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DESIGNER is an HNTB publication and is published by the Corporate Communications and Brand Optimization Department of the HNTB Companies, P.O. Box 412197, Kansas City, MO 64141.
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Edmundston, New Brunswick, Canada Madawaska-Edmundston International Bridge Replacement
Buck O’Neil Bridge Kansas City, Missouri
FEATURING
04
Reviving a Waterfront, Reconnecting a City
A 20-acre urban park now connects Seattle’s downtown to its world-class waterfront
32
Connecting Central Florida with Purpose
FDOT’s 61-mile SunRail corridor enhances mobility and eases congestion in Central Florida
56
Converting to Cashless Kansas Turnpike Authority executed a seamless, overnight switch to a modern, cashless tolling system
14
Reimagining Travel
West Virginia Turnpike’s new travel plazas deliver enhanced experiences for the traveling public
38
Bridge Beyond Borders
A bridge replacement provides an efficient border crossing between the U.S. and Canada for the next 100 years
24
Modernizing a Vital Regional Connection
A new bridge in Kansas City, Missouri, improves safety and enhances regional transportation
46
Raising the Standard
A transformative renovation and expansion positions Illinois basketball for long-term success
Ubben Basketball Complex Champaign, Illinois
A CITY
A 20-acre urban park now connects Seattle’s downtown to its world-class waterfront
“We created a waterfront that serves a variety of people and uses. Everyone wants to be down here. It’s just as we envisioned: a waterfront for all.”
JESSICA MURPHY
CONSTRUCTION PROGRAM MANAGER OF THE CITY OF SEATTLE’S OFFICE OF THE WATERFRONT, CIVIC PROJECTS AND SOUND TRANSIT
SEATTLE’S DOWNTOWN HAS A NEW FRONT PORCH a 20-acre urban park that redefines the city’s connection to its iconic waterfront. The shoreline is now a vibrant, welcoming space that celebrates Seattle’s culture, history and natural beauty.
With the completion of the Alaskan Way State Route 99 Tunnel in 2019, the city seized the opportunity to reimagine its waterfront — not just as a corridor for movement, but as a destination for people. This transformation is the result of a landmark effort led by the City of Seattle’s Office of the Waterfront, Civic Projects and Sound Transit.
“You look one direction and you can see the city’s skyline. Turn around, and you are met with the beauty of Elliott Bay, the Olympic Mountains to the right and Mount Rainier to the left,” said Paul Huston, HNTB program manager. “It’s breathtaking, and now the waterfront redevelopment opens up this clear view — this is the front porch Seattle has wanted for generations.” angle-double-right
Elliott Bay
Overlook Walk
Designing Seattle’s new front porch
Planning for the waterfront transformation began in 2009, launching a multiyear process that included extensive environmental reviews, a worldwide design competition and the input of more than 10,000 residents. The result: nearly 20 major projects valued at $1.2 billion that define one of the largest civic redevelopments in Seattle’s history.
The city’s Office of the Waterfront, Civic Projects and Sound Transit grouped nine of those projects into one construction management program, supported by a joint venture team, including HNTB, that began construction in 2018:
• Waterfront Seattle Alaskan Way – Elliott Way King Street to Bell Street – Alaskan Way and Elliott Way form a multimodal main corridor that reconnects Seattle’s waterfront with surrounding neighborhoods. Elliott Way creates a vital link to Belltown with vehicle lanes, protected bike lanes and wide sidewalks. Together, the two corridors enhance access to parks, businesses and public spaces while supporting economic vitality and sustainability with more than 1,000 new trees, over 100,000 new plantings and green stormwater infrastructure.
• Overlook Walk – This elevated public park seamlessly links the downtown Seattle retail core and the Pike Place Market area to the waterfront, giving pedestrians a safe, scenic route above Alaskan Way. With sweeping views of Elliott Bay, Mount Rainier and the Olympic Mountains, it features inviting public plazas, terraced landscaping and playful spaces for all ages. The structure also connects directly to the Seattle Aquarium’s new Ocean Pavilion, creating an integrated civic and cultural experience.
• Pike-Pine Streetscape and Bicycle Improvements – This streetscape improvement project enhances the multimodal connections between downtown and Capitol Hill, with wider sidewalks, new bike lanes, improved lighting, safer crosswalks, added seating and lush landscaping.
• Pioneer Square East-West Streets –Historic Pioneer Square connects to the waterfront through several blocks of upgraded streets and sidewalks, featuring vibrant landscaping, decorative bollards and brick pavers that reflect the neighborhood’s character.
• Union Street Pedestrian Bridge – This new pedestrian connection links downtown to the central waterfront with an accessible elevator, open stairway and integrated public art inspired by native ferns.
• Marion Street Pedestrian Bridge – This connection serves thousands of daily ferry passengers traveling to and from Colman Dock, Seattle’s primary ferry terminal. The widened, modernized bridge improves accessibility with ramp and elevator access and connects seamlessly to the new Alaskan Way corridor, supporting more than 5 million annual users.
• Waterfront Park (Pier 58) – The new pier structure extends into Elliott Bay, featuring public event space, an aquatic-themed play area, landscaping and water features.
• Waterfront Seattle Bell Street Improvements – This expanded park corridor enhances the Belltown neighborhood with additional lighting, lush landscaping and inviting public spaces adjacent to Pike Place Market.
• Promenade Restroom – This new public facility, adjacent to the centrally located Waterfront Park, features six private all-gender stalls, reflective of the architectural and landscaping themes of Elliott Way. angle-double-right
Waterfront Seattle Alaskan Way
Waterfront Seattle Bell Street Improvements
SUSTAINABLE SEATTLE
The waterfront transformation includes:
• Salvaged Ekki wood from the old Alaskan Way seawall repurposed as handrails
• A restored 100-year-old pergola building now home to new businesses and art installations by local artists that celebrate Seattle’s heritage
• 1,000 new trees
• 100,000+ new plants
• Natural stormwater treatment system filtering 95% of runoff
Before construction started on this program, the city built a new seawall to meet current seismic standards, protect public safety and act as the foundation for Seattle’s new waterfront.
“Together, our Waterfront Seattle projects represent the single most important transformational program in Seattle in 100 years,” said Angela Brady, PE, director of the City of Seattle’s Office of the Waterfront, Civic Projects and Sound Transit.
Recognizing the scale and complexity of the waterfront transformation, city leaders in 2018 adopted their first programmatic construction management approach to guide its delivery.
“They wanted experienced professionals working on downtown Seattle projects and major construction programs who they could trust and who could adapt across multiple complex projects constructed over many years,” Huston said. “The city wanted people with the right mindset who would serve as an extension of the city’s team — and HNTB delivered.”
