallic alternative to IMPs for use on walls or roofs. ICPs utilize fiber reinforced polymer (FRP) panels for the exterior and interior cladding. Like IMPs, they offer weather-tight structural strength and are prefabricated to allow for quicker installation than traditional framing, insulation, and cladding. They also sandwich their insulation between interior and exterior FRP panels.

FRP is an engineered composite material made of reinforcement fibers, polymer resin (the matrix), and additives to create an extremely strong, durable material that meets desired performance specifications. Like other composites and polymers, FRP is inherently corrosion resistant and tends to have a lower surface energy less prone to strong adhesion with foreign substances. It is also much less thermally conductive than metals. Because of its physical properties, FRP requires much less maintenance over its often-longer service life than metal and is orders of magnitude lighter than metals and thus easier and safer to transport, install, and maintain.

ICPs Can Cut Downtime and Elevate Safety

Composites offer some distinctive advantages over metals that translate to faster, safer, and fewer installations. The first is weight. 

Apples to apples, composite building materials are often lighter than their metal equivalents. On average, IMP panels are three feet wide and weigh nominally 75 pounds. Once lifted and on the move, the workers must take care not to strike anything at the building site with the IMPs’ sharp edges, including other workers and themselves. In addition, if scratched or nicked, the metal exterior or interior exterior can remove any coating applied to the exterior. This increases the likelihood of expedited deterioration. 

ICPs offer speed and safety. ICP panels are a standard four feet wide while nominally weighing 80 pounds. This results in 33 percent fewer panels with negligible weight difference per panel. This means that, whether installing the panels into a new building or retrofitting them into an existing one, the amount of time and bodies needed to move each single panel is reduced by approximately a third. The edges of FRP panels are also typically less sharp than metal plus the FRP exterior and interior cladding’s corrosion resistant characteristics are not impacted by scratches or nicks. 

Many facilities that require insulated panels are high production, so every minute lost is very expensive, sometimes to the tune of over $100,000 per hour. A longer panel installation time requires a longer shutdown. Add this to the additional laborers needed and the result is spending lots of money. With ICP, owners can begin or resume operations at a minimum 33 percent quicker, minimizing losses.

ICPs offer safety benefits beyond the everyday. In the terrible event of fire, many types of insulated panels can present risks of carcinogens as the insulation burns. The insulation includes flame-retardant halogens like bromine to earn a flame-spread rating. When burnt, however, these halogens hydrolyze and, when mixed with the water in the air and inhaled, people can respirate bromic acid. 

For added safety or for enclosed spaces that are hard to exit quickly, some manufacturers are beginning to produce IMPs and ICPs produced with halogen-free materials. Enduro’s Tuff Span ICPs are currently the only non-metallic fiberglass sandwich panel available in a halogen-free option for additional safety. 

ICPs Thrive in Challenging Environments

Certain chemicals necessary to industries like mining, fertilizer, salt, and pulp and paper processing are highly corrosive. In these environments, IMPs exposed to the corrosive effects of industrial-grade hydrogen peroxide, chlorine dioxide, sodium hypochlorite (bleach), and other chlorides can succumb in a matter of years and need replacing. Even in facilities where corrosive chemicals are less common, consistently wet conditions like high humidity areas or geographies prone to heavy rains can quickly corrode IMPs. 

Because these panels are essential to weatherproofing a facility, corroded panels are a business risk and must be repaired or replaced. This begins the entire laborious, expensive installation process over again. The facility must absorb production losses during an installation that may take double the time using field-assembled insulation systems instead of ICPs.

Or businesses can avoid this altogether: ICPs offer a corrosion-resistant alternative to metal and have a long, nearly maintenance-free service life. This total cost of ownership is thus much lower than consistently replacing IMPs, even without considering installation savings.

In addition to corrosion resistance, ICPs bring many advantages to both standard and challenging environments. ICPs are scalable and interact well with other materials. ICPs from some manufacturers are available in vinyl ester or iso-polyester and are UL-listed and FM-approved for both exterior and interior building panels, for use as exterior, single-skin cladding or for use as liner panels. All composite panels are corrosion-resistant, though different ICP manufacturers use different reinforcing content and resin systems that may add further like increased UV resistance. 

ICPs for a Long Service Life

Heavy, corrosion-prone IMPs are not the only choice for prefabricated insulated paneling. ICPs are a compelling alternative, offering: 

• An excellent total cost of ownership by reducing or eliminating maintenance, even in very wet or corrosive environments. 
• A faster, safer and ultimately less costly installation process due to their modular design, light weight and larger size. 
• An energy-efficient and long service life.

Conventional IMPs are still a strong choice in many cases. But in corrosive environments, the costs of relying on tradition can be high. The durability and efficiency of ICPs meet the challenges of modern manufacturing.

Blake Heger is a subject matter expert on premium fiberglass building products predominantly supporting the industrial, mining, and infrastructure markets.  Blake is passionate about providing architects, engineers, contractors and plant personnel with technical and commercial support on their building products needs. Since joining Enduro in 2011, Blake has held various sales manager roles primarily in Enduro Composites’ Building Products group. Blake’s current role is VP of Marketing and Sales Operations with emphasis on product innovation and improving the market position of Enduro’s brand and product lines.

Fiber Reinforced Polymer (FRP) composites have emerged as a top contender when it comes to construction material choices for America’s infrastructure. “FRP has been used in construction projects for more than 30 years, but over the last decade the number, size and complexity of projects has grown rapidly,” says Gregg Blaszak, president of Coastline Composites.  “Awareness has also increased among engineers and contractors about the ways FRP’s unique attributes can contribute to a project.”

Coastline Composites is a technical marketing and consulting firm with a focus on developing applications for FRP in the heavy and civil construction industry. The firm partners with leading FRP suppliers like Creative Composites Group (CCG) to offer cost-effective solutions to engineers, contractors, and asset owners. CCG serves major infrastructure markets from rail and bridge to utility and waterfront with design-build and structural fabrication expertise. 

FRP’s growing popularity is also being boosted by the Bipartisan Infrastructure Bill, which, in 2021, introduced innovative materials like FRP into mainstream procurement processes for the first time. In a May 2023 update, the bill earmarked $40 billion for bridges alone and $66 billion for passenger and freight rail. According to Blaszak, pedestrian bridges and passenger rail are two markets that have proved to be “the right fit for FRP.” 

“Lightweight is one of the biggest reasons FRP is selected for a project,” says Blaszak.  “For example, FRP has become the material of choice for the rehabilitation and repair of historic bridges due to their inherent weight restrictions. Cantilevering an FRP sidewalk off of an existing vehicle bridge accommodates bicycles and pedestrians without putting large dead loads on the bridge. It is also less costly and less disruptive than other options. And, in highly congested urban areas with limited access to stage construction equipment, FRP helps contractors accelerate installation. Time is money in construction and FRP saves contractors a lot of time on their projects”.

Aside from its lightweight and quick installation, FRP is not susceptible to deicing chemicals making it well-suited for bridge and commuter rail structures in cold-weather states.  “Traditional materials just don’t last in these types of applications,” Blaszak says. “Most engineers interested in specifying FRP understand the initial price point for composite material may be a little higher, but lightweight, rapid erection and corrosion resistance often lead to lower overall project costs.”

CCG’s proficiency in prefabrication of very large FRP panels offers another advantage. The ability to construct composite components beforehand means the supplier can coordinate design and construction specifications upfront during the fabrication phase of a project instead of at the job site—factors that also contribute to faster installation and reduced costs.

Specifying FRP for a bridge deck or rail platform can be challenging for several reasons. According to Blaszak most engineers are not experts when it comes to the design and detailing of FRP structures. Standard DOT specifications for large FRP structures don’t yet exist. Each project is usually handled using special provisions. Industry guides and specifications offer limited help. The most useful is the American Association of State Highway and Transportation Officials (AASHTO) Guide Specification for the Design of FRP Pedestrian Bridges. First published in 2008, the specification is being updated to reflect current best practices. The American Society of Civil Engineers also recently approved a standard for Load and Resistance Factor Design (LRFD) of Pultruded FRP Structures. 

“Composite materials are different from traditional construction materials,” says John Busel, vice president, Composites Growth Initiative, for the American Composites Manufacturers Association (ACMA). “Design guidelines are intended to help engineers focus on the important attributes of composites and construction techniques that will both educate and hopefully prevent over-designed and costly decisions when specifying composites. This results in better, more efficient, cost-effective solutions.”

For engineers who want to source FRP, the first step is to create a special provision that recognizes the design and detailing of a composite structure is the responsibility of the FRP manufacturer. “It’s critical for an engineer to reach out to an FRP manufacturer like CCG when evaluating FRP for their project,” Blaszak says. “Getting the supplier involved early on in the process prevents potential headaches downstream like specifying a product that can’t be manufactured, inadvertently sole sourcing a product, or not meeting budget expectations.”

Pultrusion and vacuum infusion molding are the two most common fabrication methods for heavy and civil infrastructure projects. Both methods have pros and cons, so it is important to work with an FRP manufacturer to help determine the appropriate method or “basis of design.”  “To avoid a pultrusion or infusion molded bias, it’s always a good idea to contact more than one manufacturer or one with the capability for multiple fabrication methods,” Blaszak says.

CCG’s engineered FRP panels use a fiber reinforced foam core encased by two fiberglass facesheets to produce a sandwich structure. The closed-cell foam creates the prefabricated bridge panel’s shape and eliminates the potential for open cavities where water could collect. The durable decking panels support a uniform load of 90 psf for all designs and comply with AASHTO regulatory standards for pedestrian bridges. CCG’s FRP panels can also incorporate custom shapes and functional features such as crowns, cross-slopes, curbs, and drainage systems. For decks or platforms made with pultruded profiles, the supplier uses a continuous manufacturing process to produce high-strength, lightweight FRP structural profiles such as angles, C-channels, and I-beams. Fiberglass reinforcements in the form of roving and mats are saturated with resin and channeled into a heated die. The profile exits the die in the form of the desired cross section or shape. Pultruded profiles have a higher tensile strength than conventional steel yet are lighter weight.

Once the “basis of design” is selected the special provision can be written. “Most specifications are a hybrid of prescriptive and performance requirements,” Blaszak notes. The engineer should prescribe the design criteria (loadings, deflection limits), material types (fiberglass, vinyl ester, or polyester), pay basis, warranty requirements, validation testing, and acceptable tolerances. The FRP manufacturer will determine panel composition, thicknesses, and connection details to meet the project’s performance requirements.

A basic list of “do’s” and “don’ts” can help avoid some common pitfalls. The engineer should prescribe project loads, especially unique loadings not found in industry codes and guides, as well as criteria unique to the project such as maximum allowed weight for FRP or fire/flame/smoke requirements. The FRP manufacturer is responsible for the design, but the engineer should require the supplier to submit test results for unique structural details to validate performance. The engineer should also request that the FRP manufacturer submit calculations and shop drawings sealed by a local engineer with experience in the design of FRP structures.

All FRP bridge decks and commuter rail platforms require a polymer overlay to provide a sufficient degree of wet and dry slip resistance for pedestrians. While the FRP deck manufacturer should specify the non-slip overlay that works best for their FRP decking, it is the job of the engineer to specify the wet/dry coefficients of friction. The FRP manufacturer should be required to submit a 5-year performance history of 10 or more overlay installations on similar projects. For example, a public transportation agency for a commuter rail will want to verify that the overlay selected for a heavily trafficked rail platform has been used on other platforms, not just a remote trail bridge. Most importantly, the engineer should specify that the non-slip overlay be applied in the factory versus the field. For commuter rail platforms, tactile warning tiles should also be factory-applied. Factory application of these components improves quality and accelerates installation.  

Like any other material FRP structures are connected to and supported by a concrete or steel superstructure. The FRP manufacturer should be tasked with the design and detailing of the connections, but the engineer is responsible for specifying stainless steel connection plates and hardware to match FRP’s longevity.

Blaszak cautions engineers not to specify tolerances that are too restrictive and incompatible with the manufacturing method. Construction tolerances should not be any more restrictive than those used with precast concrete structures. Details like drainage, sloping surfaces, and joint materials should be the responsibility of the FRP manufacturer, but the engineer should require joint materials to be installed by trained and certified specialty contractors.

Close collaboration between the engineer and FRP manufacturer during the evaluation and design phase are essential steps that can lead to a project that is successful and on-budget.  “Specifications are demanding to write and tedious to read but often can make or break a project,” says Blaszak.  

FRP’s performance benefits coupled with the growing trend toward sustainable practices has incentivized the industry to expand adoption of FRP as a construction material. Like steel and other traditional materials, FRP is taking its rightful place as another tool in the engineer’s toolbox. 

Dustin Troutman is the Director of Marketing and Product Development for Creative Composites Group

The rising cost of building materials has many contractors shopping around for lower prices, but opting for cheaper materials may cost builders and property owners more in the long run, particularly when it comes to steel and steel conduit. While American-made steel products are held to strict standards with regards to strength, safety, durability, and environmental impact, the same rules may not apply to steel imports. The vast majority of American-made steel and steel conduit is manufactured using processes that are more environmentally friendly than methods used in other countries, particularly China. Furthermore, many American steel manufacturers hold themselves to even higher standards than those required by law.

Despite tariff agreements to the contrary, steel suppliers from Mexico and Asia continue to import unregulated steel and steel conduit to use in construction of new buildings in the US Because steel conduit is used in electrical raceways to protect wires from physical damage due to impact, chemical vapors, and fire, the use of unregulated or subpar steel puts buildings at risk.  

Lastly, American-made steel supports the US steel economy and American jobs across manufacturing, construction, transportation, and other industries. Steel imports thus impact American steel manufacturers and their employees. Organizations like the Steel Tube Institute are working to uphold the integrity of American infrastructure, keep jobs in the US and promote sustainable manufacturing processes. 

History of North American steel regulations

In 2019, the United States announced an agreement with Canada and Mexico to remove the Section 232 tariffs, lifting retaliatory fees and opening up trade between the US, Canada, and Mexico. In this action, the three countries pledged to prevent steel import surges beyond historical levels. The agreement states that if surges in imports of specific steel products occur, the US may re-impose tariffs on those products or create another remedy agreed upon by both countries. 

Nevertheless, Mexican steel suppliers have continued to import steel products in larger than historical quantities, without any repercussions from the US Trade Ambassador’s office. During the July 2023 annual meeting of the US-Mexico-Canada Free Trade Commission (USMCA), US Trade Representative Katherine Tai pushed for steel monitoring. Unfortunately, monitoring is not enough and must be coupled with penalties to those who violate the trade agreement.

When it comes to quality, it matters where your steel is sourced

According to the US Census Bureau, 77 percent of improperly labeled, imported Mexican steel conduit was commingled with American-made steel in 2021. The infiltration of lower quality steel could put US infrastructure–including electrical conduit systems, buildings, and bridges–at high risk for degradation, corrosion, and even collapse, endangering lives. American safety standards are in place to ensure a solid infrastructure. The consequences of allowing construction with unregulated steel imports can be dire.

Chinese-produced steel presents another set of problems. Unlike American steel produced using electric arc furnaces (EAFs, discussed later in this article), China’s steel is primarily produced using a process called blast furnace-basic oxygen furnace (BF-BOF). BF-BOF emits significantly higher amounts of CO2 when compared to the EAF process, causing extreme negative environmental effects. Yet, these products continue to be imported into the US, in direct violation of The White House’s Buy Clean policy, which encourages low-carbon manufacturing of construction materials while protecting American jobs. 

American steel supports American jobs

The US steel industry is a vital component of the American economy, bringing in $21.065B in 2022 alone. Prior to the implementation of the USMCA Free Trade Agreement, the US steel industry supported nearly two million jobs that paid, on average, 27 percent more than the median earnings for men and 58 percent more than the median for women, but if the US continues to knowingly import off-shore products, steel mill capacity utilization will continue to drop and US manufacturers will face the threat of plant closures. 

Enforcing import and tariff laws is the only way to support US steel mills and the American jobs they provide. This includes implementing a strict screening process of materials with specified attributes to raise red flags, forbidding products from specific offshore companies who are known to misrepresent their products or ignore the anti-surge clause and implement incentives for buying confirmed American-made steel products. Without this support, US manufacturers will continue to be at a huge disadvantage, ultimately affecting the future of manufacturers, jobs and the economy, as well as the safety of US infrastructure and sustainability of the planet. 

Take advantage of green manufacturing to decrease carbon footprints

Steel can be endlessly recycled without losing its strength and is the only construction material that can make that claim. The use of Electric Arc Furnaces (EAFs) significantly lowers the carbon dioxide emissions intensity of the steel manufacturing process, compared to traditional blast furnaces and basic oxygen furnaces (BOF). It is the process most commonly used in the US Whereas 70.6 percent of US steel is produced using EAFs, only 26.3 percent of global steel production is produced this way.

When the US allows imported products from countries like China, the environment suffers on a global level. China alone accounts for about half of the entire world’s steel supply. At the very least, these products should not be imported until Global Warming Potential (GWP) figures are met and a chain of custody for the steel can be proven and adhered to. 

Several domestic steel manufacturers have made, and are continuing to make, substantial investments into green steel manufacturing. These US manufacturers are fighting the notorious and inaccurate reputation of the old steel mill’s effect on the environment with innovative processes to ensure they are decreasing their carbon footprints. Significant improvements have been made, though the US steel industry has received little credit or attention for these efforts. 

Policies, like the Biden administration’s announcement to advance a cleaner industrial sector and reduce emissions, are necessary to combat climate change. US-based steel suppliers welcome the opportunity to participate in these programs, however, these policies will not have a significant impact until China, especially, is held accountable for its carbon emissions by the US decreasing the amount of imported steel it receives.

American-based steel manufacturers play a key role in the economic and environmental health of the country, as well as the strength of its buildings. By upholding tariffs–and pushing for stronger controls and penalties for those who do not comply–America’s steel mills can continue to operate cleanly and efficiently, provide millions of Americans jobs, and continue to be a pillar of strength for both the nation’s economy and its infrastructure. 

Dale L. Crawford is the Executive Director and Director of Conduit for the Steel Tube Institute. Dale is responsible for the organization’s activities to promote the growth and competitiveness of steel pipe and tubular products throughout North America. In addition to these responsibilities, he is in charge of activities, strategies, and programs of the Steel Tube Institute’s Conduit Section, which consists of North America’s leading steel conduit manufacturers.  Dale is a Certified LEED Green Associate (LEED GA) by the US Green Building Council.

sidebar page one: Under the Infrastructure Investment and Jobs Act (IIJA), federally funded projects must use American-made iron, steel and other construction materials. To remain in compliance, it is imperative that imported steel be properly labeled.

The unlikely pairing of the US Military Academy (USMA) at West Point and one of the nation’s leading land conservation organizations, the Open Space Institute (OSI), is yielding real-world results for emerging military leaders and outdoor recreationalists. 

The most recent result of the ongoing collaboration is a new pedestrian trail bridge at Schunnemunk State Park in New York’s Hudson Valley.  For the past six years, West Point cadets have built bridges in collaboration with OSI to gain hands-on design and construction experience as part of year-long senior capstone projects as they pursue degrees in Civil Engineering and train for their military careers.

The projects, which were also supported by the New York State Office of Parks, Recreation, and Historic Preservation (OPRHP) and the Palisades Interstate Park Commission (PIPC), require extensive coordination and planning. The cadets refine their construction concepts over the course of several months, according to J. Ledlie Klosky, Ph.D., P.E., Professor of Civil Engineering at USMA, who advised the 2023 cadet team alongside his colleagues, LTC Adrian Biggerstaff and Gary Jordan, Ph.D. 

“Once generated, the concepts for the bridge are shared with the stakeholder group,” said Professor Klosky. “The concept is broken down, pulled apart, and streamlined to produce the best possible result. After the winning concept is selected, the cadets dive into detailed engineering design to select appropriate materials and ensure the final product supports public safety and welfare requirements.”

With the USMA cadets providing design, engineering, and construction work, OSI supports the cadets by conducting site preparation, obtaining all necessary environmental clearances from state agencies, and funding the projects, with New York State Parks providing design oversight.

This year, the cadets designed and constructed the unique Schunnemunk Meadows Bridge—a 26-foot-long, partially-cantilevered bridge spanning Schunnemunk Meadows, a seasonally wet and muddy area of Schunnemunk State Park. 

The cantilevered structure of the bridge incorporates a unique, asymmetrical “A” for “Army” and emulates iconic, man-made, and natural structures nearby: the historically important Moodna Viaduct, soaring nearly 200 feet over the meadow; Schunnemunk Mountain, towering more than 1,660 feet in the near distance; and the nearby, nationally recognized landscape sculpture park, Storm King Art Center.

“There are not a lot of bridges with a cantilevered design. Our team wanted to make this bridge a landmark for the area. We were all excited to build something that hasn’t been done that much before,” said Cadet Tyler Gregory, a member of the bridge team.

The cadets chose weathering steel, a type of steel with a rusted patina that made the bridge more weather resistant and helped it blend into the natural setting. “It’s a stronger material and it reflects the feel of the historic Moodna viaduct,” said Cadet Alex Cummings.

After being carefully designed over one and a half semesters, construction on the bridge began in March 2023 and was completed in just four weeks.

Cadet Cummings was excited to tackle the challenge head-on. “It was months of late nights and double checking our extensive calculations. Being able to translate a digitally rendered structure from software and programs and go out into the field and construct the design with screws and bolts was so beneficial. I learned so much by getting hands-on with the materials. It was a special moment for us.” 

Peter Karis, OSI’s vice president of parks and stewardship, expressed his excitement for the project, saying, “This collaboration with West Point is mutually beneficial. OSI is not only supporting future military leaders, we’re also tapping into that talent and capacity to deliver what would normally be fairly expensive, difficult structures in locations that benefit entire communities of outdoor visitors.”

“The cadets put up these amazing bridges in record time. It’s astonishing to watch,” added Karis.

“The collaboration with OSI has been a rich source of material for the growth of our cadets, as designers, as engineers, and as builders, and, perhaps most importantly, these real-world projects provide an exceptional opportunity to grow young men and women into future leaders for the Army and nation,” said Professor Klosky.

After seeing the cadets’ engineering work firsthand, John Bernauer, President of Industrial Services Enterprises, made the decision to donate $9,000 worth of steel for the project through OSI. “After seeing the cadet’s impressive engineering design and drawings, I was inspired to help OSI secure the needed material, assist in the fabrication of the raw steel, and deliver the material to the project site. The cadets then erected the bridge by hand and did a great job.”

OSI provided more than $15,000 for the Schunnemunk Meadows Bridge, with additional individuals and organizations providing private support. 

The Schunnemunk Meadows bridge project was also supported by a $15,000 grant from the Orange County Soil and Water Conservation District (OCSWCD).

In total, OSI has contributed more than $65,000 toward six cadet-constructed pedestrian trail bridge projects at New York State Parks over the past six years. As part of its mission of conserving land and making outdoor spaces more welcoming and accessible to the public, OSI works diligently year-round to raise public and private dollars to support its projects and programs.

Cadet Cummings was deeply impacted by the work. “Designing and building this bridge alongside my peers with the mentorship of our advisors has been one of the most fulfilling experiences of my cadet career,” he said. “Our team was able to apply multiple aspects of our Civil Engineering education to solve a real-world problem and develop a landmark for the local community that complements the natural beauty of the surrounding landscape. I look forward to hiking the Schunnemunk Meadows Trail and visiting the bridge our team built in the coming years.”

Professor Klosky also acknowledged the public recreational benefits the bridge provides to the surrounding community, saying, “I love the idea that everyone, not just the most able among us, will be able to access these wild spaces because these bridges exist.” 

Cadet Gregory agreed, saying, “It’s been exciting to see what we’ve been able to accomplish as a team. I hope this project brings community members together and serves as a reflection of our team’s dedication to improving the landscape for everyone.”

