Outside of work, Anna cherishes the opportunity to disconnect, spend time outside, be active, and take advantage of any chance to travel and explore. Sharing these moments with her family brings her great joy and allows her to come back to work recharged and with a fresh perspective. Pre-pandemic, Anna, her husband, and two daughters spent a month with backpacks and a rail pass exploring Denmark, Sweden, and Norway with a requisite stop to the home of Lego in Billund, Denmark.
Experiencing the majestic landscapes, pedestrian and bicycle-friendly urban design, super efficient public transit systems, beautiful architecture, and undeniably happy locals was memorable and has them dreaming about their next big travel adventure. Next on the family’s bucket list is a trip to Vietnam and Cambodia.
Closer to home, Anna enjoys downhill and cross-country skiing in the winter and exploring the city on bicycle once the snow melts away. Anna grew up playing soccer and that love of the game has been passed along to her children. Anna has hung up her cleats, and now volunteers as a coach for her children’s soccer teams. She is passionate about helping kids be active and develop a love of sport and a healthy lifestyle.
Her family also recently started volunteering at the Sheppard’s of Good Hope (SOGH) allotment garden. The garden contributes 7,000 pounds of fresh produce each year to the SOGH homeless shelter’s soup kitchen which runs entirely on donations. Anna’s volunteer efforts contribute to providing over 650 meals a day to those in precarious living situations.
Rehabilitating and replacing aging infrastructure is one of the largest and most complex issues facing municipalities today. With urban growth and densification, infrastructure managers, engineers, and contractors must find innovative ways to rehabilitate infrastructure while minimizing impact to businesses, the public, and the environment. The City of Edmonton faced these issues in rehabilitating the Groat Road Stormwater Trunk, which had begun to degrade after more than 60 years in service.
The Groat Road Trunk is a corrugated metal plate storm sewer originally built in 1953 by hand tunnelling. The trunk travels along 118th Avenue and Groat Road, discharging into the North Saskatchewan River. It consists of 4 kilometres of 1.7 metre and 2.3 metre diameter pipe, and manholes varying in depth from 7 metres to 17 metres. During an inspection, the City discovered areas of significant pipe wall loss along the pipe invert, as well as on the side walls. Voids, some as deep as 1 metre, were identified under the trunk, as well as on its sides.
The City of Edmonton Drainage Group tendered a $35 million project to rehabilitate the storm trunk as a design-build project. Associated Engineering supported Shanghai Construction Group during the request for proposal stage, developing the design of the rehabilitation works using trenchless construction methods.
As the City’s selected proponent team, Associated provided design and advisory services to Shanghai Construction, and collaborated with Shanghai Construction, their subcontractors, and consultants in weekly meetings for over three years. Our civil engineering scope included fibreglass pipe design, sliplining design, 3D modelling for the segmental design of the fibreglass installation, void/annular space grouting design, construction inspection, and quality assurance. We also completed structural engineering of deep manhole design and structural shaft reviews.
Project Manager, Jason Lueke, tells us, “The City has seen a number of sinkholes due to degraded infrastructure. With the location of the Groat Road Trunk, the voids and potential sinkholes were considered a major risk under this major roadway. These voids are more likely found around drill drops, which this storm trunk used beneath the deepest and busiest sections.”
Chris Lamont, Lead Civil/Sliplining Design and Construction, says, “A major challenge was the degraded condition of the pipe. Void grouting outside of the pipe was a problem, as the grout would shoot back into the storm trunk due the corroded holes in the pipe. To resolve this issue, we had to redesign the tendered grouting plan.”
To install the slipline pipe through small shafts, the team employed 3D modelling to assess feasible pipe lengths. We also considered the weight and ability of pipes to be transported within the tunnel itself for placing, blocking, and grouting. Shafts were excavated down to the storm trunk to install new structures to replace the drill drop manholes.
Chris tells us, “Working in a live storm sewer, we designed custom, perched manhole foundations, independent of the new fibreglass pipe, eliminating the need for a large bypassing pump systems.” This included over excavating onto undisturbed ground outside of the shaft structure to cast the new support for the manholes, which were up to 17 metres deep.
The project was successfully completed in December 2020. Key personnel on this project were Jason Lueke, Chris Lamont, Linda Chacko, Sam Saunders, Keyton Thompson, Caitlin Luo, and Dusanka Stevanovic.
