2018 The Year in Review

From the desk of the Associate Administrator

Timothy G. Hess, P.E.

Associate Administrator for Federal Lands

Federal Highway Administration

Tim Hess

Site Visit with CFL Project Engineers and NPS staff to discuss upcoming work, Yosemite 

National Park, California

This report celebrates another year of accomplishments by the Federal 

Highway Administration, Office of Federal Lands Highway (FLH). During 

2018, FLH delivered a $1.56B program for our Federal Land Management 

Agency partners, Native American Tribal partners, and other federal, state 

and local agencies. Projects accomplished last year ranged from intermodal 

connectors in urban areas to highways and bridges in remote areas. Our 

projects were over challenging terrain, touched sensitive habitats, and posed 

unique historical preservation requirements. FLH provided context-sensitive 

solutions to our partners and provided vital transportation improvements 

and access for tribal communities and our nation’s parks, forests, wildlife 

refuges, and other federal lands. 

During the past year, our nation began rebuilding the infrastructure damaged 

by Hurricanes Irma and Maria. FLH partnered with Puerto Rico in this effort 

to design and construct nearly $1B in roads, bridges, and other affected 

transportation infrastructure. These efforts are part of the larger effort 

to replace temporary emergency solutions with permanent repairs to the 

damaged infrastructure. It will take several years to totally rebuild what was 

damaged and FLH is proud to be part of this national effort.

Our nation continues to focus on our national infrastructure. During the next 

year, our elected officials are focusing on two key initiatives: our national 

infrastructure plan and the surface transportation reauthorization. While we 

have yet to see how these will ultimately turn-out, we know that FLH will be 

asked to assist in implementing both of these massive initiatives. FLH stands 

ready to do our part in rebuilding our nation’s infrastructure on tribal and 

federal lands. We will assist tribal communities to build capacity and better 

meet their transportation challenges. As the American public continues to 

enjoy and visit our national parks, forests, wildlife refuges, and other lands in 

record numbers, FLH will work closely with our Federal Land Management 

Agency partners to meet these transportation needs and ensure that the 

many national treasures within our Federal Lands, can be enjoyed by all.

The projects we delivered in 2018 tell our story best. The next several pages 

showcase some of these projects. Please take a few minutes to see

what we accomplished! 

Federal Lands Leadership Team at the newly completed Foothills Parkway, Tennessee.
2018 The Year in Review

Our Role

Program Overview 

Innovation & Technology Deployment

Technical Assistance

Project Delivery: Tribal Partners

Project Delivery: Federal, State and Local Partners

Office of Federal Lands Highway

The Year in Review

Table of Contents

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............................................................................................................. 2-3

............................................................................ 4-6

...................................................................................................... 7-11

................................................................................. 12-19

................................................ 20-31

Front Cover: Foothills Parkway, Great Smoky Mountains National Park, Tennessee

Back Cover: Kolob Canyon, Zion National Park, Utah

Images throughout this report unless otherwise noted were taken by FHWA 

employees. Special thanks to all contributors. 

For additional information

please visit flh.fhwa.dot.gov or contact our offices:

FLH HQ • (202) 366-9494 • federallands.fhwa@dot.gov

EFL • (703) 404-6201 • efl.fhwa@dot.gov

CFL • (720) 963-3500 • cfl.fhwa@dot.gov

WFL • (360) 619-7700 • wfl.fhwa@dot.gov

Federal Lands Offices

Western Federal Lands

Central Federal Lands

Eastern Federal Lands 

Federal Lands Division and HQ Office Locations

Western Federal Lands Highway Division (WFL)

Central Federal Lands Highway Division (CFL)

Eastern Federal Lands Highway Division (EFL) 
2018 The Year in Review

Kern National Wildlife Refuge Auto Tour Route, California 

VISION

To be the partner of choice

to Federal Lands Management Agencies and Tribes.

We will implement innovative transportation solutions that provide access to and through public lands.

MISSION

Improving transportation

to and within Federal and Tribal Lands

by providing technical services

to the highway/transportation community,

as well as building accessible and scenic roads

that ensure the many national treasures,

within our Federal Lands, can be enjoyed by all. 
2018 The Year in Review 1

The Federal Highway Administration (FHWA) Federal Lands Highway 

Program (FLHP) was established in 1982 to promote effective, efficient, 

and reliable administration for a coordinated program of public roads and 

bridges; to protect and enhance our Nation’s natural and cultural resources; 

and to provide needed transportation access for Native Americans. The 

Federal Government, through various Federal Land Management Agencies 

(FLMAs): the National Park Service (NPS); USDA Forest Service (FS); 

U.S. Fish and Wildlife Service (FWS); Bureau of Indian Affairs (BIA) and 

Tribal Governments; Bureau of Land Management (BLM); Department 

of Defense (DOD); U.S. Army Corps of Engineers (USACE); and Bureau 

of Reclamation (BOR), have ownership responsibilities for more than 30% of 

the Nation’s land. This responsibility covers more than 500,000 miles

of public and administrative roads on federal land across the U.S. and its 

island territories.

The Office of Federal Lands Highway (FLH) is relied upon by these partners 

to solve and manage unique challenges that are wide-ranging in environment, 

geography and complexity, through engineering solutions that are sensitive 

to the context of the land. We are often confronted by unique terrain, work 

restrictions, and challenging deadlines. Whether it is building highly visible 

and political projects, constructing roads that are national landmarks, or 

providing critical access on low-volume transportation facilities, FLH is at the 

forefront of consistently delivering distinct and sound engineering projects.

FLH consists of a Headquarters Office (HFL) in Washington, District of 

Columbia and three field Division Offices: Eastern Federal Lands (EFL) in 

Sterling, Virginia; Central Federal Lands (CFL) in Lakewood, Colorado; and 

Western Federal Lands (WFL) in Vancouver, Washington.

Federal Lands’ role is categorized into two areas: Business Operations and 

Engineering. Business Operations addresses stewardship and oversight for 

our resources, as well as management and oversight of the program, totaling 

over $1 billion per year. Engineering is the development of projects from 

scoping and preliminary design through the construction of a project. 

FLH is uniquely enabled and entrusted to administer many different types of 

funds to facilitate transportation improvements for our Partners.

Now in its 37th year, the Program and our role continue to expand to include 

more federal partners and road networks. FLH expertise and credibility has 

grown to deliver a wider variety of transportation projects and improvements 

nationwide.

Our Role 

Our engineering and technical expertise includes: 

• Construction Supervision and Inspection

• Consultant and Construction Contract Acquisition

• Contract Administration

• Design Visualization

• Environmental Compliance

• Funds Management

• Geotechnical Design

• Highway and Bridge Design

• Hydraulics and Hydrology

• Intelligent Transportation Systems

• Materials Sampling & Testing

• Plans, Specifications and Estimates

• Project Management

• Program Administration

• Road and Bridge Inventory and Inspection

• Safety

• Survey and Mapping

• Technical Assistance

• Technology Deployment

• Traffic

• Transportation Asset Management

• Transportation Planning

We employ practices and techniques of the FHWA Every Day Counts 

Innovations (EDC), designed to shorten project delivery, enhance 

durability and safety, improve environmental sustainability, and increase 

efficiency through technology and collaboration in our daily business.
2 2018 The Year in Review

Program Overview

Federal Lands and Tribal Transportation Program (FLTTP)

The FLTTP, established under the Moving Ahead for Progress in the 21st

Century Act (MAP-21) and continued under the Fixing America’s Surface 

Transportation Act (FAST Act), authorizes annual funding for three primary 

programs: the Federal Lands Access Program (FLAP), the Federal Lands 

Transportation Program (FLTP), and the Tribal Transportation Program 

(TTP). Through these programs, FLH works with numerous Federal agencies 

and Indian Tribes, as well as State and Territorial partners, to deliver projects.

