Included in this issue: 111 Taking the Wild Out of the Zoo 06 Issue Reinventing Train Travel 16 A Wider, Mightier Whittier Bridge 28 HNTB is an infrastructure solutions firm providing award-winning planning, design, program management and construction management services. hntb.com

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linkedin.com/company/hntb ’s instagram.com/hntbcorp ZOO 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. The Zoo Interchange is Learn more on page 6 about

Patricia Mosher, senior vice president Wisconsin’s busiest interchange this massive urban project and [email protected] and the Wisconsin Department how HNTB contributed to the Keri Geffert English, editor [email protected] of Transportation’s largest and redesign and rebuilding of this

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HNTB I DESIGNER I Issue 111 06 3 FEATURING Taking the Wild Out of the Zoo A Wider, Mightier Whittier SR 99 Opens to Drivers Redesigned and rebuilt for 21st-century HNTB helps replace a major On Feb. 4, 2019, the Washington mobility, Wisconsin’s Zoo Interchange MassDOT interstate bridge State Department of Transportation provides a reliable link that keeps and widen 4 miles of I-95 while officially opened the SR 99 tunnel — motorists and consumer goods moving maintaining six lanes of traffic. designed by HNTB Corporation — through Milwaukee. to drivers. 06 28 50 Reinventing Train Travel Giving the Sun Devils Their Due Envisioning a new day for U.S. A $307 million renovation and train travel, Brightline launches expansion offers a stellar football America’s first new major private experience and destination for intercity passenger railroad in Arizona State University’s players, more than a century. fans and local community. 16 38 To the Rescue Full-Circle Design New Jersey and Pennsylvania The first Central Florida Expressway turnpikes repair a fracture-critical Authority section of the Orlando I-beam on the Delaware River Bridge area’s new Wekiva Parkway is a source in 48 days. of community pride and a highly effective transportation solution. 24 46 4 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 5 Redesigned and rebuilt for 21st-century RIGINALLY BUILT IN THE oEARLY 1960S, the Zoo mobility, Wisconsin’s Interchange in Milwaukee, busiest interchange Wisconsin, emerged as a tangled provides a reliable mass of roadways where the current I-94, I-41, I-894 and US 45 link that keeps freeways converge. The interchange motorists and was considered an engineering consumer goods marvel 55 years ago, but as the city’s population grew, it became moving through clear the declining interchange Milwaukee wasn’t up to the task of carrying 300,000 vehicles each day.

Its outdated design started to affect safety. Ramps coming in on the right and left with short distances to weave contributed to high crash rates.

6 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 7 “The interchange design needed to be updated to improve safety and congestion and to achieve system reliability,” said Bob Gutierrez, southeast freeways design chief for the Wisconsin Department of Transportation.

Milwaukee Regional Medical Center, WisDOT selected Forward 45, HNTB’s Wisconsin State Fairgrounds, a college, joint venture with CH2M and Kapur & churches, neighborhoods and large Associates, as lead designer for a $1.7 employers. Maintaining access to the billion program to rebuild the interchange. medical center, the region’s only Level I HNTB’s role encompassed roadway, trauma center where more than 17,000 structural, environmental, traffic signal, employees work every day, was traffic engineering and modeling, project particularly crucial. management and intelligent transportation

system design. HNTB also provided Having completed the Mitchell and geotechnical analysis, construction projects with inspection, traffic management planning, WisDOT, HNTB was well versed in landscape architecture and public developing a sequencing plan that information services. allowed reliable access to all neighboring sites throughout construction. Open for business during construction The massive, complex project included 4 miles of local arterial roads, 7 freeway miles, seven service interchanges, 60 bridges and six railroad structures that had to be constructed within the Project facts original interchange footprint. Adding to the challenge was the fact that the • 7 freeway miles “Staging construction while keeping interchange provides entry points to traffic moving was a challenge because • 4 miles of local arterial roads the nearby Milwaukee County Zoo, of the Zoo Interchange’s tight urban • 7 service interchanges footprint,” said Andy Kowske, HNTB project manager. “For the project to work, • 60 bridges we pre-planned detailed crane placements • 6 railroad structures and material-hauling access points within the interchange and combined that with • 100+ retaining walls strategic ramp closures to create space • Four-level core interchange for the contractor. All jobs have challenges. Past experience taught us • 70+ traffic signal upgrades how to solve problems.” • Millions of cubic yards of earthwork

8 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 9 To maintain accessibility for freeway travelers The Federal Highway Administration and the nearby neighborhoods and businesses recognized the Zoo Interchange as an throughout construction, HNTB developed an example of a successful mega project, innovative integrated corridor system with citing its 3D engineered model and adaptive adaptive traffic signals. The system represented signal deployment, among other strategies, the nation’s largest single deployment of as industry best practices. adaptive traffic signals and WisDOT’s first use of the sophisticated technology.

10 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 11 Early in the project, the team made significant improvements to arterial roads, so they could handle traffic that would be diverted during core interchange construction. HNTB also developed an integrated corridor system with adaptive traffic signals, digital message signs, traffic cameras and Bluetooth detectors.