The COVID-19 pandemic has affected all of us, and dramatically impacted every aspect of society. One of the pandemic’s casualties has been public transit, which has experienced an extreme ridership decline – as high as 90% in municipalities across North America. Will public transit, as we know it, survive?
Public transit, specifically Light Rail Transit (LRT), delivers an essential and unique role, providing an efficient and equitable mode of transportation. Light Rail Transit reduces travel times, facilitates effective land-use development (Transit-Oriented Development or TOD), and promotes regional prosperity. In addition, LRT fosters environmental sustainability, lowers greenhouse gas emissions, and contributes to climate resilience.
Today, municipal, provincial and federal governments view LRT as an infrastructure investment that provides the catalyst that aligns with their plans for a COVID-19 recovery by creating one million jobs, fighting climate change, and rebuilding a more sustainable and resilient economy. All levels of government have prioritized measures that will contribute to expanding public transit systems.
In February 2021, the Federal government announced a $14.9 billion investment in public transit over the next eight years, including permanent funding of $3 billion per year starting in 2026. This commitment is over and above other federal incentives.
The Government of Canada’s Investing in Canada Plan and recent acceleration to the Gas Tax Fund distribution are specifically targeted at job creation, economic recovery, and growth. These Federal initiatives support building robust, dynamic, and inclusive communities through capital infrastructure investment.
In May, the Federal government announced $10.4 billion in funding for transit projects in Toronto: the Ontario Line, the Scarborough Rapid Transit replacement, the Eglinton Crosstown LRT, and the Yonge-North subway extension. The Government of British Columbia has promised to provide funding for the $4.8 billion Surrey-Langley Skytrain project.
In 2021, the City of Edmonton began constructing their $2.6 billion Valley Line LRT West Project and finalizing the advancement of the Capital Line LRT South Extension Project for 2022. The City of Calgary will proceed with their $4.9 billion Greenline LRT project in 2022.
All levels of government commit that LRT will continue to be a significant component of future transportation networks
What could derail LRT? The escalating cost of building transit infrastructure.
The first subway in Toronto was the Yonge subway, which would cost $87.6 million/kilometre to build in today’s dollars. The Ontario Line is estimated to cost $10.9 billion, translating to $703.2 million/kilometre. This dramatic increase in cost can be attributed to local planning challenges, project design, and higher cost of materials.
Innovative planning and design of transit infrastructure can help reduce construction costs. The pilot project for Ottawa’s O-Train in 2001 used existing infrastructure to provide transit service. The eight kilometres long, five station O-Train was constructed for $21 million (2001 dollars).
Ongoing innovation to reduce costs is the challenge for all consulting firms, including Associated Engineering. Collaboration with project owners and partners is necessary to explore all avenues, such as creative financing, to reduce costs and for cost recovery.
About the author
Kent Eklund, P.Eng., MBA is our Vice President, Transportation. He provides company-wide leadership support and guidance to staff and clients on transit systems, transportation planning, traffic engineering, intelligent transportation systems (ITS), and roadways and highways design projects. Kent has 30 years of experience specializing in project management, planning, public consultation, stakeholder engagement, design, and construction of new, rehabilitation, and maintenance projects ranging over $1 billion in construction value.
The Regional Municipality of Waterloo in southwestern Ontario is a thriving community with a population of more than 620,000. Comprising three cities, Cambridge, Kitchener and Waterloo, and four townships, the region is a unique mix of urban and rural areas.
The Region’s Transportation Master Plan identified Fischer-Hallman Road for improvements from Bleams Road to Plains Road (City of Kitchener) as part of its long-term, multi-modal transportation goals. The corridor is a vital north-south arterial road and will support various transportation modes such as walking, cycling, and transit. The improvements will enhance vehicular travel and transport.
The Region of Waterloo retained Associated Engineering to complete the environmental assessment, preliminary and detailed design, tendering, contract administration, and construction inspection for the project, including the road, roundabouts, culverts, and trails. Project Manager, Peter Lejcar, tells us, “The project is vital to improve transportation in the area, as this is one of the largest and fastest growing communities in the Region. Several residential and commercial developments are proposed in the area, which we considered in the project’s phasing and implementation strategy.”
