Rebuild/Restore - Excellence Issue No. 12

Behind every built environment, there’s an engineering solution at work. Urban Engineers problem-solves, plans, and designs with clients across the country to enhance how people live, work, and play. urbanengineers.com

Issue 12: Rebuild/Restore

Exploring the theme of Rebuild/Restore took us in many different directions.

From historic bridges to a multimillion-dollar fountain display, and from abandoned infrastructure to a mobile cabin, we dug into a variety of topics.

We even looked into how birds and water life affect the world around us. As engineers, designers, planners, and construction professionals, it remains our goal to enhance the built environment – and share stories of how this is done.

Masthead

A N D R E W Ch a k m a k jia n

Luke Cloran

Dave D’Alba

Writer

Designer/Illustrator/Photographer

Writer

Co r e y F e n wick

N atali e Marti n

Vi ctori a Mi skel

Writer

Writer

Writer

M i ch a e l Mullin

K ate Mundi e

Jessi ca W ei nstei n

Writer/Designer/Photographer

Writer/Illustrator

Designer/Illustrator/Photographer

Articles Special Thanks: We would like to thank the many individuals and organizations who contributed to this issue, including: Victoria Prizzia and Habithèque, Inc.; Jason Weckstein; Penny Pearson, Patricia Evans, and the staff of Longwood Gardens; Richard Davis, Kelly Craig, and the staff of Erie Playhouse; Arora and Associates, P.C.; the New Jersey Department of Transportation; Paul Levy, JoAnn Loviglio, and the staff of Center City District; Studio Bryan Hanes; Owen Hitchcock; Wayne Martin, Geoff Knight, and Joyce Davis from the city of Harrisburg, Nick Orso, and the staff of Urban Engineers.

1

EX ECUTI VE PERSPECTI VE

21

thoughts on this issue’s theme 3

ECosystem Engi neers

25

Bird Nerd

29

Introducing an Urban Video Productions podcast 9

Preservi ng hi stori c Route 206 Bri dges Extreme weather hastened the need for a swift design solution for two of New Jersey’s oldest bridges

19

Taki ng advantage o f the water’s edge The winning entry of the inaugural Excellence Magazine Student Essay competition

T h e mai n fountai n garden A look at the restoration of Longwood Garden’s historic Main Fountain Garden

15

Ghost Stori es These stories provide a glimpse of just how different our nation’s infrastructure could have been

Humans are not the only ones who rebuild and restore the built environment 7

Ni ck Orso’s Mobi l e C ab i n An Urban project manager gives a tour of his quiet retreat

Urban’s Ken Fulmer shares his

En core for eri e Years after converting the big screen into the big stage, the Erie Playhouse’s theatre was due for another makeover

33

The Rai l Park An obsolete railroad viaduct from Philadelphia’s industrial past finds green horizons

Exec ut i v e PER SP E C T I V E Ken Fulmer, PE President and CEO

We hope you enjoy reading through this 12th issue of Excellence, and encourage you to keep thinking, keep questioning, and keep rebuilding and restoring.

In developing the theme of this issue, which is rebuild/ restore, I was reminded of the ongoing development in Norristown, Pennsylvania, where I was raised. Borough officials and private developers alike are seeing that areas like my hometown, which have suffered from the relocation of companies to industrial parks in the middle of the 20th century, are now ripe for rebuilding.

My daily commute provides an opportunity to observe and assess the changing landscape of Philadelphia and its surrounding counties. I can’t help but notice the countless projects underway – highway and bridge improvements, transit enhancements, and residential/commercial renovations. These may appear to be discrete projects, however, when combined with planning initiatives, these redevelopment projects are essential to helping communities restore areas in decline. In addition, transformational planned projects – such as the King of Prussia Rail, a rail line extension that will connect the region’s economic centers – will provide the impetus for further redevelopment in the adjacent communities. Projects that rebuild have a profound impact on our physical environment and the psyche of residents and workers. More importantly, these projects have the ability to renew the spirit of a community.

The Philadelphia region is not alone in seeing these types of transformations. Staff throughout our offices nationwide tell me about similar redevelopment going on around them, and some of these stories are told in this issue. Between these pages, we explore the design challenges that were necessary to rehabilitate one of our country’s oldest bridges, located in Princeton, New Jersey; we share necessary design changes to an old movie theater in Erie, Pennsylvania, that is allowing a theatre troop to continue their shows well past their 100th season (as they say, the show must go on!); and we also explore the restoration of America’s first commuter railroad into one of the premier urban parks in the country.

This issue of Excellence also dives into what we are calling infrastructure “Ghost Stories.” These refer to large projects that were planned and partially built, yet ultimately abandoned. The article explores a handful of projects across the country that had potential, but never came to fruition. These projects make us wonder, are they ready to be rebuilt and restored, or are they too far forgotten?

Closing out the 12th issue of Excellence, we are proud to share an article written by the winner of our inaugural Excellence Student Article Competition. We reached out to 50 universities from coast to coast looking for students who are majoring in fields related to the built environment, and invited them to pitch ideas relating to the theme of this issue. The winning essay, written by Owen Hitchcock from the Pennsylvania State University, reimagines the waterfront along the Susquehanna River in Harrisburg, Pennsylvania.

According to Harrisburg City Engineer Wayne Martin, the concrete steps and walls on the riverbank were constructed between 1914 and 1917 as part of the City Beautiful movement. The walk and steps provide public access to the river, armor the riverbanks against erosion, and protect a sewer line that runs under the slab and behind the steps. Owen’s vision echoes what many in Harrisburg would like to see, and is reminiscent of “Riverfront Destination,” one of the highest-ranking concepts from the city’s Comprehensive Plan public engagement process. Please join me in congratulating Owen on winning the competition, and wishing him luck in what is sure to be a promising future.