Using Bluetooth origin-destination data, WisDOT posted information on freeway Interchange and arterial digital message signs, comparing freeway and arterial design preserves travel times to a common destination. The integrated corridor system represented monarch the nation’s largest single deployment of adaptive traffic signals and WisDOT’s pedestrian trail first use of the sophisticated technology. Every summer, as monarch butterflies “Deciding to implement the integrated migrate to their winter home in Mexico, corridor system was a leap of faith on thousands at a time roost overnight in WisDOT’s part,” Kowske said. “The DOT oak tree groves adjacent to the invested in developing the system without Zoo Interchange. having built one previously. It moved traffic very effectively during “It was evident early in the interchange construction, and the technology and redesign process that the butterflies equipment will be used on the Zoo were important to the community,” said Interchange well into the future.” overages. To ensure as few missteps as “3D modeling helped us visualize Bob Gutierrez, southeast freeways design chief for the Wisconsin Department of Innovative firsts for WisDOT possible, HNTB and the joint venture constraints on crane travel, placement, partners designed the interchange using reaching and lifting. Swinging huge Transportation. “Nearby residents didn’t Utility management was a recurring theme 3D surface modeling and clash detection girders under high-voltage lines and over want the monarch pedestrian trail or oak throughout the project. A major utility software – a first for a WisDOT project. existing and proposed roadways and tree groves affected by construction or corridor, the Zoo Interchange was a The investment helped reduce cost and bridges while minimizing traffic by the end product. We embraced that minefield of potential schedule and budget schedule changes in the field and disruption was a complex puzzle,” said perspective, making sure the footprint minimized change orders to 3 percent, Pat Cashin, HNTB lead structural was light in the migration corridor.” below WisDOT’s 5 percent goal. engineer. “It is the most in-depth The interchange design extended the evaluation we’ve done to analyze how Numerous underground utilities had to be trail under a new bridge that preserved to build. In some locations, our plans relocated, including city water facilities, the monarchs’ habitat, and a pattern of called for temporary shoring solely to which the team moved using below- butterflies adorns the bridge abutment. provide suitable crane placement.” grade jacking pits to avoid affecting the In the open trail area, WisDOT used a freeway. The project also required seed mix for vegetation that attracts relocating American Transmission the butterflies. Company’s seven overhead high-voltage electric transmission lines and stringing more than 11 miles of new wire across six lanes of traffic.

12 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 13 The Zoo Interchange’s new flyover ramps rest on bridge columns supported by 60 drilled shafts, 8 and 10 feet in diameter and 60 to 100 feet deep. Although large-diameter drilled shafts are common in other states, they were new to Wisconsin. most-congested in Milwaukee, now “WisDOT asked us to provide dual flows freely in afternoon peak hours. foundation designs at locations where the During the first two months after the footprint was sufficient to fit an alternate “The attitude and spirit were that we interchange opened, crashes already pile-supported footing,” Cashin said. would design what everyone felt was were down 45 percent and the interchange “The contractor chose drilled shafts, the right approach in this area,” Kowske was handling 25 percent more traffic confirming our cost-comparison analysis. said. “Because of our work with the without congestion. The shafts shrunk the footprint, could be community, there were no surprises. “The statewide impact of this crossroad – built in half the time and reduced risk near Working closely with the medical the largest and most heavily used in the underground utilities. The shaft drilling center was a key part of our state – provides benefits far beyond the generated far less noise than pile driving ‘no-surprises’ approach.” localized region,” Gutierrez said. would have, minimizing the impact to “The improvements keep motorists surrounding residences and businesses – During design and construction, WisDOT and millions of dollars of consumer particularly the zoo, where there was stayed connected with the medical center, goods moving and provide a reliable a concern vibrations and noise would providing staff who were dedicated to link to our major attractions near the affect the animals.” communicating with patients, employees and emergency responders through social interchange and in the downtown area.” A load-testing program optimized the media and grassroots outreach. The Federal Highway Administration drilled shaft foundations, cutting the recognized the Zoo Interchange as an budget by $6 million and the schedule by “We told the medical center and all our example of a successful mega project, two months. In addition, full-length testing stakeholders there would be some impact citing its 3D engineered model and tubes were dual purposed, allowing grout but that we would be open for business adaptive signal deployment, among injection to the bottom of the shaft, which with viable alternate routes,” Gutierrez other strategies, as innovative industry shortened shaft lengths by 20 percent, said. “Our plan worked, and I give our best practices. n further reducing the project’s price tag. stakeholders credit for preparing themselves and being flexible.” CONTACT: Communication with stakeholders Responding to stakeholder feedback in ANDY KOWSKE, HNTB Project Manager Contributing to the Zoo Interchange’s the design process, the team included a (414) 238-5674 n [email protected] success was early involvement with state-of-the-art LED lighting system that project stakeholders, including both the reduced energy costs, bike lanes that community near the site and the region- connect to existing trails and retaining wide and statewide entities that rely on the walls with reveals that provide aesthetic interchange to move freight. WisDOT benefits for the surrounding communities. and HNTB met with municipalities, businesses and neighborhoods to make An FHWA example project sure all stakeholders had a voice during The core of the Zoo Interchange opened design and construction. fully, on time and under budget, in August 2018. Local businesses and neighborhoods remained accessible throughout construction. Previously bottlenecked traffic on southbound I-41, once the

14 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 15 Envisioning a new day REINVENTING for U.S. train travel, Brightline launches

America’s first new TRAIN major private intercity passenger railroad in TRAVEL more than a century

16 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 17 NTIL LAST YEAR, NO uCOMPANY HAD LAUNCHED privately funded intercity passenger rail service in the United States for more than 100 years.

This fact underscores the significance of into the first decade of the 20th century, Brightline, the only privately owned and culminating in a passenger line that ran operated express, intercity passenger train for more than 500 miles north from Key service in the United States. In January West to Miami through West Palm Beach 2018, Brightline began introductory to Cocoa and terminating in Jacksonville. service between Fort Lauderdale and West By 1968, however, passenger service Palm Beach, Florida. Service to Miami ended, and Flagler’s track since has been launched the following May. The trains used exclusively for freight transportation. now run 194 weekly round trips. Over the last 30 years, various Brightline, owned by Florida East government entities in Florida considered Brightline spawns Coast Industries, the legacy company reviving passenger rail based on successful models in Europe and Asia. transit-oriented of industrialist Henry Flagler, recently announced a strategic partnership The Obama administration in early 2010 development and licensing agreement with the announced nearly $8 billion in stimulus Virgin Group. Under the agreement, grants to help seed the planning and Brightline’s private investment Brightline will transition to Virgin construction of high-speed rail corridors, so far has produced more Trains USA this year. but as projected development costs than $1.8 billion in economic mushroomed, Florida and other states impact for Florida. Its stations The company finds its sweet spot dismissed the federal funding. connecting city pairs that are “too short have spurred the delivery to fly and too long to drive.” Work has FECI by then had been acquired by of surrounding development begun on phase 2, an extension from private equity firm Fortress Investment projects by other investors. West Palm Beach to the Orlando Group. Fortress’s co-founder, Wes Edens, The company has completed International Airport. A future extension “was inspired by Flagler,” said Patrick between Orlando and Tampa is in Goddard, Brightline’s president. “He a luxury high-rise apartment the planning stages. knew Flagler’s railroad was a great asset project at its West Palm Beach and many people were making trips on station and a six-block, A new day for passenger rail I-95 (which flanks Florida’s east coast from Miami to Cocoa), one of the most 1.5-million-square-foot Passenger rail had a vibrant history in congested and dangerous highways in mixed-use development – Florida, sparking the establishment of the country. Considering this asset that cities and towns along the state’s east including 130,000 square connected the state, he almost felt he had coast. Flagler, the founder of Standard feet of retail – around its a responsibility to deliver passenger rail.” Oil, began building the Florida East MiamiCentral station. Coast Railway down the state’s eastern FECI announced plans in 2012 to develop seaboard in 1892. Construction continued and operate private passenger service using Flagler’s old route. The corridor originally had included double track, but one set of tracks had been removed. Through a passenger rail easement to the

