REConews
Fall 2011
Richmond Airport Reinforced Earth® Walls
Richmond Airport Connector
In this Issue
Cover Story:
Richmond Airport.......................................1
I-495 Design Build......................................3
New International Terminal..................4
Highway 81....................................................5
Affiliations News Flash.............................5
I-225/Colfax Interchange.........................6
RECo Around the Globe.............................7
Upcoming Events.........................................7
Meets Your Project Managers................8
REINFORCED EARTH
®
www.reinforcedearth.com
1.800.446.5700
Engineered Solutions for Technical Challenges
Location: Richmond, VA On January 14, 2011, the Richmond I-895
Airport Connector opened two months ahead
of schedule, culminating several years of hard
work and a fast paced construction schedule
by American Infrastructure, the design build
contractor for the project. The project was a
1.6 mile completion of the Pocahontas 8.8 mile
I-895 project that originally opened to traffic in
2002. The final portion of the project was bid in
April of 2009, contracted to RECo in July of 2009,
with design and supply of MSE wall materials
occurring quickly thereafter.
This Design Build project consisted of four bridge
structures with MSE walls, including several
technical challenges such as narrow structure
design, tall walls (maximum height approaching
50 ft) and significant foundation settlements on
the order of 12 inches.
Eight MSE walls were constructed, totaling
approximately 118,500 SF. RECo also designed
and supplied 2800 LF of precast traffic barrier
units and 670 LF of precast coping units. Due
to the accelerated construction schedule and
location of the project, RECo teamed with two of
our trusted precast partners Williams Concrete
of Cumberland, Maryland and Cherry Precast of
Rural Hall, NC. Williams Concrete fabricated and
delivered precast facing panels and coping units
and Cherry Precast fabricated and delivered
precast facing panels and precast traffic barrier
units.
Technical Challenges – Narrow Structures
Bridge Abutments at I-895 over Monahan Road
where constructed as Reinforced Earth MSE
walls during a previous project in 2002. The
Airport Connector project required that an
additional lane be added, resulting in a 12 ft
widening of the existing MSE wall. Due to the
wall height of approximately 29 ft with only 12
ft +/- of clear distance between the existing MSE
wall and the proposed MSE wall, the typical
reinforcing strip length of 70% of wall height was
not feasible. RECo utilized the recommendations
of FHWA “Shored Mechanically Stabilized Earth
Wall Systems Design Guidelines” as well as the
results of the joint research study between The
Reinforced Earth Company and Terre Armee
International. The study focused on roadway
widening applications, MSE walls designed and
Continues on page 2...
Continued from cover
Construction of “Box” Structure
constructed adjacent to existing MSE walls, and
MSE walls in combination with soil nail walls.
In order to ensure the internal stability of the
MSE wall, our innovative “sandwich” connection
was utilized.This connection is composed of
independent soil reinforcements attached to
the front face of the existing MSE wall and
conventionally connected to the back face
of the new MSE wall. The placement of soil
reinforcements attached to both wall facings
provided the additional reinforcement necessary
to mitigate deformations that may have
otherwise occurred in the new MSE wall due to
the narrow base width required by the project
geometry.
Additional information regarding this type
of application can be found in “Sandwich
Connection Design for Shored Reinforced Earth
Walls”, a recently published paper by John
Sankey, P.E., RECo VP of Engineering and Reza
Tavakolian, P.E., RECo Project Manager . Please
contact The Reinforced Earth Company for more
information.
logistical challenge of building a MSE wall in a
box, the footprint of the structure was founded
on compressible soils anticipated to settle 8in to
12in upon being loaded by the new fill materials.
To address the anticipated settlement, the project
Geotechnical Engineer specified settlement
monitoring devices be installed such that the
settlement of the foundation soils could be
measured during MSE wall and embankment
construction. To ensure the top panels of the
MSE wall and Precast Traffic Barrier units would
meet the design elevations after the foundation
settlement occurred, RECo detailed the MSE wall
such that the top panels were not to be installed
until substantial completion of the foundation
settlement was completed.