Federal Lands Access Program (FLAP)

The FLAP, authorized at $260 million in FY 2018, provides flexibility for 

a wide range of transportation projects in the 50 States, the District of 

Columbia, Puerto Rico and the US Virgin Islands. FLAP was established to 

improve state and county transportation facilities that provide access to highuse recreation sites and economic generators within Federal lands. 

Federal Lands Transportation Program (FLTP)

The FLTP, authorized at $355 million in FY 2018, provides funding for the 

management and upkeep of approximately 50,000 miles of federal public 

roads and other assets comprising partners’ Federal lands transportation 

facility inventory. The Program provides funding to the NPS, FS, FWS, BLM, 

BOR, USACE, and eligible independent federal agencies (IFAs). To date, the 

Presidio Trust Corporation is the sole IFA to be included in the FLTP. Presidio 

Trust Corporation began receiving funds in 2017. Of the three programs that 

comprise the FLTTP, the FLTP incorporates performance-based management 

principles outlined in MAP-21 and reinforced under the FAST Act. The 

FLTP places emphases on performance goals defined by the Secretary of 

Transportation and FLMAs, and is intended to target funds toward multimodal transportation facilities that access high-use recreation destinations 

and federal economic generators within the federal estate.

Tribal Transportation Program (TTP) 

The TTP, authorized at $485 million in FY 2018, provides funds to 567 

federally recognized Tribes to improve the transportation systems located 

within, or that provide access to, Indian country. These roads, bridges, trails 

and transit systems most often provide basic access to community services 

and help to enhance the quality of life of Tribal members. Federal Lands 

co-administers the TTP with the BIA and is responsible for the primary 

stewardship and oversight of Program funds. Approximately 135 of the 

Tribal governments operate their TTP directly through Program Funding 

Agreements with FHWA.

Nationally Significant Federal Lands and Tribal Transportation Projects 

(NSFLTP)

The NSFLTP, created under the FAST Act, is intended to provide a reliable 

source of funding for major, high-cost projects that typically cannot be 

funded with FLTTP resources due to the scope and expense of the project. 

This program is funded through the General Fund at a maximum of $100 

million per year. It did not receive an appropriation until FY 2018, when it 

received $300 million. The Program will start making awards in FY 2019 

based on applications of need.

Defense Access Roads Program (DAR)

The DAR Program is a jointly administered program that provides a means 

for the military to pay their share of the cost of public highway improvements 

necessary to mitigate an unusual impact of a defense activity. An unusual 

impact could be a significant increase in personnel at a military installation, 

relocation of an access gate, or the deployment of an oversized or overweight 

military vehicle or transporter unit.

Emergency Relief for Federally Owned Roads (ERFO)

The ERFO Program, assists federal agencies with the repair or reconstruction 

of tribal transportation facilities, federal lands transportation facilities, and 

other federally owned roads that are open to public travel, which are found 

to have suffered serious damage by a natural disaster over a wide area or by 

a catastrophic failure. The ERFO program is not intended to cover all repair 

costs but rather supplement Federal Land Management Agency (FLMA) 

repair programs.

State Route 149, Utah

State Route 149, a rural 

collector leading from US 40 

to the western entrance of 

Dinosaur National Monument, 

is the main access to Dinosaur 

National Monument from 

Utah. This FLAP project 

widened the existing facility 

to 12-foot lanes with 4-foot 

shoulders and included 17 

culvert replacements and a 

bridge replacement.
2018 The Year in Review 3

Program Overview

FAST ACT FY 2018

PROGRAM FUNDING

$355 million FLTP

$260 million FLAP

$485 million TTP

...............................................................................

PROJECT DELIVERY SUCCESS

1644

Lane Miles Improved

113

Bridges (Rehabilitated)

39

Bridges (New)

PROGRAM DELIVERY SUCCESS

81%

Funds On The Ground

86%

Obligation Rate

FY 2018 Funds Obligated

$1.56 Billion
4 2018 The Year in Review

Pavement Preservation Put Into Practice — EDC 4

FLH has adopted Pavement Preservation as standard practice because it 

provides our partners with overall improved performance and longevity at 

lower cost.

In March, WFL awarded the Western Region Pavement Preservation Multiple 

Award Task Order Contracts (MATOC) to 8 contractors located throughout 

the United States. The award was the culmination of an extensive 18-month 

process involving Acquisitions, Construction, Materials and Project 

Management staff, who developed the Acquisition Plan, solicited offers, and 

evaluated submittals from numerous contractors. The MATOC covers 12 

Western states and facilitates efficient delivery of this key asset management 

program for our partners. 

Since award, WFL has advertised 6 contracts valued at over $26 million. 

We anticipate that this contracting mechanism will save FHWA and our 

partners significant administrative costs and provide high-quality pavement 

preservation projects throughout the expected 5-year duration.

Collaborative Hydraulics: New Modeling Software — EDC 4 & 5

FLH Hydraulic Teams have adopted SRH-2D hydraulic modeling software 

as general practice in design guidelines for major structure analysis and 

design. The SRH-2D modeling software provides a more comprehensive 

understanding of complex flow patterns at river crossings than previous 

traditional modeling techniques which only utilize 1-directional flow. Our 

designers have found that it facilitates better communication with partners 

and other technical disciplines when discussing hydraulic recommendations 

for projects. With this innovation, the hydraulic analysis is more accurate, 

resulting in a more cost-effective design process and ultimately, better quality 

design. 

Fiber Reinforced Asphalt Concrete: A More Cost-Effective Solution

With the large network of roadways that our Partners manage under tight 

budgets, the need for more durable Hot Mix Asphalt (HMA) is clear. Budgets 

have not kept pace with construction inflation increases. Approximately 70% 

of project costs are typically in the HMA and aggregate base course work. As 

a solution, to ensure our Partners are getting the most out of their pavements, 

FLH proposed adding an aramid fiber combined with a polyolefin fiber to the 

HMA to produce a Fiber Reinforced Asphalt Concrete (FRAC). This proven, 

but underutilized innovation, helps to control and reduce thermal cracking, 

reflective cracking and rutting. FRAC provides an initial cost savings 

through reduced pavement layer thickness, providing the same durability as 

conventional mixes or a life-cycle cost reduction when placed at conventional 

asphalt pavement thickness, extending the pavement life. FRAC has been 

placed on Beach Drive from Rock Creek Parkway to the Maryland State Line 

within Rock Creek Park and on a project from Beaver Dam Road to MD 197 

on the Baltimore-Washington Parkway. It is currently an active technology 

deployment under review, and funded by the Coordinated Technology 

Implementation Program (CTIP). 

Innovation & Technology Deployment

Typical Before and After Conditions, Joshua Tree National Park, California (above),

Glen Canyon National Recreation Area, Utah (below)

Before/After FRAC application, closeup of aramid and polyolefin 

fibers used in the mix, Rock Creek Parkway, Washington, DC
2018 The Year in Review 5

Innovation & Technology Deployment

Introducing Mumble Strips

Mumble Strips, not unlike “Rumble Strips”, create an audible noise creating 

a warning for the motorist. Mumble Strips create less external noise that 

may be a nuisance to a nearby community. Both techniques are milled into 

the pavement, the difference is in the shape of the milling: rectangular shape 

for rumble strips, sinusoidal shape for the mumble strips. This technique 

was applied on the Baltimore-Washington Parkway in Maryland and is 

currently an active technology deployment under review, and funded by the 

Coordinated Technology Implementation Program (CTIP). 

