Q&A: Senior Rail Engineer Dave Bearse provides updates on the Georgia Department of Transportation’s (GDOT) Highway-Rail Grade Crossing Safety (Section 130)��Program.

This week, Dave Bearse, along with LN Manchi and Fahreen Muhammad, will be in Atlanta, Georgia, participating in the , alongside transportation leaders committed to advancing safer rail systems nationwide. As a longtime rail safety partner to GDOT, �鶹TV��վ brings nearly two decades of experience supporting GDOT’s Section 130 Program — providing technical leadership, strategic planning and collaborative coordination to identify risks and implement proven safety improvements at highway-rail grade crossings across the state. Through this work, �鶹TV��վ continues to help strengthen Georgia’s rail network while protecting the communities it serves.

Q: What’s your role in the Section 130 Program?

I serve as the technical lead for the �鶹TV��վ work within the Section 130 Program. My focus is on coordinating and overseeing the technical aspects of railroad safety improvements, working closely with GDOT, CSX Transportation (CSXT), cities, counties and other stakeholders.

Q: Could you provide some background on the Section 130 Program and its origins from your perspective?

The program originated in response to growing highway safety concerns in the late 1960s and early 1970s, when a high number of fatalities at highway-rail grade crossings promoted the federal government to invest highway safety funds in proven countermeasures such as flashing lights and gates. These improvements significantly reduced crashes and laid the foundation for today’s program, which now encompasses a broader range of safety and hazard elimination strategies — including passive warning devices, crossing eliminations, signing and pavement markings, crossing geometric improvements and incentives and construction support to facilitate crossing closures.

Q: Could you elaborate on how your team determines what crossings need improvement?

We work closely with GDOT and railroad consultants to identify crossings that need improvement. Our goal is to maximize safety benefits within the allocated funds. This involves recommending various improvements, such as flashing lights and gates, geometric improvements or suggesting the closure of certain crossings to reduce crash risks.

Q: Can you share some notable achievements or successes of the railroad safety program?

Over the years, the program has significantly reduced fatalities and crashes at railroad grade crossings. Notable achievements include the successful installation of safety features, as well as signing and marking projects to enhance awareness and visibility. �鶹TV��վ prepared the Georgia Safety Action Plan and an update that were well-received by the Federal Railroad Administration (FRA).

Q: Can you explain the technology behind railroad crossings and how it has evolved over the years, particularly in terms of safety and monitoring?

The technology at railroad crossings has evolved significantly from electromechanical relays in the early days. By the 1980s, these were replaced with computer systems. Nowadays, new installations come with a recording system, essentially a black box, that logs every event at the crossing. Railroads can remotely monitor and analyze this data to support more efficient and safer operations.

Q: How do you determine which railroad crossings need improvements or upgrades? Are there specific criteria or factors that play a role in prioritizing these enhancements?

Prioritizing improvements involves a comprehensive evaluation. Factors include the number of trains and vehicles, the type of warning devices in place, school bus and passenger train usage and crash history. This data feeds into a prioritization system, but it’s not solely based on numerical values. There are subjective elements, like sight distance, proximity to intersections and the crest at the crossing, that contribute to the decision-making process.

Q: Could you share insights into the collaboration with CSX Transportation and how they contribute to the Section 130 Program?

CSX Transportation (CSXT) is a key partner, sharing data that aids in maintaining and updating records for GDOT. The collaboration extends to implementing safety improvements, with CSXT agreeing to maintain the signals installed by GDOT in perpetuity. This partnership highlights the shared commitment to enhancing safety at railroad crossings.

Q: How has the landscape of railroad safety changed over the years? What trends or challenges do you foresee in the future?

Railroad safety has seen significant improvements, particularly with the widespread adoption of flashing lights and gate signals. However, challenges persist, such as the need for ongoing maintenance and replacement of aging infrastructure. Looking ahead, the focus will likely shift from installing new devices to maintaining and improving existing ones so they remain effective and safe.

