July/August TB 2015

July-August 2015 TransportationBuilder 1
builder®
July-August 2015
www.transportationbuilder.org
• Market Conditions
• Project Profiles
ANNUAL
BRIDGE
REPORT
ARTBA Foundation
30th
Anniversary

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JULYAUGUST2015
VOL. 27, NO. 4
contents The official publication of the American Road
& Transportation Builders Association
www.transportationbuilder.org
COLUMNS
Chairman’s Message
President’s Desk
Legislative & Regulatory Issues
Bridge Policy & Promotion Council
AEM Corner
TransportationBuilder 3
ON THE COVER
FEATURES
Rebuilding the Fox River Bridge
The Keystone State Begins
Ambitious Bridge Program, Despite
Taking a Pause for the Pope
Making Headway on Bridge
Repair and Maintenance
Bridge Market Growing, Lack of Long-Term
Transportation Bill Clouds Future
Acrow DeliversTemporary Bridge
to Windy City
U.S. Route 9/WoodbridgeTownship,
New Jersey
Washington Bridge Becomes Symbol
ofTransportation Funding Failure
ARTBA Foundation: 30Years
Supporting Research, Education &
Public Awareness
Like a Bridge UnderTrafficked
Waters
Tappan Zee Bridge Replacement
RapidlyTaking Shape
20
21
22
On the cover: Benjamin Franklin Bridge in Philadelphia, Pennsylvania.
26
30
6
8
37
39
41
10
24
26
28
30
32
DEFICIENT BRIDGES
NEW PROJECTS
PENNSYLVANIA POSTCARDS
BRIDGE MAINTENANCE
18
July-August 2015

July-August 20154 TransportationBuilder
Staff
PUBLISHER
T. Peter Ruane
transportationbuilder@artba.org
DEPUTY PUBLISHER
Matt Jeanneret
mjeanneret@artba.org
EDITORIAL DIRECTOR
Mark Holan
mholan@artba.org
PUBLICATIONS EDITOR &
GRAPHIC DESIGNER
Jenny Ragone
jragone@artba.org
CONTRIBUTING WRITERS
Brian J. Atkinson
Dewberry Engineers Inc. senior project engineer,
structural engineering
Dr. Alison Premo Black
ARTBA chief economist
Nick Goldstein
ARTBA vice president of environmental &
regulatory affairs
Mark Holan
ARTBA editorial director
Eileen Houlihan
ARTBA senior writer/editor
Matt Jeanneret
ARTBA senior vice president of communications &
marketing
Allison Klein
ARTBA vice president of member services
Rob Koss, P.E.
Stanley Consultants Chicago Office operations manager
Darrell Waters
Tappan Zee Constructors president & project executive
Transportation Builder®
(TB) is the official publication of the American Road &Transportation Builders Association,
a federation whose primary goal is to aggressively grow and protect transportation infrastructure investment to
meet the public and business demand for safe and efficient travel. In support of this mission, ARTBA also
provides programs and services designed to give its members a global competitive edge. As the only national
publication specifically geared toward transportation development professionals,TB represents the primary
source of business, legislative and regulatory news critical to the success and future of the transportation
construction industry.
Transportation Builder® (ISSN 1043-4054) is published
bi-monthly by the American Road &Transportation Builders
Association (ARTBA). Postmaster: Send change of address to
Transportation Builder®, c/o ARTBA,The ARTBA Building,
1219 28th
Street, N.W., Washington, D.C. 20007.
Phone: 202-289-4434, Fax: 202-289-4435, www.artba.org;
artbadc@aol.com. Periodicals postage paid at Washington,
D.C., and additional mailing offices. Subscriptions are $105/year
for ARTBA members, which is included in the dues; $120/year
for non-members; and $200/year non-U.S. mailing addresses.
Copyright ©2015 ARTBA. All rights reserved. Material may not
be reproduced in any form without written permission from the
publisher. Reg. U.S. Patent &Trademark Office.
Visit us: www.transportationbuilder.org
builder®
Executive Committee
Chairman: Nick Ivanoff
Ammann & Whitney, NewYork, N.Y.
Senior Vice Chairman: David S. Zachry
Zachry Construction Corporation, San Antonio,Texas
First Vice Chairman: Robert E. Alger
The Lane Construction Corporation, Cheshire, Conn.
Northeastern Region Vice Chairman: Dave Gehr
Parsons Brinckerhoff, Herndon, Va.
Southern Region Vice Chairman:Tom Elmore
Eutaw Construction Company, Aberdeen, Miss.
Central Region Vice Chairman: Kathi Holst
Roadway Construction & Maintenance Services, Warrenville, Ill.
Western Region Vice Chairman: Steve McGough
HCSS, Sugar Land,Texas
Vice Chairman At-Large:Ward Nye
Martin Marietta Materials, Inc., Raleigh, N.C.
Vice Chairman At-Large: Scott L. Cassels
Kiewit Infrastructure Group, Inc., Kiewit Corporation, Omaha, Neb.
Vice Chairman At-Large: MelissaTooley
Southwest Region UniversityTransportation Center,Texas A&M
Transportation Institute, College Station,Texas
Vice Chairman At-Large: John R. Kulka
HRI, Inc., State College, Pa.
Vice Chairman At-Large: Mike Donnino
Granite Construction Company, Lewisville,Texas
Vice Chairman At-Large: Paul Acito
3MTraffic Safety & Security Division, St. Paul, Minn.
Treasurer:Tom Hill
Summit Materials, LLC, Denver, Colo.
Secretary: Pete Ruane
ARTBA, Washington, D.C.
ARTBA-TDF Board ofTrustees Chairman: Leo Vecellio, Jr.
Vecellio Group, Inc., West Palm Beach, Fla.
ARTBA-TDF Board ofTrustees Vice Chairman: PaulYarossi
HNTB, NewYork, N.Y.
Contractors Division President: Jeff Clyde
W.W. Clyde & Co., Springville, Utah
Contractors Division First Vice President:Tim Duit
TTK Construction, Edmond, Okla.
Research & Education Division President: Lily Elefterladou
University of Florida, Gainesville, Fla.
AEM Representative: Ron DeFeo
TEREX Corporation, Westport, Conn.
Materials & Services Division President: Randy Lake
Oldcastle Materials, Inc., Atlanta, Ga.
Planning & Design Division President:Tim Faerber
HNTB Corporation, Chicago, Ill.
Public-Private Partnerships Division President: Matt Girard
Plenary Concessions, Denver, Co.
Traffic Safety Industry Division President: Sue Reiss
Impact Recovery Systems, San Antonio,Texas
Transportation Officials Division President: Paul Gruner
Montgomery County Engineers’s Office, Dayton, Ohio
Council of State Executives: Mike Pepper
Mississippi Road Builders Association, Jackson, Miss.
Immediate Past ARTBA Chairman: Doug Black
John Deere Landscapes, Alpharetta, Ga.
Past Chairman’s Council Chairman: Jim Madara
Gannett Fleming, Allentown, Pa.
Young Executive Leadership Council Chairman: Ponch Frank
Ranger Construction Industries, West Palm Beach, Fla.
Joint Committee Representative: Matt Cummings
AECOM, Philadelphia, Pa.
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editor’s note
Mark Holan
Editorial Director
Jenny Ragone
Publication’s
Editor & Graphic
Designer
ARTBA’s second annual look at deficient bridges got plenty of media attention when it was released this
spring. USA Today, the Washington Post and Houston Chronicle were among the big daily newspapers that
ran stories, along with dozens of television and radio stations that also covered the report.
The ARTBA analysis revealed more than 61,000 structurally deficient bridges nationwide are in need of
significant repair. That’s over 2,000 fewer than the previous year, which means important work is being
doing to repair and replace those troubled spans, removing them from the list.
Projects in Chicago and Woodbridge Township, New Jersey, are two good examples. Read about them on
page 24 and 25, respectively. We’ve also got stories about how Pennsylvania—which tops the list of states
with most structurally deficient bridges—is tackling this problem (page 34), as well as some of the latest
innovations in bridge maintenance and repair (page 36).
Obviously, we can’t show you videos on the printed page. But we can direct you to online videos of several
of the projects featured in this issue of TB.
Just go to the Transportation Builder section of the ARTBA website: www.transportationbuilder.org.
There, look for a directory that contains video links, usually on public agency or company websites that
contain other material that might be of interest.
The TB editorial staff is planning the 12th
Annual “Through the Lens” issue for September/October
featuring outstanding photos of transportation infrastructure projects from across the nation.
Send photographs of your best infrastructure projects to ARTBA’s Jenny Ragone at jragone@artba.org.
Submissions must be received by Friday, Sept. 18. Here are the entry guidelines:
• Maximum of two photos per member company;
• Images should be at least 300 dpi and saved in either TIF or JPG format. Do not send images over 10MB; and
• Be sure to include captions detailing the name of the project and its location, photographers name, and
submitting company.
TB editorial staff will make final decisions on photos to be included.
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projects across the country and around
the world, including the fire-breathing
Dragon Bridge in Da Nang, Vietnam.
Other recent work by our firm includes
the George Washington Bridge
rehabilitation and East Span of the San
Francisco-Oakland Bay Bridge, plus
smaller spans like the historic East Broad
Street Bridge in Tamaqua, Pennsylvania
(page 34).
Bridges are the main focus of this
issue, though we’ve also included a story
about a fascinating tunnel project in the
Hampton Roads region of Southeast
Virginia.
ARTBA Chief Economist Dr. Alison
Premo Black offers the approach span
with her analysis of bridge market
conditions. She says it looks like the
market is on pace to continue at record
levels, though federal dollars remain key
to long-term stability and moving
projects forward into the construction
phase. See page 18.
Allison Klein, ARTBA’s vice president
of member services, also reviews the
work of the Bridge Policy and Promotion
Council (BPPC), which was formed in
2008 by a group of industry leaders who
wanted to grow and improve the U.S.
bridge market and address major policy
issues. The BPPC aims to educate
members on the latest technologies,
delivery methods and market
developments in the bridge sector.
Her column is on page 43.
For the second consecutive year, Dr.
Black and ARTBA staff produced a
report of U.S. deficient bridges based on
the 2014 U.S. Department of
Transportation’s National Bridge
Inventory database. The report’s good
news was that there are over 2,000 fewer
structurally deficient structures than in
2013. In this issue you can read about
some of the innovative work to repair
from the chairman
Nick Ivanoff
President & CEO
Ammann & Whitney
2015 ARTBA Chairman
Bridges are Among the
Most Important Built
Objects in the World
Most of us cross one or more bridges
every day. If not, surely many of
the goods that are critical to our daily
and business lives have been transported
over multiple bridges before reaching us.
Not everything happens on the Internet.
Bridges also connect people and
communities.
Bridges should always be functional
and safe. They are often very beautiful,
inspiring poets and painters. Several
bridges have become world-famous, such
as those in New York, San Francisco,
London and Sydney. But even lesser-
known spans can be the pride of local
communities.
My fascination with bridges began as
a boy in Brooklyn, where I witnessed
construction of the Verrazano-Narrows
Bridge. It was designed by Othmar
Ammann, one of the founders of the
firm I now have the privilege of
leading. I studied engineering at
Brooklyn Polytechnic Institute, within
view of the iconic Brooklyn Bridge.
In my 35-plus-year career as a
registered civil engineer I’ve been
involved with dozens of major bridge
and replace bridges in places like
Chicago and Woodbridge Township,
New Jersey; plus construction that’s
unrelated to the deficient bridge list, such
as the Fox River project in Illinois and
the Tappan Zee Bridge replacement in
New York.
The report’s bad news was the list still
has more than 61,000 structurally
deficient bridges in need of significant
repair. It’s a problem that impacts all 50
states, and it also hits very close to
Capitol Hill in Washington, D.C.
Just a month after ARTBA released its
report, the National Park Service closed
two lanes of the Arlington Memorial
Bridge, which spans the Potomac River
between Arlington National Cemetery
and the Lincoln Memorial. New weight
limits resulted in prohibiting tourist
buses from crossing the historic bridge
between these popular destinations.
Repair work is set to begin in late August
(see page 26), but the bridge has
become symbolic of our nation’s failure
to adequately fund transportation
infrastructure.
Now that the Senate has acted and
passed a multi-year transportation bill
with strong bipartisan backing, the
pressure is on the House to act on its
version of the bill this fall. ARTBA will
continue pushing for increased
investment in highways and bridges in
any final measure that emerges from
Congress.
A strong reauthorization package will
mean safer and more efficient personal
and business travel for our nation, more
work for ARTBA members and its
affiliated economic development, and
fewer deficient bridges on next year’s list.

