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ENGINEER Publisher: A4 Inc. 1154 Lower Birmingham Road Canton, Georgia 30115 Tel.: 770-521-8877 | Fax: 770-521-0406 E-mail: p.frey@a4inc.com Editor-in-Chief: Roland Petersen-Frey Managing Editor: Daniel Simmons Art Direction/Design: Pam Petersen-Frey Georgia Engineering Alliance 233 Peachtree Street | Harris Tower, #700 Atlanta, Georgia 30303 Tel.: 404-521-2324 | Fax: 404-521-0283 Georgia Engineer Editorial Board Thomas C. Leslie, Chair Michael L. (Sully) Sullivan, ACEC Georgia, President Gwen D. Brandon, CAE, ACEC Georgia, Chief Operating Officer GSPE Representatives Tim Glover, PE

ACEC/Georgia Representatives B.J. Martin, PE Lee Philips ASCE/G Representatives Daniel Agramonte, PE Steven C. Seachrist, PE ITE Representatives Daniel Dobry, PE, PTOE John Edwards, PE ITS/G Representatives Bill Wells, PE Shaun Green, PE Kay Wolfe, PE WTS Representative Angela Snyder ASHE Representative Jenny Jenkins, PE SEAOG Representative Rob Wellacher, PE

The Georgia Engineer is published bi-monthly by A4 Inc. for the Georgia Engineering Alliance and sent to members of ACEC, ASCE, ASHE, GEF, GSPE, ITE, SEAOG, WTS; local, state, and Federal government officials and agencies; businesses and institutions. Opinions expressed by the authors are not necessarily those of the Alliance or publisher nor do they accept responsibility for errors of content or omission and, as a matter of policy, neither do they endorse products or advertisements appearing herein. Parts of this periodical may be reproduced with the written consent from the Alliance and publisher. Correspondence regarding address changes should be sent to the Alliance at the address above. Correspondence regarding advertising and editorial material should be sent to A4 Inc. at the address listed above.




ADVERTISEMENTS AECOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 AEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 AIA Contract Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Allied Energy Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 AMEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Anderson Corporate Solutions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Ayres Associates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Burns & McDonnell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Cardno TBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 City of Atlanta Department of Watershed Management . . . . . . . . . 45 Columbia Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 CROM Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 EcoWise Civil Design & Consulting Inc.. . . . . . . . . . . . . . . . . . . . . . 41 Edwards-Pitman Environmental Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . 4 Engineered Restorations Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Facility Design Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Georgia 811 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Georgia Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inside Back Cover Georgia Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inside Front Cover Geosyntec Consultants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Hayward Baker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Back Cover Hazen & Sawyer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 HDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Heath & Lineback Engineers Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ITE Winter Workshop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Jacobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 JAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Keck & Wood Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Kennedy Engineering & Associates Group. . . . . . . . . . . . . . . . . . . . 22 Kimley-Horn and Associates Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Mercer University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 MH Miles Certified Public Accountants . . . . . . . . . . . . . . . . . . . . . . 21 Middleton-House & Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Moreland Altobelli Associates Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . 11 North Georgia Technical College. . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Photo Science Geospatial Solutions. . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Pond . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Prime Engineering Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Reinforced Earth Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 RHD Utility Locating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 ROSSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 RS&H. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 S&ME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Schnabel Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Silt-Saver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Southern Polytechnic State University . . . . . . . . . . . . . . . . . . . . . . . . 42 Stantec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Stevenson & Palmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 STV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Terrell Hundley Carroll Right of Way Services . . . . . . . . . . . . . . . . . 33 T•H•C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 TTL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 T. Wayne Owens & Associates, PC . . . . . . . . . . . . . . . . . . . . . . . . . . 53 United Consulting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 URS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Willmer Engineering Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Wolverton & Associates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

ERRATUM: In the December 2013 | January 2014 edition of the Georgia Engineer, the authors’ names were omitted in error from the excellent article “Building Façade Inspection.” The authors of that article were: Scott L. Weiland, P.E., Stephen L. Morgan, E.I., and Trey Thomas, E.I., Innovative Engineering Inc. 6


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GEORGIA ENGINEER February | March 2014

2014 Excellence in Engineering Awards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 2014 Georgia Engineer of the Year Awards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Georgia Engineering News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Downtown Winder’s Innovative Renovation of Broad Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 The Future City Competition | An Effective Middle School Outreach Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Foothills Parkway Bridge Two | Blount County Tennessee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 ACEC Georgia’s 2014 Legislative Agenda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Dr. Sheldon Weinig | A Pioneer in Global Business, and Educator, and a benefactor for Future Engineers . . . . . . . . . . . . . . . . . . 49 In Appreciation of Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 The Value of an SPSU Degree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Tailor-made Work Approach Saved Texas Department of Transportation Money . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 The Mercer University School of Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58








THE TENNESSEE VALLEY AUTHORITY (TVA) Kingston Peninsula Disposal Site

is a repository for disposal of coal combustion residuals (CCRs) generated by the TVA Kingston Fossil Plant (KIF) located in Roane County, Tennessee. The Site was originally permitted by Tennessee Department of Environmental Conservation (TDEC) to receive gypsum produced as a by-product from the KIF’s flue gas desulfurization system. Phase I of the Site was constructed and in operation when a subsidence of the underlying soils (called ‘drop-outs’) occurred in a localized area, due to the presence of karst features in the subsurface. Consequently, TDEC issued a Commissioner’s Order for the investigation and remedy of the problem and required TVA to cease disposal operations until the drop-out investigation and mitigation efforts were completed.




In a period of less than a year, Geosyntec identified the root cause of the subsidence, developed a corrective action plan along with design improvements, received all stakeholder’s buy-in, including multiple departments within TVA and TDEC, and implemented the plan on a schedule that had no flexibility for delays, due to power demand and operational constraints. Through close coordination efforts, the TVA and Geosyntec project team overcame numerous technical and administrative complexities utilizing innovative engineering practices. Regulatory approval was obtained, with minor comments, to begin disposal operations at the Site as planned, in December 2011, without any interruption beyond the planned plant outage. The Site has been actively receiving—first wet and then dry—gypsum since December 2011. Almost two years after the successful completion of the project, no further drop-outs have been observed at the Site while other systems are also functioning as intended. Geosyntec Consultants (Geosyntec) of Atlanta was the prime consultant providing engineering, design, permitting, and construction quality assurance services for the Peninsula Site project located at the Tennessee Valley Authority (TVA) Kingston Fossil Plant (KIF). The Peninsula Disposal Site (Site) is a repository for disposal of gypsum, one of the coal combustion residuals (CCRs) generated by TVA’s KIF located in Roane County, Tennessee. Gypsum is a by-product of the flue gas desulfurization (FGD) system installed at the plant in 2010 to reduce sulfur dioxide emissions that result from the coal combustion process. The Site was originally permitted in 2007 and then constructed in parallel with the FGD system. The first 50 acre phase (Phase I) was completed in 2009 and started receiving gypsum in 2010. Gypsum was sluiced as a slurry from the plant to the Site with a typical water content of 70 to 80 percent by weight. In December 2010, shortly after the Site started receiving the gypsum, a subsidence of the underlying soils (referred to as a ‘drop-out’) occurred in a localized area due to the presence of karst features in the subsurface. Consequently, a localized area of the existing liner system was compromised resulting in gypsum slurry being released into the subsurface. Following the incident, the Tennessee Department of Environment and Conservation (TDEC) issued a Commissioner’s Order for the investigation and remedy of the problem and required TVA to cease disposal operations at the Site until the drop-out investigation and mitigation efforts were completed. Project complexities were both technical and administrative in nature, driven primarily by challenging natural conditions, the schedule and operational demands of the power plant, ongoing changes in the regulatory framework for CCR disposal facilities, and heightened public interest at the KIF due to the 22 December, 2008, dated major ash release. v





MA developed a number of concepts, one of which was to convert the I-285 at Ashford Dunwoody partial cloverleaf interchange into a DDI. Each alternative was modeled to determine the travel time benefits to compare against impacts and costs to determine the preferred solution. From these results, the DDI was then chosen as the innovative alternative to carry into the design phase by the PCIDs. The project’s details included reconstruction of the ramp termini, the demolition and reconstruction of the partial cloverleaf, and modifications to the existing bridge to enable the operation of the innovative DDI. The DDI improves the interchange by removing the left turn phases from the traffic signals. Instead of stopping and waiting for the left turn lights, drivers cross over to the left side of the road and make free left turns onto the interstate ramps. A stakeholders’ group was formed and led by the PCIDS and Georgia Department of Transportation, Federal highway Administration, State Road and Tollway Authority, DeKalb County, and the city of Dunwoody. This group worked together throughout the entire design, public outreach, and construction process to make the project a success. Public outreach was a critical component for this project. PCIDS created an extensive “Can You DDI?” campaign that included a test drive event, informational booths, and media coverage. The Ashford Dunwoody DDI project succeeded in bringing an innovative solution to a problem that occurs throughout metro Atlanta: how to get more capacity out of the existing infrastructure at minimal cost. The project was cost effective and sustainable in the long term, using the existing bridge structure and acquiring no right of way. The project construction was fast, with minimal impact to the users of the facility. The commute times of drivers using Ashford Dunwoody Road have been reduced, and the pedestrian facilities crossing the interstate have been brought into compliance with the Americans with Disabilities Act. v




Georgia’s first Diverging Diamond Interchange (DDI) was initiated by the Perimeter Community Improvement Districts (PCIDs) in 2009 when they hired Moreland Altobelli Associates Inc. (MA) to develop a cost-effective solution to the growing congestion on Ashford Dunwoody Road between the I-285 interchange and Perimeter Center West.


AMEC ENVIRONMENT & INFRASTRUCTURE The Atlanta BeltLine is one of the most transformational transportation and economic development initiatives in the city of Atlanta’s history and will serve as a model for cities across the country and the world. By integrating transit, multi-use trails, greenspace, streetscapes, affordable housing, economic development and public art into a sustainable program to revitalize Atlanta’s urban core, the Atlanta BeltLine is creating new framework for the region’s growth. First conceived as a 1999 master’s thesis by Georgia Tech student Ryan Gravel, the Atlanta BeltLine evolved from an idea, to a grassroots campaign of local citizens and civic leaders, into a robust new vision of an Atlanta dedicated to an integrated approach to transportation, land use, greenspace, and sustainable growth. The Atlanta BeltLine utilizes an existing (mostly abandoned) 22-mile historic rail corridor that encircles the city of Atlanta as its foundation, bringing together 45 in-town neighborhoods and also linking them to the entire metropolitan Atlanta region through a collection of transit offerings. In addition, the program will add 1,300 acres of park land and a 40 percent increase in the city of Atlanta’s greenspace. The Atlanta BeltLine will also create 5,600 units of affordable workforce housing and tens of thousands of permanent and temporary construction jobs. The Atlanta BeltLine Eastside Trail is the first completed project where reclaiming and repurposing the old rail corridor was necessary to implement a multi-use trail. Its impact—both economic and civic—has already been significant in recent years in anticipation of its opening in October 2012. It connects five neighborhoods directly to each other for the first time, integrates with a regional trail network, and connects to four parks, two schools and several destinations. It has already become one of the most popular destinations in Atlanta. This project has increased the demand for pedestrian and cyclist friendly transportation facilities and public spaces. The Atlanta BeltLine Eastside Trail is more than just a two-mile trail and greenway project—it is a glimpse into the urban future of Atlanta. v




The Pleasant hill Road DDI is the second operating DDI in the state of Georgia and one of only a dozen that have been constructed in the United States. The project has not only improved the interchange’s geometric configuration and operational deficiencies but has also increased capacity, and provided safety improvements for both pedestrians and vehicles. An interchange modification report (IMR), completed in 2007, recommended a single point urban interchange as the preferred alternative. This alternative had a conceptual cost estimate of $56 million. The DDI has a cost estimate of only $7 million. The project saved Georgia tax payers $49 million while providing a 35 percent improvement in the level of service, and improved safety for both pedestrians and vehicles. The Pleasant hill Road DDI at I-85 is also a recipient of a $1,000,000 grant by the Georgia State Road and Toll Authority (SRTA) through the Georgia Transportation Infrastructure Bank (GTIB) program. The Gwinnett Place Regional Center is a critical employment center within the county, region, and state, but recently has seen an economic downturn. Current office space vacancy rates hover around 19 percent. A recent retail gap analysis indicates significant mismatch between existing retail supply and demand. The Pleasant hill Road at I-85 DDI project is one of several factors having an immediate positive impact resulting in several hundred new jobs for the Gwinnett Place area over just a few months. The Pleasant hill Road/I-85 Interchange was originally constructed in 1958 and widened in 1984 with a tight urban diamond configuration. Increased population and associated traffic growth over time has made the interchange function poorly. To address the problem, the Gwinnett Place Community Improvement District (CID) in 2007 commissioned an interchange modification report (IMR). The report’s recommended alternative was a complete reconstruction to create a single point urban interchange (SPUI). v




This project consisted of the construction of a Diverging Diamond Interchange (DDI) at the interchange of Pleasant Hill Road and I-85 in Gwinnett County. A DDI, or Double Crossover, is an innovative interchange type where the two directions of traffic on the secondary road (Pleasant Hill Road) cross to the opposite side of the road, on both sides of the bridge, to enter or exit the freeway below. It requires traffic on the overpass bridge to briefly drive on the opposite side of the road.