Q: What role does data play in your decision-making process? How has it evolved in the last decade?

Data is integral to our decision-making process. With advancements in technology, there’s now an abundance of data available, including crash records, train and vehicle counts and warning device types. This data helps us identify high-priority crossings and allocate resources effectively. The transition in recent years involves recognizing the importance of maintaining and improving existing infrastructure rather than solely focusing on installing new safety devices.

Q: Are there any specific initiatives or innovations in the railroad safety sector that you find particularly promising or impactful?

The continuous improvement in technology, such as remote monitoring and recording systems, holds promise for enhancing railroad safety. Additionally, the industry’s recognition of the need to transition from installing new devices to maintaining and improving existing ones is a positive shift. As technology continues to evolve, we can expect further innovations that contribute to the overall safety and efficiency of railroad crossings.

Plugging orphan and MCWs is one aspect of the overall closure process of well locations. Effective remediation requires comprehensive site evaluation, a detailed closure plan and post-restoration monitoring to ensure long-term stability.

The Risks of Leaving Wells Unplugged

When left unaddressed, orphan wells and certain MCWs can create environmental, operation and safety risks:

• Surface Leaks & Groundwater Contamination – Without a reliable seal, gas and fluids can migrate into groundwater-producing zones and affect drinking water. Fluids and gas can migrate to the surface and affect the soil and ground surface.
• Structural Failure & Site Instability – Many old wells have deteriorated, with casing integrity issues, in addition to inadequate plugging materials or the absence of plugging materials. As materials degrade, casing failures can lead to unintended interactions with other producing formations including those containing groundwater and those containing oil and gas.
• Impact on Future Production and Development – Unmapped and improperly plugged wells can interfere with new and existing energy production. Before drilling, companies must often locate and address orphan wells to avoid costly delays, regulatory challenges and operational disruptions. These wells also interfere with potential land development projects.

Well Program Sustainability

Without a broader strategy that includes sustained federal and state funding support, wells will not get the attention they need soon enough. The oil and gas well grant programs of the Infrastructure Investment and Jobs Act/Bipartisan Infrastructure Law (IIJA/BIL) and the Inflation Reduction Act (IRA) have provided additional funding to states that are typically underfunded for this work. With this additional funding, state oil and gas programs have been uplifted, hundreds of well sites have been closed and private sector jobs have been expanded to meet the demand. However, the lasting success of these programs depends on sustained existing funding and expanded funding, in addition to workforce investment and policies that support these programs.

A well closure program is only as effective as its long-term strategy. With continued commitment from policymakers and industry leaders, orphan well and MCW programs can turn liabilities into assets — protecting our natural resources and supporting future development opportunities.

Learn more about �鶹TV��վ’ orphan, idle, abandoned and marginal well program management.

Environmental permitting is a critical component of infrastructure projects, yet it’s often perceived as a rigid process that dictates timelines rather than adapting to them. In reality, a flexible approach to permitting — adaptive permitting strategies — allows projects to remain on schedule, respond to evolving site conditions and achieve better environmental outcomes. This is especially critical for alternative delivery projects that demand more than a compliance-driven mindset. Success depends on flexibility, early engagement and real-time problem-solving to navigate permitting challenges and keep construction moving. By integrating adaptive permitting strategies into design-build projects, teams can transform potential roadblocks into opportunities for more efficient and sustainable project execution.

Traditional permitting assumes a linear path where approvals are secured before construction begins, and progress follows a predictable sequence. However, large-scale infrastructure projects rarely unfold that way. Adaptive permitting embraces a dynamic approach, allowing teams to phase work strategically, adjust approvals as needed and modify permits without compromising compliance or delaying construction.

Even with careful planning, unexpected conditions, site constraints and shifting stakeholder priorities can disrupt the most carefully structured schedules.