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president’s desk
Pete Ruane
President & CEO
ARTBA
10-year wait. Our fight—and yours—
continues.
Even with some reductions, highway
investment under the DRIVE Act’s first
three years would grow at annual rates
ranging from 3.1 percent to 3.5 percent—
a $4 billion increase by 2018. By
comparison, highway investment grew
by 1.4 percent annually under the two-
year MAP-21 surface transportation law.
While everyone will agree that the
DRIVE Act’s investment levels aren’t
what they should be, politics on Capitol
Hill these days is the art of the doable. It’s
hard to find any major piece of domestic
policy legislation that increases federal
investment in anything, let alone getting
legislation to pass by a wide bipartisan
majority as happened with the DRIVE
Act. So, in that context, the recent
developments are positive.
Nevertheless, ARTBA, its coalition
allies and our industry still have a lot
of work to do as N.F.L. football
training camps open, and we are not
going to take a five-week recess like
Congress. Our focus going forward will
be on the House. Let’s start by reminding
them of what they said in the summer of
2014, when they passed the extension to
May 31, which they’ve now punted two
more times.
Here are examples from two key
members:
• “By funding surface transportation
programs through May 2015, this
legislation provides … Congress
time to continue working on a long-
term funding solution and a surface
transportation reauthorization bill.
… This bill in no way precludes
Congress from continuing to work
on addressing a long-term funding
solution, and a long-term
reauthorization bill remains a top
Senate Passes Long-
Term Transportation Bill;
Hands Ball off to House
The late July enactment by Congress of
yet another short-term extension of
federal surface transportation programs,
to Oct. 29, was a continuation of an all
too familiar—and disappointing—
pattern.
We’ve all seen too much of this “punt
and leave the stadium” approach over the
past several years. Another delay is not
a win. That said, there are reasons to be
hopeful.
Before Congress skedaddled out of
Washington for a five-week break, the
U.S. Senate passed a six-year
reauthorization bill with a bipartisan
65 votes. And House Transportation &
Infrastructure Committee Chairman Bill
Shuster expressed his desire to move
forward on a long-term bill this
September. That’s significant progress.
Here’s why: until the Senate passed the
“Developing a Reliable and Innovative
Vision for the Economy (DRIVE) Act,”
neither chamber had approved any
surface transportation legislation longer
than two years since 2005.
In that context, a three-month delay
doesn’t seem so bad compared to a
priority for the Transportation
Committee.”—July 10, 2014,
statement by Transportation and
Infrastructure Committee Chairman
Bill Shuster (R-Pa.)
• “H.R. 5021 [the bill] provides the
necessary funds to keep the
federal highway and transit
programs running while Congress
develops legislation to set these
programs on a sound financial
footing for the long term.”—July
15, 2014, statement by Rep. Paul
Ryan (R-Wis.), now chairman of the
House Ways and Means Committee
We have plenty of other examples of
such comments from other members
of the House, as well as the Senate. The
point is this: with Senate passage of the
DRIVE Act, the latest three-month
extension should bring to a close once
and for all claims that Congress needs
“more time” to develop a long-term
reauthorization bill and Highway Trust
Fund solution. If the House doesn’t like
the DRIVE Act, then let them put
something better on the table.
For more than a year, members of both
parties and both chambers have been
kicking the reauthorization can down
the road. The time for any further
short-term extensions is over.
As always, we continue to need your
help. Unless House members feel
pressure from back home, the tendency
to do the very least they can to get by will
likely persist. While your representatives
are home during August, please meet
with them face-to-face or invite them to
your office or job site.
Here are the points we suggest you
convey to them:
• The House does not have to like the
Senate bill or take up the Senate bill,
but it does have to act.

• House T&I Committee Chairman
Shuster has said his committee plans
to produce a multi-year bill in
September. We need you to support
that process going forward.
• Most importantly, we are asking you
to back efforts in the Ways & Means
Committee to generate new trust
fund resources to not only fill the
$15 billion annual gap between
current spending levels and
incoming trust fund revenues, but
also to ensure any multi-year bill
grows surface transportation
investment beyond simple
inflationary adjustments.
MEETINGS
NATIONAL CONVENTION | SEPT. 29-OCT. 1 | HILTON PHILADELPHIA PENN’S LANDING | PHILADELPHIA, PA.
DR. J. DON BROCK TRANSOVATION WORKSHOP | NOV. 16-18 | 3M INNOVATION CENTER | ST. PAUL, MINN.
REGIONAL MEETINGS
SOUTHERN: DEC. 2-3 | LOUISVILLE, KY.
WESTERN: DEC. 7-8 | LAS VEGAS, NEV.
NORTHEASTERN: DEC. 9-10 | PROVIDENCE, R.I.
CENTRAL: DEC. 14-15 | KANSAS CITY, MO.
2015 ARTBA
• You were elected to address
important national issues. Do your
part to end the eight-year cycle of
short-term bills and temporary trust
fund bailouts.
Finally, we’ve updated the ARTBA
Grassroots Action Center:
http://www.tmaw.com/take-action/ so
you can communicate with your
congressman via email, Twitter and
Facebook from your mobile phone
or tablet in less than a minute. Press
secretaries from a congressman’s office
are monitoring their social media feeds
every day. These platforms provide an
excellent forum for you to personally
engage with your representative.
Collectively, we’re moving the ball
down the field; fighting hard for every
yard. No one ever said it would be easy.
And no doubt, there will be “ideological
defenses” trying to stop our progress this
fall.
We ask you to stay on the field with us
and continue to grind it out. Our win
comes when the Congress passes and
the president signs a long-term bill that
boosts investment in the federal highway
and public transit program.

by Eileen Houlihan, Mark Holan and Matt Jeanneret
YEARS
ARTBA Foundation:
Supporting Research, Education & Public Awareness
Ronald Reagan was just beginning his second term as
president when ARTBA’s Board of Directors set aside a
small pool of money to create the “Research, Education and
Development” Foundation, known then as the “RED Fund.”
The new organization was tasked with operating “exclusively
for educational and scientific purposes.” According to the RED
Fund’s Agreement & Declaration of Trust, donations,
contributions and funds were to be used for: “a) the
instruction of training of individuals for the purpose of
improving or developing their capabilities; or, b) the
instruction of the public on subjects useful to individuals,
beneficial to the community, and related to the design,
construction, safety and maintenance of transportation
facilities of any kind; or c) the conduct of research and
development for the benefit of the public and in the public
interest.”
30

The original trustees of the organization, chartered on July 17,
1985, were:
• Gary L Godbersen, GOMACO Corp.
• Judson Matthias, University of Arizona;
• Charles Machemehl, Vulcan Materials Co.;
• Thomas Raemisch, F.C. Raemisch & Son, Inc.;
• James I. Taylor, University of Notre Dame;
• Thomas E. Wilson, III, APAC Georgia Inc.; and
• Gerald R. Cichy, ARTBA Executive Vice President.
Raemisch, a past ARTBA contractors division president and
former president of the Wisconsin Transportation Builders
Association, was elected as the fund’s first chairman a few
months later, in October 1985.
“We need to commend the leaders of that time for having
the vision to see the need for the foundation and
recognizing its potential,” said ARTBA President & CEO Pete
Ruane, who joined the association three years after the RED
Fund was established. “It was a tremendous platform, but it was
really an underutilized asset at the time.”
From it humble beginnings, the RED Fund today has grown
into a multi-million dollar program of work that includes
educational scholarships, roadway work zone safety
training programs, awards, professional development
academies, unique conferences and special events, special
economic reports and a national exhibition on transportation
at the Smithsonian Institution’s National Museum of American
History in Washington, D.C.
The ARTBA Board changed the name to the “Transportation
Development Foundation,” or ARTBA-TDF, in February 1992.
“The vision that ARTBA
had many, many years ago
has gelled with the TDF and
now we work arm-in-arm,”
says current TDF Chairman
Leo Vecellio, Jr., chairman
& CEO of Vecellio Group in
West Palm Beach, Florida.
“We have a program that’s
now between $3 million and
$4 million a year. I think the
founders would be surprised
at the scope and the breadth
and the size of the programs
we now have, and I think the
founders would be proud.”
TDF Chairman Leo Vecellio, Jr.

