ACEC Engineering in B.C.

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Engineering in bc www.acec-bc.ca @ACECBC

ACEC-BC Fall 2017 Message from the President and CEO

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Will Diverging Diamonds Be Coming to BC? Beyond Traffic: Clean, Connected, and Safe Transportation

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Accelerating Innovation through Funding 21st-Century Transportation Planning: Cellphone Data Analytics + Transit Expertise to Address Congestion in Lake Tahoe Mobile Applications and the Potential Disruptions for the Transportation Engineering/ Planning Industry Design and Launch of the Vedder Bridge Hydrotechnical Aspects of Transportation Engineering and the South Peace Flood Recovery Designers and Builders, Beware: New Technologies, New Products, New Risks Designing a Better Tomorrow The World’s Longest Extradosed Bridge Opens to the International Stage

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message from the chair

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n June 2017 ACECBC engaged Insights West to perform a survey around the theme of public perception and how it impacts the delivery of major construction projects in British Columbia. The survey results were most interesting, indicating the survey group placed more trust in information provided by engineers on the benefits and costs of construction projects in BC than they placed with journalists, politicians and nonelected public servants. This data brings to mind a question – do proponents of major projects share enough information, through the right media and presented by the right experts, for the public to develop

an informed position on major infrastructure investments?

The perception of engineers being trusted advisers to the community and to public-sector clients alike can help bridge the gap in trust identified through the survey. At the end of the day, the ideal relationship that everyone hopes will evolve is one where the consulting engineering team is viewed as a partner with the public sector, and together they are looking after the public interest.

As an advocate for engineers in British Columbia, ACEC-BC is confident that the use of qualifications-based selection (QBS, yes2qbs.com) can not only deliver the most advantageous engineering solutions, but also be a tool in providing confidence to the public that the decision-making process applied to infrastructure investments is transparent and thorough. Honouring

the public trust requires that when hiring an engineer or engineering firm the public sector has identified the most qualified team by considering the overall experience of the team, considering previous innovations the team has brought to similar projects, and examining the manner in which the firm does business and how good the fit is with the client’s team. Experience has shown that the results of this level of transparency and thoroughness are increased innovation and best value for the ultimate client, the public. When a client hires an engineer based on lowest price and the assumption that all engineers are the same, the dynamic to innovate and optimize is impacted and the ultimate client, the public, suffers, resulting in an inevitable erosion of trust.

The theme for this year’s Transportation Conference is Highways and New Ways.

With changing technologies, improving safety standards, a growing population and more challenging conditions (i.e., denser cities, working in remote areas, etc.), expectations on today’s engineer are higher than ever. Clients are demanding that their projects incorporate the latest state-ofthe-art technologies while at the same time incorporating exciting and innovative designs. When we discuss advances in engineering and new effective approaches to solving our transportation challenges in BC, the root of our success is in trust. It is through a trusted relationship that we are able to reach new levels of success in delivering the infrastructure that is needed for the future. A relationship built on this foundation is able to deliver results that would not be imagined otherwise.

Jeannine Martin, chair, ACEC-BC board of directors, COWI

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ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

message from the President and CEO

Innovative Designs by ACEC-BC Members Provide Transportation Solutions

By Keith Sashaw, president and CEO, ACEC-BC

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he role of an engineer is to not only ensure that the projects he or she works on are safe and in accordance with the latest technical standards, but also bring innovative solutions to challenging circumstances.

Nowhere is this more evident than in the transportation sector in British Columbia.

Engineers in BC face some of the most difficult terrain in world, and as a result, they must stay up to date on new technologies and evolving trends. In fact, due in part to the need to successfully address these challenges, BC engineers are in demand around the world. Just a few examples of innovative projects designed by BC engineers:

• BC engineers helped develop the 592-metre Atal Setu, a much soughtafter bridge connection which joins the isolated village of Basohli to three nearby states. As the first cable-stayed bridge procured under a design-build scheme in India, the bridge provides an alternative route to National Highway 1A, reducing travel time between Punjab and Kashmir by four hours.

• In Bangladesh, a BC engineering firm provided innovative solutions through extensive and massive river training works to protect the Padma River Bridge.

• In New York City, BC engineers led the complex erection and construction of the Oculus, the World Trade Center transportation hub.

BC engineers provide solutions in areas other than designing roads and bridges.

Innovations such as wildlife detection systems and variable speed zones contribute significantly to making roads safer and

reducing accidents, injuries and fatalities.

Increasingly, consulting engineers are being asked to provide expertise and learned input on complex issues that are often controversial. Recent examples are the referendum on transit options, the George Massey Tunnel Replacement Project and mobility pricing.

Issues such as these generate intense public debate. Consulting engineers contribute to the public discourse by providing facts and science-based conclusions surrounding our province’s major project undertakings in an effort to better equip all British Columbians in making informed decisions about our future.

One venue where consulting engineers discuss these issues and keep up to date is when the Association of Consulting Engineering Companies British Columbia, the BC Ministry of Transportation and Infrastructure, and TransLink co-host a one-day transportation conference highlighting the direction of the province’s

transportation future. This year’s conference, Highways and New Ways, to be held on January 30, 2018, will look at existing BC infrastructure and emerging technological trends, with a retrospective look at the development of transportation in this province.

Our two keynote speakers at the conference each have had a long and illustrious experience with transportation issues.

Mike Harcourt brings his experience as a community activist, mayor of Vancouver and premier of BC to discuss the evolving public perceptions of transportation.

