Insights

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 

Association of Fish & Wildlife Agencies (AFWA) State Wildlife Action Plans

Supporting Safe Wildlife Crossing Via Land Bridges

A land bridge is an artificial bridge that connects two areas of natural habitat for safe wildlife crossing, even if there’s no obvious path between them. They may be temporary or permanent, can vary widely in size, and can be as simple as a dirt mound that lets animals climb over a road, or as complicated as a manmade lake that allows aquatic species to travel from one body of water to another.

Land bridges can also benefit plants, especially in areas that are experiencing drought, and can help to promote the survival of threatened or endangered species such as the 

. They can also help address problem areas that have human traffic within a natural habitat, as with 

Talk to E.L. Robinson Engineers and Environmental Planners

If you have a park and recreation, transportation, utility, or another project that might involve a wildlife crossing, fish and aquatic organism passage, or other potential environmental impacts, 

 to make sure it’s designed to minimize negative effects and maximize positive outcomes for humans and other wildlife.

For more wildlife crossing information and videos, check out May 31, 2021,

How Do Animals Safely Cross a Highway? Take a Look

​Safe Passage for Creatures Great and Small

A story in the June 2022 issue (vol. 112, no. 6) of 

” (pp. 78-95) by Jeff Link featured a West Virginia Parks and Recreation project on which E.L. Robinson Landscape Architect Todd Schoolcraft played a major coordinating role in collaboration with many other stakeholders.

That’s familiar territory for us. The work we do can be very complex. It often spans phases, disciplines, miles, and even years. One thing many of our projects have in common is that they involve many different stakeholders and contributors. The 

 article articulated the importance of coordination, collaboration, and a long-term vision.

To preserve the physical artifacts of this history, Schoolcraft says, ‘Coordi­nation was key.’ As a former combat engineer for the National Guard, he was no stranger to big, hydra-headed projects. So when E.L. Robinson convened a team of geotechnical en­gineers, structural engineers, and civil engineers to develop a detailed design and FEMA-approved con­struction plans, he knew how to fit the pieces together. ‘We don't want to build something back that will just get washed out again next year.’ Schoolcraft says, ‘It could happen. But hopefully, we're making it a little bit more durable so that it won't’’

The Clendenin and Clay, West Virginia projects featured in the article were significant initiatives to remediate flood damage, restore key parks and recreation features, preserve historic elements, and leave the area in better shape than we found it. It involved numerous examples of collaboration with landscape architects in a coordinating role. Let’s take a look at what Schoolcraft referred to as “a hydra-headed project.”

 work closely with our engineers to provide creative design, planning, and development of municipal, private, and commercial site development. Areas of focus include parks and recreation design, community and public facilities, urban planning, and streetscape design, just to name a few.

We design and develop the spaces that surround and enhance other structures like buildings, bridges, and railroad tracks; natural terrains like streams, hills or mountains, and trees; and features like sidewalks, soft scapes, and parking.

With an eye on form and function, the big picture and details, landscape architects envision what the space will become, collaborate with other specialists to determine what has to happen for the design to work, and blend as well as possible with nature while minimizing the impact on the land.

We often start with hand-drawn renderings to help others visualize the end-game, and it becomes a powerful tool throughout the process. Landscape architects also prepare the technical drawings, and coordinate land surveying, base mapping, core soil boring, grading, drainage, retaining walls, and other site-specific evaluation and design.

Referencing early Greek mythology’s giant multi-headed snakelike sea monster that grew two heads back if one was cut off, a hydra-headed project is “a difficult or multifarious situation” according to 

. So what are those heads in a massive project like the one in Clendenin and Clay, and how do we tame that monster to optimize the outcomes?

Government and Economic Development Entities

Virtually all of our projects involve various levels of collaboration and compliance with one or more government entities across federal, state, county, and municipal levels. The secret to working well with government agencies is to know what to expect and what is expected. The biggest challenge and opportunity is to align interests from the outset.

In the Clendenin and Clay example, we got involved following a devastating flood in this river valley town built on a floodplain. A recently completed “Rails with Trails” project was essentially washed away, and the 

Federal Emergency Management Agency (FEMA)

 funded the remediation and rebuilding effort.

There were several government agencies in this example. The owner of the project was the 

Clay County Business Development Authority

West Virginia Division of Natural Resources (DNR),

 hired us to prepare a topographi­cal survey, geotechnical evaluation, and construction plans for a pro­posed boat launch that promised to make better use of the space in a way that could accommodate future flooding.

 was a key player as well, because the site included the country’s last functioning steam engine railroad. Finally, we worked closely with 

 to ensure that no part of the project jeopardized this or other communities in the future using pre-post run-off analysis.