HEATH & LINEBACK ENGINEERS INC. This project is the design and construction of a new roadway to connect the downtown Augusta Medical Center Complex with the existing Riverwatch Parkway, a four-lane divided road that accesses directly to I-20, in the City of Augusta, Georgia. The existing road network that served the Augusta Medical Center Complex was inadequate for employees, patients, and visitors of the complex and for emergency vehicle access. Separating the Medical Center campus from Riverwatch Parkway is the Augusta Canal, John C Calhoun Expressway, several City streets, and a CSx railroad line. Prior to completion of the project, traffic was forced onto the existing, substandard 15th Street Bridge to cross the canal and to reach Riverwatch Parkway at a signaled intersection after crossing the railroad at a grade crossing. CSx Railroad operated heavy volumes of long, slow moving trains through the crossing—essentially severing connectivity for all. The new facility offers a solution to all the pre-existing operational failures and ensures that access is excellent during all traffic conditions. A major component of the success of the project was finding a roadway solution that fitted seamlessly with the existing infrastructure and significant cultural and historical resources. The location of the project offered potential impacts to the Augusta historic Canal, the historic Enterprise Mill, Broad Street historic homes, and CSx Railroad. The Augusta canal, built in 1845, served Georgia and South Carolina as the hub of a new cotton industry by providing hydro power through a series of ‘levels’ taking the water through a 30 foot drop back to the river. The entire canal system was chartered as a National heritage Area in 1996. The canal’s first (upper) level is a seven mile feature that leaves the Savannah River at a weir upstream of the City and enters the downtown area as a broad and navigable waterway. ‘Petersburg’ style canal boats now serve a tourism industry offering viewpoints of the canal features, including the old mill buildings. 15th Street crosses the canal on the Butt Memorial Bridge. Built in 1914 and dedicated by President William howard Taft to his good friend and political colleague Major Archibald Willingham Butt, the bridge is a unique and elegant stone arch structure. It is adorned with corner pillars and ‘guarded’ by four stone lions. In 1994, when it was scheduled for demolition in an earlier plan to improve connectivity to the Medical Center, it was saved by massive public outreach culminating in a popular ‘Save our Butt’ campaign. It was eventually protected by a specific Act of Congress. v



ROSSER INTERNATIONAL Del Din Brigade Complex Central Plant

As part of the design/build team, Rosser International Inc. provided the mechanical, electrical, and plumbing engineering for the Central Energy Plant (and 15 other buildings) that generates power for the entire base. The design of the Central Energy Plant combines energy recovery and thermal storage systems in a single facility, reducing energy consumption as well as cost. The complex is expected to experience a reduction in annual energy consumption by 23.8 percent (as compared to AShRAE requirements) and to reduce energy cost by 50 percent. The Central Energy Plant generates electricity, steam for absorption refrigeration, hot water for building heating and domestic water heating, and chilled water for building cooling. By recovering waste heat from the electric generators, the plant can simultaneously produce chilled water for cooling and supplement the hot water system. The facility also houses the cogeneration equipment and the medium voltage switchgear necessary to distribute electrical power throughout the installation. The five Megawatts of generated electrical power parallels and supplements the limited electrical availability from the local utility. The design of the Central Plant helped the project meet a required goal for the entire complex to achieve a Silver LEED rating. While still in the USGBC LEED process, the complex has the potential to achieve a Gold certification because of the energy efficient design and other sustainable elements. v


The development of the new Caserma Del Din military installation in Vicenza, Italy, transformed an unused and deteriorated Italian Air Force Base into “the greenest base in the world.” A high performance, sustainable complex with 32 buildings (27 of them new) on 145 acres, the $310 million installation supports soldiers of the 173rd Infantry Brigade Combat Team, the U.S. Army Africa and the 506th Signal Battalion. It officially opened on July 2, 2013.

WOOLPERT Ken Byers Tennis Complex, Georgia Institute of Technology

This $10 million project’s many updates to the facilities improve players’ and spectators’ experiences and include: • The expansion of the indoor competition courts from three to six • The upgrade of the six outdoor courts with ample spectator seating • A new, modernized lobby in the tennis center to receive guests and recruits • A high level of connectivity with the rest of campus, including the other neighboring sports facilities • Men’s and women’s team locker rooms and team room As one of the nation’s top ten public universities, Georgia Tech is a diverse client with multiple stakeholders, each with different objectives; meeting the variety of needs on this project was a challenge that was tackled head on by the designers from the beginning. The complex site also challenged the design team, with barriers restricting the site on all four sides, and encouraged the creation of innovative design plans to circumvent issues. Due to the tennis complex’s location on campus, Woolpert ensured that the tennis complex offers a high level of connectivity with all other parts of campus and provides an entryway to the heart of the university. The tennis complex was designed to meet LEED® Silver certification requirements, which is consistent with the university’s mandate that all new projects be designed for sustainability. The tennis complex provides Georgia Tech with a new cornerstone that, along with the basketball arena, anchors the northwest campus entry. v FEBRUARY | MARCH 2014



The Ken Byers Tennis Complex at Georgia Tech is home to one of the top collegiate tennis programs in the nation, which is no surprise since the university is Engineering News-Record (ENR) Southeast’s 2013 Owner of the Year. When the university wanted an elite tennis venue that would enhance the Georgia Tech tennis brand and compete with facilities at other NCAA and Atlantic Coast Conference (ACC) universities, it chose a team that included Woolpert Design. The new complex completely replaces the old, outdated facility and includes indoor and outdoor competition courts, locker rooms and team facilities, expanded spectator seating, and landscaping.


UZUN & CASE ENGINEERS Cherokee County Aquatic Center Cherokee County wanted to provide its citizens with its first full function aquatic center that is a destination for all things aquatic: an outdoor water recreation park complete with all the latest amenities including slides, lazy river, dumping buckets, etc., as well as year round indoor facilities for everything from recreational swimming, aqua therapy, and practice to full-fledged competition swimming. To serve all of these water-related functions, the center also had to include pump and filter rooms, administrative offices, locker rooms, an observation lounge, concessions, pavilions, party rooms, and grandstands for the competition pool seating 700. The design delivered by the team provided all of these features and did it with a beautiful and elegant structure with curved, steel trusses spanning 128 feet and soaring fifty feet above the pool surface below. The project also took advantage of the existing grade to allow for a second floor entry (at the top of the grandstands), while providing graceful glass curtain walls opening the space to natural light on the opposing side. In order to deliver all of the diverse programming requirements, the structural system changed as needed to meet the specific needs of each function. For the competition pool area openness was key, and a long-span, deep steel deck was coupled with the long-span trusses to keep the space open and costs down. At the practice pool, conventional long-span steel joists sized up to the task. Elsewhere, cast-in-place concrete and structural steel met the challenges of the shape and use of the structure. In every aspect, the challenge was met to provide the owner with maximum flexibility, functionality, aesthetics, and durability, and has ensured the owner and the citizens a successful project for many years to come. v


HOFSTADTER & ASSOCIATES INC. Glenwood Wastewater Treatment Plant & Land Application System The city of Glenwood, Georgia, provides sanitary sewer service to approximately 359 customers, including a hospital and a nursing home. By 2003 the original 1960s-era oxidation pond had reached the end of its effective life. Wastewater monthly flows typically averaged 75 percent to 80 percent of the permitted 0.110 mgd (million gallons per day) flow rate with some months exceeding 100 percent, and the treatment performance had deteriorated.

Reconstructed in 1970, the second bridge carrying Paper Mill Road over the facility routinely violated effluent permit limits for discharge into Peterson Creek, so Georgia EPD issued a Consent Order which required the city to construct improvements to the wastewater treatment plant (WWTP) in order to expand capacity and to meet discharge permit limits. In order to minimize total construction costs, the existing oxidation pond and Peterson Creek outfall pipe were retained, along with the existing 0.110 mgd NPDES discharge permit. however, Georgia EPD at the time either had restricted, withdrawn, or denied discharge permits for several of Glenwood’s neighbors in the Oconee / Ocmulgee / Altamaha River basins. Therefore, the facility expansion was designed to dispose of the additional flow capacity at a new 118.5 acre hay sprayfield land application system (LAS) site located a mile south of the WWTP. The current LAS site is rated at 0.100 mgd, but can be expanded to 0.210 mgd in the future. Total creek and LAS discharge flows are permitted at 0.210 mgd. The treatment portion of the oxidation pond was converted into a 0.210 mgd three-cell complete mix system with aerators. The treatment pond also includes a two-day settling cell. A new dam, or dyke, was constructed across the pond to create a hydraulically separated holding cell. The holding cell stores water during wet periods and is an integral part of the LAS irrigation operations. The facility’s flexibility allows the operator to spray hay during dry conditions, to discharge to the creek during wet weather, or to temporarily store water as needed. v




ECCO Restaurant, Maynard H. Jackson Jr. International Terminal

The new ECCO at the airport is a 4,365-square-foot, free-standing restaurant located in the Concourse F, Club Level, of the new international terminal. The construction budget was $2.5 million and construction was completed in February of 2013. Innovative Engineering Inc, the structural engineer-of- record, worked for the architectural firm of ASD, the project architect-of-record. ECCO is the cornerstone restaurant of the food court in the new international terminal awarded Best Airport Food Court by the Moodie Report in October. The casually elegant design and sophisticated atmosphere coalesces with the soaring glass entrance, alluring indoor patio, stunning over-sized bar, modern dining room, and compelling exhibition kitchen. The design for the build-out is a unique one of a kind structure within a structure. The restaurant was constructed on a mezzanine designed for only patio style seating. The new structure had to be structurally independent with the exception of reinforcement of the floor structure to support the new super-structure. Due to height restrictions, the almost 50 foot wide restaurant structure depth was limited to eight inches. And, due to the number of architectural door and window openings, the lateral system had to be concealed around the wall openings. A unique combination of long span tube steel and a concealed lateral system moment frame was required to engineer the project, which was successfully completed within an expedited two week timeframe. v


Regional Readiness Center Project


Burns & McDonnell provided comprehensive planning, design, and construction support services for the 106,200-square-foot RRC. The design team combined efforts to create a facility that enhances standard military design while maintaining the required functionality, making a home the Guard could be proud of and improving the units’ readiness posture. The site posed challenges because of its steep grade—it has an elevation difference of almost 100 feet from front to back—and because it is bounded by a state highway, a prominent creek, and a local access road. Burns & McDonnell ultimately turned the challenges into positives, using the topography to enhance force protection. The team designed underground stormwater detention vaults as large as a quarter of a football field to control runoff on the site. The facility incorporates numerous energy-conserving features, including daylight harvesting and occupancy sensors, energy management control systems, and water-saving fixtures, making the high-performance facility even more efficient than originally planned. The RRC was designed to earn LEED Silver certification from the U.S. Green Building Council and to meet Energy Policy Act



The Georgia Army National Guard needed a better facility than the former pharmacy building it occupied. The 20,000-square-foot space was too small and inadequate to support the personnel in the 420th Signal Company, the 230th Support Company, and the 560th Battlefield Support Brigade. The Georgia Department of Defense selected Burns & McDonnell to develop a new permanent Regional Readiness Center (RRC) on a challenging 14-acre site granted by the city of Cumming, Georgia.

(EPAct) of 2005 criteria. v


The new ECCO Tapas and Wine Bar Restaurant is a unique one-of-a-kind structure within a structure at the world’s busiest airport. To accommodate a sharp increase in international travel, the city of Atlanta constructed the new Maynard H Jackson Jr. International Terminal. To offer the discerning international traveler some of Atlanta’s local flair, the Fifth Group partnered with HMS Host to duplicate a mini-me of their popular Midtown restaurant. The new restaurant had to be constructed structurally independent on the club level mezzanine of the international terminal with a 50 ft roof/ceiling structure depth limited to 8 inches. Innovative Engineering used a unique combination of long spanning tube steel to simulate timber framing while concealing the lateral system moment frame within the walls.