FORT WEST PALM MIAMI LAUDERDALE BEACH

18 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 19 rail right of way, FECI could rebuild the second track. FECI also announced plans to construct new track that would “It was more efficient at that point to extend Brightline’s service from bring the phase 2 segment to HNTB, Cocoa to Orlando. the designer who knew the project best,” Share said. A comprehensive program management role Overcoming project challenges Achieving cost savings All Aboard Florida chose HNTB as Building in an active rail corridor with “As a private company, Brightline had to program manager and construction almost 180 roadway and railroad at-grade be concerned about the bottom line,” said manager to help realize the vision for crossings was a challenge both teams George Gilhooly, HNTB East Florida the $4 billion project. HNTB brought worked together to solve. office leader. “Part of HNTB’s job was to maintain a fast pace and provide value Riding in Style extensive national rail experience and relationships with stakeholders “HNTB helped with planning and engineering to create cost efficiencies.” and influencers, drawing on firmwide logistics, coordinating with freight Brightline’s president, Patrick resources along the East and West coasts railroad personnel to find times we could To preserve the desired schedule Goddard, draws on a background to deliver the immediate technical do our work with as little impact as and budget, HNTB set up weekly value in the hospitality industry to expertise needed to meet the aggressive possible to them,” Share said. engineering meetings with Brightline to review the corridor mile by mile and ensure the railroad’s cars provide design and construction schedule. Accommodating passenger trains required uncover potential time and cost savings passengers – whom he refers to “HNTB’s team brought a knowledge that some existing track be upgraded for every part of the project. These as “guests” – with amenity-laden base no other consultant in the country to a higher track class, in addition to meetings resulted in numerous cost experiences. has,” said Joe Walshe, HNTB track and upgrading every at-grade crossing and reductions, including realigning part systems project manager. “It includes installing positive train control. FECR’s of the rail corridor to eliminate multiple bridges. “Train travel doesn’t have a great professionals who know how to design track was Class 4 under the Federal and build railroads and those who have Railroad Administration’s classification reputation in the United States run railroads. This expertise was critical system, which determines the speed limits Fourteen other rail bridges initially were for a number of reasons,” he said. to the project’s success because there at which trains can run. Class 4 track designed to use prestressed concrete “Brightline is reinventing and was no precedent for a private-sector can accommodate passenger train speeds Florida I-beams with cast-in-place decks. This type of construction involves making it a great experience.” rail project. Everything about it has up to 80 mph. Brightline trains travel been unique.” between 79 and 125 mph, requiring placement of girders followed by deck Class 5 to Class 7 track. form installations, rebar placements and Brightline trains offer: “As a startup company developing a concrete casting and curing. Using an accelerated bridge construction approach, • Free Wi-Fi and charging project like this for the first time, it was HNTB met regularly with FECR’s chief important to have a firm like HNTB engineer and continues to meet with him stations at all seats on board to help us establish ways of weekly as the project progresses. • Workspaces that allow controlling the project,” said Adrian passengers to be productive Share, Brightline executive vice president “Those face-to-face communications of rail infrastructure. “HNTB helped us proved to be the best way to work through Tickets based on service options as they travel set up project control systems for costs, FECR’s needs and concerns,” Walshe Passengers choose from three service types, with ticket • Spacious, reserved seats with schedule, budget oversight, documents and said. HNTB managed negotiations with prices ranging from $20 to $45, depending on the service multiple configurations change management. HNTB understands numerous other stakeholders as well, us and what’s required to work with including departments of transportation, type and trip distance. • The first fully ADA-compliant a private owner.” expressway authorities and municipalities trainsets in the country along the route. • Smart service ticketholders ($20) may purchase food HNTB’s role has been and continues and beverages in the station and on the train. • The widest aisles in the to be all-encompassing. Besides For phase 2 – construction of 195 miles industry project control systems, the program of a second mainline track from West • SmartPlus service ($25) includes one complimentary drink management/construction management Palm Beach to Cocoa along the existing (alcoholic or non-alcoholic) and a snack on the train. • High-quality food and team handles engineering design, FECR corridor and 40 miles of new track beverage service, including construction engineering, quality control, between Cocoa and Orlando – HNTB • Select service ($35-$45) includes complimentary food and a full bar environmental clearances, invoicing was the final designer. Phases 1 and 2 beverages (both alcoholic and non-alcoholic) in a dedicated and inspections. originally were anticipated to be station lounge and on the train as well as wider seats, free • Accommodations for pets design-build projects, and design of the parking and access to the station’s business center. • Bicycle and luggage storage second phase had been divided between three firms. When it became evident there would be a time gap between phases, however, Brightline had an opportunity to complete the phase 2 design before beginning construction.

20 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 21 the top flanges of the I-beams were thickened to function as a deck with small Trip times compared to car travel 8-inch closures between the beams.