The site of the Schunnemunk Meadows bridge was permanently protected by OSI in 2015. Over the past two decades, OSI has protected more than 3,300 acres to create and expand Schunnemunk State Park for public benefit and enjoyment. After decades of OSI’s work to create and expand Schunnemunk State Park, OSI is now partnering with OPRHP to build a new, gentle 2.4-mile Schunnemunk Meadows Trail that will connect to the park’s Otterkill Road Trailhead. The new bridge will support year-round, multi-use recreational access for the future Schunnemunk Meadows Trail. 

OSI’s Karis was excited not only for the immediate benefits the bridge will provide, but for the foundation the bridge provides for future projects. “This is an amazing relationship with real outcomes that the public can feel good about. Each project produces something special and unique, and each class of cadets is creating a long-lasting legacy that improves New York’s state parks for everyone.”

About the Open Space Institute

The Open Space Institute protects land for people, for wildlife, forever. A leader in environmental conservation, OSI has partnered in the protection of more than 2.3 million acres in the eastern US, from Maine to Florida. OSI’s land protection promotes clean air and water, combats climate change, improves access to recreation, strengthens communities, and provides for wildlife habitat. For more information about the Open Space Institute, please visit www.openspaceinstitute.org.

Bridges are integral to a country’s connectivity and development. Yet, according to the American Society of Civil Engineers’ (ASCE) 2021 Infrastructure Report Card, 42 percent of all bridges in the United States are at least 50 years old, out of which, about 4600 of them are considered structurally deficient. These deficiencies may cause bridges to be posted for load or speed restrictions that limit transportation options and pose a risk of traffic disruption and congestion. But more importantly, their weakened structural integrity increases the risk of collapse, which can lead to severe accidents, injuries, and loss of life. However, this is changing.

In recent years, all levels of government have prioritized bridge repairs through the Bipartisan Infrastructure Law. This act invests approximately $40 billion for the repair and replacement of bridges with additional funding streams to advance major and rural-focused bridge repair. The initiative opens an opportunity and a challenge: In bettering existing infrastructure, how can civil and structural engineers create bridges that will outlast their predecessors? 

With the number of bridges in need of repair or replacement, it is important to choose a material that is not only robust but also efficient. Ordinary normal weight concrete (NWC) can crack due to early-age plastic drying shrinkage, which reduces durability. The dead load of NWC limits span length and increases substructure requirements, all of which work against the goals of building long-lasting and efficient infrastructure. 

Structural lightweight concrete (SLC) sidelines these issues. Because lightweight concrete has lower weight, it reduces seismic forces, allows longer spans, and requires less reinforcing, prestressing, and structural steel. In fact, it increases a bridge’s live load capacity, often allowing bridge upgrades and expansion without replacing or adding support foundations, thereby maximizing returns on investment. Consequently, the material can provide considerable advantages to facilitate repairs when compared to NWC.

What is ESCS?
Fired in a rotary kiln at 2000 degrees Fahrenheit, ESCS develops a network of unconnected internal voids, which, when a part of a concrete mix, act like tiny reservoirs. These voids absorb water and steadily release it into the concrete mixture from within as it sets. Further, these voids increase the bonding surface between the aggregate and the cement paste to improve the strength of the concrete. Both qualities of ESCS aggregate improve bridge deck slabs’ durability and ability to resist microcracking for a longer service life.

Cracking, a Cause of Concern 

Early-age cracking is a major and expensive problem for bridge decks. It often accelerates corrosion, increases maintenance costs, and shortens the service life of the deck. High-performance NWC and supplemental cementitious materials used together in bridges can often fail to fully hydrate or react with each other. This leads to shrinkage and the corresponding stresses that develop inside the concrete. If the stress gets high enough, the concrete cracks, first as micro cracks then as visible cracks.

Reports by Virginia Transportation Research Council (VTRC) suggest that effective control of early-age cracking can help limit later-age cracking. It suggests that careful material selection can minimize the risk of cracks throughout the service life of a bridge. When SLC is made with expanded shale, clay, or slate (ESCS) aggregates, it cures from the inside out in a process known as internal curing. Internal curing not only reduces the chances of early-age cracking but also increases the strength of the interfacial transition zone (ITZ), resulting in a better bond between the aggregate and cement paste. Through this process and the resulting qualities, SLC can contribute to longer-lasting bridge decks by reducing the potential for water penetration and corrosion.

Resisting Freeze-Thaw Cycles with SLC

When rainwater or snow melt collects on bridge decks in colder climates, water freezes inside the cracks and widens them. In time, the cracks increase in size and accelerate corrosion even in normal conditions. In addition, many states’ Department of Transportation (DOT) can use deicers containing chlorides to melt snow from roads and bridges. With existing cracks, the chemicals can penetrate the material more easily and cause greater structural damage by corroding the reinforcements. 

In laboratory freeze-thaw testing, ESCS aggregate is subjected to 300 cycles of freezing and thawing. Being composed of vitrified silicates, the aggregate has unconnected gaps or voids that allow air entrainment, providing space for water to expand upon freezing. As a result, SLC mixes typically have durability factors between 95 and 100 after 300 cycles of freezing and thawing, indicating that the three concrete mixes were relatively unaffected by the test. 

On the contrary, for typical NWC mixtures, the relative dynamic modulus falls below 50 percent of its initial value after 95 to 100 cycles of freezing and thawing. Hence, testing of these mixtures is terminated after these cycles in accordance with ASTM C 666. A SLC mixture containing ESCS is less prone to cracking and can better protect the structural integrity of a deck, even in snow-prone areas, serving as an asset for bridge deck durability. 

Further, when compared to NWC, SLC bridge decks have a lower modulus of elasticity that provides the deck flexibility to accommodate movements and return to its original form under load. The lightweight mixture also has a lower coefficient of thermal expansion that reduces the contraction and expansion of material with changes in temperature, further minimizing the dimensional change in a bridge deck. These properties, along with a stronger contact zone between the aggregate and the cementitious paste, enable SLC to efficiently offset concrete’s brittleness in the mixture and resist early-age cracking in bridge deck replacements and repairs. 

Reduced Loads for Bridge Decks

To increase the efficiency of bridge deck repairs and reduce road closure periods, engineers often turn to precast, prestressed concrete. Not only does this type of concrete ensure higher quality products due to factory-controlled curing environments, but it also contributes to more accurate concrete forms. 

Precast, prestressed NWC bridge deck slabs and girders can easily exceed truck load limits, raising the number of shipments required to finish a repair. This can increase construction time, project cost and road congestion. SLC is 25-30 percent lighter than NWC, sidelining this issue. Depending on the nature of the renovation, the use of SLC often increases the load-carrying capacity for older bridge structures, meeting higher load rating specifications. 

In areas that need seismically resilient bridges, SLC’s reduced dead loads can also weaken the magnitude of seismic forces that act on a structure. Because lighter structures experience less seismic inertia during an earthquake and so exert less pressure on foundation systems, they make more resilient and longer-lasting infrastructure.

Economic and Environmental Sustainability

While SLC made with ESCS can initially cost more than NWC (with exact cost differences depending on a site’s distance from an ESCS production plant), it can reduce costs across the entire structure for significant net savings. This is true even if the material needs to be shipped from distant production sites. The reduction in material due to fewer piles, smaller footings, less reinforcing steel, and smaller supporting members can often shrink the project cost for repair and renovation.

In addition, ESCS’s low density facilitates more quantities of material to be transported per truck to the site. Fewer trucks reduce the cost of transport, further shrinking the total project cost and the consequent environmental impact of transportation. As such, lower material quantity requirements mean lower embodied carbon over the life of a bridge repair project. The reduction in the carbon footprint of the overall project contributes to the engineering building team’s sustainability goals.

Structural lightweight concrete for efficient bridge repair

Structural lightweight concrete produced with expanded shale, clay or slate aggregate achieves significant goals: resistance to cracking, lower dead load, reduced cost of the entire project and long-term environmental benefits. The combination of these factors make SLC a powerful material in bridge repairs and replacements when compared to NWC. This lighter, more durable concrete can help civil and structural engineers provide holistic, long-term solutions for bridge structures that adequately address both expansion and economic issues while meeting sustainability goals.

Ken Harmon is Territory Manager/Director of Engineering Resources for STALITE Lightweight Aggregate Company.  He is a registered Professional Engineer in Georgia, a member of ACI, ASCE, ASTM, and is Chairman of the Expanded Shale, Clay, and Slate Institute (ESCSI) Structural Committee.  

Exploration Green, named in honor of the community’s local exploration legacy and its proximity to Johnson Space Center, transformed a former golf course into five massive detention ponds that can each hold 100 million gallons of stormwater (the equivalent of 750 Olympic-sized swimming pools.) In addition, Exploration Green will also serve as a nature park comprising 153 acres of natural habitat with wetlands and native grassland areas, 6 miles of hike-and-bike trails, two athletic fields and other amenities. 

“We understand the importance of flood control measures and are dedicated to implementing innovative solutions that will contribute to the long-term resilience and safety of the surrounding communities,” according to Kelly Shipley, P.E., Senior Associate LAN.

Clear Lake City Water Authority (CLCWA), the local provider of water, sewage collection and treatment, and storm drainage services, is spearheading the project. Exploration Green Conservancy, Inc., a non-profit organization, is serving as CLCWA’s partner to develop and preserve the project’s green spaces. Lockwood, Andrews & Newnam, Inc. (LAN), a national planning, engineering and program management firm, is the project’s design engineer.

“Exploration Green has performed as designed and has impressively improved flooding conditions for the surrounding Clear Lake community,” said Jennifer Morrow, CLCWA’s general manager.

Building the detention ponds has turned out to be immensely beneficial to the community. During Hurricane Harvey, although only 80 percent of the Phase 1 pond was excavated at the time of the hurricane, it helped detain 100 million gallons of water, protecting at least 150 homes from flooding. The project also protected the community during Tropical Storms Imelda and Beta. Ultimately, now that all five phases are completed, Exploration Green will protect up to 3,000 homes.

“Exploration Green has transformed Clear Lake from a flood-prone community into one of the most flood-resilient communities in Texas,” said Wayne Swafford, P.E., LAN’s president. “In addition, it is creating a healthy, sustainable neighborhood for its residents.” 

Noisette Creek Pedestrian Bridge earned APWA’s 2023 Public Works Project of the Year Award in the Structures category, in the $5 Million, but less than $25 Million division. The City of North Charleston transformed an older area of the City into a place where locals and visitors can enjoy and interact with nature by creating the Noisette Creek Pedestrian Bridge (previously known as the Battery Park Bridge). The Bridge connects the City’s existing Riverfront Park to the newly developed Battery Park on the north side of Noisette Creek. The City of North Charleston intends to continue the momentum and redevelop 70 acres of the decommissioned Charleston Naval Complex with a mixed-use district. Although the Bridge serves as an initial catalyst for the revitalization efforts, the 800-foot-long Bridge, with two distinguishing 55-foot-tall arches spanning 238 feet, has created a destination on its own. Since the Bridge opened to the public in October of 2022, a continuous flow of people walking, running, and bicycling across the Bridge has contributed to its initial success. With gradual slopes along the entire length, the Bridge is universally accessible. The top of the Bridge offers unprecedented and unobstructed views across the marshes and waterways of the Lowcountry.

“The Noisette Creek Pedestrian Bridge is the City of North Charleston’s first step in transforming an older and underutilized area of its community. Their successful completion of this project is a testament to their dedication to breathing new life into the formal naval complex, promoting economic vitality, and improving quality of life for their citizens and beyond,” said SC APWA Chapter President Samantha H. Yager, who served as the nominator for the project to the APWA national awards competition. “A project of this size, complexity, and visibility requires a dedicated team who communicates regularly and responds quickly. T&H provided high-quality management and design throughout all phases, working closely with contractors and stakeholders during two years of construction, all accumulating in the project’s success.

T&H provided environmental permitting, surveying, landscape architecture, structural design, bidding, and construction services for the City of North Charleston. T&H conducted public meetings during the concept development phase, coordinated on behalf of their clients with numerous state and local agencies to secure permits, and, after the design was complete, led the City’s pre-qualification process to ensure the construction would be completed by an experienced contractor. T&H’s legacy in the South Carolina Low Country afforded the design team time-tested relationships with the City of North Charleston and prime contractor, Cape Romain Contractors Inc. CRC). Working on various projects within and for the City for over 30 years and with CRC for over 50 years, the team’s collective knowledge and proven experience working together allowed for a seamless construction process.

T&H looks forward to celebrating this achievement alongside the City of North Charleston and CRC at APWA’s PWX 2023 in San Diego in August. T&H also received recognition from the South Carolina Chapter of APWA for the Noisette Creek Pedestrian Bridge, which has been named a South Carolina Public Works Project of the Year in the Structures Category.

ABOUT APWA
The American Public Works Association (www.apwa.org) is a not-for-profit, international organization of more than 30,000 members involved in the field of public works. APWA serves its members by promoting professional excellence and public awareness through education, advocacy, and the exchange of knowledge. APWA is headquartered in Kansas City, MO, with an office in Washington, DC, 62 chapters, and 97 branches throughout North America.

ABOUT THOMAS & HUTTON
Thomas & Hutton celebrates over 75 years of creating transformative communities. Founded in 1946, Thomas & Hutton is a privately held professional services company providing consulting, planning, and engineering design services related to land and infrastructure.  Thomas & Hutton is located in ten regions throughout Georgia, South Carolina, North Carolina, and Tennessee.

As part of the Midway Rising master plan, the new entertainment center is replacing the Pechanga Arena with a 16,000-seat facility designed to host an array of events, including sports matches, concerts and entertainment shows. This new entertainment center stands as a significant cornerstone within the broader Midway Rising redevelopment initiative of breathing new life into surplus land within the Midway-Pacific Highway community. The master plan also includes 4,250 housing units to include 2,000 designated as affordable housing units.

“Bowman is dedicated to upholding the highest standard of services to ensure the new sports entertainment center aligns seamlessly with the vibrant vision of the Midway Districts revitalization” said Greg Shields, principal at Bowman. “When PDC was acquired by Bowman, this is the kind of revenue synergy and growth opportunity we were hoping to realize. Our award of this project underscores Bowman’s commitment to contributing to developments that elevate and enrich communities.”

Bowman is providing a comprehensive list of services, including ALTA and boundary surveys, preliminary engineering and several technical studies. The company will leverage its expertise to craft site plan designs per City of San Diego requirements. This includes meticulous planning of street alignments, strategic grading techniques, storm drain systems and water quality designs. The company’s approach is not only centered on regulatory compliance but also on minimizing the project’s ecological footprint.

“We are pleased to be partnering with Bowman and know they will contribute significantly to the transformation of the Midway-Pacific Highway community,” said Brad Termini, CEO at Zephyr. “Their commitment to excellence and their dedication to blending innovation with sustainability aligns seamlessly with the goals of the redevelopment.”

About Bowman Consulting Group Ltd.

Headquartered in Reston, Virginia, Bowman is an engineering services firm delivering infrastructure solutions to customers who own, develop, and maintain the built environment. With over 2,000 employees and more than 80 offices throughout the United States, Bowman provides a variety of planning, engineering, geospatial, construction management, commissioning, environmental consulting, land procurement and other technical services to customers operating in a diverse set of regulated end markets. Bowman trades on the Nasdaq under the symbol BWMN. For more information, visit bowman.com or investors.bowman.com.

The decision to move forward with repairs may not come quickly, but when it does, facility managers and owners should work with a specialty contractor experienced in disaster recovery to get the job done correctly and efficiently. Western Specialty Contractors’ branch offices in Atlanta, GA; Houston, TX; San Antonio, TX; and Fort Lauderdale, FL are willing and ready to help rebuild and repair non-residential buildings when disaster strikes.

As the nation’s leader in the restoration of commercial, institutional and industrial concrete and masonry structures and buildings, Western has been helping businesses recover from natural disasters on the Gulf Coast for over 50 years.
“Bringing a building or structure back to life in the case of a natural disaster takes a certain level of experience and skill,” said Chet Scott, Western Atlanta Branch Manager. “Special skills are needed to properly assess the damage, develop a recovery plan and initiate the restoration or take steps to mitigate further loss.”

Western provides the following comprehensive Disaster Recovery Services:

• Building exterior stabilization
• Emergency building enclosure
• Roofing repair and replacement
• Window boarding, repair and replacement
• General clean up
• Masonry and concrete repair
• Historic restoration

When Hurricane Katrina, one of the five deadliest and costliest hurricanes in the history of the United States, struck the Gulf Coast in 2005, Western Specialty Contractors was there to help.

South Shore Harbour Marina features one of the largest boat slips near the New Orleans Lakefront Airport overlooking Lake Pontchartrain. Hurricane Katrina left the covered slips unusable and virtually unrecognizable. Western crews worked to remove any remaining damaged panels and purlins and completely replaced the outer skin of the slips (approximately 30,000 square feet) with interlocking Berridge Zee-Lock panels. Western also replaced the guard house that overlooked the harbor with a new modular version and made renovations to the public restroom and oil containment facilities, which all suffered severe wind and flood damage during the hurricane.

That same year, Western Specialty Contractors came to the rescue of Florida-based Ardaman & Associates after they noticed some leaking windows in their building, resulting from the recent hurricane activity.
Western crews surveyed the building before making a recommendation to re-seal all the glass-to-glass, metal-to-glass and metal-to-concrete window joints throughout the entire building. The result was a watertight building and a happy owner.

For more information about Western’s Disaster Recovery Services, visit https://westernspecialtycontractors.com/projects/services/disaster-recovery/.

Ware Malcomb provided interior architecture and design services for the project. In partnership with JLL, Leadership in Energy and Environmental Design (LEED) Platinum certification was achieved for the 7,500 square-foot project. Project management and LEED documentation services were provided by JLL. Janus Henderson is a leading global active asset manager with more than 2,000 employees, and offices in 24 cities worldwide. Headquartered in London, the company is listed on the NYSE and the ASX. 

“Our team truly delivered a project that represents the Janus Henderson brand and achieved the highest industry standards for sustainable design,” said Mark Schwamel AIA, Director, Interior Architecture & Design, Ware Malcomb. “JLL’s team was exceptional at developing and managing the project; the teamwork made everything on our end seamless.”

The design complements Janus Henderson’s hybrid workforce, with meeting and small break-out spaces, a welcoming reception space, and an open work café and large lounge spaces that promote collaboration within the office. Sustainable and eco-friendly systems and materials are incorporated throughout the office, and they combine to achieve improved occupant comfort and wellness, energy savings and a real, measurable ROI for the client. The office provides 19% energy efficiency savings compared to conventional design. In addition, it allows for 28% water savings by using low-flow plumbing fixtures and 69% of construction waste was diverted from the landfill.

LEED Platinum is the highest level of certification established by the U.S. Green Building Council (USGBC). Projects awarded this level of achievement have integrated rigorous, innovative strategies relative to energy and water efficiency, high indoor environmental and air quality, minimized waste production, environmentally friendly and healthy materials, and more.

General contracting services for the project were provided by J.C. Anderson.  

Ware Malcomb’s Interior Architecture & Design Studio creates design solutions to transform interior environments into market relevant, contemporary spaces.

About Ware Malcomb (waremalcomb.com)

Established in 1972, Ware Malcomb is a contemporary and expanding full-service design firm providing professional architecture, planning, interior design, civil engineering, branding and building measurement services to corporate, commercial/residential developer and public/institutional clients throughout the world. With office locations throughout the United States, Canada, Mexico and Brazil, the firm specializes in the design of commercial office, corporate, industrial, science & technology, healthcare, retail, auto, public/institutional facilities and renovation projects. Ware Malcomb is recognized as an Inc. 5000 “Fastest Growing Private Company” and a “Hot Firm” by Zweig Group. The firm is also ranked among the top 30 architecture/engineering firms in Engineering News-Record’s “Top 500 Design Firms” and the top 30 interior design firms in Interior Design magazine’s “Top 100 Giants.” For more information, visit and view Ware Malcomb’s website at http://www.waremalcomb.com/news/ and brand video at https://www.youtube.com/waremalcomb.

“The university’s 200-meter indoor track needed serious repair,” says Joe Work, owner of the Cleveland-based company, Mr. Level. “At some point in time, every track in the US faces problems from sub-surface soil erosion. The track inside French Field House has been resurfaced many times because of settling issues due to erosion. However, the cause of the settling issues had not been addressed. It needed void filling in the ground deep beneath the field house, leveling then resurfacing to meet NCAA standards, so they called us.”

Work says the university faced two choices: Excavate the entire track and replace it, which would cost in the neighborhood of $1-1.2 million and shut down the track for many months—perhaps throwing the season into question—or find a less invasive and expensive solution. “We counseled them to use a deep injection method of a polyurethane system called Terrathane to fills the voids caused by erosion and stabilize the soil, then lift the track to the 1/8th inch exacting standard of the NCAA.”

Work says his company first set up five-foot grid patterns, drilled two-inch holes into the subsurface and soil to depths of three, six, and nine feet, then inserted three 5/8-inch rods per hole and injected the polyurethane foam at each level. “We injected 35-50 lbs. of Terrathane, which expands to fills voids, into every hole at each level. Because of sensitivity to the NCAA requirements, we set up a system of laser levels to monitor any movement as the polyurethane carefully lifted the track to ensure we met the exacting standard.”

According to Work, the project went smoothly, and the university was completely satisfied with the results. “They saved hundreds of thousands of dollars, and it only took five days. The university resurfaced the track, and it was usable once the asphalt cured. They’ll have a new and improved track to compete on when the season roll around.”

Work’s company has been using NCFI’s Terrathane for more than seven years because of the quality and consistency of the product, and because the company support comes from people who’ve been applicators or engineers. “NCFI Geo knows how to solve problems like this Ohio State track, and they provide us on-site support to make sure we have what we need every time.”

Global multidisciplinary design practice BDP supported the University of Bristol with a feasibility study to identify a suitable new site for the Dental School and designed the chosen scheme, with contractor, Kier Construction, delivering it.

The £36 million Dental School, which was previously based at Bristol Dental Hospital, has now moved to 1 Trinity Quay, a former office building in the heart of Bristol, enabling the University to increase student places by around 25 percent.

Sustainability is at the heart of the Dental School project. The University prioritised the re-use and retrofit of this existing building over new build, reducing the upfront carbon impact of construction. Traditional, open plan office space with rows of workstations have been transformed into a state-of-the-art teaching and training facility for use by the students, staff and community, who will have access to the free treatment services. 

The design features a unique octagonal shaped space, home to a series of dental treatment bays and teaching spaces, with amazing views out onto the surrounding waterfront. Parts of the school are open beyond normal working hours to provide the opportunity for extended time for learning and collaboration. Meanwhile, specially designed rooms for neurodivergent students offer a secluded, soundproofed space for quiet study.

The University is also encouraging green and active travel options to and from the building, including cycling, walking and use of public transport, with accessible parking spaces. Around 50 basement car parking spaces have been replaced with 200 secure cycle spaces for students and staff in the basement, with shower and changing facilities provided at first floor level to promote more sustainable transport options.

Many of the carpet, ceiling tiles and raised access floors have been reused as part of the design approach.

Akshay Khera, architecture director at BDP, said: “This significant project for the University of Bristol is now ready to welcome students, providing a state-of-the-art teaching space within an existing building.

“Not only is the sensitive reuse of an existing space beneficial from a sustainability perspective, but it also provides a unique design opportunity as we were able to draw on quirky features of interest whilst injecting a modern and fresh take.

“The redevelopment also introduces a new lease of life and vibrant university function to this prominent building, bringing activity to this important of part of the city centre throughout the day and evening.”

Architects and interior designers from BDP worked as part of a multidisciplinary team including building services engineers and structural and civil engineers appointed by the University of Bristol.

Packaging waste has emerged as a significant challenge within the built environment industry, contributing to economic and environmental concerns. This report addresses these critical challenges and whilst focusing on the housebuilding sector, known for its substantial packaging demands, its insights extend beyond and are relevant for wider construction, facilities management, infrastructure, and more. 

Ten School Partners have collaborated to co-fund this project, with a total of over 30 organisations joining forces to make this report possible. It encompasses real-world, actionable examples of packaging optimisation, including source elimination, reuse strategies, and optimal recycling conditions. It covers various packaging types, offering a comprehensive guide to implementing effective change.

