Located in the Shenandoah National Park, Skyline Drive provides opportunities for picturesque scenery of the treasured Blue Ridge Mountains. Running along the crest of the mountains from Front Royal to Rockfish Gap in Virginia, the rehabilitation project included work on Skyline Drive from Mile Posts 5.63 to 28 and 65.20 to 97.10, along with intermittent overlooks and parking areas adjacent to Skyline Drive. Skyline Drive runs from north to south through the park and throughout the project limits pavement experienced cracking and severe pavement deterioration, in addition to the deterioration of wearing surface due to continued use over time on both Skyline Drive and the various overlooks.

As the lead designer and provider of quality control services for the MC3 led Design-Build Team, ELR worked closely with the Contractor, National Park Service (NPS) Denver Service Center (DSC), Shenandoah National Park Staff, along with their Construction Management Representative (CMR), to assess the deteriorated pavement in order to complete the final design and prepare the release for construction plans. ELR as the engineer of record was responsible for pavement design, pavement markings, work zone traffic control, and quality control inspections to successfully deliver the project.

Skyline Drive Rehabilitation

The Project is part of VDOT’s $2.3B improvement program for the 330 mile I-81 Corridor and is located near Marion, Virginia. The purpose of the project is to improve safety and operations by extending the existing I-81 Exit 47
northbound on ramp approximately 3,900 feet from MM 48.1 to MM 48.8. The project improvements include mill and overlay existing lanes; extend existing ramp lane, shoulders, and ditches; install a rock fallout zone; grade slopes; and installation of signage.

To accomplish this, approximately 75,000 cyds of material were excavated with the use of explosives while staying within the existing right-of-way and
maintaining traffic in the heavily travel north-south interstate. A significant portion of the cut was in rock, while a smaller portion is in soil, with less-
weathered blocks suspended in a matrix of soil. Major risk on the project was presence of this site in karst topography with sinkholes. To mitigate the risk
rock catchment ditch was provided, and ELR engineering geologist and
engineers visited the site regularly to monitor the features exposed as the
pre-splitting continued. As the rock splitting continued, and slope was exposed, rockfall hazard analysis was revised and recommendations were made for talus
maintenance.


The design-build project was awarded to the Team in July 2021 with all
permitting, design approvals, and construction completed early in less than 12 months.

I-81 MM 48 NB Acceleration Lane Extension Design-Build Project

This is a Locally Administered Project (LAP) by Loudoun County to extend Northstar Boulevard as a 4-lane median divided minor arterial roadway, from John Mosby Highway (US Route 50) to Tall Cedars Parkway, in Loudoun County, Virginia. The roadway has 10-feet shared use paths on the both sides of the roadway and has additional turn lanes and traffic signals with pedestrian controls installed at US Route 50, Marrwood Drive and Tall Cedars Parkway. The project budget of $45.8M was funded by Loudoun County, NVTA, and VDOT.

As the lead designer for the Bridge, ELR supported the project by providing the County with Stage-II Final Design and ultimately Stage-III Construction engineering services for the Northstar Boulevard Bridge over South Fork Broad Run. This included structural design /detailing, scour analysis, developing final plans, specifications, special provisions, and a cost estimate. The bridge is a 150-feet long single span pre-stressed concrete bulb-T beam bridge at 45-degree skew on tall wall abutments, with long wing walls, on spread footing foundation.

Working closely with Loudoun County and VDOT as part of the Stage-III post-design efforts, the bridge foundation was redesigned because of the variable bedrock encountered at depths different from the estimated bedrock depth which was based on the original subsurface investigation. ELR also assisted the County with reviewing RFIs and shop drawings throughout the construction of the Bridge.

Northstar Boulevard

ELR provided the NCDOT and Summit Design and Engineering
Services with construction inspection staff to perform duties including
but not limited to the following:

Asphalt paving oversight, recording, and documenting NCDOT
and QMS standard specifications while maintaining current
certification status.

Bridge construction and concrete placement installation
inspections of application, recording, and documenting work
items throughout the construction process. Girder installation,
elevation checks, and overall monitoring while maintaining
current concrete certifications for applied techniques and
different mixes of approved concrete as per NCDOT.

Erosion control measures project wide were inspected for proper
construction installation and performance using the approved
plans to assure jurisdictional streams, permitted sites, and any
sensitive areas are protected using the current regulatory
specifications.

Work Zone Traffic Control supervision of devices installed using
the approved transportation management plans which are
checked and inspected. This is to address the safety of both the
traveling public and construction personnel in the active work
zones with protection using best industry practices.

I-40 Exit 300-319

ELR was hired by US Developments to complete site planning for a 22.7 Ac site commercially zoned site in Union County, NC adjacent to the City of Waxhaw, NC. The area is a rapidly growing bedroom community outside Charlotte, NC and has very restrictive growth ordinances that made development challenging. Development of the site is constrained by has large elevations changes throughout the site, federally and locally protected waters and associated tree buffers through the heart of the site, limited sewer capacity for the site, and very restrictive development requirements for the conditionally zoned property that required special use permits for each activity.

ELR valued engineered several already designed features including redesign of a 30’ tall MSE wall, reducing the height and improving the grading around the wall to reduce cost and footprint of the wall, adjusting grading for more applicable uses of the property including cut and fill balance and reduction of rock excavation to improve the project.

Specific site designs included a commercial spine road through the site, development of four commercial lots along Providence Road which is the main entrance to the site, and a rear upscale townhome development including 75 units blended into the protected stream and buffers.