ROUTE BRIGHTLINE TYPICAL AUTO The closures were formed with ultra- Beyond Florida, Brightline has announced high-performance concrete. Similar Miami to Fort Lauderdale About 30 minutes 45 - 60 minutes (based on rush hour) plans to construct an intercity rail system applications have been used on highway that connects Las Vegas and southern Miami to West Palm Beach About 65 minutes 90+ minutes bridges, but, at the time of design, California. The company has retained this application had not been used on Miami to Orlando About 3 hours 4+ hours HNTB to complete 15-percent design on a rail bridge. The innovation resulted that project. Goddard said the company in significant savings in labor and will seek out three to five additional construction time. corridors around the country where it can replicate its recent success and A mobility solution in — and begin transforming those regions. beyond —­ southeast Florida With a little less than a year of service In the meantime, Brightline has set between Miami, Fort Lauderdale and the stage for future success by proving West Palm Beach under its belt, Brightline it could convert a single-track freight has provided residents, business travelers railroad to a double-track, state-of-the-art, and tourists with an affordable, convenient fully signalized, modern passenger and mobility solution that reduces travel time freight railroad corridor with ridership and is safer and more environmentally growing month over month. friendly than driving. “Brightline has broken the mold when it “Brightline has opened options to dining, comes to passenger trains,” Walshe said. attractions and events,” Goddard said. “HNTB and Brightline have been able to “Before Brightline, it would have been accomplish a Herculean feat in delivering inconceivable for Miami HEAT fans in the first privately built passenger railroad n Palm Beach and Fort Lauderdale to travel in more than 100 years.” to a 7 p.m. game in downtown Miami. Now, we fill a couple of trains with those CONTACT: fans before and after every game. We are JOSEPH WALSHE, HNTB Project Manager improving people’s lives and economic (407) 547-2924 n [email protected] opportunities and providing better access to education and health care.”

Ridership continues to grow month over month, with the company serving 152,275 guests in January and February, representing a 227-percent increase in ridership over the prior year period. Upon stabilization, Brightline estimates the service will help remove up to 3 million vehicles each year from the region’s roadways, significantly reducing , greenhouse gas emissions and fuel consumption.

22 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 23 25

Chief Engineer, Jersey New Turnpike Authority Rob Fischer Rob 1.44 “Theoutcome project the of unbelievablewas think you when about what did...we -  111 Issue I DESIGNER DESIGNER I HNTB “Frankensplice” offers temporary stabilization the project of challenge The biggest allwas the unknowns of associated with repair. it sure how weren’t we did it, we “Until Fischer, said Rob to work,” going was Jersey the engineer New for chief Turnpike Authority. The firststep was stabilizing the fractured the had discovered Crews member. fracture while painting the bridge. the at time alsoTheir site on contractor, the patched broken together discovery, of I-beam had they random with plates diagrams hand hand-sketched on using were which calculations, from the team’s in High merecompleted hours. winds than more of in 40 the were forecast, mph and the to race install on was the splice the wind arrived.before Engineers and around for laborers the worked clock almost three sleep without days pieces of bent to carefully two bolt but Unsightly metal together. back the temporaryeffective, fixwas nicknamed “Frankensplice.” HNTBNext, micropile designed temporary eight for foundations understabilization the four north piers: truss and under the four sagging south truss. HNTB micropiles chose over because theirspread footings of smaller footprints and to accommodate poor soils. over hopscotch us “Micropiles let utilities and eliminate the large- need for scale earthmoving cure and the longer cost were they Plus, time concrete. for comparable,” Fischer said. developed an aggressive repair an schedule aggressive developed and created charta flow of possible and outcomes testing and investigation corresponding responses. 111 Issue I The 1956 steel, arch-shaped continuous steel, The 1956 truss carries bridge interstates 276 an Amtrak 13, Route U.S. and over 95 mainline, three the local Delaware roads, used Its local and road. a heavily River fracture away feet only was location The bridge from community. a residential eastbound and two two lanes: has four The fracturewestbound. occurred under lanes the on the Pennsylvania westbound The primaryside. in member the top the 260-foot of northchord truss, a special rolled W-shaped-beam, massive had fractured through. completely north continuous trussThe four-span had survived theplane fracture by two-span becoming two, effectively trusscontinuous sections a plastic with the bearing center hinge over the at The member top chord middle pier. to the fracturedadjacent I-beam— intended bear to only minimal at force the point of contraflexurewas — now the up as bridge a highly to hold helping strut.stressed The compression member near The buckling. thehad point of bowed flooradjacent beam wasdeformed. visibly York, New members from HNTB’s Team andJersey New offices Pennsylvania bridge, the near office field a at convened organized they where calls, conference DESIGNER DESIGNER I HNTB 111 Issue

I

DESIGNER DESIGNER I HNTB t’s incredibly rare that a bridge that rare incredibly t’s to the opportunity gets owner for thefor repair. Yet, on Jan. 20, 2017, the New Jersey Turnpike Turnpike Jersey the New 2017, 20, Jan. on Yet, Authority and co-owner Pennsylvania Turnpike rupture a complete Commission discovered in a fracture-critical truss supposed that member was to carry almost 2 million the on force pounds of The still toll bridge was Bridge. River Delaware carrying a day. customers 41,000 function, in apparent the no change Despite bridge’s the owners put safety first,ordered their respective instructed and immediately closed tollbooths customers to find alternate routes. The become Authority took the would in lead what The million agencies repair. emergency a $14.5 agreed HNTB, the cost. the to split Authority’s became designer lead general engineer, consulting repair a fracture-critical member on member on a fracture-critical repair If they’re bridge. truss a continuous truss continuous collapse, going to with no warning do so typically bridges consequences. – and with deadly I

Pennsylvania Pennsylvania I-beam on the I-beam Delaware River River Delaware turnpikes repair repair turnpikes New Jersey and Jersey New a fracture-critical a fracture-critical Bridge in 48 days Bridge in 48

RESCUE TO THE TO 24 The micropiles were in place and the foundations set in one week. Eight crane towers, acting as piers, were supporting the bridge in two weeks.

