NV5 Structural Engineering

STRUCTURAL ENGINEERING

Bridging the gap between planning and design

2024 BROCHURE

NV5 is a multidisciplinary Architecture and Engineering firm with more than 50 years of regional experience. With a strong focus on quality of life, we combine core engineering services with specialized expertise aimed towards addressing critical infrastructure needs and providing sustainable solutions. From initial site studies and design to construction and commissioning, we stand by our clients as technical experts throughout the development cycle. NV5 has over 100 offices and 4,000 technical professionals, bringing together planners, engineers, architects, program managers and construction managers to deliver high-performance infrastructure for the communities we live and work in. These offices are our links to the communities we serve. We take pride in helping our clients bring to life cost-effective, sustainable projects that serve the needs of, and add value to, the neighborhoods in which they are built. In New York and across the country, NV5 is staffed with nationally-recognized, locally-focused bridge specialists who work to improve quality of life in their communities through multi-modal transportation projects. We believe that the access provided by these projects is a human right, and our design approach is streamlined to maintain focus on the community’s needs, resulting in successfully implemented projects that balance the many constraints and demands of the urban environment.

Our portfolio of work across the country ranges from typical simple span concrete and steel girder bridges in rural areas all the way to more complex bridge types such as steel trusses or tied arch bridges spanning railroads within dense urban environments such as New York City. We strive to maintain excellent relationships with various state departments of transportation across the country, New York City Department of Transportation (NYCDOT), New York City Department of Design and Construction (NYCDDC), Metropolitan Transportation Authority (MTA), and other regional municipalities.

Nationally, we draw on a think tank of structural engineering professionals and collaborate with complimentary environmental and engineering disciplines. This integrated approach, along with our clear demonstration of social responsibility, has earned us the trust of local municipalities, government agencies, and commercial clients across the country. Every project faces unique challenges — many are fluid, and we take pride in being adaptive and developing inspired, sustainable solutions, some of which are showcased on the following pages.

OUR TEAM

SARAH STEIB, PE

REGIONAL MANAGER, STRUCTURAL ENGINEERING

Sarah has over 17 years of extensive experience in bridge projects within the New Jersey/New York metropolitan area, encompassing a diverse range of bridge types. Her portfolio includes steel multi-plate and box girders, pedestrian, vertical lift bridges, culverts, precast prestressed concrete girders, beams, boxes, and frames, timber structures, and bulkheads. Beyond bridges, Sarah has successfully managed and contributed to various projects involving roadways, overhead sign structures, earth retaining structures, buildings, and shore protection initiatives. She possesses a wealth of experience in inspecting, rehabilitating, and repairing existing infrastructure, including bridges, buildings, and coastal boardwalks. Sarah’s proficiency covers all project phases, from planning and concept development to preliminary design, final design, and construction phase services.

ERIC MACKIN, PE, DBIA DIRECTOR OF NEW YORK STRUCTURAL GROUP

Eric is a licensed structural engineer with over 11 years of experience at NV5 specializing in new bridge design. He has worked on a wide variety of bridge design projects ranging from steel and prestressed concrete girder superstructures to truss and tied-arch bridge designs. He also has experience designing other ancillary structures related to New York City infrastructure design projects including box culverts, retaining walls, relieving platforms, bulkheads, chambers, boardwalk access structures, and more. Eric has worked with various public agencies (NYCDOT, NYSDOT, NYCDDC, NYCEDC, MTA, NJDOT, FDOT, CTDOT, etc.) as well as private developers, and has coordinated with several railroad/utility companies in order to receive the required approvals for individual projects. His responsibilities have ranged from initial concept design all the way through final design and construction support services.

ROBERT LARSON, PE

SENIOR STRUCTURAL ENGINEER

Rob is a senior structural engineer. His 39 years of experience have consisted of bridge and box culvert design, although he has also performed designs for buildings and other structures. His bridge design experience includes highway structures in concrete as well as steel (including curved steel I-girders) and inspection, repairs, and renovations of existing bridges. He is familiar with the LRFD Bridge Code and Seismic Design for highway bridges and buildings. His building design has included new structures as well as structural analysis and modifications to existing buildings.

KYLE (KAIYUAN) LIU, PHD, PE, SE, PENG

PRINCIPAL STRUCTURAL ENGINEER

GARY MARCUS, PE

DIRECTOR OF GEOTECHNICAL ENGINEERING

Kyle is a principal structural engineer with more than 22 years of extensive experience involving structural analysis/ evaluation/design in support of transportation and waterfront structures both nationally and internationally. His experience includes conventional bridge structures (concrete, steel, and prestressed concrete) and more advanced, complex bridge structures such as cable-stayed bridges and long-span balanced cantilever bridges. In addition to typical transportation/highway bridges, he also has solid experience in metro and railway bridges, station platforms, and parking structures. He has become familiar with BIM-related technology and the associated management protocols. He brings extensive design-build experience and has served as the engineer of record on large transportation projects.

Gary is an accomplished geotechnical engineer with 26 years of experience in industrial, and municipal facilities, and major structural and infrastructure projects within the New York Metropolitan Area and the Northeastern United States. As a former Head of Geotechnical Engineering with the Infrastructure Division of the New York City Department of Design and Construction, he oversaw the Geotechnical Engineering aspects of design work for numerous capital improvement projects which included, but were not limited to, bridge foundations, roadway reconstruction, pile-supported sewer design, construction oversight of specialty geotechnical engineering work, review of preconstruction and construction reports for settlement and vibration sensitive areas, and preparation and review of plans and specifications for the rehabilitation and reconstruction of City-owned retaining walls.

Intro, Safety and the Current State of Bridges in the US

There are over 617,000 bridges across the United States

The former Commissioner of the Bridges for the NYC Department of Transportation would often say the current bridge stock in New York City was designed with 80-year useful life expectancy. However, based on current finding levels, some bridges may be required to give the city 300 years before they are replaced/rehabilitated. Based on recent infrastructure report cards, just over 40% of bridges in the United States are at least 50 years old, and almost 8% are considered structurally deficient. Unfortunately, those 8% accommodate over 150 million trips every day.

Bridge Condition

“The rate of deterioration is exceeding the rate of repair, rehabilitation, and replacement, all while the number of bridges sliding into the “fair” category is growing. However, bridges categorized as fair are a concern and an opportunity, as they are potentially one inspection away from being downgraded in classification, but they can also be preserved at a fraction of the cost required to address a structurally deficient bridge.”

Source: U.S. Department of Transportation, Federal Highway Administration, InfoBridge: Data: https://infobridge.fhwa.dot.gov/Data/Dashboard

Unexpected bridge collapses are occurring all too often, placing people at risk when driving to soccer practice or commuting home from work. There is no question that additional funding is required on the federal, state, and local levels. As the Bipartisan Infrastructure Law (BIL) rolls out, that funding is being made available in the form of:

PLANNING GRANTS. Early-stage development for assistance in analysis revenue forecasting, and planning.

Source: U.S. Department of Transportation, Federal Highway Administration, InfoBridge: Data: https://infobridge.fhwa.dot.gov/Data/Dashboard

BRIDGE PROJECT GRANTS. Bridge projects that cost less than $100 million

While

While recent improvements show a positive trend in addressing our poorest bridges, progress is not universal because states face different challenges when maintaining, repairing, and replacing bridges. For example, in 2019, the percentage of structurally deficient bridges ranged from 1% in Nevada to 22% in Rhode Island.3

While recent improvements show a positive trend in addressing our poorest bridges, progress is not universal because states face different challenges when maintaining, repairing, and replacing bridges. For example, in 2019, the percentage of structurally deficient bridges ranged from 1% in Nevada to 22% in Rhode Island.3

LARGE BRIDGE PROJECT GRANTS. Bridge Projects over $100 million

Less encouraging is that 42% of the nation’s 617,084 highway bridges are over 50 years old, an increase from 39% in 2016. Notably, 12% of highway bridges are aged 80 years or older. Structurally deficient bridges specifically are nearly 69 years old on average. Most of the country’s bridges were designed for a service life of approximately 50 years, so as time passes, an ever-increasing number of bridges will need major rehabilitation or replacement.

recent improvements show a positive trend in addressing our poorest bridges, progress is not universal because states face different challenges when maintaining, repairing, and replacing bridges. For example, in 2019, the percentage of structurally deficient bridges ranged from 1% in Nevada to 22% in Rhode Island3.

Less encouraging is that 42% of the nation’s 617,084 highway bridges are over 50 years old, an increase from 39% in 2016. Notably, 12% of highway bridges are aged 80 years or older. Structurally deficient bridges specifically are nearly 69 years old on average. Most of the country’s bridges were designed for a service life of approximately 50 years, so as time passes, an ever-increasing number of bridges will need major rehabilitation or replacement.

While recent improvements show a positive trend in addressing our poorest bridges, progress is not universal because states face different challenges when maintaining, repairing, and replacing bridges. For example, in 2019, the percentage of structurally deficient bridges ranged from 1% in Nevada to 22% in Rhode Island3. 20

To protect the public’s safety, the federal government mandates national bridge inspections for all bridges on a periodic basis. The amount of time between inspections can range from 12 to 48 months and is based on the bridge condition, type of bridge, traffic, location, and age of the structure. If the bridge inspector finds any deficiency in the structural capacity or with an element of the bridge, that bridge could be posted for load, weight, or speed restrictions; temporarily repaired; and/ or closed to the traveling public to ensure their safety. In 2019, just over 10% of bridges had such restrictions, a number that has remained stagnant over the past several years. Outside of direct safety concerns, posted bridges can dramatically increase driving time for larger vehicles such as school buses, ambulances, fire trucks, and delivery trucks, in

There are also state grant programs, resiliency grant programs and a multitude of other federal grant programs that municipalities can make use of to obtain the funding required for these vital transportation projects. NV5 has helped communities, small and large, across the continental US successfully prepare grant applications for hundreds of millions of dollars in funding. Where NV5 shines is bundling competing interests such as culvert replacement, flood control, and connectivity or aquatic habitat in the application of bridge rehabilitation to ensure a complete project for the community.

Funding is only half the equation. The industry must find smarter, faster ways to replace bridges using techniques that will provide economies of scale in manufacturing and construction, reduce traffic disruption, and increase safety. NV5’s focus on sustainability places us as a leader in innovative Bridge Designs for Rapid Renewal, streamlining the design process, utilizing ABC and other toolkits, all while being thoughtful of the needs of the communities we work for.