Dan Doyle is a former deputy minister of the BC Ministry of Transportation and Infrastructure and chief of staff to premier Christy Clark in addition to other senior policy roles. These speakers will provide keen insights into the past and future of transportation in BC. Further details on the conference can be found at www.acec-bc.ca/events. I hope you will join us. •

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ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

Will Diverging Diamonds Be Coming to BC? Choosing a Unique Configuration

Minimizing Traffic Impacts

A diverging diamond interchange uses crossover intersections to direct traffic to the “opposite” side of the road, allowing left-turn movements to proceed without crossing opposing traffic. The crossover intersections can operate with two-phase signals instead of three or four phases seen in typical interchange junctions, and significantly reduce the number of vehicle conflict points

By Lori Forrest, marketing and creative services manager, ISL Engineering and Land Services Ltd.

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anada’s first constructed diverging diamond interchange (DDI) officially opened this summer in Calgary, Alberta.

Originating in Europe, and with more than 90 constructed in the United States over the past eight years, this new-to-Canada design has the potential to improve many aspects of interchanges including design, construction and safety. A small footprint, accommodation of high-volume turning movements, and minimization of turning conflicts are just some of the benefits of a diverging diamond.

ISL Engineering and Land Services Ltd. was the prime consultant for the project led by the City of Calgary, addressing most aspects of design including geometric design, bridges, stormwater and utilities. Key sub-consultants included AECOM for street lighting/electrical and Tetra Tech for geotechnical engineering, and the general contractor was Graham Infrastructure.

Why Consider a Diverging Diamond Interchange?

In the case of Calgary’s southeast, the skeletal road of Macleod Trail intersecting 162 Avenue/Sun Valley Boulevard provided access to major shopping and business centres. The area sees high volumes, with Macleod Trail carrying approximately 60,000 vehicles per day at this location and 162 Avenue/Sun Valley Boulevard carrying an estimated 35,000 vehicles per day. The large signalized intersection serves a steady stream of vehicles, business and pedestrians throughout the day.

The geographic challenge is common for BC designers as well. In Calgary’s case, land had been reserved in the area decades ago for a partial cloverleaf

interchange but changing growth patterns made this option no longer feasible.

The ISL Engineering team needed to address the challenge of increasing capacity within the limited available footprint.

Added to the spatial issues was a common construction challenge: the need for uninterrupted access to shopping and businesses with accommodation of access for cyclists and pedestrians.

The diverging diamond interchange was constructed with minimal traffic disruption and no property impacts. Its unique geometry allowed for improved construction staging so that construction on the first bridge could commence without diverting or reconstructing the existing intersection – a substantial savings in both time and money compared to options with major detour roads. Construction of the first bridge then allowed for traffic to be detoured onto the structure midway through construction, achieving free-flow conditions on Macleod Trail a full year ahead of schedule.

Considering the Community The community was involved extensively at the planning stage through four public information sessions to ensure public priorities were met and construction impacts minimized for commuters. There were also special sessions for businesses in and around the future interchange.

The diverging diamond interchange design addressed one of Calgary’s most persistent bottlenecks and relieved significant daily congestion because of its unique geometry.

Is It Right for BC? A DDI offers cost benefits for both new interchanges and retrofits with simplified construction, higher capacity and smaller footprints than other interchange types.

Drivers, pedestrians and cyclists benefit

from fewer potential conflict points, reduced signal phases and shorter travel distances.

A diverging diamond interchange can meet the long-term vision of provincial and community transportation strategic

plans in British Columbia. The integration of Complete Streets principles, focus on minimal construction impacts and the cost and environmental savings from a smaller footprint are all worth consideration for future BC interchanges. •

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ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

Beyond Traffic: Clean, Connected and Safe Transportation

By Lynn Sully, writer, Inscript Inc., and Omar Herrera, manager, Transportation Futures, Clean Energy Research Centre

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s befits the director of Transportation Futures, the University of British Columbia’s (UBC) Dr. Walter Mérida has an inspiring and revolutionary vision of the future of transportation. He sketches out an interconnected system of urban infrastructure, vehicles and communication technology – one where cars feed stored energy into the city’s grid, connected autonomous vehicles make traffic deadlock a thing of the past, and the transportation sector reduces its greenhouse gas emissions to zero.

“Our research programs aim to revolutionize transportation,” says Mérida. “To do so requires a broad effort to transform not just technology, but also policies, business models and stakeholder engagement processes.”

Transportation Futures is a multidisciplinary group at UBC bringing together researchers from academic, industrial and government to advance the science, technology and policies needed to bring about clean, connected and safe transportation.

“Compared to houses, vehicles use large amounts of energy, with BC’s transportation sector responsible for about 40% of the province’s greenhouse gas emissions,” says Mérida. “There are many opportunities to reduce these emissions as vehicles and infrastructure become smart and integrated – and as new service models become possible. Vehicles, refuelling stations, buildings, roads and parkades can become active components in smart grids, power purchases and city-scale

energy markets. For example, buildings and parkades may enable city-scale energy management schemes. We might be able to improve energy efficiency by injecting electrolytic hydrogen into the natural gas grid – thereby storing renewable electricity and reducing the carbon footprint of natural gas use in cities. Intelligent recharging schedules (and membership programs) can improve the ways we use vehicles.