“We all breathed a sigh of relief once the bridge was stabilized,” Fischer said. “Until then, we had been living day to day On March 3, 2017 the new and old collaboration and being open to consider not knowing what was going to happen.” members were post-tensioned together, unconventional recommendations for the restoring the dead load force in the fix made the project more manageable. structure as taken from the as-built plans. Jacking and post-tensioning The new permanent field splice between “The outcome of the project was is a permanent fix the new- and old-member sections was unbelievable when you think about what After investigating and dismissing field-drilled and fully tightened into place. we did, what could’ve happened and the multiple options, HNTB’s permanent fact that the bridge was back in service solution was to vertically jack the Load testing with overloaded triple-axle within seven weeks of the incident — and truss to its original geometry and dump trucks confirmed that the bridge to a point where everyone involved was weeks horizontally post-tension the behaved elastically and predictably satisfied with its safety,” Fischer said. n damaged truss back to load. under repeated use. CONTACT: To mitigate risks, HNTB created a Coming in under deadline GARY HULLFISH, HNTB New Jersey ‘playbook’ for the repair work and Office Leader (973) 434-3242 n [email protected] staged a trial run with all major The bridge reopened March 9, 2017, at stakeholders on hand, including both 10:30 p.m., beating both HNTB’s internal bridge owners and Federal Highway deadline of St. Patrick’s Day and its THE Administration representatives. publicized deadline of April. HNTB’s repair plan included converting “I could not have been happier when that CAUSE the stabilization towers to lifting towers bridge opened safely,” said Brad Heigel, chief engineer for the Pennsylvania by installing hydraulic jacks at their tops. Lehigh University’s Advanced Technology for Towers 3 and 5 on the north side were Turnpike Commission. “It shows that, Large Structural Systems Research Center used to jack 1.44 inches of sag out of the when needed, you can pull a group bridge, while each holding 1,500 kips. together for a common good.” tested samples from the damaged truss and discovered the fracture originated from Crews continually observed and Team members attribute part of the misdrilled holes that had been filled with weld adjusted the truss’s behavior using a project’s early completion to the suite of strain gauges linked to a central precedent-setting partnership between metal during fabrication 61 years earlier. The the Authority and the PTC. That reporting facility. welds were so smoothly ground they were all

The anticipated two-day jacking but invisible to the naked eye. operation was accomplished in a single day, Feb. 24, 2017.

After the vertical jacking, the chord member on the fracture’s east side was replaced with a new member fabricated from modern, high-performance steel bridge plate, doubling its original capacity but leaving room for the new, permanent splice. 61 26 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 27 A wider, MIGHTIER WHITTIER

28 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 29 In addition to bridge design, HNTB’s scope of work included leading public outreach efforts, securing environmental permits, managing bridge demolition, coordinating utilities, designing retaining “Many critical components were walls, drafting drainage and stormwater advancing at the same time,” Monroe treatment plans, realigning and widening said. “It was very complicated, but roads, improving interchanges, HNTB excelled.” planning traffic management and preserving architectural and historic Network tied-arch wins hearts bridge elements as well as designing The focal point of the project is a network HNTB helps replace landscape architecture, lighting, tied-arch bridge, a modern twist on the aesthetics and the shared-use path. existing truss and through-arch bridge and a major MassDOT an HNTB specialty. The firm has designed Because of design-build’s accelerated eight of the 14 network tied-arch bridges interstate bridge timeframe, HNTB had to fully design in the country. The Whittier makes No. 9. parts of the project before all of the and widen 4 miles final design was approved. “HNTB had the right people who understood network tied arches,” said of I-95 while “That meant submitting multiple early- Chris Daigle, Walsh project manager. release packages and gaining consensus “They were always willing to work “Many critical components were maintaining six from both the contractor and the owner,” through technical issues, and they had advancing at the same time. It was said John Smith, HNTB project manager. the knowledge and background to speak very complicated, but HNTB excelled.” lanes of traffic effectively to their points.” ­— Ernie Monroe, MassDOT resident engineer. “This design required interaction In 2012, the Massachusetts Department venture of Walsh Construction and and cooperation among structural, of Transportation, wanted to expand a McCourt Construction with HNTB as geotechnical, environmental and 4-mile stretch of I-95 from three lanes to designer and engineer of record. Together, four lanes in each direction, but the John they tackled one of the largest projects Greenleaf Whittier Memorial Bridge stood in MassDOT history. in the way. The major, three-lane bridge on the interstate carried 80,000 vehicles a The proposal included the state’s first day over the Merrimack River. To widen network tied-arch bridge, the first shared- I-95, the obsolete bridge would have to use path along a Massachusetts interstate, be replaced with a wider structure, and no MassDOT’s first expanded polystyrene one was certain how to do that without wall and the first use of launch closing lanes and causing backup girders and gantry cranes to erect a nightmares on I-95. No one, that is, new bridge. until HNTB teamed with design-build contractor Walsh-McCourt. All systems are go Design already was underway when “Every page of the proposal had Walsh-McCourt received notice to proceed something unique, a first for the state,” in April 2013. To widen I-95 from three said Ernie Monroe, MassDOT resident lanes to four lanes in each direction, the engineer. “The innovation that went into design-build team would need not only to this project was second to none.” replace the massive Whittier Bridge, but also to replace or rehabilitate seven other “We were not the low bid,” said Ted Zoli, structures that carry I-95 over Route 110 HNTB technical director for bridges, “but and a future rail trail. we were the best value by quite a margin.” “The type of work and the pace were The $318 million Whittier Bridge/I-95 challenging. We had to be in many Improvement design-build project was different areas at the same time,” said awarded in February 2013 to the joint Steve Frick, McCourt operations manager. “HNTB helped us anticipate and resolve multiple conditions and situations throughout the project. They were a top-notch partner.”

30 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 31 architectural disciplines, as well as integration of design, fabrication and construction,” Smith said.

