American Structurepoint Inc.

Indianapolis, IN, United States

American Structurepoint Inc.

Indianapolis, IN, United States
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Sever V.F.,American Structurepoint Inc. | Schmitt J.,American Structurepoint Inc.
Pipelines 2015: Recent Advances in Underground Pipeline Engineering and Construction - Proceedings of the Pipelines 2015 Conference | Year: 2015

Providing adequate capacity to drain stormwater runoff during heavy rainfall events can be a challenge for many communities in Ohio and the Midwest. Even for the Municipal Separate Storm Sewer Systems (MS4) communities, flooding is common for rainfall events as short as two years. A number of methods are applied towards solving this problem, and they can be divided into three groups, which include gray infrastructure, green infrastructure (GI), or the combination of both. As an alternative method, trenchless pipeline rehabilitation by lining can provide a significant capacity increase to existing storm sewer systems by reducing the roughness of the storm sewer pipes. This study investigates the use of a semi-structural spray applied lining system to improve the hydraulics of a 42-inch (1,070 mm) stormwater pipeline that is comprised of reinforced concrete (RCP), brick, and corrugated metal (CMP) pipes. © 2015 ASCE.


Divyashree D.,Center for Underground Infrastructure Research and Education | Najafi M.,University of Texas at Arlington | Sever V.F.,American Structurepoint Inc. | Entezarmahdi A.,Center for Underground Infrastructure Research and Education
Pipelines 2015: Recent Advances in Underground Pipeline Engineering and Construction - Proceedings of the Pipelines 2015 Conference | Year: 2015

Large diameter water transmission pipelines are critical elements of water supply systems, because a failure can be catastrophic. Extended service interruptions for many customers, along with high costs of emergency repairs, inconveniences to general public, and associated water quality concerns can be results of large diameter pipeline failures. This paper presents a survey of water utilities for using large diameter (16 in. and larger diameter) high density polyethylene (HDPE) pipes for water transmission applications as a part of a wider-scale research project on durability and reliability of HDPE pipes (Water Research Foundation (WaterRF) #4485). While a full evaluation of a particular pipe material requires many parameters to consider, the main goal of this paper is to present the overall experience of water utilities with large diameter HDPE pipes. The survey of water utilities indicated that majority of respondents were satisfied with the durability and reliability of large diameter HDPE pipe, while five percent were unsatisfied. Survey respondents expressed concerns about tapping, repairs and joints. They considered permeation and oxidation to be minor concerns with no failures reported due to oxidation or permeation in large diameter HDPE piping systems. They also mentioned that some measures are required to improve construction techniques. © 2015 ASCE.


Divyashree D.,University of Texas at Arlington | Najafi M.,University of Texas at Arlington | Sever V.F.,American Structurepoint Inc. | Entezarmahdi A.,University of Texas at Arlington
Pipelines 2015: Recent Advances in Underground Pipeline Engineering and Construction - Proceedings of the Pipelines 2015 Conference | Year: 2015

The drinking water infrastructure in the North America requires a durable and reliable water transmission pipe material. However, there is no known standard to evaluate large diameter high density polyethylene (HDPE) under cyclic loads to investigate its fatigue performance, as it a major concern for water utilities. As part of a wider-scale research project to investigate durability and reliability of large diameter HDPE pipe (Water Research Foundation (WaterRF) #4485), a testing protocol was developed at the Center for Underground Infrastructure Research and Education (CUIRE) at the University of Texas at Arlington to test a large diameter (16 in. and larger) HDPE pipe under cyclic surge pressures. This paper presents details of test setup, and results of testing for a 16-in., DR 17, 15-ft long pipe sample with a fusion joint in the middle. The testing consisted of two phases. The pressures used for the first phase were between 125 and 188 psi (1.5 times pressure class) for 2 million cycles. The 2 million cycles are equivalent to 50 pressure surges per day for a 100-year design life. A second phase was later added using the same pipe sample to evaluate occasional surges between 125 psi to 250 psi (two times pressure class) for 50,000 cycles. The testing was completed with pipe sample's minor dimensional changes primarily due to limited relaxation allowed during the pressure cycles. © 2015 ASCE.


