Road usage charging (RUC), also known as mileage-based user fee (MBUF), vehicle miles traveled (VMT), or distance-based user fee (DBF), is a government policy that charges drivers based on the number of miles traveled rather than fuel consumption. RUC is an alternative funding mechanism to support road maintenance and new construction intended to supplement or replace the current gas tax.

Understanding road usage charging requires an understanding of the federal gas tax. First implemented in 1932 during the Great Depression, the tax was designed to generate revenue for the federal government at a rate of one cent per gallon. Just over two decades later, when the Highway Trust Fund was established, the tax transformed into a way to generate revenue for highway construction and maintenance. Despite inflation and rising infrastructure costs, the tax stagnated at 18.4 cents per gallon in 1993.

The Highway Trust Fund faced periodic shortfalls due to the fixed nature of the gas tax, improvements in vehicle fuel efficiency, and the increasing prevalence of electric vehicles. The federal gas tax played a crucial role in funding the nation’s transportation infrastructure, but its purchasing power diminished over time due to inflation and evolving transportation trends.

The funding challenges associated with declining fuel tax revenue prompted alternative solutions. With many states committed to making a full transition to electric vehicles by 2035 and light-duty transitions by 2027, raising the gas tax will have a negligible effect on transportation funding. Many policymakers suggest RUC programs will significantly increase revenue for transportation infrastructure maintenance and upgrades.

The RUC program identifies fairness and long-term revenue stability among its core values:

• Fairness: Unlike a traditional fuel tax, which is based on the amount of fuel purchased, RUC directly links taxes or fees to road usage, meaning those who drive more or use heavier vehicles pay more for road maintenance. Low-income communities, whose residents traditionally pay more at the pump due to the use of older, less fuel-efficient, conventional vehicles, will benefit significantly.
• Revenue Stability: RUC provides a more stable revenue stream because it is not dependent on changing fuel consumption trends. Revenues from RUC data are directly linked to specific transportation projects and maintenance needs, ensuring that funds are used where they are needed most.
• Encourages Efficiency: As public transportation infrastructure projects, such as bus rapid transit, continue to receive more funding, RUC can incentivize using alternative transportation modes like carpooling, biking, walking, or choosing more fuel-efficient vehicles. This can reduce congestion, greenhouse gas emissions, and overall road infrastructure wear and tear.
• Flexibility: RUC can be implemented in various forms, such as registration fees, congestion pricing, or pay-per-mile fees, allowing policymakers to tailor their system to local priorities. Advances in technology make it easier to implement and scale RUC systems to integrate with smart city and transportation initiatives.
• Planning for the Future: RUC systems provide valuable data on travel patterns and road usage, which can be used for better transportation planning and investment decisions.

Data collection requires various methods for all road users. Many mileage recording technologies are implemented to ensure RUC data collection is accurate and accessible:

• Embedded Telematics: These use factory-installed systems in newer vehicles that provide accurate and continuous data on mileage and location. These components can do GPS or non-GPS reporting and are increasingly common in newer vehicle models.
• On-Board Diagnostics (OBD) Dongles: Devices are self-installed by the driver through the on-board diagnostic port, receiving and storing data directly from the vehicle that can transmit data to the RUC program.
• Self-Reporting Odometer Photo: This method encourages drivers to submit odometer images. While universally accessible, this method cannot provide location data.
• Smartphone: Mobile applications use GPS to record mileage. This option is gaining popularity due to the ubiquity of smartphones, though the data accuracy can be less reliable than that from plug-in devices.
• Hybrid Approach: A hybrid approach merges two or more methods together.

Implementing a RUC program does not come without challenges through planning and design, implementation, and public perception:

• Privacy and Security: Ensuring that the public trusts the system to protect their information is crucial to gain traction, as data breaches or misuse could undermine the program’s reliability. To address this, clear terms and conditions, encryption policies, and secure data management should be implemented, along with incident management policies to handle potential breaches.
• Equity Concerns: Though RUC is designed to enhance equity in transportation funding, there are concerns that different demographics, income levels, and geographic areas will feel unfairly targeted. To help ensure equity, information like vehicle location, type, size, owner’s income, or miles-per-gallon can determine variable pricing, similar to tolling systems.
• Technology Implementation: Developing, deploying, and maintaining the necessary charging technologies can involve a complex cost structure, especially when considering the integration logistics with existing systems. Offering combined statements and invoices, along with ensuring easy integration and interoperability, is essential but requires significant coordination and investment between public/private partnerships.

By expanding beyond the limitations of traditional fuel tax revenues, RUC offers a future-oriented funding model that aligns with modern infrastructure needs and evolving transportation technologies:

• Adapting to Evolving Vehicle Trends: With the rise of fuel-efficient and electric vehicles, traditional fuel tax revenues are steadily declining, creating a critical funding gap. RUC offers a sustainable solution by ensuring that all road users contribute fairly to transportation funding, regardless of their vehicle type.
• Supporting Targeted Infrastructure Investment: RUC systems can potentially generate detailed data on travel patterns and road usage, enabling more accurate and effective transportation planning. This data allows for targeted investment in critical infrastructure projects, ensuring that funds are directed to areas with the greatest need and potential impact.
• Adapting to Technological Advances: RUC systems are designed to integrate seamlessly with emerging smart city technologies, such as connected infrastructure and autonomous vehicles. This adaptability not only supports current transportation needs but also ensures that funding mechanisms remain effective and relevant as new mobility services and technologies evolve.