North Avenue has served as the main gateway to the Georgia Institute of Technology campus since the university was founded in 1885. As Georgia Tech and the city of Atlanta have grown over the last 128 years, North Avenue has become a main thoroughfare not only for students traversing campus and excited Yellow Jackets fans celebrating on game day, but also commuters driving to businesses, industry, and residences in the Midtown Atlanta area. As part of an overall campus master plan, Georgia Tech invested in improving pedestrian safety and creating a unifying visual identity for the North Avenue portion of campus. To meet Georgia Tech’s form and function goals for the North Avenue revitalization, Pond removed physical barriers, widened sidewalks, and opened up views to popular campus destinations. This visually opened up the historic campus and increased pedestrian security. Another big success was implementing the first high-Intensity Activated Crosswalk (hAWK) signal in the city of Atlanta, which made a mid-block pedestrian crossing much more visible to drivers and reduced jaywalking. The project consisted of the demolition and replacement of existing stairs, bridges, sidewalks and the relocation of many under and over ground utilities to provide a safe environment for students, visitors, and fans alike. v


North Avenue: Re-Opening Georgia Tech’s Historic Gateway

Barrett Parkway Throughfare Improvements

Barrett Parkway Thoroughfare Improvements is a 3.5 mile widening project from Burnt Hickory Road to US 41/Cobb Parkway. The project addresses the need to boost capacity, improve safety, minimize environmental impacts, reduce delays, and provide pedestrian connectivity to the county-wide trail system. As part of the project, the existing four-lane highway with 20’ raised median and grassed rural shoulders was widened to accommodate six-lanes, a grassed urban shoulder, and a ten-foot mutli-use trail. In 2007, hNTB Corporation (hNTB) was awarded this design contract by the Cobb County Department of Transportation (CCDOT). This $21.7M widening project was funded entirely through the 2005 Special Purpose Local Option Sales Tax (SPLOST). hNTB’s scope of services included concept alternatives analysis, environmental permitting, preliminary and final design, right-of-way plans, and shop drawing reviews during the construction phase. The existing four-lane configuration of Barrett Parkway had become heavily congested, particularly during peak travel times. As a result, CCDOT sought to widen the road to six-lanes, and employ any innovative measures to reduce travel delays while minimizing impacts to the environment, which included Noonday Creek and numerous streams and wetlands. Ultimately, the design team developed solutions which included lengthening left turn lanes at signalized intersections to alleviate delays caused by traffic queuing into the travel lanes. The most innovative solution proposed was the construction of an ‘Indirect Left’ or ‘Michigan Left’ intersection at Burnt hickory Road. This configuration requires vehicles turning left from Barrett to Burnt hickory to travel several hundred yards past the actual intersection to a U-turn lane, then backtracking to make a right turn onto Burnt hickory. Construction began in July 2011. The six-lane roadway is currently open to traffic and the overall project was completed on October 31, 2013. v




Paper Mill Road Bridge over Sope Creek

Reconstructed in 1970, the second bridge carrying Paper Mill Road over Sope Creek was a five span concrete bridge which incorporated one of the original masonry piers. After 42 years of service, the deterioration and functional obsolescence of the structure was reflected in the sufficiency rating, which had fallen below 50. In 2010 and 2012, the Cobb County Department of Transportation performed emergency repairs to the pier foundations, which were undermined by scouring of the creek bed. During the 2012 emergency repairs, Cobb DOT elected to replace the bridge. This project is a true reflection of AECOM’s corporate vision—to create, enhance, and sustain the world’s built, social, and natural environments. The design enhances the safety of the traveling public with the elimination of a substandard bridge with scour critical foundations, improved roadway geometrics, and the addition of pedestrian friendly sidewalks with trail connections. v


Gwinnett Medical Center Strickland Heart Surgery Expansion

The design and construction teams were tasked with providing a facility that would create a high quality patient environment utilizing sustainable design and construction practices. The facility is predicted to achieve 24 percent energy savings over a similar building built to AShRAE 90.1 standards for construction and energy usage. The project achieved the reductions by utilizing the following: • high efficiency heating and cooling equipment • Airflow volume reduction control in the Operating Rooms and Cath Labs • Low flow plumbing fixtures • Daylight harvesting, sophisticated lighting controls, and LED lighting fixtures • Innovative DDC controls and operations The completed project provided Gwinnett Medical Center with a new Open heart Surgery Center that met the owner’s stated goals and their dedication to meet the healthcare requirements of the community and to be good stewards of the environment. The facility opened on time and under budget and is U.S. Green Building Council, LEED Silver Certified. v



The Gwinnett Medical Center, Lawrenceville Campus Strickland Heart Center Expansion Project is a new 39,600 square foot facility that includes two Catheterization Labs, two Operating Rooms, supporting spaces, and provisions for future growth. The MEP systems installed were designed to meet today’s needs and be expandable to meet future requirements.



Built in support of the adjacent Paper Mill, the original crossing of Sope Creek was a covered bridge dating back to the 19th century. On March 29, 1964, the covered bridge, one of only two left in Cobb County at the time, burned to the ground, leaving behind only the steel shanks and masonry piers.





2014 Georgia Engineer of the Year Awards Al Pond, P.E., RLS | 2014 Lifetime Achievement Award

Al Pond, P.E., RLS 2014 Lifetime Achievement Award CEO Pond & Company Mr. Pond has a Bachelor of Science degree from Virginia Military Institute (1969) amd a Masters of Engineering from the University of Virginia (1971). he is a Registered Land Surveyor in Georgia and won the Professional Engineer in Georgia and Virginia. Mr. Pond serves as Chief Executive Officer of Pond & Company, a multi-discipline architecture, engineering, and planning firm headquartered in Metro Atlanta. Based on revenues for design firms, Pond & Company has been consistently ranked by the Atlanta Business Chronicle in the Top 25 in Metro Atlanta (Number five in 2012); and by Engineering News Record in the Top 500 nationally (#294 in 2012). Prior to joining Pond & Company, Mr. Pond served in the US Army (Captain), then worked for the Georgia Department of Transportation, and Paul E. Lee Consulting Engineers. Mr. Pond has over 42 years of expe22

rience in management and civil engineering for a variety of projects in the government and private sectors. In his diverse and lengthy career, he has been instrumental in the development of facilities for hartsfield Jackson Atlanta International Airport, MARTA, the 1996 Olympics Rowing & Canoeing Venue and numerous federal and corporate clients nationwide. his experience includes working with every branch of the Department of Defense on every project type. Al has contributed his expertise and leadership to thousands of projects over a very long career. Mr. Pond currently serves on the Board of Directors for First Landmark Bank, and previously served on the Board of Directors for Chattahoochee National Bank, First Capital Bank, and Flag Bank. he has previously served on the Planning Commission (including Vice Chair) and Board of Appeals (including Chairman) for the City of Sandy Springs, and on the Advisory Board for Trust for Public Land. he is a graduate of Leadership Atlanta, an

Al Pond, P.E., RLS 2014 Lifetime Achievement Award urban leadership development program. Mr. Pond has been active in many professional organizations. he is the past President of the American Council of Engineering Companies of Georgia, and the past President of the Georgia Chapter of the Society for Marketing Professional Services. he has been recognized as Engineer of the Year in Metro Atlanta, and Engineer of the Year in Private Practice by the Georgia Society of Professional Engineers. Mr. Pond has participated in various community activities. he spearheaded fund raising campaigns inside his firm during the last four years for the Wounded Warrior Project and Operation homefront raising over $100,000 to help support our military service members and their families. he has been active in United Way, heart Association, and Buckhead Baseball (both a board member and community coach). he is a member of Northside United Methodist Church. v


Jeffery Dingle, P.E. | 2014 Georgia Engineer of the Year

Jeffery Dingle, P.E. 2014 Georgia Engineer of the Year Jeffery George Dingle, P.E. is a professionally registered Civil Engineer in Georgia as well as seven additional states. his


technical expertise includes extensive project and program management, project engineering, and construction management experience on roads and bridges, airports, water and wastewater treatment, and conveyance facilities. he currently serves as a Principal Engineer and East Region Sales Manager for Jacobs Engineering Group, one of the largest and most successful engineering companies in the world. After the first decade of his career as a Bridge Engineer for the California Department of Transportation (CALTRANS), Mr. Dingle served as a principal within three small engineering firms in the Atlanta area, as well as Washington D.C. For the past five years, he has brought perspectives from those experiences to Jacobs’ teaming and sales strategy as a member of their executive leadership team. As he leads Jacobs’ efforts to be re-

Jeffery Dingle, P.E. 2014 Georgia Engineer of the Year sponsive to clients, he is ever mindful of the company’s obligation to be good corporate citizens and community partners. Throughout his career, Mr. Dingle has been active in various civic and professional organizations, including ascending to the office of President for the American Council of Engineering Companies of Georgia, and The Georgia Engineering Foundation. As a youth baseball and football coach, math tutor, science fair judge, and speaker at various middle and high school events, Mr. Dingle gives back to the community and promotes careers in engineering and science, as well as the importance of high moral standards and patriotism. v


Joshua M. Orton, P.E. | 2014 Young Engineer of the Year

Joshua M. Orton, P.E. 2014 Young Engineer of the Year Joshua M. Orton, PE, is a Senior Structural Engineer, Project Manager, and Manager of Construction Engineering Services at heath & Lineback Engineers

Inc., a transportation consulting engineering firm in Marietta, Georgia. he is a licensed professional engineer in the states of Georgia and Alabama. Joshua joined heath & Lineback in 2004. his experience since has been varied and progressive. his transportation structures design experience includes various types of walls, pedestrian bridges, and vehicular bridges. he was the lead engineer for the bridge carrying Broad Avenue over the Flint River in Albany, Georgia. This is a continuous segmental concrete box girder built in balanced cantilever—a first in Georgia. he is the Engineer of Record for a complex, continuous, curved, long span steel girder bridge with heavily skewed supports that is part of the Corridor x at I-65 interchange in Birmingham, Alabama. Joshua works tirelessly to advance the role of engineers in society. he is also active in the professional development of himself and others. he regularly teaches

Joshua M. Orton, P.E. 2014 Young Engineer of the Year in-house development sessions at heath & Lineback. he has presented to Georgia ASCE-SEI and various groups and classes at local universities. he teaches a bi-annual SE Exam review class on AAShTO LRFD on behalf of the Structural Engineer’s Association of Georgia. Joshua has served as the vice-chairman for the Georgia Chapter ASCE Structural Engineering Institute and previously served as its secretary. Joshua worked with the Alabama Chapter of the American Institute of Architects and other volunteers to perform ATC-45 rapid evaluations of residential, commercial, and civic buildings as part of the emergency response in Tuscaloosa, Alabama, after the April 2011 tornado. Joshua was selected as the Georgia ASCE 2012-2013 Young Engineer of the Year. v

William ‘Trey’ Wingate, III | 2014 Engineer of the Year in Private Practice

William ‘Trey’ Wingate, III 2014 Engineer of the Year in Private Practice After completing high school in Augusta, 24

Georgia Trey was awarded an academic and athletic scholarship to attend Andrew College in South Georgia and continue his passion for athletic competition. Upon completing his Associates Degree in Chemistry and Physics he attended North Carolina State University majoring in Civil Engineering. Upon graduation, he began as an entry level engineer in water resources with W.K. Dickson & Co. Inc. in Charlotte, North Carolina. Little did he know at the time that this first job was his next team sport that would lead his professional development for the next 25 years of his career. At that time, the firm was a two office organization with about 40 employees based out of Charlotte, North Carolina. This small regional firm was beginning to understand its purpose and identity in becoming a regional public in-

William ‘Trey’ Wingate, III 2014 Engineer of the Year in Private Practice frastructure consulting firm. After a few years, Trey was given the opportunity to team up with three other members in the development of a new regional location in Columbia, South Carolina. It was here that he began to learn the aviation consulting side of the firm’s business and was fortunate to help the team serve general aviation clients throughout the Carolinas during that tenure. It was also in Columbia where he completed his professional examinations and became registered in the engineering profession. Over the next 20 years he was challenged with helping the firm develop two more regional offices in hickory, North Carolina and Augusta, Georgia. GEORGIA ENGINEER

In the process of helping the team achieve its goals, so too was he able to develop as a professional and assist municipal clients throughout the three state region to address key challenges that they faced. Throughout his professional development, he always found it fulfilling to

make sure he found time for his passions in the professional societies, civic and church organizations. Through the years, he has held key leadership roles in multiple organizations that are helping shape the next generation of professionals. his involvement with youth and education programs such

as MAThCOUNTS, Boy Scouts, Little League Baseball, and engineering advisory councils have been central to his contributions to the profession. Also along the way he has held multiple leadership positions in the Georgia Society of Professional Engineers and the Georgia Engineering Alliance. v

C. Dean Alford, P. E. | 2014 Engineer of the Year in Industry

C. Dean Alford, P.E. 2014 Engineer of the Year in Industry Mr. Alford is President and Chief Executive Officer of Allied Energy Services and is currently responsible for over $5 billion of energy projects in Central and North America. Mr. Alford also served as cochair of the Pine 2 Energy Coalition. Mr. Alford is known nationally for his entrepreneurship and strategic planning expertise. he has been personally responsible for the formation of six startup companies. In addition, Mr. Alford has published numerous articles and lectures throughout the United States and Canada on the subject of energy policy and utility issues. Prior to joining Allied, Mr. Alford was President and CEO of A&C Enercom, a full service utility consulting firm that employed over 700 people with 31 offices nationwide. he founded A&C Enercom in 1978, and it grew to be one of the most respected utility service comFEBRUARY | MARCH 2014

panies in the utility industry. Mr. Alford has served as consultant to the U.S. Congressional Office of Technology Assessment on energy policy issues. Mr. Alford earned his Bachelor of Electrical Engineering from Georgia Tech. Today he serves on several boards at Georgia Tech; Past Chairman of the Board of Advisors for the College of Engineering, the School of Electrical and Computer Engineering Advisory Board Past Chairman, the Executive Advisory Board of the Economic Development Institute, member of the Board for the Georgia Tech Foundation, and Past Chair of the Board of Trustees for the Alumni Association and was awarded the Dean Griffin Award for Community Service in 2001. This year he