Under construction in the development is a Caliber Collision facility, a PEP Boys Tire Service Center, and a 100,000-sf climate control storage facility. Other developments that will start soon are the 75 townhome units and a medical office building. All infrastructure is being designed by ELR.

Providence Road Project

Staff now at ELR held key design roles for all roadway, hydraulics, structural, signing, pavement marking, and transportation management elements of the I-77 HOT Lanes P3 project. This was the first P3 design-build executed by NCDOT, providing the addition of managed lanes along a 26-mile corridor of I-77. Staff was responsible for design criteria, and final plans, and oversaw location & surveys, geotechnical investigation, right-of-way, and utilities. The project included 18 bridges and interaction with key developer staff, stakeholders, local municipalities, and private utility companies.

Following construction completion, ELR entered into a Master Services Agreement (MSA) with I77 Mobility Partners, to provide various design-related services, during their period of operating and maintaining this highway.

In 2021, ELR staff provided post-design services for reconstructing and rehabilitating 16 ramps and loops at Exit 16 Sunset Road, Exit 18 W.T. Harris Blvd., Exit 25 Sam Furr Rd., Exit 30 Griffith St., and Exit 33 Williamson Rd. The plans included roadway design, erosion control, transportation management, and pavement marking.

Other services have included mobile scanning for the entire managed lanes corridor, static toll sign design for when the dynamic tolling signs are not functioning, revisions to the managed lanes signing, and bridge inspection and rehabilitation plans.

I-77 HOT Lanes P3 - Master Services Agreement

This project involves the major pavement rehabilitation of I-71 from State Route 665 to Stringtown Road. The project involves full depth pavement and an additional third travel lane in each direction that will be added to the median. ELR completed a MOTAA where several concepts were evaluated, leading to the selection of a part-width MOT plan. The FRA-71-0903 L/R structures over White Road will be replaced with single span prestressed concrete I-beam structures. All existing signs and guardrail will be replaced and the drainage was evaluated for replacement, repair, or reuse. In addition, the project involved 5 noisewalls and lighting design.

FRA-71-5.29

The proposed Exchange Road Waterline Extension Phase I project is being implemented by the Flatwoods-Canoe Run (FCR) Public Service District and is necessary to provide quality and dependable potable water and fire protection service to approximately 59 residences in the Holly and Otter Magisterial Districts of Braxton County, West Virginia. This project will be supplied via the FCR PSD’s Water Treatment Plant. The project includes upgrading an existing booster pump station and the construction of a water storage tank that will be sized to provide water to future phases of expansion of the system.

The Exchange Road Phase I project would tie-in at the existing Pressure Reducing Station near the intersection of State Route 4 and County Route 19/22. The Exchange Road Phase I project would serve residents along County Routes 19/22, 19/26 and 19/16.

The proposed project is estimated to cost $3,136,600 and is being funded by a $1,853,500 Appalachian Region Commission Grant; a $570,000 USDA Rural Development Grant; a $570,000 USDA Rural Development Loan and $142,500 in private contributions.

This Phase I Project will provide water to the planned Phase II Project that will serve an additional 39 customers. The Phase II Project is estimated to cost $2,498,027 and will be funded by an already committed $1,698,027 Abandoned Mine Lands Grant and a requested Small Cities Block Grant in the amount of $800,000.

Exchange Road Waterline Extension Phase 1

Project involved the replacement of the SR 109 over the Maumee River. As part of the project, alignment alternatives were developed to realign SR 109 to eliminate the existing offset intersection. The intersection with SR 109 with CR 424 was designed to change SR 109 to the predominant movement and make CR 424 a stop condition. The proposed bridge will be a 12 span prestressed concrete I-beam structure and will have aesthetic enhancements including bicycle friendly railing. The project also involved design of guardrail to provide access to a future bikepath, drainage improvements, ROW plans, traffic control, and MOT. Extensive environmental coordination was completed as the Maumee River at this location is classified as a recreational river.

HEN-109-18.02

The Village of Cadiz, Ohio is located in Harrison County, Ohio. The village is in the midst of the shale oil activity in Ohio. Two shale oil plants have been constructed in the village, along with two new motels. In June of 2012, Ohio EPA mandated the village make improvements to their wastewater system. A tight timeline was included in the mandate from Ohio EPA.

The village’s wastewater system was constructed in 1939. No significant improvements or extensions were made to the system before issuance of the Finding and Orders by Ohio EPA. The system consisted of 197,684 linear feet of gravity lines ranging from 4-inches to 15-inches, 22,069 linear feet of 1.5-inch to 6-inch force mains, 794 manholes, 14 cleanouts, and 9 pump stations. The collection system was constructed primarily of clay pipe. The system surcharged during wet weather events. Resulting untreated wastewater flowing into nearby creeks and onto private properties.

Ohio EPA required the village to submit monthly reports and to participate in a monthly conference call with staff from Ohio EPA’s Columbus and Southeast District offices. E.L. Robinson Engineering staff drafted monthly reports for the village and participated in the conference calls. The reports and calls focused progress made on wastewater system improvement. The village was placed under a “connection ban.” No new wastewater customers were permitted to connect to the village wastewater system without approval from Ohio EPA. E.L. Robinson Engineering developed a report that tracked elimination or reduction of inflow and infiltration to the wastewater system. As I&I was eliminated by the village, Ohio EPA granted credits for new connections. It was critical for the village to maintain report and document elimination of I&I. The credits generated permitted new shale oil industries and supporting businesses locating in the village to connect to the wastewater system.

