sUAS (Drone) Technology – How Can Your Community Benefit?

Many communities across the country are starting to research sUAS (drone) uses and invest in sUAS technology and applications. They can have many uses within the public sector besides the obvious for high-resolution aerial photography. The following are some unique applications that can benefit your public agency.

Posted with permission from Illinois City/County Management Association, May 2017. Read the original article here.

Environmental

sUAS can be used for environmental monitoring for things such as wetland studies using infrared (IR) imagery to help index vegetation for native wetland species. The imagery could also be used to monitor erosion, deforestation, and areas after natural disasters. Looking to clean up blighted properties in your community? sUASs can now be used to supplement environmental Phase I Environmental Site Assessment (ESA) surveys in areas where access is difficult due to vegetation or terrain.

Asset Management and Inspections

There are also many uses for asset management for your community when the asset’s precise location is unknown. Using sUAS technology can help a community determine the exact location and the condition of these assets and can then incorporate them into the community’s Geographic Information System (GIS) database. For example, the use of a thermal sensor during cooler times of the year may be useful in locating sanitary sewer manholes in difficult terrain.

Some inspections made by municipalities can be somewhat dangerous (i.e., roofs, bridges, water towers, dams, etc.). sUAS data for inspections can help minimize liability and can help prevent accidental damage to property and improve Inspector safety. The imagery from most sUASs is extremely impressive. This high-quality imagery can assist with things such as corridor design and construction, pavements evaluations, and detailed before-and-after site photos.

Surveying and Terrain Mapping

If your community has areas with difficult terrain that need surveying, the use of specialized equipment can be utilized by sUASs to complete accurate terrain maps down to 1” in relative accuracy. This can lead to efficiency improvements over traditional survey methods in certain cases. However, this method of topographic mapping is limited by vegetation, such as typical mowed grass, gravel, shrubs/ bushes, and tree canopies. In addition to terrain mapping, this same technology can be used to provide estimated volumes for things such as soil piles and excavations for design applications and contractor payment evaluations.

Terrain mapping can be used to provide estimated volumes for soil piles and excavations.

Although the use of sUAS technology is expanding rapidly, there are some implications that your public agency needs to consider. Whether you decide to purchase sUASs or hire an experienced company, the use of sUASs has presented some challenges that can affect your decision. Issues that need to be taken into consideration are safety, trespassing, and privacy issues when operators fly them too close to airports, buildings, schools, and groups of people. The FAA also plays a role in whom, how, and where these can be used, especially for commercial purposes. The sUAS operators need to be licensed through the FAA and may also need to get FAA and Air Traffic Control clearance to fly in certain areas, especially near airports. sUAS missions are tough to do over crowds of people and tend to not work well in high winds and precipitation. These are all some of the considerations needed when deciding how to go about utilizing sUAS for your communities.

Although there are some barriers to leveraging sUASs, the advantages to your municipality and constituents can easily outweigh the initial research and costs. The time and money saved, and the outcome of the advanced imagery available, still make sense to consider for the long run.

One Watershed, One Plan (1W1P): Process, Insights and Tips for Efficient, Effective and Empowering Plan Building

The focus of the article is not about technical tools used within One Watershed, One Plan development, or data review. Rather, it provides observations and suggestions on the process, common pitfalls, and their apparent drivers with suggestions to mitigate associated risks to time, energy, team member cohesion, and confidence in the development of a rigorous comprehensive Plan. Information is presented in two parts: the early stage of stakeholder partnership agreements and standardization of goals and planning processes herein referred to as Forming and Normalizing Stage; and the production of the Plan itself herein referred to as the Plan Development Stage. There are many “right” ways to address the development of the Plan and by no means should the content here-in suggest the only way of executing facilitation of the Plan.