To protect the public’s safety, the federal government mandates national bridge inspections for all bridges on a periodic basis. The amount of time between inspections can range from 12 to 48 months and is based on the bridge condition, type of bridge, traffic, location, and age of the structure. If the bridge inspector finds any deficiency in the structural capacity or with an element of the bridge, that bridge could be posted for load, weight, or speed restrictions; temporarily repaired; and/ or closed to the traveling public to ensure their safety. In 2019, just over 10% of bridges had such restrictions, a number that has remained stagnant over the past several years. Outside of direct safety concerns, posted bridges can dramatically

RIDGE ROAD EXTENSION

PASCO COUNTY, FL

NV5 performed total design services for the Ridge Road Extension project in Pasco County, Florida. The 7.6-mile-long highway extension project consisted of highway design including design of 19 new bridge structures and design of a new separated recreational side-path for pedestrians and cyclists. The Ridge Road Extension project is a new four-lane evacuation roadway that connects New Port Richey to US Route 41 in Land O’ Lakes, Florida. The project is divided into 2 phases: Phase I is a 4.2-mile-long roadway with 15 bridges; Phase II is a 3.4-mile-long roadway with 4 bridges. All bridges are prestressed concrete beams and cast-in-place concrete abutments/piers are supported on prestressed concrete piles. The roadway is designed in both rural and urban sections, and includes sidewalks and street trees in the urban section that connect to adjacent residential neighborhoods. NV5’s landscape architecture division designed the non-motorized shared-use trail that runs along the entire length of the south side of the roadway and connects to the north-south Florida Trail at the eastern terminus of the project. NV5’s civil engineers, structural engineers and landscape architects worked together to create conceptual design alternatives through construction documents on an expedited schedule for this much-needed new evacuation roadway and trail. The project traverses a sensitive marsh habitat that is home to several species of endangered flora and fauna. The project is designed to preserve natural hydrologic processes and wildlife migration routes with much of the highway up on pile-supported viaducts. The trail is fully landscaped and offers panoramic vistas of the marsh. At the mid-point of the trail is a wayside rest stop that includes trees and landscaping, a shade structure with benches, picnic tables, water stations, bicycle racks and interpretive signage.

RIDGE ROAD EXTENSION

PASCO COUNTY, FL

RIVERSIDE SOUTH TEMPORARY ACCESS RAMP

NEW YORK, NY

This project included the design of two new roadways connecting the new Miller Highway Tunnel portal at West 61st Street to the existing grade level at West 59th Street. The elevated structures of the temporary access ramp and roadway are composed of a reinforced concrete deck supported on steel stringers, which span between a steel column frame system on the west side and a concrete abutment on the east side. The concrete abutment was designed to be eventually repurposed as the center wall of the future extension of the Miller Highway Tunnel. This access roadway is the backbone of the maintenance and protection of traffic (MPT) scheme that will be required for the future relocation of part of the Henry Hudson Parkway, one of the most congested arteries in New York City. NV5 designed and provided construction support services for this unique bridge structure. NV5 also served as the engineer of record to assist the client in obtaining final acceptance by the New York State Department of Transportation (NYSDOT) and the NYCDOT.

MILLER HIGHWAY TUNNEL

NEW YORK, NY

The original master plan of the 77-acre tract referred to as Riverside South introduced the concept of bringing the city back to the river by extending the street grid westward and developing a public park along the waterfront. When the Extell Corporation began developing the riverside property from 65th to 59th Streets, they were required to build the first section of the Miller Highway Tunnel as part of a decades-old plan to sink the elevated highway and extend the park from the proposed developments to the river. NV5 led the design effort and fully coordinated final design plans for the approval of NYSDOT, NYCDOT and other city agencies for the Miller Highway Tunnel northbound structure between West 61st Street and West 65th Street.

The design of the tunnel consists of a 3-foot-thick reinforced concrete slab, reinforced concrete supporting walls and steel H-piles with concrete pile caps as foundation. Because of the close proximity to the Henry Hudson Parkway, high-rise buildings, outfalls and other structures, NV5 performed analyses to ensure that no loss of support could occur that would endanger the stability of existing structures.

FRESHKILLS PARK TRANSPORTATION MASTER PLAN

STATEN

ISLAND, NY

NV5 provided scoping and preliminary design services for construction of a new Freshkills Park transportation network, complete with roads and bridges, shared-use path, wetland buffers, surrounding landscape improvements and a grand new park entrance on Richmond Avenue. The new road will connect the West Shore Expressway (Route 440) and Richmond Avenue through the new park. Work included development of Schematic Geometric Design Alternatives and selection of a preferred alternative. The intersection of the East Loop Road and the Yukon Avenue Connector was designed as a modern multi-lane roundabout in order to improve the park’s aesthetics by increasing vegetation and avoiding the sea of pavement typically required by a 4-way, 4-lane intersection. It is sized as a multi-lane roundabout based upon GEIS vehicle trip projections for Freshkills Park. The location of the roundabout was chosen to accommodate the alignments of the four legs: the existing Main Creek Bridge, the existing Section 6/7 service road (both north and south) and the Yukon Avenue Connector. Grading of the roundabout is fixed by the elevation of the Main Creek Bridge approach. As the lead firm on the project, NV5 was directly responsible for providing overall project management, roadway design and structural engineering services, landscape architecture design, bicycle facility planning, traffic analysis, and environmental services.

SC 576 EMERGENCY BRIDGE REPAIRS

MARION, SC

SC 576 is a divided four-lane facility in Marion, SC. After a large rainfall event, the piles supporting the interior bents of a bridge crossing were left with little embedment, and three piles had no embedment at all. South Carolina Department of Transportation (SCDOT) closed the inside lane of each bridge temporarily. NV5 was hired to design supplemental “crutch” bents to be installed on each side of each bent (8 total). The bridge was required to remain open during construction, so 30-inch diameter steel pipe piles were driven through holes cut through the deck in the shoulder of the bridges. This resulted in a long (31’-6”) span for the steel cap. NV5 worked with the contractor to use surplus beams which were readily available and added steel cover plates to both flanges to increase capacity as required. Piles were driven to capacity to a much deeper level than the original piles, cut off, and capped. The steel beam was then placed over the piles and jacked into load-bearing position. Finally, shims were inserted between the pile and beam and the jacks removed. NV5 began work in late February 2023 and the construction was completed and road fully opened May 24, 2023 per contract requirements.

HORACE HARDING EXPRESSWAY–COLLEGE POINT BOULEVARD CROSSING LOAD RATING

QUEENS, NY

NV5 was contracted by Con Edison to determine a feasible solution to mounting up to eight (8) 5” steel utility ducts to the underside of the Horace Harding Expressway at the College Point Boulevard crossing. A load rating was carried out on the applicable steel bridge girders to determine whether there was enough reserve capacity to carry the additional weight of the utilities and their supports. The Load Resistance Factor Design (LRFD) method was used to conduct this load rating in accordance with the American Association of State Highway and Transportation Officials’ (ASHTO) Manual for Bridge Evaluation and AASHTO’s LRFD Bridge Design Specifications. Coordination with the bridge owner, NYSDOT, within a timely manner was key to keeping this project on schedule. The computer program AASHTOWare Bridge Rating (BrR) was used to update the current model of the bridge with the new loads to ensure the load rating was accounting for all of the previous changes and bridge conditions. Having a current model of each bridge available for updates and analysis for projects such as this is one of the long-term goals of NYSDOT and part of their overall master plan.

STONE BRIDGE OVER HENRY’S FORK OF SNAKE RIVER

FREMONT COUNTY, ID

NV5 designed a new 230-foot, two-span bridge to replace an existing one-lane, five-span bridge. The new bridge is located just downstream of the existing bridge to improve sight distance and maintain traffic flow during construction. NV5’s services included surveying, environmental evaluations, geotechnical explorations and preparation of Idaho Transportation Department (ITD) materials, phase reports, coordination with U.S. Army Corps of Engineers (USACE) and Idaho Department of Water Resources for permitting and in-channel work, concept study, hydraulic analysis of the Henry’s Fork, right-of-way (ROW) and public involvement.

EAST BOISE RIVER FOOTBRIDGE

EAST BOISE, ID

The Boise River is famous for its exceptional summer recreational uses such as fishing and tubing. This 200-foot, single-span, steel suspension arch bridge was designed exclusively for pedestrian and bicycle traffic, allowing for a minimum 8-foot clearance between the bridge’s bottom and the water’s surface. Americans with Disabilities Act (ADA) compliance was a challenge; the bridge design provides the necessary clearance allowing the East Boise River Footbridge and its pathways to meet the provisions of the ADA. The steel suspension arch bridge is open, airy and incorporates lookout areas to observe the river from either side — an important consideration since the Boise River provides a natural habitat for many types of waterfowl including a nearby enhancement area for bald eagles. While there was some concern from the public about the possibility of waterfowl flying into the footbridge, the final design incorporated 2-inch diameter rods spaced 20-feet apart, which allayed those fears by allowing the birds a large area to clear the bridge. The East Boise River Footbridge is a community landmark. The bridge is not only a safe and convenient connector between a busy commercial district and the city’s greenbelt, but it also provides a wonderful way to enjoy the beautiful scenery and recreational areas surrounding the Boise River.

5TH STREET BRIDGE REPLACEMENT PROJECT

YUBA CITY, CA

The 165-acre project site over the Feather River involves construction of the new 5th Street Bridge, a 4-lane, 10-span, cast-in-place, post-tensioned concrete box girder bridge. It includes construction of a new 2nd Street Bridge in Yuba City. The project also includes three new traffic signals, roadway widenings and realignments, new access ramps, relocation of existing utilities, improvements to adjacent pedestrian access, bicycle trails, levee access, removal and replacement of trees in floodways, retaining walls and concrete barriers, earthwork, paving, and landscaping, with respect to all wildlife and environment permits.

ARTHUR RAVENEL, JR. BRIDGE “LINE 12”

CHARLESTON, SC

NV5 designed five spans of “Line 12,” an 810-foot-long approach section of the Arthur Ravenel, Jr. Bridge carrying US 17 over the Cooper River in Charleston, South Carolina. The Line 12 structure consists of continuous prestressed bulb tee girders supported by hammerhead bents on single drilled pier/column. Design was complicated by severe seismic requirements and poor soil conditions, resulting in very deep foundations.

Line 12, designed by NV5, is a part of the larger Arthur Ravenel, Jr. bridge project for SCDOT. Replacing two obsolete Cooper River bridges, the bridge has a main span of 1,545 feet — the longest cable-stayed span in the Western Hemisphere. In addition to eight traffic lanes, the bridge features a pedestrian walkway/bikeway. The project also included two extensive roadway interchanges connecting historic Charleston to the town of Mount Pleasant.