The North Trunk Collection System project is the third project completed by the village in an effort to improve their wastewater utility. This project involves replacement or rehabilitation of the many of the most problematic collection lines, manholes and other appurtenances. Work includes nearly 3,700 feet of pipe lining, 1,200 linear feet of 8-inch gravity line and 1,400 linear feet of 4-inch service laterals.

This project has a budget of $870,000. Funding for this work was provided by Ohio EPA’s Water Pollution Control Loan Fund (WPCLF). E.L. Robinson Engineering staff is currently completing planning and design of the next phase of collection system improvements. This phase is significantly larger in scope than the current project. Anticipated cost for the next phase is expected to be $8-milllion. A funding package is being developed at this time for those improvements. It is anticipated that funding will be provided by USDA-Rural Development, USACE, Appalachian Regional Commission and possibly Ohio EPA’s WPCLF program.

E.L. Robinson Engineering staff has worked with the village to complete a rate analysis to appropriately set wastewater user charges at levels that provide adequate revenues to cover operation, maintenance, capital improvements, debt service and reserve accounts.

North Trunk Collection System Improvements

E.L. Robinson Engineering, working as the designer for The Ruhlin Company, was successful in winning the $40,000,000 Design-Build Willow Island Power Plant Site Development Project. The project, currently under construction, involves diverting water from the locks and dam through a powerhouse to generate an average annual output of approximately 195 GWh. ELR Engineering designed and coordinated the layout and arrangement of the cellular and land-slide earthen cofferdam, perimeter slurry cut-off wall, powerhouse excavation, instrumentation, dewatering system, and temporary roads.

In addition, ELR was responsible for the preparation of all design criteria, analyses and design calculations, specifications, construction drawings, and quality control and quality assurance. The design includes construction, operation, and maintenance of the necessary facilities, including groundwater seepage cut-offs, required for dewatering the construction areas, and insuring that the completed excavation is free from running or standing water. The system incorporates pumping wells, sumps and drainage ditches to allow all work within the cofferdam to be accomplished in the dry.

The design also includes an instrumentation system to monitor the performance of the cofferdam excavation and dewatering system. During the drilling for establishing the base elevations for the dam structure within the first stage of cofferdam, a fault under existing Pier 9 and weir area was discovered resulting in changes in the footing design of the pier. The fault-shattered rock was removed, excavation was cleaned and backfilled with concrete, and the concrete gravity monolithics were replaced with circular sheetpile cells and connecting arcs. Slush grouted rock berms were placed downstream for stability and a grout curtain constructed under the weir.

Willow Island

E.L. Robinson Engineering was contracted by the Logan County Development Authority to provide project planning and site design including approximately one half-mile of access road design, site grading plan, sediment and erosion control, water and sanitary sewer layout; and upgrade to the existing wastewater treatment plant. This development includes 52 acres of land located near the Southwest Regional Jail and US 119 Corridor G. ELR is able to provide clients, like the Logan County Development Authority, with a full range of civil engineering and construction management services. ELR’s goal is to provide convenience and make the job of their clients as easy as possible.

ELR is committed to providing maximum efficiency in the completion of every project. The Earl Ray Tomblin Industrial Park and Access Road utilized the full depth of ELR’s quality services, including stormwater drainage, preparation of bid/contract documents, participation in the solicitation and evaluation of bids received, construction administration and inspection, assistance with easement/property acquisition, surveying and mapping, and preparation of all necessary permit applications

Earl Ray Tomblin Industrial Park and Access Road

This award winning design build project with Schirmer Construction and Cleveland Metroparks was prompted by the necessary removal of the original Fort Hill steps due to severe erosion of the over 100’ high cliff adjacent to the Rocky River, next to the Rocky River Nature Center. ELR proposed a unique set of timber stairs connecting landings set on “tree” like support navigating the popular trail to 100’ above the valley. The stairs feature 2 overlooks and singular column foundations to minimize the impacts to the surroundings and view shed. This design won the 2018 ABCD award for Outstanding Special Purpose Bridge.

Cleveland Metroparks Fort Hill Steps Wins ABCD Award

E.L. Robinson Engineering teamed with the joint venture of the Beaver Excavating Company and Mosser Construction, Inc. to develop a Value Engineering Change Proposal (VECP) for the LUC-24-1272 (US 24 over Norfolk Southern Railroad) and LUC 24-1293 (US Route 24 over Ramp D) structures for the LUC-24-6.19 project in District 2. This VECP resulted in a project savings of over $3 million dollars. The VECP included the realignment of Ramp D closer to the Norfolk Southern Railroad. This allowed for the elimination of the 306 foot long precast concrete arch structure over the Norfolk Southern Railroad and the 330 foot long precast concrete arch structure over Ramp D.

The two eliminated structures were replaced with a two span rigid frame/slab structure with a 57 degree +/- skew and average length of approximately 213 feet. The structure was then classified as a buried structure and was no longer classified as a tunnel as it was now less than 300 feet in length. Tunnel lighting was replaced with standard underpass lighting and the fire suppression system and advance tunnel signing was eliminated. A strut and tieback system was provided for the two span structure to provide footing lateral stability thereby permitting the footing size and pile pattern to be reduced.