US 101 Jefferson/Clallam Fish Passage – Managing an Unexpected Redesign

The US 101 Jefferson/Clallam – Remove Fish Barrier Project in Washington State demonstrates how adaptive permitting can keep infrastructure projects on track. The project replaced culverts that restricted salmon migration and required close coordination with state agencies, Tribal representatives and construction teams to balance environmental protection with project feasibility.

During permitting, a geotechnical review revealed that the planned culvert replacement at Unnamed Tributary #2 (UNT2) was not structurally viable, requiring a complete redesign. The proposed alternative — a bridge instead of an arch culvert — introduced additional permitting requirements and threatened to significantly push the construction schedule back.

Rather than allowing this challenge to derail the timeline, the �鶹TV��վ team applied an adaptive permitting strategy to keep the project moving. Permit approvals for an alternate site were fast-tracked, allowing work to proceed while the redesign of UNT2 was underway. A phased permitting approach ensured that critical construction activities proceeded without waiting for all modifications to be finalized. Ongoing coordination with WSDOT and regulatory agencies minimized delays in processing revised permits and preserved the project schedule.

Strategies for Successful Adaptive Permitting

Effective adaptive permitting requires proactive planning, strong collaboration and the ability to pivot when challenges arise. Successful strategies include:

• Phased Approvals: Breaking the permitting process into manageable phases allows work to begin on critical components as final details are completed.
• Early and Continuous Engagement: Regular coordination with regulatory agencies, Tribes and environmental stakeholders helps surface challenges before they become obstacles.
• Contingency Planning: Incorporating alternative permitting pathways and pre-approved adjustments into the project planning process helps teams react quickly without losing momentum.
• Integrated Environmental Compliance Teams: Embedding compliance experts within project teams supports real-time decision-making and alignment with evolving site conditions.
• Leveraging Technology for Permit Tracking: Digital tools that provide real-time updates on permitting progress help project teams stay ahead of potential delays.

Changing the Perspective: Permitting as a Strategic Asset

Permitting should be viewed as a strategic asset rather than an administrative hurdle. An agile approach allows project teams to align approvals with real-world construction schedules, reducing delays and improving efficiency. Identifying challenges early and implementing mitigation strategies strengthens risk management, preventing costly redesigns. Open communication with regulatory agencies and stakeholders builds trust, streamlines approvals, and creates a more collaborative project environment.

In today’s evolving infrastructure landscape, the ability to adapt is just as critical as the ability to comply.

From coastal highways to winding mountainous roads, Hurricane Helene’s severe flooding has caused widespread damage to critical infrastructure across multiple states in the Southeastern United States. Washed-out roads and destabilized slopes have left many communities with limited safe access, compounding challenges during recovery.

�鶹TV��վ is committed to supporting these regions as the recovery process advances. With immediate needs being addressed, the focus is shifting to rebuilding vital infrastructure. We’ve helped communities through other natural disasters, and we’re ready to provide solutions and strategies that restore and reinforce roads, bridges and other critical infrastructure.

Infrastructure Recovery You Can Trust

Our geotechnical team is assessing and repairing damaged infrastructure. Whether it’s roadways, bridges or other critical transportation routes, our engineers have the expertise to stabilize and rebuild these essential connections.

Our specialized services include:

• Rapid site assessment: evaluating damaged areas to assess the condition of roadways and bridges, enabling swift decision-making.
• Temporary repair designs: creating innovative solutions to quickly reopen critical routes while permanent plans are being developed.
• Permanent stabilization solutions: designing long-term fixes, such as slope stabilization and embankment repairs, to ensure durability.
• Collaboration with federal programs: assisting with navigating disaster relief programs, such as Federal Highway Administration Emergency Relief and Emergency Relief for Federally Owned Roads Program, ensuring projects meet funding requirements.