The structure features two visually-striking diamond-shaped concrete towers that are protected from ship collision by large rock islands. The towers are 573 feet high from the water line to their tops. The structure was also designed for hurricane wind forces. The bridge opened to traffic on July 16, 2005, one year ahead of schedule.

ARTHUR RAVENEL, JR. BRIDGE

CHARLESTON, SC

Railroad Coordination

RAILROAD COORDINATION

Grade separation projects typically mean eliminating at-grade crossings by constructing new overpasses or reconstructing/rehabilitating existing overpasses to improve clearances and/or widen structures. These projects can have significant positive impacts on the greater community, bettering pedestrian and other multi-modal facilities by providing equity for all modes of transportation and increasing safety . However, given the ever changing relationship the public has with rail, there is a common need to retain the ability to expand/evolve the rail network as future demands require. Understanding the design process and requirements of the local and national rail carriers is critical to the design and construction schedules.

On a National level, Amtrak utilizes Project Initiation (PI) process, CSX refers to it as Preliminary Engineering (PE) process, and other Regional and Local carriers may have different names for review of all work within or adjacent to the rail corridor right-of-way. What is critical is that the process starts at the conceptual stage, and scope of the proposed projects inclusive of easements or encroachments is identified. NV5, with a national footprint brings an extensive portfolio of collaboration with the national, regional and local carriers in municipalities around the country. NV5 has gained extensive experience through the successful completion of various projects over Amtrak, CSX, and regional railroad corridors.

Working over railroad presents a different set of technical challenges to a project that need to be addressed early in the design process. However, understanding the administrative side to potential long lead review times is equally critical for completing projects on schedule. NV5 staff brings expertise in all things rail to ensure the project is technically sound, meeting all the requirements of the Federal Rail Association (FRA) and any additional requirements of the local rails carrier.

Where required, we have worked with local municipalities to meet the minimum horizontal and vertical clearance requirements, and where not feasible providing the engineering and technical backup documentation to support waiver requests. Our work extends past the structural bridge elements to shielding, temporary barriers and structures to create a safe environment for work to continue and minimize outages. Understanding the allowable track outages and available construction times can really determine the type of bridge construction that will be the most economical or even feasible.

GRANT WRITING

In addition to the technical expertise NV5 brings with all things rail, we also bring a strong success rate with Grant writing for you rail and bridge projects. Through the interstate Rails Compacts Grant Program, billions in funding have authorized for rail projects nationwide through FY26. NV5 can be your source of grant writing for rail projects or any other federal/state grant programs. We have successfully helped communities around the country secure millions of federal dollars for bridge and other structural projects rehabilitation and resiliency projects.

RIDGE ROAD PHASE 2

PASCO COUNTY, FL

This project is the second phase of a new 7.6-mile, four-lane evacuation highway that will connect New Port Richey and extend to US Route 41 in Land O’ Lakes, Florida. Phase 2 consists of a set of twin bridges crossing over the CSX railroad tracks. The bridges are single-span concrete I-girder bridges, approximately 200 feet long, supported on a full-height concrete abutment wall on one side and a concrete end bent with an MSE wall around it on the other side. The concrete I-girders are 96” deep prestressed concrete Florida I-beam girders (FIB-96). The foundations are supported on prestressed concrete piles.

Coordination with CSX early in the design phase was crucial in determining the bridge type, since a two-span bridge was ruled out due to railroad clearance issues as well as a large gas pipe transmission line easement near the possible location of the middle bridge bent. Instead, the 200-foot, single-span alternative was explored and local contractors were consulted for constructibility concerns since this would be approaching, if not exceeding, the largest single-span, prestressed concrete, I-girder bridge in the state of Florida.

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BARDSLEY AVENUE GRADE SEPARATION OVER UNION PACIFIC RAILROAD TRACKS

TULARE, CA

This $18M project includes the construction of a grade-separated crossing of the Union Pacific Railroad (UPRR) tracks on Bardsley Avenue. This project created a cast-in-place, prestressed concrete box girder bridge for UPRR and an underpass for Bardsley Avenue that allows for unobstructed flow of both vehicular and railroad traffic through the intersection. This increases safety through the area, while also increasing efficiency. This project also constructed a realignment of ‘I’ Street south of Bardsley Avenue onto the ‘H’ Street alignment. Other project elements included construction of storm drain and sewer lift stations and rerouting city water, sewer and storm drain lines. The project was funded through a combination of Measure ‘R’, Proposition 1B – HRCSA, Union Pacific Railroad and local funds.

W. 63 RD STREET BRIDGE OVER AMTRAK & FREEDOM PLACE SOUTH BRIDGE

NEW YORK, NY

NV5 designed two new bridges for the Riverside South development project on Manhattan’s West Side – the West 63rd Street Bridge and the Freedom Place South Bridge. The purpose of this project was to provide access to new residential towers being constructed by the Extell Development Company. Both bridges were designed and constructed as one structural system and have a unique geometric layout similar to the letter V. Both bridges are two-span simply supported steel girder structures supported on reinforced concrete abutments and piers on steel H piles. Each bridge is supported on its own begin abutment and pier, but both are supported on one continuous end abutment. Because the bridge layout has to follow Amtrak track alignment and there is only a 1” expansion joint between both bridge structures and surrounding buildings, each steel girder was laid out with its own skew angle and girder spacing, and each abutment and pier was designed to follow Amtrak clearance requirements.

Fracture critical members were designed when two girders from the Freedom Place South Bridge connected to the facial girder of the West 63rd Street Bridge. Special attention was focused on seismic analysis, catenary supports, and unique steel sidewalks providing access for Amtrak maintenance crews.

W. 61 ST & W. 64TH STREET BRIDGES OVER AMTRAK RAILROAD & MILLER HIGHWAY TUNNEL

NEW YORK, NY

This project is part of the 74.6-acre site development of the former Penn Central Rail Yard, located on Manhattan’s West Side along the Hudson River. With an $8 million construction cost, these two prestressed concrete box beam bridges carry the West 61st Street and West 64th Street extensions over the Amtrak corridor, providing access to new residential towers constructed by Extell Development Corp. NV5 was also responsible for coordinating the design of the bridges with NYCDOT Bureau of Bridges. This project is part of the future relocation of the Miller Highway between 59th Street and 72nd Street on Manhattan’s West Side along the Hudson River. Analysis in this project was particularly important due to the quality of the soil and proximity of the project to the Hudson River. This project was the recipient of the 2008 NY ACEC Gold Award.

STARLIGHT PARK PEDESTRIAN BRIDGES

BRONX, NY

This project realized a long-sought community vision: a continuous greenway along the Bronx River, designed with ecological principles that would provide access to and along the river to thousands of Bronx residents and visitors. The build out of Starlight Park formed connections to two adjacent riverside parks, Starlight Park (Phase 1) and Concrete Plant Park, in addition to greenway connections north and west. As part of NV5’s work, two pedestrian bridges have been designed to connect the riverside parks. Bridge 1 is a tied-arch bridge that crosses over the Bronx River and Bridge 2 is a steel truss (pictured to the right) that crosses the Amtrak and CSX Rail corridor. To meet minimum bridge clearances over the catenary, significant site grade changes were required to provide ramps meeting ADA compliance. This resulted in over 1000 linear feet of retaining structures, some more than 20-feet tall. The winding path shown on the left side of the bridge required a precast concrete block retaining wall to support the grade separation between the park and the bride crossing elevation. The right side of the bridge utilized switch back ramps and stairs to access 172nd street as well as a large soldier pile lagging wall separating the lower track corridor and the raised asphalt path leading down to the southernmost poriton of the park.

WEST 8 TH STREET CANOPY & PEDESTRIAN ACCESS

BROOKLYN, NY

This project was designed to provide a new, ADA-compliant ramp and a staircase with a small pedestrian plaza, as well as a new entrance canopy to the West 8th Street–New York Aquarium subway station. The station is served by the F & Q Subway lines and provides a vital link between the city and Coney Island, with its amenity-rich environment and large residential community. The project also removed the existing aerial ramp system across Surf Avenue and constructed pedestrian and vehicular access improvements to the aquarium property. The station façade was renovated around 2002/3, when internationally-acclaimed artist Vito Acconci, in collaboration with Daniel Frankfurt PC, installed a 600-foot-long façade facing Surf Avenue. The renovation, dubbed the ‘Wave Wall,’ incorporates twisting 3-dimensional elements within the façade to evoke the waves in the ocean. The façade consists of a painted steel framework, infilled with porcelain enamel panels and wire mesh vision panels. With the removal of the aerial ramps and walkways, the station entrance doors, located many feet above the sidewalk where the ramp used to be, required a canopy. The design team explored many design options for a complementary addition to the iconic façade. The new canopy design features matching metal construction and roof-mounted signage, removal of the existing canopy structure at the Lower Platform Level; new lighting within the canopy, and a new beacon light fixture.

STARLIGHT PARK BRONX, NY

Alternative Delivery / Construction Management

The Design-Build Institute of American (DBIA) is leading the way in alternative project delivery methods.

ALTERNATIVE DELIVERY / CONSTRUCTION MANAGEMENT

With the growing demand and industry shift from mostly all design-bid-build project delivery methods to alternative project delivery methods such as design-build (DB) and Construction Management at Risk (CMAR), traditional firms must adapt and grow.

We have shifted our approach to meet this challenge, adopting a management philosophy built around the 21st Century four C’s: critical thinking collaboration, communication, and creativity. This 4C model provides the framework needed to design smarter and use resources and technology more effectively while seamlessly integrating design, construction, and resident engineering. We strive to identify and create opportunities for efficiency.

This inherent integration requires transparency and trust built on top of established relationships to develop collaborative solutions to challenges, and disperse risk in a fair and efficient manner. Our network of trusted partners in combination with our ability to perform most services in-house yields greater project control, increased quality, while reducing risk, and obtaining more predictable schedule and budget performance.

At NV5, we’re serious about design-build. We have experienced, Professional DBIA™ credentialed project managers who are dedicated exclusively to projects using the design-build delivery method. This allows us to respond quickly, tailor resources to the project, and create an agile approach that streamlines teaming agreements, expedites decisions, and eliminates bureaucracy.

CRITICAL THINKING. Challenges logically examined by discipline expertise in context of real-world, evidence-based conclusions to develop the best fit solutions.

COLLABORATION. Effective collaboration policies will stimulate team synergy, creativity, and productivity that are greater than the sum of the individuals.

COMMUNICATIONS. The fundamental requirements of communication are actively listening, engaging constructively in discussion, and providing feedback to bring resolution.