Moreover, electric or zero-emission carshare programs and bi-directional vehicle recharging will change current ownership and financing models.“ UBC’s researchers are exploring these and other initiatives, including a focus on low- or zero-carbon pathways for largerscale applications. The UBC team is currently developing a city-scale project (a living laboratory) that will emulate critical links between energy, transportation, information and communications technology, urban design, and health and well-being.

The new research platform will define the Smart City’s transportation-energy nexus across five inter-related research themes: renewable energy, low-carbon fuels, zeroemission vehicles, safe and connected infrastructure, and policy and well-being.

The transformative opportunities offered by the convergence of automated and electric cars with smart city infrastructure are being explored at UBC’s AURORA Connected Vehicle Testbed. This is an integrated system of traffic signals, cameras and road sensors that are being used to improve traffic and pedestrian flows. Researchers in this project are also exploring solutions to connect freight transport to smart customs infrastructure – thereby making border crossings more efficient,

and reducing idling time.

Of course, engineering breakthroughs are just one side of the equation. A successful revolution in transportation will happen only if it makes economic sense and is supported by changes in urban design and planning, shifts in public policy and the willingness of large numbers of people to change their behaviour.

The importance of seeing transportation challenges from an interdisciplinary perspective that takes into account engineering and science as well as economics and policy is one of the driving forces behind UBC’s Master of Engineering Leadership program. Launched in January 2015, the one-year professional engineering graduate degree offers interdisciplinary programs in nine areas, including cleanenergy engineering, of which Mérida is

the director.

“We have an incredible opportunity to shift Canada from being a resource-based economy into one that is based on knowledge and innovation. To do this, we need to invest in education to ensure we can attract, train and retain talent – people who have both the technical knowledge and an understanding of the social, economic and policy issues that are instrumental to sustainable outcomes.

“UBC’s faculty of applied science has been a pioneer in breaking down barriers, and our Master of Engineering Leadership programs are the first of their kind in Canada. They combine a rigorous, interdisciplinary approach to both technical education and business leadership that will enable graduates to be part of the revolution in transportation and other sectors.” •

Accelerating Innovation through Funding

By Roz Seyednejad, managing director, Stratesol Consulting Inc.

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ransportation has always been a field of work that attracts pioneers and pathfinders. Literally and figuratively, leaders in transportation forge new paths for the rest of us to build upon for years to come.

Innovation has always been costly. As we rely on new technology and ever more inventive ideas to solve problems of engineering and logistics, we need to find ways to support transportation leaders willing to carve out the solutions of the future.

Some of the latest and perhaps most disruptive technologies that companies around the world are working on are: Roads: Driverless cars and trucks, smart roads, smart tunnels.

Rail: Solar powered trains, magnetic levitation trains, Hyperloop.

Air: Satellite-based air traffic control systems, Lilium Jet. Marine: Autonomous, energy-efficient, faster and larger vessels, port automation.

In our fast-growing cities, we must reinvent our systems or suffer under aging infrastructure, major road congestion and the escalating effects of climate change, including natural disasters. Inventions like Elon Musk’s Hyperloop One could prove pivotal, but these advancements can be achieved only through continued research.

How can our local industry be innovative? Why are engineering firms large and small reluctant to implement gamechanging ideas when planning the next major transportation project?

Because there is no guarantee of recovering the dollars invested. From a business standpoint, it can be difficult to justify removing staff from lucrative billable projects to work on a theoretical prototype.

So how do we encourage the best of the best within engineering and industrial design to undertake the research and development that brings us these amazing

leaps forward? The short answer seems obvious – funding. But where does it come from?

Over $4 billion in tax assistance goes to over 24,000 scientific research and experimental development (SR&ED) claimants in Canada each year. Remember, these are tax credits, not a limited pool of funds.

And the SR&ED incentives are not the only monies available. Government programs such as IRAP, NSERC, and Mitacs will fund and assist organizations. The Build in Canada Innovation Program (BCIP) bridges the pre-commercialization gap for innovative goods and services by providing up to $1 million in funding while green energy can be funded up to 33% by Sustainable Development Technology Canada. Numerous employment training grants also mean you can invest in your existing team.

One of the most exciting elements of new technology is that it often leads to more progress. For example, virtual, augmented and mixed reality can play a huge role in the design stage of our project.

In Vancouver, local studios offer these solutions to all areas of industry. Picture the complicated and risky project of the

George Massey Tunnel and replacing it with a bridge all mocked up in a true-inlife virtual simulation. Or the new transit line to UBC, Surrey and Evergreen line extensions – stakeholders can ride the line and see the stations during preliminary design stages. Contractors wishing to submit a proposal could supplement their material with accurate visuals more lifelike than any rendering.

None of that progress can move forward without companies committed to tackling big problems with ingenious solutions.

Engineers ready to meet these challenges head-on should remember that they don’t have to shoulder the financial burden alone.

As an engineer myself, I’ve devoted over eight years to helping innovators connect to grants and funding sources with my business, Stratesol Consulting. I work with companies to educate stakeholders and optimize organizational structures to maximize the dollars secured towards innovative development. So I’m coming from an informed, experienced standpoint when I assure engineering firms that innovation funding is real and accessible. •

A YEAR can CHANGE EVERYTHING

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ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

21st-Century Transportation Planning: Cellphone Data Analytics + Transit Expertise to Address Congestion in Lake Tahoe

By Cynthia Albright, AICP-CUD, GISP, principal, urban planning and design, Stantec Consulting Ltd., and Graeme Masterton, MA, senior associate, transit planning lead, Stantec Consulting Ltd.