The main slab reinforcing steel was designed and detailed to be perpendicular to the substructure units. The roadway barrier was designed to be integral with a substantial reinforced concrete edge beam. The two span structure was designed for overloads as applied per the contractor’s earth moving equipment. In addition, the area of mechanically stabilized earth walls was reduced by approximately 21,000 square feet. This VECP resulted in a savings of just over $3 million dollars.

LUC-24-6.19 VECP

E.L. Robinson Engineering is a diversified civil engineering and planning firm with proven performance and established experience. We have successfully and creatively designed and completed top-quality engineering solutions since 1978 in multiple states across the Mid-Atlantic and Mid-West.

Home

We stand as one of the region’s leading engineering firms, with an in-depth knowledge and understanding of the latest innovations in energy and energy transmission. With office locations throughout West Virginia, Ohio, and Kentucky, ELR is surrounded by the rich Appalachian resources that help keep America running. Our engineers are highly experienced in various energy sectors and bring tremendous insight and ability to every project. We understand the processes necessary for ensuring that the work is done correctly. This experience also enables us to produce work rapidly without compromising quality.

Energy

ELR has a strong history working with elected officials and appointed leaders across the region to develop safe, cost-effective solutions to water, sewer, and land development challenges. We have the experience and in-depth knowledge regarding permitting, contract documents, and specific regulations required to successfully complete public infrastructure projects. Our experienced engineers focus on providing infrastructure work that, if fully operational, meets the diverse needs of the public while enhancing quality of life.

Infrastructure

Our firm has serviced the private sector for many years and knows what it takes to meet clients’ expectations. The staff at ELR is highly knowledgeable in exactly what is needed to adhere to local, state, and regional regulation and design codes present in private sector development. We effectively collaborate with private, commercial, and residential developers to produce projects which are always on time and on or under budget.

Private Sector Development

We provide a full range of civil engineering and landscape architecture services for various recreational entities, including parks, athletic fields, golf courses, health and fitness facilities, and sports arenas. The talented ELR staff applies their expertise in landscape architecture and civil engineering to enhance recreational facilities for the benefit of all users, improving the community and overall quality of life. We collaborate with all partners to effectively service the recreation market.

Recreation

Highways, access roads, airports, and bridges – ELR provides truly innovative civil engineering solutions to the transportation market. Our staff has equipped the firm with an unmatched ability to produce cost savings through value engineering, supreme operating procedures, and effective project execution. We have the proven performance to provide a full range of services to satisfy transportation needs. From permitting, surveying, and construction management to geotechnical analysis, ELR delivers timely solutions for both private and public entities.

Transportation

We are thrilled to have a major role in the design and construction of corridor enhancements, separating interstate traffic on I-71/I-75 from local traffic on the corridor over the Ohio River, connecting Covington, Kentucky to Cincinnati, Ohio. The existing Brent Spence Bridge, which opened in 1963, was originally designed to handle 80,000 vehicles per day, including 3,000 to 4,000 trucks daily. As the region has experienced significant growth, vehicular demand on the bridge has dramatically skyrocketed 10x to 160,000 vehicles per day, including 30,000 trucks daily. This increase in demand significantly increases safety risks and develops potential bottlenecks for the traveling public.

Running from Canada to Florida, I-75 is vital to American businesses, allowing them access to distribute products globally. Currently, this section of the corridor is estimated to carry $400B in freight traffic annually, making this thoroughfare a critical artery for not only America’s economy, but the global economy.

The construction of the new bridge and associated approach bridge and roadway work is projected to cost US taxpayers $3.6B. The total price tag is being divided up between the State of Kentucky, and the State of Ohio, and is supported by the Bipartisan Infrastructure Investment and Jobs Act, which allocated $1.6B to improve the Brent Spence Corridor.

We are eager to collaborate with everyone that is involved on this project, working collectively to deliver a project that increases safety, alleviates congestion, and shows Americans that we are building BIG things again. Congratulations to ODOT, KYTC, Kokosing, Walsh, Jacobs, AECOM, and the many other contributors on getting this project moving again. Let’s build something great!

Photo Credit: Ohio Department of Transportation, Kentucky Transportation Cabinet

https://youtu.be/Z8Y_XbIv_9c?si=FDu45peEljywYEfv

Certain statements contained in this press release constitute forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Forward-looking statements are statements that do not directly relate to any historical or current fact. When used herein, words such as "expects," "anticipates," "believes," "seeks," "estimates," "plans," "intends," "future," "will," "would," "could," "can," "may," and similar words are intended to identify forward-looking statements. We base these forward-looking statements on management's current estimates and expectations, as well as currently available competitive, financial, and economic data. Forward-looking statements, however, are inherently uncertain. There are a variety of factors that could cause business results to differ materially from our forward-looking statements including, but not limited to, the timing of the award of projects and funding and potential changes to the amounts provided for under the Infrastructure Investment and Jobs Act, as well as general economic conditions, including inflation and the actions taken by monetary authorities in response to inflation, changes in interest rates and foreign currency exchange rates, changes in capital markets, the possibility of a recession or economic downturn, geopolitical events and conflicts, and the impact of the COVID-19 pandemic, including the related reaction of governments on global and regional market conditions, among others. The company is not under any duty to update any of the forward-looking statements after the date of this press release to conform to actual results, except as required by applicable law.

ELR is Proud to Support the Brent Spence Design Build Team!

ELR Work Featured in EPA Article on the USDOT “Reconnecting Communities” Project

ELR is a key player in building resilient infrastructure and communities to preserve and expand access to vital resources. Our team supports everything from winning capital grants and engineering studies to planning and environmental services.

