Mead and Hunt Inc.

Green Bay, WI, United States

Mead and Hunt Inc.

Green Bay, WI, United States
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Hayden W.S.,Mead and Hunt Inc. | Hathaway N.,Mead and Hunt Inc.
Association of State Dam Safety Officials Annual Conference 2014, Dam Safety 2014 | Year: 2014

The hazard rating of a dam imparts upon its owner certain responsibilities that can often have significant economic liabilities. Two of the more common dam safety items associated with hazard classification are the required spillway capacity of the dam and the frequency of required dam safety inspections by a professional engineer. Each of these items can translate directly into an expense for the owner: a capital expense for upgrades to the facility in the event the spillway capacity is insufficient to satisfy regulatory requirements for a given hazard rating, and an ongoing expense of periodic inspections, the frequency of which is typically driven by the hazard rating. As the hazard rating is determined by identifying the population at risk of inundation downstream of the dam in the event of a failure, it is important that the assumptions supporting the dam breach analysis and the routing of the ensuing flood wave correctly represent the physical conditions present at the facility and are reasonably applicable to the postulated failure mode sequence. What happens when, in the context of the particular dam safety regulations, the results of the dam breach modeling indicate a high hazard rating, yet the postulated failure mode for the dam is clearly so remote as to be practically non-credible? The engineer and regulator are then faced with the challenge of trying to determine and justify a legitimate hazard rating for the dam. This paper explores the case of the Lake Mills Dam, a dam that hardly merits the moniker of dam, yet is bound by the regulatory requirements dictated by its hazard rating. The authors review the dam breach analysis and the events leading to a high hazard rating, and highlight the owner's approach to reduce the hazard rating through a rehabilitation design that will enhance the community's awareness and appreciation of the dam, and provide improved control of discharges from the impoundment.

Botz J.,Mead and Hunt Inc. | Kemps M.,Mead and Hunt Inc.
Association of State Dam Safety Officials Annual Conference 2014, Dam Safety 2014 | Year: 2014

When traffic was rerouted over the Montello Dam embankment crest in 2008 due to potential instability of a downstream bridge, it led to studies that revealed potential safety risks. The earth embankment was reconstructed to meet current design standards. Unsuitable embankment soils were selectively undercut and the slopes, flattened, adding a new toe drain, and a cutoff wall through use of a vibrating beam slurry wall, a first for Wisconsin dams. The overflow and gated spillway were replaced and fish passage was added. Recreational improvements included fishing piers, a new boat launch, and canoe portage. The historical significance of the 150year-old facility was maintained. Granite masonry was used for the fish passage and spillway abutment walls. Local granite stone from the original dam was reused for all project rip rap and the toe drain rock fill. This paper details the design methodology, maintenance of its historic significance, and reconstruction.

Rathke J.,Mead and Hunt Inc. | Squitieri A.,Mead and Hunt Inc. | Long C.,Mead and Hunt Inc. | Rearick A.,Office of Structural Services
Transportation Research Record | Year: 2010

This paper describes Indiana's efforts to prioritize historic bridges for preservation with the use of a systematic analysis that considers both relative historic significance and engineering condition. The state's historic bridge preservation program was initiated in 2006 with the execution of a programmatic agreement (PA) between FHWA, Indiana Department of Transportation (DOT), Indiana State Historic Preservation Officer (INSHPO), and Advisory Council on Historic Preservation. The PA streamlines the Section 106 regulatory process and allows Indiana DOT and local agencies to manage the state's population of historic bridges effectively and programmatically instead of using an inefficient project-to-project approach. The most innovative aspect of Indiana's historic bridge program is the establishment of a prioritization method. Each historic bridge is evaluated and then classified as either select, meaning the bridge is an excellent example of its type statewide and is suitable for preservation, or nonselect, meaning the bridge is not the best example of its type and may not be suitable for preservation. Upon agreement by FHWA, Indiana DOT, and INSHPO, lists of select and nonselect bridges were issued in March 2010. The methodology for identifying and prioritizing individual bridges is explained, highlighting the effort to achieve balance between historic significance and engineering and economic criteria, including functionality, safety, feasibility, and cost-effectiveness. Indiana DOT also developed standards for treating historic bridges on low-volume roads. If historic bridge rehabilitation can meet the standards, then rehabilitation for vehicular use must be implemented.