Fiber Reinforced Polymer Used In Historic Bridge Rehabilitation

The condition of the deck and piles on Fishing Bridge, a historic timber 

bridge in Yellowstone National Park built during the 1930s, both warranted 

rehabilitation. The bridge consists of 19 — 28-foot spans and is constructed 

of timber members (piles, log beams, deck). The bridge is 532 feet long with a 

driving surface of only 25 feet curb to curb. 

The timber piles were constructed utilizing Port Orford Cedar, which is very 

decay resistant, but is susceptible to abrasion due to ice loads. The Bridge is 

located downstream from the outlet of the Yellowstone Lake and experiences 

substantial ice flows off the lake during spring breakup. To protect the piles 

and restore structural capacity the piles were wrapped with a Fiber Reinforced 

Polymer (FRP) jacket and the annular space filled with marine epoxy grout. The 

FRP jackets were tinted to match the existing pile color for improved aesthetics. 

The existing timber deck needed major repair or replacement as it was 

exhibiting isolated areas of failure and loss of section. The deck had been 

paved over and the pavement was exhibiting isolated failures and cracking 

over much of the surface. Due to the limited width of the bridge and the need 

to replace or rehabilitate the deck with a structural solution in a two-three 

week closure period in late October, an innovative approach was required. 

FRP deck panels were selected. Advantages of the FRP Deck Panels include: 

the ability to manufacture prior to the construction season at an offsite plant; 

panels arrive at the site with the wearing surface already attached; and panels 

can be produced in sizes that would make installation efficient. Panel sizes 

of roughly 38 feet long by 12 feet wide were produced. The panels are made 

of lightweight fiber-reinforced polymer with a unit weight of only 15 lbs-per 

square foot. The panels are designed for full HL-93 truck loading and to span 

between the existing log stringers. The asphalt overlay was stripped off and 

the panels were bolted to the top of the timber deck. This solution helped 

preserve the look of the historic timber bridge and restore its structural 

capacity. 

Close-up of Rumble Strips,Baltimore-Washington Parkway, Maryland

Views of Fishing 

Bridge, Yellowstone 

National Park, 

Wyoming
6 2018 The Year in Review

Innovation & Technology Deployment

Calcium Chloride Stabilization on Defense Access Roads, Montana

The 341st Missile Wing, housed on Malmstrom Air Force Base outside Great 

Falls, Montana, is responsible for the operation and maintenance of over 

100 Intercontinental Ballistic Missile launch facilities. FLH assists under 

the Defense Access Roads Program by ensuring launch facilities are fully 

accessible.

Defense Access Roads or missile facility access roads are unpaved roads 

typically located in rural areas these unpaved roads are routinely in need of 

maintenance, due to the extremes of Montana winters and the usage of these 

roads by the Air Force, local ranchers and farmers. Recent innovations in 

road maintenance techniques have yielded many benefits. One innovation is 

the way we utilize Calcium Chloride (CaCl2) stabilization. CaCl2 stabilization 

is an important road construction technique used on unpaved roads that 

enables our partners to maintain quality and reliability while also keeping 

maintenance costs down. 

The CaCl2 stabilization allows the aggregate road base to maintain integrity 

longer than it would without it. It does this by trapping moisture into the 

aggregate layer which holds onto the finer binding aggregate material. This 

helps prevent dust and gravel from leaving the roadway when cars drive over 

it, greatly reducing the need for maintenance, and increasing the longevity of 

the road.

Before

After

Application of CaCl2,

Malmstrom Air Force 

Base, Montana

Completed Project
2018 The Year in Review 7

Investigating Landslides, Denali National Park, Alaska

Denali Park Road provides sole road access into Denali National Park and 

Preserve and to private inholdings in Kantishna, Alaska near the end of 

the 92-mile road. The Pretty Rocks Landslide is located near the midpoint, 

along the length of the road, as it twists and turns up and over the scenic 

Polychrome Pass. At Pretty Rocks, road deformation has progressively 

worsened since the 1980s, where the road crosses a 400-foot wide part of 

a large landslide complex. The road is typically closed through the winter 

from mid-October to early May. Over the last three winters, the full road 

width across the landslide dropped between 1.5 and 3 feet and experienced 

additional subsidence during spring, summer and fall. A thorough 

geotechnical investigation and instrumentation program was performed to 

better understand and characterize the landslide, allow for modeling and to 

help develop conceptual design alternatives for the Park’s consideration. 

Geophysical surveys completed in 2016, utilizing ohm-meter and seismic 

refraction methods, indicated that the landslide had ice-rich soils, allowing us 

to strategically plan the 2018 geotechnical investigation and instrumentation 

monitoring plan. The geotechnical investigation installed five deep-drill holes 

through the landslide materials into bedrock; two from the road grade and 

three more below the roadway. Prior to installing instrumentation, each drill 

hole had optical and acoustic televiewer geophysical surveys conducted to 

better characterize the subsurface materials. The drill-hole instrumentation 

that was selected to monitor the landslide included three ShapeAccelArrays 

(SAAs); two slope-inclinometer casings to monitor ground movement; five 

vibrating wire piezometers to monitor groundwater levels; five thermistor 

strings to measure ground temperature; a rain gauge to collect precipitation 

data; and an air-temperature gauge to collect air-temperature readings. 

Data from all instruments is collected twice daily using an automated, on-site 

data collection system. Power and phone service are not available at the site 

so solar panels and satellite communications are used for power and data 

transmission. The data is sent to a server and can be viewed by the project 

engineering geologists and other interested parties. The data collection and 

transmission system allows monitoring of the data without travel to this 

remote location which is costly and difficult during the winter months. This 

site has been monitored since August 2018 and the nearly continuous data 

has allowed engineering geologists to draw preliminary conclusions about the 

relationships between landslide movement, precipitation and groundwater 

recharge, and the state of the degrading permafrost. 

Drilling on Denali Park Road in the middle of the Pretty Rocks Landslide with the Alaska 

Range visible in the background.

Turner-Fairbank Highway Research Center and WFL geotechnical personnel worked together 

to install the communication base station for the drill hole monitoring equipment, rain gauge, 

and air temperature equipment just outside the western limits of the landslide.

Technical Assistance
8 2018 The Year in Review

Technical Assistance

3D Rock Face Survey, Yellowstone National Park, Wyoming

In summer of 2018, the WFL Geomatics Group surveyed the westerly face 

of Golden Gate Rock, a formation along Grand Loop Road in Yellowstone 

National Park. This detailed rock-face survey was needed to analyze the 

existing mitigation work previously completed on the rock face and to assess 

future mitigation needs. Survey crew members used the Lecia MS50 scan 

station to scan the rock surfaces to create a 3-dimensional point cloud. There 

were many challenges in collecting this data. The canyon is steep with the 

walls rising 200 to 300 feet above the roadway, making setup and collection 

very difficult. The many facets of the rock faces created shadows in the data 

set, facilitating the need for very precise planning in the scanning process. 

Also, the volume of traffic on the roadway and public curiosity in the project 

added yet another layer of difficulty. The result was a continuous point cloud 

of approximately 2000 linear feet of rock face yielding a very rich data set. 

Detailed geotechnical analysis of the rock features in this area are currently 

underway, and the point cloud data is allowing much of the analysis to be 

performed electronically. 

A New Approach to Bridge Abutments: Tom Miner Creek and Rock 

Creek Bridges, Montana

The Tom Miner Creek and Rock Creek bridges were replaced due to 

undermining and structural damage. The new bridge decks are supported 

directly on Geosynthetic Reinforced Soil – Integrated Bridge System (GRSIBS) abutments. These innovative abutments are constructed using reinforced 

soil backfill consisting of gravel with closely spaced layers of geotextile fabric 

and masonry block facing. Segmental Retaining Wall Units (SRWU) were 

utilized instead of generic concrete masonry units (CMU) due to challenges 

on past projects in meeting strength and freeze-thaw durability requirements 

for standard concrete facing blocks. The SRWU blocks are readily available 

and meet the required strength and freeze-thaw requirements. This approach 

provided additional benefits by having the SRWU manufacturer provide 

their standard products and details for corners and top-of-wall coping that 

have historically been complex to construct for standard CMU blocks. 