Upon receipt of settlement measurements
and confirmation by the project Geotechnical
engineer that there was less than 1” of remaining
settlement expected, the top panels were sized,
Technical Challenges – Tall Walls
Undergoing Significant Foundation
Settlements
Wall 2 of the project posed a different technical
challenge. The wall was to be in its final
condition a “box”, where each end of the wall
was a wrap-around MSE wall at a pile supported
abutment at each end. Both sides of the
structure are approximately 770 ft long and 90
ft across. With the combination of construction
staging, slip joints along the MSE wall facing,
and careful planning by the contractor regarding
stockpiling of backfill materials, the MSE
wall was successfully constructed to heights
approaching 50 ft. Approximately 80,000 cubic
yards of select fill and 40,000 cubic yards of
embankment fill were required to fill the back
to back “box” structure. In addition to the
2 | REConews
Typical Section at Lane Widening - Sandwiched Connection
fabricated and delivered to the job site to allow
completion of the wall. The precast barrier units
were then installed, moment slabs constructed,
and then the roadway was paved, allowing the
roadway to open two months ahead of schedule.
Design Build projects depend on successful
communication between the contractor,
engineer and MSE wall designer and precast
partners. Projects such as the I-895 Richmond
Airport Connector highlight the technical
excellence of The Reinforced Earth Company
and serve as an example of what separates
RECo from our competition. RECo’s 40 years of
experience in design, supply and innovation of
specialized civil engineering products help us
continue to set the standard in the industry, and
supply owners and contractors with engineered
solutions for routine and complex retaining wall
projects.​
Completed Integral Abutments
I-495 Design Build
First use of MSE Integral Abutments in Massachusetts
Location: Lowell, MA
The Middlesex Corporation contacted The
Reinforced Earth Company to partner with their
design build team to develop an MSE solution
for support of four bridges carrying
I-495 Northbound and Southbound over
Woburn Street and B&M Railroad in Lowell,
Massachusetts. The design build team
consisted of The Middlesex Corporation,
AECOM and Lamson Engineering Corporation.
The proposed solution consisted of eight
integral abutments embedded in Reinforced
Earth® as an alternate to the cast-in-place
abutments shown in the contract plans
developed by VHB and Mass DOT. The
proposed solution is the first use of MSE
integral abutments in Massachusetts.
All eight abutments had to be constructed in
two phases in order to keep three lanes of I-495
traffic flowing in both the Northbound and
Southbound directions during construction.
Crossover lanes through the median were used
to switch one lane to the opposite side to fully
utilize six of the eight existing lanes while two
lanes were closed for each phase. Wire faced
MSE walls (Terratrel™) were constructed with
the first phase of each abutment to permit
phasing in the second half of each structure in
the subsequent phase.
The first phase of each abutment was
constructed within inches of the existing
bridges carrying I-495 highway traffic. The
integral abutments were constructed atop piles
orientated with their weak axis aligning with
the bridge beams. This is routine for integral
abutments to allow lateral displacement of the
piles due to thermal expansion and contraction
of the bridge deck.
The Reinforced Earth system and the Terratrel
wire faced wall system use galvanized steel strip
reinforcements Reinforcing strips are the ideal soil
reinforcement geometry to accommodate piles
within an MSE structure. In order to complete
the project within two years, The Middlesex
Corporation constructed the MSE abutments
during the winters of 2009 and 2010. The
precast facing panels were fabricated and cured
by Dailey Precast of Shaftsbury, Vermont in
their fully automated indoor facility. Crushed
stone was used as backfill to construct the MSE
walls to assure a successful installation during
the winter months. The advantages of using
crushed stone include:
approximately 7’-6” above the tracks on both
sides in case of train derailment.
Construction of the abutments and bridges
were completed on time by the Middlesex
Corporation. Congratulations go out to the
design build team for successfully designing
and implementing an innovative solution using
Reinforced Earth.
»High
» friction angle and interface friction
with soil reinforcement
»Extremely
» free draining and does not freeze
up due to frost
Phasing of Abutment
»Compaction
» is achieved with only a few
passes of a vibratory roller
»Compaction
» testing is not required. Simply
observe the number of passes.
»Non
» corrosive environment, resulting in an
extended service life of the structure
»Permits
» wall construction in all seasons and
weather conditions
The structures supporting bridges over the B&M
railroad are protected by a crash wall standing
Skewing Strips Around Piles
3
New International Terminal
Hartsfield-Jackson Airport
Built on Reinforced Earth
Location: Atlanta, GA
As the design team for the new Maynard
Holbrook Jackson International Terminal
(MHJIT) at Atlanta’s Hartsfield-Jackson
International Airport got fully underway with
their design in 2004, they realized that the
most efficient layout would contain a basement
level which would extend some 40 ft below
the tarmac. In order to accomplish this, they
needed a cost efficient method of removing the
earth pressure from the combination of 40 ft
of Georgia red clay and the live loads from the
aircraft and aircraft tugs parked on the tarmac
above. As a result, they did what any prudent
engineer would do in such a predicament;
they contacted The Reinforced Earth Company
(RECo). Representatives from RECo met with
the project team on numerous occasions as
they were finalizing the design. It was decided
that the construction of the terminal would
require a 40 ft tall Reinforced Earth wall around
three sides of the terminal. The Reinforced
Earth wall was to be constructed immediately
adjacent to the basement walls on the three
sides of the terminal that contained the tarmac
and the passenger bridges to load and unload
the aircraft. The basement on the front side
of the terminal would be day-lighted to allow
entrance and exit from the terminal.