CREATIVITY. Creative problem-solving flourishes best in an open environment where people communicate, brainstorm options, and evaluate ideas and concepts.

HUNTS POINT INTERSTATE ACCESS IMPROVEMENT DESIGN-BUILD PROJECT

BRONX, NY

This DB project, located in the vicinity of Hunts Point Peninsula, Bronx County, New York, solves a long-standing issue for the community by providing improved access between the Hunts Point Peninsula and the Bruckner Expressway. As part of the work, the DB team will address structural and operational deficiencies of the existing infrastructure. The project will improve pedestrian safety through intersection redesign and improvements to the shared-use path and bicycle lanes along Bruckner Boulevard. The project also includes utility replacement and relocation in the vicinity of the project site. The project encompasses design and construction of two (2) new ramp structures, including abutments and retaining walls.

HAMILTON AVENUE ASPHALT PLANT

BROOKLYN, NY

NV5 was the lead engineer for design and permitting services for the construction management (CM)/design/build project to replace the Hamilton Avenue Asphalt Plant, and to reconstruct the entire site and ancillary structures at this NYCDOT-owned and operated industrial facility in the Gowanus section of Brooklyn, New York. NV5 led a multidiscipline design team and coordinated closely with the CM lead for this project. NV5 coordinated with all agencies with jurisdiction over the project including the New York State Department of Environmental Conservation (DEC), New York City Department of Environmental Protection (NYCDEP), private utilities and others as required. Scope of services included site demolition, civil, geotechnical and structural design (for asphalt plant foundation support systems), mechanical, electrical and plumbing design for installation of new asphalt plant equipment, and DEC permitting associated with the new plant.

RECONSTRUCTION OF ROUTE 59

CLARKSTOWN, NY

NV5 was retained by the NYSDOT Region 8 to provide resident engineering inspection (REI) services for the replacement of multiple bridges and the reconstruction of 1.3 miles of roadway along Route 59 in Rockland County, New York. This $35 million project consisted of a two-phase reconstruction which included four double bridges: two double bridges over local roads, one double bridge over CSX Railroad, and one over the Class AA Hackensack River, in addition to the aforementioned 1.3 miles of roadway reconstruction. The project included the following elements: staged demolition and reconstruction of four multi-span bridges with new piers and abutments; structural steel; concrete deck and fascia; guide rails; drainage; electric, telephone and fiber optic utilities; landscaping. Single- and multi-lane closures and night operations were required as well as multiple temporary crossovers.

CALIFORNIA HIGH SPEED RAIL, CONSTRUCTION PACKAGE 2, 3 & 4

WASCO, CA

NV5 is providing construction management services on Construction Packages 2,3 and 4 of the Design-Build $444M California High Speed Rail project. Combined, this is over 87 miles of improvements from the south end of Fresno to Wasco. These improvements include 65 structures, retaining walls, embankments, drainage, utility relocations, and local street improvements. This requires extensive coordination with multiple stakeholders including, the California Department of Transportation (Caltrans), utility companies, property owners, cities, counties, railroad companies, and permitting agencies. The project will also reconstruct selected roadways along with creating waterway and wildlife crossings. The project consists of 14 structures – overpasses, underpasses, and viaducts including a +2,000’-long pergola structure south of the City of Wasco.

SANTA FE STREET PEDESTRIAN OVERCROSSING / SR 198 BRIDGE REPLACEMENT

VISALIA, CA

NV5 provided the full suite of construction management, resident engineering, inspection, and structure representative services for the $5.3 million American Recovery and Reinvestment Act (ARRA) stimulus-funded State Route 198 Overcrossing at Santa Fe Street project. The project entailed the removal of an existing steel girder railroad crossing, construction of a five-lane vehicle and pedestrian overcrossing, construction of a new, four-span precast “I” girder bridge, modifications to the intersections at Noble Avenue and Mineral King Avenue, and several architectural features such as decorative arch railings, planter boxes, and entrance towers. Project budget constraints required the implementation of several measures to control schedule and cost, including the scheduling of simultaneous surveying and testing tasks to minimize interruptions to project work, closing ramps during the day to maximize daytime work periods and minimize nighttime work shifts, thus reducing the costs of any extra work. It also allowed the contractor to be more efficient; in return, they were able to complete much of the extra work with minimal cost and no delays.

CUTLER C-1 FLOW WAY PUMP STATION

MIAMI-DADE COUNTY, FL

NV5 provided structural engineering services for the final design of a new reinforced concrete pump station for the South Florida Water Management District. The proposed pump station is an element of the Biscayne Bay Coastal Wetlands Project, a component of the Comprehensive Everglades Restoration Plan and serves to improve the distribution of freshwater in the surrounding area. The structural design included a reinforced concrete substructure consisting of 5 intake and discharge chambers whose walls support the columns of a 45’-tall, single-story superstructure that houses the pumps and other miscellaneous equipment. A tremie concrete slab was designed and constructed within a watertight cofferdam to cut off the water infiltration from below so that the excavation area could then be pumped dry and the abutment and pier substructures could be built in the dry.

HICKMAN ROAD BRIDGE REPLACEMENT OVER TUOLUMNE RIVER

WATERFORD, CA

NV5 is providing full construction management services for this $18M bridge replacement, which replaces the existing 6,523-foot bridge over the Tuolumne River. The existing bridge was built in 1964, but in 2017 was determined to be structurally deficient and scour critical. During heavy river flows, the bridge becomes subject to shutdowns. As the only southern access point to the City of Waterford, it is a vital link for the region. The replacement bridge consists of a five-span, 750-foot-long, cast-in-place (CIP) post-tensioned box girder with two 12-foot-wide travel lanes, two 8-foot-wide shoulders, and one 5-foot-wide sidewalk placed along the upstream edge. It is wide enough to accommodate two lanes of vehicular traffic plus safe pedestrian and bike access. It is supported by 10-foot diameter, drilled-pile foundations up to 148 feet deep to address the ongoing degradation of the Tuolumne River channel. It will be constructed immediately upstream of the existing structure, in order to keep the existing road and bridge open to public traffic during construction. The existing bridge will be demolished upon completion of the new bridge construction.

GEORGE WASHINGTON BRIDGE PROJECT

NEW YORK, NY

The George Washington Bridge (GWB), opened in 1931, is a two-level, fourteen-lane suspension bridge carrying Interstate 95 across the Hudson River, between Fort Lee, New Jersey and Upper Manhattan, New York. NV5 led an inspection team responsible for priority repair work designated by the Port Authority of NY&NJ (PANYNJ) which included the review of available documentation, field inspection and verification, evaluation and repair design development (Letter Report), final design, and development of contract documents (Stage III). The inspection team also prepared construction schedules and cost estimates, and performed post-construction award services (Stage IV) such as contractor submittal review and approval, responding to requests for information (RFIs), and assisting in resolving unanticipated field conditions. The repair work consisted of identifying and replacing broken/missing anchor bolts, repairing corroded steel girder rivet connections, jacking and repairing frozen bride bearings, repairing concrete spalls at bridge seats and concrete columns, and repairing the approach tunnel walls and roof which were experiencing various leaks causing concrete spalling, rebar corrosion and tile damage. The team worked closely with the Port Authority as well as the various other contractors on site to coordinate the different closure times in order to keep the project’s fast-paced schedule on track.

Resiliency

noun: The ability of something to return to its original size and shape after being compressed or deformed.

BRIDGES & CLIMATE CHANGE

Resilience and sustainability increasingly guide decisions in the planning, design, and engineering of our projects. Resiliency emphasizes robustness and the ability to recover, while sustainability considers measures of environmental impact and resource conservation. Both concepts are especially applicable when we stop to consider the current state of our public infrastructure and the need to design, rehabilitate and construct structures that can perform for many years past their design life with minor interference, and minimal impact on the environment. It has been noted that when the useful life of a bridge significantly exceeds the design life, the environment benefits. This is why NV5’s focus continues to be on the design and construction of structures that can withstand future climate change. Throughout our projects, we stay conscious of the use of low-maintenance, high-quality materials, reducing quantities and increasing longevity.

Bridges are highly vulnerable to extreme natural hazards, and damage causes not only direct economic losses due to post-event bridge repair and retrofitting, but also indirect losses arising from transportation network disruptions. The interdependency between these networks, whether highway or inter-city transportation systems, and the quality of life further amplifies the induced loss. Therefore, it is of paramount importance to minimize these negative consequences and quantify the resilience of our bridges to extreme events, defined through their abilities to withstand, adapt to, and rapidly recover from a disruptive event. NV5 works with our clients to assess risk and ensure bridge crossings are prepared for disasters and changing environmental conditions such as high-intensity storms, rising water levels, and earthquakes.

We understand the partnership between federal, state and local governments that is required to form a holistic approach to harden our bridges. NV5 can be an asset in this strategic alliance. Whether responding to a disaster by assessing damage and developing quick operational repairs, ensuring resilient infrastructure maximizes available grant programs, providing practical solutions, or implementing the latest technologies, NV5 has the in-house subject matter experts to ensure that recovery through planning, design and construction will incorporate resiliency and sustainability throughout the life cycle of any project.

RED HOOK COASTAL RESILIENCY

BROOKLYN, NY

When Hurricane Sandy made landfall near New York City on October 29, 2012, the Red Hook community experienced severe coastal storm surge flooding, causing significant damage and economic losses for businesses and residential properties. Topographically, Red Hook is categorized as Zone A: a low-lying, coastal area with the greatest risk of flooding in hurricane-strength storms. Despite flooding from Hurricane Irene the previous year, many properties were unprepared for a storm of this magnitude—hundreds of residents were displaced from their homes, and thousands lost critical utilities in the aftermath. Businesses were severely affected and unable to operate as usual. In some cases, floodwater compromised the structural integrity of buildings and infrastructure, and mechanical systems were rendered dysfunctional and unable to support habitable spaces.

To meet this challenge, NV5 developed a straightforward approach taking into account the physical constraints of the topography and public right-of-way while establishing a level of flood protection consistent with historical flooding records and future anticipated flood levels due to sea level rise. NV5 designed a series of flood walls based on hurricane force winds, and hydraulic forces from coastal flooding modeling and wave over topping forces. This includes permanent flood walls up to six feet high, deep pilesupported foundations, seepage barriers, and hydraulically powered movable gates to be deployed in advance of a flood event.