Importantly, the report sheds light on the policy challenges that organisations dealing with significant packaging volumes are likely to encounter. It addresses key concerns such as the Plastic Packaging Tax and Extended Producer Responsibility, providing essential insights for navigating regulatory landscapes.

Key highlights of the report:

• Real-world examples of successful packaging optimisation strategies
• Insights into source elimination, reuse, and recycling optimisation
• Coverage of major packaging types and their optimisation potential
• Examination of common barriers to change and ongoing trials to overcome them
• Analysis of policy challenges faced by organisations dealing with substantial packaging volumes

Packaging remains a substantial cost and environmental burden for businesses. The UK construction industry alone generates around 55,000 tonnes of plastic waste annually, with an estimated 35,000 tonnes originating from packaging. Less than half of this plastic packaging is recycled, reinforcing the urgency of effective solutions.

Matt Nichols, Regional Director at Reconomy and Chair of the School’s Waste and Resource Use Leadership Group, said: “Packaging and the waste created by its treatment remains a major contributor to cost and carbon across the entire built environment.  Our Housebuilding sector is not alone in experiencing major challenges to address this problem, so this opportunity to work with some of the biggest names in the industry whilst drawing upon insights from so many expert stakeholders within the School partnership could not be missed.  This project report contains content applicable not just for Housebuilding, but for anyone interested in optimising and reducing the endless flow of packaging arriving at project sites every day. I cannot recommend it enough”.

Mark Turner, Waste and Resource Management lead for the Supply Chain Sustainability School, highlighted the collaborative effort behind the report: “This has been a brilliant opportunity to help deliver our School mission to enable a sustainable built environment through knowledge and collaboration. We have worked closely alongside four of the UK’s largest Housebuilders and in total over 30 leading organisations within the built environment to produce this report. Insights from the Housebuilders, their suppliers, product manufacturers, along with waste management and policy experts have provided a window into the opportunities for packaging optimisation. Most crucially, all of these organisations have entered into the spirit of open collaboration, providing solutions and practical examples for others to follow. We can only thank them.”

To access the full report and contribute to sustainable packaging practices in the housebuilding sector and the broader built environment, read the full report here.

The full report is available on the Supply Chain Sustainability School. Anyone can sign up for a free account to gain access.

Lessen is a premier provider of tech-enabled, end-to-end renovation, turn, and maintenance services for the single-family and multifamily rental industries. Powered by a proprietary technology suite, Lessen’s local field project managers deploy and oversee a network of vetted service professionals in 40+ markets delivering consistency, quality and speed, at scale. 

“Lessen wanted a large space that would be attractive to teammates as they return to an office environment,” said Lynne Orlowski, Director, Interior Architecture & Design for Ware Malcomb. “This office reflects energy, fun and collaboration and exemplifies Lessen’s brand.”

Lessen’s suite is comprised of two half floors joined by an existing interior staircase within Portales Corporate Center, a Class-A office property. Ware Malcomb’s design team created an attention-grabbing space, incorporating Lessen’s brand color scheme to create a spirited interior. The staircase leading down from the main floor to the secondary floor was refurbished and cladded in steel. The project features a speakeasy-style executive lounge area, an inviting bookshelf-lined library space, and a coffee bar. The design incorporates both open as well as enclosed offices, collaboration spaces, a training room, small huddle and phone rooms, and two break rooms.

Specific focus was placed upon the concept of biophilia in the design, as the team incorporated fixed planters in strategic areas around the office. Teknion glass fronts were specified on all the offices, while accent lighting is used throughout. 

General contracting services for the project were performed by Stevens Leinweber Construction Inc.

Ware Malcomb’s Interior Architecture & Design Studio creates design solutions to transform interior environments into market relevant, contemporary spaces.

About Ware Malcomb (waremalcomb.com)

Established in 1972, Ware Malcomb is a contemporary and expanding full-service design firm providing professional architecture, planning, interior design, civil engineering, branding and building measurement services to corporate, commercial/residential developer and public/institutional clients throughout the world. With office locations throughout the United States, Canada, Mexico and Brazil, the firm specializes in the design of commercial office, corporate, industrial, science & technology, healthcare, retail, auto, public/institutional facilities and renovation projects. Ware Malcomb is recognized as an Inc. 5000 “Fastest Growing Private Company” and a “Hot Firm” by Zweig Group. The firm is also ranked among the top 30 architecture/engineering firms in Engineering News-Record’s “Top 500 Design Firms” and the top 30 interior design firms in Interior Design magazine’s “Top 100 Giants.” For more information, visit and view Ware Malcomb’s website at http://www.waremalcomb.com/news/ and brand video at https://www.youtube.com/waremalcomb.

The project was bid as a joint venture and awarded to Anlaan Corporation and C.A. Hull. Acrow provided two bridges to each of the partners. All four were designed to AASHTO HL-93 loading and all have an asphalt deck surface. The bridges rented to Anlaan measure 230 feet (70.1 m) and 150 feet (45.7 m) in length. The roadway width for the longer two-lane bridge is 30 feet (9.15 m); the shorter bridge is 18 feet (5.49 m) wide. The longer bridge was installed with a full cantilever launch and the other, a crane-assisted launch. Opened in June 2023, it is expected they will be in place until March 2024.

The bridges rented to C.A. Hull are 190 feet (57.9 m) and 150 feet (45.7 m) long. Each has a roadway width of 18 feet (5.49 m). The bridges were installed in the median of I-94 between the existing eastbound and westbound structures, which posed technical challenges, as did the design of earth retention to support the temporary foundations. The structures were opened in June 2023 and are expected to be in place until August 2024.

“Project owners and contractors are increasingly selecting detour bridges over other re-routing methods during construction projects,” said Abbey Smith, Acrow’s Great Lakes Regional Sales Manager. “In addition to making work sites safer, modular detour bridging helps minimize work zone impact on motorists and local businesses and keep projects on or ahead of schedule.”

“In addition to increasing safety and convenience for motorists, these critical infrastructure upgrades are integral to the economic health of the region and play an important role in ensuring our roads and bridges can be rapidly and cost-effectively rehabilitated,” said Mark Joosten, Acrow’s President and COO. “Available for rent or purchase, Acrow’s rugged detour bridges save time and money and enable Accelerated Bridge Construction for priority projects.”

About Acrow
Acrow has been serving the transportation and construction industries for more than 70 years with a wide range of modular steel bridging solutions for permanent, temporary, military and emergency use. Acrow’s extensive international presence includes leadership in the development and implementation of bridge infrastructure projects in over 150 countries across Africa, Asia, the Americas, Europe and the Middle East. For more information, please visit www.acrow.com.

A 100-year-old, 130-ft tall and 16-ft diameter rivetted steel surge shaft, which forms part of a hydro power facility was identified as suffering from corrosion. The owners commissioned engineers to analyze the structure which they found to be deficient under seismic demands and full of water.

To resolve the issue, it was identified that additional bending strengthening was needed in order to meet current seismic code requirements, and Fyfe was called upon to design a solution. The Tyfo System was engineered to provide the required vertical tension reinforcement which provides additional bending capacity on the vertical shaft structure. It included the application of horizontal FRP material to confine the vertical tension reinforcement for proper detailing and anchorage.

The installation team were faced with several challenging situations which required innovate solutions. Initially all materials had to be delivered to the project site via helicopter and then transported up a steep incline in a rail cart to the tower location. The remote location left the installation team with a one-hour journey just to reach the site and then they worked at height on scaffolding in wind speed of up to 25 km/hr.

Fyfe’s local certified applicator, CAFI, has a 20-year history of working with Fyfe FRP and the Tyfo Systems. The company was commissioned to carry out the rehabilitation work which included the installation of FRP to the bottom 65 ft of the shaft and a polyurethane finish coating applied on entire 130-ft tall structure.

The application process included surface preparation – sand blasting the shaft to achieve a steel surface profile of SP-10 – to a near white metal surface profile. The 15-person crew then carefully cleaned away dust and debris created from the abrasive blasting process. They then immediately primed the surfaces with neat Tyfo S epoxy to maintain the prepared surface ready for bonding.

The corrugations were treated with thickened Tyfo S epoxy to ensure gradual transitions for the fiber application were provided at a minimum slope of 4:1. Tyfo WEB and Tyfo SCH-41-2X materials were applied with the wet lay-up method. The Tyfo SCH-41-2X was designed to provide the required vertical tension capacity for the shaft to meet the seismic bending requirements. Tyfo SCH-41-2X material was then applied horizontally to confine the vertical material, and finally an exterior grade polyurethane coating was applied. And the Tyfo WEB bi-directional glass system acted as the dielectric barrier between steel and carbon fiber wrap.

Fyfe recommends that all FRP applications include a proper finish coating – this being an exterior and remote location, the most durable and robust finish coating was suggested for optimal protection and to minimize maintenance requirements. To ensure the best possible quality installation a Fyfe trained third party inspector conducted daily quality reviews including a list of employees per shift, surface temperatures during each shift, material lot numbers used each shift, defect identification and repair summary, and recorded adhesion test results.

The project itself took 12 months of planning due to the logistical challenges of transporting materials and the need to correctly protect the crew who had to work in short shifts due to the job site’s altitude. The work program had to coincide with the dry season (Spring & Summer)  and avoid the rigorous weather conditions in the  Chilean`s Andes Mountains during winter. The FRP scope of work including surface preparation, FRP application and finish coat application took four months.

CAFI’s Operations Manager, Gonzalo Carrasco said: “This project is a one of its kind in the region and it was the result of CAFI Ltda. and Fyfe FRP’s teamwork, who during the entire project process provided us with the necessary technical assistance and engineering support to develop a solution for the project in an optimal manner.”

Fyfe FRP’s VP of Sales, Tomas Jimenez said: “Despite the challenging location the CAFI team managed to complete the installation of our Tyfo system to the high standard we have come to expect. This was an exciting project for all involved and I’m pleased to say that the structure will remain sound and secure for years to come.”

Dr. Andy Robinson, President and COO of Standard Lithium, commented, “The land purchase demonstrates our commitment to advancing and de-risking the South West Arkansas Project. The land, which lies to the south west of the SWA Project’s brine lease footprint, is ideally located close to a paved highway, robust regional infrastructure and a skilled workforce. This acquisition adds to our existing land options in the Project area and provides us with added design flexibility as we progress the Project to the Definitive Feasibility and FEED phase.”

Figure 1: Overview of South West Arkansas Project and Land Purchase

The 118-acre parcel is located in Lafayette County, Arkansas near state highway 29 which historically has been used to access logging operations. A portion of the property has previously been logged and the remainder of the harvestable timber will be removed before the end of the year by the previous owner.

Figure 2: 118-acre Land Purchase Bird’s Eye View

About the South West Arkansas Project

The South West Arkansas Project is located approximately 15 miles west of the City of Magnolia in southwestern Arkansas. The SWA Project’s Indicated and Inferred Mineral Resource of 1.4 Mt and 0.4 Mt lithium carbonate equivalent, respectively, has some of the highest reported lithium brine concentrations in North America, averaging above 400 mg/L. The recently announced results of a Preliminary Feasibility Study demonstrate robust economics (see press release dated 8 August 2023), assuming production of at least 30,000 tonnes per year of battery-quality lithium hydroxide beginning in 2027. Currently, the Project contemplates 91 full-time equivalent employees upon reaching commercial production.

The Company anticipates completing a FEED and Definitive Feasibility Study for the SWA Project in 2024 and beginning construction in 2025. The SWA Project is expected to reach commercial production in 2027, subject to continuing project definition, due diligence, project financing and receipt of future feasibility studies.

• Project observations and insights from the architect, construction team and local officials, including advice to architecture students.
• Specific needs and challenges for the unique facility, including addressing neighbors’ concerns, a tight budget and the desire to create an inviting yet practical space.
• Photos, drawings and design graphics that highlight important aspects of the project.

 
MBMA’s previous publications in the Architectural Significance in Metal Buildings series spotlight the Alamo Beer Company in San Antonio; the Boston Sports Institute in Wellesley, Massachusetts; the Michelle and Barack Obama Sports Complex in Los Angeles; the Haulover Marine Center in North Miami Beach, Florida; the Jacksonville University Basketball Performance Center in Jacksonville, Florida; and the Arbogast Performing Arts Center in Troy, Ohio.

The James River Bridge is a single span bridge that crosses the James River in Antigonish County, Nova Scotia. The project includes the detailed design and tender documents for a new single span New England Bulb Tee concrete girder bridge to cross over the James River, accommodating the required hydraulic opening. The existing bridge was a single lane steel truss bridge approximately 20 m in length.

COWI’s scope of work will inlcude detailed bridge design, tender documentation, design brief, post design services, and environmental permitting. COWI will develop the detailed design in accordance with CSA Standard CAN/CSA S6 – latest edition, Canadian Highway Bridge Design Code (CHBDC). All construction and material specifications will be in accordance with NSDPW’s Standard Specifications.

Thomas Dahlgren, President, COWI in North America, said: “This project is a great win for COWI as we continue to secure more work while we build and strengthen our relationship with NSDPW and other clients and partners in Altantic Canada.”

Industrious is a leading workplace provider for companies of all sizes and stages, with a national network of locations in more than 50 cities. Dream is one of Canada’s leading real estate companies, with over $24 billion in assets across North America and Europe.

“30 Adelaide Street East is an understated oasis that members are proud to call their workplace,” said Christina Kolkas, Regional Director for Ware Malcomb. “We collaborated effectively on this project with local Engineering consultants, Quasar and TMP to deliver this project.”

Encompassing the 12^th, 14^th and 15^th floors, each level offers members access to customer amenities and conferencing facilities. Spaces for privacy and wellness are strategically located on each floor for customer use. A café lounge with a generous open floor plan on the 12th level and kitchenettes on other floors provide places to relax, unwind and have informal gatherings. 

The overall interior spaces reflect the clean, modern and bespoke aesthetics that are hallmarks of the Industrious brand. A muted design palette of white, grays and beige allow accent colors and curated artwork to pop and catch the eye. Natural materials such as woods and stones are balanced with soft fabric wallcoverings and plush carpet flooring. Occasional and built-in booth seating are done in comfortable fabrics and leathers.

General contracting services for the project were provided by Vestacon Limited.

About Ware Malcomb (waremalcomb.com)

Established in 1972, Ware Malcomb is a contemporary and expanding full-service design firm providing professional architecture, planning, interior design, civil engineering, branding and building measurement services to corporate, commercial/residential developer and public/institutional clients throughout the world. With office locations throughout the United States, Canada, Mexico and Brazil, the firm specializes in the design of commercial office, corporate, industrial, science & technology, healthcare, retail, auto, public/institutional facilities and renovation projects. Ware Malcomb is recognized as an Inc. 5000 “Fastest Growing Private Company” and a “Hot Firm” by Zweig Group. The firm is also ranked among the top 30 architecture/engineering firms in Engineering News-Record’s “Top 500 Design Firms” and the top 30 interior design firms in Interior Design magazine’s “Top 100 Giants.” For more information, visit Ware Malcomb’s website at http://www.waremalcomb.com/news/ and brand video at https://www.youtube.com/waremalcomb.

Heavy snowfall buildup on the Western Slope led to a higher-than-average spring runoff season, resulting in many rivers and creeks running higher and faster than usual. Such was the case with Bear Creek, whose rushing waters collapsed a culvert beneath SH 133, seven miles northeast of Paonia, causing the highway above to wash out, leaving a deep, impassable crevasse more than 20 feet across.

The region’s economy is transportation-dependent, consisting primarily of agriculture, mining and ranching. In addition, although sparsely populated, it is also heavily reliant on tourists drawn to the abundance of summer recreation opportunities as well as wineries, restaurants and shops. When SH 133 was closed in May, it caused an immediate impact to residents and businesses. Although some vehicles, including first responders, Somerset residents, and those making necessary deliveries were allowed to pass around the damage, the only available route for most travelers was a detour of some 200 miles (320 km), creating an urgent need to reopen the route.

The Colorado Department of Transportation put the job out for an emergency bid and Ralph L. Wadsworth Construction was awarded the contract. The Acrow-designed structure provided to the contractor is a heavy-duty Mabey Universal bridge with a length of 103.35 feet (31.5 m) and a curb-to-curb width of 30 feet (9.15 m) to enable two-way traffic. The bridge, which is designed to AASHTO HL-93 and has an anti-skid epoxy coated deck, was installed in two weeks. The bridge was rented to the contractor and will be in place until repairs are completed, now anticipated to be November 2023.

“Acrow’s robust Mabey Universal modular steel bridge was an ideal solution for this emergency project,” said Eugene Sobecki, Acrow’s Director National Sales & Military Business Development. “With unprecedented heavy-load capacity, the Mabey Universal is quickly assembled and installed to reconnect critical routes.”

Added Russ Parisi, Acrow’s Vice President, North America, “In the wake of emergencies, Acrow’s modular steel solutions can help expedite the reconnection of critical routes. Available for rent or purchase and in-stock for immediate delivery, Acrow’s components are easily transported to the most difficult locations, providing an economical and reliable solution to rapidly restore damaged infrastructure.”

About Acrow

Acrow has been serving the transportation and construction industries for more than 70 years with a wide range of modular steel bridging solutions for permanent, temporary, military and emergency use. Acrow’s extensive international presence includes leadership in the development and implementation of bridge infrastructure projects in over 150 countries across Africa, Asia, the Americas, Europe and the Middle East. For more information, please visit www.acrow.com.

WSP, a leading engineering, environment and professional services consultancy, was the program management consultant for the $700 million project, which significantly improved passenger circulation and eased congestion at Penn Station.

“Penn Station was designed in the 1960s, when the total daily passenger volume was less than a third of the 600,000 daily commuters it sees today,” said Jefferson Ryscavage, project manager and WSP senior construction engineering manager. “That’s why this facility needed updates and improvements to address congestion in the station. Our team has provided valuable services, counsel and expertise since work began in 2019.”  

The project was designed to provide a more comfortable station experience for commuters. This began with the conclusion of the project’s first phase in 2020, when the new and iconic East End Gateway entrance at 33rd Street and 7th Avenue opened.

“The project used an innovative Developer/design-build approach that helped speed up construction.  The team overcame the obstacles related to the pandemic and continued to maintain and accelerate construction activities” said Garry Nunes, WSP senior vice president and program and construction services director.

The additions of three state-of-the-art escalators and a staircase at this new entrance doubled the ingress and egress capacity between the street level and Penn Station’s LIRR Concourse and improved passenger circulation to both the LIRR and New York City Transit’s 1/2/3 and A/C/E subway lines.

The second phase widened the 33rd Street Corridor from 30 to 57 feet and raised the ceiling height to 18 feet. New mechanical systems were installed for better air circulation and a larger fresh air volume, as well as a modern luminous ceiling with programmable, color-changing LEDs that complement the natural light introduced by the East End Gateway entrance.

Four elevators were replaced, and a new elevator entrance was added, along with new elevator communication systems and an intuitive wayfinding system.

The WSP team provided a complete suite of professional services to MTA C&D and the LIRR project management team, and overcame multiple challenges presented by the coronavirus pandemic, including safety concerns and delays in materials shipped from other countries.

About WSP in the U.S.
WSP USA is the U.S. operating company of WSP, one of the world’s leading engineering, environment and professional services firms. Recognized on Fast Company’s Brands that Matter List for 2022 as a top Community-Minded Business, WSP in the U.S. brings together engineers, planners, technical experts, strategic advisors and construction management professionals who are dedicated to collaborate in the best interests of serving local communities. WSP designs lasting solutions in the buildings, transportation, energy, water and environment markets. With approximately 16,000 employees in 300 offices across the U.S., WSP partners with its clients to help communities prosper. wsp.com

The project involves the replacement of the existing Highway 36 bridge over the reservoir and the work has been necessitated by the planned water level rise to increase the reservoir’s capacity. 

COWI’s scope of work will be preliminary engineering, detailed design, contract tendering, construction supervision including post construction and warranty inspection. 

The reservoir sits in Chin Coulee Provincial Recreation Area where boating, water skiing, and fishing are popular pursuits on the water and is vital to the local community. The reservoir is located in the middle of a region in Southern Alberta known for its agriculture and agri-food sector that is a key contributor to the local and provincial economy. 

By increasing the capacity of the reservoir, St. Mary River Irrigation District (SMRID) will be able to expand the area of land that can be irrigated and make the area more resilient to climate variability including both seasonal droughts and flooding. In doing so, the project will improve the lives of many farmers in the local community and improve the local economy and the billion-dollar agriculture industry in the area. 

Thomas Dahlgren, President, COWI in North America, said: “This project is a great win for COWI as we continue to build and strength our relationship with ATEC. The project is COWI in North America’s first major bridge replacement project within the South Region of ATEC’s organization and will allow COWI to further demonstrate to ATEC as an organization our strengths and ability to develop solutions to complex and unique project challenges.”

“Supplement 3 includes many significant changes and additions to the North American Specification,” said Jay Larson, P.E., F.ASCE, managing director of AISI’s Construction Technical Program. “AISI created these design examples to assist engineers in understanding those changes, to aid programmers in including them in updates to their software, and to demonstrate to designers how to incorporate them into future projects.” He noted that the Smath Studio software required to access the design examples is free of charge to use.

The changes in Supplement 3 will be included in the next edition of AISI S100, which is expected to be published in 2024 and adopted in the 2027 edition of the ICC model building codes. The list of the changes in Supplement 3 is included in the Preface to AISI S100-16(2020) w/S3-22, which can be downloaded free of charge from the AISI Design Resources section at http://www.buildusingsteel.org or directly at https://ow.ly/hI1s50PF9ti.

AISI serves as the voice of the American steel industry in the public policy arena and advances the case for steel in the marketplace as the preferred material of choice. AISI’s membership is comprised of integrated and electric arc furnace steelmakers, and associate members who are suppliers to or customers of the steel industry. For more news about steel and its applications, view AISI’s websites at www.steel.org and www.buildusingsteel.org. Follow AISI on Facebook, LinkedIn, Twitter (@AISISteel), @BuildUsingSteel or Instagram.      

Located near the southern border of Missouri, Table Rock Lake was created in 1958 when the eponymous dam was constructed across the White River to control flooding and generate hydroelectric power.  Designed and built by the US Army Corps of Engineers over a four year period starting in 1954, Table Rock Dam–so named for an overhanging rock formation one mile downstream–created a 43,100-acre lake with a shoreline that stretches roughly 800 miles through the surrounding Ozark hills.  Long before the White River’s waters filled the shores of Table Rock Lake, however, it cut a defined path through the Ozarks–beginning in the Boston Mountains of Arkansas and snaking into Missouri before flowing southeast into the Arkansas River and eventually the Mississippi.  Before any stagecoaches, trains, or roads appeared in the Ozark Hills, the White River served as the region’s only means of transportation.  The region’s first settlers made their way through the region’s hills and valleys on flat-bottomed boats.  These early settlers cut out homesteads for themselves along the White River where it breathed life into the first American settlements in the Ozarks.

As the 19th century progressed, these small homesteads grew into settlements along the river.  Barges and flat-bottomed boats moved goods and people up and down the river, supporting several modest settlements that would grow into cities.  Eventually, these boats were replaced by smaller steamboats, which further increased the region’s ability to support a growing population as the flow of trade and passengers moved up and down the White River.  Several of these towns and cities further enhanced this transportation system by dredging the river to support even more steamboat traffic.  Eventually, the flow of goods and people was shifted to growing railroad networks, and, at the start of the 20th century, the importance of the White River as a source of transportation activity had been greatly reduced.