Urban D.C.,American Structurepoint Inc. | Grinstead J.W.,American Structurepoint Inc. | Vincent K.D.,City Engineers Office
Pipelines 2015: Recent Advances in Underground Pipeline Engineering and Construction - Proceedings of the Pipelines 2015 Conference | Year: 2015

Located in the City of Greenfield, Indiana, Potts Ditch is a partially encapsulated stream that was constructed over a century ago. The encapsulated infrastructure is constructed mostly of brick arches and is reaching the end of its useful life. Portions of the encapsulated infrastructure are located underneath and adjacent to existing buildings, thereby putting these structures at risk. Furthermore, the ditch is undersized and contributes to flooding in the downtown area. The project, currently under construction, includes installation of approximately 2,000 linear feet (LFT) of new 14-foot by 6-foot precast concrete box sections to reroute Potts Ditch within the City right-of-way. The stream was modeled in HEC-RAS. Design included a detailed sequence of construction to install the proposed facilities while maintaining existing operations, minimizing the need for bypass pumping, and minimizing the impact to the affected neighborhoods. The affected street corridors are being completely rebuilt and utilities are being relocated to accommodate the construction. Due to vertical conflicts between the existing gravity sewers and the precast concrete box, the City decided to proceed with a 24-inch sanitary sewer interceptor project through the project area to maintain gravity sewer service. Subsurface Utility Engineering Quality Level A was completed in strategic locations. At project completion, the City will have improved storm drainage, filled in a brick arch that is at the end of its useful life, extended a sanitary sewer interceptor, and reconstructed street corridors within the project area. © 2015 ASCE.


McCormack J.C.,American Structurepoint Inc. | Boyles K.M.,West Bend
Pipelines 2015: Recent Advances in Underground Pipeline Engineering and Construction - Proceedings of the Pipelines 2015 Conference | Year: 2015

The City of South Bend's Consent Decree specifies capture and conveyance of overflows from all of their Combined Sewer Overflow (CSO) locations, which was issued in 2012. The Long Term Control Plan (LTCP) in the Consent Decree, which was developed from 2002 to 2008, has a cost of almost $600 million. There are several retention treatment basins (RTB) and storage/conveyance pipes planned in the Long Term Control Plan (LTCP) as part of the Consent Decree. After the City of South Bend went through the first phase of their LTCP, they found that affordability was an issue. At the same time, the City was completing a feasibility study which ultimately included looking for options to reduce the cost of a specific area of the CSO program based on new technology. As a result of finding significant savings in that study and with the recent development of integrated planning, the City elected to contract a consultant to reevaluate their Consent decree LTCP. This paper describes the process for re-evaluating LTCPs through the use of new design technologies, integrated planning, and the value of advanced affordability calculation methods and how it is being applied to find the right answer for the City of South Bend. © 2015 ASCE.


Wei T.,American Structurepoint Inc. | Grenard J.,American Structurepoint Inc.
Transportation Research Record | Year: 2012

The 2010 edition of the Highway Capacity Manual (HCM 2010) provides new capacity models for single-lane and multilane roundabouts, which generally predict lower capacity than other popular models previously used in the United States. Acknowledging that both roundabout design practices and the public's use of roundabouts are still maturing in the United States, the HCM recommends local calibration of the capacity models to best reflect local behavior and specifies a calibration procedure that uses two gap acceptance parameters: the critical headway and the follow-up headway. This calibration procedure was used in a case study to develop a calibrated HCM model that was based on driver behavior at three single-lane roundabouts in Carmel, Indiana. Both gap acceptance parameters in Carmel were significantly lower than the default values in the HCM 2010. For validation, the calibrated HCM model was compared with the actual 1-min flow rates collected in the field during the congested periods. The calibrated HCM model was consistent with the field conditions for the low to medium circulating flow rates and overestimates the capacity for the high circulating flow rates. Other findings include the impact of exiting traffic, circulating flow rates, degree of saturation, and amount of the gap acceptance data on the calibration results.


Leising L.J.,American Structurepoint Inc.
Military Engineer | Year: 2010

The Naval Facilities Engineering Command (NAVFAC) Engineering Service Center (ESC) in the US has drafted a proposal to implement strategies for Leadership in Energy and Environmental Design for Existing Buildings (LEED-EB) rating system to Building 1100 at Naval Base Ventura County, California. The US Navy issued an Engineering & Construction Bulletin requiring that all projects be registered with the US Green Building Council (USGBC) and LEED submittal documentation certified by USGBC to meet the LEED Silver rating. An integrated project team was developed to collaborate on the Building 1100 project, which identified and capitalized on opportunities to make the building's processes more energy efficient. The project has led to significant benefits such as by reducing indoor and outdoor water use by more than 10,000-G a week, the Navy has saved $9,000 a year. The building's impact on the environment was reduced through simple methods and employee morale was improved by changes such as improving indoor air quality.