Committed to Restoring Infrastructure

As we work together through the recovery process, it’s important to look beyond immediate repairs and consider the long-term resilience of the infrastructure that supports our communities. �鶹TV��վ is dedicated to delivering solutions that restore and strengthen, providing long-term protection for our communities.

From road repairs to bridge stabilization and ensuring compliance with federal programs, we’re here every step of the way. Together, we can build stronger, more resilient infrastructure that stands the test of time.

Rebuilding Tips for Infrastructure

• Prioritize safety: Inspect roads and bridges for structural integrity before use and restrict traffic on visibly compromised roads.
• Document all damage: Take photos and keep detailed records of all damage for insurance and relief applications.
• Plan temporary repairs: Focus on reopening key routes with temporary solutions to restore mobility while planning permanent repairs.
• Work closely with agencies: Collaborate with federal and state agencies to access relief funding and align projects with program requirements.
• Build for resilience: Consider incorporating measures to enhance infrastructure’s ability to withstand future storms.

In the aftermath of Hurricane Helene, we recognize the profound impact this historic storm has had on families, businesses and communities, and our thoughts are with everyone affected by this devastating storm.

At �鶹TV��վ, we’re honored and humbled to support the recovery process. For decades, we’ve worked side-by-side with communities as they rebuild after natural disasters. Our offices along the Gulf of Mexico and the eastern coast, supported by additional staff from across the country, stand mobilized and ready to meet the needs of communities and regions that have been impacted by Helene.

Your Partner in Recovery

Our team of industrial hygienists are on the ground, offering critical services to assess and mitigate storm damage. We’re here to guide you through key aspects of the remediation process, ensuring both the safety of your environment and the well-being of those who depend on it.

• Asbestos and lead surveys: surveying buildings and structures for the presence of potentially hazardous materials and providing guidance for abatement.
• Water damage investigations: identifying and addressing water intrusions to prevent long-term structural and health issues.
• Indoor air quality (IAQ) assessments: testing air quality to ensure a safe return for building occupants.
• Mold surveys and remediation planning: evaluating mold growth and developing clear plans for safe removal.
• Allergen identification and bacteria testing: detecting potential health risks, such as bacterial contamination, which can result from water damage.

Our Commitment to the Community

At �鶹TV��վ, we’re more than a service provider — we’re partners in recovery. From our efforts after major Hurricanes, such as Katrina, Sandy, Harvey and Ian, to our long-term work in Puerto Rico after Hurricane Maria, and now our rapid response to Hurricane Helene, we understand true recovery goes beyond rebuilding structures. It’s about restoring the safety and well-being of the people who live and work in these environments.

Moving Forward Together

We believe in the strength and resilience of the communities we serve. Recovery can be challenging, but you don’t have to face it alone. As you rebuild, �鶹TV��վ will be by your side, ensuring your environment is safe, your people are protected, and your path forward is clear.

Stay safe, and remember, together, we will rebuild.

Disaster Recovery Tips

Here are a few essential tips to help you stay safe and manage recovery efforts in the wake of a hurricane:

• Document damage immediately: Take photos and videos of any damage to your property, both inside and out, before beginning any cleanup or repairs. It’s critical for insurance claims.
• Approach water damage carefully: Floodwaters can contain bacteria, chemicals and debris. Avoid wading through standing water unless necessary, and always wear protective gear.
• Check for structural integrity: Before re-entering any building, inspect for signs of structural damage. Look for cracks, sagging ceilings or other signs of compromised integrity.
• Don’t handle potentially hazardous materials: Find out if building materials contain asbestos or lead before handling, and take appropriate precautions as needed.
• Address mold quickly: Mold can begin to grow within 24 to 48 hours after flooding. Prompt action is necessary to prevent long-term health issues.
• Ensure safe air quality: Poor air quality can pose serious health risks, even if no visible damage exists. Consider having indoor air quality tested, especially if water damage occurs.

Sources:

The EPA has reached a turning point in its effort to transition key industries away from asbestos. Here’s what’s known about the final rule, which could go into effect as early as April.