We hope you enjoy reading through this 12th issue of Excellence, and encourage you to keep thinking, keep questioning, and keep rebuilding and restoring.

excellence / 2

A Look at Ecosystem Engineers Humans are not the only ones who rebuild and restore the built environment.

Freshwater mussels and other organisms may provide more impact than we know.

S

cience has long recognized organisms to have critical influence on physical and chemical processes occurring in the environment. While some impact invariably arises from organismal energy, material uptake, and waste production, many entities alter physical structure and change chemical reactivity in ways that are important for the habitat. These species are what we consider ecosystem engineers.

excellence / 4

Ecosystem Engineers are Crucial

Now, let’s get granular here. You may be thinking, “Aren’t most, if not all organisms, considered ecosystem engineers? Can’t most organisms modify themselves or their environment?” You are not wrong by that notion. The overall term “ecosystem engineer” itself can be considered problematic. Many organisms can impact their environment in some shape or form, however, this category helps us distinguish organisms with the strongest impact on their environment without the effect of competition, predation, or other biological pathways. Ecosystem engineers are crucial to the environment because they contribute species richness and heterogeneity of the landscape of an area.

Without them, our ecosystem can become unbalanced and unhealthy.

Ecosystem engineers can be split into two categories: allogenic and autogenic. Allogenic engineers are defined as species that modify the environment by mechanically changing living or nonliving materials to form another. Examples include beavers creating 5 / urbanengineers.com

dams that alter water flow, or woodpeckers drilling holes within trees to make habitats. Autogenic engineers are species who change themselves to serve the environment. These organisms are a bit harder to find due to them slowly adapting over a period of time. Trees are a common example because as they grow, other organisms use the trunk, branches, and leaves as habitats.

A Closer Look

An allogenic organism, like freshwater mussels, can shape their environment. Freshwater mussels are bivalve mollusks similar to clams and oysters. They can be found in local streams and rivers and have a symbiotic relationships with other animals and plant species.

Freshwater mussels are able to sift out microscopic particles to help clarify the water, strengthen stream beds by keeping soil in place, and provide food and habitat needed by other organisms. By removing particles from the water, freshwater mussels help light travel deeper into the water, allowing plants to grow.

According to the Partnership for the Delaware Estuary, “one mussel bed studied in Southeast Pennsylvania was

“We are all connected to the water that surrounds us. Freshwater mussels are a shining light of hope in the beds of our rivers.”

-Habithèque, Inc.

found to remove 26 metric tons of solids from the water in a single summer season—as much as five grown elephants.”

Restoring the Shoreline

Aquatic organisms are at a particularly high risk due to man-made structures that greatly change the flow of rivers – as well as chemicals, excess fertilizers, and other pollution – that ultimately drains into streams and rivers. Unfortunately, mussels are the most in peril of all plants and animals in North America. For example, in the greater Philadelphia area, 12 freshwater mussel species call the Delaware River home, and each species is in serious decline. This has a chain reaction in the quality of rivers. The loss of species diversity and an increase in pollution threatens many organisms. In order to stabilize the area where land and water meet in the Delaware River, the organizations Habitheque, Inc. and Fairmount Water Works are on a mission to fortify the riverbed. By utilizing bio-logs and aquatic vegetation, this will help strengthen the riverbed. The process includes adding shoreline plants, trees, and

flowers to help filter water, store toxins and carbon, as well as provide shelter and food for many insects and animals. This will attract more species to the area, making a richer ecosystem.

The Freshwater Mussel Hatchery Exhibition, now open at the Fairmount Water Works in Philadelphia, give streams and rivers another chance at being habitable and successful, and can serve as a model for others. The exhibit was made possible thanks to Habitheque and the Partnership for the Delaware Estuary (PDE). In 2007, PDE launched the Freshwater Mussel Recovery Program, which aims to conserve and restore native freshwater mussels in the Delaware Estuary. Similar programs and conservation methods like this are happening at a national level.

To learn more about freshwater mussel conservation, please visit: www.delawareestuary.org

excellence / 6

An Urban Video Productions podcast

Episode #1:

“... I walk around my neighborhood... when I walk to work I always have a pair of binoculars in my backpack… Because I’m a natural historian...I’m always looking around and noticing what’s out there.

I tell my neighbors, ‘Yeah, I saw a bald eagle yesterday’... ‘Over your house?’

‘Yeah! I’ve seen it a bunch of times!’

And the same is true - I’ve seen over 100 species of birds over my house.

It’s amazing, if you put the effort in and you keep your eyes open, what you’ll see!”

In Bird Nerd episode 1, we interview Jason Weckstein, an associate professor in the Department of Biodiversity, Earth & Environmental Science at Drexel University. He also serves as an associate curator in the Department of Ornithology at the Academy of Natural Sciences in Philadelphia. We discuss how museums were instrumental in the discovery that saved peregrine falcons – known to often nest on tall buildings and bridges – from extinction, and much more! Urban aims to improve our connection with nature and understand our impact on the environment. To listen to episode 1, head to: www.urbanengineers.com/blog

excellence / 8

The

main fountain Longwood Garden’s Main Fountain revitalization is the culmination of the legacy and vision of Pierre S. du Pont.

I

n 1906, Pierre S. du Pont of the renowned du Pont family, took it upon himself to save a 100-year-old deteriorating arboretum called Peirce’s Park. The trees of the park, which du Pont sought to preserve, were slated to become lumber. He purchased the land and converted it into what is now known as Longwood Gardens, located in southeastern Pennsylvania. Since that time, it has become one of the premier horticultural display gardens in the United States.