As we look toward the future, adopting RUC will be essential for creating a resilient and sustainable transportation infrastructure. By embracing this forward-thinking funding model, we can ensure that our transportation systems are equipped to handle the challenges of tomorrow while promoting efficient and equitable road use.

Lithium-ion battery fires occur through a process called thermal runaway. This happens when a battery cell short circuits and heats uncontrollably, which then causes surrounding cells to heat up. As the adjacent cells heat up, they create a chain reaction throughout the system, which can lead to the release of flammable gasses and the ignition of battery cells, potentially the entire battery housing. Unfortunately, current facility suppressants do not penetrate the battery housing, making it impossible to reach the cells before they combust.

The initial short circuit can happen as a result of many different situations. Defects in battery construction, such as manufacturing errors, can create an unstable environment for the chemical reactions to take place within the cell. Poor handling, improper charging equipment, and user error resulting in physical damage can lead to battery failure as well.

While BEB fire risk is low, facilities must be prepared to handle battery fire emergencies.

To effectively address the risk of BEB fires, it is essential to implement comprehensive mitigation strategies. These strategies enhance safety and provide a framework for emergency response and risk management. Here are seven key strategies for mitigating BEB fire risks:

BEB compartmentalization is crucial in facility design. Barrier systems typically include a divider lane and concrete walls. At first glance, they may seem exaggerated, but barrier systems restrict fire spread and isolate fire risks, allowing for emergency response to be able to focus their efforts to mitigate the fire.

Emergency isolation procedures involve moving a bus showing signs of thermal runaway to an isolated area to prevent personal injury and facility damage. This is most effective when bus facilities with concrete walls or fire-safe curtains can separate buses to prevent fire spread. This strategy isn’t commonly implemented due to the increased danger and special equipment needed to move a bus on fire. However, if maintenance or operations staff identify a vehicle as not properly functioning, they should isolate it.

Battery suppression and early warning systems are becoming standard equipment. These systems, found directly outside or within the battery itself, divide the BEB into four zones and customize the suppression system to each zone. These sophisticated systems use onboard telematics, providing real-time data and alerts to operators and maintenance personnel. They can either automatically activate suppression mechanisms or allow operators to trigger them manually.

Fire modeling is an innovative fire scenario approach, using facility dimensions and structural elements to design optimal sprinkler and heat detection locations. Fire modeling software visualizes the fire heat release rate over time, evaluates the effectiveness and performance of sprinkler systems, and provides actionable results for the building and BEBs. This aids planners in developing facility layouts and bus placements.

Infrared and thermal imaging have shown significant progress in addressing challenges by detecting hotspots and anomalies in battery temperature. When connected to building automation systems, imaging can analyze thermal data and detect potential fire risks with real-time monitoring. These cameras must have a direct line of sight to critical areas where battery heat build-up might occur.

Deluge sprinkler systems are currently the most effective and recommended fire control and BEB suppression method. They are designed for high-hazard and large-scale fire areas and are zoned with heat detectors. The deluge sprinkler system activates and applies a continuous amount of water in the overheating zone. These systems require regular testing and maintenance to ensure they are fully functional in an emergency.

The most impactful technology is solid-state batteries, which will eventually replace lithium-ion (LI) batteries. These batteries use solid electrolytes instead of liquid ones, significantly reducing the risk of leaks and fires. They can store more energy and charge faster than conventional lithium-ion batteries, leading to safer and more efficient travel for users. However, solid-state batteries are still largely in the prototype stage of development and are not expected to be widely available until the 2030s.

Lithium-iron phosphate (LFP) batteries are another currently available alternative. LFP batteries are safer than traditional lithium-ion batteries because they do not produce their own oxygen, which helps prevent thermal runaway and battery fires. While they have a lower energy density, meaning they store less energy, their stability and safety benefits are significant.

New design considerations for current battery types, such as implementing non-flammable electrolytes and enhanced battery enclosures, are also in progress. Research is being conducted into less volatile and non-flammable electrolytes, reducing fire risk and enhancing overall battery stability and safety. Developers are also interested in battery enclosures designed to withstand high impacts and contain internal fires. Multiple layers of safety features, including thermal barriers and pressure relief mechanisms, suppress fires and reduce the risk of thermal runaway in the battery pack.

As the adoption of BEBs continues to rise, ensuring their safety becomes paramount. By understanding the causes of BEB fires and implementing comprehensive mitigation strategies, transit authorities can better protect their fleets, facilities, and passengers. Ongoing advancements in battery technology and fire suppression systems offer promising solutions to these challenges, paving the way for a safer and more sustainable future in public transportation. Continued research, innovation, and collaboration with first responders and industry experts will be key to addressing the risks and maximizing the benefits of this transformative technology.