The United States recently announced a ban on the only type of raw asbestos fiber imported into the country. This ban is not a standalone measure but part of a that will see a phased approach to eliminating all forms of asbestos and products that contain it.

The phased approach will provide certain manufacturers with a transition period of up to 12 years to phase out the use of asbestos in their products; therefore, the consumer will not see immediate effects.

With the US seeing a sharp reduction in domestic asbestos consumption over the years, the current reliance on imports of this harmful mineral has raised significant concerns among public health advocates.

The decline in asbestos consumption is part of a broader trend that reflects a growing awareness of the health dangers associated with this mineral. The last US asbestos producer ceased operations in 2002, and since then, the nation has exclusively depended on imported asbestos, mainly in the chlor-alkali industry, which accounts for 100% of .

Ban Implications

The immediate effect of the ban will be felt in the asbestos import sector, as the sole remaining type of asbestos fiber, chrysotile, becomes illegal to bring into the country.

Companies that use asbestos in manufacturing have been given a transition period to phase out their use, ranging from two to 12 years depending on the specific application and their facilities. This phased approach allows for an adjustment period, enabling companies to find alternative processes and materials.

However, it’s not without controversy. Many health advocates and professionals argue that this transition period is too generous, potentially prolonging the risks of asbestos exposure in the meantime.

The rule also carves out exemptions, permitting the import of other asbestos types under certain conditions. While this may be necessary to allow for certain critical uses, such as in handcrafted products, it also raises questions about how effectively these uses can be controlled and the potential for misuse.

Historical Context

Asbestos, highly valued for its , was used in a wide array of products during the 20th century. However, evidence linking asbestos exposure to serious respiratory diseases and cancer emerged in the early 1900s, leading to the mineral’s eventual decline in usage.

The history of asbestos in America is also marked by various regulatory attempts to manage its risks. Efforts date back to 1989, when the EPA first attempted to ban most asbestos-containing products.

These initial regulatory actions sparked controversies and legal battles, but they were also instrumental in diminishing asbestos’s presence in American manufacturing and construction. In recent years, legislative initiatives have gained traction, building upon the foundation laid by earlier regulations.

The 2024 asbestos ban not only fulfills long-standing calls for tighter restrictions on asbestos but also represents the country’s first legal limitation on the mineral since the recent overhaul of the in 2016.

Effects on Industry and Advocacy

The ban’s impact on various industries is likely to be significant, particularly for those sectors that have historically relied on asbestos.

Companies in the chlor-alkali industry, for example, which have extensive historical use of asbestos in their manufacturing processes, will face substantial challenges in transitioning away from this material.

The industry’s lobbying efforts reflect deep-seated concerns about the availability and cost of substitute materials, which could have ripple effects on products in the marketplace that are essential to ongoing climate, sustainability, and infrastructure projects.

Still, there are other methods to disinfect water and other ways to produce chlorine; in fact, two-thirds of the chlorine produced in the U.S. is produced without asbestos.

On the advocacy front, the announcement of the ban has been met with a mix of relief and caution. Health advocates prioritize the immediate cessation of all asbestos imports and uses, fearing that the extended phaseout could pose continued risks to workers and the public.

They also argue that the ban’s safety measures are lacking, underscoring the need for enhanced protective regulations and public health awareness.

Asbestos in Buildings

Asbestos was widely used in building materials such as pipe insulation, flooring, wall system components, glues, fireproofing, and many other items until the 1970s.

The new ban does not affect how these existing materials are managed and handled, which has been regulated by the EPA for decades.

Building owners are still required to conduct building inspections to identify and maintain asbestos-containing materials and have them professionally abated prior to building renovations and demolition.

Asbestos Services and Deep Expertise

In response to the new asbestos regulations, companies and government agencies turn to experts in asbestos abatement and safety compliance.