Young Executive Development Program
One of the Foundation’s signature initiatives is the Young Executive Development
Program (YEDP), which is marking its 20th
anniversary this year. The YEDP helps
develop the next generation of leaders in the design and construction industry
through an intensive introduction to federal and state advocacy for the transportation
infrastructure market. Two and one-half days of sessions provide them with a solid
understanding of transportation sector economics; how road, bridge and transit work
in the U.S. is funded and financed; how actions by the federal government impact
the industry; and how they—and their company or agency—can become politically
engaged to help shape transportation policy.
“The Young Executive Development Program was basically my introduction to
ARTBA,” said current TDF Trustee Steve Wright, a 1998 YEDP graduate and the
program’s first alum to be elected ARTBA chairman, in 2012.
“YEDP introduced me to a world that I’d never had any exposure to,” Wright said.
“I’d worked in the industry all my life, but I didn’t understand funding, I didn’t
understand how it all happened. YEDP taught me all that. It was kind of like putting
it in your DNA.”
More than 600 people from 250 companies, public agencies and ARTBA state
contractor chapters have graduated from the program, which is held every spring in
conjunction with ARTBA’s annual Federal Issues Program and Transportation
Construction Coalition Fly-In.
In addition to the educational sessions and networking with their peers and
industry veterans, YEDP participants also have the opportunity to meet with their
members of Congress to discuss long-term highway and transit funding and public
policy issues.
“It gives you a great foundation in understanding all the issues. That’s really what
leadership is all about in a volunteer association,” Wright said. “You never know who
is going to be the next leader. But even if they don’t become chairman, they are
success stories because no matter where they go, what part of the industry they are
part of, they still have that YEDP experience in them.”
Many of the YEDP graduates are now personally involved in helping shape the
future of the association. The Young Executive Leadership Task Force, launched in
late 2014 by ARTBA Chairman Nick Ivanoff, is developing “specific recommenda-
tions for the consideration of the ARTBA Board of Directors on how to expand
the association’s base of younger industry executives (aka “millennials”) and better
engage them in its activities, leadership structure and advocacy core mission.”
The group’s co-chairs are Ponch Frank, vice president, Ranger Construction, West
Palm Beach, Fla., and Jihane Fazio, project manager, AECOM, Philadelphia, Pa.
The Task Force is finalizing a comprehensive report of recommendations for
consideration and approval by the full ARTBA Board.
ARTBATDF Board ofTrustees
Leo Vecellio, Jr.
(Chairman)
Chairman & CEO,
Vecellio Group
West Palm Beach, Fla.
PaulYarossi
President & CEO,
HNTB Holdings
NewYork, N.Y.
Bill Cox
President,
Corman Construction
Annapolis Junction, Md.
Tom Hill
CEO,
Summit Materials
Denver, Colo.
Dave Gehr
Senior Vice President,
Parsons Brinckerhoff
Herndon, Va.
Charlie Potts
Chairman of the Board,
Heritage Construction &
Materials
Indianapolis, Ind.
Pete Ruane
President & CEO,
ARTBA
Washington, D.C.
Larry C.Tate
Product Director,
Caterpillar Inc.
East Peoria, Ill.
Rich Wagman
Chairman, Wagman Heavy
Civil, Inc.
York, Pa.
Steve Wright
President, Wright
Brothers Construction
Charleston,Tenn.
Nick Ivanoff
President & CEO,
Ammann & Whitney
NewYork, N.Y.

Safety Training
Safety training and a variety of first-of-its-kind
conferences have distinguished the ARTBA-TDF
from other industry groups.
To reduce worker fatalities and injuries, TDF’s
safety team and its partners have provided in-
person training to more than 75,000 members of
the transportation construction industry in recent
years. Much of this training has come through
contracts with the Federal Highway Administra-
tion (FHWA) and Occupational Safety & Health
Administration that the ARTBA Foundation won in
a competitive process against other industry groups.
As a result, the TDF has no doubt helped reduce the
number of accidents and injuries on job sites.
In June, along with FHWA, the TDF’s safety team
also launched a free, online learning system to
bolster roadway construction safety training. The
new Safety Learning Management System, provides
safety professionals, traffic engineers and roadway
construction workers free, 24/7 access to high-
quality training and education from the
convenience of their desktop computers. A wide
range of new material on key topics was created
for the online education environment.
Conferences
In 1985, the TDF, in partnership with FHWA, held
the nation’s first “National Conference in Highway
Work Zone Safety” in Washington, D.C. Together,
they held a second national conference in 1994.
And it was followed up with the first international
conference in St. Louis back in 2001.
In total, TDF has hosted nearly 20 national and
international conferences, and today uses a virtual
meeting platform to provide educational content
on work zone issues through LōTrans™, the
Local Transportation Management & Safety
Virtual Conference.
“The Clearinghouses”
Two game changers that helped transform the way
the industry receives educational content and
technical information emerged from the TDF-
managed National Work Zone Safety Information
Clearinghouse and the Local Technical Assistance
Program Clearinghouse.
Established in 1998,
www.workzonesafety.org, is the
world’s largest online library of free
information on topics such as:
accident and crash data, latest
technologies and equipment, best
practices, key safety expert contact
information, laws and regulations,
safety standards, news and research publications, training videos and
programs, public education campaigns, and materials in six foreign
languages (Spanish, Chinese, Japanese, French, Russian, and Arabic).
The facility handles nearly 200,000 information requests annually and is
the “go-to resource,” particularly for state and local transportation
departments, contractors and transportation/traffic safety engineers.
Launched by the U.S. Department of Transportation and managed today
by the ARTBA-TDF, The Local Technical Assistance Program (LTAP) and
Tribal Technical Assistance Program (TTAP) are composed of a network
Local & Tribal Technical
Assistance Program

AWARDS DEADLINES
CONTRACTOR SAFETY | AUGUST 28
Promotes the concept that worker safety and health is a core value of the transportation design and construction
industry.
WOMEN LEADERS IN TRANSPORTATION DESIGN & CONSTRUCTION | SEPTEMBER 1
Honors extraordinary efforts of individuals, companies and public agencies that have demonstrated leadership and
dedication to innovation in the transportation construction field as well as the promotion of women leaders within
the industry.
DR. J. DON BROCK TRANSOVATION | OCTOBER 16
Recognizes innovations that improve transportation.
2015 ARTBA FOUNDATION
of 58 Centers—one in every state, Puerto Rico and regional
Centers serving tribal governments. The LTAP/TTAP Centers
enable local counties, parishes, townships, cities and towns
to improve their roads and bridges by supplying them with a
variety of training programs, an information clearinghouse,
new and existing technology updates, personalized technical
assistance and newsletters.
Through these core services, Centers provide access to
training and information that may not have otherwise been
accessible. Centers are also able to provide local road
departments with workforce development services; resources
to enhance safety and security; solutions to environmental,
congestion, capacity and other issues; technical publications;
and training videos and materials.
Highway Worker Memorial Scholarship Program
It was another first that would be replicated by others. The year
2015 also marks the 15th
anniversary of the “Lanford
Family Highway Worker Memorial Scholarship” fund.
The program provides post-high school financial assistance
to the children of highway workers killed or permanently
disabled on the job. About 100 workers are killed on the job
every year in roadway construction and maintenance
accidents, and thousands more are seriously injured.
It was established by two Roanoke, Virginia, highway
contractors and their companies—Stan Lanford (1999 ARTBA
chairman) of Lanford Brothers, and Jack Lanford (1991
ARTBA chairman), with Adams Construction Company.
Today, it is supported by contributions from industry firms,
state transportation departments and labor unions.
Scholarships totaling more than $325,000 have been given to
more than 120 students across America.
“Since I have received this scholarship, I have been able to
continue my education and pursue the dream my father had for
me—which was to be the first in my family to attend college,”
said recent recipient Lyndsay Morgan, whose dad was killed in
a 2011 accident in Florida.
Hall of Fame
The TDF’s “Transportation Development Hall of Fame” was
created in 2010 to honor individuals or families from the public
and private sectors who have made extraordinary
contributions to U.S. transportation development over their
lifetime and demonstrated exceptional leadership.
Inductees are considered in two categories: Transportation
Design & Construction Industry Innovators, honoring men
and who have discovered or created a “game changing” product
or process that significantly advanced transportation design,
construction and/or safety; and Transportation Design &
Construction Industry Leaders—whether an individual or
family—which honors men, women and families who have
made significant contributions beyond just having successful
businesses or careers, that have notably helped advance the
interests and image of the transportation design, construction
and safety industry.