We’re thrilled to have been part of a grant application process that resulted in the first-round selection of Bluefield WV to receive a Reconnecting Community planning grant. In fact, Bluefield was recognized as one of three featured stories in a recent 

United States Department of Transportation (USDOT)

spotlight, “Past, Present, and Future of Reconnecting Communities.” The 

 details three exemplary projects proposed and funded under the auspices of a massive bipartisan infrastructure law and the related five-year $1 billion Reconnecting Communities Pilot (RCP) grant program.

As outlined in the article, “the program funds removing, retrofitting, or mitigating transportation facilities like highways or rail lines that create barriers to mobility, access, or economic development through technical assistance and grant funding for planning and capital construction projects that reconnect communities and improve people’s lives.”

Past federal highway policies led to development that had negative and inequitable impacts on minority and low-income communities, in many cases diminishing, destroying, or isolating historic sites and previously vibrant neighborhoods. The RCP Program was the first-ever national answer to these challenges, enabling new national funding for building resilient infrastructure and communities.

The Big Picture: Building Resilient Infrastructures and Communities

The big picture of building or restoring resilient infrastructures and communities is massive and complex, requiring extensive collaboration across many entities, from citizens to government, historians to environmental scientists, and engineers to architects. Competing or short-sighted priorities can have a devastating effect in the long run, and even when the effect is positive, what was once best for a community can begin to work against it over time. Doing it right takes meticulous effort and diverse expertise.

Case in point: the Bluefield, West Virginia community highlighted on the USDOT website. Once a thriving African American community built around the railroad and coal industries, Bluefield is home to Bluefield State University, a long-standing historically black college, and two historic hotels, Thelma’s and Traveler’s, famously listed in the Green Book travel guide as safe places for black musicians and others to stay.

Bridges that once kept the African American population connected to the city proper on the other side of the formidable railroad tracks that had helped build the community began to fall into disrepair after decades of use. With the railroad industry and coal economy also in decline, the community began to suffer from a lack of funding and other resources.

As we seek to reconnect and rebuild, our challenge and opportunity is to consider all potential impacts through planning studies like the one approved in the Reconnecting Communities planning grant and work with all stakeholders to help rebuild or build resilient infrastructures and communities for the future.

Down to the Details: How We Help from the Ground Up

Our team has years of experience across the spectrum of areas of expertise required to effectively build resilient infrastructure and communities. That includes direct experience working on the government side through entities like the 

West Virginia Department of Transportation (WVDOT)

 bring us in on significant projects like Bluefield, WV because we understand the full stakeholder ecosystem and the intersection of solutions.

For Bluefield, former WVDOT Secretary/Commissioner and current E.L. Robinson (ELR) Business Development Manager, Paul Mattox, P.E., and Todd Schoolcraft, Landscape Architecture Manager were instrumental in the grant writing effort that led to the funding approval in the RCP program. Douglas Parker from ELR’s Transportation Planning and Environmental Practice assisted with providing the historical context of the Bluefield community to ensure that the planning grant came together in the best interest of the community.

Building resilient infrastructure and communities starts well before the first shovel hits the ground. It requires substantial evaluation and planning just to write the grant proposal to win the funding and secure the work in the first place.

AECOM relied on the collective experience of our nationally-recognized engineers and planners to provide useful community context and our on-the-ground knowledge of infrastructure needs in Bluefield to write the winning grant.

Once the inputs and constraints are known and plans and contingencies are in place, engineering studies provide the necessary information to scope and design the work. Our expertise and advanced technological resources in 

 underpin transportation solutions that gain or preserve community resilience, maximize efficiency, and meet today’s stringent environmental requirements while maintaining feasibility.

With stakes as high as the well-being and livelihood of struggling communities and the preservation of the environment and historic landmarks, we leave no stone unturned. Communities like Bluefield and partners like AECOM depend on that. We’re incredibly proud to be an instrumental contributor to Bluefield and other RCP-supported projects.

To learn more about how we are supporting building resilient infrastructure and communities through environmental planning and transportation engineering, 

 to read the USDOT Reconnecting Communities article.

Building Resilient Infrastructure and Communities

Achieving Proper Soil Compaction in Road and Bridge Construction

Most people can imagine the complexity of building a bridge or a highway, but it’s easy to overlook the nuanced complexities of the surrounding earth and aggregate to ensure the stability of structures and roadways. These require special instruments like a nuclear gauge to confirm appropriate bulk density throughout excavation and embankment around structures. And there are many layers.

Soil Compaction and the Gravity of Bulk Density

Bulk density refers to the soil's ability to function for structural support, soil aeration, and water and solute movement. It’s so important to structural integrity that it is regulated at the state level. It’s also a measurement used to convert soil weight and volume.

Those not in the civil engineering and construction industry might not realize the importance of earthwork. Building any structure from a sidewalk, embankment, or underground pipes to a highway or bridge requires displacement and replacement of the surrounding soil and aggregate.

Soil compaction around the new structure sounds simple, but it involves painstaking testing to ensure that the bulk density is in range at every level for maximum stability. Excess moisture displaces the soil, while insufficient moisture means the soil will fail to bond. Either extreme is a problem for structural stability, and that’s a problem for both safety and compliance.

Getting Granular on Measuring Bulk Density with a Nuclear Gauge

Although many professionals in the industry have a decent visual sense of bulk density, testing is necessary to ensure safety and compliance with state regulations. This can happen over days, weeks, or even months, depending on the scale and complexity of the structure.