By the turn of the century, the once-small towns and settlements that had been carved out along the river’s plains had grown into thriving economic centers for the region.  And, whereas the river once carried the promise of economic prosperity, its flow had come to threaten these growing towns with devastating seasonal floods.  Construction of the dam was authorized by Congress in the Flood Control Act of 1941, but the project’s start was delayed by both World War II and the Korean War as well as the construction of nearby Bull Shoals Dam.  Work eventually began on Table Rock Dam in 1954 when the Little Rock District of the Corps of Engineers arrived in October.  The plan was to create a combination concrete gravity dam and earthen embankment.  The concrete section of the dam would be a little over 1,600-feet long, requiring 1.23 million cubic yards of concrete.  Still more, the earthen portion of the dam would be over 4,800-feet long and contain 3.32 million cubic yards of fill.  Table Rock Dam would also feature a 531-foot long spillway with ten crest gates for the control of overflow water.  

Completed at a total cost of around $65 million, Table Rock Dam formed one of dozens of man-made lakes that began to dot the Ozarks.  Whereas the Missouri and Arkansas Ozarks had once been a region devoid of large lakes, the construction of dams like Table Rock over the course of the 20th century transformed the region physically and economically.  By the latter half of the 20th century, Table Rock Lake was but one of several large bodies of water that leapt into existence in the region.  The result was a massive boost to the resort and tourism industries as the region suddenly had thousands of acres of lakeshore that previously didn’t exist.  On Table Rock Lake, the US Army Corps of Engineers built 14 campgrounds and opened it up to the building of commercial marinas.  The massive influx of tourism supported the growth of the town of Branson, which now hosts upwards of 5 million visitors per year.

In the relatively short period of time that American towns and cities have existed in the Ozark region, there has been a tremendous shift in the relationship between these communities and the rivers that cut the first paths through it.  As society’s needs shifted, so too did this relationship.  What didn’t change, however, is the ability for these rivers to provide a means and reason for people to enter the region.  Where once this function operated as a result of transportation, it has now shifted to being the destination–opening the Ozarks to another generation of awestruck explorers.

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.  

Seattle aquarium is one of the city’s premier attractions, bringing in more than 850,000 visitors per year. During the transformation of Seattle’s central waterfront, planners decided to build a new 50,000-square-foot ocean pavilion exhibit space for the aquarium that would feature sharks, rays, and other animals. The roof of the pavilion would transform into a public plaza that overlooks the Seattle oceanfront, complete with walkways and greenery.

To accommodate construction, the city of Seattle temporarily shifted the roadway near the aquarium, placing it in close proximity to the construction site. That meant formwork closest to the roadway spanned over two lanes of traffic. With an active highway below the construction site, safety for workers became paramount.

To manage these challenging circumstances and meet the unique design and performance requirements for the addition, the project team turned to the expertise of PERI USA for custom scaffolding, formwork, and shoring systems.

“With the challenge of the location of this project, it was necessary that parts of our systems would have to span over the roadway”, said Barry Humphreys, sales engineer at PERI. “PERI UP scaffolding extended over the highway parallel to the side and allowed us to meet restrictions that required a narrow width while being cost effective.”

A Roadmap for Innovation and Safety 

For the core of the building, planners selected 21,000 square feet of VARIOWall Formwork as the primary vertical wall formwork supporting the main tank wall. The girder wall formwork components allow the crew to adapt to the flexibility for any project specifications. The VST Civil Heavy Duty shoring system became an important component in certain areas of the building to support heavy transfer of central loads. The heavy shoring tower can be easily raised and lowered when loaded with the design of the head spindle and mobile hydraulics.  Heavy duty shoring towers and wide-span lattice girders can be systematically assembled with bolted connections and pre-assembled tower segments.

VARIOKIT is compatible with the PERI UP scaffolding system, allowing access points, and working platforms to be installed quickly and safely. PERI UP (3,400 square feet) supported the roadway protection and allowed for a wide range of ledgers and decks with different lengths to change direction during installation. PERI UP can be quickly and safely mounted with a gravity lock and self-locking decks. By inserting the wedge head into the rosette, the wedge drops by the force of gravity, quickly locking, Installation adaptability allowed the product to suit the project-specific layout of the building, delivering maximum performance.

“PERI UP allows us to achieve a taller height and form while keeping flexibility in our design,” Humphreys added. “At those heights, ensuring safer installation of products allows us to be more efficient with shoring at those heights.”

5,400 square feet of MULTIFLEX was used on the horizontal slab of the tank, providing the ideal solution, freedom of position, and spacing for lower rising points that supported the complicated ground plan. Providing additional flexibility on high load bearing for large spans, MULTIFLEX fits into complicated ground plans, as well as forming operations in confined spaces.

Lastly, SKYDECK, a panel slab formwork system, allowed the project team to eliminate utilizing any plywood. Eliminating the use of plywood keeps construction costs low while supplying a safe, efficient shoring system. SKYDECK is available on the market with no system component weighing more than 35 pounds in combination with systematic assembly and integral, rentable plywood.

Making Waves

Construction on the Seattle Aquarium began In July 2022. The expansion is scheduled to be completed in December 2023.

Designer and Supplier of Form Solution: Janicki Industries

Contractor: Turner Construction

Location: Seattle, WA

Products

    PERI UP

    SKYDECK

    MULTIFLEX

    VARIOKIT

Customer’s Benefits

Allows shortest assembly and cycle times with minimum formwork sets

Maximum adaptability to suit project-specific geometries

Lightweight, easy to handle components

Completed in the Spring of 2023, 555 Greenwich is a 16-story office building in New York City that has been drawing attention for its new “circular energy infrastructure” approach to sustainability.  The developer is Hudson Square Properties who tapped consulting engineers JB&B and sustainable design firm COOKFOX to develop and implement practices shared from the Nordic market by Swedish firm urbs.  The result of these partnerships is the most sustainable office tower in New York City.  555 Greenwich also ranks among the most efficient commercial properties nationally.  Unique in its design, the structure at 555 Greenwich was designed to fit seamlessly with neighboring 345 Hudson.  To create a building with such a profound impact on sustainability,  the project team’s approach focused not on individual technological components, but instead on integrating wholly reimagined systems throughout the entire building including DOAS/Geothermal/Radiant Heating, Electrified Energy, and Artificial Intelligence Integration.

The project at 555 Greenwich occupies a space with a history that stretches back four centuries to when Trinity Church Wall Street received land from the Queen of England within the Hudson Square neighborhood of New York City–just north of Tribeca and adjacent to the West Village.  For much of the time since then, this space was occupied by farmland until several large buildings were constructed within the space to house a printing press district.  In 2017, the decision was made to convert the space into commercial office buildings and partner with the Norges Bank.  Around this time, Hines was brought onto the project as a small equity partner; the firm was also the asset and development managers, responsible for concept, property management, and  asset management and engineering.  According to Ben Rodney, Vice President at Hines and ESG Leader for their East Region, the 555 Greenwich project is representative of a paradigm shift in building design in New York City, especially in terms of carbon and sustainability.

For Hines and the teams working on the 555 Greenwich project, the question became whether to build “the best old building, or the first of the new generation of structures in New York,” says Rodney.  Ultimately, the decision was made to build the latter, which was influenced by partner Norges Bank who maintains a mandate to invest globally in sustainable design solutions.  Furthermore, within this mandate to invest globally is to invest in projects that are leading the market.  According to Rodney, this partnership also introduced project teams to AEC professionals from Nordic countries like Sweden and Denmark.  This gave the team working on 555 Greenwich the chance to learn from the kinds of structures that were being built in Nordic countries, many of which didn’t rely on fossil fuel or natural gas infrastructure while being in cold climates.  These structures often rely on energy transfer and storage as well as distributed heat and cooling.  With this perspective, Rodney says the team began thinking about how those concepts could be applied to a building in New York City.  He describes this step in the design process as “starting from a clean slate.”

To imagine these concepts in New York City, the design team worked with four different architects and an architecture competition to settle on a design for the building.  A key part of choosing a design for the building was utilizing the structure’s thermal mass.  This would allow the building to heat and cool itself and occupants.  Rodney says that to achieve this the team relied on using radiant slabs, which meant running tubing within a topping slab to circulate water and add or remove heat as needed.  Another major part of this innovative design was connecting the two buildings structurally, which would allow them to create larger floor plates.  To avoid settlement in the new building, Rodney says the team ended up having to dig down to the bedrock.  Digging these 120-foot caissons allowed the team to install a geothermal well system by running the system vertically along the caissons.  These geothermal wells connect to thermoactive slabs, which are in turn connected to air-source heat pumps on the roof and water-source heat pumps within the building for domestic water to create a circular energy infrastructure.

Although substantial completion of the 555 Greenwich project has concluded, there are still questions that will need to be answered, stemming from the systems that make it such a unique building.  Rodney says that there will be ongoing challenges in fine-tuning the building’s systems to accommodate for balancing these systems with what tenants want.  This includes not only explaining to tenants the differences from a traditional structure, but also “finding the right energy balance with the geothermal and radiant slabs,” according to Rodney, who further notes that the, “balance will change over time, making this an ongoing process.”  The process of finding the right energy balance for these systems can be considered a calculated risk, but its significance in positively challenging the current paradigm for structures in the United States is poised to overcome any challenges in finding this balance moving forward.

In the recent BBC documentary series, The Mayfair Hotel Megabuild, one of the issues encountered on the project was noise from the tube trains resonating through the building, particularly at basement levels. In this article, Adam Fox, whose company Mason UK featured in the documentary, explains why acoustics and vibration are a growing problem for many hotels in London and what can be done about it.

The recent BBC documentary series described the renovation of Claridge’s Hotel in London as the ‘‘most audacious hotel upgrade ever attempted.’’ For those involved in this project, it was a challenge and a privilege. However, from an acoustics point of view, the challenge we encountered here is one that many hotels across the capital face.

As part of the hotel upgrade, a new five story mega-basement was created. The documentary shows how during the construction process Norman McKibbin, construction director at the Maybourne Group, discovered that they could hear the hum of tube trains at basement level. As Claridge’s sits between three different underground lines, faint vibrations from the tracks two hundred meters away were carried through the ground and then amplified by the new basement structure. 

The basement was intended to include silent treatment rooms, where residents would receive massage therapy and enjoy a luxury spa. Ensuring that no noise disturbed this environment was therefore non-negotiable. Norman therefore hired a team of acoustics and vibration engineers, and that is where we entered the story.

Box in box solutions

The solution to the vibration problem was a box-in-box construction, which the Mayfair Hotel Megabuild described as a ‘‘room within a room.’’ Each inner room was surrounded by acoustic insulation and attached to the existing room with spring or rubber isolators that absorb the vibration and prevent the sound from travelling.

Although few projects can rival Claridge’s refurbishment for prestige, box-in-box constructions are commonly used for these purposes. The key component is a floating floor, the design of which is determined by the level of isolation required. A jack-up floating floor creates a floating concrete slab supported at regular intervals by either rubber or spring mounts, to create an air gap underneath. 

Walls can be isolated, either by being built on the floating floor or specially designed wall plates. The box-in-box structure is complete with an acoustic ceiling or lid. Acoustic ceilings are generally supported on drop rods on acoustics hangers, again rubber or springs are used.

Box-in-box constructions and the acoustic products they require are found in many types of building aside from hotels, including theatres, cinemas, and healthcare facilities. However, there is a growing demand for this type of solution as many developers and contractors require excavating basement levels. In London, this often brings the structure closer to the main source of vibration, underground tube tunnels. 

Getting the installation right requires experienced engineers and high-quality engineering products. On occasion, it will be necessary to provide bespoke products, to deal with additional challenges like space requirements that were not anticipated in a specification. Getting it right the first time is essential, as retrofitting a solution is prohibitively costly and can cause reputational damage, especially in a luxury development. 

Mason UK are specialists in vibration isolation for architectural noise control. To find out more about their recent projects, visit mason-uk.co.uk

The United States has seen a slow, but growing adoption of mass timber as a building material over the last decade.  From a sustainability standpoint, the switch to mass timber represents significant opportunities to reduce carbon emissions and promote sustainability goals.  From a building and operational standpoint, mass timber is typically prefabricated, which reduces inefficiencies in the construction process–leading to less money spent on things like labor and fuel.  According to Dennis Mordan, Vice President and Principal at O’Donnell & Naccarato, with such clear benefits for sustainability and efficiency, one of the biggest factors keeping mass timber from being adopted more widely is a lack of knowledge about its benefits and usage.  Since 2019, Mordan has been using mass timber in O’Donnell & Naccarato’s projects.  Still further, Mordan and his team are dedicated to spreading the word about the benefits of mass timber–forming an AIA-accredited program known as “Mass Timber 101.”

Mordan understands that architects and contractors are reluctant to use unfamiliar materials, and that they will rely on and trust their experiences.  Along with this unfamiliarity and hesitancy comes higher estimates.  Understanding this, Mordan and his team designed “Mass Timber 101” to introduce architects, contractors, and developers to not just the basics of mass timber but the specifics.  This includes both introducing the larger concept of mass timber–through materials such as CLT–and diving into relevant technical information such as code requirements, acoustics, connections, long term creep, vibration, and fire ratings.  Another major component of the “Mass Timber 101” course are discussions about sourcing, which has historically been a limiting factor for wider mass timber adoption.  For Mordan, this introduction to mass timber serves an important function in that it also provides important contextual information for its specific usage.  More than just stopping at an introduction to the concept, “Mass Timber 101” allows architects, contractors, and developers to consider how these materials and processes can be adopted on their own projects.

While better education is a major factor limiting the wider adoption of mass timber projects in the United States, potential issues with material sourcing can also greatly limit its wider use.  Mordan also points out that, as mass timber becomes more popular in the United States, issues with sourcing will continue to exist.  Mordan cites their recent project at 675 E. Swedesford Rd as an example of how sourcing materials can be a challenge for mass timber projects in the United States.  With the project located in Pennsylvania, Mordan says they considered sourcing mass timber projects from two places: Germany and Canada.  The decision to source materials from Germany over Canada, according to Mordan, was made because it carried a lower overall carbon footprint through the logistical chain.  Issues with sourcing mass timber products in the United States are further compounded by standards for things like glue for lamination.  For projects in the United States using mass timber products, sourcing decisions often influence their overall design and aesthetic.  Each species of tree has a different strength, and, of course, aesthetic appearance.  However, Mordan believes that, as more manufacturers come online in the future, lead times for sourcing mass timber projects will continue to decrease.  In the meantime, he suggests that these projects be open to considering alternative sourcing, which can again alleviate long lead times for mass timber projects.

When speaking about the present and future of mass timber projects in the United States, Mordan outlines the immediate importance of hybrid mass timber projects like their Swarthmore College project, which features a second floor and roof made from mass timber as well as a traditional ground floor with steel beams, a metal deck, and concrete.  These hybrid mass timber projects are a way to introduce contractors and architects to the nuances of using mass timber in their work.  Furthermore, Mordan points out that these hybrid mass timber projects are more likely to pass with local code officials who might not be familiar with mass timber and, as such, are wary to approve entire projects constructed from mass timber.  As more of these hybrid mass timber projects are introduced and completed, the popularity and industry knowledge surrounding these projects will continue to increase.  Mordan believes that, over time, AEC professionals will become “more embolden ” to trying mass timber for new hybrid uses, which will only further generate excitement.

For Mordan, the need for education, adoption, and innovation around mass timber is a way of moving mass timber from a “small category” within the AEC profession to unlocking its larger potential as a sustainable, safe building material.  Through educational efforts like Mass Timber 101–which he has given to AEC professionals across the United states–and projects that are innovating its use in the United States, Mordan and the rest of the team at O’Donnell & Naccarato are demonstrating a well-founded belief that mass timber has the potential to drastically improve the way we approach designing and building structures in the present and future.

Doug Hardin, P.E., Tamarack Grove Engineering
Brian J. Sielaff, P.E., P.Eng, Tamarack Grove Engineering
Cody Jones, Bledsoe Tents

The modern-day engineered fabric structure, known more universally as a tent, has applications far beyond weddings, social events, and as temporary expansion space. The versatile structures have come into their own in a whole new way — appearing on the scene at large construction sites of major national grocery and retail chains including Target, Whole Foods, and many others. These megastores, who often complete renovations during off-hours, have realized the benefits of using tents for staging, materials storage, organization, equipment protection, safety and security, and providing impromptu meeting space for construction crews sheltered from the elements. Environmental benefits are making an even stronger case for opting to use tents rather than the standard steel storage container both for new builds and major renovation projects. 

NEW APPLICATIONS RESULT IN WIN-WIN

The AEC industry constantly seeks better ways to get a job done — if a project or process isn’t evolving, it’s not growing into a better system. Innovation should always result in some combination of saving money and time, using resources wisely, improving work process and safety, and lessening impact to the environment. In the tent versus steel storage container debate every one of these boxes is checked and there isn’t much to recommend a container on construction sites once all the benefits of using a tent are considered. 

Tamarack Grove Engineering (TGE), a structural engineering firm located in Boise, Idaho has been recommending tents over shipping containers for many years with great response from clients. TGE is integrally involved in the process, submitting all permits and calculations for the tent install based upon local codes and ordinances making the process seamless. “Through education, we’ve been able to tout the benefits of tents to local jurisdictional authorities while helping many clients minimize steel storage containers on their job sites. Tents speed up the overall construction start-up process and the take-down process at close of construction.  And, the ultimate benefit is that this helps the store open sooner,” said TGE’s Doug Hardin, P.E. 

THE A, B, Cs OF TENTS IN A CONSTRUCTION SITE APPLICATION

A = AESTHETICS

Many retail clients undergoing a remodel or building an entirely new location often restrict construction activities to nighttime when stores are closed, allowing stores to remain open while generating revenue. Steel storage containers are often delivered onsite dirty and with failing locks and hinges making them difficult to safely access and navigate especially at night with minimal lighting available. “We found that by using the tent in lieu of shipping containers we were able to save a huge amount of time and money on our projects. We can locate and access building materials quickly and quietly in the middle of the night during a remodel. When using shipping containers it often takes a long time to locate the items needed and they always seem to be in the back of the container requiring us to unload all the product in order to access them,” said contractor Randy Whitacre, Project Executive, W.L.  Butler. When using a tent, looks and function meld, providing a much more attractive appearance on active job sites in addition to these benefits:

– Discourages graffiti

– Available in a variety of colors to match location or business

– Business appears to be open and operational not deterring shoppers

B = BUILD

Building the ideal job site is facilitated when using a tent. Site preparation is easy — once you address any landscaping or light pole issues and check for utilities, you’re good to go! However, if you’re using shipping containers, the coordination between owner, owner’s rep, shipping container company, delivery company, and contractor is extensive and can take months upfront to schedule. Such a lengthy and drawn-out process also increases the likelihood for scheduling mistakes, coordination snafus, and delays. 

With a tent there is a one-time delivery of one tent which takes a maximum of three days to assemble as opposed to approximately 33 different delivery trucks dropping off 33 individual containers over a long period of time. The delivery of so many containers also adds exponentially to fuel and traffic pollution and the impact on roads of heavy machinery delivering the containers can be significant. Consequently, the resulting environmental impact of one truck delivering one tent versus the multitudes of containers is enormous. Additionally, containers can’t be stacked, so they take up a great deal of valuable space on a working jobsite — on an average remodel there may be (40) 8’ x 40’ containers taking up to 12,800 SF of area as opposed to one 50’x150’ tent occupying a mere 7,500 SF. 

C = COST

The cost of tents compared to shipping containers is another clear example of the benefits.  Tents are very easy on the budget, saving between 20% – 25% over the use of steel containers. “When comparing the cost of a tent to containers the math is easy if you consider all the benefits during the project and perhaps the best part is that it goes up in a day and can be taken down in a day, while taking up a lot less space,” said Whitacre.

BENEFITS

When big box retailers are contemplating their next renovation, expansion, or new location, the additional benefits of using a tent rather than shipping containers are compelling from a cost, time, coordination, and environmental impact perspective. “I am a BIG fan of a tent vs containers because I find a tent to be so much easier to work with and much more versatile. With a tent I can set up pallet racking in many different configurations to meet the needs of the job. I can see things better for logging parts locations and it’s easier to search for missing parts instead of opening up all of the containers and climbing over pallets or removing multiple pallets to find what you need,” said Thomas Cox, Taylor Bros. Construction Company Inc. 

Additional benefits of tents include:

– Materials can be off-loaded as they arrive, easing the sorting and storage process

– Enhanced safety and security

– Organization of all merchandise and building materials allows inventory to be seen and easily located

– No need to open and unload containers piecemeal

– Faster, easier, and cheaper shipping to site

– Tent set up is quick

– Weather resistant, keeping materials safe and secure

– Easy navigation of staging area and ample daylight

– Lengths on the 50’ wide tents can be customized for each specific project 

There are relatively few downsides to replacing standard cargo shipping containers with a tent on your next construction project. Site geography can occasionally be an issue for either option, however when using a tent most of these issues can be resolved quickly and efficiently by consulting with a knowledgeable engineer. “Conveying to the local jurisdictional authority that these tents are not ‘event tents’, but rather  ‘temporary storage tents’ changes the definition and use of the tent from a permitting standpoint with the city building official and fire marshall. Structural engineering calculations can be shown to comply with the local code requirements for temporary hold-downs pertaining to uplift, overturning, and connections into the existing asphalt,”  said TGE’s Brian J. Sielaff, P.E., P.Eng. If a cargo container can be delivered and installed, a tent can be erected easier and with less coordination. 

To find out more about using a tent on your next big-box or retail project, contact Tamarack Grove Engineering’s Doug Hardin at doug.hardin@tamarackgrove.com or Bledsoe Tent’s Cody Jones at cjones@thebledsoegroup.net.

ABOUT THE AUTHORS

Doug Hardin, P.E., serves as Director of Engineering at TGE. He specializes in building design and analysis of both gravity and lateral load resisting systems and has worked with many different clients and types of projects as a project manager working with heavy timber, masonry, steel, light gauge steel, SIPS, IFC, and more.

Brian J. Sielaff, P.E., P.Eng., specializes in building design, design development, investigative and forensic engineering, and project management. As CEO at TGE, he oversees all work, production, and client relationships. Brian serves as Chairman of the Building Systems Council, NAHB. 

Cody Jones is a Project Manager with Bledsoe Tents. He has been in the tenting industry for over 15+ years helping clients find solutions to their construction challenges. Cody recognizes that each project is unique and works to find the optimum fix for each situation. He relies on his depth of experience in the construction industry and his managerial acumen, always placing an emphasis on safety and unparalleled quality, every time.

CALL OUT QUOTE

“In any industry and construction site, aesthetics and organization play a very key part in the overall experience. Tents allow the GC’s to stay organized, have a much better pallet for staging sequences, offer high-end, on-site security protection, and allow
a controlled workspace environment.”  Brian J. Sielaff, Tamarack Grove Engineering

CALLOUT BOX:

Tents v Containers

– Set up time

– Ease of delivery

– Significant cost savings

– Inventory tracking and safe retrieval

– Healthier for the environment

– Neighborhood-friendly

Norfolk House once served as the headquarters for Operation Overlord, the Allied invasion of German-occupied Western Europe at the end of the Second World War. Now, it has been converted into a new eight-story commercial office building. However, given the building’s proximity to the London Underground and HS2, vibration control was required for the newly excavated basement level. 

Originally built in the 1930s, Norfolk House is a Neo-Georgian red brick building, located in St James’s Square. Skanska was awarded the contract to redevelop the site, in a project estimated to be worth between 60 and £72 million. Work began in October 2020 and was originally scheduled for completion in September 2022.

The redevelopment of the historic site involved the creation of an eight-story commercial office building and the reconstruction of two brick and Portland Stone facades. These facades are nearly identical to the original, but with slightly adjusted floor heights that are better suited to office use. 

The project also involved additional excavation to create a deeper basement. The new basement will provide storage for bikes, a gym, and accompanying changing rooms. Owing to the site’s proximity to both the London Underground and major train lines, it was necessary to implement acoustic fittings and vibration control measures.

The solution was a concrete floating floor. A jack up floor system was proposed which involves raising the floor off the structural slab, on either spring or rubber mounts, to interrupt the transmission path for ground borne sources of vibration. To design and oversee the installation of this system, contractor J Coffey brought Mason UK on board to invest in the quality and support package, after having worked successfully together on previous projects. 