Modern roundabouts are a type of intersection that has a circular configuration. Curved approaches with a channelization by a splitter island, or a raised area that separates entering and exiting traffic, help slow down entering traffic. When approaching a roundabout, an entering vehicle yields to circulating traffic that travels around a center island in a counterclockwise direction. Studies have shown that circular intersections result in a safer, more efficient way to move traffic. According to the Federal Highway Administration, roundabouts reduce fatal and injury crashes by 82% compared to a two-way, stop-controlled intersection and by 78% compared to a signalized intersection.

There are different key components to a roundabout. The first component is called the central island. It is in the roundabout’s center where vehicles circulate. The central island typically has a landscaped, non-traversable area and a stamped concrete traversable section. This traversable section is called the interior truck apron. The truck apron is on a raised, rolled curb from the roundabout travel way. This allows tractor trailers and other large vehicles to make turns within the roundabout. Sometimes, truck aprons are needed on approaches. In this situation, these are called outside truck aprons.

The inscribed circle diameter (ICD) is the distance across the circle inscribed by the outer curb of the circulatory roadway. The ICD is used to describe the roundabout’s size.

The circulatory roadway is the paved path that vehicles drive within the roundabout.

Each leg of a roundabout has an entry and exit. The entry and exit curves are designed to control vehicle speeds.

A splitter island provides refuge for pedestrians who are crossing the road.

There are numerous types of roundabouts that have unique design elements to accommodate varying traffic situations, spatial limitations, and user requirements. Among the most common are:

• Single-lane Roundabouts: These are utilized for moderate traffic amounts. They are made to support one traffic lane circling the central island. Their ICD size typically falls in the range of 110 feet to 140 feet but can be larger. Single-lane roundabouts are the most common type of roundabout; they can be utilized in urban or rural environments and typically have three or four approaches. In unique settings, single-lane roundabouts can have five or more approaches.
• Multi-Lane Roundabouts: Specifically designed for higher capacity intersections, multi-lane roundabouts feature two or more traffic lanes entering and encircling the central island. Their ICD size typically ranges from 160 feet to 200 feet for a two-lane roundabout. A special design should be considered with multi-lane roundabouts, such as lane traffic control, speed controls, and avoiding entry path overlap which can cause sideswipe vehicle crashes. This is especially the case in two-by-two roundabouts.
• Mini Roundabouts: These operate similar to single-lane roundabouts, however, mini roundabouts are much smaller and have a fully traversable central island. Their ICD size is between 60 feet and 90 feet. Mini roundabouts are a great design option for urban settings where right-of-way is a major constraint.
• Peanut Roundabout: This alternative roundabout design operates very similarly to single-lane and multi-lane roundabouts, where entering traffic yields to traffic circulating. However, the circulating traffic must go around two closely spaced roundabout circles that are connected to each other by another curve or tangent. This makes the roundabout itself look peanut-shaped, hence the name. Peanut roundabouts are traditionally placed at intersections that have poor skew angles. Also, a peanut roundabout is a way to combine two closely spaced intersections into one.
• Dumbbell and Dog Bone/Teardrop Roundabouts: These roundabouts are typically built at diamond interchanges and are three-legged. They are two different roundabouts that are connected to each other by a tangent, which is longer in length than a peanut roundabout. A dumbbell roundabout features full circles at each roundabout, allowing all vehicles the ability to make a U-turn movement. A dog bone, or teardrop, roundabout is an unfinished or squashed circle that does not allow for continuous 360-degree travel within the circulatory roadway.
• Turbo Roundabouts: These roundabouts are multi-lane and use a spiral road geometry with physical channelization, or raised lane dividers, to maintain driver lane discipline within the roundabout. Also, turbo roundabouts have more of a tangential entry. These roundabouts originated in the Netherlands and are newer to the U.S. They eliminate the lane change side swipe conflicts in a two-by-two multi-lane roundabout by the raised lane dividers. The roundabout geometry spirals a driver out to the appropriate roundabout exit based on the lane the vehicle is in at entry.
• Other Nontraditional Roundabouts: Other unique roundabouts include a hamburger, a thru-about, and a compact roundabout.

When looking to improve traffic flow and reduce congestion, innovative roundabout engineering and design must be considered. Determining which roundabout type to use depends on several variables, such as traffic volume, right-of-way constraints, safety concerns, and the transportation project’s objectives. Every kind of roundabout is made to tackle certain design problems and offer the best possible vehicular safety.