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ake Tahoe is an awe-inspiring destination that straddles the California and Nevada state lines. It is the second-deepest – and one of the largest – freshwater lakes in the United States. A 72-mile, mostly two-lane roadway encircles the lake connecting visitors to popular beaches, mountain hiking trails, boat ramps, golf courses, entertainment venues, gaming, restaurants and ski resorts. Approximately 55,000 people live in the Lake Tahoe Basin full time. With millions travelling here annually and during peak winter and summer seasons, heavy traffic affected the quality of life for residents and negatively impacted the experience for visitors. Without a comprehensive analysis and approach to expand transit services and the necessary supporting infrastructure, the Tahoe Transportation District (TTD) continued having difficulty raising awareness of the problem and much-needed sustained funding.

This led TTD to commission a study to develop an inter/intra-regional coordinated multimodal transportation plan.

When this need became known to Cynthia Albright, a principal in urban planning with Stantec in Reno, Nevada, she knew exactly who could provide valuable expertise to the TTD. She connected with Graeme Masterton, transit planning lead with Stantec, located in Victoria, BC, with his extensive resort and event-based transit planning experience. Together, they led a creative approach which included the use of big data to fully understand the population movements throughout the Lake Tahoe Basin.

Due to the massive influx of visitors during peak seasons for winter and summer activities, a key strategy to developing a solution was to ascertain the “real” number of visitors, their points of entry, their origins and their destinations within the basin.

Visitor counts historically relied on transient occupancy tax collections or “heads on pillows.” This approach misses the number of visitors who arrive and depart without spending the night. Estimates of the day visitor count vary widely. Until Stantec’s study was completed, the number of annual visitors totalled eight million to 10

Lake Tahoe Basin Transit Vision Summary

million. It is now recognized that the annual visitor count is approximately 24.5 million due to Stantec’s purchase and analysis of cellphone data.

Cellphones ping transmission towers every 30 seconds, whether the phone is on or off. Unlike traditional cordon traffic counts, anonymized cellphone trips are

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ACEC Engineering in BC

View north across Lake Tahoe from Mount Tallac of all device destinations observed in each month. With geospatial data, Stantec utilized ArcGIS tools and statistically identified the most popular seasonal destinations for the transit plan. Also included were data tables that identified the number of visitor devices by length of stay (one day to 13plus days), home locations by state and county FIPS code, and visitor arrivals to Lake Tahoe direct from five area airports.

The client established a goal of achieving “20 in 20” – 20% transit mode share in 20 years. Stantec’s findings revealed annual transit ridership totalled 1.1 million; annual trips within the Lake Tahoe Basin totalled

islengineering.com

frequented destinations. Stantec’s inter/intra-regional co-ordinated transit plan identified a layering of new services for transit, rail and improved connectivity along with the supporting infrastructure to complete the first and last miles. The Linking Tahoe: Transit Master Plan, June 2017, provided a new vision for transit along with an implementation framework that included infrastructure and routes, service frequencies and detailed costs by phase. The TTD is optimistic it can reach its “20 in 20” goal thanks to the findings, recommendations and work completed by the Stantec team in Victoria, BC, and Reno, Nevada. •

TRANS FORMING

Inspiring Sustainable Thinking

CITY AND TOWN

Committed to integrating sustainable solutions into our project work and our corporate culture, ISL Engineering and Land Services delivers planning and design solutions for transportation, water and land projects.

Transit-oriented development for a brighter future Featuring "The Amazing Brentwood", currently under contruction and located next to Brentwood Town Centre Station in Burnaby, BC.

ISL is dedicated to working with all levels of government and the private sector to address the challenges that come with growth in urban and rural communities.

LANGLEY | BURNABY | SQUAMISH | WEST KOOTENAY EAST KOOTENAY | KAMLOOPS | EDMONTON | CALGARY CANMORE | LETHBRIDGE | GRANDE PRAIRIE | SASKATOON

79.8 million. With only 1.4% of all trips relying upon transit, there is much work to be done. The team also correlated the number of visitors to key destinations with transit ridership. Last year, transit delivered 7,500 visitors to Emerald Bay State Park and the team identified 1.6 million vehicle trips to the same destination.

It is because of this type of data and analysis Stantec could recommend system changes and additions such as express bus services between the popular entertainment corridor in South Shore (of Lake Tahoe) to Emerald Bay. Similar recommendations were made to other highly

c/o Shape Properties

aggregated by origin-destination (OD). The team used the existing traffic analysis zone geography and added five external zones to capture device trips entries by roadway and obtained the population movements by time of day segment, by day of the week, trip type and, most importantly, classification of user. The OD trips by user were correlated (commuters, residents, visitors) with transit ridership and services, as well as land use, transit stops, and bicycle and pedestrian facilities.

The cellphone data covers the winter (February) and summer (July and August) seasons and includes geospatial point files

By 2019, this area will be transformed into a complete community with sustainable transportation options abound.

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ACEC Engineering in BC

Mobile Applications and the Potential Disruptions for the Transportation Engineering/Planning Industry

By Daniel Fung, P.Eng., senior transportation engineer, Bunt & Associates Engineering Ltd.

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he Canadian smartphone industry has been growing steadily for the past few years. According to Catalyst, a digital performance marketing agency, the 2016 Canadian smartphone ownership was at 76%, up from a 55% ownership in 2014. No doubt, with the increase of smartphone ownership, the mobile application (“app”) market has become much more accessible. We hear a lot about disruptions among industries as a result of different new apps.