The bridge deck was constructed of precast voided slabs and required a 

mechanism to connect the panels into one system. Typical practice has 

been to use high-strength grout with welded plates or post-tensioning rods 

for the joint between the precast panels. This project was the first in FLH 

to use a grouted key-way design with Ultra-High Performance Concrete 

(UHPC) for the joints. UHPC forms an extremely strong adhesive bond with 

a prepared concrete surface, providing an excellent opportunity to use it in 

joints between precast concrete panels. Typical structural concrete performs 

best in compression; therefore, reinforcing steel is used to provide the tensile 

strength in the composite system. UHPC provides excellent tensile strength 

and allows us to eliminate installing transverse post-tensioning rods which 

are traditionally used to tie voided slabs together. Transverse post-tensioning 

rod installation is an intricate operation; by eliminating them from the design, 

both design and construction were simplified. WFL currently has another 

project in design that will incorporate UHPC, and will continue to look to 

implement it on future projects with decked bulb tees or precast concrete 

deck panels.

National Road Inventory Program Adds a New Partner

After an initial pilot data collection effort in late 2017, Road Inventory 

Program (RIP) kicked off Cycle 1 for the BOR in February 2018. The RIP 

Team will work with BOR to compile road and parking inventories and 

perform condition assessments on the FLTP network. Data collection for all 

5 BOR regions is expected to last through FY20. In FY18, data collection was 

completed in the Lower Colorado Region and started in the Upper Colorado 

Region. BOR joins the NPS and FWS as the three core partner agencies for 

the FHWA National RIP. 

RIP data collection at Bureau of 

Reclamation Lower Colorado Dams Area 

Office at Hoover, Davis, and Parker Dams

The FLH Office of Bridges and Structures

With inspection teams located in all three FLH Divisions, the increased 

efficiency of the Bridge Inspection Program (BIP) has resulted in a combined 

total of 860 National Bridge and National Tunnel Inventory inspections 

completed in 2018. In addition the team has conducted a detailed field 

investigation for NPS in support of a substructure study for the nearly 

one-mile long John Coffey Memorial Bridge on the Natchez Trace Parkway 

in Alabama. An in-depth inspection and detailed report for the USFS 
2018 The Year in Review 9

Technical Assistance

CFL hosted a state DOT and FHWA-wide Geotechnical Workshop that included a field trip to the Larimar 

County Road flood repair project to explain the innovation and cross-functionality this project required. The 

Workshop exhibited the same coordinated team effort that made the project a success, featuring presenters from 

multiple disciplines (Project Management, Environment, Hydraulics and Bridge) along with Geotech. 

Floodplains, Geomorphology and Roadway Design: A Multi-Disciplinary Collaborative Approach, Larimer County Road, Colorado

In September 2013, heavy rains resulted in catastrophic flooding along Colorado’s Front Range including the North Fork of The Big Thompson River, severely 

damaging 10 miles of Larimer County Road 43 (LC 43). The severe damage and urgent need to re-establish and protect the roadway facility warranted highly 

accelerated design and contractual delivery strategies. Initial project development, including design, environment, permitting, and right-of-way acquisition was 

completed in less than 5 months, which allowed construction operations to commence 

in September 2014. Through interdependent teamwork and integrated project delivery, 

drainage was strategically reconstructed to optimize the resiliency of the roadway and 

river system. The design and construction approach was founded on integrating the 

transportation facility with the natural stream corridor, while considering in its entirety 

the long-term resilience of LC 43 and the North Fork of the Big Thompson watershed. 

The vision and expectation to not only complete the project in an accelerated timeline, but 

also improve the resiliency of the canyon required the project team to streamline project 

development, leverage available resources, and engage the construction industry as a 

project partner early in the process. Total project delivery was completed in less than 28 

months with total project cost of under $50M with over 89% “funds on the ground”. Initial 

project schedules anticipated a 5-year delivery timeline with budgets exceeding $100M. 

was performed on the Wallace Bridge, a suspension trail bridge in George Washington/Jefferson National Forest in Virginia. The team continues to provide 

specialized assistance in various ways by: assisting the National Highway Institute (NHI) on developing a new Tunnel Inspection Refresher course; working 

closely with our FLMAs and Tribal Agencies to further educate them on National Bridge Inspection Standards and National Bridge Inventory data submittal 

requirements; providing GRS-IBS Bridge Design guidance to the Resource Center/BIA. In addition our CFL and WFL staff met with a recipient of an American 

Architectural Foundation fellowship from France who is gathering information on the preservation and maintenance of historic NPS bridges. 

Closeup of bridge wingwalls (left), (right) Inspections 

require “hands-on” field work. This BIP team member 

shown climbing up a wingwall, earned the nickname 

“Spiderman”. Cuyahoga Valley National Park, Ohio
10 2018 The Year in Review

Hurricanes Maria & Irma Emergency Repairs — Puerto Rico

On the morning of Wednesday, September 20, 2017, Hurricane Maria hit 

the island of Puerto Rico with 155 mph sustained winds and over 37 inches 

or rain. The Category 5 hurricane’s direct hit to Puerto Rico was the thirdstrongest storm to make landfall in the U.S. and was the worst atmospheric 

event Puerto Rico had experienced in the last 80 years. Hurricane Maria 

plowed across the island destroying homes, roads, and bridges. The storm 

knocked out power and communications across the entire island and 

triggered heavy flooding. After weeks without power, communications, and 

a stable road transportation network, the residents of the island suffered 

through food, water, and fuel shortages, water-related disease outbreaks, and 

lack of access to hospitals and banking systems.

On October 21, 2017, FEMA issued a $59.5M Mission Assignment to our 

Eastern Division for emergency repairs of Puerto Rico’s non-federal aid 

transportation infrastructure. The mission required EFL to restore safe and 

reliable travel to the Island’s secondary and tertiary road system of about 

9,000 miles. To determine the locations and extent of the road damages, EFL 

sent three teams starting on October 25 to perform damage assessments. 

By November 10, 2017 a total of 140 sites had been identified. Between 

November 17 and November 29, 2017, EFL issued fourteen Design-Build 

letter contracts to 10 local highway construction contractors. By December 

15, 2017, EFL with support from CFL and WFL deployed 8 bilingual project 

engineers and 3 construction inspectors under the supervision of EFL’s 

Construction Operations Engineer. The final scopes of work negotiated with 

contractors included the design and construction of 15 bridge replacements, 

19 bridge repairs, and 59 roadway landslides/road embankment repairs. The 

first road repair site at PR-555 KM 4.3 was completed in 68 days; the first full 

replacement for bridge #1499 “Los Olvidados” was completed in 116 days.

Overall, the projects consisted of emergency repairs located in 34 out of the 

78 municipalities. Repairs included, but were limited to: landslide repairs, 

construction of gabions, temporary bridge repairs, construction of lowwater crossings, installation of pipe culverts, and design and installation of 

modular and other bridge systems. FLH work provided for the following 

technical assistance: professional engineering design services, survey, 

material testing and quality control, soil sedimentation and erosion control, 

maintenance of traffic, coordination with utility companies and utility work 

as needed, removal and disposal of existing damaged structures and debris, 

clearing and grubbing, excavation, backfilling, embankment construction, 

concrete placement, placement of pavement surface, installation of guardrails 

and terminals, placement of pavement markings and signing, and other 

miscellaneous work.