A flexible system

From gyms to bowling alleys, studios to plant rooms, concrete floating floors are used for many purposes, usually to prevent noise passing through the floor but also, as was the case for this project, to isolate against vibration. Without a floating floor, vibration from the tube would pass into the building’s structure and be heard as reradiated noise.

The Mason jack up floating floor system, pioneered in the 1960s by Mason Industries, carries several advantages including high performance and flexibility. Although there are variations in system design and installation, the process typically involves the following steps. First, rubber or spring mounts are placed strategically on a bond breaking separation layer, covering the area where the floor is to be treated. Second, reinforced steel is added, which later provides structural integrity to the concrete. Third, concrete is poured over the area, level with the top of the mounts. 

Finally, when the concrete has cured, the floor is raised, or ‘‘jacked up’’ on the rubber elements or steel springs. Once the floor has been fully jacked to the required elevation, there is an air gap between the floating floor and the structural slab underneath, thereby breaking the transmission path for vibration. Depending on the specification and performance requirements of the floor, either rubber or spring jacks are selected. For Norfolk House’s basement the FSN Rubber concrete jack-up system was suitable.

The flexibility of the system is best seen by contrasting it with the alternative, a system of mats or pads. These are typically laid out and then boards are placed on top. As everything must line up perfectly, you have more restrictions and cannot easily accommodate design changes or unforeseen challenges which are quite common in projects like these.

The jack up system offers flexibility and can be amended quite easily, a factor which became a distinct advantage during this project. In the original design, the floating floor was to cover one continuous area. However, it was later revealed that some of this area was to be occupied by the temporary canteen and site welfare facilities. 

Mason therefore had to work around this temporary obstacle, ‘‘designing on the fly’’ as one engineer involved in the project put it. Due to the flexibility of the system, the Mason team could make design changes to accommodate the site welfare and an access corridor, laying a floor that was smaller and of different dimensions to what was proposed in the original design. Once the welfare facilities were relocated, the team returned to lay the remainder of the floor. 

However, this was not the only occasion where the flexibility of the jack up system and the ability of Mason’s onsite team to adapt to design changes would prove advantageous. As well as moving the edge of the floor to accommodate the site welfare, the team also had to work around pipes and penetrations coming through the floor required to service areas where showers and drainage would be installed. Again, some penetrations were not reflected in the original drawings Mason had received. However, as the jacks could be moved around relatively easily, they could accommodate the space needed for pipes. 

‘‘This was such an interesting project, both because of the prestige of the development and because of some of the challenges we encountered,’’ recalled Tom Van Dongen, Senior Project Engineer with Mason UK. ‘‘There were many additional details that were never included in the original design, so we had to be reactive and work closely with the contractor on site.’’

A lot goes on in the redevelopment of prestigious buildings like Norfolk House. Given the proximity of the building to major train lines and the London Underground, installing a high-performance floating floor was imperative. However, this project demonstrated that things can often pan out differently from the original design, which brought to the fore the flexibility of the jack up floating floor system and the expertise of the Mason UK engineering team on site.

“Technicians found that the FRP deck was in optimal condition with minor maintenance needed for overlay cracking at the joints and connection holes,” says Scott Reeve, business development for CCG.  “It would have been nearly impossible to achieve a bridge that functioned to current safety standards yet maintained the bridge’s character and original metal latticework with a traditional concrete deck. A typical concrete deck weighs 100 pounds per square foot, creating a deadload a historic steel truss span can’t tolerate.  The FRP deck weighs just 25 pounds per square foot. A decade of use also demonstrates FRP’s ability to withstand the effects of a harsh environment and rigorous use.”

CCG prefabricates very large, corrosion-resistant panels at its Dayton, Ohio manufacturing facility. Constructing panels on CCG’s production floor allows the company to coordinate design and construction specifications upfront instead of at the job site. Installation is quicker, and overall costs reduced.

“The Rocks Village Bridge is a good example of CCG’s ability to fabricate very large FRP structures with high structural load requirements,” says Reeve. “The relative stiffness of our fiberglass material makes deflection the driving factor in deck sizing with FRP. Because of this unique element, FRP bridges and bridge decks are built to safety and strength factors much higher than that of conventional material. In short, it means our decks will never break.”

About CCG

Creative Composites Group (CCG) supplies innovative Fiber Reinforced Polymer (FRP) products for major infrastructure markets. CCG has the design-build and structural fabrication expertise to provide engineered systems and OEM solutions. CCG’s combined team of engineers and technicians have been developing lightweight, durable, cost-effective FRP products for structurally demanding applications and corrosive environments for more than 50 years. Many of these products have paved the way for first-time use of engineered FRP composites for demanding infrastructure markets including: utility, rail,  bridges and waterfront applications because of FRP’s high-performance attributes. 

BCMC is one of the premier trade shows for structural building component manufacturers and framers to learn about the latest ideas, products and trends, from all sectors of the industry. The event offers a platform for networking, knowledge sharing, and showcasing the latest innovations in building products and technologies.

“We are thrilled to be a part of the BCMC trade show this year,” said John Schottelkotte, Sales Manager of Barricade Building Products. “This event provides an excellent opportunity for us to connect with industry professionals, showcase our innovative solutions, and demonstrate our commitment to delivering high-quality building materials.”

Barricade Building Products’ experts will be available at the booth to provide personalized demonstrations and answer any questions attendees may have. Visitors can learn about the latest advancements in building materials, explore customized solutions for their specific needs, and discover how Barricade Building Products can help them achieve their construction goals.

Barricade Building Products looks forward to connecting with industry professionals, sharing knowledge, and forging new partnerships at the BCMC trade show. Don’t miss the opportunity to visit Booth #606 and learn more about the company’s innovative building materials and solutions.

For more information about Barricade and its extensive product portfolio, please visit www.BarricadeBP.com.

About INDEVCO North America
INDEVCO has operated for over 40 years in the US market, as Interstate Resources, Inc. through 2017 and presently as INDEVCO North America. Headquartered north of Richmond, Virginia, the protective materials manufacturing group produces Barricade® and Perma R® Building Products in Georgia, Mississippi, Tennessee, and Virginia. The distinct brands – serving different channels, end markets, and geographical territories – offer one of the most comprehensive building envelope product portfolios available in the US.

Barricade Building Products is a member of the INDEVCO North America, Inc. Building Products Division. Barricade is an INDEVCO North America brand.

INDEVCO North America plants also manufacture paper and plastic Packaging Solutions in South Carolina, Texas, and Virginia and manage recycling operations for reprocessed and biomass materials that create a circular economy. Member manufacturing plants serve a growing list of industries, including building and construction, beverage, chemical and petrochemical, food, industrial salt and minerals, lawn and garden, packaging converting, pet food, and transport.

The City of Toronto has selected Stantec, a global leader in sustainable design and engineering, to provide engineering services for Phase 5 of the City’s Basement Flooding Protection Program (BFPP). This multiyear program, which began in 2006, helps reduce the risk of flooding through improvements to the sewer system and overland drainage routes, which can face increased pressure with heavy rainfalls.

For the latest phase of the BFPP, Stantec will design and implement storm sewer, sanitary sewer, and storage sewer projects to help protect the basements of residents’ homes from major flood impacts. These sewer resiliency solutions will also mitigate the risk of surface flooding within the city. The firm previously provided expertise for Phase 3 of the program.

“Stantec’s team brings two decades of successful partnership on this program for the City of Toronto,” said Denise Costa, program manager for Stantec. “Our past experience supporting the City means we are already familiar with the program’s requirements. We appreciate the opportunity to do meaningful work that improves the lives of Toronto residents—helping keep their basements safe during storms.”

Stantec has over 65 years of experience designing and implementing storm and sanitary sewer system improvements across North America. The firm understands the challenges of designing infrastructure within highly urbanized areas, such as our work on the Orleans Watermain Link in Ottawa, the Nose Creek Sanitary Trunk Sewer Upgrade in Calgary, and the South Surrey Interceptor Johnston Road Section in Vancouver.

Learn more about Stantec’s Conveyance work.

STV will provide a full suite of planning and design services for Kyle’s WWTP, including the development of a nutrient management strategy and the installation of vital equipment that will double the plant’s flow capacity while meeting strict water quality permit limits.  

Located approximately 20 miles south of Austin, Kyle is set to become the most populous city in Hays County within the next 10 years. Since 2000, the city’s population has grown more than 800%, from 5,000 residents to more than 50,000 in 2022, according to the city’s census data. When the city’s existing wastewater treatment plant was reaching capacity, Kyle embarked on a major expansion project in 2020 that increased average daily plant capacity from 3.0 MGD to 4.5 MGD. STV provided value engineering and TCEQ permit renewal support. In Phase 2, the firm will lead the necessary improvements to increase flows that can be treated and discharged to 9.0 MGD, doubling the plant’s capacity. 

“Kyle is a fast-growing city and this project’s swift completion is key to maintaining the city’s service to their community,” said Lindsay Webb, P.E., project manager at STV. “Through our longstanding relationship with the City of Kyle, STV’s local knowledge and technical expertise is addressing this region’s crucial needs for water and wastewater infrastructure, while helping the community anticipate additional infrastructure expansion needs to create the most efficient plant.” 

Since 2017, STV has provided the City of Kyle with design services for roadways and traffic signals, wastewater interceptors and lift station improvements, as well as survey services for the city. The plant expansion is the largest collaboration to-date between the city and STV. 

STV has extensive experience with water and wastewater infrastructure in Texas and across the U.S. In Austin, STV served as lead designer for the rehabilitation and improvement of the South Austin Regional Wastewater Treatment Plant, one of the city’s two major municipal treatment facilities. In Dallas, STV converted the Central Regional Wastewater System’s grit removal basins to higher-capacity vortex basins. In San Antonio, STV provided a full suite of design and construction management services for the Vista Ridge Regional Supply Project (VRRSP), the largest public-private partnership (P3) water project in North America at the time of its completion. As a result, VRRSP supplies 20 percent more water for the San Antonio region, providing water security and meeting the needs of the rapidly growing community.  

LAN has previously performed a comprehensive Arc Flash Study Program for more than 2,700 TxDOT facilities located in 250 of the 254 counties across the state of Texas and is pleased to provide TxDOT with the same quality service once more.

“LAN is proud to support TxDOT’s commitment to safety in all its locations by providing this critical analysis,” according to Vice President, Business Group Director for LAN Jeffrey R. ThomasPE, CEM, CEA, CHC.

The project’s scope of work will include a comprehensive Arc Flash Study and analysis of the primary electrical service and distribution system for most of the TxDOT facilities around the state. As part of this project, LAN will provide reports of findings and recommendations for corrective actions necessary to bring the facilities into compliance with current OSHA, NFPA and NEC standards. In the past, TxDOT has used this information to implement LAN’s recommendations. These recommendations include improvements to lower potential arc-flash incident energy levels, replace aged equipment and alert TxDOT of conditions of imminent failure. The improvements occur mainly when a facility does not have a discrete disconnecting means between a transformer and distribution panel.

Without a discrete disconnect, the distribution panel may have dangerous potential energy requiring a higher degree of protection than needed when a disconnect is provided.

This solicitation, which at $7 million is the highest amount offered to date, represents a unique opportunity to fund proposals capable of achieving substantially greater environmental benefits in the neighborhoods most affected by Port operations. Eligible applicants will propose open space and “multi-benefit” parks projects, which support the community and the environment. Fundable project elements include trees and vegetation, irrigation, stormwater systems, noise buffers, paved areas creating access to the park and support facilities.

Prospective applicants should describe projects at a high level and allow program staff to determine eligibility. Eligibility for this solicitation is defined by the Community Infrastructure guidelines. To view project guidelines and the pre-solicitation workshop presentation held on Aug. 9, go to www.polb.com/grants and select Program Overview. A conference call to answer questions about the solicitation will be held from 4-5 p.m. on Wednesday Sept. 13, and can be joined by clicking here or calling (323) 451-1087 and entering conference identification 133 721 215#.

Concept papers must be submitted online by 4 p.m. Monday, Oct. 2. To apply, use this link.

The award-winning Community Grants Program is a more than $46 million effort to fund projects that help those in the community who are most vulnerable to port-related environmental impacts. These projects are expanding asthma services, controlling stormwater runoff through the building of permeable parking lots, and creating open space buffers between port operations and communities, to name a few. Combined with a previous program started in 2009, the Port of Long Beach has set aside more than $65 million, making it the largest voluntary port mitigation initiative in the country. To date, $38.9 million has been committed.

The Port of Long Beach is a global leader in green port initiatives and top-notch customer service, moving cargo with reliability, speed and efficiency. As the premier U.S. gateway for trans-Pacific trade, the Port handles trade valued at $200 billion annually and supports 2.6 million jobs across the United States, including 575,000 in Southern California. In 2022, industry leaders named it “The Best West Coast Seaport in North America” for the fourth consecutive year. During the next 10 years, the Port is planning $2.2 billion in capital improvements aimed at enhancing capacity, competitiveness and sustainability.

“Alex has been a tremendously positive presence at SGH ever since joining us straight out of school. It is gratifying to see our homegrown talent progress from intern to partner and turn into leaders and client-focused problem solvers along the way,” said Niklas Vigener, SGH Chief Technical Officer. “We are thrilled to have him back with SGH and look forward to seeing how his professional dedication and personal enthusiasm will create new opportunities for our clients and project partners in Colorado and the Mountain Region. SGH is open for business in Denver!”

Alex spent eleven years with SGH to start his career, joining the firm as a technical intern in the firm’s Washington, DC, office and advancing to senior engineering positions in Southern California and the San Francisco Bay Area. Most recently, Alex has practiced in Denver and the surrounding region with several prominent building enclosure consulting firms.

“It is great to join SGH and help build on the firm’s stellar reputation for solving challenging engineering problems,” said Alex. “I am excited to partner with our many experts across the firm and eager to help develop our presence across Colorado and the Mountain Region.” 

A passionate mentor and leader, Alex is dedicated to sharing his experience and expertise with project partners, team members, and prospective engineers. His industry and academic contributions include serving on ASTM International’s ASTM D08 Committee on Roofing & Waterproofing, volunteering as an instructor for Engineer’s Alliance with the Arts, and lecturing on building failures and forensic investigations at Pennsylvania State University.

Alex is a LEED Accredited Professional, BD+C, and a registered Professional Civil Engineer in Colorado and California. He received master’s and bachelor’s degrees in architectural engineering from Pennsylvania State University.

“We are very excited for Alex to re-join our team,” said Amy Hackney, SGH Building Technology Region Head, West. “He brings industry-leading technical acumen, a passion for problem-solving, and a knack for team-building that will benefit our team members and client partners in Colorado and beyond. Having a local presence in Denver will allow us to better serve our existing projects and clients in the region and help us grow to serve many more.”

The multidisciplinary team at Svigals + Partners worked to create the highly efficient, comfortable headquarters to meet all of Quantum-Si’s needs, following a programming exercise and prior test-fit for the client in a different location. When fully built out the design firm’s work will extend to even more workspaces and dedicated facilities for employee training, storage, and warehouse area.

With a portfolio developed over 40 years, Svigals + Partners drew from a well-honed process to envision the home base for Quantum-Si’s team of scientists, researchers, engineers, and other staff. With this phase completed, nearly 20,000 square feet of space in the low-key, business park setting is opened to create the bright work setting, including common areas, private offices, and touchdown spaces. Accommodating sensitive, cutting-edge equipment for both wet and dry laboratories, the new headquarters offers a springboard for Quantum-Si’s anticipated growth trajectory and its core system, Platinum, the world’s first next-generation single-molecule protein sequencing platform.

The open interiors present the Quantum-Si team with a healthy, easy-to-adapt environment equipped with key conveniences and safety features, from flexible lab benches and adjustable lighting systems to highly efficient fume hoods and mechanical systems. Highlights include an instrument farm – a showpiece workspace of over 60 devices used in their research – as well as a microscope room, machine shop, and clean room for the company’s laser team. Other enclosed zones accommodate specialized areas for robotics, and tissue culture work. Drawing employees and scientists into the 10,000 square feet of lab and research space are magnetic work and collaboration zones: The glass walls surrounding the instrument farm, for example, are punctuated by vertical slats of light- and dark-toned wood, adding dynamism for occupants arriving via an adjacent corridor.

For both employees and visiting customers and partners, the headquarters is designed to establish the company firmly in the tech-heavy region, as well as to showcase their unparalleled technology. “Centralizing the instrument farm in such a highly viewable location makes it a real centerpiece of both Quantum-Si’s operation as well as whole headquarters experience,” says Alana Konefal, AIA, Associate Principal with Svigals + Partners. “Visitors entering into the main reception area, and those elsewhere in the headquarters, instantly recognize the importance of that technology hub, bringing Quantum-Si’s innovation story forward to connect visually with everyone who visits.”

Showcasing a Technology-Driven Brand

Crisp and clean design elements enhance the sophisticated lab and research environments as well as new enclosed offices and varied collaboration zones, including phone booths, conference rooms, and common areas. Svigals + Partners introduces wood-look elements as a refreshing counterpoint to the company’s geometric, white-on-black brand motif – seen first on a wall panel behind the reception console. Overhead, a plane of wood with linear light fixtures hangs below the facility’s white-painted exposed ceiling, while a lively graphic of gradient purple and blue zigzags along the central corridor that separates office and lab zones. 

The theme extends through other circulation areas as well as a breakroom, game room, and new restrooms, complementing Quantum-Si’s crisp, geometric brand identity with cool grey, blue, and white hues as well as metallic finishes accented by wood tones. In the collaboration zones, horizontal acoustic blades in dark finishes hang from the exposed ceiling, adding eye-catching interest. The tech-inspired, hospitable aesthetic enhances Quantum-Si’s graphics in shared areas, with such memorable flourishes as a trellis-like, wood-hued grid overhead in the breakroom. Perimeter offices and other destination zones take advantage of all available windows, brightening the workspaces with natural daylight.

“Our ongoing communications with the client’s facilities team was essential in maintaining the project’s tight schedule, and it’s a real reward to see inspired scientists and researchers working comfortably in their new headquarters,” says Director of Interior Design Katherine Berger, NCIDQ, WELL AP. “We are looking forward to collaborating with Quantum-Si as they expand further with future phases of their new headquarters.” 

At the company’s recent ribbon cutting, Quantum-Si’s Chief Executive Officer, Jeff Hawkins said, “Our new headquarters reflects the company’s ongoing commitment to job opportunities and innovation alongside the local community. We believe New Haven County is the perfect strategic location to attract world-class scientific talent as we seek to grow our teams. We look forward to leading the expansion of the life sciences industry in Connecticut.”

Svigals + Partners is a national leader in architectural solutions for the R&D and biotech sectors. Recent works by the firm include new headquarters, offices, and cutting-edge research laboratories for such noted companies as Biohaven Pharmaceuticals, Halda Therapeutics, Arvinas, and Alexion Pharmaceuticals, as well as for institutions including Yale University and MIT.

The leading wet civil engineering firm has dredged 300,000m3 from Queen Pool after 70% of the lake became less than 30cm deep when it should be around two metres. The area is a Site of Special Scientific Interest, which is often relied on for food by a variety of wildlife and so the works undertaken ensured the depth of the lake was increased whilst the eco-system was improved for the local flora and fauna. The dredged material has been relocated to Great Park where a landform has been constructed and trees have been planted to offset the carbon emissions generated.

During the project, Land & Water specifically commissioned several pieces of equipment, which were aptly given names by the public including Clementine and Mallard. Land & Water is well known for its use of long reach excavators, however the team at this project took a different approach and commissioned three semi long reach machines and oversized dredging buckets to enable higher production in the shallower water. A GPS dig system was also used in order to give accurate dig control on the excavator and monitor the working position and progress. As normal, all Land & Water machines have been operated on bio-oil to ensure the environmental safety of the lake.

Charlie Oakes, Project Manager at Land & Water says, “The dredge at Blenheim Palace is one of the most ambitious projects undertaken at the site over the last 300 years and one of the largest ever inland dredging contracts completed in the UK.

“Despite some of the delays caused by the winter weather and archaeological findings of a Saxon mill, we are extremely pleased with how the dredge has gone and to have played our part in such a historic project.

“The methods undertaken were strategically designed to minimise the impact on the Estate as well as the environment and will help ensure that Queen Pool is future proofed to support the rich biodiversity that surrounds the lake as well as mitigating the risk of environmental damage.”

Kelly Whitton, Head of Built Heritage at Blenheim Palace says, “By dredging the lake and returning the profile back to the Capability Brown design, we have saved England’s ‘finest view’.”

“Without these essential works, which form part of our goal to spend over £40m on restoration within 10 years, the Queen Pool would have completely disappeared within 5 years, and we would have lost a critical element of the World Heritage Site, and our SSSI status.”

Over the next year Land & Water will be monitoring the landform in order to establish when it will be reinstated.

As Derq became one of the new 25 organizations across the public and private sectors to be recognized by the USDOT in taking action to reverse the crisis that is killing more than 40,000 people on American roads each year, there are now more than 100 Allies in Action who are committed to taking specific, tangible steps to actively reduce the number of deaths and serious injuries on America’s roads and streets, expand the adoption of a Safe System Approach and a Zero Fatalities vision across the nation, and transform how we as a nation think about road safety. 

The USDOT launched the National Roadway Safety Strategy (NRSS) in 2022 in response to the crisis of roadway deaths in America, which had been steadily rising since 2010 before they surged in 2020. While the last four quarters have shown small decreases in traffic fatalities, according to preliminary data, Derq will now be able to work directly with the USDOT and other Allies in Action to share progress, review case studies of notable practices, and even encourage new commitments to continue identifying opportunities to improve safety on a national scale.  

Derq’s “Real-Time Perception and Connectivity AI Platform” addresses the burning needs in driver, pedestrian and cyclist safety, where accurate and reliable detection of traffic violations, pedestrian compliance issues, and road-user conflict (near-miss) data is of the utmost importance for transportation agencies and city officials to enable up-to-date analysis of safety issues.  

Through Derq’s “Automated Safety Performance Monitoring” solution, the company is committed to working with cities, communities, and even road owners and operators to seamlessly integrate its technology with new or existing road infrastructure to support improved road monitoring with enhanced safety measures. The technology provides real-time predictive alerts for road users, connects directly with traffic controller systems, and provides an understanding of danger zones in traffic systems where repeated events occur.  

Additionally, Derq will provide local and state agencies with a safety scoring framework, developed using data from existing traffic cameras and signal controllers, to better understand where safety issues are happening in real-time. The company will also continue to educate agencies about safety technology and how to obtain additional funding to implement these technologies at scale though industry conference presentations and webinars, like the one it facilitated with ITS America in June 2023. 

“Derq’s number one priority every single day is to eliminate all road fatalities and we are incredibly honored to align our mission with the U.S. DOT and the National Road Safety Strategy in the continued nationwide efforts of moving toward Vision Zero,” said Dr. Georges Aoude, CEO and Co-Founder of Derq. “We are committed to growing our partnerships with agencies across the nation to leverage our technological solutions in creating safer and smarter roads for all.” 

For more information on Derq’s commitment to action and to view the other Allies in Action, please visit www.transportation.gov/nrss/allies-in-action. 

About Derq 

Derq is an award-winning MIT-spinoff powering the future of roads for safer and more efficient movement of road users and autonomous vehicles. Through its proprietary and patented technology, Derq provides cities and fleets with an artificial intelligence (AI) platform that powers advanced analytics and connected & autonomous vehicle (CAV) applications to help them improve road safety and better manage traffic. Derq has been recognized as an industry leader by the WEF and has received a number of awards including the 2022 Global ITS Innovation Award, AI company of the year at SXSW 2019, and Top Road Safety Innovator for Vision Zero in 2020 by Together for Safer Roads. For more information, please visit www.derq.com or contact info@derq.com. Derq is a trademark of Derq Inc.