The most recent revolves around mobile medicine or mobile financial services.

Rarely do we hear about apps that relate to the transportation industry, but in fact there are many and they have the potential to significantly impact our industry.

Google Maps is one of the most popular applications around. It is a GPS navigation and traffic/transit software application available pre-installed on most Android phones and also available for other platforms. The app has the ability to suggest the best routes for travel. This is based on crowdsourced data of real-time and

historical travel times from individuals with mobile devices running on the Android operating software. In some areas, the information gathered also includes the mobile phone’s elevations. Although this app is not generally used by the transportation industry now, it could definitely be used for many aspects. A few uses include: • Collecting data: If users are willing to share their typical daily travel patterns, this information could be used to determine origin-destination information.

Collected en masse trip diaries would no longer be required and a much better resolution of data may be available.

• Sudden/emergency diversion of traffic: Should there be a standardized messaging system that could communicate between the municipalities and the Maps application, app users can be informed of real-time diversion/incident/construction information to reroute under real-time circumstances.

• Roadway evaluations: Assuming that the elevations data collected could have a high level of accuracy, this mobile application can aid in evaluation of road damage for sections of the road.

PayByPhone, originally built in Vancouver

(and now sold to Volkswagen’s financing arm), is a payment gateway for many of the parking infrastructures nationwide. The premise of the tool is simple; it allows you to pay for parking with your mobile phone.

It removes the need for a driver to have coins available for the meter and provides the opportunity to record your parking activities. Although the purpose is simple, this could be a powerful tool to aid in determining real-time parking occupancy and demand. Models can be built based on the parking data/transactions to estimate realtime parking demand of a specific locale. In turn, municipalities/operators can use the information to optimize the use of parking infrastructure by introducing variable parking fees. With the available parking data, it

may even be possible to suggest parking locations for drivers near their destinations to decrease the circulation of vehicles looking for a space on busy streets.

Evo Car Share, a one-way car-sharing program operated by the BC Automobile Association, has a mobile app that allows users to find available Evo cars as well as unlock these vehicles. Although the mobile phone is not the only option to access this service, it contributes greatly to how easily the service can be used. Ease of use is important for such a service and the increased use of such service is widely seen as beneficial in decreasing vehicle ownership and the need for parking infrastructure, and mitigating transportation demand.

The above are only a few examples of applications of vehicular use-based tools.

There are many apps that pertain to other modes of transport that may also be of relevance that we are unable to explore here.

With so many applications on the market, there is potential that other, lesser-known applications have achieved the ideas noted above or are en route to changing the transportation industry in even more significant ways. We have only scratched the surface. •

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ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

Design and Launch of the Vedder Bridge

By Sahar Pakzad, marketing and communications co-ordinator, Klohn Crippen Berger Ltd., and Bruce Hamersley, manager, transportation projects, principal, Klohn Crippen Berger Ltd.

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s part of the design-build team with Emil Anderson Construction Inc., Klohn Crippen Berger Ltd. (KCB) consulting engineers led the structural, geotechnical and hydrotechnical engineering design of the new Vedder Bridge over the Vedder River in the city of Chilliwack, British Columbia. The new steel-tied arch bridge is 80 metres long, has pathways for pedestrians and cyclists, and supports utilities for water, sewer, gas, electrical power and fibre-optic communication cables which are suspended under the bridge. The project included building new approaches to the bridge and adding a new roundabout to improve traffic flow. The new Vedder Bridge is designed and built to withstand a 200-year flood and to meet current seismic standards in the event of an earthquake. On April 11, 2017, hundreds of locals from the community came out to watch the bridge being moved into place over the Vedder River. A video of the bridge launch can be viewed online: youtube.com/ watch?v=_ur8rXJLGhE. On August 24, 2017, the City of Chilliwack hosted a Hello-Goodbye Vedder Bridge 2017 event to say goodbye to the old

bridge and to welcome the new bridge by opening it to pedestrians before opening it to vehicular traffic.

Innovative Design-Build Strategy The City of Chilliwack selected the arched bridge option for the Vedder Bridge from two alternatives provided in the bids. The design-build team planned its construction by assembling the steel superstructure on site behind the north abutment, and launching it in one piece across the river.

Arched bridges are usually built in place and supported by temporary supports or “falsework” until the arch at each end is supported by permanent abutments, or else floated into place on barges. Neither method was practical on the Vedder River, an important salmon and steelhead river.

Moving the 80-metre-long arched-steel Vedder Bridge across the river, without support on one end of the arch, posed an interesting construction-engineering challenge.

Bridge Launch Mechanics KCB designed a temporary king post support system to support the bridge during installation. Using the king post, the bridge was picked up from its temporary supports and propelled across the river in onemetre increments using hydraulic jacks on four travelling skid shoes. The critical part of the launch – the first 60 metres when the bridge was cantilevered over the river and unsupported at one end – was

successfully completed in one day before an enraptured audience of residents. The final 20 metres of travel, involving a complicated series of steps to place the end of the bridge on its permanent abutment, was completed over the next few days.

The Vedder Bridge is believed to be the first arch bridge in the world launched into place using a king post support system.

Minimizing Construction Impacts By assembling the bridge on land and installing it in one piece over the Vedder River, the design-build team minimized the

amount of time work crews had to work at height over the river, and virtually eliminated construction activities in the river, protecting the sensitive environment.