The joint venture team colocated with the Office of the Waterfront, Civic Projects and Sound Transit, working seamlessly as one unified team to deliver one of the most logistically demanding urban infrastructure projects in Seattle’s history.
“We brought the right expertise at the right times over seven years,” Huston said. “Our field and office team could adapt and scale to meet changing needs, with many members cross-trained to fill multiple roles. That continuity provided efficiency, familiarity with all the important details and made a big difference in delivering this program.”
Keeping the city moving
The seven-year construction program unfolded in multiple stages, with several projects overlapping in both schedule and location. At its peak, seven projects were underway simultaneously — amid the bustling activity of an operational ferry terminal, seasonal cruise ship arrivals that tripled tourist traffic, active utilities, ongoing private construction, waterfront businesses and daily residential life.
Throughout the construction phase, the city prioritized accessibility, integrating requirements into construction contracts to ensure pedestrians, cyclists and vehicles maintained access to the waterfront and one of the busiest ferry terminals in the nation.
“The new main corridor was being built alongside new buildings and parking garages,” said Brian Kittleson, HNTB construction engineer. “We coordinated closely with those private developers and held regular meetings with the city’s permitting agency to manage traffic routing, work impacts and detours — not just for our site, but across the entire area.” angle-double-right
Puzzle solved through coordination
A particularly complex site within the program involved the convergence of three major projects: Overlook Walk, Alaskan and Elliott Ways and a public-private expansion of the Seattle Aquarium. Coordinating these overlapping work zones required close collaboration among contractors, city agencies and the community to manage shifting schedules, competing demands and evolving site conditions.
“When all those schedules moved around and changed, our construction management team was able to put the puzzle pieces back together in unique and creative ways to fulfill the goal of doing as much as possible in a short time while maintaining public access and mobility,” said Jessica Murphy, construction program manager of the City of Seattle’s Office of the Waterfront, Civic Projects and Sound Transit.
Throughout construction, proactive communication was vital.
“Having a team familiar with construction sequencing and the constraints of technically challenging projects was key,” Brady said. “This helped us translate technical details into clear information that residents and businesses could best understand, building trust and support.”
A waterfront for all
The transformation of Seattle’s waterfront is more than a construction success — it’s a civic reinvention. From better mobility and accessibility to vibrant public spaces and iconic views, the program delivers on a decades-old promise to reconnect the city with its shoreline.
“It’s mind-blowing to see how close our construction results are to the original vision and concept design renderings,” Brady said. “Seattle rebuilt our waterfront and stitched our downtown back into it, so people could enjoy Elliott Bay, the Olympic Mountains and all the waterfront has to offer.”
With every trail, terrace and transit connection, the new waterfront signals not only a feat of engineering and urban design, but a lasting legacy of civic ambition — one that will serve generations of Seattleites and visitors to come.
“We created a waterfront that serves a variety of people and uses. Everyone wants to be down here. It’s just as we envisioned: a waterfront for all,” Murphy said. n
CONTACTS
PAUL HUSTON, PE, HNTB Program Manager (512) 750-0310 n phuston @ hntb.com
BRIAN KITTLESON, HNTB Construction Engineer (206) 819-5715 n bkittleson @ hntb.com
KRIS MASON, HNTB Program Controls Manager (310) 614-3152 n kmason @ hntb.com
“Together, our Waterfront Seattle projects represent the single most important transformational program in Seattle in 100 years.”
ANGELA BRADY, PE DIRECTOR OF THE CITY OF SEATTLE’S OFFICE OF THE WATERFRONT, CIVIC PROJECTS AND SOUND TRANSIT
REIMAGINING TRAVEL
With hospitality-driven design and amenities, the West Virginia Turnpike’s new travel plazas deliver enhanced experiences for the traveling public
TRAVERSING 88 MILES OF STUNNING
mountain terrain, the West Virginia Turnpike offers travelers a safe and efficient route from central to southern West Virginia.
Commercial trucks and out-of-state motorists, many of whom visit the state to soak up its natural beauty, comprise about 75% of the traffic on the heavily traveled highway.
The three travel plazas along the corridor, operated by the West Virginia Parkways Authority (WVPA), had outlived their service lives. As the existing concessionaire agreement neared expiration, WVPA began reimagining the facilities as spaces that would inspire and rejuvenate drivers, transforming their routine rest stops into elevated experiences. WVPA engaged HNTB to lead the design for the world-class facilities, manage construction and contract administration and help advertise and select the new concessionaire.
“A core goal for WVPA was to make these travel plazas a destination,” said Taylore Keller, HNTB design principal. “They wanted the facilities to be a representation of the state’s hospitality-driven personality.”
The project was completed in two phases. Phase 1 included reconstructing the Beckley Travel Plaza, the turnpike’s largest and signature destination, and the Bluestone Travel Plaza, a rest spot at the turnpike’s southern edge for motorists and commercial tourist buses continuing to area ski resorts or the New River Gorge National Park. Beckley opened in December 2024, followed by Bluestone in January 2025.
Phase 2 will rebuild the Morton Travel Plaza, nestled at the base of a mountain along the northern part of the tollway, establishing the final fueling and convenience travel stop, expected to be completed in 2027.
“Our new travel plazas represent more than just a place to refuel — they’re a reflection of West Virginia’s spirit of hospitality, innovation and pride in our natural beauty,” said Andy Hambrick, WVPA highway production manager. “By investing in meaningful design and modern amenities, we’re not only enhancing the travel experience but also supporting local communities and showcasing what makes our state truly special. We’re already seeing the impact with more visitors, more local engagement and a stronger sense of place for everyone who passes through.”
Interpreting a bygone travel era
Early in WVPA’s visioning meetings with HNTB, the idea of designing new facilities with a nostalgic look and feel reminiscent of a bygone travel era became a focal point.
“After listening to the client’s vision, our design team was inspired to evoke the early days of American travel and the iconic roadside architecture of that era,” said Matthew Hallett, HNTB design director. “There was this idea of creating a beacon — something visually striking that would catch the traveler’s eye and draw them in. That was the spark. We set out to reimagine that nostalgic spirit in a modern, relevant way that reflects how people experience travel today.”
The design of the travel plazas incorporates bold, sweeping canopies with dramatic overhangs some 30 feet above the fueling stations, a clear nod to the midcentury era of American road travel. As an extension of the travel plaza buildings, the canopies create an organizational approach, providing a wayfinding opportunity that helps customers understand how to navigate from the fuel islands into the building.
“Tethering fueling directly to the building, rather than locating it as a remote, satellite element off to the side, allowed us to create that comfortable, approachable interplay between the fueling area and the core functions of the buildings themselves,” Keller said.