C. Dean Alford, P.E. 2014 Engineer of the Year in Industry and his wife were inducted into the hill Society for the philanthropic work at Georgia Tech. In l997, Georgia Tech inducted Mr. Alford into the Academy of Distinguished Engineering Alumni. he is a licensed professional engineer and in l989, the Georgia Consulting Engineering Council named him Engineer of the Year in Private Practice. From l983 until l993, Mr. Alford was a five-term member of the Georgia house of Representatives. he served as Chairman of the Energy Subcommittee, Chairman of the Metropolitan Atlanta Rapid


Transit Authority Oversight committee and was Chairman of the DeKalb and Rockdale County Legislative Delegation. The city of Conyers presented Mr. Alford the Community Spirit Award in 2001 and 2004. The Conyers-Rockdale Chamber of commerce presented him with the 2001Vision Leadership Award for his leadership and service to his community. The United Way Advisory Board of Rockdale County named Mr. Alford Volunteer

of the Year for 2000. In 2002, Mr. Alford was presented the Dr. Martin Luther King humanitarian Award from Georgia Perimeter College and the Jefferson Award from the American Institute for Public Service for his work in the national expansion of the Miracle League. Mr. Alford currently serves on several corporate boards of directors that include the United Community Bank Board of Advisors, Southern Retirement Serv-

ices, and previously served as the Chairman of the Rockdale hospital and health Systems Inc. Of all his activities and accomplishments, Mr. Alford’s most enjoyable and important role is that of husband and father. Mr. Alford and his wife Debbie (President & CEO of the Georgia Lottery) have five children and three grandchildren. v

Lee J. Harrop, LEED AP, PE | 2014 Engineer of the Year in Construction acts as the lead resource on environmental- and sustainability-related issues and serves as the liaison with the Environmental Protection Agency and the Georgia Department of Natural Resources. Since joining the Atlanta BeltLine, Mr. harrop has overseen the transition of the project from a new-start planning endeavor into design and construction of some of Atlanta’s most innovative and award-winning new public amenities including historic Fourth Ward Park, D.h. Stanton Park, Northside Trail, and Eastside Trail.

LEE J. HARROP, LEED AP, PE Engineer of the Year in Construction Lee J. harrop is the Program Management Officer for Atlanta BeltLine Inc. As PMO, Mr. harrop oversees the implementation of the overall Atlanta BeltLine Program and ensures that the appropriate resources are available. Mr. harrop coordinates with Project Managers from ABI, the City of Atlanta, and outside partners (Trust for Public Land, Trees Atlanta, PATh Foundation, etc) to ensure that projects are properly supported and moving forward as scheduled. Mr. harrop


Historic Fourth Ward Park Project Recognition to Date ACEC Engineering Excellence Award (2011) Georgia ASLA Merit Award Winner (2012) ULI Atlanta: Project of Excellence (2013) AUDC: Award of Excellence (2013) Eastside Trail Project Recognition to Date ACEC Engineering Excellence Award State Finalist (2013) Atlanta Business Chronicle: Land Deal of the Year (2012) ARC Development of Excellence (2013)

Lee J. Harrop Engineer of the Year in Construction FIABCI-USA: Grand Prix Award (2013) EPA Smart Growth Project of the Year (2013) Working closely with project partners, Mr. harrop has also managed the development of a strategic implementation plan that will serve as the framework for delivering the remaining program elements of the Atlanta BeltLine including parks, trails, transit, streetscapes, and affordable housing. Prior to joining the Atlanta BeltLine, Mr. harrop worked as a Civil and Environmental Engineering Consultant in Atlanta and New Orleans. While working in the private sector, he specialized in community improvement, infrastructure, and environmental remediation projects throughout the Southeast and in the Caribbean. Mr. harrop studied at Georgia Institute of Technology and the University of New Orleans. he holds a BS in Civil and Environmental Engineering as well as a Masters of Business Administration from Georgia State University. v




Stephan A. Durham | 2014 Engineer of the Year in Education

Stephan A. Durham, Ph.D., P.E. 2014 Engineer of the Year in Education Stephan Durham is an associate professor and program coordinator for Civil Engineering in the University of Georgia College of Engineering. he received his B.S. in civil engineering and M.S. and Ph.D. in civil engineering, with a structural engineering emphasis, from the University of Arkansas. Upon graduating in 2005, he joined the Department of Civil Engineering at the University of Colorado, Denver.


While there, Dr.Durham was successful in his instructional and research activities, having developed a strong concrete materials research program that graduated 20 M.S. and Ph.D. students. In addition, he received numerous teaching accolades, including the 2009 University of Colorado, Denver Teacher of the Year Award, the 2010 Walter P. Moore Jr. Faculty Achievement Award from the American Concrete Institute, and the 2011 University of Colorado President’s Teaching and Learning Collaborative Award. Further, the University of Colorado, Denver, received an American Concrete Institute Outstanding University Award in 2010 and 2011. With the opportunity to develop a new undergraduate degree program in civil engineering at a land-grant institution and move closer to family, Dr. Durham joined the faculty in UGA’s College of Engineering in January 2012. Since the college is without departments, the management of the degree programs occurs through program coordinators, and Dr. Durham serves in this capacity for the civil engineering degree. In this role, he has been instrumental in the development of the curriculum, laboratories, student recruitment, class-

Stephan A. Durham, P.E. 2014 Engineer of the Year in Education room instruction, and industry collaboration for the program. In 2012, Dr. Durham was presented the 2012 University of Arkansas College of Engineering Outstanding Young Alumni Award. Later that year, he was selected to participate in the highly competitive National Academy of Engineering Frontiers of Engineering Education Symposium. In addition, the American Concrete Institute presented the Outstanding University Award to UGA’s civil engineering program in only its first year of existence. Recently, Dr.Durham was notified of his selection for the 2013 American Concrete Institute Young Member Award for Professional Achievement. he is a member of the American Society of Civil Engineers, American Concrete Institute and the American Society for Engineering Education, and he participates on the Georgia Engineering Foundation and locally on a K-5 school STEM Certification Steering Committee. he is the proud husband of his wife, Jenny, and the father of two young sons, Jackson and Parker. v


Jo Ann J. Macrina, P.E. | 2014 Engineer of the Year in Government

Jo Ann J. Macrina, P.E. Engineer of the Year in Government Jo Ann J. Macrina, Commissioner of City of Atlanta’s Department of Watershed Management (DWM), was appointed by Mayor Kasim Reed in April 2011. Commissioner Macrina leads one of the largest water resources departments in the country which serves a daytime population of 1.2 million with estimated revenue of $585 million and a capital budget of more than $1 billion. Under her leadership, the department is resposible for the integrated management and operation of water, wastewater, and stormwater systems overseeing the production and supply of drinking water, and the collection and treatment of wastewater for the Atlanta service area. Responsibilities also include billing and collection and treatment of wastewater for the Atlanta service area, customer service, regulatory compliance, engineering design and construction, safety, security, and financial administration. The department is staffed by more than 1,400 people committed to delivering excellent customer service, providing quality drinking water, protecting and improving our water resources, complying with federal and state regulations, promoting teamwork and accountability, building part-


nerships, and creating a safe and enjoyable work environment. Commissioner Macrina has accomplished several significant achievements for the city. Under her administration, the city obtained an extension for the Federal mandated Consent Decree issued to the city in 1998 with a 2007 mandated completion date; the city received an upgrade by three major credit agencies for the water and sewer revenue bonds, there has been a 40 percent reduction in sewer overflows, increased efforts in reducing the city’s carbon footprint efforts, evaluated and replaced old meters with advanced meters that reflect a 99 percent billing accuracy, and implementation of designs that create greener neighborhoods when building new infrastructure. With more than 25 years of experience in the area of water resources, Commissioner Macrina has worked both in the public and private sectors, including Southwest Florida Water Management District, the US Geological Survey, the city of Roswell, and DeKalb County as well as several engineering consulting firms where she managed departments, major projects, and programs. She has also worked in the transportation arena and residential and commercial development. Ms. Macrina received several project awards for environmental excellence and

Jo Ann J. Macrina, P.E. Engineer of the Year in Government has more than 40 articles and technical presentations. Commissioner Macrina holds a Bachelor’s degree in Civil Engineering from the University of Texas and a Master’s degree in Public Administration from the University of South Florida. She was appointed by Governor Perdue to be on his Stakeholder Advisory Board for Erosion and Sedimentation Control in Georgia, which she has served since 2004 and she is a member of the Chattahoochee River Basin Advisory Council. Commissioner Macrina served as President of the American Society of Civil Engineers for the state of Georgia 2010-2011 and was awarded Engineer of the Year in 2006. her professional affiliations have also included the American Water Resources Association (AWRA) Georgia Chapter (served as President 2002-2004), Georgia Association of Water Professionals (served on Board of Directors), National Association of Clean Water Agencies, and Association of Metropolitan Water Agencies. She holds a professional engineering license in Georgia and Florida. v


Zachary Scott Ganster | 2014 Engineering Technology Student of the Year Zachary Scott Ganster 2014 Engineering Technology Student of the Year From the moment his parents handed him his first Lego set at age five, it became obvious that Zach was destined to create. Throughout high school, Zach’s zealous excitement for math and sciences furthered his desire to become an engineer. he joint-enrolled at Kennesaw State University his senior year as a Dual Enrollment honors Student and maintained a 4.0 GPA throughout high school, earning the distinction of valedictorian of his class. Accepted to Southern Polytechnic State University’s MET program, Zach hit the ground running. At SPSU, Zach earned a position on the Dean’s List each semester. he never lost determination, spend-


ing countless nights and weekends studying in the basement of the Engineering building. Zach maintained a GPA of 3.91, putting him at the top of his class. During his senior year, all this hard work began to pay off. Zach was awarded with the 2012-2013 Arnston Award for having the highest GPA among his class. Additionally, Zach was nominated for and awarded the Enplas Scholarship, which highlights high GPA, integrity, and leadership. To top it all off, Zach passed the 2013 April Fundamental Engineering Exam. During his junior year, Zach landed an engineering co-op position with Panduit Corporation. At Panduit, Zach was able to work in three different engineering departments, leading numerous engineering projects. Zach is unique in that he has not

Zachary Scott Ganster 2014 Engineering Technology Student of the Year spent all his time studying or working, but has also given of his time and money to help others in need. In June of 2013 Zach travelled to Europe, spending two months doing philanthropic work. he spent time in Poland renovating apartments, adding electricity, running water, and heat to run-down flats. Additionally, he served at a youth camp for troubled teens in Wales, doing maintenance work. he dug trenches, built a stage, and created a sound booth, while also interacting and mentoring the teen campers. During his time in Europe, Zach also ran a sports camp for grade school children in a school in Birmingham, England. v




Georgia Engineering Foundation - Spectacular 2013 GEF Scholarship Banquet A spectacular 2013 GEF Scholarship Banquet was held on November 14th, 2013, at the Dunwoody Country Club. GEF hosted the Annual Scholarship Awards Banquet giving 39 Engineering Students $66,200 in scholarships! e guest speaker was Michael ‘Sully’ Sullivan, President & CEO of the American Council of Engineering Companies, Georgia (ACEC-G). e Georgia Engineering Foundation was chartered in 1971 to benefit young people desiring engineering or engineering technology careers. Special legacy gifts started with a sizeable contribution in memory of Lawrence (Chip) Robert and now include the David Smith Memorial, Doris Lavoie Memorial, Paul Weber Memorial, Mr. Simons Honorarium, and the Kenneth Taylor Memorial. GEF’s assets now total over $760,000, and GEF is looking forward through an aggressive fundraising campaign to soon exceed the $1 million mark in endowed scholarships. In addition to the legacy gifts GEF receives each year, scholarships are also provided from GEF Life Members, Professional Engineering Societies, Engineering Companies, Corporate Businesses, and individuals which GEF awards in the name of the donor. Obtaining, selecting, and evaluating applications each year is a huge task headed this year by John H. Boneberg, PE, Chairman, of the Scholarship Committee. e GEF Scholarship Committee reaches out each year to the engineering community for volunteers to assist with this energizing effort. is past year 220 applications were received, screened for qualifications, and then the 110 top students were personally interviewed by Scholarship Committee volunteers at Mercer University, Southern Polytechnic State University, the Georgia Institute of Technology, plus a few by telephone. en, based on applications and interview input, the Scholarship Committee met and selected 39 awardees. e committee must insure that the awardees match the award criteria established by the FEBRUARY | MARCH 2014

l-r : Steven Poole, PE, Arthur Bendelius, PE, Michael horwitz, CCE, David Lips. PE, John Prien, Jr, PE, JD, Jeff Dingle, PE scholarship donors. is gets very difficult as some Scholarships have very specific and special criteria set by the scholarship sponsors. Applications for 2014 Scholarships can be

obtained at www.gefinc.org beginning April 1, 2014. GEF depends upon new donors each year to be able to grow and financially sup31