Fifteen have been inducted so far and the 2015 class will be announced during the
ARTBA National Convention later this year. The Foundation is also putting the fin-
ishing touches on an interactive Hall of Fame structure at the ARTBA headquarters
building in Washington, D.C. to provide a permanent home for all of the inductees.
Dr. J. Don Brock TransOvation Workshop™
One of the Hall’s inductees is Dr. J. Don Brock, the pioneering founder of Astec
Industries, who passed away this past March. An inventor who held about 100 U.S.
and foreign patents, he created a company that “builds the equipment that moves
America and the world from rock-to-road and beneath.”
TDF’s TransOvation™ workshop and awards program were renamed in his honor in
2012. Playing off the meanings of the words “transportation,” “innovation” and
“ovation,” the program was created to foster innovative thinking within the
transportation design and construction industry and publicly recognizing its
proven innovators.
“One of the reasons the Foundation has been so successful is its embrace of
innovation,” said Paul Yarossi, TDF vice chair, president and CEO of HNTB Holdings
and 2011 ARTBA chairman, who launched the program. “The Don Brock
TransOvation workshop is one of the most unique gatherings of young leaders in
our industry and outside the industry that looks at innovation in the transportation
construction industry. It looks at all aspects of innovation, what’s coming up new and
what the future may bring.”
The Next 30 Years
In 2015, as ARTBA marks five years of Hall of Fame inductees, 15 years of the
Lanford Family Highway Worker Memorial Scholarship Program, 20 years of the
Young Executive Development Program and the 30th
anniversary of the
Transportation Development Foundation, members of the organization can look
ahead to the next 30 years. What is the future of TDF?
“It must continue to do what it has been doing, but do it better,” says ARTBA’s
Ruane, adding that new safety programs and innovative use of technology “is going
to take ARTBA to a place it hasn’t been before.”
But TDF must continue to invest with the resources of money and volunteer time,
he said.
“Then the Foundation 30 years from now will be even more robust; it will have
twice as many people trained, twice as many lives saved, twice as many people
educated and it will be a legacy institution for the entire transportation construction
industry,” Ruane concludes.
TM
Dr. J. Don Brock
Eileen Houlihan is ARTBA senior writer/editor: ehoulihan@artba.org.
Mark Holan is ARTBA editorial director: mholan@artba.org.
Matt Jeanneret is ARTBA-TDF executive director: mjeanneret@artba.org.
America on the Move
The ARTBA Foundation became
a major donor of the
Smithsonian Institution’s
“America on the Move” exhibit
back in 2002. Housed at the
National Museum of American
History, America on the Move
explores the role of transportation
in the nation’s history and
development. Visitors can: explore
how communities wrestled
with changes brought by
transportation networks like the
Interstate System; and see
cities change, suburbs expand,
and farms and factories become
part of regional, national and
international economies. In sum,
the exhibit is a journey about how
the past became the present.
http://amhistory.si.edu/onthemove/
TransportationBuilder 15

3M Innovation Center | St. Paul, Minnesota
For more information, contact ARTBA’s Allison Klein at 202.289.4434 or aklein@artba.org.
SAVE THE DATE
NOV. 16-18, 2015
TM
Dr. J. Don Brock
A Unique Workshop for Transportation Design & Construction Professionals

To address this human and economic toll
and prepare you for an expected
Occupational Safety & Health
Administration regulation under
development, the ARTBA Foundation has
created a first-of-its-kind “Safe Backing &
Spotting” Certificate Training Program
to help protect your people and your
bottom line.
Key topics covered:
1. Blind spot recognition
2. Operator-to-worker communications
3. High visibility clothing
4. Hazard identification
5. Safe vehicle routing
6. Proper hand signals
SCHEDULE TRAINING
Contact ARTBA’s Robinson Vasquez at
202.289.4434 or rvasquez@artba.org to
schedule training at your headquarters.
www.artba.org/safety/training-programs
NEW “Safe Backing & Spotting” Training Program
Designed Exclusively for Transportation
Contractors & their Employees
• One roadway construction worker is struck and killed on the job each
week.15,000 more are injured annually.
• Roadway accidents also cost transportation contractors and other
employers a lot of money: more than a HALF BILLION DOLLARS.
Safe Backing
and Spotting
Prepare for
New OSHA
Regulations
A GROUNDBREAKING CERTIFICATE TRAINING PROGRAM

Bridge Market Growing,
Lack of Long-Term Transportation
Bill Clouds Future by Dr. Alison Premo Black
A
new ARTBA analysis of bridge
construction data reveals at least
two things: 1) federal
transportation infrastructure
investment isn’t a “zero sum game;” and
2) the need to boost federal investment
in highways and bridges is becoming
ever-more apparent. Let me explain.
The good news is that the real value of
bridge construction work continued to
grow at a record pace during the first half
of 2015, according to our examination
of data from the U.S. Census Bureau,
adjusted for material costs and inflation.
Contractors completed $13.9 billion in
work between January and June 2015,
compared to $12.6 billion during the
same six-month period in 2014, an
increase of 10 percent.
Increased state and local investment to
fix deteriorating conditions will continue
to drive the demand for bridge work, but
the continued uncertainty over a
long-term federal surface transportation
bill could put the brakes on a market
sector that has doubled in size over the
last 15 years.
Needs & Conditions
Although the number of bridges classi-
fied as structurally deficient or function-
ally obsolete has continued to decline in-
crementally over the last 20 years, there
are still nearly 146,000 bridges across
the country that need to be repaired
or replaced. Many of these structures
carry tens-of-thousands of vehicles each
and every day, as detailed last spring in
ARTBA’s 2nd
Annual Bridge Report.
To address these issues, state
departments of transportation (DOTs)
and local governments have made
COVER STORY
Real Value of Pavement & Bridge Construction Work -YTDThrough June
2008
Bridges
Billionsof2015$
Pavements
$25
$20
$15
$10
$5
$0
$12
$11 $11 $11.2
$12.9 $12.8 $12.6
$13.9
$21
$23.7
$21.9
$18.6
$19
$17.2 $18.4
$18.9
20112009 2012 20142010 2013 2015
Source: U.S. Census Bureau Value of Construction Put in Place adjusted with ARTBA Price Index

View ARTBA’s bridge report online:
http://www.artba.org/economics/bridges/
significant investments in bridge
projects. Bridge investment accounted
for 20 percent of the value of all highway
and bridge construction work in 2000,
and that share increased to 36 percent of
the market in 2014. Continued efforts to
address these condition issues will drive
more work.
State & Local Trends
Fifteen state legislatures approved gas tax
or related fee increases between 2013 and
the first half of 2015, increasing state rev-
enues for highway and bridge construc-
tion investment. In addition, voters have
approved 73 percent of the 655 state and
local ballot initiatives in the last decade
to increase transportation funding.
With additional resources available,
some states will be able to invest more
in bridge improvements. There are eight
states where state and local government
bridge contracts have represented over
40 percent of all highway and bridge
contract awards in the last five years:
Connecticut, Massachusetts, New Jersey,
New York, Pennsylvania, Rhode Island,
Vermont and Washington.
Uncertainty Over Federal Program
In July, Congress passed yet another
short-term extension of the federal aid
program, to Oct. 29. This will cause
some state DOTs to further delay bridge
projects.
Traditionally, the passage of a federal
aid surface transportation program has
preceded significant real growth in the
national bridge market, and federal
investment has accounted for an average
of 52 percent of all state DOT capital
outlays in the last decade. This is in part
because many bridge projects are large,
capital investments. The stability of a
multi-year federal bill also allows states
to plan ahead.
The delay of new projects entering the
pipeline means the bridge market could
plateau over the next two years, and even
decline as work on current projects is
completed.
Demand for Highway Work
Even with additional resources, there
are significant demands across the
country to increase highway and bridge
investment to meet actual needs. In an
environment with state and local budget
challenges since the Great Recession
of 2008 and a static federal aid surface
transportation program, the strength of
the bridge market over the last six years
has come at the expense of real pavement
and highway work, which was down 19
percent in 2014 compared to 2009.
The trend underscores the need for
policymakers to increase investment in
all modes, as we shouldn’t be “robbing
Peter to pay Paul.”
As increased travel, a strengthening
U.S. economy and population growth
put more pressure on our nation’s roads,
state DOTs and local governments will
be forced to address some of the repair,
maintenance and reconstruction
investment for highways and streets.
Without additional resources, this will
mean that governments may have to pull
back on bridge work to meet the pent up
demand for road investment.
Outlook
The real value of bridge work should
continue at a record pace through the
rest of the 2015 construction season and
into early 2016. On the positive side,
there are 26 states where the real value
of bridge contract awards in the first half
of 2015 is higher than last year, indicat-
ing that work in those states should be
expanding. Contract awards are also
up in some of the larger state markets,
including New York, California, Florida,
Pennsylvania, Texas and New Jersey.
The real question looming over all
others is the continued uncertainty over
the federal aid program. Any significant,
real increase in federal aid investment
would spur continued growth in the
bridge market.
If Congress passes a longer term bill
with status quo funding, the
predictability of investment levels would
likely help maintain current levels of
investment, depending on the ability of
states to generate additional funding to
meet the demand for highway
construction and maintenance. And if
Congress continues to delay action on
a federal bill, then this could adversely
impact the bridge construction market
as states pull back on awarding projects
amid funding uncertainty, and fewer
projects are in the pipeline for the 2016
and 2017 construction season.
Dr. Alison Premo Black is ARTBA chief
economist: ablack@artba.org.
Bridge and tunnel share of real highway & bridge construction market
2000
40%
35%
30%
25%
20%
15%
10%
5%
0%
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
Source: ARTBA analysis of U.S. Census Bureau Data, weighted with ARTBA Price Index
20%
36%