Forming and Normalizing Stage

The Plan process introduces somewhat of a paradigm shift in how water and natural resources are managed in the State of Minnesota. Through formal agreement, multi-agency partners write and implement a watershed-based plan developed from a synthesis of diverse issues, policies and goals from not only their jurisdiction but several others and at varying levels of resolution. Though each participant’s organization has its own discrete management boundary (e.g., county boundary, watershed boundary, region or state), the watershed-based planning boundary of the Plan drives an integrated approach for comprehensive, new or revised issue, policy, goal, and priority statements. The Plan is then owned, implemented, and revised via a formal agreement to share responsibility for managing the specified area of water and natural resources.

There are many advantages related to this approach, ultimately strengthening resource management, including:

  1. Enables multi-level interaction by recognizing and accommodating different values, interests and concerns
  2. Integrates a variety of stakeholders in various planning and implementation
  3. Promotes transparency and equity between stakeholders
  4. Encourages capacity building by using participation as a training tool
  5. Establishes and/or enhances information loops between local, state, and national levels
  6. Addresses multifunctional and triple bottom line (environmental, social, and economic) values

The initial decision of a local group of resource managers to initiate a Plan is the first step in the formation of a successful partnership, leading the way to a necessary normalizing period where members’ working relationships and Plan understanding truly coalesce. The formation of a planning agreement is the perfect time to initiate this workgroup formation. In this stage, members are beginning to share a common commitment to the purpose of the group, including its overall goals and how each can be achieved (e.g. work planning).

In initial meetings, consideration of questions such as, “What am I here for?”, “Who else is here?” and “Who am I comfortable with?” are asked and discussed. Clear and strong leadership is required from a team leader/facilitator during this stage to ensure that group members feel clarity and comfort required to evolve to the next stage. It is important for members to be highly involved with each other, feeling open to voice concerns, in order to assure their organization and resource needs are fully represented and understood. The team leader or facilitator should help members voice their views, and to achieve commonality of views about purpose and priorities.

It is important for the Plan team to identify, evaluate, and commit to a set of processes and tools, early in the process, that will empower its stakeholders to develop a robust comprehensive plan in an efficient and effective way.

Next, it is crucial that each team member understands, agrees with, and formally adopts the foundation of the Plan’s operational development. It is important for the Plan team to identify, evaluate, and commit to a set of processes and tools, early in the process, that will empower its stakeholders to develop a robust comprehensive plan in an efficient and effective way. Given the operational complexities inherent in multi-organization workgroups tasked with synthesizing a region’s environmental, social, and economic values into a unified implementation plan, a simple, clear, and structured process is of utmost importance.

Some important considerations to discuss early in the work include:

  1. Definition of a common set of terms related to the proposed Plan
  2. Designation of a single team leader representing the local units of government, as a point of contact for the consultant team Project Manager, to coordinate and ensure clear and consistent communication is used throughout the process
  3. Definition of the roles and responsibilities of the BWSR Board Conservationist
  4. Development of a statement of overarching goals towards maximizing efficiency, minimizing redundancy, preventing duplication of efforts, and clearly outlining the intent, roles and responsibilities of each of the participants
  5. What the overall operational process will look like (e.g., functioning of, and between, the Policy Committee, Advisory Committee, Citizen Participation, Planning Group and Consultant)
  6. Operating procedures and/or bylaws outlining the methods for meeting facilitation, decision making, content development, review and approval, plan submittal, etc. (The process used to develop a good plan is as important as the plan itself. Facilitation, problem-solving, process skills, understanding of group dynamics, ability to handle conflict and come to a resolution, etc. – skills beyond the ability to organize and run a meeting – are critical in the planning effort and need definition early to fully be effective).
  7. How the project and consulting contract will be managed including handling of possible scope changes (diligent project management and frequent communications are extremely important given the large and sometimes complex scope of work – an adaptive management paradigm and strategy is recommended as it is likely the direction of some tasks may deviate from the originally proposed ideas of the team)
  8. How the Policy Committee will administer and implement the Plan in the future: determine and identify in the plan the organizational structures, whether existing or new, that will most effectively and efficiently implement the plan (assistance from the Minnesota Counties Insurance Trust (MCIT) and/or the legal counsel of the participating organizations is recommended)

It is also important for the team to realize that it will take significant time and patience when developing such a partnership and plan. Both the Plan and working relationships are organic in development, not fixed. In most cases, several of the members will not have developed a watershed-scale plan let alone a comprehensive plan that incorporates as many as a large number of stakeholders’ input and likely dozens of published plans and studies.