The wall was part of the embankment and
utilities relocation project for the new terminal,
and was put out for bid in November, 2004 by
the CM at Risk for the City of Atlanta, a joint
venture of Holder, Manhattan, Moody and Hunt
(HMMH). The low bidder was a joint venture
East Apron Wall
4 | REConews
of Archer Western Contractors and Capital
Construction Company (AW/CCC). RECo was
chosen to design and supply the components
for 134,000 SF of Reinforced Earth walls, to
be constructed in two walls: the North Apron
Wall, which formed the basement wall for the
terminal and the adjacent East Apron Wall
which extended along the eastern edge of the
proposed tarmac for the new terminal and
supported the tarmac. Both of these walls were
designed to carry live load surcharges of more
than 1.2 million lbs from the future aircraft
traffic. The panel finish for the East Apron wall
was ashlar stone, since it would be visible to the
public. The North apron wall had smooth finish
panels, since it would be completely buried
once the terminal was constructed.
The North Apron wall presented many
challenges for RECo’s design team, as it was
geometrically very complex, with many
bends and turns as it followed the outline of
the terminal. Additionally, there were many
concrete caissons which supported the terminal
building which interfaced with the wall, as well
as two cast-in-place tunnels that had to be
accommodated. It required very precise layout
work, with many variable width columns of
panels.
Bonn-J Contracting, Inc. of Florida was retained
by AW/CCC as a subcontractor to build the walls
on this project. They began wall construction in
summer of 2005. After about half of the walls
were constructed, the City of Atlanta abruptly
terminated the contract of their Terminal
Design Team. As they were searching for a
replacement to complete the design of the
terminal, the decision was made to continue
building the walls, which Bonn-J did. Bonn-J
completed the walls spring 2006. At that point,
a new terminal designer had still not been
retained by the City of Atlanta. In late spring,
2006, the City of Atlanta selected Gresham,
Smith and Partners of Nashville, TN, as the
new designer of the terminal. They proceeded
to redesign the terminal, but elected to utilize
the Reinforced Earth walls around the terminal
for their intended purpose. As a result, the new
design actually lengthened the North Apron
Wall and added a West Apron wall which
supports the western edge of the tarmac in the
same way as the East Apron wall did on the east
side of the terminal.
HMMH bid the terminal construction, including
the additional walls, in May 2009. Once again,
AW/CCC was low bidder and was awarded the
contract. AW/CCC selected The Artis Group
to complete construction of the Reinforced
Earth walls. Construction of the remaining
walls began in spring 2010 and was completed
in June of 2011. A large portion of the wall
supporting the tarmac on the west side of
the terminal was to be constructed on a thick
layer of highly compressible clay soil. Given
the 45 ft height of the wall, as well as the high
live loads imposed on the wall by aircraft, the
geotechnical engineer for this project, Wilmer
& Associates, estimated total settlement of the
wall at approximately 24 inches. Wilmer also
estimated that it would take approximately
two years for this settlement to occur after the
wall was built. In order to speed the settlement
process up significantly, DGI Menard was
brought in to install hundreds of wick drains
beneath the wall. This shortened the settlement
period to less than six months total. The walls
were constructed to 90% height and then
surcharged with a 12 ft thick layer of soil for six
months. The surcharge loading in combination
with the wick drains beneath the wall and
adjacent embankment allowed for 100% of the
settlement to occur. At the end of the surcharge
period, the surcharge material was removed
and the top row of wall panels and traffic
barrier were installed. This was completed in
July, 2011.
The new terminal is scheduled to open for
business in April, 2012, right on schedule. It
will be a welcome addition for international
travelers coming through Atlanta. RECo is proud
to be a significant part of this much needed
addition to Atlanta.