The travel plazas’ exposed angular structures, which emulate the state’s many bridges, are illuminated with vibrant colored lighting and juxtapose the floor-to-ceiling windows at the dining and retail areas. This contrast allows each site to feel rooted in its surroundings and integrated within the fabric of the region while standing apart as a landmark destination. angle-double-right
Rooted in Place: A material palette inspired by West Virginia’s landscape and legacy
Materials used in the travel plazas were selected to reflect West Virginia’s unique landscape and legacy blending cultural symbolism with architectural expression.
DARK STONE AND CHARRED WOOD CLADDING
Evokes the rich history of coal mining in West Virginia, adding texture and a sense of permanence.
WARM NATURAL WOOD
Grounds the building in its mountainous setting, echoing the tones of the surrounding forest.
TRAVERTINE-STYLE TILE
A large-format tile laid in a custom angular pattern mimics the carved rock faces seen along the turnpike.
GOLDEN YELLOW ACCENT LIGHTING
Inspired by the vibrant Tamarack trees that blaze gold in autumn, this lighting highlights the exposed triangular structure and adds a dramatic, natureinspired glow.
Elevating convenience
Informed by extensive research and benchmarking, the team drew inspiration from European travel plazas to create a convenience-driven space that also delivers a memorable architectural experience.
At Beckley, that vision comes to life through a graband-go food and beverage area designed not just for speed, but for immersion. Visitors can circulate freely around and through the retail zone, which is fully integrated into the building’s architecture. This open layout is supported by robust back-ofhouse infrastructure, including expansive walk-in coolers that ensure operational efficiency without compromising design.
“The concessionaire worked as our counterpart from the early design stage,” Keller said. “They embraced the design vision, which differed from their traditional outfit of travel plazas and helped us create an elevated grab-and-go retail experience within the building. That collaboration produced a seamless, cohesive model that perfectly integrated with the rest of the building design.”
The architecture emphasizes openness — of circulation, choice and experience. The plazas offer acoustically comfortable dining areas, opportunities to engage with local vendors and artists, and a layout that encourages discovery rather than detour.
The restrooms continue to reflect that elevated approach. Designed for comfort and cleanliness, they feature soft, ambient lighting, integrated wash bars at every sink, solid-surface counters that minimize mess and thoughtful amenities like bag shelves, hooks and child safety seats in select stalls.
Outside the plazas, the design team prioritized ease of access and circulation for all vehicle types — cars, RVs, buses and trucks — while expanding parking capacity.
“We reimagined the entire site layout to accommodate more truck and passenger parking, all while maintaining traffic flow and safety,” said John Swisher, HNTB project manager. “That meant going through several iterations of the design to ensure every vehicle could move through the site efficiently.”
To support this, the team employed auto turn analysis, a simulation tool used to model vehicle movements and optimize circulation patterns.
“We made sure that trucks could properly navigate, that they had enough room to park and that there were no conflicting movements,” Swisher said. “It was all about creating a seamless, safe experience for every traveler.” angle-double-right
“Our new travel plazas represent more than just a place to refuel — they’re a reflection of West Virginia’s spirit of hospitality, innovation and pride in our natural beauty. By investing in meaningful design and modern amenities, we’re not only enhancing the travel experience but also supporting local communities and showcasing what makes our state truly special.”
ANDY HAMBRICK
WVPA HIGHWAY PRODUCTION MANAGER
Reflecting the natural beauty
West Virginia’s tourism industry centers on the state’s natural beauty, which beckons visitors to venture outdoors. Reimagining the travel plazas as windows to their surrounding landscapes, the plazas are blended into nature itself, creating a rejuvenating oasis for travelers. This approach thoughtfully integrates the architecture with the landscape and topography, enhancing the sense of place.
A scenic overlook along a bluff at the Bluestone facility, for instance, allows visitors to gaze out onto rolling mountains. The Morton location will offer travelers a quiet respite space along one of the state’s few natural trout streams.
On a hill behind the Beckley facility is the WVPA-owned and -operated Tamarack Marketplace and Conference Center, a regional artisan shop and prominent destination for area visitors. A pedestrian path ties Beckley to the center, inviting visitors to venture up the hill to explore the local community asset.
Each travel plaza includes an outdoor dining area that creates opportunities for people to linger and dwell in the area’s splendor. The plaza buildings themselves are ornamented with wood and tumbled stone inspired by the West Virginia mountains. Organic tones and natural textures provide a neutral backdrop for bright, airy interiors that invite travelers to continue experiencing the natural environment even while indoors.
Delivering immediate impact
The travel plazas are among the first of their kind — not just in West Virginia, but in the U.S. toll road industry. HNTB’s 75-year relationship with WVPA allowed the firm to quickly understand the goals of this unique project. Initial renderings closely captured the owner’s vision and differed very little from the final, constructed facilities.
“The travel plazas had immediate impact,” Swisher said. “For a soft opening of Beckley, we removed the closed signs on the roadway, and within 10 minutes, the site was flooded with people. On any given night, the truck parking lot is completely full. The WVPA travel plaza reconstruction has created a branded traveler experience that benefits West Virginians and visitors alike to the region.”
The new travel plazas also will provide WVPA with a return on investment by sparking economic growth within the communities where they are located and by leveraging the investment of design, thought and care to capture more fuel stops, more foot traffic and longer traveler dwell times.
“The West Virginia Turnpike travel plazas have set a new standard for serving toll customers,” Swisher said. “WVPA and HNTB envision the amenities, convenience, safety and elevated experience of the new plazas as the future of travel.” n
CONTACTS
JOHN SWISHER, PE, HNTB Project Manager (304) 760-1803 n jswisher@hntb.com
TAYLORE KELLER, HNTB Design Principal (816) 527-2164 n tkeller@ hntb.com
CONNECTION CONNECTION MODERNIZING A VITAL REGIONAL
The new Buck O’Neil Bridge in Kansas City, Missouri, improves safety and enhances regional transportation
WITHIN A FEW SQUARE MILES IN downtown Kansas City, Missouri, highways, rail lines, a downtown airport and Missouri River barge traffic are woven together in a complex transportation network that moves people and goods throughout the region.
Crossing over this critical corridor is the John Jordan “Buck” O’Neil Memorial Bridge, a new and reimagined structure that replaced the original bridge built in 1956. Carrying U.S. Highway 169 over the Missouri River, the two long-span bridges, owned by the Missouri Department of Transportation (MoDOT), serve both as a gateway into downtown Kansas City and as a key connection between the city’s core and the growing communities north of the river.
“MoDOT set out to deliver a future-ready bridge that would serve the region for the next 100 years with reduced maintenance demands,” said Hans Hutton, HNTB chief bridge engineer. “They also saw the opportunity to enhance safety by adding an ADAcompliant pathway for pedestrians and cyclists.”
