Insights

The West Virginia Great Barrel Company doesn’t make whiskey; it makes the barrels – the “infrastructure” that holds it while it is in the maturation process. There would be no whiskey without the barrels, and without our site development, utility, and roadway infrastructure, there would be no whiskey barrel plant!

We noticed several parallels between whiskey barrel manufacturing and civil engineering. Both combine science, creativity, and practical application to produce results that are functional and enjoyable! Let's explore the similarities.

E.L. Robinson’s West Virginia Great Barrel Company Infrastructure Project Highlights

The West Virginia Great Barrel Company Project included site development, industrial access road design, and both water and wastewater service extension.

The site development portion involved grading and drainage plan preparation as well as building pad elevations, parking lot design and permit filing.

 The roadway team furnished all materials, labor, and equipment necessary for the construction of approximately 2,060 linear feet of roadway, including drainage, guardrail, signage and pavement markings.

The water portion of the project extended water service to approximately 50 residential customers, the Greenbrier State Forest, a UPS Distribution Center and the WV Great Barrel Company Plant. Additionally, 1,500 linear feet of gravity sewer line extended service to the new plant.

The West Virginia Great Barrel Company Manufacturing Process Highlights

On the West Virginia Great Barrel Company website, the company says, “To build a better whiskey barrel with industry-leading leak rates and more controlled flavor development, we first had to build a better process.”

How Do Civil Engineering and Whiskey Barrel Manufacturing Relate?

We see several commonalities in our work. They build whiskey “infrastructure” in the form of the vessel that enables optimal maturation, and we build transportation and utility infrastructure that is a means to the end, providing vital access and resources to communities. They don’t “just” make barrels, and we don’t “just” design or build anything. Things that seem simple and are often overlooked can be among the most essential and complex parts of an ecosystem.

• Quality Materials & Regulatory Standards

• Collaboration & Interdisciplinary Work

These parallels highlight how both civil engineering and whiskey barrel manufacturing combine science, creativity, and practical application to produce results.

To learn more about our site development, roadway, utility, and other services, visit 

https://www.elrobinsonengineering.com/services

 To learn about the West Virginia Great Barrel Company, visit 

Engineering Neat: The Crossroads of Infrastructure & Whiskey Maturation

See What’s Behind an Extraordinary Employee Retention Rate

E.L. Robinson Engineering (ELR) proudly celebrates 46 years of excellence and a remarkable employee retention rate of 93% for those who have been with the company for five years or more. To help explain how we accomplished this exceptional longevity and success, we interviewed several long-term employees who have dedicated their careers to ELR to get some insight into why they have stayed. Here's what we learned.

The Essential Role of Company Culture in Employee Retention

Whether with us for eight years or 38, the first thing our employees say drives them to stay when we ask about employee retention is about the other people around them, how they treat one another, and the culture they create together through positivity, team building and community.

"The office has a great group of people. Everyone gets along with little to no personal conflict. Coming to work where there is a positive feeling is great," says 

, Director of Operations for the Columbus, OH office, with ELR since 2006.

, a Structural Engineer in Cleveland, who has been with ELR for 10 years, echoes this sentiment: "I love that ELR feels like a family. Everyone gets along well and truly enjoys working together. We enjoy collaborating at work and spending time together outside of work."

ELR's commitment to team building fosters a sense of community among employees and contributes deeply to employee retention. 

 a Geotechnical Engineer in Columbus since 2011, cited the importance of shared experience for employee retention, "ELR makes a concerted effort to team build, which in turn encourages employees to enjoy time together outside of the office. For example, the Columbus office participates in golf and kickball leagues outside of the office."

, a CAD Manager/Civil Designer with over 25 years at ELR, appreciates the trusting and supportive culture: "The company culture at ELR is very relaxed and family or community feeling. We are professionals and get the work finished, but no one is looking over your shoulder and micromanaging."

Charleston, WV Field Construction Inspection Manager and 23-year employee, 

, highlighted a valued connection to the company's leadership as a key motivator: "My respect for Jack Pendleberry was my start. I stayed because we all felt like [founder] Ed Robinson cared about us, and we cared about him. You just do not find that with other companies."