Roundabouts are growing in popularity throughout the U.S. — it is estimated that there are as many as 13,000 roundabouts nationwide. Transportation agencies are realizing the numerous advantages of creating a roundabout intersection. Some of the most impactful roundabout benefits include:

• Safety: A roundabout’s greatest strength is improving safety. In comparison to a four-leg intersection that is either stop-controlled or signalized, roundabouts can dramatically lower accident frequency and severity by inducing lower vehicle speeds and reducing conflict points. A standard four-legged intersection has 32 vehicle-to-vehicle conflict points and 24 vehicle-to-pedestrian conflict points. In comparison, a four-legged roundabout has only eight vehicle-to-vehicle conflict points and eight vehicle-to-pedestrian conflict points. What a reduction! A study by the Insurance Institute for Highway Safety found roundabouts provide a 90% fatal crash reduction, 76% injury crash reduction, 30% to 40% pedestrian crash reduction, and 10% bicycle crash reduction. The reduction in pedestrian crashes is attributed to pedestrians only crossing one direction of traffic at a time. Roundabouts prevent dangerous T-bone crashes that are common at signalized and stop-controlled intersections.
• Capacity: By allowing traffic to flow constantly, roundabouts are designed to minimize halting vehicles. Single-lane roundabouts can accommodate up to 20,000 annual average daily traffic (AADT) and up to 1,300 vehicles per hour at peak times, whereas two-lane roundabouts can handle 25,000 to 45,000 AADT. Talk about efficiency!
• Speed, Speed, Speed: Did I mention speed? Roundabouts promote slower vehicle speeds. The roundabout geometry forces vehicles to slow down when entering the roundabout area. Vehicles entering a roundabout intersection are forced to slow down to 25 miles per hour or less. This, in turn, reduces drivers’ stopping sight distance, helping avoid crashes. Crashes are significantly lower compared to signalized and stop-controlled intersections.
• Aesthetics and Landscaping: A roundabout’s middle island offers a chance for aesthetic and landscaping improvements. Roundabouts allow cities and agencies to create an eye-catching focal point in rural, suburban, or urban settings.
• Lower Maintenance Costs: A signalized intersection requires electricity 24 hours per day. Signals also need maintenance for burned-out lights, loop detector replacement, pavement repairs, and other detector upgrades. Roundabouts only require streetlight electricity and landscaping maintenance costs. Although there might be more initial costs with a roundabout compared to a signalized intersection, long-term maintenance costs are lower overall.
• Less Environmental Impact: Because cars can travel through roundabouts by yielding, they frequently reduce idling time and fuel consumption, which lowers emissions.

Roundabouts are a great tool to help resolve challenging intersection designs due to a variety of factors, including increased traffic flow, enhanced safety, environmental considerations, and aesthetic benefits.

Brandon is a senior highway engineer based in our Columbus, Ohio, office. His fascination with roundabouts began in childhood when he drew maps and made a clay model of a roundabout. This early passion evolved into a professional career where he has contributed to over 30 conceptual roundabouts and more than 10 roundabouts currently in design, construction, or already built. Brandon’s lifelong interest in roads, sparked by family trips to Myrtle Beach, South Carolina, and a high school project on intersections, has driven his roundabout expertise. His dedication to improving traffic capacity and safety through roundabout design reflects his deep commitment to this innovative solution.

Successful water reclamation programs begin with articulating clear, practical, and actionable goals and developing an integrated plan for achieving those goals. The planning process should involve assessing the balance between water demand and supply and evaluating whether local or municipal supplies meet production needs.

For some industrial users, advanced technologies are necessary to meet stringent wastewater pretreatment requirements, such as discharge limits for total dissolved solids. These requirements often lead to water reclamation being considered. This comprehensive approach ensures that water reclamation projects are both viable and sustainable.

Transforming wastewater to boost water supply reliability involves technical complexities. Effectively removing contaminants requires advanced treatment technologies, including biological systems, membrane-based purification, and advanced filtration and oxidation processes, making the process complex and resource-intensive. These technologies manage both liquid and solid streams, with the choice of technology dependent on the characteristics of the influent and future expansion needs. Evaluating operational and utility requirements is crucial for ensuring cost-effective and scalable solutions.

Using reclaimed water for potable water is a relatively new concept, posing regulatory requirement and public perception challenges. Reclaimed water systems must comply with local, national, and international standards. Each industry may have specific water quality requirements, making it crucial to remain abreast of regulatory changes during the planning and design stages.

Design considerations must include equipment redundancy, online monitoring, adequate storage capacity, and other risk management measures to produce a robust and reliable treatment plan. And, transparent communication is vital for building public trust and ensuring continuous regulatory compliance.

High capital (CapEx) and operational expenditure (OpEx) costs are significant hurdles in water reclamation. Advanced treatment technologies, such as high-pressure reverse osmosis, advanced oxidation, and thermal systems for treating reverse osmosis reject water, are energy intensive.

Detailed analyses of CapEx and OpEx for each option are essential. Consider the pros and cons, facility footprint, steam or electrical utility requirements, operating requirements, and maintenance schedules to support technologically and financially sound decision-making. Energy-efficient technologies often provide the best value.

Operations and maintenance (O&M) considerations are especially critical in facilities charged with transforming wastewater into potable drinking water. A skilled workforce is essential, as O&M personnel must be well-trained in advanced water treatment technologies to manage and optimize the complex systems involved. Implementing comprehensive maintenance programs is crucial to ensure the reliability and longevity of the treatment systems, preventing breakdowns, and ensuring consistent water quality.

Additionally, a commitment to continuous improvement is necessary, with processes regularly updated and refined based on new research, technological advancements, and operational data. This proactive approach helps maintain high standards and adapt to evolving challenges in water treatment.