Similarly, it is likely that several members will not have worked across jurisdictional boundaries together in the past and it is to be expected that it will take time for relationships to develop. Lastly, not every team member will have worked with consultants in the past and will need to be made aware of how to use them most efficiently. Successful plan development processes demand that the plan writer and facilitator become part of the local governing unit team, serving as an ad hoc member of the partnership. By starting to discuss the above ground rules, partnership agreements, and future implementation operations early in the process, not only are relationships formed on an equitable platform, a much more efficient and effective execution of Plan development can be expected.

One Watershed, One Plan: Plan Development Stage

The forming and normalizing stage described above empowers work during the plan development phase, enabling the team to meet its expressed goals of unifying the team’s voice, maximizing efficiency, minimizing redundancy and preventing duplication of efforts. During this stage, team members take on stronger participation and involvement in the group process as well as begin participation within workshop-style plan development meetings with the consultant and internal planning group work meetings.

An example of a generalized, 1.5 to 2-year work outline for Plan development is as follows:

One Watershed One Plan Process

During the Pilot process, it was sometimes difficult to provide examples of what the final Plan would look like given the fact that its architecture, content, and development tools and processes were being developed in real-time. This was a significant challenge for everyone in the Pilot Phase of the State program but will continue to be less problematic as the methods and process move from conception, through development, trial and error, and eventual maturity. However, it is important to keep in mind that planning on the HUC8 level, incorporating such a large amount of material from many organizations, is still very new for most team members.

This typically triggers unease in most people that can only be addressed through an open, equitable team environment as well as continual review of the big picture (i.e., the final Plan and how each step fits into its development and deliverables). Though many sections of the Plan can be worked on simultaneously, and no one section is truly brought to a complete draft form independently, each consecutive step in Plan development drives the next. How each task relates to particular sections of the scope of the final Plan should be considered regularly by to maintain confidence among the group that the team’s work fits into a process that leads to a tangible work product (the Plan).

To make the most of valuable time and energy, several other strategies should be considered to carry out the planning process. It is important for team members to thoroughly prepare for each meeting.

Some meetings will simply be informative updates with easy to manage, on-the-spot questions and answers, a simple review of agenda items and supporting material being all that is required of the group. Policy Committee meetings and public meetings tend to follow this model. However, the majority of meetings are more involved working-group style formats that require varying degrees of homework prior to and/or following the session. In some cases, members will be asked to review content ahead of meetings so that time spent in a meeting is spent in discussion, agreement and adoption of, for instance, plan content.

Similarly, there will be several meetings where Planning or Advisory Group members will be actively working with the consultant on issues or content that require a workshop format before plan content can be developed. For the more involved meetings, it is recommended that a pre-meeting is held by the Planning Group to discuss the proposed goals of an Advisory Committee meeting, its agenda, supporting materials, the facilitation strategy, and how the results of the meeting will drive subsequent tasks and fit into the overall Plan. It is also vital that, at the beginning of each working group meeting, the goal of the meeting is clearly articulated to the group, as well as the facilitation ground rules and how the work to be done fits into the overall architecture of the Plan.

Strong, impartial third-party facilitation from a non-stakeholder is extremely valuable not only in the execution of efficient meetings, but also for keeping the process and group work products equitable and objective. Effective facilitation involves identification, assessment and strategic use of workgroup and individual dynamics within the team to truly maximize the quality and timeliness of work products within the Plan.