HNTB’s design features twin spans, one Constructible and durable northbound and one southbound. Each Knowing the Whittier Bridge was part of span is 1,400 feet long with twin 480-foot MassDOT’s accelerated bridge program, network tied-arch main spans, four travel HNTB’s design emphasized constructabil- lanes, a full shoulder and a break-down ity. Precast, longitudinally post-tensioned lane. In addition, the northbound span deck panels on the approach spans and New application showcases Massachusetts’ first shared-use main span deck sped construction. Attrac- path along an interstate. tive, functional delta piers were founded for network on an innovative system of micropiles The network tied-arch design pleased socketed into bedrock. The pier plinths tied-arches both MassDOT and the surrounding use granite-faced precast panels doubling communities, who knew their beloved as both form liners and cofferdams as an Preserving Whittier had outlived its useful life but Network tied-arches are accelerated bridge construction technique, wanted to preserve its distinctive shape. which reduced in-water impacts. an attractive alternative to history conventional truss bridges, “It is fitting to replace these innovative “We worked with Walsh-McCourt as trusses from the last century and with a cable-stayed bridges and girder Before the old Whittier Bridge was a team, adopting an iterative process,” new idea in trusses, which is that arches, bridges. And, HNTB is discovering Smith said. demolished, MassDOT asked that when you cross the cables sufficiently, more applications. Los Angeles’ several artifacts be reclaimed, behave like trusses,” Zoli said. “I would come up with an idea, and high-profile Sixth Street Viaduct including state seals in granite, HNTB would turn it into an engineering Traffic flows Bridge will be the first cast-in- metal and bronze. reality,” said Paul Buco, McCourt senior When Walsh-McCourt kicked off place concrete network tied-arch project manager. “We would get to the construction in summer 2013, solution, then document it. I think it was in the United States. Plus, two “The idea was not to have HNTB was ready with a masterful one reason the project was so successful.” railroad bridges — also being the history of the old bridge maintenance-of-traffic plan that designed by HNTB — will be the disappear,” Smith said. leveraged the shared-use path on the northbound span. first network tied-arch bridges in the nation to carry heavy rail and At MassDOT’s request, the project had Whittier Bridge high-speed rail up to 160 mph. to maintain six lanes of bidirectional interstate traffic during peak hours through innovations “These are going to be the construction. To keep traffic flowing, HNTB designed the bridge to be built one heaviest loaded network • Massachusetts’ first network span at a time, beginning with the north- tied-arches in the world,” bound span and shared-use path. tied-arch bridge Wollmann said. • Innovative launch girder, gantry State seals on the portal beams “The shared-use path served multiple crane erection scheme “Using network arches with of the old bridge were refurbished purposes,” Monroe said. “We maintained and now adorn the portal beams six lanes of traffic, three in each direction, • Post-tensioned, precast concrete truss-like behavior for rail using the shared-use path and the tempo- of the new bridge. Granite from deck panels projects is a natural,” Zoli said. rary construction phasing for northbound “This technology is ideal for the old bridge was repurposed traffic. To the public, that’s huge. We don’t • First shared-use path along a rail bridges.” into benches at the trailheads. take pride in slowing traffic down on any Massachusetts interstate of our construction projects.” Bronze builder’s plaques and large • First EPS wall in the state granite state seals are displayed By November 2015, HNTB had shifted bi- • First application of fork anchorages at trailheads or on the abutments directional traffic onto the north structure for a multistrand cable with of the new bridge. Interpretive via a median crossover. With traffic flow- individually replaceable strands plaques along the shared-use ing on the new span, crews demolished the existing bridge one month later and built on a network-tied arch path tell the history of the the southbound span in its alignment. The • Able to withstand sudden loss previous bridge and John south structure opened in December 2017. Greenleaf Whittier, a poet of two cables and the bridge’s namesake.

32 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 33 Along with constructability, HNTB At MassDOT’s request, the project had to maintain six HNTB designed the bridge to be built one span at focused on durability, giving the structure lanes of bidirectional interstate traffic during peak a time, beginning with the northbound span and hours through construction. To keep traffic flowing, shared-use path. a 75-year design life. The new Whittier Bridge’s graceful arches are powerhouses of strength and resiliency, designed to withstand the sudden loss of two cables, a MassDOT requirement.

“The bridge combines the advantages of truss and arch systems and provides resiliency superior to either of them in isolation,” said Gregor Wollmann, HNTB principal engineer.

The upper connections for the inclined, intersecting cable hangers feature fork anchorages with individually replaceable multiple strands, a system used for the first time on a network-tied arch that combines the advantages of a multistrand cable with the simplicity of a classical, pinned socket connection. Each cable is composed of 10 or 11 0.62-inch-diameter seven-wire strands that are secured via wedges to a bearing plate that sits on the cast-steel fork socket.

“Using multistrand cables provides redundancy because it is unlikely that all strands would fail at the same time,” Wollmann said. “And, during construc- tion, stressing of the cable, one strand at a time, allowed crews to use a much smaller jack than otherwise possible.”

Plus, any individual strand or the entire cable can be removed and replaced at any time while maintaining full traffic loading capacity.

34 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 35 Further down the corridor, the HNTB design replaced a steel stringer railroad bridge over I-95 with a precast concrete arch culvert. Replacement was completed from underneath with only a weekend closure. A separate structure, the Evans Place Bridge, was designed and constructed with a reduced span length and prestressed concrete Northeast Extreme Tee beams to speed construction.