To meet those goals efficiently and collaboratively, the project was delivered using a design-build method. As the lead designer for the project’s Massman Construction-Clarkson Construction joint venture, HNTB started work on the project in early 2021. angle-double-right
KANSAS CITY, MISSOURI
Buck O’Neil Bridge
Addressing project complexity in design
“Navigating the constrained footprint and coordinating with numerous stakeholders — utility owners, railroads, the Federal Aviation Administration, the Federal Highway Administration and the Army Corps of Engineers — made this one of the most complex design-build projects MoDOT has ever delivered in the Kansas City area,” said Marc Whitmore, HNTB project manager.
The project encompassed the design and construction of the bridge, which included a dedicated, barrierseparated bicycle/pedestrian walkway and modified access to the airport. It also encompassed eight other bridges, including approach spans and new flyover structures that provide direct access to and from Interstate 35 across the river into downtown Kansas City.
The flyover ramps removed thousands of vehicles from local intersections and reduced drivers’ commutes by approximately five minutes during peak travel hours.
HNTB worked closely with the joint venture team to limit curvature on some of the bridges, allowing them to be designed as prestressed concrete girder spans. This approach eliminated the need for design exceptions by improving sight distance and enhancing project safety.
“Meeting MoDOT’s objectives meant navigating complex requirements — from crossing railroad corridors to ensuring Coast Guard clearances over
the Missouri River,” Hutton said. “Our tailored design approach, combining steel plate girders for the main span with prestressed concrete on the flanks, offered a smart solution that respected both technical and stakeholder constraints.”
The twin bridge spans each feature a 1,200-foot steel unit with a 455-foot main navigation span. The bridge segments are founded on 11-foot-diameter, 100-foot-deep drilled shafts designed to resist vessel collision. This approach ensured structural integrity and safety, addressing the challenges posed by the Missouri River’s navigational demands and its constantly changing water level.
On the north end of the bridge, the design team significantly improved a historically challenging curve into a safer, more intuitive route to the Kansas City Downtown Airport. By reconfiguring the interchange — including a longer deceleration lane and enhanced signage — the team preserved access to the airport while greatly improving driver safety and comfort. This innovative solution not only enhanced functionality but also avoided disruption to the adjacent railroad, helping reduce both project costs and overall construction risk.
The previous Buck O’Neil steel truss bridge featured three arched main spans, but FAA height restrictions limited the new design’s vertical elements. HNTB developed a streamlined plate girder structure that balances efficiency, cost-effectiveness and long-term durability. angle-double-right
“Navigating the constrained footprint and coordinating with numerous stakeholders made this one of the most complex design-build projects MoDOT has ever delivered in the Kansas City area.”
MARC WHITMORE, PE HNTB PROJECT MANAGER
Built to last a CENTURY
7 million pounds of rebar installed
18 MILLION POUNDS of structural steel
10 KSI
concrete in bridge’s prestressed girders
21,000 cubic yards of concrete used
5 ksi concrete & 75 ksi reinforcing steel in substructure elements
Designing with thoughtfulness and purpose
The Buck O’Neil Bridge is named in honor of the former Kansas City Monarchs’ first baseman and manager. O’Neil, who later became the first Black coach in Major League Baseball and was a longtime scout for the Kansas City Royals, was posthumously inducted into the Baseball Hall of Fame.
The northbound span of the namesake bridge features a midspan scenic overlook equipped with benches and murals celebrating O’Neil’s legacy, where pedestrians and cyclists can reflect on his contributions to baseball while enjoying panoramic river views. The lane also is lined with aesthetic, LED color lighting that highlights the new river bridge and adds to the Kansas City skyline.
On the south side of the bridge, the pedestrian/bike lane ties into the area’s Riverfront Heritage Trail system. Booming development on the riverfront makes the bridge an increasingly important, multimodal conduit for motorists, bicyclists and pedestrians, and there are long-term plans to connect the bridge’s trail to north-side paths as development continues.
A core element of this project was an urban design plan that blends with and enhances the neighborhood’s urban character and quality of life.
“The design team gave special attention to the bridge piers, creating a clean, modern aesthetic by placing the bridge girders on rectangular caps with single
rectangular columns that transition into a single shaft buried underground,” Hutton said. “This approach minimized visible footings and maintained a sleek profile. In addition, several pier surfaces were intentionally designed as canvases for local artists, allowing the structure to reflect and celebrate the surrounding community.”
The design included realigning city streets to create more direct routes for freight and local traffic. It supports connectivity and visual character while strengthening public resources, amenities and parks.
“There are many complexities and competing interests between local stakeholders, and so coming up with a design that met all these requirements led to tremendous success for the project,” said James Pflum, project director with the Missouri Department of Transportation. “The ability to balance the needs of the pedestrians, people who live downtown and the regional commuters is seen in the design and has benefitted all user groups.”
The urban design strategies, organized around the theme of “building connections,” offered local artists the opportunity to create semipermanent artwork on a large retaining wall located beneath the bridge. Designed to showcase the creativity and vibrancy of the Kansas City community, the art project reflects the area’s natural and cultural values and continues its public art tradition.
Maintaining transportation during construction
Throughout the years of construction, the Buck O’Neil Bridge was a key conduit for residents and tourists accessing downtown Kansas City. MoDOT’s access goals were straightforward: prepare for extra traffic and keep it moving. The ability to successfully maintain steady traffic flow was put to the test when Kansas City hosted the 2023 NFL Draft, Kansas City Chiefs playoff games and other major events during construction.
To maintain transportation while the bridge was being built, the team fully constructed the new southbound span while traffic continued unimpeded on the original structure. Once the southbound bridge was completed, northbound traffic moved to the new bridge. Southbound traffic detoured to existing roadways, ensuring that motorists could continue to navigate without interruption. The old bridge was then demolished.
Rather than opening and closing access multiple times, the team’s phased approach involved completing multiple work items under one continuous closure for a given area. This approach enhanced construction productivity, as well as traffic and worker safety, while minimizing traffic switches and using detours proven to align with driver expectations. The project team maintained local traffic and access to and from downtown Kansas City and the airport throughout construction.
Project success
Open since December 2024, the new Buck O’Neil Bridge carries about 50,000 vehicles per day. The new design greatly improves transportation, system performance and safety in downtown Kansas City.
“Delivered on time and on budget with minimal disruption, the Buck O’Neil Bridge exemplifies the power of a well-coordinated design-build approach — setting a benchmark for future infrastructure projects in Kansas City,” Whitmore said. “Our project team knows design-build and already had trusted relationships in place. Working closely with MoDOT and numerous stakeholders — and having the right team from day one — allowed us to deliver a modernized bridge that strengthens regional connectivity and supports future growth.” n
CONTACT
MARC WHITMORE, PE, HNTB Project Manager (816) 527-2635 n mwhitmore @ hntb.com
Connecting Central Florida WITH PURPOSE
FDOT’s 61-mile SunRail corridor enhances mobility and eases congestion in Central Florida
OSCEOLA COUNTY
ORANGE COUNTY
SEMINOLE COUNTY
VOLUSIA COUNTY
WITH A BOLD VISION TO RESHAPE
regional transportation, the Florida Department of Transportation (FDOT) has transformed a 61-mile CSX freight rail corridor into SunRail — Central Florida’s first commuter rail system. This landmark project enhances mobility, connects communities, eases congestion and lays the groundwork for sustainable growth in the region.