The bridge was assembled on rollers behind the east abut-
ment and rolled across the river using a cantilevered launch
over the east river pier to the west river pier. The launch was
carefully orchestrated to compensate for the upward arching of
the steel, which was used to create the proper clearance from
the top of the water and the sloped site profile. Once the main
span was in place over the reconstructed piers, it was jacked
up off the rollers and lowered onto the bearings. Once all three
spans were on bearings, the roadway deck panels, the two
pedestrian walkways and guiderail system were installed.
Traffic was reopened across the bridge ahead of schedule in
September 2014. The quick work resulted in F.H. Paschen, S.N.
Nielson & Associates being recognized as the “Outstanding
Bridge Contractor of the Year” by CDOT.
The city is currently doing engineering work and identify-
ing funding sources for a permanent replacement on Division
Street. A CDOT spokesman said that project could take up to
five years to complete. But now there’s some time to spare.
Acrow says the 700XS panel bridge can be used as a perma-
nent structure with an anticipated lifespan of 75 to 100 years.
THE WINDY CITY NEEDED A NEW BRIDGE IN A HURRY.
The Chicago Department of Transportation (CDOT)
selected F.H. Paschen, S.N. Nielsen & Associates in June 2014
for an emergency $6 million replacement of the Division Street
Bridge over the Chicago River North Branch Canal. The job
came with a tight three-month deadline and involved
demolition of the existing 111-year-old trunnion bascule
bridge, removal of the bridge’s drivetrains and counterweights,
and elimination of the existing abutments.
From an engineering perspective, the project posed a number
of challenges: first, vertical clearance had to match the existing
bridge; second, the sloped site profile required a unique meth-
od of getting the structure in place; and third, the fabrication
of specialty components. Additionally, CDOT required source
inspection of the Acrow fabrication facility in Milton, Pennsyl-
vania, and certification that all components were manufactured
in the United States, plus other quality assurances. In 2006, Ac-
row provided a temporary bridge for Chicago’s North Avenue.
The Acrow 700XS panel bridge was selected as the interim
span for Division Street based on availability, quick delivery
and speed of erection. Acrow’s engineering team worked with
the CDOT’s bridge team and the contractor to develop a solu-
tion based on readily available prefabricated bridge elements.
The bridge selected was comprised of three simple,
independent spans of 60 feet, 140 feet, and 60 feet. The
structure has a roadway width of 36 feet with two five-foot
walkways cantilevered off of each side of the bridge. To
minimize the dead load and to expedite construction, an
orthotropic deck with an anti-skid aggregate epoxy coating
applied to the roadway surface was used for driving safety and
to eliminate the need for asphalt.
Acrow Delivers Temporary Bridge to Windy City
PROJECT:
Division Street Bridge
LOCATION:
Chicago, Ill.
OWNER:
Chicago Department of
Transportation (CDOT)
View project video at
www.transportationbuilder.org.
DEFICIENT BRIDGES
PhotoscourtesyofAcrowBridge.
Information for this article was provided by Acrow Brodge and edited by
ARTBA’s Mark Holan: mholan@artba.org.

U.S. Route 9/Woodbridge Township, New Jersey
by Brian J. Atkinson
Dewberry Engineers Inc., last fall completed a $6 million
federally funded project for the New Jersey Department of
Transportation (NJDOT) utilizing accelerated bridge
construction techniques. The project, which included
resurfacing and drainage improvements in a heavily congested
mile-long section of U.S. Route 9 in Woodbridge Township,
New Jersey (near Staten Island, New York) involved a bridge
superstructure replacement.
There were several constraints and challenges associated
with the project’s location. The crossing carries three lanes of
Route 9 southbound traffic over the road’s northbound ramp
(Green Street), with an estimated 31,000 vehicles using the
bridge daily. The circa 1937 bridge was a single span concrete
encased rolled steel beam superstructure. The abutments were
constructed at different skew angles (45 degrees at the south
abutment and 37 degrees at the north abutment), resulting in a
varying span length between 47.5 feet and 56.5 feet. The bridge
was in desperate need of a new concrete deck.
Originally, the Route 9 southbound bridge was slated to be
replaced as part of a larger roadway improvement project.
However, NJDOT performed a “value engineering” review of
the project and recommended reducing the scope to include
only deck replacement. During preliminary engineering, it
became evident that conventional staged construction with a
cast-in-place deck slab would result in major traffic disruptions
for at least a year. Accelerated bridge construction techniques
were explored to reduce the construction period.
Engineers decided on a complete superstructure replacement
utilizing prefabricated bridge superstructure units with steel
beams. They also recommended closing southbound Route 9
traffic while the existing superstructure was removed and the
prefabricated units installed. But the contractor EIW
Construction Group was only permitted to shut down the
roadway for a weekend to complete the demolition and install
the new superstructure. The construction also had to be
planned around the year-end holiday shopping season due to
the bridge being located near the busy Woodbridge Center
shopping mall.
In order to successfully complete the construction within the
given time constraints, construction methods and durations
were taken into consideration. Very early strength latex
modified concrete, with a cure time of about four hours, was
used as a closure pour to span between the new superstructure
units and the existing approach slabs that were left in place.
Details were also developed to simplify construction and
account for the variable geometry of the existing substructures
that would support the new superstructure units.
Beginning at 9 p.m. on Friday, Oct. 17, 2014, the
contractor shut down the southbound lanes and began
demolition. By 6 a.m. on Monday, Oct. 20, the bridge was
reopened to traffic in time for the morning commute. Parapet
and sidewalk construction as well as the final surfacing were
completed in a subsequent stage with limited traffic disruptions.
Because of the detailing and planning done before the road
was closed, risks associated with this type of construction were
minimized and the contractor was able to complete the work
effectively, resulting in a new superstructure that will extend
the life of this structure for NJDOT.
Brian J. Atkinson is Dewberry Engineers Inc. senior project engineer,
structural engineering: batkinson@dewberry.com.
PROJECT:
U.S. Route 9
LOCATION:
WoodbridgeTownship, N.J.
OWNER:
New Jersey Department of
Transportation (N.J. DOT)
DEFICIENT BRIDGES
PhotocourtesyofDewberryEngineersInc.

in plain sight of the Congress for years,” but that even the
partial closure may not be enough to spur action. “It is going
to take public outrage, perhaps like what is expected from
the domino effect of a partial shutdown of a major gateway
bridge,” she said.
The Federal Highway Administration detailed the Arlington
Memorial Bridge’s problems in an April 2013 inspection
report. Two years later ARTBA identified the historic structure
as one of more than 61,000 deficient bridges nationwide.
Cianbro’s McGeady said bridge work opportunities appear to
be growing. “States are recognizing they have to do something
despite what’s going on in D.C. They are planning and getting
organized, but they still need the money.”
Work on the Arlington Memorial Bridge includes structural
concrete, steel, and timber member repair or replacement,
installation of additional elastomeric bearing pads, and
expansion joint repair or replacement. McGeady said crews
can’t be sure what other problems they might find until they
begin working.
“After the repairs are complete in six to nine months, the
lanes and sidewalks are expected to reopen, but the 10-ton
weight restriction will remain in place because the repairs will
not address the road surface issues,” said Campbell, the Park
Service spokesman. “Once the support beam repairs are
complete, the contractor will also do some debris removal
within the bridge and paint the trunnion supports to help
prevent further corrosion.”
In what has become one of the most symbolic transportation
infrastructure patch-up projects in the nation, the federal
government is making emergency repairs—once again—to the
Arlington Memorial Bridge in Washington, D.C.
Two lanes of the 1930s-era span over the Potomac River were
closed in May. New weight limits also were imposed on the
bridge, forcing the rerouting of tourist buses traveling between
Arlington National Cemetery and the Lincoln Memorial. The
National Park Service, which owns the bridge, stepped up its
contractor selection process so repairs could get started before
the end of the summer.
Maine-based Cianbro Corp., which patched up the bridge
several years ago, was selected for the latest $2.5 million
contract. Work is expected to begin in late August.
“It’s another short-term fix to get to a long-term fix,”
said Eamonn McGeady, general manager of Cianbro’s
Transportation Business Unit.
The National Park Service estimates that a complete
rehabilitation of the 83-year-old bridge would cost upwards
of $250 million. But “funding has yet to be identified,” agency
spokesman Wayne Campbell said in late July.
Because of its location in the Nation’s Capital, the bridge’s
continued deterioration and ongoing repairs have taken on
symbolic significance as Congress continues to wrestle with a
long-term transportation investment plan.
U.S. Rep. Don Beyer (D-Va.) said the bridge “is not just
the symbol, but the reality, of failed leadership” as Congress
addresses the nation’s infrastructure challenges. Rep. Eleanor
Holmes Norton (D-D.C.) said the bridge “has been crumbling
Washington Bridge Becomes Symbol of Transportation Funding Failure
PROJECT:
Arlington Memorial Bridge
LOCATION:
Arlington, Va./Washington, D.C.
OWNER:
National Park Service
DEFICIENT BRIDGES
by Mark Holan
Mark Holan is ARTBA editorial director: mholan@artba.org.
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F-SERIES pAvERS

NEW PROJECTS
Rebuilding the Fox River Bridge in Elgin, Illinois,
is one of the largest single awards in the $2.5
billion rebuilding and widening of the I-90 Jane
Addams Memorial Tollway between the Tri-State
Tollway (I-294) and Rockford. Originally opened in
1958, the six-lane bridge is being replaced with two
side-by-side bridges, 1,315-feet long, standing 40
feet above the Fox River. The new structure will in-
crease capacity to eight lanes with full shoulders in
each direction. The bike and pedestrian bridge that
runs under the structure are also being replaced.
The $95 million Illinois Tollway project,
designed by Stanley Consultants, began in 2014 and
is scheduled to be completed by the end of 2016.
As of mid-July, the entire bridge substructure had
been completed, except for abutments. Eastbound
beam erection and deck widening is finished and
westbound deck construction is in progress. Homer
Chastain is providing construction management
services.
REBUILDING THE FOX
RIVER BRIDGE by Rob Koss
Photos courtesy of
Stanley Consultants.