In fact, Woods-Shaffer is also one of our “boomerang” employees. She left for about a year early-on, but returned quickly, and never looked back, sharing, “Ed Robinson called and asked me to come back. I did.”

Defining and Delivering Work-Life Balance for Employee Retention

In a service-based business filled with driven and dedicated professionals, the line between work and life can seem thin, or even non-existent at times. That makes the effort to deliver and maintain work-life balance and support one another even more important to employee retention and satisfaction.

explains, “The basic realities of our industry are that projects have deadlines, and sometimes we have to work to meet those deadlines. ELR succeeds because employees are cross trained, and never work on an ‘island’ so to speak. If you’re working long hours on a deadline, the chances are you’re getting help from others to ease the burden.”

Employee & Family Focused Philosophy with Supportive Policies 

Beyond the natural ebb and flow of work and priorities, we maintain an institutional support system that has helped deliver long-term employee retention, facilitating work-life balance through various policies and practices.

, a Transportation Engineer in Cleveland since 2016, explains, "ELR is very supportive of maintaining a healthy work-life balance and encourages activities outside of work."

Putting the fine point on the connection to employee retention, 

adds, "We have always operated on the belief that family comes first. When you feel that the company that you dedicate so much time and effort to actually cares about your wellbeing ... that deserves loyalty!"

Clients, Projects, and Positive Challenges at the Heart of Employee Retention

The work is always at the core of employee retention and satisfaction, especially when those employees are in an advanced professional field like engineering. It’s the day-to-day details, client interactions, constant change, and results that make all the difference.

“I find working and getting to know our clients very satisfying. I really enjoy meeting and discussing the client’s wants and wishes at the beginning of a project. Many times, clients will have my direct phone number and have called to discuss aspects or concerns of a project. Direct communication, respect, and partnership with clients is a large part of ELR’s success,” 

 attributes a great deal of employee retention to the variety within and across projects, saying, "ELR has a way of getting itself into unique jobs. It seems like, if a company is too small, you only work on small jobs. If a company is large enough, an employee is 'pigeonholed' into doing the thing they do best. But at ELR, I’m forced to wear multiple hats and know how to do multiple things."

, seeing the results of her work is incredibly rewarding. She explains, "The most satisfying part of my job is being able to go out to a bridge after it’s been completed. I’ve been involved with a few Cleveland MetroPark projects, and it is so fun being able to take my kids out to see 'what mom does' for work."

 expands on the role of results in job satisfaction and employee retention, adding, “Seeing the development of a project from initiation to completion is incredibly satisfying. Whether it's overcoming challenges as a team or visiting the final product upon completion, each stage brings its own sense of accomplishment and reward."

ELR's ability to adapt to new challenges and changes in the industry is crucial for its continued success in general and for employee retention. 

 notes, "Challenges and industry change are met head-on. ELR is not afraid to try new software or adopt new methodology in order to stay viable and competitive."

 says it’s "The people and the constant changes and challenges of heading a construction inspection group” that keep her motivated, but laughs, “There’s a fine line between satisfaction and crazy."

Employee Retention Builds through Nurturing Opportunities

Satisfaction and loyalty over time also depend on a sense of growth and progress. There is no shortage of that here. We actively reinforce the importance of both providing and accepting opportunities for continuous learning and professional development.

 finds great satisfaction in serving as a mentor, offering, "After 32 years in this profession, I think I have some knowledge to pass on. Sharing this knowledge and experience with the next generation of engineers is vital for the success of our company and our profession."

Support for Continuing Education and Professional Development 

ELR's support for professional growth is a significant factor in employee retention. White continues, "The company provided both financial support and flexibility for me to return to university and earn both my master’s and PhD. degrees."

 also values the encouragement to engage with professional organizations, offering, "ELR is very encouraging about being involved in professional organizations, like [the Association for Bridge Construction and Design] 

 [originally named Women’s Transportation Seminar]. It’s great getting out, meeting other professionals, and learning about things we might not encounter in our regular day to day."

The evolution of roles and responsibilities is a common theme among long-term employees. 

reflects on her journey. "Starting out as a graduate fresh out of college, I was given tasks that really helped me learn about bridges, structures, and the whole process of plan development to construction and inspection. Now I can use this experience and knowledge to help write reports, identify design problems, and help newer coworkers who are just starting out."