Despite the challenges, water reclamation offers significant benefits, especially in addressing water scarcity and imbalanced distribution. It provides a reliable and sustainable water supply, reduces pressure on community drinking water system supplies, and decreases the discharge of treated wastewater to surface water, protecting natural water systems and aquatic life. Additionally, energy and resource recovery, such as biogas utilization and phosphorus and nitrogen recovery, can be integrated into the design process.

Historically, engineers have used 2D digital platforms like CAD software to design substations. The downside to a 2D approach is the inability to visualize spatial relationships, increasing the potential for human error and creating a cumbersome review and revision process. This scenario forces utility companies to allocate resources to integrate these components into the overall system design, decreasing efficiency, increasing costs, and prolonging project schedules.

One challenge is the uniqueness of each substation design, leading to inconsistencies across different design and construction projects and sites. Additionally, the lack of standardization forces designers to rely on their best judgment for physical layouts and cross-sectional views. Many utilities design substations without accounting for future site and/or system modifications. This absence of standardization further increases costs as companies must find ways to integrate new substation requirements. While this methodology has served the industry well, substation design is falling behind as more power system components, such as foundations, steel structures, control rooms, and communications systems, are designed using 3D technology.

While transitioning to 3D design comes with challenges, including potentially significant initial costs for software and training, replacing legacy systems incompatible with new 3D technologies, and defusing internal resistance as teams adapt to new workflows, processes, and tools, the long-term benefits of 3D modeling and design significantly outweigh the drawbacks. These benefits include:

• Enhanced Visualization: Models provide a comprehensive representation, allowing stakeholders to easily understand spatial relationships within the system, which may include virtual reality walkthroughs.
• Digital Twin Implementation: Digital twin technology enables predictive maintenance, optimized performance, and increased system reliability.
• Real-Time Collaboration: Many 3D design tools are cloud-based platforms with shared interfaces. These enable multiple users to work on the model simultaneously, facilitating collaboration and quicker decision-making.
• Improved Accuracy: Detailed 3D models accurately represent every substation component, reducing errors and omissions, minimizing rework, and identifying clash detection.
• Effective Stakeholder Engagement: 3D models are more intuitive and accessible than 2D drawings, increasing stakeholder engagement.
• Simulation and Scenario Planning: Design tools often include simulation capabilities, allowing teams to visualize potential issues and proactively test scenarios before construction.
• Streamlined Processes: Establishing streamlined processes prevents information siloing and enhances project coordination, aligning project and organizational goals.
• Documentation and Reporting: Software platforms can generate detailed and standardized reports and documentation, providing clear and concise information for project reviews, approvals, and regulatory compliance.
• Training and Onboarding: Interactive 3D models can help new team members quickly grasp the project scope, accelerating the onboarding process.

As the energy industry moves toward a more integrated, technology-driven approach, utilities must consider a comprehensive digital transformation strategy. Implementing standard software programs, such as Autodesk Inventor, is essential for achieving a holistic power system design. Looking forward, we anticipate the following utility digital transformation:

• Adopting 3D Modeling and Design: 3D modeling will become the standard, enhancing accuracy, improving visualization, and increasing stakeholder collaboration.
• Focusing on Sustainable Design: There is an increasing emphasis on sustainability, minimizing the carbon footprint of substations and supporting the integration of distributed energy resources.
• Increasing Cybersecurity Measures: Utility companies will implement advanced security protocols and technologies to protect critical infrastructure from cyber threats and ensure the power grid’s resilience.
• Creating Modular and Scalable Designs: Substation designs will become more modular and scalable, which will be easier with default substation-specific library components. This type of design also supports modular construction, resulting in lower costs, faster construction, and reduced waste.
• Focusing on Resiliency and Reliability: Future substation design will prioritize resilience and reliability, incorporating features for energy savings, extreme weather events, natural disasters, or other disruptions and increasing customer satisfaction.

Overall, the future of power substation design will be characterized by increased efficiency, innovation, and sustainability and driven by advanced technology adoption and a focus on designing and building robust, adaptable infrastructure.

Digital transformation in the power industry is underway, promising a future in which digital precision can help drive a utility’s success. 3D design is not just a technological upgrade; it’s a paradigm shift in substation engineering, offering unparalleled accuracy, enhanced visualization, and streamlined processes that spur efficiency and innovation.

As the energy industry continues to evolve, embracing this technology is essential for utilities seeking to stay ahead of the curve, optimize resources, and deliver superior performance. If your utility is ready to power up the possibilities with 3D design, let’s chat!

Frost Heaves and Pavement Distortions: Pavement frost heaves are ground movements caused by the freezing and expansion of moisture beneath road surfaces and structural foundations during cold weather. These heaves can lead to uneven and hazardous road conditions, affecting pavement integrity. Common treatments for pavement frost heaves include using insulating materials, proper subbase drainage systems, and strategic road design to minimize the impact of freezing and thawing cycles.

High Embankment Fills: Designing and constructing high embankment fills presents several engineering challenges, including slope instability, differential settlement, and erosion. Solutions to these challenges may include conducting a proper geotechnical analysis, engineering the slope with suitable materials, and implementing stabilization measures such as retaining walls or geosynthetic reinforcement.