The construction schedule was also compressed because the assembly of the steel bridge started in the fabrication plant at the same time as the on-site bridge foundation concrete works. The resulting savings in construction costs meant that the City of Chilliwack could afford to relocate the overhead electrical utilities underground, and build extensive Rotary Trail connections. •

Designs that take you to new destinations

Low Level Road Redesign, North Vancouver, BC

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ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

Hydrotechnical Aspects of Transportation Engineering and the South Peace Flood Recovery

By Bill Cheung, P.Eng., McElhanney Consulting Services Ltd.

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n British Columbia, one aspect of transportation design that cannot be ignored is water. Good engineers understand the statement “Take care of the water and the road takes care of the rest.” The conveyance of water under highway infrastructure is the discipline of hydrotechnical engineering. Recent extreme weather events in BC and Alberta have made clear the importance of taking care of the water. Extreme events in Pine Pass, South Peace, Bella Coola and this year in the Okanagan have affected thousands of BC residents and others, and – although overshadowed by the record-breaking highway closures and evacuation orders caused by this year’s wildfires – still affect our transportation network in serious ways.

In 2011 and 2016, McElhanney’s hydrotechnical engineers assisted the BC Ministry of Transportation and Infrastructure in the response and recovery phases of the emergency response for the South Peace flood events. After the 2011 event, design for the infrastructure recovery included innovative elements like the consideration for the movement of bedload and debris and the destructive effects

Grizzly Creek debris rack after 2016 flood event. Note level of debris against debris rack this could have on culvert crossings.

Grizzly Creek on Highway 97 near Chetwynd was rebuilt after the 2011 event. The failure at this location was caused by overtopping of an undersized culvert during the flood event. The overtopping of the roadway caused extensive damage to the highway, which meant temporary bridges needed to be installed while a replacement structure was designed.

Options considered for the replacement structure included a bridge, open-bottomed multiplate arch, and closed-bottom multiplate pipe. The final structure design was a 5.5-metre-wide

by 3.5-metre-high elliptical structural plate corrugated steel pipe (SPCSP). The team selected this option due to the road alignment and foundation conditions, which made timely bridge design and installation difficult, and since the Minister of Transportation and Infrastructure was tasked with installation of the replacement structure before Christmas 2012, this was a strong factor.

One of the design criteria required by the ministry was a 100-year design life for the pipe. Normally, galvanizing or other types of coatings are used on corrugated and structural plate pipe to protect the steel from corrosion. And as a large amount of bed material load moved down the creek during the 2011 flood, typical for many of the creeks crossing Highway 97 in the Pine Pass, many of the culverts along the same route show signs of corrosion because the movement of bedload through the pipe wears away at the coating, exposing the steel to rust.

To address this, the team used two innovative design features on the Grizzly Creek SPCSP to combat the impact of bedload movement: an upstream debris rack, which used welded structural steel and cable elements to prevent debris and bedload from entering the pipe, and the installation of 13-millimetre-thick steel

culvert wear plates to protect the invert of the culvert from bedload that made it past the debris rack from damaging the galvanized pipe coating.

Little did we know that this design would be tested only a few years later.

In the summer of 2016 a significant storm event once again caused flooding in the Pine Pass. Many creeks, including Grizzly Creek, experienced high water levels and movement of bedload. Sections of Highway 97 near Commotion Creek were closed for days, and repair of the crossing will continue until 2018.

However, due to the installation of the large culvert and debris rack at Grizzly Creek, no damage was incurred at this location. The photo shows the accumulation of debris on the debris rack after the flood. The debris rack is approximately 2.5 metres high and was nearly full to the top with debris.

Without the hydrotechnical design effort that went into the replacement structure at Grizzly Creek, it’s quite likely that the 2016 event would have once again caused damage to the highway or at least clogged the new structure with bedload. We would like to thank the BC Ministry of Transportation and Infrastructure for its support for the innovation that went into this design. •

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11

ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

Designers and Builders, Beware: New Technologies, New Products, New Risks

By John Singleton, QC, managing partner, Singleton Urquhart LLP

W

ere it not for the advancement in technologies in the construction/infrastructure industries and the introduction of new space-age products, we might still be living in caves.

On the other hand, those who have been victims of failed new technologies and faulty new products may conclude that living in a cave was not such a bad idea after all. Those “victims” include those responsible for specifying or employing the technologies and products in question often because there was inadequate due diligence in selecting them or, sometimes, simply because the law concludes that they ought to have known better.

Let me give some examples of such transgressions.

All those involved in the construction/ infrastructure industries of course remember the asbestos problem. When the use of asbestos as a fireproofing material was first introduced into the construction industry, it was widely accepted and used in tens of thousands of buildings and infrastructure projects to retard the spread of fire. As it turned out, the product was later widely condemned as presenting an unreasonable health risk to occupants or workers when certain types of asbestos fibres became embedded in the lung cavity, resulting in various forms of lung cancer. So the manufacturers and distributors of asbestos became involved in thousands of lawsuits which resulted in multiple bankruptcies and damages awards for bodily injury and property damage in the billions, if not trillions of dollars. But it was not just the manufacturers and distributors who became the “victims” of these damage awards, but also those who specified the product in the first instance or who were responsible for its installation. Use of or specifying the product when the available literature identified the human health risks of doing so, amounted to negligence

on the part of designers, builders and developers or, at least, unreasonable reliance on the representations that had been made by the manufacturers and distributors. It was a very hard and expensive lesson for these industries.