Emphasizing the role of learning by doing and trust in employee retention, 

 talks about how his team leaders have helped, emphasizing, "Jamal [Nusairat] and Peter [Narsavage] have put me in positions ahead of what my abilities are, and I appreciate being challenged more than being taught."

The Employee’s Role in Employee Retention and Satisfaction

Finally, we heard a lot about the importance of each employee being a proactive participant in his or her own experience on the road to our high employee retention rate.

Advice from Long-Standing Loyal Employees 

“Don’t be afraid to ask questions,” emphasizes 

. “At ELR, everyone is eager to help you learn and develop new skills."

"My advice is to never be afraid to try something new,” 

 recommends. “It’s easy to stay in a position doing repetitive projects and never step outside your comfort zone."

 encourages hard work and teamwork, reinforcing, "Learn everything you can, work hard and take care of your team ... and they will take care of you."

Why Employee Retention and Satisfaction Matter

The stories and experiences of ELR's long-term employees paint a picture of a company that values its people, fosters a supportive and collaborative culture, and encourages continuous growth and development. This dedication to employee satisfaction and professional advancement is what makes E.L. Robinson Engineering a standout employer in the industry with extraordinary employee retention.

For more information on our work environment, employee benefits, and career opportunities, visit 

Celebrating Employee Retention at ELR

Making the Future Greater than the Sum of Multiple Projects

After devastating floods in 2016, the Clendenin and the Upper Elk River area of Kanawha County and Clay County, West Virginia (WV) had a long journey of extensive recovery efforts. Instead of “simply” trying to rebuild what was lost, the state, county, city, and other economic development authorities seized the opportunity to reimagine the historically challenged terrain as a tourist destination through multiple capital improvement projects.

“In Clendenin, the aftermath was especially striking. [City Council Member Dave] Knight estimates that 90 percent of homes in the town… were flooded,” according to the article “The Upside of Downstream” by Jeff Link in 

It’s tempting to make a “lemonade from lemons” analogy, but that’s far too simplistic. Sour lemons become delicious, sweet lemonade with just enough sugar and water. Taking a historic and physically challenging floodplain from the aftermath of a natural disaster to a thriving community full of potential is far more complex, nuanced, and even sweeter.

Capital Improvement Projects In and Around Clendenin

A combined recovery and revitalization on this scale requires tremendous vision and coordination, not to mention deep expertise in working with a 100-year floodplain. Rebuilding, remediating, preventing future flood damage, and preserving the natural environment was a tall order. E.L. Robinson (ELR), with our local heritage and extensive experience in landscape architecture, had a major role to play across five essential capital improvement projects for community revitalization.

Clendenin and Upper Elk River Tourism Destination Feasibility Study

The Kanawha County Planning Commission brought ELR in to prepare a feasibility study to introduce a new tourism destination site - a proposed BMX Bike Track - in the Clendenin and Upper Elk River area. The County then selected a site along the proposed Elk River Rail-Trail State Park. Finally, we developed a concept plan for the chosen site and prepared a budgetary cost opinion for the County’s use in pursuing grant funding.

In another capital improvement project with the Kanawha County Commission, ELR’s landscape architects and planners prepared a trail town feasibility study for the Town of Clendenin to better position its businesses and residents to showcase and expand the retail and recreational environment in the upper Kanawha County and lower Elk River area.

With an expected influx of recreational tourism visitors to the town and the new Elk River Rail-Trail State Park, Clendenin had a great opportunity to capitalize on a large proximity of potential trail users and visitors within and outside the County and State. The Kanawha County Commission planned to develop a platform for new trail amenities and businesses while leveraging the existing Elk River Scenic River and its associated parks and recreational amenities. The ultimate goal was to boost the economic activity in the region through destination tourism activities.

The Clendenin Trail Town Feasibility Study explored the potential capital improvement project to develop recreational amenities associated with non-motorized trails (hiking, biking, equestrian, kayaking, canoeing, tubing, fishing, etc.) The study identified potential trail amenities and trailheads, potential new and/or expanded businesses, and the implementation strategy needed to develop them. ELR developed concept plans for a proposed trailhead and other selected elements and prepared budgetary cost opinions for the County’s use in pursuing grant funding.