Deep Fill Culverts and Trenchless Methodologies: Trenchless replacements, an alternative to traditional open-cut methods, involve installing or rehabilitating culverts with minimal excavation, reducing environmental impact, potential relining, and disruption to existing infrastructure.

Heavy Snow and Melting Events: Heavy snow melt and ice flow pose significant engineering challenges as they can lead to increased water volumes and rapid runoff, potentially causing flooding and erosion. Engineers must design infrastructure, such as bridges and culverts, to withstand the dynamic forces associated with the sudden release of water and ice. Effective drainage systems, snow management strategies, and reinforced structures are crucial in mitigating the impacts of heavy snow melt and ice flow on infrastructure. Moreover, our teams must ensure that site visits are carried out in non-winter conditions, as snow cover and inclement weather introduce additional challenges to fieldwork.

Earth and Material Management: Due to the remote nature of many project sites, hauling in earth and granular material over long distances can be expensive. Conversely, hauling excess material away from project sites comes with similar logistical and environmental challenges. Creatively managing earth, granular, and rock quantities generated by construction projects for reuse is critical to project success and delivering value to agencies.

Rocks and the Canadian Shield: The Canadian Shield, a vast geological region covering about half of Canada and spanning the majority of Northern Ontario, is renowned for its ancient and exposed Precambrian rocks, which date back over 4 billion years. The presence of excessive rock presents geotechnical challenges for roadway infrastructure projects. Engineering techniques include geotechnical analysis, rock blasting, rock scaling, and various stabilization measures adjacent to infrastructure facilities. Rock quantities generated from project sites may be crushed and re-used as roadway or track embankment materials.

First Nations Communities and Organizations: Northern Ontario is home to many cherished First Nations communities and organizations that are critical rights bearers to project lands. Meaningful engagement is critical to project success. Collaboration should be based on a recognition of Indigenous rights, cultural sensitivity, and a willingness to adapt plans in response to community input, fostering a collaborative and inclusive decision-making process.

These challenges also present opportunities to build a more reliable transportation network that supports the diverse needs of Northern Ontario industries, communities, and residents. Gannett Fleming is playing a pivotal role in addressing these challenges. From tackling unique issues presented by colder climates to navigating rocky terrain to implementing innovative and resilient solutions required in remote areas, our teams have advanced several vital projects to meet the needs of clients and communities in this remote region.

Gannett Fleming is renovating and expanding roadway and rail infrastructure throughout the province. Here are a few examples of our work:

This 20-kilometre stretch of Highway 61 lies just south of Thunder Bay from Jarvis Bay Road to south of Highway 130. The scope of work for this rehabilitation includes:

• Cold in-place recycling with expanded asphalt mix.
• Removal of existing shoulders to process and place reclaimed asphalt pavement rounding material.
• Guiderail replacement and adjustments.
• Culvert replacement and rehabilitation (deep fills and trenchless).
• Platform widening.
• Shoulder correction.
• Slope stability treatment and utility relocations.
• Entrance rehabilitation.
• Drainage deficiencies and frost heave remediations.
• Replacing seven deep fill culverts via trenchless methodology.

Gannett Fleming performed detailed design and contract preparation services for 30 kilometres of highway rehabilitation from Little Pashkokogan River to the southern limits of Mishkeegogamang First Nations lands. This route provides potential access to the mineral-rich Ontario Ring of Fire. The general scope of work includes:

• Caribou migration and noise considerations.
• Widening platforms.
• Providing an asphalt driving surface.
• Eliminating frost heaves and distortions.
• Addressing drainage deficiencies.
• Replacing centerline and entrance culverts, as well as safety improvements.

Gannett Fleming is designing a rest area at Terrace Bay along Highway 17. This section of the Trans-Canada route typically experiences several road closures each winter due to extreme weather and motor vehicle accidents. The new Terrace Bay rest area may help prevent tragedies by providing truckers and other motorists with a safe space to rest during long voyages. Additional features include a washroom facility, picnic area, dog park, bus bay, and electrical vehicle charging stations.

The project scope for the City of Timmins’ Transportation Master Plan (TMP) includes a comprehensive analysis and future planning of the city’s entire transportation network. Gannett Fleming is collecting traffic data, investigating existing conditions, and developing a plan to optimize traffic flow, safety, and truck routes. The TMP aims to address vehicular, pedestrian, and transit system improvements, integrating traffic calming measures, updating traffic signals, and enhancing general traffic management.

Our team routinely addresses a wide variety of challenges on this project. By working closely with foundation engineering experts, we replaced old and failing timber structures and settlement issues that were affected by excessive salt impacts with corrosion protection techniques. Northern highway structures often involve tighter roadway platform widths, making safe and efficient construction staging a challenge. Select Gannett Fleming assignments on Highway 17 include structural culvert design at Neys Creek, Ruby Hill, and Fire Creek.

Ontario Northland Transportation Commission (ONTC) is reinstating the public transit train service between Toronto (Union Station) and Northeastern Ontario via the Northeastern Passenger Rail. The scope of work includes track updates, adding a new station in Timmins, and reinstating 12 existing stations. Gannett Fleming partnered with ONTC to provide strategic advisory services supporting program management, engineering, and design, including rail passenger and rail freight considerations, rail infrastructure and environmental services, Ontario community engagement, and cost estimating.