GEF Scholarship Recipients 2013 A&G Consultants Scholarship: Rachael Stark American Council of Engineering Companies of Georgia R. Berl Elder Memorial Scholarship: Clara Jennings American Council of Engineering Companies of Georgia Scholarship: Jason Gerrits American Society of Civil Engineers Georgia Section Scholarships: Julius Doan and Jeremy Wetherford

2013-2014 Officers Past President: Dr. James R. Wallace, P.E., PhD

Treasurer: Roseana D. Richards, P.E. (shown)

President: James R. Crowder, P.E. (shown)

Vice President: Mark G. Cundiff, PSP (shown)

President-elect: Raymond J. Wilke, P.E. (shown)

Secretary: Theresa Brunasso

port the scholarships, engineering clubs, and engineering, math, and science programs it works with. New scholarships and programs needing support are identified annually. Contributions by engineering firms, corporations, and individuals as small as $10 per month are gratefully accepted and increase GEF’s ability to help more students in the state of Georgia seek accredited engineering and technology degrees. If you can give more, GEF can help more students. Go to www.gefinc.org to get information on how to contribute. All contributions are tax deductible. GEF wishes to thank all the volunteers that participate each year in this tremendous mentoring opportunity, especially Steve Poole and Beth Harris of the Banquet Committee. Many volunteers come from the organizations that follow: Member Organizations • Association for the Advancement of Cost Engineering • American Council of Engineering Companies of Georgia 32

• American Society of Civil Engineers, Georgia Section • American Society of Heating, Refrigeration, and A/C Engineers • Georgia Power Engineering Association, Atlanta Branch • Georgia Society of Professional Engineers (State) • Georgia Society of Professional Engineers Chapters: Metro-Atlanta, Augusta, Cobb, NE, NW. • Institute of Electrical and Electronics Engineers, Atlanta Section • Society of American Military Engineers, Atlanta Post Associate Member Organizations • Georgia Institute of Technology • Mercer University • Southern Polytechnic State University • University of Georgia We would like to thank all and invite you to come join us to help us reach our $1M endowment goal. www.gefinc.org

American Society of heating, Refrigeration & Air Conditioning Engineers – Atlanta Chapter, George B. hightower Scholarship: Jessee Turcotte Applied Technical Services Inc. Scholarships: Dorian Henao and Jonathan Richey Association for the Advancement of Cost Engineering Scholarship: Peyton Lingle and Christopher Trammel Dan Duwell Memorial Scholarship: Ryan Humble Daniel Alford McEachin, P.E. Memorial Scholarship: Kyle Todd David L. Smith Scholarship: Andrew Smith Doris Lavoie Memorial Scholarship: Jaci Carithers GEF honorary Directors Scholarship: Richard Huckaby GEF Life Members Scholarship: Austin Ladshaw GEF Life Members Anthony L. Tillmans Memorial Scholarship: Edward Drake GeoRay Inc./ASCE Scholarship: Alicia Ashburn George W. Bankston Memorial Scholarship: Nolan Easterbrook GEORGIA ENGINEER

Georgia Power Engineering Association Scholarship: Matthew Deremer

Pond & Company John W. Cummings Scholarship: Austin Kretschmar

Geosyntec Consultants Scholarship: Ann Ruengvivatpant

Rogers, Dusenbury, Wylder (RDW) Scholarship: Kathryn Green

Institute of Electrical and Electronics Engineers - Atlanta Section Scholarships: Amexiane Hadjaz, Nicole Harris, Daniel Mackowski, and Joe Simpson

Simons Environmental Scholarship: Andrew Wohlrabe

Joanne Frances (Eppard) Prien Memorial Scholarship: Sallie Lu Kenneth G. Taylor, P.E. Scholarship: Xiaotang Du Marilou Ray Memorial Scholarship: Courtney Miller Metropolitan Atlanta Transit Consultants Scholarship: Chance Beaver Paul Weber Scholarship: Denise Tran

Society of American Military Engineers – Atlanta Post Scholarships: Jennifer Lamere and William Nettles Society of American Military Engineers – Georgia Scholarship: John Kaffezakis and Iris Lu Steven DeLaTorre Memorial Scholarship: Bradley Richards United Consulting Scholarship: Brandon Dumbuya


Scholarship Winners: Some Fascinating Facts Rachel M. Stark completed half-Ironman for Injured Marine Semper Fi Fund. Jason Gerrits has been bitten by the theater bug and served as a grip building theater sets. Jeremy Wetherford is an avid ping pong player using his special ‘Pencil Grip.’ Bradley Richards was State Champion at Ultimate Frisbee. Richard Huckaby is founder of the BroRe-Me musical group that raises money for charity. Jonathan Richey was a full time glass artist for five years. Ryan Humble ran with the bulls in Pamplona (no injuries!). Ann Ruengvivatpant is a skilled archer and has been president of an archery club for two years.









hat do you do when main street needs major maintenance and it cannot be shut down to truck traffic or patrons of downtown businesses? Call on Super Slab! That was the innovative call made by Georgia DOT to rebuild five blocks or about 1,600 feet of Broad Street through the heart of downtown Winder with precast concrete panels.



State Routes 53, 11, and 211 run through Winder on Broad Street and carry relatively high truck traffic as a prime connection between highway 316 and I-85. As was the case with many towns in the early days of the first paved streets, Broad Street was cast-in-place concrete. In the following decades, Broad Street received asphalt resurfacing that accumulated to a depth of four to eight inches. Severe rutting of the road surface was created by heavy truck traffic, and the asphalt was ‘squished’ out from under the tires as they pressed on the layers of asphalt on top of the original concrete pavement. Broad Street was on the Georgia DOT work program for a major maintenance project. GDOT Chief Engineer Russell McMurray participated in a FhWA Streets for Life ‘showcase’ of innovative projects that receive special funding from FhWA. he concluded that precast panels might be just the trick for Broad Street even though this technology was typically applied to interstate maintenance projects. Concurrently, Winder was working on a Transportation Enhancement Project for Broad Street. They received two TE grants that amounted to $1 million to build wider sidewalks that met ADA accessibility requirements, tree planting, LED street lighting, and associated landscaping. As the Broad Street projects evolved, it became clear that they should be combined into one. An effective partnership developed among GDOT, Winder, Keck & Wood (designer of the TE project), and the Downtown Development Association, which was especially concerned about the impact on Broad Street merchants during construction. Winder City Manager Bob Beck and Mayor Chip Thompson were advocates for the project and built support among citizens and businesses in the city. Tragically, Bob Beck died in April of 2010 before his vision for downtown could be realized. Winder’s Planning Director Barry Edgar says that the project is part of a much larger strategy to ‘rebrand Winder’ as a pleasant place for business or pleasure all day long. The ‘enhancement’ parts of the project will make Winder pedestrian 36

friendly and extend street activity well after typical ‘closing’ time. In many places, large malls and big box retailers have sucked the life out of older city centers. The Broad Street project signals that Winder is reinventing itself. Edgar also points out that GDOT did a ‘mill and overlay’ maintenance project on Broad Street about every seven years, which caused disruptions for adjacent merchants. The Super Slab project, with a 50-year pavement life, will dramatically reduce this periodic disruption. GDOT performed LiDAR, mobile laser scanning surveying, to collect three-dimensional data for the design. Eddie Williams, President of Keck & Wood, says they developed the geometry for the street plan, sidewalks, and the underground storm drainage system. Their design geometry was used by GDOT to prepare the plans for the travel lanes. Keck & Wood worked closely with GDOT’s design staff to merge the plans into a consolidated set of bidding documents. The combined $4.9 million project was let to G.P.’s Enterprises of Auburn, Georgia, which used the precast panel system of Fort Miller Company of New York. Foley Products Company manufactured the panels at its nearby, controlled-environment, indoor facility. While the Fort Miller Company has a patent on their particular system and licensed it to Foley Products, it was not specified in the bid

documents, and there are other pre-cast panel pavement systems that meet GDOT’s spec. Construction was like fitting a jigsaw puzzle together. The 11’ x 18’ panel (weighing about 20,000 pounds) is cast with a particular shape and is designated for a specific location. As Chief Engineer McMurray remarked, “Each piece had its place.” They account for drainage requirements, grade, and the configuration of cross streets. Because the panel construction includes substantial steel reinforcing and is


Super-Slab pavement section being lowered into place. FEBRUARY | MARCH 2014


extremely difficult to penetrate for utility repairs, Winder opted to abandon its 100year-old gravity sewer beneath Broad Street as well as some water lines and natural gas lines. It was possible to relocate these utilities to side streets and back alleys with careful planning and hydraulic modeling. Casings for crossing street bores for water and gas lines were installed prior to beginning the street construction. GDOT’s bidding documents restricted panel installation to dusk-to-dawn hours only to mitigate traffic disruption. Typically, the contractor did demolition work to remove the old asphalt and 1920s concrete for a targeted stretch of eight to 12 panels. A subgrade bed of granite sand was placed and precisely leveled using the proprietary leveling equipment provided by Fort Miller. A crane, advancing along previously placed panels, lifted panels from the truck and placed them in line in proper sequence and orientation. Dowels connected the panels to each other. At the end of the night shift, temporary crushed stone transitions back to the old asphalt surface allowed the street to be opened for the morning traffic peak. Usually the next day, a proprietary grouting process was used to fully bed the panels, seal the small gaps, and provide a strong mechanical, panel-to-panel connection. Any excess grout was grinded off to give a smooth driving surface (no thump-thumpthump). The project includes 310 panels. Another advantage of the precast panel system is that there is far less vibration than with conventional construction, and the risk of damage to adjacent, historic, brick and mortar buildings is reduced. Teri Pope, GDOT communications officer for District 1 in Gainesville, began working closely with Winder stakeholders in October 2012 to ensure that there was a full understanding of the implications of the project. She delivers weekly e-mail project updates to over 500 people. She adds, “GDOT has earned the respect” of the community by being intentional in trying to mitigate adverse impacts and communicating with those impacted. 38

According to Pope, “the best is yet to come” when the enhancements will be completed. There is ‘a lot of pretty’ which Winder can expect in the final months of construction. In September of 2013, the Broad Street project was the ‘showcase’ for Streets for Life for a gathering of 60 engineers from around the Southeast to observe the installation of panels. Such demonstrations make innovative technology less intimidating to implement in other locations. Seeing how it works is important, but discussing the details with professional peers enhances innovative technology transfer. The Winder contract provides for the project to be completed in July 2014, but

the panel work was completed before the Christmas shopping season and only the streetscape components remain. The contractor predicts that the work will finish ahead of schedule. So what of the future for Super Slab pavement technology? Chief Engineer McMurray believes that the vast majority of its application in the future in Georgia will be for maintenance projects on major highways and interstates. The work can be done quickly with far less disruption to traffic flow. he adds, however, “If we can make this work in Winder, then it can work anywhere.” Based on the response in Winder, it seems well on its way to broader applications for maintenance projects. v

Narrow sidewalks are being widened and made more accessible. GEORGIA ENGINEER



The Future City Competition An Effective Middle School Outreach Program By Tony Rizzuto Ph.D. | Associate Professor & Chair | Department of Architecture | School of Architecture and Construction Management | SPSU | Regional Coordinator | Future City Competition Georgia Region


ith the increased importance of technical professions comes the need to develop effective outreach programs that promote participation and learning in these fields. Since its inception over 20 years ago, the Future City Competition has gained national acclaim for its role in encouraging interest in science, technology, engineering, and math (STEM), and related fields like Architecture and urban planning in young people. A National Engineers Week Foundation program, it is an effective, project-based learning experience where teams of middle school students imagine, design, and build cities of the future. The program asks students to apply math and science concepts to real-world problems, flex their problem-solving skills, develop good teamwork habits, and explore engineering career options. Over a four month period, students research an important urban issue and write essays describing their solution; design a virtual version of their city using SimCity software; build a model of its key features using recycled materials; and present their vision to a panel of judges. The Future City program is a success, and they have the data to prove it. A 2012 Survey by the Concord Evaluation Group found the effectiveness of the program in several key areas of learning outcomes and skill sets. After participating in the program a majority of students became more interested in STEM fields. These findings are in line with a recent study by the National Academy of Engineering that found exposure to engineering education boosts youth interest in pursuing an engineering career and may increase student ability in math and science. That same NAE report noted that students who study engineering design learn ‘engineering habits of mind’; defined as systems 40

thinking, creativity, optimism, collaboration, communication, and attention to ethical considerations. One of the program’s highest success rates is in problem solving skills, with 86 percent of teachers seeing improvement. That’s because the program gives students an opportunity to do the things that professionals in the engineering, architecture, urbanism and construction industry do; identify problems, brainstorm ideas, design solutions, testretest, build, and share their results. Future City students learn about the importance of location and geography and explore basic city services, features, and infrastructure as well as the important decisions that go into designing and placing them in a city. They also learn that these decisions have consequences that affect the growth and prosperity of their city. 85 percent of our participants claim that Future City helped them to learn and appreciate everything that goes into planning and maintaining a city is one sign of the programs success.