Running along Buffalo Creek, the Buffalo Creek & Gauley Railroad (BC&G) is an 18.6-mile-long former coal-hauling shortline that operated primarily from 1904 through 1965. Through a repurposing strategy called rail-with-trail, which strategically builds recreational trails directly adjacent to an active railroad, the Clay County Business Development Authority (BDA) is now maintaining the BC&G as a sightseeing excursion train and recreation trail. Tragically, the Buffalo Creek riverbank and much of the BC&G railroad and trail incurred severe damage from erosion, sediment deposition, washouts, and bridge displacements from the flash floods of 2016.

As Clay and affected neighboring WV counties underwent numerous flood-mitigation initiatives to repair homes and infrastructure, damage to the BC&G recreation area was also assessed and inventoried using scans of the original 1904 railroad right-of-way centerline maps. This post-flood assessment helped indicate the damaged locations of the trail and lay the foundation for designing needed repairs. The Clay County BDA selected ELR to spearhead a team of geotechnical engineers, structural engineers, civil engineers, and landscape architects to develop detailed capital improvement, design, and Federal Emergency Management Agency (FEMA)-approved construction plans for the replacement and repairs of the bridges, railroad, culverts, and trails from the community of Dundon to just past Swandale, for approximately15 miles.

The Town of Clendenin acquired the properties of former home sites condemned by FEMA following the June 2016 floods. With the help of the West Virginia Division of Natural Resources (WVDNR) Wildlife Resources Section, the town set out to repurpose the 1.25 acres adjacent to the Elk River into a new green, environmentally-friendly boat ramp and river access point along the Elk River in Clendenin.

ELR’s landscape architects developed conceptual designs with budgetary cost estimates for two different approaches to the river for the WVDNR and the Town of Clendenin to consider. We then developed construction plans and bidding documents for the selected capital improvement concept, which included a new parking lot utilizing previous asphalt pavement, new lighting, a concrete boat ramp, wood bollards, an informational kiosk, directional signs, bumper blocks, ADA-accessible parking areas, and landscaping.

Clendenin Outdoor Performance Stage Foundations

Finally, the Town of Clendenin also worked with ELR to provide survey stakeout services, and structural and geotechnical engineering design services to prepare foundations for a new Outdoor Performance Stage near the Elk River at the end of Main Street in Clendenin. The permanent stage would replace a portable stage previously used for Fourth of July celebrations, a chili cookoff and wine-tasting festival, and other events that hosted live musical performances.

The Town hired PDM Architects to design an exposed timber-frame joinery-style outdoor stage, right in the floodplain. With the potential for flood loads on the foundation construction, ensuring the stage’s resistance to flooding was critical. That meant they needed essential soil analysis by geotechnical experts.

ELR executed a geotechnical investigation that included four 30-foot-deep core borings to locate bedrock and discover the soil properties under the new stage. We delivered soil samples encountered to our laboratory for sieve and hydrometer analysis and Atterberg limits testing (a basic measure of the critical water content of fine-grained soils). Based on the core borings and soil analysis, ELR prepared foundation plans for six pier locations to support the new stage.

Capital Improvement for Community Revitalization and a Brighter Future

Clendenin and the surrounding counties recognized the opportunity in the aftermath of disaster. Instead of “just” rebuilding, the community leveraged the required capital improvements to envision a brighter future through revitalization and reimagination.

“The flood was horrible. But we made good come out of bad,” Knight says. “It made us kind of reinvent Clendenin to rely more on our natural resources, our assets like the Elk River and the trail. So I think we will actually come back better than what we were before the flood,”

 the article “The Upside of Downstream” by Jeff Link in 

The Role of Landscape Architecture in Clendenin Capital Improvement

The projects covered here are near and dear to our hearts, as many of our team call West Virginia home. “

It’s incredibly inspiring to see a community rally in such a constructive and optimistic way,

” emphasizes Landscape Architect and Project Manager, Todd Schoolcraft. “

The future is indeed bright, even if high water comes again, and we are deeply proud to be a part of the solution.

Landscape designer Gracetyn Carper continues, “

Incidentally, Todd is from Clendenin and I'm from Clay, so we have a special and significant care for the culture and environment of the Elk River Area. Seeing the growth and being a part of the future is incredibly rewarding.

 with any questions or to discuss the needs you may have for a capital improvement project.