Highway 81
“Devil’s Triangle”
Location: Brooklyn Park, MN
The intersection of Highway 169 and Highway
81 in Brooklyn Park northwest of Minneapolis
was one of the most heavily travelled and
dangerous highway at-grade interchanges in
Minnesota. It didn’t get its nickname, “Devil’s
Triangle”, for nothing. With over 56,000 vehicles
per day traveling in this segment traffic
congestion at peak rush hour was the worst in
the state. In a three year study between 2000
and 2002 there were over 300 major accidents
including one fatality. In 2003 the commission
recommended that an elevated interchange be
constructed over Hwy 81 and Hwy 109 between
Brooklyn Park and Osseo to ease congestion
and increase safety. In addition they also
recommended that the segment be extended
over the railroad tracks parallel to Hwy 81 on
the west side. Based on this study MNDOT
designed an elevated Diamond Interchange
with seven bridges and 18 MSE retaining walls
to provide the vertical grade change at the
approaches.
The project bid in June 2008 and C.S.
McCrossan was awarded the construction
contract by MNDOT. McCrossan subsequently
awarded the MSE wall material supply contract
to RECo the same month. Retaining wall
construction began in the fall of 2008 and
was completed by January 2011. The entire
project will be completed by September 2011.
The Reinforced Earth walls have a large stone
block masonry finish with special smooth
“arrowhead” corners that were painted to
match the bridges. Most are topped out with
standard precast coping supplied by RECo . This
project was the first large MSE wall contract
signed in the newly formed Great Plains region
and is one of the largest ever signed by RECo in
Minnesota.
Ground Improvement Specialists
Pile Supported Abutment
Affiliations-News Flash
Private Client Office Build
Salt Lake City, UT
Project Case Study Vibro Stone Columns
Ground Improvement Solution
The construction of a new 94,000 SF facility in Salt Lake City, Utah included a 4-story office building and
attached parking garage. Before construction could start, ground improvement was required to improve the
bearing capacity of the soil. Due to the soft soil and the tight project schedule, Menard designed a solution
using Vibro Stone Columns to reduce the magnitude of settlement and improve load bearing characteristics
of the soil.
Ground Conditions
The project site’s predominant soil profile consisted of sand and sandy clay. The bearing stratum was a stiff
marine deposit, encountered at depths between 15 feet and 25 feet. The foundations were designed for a
bearing pressure of 5,000 psf with the requirement of limited differential movement once construction was
completed.
Ground Improvement Solution
Menard developed a ground improvement solution using Vibro Stone Columns, with depths ranging up
Due to the potential
for settlement
underneath a
to 25 feet, to control settlement of the foundation footings. Because of the site conditions, Menard used the dry-bottom
fed method
of construction,
new office building, Menard installed Vibro
which introduces the stone via a side-feeder tube without removing the probe. Due to the tight project schedule,
two
full
time
crews
were
utilized. In
Stone Columns as a ground improvement
technique. For this aspect of the project,
addition to the stone columns, there was also a need for wind and seismic load resistance at several key footing locations.
Menard teamed with its sister company, Nicholson Construction, to install a series of grout anchors to satisfy the engineer’s requirement for uplift
and lateral loading conditions. The anchors were installed to a depth of approximately 50 feet, with the work being done in tandem with the stone
column operation. Together, Menard and Nicholson were able to use their expertise in ground improvement and knowledge of local geology to create
a two-part foundation support solution that met the performance, schedule and economic needs of the client.
Project
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5
I-225/Colfax/17th Place Interchange
A Successful Joint Venture Between Affiliates
Location: Aurora, CO
The City of Aurora, CO was allocated $12.4
million in ARRA funds through CDOT for
the I-225/Colfax/17th Place Interchange
improvement project. The Colfax Interchange
project is essential to improving traffic flow,
safety and access to the adjacent Fitzsimons/
Anschutz Medical Campus – a regional life
sciences and medical center that has grown
significantly in recent years. As the main
transportation link to this campus, the Colfax
Interchange project is crucial for the 40,000
workers, patients, students and visitors that
travel to the facility daily.
The campus currently employs 16,000 workers
and is expected to grow to 44,000 employees
when upgrades and new construction are
complete. Partners that share in the use of
this campus include The Children’s Hospital,
University of Colorado Hospital, University of
Colorado Denver and a proposed new Veterans’
Administration Hospital. The Colfax interchange
currently serves 3,300 vehicles during peak
hours which is well in excess of the original
design capacity. The main goal of the project is
to provide direct access to and from the campus
from I-225, alleviating traffic at the existing
Colfax/I-225 interchange. The Notice to Proceed
was issued on March 26, 2010 and is expected
to take approximately two years and $43 million
dollars to fully complete all construction phases.