In total 93 sites were restored with 95% completed within 6 months. Through 

Technical Assistance

this mission, EFL delivered a total of $54.7M in work with about $3M of CE 

costs. In addition to FEMA Emergency Repairs, EFL also worked concurrently 

to deliver ERFO assistance to El Yunque National Forest, executing two letter 

contracts with one local contractor worth about $6.6M.

Hurricanes Maria & Irma Emergency Repairs — US Virgin Islands

The islands of St. Croix and St. Thomas in USVI were hit by category 5 

Hurricane Irma on September 7, 2017, and within a span of two weeks 

hurricane Maria, hit the islands again. The two hurricanes brought 

unprecedented devastation on a massive scale. Power, communication, and 

water supply was cut off and airports and sea ports were shut down. There 

were shortages of food, fuel, drinking water and other essentials on the 

islands. Asphalt and concrete plants were severely damaged, and rendered 

non-operational. After the hurricanes, EFL received emergency funds to 

immediately start the infrastructure remedial and restoration work. To start 

work immediately, EFL awarded letter contracts in St. Thomas and

St. Croix to repair and restore slides, washed out roadways, and traffic signals 

that were blown away by the storms. In St. Thomas, washed out roadways, 

retaining walls, and slides were repaired at several locations for a total sum 

of $2.3M. Traffic signals at 21 different intersections were restored and 

rehabilitated for a total sum of $7.9M. In St. Croix, washed out roadways were 

restored for a total sum of $1.3M, and traffic signals at 20 different intersections 

were restored and rehabilitated for a total sum of $5M.

International Visitors Hosted from Japan & South Korea

In support of the FWHA Office of International Programs (OIP) the 

Eastern Division hosted study teams in January and November. Teams 

from the Japan National Institute for Land and Infrastructure Management 

and Infrastructure Development Industry were interested to learn about 

countermeasures and strategies to enhance productivity and quality 

assurance in the construction industry.

In June, we hosted a group from the Korea Express Corporation and 

participants in the FHWA Korean Research Fellows Program who were 

interested in learning about the FLH Bridge Inspection and Management 

Programs, RIP and Pavement Management Systems. 

EFL Construction Manager 

provided the Japanese delegation 

with a presentation on the FLH 

Construction Process with time 

included for Q/A and general 

discussion. 
2018 The Year in Review 11

Technical Assistance

Map of Puerto Rico and the Virgin Islands, provides before & after images of projects completed under FEMA Mission Assignment to restore access across the Island of Puerto Rico and on St. 

Croix and St. Thomas. Work was completed under a total of 20 contracts with 12 different contractors.

Puerto Rico

FLH Disaster Response — Hurricanes Maria and Irma — Puerto Rico & US Virgin Islands

San German

Moca

Arecibo

Morovis

Juana Diaz

Coamo

Cayey

Caguas

Canovanas Corozal

Jayuya

EL Yunque

Utuado

St. Thomas

St. Croix
12 2018 The Year in Review

Project Delivery: Tribal Partners 

Office of Tribal Transportation

The Office of Tribal Transportation (OTT) administers the Tribal 

Transportation Program (TTP) and provides stewardship and oversight for 

direct funding agreements with 135 federally recognized Tribes. The OTT 

also provides support for all FHWA activities affecting tribal transportation. 

This support includes the administration of TIGER/BUILD grants awarded 

to Tribes, and the transfer of funds from States and other local governments 

to Tribes through the 202(a)(9) transfer process authorized in MAP-21. In 

FY18, the OTT administered 4 TIGER/BUILD projects, as well as 10 projects 

funded by other programs through 202(a)(9) transfers. These transfers, 

provided for under MAP-21, give the OTT authority to receive funds from 

States or local governments, add them to the FHWA accounting system 

and then transfer those funds to Tribes as TTP funds. The statute says that 

the funds will be “credited to appropriations made available for the TTP”. 

Congress authorized these transfers to facilitate cooperation between States 

or local governments and Tribes for the purpose of advancing infrastructure 

projects. The stewardship and oversight authority over these funds lies with 

the OTT Team or the BIA. To date, OTT has managed approximately 20 

transfers across 8 different states. 

Beacon Rock State Park, Columbia River Gorge National Scenic Area, Washington

The OTT team conducted a strategic planning meeting in Vancouver, WA and spent an evening 

hiking to the top of Beacon Rock. 

Pennsy Multi-Use Trail, Site Visit, Seneca Nation, Indiana

OTT staff member (left) accompanied by Seneca Nation of Indians DOT Project Manager 

(right) — The project occupies a segment of the historic Pennsylvania railroad that is being 

converted to a public multi-use trail for the tribal community. This project utilized funds 

transferred via a 202(a)(9) agreement allowing faster progress under the Tribes Transportation 

Program.

Site Visit, Canyon De Chelly National Monument, Arizona

Left to right: Navajo DOT Principal Engineer, OTT Tribal Coordinator, OTT Director, FLH 

Associate Administrator, Navajo DOT Director and Navajo DOT Project Manager (kneeling).
2018 The Year in Review 13

Project Delivery: Tribal Partners 

Pawnee Nation, Oklahoma

The Pawnee Nation was awarded Safe 

Routes to School funds by the Oklahoma 

Department of Transportation in 2011, 

with matched Tribal Transportation 

Program funds, the Tribe completed a 

sidewalk improvement project in 2018. 

The new sidewalks provided safe access 

for children to walk to and from school. 

The old sidewalks were falling apart and 

exposed areas resulted in muddy pits 

that forced the children to walk on the 

roadway. The sidewalk project included 

new fencing and clearly designated 

crosswalks, improving safety overall for 

pedestrians and motorists.

Transportation Safety in Tribal Areas

Each year under the FAST Act, 2% of the available TTP funds (approximately 

$9 million) are set aside to address transportation safety issues on Tribal 

land. Projects are chosen whose outcomes will address the prevention and 

reduction of death or serious injuries in transportation-related incidents, 

such as motor vehicle crashes. Transportation fatalities and injuries 

severely impact the quality of life in Indian country. FHWA advocates the 

development of strategic Transportation Safety Plans as a means for Tribes to 

determine how transportation safety needs will be addressed in and around 

Tribal communities. Infrastructure improvements, crash data collection, 

sharing, and use improvements have been funded by Tribal Transportation 

Program Safety Funds (TTPSF).

On July 5, 2018, FHWA awarded 82 Tribes a total of $17.5 million for 94 

projects. Since the program began in 2013, FHWA has awarded $52 million 

for 547 transportation safety projects. Tribes will have another opportunity to 

apply for this funding in 2019. Additional information about the funding can 

be found on the Federal Lands website under TTP Safety.

Transportation Safety Plans have been developed by over 60% of Tribes with 

this funding. These safety plans have guided Tribes to request additional 

TTPSF funding, as well as explore other safety funding opportunities to 

address safety data, engineering, emergency medical services, enforcement, 

and education projects. Safety infrastructure improvements funded by 

TTPSF have included: separated pathways, intersection traffic control, 

roadway departure countermeasures, and ice road safety monitoring.