�鶹TV��վ, a leader in environmental consulting, offers vital support to businesses navigating the complexities of asbestos management. Services such as asbestos surveys, air monitoring, operation & maintenance plans, and worker training become essential as industries strive to meet the ban’s requirements.

With the ban poised to reshape industry practices and protect public health, the road ahead is not without its challenges. A cooperative effort between government, industry, and advocacy groups will be essential to realizing a future free from asbestos-related risks.

By upholding the spirit of the asbestos ban, we can ensure that the health and well-being of workers and the public remain at the forefront of our national policies and practices.

As more EV charging stations emerge across the country, some first-time buyers are inadvertently overlooking the importance of verifying what utilities lie below project sites. Enter subsurface utility engineering (SUE) professionals: the unsung heroes of the EV transition.

After accidentally nicking an underground power line, one school district was forced to halt construction on an electric vehicle (EV) infrastructure project.

The school was in the process of connecting an EV charging station to a cluster of ground-mounted solar panels located across campus, an investment that would and accommodate its growing number of EV drivers.

With the start of school just weeks away, Civil Engineer and Geophysicist Iko Syahrial was called to locate and map the underground utilities inside an 80-foot radius (about one tennis court’s length in every direction) for a safer path forward.

“The severed utility line was the only obstruction beneath the designated project area,” Iko said. “We also located multiple abandoned conduits that posed no risk to further construction activities.”

The process involved the use of five, non-destructive geophysical instruments, a standard operating procedure for subsurface utility engineering (SUE) evaluations that renders near-perfect depictions of underground utility networks.

“There’s no silver-bullet solution that can ‘see and detect’ everything,” Iko said. “But through the strategic integration of multiple, specialized tools — each designed to address specific aspects of subsurface analysis — we enhance our ability to unveil a comprehensive and accurate depiction of the hidden complexities below the surface.”

It’s the orchestrated collaboration of technology, Iko said, that brings clarity to the intricate subsurface landscape.

In other words, each instrument covers the other’s blind spot, piecing together an accurate picture and understanding of the subsurface conditions in question. They include:

• Line Tracer:
  • Passive mode identifies natural frequencies emitted by utility lines, such as the 60 Hz signal from electric power lines or radio frequencies from communication lines.
  • Active mode actively induces a signal onto the utility line using a transmitter and receiver, enabling tracing of the line’s path, even if it doesn’t emit a natural frequency (what Iko used to trace the rest of the nicked line).
• Ground-Penetrating Radar: uses radar pulses to image the subsurface. Helpful in locating buried conduits made of both metallic and non-metallic materials such as PVC or HDPE (think water pipes).
• EM-61 (electromagnetic devices): a powerful metal detector that detects the presence of metallic objects by generating an electromagnetic field and sensing the responses caused by metal conductors.
• M-Scope (conductivity meter): senses the conductivity of the materials (including soil). By detecting breaks in the homogeneity of the materials (discontinuity), it can be assumed that there is a possible underground line/object (think backfill).
• Gradiometer: measures variations in the Earth’s magnetic field, which can help identify subsurface anomalies or buried metallic objects.

Multi-method geophysical evaluations open projects to a wealth of insights that help inform safer construction activities.

The proactive involvement of SUE via geophysical methods in EV charging station projects is essential for the safe and efficient expansion of charging infrastructure, particularly for schools and institutions seeking to promote sustainability on their campuses.

By identifying and mapping underground utilities, these professionals mitigate risks, reduce construction costs, and support the growth of electric mobility, ultimately contributing to a more sustainable future.

The process took Iko approx. four hours and cost a fraction of what the school will end up paying in change orders.

“These types of accidents can almost always be avoided,” Iko said. “If you’re thinking about adopting EV charging infrastructure, determine the location of all underground utilities before you dig. It’s a budget-friendly way to save time — and lives.”