“SunRail brings reliable, affordable and stress-free travel to the region,” said Rafael Rodriguez, FDOT project manager. “This is a generational project that helps to safely connect our communities to more opportunities and experiences.”
Spanning 17 stations across four counties, SunRail delivers safe, reliable and modern service to a rapidly growing population. By offering a viable alternative to Interstate 4, SunRail helps reduce congestion while supporting regional mobility. In 2024 alone, SunRail served more than 1.2 million passengers — a testament to its growing role in Central Florida’s transportation future.
Aligning with local priorities FDOT, supported by HNTB as the construction engineering and inspection (CEI) consultant and general engineering consultant (GEC), ensured that each segment of the SunRail line was tailored to local needs while maintaining consistent quality and safety standards. The team worked closely with cities, residents and businesses to shape the infrastructure to reflect community priorities.
“Our approach on SunRail was deeply rooted in collaboration,” said Steve Kramer, HNTB project manager. “We worked intentionally to ensure every stakeholder group felt seen, heard and valued — not just meeting expectations, but tailoring solutions that truly reflected each community’s unique priorities.”
That meant synchronizing train schedules with major employers, providing unique architectural station features, restoring a historic Amtrak station and enhancing landscaping and noise mitigation. In one city, the team widened a pedestrian tunnel under the railroad and prepared the infrastructure to accommodate plans for electric vehicle charging stations, a welcome center with restrooms, and a bicycle parking and repair area to serve its active cycling community.
Equally important to meeting community needs was ensuring public safety. In addition to installing signal arms and exit gates, FDOT implemented a robust annual safety certification program for construction inspectors, workers and agency personnel to ensure the safety of both workers and the public.
“From the very beginning, whenever a community raised a concern, we made it a priority to meet with them directly and establish open lines of communication,” Rodriguez said. “By actively listening and incorporating their feedback, we were able to make meaningful adjustments that led to successful outcomes. That spirit of collaboration continues today — we remain in close contact with our local partners to ensure SunRail services evolve in step with the community’s changing needs.”
Strong local engagement is especially important as FDOT prepares to transition SunRail operations to local governments in the coming years — laying the groundwork for a more community-driven and regionally responsive rail network. angle-double-right
“Our CEI team wasn’t just there to inspect — we were there to help the contractor succeed and protect the client’s interests. We brought a collaborative mindset and the technical expertise to solve problems quickly and keep the project moving.”
— STEVE KRAMER, PE HNTB PROJECT MANAGER
Modernizing Fare Collection
As FDOT’s GEC for SunRail operations, HNTB helped lead the modernization of the system’s fare collection — providing an alternative to the traditional tap-on, tap-off process with a flexible, user-friendly mobile ticketing platform.
Previously, passengers were required to tap on and tap off using SunCards or paper tickets purchased at station ticket vending machines. To streamline this process and improve the overall rider experience, HNTB supported FDOT in launching a mobile app that allows users to:
• Purchase tickets and passes in advance
• Check real-time train status
• Board and exit seamlessly — no kiosk tap required for either
This digital upgrade has reduced wait times, simplified fare payment and improved convenience across the network. While station ticket machines remain available, more than half of all riders have already made the switch to the app — a number that continues to grow as adoption accelerates.
Protecting wildlife
Throughout the life of the SunRail program, environmental stewardship was a top priority. One of the most significant ecological efforts involved the protection and relocation of hundreds of gopher tortoises — a keystone species essential to Florida’s ecosystem.
Working closely with ecological experts, the project team identified and safely relocated the tortoises from sensitive areas along the corridor. The scale of the effort exceeded initial expectations, underscoring the team’s adaptability and commitment to conservation.
“From the start, we knew environmental protection would be a critical part of this project,” Rodriguez said. “Our team was well-prepared to respond, and when the number of gopher tortoises exceeded expectations, we adapted quickly to ensure every relocation was done safely and responsibly. Preserving wildlife wasn’t just a requirement — it was a priority.”
This initiative reflects the broader values of the SunRail program — balancing infrastructure progress with environmental responsibility.
Reducing risk, accelerating progress
To manage the scope and complexity of this multijurisdictional effort, the team delivered SunRail in three phases — a strategy that reduced risk and accelerated visible progress.
Phase 1 opened 32 miles of commuter service with 12 stations connecting DeBary to Sand Lake Road in 2014. Construction of the initial operating segment included double-tracking existing lines, installing new wayside signals, implementing a local dispatch control system, equipping trains with positive train control (PTC)-compliant equipment and upgrading grade crossings to enhance safety. Additionally, the project built station platforms, canopies, parking areas and a large operations and vehicle maintenance center.
Phase 2 South extended the line 17.2 miles from Sand Lake Road to Poinciana in 2018. Through a design-build delivery, the project features 13.5 miles of double track, a new wayside signal system, PTC-compliant equipment, grade-crossing safety enhancements — including a warning system — four stations, a parking garage, a south maintenance facility, communications systems, two new bridges and several bridge replacements.
Phase 2 North extended the line 12 miles from DeBary to DeLand in 2024. The project features a new DeLand station, 4 miles of double-track, a signal and communication system, PTC-compliant equipment, 107 parking spaces and enhanced grade crossings for increased safety.
HNTB’s involvement in CEI services across all phases ensured consistency and quality control throughout the project. Carrying forward best practices and lessons learned from one phase to the next deepened the team’s understanding of corridor operations and played a critical role in maintaining Amtrak’s daytime service and CSX’s nighttime operations on the shareduse facility.
“Every phase of SunRail built on the lessons of the last,” Kramer said. “We brought best practices, accelerated timelines when needed and adapted quickly to new partners and challenges.”
“FDOT is pleased with the on-time delivery of SunRail’s final phase,” Rodriguez said. “We set out to deliver the project in line with our goals — safely and within the timeframe needed — and we achieved it.”
Installed, tested and cleared for service HNTB developed and oversaw 14 contracts, assisted with contractor selections, performed initial contract reviews and inspected the off-site fabrication of signal assemblies, steel and precast bridge segments.
“We helped streamline installation by ensuring each piece of infrastructure was fabricated to meet rigorous Federal Railroad Administration and Federal Transit Administration requirements and specifications before delivery,” Kramer said.
In addition to standard inspection and testing services, HNTB supported each step of the safety certification process, and ensured any requests for proposals related to signals and communications included the required testing to expedite revenue service clearance.