Wei T.,American Structurepoint Inc. | Jarboe P.,American Structurepoint Inc.
Transportation Research Record | Year: 2010

Traditionally, design visualization for transportation projects has focused on the transportation facility's appearance. Traffic elements (e.g., vehicles and pedestrians) generally have not been important. With the increasing popularity of three-dimensional (3-D) animation, however, realistic traffic movements are becoming a critical part in design visualization because they effectively illustrate to the public how a transportation facility operates from the perspectives of the driver and the overall system. The public is interested not only in how a system "looks" but also in how it "works." One challenge facing transportation professionals is how to incorporate realistic traffic movements into a photorealistic visualization. On the one hand, 3-D modeling software that produces photorealistic visualization generally cannot produce realistic traffic movements. On the other hand, traffic simulation software that produces realistic traffic movements generally cannot produce photorealistic visualization. This paper describes a case study in which VISSIM, a microscopic simulation program for multimodal traffic flow, and 3ds Max, a modeling, animation, and rendering package, were used to integrate traffic simulation into a design visualization for the Keystone Avenue Project in Carmel, Indiana. This project involved the upgrade of six at-grade, signalized intersections along Keystone Avenue to six teardrop roundabout interchanges. The case study successfully incorporated realistic traffic movements into a photorealistic visualization through a four-step process. The integration of traffic simulation into design visualization has proved beneficial in combining the strength of 3-D modeling software and traffic simulation software and is likely to be applied further to transportation projects. A few points of guidance are provided to assist future applications.


Wei T.,American Structurepoint Inc. | Grenard J.L.,American Structurepoint Inc. | Shah H.R.,American Structurepoint Inc.
Transportation Research Record | Year: 2011

Modern roundabouts are gaining popularity in many parts of the United States. However, because of a lack of well-established capacity models, many transportation professionals rely on international experience when analyzing the capacity of U.S. roundabouts. From a comprehensive evaluation of U.S. roundabouts, the authors of NCHRP Report 572 developed capacity models for single-lane and multilane roundabouts. NCHRP Report 572 suggests that these models can be calibrated for local conditions by adjustment of two key parameters: critical headway and follow-up headway. However, there is little direct connection between such calibrated models and the actual flow rates achieved in the field. For communities with congested roundabouts, this paper presents a streamlined process to develop capacity models. The process consists of video data collection, data processing and verification, and model development. The process was applied to a case study of three roundabouts in Carmel, Indiana. The single-lane roundabout capacity model developed in the case study is substantially different than the model in NCHRP Report 572. Overall, the streamlined process to develop capacity models for local roundabouts proved valuable, and it can be scalable according to available resources. The capacity models developed by this process are based on actual flow rates at local congested roundabouts and will provide an accurate capacity estimation for planning new roundabouts or capacity improvements. The difference between the case study's capacity model and the NCHRP Report 572's capacity model may be partially attributed to driver familiarity. The study underscores the importance of using capacity models that are applicable to local conditions.


Wei T.,American Structurepoint Inc. | Jarboe P.,American Structurepoint Inc.
Institute of Transportation Engineers Annual Meeting and Exhibit 2010 | Year: 2010

Traditionally the design visualization for transportation projects has mostly focused on the transportation facility's appearance. The traffic elements (for example, the vehicles and pedestrians) are not generally considered important. With the increasing popularity of 3D animation, realistic traffic movements are becoming a critical part in design visualization because they are effective in illustrating to the public how a transportation facility operates from both a driver's perspective and an overall system's perspective. After all, the public is interested not only in how it "looks" but also in how it "works". However, one challenge faced by transportation professionals today is how to incorporate realistic traffic movements into a photo-realistic visualization. On the one hand, the 3D modeling software producing photo-realistic visualization is generally not capable to produce realistic traffic movements; on the other hand, the traffic simulation software producing realistic traffic movements is generally not capable to produce photo-realistic visualization. This paper describes a case study in which VISSIM and 3ds Max were used to integrate traffic simulation into design visualization for the Keystone Avenue project in Carmel, Indiana. This project involves upgrading six at-grade signalized intersections along Keystone Avenue to six tear-drop roundabout interchanges. The case study successfully incorporates realistic traffic movements into a photo-realistic visualization through a 4-step process. As a conclusion, the integration of traffic simulation into design visualization has proved its benefits in combining the strength of 3D modeling software and traffic simulation software and will likely see more future applications for transportation projects. A few guidance notes are provided to assist future applications.

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