Synonymous with success Despite numerous challenges, HNTB met The hanger system endured stringent every deadline, and, during the five-year approval testing, including fatigue loading “When I said I was going to build an construction period, there were no delays to 2 million cycles at a stress range almost interstate highway system on Styrofoam or cost overruns associated with design. three times greater than expected in the blocks, people laughed at me,” Monroe actual structure and a water-tightness test “The launching girders were extended said. “Today, it’s done. It’s beautiful. “I came off a job where we did 14 bridges with the cable anchorage submerged under over the river,” Wollmann said. “They It maintains the roadway, and the structure in 11 weekends on I-93 in Medford,” 10 feet of water for 96 hours. carried two traveling gantry cranes, is no different than a normal roadway is. Monroe said. “I thought it would be used to pick up bridge segments in the It’s incredible.” difficult to improve on the success of that In addition, structural steel materials staging area and deliver them to their job, but this job had that uptick.” were metallized and painted for destinations over the river where they Uncommon abutment bridge enhanced corrosion protection and were bolted together.” Another MassDOT first, according to Can MassDOT top itself, again? Monroe, reduced maintenance. Smith, is the new Pine Hill Bridge over already focused on his next design-build The innovative application gave I-95. The two-span bridge features job, seems optimistic. Erection without barges significant flexibility to the successful continuous, curved steel girders, variable Erecting the arches was another challenge. erection process and served multiple skews at the ends, an intermediate pier “I have the pleasure of working with this The original contract documents functions in each phase of construction and integral abutments. same project team from HNTB on my next envisioned floating the arches to the and in demolition of the previous bridge. big job, too,” he said. n As part of the project, HNTB’s design construction site and hoisting them into “Typically, integral abutment bridges replaced a steel stringer railroad Styrofoam supports roadway place with barge-mounted cranes. are straight and not skewed. Designing CONTACT: bridge over I-95 with a precast However, HNTB found the scheme A deep clay layer underlying a large this one required a complex analysis,” concrete arch culvert. Replacement unworkable because of constrained space, portion of the roadway widening was JOHN SMITH, HNTB Project Manager Smith said. (617) 532-2240 n [email protected] was completed from underneath extreme tide fluctuations and MassDOT’s another obstacle. HNTB responded by with only a weekend closure. requirement to maintain a 150-foot designing a 1,400-foot-long expanded Highway geometry dictated the bridge’s navigable channel. polystyrene block system as fill for the uncommon geometry, but temperature, I-95 widening. The EPS wall, among soil-structure interaction and 3D behavior Seeking an alternative, the Walsh/ the longest ever constructed and the first also influenced the bridge type and were McCourt/HNTB team included Genesis application on a Massachusetts interstate included in the design modeling. The Structures, which developed a unique highway, was an efficient, economical forces-displacements of the abutment/deep erection scheme using launch girders and way to widen the roadway. foundations were provided for the internal overhead gantry cranes to erect the new design of the mechanically stabilized earth bridges and demolish the old one. “Using EPS embankment walls avoided walls in front of the bridge structures. ground treatment, stayed within the right-of-way and provided space for a successful 5,000-square-foot wetland replication area,” Smith said.

36 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 37 GIVING THE SUN DEVILS THEIR DUE

38 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 39 A $307 million renovation and expansion offers a stellar football and community experience

Since it opened in 1958, Arizona State University’s Sun Devil Stadium has played host to ASU football, NFL’s Arizona Cardinals, annual college bowl games, the Super Bowl and a visit from Pope John Paul II.

But the venerable stadium had not seen a significant renovation for 25 years until officials launched a $307 million program in 2014 to enhance the game- day experience, aid recruiting and create a year-round community asset for Sun Devil Nation. HNTB, national sports design firm for the project in collaboration with Gould Evans Associates, was responsible for transforming the iconic stadium into Creating a ‘that-could-be-me’ an energized, connected, and world-class sports and entertainment venue. moment for recruits

Project finishes on time One of HNTB’s more unique contributions to the Sun Devil Stadium renovation The project was delivered in three is the new Tillman Tunnel in the north end zone. highly complex phases, spanning five football offseasons. “The tunnel, leading from the locker room to the field, and the training table dining “The goal was to maximize the area had to coexist in the same space,” said David White, HNTB project manager. construction volume that can be done “And it works exceptionally well. Guests in the dining room are primarily recruits during an offseason, developing a and their families. It’s exciting for these promising athletes to see the team line up design and construction approach that and run on to the field. You know they are thinking, ‘One day, that could be me.’” eliminates interruptions to games, ultimately saving the university time and money,” said David White, HNTB project manager.

HNTB completed the phase 1 design package in five months, delivering the new south end zone student-seating section and concourse by the start of the 2015 football

40 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 41 “Over those four years, season. Then, by combining the phase 2 ASU never had to and 3 packages, HNTB provided contractors more bidding flexibility. Additionally, the HNTB team: reschedule a game.” • Finished the guaranteed maximum price package in May 2016 to meet -David White, HNTB project manager the Arizona Board of Regents’ approval. • Submitted multiple early structural packages.

“Over those four years, ASU never had to reschedule a game,” White said.

A center where athletes can excel A key component of HNTB’s design is an elite sports performance center at the north end zone. The new three-story, 103,000-square-foot Student Athlete Facility creates crucial areas for student-athletes to meet with their academic advisors, prepare for practice, train in a spacious, state-of-the-art strength and conditioning area, receive medical attention or meet their dietary and nutritional needs at the dining area.

The center offers a modern, world-class collegiate training and sports medicine center with hydrotherapy pools, a theater that accommodates the entire football team and a student athlete lounge for studying and relaxing. Other amenities include a full-service kitchen, team locker rooms, coaches’ offices and recruiting and position meeting rooms.

“Renovating Sun Devil Stadium Project gives Arizona State an opportunity benefits to increase our investment in the • Year-round revenue opportunities community and to set the standard • Roomier, high-tech seats for collegiate athletics facilities.” • Multiple price points • New student athletic facility -Michael Crow, ASU president

42 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 43 Redesign offers something for everyone Fans streaming into the renovated 800,000-square-foot stadium enjoy roomier seats, a close-to-the-action seating bowl ringed by a new fully connected main concourse, secondary concourses that open to the playing field, a 48-foot- by-115-foot video board, modern concessions and restrooms, a beer garden and a 37,000-square-foot Sun Devil Deck.

“ASU right-sized the seating capacity by improving the overall amenities offered throughout the stadium,” White said. “It’s more about creating a better experience than getting as many people as you can into the stadium – quality of spaces and seats over quantity.”