EAM software solutions leverage the power of asset information to make strategic, data-driven decisions.

Critical infrastructure owners should consider key factors when evaluating EAM systems and considering asset management consultants.

In the U.S., bridge owners meticulously catalog highway bridges. Critical data is collected and submitted to the Federal Highway Administration (FHWA) according to the stringent National Bridge Inspection Standards (NBIS). These standards were significantly updated in 2022.

Part of the NBIS updates, the Specifications for the National Bridge Inventory (SNBI) document received a comprehensive overhaul, superseding its 1995 predecessor. Among the notable changes in the revised SNBI is the requirement to record scour vulnerability and scour condition ratings. The refreshed SNBI aims to heighten awareness about bridge scour, enhancing data quality, asset management, and reports to Congress and the public.

For a long time, bridge foundation design focused on the forces imposed by the superstructure, often overlooking potential impacts due to natural elements like water flow. This oversight changed dramatically after a tragic incident in 1987 when the Interstate 90 bridge over Schoharie Creek collapsed during a massive flood, claiming 10 lives.

The disaster was a wake-up call for engineers and policymakers, underscoring the critical need to address scour-related issues in bridge designs and maintenance. The Schoharie Creek incident illuminated the vulnerability of bridge foundations to erosive forces and prompted a significant shift in engineering practices.

More rigorous inspection protocols, advanced modeling techniques, and improved construction methods have been developed to help ensure that bridge foundations withstand the erosive effects of flowing water. Historical insight has driven the advancement of regulations and standards that prioritize the inclusion of scour considerations, ultimately enhancing the resilience and safety of bridge infrastructure worldwide.

Following the I-90 incident, the FHWA established rigorous guidelines for bridge foundation design and regular underwater inspections to identify and mitigate scour risks. Engineers use federal calculations, as noted in the Hydrologic Engineering Circular No. 18 (HEC-18) manual, to estimate scour depth and design appropriate countermeasures. The HEC-18 manual outlines various methods for estimating scour for different hydrologic and hydraulic conditions to help ensure bridges can withstand even extreme scouring events.

Evaluating scour at bridges involves a detailed hydraulic and hydrologic assessment to understand the water flow characteristics. The scour analysis considers multiple components, such as long-term scour, contraction scour, and local scour at piers or abutments.

Long-term scour refers to gradual bed erosion over an extended period, often due to natural water changes or human activities such as upstream construction. Contraction scour occurs when water flow is constricted, such as at bridge crossings where the channel width is reduced, leading to increased water velocity and subsequent streambed erosion. Local scour is the removal of sediment from around bridge piers, abutments, or other obstructions caused by the turbulence and vortices generated by water flow.

Each type of scour poses significant risks to bridge stability and safety, requiring specific calculations for estimating scour depths. These calculations inform both new bridge designs and the retrofit design of existing structures.

Engineers employ various countermeasures to combat the risks associated with bridge scour at existing bridges. These include placing riprap, a rock layer designed to stabilize the base and absorb water energy, and/or installing sheet piling to provide a barrier against scour. Articulated concrete block mat systems offer another solution, providing robust protection with a more aesthetic appeal than traditional methods.

Engineers can also consider jacks or reno mattresses, also known as gabions, which are wire mesh containers filled with rock or other suitable materials. These techniques are all considered temporary countermeasure solutions. New bridge foundations should be designed to withstand scour without the need for countermeasures.

Bridge scour is a significant concern for infrastructure safety, requiring ongoing research, monitoring, and improvement of design practices. By understanding the causes and effects of scour and employing effective countermeasures, engineers can enhance the resilience of bridges, safeguarding them against natural forces and protecting the communities they serve. Through a combination of historical lessons and modern engineering practices, the goal is to prevent future tragedies and ensure the longevity and safety of vital transportation networks.

The first step in effectively managing water conveyance assets is comprehensively understanding them. Documenting key details is crucial. These details include:

• Locations, dimensions, materials, and vintage: Knowing exactly where each asset is located, its size, the materials it’s made from, and its age can help you prioritize inspections, evaluations, maintenance, and repairs.
• Design, fabrication, and construction practices: Understanding how the asset was designed and built can provide insights into its durability, performance capabilities, and potential weaknesses.
• Historical operating conditions and performance: Historical data can help identify patterns of wear and tear or operational stress that may need addressing.
• Current operating conditions and performance: Regularly updating this information helps ensure that your maintenance strategies are based on the latest data.
• Use remote sensing technology to identify changes: Remote sensing using laser scanning, remotely operated vehicles, or photogrammetry methods has become an increasingly important and cost-effective tool to identify and quantify changes over time.

Access to the original system design documents, fabrication drawings, and construction records is ideal. For older facilities, especially those with more than one owner, the available records can be limited or even nonexistent. However, valuable information can often be found in published papers or documents available through libraries.

For instance, I helped an owner locate original bid documents for a 1920s vintage dam at a local university library. This kind of detective work can uncover a wealth of information that can be used to understand the design intent and construction challenges better, identify conditions that may not be accurately reflected on the as-built record drawings, and inform long-term maintenance and refurbishment planning.