At the project outset, we conducted a Municipal Class Environmental Assessment, engaging in consultations with Councillors from the Region of Waterloo and the City of Kitchener, as well as with stakeholders, the public, and Agencies. Our team completed field studies including an environmental impact assessment, Stage 1 archaeological assessment, built cultural heritage assessment, site surveys, intersection control studies, tree assessments, and geotechnical and hydrogeological investigations. Following this work, the project team developed and evaluated cross-section alternatives and selected a preferred cross-section design. The project also included design of three new roundabouts along its four kilometre length and a signalized intersection incorporating current active transportation elements to service adjacent developments. Connectivity with local trails was considered along the project limits, which may include pedestrian-level treatments to facilitate safe crossing.
Under existing conditions, Fischer-Hallman Road drained to various receiving areas, including low-lying, undeveloped lot parcels and the local Strasburg Creek. Due to planned developments, existing drainage outlets were effectively cut-off, and a low point in the road presented flooding challenges. Water Resources Engineer, Don McBrayne advises, “We assessed flood impacts using climate change metrics/parameters to determine the level of risk associated with the change in the drainage scheme. As a result, we revised the road elevation to mitigate road ponding risks.”
Stormwater management also included a regional storm culvert to address drainage needs identified in previous watershed studies. We designed the twin concrete box culvert considering climate change.We liaised with the Ministry of Natural Resources and Forestry to address the impact to Species-at-Risk within the Strasburg Creek and Huron Natural Area. We evaluated mitigation methods and compensation, and identified measures to achieve a net benefit to the environment. These measures included a terrestrial ledge and wildlife fencing into the twin culvert, as well as a wildlife crossing further south.
In 2016, a nearby archaeological investigation uncovered significant Indigenous artifacts, including evidence of a village. The village site extends into the Region’s road right-of-way, which led to a Stage 4 archaeological assessment for this project. The Stage 4 archaeological assessment is presently being undertaken concurrently with roadway construction. The project is in the second year of a two-year construction period. The project schedule is largely influenced by the rate of archaeological finds within the road allowance. The next phases of construction are planned for 2022 and 2023.
Our key personnel on this project include Peter Lejcar, Gul Khan, Nemanja Antunovic, Johnson Nguyen, Don McBrayne, Daniel Curtis, Connor Whitehouse, Pierre Burton, and Maggi Jones.
The City of Moose Jaw, Saskatchewan undertakes a comprehensive bridge asset management program, which encompasses inspections, assessments, and repair and rehabilitation of its bridge inventory. The Thunderbird (4th Avenue) Viaduct, which connects the South Hill community to downtown Moose Jaw, serves as a vital link in the City.
The Thunderbird Viaduct was constructed in 1929, replacing a wooden structure built in 1910, The structure spans Thunder Creek, the CP Rail Yards, and a CN spur line. The 417-metre-long viaduct includes 42 spans comprising the original 1929 spans, and replacement spans completed in 1965 and 1989. The structure incorporates unique architectural features, including medallions that honour the First Nations and Metis people who originally used this location to cross the Thunder Creek valley basin and formed extensive trade routes.
In 2006, a Load Evaluation and Strengthening Pre-Design Report indicated that the structure did not have the required load carrying capacity for city buses or fire trucks. This weight restriction also limited plows from clearing snow on the structure. The bridge currently has a 10 ton load limit.
In 2017, the City prioritized the viaduct for repairs to major elements, and in 2020, selected Associated Engineering to complete the preliminary design for the rehabilitation, including project management, communication, and consultation with the Metis, stakeholders, and joint entities including the public. The preliminary design consisted of a detailed condition survey of the bridge, a bridge inspection, concrete deck testing, including chloride testing and cover surveys, followed by recommendation of an appropriate rehabilitation scheme. We used a drone survey to supplement the bridge inspection, as much of the structure was inaccessible without specialized equipment. High resolution images collected with a drone were reviewed by the bridge inspectors.
The team developed a rehabilitation scheme that allows for removing load restrictions on buses and fire trucks. The design also provides a shared-used path on the bridge to improve active transportation facilities. Project Manager, Stephen Chiasson, tells us, “Our bridge rehabilitation concept employs a full-depth concrete overlay and high-performance concrete to replace the existing asphalt. The increase in strength of the deck, along with the removal of the asphalt, increases the load capacity of the structure, allowing for load restrictions to be removed and increasing the service life of the bridge.”
We also undertook a climate change adaptation assessment for the bridge deck drainage. Bridge Engineer-of-Record, Justine Meyers, shares, “Rainfall intensities were developed using a 50-year design horizon to determine increases in rainfall intensity, which were then used to size and space the new deck drains on the bridge.”