More recently, the leaky condo debacle in British Columbia dealt another hard lesson. Some would say a new building technology, face-sealed design, was the root cause of this problem, which generated more than 1,500 claims and $2 billion in damages. The design was a byproduct of the energy crisis in the early 1980s and was seen as a panacea for solving energy inefficiencies by preventing infiltration of moisture and exfiltration of warm air into the building envelope. In practice, the technology allowed both phenomena, resulting in moisture buildup in the building envelope and resulting rotting or rusting of structural components. Some would say there was a point in time when designers and builders and product suppliers should have known that this new technology, as well intentioned as it was, presented a foreseeable and unwanted risk to the structural integrity of the buildings incorporating it. If the exercise of due diligence would have disclosed this risk, then those responsible for incorporating this technology into buildings would face certain liability for the extensive costs incurred to repair those buildings.

There are multiple other examples where new building products or technologies have brought significant adverse financial consequences to both builders and designers. Many of these examples involve reliance on certification of building products or technologies by certification agencies both here and abroad. When it first appeared in the market, plasticcoated electrical cable was certified to be fire-resistant. Certification resulted from laboratory testing igniting cable in a horizontal tray and then measuring the length of time it took for the fire to expire.

This, according to many manufacturers and distributors, assured the industry that the product was safe to use. In fact it was not. What the tests failed to take into account was that not all cables run only

horizontally. Once in a while they have to rise vertically to enter into mechanical or electrical rooms to be affixed to the mechanical or electrical components they are designed to supply power to. In a vertical configuration, the cable was anything but fire-resistant. It tended to act, according to the experts, like a dynamite fuse and, rather than being fire-resistant, actually propagated the spread of fire.

Cases that found their way into litigation demonstrated the importance of exercising due diligence in choosing new products, including satisfying oneself of the nature of the testing and certification by testing agencies.

A similar example can be seen in the case of manufacturing of copper pipe.

There have been instances of designers and builders relying on “seals of approval” found on copper pipe manufactured in other parts of the world. These “seals of approval” had been relied on by many as certifying that the pipe as manufactured was fit for its intended purpose. In fact, the seal represented nothing of the sort. If one were to have exercised due diligence and looked behind the “seal of approval,” one would have seen that all that was being certified was that the manufacturer of the pipe had the capability of manufacturing

in accordance with applicable codes and standards, not that the pipe in question actually met those standards. To come to this realization after kilometres of copper piping had been replaced in a series of buildings was a rude awakening.

It should be readily apparent from these examples that whether you are a designer, builder or developer, there should be hesitancy, and the exercise of due diligence, before accepting or adopting any new building product or technology, to ensure that there is a very clear understanding of any limitations to the representations being made by those marketing these new products or technologies, remembering that what you see, or what you think you see, is not necessarily what you get. Unless, of course, you live in a cave. • About the author: John Singleton has over 40 years of experience in construction, infrastructure, insurance and professional liability law and has represented engineers, consultants and other industry professionals throughout his career.

John also has significant ADR experience and has acted as fairness monitor or as a member of a dispute resolution board for some of BC’s largest infrastructure projects.

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12

ASSOCIATION OF CONSULTING ENGINEERING COMPANIES BRITISH COLUMBIA

ACEC Engineering in BC

Designing a Better Tomorrow

By Stephanie Ross, BA, Dipl. PR, marketing and proposal co-ordinator, AES Engineering Ltd.

A

round the globe, innovation and technology are effecting change. From our daily lives to our transportation networks, innovation and technology will allow us to realize how we can be more efficient, accessible and inclusive, while becoming less destructive to our environment and ourselves.

Vancouver is positioning itself as the greenest city in the country. From electric bus charging stations and solar-powered bus shelters to radio-frequency identification (RFID) readers, the city aims to be greener and wiser in designing its transportation systems. Working alongside the City of Vancouver and TransLink, AES Engineering is pleased to be an integral part of something bigger than itself, while promoting its values of designing a better tomorrow.

TransLink Electric Bus Charging Stations TransLink is currently testing electric, battery-operated buses for a three-year pilot program funded by Metro Vancouver and the Canadian Urban Transit Research and Innovation Consortium. Battery-powered vehicles and buses are becoming commonplace across the world, and TransLink wants to take advantage of this innovative clean technology on routes that would otherwise run on diesel fuel.

AES Engineering has been

commissioned for site installation design and specifications for two overhead fast-charging stations, which will power four electric buses. The new buses will be completely powered by batteries with zero tailpipe emissions. This technology allows the buses to run along all routes – not just those with available trolley wires. The fast-charging stations allow the buses to quickly top up their charge at the terminal route points, minimizing the number of batteries required onboard. The charging stations for the pilot program will be installed at the Marpole Loop and at the 22nd Street station in New Westminster to serve the 100-bus route. Preliminary tests have shown that the electric buses have even more torque than their diesel counterparts in winter conditions. If successful, the pilot program could replace the current diesel bus fleet throughout the Lower Mainland.

TransLink PV Feasibility Study – Large Bus Shelter TransLink is promoting carbon offsetters in the city of Vancouver to meet environmental targets and be the greenest city in Canada. Solar-powered (PV) bus shelters are just one way they are reaching this goal. TransLink will be undertaking this installation to expand its use of renewable energy sources, reduce its carbon footprint and perhaps offset some of its carbon usage.