A systematic analysis of stakeholder networks and personalities is an important step in not only identifying appropriate team members for various tasks with Plan development, but also in making the best use of their operational strengths and strategies to avoid potential, predictable pitfalls. For example, the facilitator should understand the working style of each key team member to not only place them into a position of comfort and confidence, but also to understand how to mitigate for potential negative effects when those strengths are overused or misapplied. Each team member’s working style can be conceptualized along two sliding scales:

Assertiveness – the degree to which a person’s level of assertiveness is the degree to which his/her behavior is typically seen by others as being forceful or directive.

Responsiveness – the degree to which he/she is seen by others as showing emotions and demonstrating awareness of the feelings of others.

A deliberate consideration of team members on these scales allows the facilitator to make some generalizations about their working style preferences that can be used to structure work group dynamics in such a way as to develop a strong team. Typically, team members are grouped into one of four general categories that describe their normal operating style when not stressed. The following is a basic overview of these styles, as well as strengths and potential reactions to overburden or stress that needs to be avoided to maintain equitable, efficient, and happy teams. In practice, we all typically express behaviors relative to two of these categories, with one being more prevalent than the other. The environment we operate in can easily dictate the extent to which our working styles, strengths, and our behavior in stressful situations surfaces.

  • Drivers – higher than average degree of assertiveness with less than average responsiveness

    Strengths

  1. Efficient
  2. Decisive
  3. Pragmatic
  4. Independent
  5. Candid

    When strengths are overused or misapplied

  1. Independent → Poor collaborator
  2. Results-oriented → Impersonal
  3. Candid → Abrasive
  4. Pragmatic → Shortsighted
  • Expressives – high level of assertiveness and a high level of emotional expressiveness

    Strengths

  1. Persuasive
  2. Enthusiastic
  3. Outgoing
  4. Spontaneous
  5. Fun-loving

    When strengths are overused or misapplied

  1. Articulate → Poor listener
  2. Fast-paced → Impatient
  3. Visionary → Impractical
  4. Fun-loving → Distracting
  • Amiables – less than average assertiveness and more than average responsiveness

    Strengths

  1. Cooperative
  2. Supportive
  3. Diplomatic
  4. Patient
  5. Loyal

    When strengths are overused or misapplied

  1. Diplomatic → Conflict avoider
  2. Cautious → Risk-averse
  3. Supportive → Permissive
  4. People-oriented → Inattentive to task
  • Analyticals – less than average assertiveness and less than average responsiveness

    Strengths

  1. Logical
  2. Systematic
  3. Thorough
  4. Prudent
  5. Serious

    When strengths are overused or misapplied

  1. Prudent → Indecisive
  2. Painstaking → Nitpicky
  3. Task-oriented → Impersonal
  4. Systematic → Bureaucratic

A facilitation framework with specific focused conversation strategies enables the team to reach some point of agreement or clarify differences efficiently. One such four-step line of asking questions of the group starts by asking objective questions, focusing on data, facts, and the ‘truths’ that everyone can agree on, such as what was seen, heard, touched (e.g., “What data do we have?”, “What are identified drivers?”, “What has worked in the past?”).

The next round of questioning a facilitator would then ask the group in a working session to focus on reflection from those reactions, memories and associations. For example, “how would your stakeholders react?”, “How does affect your relationship with the State or local outreach capacity?”, “What does this remind you of?”, “Are you surprised?”.

Third, the facilitator asks for Interpretation, focusing on the meaning, purpose, significance and implications of the topic at hand. Questions such as “What is this all about?”, “What does this mean for us?”, “How will this affect our work?”, “Why is this important?”, and “What can we learn from this?” are common and relevant to the direction of the Plan.

Finally, the facilitator asks for a decision to be made focusing on resolution, agreement, and possible new directions or actions. Common questions for resolution include “What is our response?”, “What should we decide?”, “What do we need to do differently?”, “What are the next steps?”. A strategic, planned, and regularly-held-to set of steps to get the group from problem identification (e.g., data gap analysis, watershed stressor responses) to decided action is important to come to a resolution in a predictable way from meeting to meeting.