Gila River Indian Community, Arizona

Gila River Indian Community, in partnership with Arizona Department of Transportation, 

constructed new right and left turn lanes, pedestrian access points via fencing walk-through 

gates, and improved vehicular access with new cattle guard boxes along State Route 87. With 

housing on the west side of the route and a church and cemetery on the east side, the high 

volume, high speed roadway was unsafe for both drivers and pedestrians. The Tribe utilized 

funds awarded by the Maricopa Association of Governments in conjunction with Tribal 

Transportation Program funds.
14 2018 The Year in Review

Project Delivery: Tribal Partners 

Greasewood Springs to Burnside, N15 Fencing Project, Arizona

The project consisted of furnishing all labor, material, equipment and incidentals necessary for 

the installation of 42.2 miles (21.1 miles on each side of roadway) of fencing, 83 cattleguards, 

31 gate installations and graded turnouts along both sides of the highway. Several runs of fence 

were omitted due to steep drainage or slope conditions. Sag weights were installed at drainages 

as required. Existing turnouts and access roads that crossed the right-of-way without a gate 

or cattleguard were obliterated. Density tests at each cattleguard location were taken with 

no failing tests. A final inspection was held on March 14, 2018 with FHWA, BIA and Chapter 

Officials at Cornfields Chapter House and the project was completed on March 17, 2018. 

There were two approved change order requests and a project time extension of additional 30 

calendar days was approved. The final construction cost was $2.3M.

Fencing and cattleguard installed at Cornfields Chapter Access Road, Arizona

Three Unit Cattleguard Installation at Greasewood Springs Access Road, Arizona

Gate installation for Access to 

Greasewood Springs School, 

Arizona

Fencing installed in hilly area near Sunrise, Arizona
2018 The Year in Review 15

Project Delivery: Tribal Partners 

Seneca Nation, 

Lenox Road Project, 

Cattaragus County,

New York

Tribal residential 

neighborhood roadway 

paving, minor drainage, 

and driveway repairs.

Pueblo of Jemez – Pueblo Place 

Subdivision, New Mexico

Construction of roadways, sidewalks and 

installation of lighting

Pueblo of Zia – Cabezon Road, New Mexico

Grading and Drainage Improvements, installation of cattleguard underpass, guardrail, 

realignment of roadway, road grading and culvert drainage installation

Pueblo of Santa Ana, New Mexico

Design and Construction of 6 bus shelters 

located around the Pueblo

North Valley Creek Bridge Replacement, Flathead Indian Reservation, Montana

Located northwest of Arlee, Montana on the Flathead Indian Reservation, this project removed 

an existing timber bridge over North Valley Creek and constructed a new 35-foot folded 

plate girder bridge with GRS abutments and superstructure. Construction and Construction 

Administration was managed by the Confederated Salish and Kootenai Tribes force account 

using Confederated Salish and Kootenai Tribes’ TTP funds and an Accelerated Innovation 

Deployment Grant.

Installing Superstructure

Completed Project
16 2018 The Year in Review

Project Delivery: Tribal Partners 

N8008 — Round Rock, Arizona

The Weeminuche Construction Authority (WCA) completed $5.1 million in improvements 

using the Navajo Nation’s Federal Funds along N8008 north of the community of Round Rock, 

Arizona. The projects consisted of all labor, material, equipment and incidentals necessary for 

the construction of 1.18 miles of grade and drainage work, placement of aggregate base course, 

new bridge, and miscellaneous construction. The new bridge provides all weather access across 

the Lukachukai Wash to US191. A final inspection was held with WCA, BIA Navajo Region 

Division of Transportation, FHWA and Navajo Division of Transportation on November 21, 

2017. A final acceptance letter was sent out January 25, 2018. 

Allen Road — BIA Route 4 Extension Project, South Dakota

The Oglala Sioux Tribe (OST) was awarded PLHD (Public Lands Highway Discretionary) 

Grant funding in FY2012 ($2 million) and FY2015 ($3 million) received from the FHWA and 

administered through the TTP under an addendum to the Owner’s Federal TTP Agreement. 

The OST reconstructed 3 miles of BIA Route 4, which included grading, culvert installation, 

3 miles of asphalt concrete with geotextile, pavement marking and signage. The project was 

considered complete on September 15, 2018, with a total cost of $6.8M.

Looking east along concrete deck of new bridge.

Looking west along gravel road towards US 191.

Completed 

Roadway

Sand Trail Parking Project, Chugach National Forest, Alaska

The Sand Trail Parking Project, located 9.5 miles east of the City of Cordova along the 

Copper River Highway, provides a vehicle parking facility at the trailhead to enhance access 

to Chugach National Forest for recreation and subsistence purposes. Previously, there was 

no formalized parking available and trail users were parking on the road shoulder or other 

undesignated parking areas along the Copper River Highway and traversing back to the 

trailhead. This was causing inefficient and potentially unsafe conditions for users of the trail 

and highway travelers. Construction Administration was managed by the Native Village of 

Eyak, with funds from Forest Service, FLAP, and the Native Village of Eyak TTP.

Sand Trail Parking Area and access

to Sand Trail

Images provided courtesy of Navajo Division of Transportation.
2018 The Year in Review 17

Hamilton Cemetary Access Boardroad Project, Yukon River Delta, Alaska 

The Association of Village Council Presidents (AVCP), on behalf of the Native Village of 

Hamilton, constructed this TTP funded boardroad project. The boardroad provides for general 

pedestrian and cemetery access in the remote village. Prior to this project, people arriving 

by small boats on the shore of the abandoned village had to walk nearly 1⁄2 mile on a rough, 

unsafe trail through the brush to access the cemetery. The new 10-foot wide elevated boardroad 

provides safe and comfortable pedestrian access to the cemetery. The galvanized steel helical 

posts supporting the boardroad keep it high and dry, while also preserving the wetland and 

tundra beneath. Wooden handrails provide additional safety where the boardroad is higher off 

the ground.

AVCP force account crews performed all the construction work on this project. Because the 

site is an abandoned village, a work camp had to be set up to house and feed the work crew. 

Construction management of the project was provided by a consulting firm. A final inspection 

was held on September 19, 2018 with members of the Tribal government of the Native Village 

of Hamilton, FHWA, AVCP, and the consultants who designed the project and managed the 

construction. The project was completed in October, 2018. The final inspection was held before 

the work was 100% complete due to seasonal access limitations.

Crew installing steel framing 

for boardroad.

Boards partially 

installed on steel 

framing.

Work camp set up to house and feed the 

AVCP construction crew.

Typical small equipment used for 

boardroad construction.

Crew installing boards onto 

the steel framing.

Boardroad complete except for 

bumper boards.

Float plane needed for access to perform 

inspections. Construction and work camp 

materials were brought in by barge.

Project Delivery: Tribal Partners 

Images provided courtesy of The Association of Village Council Presidents.
18 2018 The Year in Review

Project Delivery: Tribal Partners 

TTP Bridge Program

TTP bridges are funded by a set-aside of up to 3 percent of the TTP funds. 

In accordance with 23 CFR Part 661, set-aside bridge funds may be used for 

planning, design, engineering, preconstruction, construction, and inspection 

of projects to replace, rehabilitate, seismically retrofit, paint, or apply 

anti-icing and de-icing chemicals, or to implement any countermeasures 

(including multiple-pipe culverts) for eligible TTP bridges. To be eligible, 

a bridge must have an opening of at least 20 feet, be classified as a Tribal 

Transportation Facility, be structurally deficient or functionally obsolete, and 

listed on the FHWA National Bridge Inventory (NBI). Funds made available 

for the TTP Bridge Program totaled $13.3 million. There were 59 bridge 

applications received, for a total funding request of about $34 million. The 

program funded 35 bridge applications with the $13.3 million allotted.

Rio Grande Bridge Replacement, Santo Domingo Pueblo, New Mexico

The original Rio Grande Bridge constructed in the 1960’s had numerous deficiencies and safety 

concerns: deck delamination, cracking at the wingwall corners, cracking at several piers, 

failing deck joints, and damage to an approach rail. The new bridge allows safe ingress/egress 

across the Rio Grande River, accommodating traffic from tribal communities and public. The 

total bridge replacement cost was approximately $7 million and was fully funded under the 

TTP Bridge Program. The new structure measures about 690 feet in length with a 5-span, 

continuous, cast-in-place concrete deck, composite with prestressed concrete girders. The 

project scope included grade, drain, aggregate base course, and hot asphaltic pavement for the 

approach roadways, as well as three irrigation and drainage canal crossings through precast 

concrete pipe. The project was completed in April 2018.