One of du Pont’s enduring contributions was the Main Fountain Garden. Completed in the 1930s, the fountains combined French and Italian design elements with American electrical technology. But after decades of operation, the systems had become unsustainable.

garden Just as du Pont had rescued the arboretum from its demise, a variety of stakeholders were pulled together to restore the historic fountain garden. Their vision was to create a modern fountain system in the true engineering style of du Pont.

Revitalization plans called for the restoration of the historic Main Fountain Garden, its rectangular basin, classic stonework, and the preservation of the existing pump room for use as a museum.

excellence / 10

90 Million Dollar Project

1,719 Swirling Jets

Climate-controlled tunnels allow for operation and maintenance

Many smaller display pumps using variable speed drives replaced

of the fountain systems underground.

two inefficient, 100-horsepower pumps.

22,000

sq ft Network of Underground Tunnels

50,000

sq ft Underground Pump House

Going Underground

Longwood’s goal was to enhance the visitor experience by ensuring the visitor would never notice the complicated inner workings of the fountain nor be disturbed by the maintenance and noise generated to keep it running. A design challenge was to provide heating, cooling, and dehumidification in the underground structures in a manner that would be invisible and inaudible to garden visitors.

The engineering solution was to use a geothermal condenser water loop system with an offsite well field. In addition, it would use engineered soils and pervious surface materials that reduce the site’s stormwater runoff, thus supporting Longwood’s mission of environmental stewardship. They needed to construct a 50,000-square-foot, two-story underground pump house to handle all of the fountains systems, as well as access tunnels that allow for maintenance on all of the fountain’s functions.

Longwood wanted their main fountain shows to begin earlier in the year and possibly extend further into the fall. Freezing was the limiting factor. To lessen the chance of water freezing, a 67,000-gallon, underground heated water tank was created. The fountain heating system was engineered to allow operation of the fountains in colder weather at both ends of the season.

Urban Engineers played an integral role on this project by providing civil, site, mechanical, electrical, plumbing, and fire protection engineering services. Urban’s design team, led by Project Manager David Parmiter, suggested that the fountain water, propane gas, and power distribution be contained in a network of underground tunnels and mechanical rooms to allow the systems to be maintained at any time without impact on the visitor experience.

excellence / 12

Grand Opening

When the gardens held the grand opening, the response was overwhelming, with national and international media swarming in to cover the revitalization of the fountain.

The new Main Fountain Garden has attracted more than 600,000 guests to Longwood and received rave reviews since returning on May 27, 2017.

“The enthusiastic response our Main Fountain Garden has received has exceeded our expectations” said Longwood Gardens President and CEO Paul B. Redman. “Our guests asked for more fountain performances and we are pleased that we can make that happen and continue to run our fountains through October.”

The fountain season was originally slated to end September 30, so the project is already satisfying Longwood’s desire to extend its season. In addition to improving accessibility to the new facility, it will lead to increased revenue for Longwood. The project is the culmination of the legacy and vision of Pierre S. du Pont, combining classic landscape design with stunning architecture, innovative technology, and extraordinary fountains.

A new power generation station and new switchgear were installed to distribute the electrical power.

For More Information, Contact: David Parmiter, PE Senior Project Manager dparmiter@urbanengineers.com

excellence / 14

Extreme weather hastened the need for a swift design solution for two of New Jersey’s oldest bridges

B

ridge preservation is a delicate and specialized practice. The end result must blend with its surroundings while also preserving its history. The rehabilitation and replacement of two of the oldest bridges in New Jersey recently became a priority after extreme weather caused the New Jersey Department of Transportation (NJDOT) to quickly come up with solutions to maintain their functionality and satisfy all stakeholders, including the local community and historical preservation groups.

NJDOT had been exploring efforts to replace the Route 206 Stony Brook Flood Channel Bridge in Princeton, which was in poor condition. Urban Engineers had been tasked with performing a concept development study for this structure.

During the course of the investigation, Urban recommended including the adjacent Stony Brook Arch Bridge in the project because it too had fallen into a state of disrepair. Combining the rehabilitation of the arch bridge with the replacement of the Flood Channel Bridge would minimize the impact to traffic throughout the congested Princeton region. Located within three historic districts – the Princeton Battlefield, Stony Brook Settlement Village, and the Kings Highway

Flood Channel and Stony Brook Arch Bridges after final repairs

Districts, the Stony Brook Arch Bridge is the oldest highway bridge in New Jersey and the fifth oldest in the country, dating all the way back to 1792.

Due to concerns about the preservation of this historic bridge, NJDOT previously could not commit to combining the projects, and the repairs to the arch bridge were deferred. However, when a torrential storm hit, priorities changed. A portion of the spandrel wall failed leaving a large opening in the barrier that protects traffic from the water below. With flood waters coming within a foot of compromising the integrity of the entire arch structure, the historic arch bridge was in peril. At that time, it was determined that the arch bridge needed to be temporarily repaired, then partially reconstructed, combining the project with the replacement of the adjacent Flood Channel Bridge.

Urban teamed with NJDOT’s on-call engineer for emergency design work, Arora & Associates, P.C. of Lawrenceville, New Jersey, to complete the rehabilitation.

Through extensive public involvement, which played excellence / 16

Did you know?

Constructed in 1792 Widened in 1916 Average Daily Traffic = 15,722 vehicles 4% Truck Traffic 40 Miles from Philadelphia 56 Miles from New York South State, Inc. served as the prime contractor

an integral role in the project, the engineering team was able to get buy-in from Princeton and the various state and local historical groups and permitting agencies, including the State Historic Preservation Office, New Jersey Historic Sites Council, and Princeton Historic Preservation Committee. As prime consultant, Arora handled the design effort for the reconstruction of the historic arch structure. Urban assisted with the final design effort associated with the substructures of the Flood Channel Bridge. To help blend the new Flood Channel Bridge with the surrounding historic district and adjacent arch bridge, Urban’s design featured a cut ashlar stone facing that was comprised of stones salvaged from the original bridge. Design work included minor re-profiling of the roadway, drainage improvements, replacement of existing guide rail, slope stabilization, and replacement/relocation of existing utilities.