The assignment also included a thorough consultation and engagement program with the Metis, stakeholders, and the community, identifying considerations that were important to them, and how these could be incorporated into the design. Issues included traffic accommodation during and after construction, load limits on the bridge, pedestrian facilities, and heritage elements. A heritage review was included to make sure the character defining elements of the structure were respected. Consultation with the Southern Plains Metis Local #160 included their input and feedback into heritage elements.
Transportation planning and stakeholder engagement lead, Ellen McLaughlin, shares, “We undertook a thorough and successful communications and consultation program. During the COVID-19 pandemic, we used a combination of small, socially-distanced workshops, online surveys, social media, pre-recorded communications, and webinars.”
Based on the recommendations in the pre-design report, the City moved ahead with detailed design in 2021. Construction is planned for 2022/2023.
Key team members include Stephen Chiasson, Ellen McLaughlin, Justine Meyers, and Alex Lyon.
Extreme weather events are increasing, creating significant risk to our communities. The 2013 floods in Calgary had a substantial impact on the City, its residents and businesses, and their property. Many property owners in the community of Sunnyside, located north of the Bow River and downtown Calgary, experienced flooding and basement damage.
Following the disaster, the City implemented a number of flood resiliency projects. To provide greater flood protection to the Sunnyside community, the City retained Associated Engineering to upgrade its existing Sunnyside Stormwater Lift Station and add a second stormwater lift station further to the east. Led by Project Manager, Shane Thompson, Associated Engineering provided community engagement, triple-bottom-line options analysis, and design and construction services. The project increases the combined stormwater pumping capacity and improves the overall flood resilience of the community.
The existing lift station had a nominal capacity of 900 litres per second; however, under flood conditions, capacity was as low as 500 litres per second. The new lift stations are designed to a nominal capacity of 2,000 litres per second and 1,000 litres per second, respectively. The lift stations’ capacities can be maintained even under a high river water event, unless the water elevation exceeds the river bank.
During the 2013 floods, safe access was not possible to the existing lift station’s pumps, generator, and heating, ventilation and air conditioning system. In the new lift stations, the motor control centre and a 750 kilowatt standby generator are all critical equipment that have been located above the 1:100 year flood level to allow access to the equipment during flood conditions.
Shane tells us, “It was a challenge to upgrade the existing lift station on a small parcel of land next to an apartment complex, while keeping the existing lift station operational to help ensure the community was still protected during high rainfall events.”
In the limited area, the team had to accommodate the required outdoor air intake for the standby generator to operate optimally. We designed a third story for the lift station to house large, air intake louvres, which were fitted with acoustic insulation to dampen noise. Frequent community communications were important and minimized disruptions to the surrounding residents.
The new stormwater lift station was also carefully planned. We used a triple-bottom-line analysis to evaluate several proposed locations for the new lift station with respect to social, environmental, and economic risks and opportunities. The optimal location selected considered the natural and built environments and significant public use of the surrounding area. The design included a public exercise area, drinking fountain, and regrading of bike and pedestrian pathways to improve public amenities. A rooftop solar photovoltaic system was also installed to provide power to the building’s lighting and building mechanical systems.
Process Engineer, Greg Cooper, tells us, “We used an existing 1,050 millimetre diameter concrete forcemain to hold the new forcemain, an epoxy-coated, steel pipe. We milled and epoxy-lined the inside of the concrete pipe to slide the new pipe inside the existing pipe.” We also upgraded the stormwater Outfall B47 to dissipate the increased stormwater velocity and volume.
“Associated has been crucial in providing us the multi-disciplinary expertise required in constructing the Sunnyside Lift Stations.” – Susha Prakash, P.Eng., City of Calgary Project Engineer, Project Engineering – Underground
The upgraded Sunnyside Stormwater Lift Station was successfully commissioned in two stages, Stage 1 in 2019 and Stage 2 in 2020. The new lift station was commissioned in late-2020. Commissioning during the COVID-19 pandemic required additional planning and precautions to protect the safety of the commissioning team.
Key Associated team members included Shane Thompson, Greg Cooper, Gabriel Jean, Mohamed Aly, Joe White, Mark Ingalls, and Ryan Jalowica. The City of Calgary was represented by Susha Prakash, P.Eng. and Karen Matharu, P.Eng. with whom Shane and Greg worked in close collaboration to successfully deliver this important flood resilience infrastructure for the community.
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