The No. 1 AEC industry news source, the Engineering News-Record, hand-selected Elizabeth Brown and Maria Kurniati to its annual list of standouts under 40. Join us in honoring and getting to know our ENR representatives.

Discover how you can contribute to our global impact by taking your first steps towards an exciting career: /careers/

Q&A: �鶹TV��վ’ National Practice Director of Geotech Richard Barrows shares insights into his career and passion for geotechnical engineering.��

In the 1980s, after years of working on motorcycles in his parents’ garage, Rich Barrows developed a talent for building dirt bikes.

He would haul his creations to the nearest motocross tracks and ride for hours, testing the suspension against the terrain and noting mechanical weaknesses to work on later.

Rich could picture himself competing in professional races but also didn’t want to squander his college education. So, he combed a catalog of degree programs to replace his passion for assembling motorbikes and off-roading — and loaded his schedule with the next best thing.

“Motocross was a great hobby, but the idea of living off sponsorship dollars didn’t sit well with me,” Rich said. “I was really interested in earth materials and that led me to selecting a course called Soil Mechanics. It was more of an upper-level course. I had to knock on some doors to enroll. But once I got approved, I never looked back.”

Rich Barrows, right, standing next to 80s motocross legend Roger Decoster, a five-time 500cc
Motocross World Champion and four-time US AMA Championship winner whom Rich met in early August.

Since then, Rich has built a 37-year career in civil engineering and geotechnics. We sat down with the former Federal Highway Administration’s (FHWA) Geotechnical Engineer and Construction Chief to learn why he returned to the workforce after a brief hiatus.

What does the bulk of your work look like?

I oversee two divisions, the geotechnical engineering side with over 100 people and the geophysics side with about 22. I analyze where our gaps are, where we want to develop further, and what work areas we want to pursue. I also coordinate with business development on where we want to take the team and where we can grow.

How long have you been in Geotech?

What kind of problems are we helping our clients solve?

Tell us about why you came to �鶹TV��վ.

What’s the most challenging project you’ve undertaken?

Two come to mind.

The reconstruction of Going-to-the-Sun Road at Glacier National Park involved restoring a 50-mile-long corridor that crosses through the park.

It’s a narrow road lined with 130 retaining walls, most of which were built around 1927, so it was in pretty bad shape. That scope involved evaluating the walls and coming up with repair and rehab schemes. My field teams had to balance environmental restrictions and historic preservation needs without interfering with traffic flow.

We started that in 2003 and completed the reconstruction in 2019.

The other project was Salmon River Road in Idaho, a complete reconstruction of a narrow gravel road, road on very, very steep terrain.

It sits between steep canyon walls and the Salmon River. A lot of retaining walls, ground anchors, and other slope stabilization measures were required. It was just one of the toughest geographic areas I’ve ever worked in.

As a Washington local, what regional and environmental impacts do you consider while working on community projects?

Just about wherever we’re working, even if it’s in a more arid environment, I’m always considering erosion control and how our designs or our recommendations impact that.

The culverts on a lot of roads in the Pacific Northwest were designed or sized to carry storm water. They did that adequately for some time, but the designs really didn’t consider fish passage needs. Replacing culverts with more fish friendly designs is part of a big program in the Pacific Northwest.

How do you define Geotechnical Excellence?

You’re not going to know everything that you’d like to know about the ground. Excellence comes from utilizing knowledge and experience to come up with designs or recommendations that are based on what you know and is best suited for the ground.

Building a new bridge across the Mississippi River in the Baton Rouge area is not a new idea. The need had been there for decades, but getting beyond general conception has proved difficult, for any number of reasons. But today, thanks to a more pragmatic approach to achieving this monumental undertaking, a new Mississippi River Bridge (MRB)-building effort is taking those first critical steps toward becoming reality.