Commitment to the agreed-upon process, identified early in the partnership, assures follow through to Plan completion. The Plan will take a serious commitment to time and energy by all team members and there will be relative peaks and lows of enthusiasm over the course of its’ life-cycle. Dedicating up to a day per week, on average, by local governing units was not uncommon in the Pilots to meet the needs of the planning process. It will be important to make a critical review of staffing resources to assure that what is being asked is doable.

Once that assessment is made, and the work plan is developed with the consultant and other team members, commit to being engaged and active by addressing tasks ahead of deadlines established within the process identified by the partnership agreement. It may be a good idea to allow for some purely social time with the group at ends of meetings to ‘blow off steam’ and move to more of a casual conversation of the challenges, success, and direction of the plan. Lastly, it’s important to reiterate the ‘big-picture’ regularly so as to avoid getting ‘caught in the weeds’ or moving into a level of resolution too fine for the Plan. This will assure the group stays on task and does not waste time developing material that may not ultimately be incorporated into the Plan or is too highly detailed (i.e., too prescriptive).

Comprehensive planning on the HUC8 watershed-scale spans organization boundaries, as well as the working group team members, experience working on or with watershed plans, cross-discipline/resource integration, triple-bottom-line valuation, and varying degrees, with consultants as team members. The One Watershed, One Plan Pilot planning experience provides subsequent planners with valuable information related, not only with several technical tools and templates to start from but, perhaps more importantly, insights into working group dynamics and management that serve to form meaningful and effective partnerships. This article synthesized direct experiences of the development of one of the Pilot Plans with several discussions with BWSR and State lessons-learned documents. Observations and suggestions related to the planning process, pitfalls, and suggestions to mitigate risks to time, energy, team member cohesion, and confidence were presented. The planning process was described in two distinct phases of equal importance: the Forming and Normalizing Stage and the Plan Development Stage.

HR Green works with communities, counties, and watershed entities throughout the United States to plan and implement stormwater solutions.

Achieve Results on Complex Transportation Projects

The challenges to transportation project designers are more difficult today than ever. Right-of-way (ROW), easements, utility adjustments, and the ability to efficiently stage construction while safely maintaining traffic are critical factors to keep projects on track, especially in constrained urban settings. Add to the mix are a broad range of regulatory clearances that must be obtained in a sequential manner during the National Environmental Policy Act (NEPA) process to keep the project on schedule. These clearances are often based on conceptual and preliminary design that if not thoroughly developed during the location and route studies phase can lead to rework and schedule delays later in the project life cycle.

To add to the mix of complex transportation projects is a broad range of regulatory clearances that must be obtained in a sequential manner during the National Environmental Policy Act (NEPA) process to keep the project on schedule. These clearances are often based on conceptual and preliminary design that if not thoroughly developed during the location and route studies phase can lead to rework and schedule delays later in the project life cycle.

Car exiting a parkway.
Some projects are complicated by utilities, numerous interchanges, and restricted right-of-ways.

Partnering with a firm that has the ability to navigate the entire project development process by guiding a complex transportation project from initial planning, through final design, and ultimately completed construction has many advantages. The advantages become especially clear if this firm has a variety of experience ranging from scenic rural highways to congested urban freeways. The experience gained from a diverse collection of projects allows for the anticipation of challenges early in the design process that has the potential to disrupt and delay the completion of a project.

The strategy to confront these design challenges is relatively simple: implement tactics and technologies early in project development that results in a preferred alternative that is funded, maintains a firm ROW footprint, sorts out utility adjustments, and can be constructed with minimal impact to the mobility and safety of the traveling public. The results of the location and route studies phase are really no different now than it was decades ago, but the manner and confidence in which the results are achieved is much different.

Location and route studies involve a variety of data collections, analyses, and designs for multiple alignment alternatives so that project leadership and stakeholders can determine a preferred alternative. The more comprehensive the studies the more definitive are the results.