About the National Roadway Safety Strategy  

The Department of Transportation’s National Roadway Safety Strategy (NRSS) outlines the Department’s comprehensive approach to reversing the rise in traffic fatalities and serious injuries on the nation’s highways, roads, and streets. The NRSS follows through on the Department’s commitment to safety through priority actions that target the most significant and urgent problems in roadway safety. The NRSS’s Call to Action invites every organization and individual to participate in taking part and sharing how they will actively reduce deaths and injuries on America’s Roadways, expand adoption of the NRSS’s 5-pronged Safe System approach and a zero fatalities vision, and transform how we as a national think about road safety. More information on the NRSS and voluntary commitments from early adopters can be found here.

APTIM’s scope of work includes facility characterization, deactivation, and demolition of the administration area; DD&R of the tandem accelerators and associated building structure; slab and foundation removal; waste disposition; and site restoration. APTIM will coordinate its DD&R work with the DOE Office of Environmental Management and the National Nuclear Security Administration (NNSA) to avoid disruptions at LANL.

“APTIM is proud to once again be selected by the DOE to restore and sustain the environment and surrounding communities,” said Senior Vice President of Nuclear Decommissioning David Lowe. “We have a legacy of remediation and decommissioning projects at LANL, and we look forward to reestablishing our presence there through this important project for DOE and NNSA.”

Formerly known as the Van de Graaff Accelerator Building, the IBF was built in 1951 on Test Area 3, a firing site during World War II’s Manhattan Project, which produced the first nuclear weapons. From 1952 to 1992, IBF operated horizontal and vertical accelerators to deliver a steady beam of particles with the energy, speed, and concentration necessary for research. The IBF also includes laboratories and a maintenance shop to support other experimental activities.

APTIM offers a full range of services for decommissioning and remediating radiological and nuclear sites and facilities, managing nuclear materials, and transporting hazardous waste. The firm’s history of cleaning up legacy sites began over 30 years ago and includes clients such as the National Nuclear Security Administration, Naval Reactors, U.S. Army Corps of Engineers, Army Reactor Office, Nuclear Regulatory Commission, and Department of Defense.

LSU Civil and Environmental Engineering Associate Professor Navid Jafari has teamed up with LSU Geography and Anthropology Associate Professors Kory Konsoer (principal investigator) and Jill Trepanier—along with the University of Louisiana at Lafayette anthropology department, Tulane University’s archaeology department, and the National Park Service—to come up with a vulnerability and risk assessment that can inform mitigation plans for preserving Louisiana Native American tribes’ archaeological sites, such as earthen mounds.

The project—officially known as the Mississipi River Delta Archaeological Mitigation, or MRDAM, project—is funded by a two-year, $293,000 grant from the U.S. Geological Survey-South Central Climate Adaptation Science Center.

“This is a really exciting project because it’s interfacing archaeology with engineering,” Jafari said.

“The whole motivation behind the [MRDAM] project is to focus on cultural resources that are being impacted and bring them to light,” Konsoer said. “You have the coastal zone of Louisiana that is in crisis, but a lot of the emphasis is on the broader picture—ecosystem, infrastructure—and this is trying to bring a little more attention to those cultural resources that include Native American archaeological sites, like earthen mounds, some of which are single mound sites while others are more complex, such as a series of mounds typically built in an oval or circle with a central plaza communal space within in it. There are hundreds of these sites in coastal Louisiana. Some of them are already lost; some are being actively eroded; some are subsiding and becoming inundated with water. Right now, it may be subsidence or storm surge, but as we lose more land, those sites will be exposed to the coastline and have active wave erosion.”

Since the sites are at different positions within the coastal zone, they will experience different pressures from climate change, sea-level rise, and land loss.

“Extreme weather behavior is expected to worsen in our changing climate, including more severe hurricanes and higher intensity precipitation,” Trepanier said. “We want to try and provide as much insight as possible into what the future may look like for these sites, so they can make decisions on how to best protect their resources.”

“We’re working with tribes to find out which sites are most important to them, how they would like the sites preserved, listening to oral histories, and learning the significance of these sites,” Konsoer said. “For myself as a geomorphologist, and [Jafari] in geotechnical engineering, we hope that through these collaborations we’ll be able to learn more about how these mound sites were constructed and their erodibility.”

“I think something that has been under-investigated is the construction of these mounds,” Jafari added.

He said that the LSU mounds are made of two different soils, one of which is siltier and the other more clay, meaning they were sourced from different areas.

“It’s quite interesting to get an idea of what materials they used and how they engineered them to have higher strengths, leading to high mounds without any landslide or slope issues,” Jafari said. “We’re coming from an engineering perspective to look at their strengths and index properties. When doing this, you can see how resilient they’ll be to sea level rise.”

The team’s first step is to find out which mounds are more resilient so it knows where to prioritize resources. Next, will be a discussion with the tribes on how they want to mitigate, such as doing shoreline protection to keep the mounds from eroding.

“It’s up to the tribal partners on how they’d like to move forward, whether it’s preservation or mitigation,” Konsoer said.

Michael Rodgers, an assistant professor of anthropology at the University of Louisiana at Lafayette, is helping on the MRDAM project and has been communicating with the tribes. He will be guiding interviews and workshops to direct MRDAM’s efforts and center the concerns of stakeholders.

“I’m serving as a cultural anthropologist, and my role is to facilitate with the Louisiana tribes to see if they’re interested in helping us with the project,” Rodgers said. “We want to put them in the driver’s seat in determining what sites are most important to them and what they want done to the sites. Mitigation is up to them.”

Rodgers said the MRDAM team would like to expand this research opportunity to as many Louisiana tribes as they can. Currently, they are looking to work with the Chitimacha tribe and have reached out to the Houma tribe.

“I think what makes this a special project is having the tribe members lead us in accomplishing what they want us to accomplish,” Rodgers said. “This is important. It’s a very existential moment for a lot of these things. It’s a very good project with a lot of talented people involved.”

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The IBR program’s first small-scale, low-barrier grant program was implemented in 2021 to cultivate relationships with local community groups and assist them in expanding community engagement efforts with equity-priority communities. This second round of small-scale, low-barrier grants will provide community organizations resources at varying levels in exchange for support extending the IBR program’s outreach through their networks. Eligible organizations do not need to be transportation focused to qualify for funding and organizations that received funding through the first round of grants are welcome to apply again.

“Meaningful and intentional feedback from those who have typically been excluded from the process of designing and building large infrastructure projects is essential to the success of this program,” said Greg Johnson, IBR program administrator. “We recognize and value the trusting relationships that exist between community-based organizations and equity-priority communities, and we believe it is a ‘win-win’ to collaborate with these organizations to extend our reach and be certain everyone has the opportunity to have their voice heard.” 

Equity-priority communities for the IBR program are defined as those who experience or have experienced discrimination and exclusion based on identity, such as: 

• BIPOC (Black, Indigenous, and People of Color).
• People with disabilities.
• Communities with limited English proficiency.
• Lower income and houseless individuals and families.
• Immigrants and refugees.
• Young people and older adults.

Organizations that serve equity-priority communities in or near the IBR program area (in Portland, Oregon and Vancouver, Washington), are invited to participate. Those selected must have multiple modes of engagement with their member base (social media, email, phones and/or newsletters) and a history or experience in community organizing. Recipients must also be a legally incorporated nonprofit organization for at least one year at the time of application. Grants will be awarded in exchange for conducting outreach and engagement activity that is focused on the IBR program.

More information and the grant program application are available online. The application period is open through Sunday, Sept. 10. Questions about the grant program or other topics may be sent to info@interstatebridge.org. 

Free, temporary internet access is available to those who do not have broadband service in locations throughout the state. To find the nearest Drive-In WiFi Hotspot visit: www.commerce.wa.gov/building-infrastructure/washington-state-drive-in-wifi-hotspots-location-finder/

Free WiFi access in Portland is available at these locations: 

• Peninsula Park Community Center, 700 N. Rosa Parks Way, Portland, Ore., 97217
• Matt Dishman Community Center, 77 NE Knott Street, Portland, Ore., 97212
• St. Johns Community Center, 8427 N. Central Street, Portland, Ore., 97203
• Kenton Library, 8226 N. Denver Avenue, Portland, Ore., 97217
• St. Johns Library, 7510 N. Charleston Avenue, Portland, Ore., 97203

Hyperlinks within the release:

• Interstate Bridge Replacement program: www.interstatebridge.org
• online: https://www.interstatebridge.org/CBOGrants 

“For nearly 75 years, M.C. Dean has been a steadfast driver of economic development in Virginia,” said Governor Youngkin. “Their continued technical development and expansion in the state mirrors our own commitment to developing rural zones of economic opportunity and the continued growth of our skilled labor force.”

The new facility is located at 12505 Innovation Drive, Ruther Glen, Virginia. The industrial center—known as the Caroline County Center for Innovation and Industry—serves as the home to Modular Mission Critical, M.C. Dean’s manufacturing facility for customizable, fully integrated, tested, and secure modular products for power, communications, security, life safety, mechanical, and automation systems. The expansion increases the company’s manufacturing space to more than 500,000 square feet, enabling increased production capability for customers in the data center, healthcare, manufacturing, transportation, and federal markets.

“Modular delivery is faster, higher quality, and safer, at equal or lower cost,” said Bill Dean, chief executive officer of M.C. Dean. “Our ongoing investment in our Modular Mission Critical manufacturing center enhances our ability to meet increasingly complex client demands while bolstering regional job creation and growth in Virginia’s technology corridor.”

The event also included remarks from Secretary of Commerce and Trade Caren Merrick, and Board of Supervisors Chairman Floyd Thomas, with other regional dignitaries present. 

M.C. Dean B-1 Ribbon Cutting Ceremony Video

“M.C. Dean’s expansion in Caroline County has been significant. Our partnership has been extremely productive and the work they deliver is driving innovation in the construction industry at large,” said Floyd Thomas, chairman of the Caroline County Board of Supervisors. “They are now a leading employer in our county, and their presence shows that this area can successfully support high-tech industries and jobs.”

M.C. Dean has made numerous rounds of investment at this location over the past 20 years with the support of Caroline County and the Virginia Economic Development Partnership. Today, the 585-acre site is a cornerstone of the firm’s strategic growth and a model for economic development in partnership with Caroline County. For information on development opportunities within the Caroline County Center for Innovation and Industry, view the Modular Mission Critical CCCII Brochure.

The company is hiring 70 additional employees at the site in the coming months, including facilities maintenance roles, electricians, technicians, security, and production workers. For more information on current job opportunities, visit modularmissioncritical.com/careers.

The Stutz complex was built in 1911-1912 by Harry Stutz who produced cars there until 1935 when it closed due to the Great Depression. Eli Lilly and Co. purchased the complex in 1940 and operated its packaging division there until 1982. The complex remained vacant until 1993 when Turner Woodard purchased it as a hub for artists and businesses. Spanning 3.8 acres, the four-story, seven-building complex occupies an entire city block.

New York and Nashville-based developer SomeraRoad acquired the property at the start of 2021 with plans to revitalize its 441,000 square feet into a live-work-play destination offering flexible space for retail, restaurants, artist studios, office space, a car museum, and a range of event capabilities. Phase One of the $100 million restoration project includes new windows, elevators, entrances, HVAC and electrical and plumbing, plus major façade repairs and restoration of its iconic archway on Capitol Avenue. Phase One is expected to be completed in 2023.

Masonry restoration experts Western Specialty Contractors was hired to restore the building’s masonry and concrete façade and roof. The $1 million scope of work includes:

• Masonry removal and replacement
• Concrete roof repairs
• Column and beam repairs
• Terra cotta tile removal and replacement
• Restoration of its decorative archway entrance

“It is such an honor to team up on masonry restoration on such an Iconic property as the Stutz Factory. The Stutz factory building is a landmark property in Indianapolis that means so much to the people of Indianapolis, especially the racing community. It is nice to know that they are restoring and retooling the property so that it can stay in the heart of the city and be admired by all,” said Western Indianapolis Branch Manager Mark Antoskiewicz.

Western started the work in February 2022 and is on track to complete the project in August 2023.

Indianapolis firm DELV Design is the architect of record on the project with New York-based firm S9 Architecture serving as the redevelopment’s design architect. Local construction firm Shiel Sexton is the project’s general contractor and Kennedy Consult Group is the engineer.

About Western Specialty Contractors

Family-owned and operated for more than 100 years, Western Specialty Contractors is the nation’s largest specialty contractor in masonry and concrete restoration, waterproofing and specialty roofing. Western offers a nationwide network of expertise that building owners, engineers, architects, and property managers can count on to develop cost-effective, corrective measures that can add years of useful life to a variety of structures including industrial, commercial, healthcare, historic, educational and government buildings, parking structures, and sports stadiums. Western is headquartered in St. Louis, MO with 30 branch offices nationwide and employs more than 1,200 salaried and hourly professionals who offer the best, time-tested techniques and innovative technology. For more information about Western Specialty Contractors, visit www.westernspecialtycontractors.com.

Northbound I-75 traffic will be switched to the new DiSalle Bridge next week, putting the interstate in its final traffic configuration and capping the massive investment project.

“Northwest Ohio is a transportation powerhouse in the state and the main artery is I-75,” said Governor Mike DeWine. “The investment we’ve made here and all along the I-75 corridor, from the Ohio River to the Port of Toledo, is key to Ohio’s local economy and the nation’s economy.” 

I-75 is a vital freight route that connects Canada to Miami, Florida. Originally constructed in the 1950s and 1960s, sections of the interstate began reaching capacity in the 1980s. As the infrastructure continued to age, it was clear that additional investment and capacity was needed to keep pace with Ohio’s growing economy.

The first projects began in 2012 and have continued for just over a decade. They include:

• Allen County: Reconstruction of just over nine miles of existing pavement on I-75 from Fourth Street to State Route 81, completed in 2016.
• Toledo: Rehabilitation of I-75 from I-475 to Dorr Street, completed in 2016.
• Hancock and Wood counties: Reconstruction and addition of a third lane of nearly 32 miles of I-75, completed in 2017.

• Lucas County: Reconstruction and addition of a third lane on I-75 from Interstate 475 to Interstate 280, completed in 2019.
• Hancock County: Reconstruction and addition of a third lane of five miles of I-75, completed in 2020.
• Wood and Lucas counties: Reconstruction and addition of a third lane from Wales Road to Dorr Street. The project will complete in fall 2023.

These projects included the reconstruction and redesign of many ramps and bridges; community branding and refreshed entryways into cities and villages throughout the I-75 corridor.

“We extend our appreciation for the patience of the citizens of Ohio who have endured the orange barrels, narrow lanes, slow traffic, dust, and noise of these projects. It is through these inconveniences that we stand here today to celebrate the end result,” said ODOT Director Jack Marchbanks.

Freight traffic on the corridor is expected to increase significantly with the opening of the Gordie Howe International Bridge linking Windsor, Ontario and Detroit, Michigan in 2025. Ohio exporters sell more goods to Canada than to our next nine largest foreign markets combined.

“I am proud of the hard work our team at ODOT has put into keeping our transportation network positioned for the future,” said ODOT District 2 Deputy Director Patrick McColley.

“From the designers to the project managers and communications staff, everyone has played a key role in getting us to completion,” said ODOT District 1 Deputy Director Chris Hughes.

Across the state, the I-75 corridor averages more than 68,000 vehicles a day, including 14,400 trucks.

This packed symposium will explore design concepts, tools, and approaches for fire-safe buildings, and highlight the role of fire safety in sustainable design and education. Speakers will share engineering solutions on topics related to sustainable building design, reducing embodied carbon, fire performance of sustainable construction products, fire testing, fire service opportunities, holistic building performance design, building information modeling (BIM), and more. The event will also present insight into external living walls, battery/energy storage systems, façade systems, photovoltaics, mass timber, and more.

The symposium will include opening remarks from SFPE President Jimmy Jönsson, FSFPE, on the Society’s new position statement that confirms SFPE’s commitment to engineering a sustainable and fire resilient built environment.  Symposium Co-Chairs Brian Meacham, PhD, PE, CEng, FIFireE, FSFPE, and Grunde Jomaas, PhD; along with SFPE Interim CEO Chris Jelenewicz, PE, FSFPE, will deliver opening remarks. The full program and speakers are as follows:

• Designing for Sustainability and Fire Safety, by Jakob Strømann-Andersen, Henning Larsen Architects
• Gaps in Science, Policy, and Legislation, by Chris Trott, Foster + Partners
• The Impact of Fire in the Context of Sustainability, by Birgitte Messerschmidt, Director, Research. M.Sc., National Fire Protection Association
• Framework for Sustainable and Fire Resilient Buildings (SAFR-B), by Margaret McNamee, PhD, Professor, Lund University
• External Living Walls – Sustainable and Fire Safe? by Wojciech Węgrzyński, PhD, Instytut Techniki Budowlanej
• Batteries and Energy Storage Systems, by Daniel Joyeux, Efectis
• Fire Performance of Façade Systems, by Jose Torero, FSFPE, PhD, CEng, University College London
• Fire Safety of Building Applied Photovoltaics and Building Integrated Photovoltaics – from Testing to Implementation in Standards, by Giombattista Traina, MSc, Eng, Istituto Giordano
• Research Facts and Myths Related to Mass Timber, by Rory Hadden, University of Edinburgh
• Life Cycle Assessment of Wooden Buildings in Europe, by Erwin Schau, PhD, InnoRenew CoE
• Fire Safe Design with Timber, by Joachim Schmid, Ignis Consulting
• Mjøstårnet – Timber Fire Safety in Practice, by Leif Tore Isaksen, Sweco Norway AS
• The FRISSBE Project and its Research Advancements Towards a Fire-Safe Sustainable Built Environment, by Grunde Jomaas, PhD, Andrea Lucherini, PhD, & Ulises Rojas-Alva, PhD, FRISSBE, Slovenian National Building and Civil Engineering Institute (ZAG)
• AFireTest – Future of Design-optimized Fire Testing, by Ruben Van Coile, PhD, Ghent University
• Energy Storage System Research: Fire Fighter Response Safety Sean DeCrane, Director, Health and Safety, International Association of Fire Fighters
• SFPE Foundation and the Grand Challenges in Sustainability & Resilience, by Natalia Florez, PhD, Stellenbosch University
• Educating Sustainability Conscious Fire Safety Engineers, by Bart Merci, PhD, Professor, Ghent University
• Holistic Building Performance Design, by Benjamin Ralph, MEng PGDip PhD FIFireE FIMechE CEng, Foster + Partners
• Role of BIM in Sustainable and Fire Resilient Design, by Michael Stromgren 

The symposium will also include panel discussions on the role of fire safety in sustainable design, fire safety challenges of sustainable technologies, the role of timber in a sustainable built environment, and more.

This SFPE Engineering Solutions Symposium is being held partnership with FRISSBE and made possible with the support of Danfoss Fire Safety and Evox; a limited number of sponsorships and exhibit opportunities are still available. 

Early-bird registration discounts are available through October 27. To learn more or to register for the SFPE Engineering Solutions Symposium on Mass Timber, visit www.sfpe.org/fssbdsymposium today. 

Global engineering consultancy COWI will carry out the preparation of the high- level design and functional specifications and at a later date undertake construction supervision for the implementation of the waste-to-energy facility through an engineering, procurement, and construction (EPC) contract. 

BPI has received financing from the IDB Invest to construct this new Waste to Energy Facility. 

The new facility, which will replace the port’s existing incinerator, will use less energy and reduce pollutant emissions and consists of a wet-dry incinerator and a steam rankine cycle turbine. 

Kasper Frohlich, Business Development Director, COWI in north America, said: “This renewable project can pave the way for other projects of similar nature on islands worldwide, with a huge potential in the Caribbean region and perhaps even for carbon capture features being one of our priorities. I’m happy to export our track record to this region and building local relationships can at the same time open the doors for other assignments for the port and utility, such as marine and terminal projects.” 

The historic church, formerly occupied by Wesley United Methodist Church, was constructed during Minneapolis’ building boom in the 1890s. The building is made of granite, stone, brick and sandstone in the Richardsonian Romanesque style featuring round-arched windows and multiple towers. The Preservation Alliance of Minnesota listed the church on its 2010 Most Endangered Historic Places list.

Substance Church acquired the historic Wesley building in 2016 as a permanent location. The church is located adjacent to the Minneapolis Convention Center and was once connected to a recreation center via a skyway system, which has long since been removed. 

Substance Church contracted with Western in May 2023 to restore the building’s façade. Western’s scope of work includes:

• Removal of the remaining skyway supports
• Removal and replacement of deteriorated block wall infill which includes plaster, clay, tile, foam insulation and concrete block
• Removal and replacement of the brick facade and other wall components

Western’s craftsmen are working with Minneapolis’ Historical Society to carefully match replacement brick and mortar to the church’s original style and color to maintain its historical integrity. Western is expecting to complete the project in September 2023 within budget. Dennis Batty & Associates Group is the architect on the project.

About Western Specialty Contractors

Family-owned and operated for more than 100 years, Western Specialty Contractors is the nation’s largest specialty contractor in masonry and concrete restoration, waterproofing and specialty roofing. Western offers a nationwide network of expertise that building owners, engineers, architects, and property managers can count on to develop cost-effective, corrective measures that can add years of useful life to a variety of structures including industrial, commercial, healthcare, historic, educational and government buildings, parking structures, and sports stadiums. Western is headquartered in St. Louis, MO with 30 branch offices nationwide and employs more than 1,200 salaried and hourly professionals who offer the best, time-tested techniques and innovative technology. For more information about Western Specialty Contractors, visit www.westernspecialtycontractors.com.

The Johns Manville Technical Center in Littleton, Colorado – a world-class research and development facility – conducted the independent testing, which found that Prometheus Materials’ bio-concrete demonstrated a Noise Reduction Coefficient (NRC) of 0.60. This NRC rating indicates 60% sound absorption – twelve times that of traditional concrete.

Prometheus Materials’ initial pre-cast bio-concrete product line includes masonry units, segmented modular block and acoustic panels – where this exceptional sound-absorption characteristic will be an essential feature – as well as paving stones and grass pavers. These products are currently available strictly for select projects, with commercial availability slated for the first half of 2024.

Such unrivaled sound absorption is a cost-saving, environment-enhancing boon for various sectors. In settings where noise can be damaging or distracting, builders are often forced to rely on secondary products to achieve some measure of noise reduction. Beyond the added expense, these materials can sometimes have negative effects – including health risks. However, with Prometheus Materials’ bio-cement and bio-concrete products, such facilities can incorporate sound-absorption capabilities without additional cost, safety concerns or other drawbacks. Residential, commercial and institutional buildings, amphitheaters, music studios, highway barriers – and a vast array of other end-uses – will all benefit from this exceptional noise-reduction capability, while concurrently reducing their carbon footprint.

“Our latest ASTM testing results embody our commitment to innovative design,” said Loren Burnett, President, CEO & Co-founder of Prometheus Materials. “We’ve developed a novel material that provides a zero-carbon alternative to traditional concrete while delivering additional performance benefits and applications. We’re proud to pave the way toward a more technologically advanced and environmentally responsible future for the construction industry.”

Vishaan Chakrabarti, FAIA FRAIC – renowned architect, academic and business leader with focus on sustainable design; Founder and Creative Director of Practice for Architecture & Urbanism (PAU); and member of Prometheus Materials’ Board of Directors – was equally inspired. “Test results like these prove that Prometheus Materials has developed far more than zero-carbon concrete – which by itself is an enormous accomplishment,” he said. “With this level of sound absorption, as well as other characteristics currently being tested, it’s clear that this material will offer a suite of products based on entirely redefined ideas of what concrete can be and do.”

Prometheus Materials continues to lead the charge in sustainability and innovation within the building materials sector. With these ASTM C423 sound-absorption results joining its previously secured ASTM C129 and C90 certifications – plus other features of its bio-cement and bio-concrete that are comparable or superior to traditional concrete – the company is poised to drive the construction industry toward a more cutting-edge and sustainable future.

About Prometheus Materials

Prometheus Materials provides sustainable building materials that accelerate the world’s transition to a carbon-negative future. Inspired by biological processes found in nature, the company’s process uses microalgae to produce a bio-cement that offers an alternative to carbon-intensive portland cement. When mixed with aggregate, this bio-cement forms a zero-carbon bio-concrete with mechanical, physical and thermal properties that rival those of portland cement-based concrete. Learn more about how the company enables the decarbonization of the construction industry at prometheusmaterials.com.