“Our CEI team wasn’t just there to inspect — we were there to help the contractor succeed while protecting the client’s interests,” Kramer said. “We brought a collaborative mindset and the technical expertise to solve problems quickly and keep the project moving.”
Shaping the future of mobility
As transportation agencies strive to enhance urban mobility, SunRail serves as a compelling example of what is possible.
“We didn’t just build stations, we helped set the table for future development,” Kramer said. “The infrastructure we put in place is already attracting new housing, retail and trails.”
SunRail demonstrates how legacy infrastructure can be transformed into modern assets that connect communities, lay the foundation for sustainable growth and redefine the role of transit in shaping connectivity. n
CONTACT
STEVE KRAMER, PE , HNTB Project Manager (407) 607-9729 n stkramer@ hntb.com
BORDERS BRIDGE BEYOND
The new Madawaska-Edmundston International Bridge provides an efficient border crossing between U.S. and Canada for the next 100 years
SPANNING 1,828 FEET DIAGONALLY across Maine’s St. John River, the new Madawaska-Edmundston International Bridge is a six-span steel girder structure designed to serve the border communities of Madawaska, Maine, and Edmundston, New Brunswick, for the next century.
The crossing requires minimal maintenance and supports multimodal travel with two 12-foot-wide lanes, 6-foot shoulders and a dedicated 6-foot-wide sidewalk for pedestrians.
As impressive as the structure itself is, the story behind its creation is just as compelling.
Renewing a vital link
The Madawaska-Edmundston bridge is more than a commercial corridor and U.S.-Canada crossing — it’s a vital link for communities that have functioned as one for more than a century. Many residents of the region have family members on each side of the bridge. Some live on one side and work on the other. The towns even share public services, such as emergency services and waste removal.
When the original bridge, which opened in 1921, was nearing the end of its service life, the Maine Department of Transportation (MaineDOT) implemented an ambitious campaign that allowed a new bridge to be designed in two years and constructed in less than four years. MaineDOT was determined to mitigate the hardship of a decades-long bridge replacement project.
MaineDOT partnered with HNTB to evaluate alternatives and rapidly design the replacement bridge.
Designing across boundaries
In August 2018, the team began preparing preliminary designs and coordinating an extensive cross-border collaboration led by MaineDOT and the New Brunswick Department of Transportation and Infrastructure.
Design and constructability decisions considered several factors. The new bridge site was on a steep, unstable valley with heavily fluctuating river levels.
The bridge needed to be built with access through and around an active paper mill — the region’s largest employer — operating on both sides of the St. John River. It also needed to accommodate two independent railroad yards and a highly secure, active international border crossing. angle-double-right
“Designing an international bridge involves many stakeholders on both sides of the border,” said Josh Olund, HNTB project manager. “The MadawaskaEdmundston International Bridge was even more unique in that the stakeholders also included railroad operators, the Twin Rivers Paper Company, which has operations on both sides of the border, the First Nations indigenous community, among others who utilized this bridge for their daily needs. HNTB and our partners held numerous coordination meetings and several bilingual public meetings to ensure the project met the needs of the communities.”
After narrowing the design options to a steel girder bridge and a cast-in-place segmental concrete bridge, HNTB submitted plans for the preferred alternative: a six-span steel girder bridge. It was chosen for its lower construction risk, costefficiency and accelerated schedule.
The site complexity was heightened by the simultaneous construction of a new U.S. Land Portof-Entry (LPOE) facility, a quarter mile upstream from its current location, and the redevelopment of the Canadian Port of Entry (POE) site to align with the new north end of the bridge. In total, three major concurrent construction projects were underway within a half-mile area.
The new U.S. LPOE location also meant the new bridge would need to be nearly twice as long as its predecessor so that it could tie into the existing Canadian POE. The team implemented a diagonal crossing, angling the bridge at a 45-degree angle, to connect the two port facilities. This innovative alignment preserved critical land uses, allowing both ports to remain operational during construction. It also yielded some of Maine’s longest steel spans, reaching up to 315 feet. angle-double-right
Completed design in two years
Constructed in under four years
Designed for 100-year service life
“In many ways, the successful delivery of the bridge reflects something far greater than an engineering achievement. It stands as a testament to what’s possible when a diverse group of stakeholders comes together with a shared commitment to progress.”
JOSH OLUND, PE HNTB PROJECT MANAGER
Seamless Construction and Efficient Delivery
Delivered on time
Delivered within budget
No impact to pedestrian traffic
Passenger traffic maintained
Active rail operations continued uninterrupted
Because the bridge links these two port facilities, access for maintenance required heightened coordination from both countries. To minimize maintenance needs and ensure resilience, the structure was built with durable, sustainable materials: unpainted weathering steel, stainless-steel rebar, ice-resistant pier casings and long-life LED lighting. Wider lanes and shoulders enhanced snow removal and drainage, supporting efficient long-term operations across borders.
“HNTB was very involved in coordinating MaineDOT’s and New Brunswick’s interests, the security needs of Customs and Border Protection and the municipalities during the feasibility portion of the project,” said Andy Lathe, senior project manager in MaineDOT’s bridge program. “They had more than 20 proposed alignments and were able to collaborate with all entities to arrive at the preferred alternative.”
Collaboration in action
As the bridge advanced to final design, MaineDOT activated its contractor-in-design constructability assessment, a best practice served for large, complex projects. Prospective builders participated in design discussions, flagging risks and proposing improvements before submitting their bids.
One outcome was the agency’s first steel escalation clause, which allowed contractors to bid based on current market prices while protecting both parties against future price fluctuations. This allowed the team to ensure it had the 7.5 million pounds of steel when needed.
“During the contractor-in-design process, we would have a meeting with contractors that would upset the apple cart on the initial design,” Lathe said. “HNTB’s ability to come back a week later with new information, drawings and approaches was refreshing.”
The team submitted the final design in December 2020, on time and on budget.
Constructing on tough terrain
Construction began four months later, in one of the most physically challenging sites in the region. Sharp slopes and fluctuating river levels required geotechnical sampling via helicopter.
Throughout construction, MaineDOT kept the bridge open to passenger vehicles. To prolong its structural integrity, the bridge was posted at 5 tons, resulting in a 20-mile detour for heavy commercial trucks.
The final bridge rests on five distinct foundation types: drilled shafts, micropiles, H-pile supports and spread footings on rock and soil.
More
than a bridge
The new bridge opened to traffic in June 2024, restoring full commercial and commuter access between the two communities and ending the long truck detour.
“Two of our biggest successes were maintaining our design and construction schedules set back in 2019 and our ability to grow and maintain excellent working relationships with our international partners and federal, state and local stakeholders,” Lathe said.