“Some of the attempts over the past 20 years have had bigger ambitions and scope and they were never able to get off the ground, either financially or politically,” says Kara Moree, CFM. “What we’re doing is concentrating on the early phases—selecting a location and getting the environmental documentation—to provide a foundation and build momentum for the project. This approach has been very successful in moving it forward.” Moree is the national director for NEPA & environmental compliance with �鶹TV��վ Technical Consultants and serves as the overall project manager. �鶹TV��վ was selected by the Louisiana Department of Transportation & Development (LADOTD) as the prime consultant to conduct an Enhanced Planning Investigation and Environmental Evaluation for a new river bridge, one of the most high-profile civil infrastructure projects in the state of Louisiana.

��Project staff members answer questions from the public about the new
Mississippi River Bridge at a community center meeting in April 2022.

As its first order of business, the �鶹TV��վ-led team was asked to identify approximately 30 possible locations for the new bridge. The project limits were set along 60+ miles of river so, at first glance, it did not appear to be a tall order, but they didn’t get too far into the navigation study before discovering just how many constraints the project would be subjected to. “There were a lot of places we couldn’t put piers in the river. There are anchorages and things of that nature that we needed to stay away from. We were also limited to a 2,000 ft maximum main span length. We consulted with the U.S. Coast Guard and spoke with river pilots and identified other restrictions and impediments. It was difficult coming up with 30 locations, but eventually, we did identify 32,” Moree says.

From there, the team took a tiered approach to narrowing that list down to a more manageable number. Two rounds of screening were conducted in consideration of the project’s purpose and need, which was informed and supported by traffic data and other analyses. “We also had to consider the environmental impacts. We had to determine if we would be able to get permits, whether it was for wetlands or levees or the Coast Guard. There’s also a lot of really big industry up and down the river, and of course, Baton Rouge has one of the busiest ports in the world,” she says. By taking a data-driven approach, the team, which included 13 sub-consultants, was able to back up their decisions with cold facts. This proved particularly beneficial when 10 preliminary alternatives were selected and presented to the public.

As in many areas of Louisiana, Baton Rouge is still dealing with the aftermath of Hurricane Katrina in 2005. Almost overnight, the area took in an additional 200,000 displaced individuals. One of the impacts of that growth was that the metropolitan area hit its projected 2030 traffic volumes 25 years ahead of schedule. A project of this size and potential impact is bound to raise the interests, and passions, of residents and community leaders. Extensive public information and stakeholder engagement efforts were particularly critical in keeping the project moving forward. The team also made quarterly presentations to a state legislative committee so that government and political influencers would be kept abreast of progress.

Although �鶹TV��վ is a national firm with 100 locations across the country, the MRB project has benefited from a decided home-field advantage. Both Moree and Maria Bernard Reid, NEPA specialist and deputy project manager were born and raised in south Louisiana. Although �鶹TV��վ is a multi-disciplined firm with the resources to complete a project of this magnitude from start to finish, it benefited from the specialized expertise of its two project leads. “We are not engineers—we’re environmental people. Everything we see, we see through the eyes of biologists and NEPA practitioners. The Federal Highway Administration, who will be reviewing our environmental document, really appreciates having that perspective informing our findings,” says Reid.

That advantage has resulted in what will be the first approved Planning and Environmental Linkages (PEL) document on a LADOTD project. The integrated and collaborative PEL approach asks project teams to consider environmental factors during the planning process, using data and analysis gathered during planning to enhance the environmental investigations and analysis. FHWA encourages its use as a means to save time and cost by minimizing duplicate efforts. “Going straight from planning into NEPA, we fully expect that all of our work will be brought forward. Having two environmental professionals leading that has been a very big plus in producing high-quality and approvable documents,” Reid says.

�鶹TV��վ is scheduled to complete its work on the MRB project in late 2024. A new governor and administration will be installed in January, and the team is focused on keeping the project moving forward and maintaining the state’s commitment. If all goes according to plan, it will soon be moving toward design and construction.

Published by Engineering News-Record (ENR)
On July 31, 2023