ROCKAWAY BOARDWALK RECONSTRUCTION

QUEENS, NY

NV5, as a sub-consultant, was hired by the New York City Economic Development Corporation (NYCEDC) to re-vision, design, prepare final contract documents for, and provide construction administration services for the permanent reconstruction/replacement of nearly 5 miles of boardwalk and adjacent dune landscape along Rockaway Beach in Queens, New York. The new design, constructed entirely out of precast concrete planks with decorative finishes, raises the 40-foot-wide boardwalk three feet above the projected 100-year flood elevation. Total combined construction cost over five independent project phases is +/- $360M. NV5 was the lead structural engineer for all access points including ADA-compliant ramps.

The boardwalk functions as 4.7-mile, pile-supported causeway made of prestressed concrete planks fastened to steel support piles. Designated bike lanes and a multitude of curved, ADA-compliant ramps allow patrons physical and visual access to the waterfront along the boardwalk.

The entire boardwalk, including over 100 individual access points (stairs, ramps and driveways) and a multitude of amenities, were designed from concept through development of construction documents in 18 months. The aggressive design and construction schedule was achieved in part through a highly modularized design that relied on readily available structural shapes combined with precast concrete pile caps, deck planks and sand retaining wall panels that could be fabricated offsite under controlled conditions. All ideas were developed by the design team to meet the rigorous schedule.

The single-pile-supported ramps were extraordinary complex, as the twisting of the structure on both the horizontal and vertical axes simultaneously required three-dimensional modeling of the geometry. NV5 staff utilized Civil3D and 3DMax to model and visualize the structures, ensuring ADA compliance and connectivity between elements. With the complex geometry and all precast or prestressed components, NV5 had to detail each and every component of the ramp structure (pile cap cutoffs, pile caps, decking, etc.).

CARLLS RIVER TRIBUTARY/WATERSHED

BABLYON, NY

NV5 worked with the Town of Babylon to identify and evaluate infrastructure improvements along the Carlls River to help reduce the severity and likelihood of flooding within the town of Babylon, New York. The Carlls River, Long Island’s 4th largest river system, was overburdened by several recent storm events, including Hurricane Irene and Superstorm Sandy, leading to widespread flooding. As part of this GOSR-funded project, NV5 established hydrologic and hydraulic Hydrologic Engineering Center’s (HEC) models that were used to assess current conditions and the potential impacts of seven infrastructure improvement projects along the river identified in the New York Rising Community Reconstruction Plan. One of these projects was the redesign of existing spillways and outlet structures for multiple waterbodies. NV5 was also responsible for the design of a new single-span, prestressed, adjacent concrete slab beam bridge across the Carlls River in order to widen the river. Prestressed concrete sheet piles with cast-in-place concrete pile caps were chosen for the abutments.

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PULASKI PIER PARK RECONSTRUCTION

PHILADELPHIA, PA

NV5 has been awarded two consecutive term agreements by Philadelphia Department of Public Property (DPP) to provide design and construction administration services for the construction of new, and reconstruction of existing, public parks throughout the City of Philadelphia. At Pulaski Pier Park, NV5 performed a structural assessment and redesigned a failing city pier in northeast Philadelphia along the Delaware River. The scope of work included underwater structural inspection, land surveying, assessment of bulkheads, redesign of steel sheet piling, coordination with marine contractors, and top-side park redesign. Permitting efforts involved NWP-3 permitting with the Philadelphia DEP and USACE, as well as land-side permitting with the Philadelphia Water Department (PWD). The original failing pier consisted of multiple additions over the years, and was a mix of timber lagging and crib structures along with corroding steel sheeting. The newly designed bulkhead utilized thicker steel sheeting with protective coatings and steel tie back rods with concrete deadman anchors buried beneath the park.

SHORE ROAD

BRONX, NY

Shore Road, in Pelham Bay Park in the Bronx, New York, suffers from flooding, particularly where it runs adjacent to, and partially through, tidal wetlands at the two lowest elevations. The flooding appears to be from excessive stormwater runoff en route to the bay. The road’s low points are also susceptible to flooding from relatively frequent, high recurrence interval storms (Flood Zone AE). These wet conditions pose a hazard to traffic, and numerous crashes have made this project a necessity. NV5 is performing a preliminary design study to guide future design and reconstruction of Shore Road. This includes a detailed study of Shore Road, determining the full extent of existing conditions, and proposing and analyzing potential solutions to address roadway issues (including, but not limited to, flooding, erosion, lighting, guiderails, safety and adjacent landscape impacts). Specifically, NV5 has created a model of the local watershed, completed a hydrologic and hydraulic study, developed an alternative design to raise the roadway out of the floodplain, and quantified the impacts in terms of cost and environmental impacts. This alternative requires a series of retaining walls to be designed and built along the backside of the roadway in addition to new culverts and outfalls running beneath the roadway.

GALLOWS BAY DRAINAGE IMPROVEMENTS

ST. CROIX, USVI

Drainage improvements to the Gallows Bay drainage area is a major public works initiative that will bring much-needed flood relief and protection to a neighborhood where frequent flooding is too often a reality. The proposed project will solve the recurring flooding problem on Mt. Welcome Road. The project will capture the current runoff that flows on Mt. Welcome Road from Spring Gut and direct it through a new box culvert beneath the road. The scope for this project includes, but is not limited to, designing a concrete box culvert underneath Mt. Welcome Road, located where Spring Gut’s channel ends at the intersection of Mt. Welcome Road and East End Road, to the outfall of the concrete channel that currently directs the runoff into Gallows Bay. The culvert will be designed as large as feasible to maximize capacity while considering the available ROW, relocation of utilities, and constructability. The pavement will be designed to accommodate the overflow without sustaining significant damage. Incidental work resulting from the construction of the concrete box culvert will include the relocation of water and sewer lines and the reconstruction of the roadway, and sidewalks.

REPLACEMENT OF THE RIDGEWAY BOULEVARD BRIDGE

OCEAN COUNTY, NJ

NV5 provided preliminary and final design services and supported Ocean County during construction for this bridge replacement project. The project included a conceptual study to determine the type, size and location of the replacement structure. The alternative selected was a prestressed concrete box beam system founded on pile-supported integral abutments. In addition to the structural design, this project also included environmental investigations and permits, hydraulic analysis of the stream, ROW plans and agreements, and preparation of construction estimate and schedule.

US-20, WILLOW CREEK BRIDGE, ITD D4

CAMAS COUNTY, ID

This project included the replacement of an existing culvert located on US-20. The culvert for Willow Creek was located beneath 50 feet of embankment fill, which was removed in stages and replaced with a 170-foot, single-span, steel plate girder bridge. The objective was to replace a substandard culvert with a bridge to allow for animal passage and to improve creek flow. The bridge is located within an area of basalt-rock outcroppings and the abutments were founded on shallow footings. The goal was to provide the shortest bridge length possible to avoid costly rock excavation, which resulted in a cost-effective design solution. NV5 provided construction support, and construction was completed in 2019.

PREAKNESS HILLS COUNTRY CLUB DAM REPAIR/CULVERT HEADWALL REPLACEMENT

WAYNE, NJ

NV5 performed inspections (regular and formal) and prepared an operation and maintenance (O&M) manual and the emergency action plan (EAP) for the Preakness Hills Country Club (PHCC) dam. After performing a dam hazard classification study, the dam was reclassified to a Class I (High Hazard) structure. A dam breach feasibility analysis was performed, although PHCC ultimately decided to maintain the dam, and NV5 was directed to design the necessary improvements to bring the dam into compliance with dam safety standards, as well as obtain associated permits. The scope of services included hydrologic and hydraulic modeling for hazard classification, breach analysis and dam improvements utilizing HydroCAD, HEC-1, and HEC-RAS (River Analysis System), preparation of inundation mapping and water surface profiles, evaluation of impacts to downstream structures, evaluation of breach alternatives, and design of improvements including structural repairs, concrete wingwalls, a new box culvert, concrete with belgian block-lined spillways, dam embankment improvements, and aesthetic improvements. Permits/certifications obtained include New Jersey Department of Environmental Protection (NJDEP) Dam Safety, NJDEP Freshwater Wetlands, NJFWS water lowering and Hudson-Essex-Passaic Soil Conservation District. NV5 also filed an application for a dam safety low interest loan.

ALEXANDER ROAD BRIDGE OVER THE DELAWARE & RARITAN (D&R) CANAL

MERCER COUNTY, NJ

As this bridge spans the canal, which acts as storage for the New Jersey Water Supply Authority (NJWSA), and is a contributing resource to the D&R Historic District, this bridge replacement project involves numerous stakeholders. The desire to complete the project concurrently with a nearby Mercer County project in order to minimize traveler impacts within this corridor required an accelerated design schedule and use of accelerated bridge construction techniques to expedite the construction schedule. The replacement structure includes historically consistent aesthetic treatments such as timber facades for the wingwalls and abutment walls, as well as timber sidewalks.

BARNEGAT BRIDGE REPLACEMENT

OCEAN COUNTY, NJ

This project included the demolition and replacement of the timber bridge carrying two alternating lanes of East Bay Avenue in Ocean County, New Jersey, and an adjacent pedestrian bridge structure over Double Creek. The final configuration reduced the original number of spans from 9 to 3 and provided a much larger channel width while maintaining the same vertical clearance that was present in the existing navigable channel. This project required extensive coordination with utility companies as well as local, state, and federal environmental permitting and regulating agencies. Received Honor Award (Runner-up Project for Grand Honor Award for Small Bridge Projects from the American Council of Engineering Companies – 2017).

ROUTE 206/24/513 ROADWAY/STREETSCAPE IMPROVEMENTS

MORRIS COUNTY, NJ

This project involves the reconstruction of the Route 206 and CR 513 intersection. The project included highway/ geometric design, horizontal and vertical design, design exception evaluations, preliminary right-of-way computations, cost estimates, preparation of a maintenance work order for interim improvements at the intersection of Route 206 and Colby Farm Road, preparation of highway and typical sections, preparation of contract plans and specifications, traffic signing and striping design, traffic signal design, structural design (retaining walls with stone veneers), utility relocation design and utility agreements, ROW plans/agreements, jurisdictional plans/agreements, access impact analysis, driveway access plans and cut-outs (per Access Management Code), parking evaluation/ design for major access revisions, hydraulics & hydrology studies, drainage/stormwater management design, MPT/staging design, wetland investigations and permitting. Extensive context sensitive design (CSD) and innovative elements were also proposed and included in the design. These elements include gateway treatments, enhanced crosswalks, colored/textured pavement at the intersection and center turn lane, widened sidewalks and landscaping.