More than 100,000 vehicles travel across the Fox River Bridge
each day. That equates to nearly 110 million vehicles traversing
the bridge during the three-year construction period.
Maintaining traffic flow while simultaneously demolishing the
existing structure and building a new one is traditionally
accomplished by developing a multi-staged plan that
jockeys traffic back and forth across the bridge section with
split counter-flow lanes and numerous sub-stages.
However, by selecting girders that significantly increase the
structural depth of the bridge, it became possible to construct
the entire substructure of the new bridge underneath the
existing bridge. This significantly lessens the impact to
traffic by allowing the contractor, a joint venture between
Kenny Construction Co. and Kraemer North America, to
continuously construct the new substructure under the existing
bridge without interruption—even through the winter. This
made it possible to reduce the maintenance of traffic scheme to
just three stages.
A gantry system, used instead of conventional cranes to
perform the heavy lifting, also improves traffic flow by allowing
all six lanes to remain open during construction. The gantry
uses a hoist traveling along an overhead rail to lift and set the
heavy beams, each weighing nearly 100 tons. All pier elements,
including pier caps, are being constructed under the bridge
while maintaining all traffic lanes above, which allows the
contractor to work unobstructed.
The gantry system includes three main frames positioned
150-170 feet apart. Each main frame has a column on each end
supporting overhead beams with cross bracing between them
to carry two hoists and a trolley system to lift and transport the
concrete beams from the delivery truck to bridge piers. Two
gantries are used to set each beam, with one gantry on each
end. Once the beams are set at each pier the gantry frame is
disassembled and moved to the next open pier, moving first
eastbound and then repeating the process on the westbound
lanes.
The process will ultimately engulf and replace the original
structure while maintaining three lanes of traffic in each
direction nearly 100 percent of the time, a convenience that
would not have been possible using cranes. These innovative
engineering and construction techniques are expected to
shorten the construction period and are also anticipated to save
$2.2 million in maintenance costs over the life of the
new bridge.
The new Fox River Bridge will have eight spans and seven
piers—versus the original structure’s 14 piers—which reduce
the environmental impact on the waterway and rare forested
fen below. Existing storm sewers that previously drained into
the fen have been eliminated and a new drainage system will
capture all bridge stormwater runoff and treat the flow prior
to discharge into the river. These flows are being rerouted, to
preserve the quality and quantity of groundwater within the
adjacent forested fen communities.
View project videos at www.transportationbuilder.org.
Rob Koss, P.E., operations manager, Stanley Consultants Chicago Office,
project manager for the design of the Fox River Bridge:
kossrob@stanleygroup.com or 773.714.2003.
“This state-of-the-art bridge is being built with the most
advanced techniques to shorten construction time and reduce
any inconvenience to Tollway customers by maintaining three
lanes of traffic in each direction at all times except for off-peak
overnight hours when traffic flow will allow,” said Illinois Toll-
way Chief Engineer Paul Kovacs. “When it is completed, the
new bridge will safely accommodate more vehicles while also
protecting the Fox River and nearby wetlands from stormwater
runoff.”

NEW PROJECTS
Unlike bridge construction, most of the new Mid-
town Tunnel project can’t be seen taking shape
under the Elizabeth River in the Hampton Roads
region of Southeast Virginia. The nearly one-mile-
long, two-lane immersed-tube tunnel will run adja-
cent to the existing Midtown Tunnel, which con-
nects Norfolk and Portsmouth via U.S. 58. Whether
visible or not, however, plenty of innovative and
cost-saving work is being done as the tunnel devel-
ops toward an anticipated late 2016 completion.
But the new tunnel is only one component of
the massive $2.1 billion Elizabeth River Tunnels
(ERT) Project. Other work includes maintenance
and safety improvements to the existing Midtown
and nearby Downtown tunnels; extending the MLK
Freeway from London Boulevard to Interstate 264,
and interchange modifications at Brambleton
Avenue and Hampton Boulevard. The entire project
is scheduled for substantial completion in 2018.
The ERT Project is being delivered through a
public-private partnership (P3) agreement between
Elizabeth River Crossings OpCo LLC (ERC) and the
Virginia Department of Transportation (VDOT) in
Hampton Roads. ERC has tapped SKW
Constructors, a joint venture formed by Skanska
(part owner of ERC), Kiewit and Weeks Marine, as
the design-build contractor for the project. HNTB
is providing construction quality control services as
part of the contract.
ERC says the project is creating more than 500
direct jobs and indirect employment for more than
1,000 others through local suppliers and vendors,
with upwards of $250 million in regional economic
development benefits. The new Midtown Tunnel
will add much-needed capacity and improve safety
by carrying westbound traffic from Norfolk to
Portsmouth, thus eliminating two-way traffic in the
existing 50-year-old Midtown Tunnel, now said to
be the most heavily traveled two-lane road east of
the Mississippi River, carrying nearly one million
vehicles monthly.
The all-concrete immersed-tube tunnel contains
11 elements fabricated in Sparrows Point, Maryland,
near Baltimore, more than 200 miles away from the
construction site. Each element—averaging 350 feet
long, 54 feet wide, 29 feet tall, and weighing 16,000
tons—was floated down the Chesapeake Bay to the
tunnel location, lowered into place and attached to
its adjoining element with watertight seals. The last
element was placed underwater in mid-July, nine
LIKE A BRIDGE UNDER
TRAFFICKED WATERS
Photos courtesy of
“The Elizabeth River
Tunnels Project.”

months after the first was installed on the Portsmouth side in
October 2014.
Checking quality and safety
Since the project began in January 2012, HNTB has performed
construction quality control, acceptance testing and inspection
services for SKW. HNTB also wrote the design management
and construction quality management plans that established
the procedures, documents and organization for VDOT’s I-495
Express Lanes, the commonwealth’s first P3 project exceeding
$1 billion.
“The new Midtown Tunnel is an uncommon kind of
structure in the United States,” said Anil Sharma, HNTB
project manager. “But HNTB already was experienced with
Virginia Department of Transportation P3 design guidelines,
and had complete awareness of VDOT construction
procedures, so we could hit the ground running.”
HNTB mobilized qualified staff from around the country,
co-locating 37 professionals with SKW at the four key project
locations—the tunnel element fabrication site in Maryland, the
new tunnel, the two existing tunnels, and the MLK Freeway
area at Hampton Roads. SKW and HNTB teams worked
hand-in-hand to address any potential issues before
complications arise.
The underwater tunnel uses dense, high-performance
concrete made to last for 120 years. More than 100 trial batches
were required to develop the final concrete mix used to create
the tunnel elements. Certified labs were located at the
Sparrows Point casting yard, and at Portsmouth near the
project site. Each facility was staffed with full-time lab
technicians and supported by an off-site lab capable of
performing additional specialized tests.
“This is a huge project spread over several miles,” said Bob
Stallings, SKW project quality project manager. “There is no
room for mistakes. People sometimes see quality as a cost, but I
see it as a savings. It reduces rework, which is a big cost.”
Safety also is a big focus on such a massive, multi-location
project, with SKW doing continuous training of numerous
subcontractors and their employees. At times it has meant that
work was halted if there was doubt about safety. Work does
not start up again until improvements are made or
production methods changed to guarantee safety. A few
suppliers that failed meet the strict health and safety
requirements have been dismissed from the project.
Covering the costs
The project is partially financed by toll fees introduced at the
beginning of 2014 and being collected by ERC through a fully
automated system. Current rates range from $1 to $7 per
passage, depending on vehicle classification and whether
drivers are traveling off peak or during rush hours; and
whether they are using E-Z Pass or pre-payment options.
Additional funding is coming from private equity, VDOT and
a $463 million low-interest Federal Highway Administration
loan.
The P3 concession agreement will be in place for 58 years,
with ERC responsible for all operation and maintenance of
some 50 miles of tunnels and approach roads. Toll revenue is
contractually obligated to first fund protected operations and
maintenance accounts and to repay debt. The last disbursement
is to the toll operator as profit
“We bear all of the market risk related to traffic volumes.
More cars translates to more revenue and the potential for
higher returns,” said Doran Bosso, asset manager at ERC.
View project videos at www.transportationbuilder.org.
This story was developed from material in HNTB Designer and from the
Skanska and ERT Project websites and edited by ARTBA’s Mark Holan:
mholan@artba.org.

NEW PROJECTS
After more than three decades of political infight-
ing and planning missteps over how to replace
the ailing Tappan Zee Bridge, a new crossing is now
rapidly rising across the Hudson River. A decisive
governor, a supportive federal government, the
talents of the New York State Thruway Authority
and the efforts of the design-build team Tappan Zee
Constructors, LLC (TZC) that I lead are why suc-
cess is happening where failure prevailed previously.
Priced at $3.9 billion, the project currently is the
largest bridge and highway project in the nation.
The reasons the old bridge must be replaced are
legion. Constructed in the early 1950s, the bridge
originally was intended to serve only as a
temporary crossing. Ongoing deterioration
compelled the Thruway Authority to pour
increasing resources into keeping it safe, but major
structural deficiencies no longer can be band-aided.
What’s more, the old bridge is functionally
obsolete. Half a century ago, approximately 40,000
vehicles crossed the bridge every day; today, about
135,000 cross daily. Additionally, the absence of
safety shoulders, narrower-than-standard lanes
and other factors contribute to far more accidents
than occur on other New York State highways. In
the westbound direction, the accident rate is about
three times higher than the statewide average,
whereas in the eastbound direction, the crash rate is
more than five times greater than average.
The first span of the twin-span bridge is scheduled
to open in 2016 and the full project is on track for a
2018 completion. In contrast to its predecessor, the
new bridge will last at least a century without major
structural maintenance. Additional capacity, the
addition of breakdown lanes, a state-of-the-art
traffic monitoring systems and a dedicated
commuter bus lane will mean less congestion and
safer movement for all travelers. Designed and
constructed to be mass-transit-ready, the new
crossing will be able to accommodate bus rapid
transit, light rail or commuter rail in the future. The
bridge also will be “ped-and-pedal friendly” with a
bike/pedestrian path.
Now midway through our second year of
construction, the project is achieving rapid
progress. While the first year and a half of
construction focused on vertical foundation
elements underneath the Hudson River,
construction has risen above the waterline and is
increasingly going horizontal. June saw the start
of our placement of enormous steel girders for the
western approach span, the most obvious evidence
of progress. Operators of the project’s Left Coast
Lifter super crane are installing the enormous
assemblies, connecting concrete piers and literally
enabling the bridge to take shape.
The enormous
capacity of the I Lift
NY super crane is
enabling swift
progress on the New
NY Bridge project.
Photos courtesy of
Tappan Zee
Constructors, LLC
TAPPAN ZEE BRIDGE
REPLACEMENT RAPIDLY
TAKING SHAPE by Darrell Waters