More than a transportation asset, the bridge is a symbol of regional unity and shared purpose.
“In many ways, the successful delivery of the bridge reflects something far greater than an engineering achievement,” Olund said. “It stands as a testament to what’s possible when a diverse group of stakeholders comes together with a shared commitment to progress.” n
A transformative renovation and expansion positions Illinois basketball for long-term success
WHEN IT OPENED IN 1998, the University of Illinois’ Ubben Basketball Complex was among the nation’s first stand-alone basketball practice facilities offering equal space and training opportunities for both the men’s and women’s programs. It set a national standard for excellence in collegiate training environments.
More than 25 years later, the university saw a chance to once again position Ubben as a national benchmark. Guided by a bold vision, the reimagined facility was designed to champion student-athlete success, celebrate the program’s legacy and fuel Illinois basketball’s pursuit of sustained national prominence.
Through a transformative renovation and expansion, the new complex blends academic and athletic priorities in a way that reflects the university’s enduring values of commitment, equity and excellence.
“The renovation and expansion of the Ubben Basketball Complex stands as one of the most notable accomplishments of our completed With Illinois campaign,” said University of Illinois Director of Athletics Josh Whitman. “When it was originally built, Ubben set the national standard for basketball facilities and helped drive a decade of unparalleled programmatic success. With this project, Ubben again becomes the preeminent practice facility in all of college basketball.”
In partnership with HNTB, the project’s architect, the university led a complete overhaul of the facility — adding 40,000 square feet of new space and remodeling another 35,000 square feet. The new complex includes additional court space, sports medicine facilities, an enhanced strength and conditioning area, dedicated study spaces, expanded staff offices and modern student-athlete amenities in new locker room and team areas.
From the earliest design conversations, HNTB worked hand-in-hand with university leadership to bring its vision to life. The design team listened closely to understand not just the university’s goals, but the deeper story the facility needed to tell: a legacy of leadership and a commitment to the future of collegiate basketball.
The entirety of the complex was carefully choreographed around the daily rhythms of the student-athlete. Whether transitioning between training, recovery or nutrition, student-athletes have equitable, frictionless access to the resources that drive peak performance and holistic well-being.
A central nutrition station, supported by on-staff nutritionists, was placed between the men’s and women’s practice courts.
“Previously, the complex didn’t have a dedicated space where athletes could grab healthy snacks on the go,” said Matthew Kastel, HNTB project manager. “The coaches emphasized that if it wasn’t conveniently located, athletes simply wouldn’t use it.” angle-double-right
A legacy on display
“One of the university’s goals was to create a true front door for Illinois basketball — an entrance that immediately embodies the pride, rich history and championship mindset of the program,” said Vito Privitera, design director at HNTB. “From the moment you step inside, you feel the legacy of those who paved the way and the high expectations embraced by every student-athlete who walks these halls.”
This new entry experience is anchored by a soaring, light-filled atrium that serves as both a gathering space and a showcase of tradition. Curated displays throughout the lobby reflect the program’s storied past, while a large LED video wall spans its width, offering dynamic, customizable content from recent game highlights to NBA draft celebrations and personalized recruiting messages.
The two-story lobby is bathed in natural light through clerestory windows, and warm wood finishes enrich the space. These design elements create a signature arrival experience to connect visitors, players and staff with the legacy and future of Illinois basketball.
Performance, recovery and readiness
The design of the complex reinforces a culture where excellence is cultivated through discipline, transparency and performance.
Nowhere is this more evident than in the glass-enclosed strength and conditioning center — a bold, architectural statement that makes the program’s ethos visible.
Flooded with natural light and fully open to view, the space is designed to foster focus and intensity while showcasing the structure and rigor of daily training. Central to the complex is a sports medicine suite designed to support peak athlete health and recovery. The expanded hydrotherapy area features in-ground hot and cold pools and a HydroWorx 2000 treadmill pool, integrating cutting-edge technologies that elevate recovery protocols to elite standards.
“We designed the sports medicine suite to be flexible and future-ready,” said Matthew Peddie, project architect at HNTB. “The equipment and technologies in these spaces are always evolving, so we created a layout that could adapt over time. Whether it’s installing new hydrotherapy systems or integrating emerging recovery tools, the infrastructure is there to support it.”
Sustainable, responsive design
Earning LEED Silver certification, the Ubben Basketball Complex reflects a thoughtful approach to sustainability especially notable given the challenges of integrating with an existing structure.
Key sustainable strategies include:
• Infrastructure for eight EV charging stations
• 96 solar panels generating 10% of the building’s energy (54.73 MWh annually)
• Reuse of 66% of the original structure
• 85% of construction waste diverted from landfills
Materials were selected for both durability and performance:
• Impact-resistant wall finishes in training zones
• Specialized rubber and spring flooring to support high-impact athletic activity
• Health department-compliant tile in hydrotherapy and sports medicine areas
CHAMPAIGN, ILLINOIS
Ubben Basketball Complex
“When it was originally built, Ubben set the national standard for basketball facilities and helped drive a decade of unparalleled programmatic success. With this project, Ubben again becomes the preeminent practice facility in all of college basketball.”
JOSH WHITMAN UNIVERSITY OF ILLINOIS DIRECTOR OF ATHLETICS
Recognizing the importance of consistent court time, the renovation introduced two new half-court practice bays adjacent to existing full courts.
“Architecturally, adding more hoops may seem modest, but from a performance and equity standpoint, it’s a game-changer,” Privitera said. “It creates more opportunities for development, gives both programs increased flexibility and ensures every student-athlete can maximize their time on the court. In a highperformance environment, access is everything.”
The project tripled the space dedicated to locker rooms and player lounges, delivering a more functional, athlete-focused environment. The layout was designed to reduce travel time between the locker rooms, weight room and practice courts — streamlining daily routines and maximizing efficiency. Custom lockers were chosen for both aesthetics and performance, featuring elements that allow athletes to conceal gear and maintain a clean, professional atmosphere.
Overlooking the practice courts, flexible team meeting rooms offer space for connection and collaboration, accommodating film review, strategy sessions and shared meals.
Together, these design elements communicate the university’s commitment to the basketball program — creating a facility that embodies the dedication, resilience and excellence expected of its student-athletes, while providing the support they need to thrive in a high-performance environment.
“The Ubben Basketball Complex positions us for the future,” Whitman said. “We can now better retain top talent, provide our student-athletes with equitable resources that match their dedication and recruit at a higher level. As you walk these halls, you can feel a renewed sense of pride from our student-athletes.” n
CONTACT
VITO PRIVITERA, Design Director (816) 527-2294 n vprivitera @ hntb.com
CONVERTING TO CASHLESS
After a decade of planning, the Kansas Turnpike Authority executed a seamless, overnight switch to a modern, cashless tolling system — enhancing safety, efficiency and customer convenience
THE KANSAS TURNPIKE SPANS 236 miles, carrying portions of the state’s most heavily traveled interstates through scenic prairie vistas, rolling hills and verdant pasturelands.