The next step is to evaluate the critical threats to your water conveyance assets, such as penstocks or water conveyance pipelines. I like to start with the framework included in ASME 31.8S Managing System Integrity of Gas Pipelines (2018), which classifies threats into three main categories:

• Time-dependent threats: These threats develop over time and increase the likelihood of failure as the asset ages. Examples include internal and external corrosion and deteriorating pipeline gaskets, packing, and associated valves and equipment.
• Random or time-independent threats: These unpredictable threats can occur anytime during the asset’s life. Examples include misoperation, third-party damage, vandalism, and geotechnical or geologic threats, including earthquakes.
• Resident threats: These threats can be considered system vulnerabilities. They include manufacturing and installation defects and equipment failure. Many of these failures occur at the beginning of an asset’s life, with some, like equipment failure, continuing for the rest of the asset’s life.

By categorizing threats using this framework, you can identify and prioritize the key threats to your assets and develop a more targeted and effective maintenance strategy. With older assets, there is often so much focus on time-dependent threats, such as corrosion, that other potential threats, which may be more likely to cause failure, are overlooked.

For example, equipment like a pressure-regulating valve (PRV) is critical to the safe operation of penstocks. Failure of a PRV due to lack of maintenance could lead to a short-duration pressure increase that causes much higher stresses in the pipe than the wall loss due to corrosion might have, underscoring the importance of identifying and prioritizing key threats.

Once you clearly understand your assets and associated threats, the next step is to develop a program to manage the threats. Operation and maintenance should be critical components of your program. As I described earlier, it might be more cost-effective to maintain a PRV to manage pressure excursions than to replace corroded pipeline sections to achieve the same level of risk reduction.

Many penstocks and other water conveyance systems are well beyond their intended design life, but this doesn’t automatically mean they should be replaced. The primary time-related threat to steel pipes is corrosion. With proper inspection and maintenance, you can significantly extend the useful life of these assets. Regular inspection and repair of interior and exterior paint on above-ground penstocks or maintaining cathodic protection systems for buried pipes can add 30 to 50 years of reliable service. Read more about designing a maintenance program in “Crafting the Blueprint of a Power Plant Maintenance Program”, a blog by my Gannett Fleming hydroelectric colleagues Randy Bowersox, PE, and Jonny Rogado, PE, SPRAT I.

To craft a comprehensive maintenance program, consider leveraging resources from various industries that also use steel pipes. In addition to the American Society of Civil Engineers and American Water Works Association guidelines, other valuable resources include:

• Gas transmission industry codes: Similar to the challenges faced by water conveyance systems, gas pipelines require meticulous maintenance and threat management.
• Power plant and process industry manuals: Manuals like those from the American Society of Mechanical Engineers (ASME) can offer insights into best practices for maintaining large-scale infrastructure and evaluating degradation.

For example, ASME provides guidance for evaluating localized pitting, and a joint ASME/American Petroleum Institute document offers guidelines for assessing the fitness-for-service of steel pipes. The Centre for Energy Advancement through Technological Innovation has developed a penstock maintenance and repair reference manual.

Effectively managing water conveyance systems involves knowing your assets, understanding their threats, and developing and implementing a program to manage those threats. By leveraging existing resources from other industries and maintaining regular inspections, you can extend the lifespan and reliability of these critical components and support your hydroelectric system for many years to come.

For more tips and ideas, tune in to my INSIGHTS webcast, live on August 22, 2024, or on-demand thereafter. This webcast will delve deeper into the strategies and techniques for managing water conveyance systems and share perspectives from industry experts. You can also earn one professional development hour (PDH) for participating live or on-demand. I hope to see you there!

Rail electrification involves upgrading traditional railway systems to use electric power instead of fossil fuels, including diesel fuel. However, rail electrification is more than replacing diesel engines with electric ones. It encompasses comprehensive infrastructure redesign, including substations, power lines, signaling systems, and maintenance facilities. This transition changes not only the technology used but also the rail network’s operational dynamics and maintenance practices. Electricity-powered trains can accelerate and decelerate faster than their diesel-fueled counterparts, potentially providing additional service and better schedule adherence.

While the initial investment in electrification can be high, the long-term cost benefits are compelling:

• Energy Costs: Electric trains are more energy-efficient and can be less expensive to operate, particularly as fossil fuel costs rise.
• Maintenance Savings: Lower maintenance requirements translate to cost savings over the lifespan of the equipment.
• Long-Term Savings: Electric trains have longer lifespans and lower operational costs, decreasing the total cost of ownership.

Electrifying a rail system is a significant undertaking that requires careful planning and substantial investment. However, long-term operational, environmental, and cost benefits can make it worthwhile. Deciding when to electrify a railroad depends on various factors, including existing infrastructure, available funding, environmental considerations, and strategic transportation goals. As the world moves toward more sustainable transport solutions, the electrification of railways presents a promising path forward.

Discover more about Gannett Fleming’s expertise in transit and rail electrification projects, including the Metrolinx and Caltrain electrifications.