The Reinforced Earth Company (RECo) worked
closely with Slaton Bros., Inc. to provide the
most competitive turnkey installation package
for the 57,000 square feet of panel and wire
MSE wall. Hamon Contractors Inc. out of
Denver, CO was awarded the project as the
Grass Pattern with Light Sandblast Panels
6 | REConews
Fractured Rib Precast Panels
general contractor and chose the Slaton/RECo
team for wall installation. The project calls for
large, back-to-back retaining walls that are
used to support the on and off ramps accessing
I-225. One of the walls faces an adjacent
residential area and the other faces southbound
I-225 traffic. Because of this configuration, two
separate and complex architectural schemes
were designed by the City of Aurora for the
project.
RECo worked with Fitzgerald Formliners in
Orange County, CA, in developing the necessary
formliners to achieve a striated architectural
scheme for the I-225 wall and a multi-pattern
scheme facing the residential area. The City
of Aurora presented an original grass pattern
design that was first created using Fitzgerald’s
CNC foam cutting machine, then further
shaped by one of their in-house artisans. The
result was a unique grass image representing
the rolling eastern Colorado plains. This grass
pattern was used along with a mirror image of
the grass, a light sandblast and an ashlar stone
finish to achieve an overall scheme that was
aesthetically pleasing to the local residents.
The architectural design intended for the I-225
facing wall was quite different in that 5’ tall
sections of fractured ribs run continuously
horizontal through the entire length of the wall.
This scheme seemed straight forward at first,
but as design was scrutinized more closely, it
was discovered that five separate formliner
patterns would be required on this wall alone.
Another unique requirement on this project
was to match the architectural treatments on
the proposed intersection and bridge abutment.
Customized forms were developed for pouring
12” thick pilaster panels and 22” thick column
panels to match a CIP monument. These
special panels blend in seamlessly and are fine
examples of the variety of architectural options
available in Reinforced Earth MSE wall design.
The I-225/Colfax/17th Place Interchange will
be completed mid-2012 and is yet another
successful venture between sister companies
Reinforced Earth and Slaton Bros., Inc. This
project is an excellent use of federal highway
dollars to alleviate severe traffic congestion for
a growing center while creating vital jobs for
the local community. The impact will be felt by
commuters, visitors, patients, and the Colorado
construction industry alike.
RECo Around the Globe
Canada – Largest single contract in the
Company history
Reinforced Earth Company Ltd., Canada is proud to announce the
award of their largest single contract in the company’s 41 year
history. The design consists of a 20m high TerraTrel® truck dump
wall in the oil sand area of northern Alberta for the client Syncrude
Canada Ltd which has been a long time repeat customer of RECo’s
for about the past 30 years. The majority of the contract value
comes from the geotechnical requirement to have 80m long strips
in the base of the wall to enhance the global stability and sliding
integrity due to the foundation material which is a shale rock,
strong in the vertical direction but has very thin and weak clay
layers in the horizontal plane commonly referred to as slickenside. The wall will be built in the summer of 2012.
Australia - Sims Street Road Traffic Bridge
Venezuela - Housing development
Freyssinet-Tierra Armada in Venezuela has
participated in the engineering, supply and
construction of Reinforced Earth® retaining
walls for a terrace in Ciudad Caribia, a housing
development situated in the state of Vargas, north
of the capital city. The precast panel walls reached
a maximum height of 11.23m and covered a
surface area of 3,100m². The company has taken
part in the engineering of other walls as part of
the same project, including a TerraTrel® wall to
stabilize the embankment of one of the approach
ramps to the housing development.
Reinforced Earth Australia has been engaged by Georgiou
Group to design and supply 3,700m² of Reinforced Earth®
bridge abutments on the Sims Street Road, Esperance,
WA, owned by Cliffs Natural Resources. Currently, iron
ore trains are 126 wagons long but the proposal to
increase exports to 11.5 million tons per annum will
require trains that are 159 wagons long. Using existing
infrastructure, it would block the Sims Street crossing
to the Esperance Port for an unacceptable extended
period of time. To avoid this additional disruption to the
Esperance community and in consultation with the Shire
of Esperance, the owner, proposed to construct a new
road traffic bridge. Work commenced in January 2011
and is scheduled for completion by the end of the year.