Horizontal and vertical alignments establish the basic geometric elements of low-volume rural highways, congested urban freeways, and everything in between. Those two dimensions have long been the backbone in the design of roadway facilities and integrated with the third dimension, a typical section or cross-section, the facility takes shape. Highly skilled transportation designers have always had the ability to visualize and integrate all three dimensions with the tools and technology available to them. As technology evolves the agencies and firms that embrace that evolution are implementing it early in the location and route studies phase when the most critical design factors are considered.

Complex Transportation Technology

One approach that is increasingly being deployed is the development of 3-D design models during preliminary design and alternative analysis. Early development of 3-D models using tools available in software such as Bentley’s GEOPAK allows for informed decisions on design alternatives with respect to ROW and ultimately the project footprint. Models created by designers can provide an interactive and visual depiction of alternatives to allow stakeholders to make better-informed decisions.

3D model of a complex transportation interchange.
3-D images make a project jump to life and help affected landowners and the general public better understand the proposed project.

Comprehensive 3-D models also prove to be a valuable asset in public involvement. By integrating the models with traffic microsimulation using software such as VISSIM, the proposed project takes on a life that affected landowners and the general public can relate to and better understand. The deeper the understanding of a complex transportation project, the more connected the public is to the process and the more positive the perception of the process. This leads to more effective coordination with landowners and establishes a good starting point for communicating potential ROW acquisitions while at the same time respecting the NEPA decision-making process.

Preferred Alternatives

Successfully determining a preferred alternative during the location and route studies phase involves more than just utilizing the latest technology, it also involves engaging in tasks that may have typically been performed during a later phase of project development such as sub-surface utility investigations or construction phasing analysis, development of temporary traffic control concepts, and constructability reviews.

Urban corridors are often littered with utilities that present design and schedule challenges. Collecting detailed survey and existing sub-surface utility data early in project development is extremely valuable in preliminary design. Integrating the sub-surface utility data with 3-D models allows horizontal and vertical utility conflicts to be quickly identified and designers can develop cost-effective solutions to limit impacts to utilities. For example, a major electric transmission line and high-pressure gas line may pass through a project area. A 3-D model can evaluate how best to position critical infrastructure to avoid a costly gas main relocation and provide more options for high power lines.

Optimizing the roadway design elements is only one advantage of early utility investigations. Designers can also allocate the appropriate border widths for utility accommodations. Utility accommodations can play a major role in determining the proposed ROW or potential easements adjacent to the project ROW that set the project footprint utilized in NEPA documentation. With this level of design project managers can also engage in utility adjustment coordination early in project development, potentially saving time and costs for the overall project.

A preferred alternative is the goal of location and route studies, but a preferred alternative is no alternative at all if consideration has not been given to constructability or managing traffic during construction. Urban corridors often present the most significant challenge in evaluating the constructability of various alternatives. Traffic volumes are high and capacity, mobility, and access are major factors just as safety is with any temporary traffic control plan.

Team Experience

A project team that has design professionals experienced in developing construction sequencing concepts and detailed maintenance of traffic or traffic control plans elevates the team’s ability to produce a viable alternative in the location and route studies phase. Collaborating with internal construction professionals that have observed and managed construction of complex transportation projects further solidifies the team’s credibility.

Collaborating with internal construction professionals that have observed and managed construction of major transportation projects further solidifies the team’s credibility.

As transportation projects grow more complicated having one, experienced client-focused engineering firm with a diverse membership of professionals is essential. Collaborating early in project development during location and route studies when the most critical designs, analysis, and decisions occur sets the stage for efficient NEPA documentation and final design, and ultimately a successful construction project. Implementing the latest technology available, developing cost-effective solutions to anticipated challenges, and then shepherding the project to completion is a skill developed over years of working on complex projects big and small.

HR Green has more than 100 years of engineering experience and employs staff that has worked on complex urban reconstruction projects in some of the nation’s largest metropolitan areas including Chicago, Houston, and Dallas-Fort Worth as well as thriving urban centers in America’s Heartland such as St. Louis, Cedar Rapids, Des Moines, Sioux City, and Omaha-Council Bluffs. By combining planning, design, and construction a seamless experience is created for clients.