Archaeological monitoring and documentation was also included.

The project accelerated through what would typically be a two-year design process in just a few months. At the ribbon-cutting following the project’s completion, NJDOT officials praised the design team for its accomplishment. “Rehabilitating the oldest bridge on a State Highway in New Jersey is no easy task,” NJDOT Assistant Commissioner, Capital Program Management & State Transportation Engineer E. David Lambert, III, said. “This rehabilitation, done in coordination with the Princeton Historic Preservation Commission, provided an opportunity to document 18th century bridge building methods while improving and strengthening the structure using 21st century techniques.” Princeton Mayor Liz Lempert added that this project “serves as a reminder of Princeton’s important role in the early years of our Republic.”

For More Information, Contact: Michael McAtee, PE VP and Cherry Hill Office Manager mjmcatee@urbanengineers.com

Princeton Mayor Liz Lempert and NJDOT Assistant Commissioner E. David Lambert, III take part in unveiling the bridge’s original plaque from 1792.

View of the rehabilitated Flood Channel Bridge

The remains of the historic Worth’s Mill was stabilized and repointed as part of this project.

excellence / 18

33 / urbanengineers.com

Years after converting the big screen into the big stage, the Erie Playhouse’s theatre was due for another makeover.

Home to one of the oldest and largest community theatres in the country, the Erie Playhouse was looking to upgrade their facilities. The group turned Erie’s Strand Theatre, a 12,000-square-foot former Warner Brothers movie house built in 1947, into their permanent production space back in 1983. Heading into their 101st season, the Playhouse was interested in an upgrade.

a new green room and orchestra pit. Urban designed a new cantilever stage over the green room that will work with an orchestra pit-lift to allow for a larger stage surface when the pit is not in use. The new proscenium structure and stage rigging with LED lighting completed the upgrades to the stage area.

The theatre renovations improved the acoustics and lighting, giving the audience a better experience.

The original Strand stage suited the needs of a 1940s movie theatre, but did not provide the type of space or flexibility needed for modern live theatrical and musical productions. After 34 years in the facility and having just finished their 100th season, the Playhouse had outgrown their limited stage area. Not wanting to interrupt their production schedule, the organization needed consultants that could renovate their theatre during their brief offseason.

“By strengthening and renewing our facility, we ensure that our volunteers and staff have a safe and modern space to work in that will continue to be here for many years.”

The Erie Playhouse turned to Matczak Architects and Urban Engineers for assistance. The firms started an ambitious design schedule, for what is now known as the LECOM Stage at the Playhouse, to ensure the necessary renovations to modernize the theatre were incorporated. Construction staff worked in multiple shifts over a three-month period once design was complete to remove the old slab-on-grade stage and excavate the space underneath it to make

-Richard Davis, Erie Playhouse’s producing director The Playhouse’s 101st season began with a rejuvenated spirit. The organization chose to open its season in the new space with Mamma Mia!, a musical production that utilized a full orchestra to inaugurate the new orchestra pit and stage. The theatre and its amenities are now open for the Erie community, including Youtheatre classes and future shows for all to enjoy!

For More Information, Contact: Dave Steele, PE, LEED AP VP and General Manager, Structures dsteele@urbanengineers.com

For more photos, visit: www.urbanengineers.com/blog

excellence / 20

Nick Orso

Nick Orso’s Mobile Cabin An Urban project manager gives a tour of his quiet retreat

A

rriving at Glen Foerd, a historic estate about 10 miles north of Center City Philadelphia, we meander through well-kept grounds surrounding an elegant mansion built in the 1850s. We eventually come across the old carriage house, which has astonishing views of where the Poquessing Creek empties into the Delaware River. Beside the carriage house, we can see what looks to be a nearly complete miniature home, on wheels.

This is Nick Orso’s mobile cabin.

excellence / 22

“I’m very interested with scale in my design. I think about scale and usability a lot, and so this was a really cool experiment.”

23 / urbanengineers.com

Nick opens up the French doors from inside the mobile cabin and welcomes us to his latest project.

Nick, who works as a project manager on Urban’s construction management team, spent the past two years researching, planning, and building the cabin in his spare time. He chose Glen Foerd because of its close proximity to his home in Philly, while offering the open space required to build the mobile cabin. With the drywall up, the project looks to be only a couple months away from completion.

Nick is no stranger to do-it-yourself side projects. A passionate skateboarder, for years he would spend his free time creating skate parks throughout the Philadelphia region. But he was always drawn to design and energy efficient housing. “I’m very interested with scale in my design,” says Nick. “I think about scale a lot and usability, and so this was a really cool experiment.”

Nick’s mobile cabin was built on a standard flatbed trailer, so scale and efficiency had to be in the forefront of his mind. But Nick took it a step further, and made his cabin energy efficient and environmentally friendly wherever he could.

The cabin is primed for solar panels and uses 12v DC to power anything from ventilation fans to the water heater pump. The cabin also includes a composting toilet and a tankless water heater.

Nick was also efficient with his time in how he designed the cabin. Instead of spending countless

hours learning a new design program, Nick used a program he uses every day for his job at Urban: Microsoft Excel. “All I did was pick a scale where the rows and the columns were the same and there’s your grid. For some of my drawings I made [the grid to] a foot or an inch and then when you zoom out and print it on 11x17 it looks like a plan -- it’s to scale.”