Eight 418-foot towers
will lend the new
Tappan Zee Bridge an
iconic look.
To illustrate the enormity of the girders, the first
one to be installed is longer than the distance from
home plate to the centerfield wall at Yankee
Stadium. Put another way, if an NFL running back
rushed the distance of that girder over a full season,
he would hold the single-season record for rushing.
In total, more than 31 miles and 100,000 tons of
American-forged structural steel will be installed to
support the new bridge’s road deck.
Another major milestone was recorded in early
July with the completion of the first and by far most
significant phase of pile driving. One of the first
construction activities, pile driving has been ongo-
ing since mid-2013 as bridge builders installed more
than 1,000 piles to support the foundations of the
new crossing. As indicated in the above photo, the
landings of the old Tappan Zee Bridge are where the
second span of the bridge will touch down on land.
After transferring traffic onto the first new crossing,
the existing bridge will be torn down and additional
pile driving will be necessary to build piers close to
land as well as the abutment of second new bridge.
Also approaching completion is the installation of
precast pile caps, which are placed atop sets of piles
to unify their weight-bearing strength. The final
precast pile cap is scheduled to be installed in the
fall of 2015, completing foundation operations for
the current project phase. With the completion of
Darrell Waters is the president and project executive for
Tappan Zee Constructors, LLC, a design-build consortium of
Fluor, American Bridge, Traylor and Granite.
more and more piles and pile caps, the new bridge’s
piers, which rest upon them, are springing above
the water. To date, more than a dozen have been
completed.
Much of the accelerated progress has been made
possible by the recent addition of a third floating
batch plant, which more than doubled the project’s
concrete production capacity. The vast majority of
the new bridge’s 300,000 cubic yards of concrete will
flow through these mobile plants, which are able to
create different mixes and quantities of concrete on
demand. This summer, bridge builders are using the
plants to fill the football-field-sized main span pile
caps that will support the new bridge’s eight, 419-
foot towers, which themselves are getting underway
this summer. The soaring towers are key to the
iconic look of the bridge, supporting the graceful
arching appearance of the cables that will bear the
weight of the main span decks.
New York State’s Hudson Valley is witnessing
engineering history in the making. On behalf of the
hundreds of men and women working on the proj-
ect, we are proud to be building a new crossing that
will improve the lives of many generations to come.

PENNSYLANIA POSTCARDS
The Keystone State Begins Ambitious Bridge
Program, DespiteTaking a Pause for the Pope
by Eileen Houlihan
Engineering firm Pennoni Associates,
Inc., needed something of a miracle.
With upwards of two million people
expected in Philadelphia for the late
September visit of Pope Francis, the
locally-based firm was told to revise
nearly completed design plans for several
bridges being replaced on one of the
most traveled roadways in the city.
Hundreds of thousands motorists
travel daily on Interstate 676, known as
the Vine Street Expressway, the main
east/west connection through
Philadelphia. That includes overpass
bridges between 22nd
and 18th
Street.
The city requested a manageable
construction plan and timeline to
accommodate the Pontiff’s visit. Without
delaying the final design schedule, the
company presented a multistage
traffic control and construction plan that
includes suspending work throughout
September. All equipment and materials
are to be removed from the work zones
until construction resumes Oct. 1.
“In order to accommodate the logistics
of the Pope’s visit in conjunction with
the complex project schedule, it’s really
become the “Di-Vine” Street Expressway
Bridge Replacement project,” said John
Zarsky, Pennoni’s regional vice president
and transportation technology principal.
The five-year, $65 million project to
replace seven bridges is expected to be
completed in late 2019.
For the second consecutive year,
Pennsylvania topped the list of states
with the most structurally deficient
bridges, according to ARTBA’s analysis
of the Federal Highway Administration’s
National Bridge Inventory.
The commonwealth has the third
largest number of bridges in the nation,
according to the Pennsylvania
Department of Transportation
(PennDOT). There are 25,000 state-
owned bridges with an average age of
over 50 years, PennDOT says. ARTBA’s
analysis showed more than 20 percent
are structurally deficient, well above a
national average near seven percent.
In an effort to jumpstart work on such
a massive repair endeavor, PennDOT
launched the Rapid Bridge Replacement
(RBR) project. The Public-Private
Partnership (P3) aims to replace 558
of those structurally deficient bridges
around the state within 36 months. The
total cost is expected to exceed $1 billion.
The stakes couldn’t be higher: “Unless
replaced, these bridges will ultimately
have to be closed, jeopardizing public
safety and harming the state’s ability
to grow economically and create jobs,”
PennDOT said in a June update.
21st
Street Bridge overpass. Photo courtesy of Pennoni.

The agency said it screened more than
2,000 bridges prior to issuance of the
final Requests for Proposals for the RBR
project. It considered a host of factors,
including age, length, number of lanes,
average daily traffic, as well as impact on
utilities, railroads and a range of poten-
tial environmental impacts. All of the
bridges are relatively small, many only
single-span, two-lane structures, with
most bridge components of standardized
design that can be prefabricated offsite,
an important factor to help address
replacement and repair quickly.
Plenary Walsh Keystone Partners
received an $899 million contract for the
project. The group, along with its team of
Pennsylvania-based subcontractors, will
design, construct, finance and maintain
the bridges for 25 years after
construction is complete under the
terms of the P3 contract.
The PWKP team is comprised of
ARTBA members the Plenary Group,
Granite Construction Company and
HDR Engineering. Many of the 11
Pennsylvania-based subcontractors
are ARTBA members as well,
including Swank Construction
Company and Larson Design Group.
“The success of this project has the
potential to really change how P3
delivery is viewed in the U.S., that it is
ARTBA member firm Amman &
Whitney, which is part of the Vine
Street Expressway team and other major
projects in Philadelphia, also recently
completed the repair of an historic bridge
in Tamaqua, in Schuylkill County, a
milling and coal mining area in
Pennsylvania’s anthracite region.
The SR 209 East Broad Street Bridge
dates to the early 1890s, the start of
Tamaqua’s booming coal period which
led to a larger population and an
increased need for a more robust
infrastructure to carry goods and people.
The bridge over the Little Schuylkill
River is considered an important
resource to the area and the
rehabilitation project was an excellent
example of committing to preservation/
rehabilitation and utilizing creative and
not just for new capacity and toll roads,
but can be a very powerful tool in
addressing the backlog of critical
infrastructure projects necessary to
achieve a state of good repair across the
transportation system,” said Bryan
Kendro, former director of PennDOT’s
Office of Policy & Public-Private
Partnerships.
Kendro was honored in July as one of
ARTBA’s “P3 Entrepreneurs of the Year.”
innovative design methods to address
the inherent challenges of such efforts,
said Robin Malacrea, the firm’s senior
vice president of marketing and
communications.
The $2.5 million project required
rehabilitation of the three-span stone
masonry arch bridge and sidewalks,
which were added in 1933. All
rehabilitation work was completed in
accordance with the Secretary of the
Interior’s Standards for Treatment of
Historic Properties. The project
successfully modeled the union of
historic preservation and modern
materials to create a showpiece structure
that will last into the next century, the
company said.
SR 209 East Broad Street Bridge. Photo courtesy of Ammann & Whitney. I-676 Pedestrian Bridge Demo. Photo courtesy of Ammann & Whitney.
Eileen Houlihan is ARTBA senior writer/editor:
ehoulihan@artba.org.

More than 61,000 U.S. bridges—nearly one of
every nine—is structurally deficient and in
need of significant repair, according to the Federal
Highway Administration National Bridge
Inventory. But while the numbers are staggering,
some 2,000 bridges on earlier lists have been
repaired or replaced over the last year or so.
Bridge repair and maintenance is big business,
as well as a key component in keeping drivers
safe. Many companies involved in transportation
infrastructure are working to incorporate the latest
innovations and techniques into the manufacture
and distribution of materials for the maintenance,
rehabilitation and preservation of bridges.
For example, New Rochelle, New York-based
Transpo Industries, Inc. focuses on saving concrete
and steel of bridge decks. The company says its T-18
Methyl Methacrylate Thin Slurry, a thin, polymer
concrete overlay, helps to prevent deck cracks,
protects and waterproofs grout areas and provides
an anti-skid surface. It was used on the Welcome
Center Bridge in Ocean City, New Jersey, which
opened in 2013.
Transpo says the overlay will preserve the bridge
deck and assure its safe function to the full extent of
its design life of 15-25 years, while the impervious
overlay will also help extend the service life of the
bridge deck. “Polymer concrete overlays can enable
bridge decks to maintain a like new condition that
can make it possible to obtain a 75-100 year service
life,” said company President and Chief Operating
Officer Michael Stenko.
Dave Meggers, a research development engineer
at the Kansas Department of Transportation, said
the state has been using multi-coat polymer over-
lays for bridge preservation for 15 years, helping to
extend the life of the structures without the need to
mill off the existing wearing surface. He said that
over 200 bridges in Kansas have polymer concrete
overlays.
Placing an orthotropic deck on an existing bridge
is another preservation technique, used recently by
global consulting firm Parsons Brinckerhoff on the
Congress Parkway Bascule Bridge in Chicago. The
existing bascule deck with an open steel grid design
leaves the bridge components vulnerable to the
Welcome
Center Bridge.
Photo courtesy of
Transpo Industries.
Making Headway on Bridge Repair and
Maintenance by Eileen Houlihan
BRIDGE MAINTENANCE

effects of mechanical wear and weather.
Parsons Brinckerhoff said various deck options were
analyzed, based on their ability to protect the structural
elements below as well as for the weight of the movable spans,
including necessary rebalancing of the bridge and increased
stresses on the existing machinery elements. Many of the
options considered partially addressed the wear and weather
issues, but lacked attributes that would provide complete pro-
tection from the elements while enhancing ride, traction, and
lane delineation/visibility for motorists, the company said.
To address those issues and provide the most cost-effective
long-term solution within the constraints of budget and
schedule, an orthotropic bridge deck was selected. It consists
of a steel plate deck topped by a polyurethane wearing surface.
As an added benefit, the company said, orthotropic deck panels
assembled in the shop can help expedite deck replacement and
minimize construction time and traffic disruption.
Parsons Brinckerhoff said it was the first time an orthotropic
deck has been placed on a movable bridge in Illinois, and one
of the first such efforts in the U.S.
Another company working on the repair and upkeep of the
nation’s bridges is Forth Worth, Texas-based AZZ
Galvanizing. It uses a hot-dip galvanizing process to apply
molten zinc to fabricated steel, rendering corrosion protection
for up to 50 years, the company said.
AZZ said it recently tested a structural steel highway bridge
in Castleton, Indiana after 44 years of service. A 188-foot-long
steel beam bridge section that was hot-dip galvanized steel
remains in very good condition and does not require any
additional coating, reducing long-term maintenance costs, the
company said.
Bridge inspector Jim Mickler of the Indiana Department of
Transportation said galvanizing was a very effective method for
corrosion protection in areas like Castleton. The added
corrosion protection reduces the impact of road de-icing salts,
which build up due to frequent use in the winter months.
In Nebraska, the Department of Roads is helping to find a
way to more easily identify which parts of a bridge need fixing.
The agency recently issued a grant to the University of
Nebraska Lincoln (UNL) to build a 3-D computer model of
an area bridge. The model allows engineers, with the click of a
mouse, to identify which parts need fixing.
The data management tool is based on Building Information
Modeling, software used to draft three-dimensional, detailed
architectural plans for buildings and their various structural
systems, according to Zhigang Shen, the UNL associate
professor that developed it.
State bridge engineers have been quoted as saying road
officials across the country could find the system useful,
particularly those with multiple large or complicated bridges
to manage.
The implementation of bridge preservation strategies that
prevent, delay, or reduce deterioration is vital for the future of
our nation’s aging infrastructure. ARTBA member companies
remain fully active in this important work.
View project video at www.transportationbuilder.org.
Eileen Houlihan is ARTBA senior writer/editor: ehoulihan@artba.org.
Castleton, Indiana bridge. Photo courtesy of AZZ Galvanizing Services. Congress Parkway Bridge. Photo courtesy of Parsons Brinckerhoff.