The nuclear gauge operator drives a hole into the ground and sets the gauge to send a radiation pulse into the surrounding soil. This is called “direct transmission” testing. It then measures how many molecules return and how long it takes for the pulse to bounce back to the gauge from the lowest point it reaches. The molecules bounce off water molecules, so the more moisture in the soil, the quicker and more complete the returning pulse, and the less dense and stable the earth. Testing can also be performed without driving a hole (on materials such as asphalt), known as "backscatter" testing.

A long-trusted “friend” when it comes to structural integrity, the nuclear gauge is the current preferred method for measuring bulk density. Unlike its cumbersome precursor, the volumetric sand cone test that was once required by the Corps of Engineers and still used by some today, the nuclear gauge saves time and thus money relative to other methods. In fact, it is required in West Virginia, where we do a great deal of structural work.

The first step in using a nuclear gauge to conduct a Field One Point Proctor test for bulk density in soil compaction is to establish maximum density and optimum moisture content (the moisture level at which you reach maximum density).

To determine the max density, we first conduct a preliminary direct transmission density test and collect a sample from the site. We run a proctor test on the sample and use the results along with the data from the gauge to determine the maximum density and optimum moisture according to previously established curves (e.g. 

). Finally, we run additional four tests with the gauge. The average of the five tests needs to meet at least 95% of the maximum density in order to meet the state specifications. This becomes the Field One Point Proctor for further testing on the site. Find additional details on the One Point Proctor test 

Next, come all the layers. Backfilling is a slow process, but there’s no way around it. Structural integrity is too important. To properly test for bulk density during soil compaction, fill and test the soil in four-inch to six-inch lifts. (Different situations will require different increments.) Each layer must meet the state requirements for max density.

Using the word nuclear always brings up questions. When used properly, the nuclear gauge is safer than our daily exposure to the sun, but like all things nuclear, it’s also regulated by the 

. That means we maintain our licensed safety requirements, including a Radiation Safety Officer (RSO), Heather Woods Shaffer. All gauge operators are required to maintain radiation safety training certification. We also audit and leak test every gauge every six months and document results.

As an extra precaution, everyone who uses the gauge carries a Thermoluminescent Dosimeter Badge, which measures exposure to radiation. Every three months, the badges get sent in to report exposure. In all our years of testing, we’ve never had a reading above the requisite threshold. This extra testing is not required for our license, but with our family of colleagues, we can never be too careful.

The nuclear gauge is one of the essential tools of our trade, and we depend on it daily. We also help others with bulk density testing using the gauge. Matt Campbell, Project Inspector in our West Virginia office, teaches training classes for the West Virginia Division of Highways (WVDOH) on “Soil and Aggregate Compaction Technicians.”

If you want to learn more about soil compaction, bulk density, and the nuclear gauge, visit our 

The Nuclear Gauge is Your Friend for Bulk Density 

Helping communities recover, survive, and thrive is some of our most important work. Our South Carolina Emergency Management team is busy working on flood-resilient infrastructure design, conducting hydraulic studies to mitigate damage from past storms, preparing for future storms, and preventing the worst from happening again.

, is “the system of public works of a country, state, or region.” That includes essential services and resources like water, sewer, power, transportation, and more. Often, these are utilities we rarely think about until they are unavailable, and then it’s all we think about.

Flood-resilient infrastructure design takes into account ecological, environmental, and structural elements existing on a floodplain as well as root causes and effects of potential flooding in the surrounding areas both up and downstream. The goal is to mitigate the potential impact on infrastructure and the overall community of excessive rainfall and flooding through a variety of traditional and sustainable design components, for example:

Removing existing structures from the landscape to reclaim natural areas

Adding green structures to absorb water naturally

Redundant and diverse access to water treatment resources

Why South Carolina and Others Need Flood Resilient Infrastructure Design

Between 2015 and 2018, three hurricanes (Joaquin, Matthew, and Florence) led to Presidential declarations of federal disasters in South Carolina. It might surprise many people to learn that the bulk of the damage from all three of these storms was not the wind and storm surge, but rather it was the eventual flooding from the rain falling across the state, as well as runoff water from rivers, streams, and tributaries beyond for an extended period. That’s what can happen without flood-resilient infrastructure.

The storms caused debilitating damage throughout South Carolina. Those without the means to repair their homes were forced to either live in unsafe structures, relocate with relatives, or flee the disaster area. This strained the fabric of affected communities, some of which had experienced damage from all three storms and many of which had already been struggling with high social vulnerability as Low and Moderate Income (LMI) areas even before the storms.

Local economies continued to struggle as businesses lost customers and local government tax revenues diminished. One storm can cause destabilizing damage. Three storms in four years have left many communities on the brink of collapse. This example is an extreme case, but South Carolina is not the only state in need of flood-resilient infrastructure design. If your infrastructure is on or near a floodplain, a resilient design could be a game changer.

According to the U.S. Environmental Protection Agency (EPA)

“Heavy downpours have increased in frequency and intensity worldwide in the last 50 years. They are expected to become more frequent and intense as global temperatures continue to rise. As a result, the risk of flooding is likely to increase dramatically across the United States. The average 100-year floodplain is projected to increase 45 percent by the year 2100, while the annual damages from flooding are predicted to increase by $750 million. Among the types of flooding that will likely become more frequent are localized floods and riverine floods. Localized flooding happens when rainfall overwhelms the capacity of urban drainage systems, while riverine flooding happens when river flows exceed the capacity of the river channel.”