AES Engineering is currently working with TransLink on the investigation and

analysis of the potential installation of solar panels on a large-scale bus shelter in BC. This bus shelter will be the first of its kind with the intention to eventually include solar panels on all new shelters.

TransLink Proximity-Enabled Access Entrances TransLink recently implemented a Compass Card fare gate system at all SkyTrain stations and SeaBus terminals. The Compass Card system requires passengers to tap for entrance into and out of the passenger stations, which presents a problem for customers needing assistance to tap (CNAT). CNAT can no longer access the transit system independently without an attendant, as they were previously able to in a barrier-free system. While the issue is being temporarily addressed by placing staff near the fare gates to assist, TransLink is working on a cost-effective

and efficient solution that will improve inclusiveness and accessibility for all.

Such a solution would be integrated with existing software, requiring no hardware changes, and provide automated opening and closing of the existing fare gates.

AES Engineering is providing electrical engineering design services for the installation of RFID card readers above the location of accessible fare gates for seven SkyTrain stations: Lonsdale Quay, Waterfront, Granville, Stadium, Main Street, Lougheed and Gilmore. This system will require radio-frequency travel from each station’s electronic equipment room to the location of proposed RFID readers and antennas above accessible fare gate locations. With this technology available, CNAT will be able to automatically open the fare gates by activating the RFID readers with their Compass Card, worn on their person – free of assistance. •

The World’s Longest Extradosed Bridge Opens to the International Stage

By Raj Singh, P.Eng., PE, division lead, bridges, McElhanney Consulting Services Ltd.

I

ndia’s northeastern state of Bihar is the country’s third most populous and also the poorest based on GDP per capita. The lack of reliable transportation of goods and people across the Ganges River affects the local economy, with only four river crossings along the 400-kilometre stretch of the river that divides the subcontinent. To address stifling queue times and congestion, the Bihari government introduced several new transportation infrastructure initiatives, including the 4.35-kilometre extradosed Veer Kunwar Singh Setu, a bridge that includes four new traffic lanes and two 1.5-metre sidewalks. This new bridge shortens travel time between Arrah and Chhapra by three hours and has fuelled economic development of this impoverished state.

The bridge is situated at a narrowing of the monsoon-prone Ganges flood plain, with two kilometres of approach spans on the south, Arrah’s side of the river, 350 metres of approach spans on the north, Chhapra’s side, and two kilometres of navigation spans over the main river channel.

The US$250 million project was procured under a design-build scheme with SP Singla Constructions Pvt. Ltd. as the prime contractor and McElhanney Consulting Services Ltd. selected as

the prime consultant for the conceptual and detailed design, erection engineering, and construction site support for the 120-metre-long navigation spans.

The original design for the nearly two kilometres of navigation spans was a traditional cast-in-place variable-depth concrete box girder system. Approach spans outside the navigation spans utilized precast segmental erected in span-by-span.

After the project was awarded, the government requested to shorten the construction period by a year. The forming, rebar placement, casting, curing and deshuttering activities for the variable-depth box girders was along the critical path of the construction schedule. As such, the contractor engaged McElhanney to design an alternative structural system that could shorten the construction schedule without a significant increase in cost.

McElhanney developed an extradosed concept utilizing a constant-depth precast girder that removed casting operations from the critical path and achieved schedule savings with only a marginal increase in construction cost. This resulted in 16 backto-back 120-metre spans, making this the world’s longest multi-span extradosed bridge.

The extradosed superstructure consists of a 20.5-metre-wide single-cell precast concrete box girder with a plane of stay cables and pylons down the median, erected through balanced cantilevering.

The exterior dimensions of the box girder

were maintained from the segmental approach spans so forms could be reused; however, the interior core forms were modified to suit the demands of the longer stay-supported spans. Stay cables consist of five parallel stays each with 61 strands anchored within the box girder and passing through saddles in the one-metrewide pylons.

The substructure was designed as integral twin thin-walled bladed piers supported on sunken well foundations (caissons). The bladed piers provide flexural rigidity but at the same time offer flexibility for longitudinal thermal movements that allowed 360-metre-long continuous units. During the value engineering process the well foundations were already being installed based on the original bridge design, so the locations and capacity had to be respected and incorporated into the revised concept. Mid-span expansion joints are provided in every third span along with custom-designed internal steel shear beams to transfer bending moments and vertical shear forces across the expansion joint gap.

Construction required a detailed erection scheme and construction staging analysis, and careful geometry control and creative execution by the construction team to overcome the large water level variations, high water currents and extreme monsoon rains. During construction of the extradosed cantilevers and prior to their closure, the site experienced seismic activity from the 2015 Nepal earthquake that shook the towers to up to one-metre displacements.

Our site engineer, Brook Robazza, quickly inspected the structural performance and found that the partially constructed bridge sustained no damage.

In the end, the extradosed system using a constant-depth precast girder erected in free-cantilevering allowed the contractor to deliver the project ahead of time without a significant increase in construction cost compared to the traditional variabledepth cast-in-place concrete girder system. Through precasting constant-depth segments in the casting yard, the erection cycle time was significantly reduced as compared to typical cast-in-place construction, and the more efficient extradosed system reduced significant concrete volume, as well as steel reinforcement.

This may be the future trend for similar multi-span crossings with spans in the 120-metre to 180-metre range.

The Veer Kunwar Singh is now open to the public, drastically improving travel times for people and goods crossing the Ganges. •