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More than 3 million miles of roads and over 300,000
bridges in the United States are owned and maintained
by local governments.
In 1982, the Federal Highway Administration established
the Local Technical Assistance Program (LTAP). In 1991,
the Tribal Technical Assistance Program (TTAP) was also
created. LTAP and TTAP help local governments improve
management of their transportation networks.
There are 58 LTAP/TTAP Centers: one in each state, one
in Puerto Rico, and seven regional Centers that serve
tribal governments. Most Centers are housed at colleg-
es, universities and state departments of transportation.
The mission of LTAP/TTAP is to foster a safe, efficient,
and environmentally sound surface transportation
system by improving skills and increasing knowledge of
the transportation workforce and decision makers.
LTAP/TTAP strives to improve safety for users on local
roads, help local governments build and maintain their
The FHWA LTAP/TTAP Clearinghouse, managed by the American Road & Transportation Builders Association-
Transportation Development Foundation (ARTBA-TDF), provides program support for LTAP and TTAP Centers.
infrastructure, utilize the workforce efficiently, and teach
road workers how to do their jobs safely.
The national program focus areas are safety, workforce
development, infrastructure management and organiza-
tional excellence. LTAP/TTAP Centers help communities
improve the quality and condition of their transportation
network.
For more information about the LTAP and TTAP, or to get
contact information for your local LTAP/TTAP Center,
please visit:
www.LTAP.org
Local & Tribal Technical
Assistance Program
Essential Tools to Improve the Local &
Tribal Transportation Network
Training, Knowledge Exchange & Direct Assistance

strated a closed mind to comments.”
In the past 22 years, ARTBA’s legal
advocacy program has helped ensure
that more than $50 billion in approved—
yet challenged—state, regional and local
transportation projects and plans to
move forward.
The litigation is expected to take up to
three years (if a decision is appealed to
the federal appellate courts and the
Supreme Court) and cost between
$30,000 and $35,000 per year. Mayer
Brown LLP, a well-known law firm,
is representing ARTBA and the other
plaintiffs. This expense is not in ARTBA’s
current-year budget, but ARTBA imme-
diately agreed to join the lawsuit because
of the critical importance of this issue.
ARTBA fully expects many of the
environmental groups to litigate in favor
of the new rule and bring their many
financial resources to the table in doing
so. ARTBA members interested in
contributing towards the costs of this
litigation or wishing to obtain more
information about the lawsuit can
contact me at (202) 289-34434, or
ngoldstein@artba.org. Any contribution
will be a tremendous help in making sure
the WOTUS rule never takes effect!
ARTBA Takes EPA to Court Over “Waters of the
United States” Rule by Nick Goldstein
Nick Goldstein is ARTBA vice president of
environmental & regulatory affairs:
ngoldstein@artba.org.
As part of our commitment to protect
the transportation construction
market, ARTBA recently sued the U.S.
Environmental Protection Agency (EPA)
in federal court.
At issue is a new Clean Water Act
(CWA) rule issued by the EPA and the
U. S. Army Corps of Engineers (Corps)
defining “waters of the United States”
(WOTUS). ARTBA contends the rule is
too broad and represents a misguided
abuse of federal power.
ARTBA’s lawsuit, which is joined by
more than a dozen other trade
associations including the American
Petroleum Institute, the American Farm
Bureau Federation and the National
Mining Association, was filed in federal
district court on July 10.
This is not the first time ARTBA has
taken the EPA to court over the agency’s
attempts to expand federal jurisdiction.
ARTBA battled the EPA at the United
States Supreme Court in 2001 (Solid
Waste Agency of Northern Cook County,
about whether an isolated gravel pit
could be considered ‘navigable’) and in
2006 (the Rapanos case, over wetlands
regulation)—and won both times. Going
back further, ARTBA also litigated over
the government’s attempt to define the
scope of the CWA in the “Tulloch Rule,”
notching another win and even forcing
the EPA to cover the cost of appealing
the case.
For transportation construction, the
new WOTUS rule expands federal
jurisdiction to the point where virtually
any roadside ditch with standing water
could be subject to regulation. ARTBA
has consistently maintained that federal
environmental regulation should be
applied when a clear need is
demonstrated. Regulating all roadside
ditches under the theory of
interconnectedness, which suggests all
ditches eventually flow into natural
waterways, fails to meet this threshold.
Also, the WOTUS rule will add more
layers of review—for unproven benefits—
lengthening the transportation project
review and approval process. Requiring
wetland permits for ditch construction
and maintenance will force project
sponsors and the private sector to incur
new administrative and legal costs. Every
accumulation of precipitation on or
near a transportation project could be
targeted for a lawsuit by environmental-
ists. The potential delays and increased
costs that would result from EPA’s rule
will divert resources from timely ditch
maintenance activities and potentially
threaten the role ditches play in
promoting roadway safety.
When the rule was released on May
27, ARTBA President Pete Ruane noted,
“the EPA’s regulatory overreach aims to
submarine congressional efforts enacted
in 2012’s MAP-21 law that were aimed at
speeding up the delivery of transportation
projects.”
The initial complaint outlined in the
suit calls the rule “an opaque and un-
wieldy regulation that leaves the identi-
fication of jurisdictional waters so vague
and uncertain that Plaintiffs and their
members cannot determine whether and
when the most basic activities
undertaken on their land will subject
them to drastic criminal and civil
penalties under the CWA.”
The coalition also took strong issue
with how EPA drafted the rule, noting
that in addition to distorting Supreme
Court precedent, the agency “subverted
the notice-and-comment process by
(among other things) failing to seek
comment on scientific reports relied on
in the rule and on major revisions of the
proposed rule, conducting an inadequate
economic analysis, and engaging in
an unprecedented advocacy campaign
during the comment period that demon-

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ARTBA’s Bridge Policy and Promotion Council
Leads by Action by Allison Klein
Allison Klein is ARTBA BPPC executive director
and vice president of member services:
aklein@artba.org.
The Bridge Policy and Promotion
Council (BPPC) was formed in 2008
by a group of industry leaders who want-
ed to grow and improve the U.S. bridge
market and bring together industry
leaders to address major policy issues.
From project delivery issues to funding,
the BPPC set out to address a variety of
important topics.
Now six years later, the council has
made its mark and helped educate
members in the process. With almost
100 members, the council includes
leading contractors, design firms and
suppliers from around the country.
Questions about how U.S. bridges can
be built faster and what would allow for
more innovation came up frequently in
early BPPC meetings. From that
discussion, the members decided that the
industry needed a “best practices” paper
addressing the Design-Build delivery
method—one that that would reflect the
industry point of view on the matter. Led
by the BPPC’s Project Delivery action
team, ARTBA produced a 25-page paper
that breaks down the issues surrounding
this delivery method and suggests best
practices for owners. The paper included
input from ARTBA’s Planning & Design
and Contractors Divisions and reflected
the views of members from around the
country.
While the paper doesn’t endorse
Design-Build, it suggests the best way
to move forward if that project method
is chosen. Many of our members have
utilized this resource by referencing the
paper in various discussions and sharing
it with owners.
BPPC members also have made an
impact on policy by organizing task
groups that address issues impacting
the bridge industry. Most recently,
council members participated in
ARTBA’s Trans2020 Bridge and
Tunnel work group and helped put
together comments for U.S. DOT
addressing MAP-21’s updates to the
National Bridge Inspection Standards
and National Tunnel Inspection
Standards.
The BPPC also aims to educate
members on the latest technologies,
delivery methods and market
developments in the bridge sector.
Recent presentations have included
updates from Joseph Hartmann, director
of the Federal Highway Administration’s
Office of Bridges and Structures; and
Mike Keever, structure design chief with
the California Department of Transpor-
tation. The council also hosts frequent
webinars on such topics as accelerated
bridge construction, slide-in bridge con-
struction and Geosynthetic Reinforced
Soil-Integrated Bridge System.
ARTBA staff also frequently addresses
the council on matters related to the
market and government affairs. ARTBA’s
Senior Vice President and Chief
Economist, Dr. Alison Premo Black,
provides timely information on the
bridge market. Dr. Black supplies council
members with vital information that can
impact their business and also helps the
council show the public and media how
much work we need to do in order to fix
the nation’s bridge inventory.
“The Bridge Policy and Promotion
Council brings together national
leaders from the U.S. bridge industry,”
said Ted Zoli, BPPC chairman and senior
vice president at HNTB. “The council
provides a fantastic opportunity for
members to discuss and comment on
the latest policy initiatives, get impor-
tant market information, and to stay up
to speed on major issues impacting the
bridge industry across the country. If
you are a leader in the bridge sector, you
need to be involved with this group.”
To learn more about the BPPC, or to
get involved, please contact me at
aklein@artba.org.

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