BIA 41 – BIA 32 North to US Highway 18, South Dakota

Project consisted of 6.7 miles of asphalt concrete overlay which included spot repairs to potholes on existing double chip seal roadway, pavement marking and signage. The project was 

completed on June 12, 2018, with a total cost of $2M.

BIA Route 2 – Sharp’s Corner to Kyle Overlay Project, South Dakota

The BIA 2 – Sharp’s Corner to Kyle project consisted of 14.2 miles of mill and overlay over 

the existing asphalt, as well as a leveling course. Items included in the project were centerline 

and edge striping, rumble stripes, approach paving, topsoil striping and replacement, seeding, 

fertilizing and mulching. The project was completed on November 30, 2017, with a total cost of 

$2.6M.

Before/After
2018 The Year in Review 19

Project Delivery: Tribal Partners 

Green Beret Bridge Replacement, Northern Cheyenne, Big Horn County, Montana

The Green Beret Bridge replacement project realigns Muddy Creek Road with a new concrete 

box culvert. The project is located along Black Springs Road, approximately five miles west of 

Lame Deer, Montana. The project removed the existing dated wooden structure and replaced 

it with a new structure approximately 50 feet to the northeast, downstream of the existing 

structure. The project consisted of a concrete double cell 12’x12’ bridge box culvert and 

associated components, measuring, 26’2” across and 35’ in length, including a grade raise to 

realign the roadway over Rosebud Creek, removal of the old Green Beret wooden bridge, and 

new guardrail. Approximately 700 feet of roadway centerline was relocated as part of the 

project. The project was completed in December 2018, and partly funded with approximately 

$627K of TTP Bridge Program funds, with a total project cost of $652K.

Apache Tribal Community Bridge Replacement (National Bridge Inventory # 09118), 

Caddo County, Oklahoma

The first GRS bridge built in Caddo County; the new bridge has GRS abutments and 6 girders 

with a concrete deck and measures 70-feet long. The total construction cost of the project was 

about $220K. The project was completed in March 2018 and took about 6 weeks from start to 

finish. This is a non-BIA owned bridge; it is owned by the County, yet it primarily serves the 

Apache Tribal community. 

Before

After

Before

After

Images provided courtesy of BIA Southern Plains Region.

Images provided courtesy of

Northern Cheyenne Tribe, Montana.
20 2018 The Year in Review

Project Delivery: Federal, State and Local Partners

Foothills Parkway Capstone Project, Great Smoky Mountains National Park, Tennessee

The 16 remaining miles from Wear Valley to Walland, are complete and were officially opened to the public on November 10, 2018 for motorists and cyclists to enjoy. Great Smoky Mountains 

National Park officials were joined by Senator Lamar Alexander, Congressman John J. Duncan, Jr., Congressman Phil Roe, Governor Bill Haslam, and NPS Southeast Regional Director Bob Vogel 

to dedicate the long-awaited section of the Parkway. The public is now able to experience this new section of roadway for the first time since construction began in 1966, including the 1.65-mile 

section known as the ‘Missing Link’ which is now connected by a series of nine bridges.

The role of EFL was to provide engineering design and construction support services in an environmentally responsible, context-sensitive manner. These projects were delivered using both DesignBuild delivery and conventional Design-Bid-Build delivery. As a result of context sensitive design and construction procedures, as well as re-vegetation efforts made around and beneath the 

bridges, the construction efforts for these projects resulted in minimal impact to the mountainside.

The Great Smoky Mountains National Park serves as one of the economic drivers in the community and with the increased development that has occurred in the surrounding counties, the 

investment of over $100 million for the construction of these recent projects has greatly benefitted the local economy and employed many. Its completion has provided an alternate means of 

transportation into and around the Wears Valley area, and will undoubtedly serve to increase tourism there as well as provide a destination for those who desire to see the dramatic views of the 

Smoky Mountains visible from the Parkway itself. 

“If you want the best view of the highest mountains in the 

eastern United States, you’ll drive the Foothills Parkway,” 

said Senator Lamar Alexander. “The scene is so magnificent 

that it surprises even those of us who have grown up admiring 

the Smokies. It has taken nearly 75 years to complete, but it is 

so picturesque that it is worth the 75-year wait.”
2018 The Year in Review 21

Project Delivery: Federal, State and Local Partners

Lahaina Bypass, Maui, Hawaii

The Lahaina Bypass Project, which included a cast-in-place GRS-IBS Bridge was completed in June 2018 and constructed 

to mitigate traffic congestion along Honoapilani Highway (State Route 30) through Lahaina Town in West Maui. The project 

improved vehicular throughput, and provided an alternate route through the area. The new bypass and bridge increases 

dependability and durability considering shoreline erosion and future sea level rise. This structure sets a national record for 

abutment height and width between wingwalls. At the highest point it is approximately 28 feet from the top of the road to the 

bottom of the concrete bridge. In measuring the entire GRS system the structure is approximately 35 feet from the bottom of 

the reinforced soil foundation to the bottom of the concrete bridge. The width between the face of the wingwall to the adjacent 

wingwall is approximately 126 feet.
22 2018 The Year in Review

Project Delivery: Federal, State and Local Partners

Manning Crevice Bridge Replacement Project, Idaho

Located slightly upstream from the original site, the new Manning Crevice Bridge, is a

single-tower one-lane asymmetrical suspension bridge which spans over 300-feet from canyon 

wall to canyon wall. This project represented the first opportunity for the WFL office to utilize 

the CM/GC approach. Having the contractor involved in the development of the plans and 

specifications provided an excellent opportunity for FHWA, USFS and BOR staff to see the 

value of obtaining contractor input early in the process. This project celebrated a ribbon cutting in June and now 84 years later this completed project provides vital access to tourism and 

recreation in the Riggins, Idaho area, including the Salmon River, the Gospel Hump Wilderness 

and the Frank Church River of No Return Wilderness. 

The completed project now provides safe access to the opposite side of the river. Seen from 

different angles the site restrictions of this project are clear.

The old bridge visible above, in the background, was in poor condition and did not meet 

today’s bridge design standards. It had width, height, and turning limitations as well as being 

load restricted. The load capacity of the old bridge was limited to 16 tons. The new structure is 

open to all state legal loads and will not post any (capacity/weight) restrictions. In April 2017, 

workers performed ground anchor block testing, one of the proven ways to ensure the bridge has 

the necessary strength to handle all loads. Testing required a massive stressing ram so vast and 

heavy that a crane was used to set it into each of the nine anchor locations. Ground anchors 

were tested to a load of 351,000 lbs. (approximately the weight of 30 average elephants). These 

loads are about ten times the typical soil and rock bar anchors.
2018 The Year in Review 23

Project Delivery: Federal, State and Local Partners

Manning Crevice Bridge, Salmon River Road, Idaho
24 2018 The Year in Review

Project Delivery: Federal, State and Local Partners

Beartooth Highway, Park County, Wyoming

The completed project improved approximately 2.34 miles of U.S. 212, Beartooth Highway. The 

reconstruction provided overall improved roadway alignment, grade, and width. The project 

consisted of a 32’ wide reconstructed roadway, removal and replacement of an existing bridge, 

and construction of a 36’ new bridge. 

Bucks Lake, Plumas National Forest, California 

Safety improvement project included roadway alignment to address rock fall. A reinforced soil 

slope was constructed for approximately 800 feet on the fill slope.