More than just a football stadium, the new facility is a community union. To maximize the stadium’s revenue-generating opportunities, HNTB designed new premium suites, multiple premium club areas and fan zones to support music concerts, conferences, weekend farmers’ markets and other community functions 365 days a year. HNTB’s design provides distinct fan experience zones inside each premium space by offering a unique look for each club at a different price point.

The energetic and vibrant destination has reinvigorated the game-day experience and demonstrated the University’s and the design team’s commitment to creating a year-round environment for fans, recruited student athletes and the community. n

CONTACT:

DAVID WHITE, HNTB Project Manager (816) 527-2533 n [email protected]

44 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 45 The first Central Florida Expressway Authority section of the Orlando area’s new Wekiva Parkway is a source of community pride and a highly effective transportation solution FULL-CIRCLE When it is finished in 2022, the 25-mile Wekiva Parkway will complete the Central Florida Beltway encircling metropolitan Orlando, Florida. The joint project of the Central Florida Expressway Authority (CFX) and DESIGN the Florida Department of Transportation is the first Central Florida expressway to feature all-electronic tolling.

HNTB designed and prepared the plan for the first segment of the new, four-lane, divided, limited-access roadway. The $67 million project extends State Road 429 2.3 miles to the north, completing the remaining half of a single-point urban interchange, 12 bridges with associated walls, lighting, signals, signing and pavement marking, ITS, utility coordination and traffic maintenance.

Before design began, HNTB already had completed about half of the larger Parkway’s line and grade work.

“Our design proposal for the first segment focused on the fact that HNTB brought knowledge, continuity and efficiency to the project,” said John Hornbeck, HNTB project manager. “We already knew all the decisions that preceded and led to the alignment we helped define.”

46 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 47 higher than the northbound lanes, allowed for landscaping in the medians and provided profiles of differing elevations to give drivers a more scenic view.”

Specially designed haunched bridge beams, with their inherent natural, curved shape, helped achieve the parkway feel. Panel walls along the roadway feature stone relief, created through a textured finish enhanced with multiple layers of hand-applied, variegated eco-staining in deep greens and browns and warm tan. The natural stacked-rock aesthetic also was integrated into bridge piers using form liners, and one pile bridge over a natural depression stands about 60 feet high, with towering arched, stonework façades reminiscent of a Roman aqueduct. Design defines Parkway aesthetics Rather than bridging over an existing During the SR 429 extension planning increasingly congested. Morning backups local road, a very low water table – rare stage, CFX completed exhaustive could stretch a mile or more, with for Florida – permitted HNTB to take the stakeholder and community engagement commuters trying to get to SR 429 at parkway under the road, where motorists meetings. An overriding theme was that the connector road interchange to see more vegetation and more of the the extension should have a “parkway reach employment centers and landscape, Hornbeck said. This approach feel” and should fit in with the area’s other destinations. rustic and natural surroundings. also required less right-of-way, which minimized impact to local land owners. “The opening of Wekiva Parkway “Many stakeholders referenced iconic phase 1 in July 2017, followed by phase 2 Where a bridge needed to be built roadways around the nation when in March 2018, provided tremendous over an old sinkhole, the design team discussing that the Wekiva Parkway relief and travel options to commuters,” converted the natural low area into a should not only be a mobility solution Hawthorne said. “The parkway’s all- stormwater retention pond. The decision but also should provide an enhanced electronic tolling feature keeps traffic reduced the number of ponds needed user experience and be a source of moving. Motorists pay their tolls at safe elsewhere in the project and mitigated community pride,” said CFX Manager highway and ramp speeds without having the need to buy land in that area. of Engineering Will Hawthorne. to slow down, change lanes or stop Solving a mobility problem at toll plazas. HNTB’s design work, which began in In the fast-growing Orlando area, the local 2012, set the aesthetic standards that defined “As the first CFX section to get underway road network in northwest Orange County the entire Parkway’s signature look. with construction – and at a highly visible and east Lake County – the area of the intersection in Apopka, Central Florida’s Wekiva Parkway – was becoming “The project team made a conscious second-largest city – the HNTB-designed effort to capture a parkway feel by section shows CFX honoring its blending design with the rolling terrain commitment to build this long-awaited and maintaining the area’s rural character,” mobility solution. The result has been said Michelle Harrison, HNTB deputy an eye-catching facility that has not only project manager. “Besides including dramatically improved mobility but landscaping areas at interchanges, HNTB provides a unique and enjoyable user designed horizontal and vertical experience and has become a source bifurcations to take advantage of grade of community pride.” n variations. The separated roadway, with the southbound lanes being significantly CONTACT:

JOHN HORNBECK, HNTB Project Manager (919) 326-3301 n [email protected]

48 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 49 HNTB-designed SR 99 Tunnel opens in downtown Seattle

On Feb. 4, 2019, the Washington State Department of Transportation officially opened the SR 99 tunnel — designed by HNTB — to drivers. The project was part of the Alaskan Way Viaduct Replacement program, one of the largest infrastructure projects in the United States.

The SR 99 design-build project was led by Seattle Tunnel Partners, a joint venture between Dragados USA and Tutor Perini. Serving as lead designer and engineer of record for the complex project, HNTB was responsible for design of the 2-mile- long bored mega-tunnel. The firm designed the permanent structures and facilities, including the tunnel liner, the interior stacked roadway structure, approach cut-and-cover tunnels, approach roadways and operations buildings located at each portal.

“Completing the tunnel marks an important milestone in national Download the HNTB App transportation history,” said Upgrade to the latest version today! Brian Russell, PE, HNTB project manager. “Through tireless collaborative efforts and thorough application of technical excellence and best contracting practices, this project proved that tunneling beneath a dense urban environment is possible, setting the stage for Designer and the other HNTB other cities to do the same.” publications and resources are available on the HNTB App. Download the app for free from App Store® and Google Play.™

50 HNTB I DESIGNER I Issue 111 HNTB I DESIGNER I Issue 111 51 The HNTB Companies Infrastructure Solutions