NEW YORK, SUSQUEHANNA, AND WESTERN (NYS&W) BICYCLE/ PEDESTRIAN PATH

MORRIS COUNTY, NJ

NV5 was retained to perform professional services ranging from scoping and feasibility analysis through engineering design of the proposed NYS&W off-road path that spans two counties and three municipalities. As a part of this project, NV5’s structures group introduced three prominent structures along the path alignment. One is a new pedestrian bridge structure to cross over the Packanack Brook that consists of a prefabricated steel truss supported on a concrete cap founded on steel pipe piles. Another includes modifications to create a pathway that follows a crest vertical curve as it passes through an existing railroad through-girder bridge. The path is connected to a new structural framework that is supported on the existing structural steel of the railroad bridge. The crest vertical curve allows the path users to rise up from between the deep through girders so they are able to take in the viewscape of the Pompton River channel while using the trail. Lastly, an elevated boardwalk that is made of standardized precast concrete elements follows a curvilinear path through an environmentally sensitive area of the trail corridor. Use of precast concrete sections and pier caps founded on concrete-filled steel pipe piles resulted in minimal permanent impacts to the area below the trail and provided a trail solution that can be enjoyed by patrons for many years to come.

BROAD CHANNEL RECONSTRUCTION

QUEENS, NY

Broad Channel is located within Jamaica Bay in the Borough of Queens in New York City. Based on the lunar cycle, this community experiences several days of coastal flooding each month. The perigean spring tide and storm events only compound the flooding. Rising sea levels (over one foot in the last century) continue to worsen the problem. With global climate models (GCM’s) that continue to predict an increased rate of sea level rise over the coming decades, the outlook for this coastal community was bleak (Northeast Power Coordinating Council, 2015). Although urban coastal communities will always be at risk, street elevations below tidal water elevations and inadequate coastal protection exacerbate the problem. NV5’s shared street design raised the roadway as much as three (3) feet and required the design of a retaining structure the full length of each roadway to contain fill, minimizing additional earth pressures on adjacent building foundations. The project also included in seven (7) new bulkheads at the street ends, deep foundation support for all infrastructure, and a cofferdam system to allow for working in the dry.

SANDS POINT PRESERVE EMERGENCY SEAWALL REPAIRS

SANDS POINT, NY

NV5 was hired to implement emergency repairs on the failing segments of the damaged existing concrete seawall in the vicinity of the Falaise Mansion within the Sands Point Preserve. The project worked to repair breaches in the wall and areas of delamination which have caused the seawall to deteriorate. The project required permitting with the New York State Historic Preservation Office (SHPO) since the seawall was listed as a landmark on the National Historic Register, as well as a Joint Application with New York State Department of Environmental Conservation (NYSDEC), New York State Department of State (NYSDOS), and USACE, since the seawall was within the tidal wetlands. Shotcrete was determined to be the best repair alternative due to the restricted access to the site, in addition to the small time window during low tide when the majority of the wall was exposed. A fast curing alternative was needed so that the newly placed concrete was not compromised once high tide came in. A combination of rebar and welded wire mesh was used to make the connection between the existing sound concrete and the repair materials. A new cast-in-place concrete cap was also placed on top of the seawall.

WEST 10 TH STREET STREET-END PARK/PLAZA

BROOKLYN, NY

NV5 provided total design services to the NYCEDC for the Reconstruction of West 10th Street in Coney Island. The centerpiece of this project is the new terrace/public plaza that brings people gracefully up to the historic timber boardwalk at the end of the West 10th dead-end street. The main portion of the plaza is a combination of reinforced concrete deck/cross beam system with helical pile supports. There are two reinforced concrete planters framed around the deck that are supported on helical piles as well. The access ramp on the west side of the plaza is a reinforced ramp/landing system on spread footing. Because the plaza is on the sand beach, is only a few hundred feet away from the water, and because surrounding buildings are very sensitive to vibration, helical piles were selected. All structures are designed to provide new ADA-compliant access to the boardwalk and beach, which will create a gracious public open space programmable for planned or impromptu events.

Interchanges / Highways

“Life is a highway, the enjoyment you get depends on the lane you choose” - Joel Fuhrman

INTERCHANGES / HIGHWAYS

Navigating complex interchanges can present challenges for most motorists, especially aging drivers and those unfamiliar with the area. NV5 brings decades of experience planning improvements to complex interchanges, ensuring these types of facilities are more efficient and easier to use. At the same time, we understand the challenges these facilities are specifically meant to address, including increased capacity to meet higher traffic demands, adopting modern engineering standards, and improving safety.

Many interchange improvement projects are constructed in major metropolitan areas where high traffic volumes, dense land use, and local access requirements are the norm. Under these circumstances, many new and reconstructed interchanges become more complex, creating additional challenges for those who design, operate, and use those facilities.

1 Cloverleaf 2 Stack 3. Turbine / windmill

4 Pinavia 5. ITL (inside turning left)

6 Braided

Interchanges are broadly classified based on their functionality. A system interchange carries traffic from one freeway to another via a network of ramps and connectors. A service interchange connects a freeway with local surface streets or arterials. Diamond, cloverleaf, and partial cloverleaf interchanges are typical examples of service interchanges. Both system and service interchanges must provide an appropriate balance between regional mobility and local road access.

Although we have this broad classification of interchanges, complex interchanges usually do not have conventional layout patterns like diamond and cloverleaf service interchanges. Instead, each complex interchange is unique, customized to meet the specific transportation needs of that location and region. These complex interchanges require engineers and designers to make choices for which there are few written guidelines, if any. An experienced team with subject-matter experts in highway, bridge, hydraulics, transportation modeling, and other key disciplines is needed to successfully navigate the unknown. With over 4,000 technical experts across the country, NV5 can bring to bear a highly technical team that can meet the challenge.

What truly sets NV5 apart is our understanding of people and our passion for improving quality of life for the local communities we serve. Interchanges can be lightning rods for discourse in small communities and large cities. In addition to our technical prowess, we bring the compassionate understanding and the ability to discuss complex technical topics with the broader community in terms they can fully understand. Our superpower is our ability to ensure these complex interchanges reach the goals of improving transportation and strengthening communities.

VETERAN’S BOULEVARD INTERCHANGE PROJECT

FRESNO, CA

The Veterans Boulevard Interchange is a $48 million project that provides a new interchange in the City of Fresno, California over State Route 99 between Herndon Avenue and Shaw Avenue. The project includes the construction of four new bridges, six on- and off-ramps to State Route 99, new local road connections to existing arterials, new stormwater, sewer and water utilities and improvements for four new signalized intersection in state and local rightof-way. The project required the import and movement of over 600,000 cubic yards of soil embankment. The bridge structures consist of two cast-in-place slab bridges and two posttensioned box girder bridges. The project is ongoing but is tracking ahead of schedule and contingency expenditures are at roughly 3% of the project construction contract amount. The project delivers new improvements in state and local right-of-way. City of Fresno departments involved include Landscaping, Traffic Signals and Street Lighting, Traffic Operations and Construction Management. Caltrans departments involved include Structure Construction, District Oversight, Electrical, Maintenance, and Telecommunications. Third parties involved include the Fresno Metropolitan Flood Control District, PG&E, and Fresno Irrigation District. The project also required close coordination with adjacent projects managed by the City of Fresno and California High-Speed Rail.

INTERSTATE 80 (I-80) AT STATE ROUTE (SR) 89 ROUNDABOUT TRUCKEE, CA

NV5 provided engineering and materials testing services for the Town of Truckee and Caltrans on one of the state’s first two-lane roundabouts at the intersection of Interstate 80 and State Route 89. To accommodate the proposed widening of State Route 89, a portion of the east and west freeway abutments were to be removed for the building of retaining walls. NV5 evaluated lateral resistance and vertical capacity of existing driven piles supporting the I-80 over-crossing. The project was built on a fast-track path and was substantially completed in one season with minimum traffic disruption during the peak visitor season. NV5’s Caltranscertified inspectors provided compaction testing during underground utility development, laboratory testing, and concrete and asphalt concrete sampling and testing. Our team also analyzed existing driven piles for stability issues.

NJ TURNPIKE INTERCHANGE 6 TO 9 WIDENING, SECTION 1

BURLINGTON

COUNTY, NJ

The Turnpike 6-9 Widening Program is the largest capital expansion program undertaken by the New Jersey Turnpike Authority (NJTA) since the construction of the NJ Turnpike back in the early 1950s. This $2.6B widening program provides for the construction of three-lane outer roadways (truck lanes) northbound and southbound from the southerly terminus with Interchange 6–9 Pearl Harbor Memorial Turnpike Extension (PHMTE) to the northerly terminus tying into the existing ten lane dual-dual mainline in the vicinity of Interchange 9; a distance of approximately 34 miles. NV5 was the task leader for the final design of the section-wide highway, environmental, stormwater management, ITS, and utility engineering components of the Section 1 widening improvements and also provided design/engineering services for the local road crossing structures, traffic, ROW, and construction support tasks.

I-5987 A&B, I-95 WIDENING BETWEEN MILE MARKERS 21 & 37

ROBESON COUNTY, NC

This project, approximately 18.7 miles in length, will widen I-95 from US 301 at Exit 22 in Robeson County, North Carolina to I-95 Business/US 301 at Exit 40 in Cumberland County, North Carolina. NV5’s team provided final design, right-of-way plans, NEPA compliance, project scoping, public involvement, alternatives development, agency and stakeholder coordination, environmental technical reports, and final construction plans for widening 16 miles of I-95 from 4 to 8 lanes. NV5 also developed and implemented a public involvement program consisting of a project newsletter and two public meetings to solicit comments and suggestions throughout the project development process. The aggressive schedule required coordination with 21 engineering firms for the completion of right-of-way plans within 8 months, followed by final construction plans within 10 months. The project was split into two parts (A&B) to further expedite the development of design and construction plans, acquisition of right-of-way, and construction. NV5 coordinated with two design-build projects, I-6064 to the south and U-2519AA-AB to the north, that will be constructed simultaneously, requiring traffic control and signing and pavement marking plans to be seamless. Three interchanges were reconstructed. The projects have a combined cost of $530 million with 23 new structures being comprised of 10 bridges, 11 culverts, and 2 noise walls.

SR-99 PELANDALE AVENUE INTERCHANGE

MODESTO, CA

NV5 provided full suite management services for this $31 million interchange improvements project. The project demolished the existing three-lane Pelandale Avenue overcrossing spanning SR-99 and replaced it with a new six-lane overcrossing, built new interchange ramps to connect SR-99 with Sisk Road and Salida Boulevard via new on- and off-ramps with signalized ramp intersections, built a new SR-99 on-ramp bridge grade separation on driven concrete pile foundations, built a northbound auxiliary lane on SR-99 between the new SR-99/Pelandale Avenue interchange and the existing SR-99/SR-219 (Kiernan Avenue) interchange, built merge lanes on SR-99 on the south side of the new Pelandale Avenue interchange, and features new, decorative architectural entry walls. The project was successfully completed on schedule, on budget, with no claims.