3D Design Tools Save Time, Money and Aid in Collaboration

The use of 3D Design tools aids engineers in evaluating designs and the conditions present that can create construction delays, cause expensive changes to the design, or could affect long-term maintenance costs if not adequately analyzed at key steps in the design process. Advances in 3D modeling software also allow evaluations of critical project risk factors earlier in the infrastructure planning and design process including the ability to:

  1. Visualize underground features and their relation to the 3D space
  2. Realistically model subsurface features of underground utility networks and structural elements to identify and resolve conflicts
  3. Optimize facility placement or resource location
  4. Approximate a more accurate project footprint earlier in the design process
  5. Identify processes and spatial patterns when looking for problem solutions
  6. Examine future maintenance activity work zones to optimize facility placement
  7. Examine and calculate volumes of subsurface structures and networks

3D Design Project Experience

HR Green has used 3D modeling in several recent projects with excellent results. In Illinois when tasked to evaluate and design a seven-mile segment of Freeway/Tollway, including a new systems interchange with a closely spaced existing service interchange, Corridor Modeler was utilized in the schematic/preliminary design phase to evaluate project footprints and analyze environmental impacts in addition to visualizing sightlines, traffic weaving conditions and refinement of geometric alignments. When supplemented with traffic operations analysis, the 3D visualization led to developing a preferred systems interchange concept featuring two loop ramps and two fly-over structures that balanced cost, operations, safety and minimized environmental impacts.

Advances in 3D modeling software also allow evaluations of critical project risk factors earlier in the infrastructure planning.

Corridor Modeler was also used during an Iowa project to widen six miles of two-lane rural highway to a four-lane divided, accessed controlled facility with two diamond interchanges and relocation of side-roads. A 3D model was developed with sufficient design detail for use by automated machine control technologies for construction. This work included detailing, in 3D, bridge foundations and the associated spill slope grading, surface drainage grading, ramp merge/diverge grading, and other grading features.

Finally, as the lead consultant on an extensive study and design project for 10 miles of rural and urban interstate, including six service interchanges, a system interchange, and a labyrinth of subsurface utilities; 3D Design was critical in evaluating construction phasing, ROW impacts, and long-term maintenance impacts of the proposed design.

The use of 3D Design techniques improves quality, reduces risk, improves collaboration with project stakeholders, and allows an early focus on the technical review.

The project parallels the Missouri River, a railroad line, and access to an urban center. The design needed to consider the relocation of both public and private utilities, accommodation for trunk storm sewer outfalls that cut across the corridor, maintenance of critical ITS and communication infrastructure, soil remediation for soft and compressible soils along with staging to replace existing and proposed bridges/walls while maintaining traffic. GEOPAK Corridor Modeler, GEOPAK Drainage, and GEOPAK Water/Sewer applications were utilized to analyze both existing and proposed improvements in 3D for:

  1. Conflict detection for subsurface features among structures, private utilities, and public utilities.
  2. Evaluate trench limits for proposed utility and structure excavations to determine viable corridors for private utility relocations such that they only need to relocate once.
  3. Evaluate potential excavation limits for future water main maintenance to minimize complications and the cost of future maintenance.
  4. Identify areas of soil remediation that needed to be advanced in the construction schedule to accommodate utility relocations and other sequential critical work.
  5. Visualize special underground structure details in relation to utility excavations to minimize the need for shoring.
  6. Facilitate on-the-fly re-engineering of grading details in critic

These examples show the diverse benefits of 3D modeling in real-world situations. The use of 3D Design techniques improves quality, reduces risk, improves collaboration with project stakeholders, and allows an early focus on the technical review.

For projects in constrained urban environments, complex topographic situations, areas with sensitive environmental resources, or even rural expressways, the small percentage up-front investment in 3D design, construction staging analysis, and sub-surface utility investigation will reduce the risk for scope creep, reduce rework to NEPA products, lower risk to schedule delays due to ROW acquisition or utility relocation and will also help keep projects on budget.