Building the cabin took Nick away from his skateboarding, but you can see its influence throughout. In the bathroom, he installed a horse trough as the shower basin, framing it in with curved wood reminiscent of a skateboard ramp placed on its side. In the kitchen, he lined the side of the bar with recycled skateboards. “My buddy owns a skateboard shop and collected them for me.” They are subtle details that add a personal touch that’s undeniably Nick.

Now that the mobile cabin is almost ready to hit the road, Nick has to decide what to do next. “I hope to put it up in the woods as a kind of retreat, and then who knows what that could lead to? It was a passion I had, and I decided to throw away my free time and sanity to achieve it,” Nick laughs.

Eventually, he may even purchase some land in the woods and begin building several cabins, while using the one he’s building now as a base.

Regardless of what happens, he hopes his friends and family will be able to use the cabin and enjoy the fruits of his labor, as he surely will.

For More Information, Contact: Nick Orso, PE, PSP Project Manager norso@urbanengineers.com

excellence / 24

M

uch thought and planning goes into the design of our cities and environments. While we only see the projects that reach completion, it is important to note that many designs and plans have come and gone before them. More often than imagined, major projects are started and never finished; they are left to be forgotten, holding secrets of the past and sharing insights into what could have been.

The following projects share the same fate of abandonment and the bitter forgetfulness of the passing of time. These “ghost stories� provide a glimpse of just how different our nation’s built environment could have been if they had seen completion.

Roxborough Spur/Henry Avenue Bridge Philadelphia’s transit commissioner, A. Merrit Taylor, published a map of the future rapid transit lines in the City of Philadelphia’s 1914 Annual Report. The plan detailed many routes that Philadelphians know today, such as the Broad Street Line (BSL) and the Frankford Elevated - an early installment of today’s Market Frankford Line (MFL). Additional proposed routes are drawn alongside the BSL and MFL – including a spur that was to branch off the Broad Street Line at Allegheny Avenue – and carry service across the deep Wissahickon Valley to Roxborough. Although Taylor’s “Roxborough Spur” vision was never realized, hints of the 1913 plan lay within the substructure of the Henry Avenue Bridge that spans Wissahickon Creek and Lincoln Drive in Fairmount Park.

Completed in 1932 after nearly 20 years’ worth of proposals, the Henry Avenue Bridge is a singlespan, two-ribbed reinforced concrete arch bridge.

While the bridge is used for vehicular traffic, and has been since its opening, it was originally designed and constructed to carry a rapid transit rail line beneath the road deck with the hopes of connecting the Roxborough and Germantown communities to the City of Philadelphia. Upon comparing Taylor’s 1913 plan to the location of the Henry Avenue Bridge, it can most certainly be seen that the bridge was intended to accommodate his Roxborough Spur vision. But for reasons still unclear, the rapid transit line was abandoned by the City and never constructed. Instead, the tunnels beneath the Henry Avenue Bridge road deck sit quietly, a shell of a century-old transit project, waiting for trains that will never come.

excellence / 26

Texas Super Collider Buried beneath the ground in the Ellis County town of Waxahachie, Texas, lay the f looded remains of what was supposed to be the world’s largest particle super collider. Planned to be three times as large as CERN’s 17-mile collider ring in Europe, the Texas Super Collider was a planned 52-mile collider ring with tunnels measuring 14 feet in diameter and a $6 billion price tag.

Why Waxahachie, Texas? Two words: Austin Chalk. Ellis County sits on top of a large deposit of Austin Chalk, a geological formation that can hold its shape without risking its stability, which is ideal for tunneling and boring. The super collider was going to be a major milestone in the physics community that would realize the Higgs boson – the last particle in the Standard Model of physics.

Congress approved the project in the late 1980s, and soon applications went out to begin recruiting physicists and engineers from around the country and the world. The project saw a surprisingly sudden dissolution in the summer of 1993 when Congress decided to shut down the project.

Projected costs had surpassed the original $6 billion dollars, coming in at $10 billion, and it was estimated that it would cost about $1 billion to shut down the project at that point. When the project was shut down in 1993, over $3 billion had been spent, sinking 17 tunnel shafts deep into the Texan earth, and boring over 14 miles of tunnels. The tunnels were filled with water to preserve them, and the project campus was vacated and sat empty for quite some time before a nearby industrial company purchased the property to relocate its business operations.

21 / urbanengineers.com

Cincinnati subway Hidden beneath Central Parkway in downtown Cincinnati, Ohio, lies one of the city’s best kept secrets: a series of subway tunnels and stations left incomplete due to some of the worst timing in history. The subway was planned to be a 16mile loop of track with 20 stations connecting downtown Cincinnati to the suburbs of Saint Bernard, Norwood, Oakley, and Evanston via the defunct remnants of the Miami and Erie Canals.

The canals would hold tracks underground in true subway fashion, leading the route to surface at Mill Creek Valley and returning downtown via elevated rail from Evanston. A boulevard (Central Parkway) would be constructed at ground level above the tunnels for vehicle use downtown. While all of this was proposed in 1916, the subway didn’t start construction until the end of 1920 due to issues with lease ordinances. This would not be the first issue the subway would encounter.

Faced with material shortages following World War I, construction on the subway crawled and was delayed even further by poor planning. During construction, nearby buildings and structures faced fractured foundations and other issues, which sparked an onslaught of legal issues. To make matters worse, Prohibition was soon passed, closing the many breweries and taverns of Cincinnati that were vital to the city’s financing.