Capital Improvement for Community Revitalization 

Digging Deep to Prepare for the Winter Freeze

What civil and environmental engineering considerations help prepare bridges and roads to be ready for the winter freeze? 

January 2024 saw frigid temperatures stream across the United States, affecting nearly every state, including in the deep south where people and infrastructure were largely caught off guard. Even those accustomed to the cold thought twice before venturing out.

In that situation, most people take precautions against damage and danger. But for those of us in the field of civil and environmental engineering, contemplation happens during the planning phase of projects, well in advance of the extreme weather.

Let’s get out our shovels to dig into why civil and environmental engineering professionals need to plan so far ahead.

Civil and Environmental Engineering Factors Brace Against the Elements

When conditions get extreme, it’s easy and important to focus on the immediate situation and surroundings. We think about how to prevent the worst from happening, whether that’s pipes bursting or roads, ramps, and bridges freezing over. But if civil and environmental engineering hasn’t done its job, the solutions might not work, and the problems could multiply. That’s because once the infrastructure is built, there are constraints.

In the planning and design phases of an engineering project, we anticipate potential problems, incorporate space for contingencies, account for environmental impacts, and optimize the structural or system design for the majority of the situations we can anticipate. Here are two examples of civil and structural engineering considerations to get ahead of the winter freeze.

Freezing Pipes and Water Management System Design

Anyone who lives in the northern part of the U.S. knows that when temperatures dip below zero for extended periods of time, pipes are at risk of bursting. And if it’s ever happened to you, you know that no good can come of it as flooding begins, requiring emergency response and repairs.

The precaution people take to avoid such a catastrophe is to turn faucets on to a slow drizzle and leave them running. When that happens across an entire water distribution system, it increases demand even at a minimal flow rate per household. That could mean even bigger trouble in the form of time, effort, and money if the civil and environmental engineering team designing that system didn’t plan for the additional capacity to meet demand.

Our Utilities Engineering team works with municipalities large and small, using the latest technology and in-house design software to ensure that the capacity is sufficient across water treatment plants, pump stations, and waterlines. From original environmental assessments, planning, and design, to line extensions and emergency management consultation, our engineers have a major role to play in mitigating or addressing the risks of extreme weather.

Innovative Ways to Guard Against Freezing Bridges and Roadways

Another critical area for civil and environmental engineering consideration is the surface of bridges and roadways. Not only are ice, snow, and standing water a safety concern for drivers but the rock salt used to keep them from freezing also sets the pavement up for potential potholes after the thaw. The planning and design phase is where we evaluate and specify everything from road slope and proper drainage to structural elements like fencing and curve banking that contribute to safer roads.

Here are two examples of intriguing innovations that are being developed that can help guard against freezing bridges and roadways and the resulting pothole risk.

 According to the developer, “Solar Roadways® panels have an integrated heating component. The heating system in Solar Roadways® maintains a temperature above freezing. This keeps the road free of snow and ice. Since more than 70% of the U.S. population lives in snowy regions, this system could be a crucial solution to maintaining safe road conditions. The implementation of a heated roadway system would also save a significant amount of time in snow removal.” 

 According to the December 14, 2020. World Highways 

, A new additive for self-de-icing asphalt mixture roads in winter, By Shahin Eskandarsefat, “The idea is to add de-icers to the asphalt mix during the production. This type of additive is a convenient solution for areas of high risk of accidents such as busy intersections, hilly streets, or icy zones. By reducing the adherence between ice and road surface these pavements provide safer driving conditions alongside less winter maintenance costs. From another point of view, since this type of additive reduces the freezing point of the pavement, the number of the freeze/thaw cycles will be reduced, making the road less susceptible to damage and giving the road longer life.”

Learn More About Civil and Environmental Engineering

We specialize in thinking ahead and considering the surrounding environment to avoid problems and extra costs down the road. To learn more about all of our civil and environmental engineering areas of expertise, visit our Services page or 

Cold Snap Considerations for Civil and Environmental Engineering 

As engineers, we’re the first to admit that we’re fascinated by technology. We love to understand how things work and find new ways to make them work better, faster, easier, more cost-effectively, or all the above. E.L. Robinson (ELR) head of geomatic surveying, Tom Rayburn, frequently uses technology tools like laser mapping, which helps us collect thousands of data points in each scanning drive.