The project has also created a safe passage for the endangered European eel, enabling them to travel up and over the weir. The development will not only benefit the European eel but also improve the passage for other fish species, such as salmon, trout, and grayling, allowing them to navigate the structure more safely.

The winter months posed unique challenges for the in-channel works, as water levels, weather conditions, and temperatures dictated the pace of the project. However, through continuous monitoring and long-range forecasting, Land & Water successfully mitigated these challenges, ensuring the project’s progress and maintaining efficiency in its scheduling.

Tom Cartmel, Contracts Manager, at Land & Water, said: “We are extremely pleased to have worked on this project alongside the Environment Agency’s Wessex Hydrometry and Telemetry team within the South West as part of our ongoing frameworks contract.

“Although challenges due to weather, ground conditions, and water levels did arise the Land & Water team tackled these with due regard to safety ensuring that quality assurance was met at each key stage of the build.”

Now that the project has been completed, the weir will significantly enhance low-flow measurements, providing crucial data during times of drought. Moreover, the upgraded remote monitoring infrastructure will ensure the river can be effectively and safely monitored during high flows and flood events, effectively future-proofing the site. The project will also have a lasting positive effect on the biodiversity of the River Tone, as it will benefit numerous fish species, creating a more sustainable ecosystem for all.

Land & Water’s dedication to delivering high-quality civil engineering solutions and safeguarding the environment at places where land and water meet has been demonstrated throughout this project.

Ember, the company behind the temperature-controlled coffee mug that has taken the world by storm, was looking for a design team that reflected their revolutionary innovations. This brand is changing the way people eat, drink, and live – and they needed an office space that aligned with their custom approach to business. 

As Ember planned its move to its 25,000 square-foot Westlake Village headquarters, their partner Studio Blitz engaged Tangram’s services to furnish the…

• Boardroom
• Innovation center
• Ember “Museum” 
• Meeting rooms
• Private offices
• Open collaborative area
• Coffee bar
• Product Design room
• Reception area
• Open workstation area 

In this partnership with Tangram, the Ember team hoped to elevate their new, larger space with a focus on natural greenery, textured fabrics, and bold pops of color. 

Tangram listened to Ember’s preferences and needs, then provided a wide array of furniture ranging from desks and conference tables to lounge furniture and workstations. The end goal was to create a space that was as warm and creative as it was functional and minimalist. 

A major highlight was the custom desk in the Founder’s office, as well as the 30-foot boomerang table crafted specifically for Ember with the help of Valentine Industries. 
“The [Ember] Founder really wanted the space to feel really clean,” stated Alexandra Mitrovich, Tangram Sales Representative. “A lot of the design details are white and black, and there are a lot of warm woods. The goal was to create a space that was very open, inviting, and more natural-feeling, which is why we included a real tree in the office.” 

About Tangram 

Tangram is a flagship dealer for Steelcase, Inc., and the leading commercial interior solutions provider in Dallas – Fort Worth, Texas, and Southern California with offices in Los Angeles, Orange, San Bernardino, Kern, and Fresno counties. The company has nurtured a collaborative and people-focused culture in the belief that people fuel innovation. That culture has led to the organic growth of multiple business units complementing the firm’s core contract furniture offering: custom furniture, ancillary furniture, flooring and light construction, audio-visual integration, architectural walls, on-site furniture reconditioning, asset management and storage, delivery and installation, and corporate moves.
For information on Tangram Interiors, please visit www.tangraminteriors.com.

Minnesota Lieutenant Governor, Peggy Flanagan, helped kick off the historic grand opening by proclaiming it “Minnesota Zoo Treetop Trail Day” in the state in front of an enthusiastic crowd of nature, animal, and zoo lovers.

“The Minnesota Zoo has always been a special place for our family. By creating new opportunities to get outdoors and encouraging Minnesotans of all ages to take new perspectives, the Treetop Trail is a treasure and a true gift to Minnesotans,” said Lieutenant Governor Peggy Flanagan. “The Treetop Trail takes us one step closer to making Minnesota the best state for kids and families – for generations to come. I’m grateful to everyone who put their time, energy, and care into making this vision a reality.”

In his opening remarks, Minnesota Zoo Director John Frawley proclaimed that the Treetop Trail is a gift for Minnesotans. “The Treetop Trail will provide an accessible and immersive pathway to nature for all ages, abilities, backgrounds, and communities.”

Opening appropriately on World Nature Conservation Day (July 28), the Treetop Trail reaffirms the Minnesota Zoo as a worldwide leader in wildlife conservation and as a trusted nature destination. The Minnesota Zoo opened in 1978 with a mission to connect people, animals, and the natural world to save wildlife.

“For the last 45 years, the Zoo has done a tremendous job connecting people and animals. The Treetop Trail allows us to reimagine the traditional zoo experience and further the connection between people and the natural world,” said Frawley.

The Treetop Trail gives guests year-round access to hundreds of acres of hardwood forest, ponds and marshes, and the diverse wildlife that calls Minnesota home. And, of course, a bird’s eye view for bird watchers. It adds more than 70,000 square feet to the Zoo and includes 22 bump-out overlooks to enhance the viewing experience while walking the trail.

Integrating into the Minnesota Zoo’s original monorail track, which opened in 1979 and was retired in 2013, the Treetop Trail is the ultimate reuse construction project. Planning began in June 2018 and a ceremonial groundbreaking was held in April 2022. “Thanks to the full support from our Boards, legislative and government champions, as well as the philanthropic community, we have secured $39 million in public and private partnership to support our Step Into Nature campaign and this transformational project,” said Frawley.

The Zoo contracted with award-winning Snow Kreilich Architects; engineering firm Buro Happold (known for its work on the High Line in New York City); TEN x TEN Landscape Architecture and Urbanism; and construction partner, PCL. Together, they have been committed to minimizing disruptions to the Zoo’s animals and guests before, during, and after construction of the trail.

McCarthy’s project scope includes demolition of a collapsed dock structure and construction of a new state-of-the-art general cargo dock with a roll on/roll off terminal. The original dock collapsed in 2012, requiring McCarthy to demolish the entire dock, removing all timber piles and collapsed concrete dock structure that was in water which has zero visibility. McCarthy used an unmanned hydrographic survey vessel to assist in the identification of the underwater dock debris and used divers and cranes to remove all remaining debris.

The new dock is 1,200 feet long and 130 feet wide, with a larger section in the middle measuring 152 feet wide. Its construction consists of 548 concrete piles, cast-in-place concrete caps and beams, pre-case concrete deck panels, and a concrete topping slab. The piles are 30×30 square inches and 90 feet long, with 55 piles measuring 140 feet long. Due to the nature of existing underwater obstructions, multiple piles had to be shifted, requiring probing each time. Piles were driven using a 440 ton crane and barge, D-100 Diesel Hammer, and a 40×40 foot floating steel template. The concrete piles provide a corrosion-resistant foundation for extended resiliency, as well as a final concrete topping slab using synthetic concrete reinforcing fibers. In addition to welded steel wire mesh for added resiliency.

The new fender system includes an energy-absorbing component to reduce loads on the dock, which will extend its useful life. McCarthy self-performed all concrete and pile installation, as well as utility installation including water and sewer.

The Main Street Terminal 1 project is the largest of the 20 projects on the Port of Beaumont’s 2022 Capital Improvement Program. McCarthy began work on the Main Street Terminal in February of 2022, with total completion scheduled for mid-2024. Once complete, the project is expected to increase the port’s general cargo handling capacity by more than 15%.

A groundbreaking event was held on July 19, with construction expected to be completed by fall 2024. PARIC Corp. is the general contractor on the project.

KAI designed the 100,000-square-foot, four-story building to meet the job training and retaining demands of St. Louis area hospitals and healthcare system. It will be home to the college’s first bachelor’s degree. The building is also designed to achieve a LEED v4 Silver certification, with accessibility and inclusivity being a major focus.

Features of the new facility include:

• Indoor and outdoor student gathering spaces
• Classrooms expanding capacity for STLCC’s nursing, dental hygiene and radiology technology programs
• Simulator labs to prepare students for careers in emergency medical technology and paramedic technology
• Classroom space for behavioral health support and deaf communications studies programs to support holistic aspects of healthcare and patients with additional needs

“This state-of-the-art building will enable us to provide an even richer environment for the next generation of front-line healthcare heroes in the St. Louis region,” said Florissant Valley Campus President and Chief Academic Officer Elizabeth Gassel Perkins, Ed.D. “Students who study and learn in this facility will be well prepared to excel as they enter the workforce. Of course, we are most excited that this new building will provide an opportunity for the expansion of programs to the North St. Louis County area.”

The college’s Nursing and Health Sciences program currently attracts over 900 students and is projected to grow significantly, with the college’s current facilities not able to meet anticipated industry growth and technological advances.

“The U.S. Bureau of Labor Statistics predicts that the growth rate for registered nurses between 2021 and 2031 will be above average at 6%. It also predicts that more than 200,000 job openings for registered nurses each year will occur over the next decade,” said Rick L. Stevens, M.P.H., F.A.C.H.E., President of Christian Hospital and Northwest Healthcare. “We know there’s a big need right now for registered nurses, but there is a big need also for people in healthcare overall, so it’s a great field to be in.”

In 2019, STLCC completed a new Center for Nursing and Health Sciences building, also designed by KAI, at its Forest Park sister campus. The facility was the college’s first new building in over 20 years. The four-level, 96,000-square-foot learning center sits along Oakland Avenue and was designed to achieve a LEED v4 Silver certification.
KAI’s design team worked closely with the campus’ team of staff, user groups and campus engineering to craft a learning environment focused on cultivating job-ready graduates.

“This new building is historic for the Florissant Valley campus because it will not only serve to fill the dire need for healthcare professionals, but it will also establish the entry point of this campus and serve as a landmark for many generations to come,” said KAI Chairman Michael E. Kennedy, Sr., R.A. 

To protect its workers from the extreme summer heat, Western Specialty Contractors manages a heat illness training program and a safety hotline for its employees.

As part of the program, training is provided to all employees and supervisors who work in high temperatures. Training topics include: how heat can affect the body, how to identify the signs and symptoms of various heat-related illnesses, and what to do if a co-worker is experiencing symptoms of a heat-related illness. Western also regulates the hotter environment by providing water and shade to workers and by having supervisors and safety managers monitor the heat index so that the proper protective measures can be taken.

“It is important particularly during the summer months that outdoor workers drink plenty of fluids to help prevent dehydration, which is the primary cause of heat cramps and heat exhaustion,” said Cameron Samuel, Assistant Safety Director at Western Specialty Contractors.

Samuel, who has training and experience managing the health and safety of outdoor workers, offers the following tips for preventing heat-related illnesses on a construction jobsite: Drink water frequently and drink enough water that you never become thirsty. Drink water or other non-caffeinated, electrolytic beverages and make sure that your drinks are always cool, not room temperature. Adding a lemon slice to water can make plain water more drinkable.

• Wear light-colored, loose-fitting, breathable clothing made from natural materials such as cotton. Avoid wearing non-breathing synthetic clothing. Wear safety glasses with UV protection, sunscreen and brimmed hard hats.
• Gradually build up to heavy work. If possible, do the hardest work during the coolest time of the day. Workers who are suddenly exposed to working in a hot environment face additional hazards to their health and safety. New workers and those returning from time away need to be extra careful in making sure they stay hydrated.
• Take more breaks in extreme heat and humidity. Move to the shade or a cool area such as an air-conditioned building or car when possible but try not to go in and out of air conditioning too much as it will make it harder for you to adjust to the heat. Use cooling fans whenever possible.
• Select your lunch carefully. Junk food is high in fat and preservatives and will put a high caloric load on the digestive system. Try eating a bigger breakfast, so you’re not as hungry at lunch. Eat light lunches that include fruits, vegetables and salads.
• Keep an eye on your co-workers and be alert for signs of heat exhaustion. Early symptoms include lethargy, disorientation, stumbling, dropping tools, slurred speech or unresponsiveness. Heat stroke is a medical emergency requiring a 911 call and immediate cooling.
• Check your urine frequency and color throughout the day. Water intake is adequate when urine is clear or light yellow. When the desire to urinate is less than twice per day and/or you are producing a dark yellow urine, you may be dehydrated.

By training employees on the early signs of heat exhaustion, taking the proper precautions, and employing tips like the ones listed above, outdoor workers can greatly reduce the risk of heat-related dangers.

About Western Specialty Contractors
Family-owned and operated for more than 100 years, Western Specialty Contractors is the nation’s largest specialty contractor in masonry and concrete restoration, waterproofing and specialty roofing. Western offers a nationwide network of expertise that building owners, engineers, architects, and property managers can count on to develop cost-effective, corrective measures that can add years of useful life to a variety of structures including industrial, commercial, healthcare, historic, educational and government buildings, parking structures, and sports stadiums. Western is headquartered in St. Louis, MO with 30 branch offices nationwide and employs more than 1,200 salaried and hourly professionals who offer the best, time-tested techniques and innovative technology. For more information about Western Specialty Contractors, visit www.westernspecialtycontractors.com.

The smart building market continues to grow, with expectations that it will be a $304.3 billion market by 2032, reports Market.US. Yet once in operation, many building owners find these investments don’t live up to their promise. Instead, smart building sensors become one more burden to maintain. This difference between expectation and a positive ROI often lies in the implementation of smart building technology. 

A smart building isn’t the result of installing more sensors and adding more intelligent systems. It’s the result of a strategy that begins with understanding the desired user experiences, is followed by choosing the right technology to deliver those experiences, and ends with delivering that experience through a platform that integrates building systems. With the right systems and appropriate integration, systems are ultimately easier for owners to use and maintain. The right systems integrated with the right software can aggregate data that helps building owners make more informed decisions. Engineers can help achieve this level of system interoperability by bringing technology infrastructure earlier into design conversations.

Define system integration based on end-user experience 

MEP systems are often at the center of smart building performance, which makes it critical that engineers be involved in early discussions on integration. However, these discussions should focus less on specific systems and more on the experience the building owner wants to create for building occupants. This big picture perspective can help identify the appropriate technologies to install, and the level of integration required to achieve the targeted end-user experience. 

The SPIRE Smart Buildings Program by UL, an independent assessment and rating program for smart buildings, identifies six key building experiences enhanced by smart systems:

Power and energy: In addition to tracking and analyzing energy use, integrated systems support grid interoperability and help manage distributed energy resources.

Health and wellbeing: These systems manage indoor air quality and thermal comfort, control light and noise, ensure potable water, and reduce odors. 

Life safety and property security: Integrated systems can enhance situational awareness and emergency communications. 

Connectivity: In addition to ensuring accessibility, integrated systems can bolster security, extend coverage, and operate more resiliently.

Cybersecurity: Integrated systems can more proactively identify threats and protect, detect, respond, and speed recovery. Good cybersecurity hygiene is a must for hyper connected buildings.

Sustainability: This goal becomes much easier to achieve with systems that ensure metrics established by leading global sustainability programs are being met.

Improvements in any one of these areas can lower a building’s operating costs, among other benefits. However, performance can degrade over time. This is particularly true of complex systems that may require ongoing monitoring or add to maintenance demands. This performance drop can be prevented with a more holistic approach to smart building design. 

When design teams plan systems based on use cases for each type of building user, they can reduce the potential for system and infrastructure duplication. This can actually reduce complexity and cost and  makes it easier to maintain system performance over the life of the building. However, the deeper the integration required, the more complex this work becomes. It is here where smart building goals tend to lose momentum.

A smarter strategy for achieving smart buildings

When great technology is poorly installed and maintained, it contributes to the perception that there’s a problem with the technology itself. An experienced smart building design partner can help overcome this perception and ensure owner-defined benefits are achieved. These experts can help identify opportunities to maximize system value. They can also work with the design team to create the technical documentation required to define how these systems must connect. 

In an ideal situation, project partners would hire a smart building design specialist known as a Master Service Provider (MSP) to write Division 25 documentation, which clearly specifies the level of integration required between every piece of smart hardware and software to be installed in a facility. This documentation would include details on systems from life safety to lighting control, irrigation control, building automation, audio-visual systems, and security systems, as well as details on low voltage network cabling. This document would also explain how these systems interact with one another. 

The next critical step is to encourage owners to move away from a traditional design-bid-build approach. The integration of smart building systems and installation of low voltage systems requires specialized skill. Because smart buildings use materials that may be different from what contractors are familiar with, it can be beneficial to require early involvement from qualified systems integrators and electrical contractors. This can secure more appropriate bids that ensure owner investments are going where they can provide the most amount of value. 

An MSP can work with a general contractor to find and vet a Master Service Integrator (MSI) with the skill sets needed to achieve your defined level of integration. A certified MSI with experience installing low voltage networks can ensure you deliver the high-end integrated experience owners expect.

In addition, these complex system designs may require advanced coordination with code officials. For example, electrical designers may need to coordinate with code officials before designing to switch to low-voltage DC power. 

Obstacles to smarter buildings 

System duplication, increased costs, and poor performance are typical results when upfront integration is omitted. This was the result for a Texas utility that made the decision to invest in a low voltage lighting system. The owner’s goal was to reduce its energy usage and gain the ability to connect lighting to building systems such as window shade controls, among others. During this journey, it encountered a great deal of frustration as the contractors hired for the project lacked experience with smart lighting systems and how to navigate the complexities of integrating lighting with other building systems.

Low voltage Power over Ethernet (PoE) lighting systems are gaining traction but, as this utility learned, still remain somewhat misunderstood. These systems reduce energy usage by eliminating the power loss that occurs at every LED lighting fixture where AC power is converted back to DC.  The systems also extend the life of LED fixtures. When done well, low voltage systems also lower initial construction costs by shifting lighting to a PoE system that uses Category 6 cable, rather than more expensive line voltage electrical wiring. 

Shifting lighting systems to low voltage networks opens the possibility to use the lighting system as a hub for a Building Internet of Things (BIoT) network because PoE cabling can work double duty as a data connection system. This can provide powerful, cost-effective opportunities to integrate a wide range of systems. However, in this particular case, some of the infrastructure needed to support traditional line voltage lighting solutions remained in place, inflating the overall cost of the project. 

Problems mounted during the installation phase. Following the traditional design-bid-build process, the approved smart lighting network design moved to the general contractor, who hired an electrical contractor without experience installing low voltage systems. Because a year and a half had passed between design and installation, technology had changed. The outdated equipment installed by the electrical contractor led to months of connectivity issues, until the hardware could be replaced and the system reprogrammed.  

Stronger advanced coordination between the architect, engineer, and smart building network designer might have prevented these issues. An integrated design-build team could have the conversations early about the need to use a qualified and experienced smart lighting network installer. Without an integrated team, the smart building integrations were bound to fail. 

A smarter strategy for achieving smart buildings

It’s tempting to believe that more systems lead to smarter buildings. The truth is that an overabundance of complex systems can have the opposite effect. Without effective system integration, more systems can overwhelm building owners and managers. A truly smart building uses less infrastructure to connect more critical building systems together in a single view of system operation. 

While these integrated systems may shift portions of the electrical design that engineers are used to overseeing, it’s a shift that allows all parties to increase the value they provide to clients. Stronger integration helps all systems perform better.

ABOUT DREW DEATHERAGE, ESS/RTPM

Drew has spent more than 25 years innovating in the telecommunications and security industries. He works tirelessly for clients, identifying and tapping into emerging trends to design solutions that solve critical challenges. His experience with network infrastructure, physical and electronic security, and specialized low-voltage systems enables him to expertly advise on risk mitigation, lifecycle management, and master planning.

It’s no secret that the aging infrastructure across the United States poses a risk to the safety and serviceability of our nation’s structures. While other industries have implemented preventative maintenance methodologies for preservation of their assets, the transportation infrastructure industry has lagged and primarily utilizes a retroactive approach.  An example, Amtrak’s B&P Tunnel Replacement Program, seeks to replace the nearly 150-year-old B&P Tunnel in Baltimore, MD that is currently used to transport thousands of commuters daily along its Northeast Corridor (NEC). The decrepit tunnel is plagued by a range of issues, including excessive water infiltration, structure deterioration, and floor sinkage. Had the tunnel been properly inspected and evaluated on a routine interval throughout the 20th century, emerging flaws and defects may have been addressed in a proactive effort to prolong the tunnel’s lifespan.  While the current National Bridge and Tunnel Inspection Standards (NBIS and NTIS, respectively), recognize a proactive inspection process, there exist technologies that could improve the data gathered such that more informed decisions could be made by asset owners.

Nondestructive Testing and Evaluation (NDT-E), is a form of inspection that can be performed without impacting a structure’s integrity. Cracks, corrosion, discontinuities, or structural degradation, for example, can be identified long before they are reported with visual inspection. Utilizing NDT-E can provide key structural and material data allowing stakeholders of transportation infrastructure to better allocate their funding through more effective and efficient inspections.  These inspection methodologies can also potentially improve the safety and longevity of the structure(s) while maintaining the safety of
inspection personnel. 

The digitalization of the inspection industry has led to the adoption of new technology and tools for NDT-E personnel to assist in meeting federal inspection requirements. There are currently sixteen recognized methods of NDT-E across a range of industries and for the infrastructure of bridges and tunnels. 

Visual Testing (VT) is a technique of NDT-E inspection, and it can be utilized as an important method of risk assessment. VT involves the visual observation of the surface of a test object to evaluate the presence of flaws or defects in the material. VT is the most used test method in the infrastructure inspection industry, as most test methods require personnel to visually inspect the surface of a part prior to inspection. There are two visual testing techniques: direct, which involves the use of optical instruments for the inspector to physically observe the material; and remote, which involves the use of borescopes, drones, cameras, and computer-assisted viewing systems to identify possible issues within a structure.

Visual Testing is a vital first step in the routine inspection of any element of infrastructure, including bridges and tunnels. With the constant adoption of new technology in inspection software, the method and quality of data collection can be consistently improved. High resolution image (HRI) data collection via drone or other traveling vehicle can allow for a thorough record of an asset’s existing surface condition, that can potentially be compared year over year.  While this process can be implemented fairly easily, the current lack of standards related to the image data collection and subsequent resolution of the final deliverable has potentially caused a slower implementation of these types of tools. 

Federal Regulations from the Federal Highway Administration

Close, visual inspection of bridges and their spans is the first step of federally mandated bridge inspection. This is set by the NBIS and NTIS, which incorporate inspection regulations and protocol for bridges and tunnels, as noted above. Visual Testing is implemented with routine, hands-on inspections as well as in-depth inspections when potential flaws and defects are observed.

Inspection personnel must possess certain qualifications, including completion of a Federal Highway Administration (FHWA)-approved comprehensive bridge inspection training course. Inspectors must also take a refresher course every 60 months to ensure their skills are up to date with the latest technology and tools.

The current inspection standards for bridges are calendar based. Each bridge must be inspected at regular intervals not to exceed 24 months. Depending on the integrity of the bridge, some need to be inspected once every 12 months while others can expand their inspection frequency to once every 48 months.

Importance of New Technology in Visual Inspection

As mentioned above, HRI can be utilized to create visual records, including 3D models of a structure, that can be used to visually track how structural elements change over time and if flaws and defects emerge between inspection cycles. These 3D models can be used year after year to compare versus having still images taken from
different vantage points. 

In the last decade, methodologies have been improved to allow data collection at highway speeds, via drone, and fixed wing aircraft to capture visual data that can be stitched together into orthomosaic images. This has resulted in the creation of automated algorithms for crack, spall, and patch detection in concrete structures and surface crack and corrosion detection in steel structures. This enables a more efficient, reliable, and repeatable inspection which ultimately saves on cost and time, while also reducing the impedance on the
traveling public. 

VT is not just about efficiency, but also safety and effectiveness. It adds great benefit to the inspection process by reaching areas that are otherwise inaccessible or dangerous to access while maintaining the safety of inspection personnel. In addition to removing the potential safety risks when inspecting difficult to reach areas, utilizing HRI increases effectiveness through image resolution and
identifying discontinuities. 