With this unfortunate series of events, the eastern branch of the planned loop was scratched, permanently downsizing the plans. By 1927 the money ran out, leaving the subway with only seven miles of constructed tunnels and the newlyopened Central Parkway. With automobiles gaining popularity across the nation, the tunnels that laid beneath the parkway sat, a soon to be forgotten relic, with their fate sealed by the dissolution of the Rapid Transit Commission in January 1929 and the eventual stock market crash nine months later that plunged the country into the Great Depression.

excellence / 28

taking advantage of

the wate

er’s edge

By Owen Hitchcock

A reimagining of the Susquehanna River Waterfront in Harrisburg, Pennsylvania The Susquehanna River winds its way through the capital city of Harrisburg, Pennsylvania, providing the perfect setting for Riverfront Park. This park parallels the river through the downtown area and offers residents and visitors a great setting to walk, jog, bike, picnic, or relax by enjoying the Susquehanna views.

The park sits at the street level, and the river itself is farther down an embankment. While the elevation difference provides picturesque views of the river, park guests cannot experience the novelty of being right at the water’s edge, even though the opportunity could be there for them.

Riverfronts unobstructed by highways or industrial facilities are rare. Both I-95 along the Delaware River in Philadelphia and I-376 along the Monongahela River in Pittsburgh are examples of barriers between rivers and downtown areas. The Susquehanna River’s existing concrete path runs directly along the water’s edge with steps leading down into the river, but it is underutilized today despite its prime location. A reimagining of this path – which could be called The Waterfront at Susquehanna (The Waterfront) – into a shopping and dining destination could invigorate the waterfront. The idea of this destination is bold, the user experience is unlike other U.S. cities, and the development is feasible.

excellence / 30

The vision of this project is to create a seasonal public marketplace and pop-up events for local food, drinks, art, and crafts. Vendors could sell merchandise from mobile stalls, including tents, trailers, small trucks, and even boats. The Waterfront would ideally be developed along the river surrounding the Walnut Street Bridge. This location is close to the downtown offices for Harrisburg residents and employees, making it a preferred choice for lunch or after-work happy hours. The bridge connects Harrisburg to City Island, a popular entertainment destination that is home to the Harrisburg Senators, the local minor-league baseball team, as well other attractions. Setting the Waterfront directly at the end of the bridge also makes it an accessible and enticing place for tourists. An existing ramp would provide truck and trailer access to the site on one end of the bridge, and an existing staircase provides pedestrians access to the site on the other.

Vendors could be located between these access points to avoid dead ends. The convenient location would draw visitors in, while the unique experience would keep them there.

31 / urbanengineers.com

The Waterfront would create a unique one of a kind experience that combines the ambiance of a crafts market with the lively atmosphere of a riverside destination. Street musicians could provide entertainment and atmosphere. At night, hundreds of lights would illuminate the marketplace to create a setting reminiscent of Spruce Street Harbor Park in Philadelphia. Visitors would relax with their food and drinks on benches, the steps, or at vendor-provided seating areas. These seating areas could include boats— one of the proposed area’s main attractions. To fully take advantage of the waterfront, restaurants and bars may choose to host on-boat dining and drinks similar to the barge dining done at the Riverwalk in San Antonio, Texas. Whether it’s a romantic boat emphasizing fine dining, a floating bar serving craft beers, or anything in between, the novelty of being on a boat creates a memorable experience. Boats are just one of the stalls used; food truck and trailer operators can park by the existing ramp where there is a flat grassy area for large vehicles. Smaller stalls, such as food stands or canopy tents for arts and crafts, could be set up on the other side of the bridge where space is more limited.

The Waterfront would create a unique, one-ofa-kind experience that combines the ambiance of a crafts market with the lively atmosphere of a riverside destination.

The steps to create this destination are achievable, largely due to the existing infrastructure. There are three major components to the process: modifying existing infrastructure, finding tenants interested in participating, and marketing the Waterfront to the public. Existing infrastructure would need to be assessed to accommodate increased activity. To increase the space available for stalls and pedestrians, excavating the existing embankment and constructing a retaining wall should be investigated. Fortunately, the existing concrete path is fairly wide, so required excavation could be minimal. Constructing a second ramp by the staircase to increase vendor and pedestrian ease of access is another modification that should be explored. Infrastructure design should also consider other needs, such as additional electrical infrastructure to handle the increased demand by vendors and lighting, and plumbing infrastructure for cooking and restroom facilities, as well as ADA accessibility.

Because many visitors will come at night, enhanced street-level lighting should be explored to improve guest safety and comfort. Drainage considerations will include curb and gutter, constructed at the bottom of the embankment to remove stormwater. No additional parking is anticipated, as there is street and garage parking available near the Walnut Street Bridge and on City Island. However, a parking study could be conducted to confirm.

Marketing the Waterfront to potential tenants can draw upon groups such as the Pennsylvania Restaurant and Lodging Association, who can notify its members about the opportunity to expand businesses. The list of Artsfest vendors can be contacted to notify potential artists and crafts makers.

Marketing the Waterfront to the public can utilize social media promotion, as well as press releases and conferences announcing the planning, groundbreaking, and ribbon cutting of the project. Local newspapers and news stations, in particular, would likely be eager to cover this new attraction. Additional publicity could include coordinating the grand opening to coincide with other popular events in the area, such as the Annual Artsfest during Memorial Day, or the Fourth of July celebrations. By completing these three components, the Waterfront can go from concept to reality.