This project involved several major traffic changes which included detours, temporary signalization, and temporary striping. Public outreach and community meetings were held to make these transitions as smooth as possible for the public. Building involved new traffic signals at four intersections, new pavement including replacement section in existing intersections, multiple retaining walls (both standard Type 1 and MSE designs), drainage basins and drainage systems, driven concrete piles, and extensive utility relocations on Salida Avenue.

After the contractor implemented traffic handling plans for Stage 3 of the project, our team observed considerable backup at the Sisk Road/Pelandale Avenue intersection and the Pelandale/SR-99 off-ramp. This area provides access to local businesses and is a heavily traveled connector between communities on the east and west sides of SR-99. At the request of the City, the contractor was asked to accelerate Stage 4 of the project in this area to alleviate the congestion and backup. The accelerated stage estimate was in excess of $55,000. The NV5 team recommended that a phase at the signal in both directions be eliminated and that designated left turn lanes be utilized as combined through-left lanes. The NV5 plan entailed one night of restriping, moving signal heads, and coordinating intersection timing operations with the City. The cost was $6,000, saved two months of accelerated work, relieved the backup on northbound and southbound Sisk Road and SR-99 northbound off-ramp, and minimized inconvenience to the public and business enterprises, in particular during the holiday season.

SR-99 / 219 KIERNAN AVENUE INTERCHANGE

MODESTO, CA

This project widens Kiernan Avenue from two to four lanes in each direction, improving freeway access as well as the entrance to downtown Salida, California. Activities include constructing a new pump station, replacing an existing bridge spanning SR-99, and reconstructing State Route 219 and associated freeway ramps. The project was constructed to Stanislaus County Standards with Caltrans oversight. There were four stages of construction to accommodate traffic, numerous utility relocations, and demanding SWPPP challenges, as project runoff flows directly to the Stanislaus River. Elements of the work include constructing a new stormwater pump station on SR-99, replacing the existing overcrossing bridge spanning SR-99, and reconstructing SR-219 and associated freeway ramps. The new 2 MGD stormwater pump station with a 300,000-gallon storage basin was constructed 40 feet below original ground and 16 feet below the water table. The project also included a 180-foot long box culvert and a 170foot long 96-inch pipe culvert. The project required extensive shoring, as well as dewatering using a combination of seal courses and sump pumps with drawdown wells.

BELLE TERRACE OPERATIONAL IMPROVEMENTS

BAKERSFIELD, CA

This $42 million project involves the removal and replacement of two bridges, construction of over 4,000 linear feet of retaining walls, widening of SR-99 and local roadway, and signal and drainage improvements in the City of Bakersfield, California. One of the bridges is a connector ramp between State Routes 58 East and 99 North. This three-span prestressed box girder bridge rises 20 feet in elevation along a horizontal curve with a cross-slope of 10%. The other bridge is a two-span box girder bridge with flared girders constructed over SR-99. Both bridges required erection of falsework systems and demolition operations over and adjacent to live traffic. The retaining wall systems consisted primarily of a five-lift soil nail wall with adjoining cast-in-place retaining walls with ground anchors. The soil conditions consisted almost entirely of poorly graded, cohesionless sands, making structure excavation, slope stability and foundation construction very challenging.

NJ TURNPIKE INTERCHANGE 13 IMPROVEMENTS

NEW JERSEY

Interchange 13 provides direct access between the New Jersey Turnpike, Goethals Bridge, and other western destinations, including the Cities of Elizabeth and Linden, New Jersey. With the anticipated increase in peak hour traffic associated with the PANYNJ’s planned modernization of the Goethals Bridge (4-lanes to 6-lanes) and the future Interstate I-278 northerly connection to Route 1 & 9 (“missing link”), the New Jersey Turnpike Authority (NJTA) contracted with NV5 to perform comprehensive traffic/transportation investigations, alternatives analysis, preliminary engineering, and environmental investigations to assess potential impacts/improvements required to Interchange 13 to address this increase in traffic as well as existing interchange safety and operational deficiencies.

GARDEN STATE PARKWAY INTERCHANGE 41 & 44 IMPROVEMENTS

NEW JERSEY

To address congestion, operational and safety issues, and local access limitations at Garden State Parkway (GSP) Interchanges 41 (Jimmy Leeds Road) and 44 (Pomona Road), as well as to accommodate the planned widening of the Parkway, the New Jersey Transit Authority contracted with NV5 to provide preliminary and final design services including traffic engineering, structural engineering, alignment, environmental studies and the preparation of contract plans and documents, right-of-way documents, environmental permitting, and construction support services. The proposed improvements included a new diamond interchange at Interchange 41, reconstruction of Interchange 44 to accommodate full access (existing configuration was limited to and from the north), widening of over 2 miles of GSP mainline to accommodate 3-12’ travel lanes (each direction), auxiliary lanes, and full shoulders, widening and signalization of local roads (Jimmy Leeds Road and Pomona Road) at the GSP access ramp intersections, access ramp improvements to the Atlantic City Service Area, construction of two mainline structures carrying the Parkway over Pomona Road, extensive retaining walls to mitigate ROW and environmental impacts, stormwater management (SWM) facilities including recharge swales, infiltration & SWM basins, inlets, outfalls, piping, etc., and incidental improvements like highway lighting, overhead sign structures, guiderail, signage, and striping.

GARDEN STATE PARKWAY WIDENING INTERCHANGE 30 & 63

NEW JERSEY

To address needed capacity, enhance emergency evacuation, address safety/operational issues, and upgrade aging infrastructure, the NJ Turnpike Authority undertook a massive 50-mile widening program from milepost 30 to 80. Due to the size of the program and associated funding and schedule constraints, the Authority employed a multi-phase approach, dividing the overall program into three manageable programs. For the second phase, NV5 provided final design services including the preparation of contract plans and documents for the widening section between Interchanges 52 and 58 (Mile Posts 52.4-57.8) — a distance of 5.4 miles. Under this widening contract, the existing four-lane GSP with nominal shoulders was widened to six lanes with full shoulders. The proposed widening was generally to the inside median area and paralleling the existing mainline alignment except where environmental or physical constraints were encountered. At these locations, the widening was split to both the inside/outside. This project included the design and construction of four new local roadway overpass bridges, extension/widening of two culverts, reconstruction and widening of two local roadways, new overhead sign structures, extensive stormwater management (SWM) conveyance and recharge facilities, and relocation of ITS/fiber optic lines and utility-owned telephone and electrical facilities.

ROUTE 1 SOQUEL TO MORRISSEY AUXILIARY LANE

SANTA CRUZ, CA

This $16 million project was designed to complement work recently completed at the Highway 1/17 Interchange by eliminating the proposed lane drop north of La Fonda Avenue and extending the southbound lane as an exit-only lane to the Soquel Avenue Interchange. The NV5 team prepared the plans, specifications, and estimates (PS&E) document and final design for improvements to this project. The Soquel/Morrissey Auxiliary Lanes project added 12-foot wide auxiliary lanes northbound and southbound between Soquel Avenue and Morrissey Boulevard in the city of Santa Cruz. As part of this project, the La Fonda Avenue overcrossing was demolished and replaced to accommodate auxiliary lanes under the bridge and provide bike lanes and sidewalks for pedestrians. The project also includes sidewalk and crosswalk improvements in the City of Santa Cruz. In 2005, the preliminary design/environmental review phase of this project began due to a $2.9 million federal grant secured by Santa Cruz County Regional Transportation Commission (SCCRTC). In March 2007, SCCRTC received over $16 million from the Proposition 1B Corridor Mobility Improvement Account Corridor Mobility Improvement Account (CMIA) state funding, which, together with regional sources, provided the necessary funds.

SR-85/US-101 INTERCHANGE

MOUNTAIN VIEW, CA

NV5 prepared the project study report, project approval/environmental document, and final design (PS&E) for improvements to this $142 million SR-85/US-101 Interchange. The three-year renovation widened US-101 to 17 lanes between SR-85 and Shoreline Boulevard. The project improved operations of this complicated interchange system incorporating braided ramps and new flyovers over US-101 from SR-85. This project included extensive modifications to North Shoreline Boulevard, Old Middlefield Way, Moffett Boulevard, connections to US-101, and improvements to and replacements of the existing structures. Ramp metering, Intelligent Transportation Systems (ITS), and High Occupancy Vehicle (HOV) lanes were incorporated to address commuter needs. The project added nine (9) new merging lanes, constructed five (5) new bridges (including a direct connector lane), and widened the existing US-101 structure over Stevens Creek. This was the most expensive interchange project ever attempted in the South Bay at the time.

I-85 WIDENING

GEORGIA

NV5 was responsible for roadway design to replace the two outside lanes and shoulders of I-85 in both directions with continuous reinforced concrete pavement. The median was paved, and a permanent concrete median barrier was added. NV5 successfully met the tight deadline on this project. Highlights of the project included concept development and coordination of staging options with the Georgia Department of Transportation (GDOT) and the Federal Highway Administration (FHWA), as well as a multitude of surface drainage calculations in association with paving the median.

I-84, SOUTH JEROME TO TWIN FALLS INTERCHANGE

JEROME, ID

This federal-aid project included the rehabilitation of nine (9) miles of Interstate 84 with a mill and overlay for both the eastbound and westbound lanes. The project also included redesigning existing vertical curves that did not meet AASHTO standards, redesigning the on- and offramps at the Twin Falls IC from a tapered design to a parallel design, illumination design for the on- and off-ramps, signing and pavement markings, construction staging/traffic control, illumination, designing multiple temporary crossovers, drainage design for the future buildout conditions, lining multiple irrigation crossings with CIPP, upsizing irrigation and drainage crossings, and demolition of an existing rest area. NV5 was responsible for the roadway design and bridge design for the E 400 South Bridge Structure. The existing three-span twin structures over E 400 South Road did not meet vertical clearance requirements. NV5 raised the vertical alignment for I-84 to provide the minimum clearance requirements for E 400 South Road. The new bridge design will consist of two single span bridges using precast concrete girders. Both bridges will be wide enough to accommodate a minimum of three lanes, with the eastbound bridge being wide enough for four lanes. The project also included designing a median barrier wall due to elevation changes between the astbound and westbound lanes through the horizontal curves. NV5 also completed a load rating of the new bridge structures.