Upcoming Events
Texas Municipal League (TML)
October 11-14, 2011 – Houston, TX
Design Build Expo
October 19-21, 2001 – Orlando, FL
Ohio River Valley Soils Seminar (ORVSS)
October 21, 2011 – Cincinnati, OH
Ohio Transportation Engineering Conference (OTEC)
October 25-26, 2011 – Columbus, OH
Transportation Research Board (TRB)
January 21-24, 2012 – Washington, DC
World of Concrete
January 24-27, 2012 – Las Vegas, NV
Geo-Americas
May 2-5, 2012 – Lima, Peru
7
Meet Your Project Managers-Central Division
Bill Garcia Servicing TX, NM, OK, AR, LA
Bill joined RECo in September 1979 after working for Brown & Root, Inc. in Houston, Texas in the underground heavy
construction division. His experience included working tunnels at Commache Peak Nuclear Power Plant in Glen Rose,
Texas; MARTA Peach Tree Center station in Atlanta, Georgia and the METRO the red line Friendship Heights station
in Washington, D. C.
The RECo Dallas/Fort Worth office had just opened and Bill became the first project manager to join the team in
DFW Bill’s forte’ has always been construction management having the opportunity to assist contractors in 32
states, Puerto Rico, Mexico and Australia. He provides construction support and works closely with our clients and
owners for all our Reinforced Earth products. Bill is bilingual and as needed Spanish is used to communicate to the
contractor’s construction crews. He earned a BS(1970) and MS(1971) in Construction Management from East Texas
State University, Commerce, Texas.
Carl Sanders Servicing Texas
Carl joined RECo in 1986 on a consulting basis helping with the construction and/or improvements of our precast
facilities at the time in Orlando, Atlanta and Dallas. Later that year Carl was employed by RECo for a full time position
at RECo’s precast plant in Houston, where he ultimately was promoted to plant manager.
Carl moved to the Dallas/Fort Worth office in 1991 taking a position as Manager of Outside Precast Operations for
the Western United States. In 1994 his responsibilities again changed as he was assigned as the project manager for
the Central Region where he resides today.
Prior to his employment with RECo he was a General Contractor for several years in the residential and commercial
building industry in Houston, TX.
Milo Strawn Servicing Texas
Milo joined RECo in July of 2001 as a Project Manager in the Midwest Region, which at the time included Illinois,
Michigan, Minnesota, Indiana, Wisconsin and Ohio. After two plus years in the frozen tundra of Chicago, he returned
home to his native Texas in the fall of 2003 to the RECo Dallas/Fort Worth office, where he currently serves as Project
Manager for projects in North and Central Texas.
Prior to joining RECo, Milo worked with VSL in 1979, and was involved in the early 80’s in the developmental stages of
the Retained Earth wall system, which was later purchased from VSL by L. B. Foster Company, then acquired by RECo in
2006. He served as Retained Earth Branch Manager from 1986 to 1993. He left VSL in 1993 in pursuit of other interests
until joining RECo. Milo attended the University of Texas at Arlington.
Michael Grien, P.E. Servicing Texas
Michael joined RECo in 2003 as a Design Engineer in the Vienna, VA office and in 2004 he became the Regional
Engineer for the Mid-Atlantic 2 Region. In 2005 he moved to Paris, France to work with the R&D department of Terre
Armée Internationale known as SoilTech for a one year assignment. His primary focus was on developing a GeoMega
technical manual for the US, expanding RECo’s technology in coastal marine applications.
Upon his return to the US in 2006 he relocated to the Dallas, TX office, as a Regional Engineer for the Western Region.
In 2011 he transitioned to his current position as Project Manager for the Central Division.
Michael has a BS in Civil Engineering from The University at Buffalo and is currently a licensed PE in CO, KS, NE and TX.
Bradley Jackson Servicing Texas
Brad became a RECo employee in January 2009 where he started as a design engineer in the Dallas office. He
then moved into project management, focusing mainly on the DFW area. Currently he is heading up the I-635 LBJ
Expressway project with Trinity Infrastructure, LLC where there will be 800,000 ft² of new MSE walls. He was hired
directly upon graduation where he had worked in the Civil Engineering Concrete/Materials Lab as a lab assistant.
Brad is a member of ASCE and a graduate of Texas A&M University with a BS in Civil Engineering. He focused his
studies on Construction Engineering and Management as his desire was to attain a field engineering position in the
future. Part of his responsibilities still include some engineering work as he plans to take the P.E. exam in early 2013
when he becomes eligible.
8 | REConews
Coming in Winter 2011-Meet your Project Managers - Western Division