The Waterfront repurposes an underutilized and valuable location into a unique outdoor destination that provides entertainment for citizens and a new source of revenue for the city. The Susquehanna River already enables the Riverfront Park, which provides a relaxing green setting as well as a path for walkers and joggers. The Waterfront provides a third use of the river: a riverside place to socialize and spend time with friends and family. This project enhances Harrisburg’s livability for its residents, while providing another destination for Harrisburg visitors.

owen hitchcock Originally from Raleigh, North Carolina, Owen is a second-year graduate student pursuing his Master of Science in civil engineering at the Pennsylvania State University. In addition to being published in this magazine, he is also being awarded a scholarship for winning the inaugural Excellence Student Article Competition.

excellence / 32

STUDIO BRYAN HANES

An obsolete railroad viaduct from Philadelphia’s industrial past finds green horizons.

The City of Philadelphia is excited to welcome the arrival of The Rail Park, a new open public space project led by the Center City District (CCD). The organization has been working in conjunction with the city, the Southeastern Pennsylvania Transportation Authority (SEPTA), and the Friends of the Rail Park, who will assist with programming and maintenance when the first phase of the project is completed. This section, from 13th and Noble Streets, extending southeast to Callowhill Street, is currently owned by SEPTA and is a part of the larger, defunct Reading Railroad’s Viaduct, an old arterial line that carried freight and passengers into Center City. This old, larger right-of-way runs from Vine Street north through the Callowhill/Chinatown North and West Poplar neighborhoods, and its transformation is expected to bolster the surrounding neighborhoods by prompting residential and light commercial development. As of now, a little over a third of the land in the areas surrounding the Reading Railroad Viaduct is still vacant and underdeveloped, giving unprecedented opportunity for the public space to become a cornerstone

of a unique, mixed-use, mixed-income neighborhood like none other in Center City. The full project, with its later phases, has the potential to be twice the length and width of New York City’s High Line, and could eventually transform abandoned rail right-of-ways into three miles worth of gardens, installations, and trails.

The first phase starts at Broad and Noble and includes the renovation and traffic calming of the 1300 block of Noble Street and the complete transformation of the SEPTA portion of the viaduct that runs from 13th Street to the south side of Callowhill Street, between 11th and 12th Streets. The Rail Park will consist of a quarter mile of public space, and will feature lush gardens, trees, benches, large-scale swings, and gathering space. Efforts to restore the old right-ofway have been long sought after by the surrounding communities, and were made a reality when the City of Philadelphia conducted a feasibility study that concluded restoration of this major industrial structure would be far cheaper excellence /34

“

The Rail Park is one of those transformational projects that happens once in a lifetime, and positively impacts generations to come.�

- Nancy Goldenberg, Executive Director of CCD

STUDIO BRYAN HANES

“The Rail Park harnesses our collective pride in Philadelphia’s history and in our industrial past.”

- Nancy Goldenberg, Executive Director of CCD

A 215 [Year-Old] Right-Of-Way

The origins of the right-of-way used by The Rail Park date back as far as the late 1700s; the right-of-way that would eventually become the P&R Railroad’s City Branch started as a canal project spearheaded by the Delaware and Schuylkill Navigation Company.

Aimed to connect Philadelphia’s two rivers, a partially completed canal was constructed but never finished due to financial troubles that caused the company to fold. In place of the incomplete canal, the City of Philadelphia transformed the old right-of-way for public rail use in the early 1800s, which was soon named the “City Branch” due to the city’s ownership.

In 1850, the P&R Railroad acquired the City Branch, continuing operation at-grade (street level) until the 1890s. P&R then decided to undertake a gradeseparation project, moving the right-of-way into a trench spanning 13th to 21st streets and a tunnel between 21st and 27th streets. This project took over 15 years to complete and was a breakthrough achievement in engineering with the price tag to show for it – P&R spent $5.5 million, which equates to nearly $155 million today. Upon moving rail operations to below-grade, the City Branch ran as a freight-only line to service its many industrial customers, including Knickerbocker Ice Company, Baldwin Locomotives, Pequea Mills, and William Sellers & Company. According to the 1910 census, Philadelphia was the nation’s leading manufacturer, producing 211 of the 264 manufactured articles in the United States.

STUDIO BRYAN HANES

city from its 400 North Broad Street Headquarters.

With the City Branch running as freight only at the Recognizing potential for future transit use, SEPTA beginning of the 20th century, P&R moved its passenger purchased the City Branch right-of-way in 1995 and traffic to new elevated tracks known as the 9th Street began studies in conjunction with the then-planned Branch, which is now known as the SEPTA Spur.

Schuylkill Valley Metro project, which hoped to restore Passenger trains were redirected to the new Reading rail service for passengers between Reading and Terminal station via the 9th Street Branch to bring Philadelphia. The project’s eventual failure has left the people in and out of Center City. The Reading Terminal City Branch unused and untouched, with the exception station operated from 1893 until the last train pulled of its rail removal in the early 1990s. out of the station in 1984 for the transition to the newly constructed Center City Commuter Before the Rail Park project, both Connection Tunnel project. This newly “The Spur predated a the Reading Viaduct and the City constructed tunnel linked 30th Street lot of the other railroad Branch faced a continuing future Station with the new, redirected Jefferson developments... it was of abandonment and decay, with Station (formerly Market East), the two America’s first commuter little hope in sight for future use. regional rail service terminuses in Center City. This provided a connection for the rail line.” - Kate Otte, Designer An environmental and feasibility at Cloud Gehshan study was conducted by Urban Penn Central (Pennsylvania Railroad) Engineers in 2003 for the City and Reading Company’s rail systems acquired and of Philadelphia’s Commerce Department, which was consolidated under Conrail in the 1970s. Conrail followed up in 2010 by CCD’s commissioning of a carried out commuter rail service in the Philadelphia future development evaluation for the viaduct. The region for SEPTA under contract until 1983, at which evaluation brought findings in favor of converting the point SEPTA assumed regional rail operations for the obsolete industrial structure into the future Rail Park, Greater Philadelphia Region. and in 2011 CCD moved forward with a concept design study, conducted by Urban Engineers and Studio| Bryan The national downturn of manufacturing in the 1980s Hanes, for the 26,000-square-foot SEPTA Spur portion and 1990s brought a decline in the need for urban of the viaduct, funded by grants from the William Penn freight rail, and the City Branch saw its last freight Foundation and the Poor Richard’s Charitable Trust. train in 1992 after its last customer, The Philadelphia Inquirer, moved printing operations to outside the excellence / 38

STUDIO BRYAN HANES

“Most of what you see when you are walking around will be remaining from the original structure.”