How to Mitigate Future Flooding Disasters

The best way to mitigate future flooding disasters is to focus on the whole community to create resiliency by addressing risk and creating a culture of preparedness. That means motivating your community to protect themselves from the loss of life, property, and prosperity as a result of natural hazards. That’s not a simple, quick fix, but as you can see in the South Carolina example, it’s far superior to the alternative.

Now, South Carolina is taking the first step toward flood-resilient infrastructure design, engaging E.L. Robinson to conduct the 

South Carolina Office of Resilience (SCOR)

 spearheaded the two studies funded by a 

 Community Development Block Grant-Mitigation (CDBG-MIT) Grant with a focus on Low and Moderate Income (LMI) Benefit Areas and Mitigation Urgent Need in “Most Impacted and Distressed” (MID) counties.

The Darlington County Hydraulic/Flood Study and the Chesterfield County Hydraulic/Flood Study each contain multiple tasks and steps, including:

Communication and Education for elected officials and the public in the community

Conducting multiple public meetings to collect feedback and information and identify flooding issues throughout the county based on public meetings

Conducting face-to-face site visits to meet residents and assess flooding issues

Developing hydrologic and hydraulic models of the existing and proposed stormwater system for various frequencies using GIS mapping to create conceptual designs

Prioritizing projects for construction grant submissions based on computer modeling results, including a benefit-cost analysis (result > 1) for each potential project

The SCOR will use the results of the studies to submit additional grants and identify flood-resilient infrastructure design projects to undertake based on available funding and identified priorities.

Why Work with E.L. Robinson Emergency Management Services

It takes an experienced firm familiar with these types of projects with a team that can work within the intent of the program, for example, focusing on current and future impacts on LMI and MID counties. That’s how we deliver flood studies with the highest level of credibility based on data-driven, expert analysis. It includes comprehensive data analysis and intellectual rigor that stands the test of intense public scrutiny and increases the likelihood that projects will gain funding and proceed.

Learn more about our Emergency Management Services

, including flood-resilient infrastructure design and much more. 

 with any questions or to discuss a future project.

Designing Flood Resilient Infrastructure in South Carolina

Extending Clean Drinking Water to West Virginia’s Rural Communities


Do you ever stop to think about where your clean drinking water comes from? Many of us have never experienced the lack of treated potable water, but there are rural communities and remote areas where people have never had access to clean drinking water. That really puts the occasional brief electrical outage or internet interruption into perspective.

At E.L. Robinson, the combination of what we do and where we most often work makes us keenly aware of the challenges and opportunities of getting clean water to remote communities. 

 team does extensive work in the area of water treatment and distribution, wastewater treatment and collection, and stormwater management. Our homes and operations are based in West Virginia, Ohio, Kentucky, Virginia, North Carolina, and South Carolina.

We have first-hand knowledge - sometimes from family - about communities that need access to clean drinking water, and seeing the impact is one of the most rewarding things we do. They often feel personal to us, but projects like these are also massive and complex.

One such community was Big Harts Creek and Logan County Public Service District (LCPSD) and surrounding areas, where we worked to extend 47 miles of water line across two rugged counties in four phases across eight years to serve approximately 700 previously unserved customers in Big Harts Creek and surrounding communities.

E.L. Robinson designed and permitted all phases. We’ll use this project as our example as we describe the various phases (the smaller projects within the overall project) and stages (the steps we take to complete a phase and/or an overall project like this) of the process.

Getting Clean Drinking Water to the People Who Need It

To give you a sense of what’s involved in extending a water system to get clean drinking water to remote areas where people really need it, we’ve outlined 10 steps or stages, some of which are repeated at each phase.

Step 1: Preliminary Engineering Report (PER)

The very first step in a clean drinking water project of any scale is to conduct a Preliminary Engineering Report (PER) to analyze the project from every angle. At this early stage, we’re looking for basic descriptions of existing water facilities and how the project would address issues, including possible alternatives, cost analysis, and a recommended course of action.

Next comes preparation for gaining environmental clearances through evaluation of and reporting on wetland and stream delineation as well as threatened and endangered species. This stage also includes analysis of historical sites to ensure proper preservation.

The Planning stage lays the groundwork for the Preliminary Design. This is the stage where we create the schematic and hydraulic model for technical feasibility. It involves field markups, key locations, and existing utility coordination. Although water is often the first utility to go underground in areas like this, we need to make sure that we’re not going to disrupt any existing infrastructure.

Planning also includes the important steps of assessing environmental impacts on human communities, such as locations that are low-to-moderate income (LMI) or 

 communities as well as gaining public involvement and approvals.

The fourth step is Preliminary Design, in which we determine what we plan to do and where the pipe will go between the existing infrastructure and the people who need clean drinking water. The overall system layout outlines how the water will move through the system with initial hydraulics and phase planning.

For example, with tens of thousands of feet of line, we would need strategically-spaced storage tanks with booster pump stations to provide adequate pressure along the way. In this stage, we say where, when, and how.

Before we develop the Final Design, we need input and approval from the key stakeholders, particularly the owner, for example, the LCPSD. Even when we’re local, the owner's input on local terrain, considerations, and nuances is vital to proceeding smoothly through Final Design and permitting.