In 2014, the Kansas Turnpike Authority (KTA) began studying how it could modernize its system by shifting from manual toll collection to all-electronic tolling (AET). At the time, KTA had already introduced cashless lanes and electronic payments via KTAG — its toll transponder — at all entry and exit locations. However, traditional toll booths remained in operation across much of the roadway.
Based on this study, KTA developed a strategic plan to ensure a seamless transition to cashless tolling by 2024. The agency selected HNTB as the project’s designer.
“KTA has always been a customer-focused organization,” said Derek Vap, HNTB project manager. “Leadership wanted advanced technologies to further enhance customer convenience, address its aging equipment and retiring workforce, improve safety and capitalize on the industry’s movement toward cashless tolling.”
That customer-first mindset aligned with a growing demand for modernization, driven in part by travelers familiar with evolving tolling systems across the country.
“Out-of-state travelers — an estimated half of turnpike customers — and Kansans traveling in other parts of the country were bringing back their expectations and experiences,” said Bruce Meisch, KTA director of technology and the cashless conversion program manager. “As toll roads across the country began moving to cashless tolling, customers increasingly asked when Kansas would do the same.”
Building the foundation for AET
Drawing on extensive experience from toll projects nationwide, HNTB played a key role in supporting KTA’s decade-long planning and implementation process. Early in the effort, HNTB helped the agency identify that increasing its electronic toll collection usage from 50% to 70% would significantly smooth the transition to a fully cashless system.
KTA implemented concerted marketing efforts beginning in 2015 to boost KTAG or compatible transponder use. Outreach showed that switching from prepaid to postpaid accounts removed a barrier to transponder adoption.
Making that switch, KTA became one of only a few toll agencies in the country to offer postpaid-only accounts. The change increased customers’ acceptance and use of KTAGs, and KTA’s revenue collection has remained as strong as it was with prepaid accounts.
In 2017, KTA took the intermediate step of creating separate, highway-speed toll lanes for KTAG customers at its three largest mainline plazas, while still providing a cash payment option for non-transponder customers. This provisional move toward cashless tolling allowed KTA to begin collecting real-time data that laid the foundation for the future expansion of AET across the turnpike. angle-double-right
DriveKS: One Account, All Access
KTA’s new DriveKS system simplifies toll payments by combining transponder and license plate billing into a single, postpaid account. Built in-house, the platform offers a modern interface, flexible account management and reduced operational costs. System highlights include:
One account for all tolls
Postpaid billing no preloading
Easy online access and updates
Long-term adaptability
DriveKS reflects KTA’s commitment to customer convenience and futureready infrastructure.
Moving toward conversion
By 2019, KTA had made significant progress toward its KTAG usage goal, allowing the agency to target July 1, 2024, as its conversion date, establishing a phased design, construction and installation schedule that would minimize traffic flow impacts.
Site selection was integral in the design phase. KTA has a backbone of fiber running the length of the turnpike, much of which is in rural areas. HNTB strategically selected and designed the turnpike’s 18 new toll zone locations with 72 new overhead tolling gantries to tap into fiber splices and power source availability, a decision that reduced costs and installation complexity.
In urban areas, where bridge interchanges are close together, potential locations for the new gantries were limited. In these situations, designers selected locations that gave drivers time to read and respond to roadway signs and change lanes as they entered and exited the turnpike.
In construction, KTA maximized efficiencies and created cost savings by dividing construction into four regions and employing local contractors to complete the work across the project.
HNTB anticipated a significant increase in customer call volume at KTA’s call centers due to this conversion. To prepare, the firm supported KTA in hiring, strengthening the customer service training program, preparing organizationally for cashless customer service operations and implementing forecasting tools to ensure the surge could be managed efficiently.
Creating a proprietary system interface
To convert to fully cashless, KTA needed to expand the open road toll lanes it had established at its three highest-revenue-generating plazas to all lanes at all the toll zone locations along the turnpike. This systemwide rollout required significant changes and upgrades to KTA’s back-office infrastructure.
Typically, turnpike agencies outsource such large system interfaces. However, an analysis confirmed that KTA and its customers would benefit from the agency developing its own system interface. It also enabled KTA to upgrade its legacy customer service back-office system to a new platform, database and user experience.
In the long term, the internally built system reduces costs and allows KTA to continue customizing it to address desired system enhancements and operational changes over time.
In response to customer feedback, KTA designed its system with a unique single-account design — uncommon in the tolling industry — that allows transponder and license plate-based customers to manage all their tolls in one account under the agency’s new toll payment system, DriveKS. angle-double-right
“The turnpike’s conversion to cashless tolling marks a significant advancement in KTA’s transportation technology. This investment has modernized the turnpike for future generations, improving efficiency, safety and financial sustainability while significantly enhancing customer convenience.”
DEREK VAP, PE HNTB PROJECT MANAGER
BY THE NUMBERS
236 MILES: Length of the Kansas Turnpike
10 YEARS: Planning and implementation timeline
1 NIGHT: Time it took to complete the full system switch
18: New toll zone locations
72: Overhead tolling gantries installed
3: Customer call centers supported during transition
Committing to successful workforce transition
Understanding that job displacement is a common concern when automation replaces manual processes, KTA prioritized a people-first approach. The agency developed a detailed workforce transition plan that included assistance for those wanting to retire and robust training programs to help people move into new roles within the organization. As a result, no employees lost their jobs due to the transition, and nearly all who wished to remain with KTA found new roles within the agency.
Converting a system overnight
The shift to cashless tolling marked a transformative moment for how KTA operates and serves its customers. To manage the complexity of this systemwide change, KTA established cross-functional working groups composed of internal employees and HNTB experts.
Meeting regularly over several years, these teams played a critical role in identifying operational needs, coordinating technical requirements and keeping leadership aligned and informed throughout the process.
While many tolling agencies adopt a phased rollout for cashless conversions, KTA pursued — and successfully executed — a full system switch in a single night. In July 2024, the turnpike transitioned entirely from a tripbased system with a mix of cash and electronic tolling transactions to a transaction-based AET system. This comprehensive change included all roadside equipment, back-office systems and transaction processing.
“The turnpike’s conversion to cashless tolling marks a significant advancement in KTA’s transportation technology,” Vap said. “KTA’s investment has modernized the turnpike for future generations, improving efficiency, safety and financial sustainability — while significantly enhancing customer convenience.” n
Reviving a Waterfront, Reconnecting a City Seattle’s new 20-acre urban park reconnects downtown to its iconic shoreline — celebrating the city’s culture, history and natural beauty with vibrant, welcoming public space.