- Angelo Waters

After much collaboration with community stakeholders and the City’s Commerce and Parks & Recreation Departments, renderings of the Rail Park were presented to the community in 2012.

Following an enthusiastic response, the City’s Commerce Department provided a grant in 2013 to CCD to prepare construction documents, who again engaged Urban Engineers and Studio Bryan Hanes. CCD then raised construction funding from the William Penn Foundation, the Knight Foundation, The McLean Contributionship, the Commonwealth of Pennsylvania, the City of Philadelphia, and many private and corporate donors. The groundbreaking took place on October 31, 2016, and the project is scheduled for completion around June 1, 2018.

Transforming Industrial Decay into a Civic Wonderland Much work has gone into transforming the old railroad right-of-way into the Rail Park. Much of the SEPTA Spur being transformed for Phase I is comprised of several steel bridges. While the old steel structures were primarily rusted and corroded from years of abandonment, upon inspection they were found to still be structurally sound. Environmental examinations were necessary to check the existing soil fill composition on the structure to test for contaminants and implement a corrective course of action if it was needed. Since the park will feature a lot of greenery and foliage, it was

imperative that a proper drainage system was installed for stormwater management.

Reinforcements and surface improvements were made to transform the railway into a landscaped pathway for recreational use.

Major site improvements include the addition of staircases at 13th Street and at Callowhill Street, and utility connections for irrigation and lighting. Structural additions include the installation of cantilevers to support landscape plantings and overlook points. Landscape beds will flank chip seal walking paths through the park, and there will be areas for seating and gathering. Benches and platforms will be constructed from a material called Ipe – a durable hardwood that is scratch-resistant and nonflammable. Large, civic-scale swings that can seat up to 10 people at once will sit at the end of the Rail Park overlooking Callowhill Street. The tall, rail supports of the swings pay tribute to the industrial past of the structure and the railroad that once ran through it.

For More Information, Contact: Angelo Waters, PE, LEED AP VP and Environmental Practice Leader ajwaters@urbanengineers.com

excellence / 40

Award s A nd A ccom p l i s hm e nt s New York Clients and Projects Honored at Engineering Awards Ceremony

Urban Engineers of New York, D.P.C., is pleased to announce that three of its clients and projects were recently honored at ACEC New York’s 2018 Engineering Excellence Awards. The projects receiving awards included Amtrak’s Passenger Information Display System at New York Penn Station, the Boys’ Club of New York’s emergency investigation and structural repair design, and the Empire State Building’s Mooring Mast Waterproofing Repairs project. In addition, the Second Avenue Subway project – for which Urban provided project management oversight – received a Diamond Award in the transportation category.

Urban Named One of America’s Top Bike-Friendly Workplaces

Bicycling magazine named Urban as one of America’s Top BikeFriendly Workplaces. The firm’s placement on the list – ranking No. 20 out of 25 – appeared in the January/February issue of the publication. Urban provides many amenities for its employees to commute by bike. Several offices have showers and changing areas, and all employees of the firm are offered various fitness and wellness incentive programs to stay healthy.

Connecticut Staff Earn Construction Management Certification

Urban’s Hartford Office Manager Jason Cardinal (right) and Resident Engineer Joshua Gray (left) recently earned the Certified Construction Manager (CCM) credential from the Construction Management Association of America. The CCM credential is the “gold standard” in the construction management industry, and recognizes practitioners who have demonstrated excellence and leadership in managing all phases of capital construction. Mr. Cardinal has 20 years of expertise in all phases of constructing highways, bridges, and other transportation facilities. Mr. Gray’s 13 years of experience encompasses the full spectrum of transportation infrastructure projects.

41 / urbanengineers.com

Issue 12: Rebuild/Restore

For More Vi si t: urbanengineers.com

Copyright 2018, Urban Engineers, Inc. / Urban Engineers of New York, D.P.C. (Urban) All rights reserved. This article is protected by United States copyright and other intellectual property laws and may not be reproduced, rewritten, distributed, re-disseminated, transmitted, displayed, published or broadcast, directly or indirectly, in any medium without the prior written permission of Urban. For permission to reprint any portion of this publication; to notify us that you have received more than one copy; or to be removed from the mailing list, please contact us at corporate_development@urbanengineers.com or (215) 922-8080.

Although reasonable effort has been made to present current and accurate information, Urban makes no guarantees of any kind. The reader’s use of the information provided is at his or her own risk. In no event shall Urban, its officers, employees or agents, be held liable for any special, incidental, or consequential damages, whatsoever arising from the use or inability to use the information contained in this publication.

Some links within this e-newsletter, or within the Urban website, may lead to other sites owned and operated by third parties. Urban is not responsible for their content and does not necessarily sponsor, endorse or otherwise approve of the materials appearing in such sites. In addition, linked sites may be subject to terms of use and/or privacy policies of their owner/operators, and anyone who uses such a link is responsible for checking what those terms/policies are for themselves. Furthermore, the opinions expressed in materials transmitted from this e-newsletter or the Urban site are the opinions of the individual authors and may not reflect the opinion of Urban or any of its principals, employees and/or agents