Using the preliminary design and review comments, we map out the Final Design phase by phase. This is the stage where we do all of the necessary permitting and land acquisition based on the hydraulic model created in the Planning stage.

The Final Design work may not all happen at once. Instead, it is likely to occur phase by phase so that one part of the project can proceed while the next is still in design and permitting.

The Bidding step ultimately determines who will complete the construction work. This too happens phase by phase, and it might not involve the same contractors across all phases. There are likely to be multiple contractors per phase.

This is where the rubber meets the road, or rather, the waterline meets the mountain. During Construction, contractors dig and lay pipe, which is made of a combination of Ductile Iron Pipe, PVC, or other metals and plastics.

 determine the standards for these materials. Copper is for limited use, and must not contain lead. Ductile Iron Pipe is the gold standard. It is ¼ inch thick steel with bituminous exterior coating and is cement-lined inside, all in the interest of securing clean drinking water for decades to come.

Construction can involve multiple contractors across the phases, with each phase operating as its own project. It all builds up to the one overall hydraulic model in the feasibility schematic created in the Planning stage.

Once all phases are complete, there is an important step to ensure the integrity of the system. We perform sample testing across multiple points to confirm that the treated water is safe for customer consumption. The people in the community now have direct access to clean drinking water.

During Project Close Out, we also reallocate any leftover funds. That doesn’t always happen, but if it does, the money usually goes into further line extensions or improvements for the surrounding areas.

Finally, once the water is flowing, the community often hosts a groundbreaking ceremony complete with local and state dignitaries and many of the consumers receiving the water. The impact of the system is palpable - people are genuinely tickled and very appreciative. To them, it’s often a happy surprise. To us, it’s a basic need that we are honored to provide.

“I’m very happy to have public water,” affirms Big Harts Creek resident Martin Browning. “No more salt. No more water softener problems. No pump problems. My water is as clear as can be. No problems since it was put in. I’m very happy to have public water!”

Water, Water Everywhere, and Not a Drop to Drink

How Engineered Fish Passage and Wildlife Crossing Structures Help People and Animals

Did you know that civil engineers, structural engineers, and landscape architects all work with environmental planning professionals to ensure the preservation and protection of the wildlife in the area surrounding the parks, bridges, highways, and other structures we design and build?

It’s true, and we have a highly experienced and respected 

 team that conducts studies and assessments, consults with our engineers, and advises on elements like wildlife crossing and aquatic organism passing requirements.

There are a number of ways to facilitate safe fish passage and wildlife crossing through engineered structures like culverts and land bridges. First, we’ll look at why this is necessary, then we’ll dive into a bit more detail about what these structures are and how they work.

Environmental Challenges of Human-Made Structures

The roads and other structures that we build that are vital and connecting infrastructures for humans may potentially have the opposite effect on fish and wildlife. The structures often divide the natural landscape for wildlife species that need to cross roads to find food, water, and suitable habitat. The divisions aren’t just disruptive; wildlife-vehicle collisions (WVCs) can be deadly for wildlife. They’re no picnic for the humans involved either.

The challenge is not limited to land-based animals. ‍When designing a new park, road, bridge, or other types of infrastructure project, civil engineers must take into account the potential impact it will have on local aquatic organisms and fish.

US Fish & Wildlife Service (USFWS) Fish Passage Program

“Fish passage is the ability of fish or other aquatic species to move through an aquatic system among all habitats necessary to complete their life cycle. Fish need connections between and within waterways during various life stages to reproduce, feed, and contribute to their ecosystems by recycling the nutrients they take in… Barriers that block the natural movement of fish are a major cause for the decline in fish populations. Today, millions of obsolete or poorly designed dams, roads, and levees in the U.S. keep fish, and other aquatic species from moving freely to feed, migrate, and reproduce.”

Engineered Structures that Connect for Wildlife Crossing and Fish Passage

If you explore sites like the USFWS page linked above, you might think at first glance that all structures are barriers. But human-made structures are not always the problem. Designed properly, engineered structures can help ensure that natural and infrastructure barriers don’t isolate previously connected habitats or limit the ability of wildlife to move between these areas.

We’ll focus on two examples of structures that can connect instead of divide habitats: Culverts and Land Bridges.

Culverts for Safe Fish Passage and Wildlife Crossing

A culvert is a structure usually made of concrete, PVC, aluminum, or galvanized steel pipe. Culverts allow water and related wildlife to pass beneath other structures like trails, ditches, roads, and railroads.

Our engineers and environmental professionals ensure that we design with the environment and wildlife in mind, but not everyone does that. Culverts are often seen as barriers because they are not always designed to accommodate the environment, fish, or wildlife crossings. When poorly designed, improperly placed, or undersized, it’s true that they can do more harm than good.

“Think of it like a drinking straw,” explained Marella Buncick, E.L. Robinson Senior Environmental Planner, Ecologist, and former long-time USFWS employee. “Anything bigger than the straw’s diameter, ice, for example, won’t go through. Now imagine that straw is a giant structure in a stream. If the straw -or culvert in this case- is too small for the fish and other aquatic organisms in the environment, then it’s a barrier and a problem. If it’s designed according to the 

 requirements to accommodate the fish and wildlife in the local ecosystem, it is a connector and a solution.”

Well-designed culverts provide significant benefits to wildlife populations and help to preserve native biodiversity. Other structures that specifically help fish pass through barriers like dams include fishways, fish ladders, and fish lifts. Requirements are dependent on the local environment and species and are often specified at the local level. To find information specific to your state, visit the 

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