Mobile Scan

In civil engineering, surveying is a component of many kinds of projects, and a critical part of geomatics, or the mathematics of the earth. In an engineering survey, we inspect an area to determine its condition or state and delineate details and dimensions for the intended use. From highway design, site development, stream restoration projects, infrastructure design, and even hydro-surveying, we depend on our surveyors and their tools.

Surveying has been supporting civil engineering for millennia - literally. Traditional land surveying used tools like compasses, chains, rods, and theodolites (a precision instrument that measures angles in the horizontal and vertical planes). Surveyors created accurate maps by manually recording observations and employing mathematical calculations.

We’ve all done manual land mapping, and sometimes we still do, but now we have the latest mobile scanning technology for laser mapping, which is much more efficient. It’s not only faster, but it also reduces the need for return surveying. All of that saves money in addition to time. But wait, there’s more. This technology allows us to simplify the logistics of the surveying process. On highway survey projects, we can avoid lane shift traffic control, which creates traffic flow and safety challenges.

Rayburn says. “I would say that laser mapping through mobile scanning saves us about half the time on certain projects. Maybe more considering all aspects we are able to address.”

Mobile Scanning I 81

As early adopters of 3D Scanning, Rayburn and ELR have been using this game-changing technology for laser mapping consistently for almost a decade, and it just keeps getting better. The mobile laser scanning technology from Leica Geosystems enables us to conduct data processing in just one drive-through, create 2D plans, and do our 3D modeling in-house.

3D Laser Scanners can collect over 1 million points per second and can go places that often take hours or may be impossible to safely send survey technicians.

With so many service offerings, we have nearly endless opportunities to apply mobile laser mapping. It applies to streetscapes, contouring, terrain modeling, landscape architecture, retrofitting, process piping, volumetric surveys, and more.

ELR bought our first laser scanner, a Riegl Z360i, in 2005, and now in 2023, we’ve employed multiple 3D laser scanners. We have multiple surveyors trained to use mobile scanning for 3D mapping across our offices in West Virginia, Ohio, and Kentucky.

Sample Laser Mapping Enabled Surveying Projects

We could talk about our cool technology tools all day long, especially when Tom and his employees are in the room. 

Let us know if you want to have that conversation

. In the meantime, below are a couple of good examples to help illustrate the value of mobile scanning.

Statewide West Virginia Bridge and Roadway Mobile Scanning

Working with the West Virginia Department of Highways (WVDOH), ELR provides accurate and efficient laser mapping with our Leica Pegasus: Two Mobile Sensor Platform. This innovative mobile sensor platform enables us to capture point cloud and image data with survey-grade accuracy at a fraction of the time for conventional surveying. For mapping interstate highways and expressways, ELR works with law enforcement to provide a “moving work zone.” A law enforcement escort creates a “rolling roadblock” behind our mobile scanner ensuring that we can collect the data cleanly, safely, and efficiently at highway speeds of up to 55 miles per hour with minimal impacts to traffic flow.

The resulting data point clouds work in most modern CAD and GIS software (AutoCAD, MicroStation, ArcGIS, etc.) and can also be used for 3D modeling, DTM, and mapping creation as well as GIS/Asset Management applications. ELR’s years of processing point cloud data have allowed for the refining of workflows to maximize feature extraction efficiency to quickly meet and exceed project requirements.

In Leica’s Case Study, “70 Miles of highway-mapping to full engineering design in 99 days,” featuring ELR, author Penny Boviatsou covered extensive details of a demanding 70-mile highway laser mapping project we completed for WVDOH in only 99 days. This transportation project had no existing as-built map. To meet the timeline, the data had to be collected by mobile mapping, including:

Creation of the Digital Terrain Model (DTM)

Extraction of topographic features, such as edge of pavement, striping, signage and utility poles

Culvert survey and inspection of more than 500 culverts and pipes

Want to see the laser mapping technology in action or discuss a surveying project? 

Tom’s Tech Tools for Laser Mapping

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.”