Cottonwood Pass, Gunnison County, Colorado 

Roadway Realignment at elevation of 11,500 feet.

Beach Drive and Trail Reconstruction, Rock Creek Park, District of Columbia

The design and construction of this project, in challenging and environmentally sensitive 

terrain, required a unique approach to preserve the natural aesthetics in an urban parkway 

corridor. Work included: full depth pavement reconstruction, bridge and parking area 

rehabilitation, curb and gutter repair, drainage improvements including outlet protection 

at multiple culvert locations, scour repair at two bridges, storm drain and stormwater, Best 

Management Practices, traffic signal and street light replacement, vehicle safety improvements 

including rumble strips and aesthetic roadside barrier, and multi-use trail widening and 

rehabilitation for pedestrians and bicyclists. 
2018 The Year in Review 25

Project Delivery: Federal, State and Local Partners

Trinity County Bridges, Klamath Mountains, California

This project, located in the lower reaches of the Klamath Mountains of California, replaced 

five county-owned bridges at Coffee Creek, Mumbo Creek, North Fork East Fork Hayfork 

Creek, Little Creek, and Adams Creek. They were all identified as structurally deficient or 

functionally obsolete, and were approved by Caltrans and the FHWA, California Division 

Office for replacement under the FHWA Highway Bridge Program. Design-Build and 

Alternative Technical Concepts were applied and the project was awarded the following 

distinctions:

• American Public Works Association 2018 Sacramento Chapter Project of the

Year Award

• Design Build Institute of America 2018 National Award of Merit — 

Transportation (other than Aviation) category

• League of California Cities and California State Association of Counties Joint

2018 Outstanding Local Streets and Roads Project Awards Program in the Bridge —

Efficient and Sustainable Bridge Maintenance, Construction and Reconstruction

Projects category

• American Society of Civil Engineers — Sacramento Chapter 2017

Outstanding Bridge Project

Adams Creek Bridge, California

Little Creek Bridge, California Mumbo Creek Bridge, California
26 2018 The Year in Review

Project Delivery: Federal, State and Local Partners

Bridge Replacement, Entrance to Fort Pulaski National Monument, Georgia

1200-foot long bridge completed ($10M) included placement of new riprap on embankment 

slopes, reconstruction of bridge approaches, and other miscellaneous work.

Auto Tour Route Improvements, Kern National Wildlife Refuge, California

This project improved the roadway by reconditioning the existing roadway and adding 4 to 6 

inches of aggregate surface course on 10.5 miles of the Auto Tour Routes. This improved overall 

access to areas of the refuge for wildlife viewing and other recreational activities.
2018 The Year in Review 27

Project Delivery: Federal, State and Local Partners

Yosemite National Park, California

Project included roadway repairs to 16 sites damaged in storm events in January and 

February 2017, and one site that was damaged by rockfall in June 2017. The work included 

rockfall repairs, reconditioning of eroded and damaged shoulders and ditches, placement of 

riprap and rock embankment to stabilize slopes and drainages, rock bolting to stabilize rock 

slopes, replacement of drainage structures, replacement of damaged masonry guardwall, 

concrete curb, and asphalt pavement. Work on Wawona Road, included 9 sites, 5 sites on El 

Portal Road, and 3 sites on Big Oak Flat Road.

Before

After
28 2018 The Year in Review

Project Delivery: Federal, State and Local Partners

Pavement Improvements, Lake Berryessa, California

The project provided pavement preservation, including full-depth reclamation, asphalt paving, 

pavement markings, and signing for the Lake Berryessa access roads and parking

area facilities.

Daniel K. Inouye Highway (formerly Saddle Road), Hawaii

Final phase of reconstruction to the east side of the Daniel K. Inouye Highway (formerly Saddle 

Road). Roadway width was upgraded to two 12-foot travel lanes with 8-foot shoulders and 

included a climbing lane for most of the length of the project.
2018 The Year in Review 29

Project Delivery: Federal, State and Local Partners

La Sal Mountain Loop Road, Manti-La Sal National Forest, Utah

The scope of this project included widening of the existing roadway to produce a consistent 22-foot width, and placing new aggregate base and asphalt pavement. Geotechnical, hydraulic, and 

safety improvements were included. 
30 2018 The Year in Review

Project Delivery: Federal, State and Local Partners

Blacktail Road, Lakeside, Montana

Blacktail Road (Forest System Road #917) was originally constructed in the early 1960s by the 

Federal Aviation Administration to access the radar station at the top of Blacktail Mountain. 

Today the route serves as primary access to National Forest System lands in the Blacktail 

Mountain area which includes access to the Blacktail Mountain Ski Area, motorized and

non-motorized trail systems, Blacktail Mountain Nordic Cross-Country Ski Trail System, 

various communication facilities, and adjacent private lands.

The proposed project to reshape and pave three miles of existing gravel roadway was the result 

of a partnership between the US Forest Service, Flathead County, and Western Federal Lands. 

Additionally, two Aquatic Organism Passage culverts were constructed to allow fish passage 

along Stoner Creek and its tributaries. Guardrail was also installed to increase safety along 

the corridor. The advertised contract contained a 3D model of the proposed roadway surface 

in addition to traditional contract documents. This allowed interested bidders to easily import 

and visualize the design, as well as utilize the model during construction to capitalize on the 

efficiencies that 3D construction methods can provide. The winning contractor utilized this 

3D model to facilitate Automated Machine Guidance (AMG) for grading operations during 

construction.

AMG equipped grader 

shaping the road.

The completed project.

Prefabricated Aluminum Box Culvert, Medicine Bow National Forest, Wyoming

This project replaced a large-diameter culvert damaged in a 2016 precipitation event. The use 

of an aluminum, prefabricated box culvert with associated headwalls and wingwalls allowed 

construction to proceed in an expeditious manner in a remote area, where traditional building 

materials required a significant haul. This is the first time CFL has made use of an aluminum 

culvert.
2018 The Year in Review 31

Project Delivery: Federal, State and Local Partners

Mirror Lake Trailhead Realignment, Mt. Hood, Oregon

Kid-friendly Mirror Lake Trail is one of the most popular hikes in the Mt. Hood region. 

Unfortunately, you had to arrive early to get a trailhead parking spot or park farther away and 

walk along busy Oregon State Highway 26 to get to the trailhead. With both commercial trucks 

and personal vehicles whizzing by at highway speeds, there needed to be a safer alternative.

The Mirror Lake Trailhead realignment relocated the trailhead and larger parking lot to a 

safer location, away from Highway 26. As part of the realignment, a new section of the trail 

that begins at the new parking lot was also constructed.

 

One of the unique challenges this new trail presented was the placement of pedestrian bridges. 

Workers constructed the bridges offsite. However, transporting the bridges via heavy equipment 

was an environmentally unfriendly choice. Not only would there be potentially harmful 

damage to the forest and streambeds, but there was also the potential to harm an endangered 

moss species found at the site. To avoid this potential damage, the bridges were transported to 

the site via helicopter.

WFL Project Manager (left) 

meets with USFS Natural 

Resource Specialist at the site. 

Workers guide the bridge into 

position, coordinating with the 

helicopter pilot for placement.

Arlington Memorial Bridge, Washington DC/Arlington, Virginia

This Design-Build project awarded at $192M includes design and construction for the 

rehabilitation of the concrete approach spans, removal and replacement of the concrete deck, 

replacement of the bascule span at the center of the bridge, concrete repairs to the existing 

structure, rehabilitation of the bridge substructure, removal and resetting granite curb and 

railing, repairing and cleaning the bridge’s stone masonry and other miscellaneous work.

The 2,162-foot long by 94-foot wide National Monument spans the Potomac River.
flh.fhwa.dot.gov

FHWA-FLH-19-003