The Essay components of the program are designed to strengthen problem-solving skills. Students research a theme like energy, transportation or water runoff and how it affects cities. They identify what kinds of technologies are used to manage or address the theme, what kinds of engineering those technologies require, and how they can implement those technologies in their city. Math, imagination, and creativity skills are strengthened in the construction of a physical model. Here students are exposed to the concept of scale, and the program includes learning blocks that explore math, ratio, and scale both experientially and abstractly. A budgetary restriction of $100 and a requirement to use recycled materials introduces the concept of recycling and sustainability but also forces the students to be imaginative and creative in how they repurpose found material. The success of the program in reinforcing creativity is noted in the 81 percent of participants who claimed that the competition taught them they could create someGEORGIA ENGINEER

thing on their own without the direction of a teacher. The same percentage 81 percent claimed Future City gave them an outlet for their creativity and imagination. Public speaking and presentation skills are important professional skill sets. These are addressed in the final component of the competition, the team presentation, where the students use their physical model, props and visual aides to help illustrate their points in a formal presentation to a panel of judges. While the survey found noticeable improvements in learning outcomes, it also found improvement in general study habits and abilities. 74 percent of our educators saw improvement in their student’s project management skills and 71 percent claimed they saw improvement in their student’s ability to work independently after participating in the program. There was also notable improvement in another professional skill; collaboration. 82 percent of participating students reported that Future City made them realize the importance of working with others to solve problems with 85 percent saying they liked working in teams. One of the challenges of a successful outreach program is engaging the right students. In the STEM fields, college participation by women and minorities has traditionally been low with female enrollment in engineering and science fields aver-


aging around 18 percent. Future City overcomes the gender equity gap in the STEM fields particularly with a 46 percent female participation rate. Promotion of STEM fields is a high priority, but success is often limited in minority and lower income school districts. The Future City program does not rely on superior technology, instead it focuses on building skill sets using proven teaching tools, providing teachers with all the tools they need and the basic computer software free of charge. This levels the playing field, allowing engagement with schools in lower income areas. Minority enrollments, most notably African Americans, stand at nine percent, higher then the current 5.5 percent rates of undergraduate enrollments.

In January of this year, over 33,000 students in 37 regions around the country participated in the Future City program. Along the way, they strengthened the skills necessary to be successful in the 21st century and became better citizens in the process. v




Foothills Parkway Bridge Two Blount County, Tennessee


he Foothills Parkway was authorized by Congress in 1944 to provide beautiful vistas of the Great Smoky Mountains National Park from the Tennessee side of the park. The ‘missing link’ of the Foothills Parkway is a particularly rugged 1.6 mile stretch of the Foothills Parkway traversing steep mountain sides that overlook Wears Valley, Tennessee. Foothills Bridge Two is located in Blount County, Tennessee, approximately ten miles west of the north entrance to the Great Smoky Mountain National Park. Construction of this bridge is instrumental to completing the Missing Link in that it crosses the most difficult terrain and is needed to access the construction of the Missing Link. Innovation of Design and/or Construction Site access only from the beginning of the bridge, and steep terrain along the entire length of the alignment required a new approach to construction that allowed various aspects of construction to be performed concurrently. The resulting construction methodology incorporated a unique temporary work trestle that provided access along the entire bridge alignment. The work trestle was unique in that it could be reconfigured as work shifted from foundation and pier work, to superstructure segment erection. In the superstructure erection configuration a specialized segment ‘walker’ placed segments in balanced cantilever, significantly increasing erection speed over one-direction progressive placement methods. The segment walker moves by sliding pairs of support feet, with one of the sliding feet in each pair always tied to the work trestle. This continual fixity greatly improved the safety of construction on the steep bridge grade. Photo Credit: Eastern Federal Lands highway Division, Federal highway Administration. FEBRUARY | MARCH 2014


The supports of the work trestle were rigid frames comprised of two steel pipe columns and a transverse steel girder. Each pipe column was supported by three, seven-inch diameter micropiles and a precast triangular concrete footing. Longitudinal members of the temporary work trestle consisted of two rows of paired steel girders. The girder pairs were closely spaced and cross braced for torsional stability. The transverse spacing of the girder pairs was adjusted depending on the configuration of the work trestle. During trestle construction, the girder pairs were spaced closer together to support the tracks of the Manitowoc 777 crawler crane that erected the gantry. The spacing of the girder pairs was increased during superstructure segment placement to support the segment walker designed to walk past already constructed portions of the bridge. Bridge construction began with the


building of Abutment One. From there, the trestle erection crane placed drilling equipment at the first work trestle support and micro piles were installed. The crane then placed the precast footings, support frames, and longitudinal girders. Crane mats were placed over the longitudinal girders to form the deck of the work trestle. The crane then crawled forward, and this sequence was repeated until the 22 spans of the trestle were complete. When work trestle construction had advanced beyond Pier One, sections of the crane mat over Pier One were set to the side and a secondary, tire mounted 60 ton crane lowered excavation equipment to make the tiered cut for the sub-footings. When complete, the subfooting was formed and cast. The secondary crane then lowered the equipment to drill the twenty, 9-5/8” micro piles that support the pier. The micro piles were drilled through the sub-footing concrete. Inclined tie-backs, used

to provide slope stability were also drilled through the sub-footing (Piers One and Two only). Footing construction followed the installation of the micropiles and tie-backs. The secondary crane also placed the segments of the pier. Individual segments were epoxy-joined and stressed together with four, 1-3/8” diameter 150 ksi post-tensioning bars. All segments of the pier with the exception of the pier cap were erected at this time. Piers Two, Three, and Four were constructed in similar fashion as construction of the work trestle was sufficiently advanced. Pier cap placement and balanced cantilever construction began once all typical segments of Pier One were placed. The crane mat deck was removed and the longitudinal CREDITS Owner: National Park Service Owner’s Engineer: Eastern Federal Lands highway Division of FhWA Contractor: Bell and Associates Construction Bridge Designer: Corven Engineering Inc. Construction Engineer: Corven Engineering, Inc. Construction Engineering Inspection: Corven Engineering Inc. Formwork for Precast Segments: Southern Forms Construction Estimating Services: Armeni Consulting Services, LLC Erection Equipment: VSL Post-Tensioning Materials: VSL Bearings and Expansion Joints: Watson Bowman Acme - A BASF Company Civil Engineer: Palmer Engineering Geotechnical Engineer: Dan Brown & Associates Segment Erection: VSL Post-Tensioning Bar Supplier: Williams Form Engineering


erection girders shifted outward to support the segment walker. The segment walker then placed the pier cap at Pier One and provided support for installing and stressing the four vertical 12 x 0.6” diameter 270 ksi posttensioning tendons. The segment walker next placed the four-legged cantilever construction stability tower on the footing of Pier 1. A stability tower separate from the work trestle was used for improved safety. The superstructure pier segment was then placed on the pier cap, supported by shims, and stressed down with temporary post-tensioning bars. Segments 1Up and 1Down were then placed and the cantilever stability towers engaged by supporting jacks. Cantilever construction continued until all 20 of the 8’-8” precast segments of the balanced cantilever were erected. The segments were epoxy-joined and stressed to the cantilever with three, 1-1/4” diameter 150 ksi post-tensioning bars. Two of the bars were anchored in blisters cast with the segments, and could be removed and reused.


The bottom bar was internal and became a part of the permanent post-tensioning system. Once each segment was assembled, the cantilever post-tensioning consisting of two 12 x 0.6" tendons were stressed. Superstructure continuity was made between cantilevers with a series of cast-inplace concrete closure joints and continuity post-tensioning tendons. Ten, 12 x 0.6” strand were stressed across each closure joint. End spans were completed by placing three additional typical segments and the abutment segments, casting closure joints, and stressing continuity tendons. The diaphragms were designed with designated future jacking points for bearing maintenance or replacement. The segments also provide room for future tendons, if needed, by providing additional post-tensioning blocks. Rapid Construction Though pier and superstructure construction progressed as for a typical balanced cantilever bridge, the use of the temporary work trestle

and segment walker shortened the overall construction by one year when compared to progressive segmental construction. Aesthetics and/or Harmony with Environment To protect the fragile mountainside, construction from above was utilized. Trees that were directly in the path of the bridge were topped. Root balls and top soil remained throughout the project except in the location of temporary and permanent foundations. The concrete of the piers and superstructure segments were tinted with pigment to match the natural rock outcroppings in the region. The abutments and footings were faced with granite, consistent with parkway standards. The project concluded with plantings and reforestation components. Jury Comments A perfect blend of functionality and context sensitive construction. The bridge is a part of, and compliment to, the surrounding terrain. v




ACEC Georgia’s 2014 Legislative Agenda By Michael ‘Sully’ Sullivan | President & CEO | ACEC Georgia


he Georgia General Assembly convened for the first week of the 2014 legislative session on Monday, January 13, 2014. This year’s legislative session promises to be one of the shortest since the days when Speaker Tom Murphy was wielding the gavel and making sure that his legislative duties were concluded in time to be in Savannah for the St. Patrick’s Day celebrations. This ‘fast and furious’ session is a result of a federal judge’s order that the primary elections be held on the earliest date in modern Georgia history, May 20, rather than the usual July primary dates. That means early voting will begin in April. Combine that with the Georgia law prohibiting legislators and statewide elected officials (such as the governor) from accepting campaign contributions while the General Assembly is in session, and it’s not hard to figure out why everyone is in such a hurry to adjourn and get back on the campaign and fundraising trail in an election year. Legislative leadership has set a goal of completing the legislative session sometime on or before March 14th. The Georgia Constitution limits the legislative session to 40 days but does not prohibit the General Assembly from adjourning earlier than the 40th day (hint-hint…if any legislators are reading this). Some lobbyists have been told by legislators that unless a bill is of absolutely critical importance, to not expect any action on it this session, as legislative priorities will be focused on passing the amended FY2014 budget and the FY 2015 ‘big budget’ (the only tasks they are required by the Georgia Constitution to accomplish in the 40 days). Several legislators and lobbyists that are introducing bills are acknowledging that ‘nothing is going to happen this year’ on their bill, but they are just trying to ‘start the conversation’ for action in 2015. Nevertheless, ACEC Georgia will be working with legislative leaders this session on potential legislation in three main areas. FEBRUARY | MARCH 2014

sional engineers would be ‘grandfathered in’ and would be licensed as structural engineers by the PELS Board and be able to utilize the ‘P.E., S.E’ designation by filing a simple affidavit that they practice structural engineering.

Michael Sullivan Structural Engineer Licensing The first area is the proposal for legislation to create the ‘S.E.’ designation for licensed structural engineers in Georgia. There has been much discussion of this issue within the engineering industry. Currently, all structural engineers sitting for the professional engineer’s exam in Georgia are required by the Professional Engineers and Land Surveyors Board (PELS Board) to take the 16-hour structural engineers exam, rather than the eight-hour exam all other types of professional engineers take. However, they get no additional certification or licensure recognition for that more stringent examination requirement. Moreover, many Georgia structural engineers feel that they are at a competitive disadvantage when trying to compete against licensed structural engineers in other states. The Structural Engineers Association of Georgia (SEAoG ) has proposed legislation that would: • Create licensed ‘Structural Engineer’ of ‘S.E.’ licensing designation for structural engineers in Georgia. Structural engineers would use the style ‘John Doe, P.E., S.E.’ to denote that they are professional engineers and structural engineers. •

In the future, only those engineers who choose to sit for the 16-hour structural engineer examination would receive the P.E., S.E. designation.

Transportation related structures would be exempted from the list of ‘designated structures’ that would require a P.E., S.E. and ‘designated structures’ for nontransportation related vertical construction would be defined by the PELS Board.

ACEC Georgia is supporting the SEAoG S.E. licensing effort by working with engineers in the legislature to create a legislative study committee that would work between the end of the 2014 legislative session and beginning of the 2015 legislative session to study the proposed legislation as well as best practices from other states to determine the best way to address this important professional licensing issue in Georgia.