Sustainable Structures

Forward Thinking and Robust Design to meet the Challenges Associated with Climate Change

SUSTAINABLE STRUCTURES

Structural Engineering has always, at its core, been about designing for outside forces — gravity, wind, earthquakes, and temperature change, to name a few. The practice has adapted over the years, from the use of empirical strategies to today’s sophisticated analytical designs. Large-scale events such as terrorist attacks have also led us to consider the vulnerability of structural components in the event of an explosion, otherwise known as blast effect analysis. Such events, coupled with the increasing threats of climate change, are showing us more and more how important it is to have sustainable, resilient buildings. NV5’s holistic approach takes into account the whole life-cycle of the building, from the earliest concepts through design and construction stages, and we place importance on understanding operations and flexibility for adaptation over time. During the design process, we routinely seek to identify opportunities to reuse existing materials or incorporate recycled and/or locally sourced materials into structures. We use carbon and energy assessment tools to calculate the embodied carbon for all structural options, and advise on ways to reduce construction waste through material selection and construction methods.

CITIES

Constrained inner-city sites pose some of the most significant challenges. For example, it can be difficult to use existing basements, foundations, and threading piles around underground utilities and infrastructure. We thrive in specialized geotechnical engineering, underpinning, and the development of deep foundations in challenging seismic site conditions. Through the innovative use of high-strength concrete and steel, and an understanding of acceleration damping, we counteract forces on tall buildings. NV5’s focus is on resilient structures, and with our expertise in analyzing the potential impact of extreme events on structures, we have developed strategies for effective mitigation measures.

ENERGY

NV5 specializes in energy efficiency, resiliency, and sustainability. In addition to designing inherently energy-efficient buildings, we consider the environmental impact of the new facilities on their surrounding areas, addressing issues such as water, materials, ecology and land use. Energy optimization begins with robust benchmarking and goal setting in early phases of design. Dynamic energy modeling then ensures the project teams meet energy performance goals, while minimizing building life cycle cost. Through our energy intelligence services, we make the invisible visible, providing an integrated platform to record, understand, and monitor energy usage, enabling sophisticated analysis and continuous data for improving energy efficiency. We bring efficiency into the design and operational phases of buildings, improving the environment and making energy savings – up to 20% – persistent.

Thanks to our integrated and flexible structure, our clients benefit from teams who understand the local challenges, while drawing from subject matter experts around the world. This allows us to deliver the most innovative solutions to every project, along with the highest levels of experience, technical expertise and in-depth knowledge of local cultures, practices, standards and regulations.

RALEIGH UNION STATION

RALEIGH, NC

Raleigh Union Station is a transportation center combining intercity passenger rail, commuter rail, buses, taxis, bicycles, and other forms of transportation. The project site, located just blocks from downtown Raleigh, housed an existing industrial building that had been vacant for more than a decade. NV5 provided structural and site civil engineering design for this project for the City of Raleigh and the North Carolina Department of Transportation. The design consisted of repurposing a vacant GoTriangle-owned industrial building and site. Complex site design issues included ensuring pedestrian safety while making accommodations for vehicular and rail movement. NV5 also provided the structural design for new platforms, canopies, the tunnel concourse connecting the station to platforms, and extensive site wall design throughout, as well as miscellaneous plaza structures. Civil engineering services included utility design, stormwater drainage design (quality and quantity), grading design, roadway realignment and design, design of a parking lot, permitting, and construction administration.

MISSION LAB 1

EAST ROCKAWAY, NY

NV5 was the structural engineer of record for the design of a new, one-story, traditional steel frame commercial material testing lab located in East Rockaway, NY. The main steel members were designed and modeled using the computer program STAAD, while the structural steel connections and concrete spread footings were designed separately. NV5’s in-house team was responsible for the architectural design as well as the structural design of the building. Hollow structural sections (HSS), wide flange (W), and L-shaped steel members were used for the majority of the structural members, while lightweight, prefabricated steel joists were used for the roof members. A traditional brick facade was attached to the steel frame to make up the exterior walls. L-shaped steel shapes were designed for the lintels to span over the various sized openings of the windows and garage doors.

ROSEMARY STREET PARKING DECK

CHAPEL HILL, NC

NV5 is providing engineering and parking functional design services for a new six (6)-deck parking deck which will have a total of 1,100 parking spaces and a footprint of 71,600 SF. Level P1 will be below grade and classified as an enclosed garage per the building code. Level P2 will be partially below grade and is assumed to meet criteria for an open garage. Levels P3-P6 will be above grade and classified as open garages. A central lobby with three (3) elevators and open stair will be covered by a roof but be open to the garage parking levels. The parking deck will include charging stations for electric vehicles. The superstructure is precast concrete supported by cast-in-place shallow foundations and retaining walls. NV5’s structural scope includes design of the retaining walls and foundations to support the precast deck superstructure (precast designed by supplier), design of the steel stair framing and supports at the central atrium area, design of the elevator steel support framing, and design of other miscellaneous steel associated with architectural cladding elements surrounding the deck.

CARY THEATRE RENOVATION & ADDITION

CARY, NC

As part of the first component of the Town of Cary’s Downtown Development program, Quinn Evans Architects and NV5 designed the renovation of this 5,000-SF brick masonry building and new 10,500-SF steel and masonry addition. This renovation involved transforming the former movie theater, built in 1946, into a community-use facility. When designing the addition and renovation, NV5 avoided a complete upgrade to the structural system, keeping the project within the Town of Cary’s budget.

FILM PRODUCTION FACILITY

WINSTON-SALEM, NC

This $7.8-million, two (2)-story, 30,000-SF education building features composite structural steel floor framing with open-web steel joist and a metal deck roof. The facility houses office space, educational and classroom spaces, a computer laboratory, film design, and construction space. The lateral force-resisting system consists of braced frames. As part of the Advanced Planning Phase for the Film Production Design Facility, NV5 conducted utility capacity analysis (including water, fire lines, sanitary sewer, storm sewer, and natural gas) and made recommendations for any required off-site utility improvements.

HAMPTON INN & SUITES

KANSAS CITY, MO

NV5 provided structural engineering for this eight (8)-story (which includes a partial basement), approximately 93,000-SF Hampton Inn hotel. The structural system is comprised of a composite steel-framed floor over the partial basement and a composite steel-framed podium level.

Above the podium level is a load-bearing metal stud wall system with a concrete-on-metal deck floor and roof system. The lateral force-resisting system is comprised of concrete shear cores surrounding elevator and stair cores. The foundation system is comprised of shallow spread footings over a ground improvement system known as rammed aggregate piers (RAP).

The load bearing stud walls were part of a delegated design.

THE FOUNDRY HOTEL

ASHEVILLE,

NC

Part of the Curio Collection by Hilton, this multi-structure hotel complex is located in Asheville’s historic district, just blocks away from the city’s main shopping district. The site consisted of three existing abandoned steel foundry structures from the twentieth century. NV5 provided an existing condition assessment, design, and detailing for necessary strengthening, repairs, and renovations to the existing structures, including the roof. Design work also included two new structures and connections between the structures. The designs took special consideration for the preservation of the historic steel foundry and original architectural components, including exposed original brick and hardwood floors that were incorporated into the design. The hotel complex includes 87 guest rooms, a cocktail bar, a regionally inspired dining hall and retail marketplace, and 4,000 SF of indoor and outdoor event space.

UNC CHAPEL HILL MARISCO HALL & UPFIT PROJECTS

CHAPEL HILL, NC

NV5 provided structural design for the nine (9)-story facility that houses laboratory space for nanomedicine, biomedical imaging, School of Pharmacy laboratories, a vivarium, generalpurpose laboratories as well as administrative and support spaces. Various site constraints made this LEED Silver goal project challenging, including utility corridors and service functions. Special structural considerations include designing the lateral force resisting system for wind and seismic loads, vibration and radiation shielding requirements, below-grade waterproofing for two underground floors, a cyclotron vault with walls and ceiling concrete thicknesses that vary from five (5) to seven (7) feet, and designing with non-magnetic steel reinforcing in areas intended for equipment with high-power magnets.

While working on this large design project, NV5 was asked to provide structural design for many additional smaller projects associated with tenant fit-up, tenant transitions, and spin-off projects. These projects, similar in size and scope to potential on-call projects, included: 400

NMR Medicine Exhaust Fan; 7t Upfit; Generator Medicine Exhaust Fan; PRAC Unity Support; Vivarium Ceiling Framing; Lineburger Duct Support; MED D MR-PET Renovation; MED B Renovation.

WAKEMED APEX HEALTHPLEX

APEX, NC

This new construction, $20 million, state-of-the-art facility provides emergency medical care and medical office space. Complex issues surrounding the facility design include the site’s natural slope, an existing pond and an aggressive schedule. Advanced engineering in the truss system design and anchorage allows the building to cantilever over the existing pond. The extensive retaining wall system accommodates multiple entries at varying elevations. This project received the 2010 American Council of Engineering Companies (ACEC) NC Grand Award.

DUKE HEALTH CENTRAL TOWER ADDITION

DURHAM, NC

Located on Duke University’s Medical Center Campus, this new, 11-story bed tower is 490,000 SF. The central tower connects to an existing hospital on six levels and houses 350 larger, private patient rooms with two service levels and a mechanical penthouse. The first four floors are now home to the Duke Children’s Hospital. NV5 provided structural and site/civil engineering for this project. Significant infrastructure issues were encountered, including the relocation of multiple utilities, adjacent buildings, and significant basement walls. Structural engineering tasks included all design services and construction administration. Many ancillary projects, smaller in nature, were required to facilitate the new bed tower. They included: Medical Gas Farm Relocation; Pedestrian Bridge/Connector; Dietary Relocation; Pediatric Cath Lab Upfit; Pharmacy Study; Fall Protection.

VETERANS AFFAIRS HEALTH CARE CENTER

FAYETTEVILLE, NC

NV5 provided structural design, as well as site/civil, MEP/FP, telecom, energy services, and surveying services for this LEED Silver, three-story, 340,000-SF health care center located on 40 acres near the existing VA Hospital in Fayetteville, NC. NV5’s structural engineers designed the building’s structural support, gravity and lateral, as well as retaining walls, canopies, and smoking shelters. The structural system for the building is a composite steel frame with concrete fill on metal deck for gravity loads and steel braced frames to resist lateral wind and seismic loads. As with any new building, the structural engineer evaluated multiple gravity and lateral systems focused on program requirements, code requirements, efficiency and cost. NV5’s structural engineers also designed the structure to prevent progressive collapse by utilizing the tie force method.