Local utilities and infrastructure are very often involved in projects like this one. That can mean electric, gas, water, sewer, and railways as in this instance. Collaboration is necessary to ensure that new problems are not created in the pursuit of resolving project-specific issues.

There are so many layers in the professional ecosystem surrounding complex projects like those encountered in Clay and Clendenin. In more urban projects, we often work with “vertical” architects on greenspaces around buildings, sidewalks, and parking.

In parks and recreation projects similar to this project, we spend our time collaborating with contractors like Clay County general contractor Chesapeake Thermite Welding, subcontractors like Lycoming Supply Inc., related engineers like Stone Consulting, Inc., and other professionals from within E.L. Robinson like 

Landscape Architects Collaborate with an Eye on the Future

All of our planning, collaboration, and communication is done not just for the near-term, but also for the long term. We consider everything from the growth of trees and shrubs to potential erosion and future floods or other natural disasters. We design to leave things better than we found them over the long run.

 article on the Clay and Clendenin project. He said, “

The goal is to build back bridges, railroad tracks, culverts, and bike trails as closely as possible to pre-flood conditions, but fortify slopes against future erosion by reestablishing vegetation and upsizing culvert pipes to manage runoff from heavy storms.

Looking for your next great collaboration partner on a landscape architecture project or something even bigger? 

A Blueprint for Collaboration

Transportation engineers conduct Intersection Control Evaluation (ICE) studies to determine the optimal design for safety and traffic flow. There are many safety countermeasures, including (but not limited to):

For a full list of “Proven Safety Countermeasures” visit 

https://safety.fhwa.dot.gov/provencountermeasures/

According to the Ohio Department of Transportation 

When roundabouts replace a traffic signal, FHWA found a 48% reduction in crashes and a nearly 80% drop in serious injury and deadly crashes.

Nearly 90% reduction in deadly crashes and serious injury and a 44% overall reduction in crashes at two-way stop intersections.

Roundabouts are a form of circular intersection in which traffic travels counterclockwise around a central island and in which entering traffic must yield to circulating traffic. That’s different from a Traffic Circle with a large diameter, free flow entries, and higher circulating speeds.

As highlighted in the statistics above, roundabouts have many benefits relative to certain types of intersections, including:

Maintains traffic flow w/ high and low traffic

Even though roundabouts have clear safety benefits, many people still get nervous and imagine that they are risky. You’ll be in good shape if you follow these 10 basic guidelines:

Bicycles travel in the center of the lane (just like cars)

Merging happens at points where traffic comes together, and someone must yield. That’s true in roundabouts, but also at highway on- and off-ramps, road narrowing points, and lane closures. Design is dictated by the speed of travel, curves, and ramp length.

One particular type of merge is a “zipper merge” where a lane is closing for construction. Many drivers expect to move to the designated merging lane as soon as they see the sign, but the truth is that merging early in a zipper merge causes more accidents and delays than staying in your lane and merging at the end. The rule is to stay in your lane until you reach the merge point and then take your turn as those in the closing lane allow cars to “zipper in” every other car.

How We Determine Optimal Intersection Design

 team frequently conducts Safety Studies, Operational Analysis, and Intersection Control Evaluation (ICE) studies to determine whether to recommend a roundabout, a signal, or a stop control intersection improvements. If you need an ICE study or any other traffic safety-related project, 

Designing Roads and Intersections for Traffic Safety and Flow

When you’re evaluating a property for potential commercial investment, you need to go back in time to unearth potential environmental impacts. This includes researching whatever happened on that site in the recent or distant past and looking beyond the surface to uncover what might be lurking in the soil and water.

Due Diligence for Commercial Real Estate Transactions

You might think that a plot of farmland or wooded area is the perfect spot for commercial development. And you might be right. But how do you know for sure?

Most people, companies, and institutions can’t afford or shouldn’t- take on the risks and costs associated with hidden environmental impacts. That’s why they often conduct a Phase I Environmental Site Assessment (ESA) in advance of major commercial real estate transactions. In fact, many commercial banks require it prior to approving a loan to protect the investment.

What is a Phase I Environmental Site Assessment?

A Phase I Environmental Site Assessment (ESA) is an investigation into the history and current state of a property. This phase does not involve any physical digging or sampling. It is purely based on formalized research of data records according to the 

American Society of Testing and Materials (ATSM)

 Standard, which requires the study to go back at least 50 years.