Pettis E.,Mead and Hunt Inc. | Squitieri A.,Mead and Hunt Inc.
Public Roads | Year: 2013

NCHRP has developed a model for evaluating the mid-century residences that soon might trigger a huge need for Section 106 compliance by Federal-aid or federally permitted highway projects. In order to comply with Section 106 for transportation projects, State DOTs, on behalf of FHWA, have to consider steps to avoid, minimize, or mitigate adverse project impacts on properties that are listed on or determined eligible for listing on the National Register through the survey and evaluation process. If a project is expected to affect a listed or eligible property, Section 106 outlines specific steps the Federal agency needs to follow. The agency must take into consideration the type of resource and effect, and the outcome of consultation during the public involvement process. A few DOTs and SHPOs have begun to address the challenge of surveying and evaluating the ever-increasing number of postwar residences by developing statewide historic contexts and tailoring National Register eligibility requirements.

Banik G.,Tennessee State University | Daugherty L.,Alaska DOTandPF. | Kleweno K.,Regulatory Commission of Alaska | Bazan-Arias N.C.,Gray and Asso. LLC. | And 3 more authors.
Journal of Professional Issues in Engineering Education and Practice | Year: 2015

Forum papers are thought-provoking opinion pieces or essays founded in fact, sometimes containing speculation, on a civil engineering topic of general interest and relevance to the readership of the journal. The views expressed in this Forum article do not necessarily reflect the views of ASCE or the Editorial Board of the journal. © 2014 American Society of Civil Engineers.

Rathke J.,Mead and Hunt Inc. | Squitieri A.,Mead and Hunt Inc.
Structures Congress 2015 - Proceedings of the 2015 Structures Congress | Year: 2015

This paper describes Louisiana's new and innovative approach to prioritizing rehabilitation efforts for the state's population of 4,500 bridges. Historic bridges were identified and selected for preservation on the state or local system based on their condition, function, and rehabilitation potential. The project outcome focuses the state's efforts on bridges that can thrive into the future and are important to community and engineering heritage. With guidance from consultants at Mead & Hunt, the Louisiana Department of Transportation and Development (LADOTD) and project partners narrowed the focus to 150 historic bridges. The results positively affect bridge owners and consultants in the state by streamlining 97% of bridge projects and providing clear direction on how to progress with the 3% of bridges that are historically significant. Applying an innovative approach that grades bridges based on their condition, function, and rehabilitation potential, each historic bridge was categorized for future treatment as follows:1. Preservation Priority-Historic bridges identified as most suitable for preservation. 2. Preservation Candidate-Intermediate group of historic bridges with certain deficiencies that may have preservation potential if further analysis deems it feasible and prudent. 3. Non-Priority-Historic bridges with relatively poor potential for preservation based on their present condition. Bridges in this category are not precluded from future preservation but may require greater effort to keep the bridge in vehicular use. Replicable procedures-The Condition Score metric developed for this methodology can be replicated for use by other states with a similar need to set priorities for historic bridges. The score measures a bridge's geometry, structural capacity, and other safety factors that impact its suitability for continued vehicular use. It is a good predictor of potential for long-term preservation and uses available inspection data, which is supplemented as needed.

Mead and Hunt Inc. | Date: 2013-03-07

The system and methods of the present invention selectively permit aquatic organisms to bypass an obstruction, such as a lock or a dam. Certain embodiments of the system include a container through which aquatic organisms and water may flow, a container pressurizer for pressurizing the container, and a pressure control mechanism.

Hayden W.S.,Mead and Hunt Inc.
Association of State Dam Safety Officials Annual Conference 2013, Dam Safety 2013 | Year: 2013

Building water impounding structures within the main watercourse of a river typically requires diversion of the stream to create a dry work area for accomplishing the construction. Selection of an appropriate design capacity in terms of the magnitude of flood protection provided by the stream diversion system is an important consideration in relation to the overall complexity, phasing/staging, and cost of the construction project. As part of the reconstruction of the gated spillway and an addition of a low-flow hydroelectric unit at a dam in Black River Falls, Wisconsin, the issue of what constituted an appropriate design capacity for the stream diversion system became a point of contention between the engineer and the contractor prior to the start of construction. This paper presents the story of how the choice of stream diversion system capacity ultimately affected the construction at Black River Falls. Drawing upon actual events that occurred prior to and during construction, this paper discusses the engineer's selection and specification of the design stream diversion capacity, the contractor's interpretation of and challenge to the specified capacity, the events that ultimately unfolded during construction, and the consequences associated with adopting a design stream diversion capacity less than that initially specified by the engineer. The contractor's decision to argue for and implement a design stream diversion capacity less than the design capacity specified by the engineer turned out to be a mistake. With the benefit of hindsight, the question of the appropriate design stream diversion capacity is revisited, and areas for improvement are identified with regard to development of particular language within the stream diversion specification. © (2013) by Association of State Dam Safety Officials All rights reserved.

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