While there have been many advances in the collection and processing of HRI, there are currently no standards for the resolution of the data captured and subsequent deliverable. This causes a challenge for inspectors as they then must recollect and restitch the data, incurring more time and cost. This could be avoided by setting a standard for the resolution of images captured from the inspection while still allowing inspectors to select their tools.  This standard should match that required by both the NBIS and NTIS, however, this level of resolution is difficult to achieve and can result in higher costs to the asset owner.   

Being More Effective with Visual Inspection

Visual inspection and supplemental HRI should be utilized to the fullest extent possible by having standard training on new equipment and software as well as standardization of data resolution and deliverables.  Properly utilizing these tools can provide asset owners with reliable, repeatable data that can be utilized to improve data driven decision making.  With limited resources, these asset owners can implement more efficient inspections that will be critical to our aging infrastructure. 

Pathfinder is the exclusive U.S. representative for Tiger Machine, one of the world’s leading manufacturers of concrete products equipment. Pathfinder will outfit the plant with a customized solution for Solidia’s low-carbon, high-strength pavers and concrete products, including the concrete products machine and material handling equipment.

In addition to producing Solidia Technologies’ products for the construction industry, the collaboration will provide a hands-on, real-world showcase of and training center for Pathfinder’s and Tiger’s equipment technologies and help advance working knowledge of high-tech material production.

“Solidia’s commitment to innovation in both product development and execution aligns perfectly with Pathfinder’s own forward-thinking approach to service, customization, and quality, providing a tremendous opportunity for both parties to advance the field of concrete product manufacturing,” said Larry Hilldore, President of Pathfinder Systems. “This is a true partnership between manufacturer and equipment provider that will benefit the entire manufacturing landscape, making these technologies accessible to other forward-thinkers to help lead the industry into the future.”

Working with Pathfinder and Tiger Machine will also help Solidia ensure superior service and flexibility for its customers while continuing to help lower the built environment’s carbon footprint.

“The Alamo Junction plant will be a world-class facility in every way possible—not only because of our groundbreaking low-carbon manufacturing solutions but through the use of advanced production technology and collaborative partnerships with like-minded industry leaders like Pathfinder and Tiger Machine,” said Brian Below, Chief Operating Officer for Solidia Technologies. “The plant will provide a unique training ground for equipment operators and industry stakeholders to experience the latest manufacturing developments up close and personal.” For more information, visit www.solidiatech.com. 

Located at 123 W. Huntington Drive near the 210 freeway, the hotel will serve as a high-end hospitality option for travelers in the Northern Los Angeles and Pasadena areas, with the famous Rose Bowl Stadium just eight miles away. 

Work on the full-service hotel will include the adaptive reuse (and extensive structural modification) of an existing three-story office building, in addition to the ground-up addition of a new six-story tower. This carefully planned phased work is a specialty of R.D. Olson Construction. Once completed, the property will total 138,000 square feet. 

The hotel’s design echoes the Art Deco signature curves and sleek façade of nearby Santa Anita Race Park’s main pavilion. It’s a historic nod to the past, but with ultra-modern technique. Tall vertical windows wrap around the entire hotel allowing for ample natural light throughout. 

“With almost 100 new hotels built for various national brands, at R.D. Olson Construction we have a deep experience in hospitality construction and are looking forward to bringing great knowledge value to this new Hilton,” said Bill Wilhelm, president, R.D. Olson. “We’ve also had much success in past adaptive reuse projects, with close to 250 hospitality renovations completed, so this will be a wonderful addition to our portfolio.” 

This is one of many Hilton-branded projects for R.D. Olson Construction. Other notable hospitality projects for the firm include the Four Seasons Hotel in Beverly Hills, Fairmont Hotel in Newport Beach, Pasea Hotel & Spa in Huntington Beach, the Irvine Spectrum Marriott, and the Inn at the Mission in San Juan Capistrano. The developer is VG Properties, and the architect is AXIS/GFA. The interior design is by Atwater Studios. Completion is anticipated for the summer of 2025. 

About R.D. Olson Construction  

Founded by Bob Olson in 1979 and led by President Bill Wilhelm, R.D. Olson Construction commemorates 44 years of building and is one of the top 40 general contracting firms in California. R.D. Olson Construction is a premier builder of hotel and multi-unit properties for several national hoteliers and developers, including Marriott, Hilton, Hyatt, Ritz Carlton, MBK Living, Related Properties and Meta Housing, and has a robust portfolio of renovation projects including Atria Senior Housing, Chapman University’s Reeves Hall, the conversion of the historic Bank of Italy Building into the Nomad Hotel and more. The firm also has a rich history as a builder of office, retail, restaurant, education, senior living and recreational projects. Learn more at www.rdolson.com.  

Located at 1481 Harber Court, the new headquarters gives Abatement Technologies the bandwidth to increase its competitiveness on a global scale by driving efficiencies and bringing processes that were once spread across multiple sites under one roof. The company currently has 170 employees across North America, with 100 of them located in the Fort Erie area. 

“Over the past 24 months, we have been working diligently to build a world-class facility that will serve as our new headquarters and house our production and administrative teams. We’re pleased to announce that we have officially made this new facility our home,” said Andrew Harber, CEO, Abatement Technologies. “Fort Erie has been home to the Abatement name since 1985, and we’re excited to continue to build our brand in a community we love.”

Celebrating 77 years of business in Fort Erie, the Harber family has been a staple in the community since 1946 when Harber Manufacturing was founded by Blair Harber Sr. The company transitioned into Abatement Technologies in 1985 and carries that same name in its third generation of family ownership and operation. 

“Abatement Technologies was founded on the skilled labor and support from the Fort Erie community,” Andrew Harber said. “Now, 38 years later, we are still leveraging local talent and creating new opportunities for our community members. As we continue to expand, we will need to fill roles in various departments, including manufacturing, IT, marketing, research, finance, and overall operations. We have ambitious growth plans and are committed to achieving them right here in Fort Erie.” 

Abatement Technologies’ new headquarters is located at:

1481 Harber Court

Fort Erie, Ontario

L2A 0G3

For more information about Abatement Technologies’ world-class solutions, visit www.abatement.ca.

Connecting the waterfront to the rest of the city, a new Civic Gateway Plaza links the park to Downtown Clearwater, while a Bay Walk promenade lets visitors take in views of the Intracoastal Waterway. These connections increase connectivity to Clearwater’s core downtown area and provide walkable pathways to the waterfront. The Civic Gateway Plaza greets park goers to the 525,000 square feet of new park greenspace, and the park amenities invite them to explore the natural beauty of the reimagined Coachman Park. Families and children can enjoy the 10,000-square-foot, ocean-themed playground and cool off in the adjacent splash pad.

The park also includes a special emphasis on the arts. The design intertwines open areas throughout the park that will serve as blank canvases for art installations to showcase creative projects from the community and beyond. The Sound is an outdoor music venue and stage with covered seating for 4,000 people and another 5,000 on the adjacent open lawn that will host year-round performances.

Stantec provided architecture and interior design; landscape architecture; civil, structural, mechanical, electrical, and plumbing engineering; coastal resiliency analysis; and construction administration services for the project.

“I’ve traveled all over the world and there is nothing like the new Coachman Park anywhere else! Every time I get to come to the new park, I am amazed at how great the views and amenities are here. We are so lucky to live here and have this public space that can now be the community’s park,” said Clearwater mayor Brian J. Aungst Sr. “No detail was overlooked in the design, and I, for one, am happy to be able to bring my grandkids to enjoy the playground and splashpad. I also know they will be able to bring their kids here in the future since it was designed with resiliency and sustainability in mind. I know this park will be a great place for generations to come.”

The Stantec team designed the park with a focus on its environmental impact. Within 20 years, the park will achieve net zero carbon emissions. Beyond 2043, Stantec predicts the park will become climate positive, meaning it will capture and store more carbon per foot than it releases into the atmosphere. Over its 50-year lifespan, it’s estimated Coachman Park will capture 1,647 tons more carbon than it emits.

Sustainable features incorporated throughout the park include solar panels, electric vehicle charging stations, native landscaping, bioswales for stormwater conveyance, and energy efficient materials. Additionally, to protect the City’s investment, Stantec designed Coachman Park above the current Federal Emergency Management Agency requirements to mitigate flood risk and account for sea level rise.

“Our team is passionate about the value and enjoyment Coachman Park will bring to the community. Having this project in our backyard and seeing it come to life after years of hard work is incredibly rewarding,” said Greg Meyer, Stantec principal and project manager. “We’re grateful to the City of Clearwater and Skanska for their partnership throughout design and construction. We’re all eager for the public to come out and enjoy the reimagined Coachman Park for decades to come.”

Stantec has a long history of providing community development services in the Tampa Bay area. The firm played a key role in bringing Water Street Tampa to life, providing early planning, zoning, and infrastructure studies and design that is helping turn more than 50 acres of parking and warehouses in Downtown Tampa into a sustainable, walkable, urban district.

The Imagine Clearwater project aligns with Stantec’s focus on Coastal Resilience, as outlined in its strategic plan. The firm recently completed designs for the Battery Coastal Resilience Project in Lower Manhattan, which aims to protect against the impacts of sea level rise ensuring the usability of the iconic public space for New York City’s millions of annual visitors and residents. Further, Stantec’s work on the Blue Green Corridors Project in New Orleans, Louisiana, is set to reduce flood risk and encourage neighborhood revitalization.

Learn more about Stantec’s Urban Places practice.

“The standard plans, developed by the Short Span Steel Bridge Alliance, will greatly enhance our ability to specify steel bridges for future short span projects,” said Joseph Neeley, district one design section head at the West Virginia Department of Transportation. “With over 7,000 bridges to maintain in West Virginia, we anticipate that these plans will help to create a more cost-effective and efficient infrastructure system within our state.”

The plans were developed by Karl Barth, Ph.D., co-director of the SSSBA Bridge Technology Center and associate professor at West Virginia University and Gregory Michaelson, Ph.D., P.E., co-director of the SSSBA Bridge Technology Center and associate dean and professor at Marshall University, in a collaborative effort with the West Virginia Department of Transportation.

Dan Snyder, SSSBA director and vice president, construction program for the American Iron and Steel Institute commented: “We provide this complimentary service to state DOTs interested in developing state-specific standard bridge plans that conform to both AASHTO (American Association of State Highway and Transportation Officials) and owner-specified criteria. This service is available to states across the nation.”

He noted that the SSSBA has developed standards for the Ohio DOT and is currently working on plans for New York and Tennessee. He anticipates more states taking advantage of the complimentary service as funding for off-system bridges becomes available through the Bipartisan Infrastructure Law and demand increases for resilient, cost-effective short span bridge solutions.

More information on SSSBA’s complimentary service is available by downloading the document “Automated Production of Robust Owner-Specific Steel Bridge Design Details.” Additional information on the WVDOT plans is available here.  

The Short Span Steel Bridge Alliance (SSSBA) is a group of bridge and buried soil steel structure industry leaders who have joined together to provide educational information on the design and construction of short span steel bridges in installations up to 140 feet in length. For more news or information, visit www.shortspansteelbridges.org or follow us on Twitter (@ShortSpanSteel), Facebook and LinkedIn.

Armed with a better understanding of how Mass Timber projects operate, Mordan and his team returned home to look for opportunities to deploy this new way of thinking.  This meant both getting involved in Mass Timber projects and engaging in education to increase client and industry understanding of Mass Timber.  A few years ago, Mordan and his team developed a seminar for architects and contractors called Mass Timber 101 that is meant to introduce Mass Timber as a material as well as some of its idiosyncrasies within the construction industry.  Mordan and his team have also worked with groups like the Wood Council to “garner some more education and excitement on [Mass Timber].”  These efforts to use Mass timber and educate the industry about it are predicated on Mordan’s belief that Mass Timber has massive benefits from a sustainability perspective.

According to Mordan, sustainability is reliably the aspect of Mass Timber that can “get the foot in the door.”  The carbon sequestration of the timber as well as its renewability means that it has the potential to immediately help projects meet sustainability goals.  Compared to traditional building materials, Mass Timber allows projects to incorporate a higher level of sustainability.  Mordan believes that, while the sustainability aspects of Mass Timber are at the forefront when trying to convince shareholders to adopt it on projects, the material has incredible benefits towards the aesthetic design of spaces as well as its ease of constructability.  Because Mass Timber products are prefabricated, this increases the construction efficiency of projects, which in turn leads to less money spent on things like labor and fuel.  Mordan is also adamant that Mass Timber introduces important and unique aesthetic qualities that transform spaces and connect them with nature through biophilic design.  As biophilic design becomes more popular, particularly within urban spaces, Mass Timber represents a tremendous opportunity to incorporate design with sustainability goals and efficient construction methods.  

To put these opportunities with Mass Timber into perspective, Mordan uses two of their projects with Equus Capital Partners–Ellis Preserve and 675 E. Swedesford Rd.–as examples.  These two projects are five-story Mass Timber office buildings.   According to Mordan, for every 400 square feet of these projects that are built, it represents the equivalent of taking one car off the road per year in terms of emissions.  For a project like Ellis Preserve, which was 100,000 square feet, this reduction in emissions has a significant impact on the project’s design.  Furthermore, this impact on sustainability has a significant impact on shareholder’s sustainability goals, which Mordan believes makes it an even more attractive option.  Swathmore College, for example, has laid out plans to create a zero carbon campus in the future.  Mordan and his team helped the college work towards these goals incorporating Mass Timber into the design of several of their campus buildings.  

Despite the benefits of Mass Timber, its wider usage in the United States lags behind that of other countries like Canada.  A major reason for this comes from the difference in access to Mass Timber products.  With a robust industry producing timber materials, companies have an easier time sourcing the necessary Mass timber products to complete a project.  Outside of the Pacific Northwest, there are little of the necessary natural resources and industries needed to produce mass timber products.  As such, projects in the United States using mass timber have to rely on accurate and sustainable sourcing of materials to avoid potential issues.  Outside of access to materials, Mordan believes that the primary thing holding mass timber back from wider adoption in the United States is that it is unknown.  

Architects and contractors who are not familiar with mass timber are “reluctant to use unfamiliar materials…relying on and trusting their experiences.”  With this unfamiliarity and hesitancy comes higher estimates.  However, as Mordan and his team, as well as many other professionals, continue to educate the AEC industry about mass timber, this unfamiliarity and hesitancy will continue to abate.  As the uncertainties with sourcing and use are assuaged by its continued wider adoption, Mordan believes that the number of projects using mass timber in the United States will continue to increase.  

This article is part one in a two part series covering mass timber in the United States.  Part two will appear in our September 2023 issue.

Best known for her large-scale projects that connect the emotional quality of human engagement with space, Reddy is the sixth designer to produce the Summer Block Party’s signature installation, and the first BIPOC woman to partner with the Museum on this annual exhibition.

“My mantra is form follows feeling,” Reddy said. “I believe that architecture, environments, and experiences play an essential role in shaping an understanding of ourselves as humans with agency, equity, and empathy.”

Bringing this ethos to LOOK HERE, Reddy has designed an installation of reflective fractals that visitors encounter on an oval ramp that fills the Center Court of the Museum’s Great Hall. Oversized mirrored elements shaped like ‘fortune-tellers’, the folded paper playthings that have engaged kids for generations, hang from above. The reflection of the Museum’s interior, the movement of the elements, and the changing light as the sun passes through space will transform the Great Hall into a contemplative though dynamic space during the day, and a disco at night.

As visitors make their way along the ramp, they will also encounter iconic images of activist gatherings in Washington, D.C. such as the 1963 March on Washington. This underscores the idea that Washington was designed, not only to house a democratic government, but also to be a physical representation of democratic ideals and beliefs. It also furthers Reddy’s philosophy that buildings and landscapes impact how we feel and, in turn, shape our society.

“As visitors experience the images of activism in LOOK HERE, it’s my hope that they will see themselves in the reflective surfaces, as part of these important moments in our history,” said Reddy.

At the peak of the ramp, visitors will encounter a round platform with padded seating where they can recline below a series of reflective elements, this time in the form of another familiar toy, the kaleidoscope. Yet, in lieu of colored beads and sequins, these 8-foot-long kaleidoscopes focus on and reflect the stunning architectural elements of the building including its eight massive Corinthian columns.

“Summer Block Party is back, and Suchi Reddy’s design is intriguing, peaceful, and playful,” said Aileen Fuchs, President and Executive Director of the National Building Museum. “By transforming our Great Hall into an abstract ‘Hall of Mirrors,’ we hope our visitors will come to appreciate the Museum’s unique architectural details and D.C.’s important activist history through an entirely new lens. We know our visitors are eagerly awaiting this hugely popular annual installation and we can’t wait to welcome them in to experience LOOK HERE!” she added.

The Museum offers various free and ticketed programs and events throughout its Summer Block Party in conjunction with LOOK HERE including:

Reflections: Meditation and Sound Bath
Monday, July 3, 4:30 pm (and every Monday through August 28)

Daybreaker
Friday, July 7, 6 am
Daybreaker, the early morning dance movement, returns to the Museum for the fourth year on Friday, July 7 at 6 am.

Late Nights
Thursdays – July 13, July 27, August 10, and August 24, 6:30 pm
The Museum reprises its popular Late Nights, offering special evening hours Thursday July 13, July 27, August 10, and August 24. Each Late Night features music, food trucks, and beverages for purchase.

Spotlight on Design
Monday, July 17, 6 pm
Spotlight on Design lecture with Suchi Reddy

Kaleidoscope Workshops
Saturday July 22 and Saturday August 26, 1:30 pm
Kaleidoscope building workshops.

Ward Days–Free Admission for DC Residents by Ward
The Museum once again hosts Ward Days in partnership with the Council of the District of Columbia. Ward Days feature free admission to LOOK HERE and the Museum’s exhibitions for residents of all 8 Wards of Washington, D.C. Each Ward is assigned a particular day Thursday, July 20: Wards 1, 4, 5, 6; Thursday, August 3: Wards 8 and 3; and Thursday, August 17: Wards 2 and 7.

“Amazon is thrilled to partner with the National Building Museum to present LOOK HERE and to share Suchi’s innovative design with our community,” said Patrick Phillippi, Amazon’s Head of Community Engagement in the Greater Washington Region. “We can’t wait to see LOOK HERE and we’re excited to bring this installation to the city and hope all D.C. residents will have an opportunity to experience the Museum this summer through the Museum’s Ward Days.

SUMMER BLOCK PARTY SPONSORS
Amazon is the presenting sponsor for Summer Block Party. Additional support from Luminux® reflective panels, Jancik Arts International, Inc., DPR Construction, 84 Lumber, and The DC Office of Cable Television, Film, Music, and Entertainment.

The project began with the goal of creating a home for SLS Community – a Fayetteville 501(c)(3) established to provide neurodivergent adults with the essential resources to thrive – and through a collaborative process, later evolved into a neighborhood that will enhance the quality of life for the broader community in Northwest Arkansas.  

OSD’s plan for the new mixed-use, mixed-income neighborhood includes much-needed workforce housing, a town square, a center for the University of Arkansas Medical School (UAMS), urban agricultural areas and open recreational spaces that tie into the region’s bike paths. The project commences with a $3 million Community Project Funding award from the federal government secured by Congressman Steve Womack (AR-3), and a matching $3.48 million grant from the City of Fayetteville, to kick off initial sewer and road infrastructure.  

OSD’s ‘outside-in’ approach for designing the architecture, mobility and landscape is deeply rooted in the innate beauty of the Ozarkian environment; nature informs the layout of buildings, streets and recreational spaces, while also providing a rich resource for local and sustainable building materials. The design embraces principles of accessibility and inclusivity, supports the growth of fresh food, and prioritizes pedestrian and bicycle networks over cars—the master plan for South Cato Springs unfolds as OSD’s testament to mindful urbanism. 

“As Northwest Arkansas undergoes significant growth, we believe new development must find a way to enhance the quality of both the human experience and the natural environment. South Cato Springs presents an exceptional opportunity to create a new paradigm for inclusive living where neurodivergent adults can live and thrive in harmony with nature and the broader community, while honoring and revealing the beauty of the Ozarks. 

From Fayetteville to Bentonville, Northwest Arkansas is a rich constellation of human-scaled cities that combines to become a national powerhouse of culture, economy and innovation. With South Cato Springs underway, the region is set to gain a new star in this constellation that will set a world-class standard for how people and nature, biodiversity and neurodiversity, can co-exist and thrive,” said Simon David, Founding Principal and Creative Director, OSD.

The mission for the SLS community in South Cato Springs is to create an innovative “live, work, play” community with specialized housing and services alongside vocational training, educational programs, and recreational activities that make it accessible and affordable for neurodiverse adults to reach their full potential. In this way, the SLS Community is highly integrated within the overall master plan as a means to cultivate a sense of home, well-being and connection for SLS residents within the larger social and natural communities. 

“We’ve actively sought input from community stakeholders to understand the needs of the region, and with OSD’s design and planning expertise, their feedback has been mindfully integrated into a neighborhood that will provide workforce housing to Northwest Arkansas and serve as a platform for SLS Community,” said Matt Zakaras from South Cato Springs Holdings, LLC.

Ashton McCombs, Executive Director of SLS Community added, “our hope is that the service, employment, housing, and community resources holistically brought together throughout the OSD design will help address the disparity of opportunity that too often exists for neurodivergent adults.”

OSD’s master plan prioritizes diversity in both building typology and landscape topography, from the new mixed-use town square to urban farming and viticulture. The variety and vibrancy of the built environment create a thriving experience for neurodiverse assisted living communities, single family and multi unit housing, hospitality programs, event spaces and community parks. 

Pedestrians and bicyclists can also enjoy easy accessibility and an intimate connection with nature through the extensive network of walking paths and bike trails that meander through woodlands and creeks. Designed with nature as the underlying priority, OSD’s approach to circulation, minimized vehicular traffic and direct connection to major regional arteries is a harmonious blend of urban and natural environments.  

OSD’s involvement in this landmark project highlights the studio’s multidisciplinary expertise in architectural design and planning, landscape design and planning, as well as urban design. Prior to South Cato Springs, OSD recently celebrated two groundbreakings: 326 Rockaway Avenue, an affordable housing project in Brooklyn, New York and the Alice Walton School of Medicine, a medical education facility in Bentonville, Arkansas. 

CAN Geotechnical Project Manager Andy Pope said: “Our work here involves a two-pronged approach. The first priority is to make the area safe by identifying and removing any loose material (chalk and flints), which we are achieving by using light hand-scaling tools on an area of about 5000 metres. Once this has been completed, we will be carrying out a geotechnical inspection, which will provide a detailed report on the condition of the chalk face to give an informed assessment of the area.”

Andy said it had been challenging to evaluate the scale of the project until the six-person team could access and examine the cliff face. The work on the cliff began on 20 February and was paused on 7 April with 50% of the project complete. This is to avoid intrusive work on the chalk cliffs during the bird-nesting season. The project will resume in September.

He said: “In terms of technical and safety considerations for a project like this, we’ve had to align our rigging at the crest to allow for the constant movement of ropes (two 50-metre ropes for each operative), which is essential to hand scale the cliff face. For our rigging, we are using 4×4 vehicles and 8T excavators. This means that, instead of installing anchors 660 millimetres deep into the chalk cliff tops, CAN operatives have used purposely immobilised 4×4 vehicles and the excavators to create rigging that is both safe and efficient, with minimal disruption to this sensitive environment.

“It is extremely satisfying for the team to work on a project of this nature. The chalk cliffs are part of our heritage and synonymous with the region and specifically Brighton. To ensure everyone can safely appreciate the beauty of the cliffs, we need to understand the extent and the nature of the erosion and the particular challenges this will create, especially in terms of public safety, given the use of the popular Undercliff Walk.”

CAN, an RSK company, is working with RSK Geosciences on the project, with their colleagues responsible for the geotechnical inspection. CAN is carrying out the work for FM Conway as part of a project for Brighton and Hove City Council.