All currently licensed Georgia profes47

Qualifications-based Selection Since 1972, the Brooks Act has required QBS (selection “on the basis of demonstrated competence and qualification”) to be used as the selection method for architectural and engineering services where federal funding is involved. Georgia has similar laws relating to procurement for transportation projects and for architectural and engineering services procurement by state agencies. However, there has been a worrisome trend during the lean funding years of the Great Recession toward a ‘low bid’ mentality in the procurement of professional services and an overall commoditization of engineering and architectural services. Local governments have been the most aggressive in pursuing the commoditization view but the tendency exists in some state agencies as well. It is vitally important that the selection of firms providing engineering and/or architectural services be separate from the negotia-


tions about the cost of those professional services. ACEC Georgia will be working with the engineer members of the General Assembly to create a legislative study committee to look at the issues surrounding QBS procurement as well as the possibility of expanding the applicability of Georgia’s existing QBS laws to apply to all levels of government in Georgia where appropriate. Transportation Funding While many legislative leaders are still suffering from ‘transportation funding fatigue’ from the efforts surrounding the Transportation Investment Act (TIA) referendum in 2012, leaders within Georgia’s transportation community believe that the time has come to focus on the future rather than dwelling on the past. While most understand that the 2014 session may not be the time to introduce transportation funding legislation, many believe that the time to start working on our transportation funding ‘Plan B’ is now, so that we will be in a position to introduce comprehensive transportation funding proposals in the 2015 session. The Georgia Transportation Alliance (GTA) is the transportation policy arm of the Georgia Chamber of Commerce. GTA ran the campaign in the three regions that approved the TIA referendum in 2012 and is now laser focused on “supporting efforts to improve transportation funding and improve

our state’s transportation infrastructure.” GTA represents a broad coalition of companies and organizations that are invested in Georgia’s transportation and infrastructure future; from Delta Airlines, to CSX and Norfolk-Southern Railroads, UPS, Georgia Power, highway contractors, CIDs, ACEC Georgia (of course), and many, many more. ACEC Georgia will be working with GTA to create a joint House-Senate study committee that would be tasked with studying all of the different options for creating new funding for transportation and with making a recommendation on those funding options to the governor and General Assembly by the end of 2014. Many of those ‘Plan B’ discussions are already occurring and a range of funding options are being discussed. ACEC Georgia will continue to be a leading participant in those discussions and to be a strong advocate for turning those policy discussions into reality in 2015 and beyond. v


Dr. Sheldon Weinig A Pioneer in Global Business, an Educator, and a Benefactor for Future Engineers


r. Sheldon Weinig has spent his life as a pioneer in engineering materials, a professor of metallurgy and business, and a philanthropist. Dr. Weinig had a modest start in Brooklyn, New York. His mother was from Brooklyn and his father immigrated to this country when he was 14. His father’s success inspired him. Weinig’s interest in engineering was initially sparked while serving in the US Army at the end of World War II— the Army had a shortage of engineers, medics, and linguists—to determine where young Shelly Weinig would serve best they administered a test with the results sending him into engineering. After completing his service he obtained his Bachelor of Science degree at New York University (NYU) through the GI Bill and discovered his passion to lie within the field of metallurgy. Dr. Weinig went on to obtain his master’s degree and PhD at Columbia University with financial assistance provided by the New York Regents Scholarship program and the Campbell Fellowship. He taught for a few years and had successful consulting engagements before founding Materials Research Corporation (MRC) in 1957, a company that would become a global manufacturer and supplier of highly specialized semiconductor materials and equipment. Dr. Weinig realized early on that all technological advancements were going to require special materials. This realization, along with his innate business acuity, helped to build a company that supplied a wide range of customers, including large corporations such as Texas Instruments and IBM as well as the federal government. MRC had operations in the US, Europe, and Japan. Sony America bought MRC in 1989 for approximately $55 million to provide the company with a much-needed capital infusion to continue its research and technological advancements. Dr. Weinig transitioned to the role of Vice Chairman of Engineering and Manufacturing at Sony America until his reFEBRUARY | MARCH 2014

tirement in 1996. MRC was an innovative company not only for the products that its team of scientists and engineers produced, but also for the benefits to their employees. MRC offered lifetime employment to its employees for the first twenty-five years it was under Dr. Weinig’s control. Weinig said he “had a sense that if people respect you and they have security they will give you 110 percent.” During lean times, employees might be transitioned to roles typically held by consultants (landscaping, janitorial services, etc.) but for years the policy worked and the com-

pany avoided layoffs. Another progressive policy was in place for educational reimbursement. MRC would pay any employee to take any class whether it was related to their work or not so long as they passed the course. The name of the policy was simply, ‘You Pass—I Pay.’ Engineers could take literature courses, administrative staff could take scientific classes and MRC would pay for them to learn. Dr. Weinig proudly relayed to me the story of a former US Navy machinist turned MRC employee turned journalism editor through this educational policy. Education is something Dr. Weinig has been particularly committed to throughout his lifetime. He was a lecturer at Columbia while finishing his doctorate then an assistant professor at NYU for several years, and after starting MRC, he taught nights at Cooper Union to ‘pay the rent.’ Following retirement from Sony, he accepted adjunct professor positions at Columbia University and the State University of New York (SUNY), Stony Brook where he continues to teach courses on bridging the gap between engineering academics and business. He said “without education I don’t know where I would be.” That commitment is proven in his generous sponsorship of scholarships to


engineering students at Columbia University and SUNY, Stony Brook. He estimates that he has provided 12-15 scholarships per year for the past 18 years. That means he has helped between 100-250 engineering students earn their degrees. In addition to the engineering scholarships, Dr. Weinig and his wife Mary Jo offer financial assistance to students at Syracuse University and Loyola in Rome. The Weinigs’ started the Weinig Traveling Fellowships for students who study abroad but do not have the money for more than the basics during their international residence. The money is meant to help students get out of the university environment to experience the culture of Europe and to enhance their scholarly pursuits. The Weinigs have also provided financial assistance for art history doctoral students to study art in offbeat places. Dr. Zvi Galil, the former Dean of the Fu Foundation School of Engineering and Applied Science at Columbia University, and now the John P. Imlay Jr. Dean of Computing at Georgia Tech, said, “Shelly Weinig has been teaching his course for Columbia for the last 10-15 years. He does it for free. I


used to joke that we doubled his salary each year. He is a very popular teacher. He has funded the Weinig Scholars programs and likes very much to meet ‘his’ scholars, to keep in touch with them and to follow their

progress. Sometimes he meets with them years after they graduate.” Dr. Weinig is an inspiring figure for engineers and entrepreneurs. When asked for the advice he would give younger engineer-


ing professionals he said, “Loosen up. Taste the rest of the world. There is so much there. With the training and discipline you received through technical education you have the power to do whatever you want. GET OUT OF THE SILO.” He compares engineers

who are completely focused on their own technical niches to people in a silo with no windows. He practices what he preaches by engaging in his hobbies of tennis, fly fishing, and cooking while being involved with his wife’s interests of art history and her Weinig

Foundation Program called Read a Recipe for Literacy which promotes communication. As a parting piece of advice he said, “Do less, better,” but admits he is unable to do it personally as he has more interests than hours in the day. v

In Appreciation of Engineers By Gary S. May | Dean | College of Engineering | Georgia Institute of Technology


hink, for a moment, about how American engineering has triumphed over some of the most vexing challenges known to man: • How could a remote energy source bring electricity to a living room lamp?

How might people see and talk with each other across the planet?

How could massive amounts of information be stored on a single microchip?

What’s needed to land a man on the moon?

The problem is that engineering is widely misunderstood. Everybody agrees that we live in the era of “high tech.” We all know the buzz words—4G, iPad, broadband, nanotechnology, etc. But the individuals that conceived, designed, and built these things are faceless and nameless. When we speak of engineering, most people relate this to construction and mechanics—associations that put the profession into the role of building or fixing things rather than design, innovation or creativity. • Thirty-five percent of Americans have no idea how engineers spend their time or think we work in boiler rooms or run trains. •

It has been a long time since Thomas Edison was said to be the most admired American by the New York Times. In our popular culture engineering is now taken for granted.

In some cases, engineering is even viewed outright negatively. We are either nerds or power-hungry mad scientists.

Those of us in the profession need to take on enhancing its public perception, shake off FEBRUARY | MARCH 2014

our outdated legacies, and help rebrand engineering from the inside out. We need to convey how engineers help people and communities and that engineering can be a fulfilling, exciting career choice for young people. Students need to understand how engineers make a difference in their neighborhoods, communities, and the world by solving problems using science and technology, and that they too can join in those efforts. From safer drinking water to new medical devices, from electric cars to the grandest skyscrapers and bridges, engineers use their knowledge of science and technology to improve people’s lives in meaningful ways. When you think about what the world would be like without engineers, the picture is pretty bleak: It would be a world without laptops and tablets, the Golden Gate Bridge, cell phones and televisions, the molecular scope of nanotechnology, and the massive scale of the Panama Canal. The problem is the percentage of U.S. undergrads enrolled in science, technology, engineering and math (STEM) programs is now down to its lowest level in recent memory—14 percent. Of those who do enroll, four out of every ten of them quit these programs after the first year. This is not just a matter of numbers. The disappearance of

students from engineering programs poses a risk to America’s global competitiveness at a time when a competitive edge is more important than ever. Last year, Mark Elbourne, General Electric's UK President and CEO spoke about the lack of status of, and lack of respect for, engineers. He pointed out that such low public esteem influenced children’s perceptions and that schools are not sufficiently geared to correct their attitudes to the subject. We have to find better ways to make engineering part of the popular culture in order to have a large and steady supply of engineers. If we want our profession to grow, flourish and be equal to fields such as medicine or law, engineering must be widely understood, appreciated, and esteemed. We need to communicate the ‘wow factor’ of engineering. All of us need to talk about the uniqueness of the ideas that engineers deal with and the power of engineering to make a positive change. Engineering is a profession of great wonder and rich reward. In communicating the appeal of our profession, we must tap into what young people value most in their life’s work—flexibility, connectivity, visibility, and above all else, the chance to use technology to make a real impact on our nation and world and to change our society for the better. The quality of our lives depends on the quality of our engineering, so we must attract the very best minds to the profession. But drawing talented people to our field means we need to raise our own profiles and publicize our work. It’s not enough to simply complete routine tasks—we need to bring innovations into the public eye, placing ourselves at the forefront of public discourse. We need to tell the world we're proud of what we do. Mentor, engage, inspire and inform. These are ways we can all change perceptions and generate appreciation for the field. v 51

The Value of an SPSU Degree By Lisa A. Rossbacher, Ph.D. | President | Southern Polytechnic State University


degree from Southern Polytechnic State University offers great value to students, graduates, employers, the region, and the state. In 2012, the University contributed $222 million to the state’s economy. Students studying engineering and engineering technology are a major contributor to this; in spring 2014, 52 percent of SPSU’s undergraduate students are majoring in these fields, so they represent a significant part of this economic impact. Southern Polytechnic was originally founded in 1948 at the request of business and industry as “The Technical Institute,” at what is now Peachtree-Dekalb Airport in Chamblee. The school’s purpose was to help veterans returning from World War II translate their military experience into practical skills that would help them enter the Georgia workforce as quickly as possible. The institution has grown dramatically, from the first 116 students to over 6,500 today. The campus moved to Cobb County in 1961, and since then the school has added new degree programs that include civil, electrical, and mechanical engineering, mechatronics engineering, construction engineering, software engineering, and systems engineering. These programs expand SPSU’s academic scope well beyond the original strengths in engineering technology fields and maintain the institutional heritage of applying knowledge to solve problems. A number of recent reports have highlighted the value of a degree from Southern Polytechnic. A leading source of data about the return on investment of a college degree is the Web site, Payscale.com. This Web site lists the 2013 Return On Investment (ROI) for colleges and universities across the United States, comparing the total cost of attending an institution with the total average earnings over a 30-year professional career. For Southern Polytechnic, the cost of attendance (tuition and fees, room and board, books, and supplies) was measured at $79,290—and the 30-year return on that investment was 52

Lisa A. Rossbacher $934,500, for an annualized net ROI of nine percent. BestColleges.com ranks the top 50 public ‘Colleges With the Best Return on Investment’—and SPSU placed 25th on this national list for 2013. (Only one other Georgia institution made the list.) Affordable Colleges Online (AffordableCollegesOnline.org) ranked all colleges in the state of Georgia, measured the lifetime salary in comparison with the salary that would have been earned by someone with a high school diploma, minus the cost of education at that school. SPSU ranked Number Two among ‘high ROI’ colleges. Southern Polytechnic’s unique aca-

demic focus is a major contributor to the high value and ROI of the degrees. So is the way courses integrate technology with other skillsets, including design and communication. Other important factors include a practical focus, excellent laboratory facilities, a strong emphasis on internships and co-op experiences, and faculty with industry-related backgrounds. Academic programs have advisory boards with representatives from companies that employ SPSU graduates, so that the curriculum has a strong connection to what employers are seeking in their workforce of the future. The demand for highly qualified SPSU graduates is reflected in the starting salaries they are offered. The average starting salary for a Southern Polytechnic graduate who completed a bachelor’s degree in 2012 was $52,326, and it ranged up to $120,000 for an electrical engineering graduate. The average starting salary for a student completing a master’s degree was $66,732, with initial salaries as high as $125,000 for engineering graduates. But SPSU’s contributions are not just about money that graduates earn, although the salaries are reinvested in the communities where graduates live and work—and we know that 80 percent of SPSU graduates stay in Georgia. These engineers contribute to


our state’s infrastructure: roads, bridges, and pipelines. They create maps. They design buildings. They program software. They integrate systems. They find practical, sustainable solutions to real-world problems. They make the state of Georgia a better place for all its citizens. Southern Polytechnic also contributes to workforce diversity in the state of Georgia. SPSU is ranked #1 in the United States for the number of African-American students earning bachelor’s degrees in engineering technology fields. Overall, 49 percent of the students enrolled at SPSU in spring 2014 were from underrepresented groups. These students are in strong demand by savvy companies who understand that a diverse workforce contributes to creativity, productivity, and job satisfaction. Over the last 65 years, Southern Polytechnic has been a vital contributor to Georgia’s economy, to the careers of its graduates, and to the advancement of the businesses and industries that have hired alumni. Although the University System of Georgia’s Board of Regents has decided to consolidate Southern Polytechnic with Kennesaw State


University, effective in January 2015, the engineering and engineering technology programs, along with SPSU’s range of other degrees, that have been so important to the

state of Georgia will continue. The ‘New U’ will build on the strong foundations in these fields, and these graduates will continue to benefit our state. v


Tailor-made Work Approach Saved Texas Department of Transportation Money and Ramped Up Construction Schedule on Marble Falls Bridge Replacement By The Finley Engineering Group Inc.


ith a little creativity, teamwork, and technical know-how, a contractor and its segmental bridge construction engineer were able to develop an alternate approach to the Marble Falls Bridge replacement project that won the contract and ultimately saved construction costs and time. Started in December 2010, the $28.65 million demolition and new bridge replacement project is already ahead of its expected four-year construction schedule. The first of two new segmental bridges carrying US 281 over the Colorado River in Marble Falls, Texas, just outside of Austin, Texas, opened to traffic in December 2012. The twin Marble Falls bridges will carry two lanes each in opposite directions to replace a functionally obsolete steel truss bridge that was built in 1936. Designed by Texas Department of Transportation (TxDOT), the crossings will include six-foot-wide sidewalks for pedestrians and will be featured at nighttime with a fully lighted substructure and surface lighting, creating a beautiful backdrop to downtown Marble Falls residents and visitors. US 281 is a major north-south highway from Wichita Falls to San Antonio and serves as an important evacuation route and emergency services access for the area. Designed by TxDOT’s Bridge Division, the 958’ long, straight bridge on a vertical grade of 1.286 percent consists of a three-span (274’-410’274’), variable depth, cast-in-place segmental superstructure with a 47-foot-wide deck. There were several factors leading to selecting a segmental design: 1) the nearest river crossing detour option being located more than 30 miles north, 2) a very limited site in terms of adjacent operating businesses and utilities restricting an alignment change, 3) active recreational lake traffic in the area 54

that is reliant on tourists, and 4) high local regard for the look of the old truss bridge. Project Information There are 24 concrete segments per cantilever, with 48 segments total per bridge. Each segment measures 14’ to 16’ long and 47’ wide. The variable segments sport a unique tapered boat hull design in the bottom slab, an aesthetic treatment that matches the community’s focus on recreational boat racing. The segments have a box depth that ranges from 23’ at the interior piers to 9’5” at the end spans, with a variable superelevation up to 5.5 percent. Each segment weighs a maximum of 150 tons. It will be the second longest main span for a segmental bridge in Texas, and the only segmental bridge with no approach spans. Each crossing will carry two 12-foot travel lanes and a ten-foot shoulder. The bridge crossing had to remain continuously open, requiring that construction be phased. Phase 1 involved building the northbound structure. Phase 2 shifts the two northbound traffic lanes to finish roadway work, and Phase 3 shifts the two southbound traffic lanes to construct the southbound structure. With the completion of Phase 3, southbound lanes are moved back to the southbound structure for the final lane configuration. Creative Approach Upon reviewing the bid from the contractor, TXDOT considered its proposed means and methods that aligned in a more efficient way for that particular contractor’s crews and equipment to do the job. This solution offered TXDOT a nearly $2 million cost savings under the construction estimate. “We knew we were very well equipped and capable for this project,” said Eric

Hiemke, project manager with Archer-Western Contractors, “but the means and methods outlined in the RFP made it time intensive and cost prohibitive for our team. We had ideas on other ways to get the job done, but needed a bridge design expert to confirm our thinking and prove that the ideas were safe, sound, and effective.” Working together, the engineer-contractor team reviewed the design, discussed various ideas, conducted additional research, and performed numerous calculations. The final alternative design and the means/methods not only built on the contractor’s strengths, but it also shortened the construction schedule and reduced the amount of falsework and number of props required to get the job done. The initial concept of the alternate approach was presented to TxDOT in December 2010 and the final design approved just two months later. “TxDOT includes in our segmental bridge specification three options for construction alternates that the contractor can propose for our consideration. The allowable alternates are post-tensioning layouts, segment lengths, and erection methods. So when Archer Western and FINLEY approached us with their proposed changes, we were happy to work with them to make it happen,” said Amy Smith, P.E., Design Engineer with the TxDOT Bridge Division. The major changes were to revise the pier table design, segment layout, and posttensioning specifications. While the original design called for an even, balanced pier table (extending 30’ to each side from centerline of column), the new design called for an unbalanced design (22’ x 14’ from centerline of column). The innovative approach required less length of pier tables, and, therefore, less falsework. The revised segment layout allowed for only two temporary supports (staGEORGIA ENGINEER



bility props) during construction, as opposed to the four required with a balanced pier table. This shaved approximately 12 weeks off the construction schedule. Temporary shoring for the prop involved two 30-inch diameter pipes founded on 20’ deep, 36-inch diameter drilled shafts designed to stop at the mud line. Tie backs to the column were set approximately six feet above the water line. An added benefit is that the prop was incorporated into the pier table falsework. The transverse and longitudinal post tensioning was also modified. The RFP called for three strand transverse tendons at 2’-1” spacing. The alternate design utilized four strand tendons at 2’9-1/2” spacing. This modification saved on duct, heads, grout, caps and more. The original longitudinal post tensioning specified 15 strand tendons, while the alternate design outlined a combination of 19 strand and 12 strand per tendon. This modification allowed for smaller stressing anchors in some areas. While reducing the length of each segment required more segments, the process of pouring each segment in the air using the form travelers was optimized and required less labor-intensive falsework to be built. The original design called for a 16’ typical segment, 16’ closure pours, 60’ pier table, and 77’4” end segment section. The alternate design specified a 14’ starter segment, 16’ typical segment, 10’ closure pours, 36’ pier table, and 55’ cast-in-place on falsework endspan segment. The concrete stressing strength/mix design was 4,000 f ’c at 24 hours. Another important piece to the alternate design was the knowledge that two form travelers that met the specifications of the Marble Falls Bridge project were becoming available from another job site just at the time the team would need it for their project. Typically, a form traveler of this type would have cost approximately $750,000 each and added several months to the schedule to design and fabricate. The use of a precast footing box form system was an additional innovative method employed on this project. A large amount of rock at the bottom of the lake, close proximity to the existing bridge, and the need to 56

maintain an open water channel for recreational/tourist boating traffic precluded the use of typical cofferdams to dewater the area in preparation to build forms and pour footings. Instead the alternate design called for drilling shafts into the rock riverbed and lowering an on-site precast concrete footing form to accommodate the forms and the work platform. Aesthetics, Drawings and Controls For this project, the TxDOT wanted a minimal column and footing footprint in the water to minimize boat collisions and to deter vandals from climbing on the piers for access. A flared column design with a seamless transition between the pier and pier table was chosen. The flared columns required a custom built form poured in two pieces, with six feet of column base three feet under the normal water level. The bathtub dewatering design allowed the entire column pour in dry conditions and included the ability for a twopour column (column base and column). The vertical steel had a tendency to straighten during the pouring of the concrete because of the flared design, so the concrete mix had to be altered to allow for a slower pour rate to maintain stability of the steel. In addition, permission was given to the contractor to splice the column steel to minimize

the cantilever length at the column base for easier installation. Bridge Information Modeling (BrIM) made it possible to develop details quickly to meet the demanding schedule, including integrated segment drawings combining reinforcing bars, bolt inserts (for utilities), electrical conduits, etc., all into one drawing. A time-dependent, staged analysis of the structure was conducted to monitor stresses and anticipated deflections during construction so that adjustments could be made in the field if necessary. The structures are being built using balanced cantilever construction to cross the river, with end segments constructed on falsework. A detailed construction manual, which included the sequence of activities and de-


tailed descriptions, was provided to the contractor. The geometry control manual gave an introduction to the construction method, guidance on typical methods based on experience with similar type bridges, and an overview about camber theory. The complementary geometry control software allowed the contractor to record actual camber measurements during construction so that modifications could be made immediately if needed. Stringent control of geometry and successive correction of minor casting deviations was required to ensure that the geometry of the bridge is maintained as each segment is added. The construction engineer and contractor’s surveyor coordinated almost daily to ensure the geometry of the bridge was behaving as predicted in the analysis and to make minor adjustments when necessary. Almost any construction project can benefit from looking at ways to improve the means and methods to match the strengths of the contractor and the materials and equipment that are readily available. Sometimes, as with the Marble Falls Bridge project, additional design, cost, and schedule efficiencies can be uncovered. “In any new project, including this signature bridge for Marble Falls, TxDOT looks to balance design, function, operations, maintenance and most importantly, safety while still providing the same product or better,” said Howard Lyons, TxDOT Area Bridge Engineer. “The public was very sensitive to the aesthetics of this bridge, since the lake is also used for recreation. ArcherWestern Contractors put together a great team, and the alternative concepts developed by Archer-Western and FINLEY helped to meet the expectations of TxDOT and the public.” v



Mercer University School of Engineering By Dr. Wade h Shaw | Dean | Mercer School of Engineering


ercer Engineering is about improving the world through education, research, discovery, inspiration, empowerment, and service. Our graduates enter their professional careers equipped with real-world education and experience, and a commitment to serving their communities. With 32 full-time faculty members and over 700 students in both undergraduate and graduate programs, the school prides itself on an environment where everyone matters, and student success is priority one. The Mercer School of Engineering prepares students to serve the rapidly changing technical demands of a new century. The academic programs provide breadth across engineering core skills and depth in technical specialties. Faculty and students combine technology and research with service through opportunities like the popular Mercer on Mission program where outreach projects serve the needs of under-developed places around the world. At Mercer, the ABET accredited Bachelor of Science in Engineering (BSE) degree takes an interdisciplinary path that includes a core curriculum in electrical, mechanical, and industrial engineering. Integrated


Dr. Wade Shaw within the curriculum is study of technical communication—a communication-enhancing focus on the written and spoken word. Specialties can be completed in one of six engineering discipline areas: biomedical, computer, electrical, environmental, industrial, and mechanical. Mercer offers Master of Science degrees in eleven areas: biomedical engineering, computer engineering, electrical engineering, engineering management, environmental engineering, environmental systems, mechanical engineering, software engineering, software sys-

tems, technical communication management, and technical management. The School of Engineering offers an active honors program where gifted students design, build, and test solutions to challenges that they select and share in conferences and poster sessions. Every undergraduate student participates in a team to complete a yearlong senior design project with an external client, many of which are corporate or government entities. A distinctive for Mercer students is that the School of Engineering provides its undergraduates with a private lab space for their design projects. Many engineering students take advantage of the popular ‘5th Year Program’ where juniors can apply to the graduate school to complete their undergraduate and master’s degree in engineering in a total of five years. Research is a vital component of Mercer’s engineering program, and its partner is the 150-member Mercer Engineering Research Center (MERC), an operating unit of Mercer University devoted to the performance of sponsored scientific and engineering research for governmental, industrial, and commercial markets. Research efforts within Mercer Engineering include rapid prototyping, autonomous vehicles, machine intelligence, modeling of the human airway for medication delivery, coding algorithms, prosthetic design and manufacturing, software development methods, logistics support for aircraft maintenance, water filtration systems, and healthcare delivery quality. It is an exciting time to study and practice engineering and be part of a discipline that brings tremendous benefits to our world. The last two years recorded the largest freshman classes in our history. Our labs are busy with design projects and creative innovations on the cutting edge of technology. The key ingredient is the people—faculty, staff, and students, who translate the needs of clients into design problems that challenge our skills as engineers. We like to say that Mercer Engineering is ‘Different by Design’ and we like to explain why that is so! v GEORGIA ENGINEER

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Georgia Engineer Feb-Mar 2014  

Through close coordination efforts, the TVA and Geosyntec project team overcame numerous technical and administrative complexities utilizing...

Georgia Engineer Feb-Mar 2014  

Through close coordination efforts, the TVA and Geosyntec project team overcame numerous technical and administrative complexities utilizing...

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