REConews

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 StructuresBridge 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

Richmond Airport Connector Engineered Solutions for Technical Challenges

REINFORCED EARTH®

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

Fall 2011

Richmond Airport Reinforced Earth® Walls

www.reinforcedearth.com1.800.446.5700

Continues on page 2...

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.

Technical Challenges – Tall Walls Undergoing Significant Foundation SettlementsWall 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

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,

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.

Construction of “Box” Structure

2 | REConews

Continued from cover

Typical Section at Lane Widening - Sandwiched Connection

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:

»High friction angle and interface friction with soil reinforcement

»Extremely free draining and does not freeze up due to frost

»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

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.

I-495 Design Build First use of MSE Integral Abutments in Massachusetts

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Phasing of Abutment

Skewing Strips Around Piles

Completed Integral Abutments

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

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. East Apron Wall

4 | REConews

New International Terminal Hartsfield-Jackson AirportBuilt on Reinforced Earth

Ground Improvement SolutionThe 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 ConditionsThe 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 SolutionMenard developed a ground improvement solution using Vibro Stone Columns, with depths ranging up to 25 feet, to control settlement of the foundation footings. Because of the site conditions, Menard used the dry-bottom fed method of construction, 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 addition to the stone columns, there was also a need for wind and seismic load resistance at several key footing locations. For this aspect of the project, 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.

Affiliations-News Flash Project Case Study Vibro Stone Columns

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.

Highway 81 “Devil’s Triangle”

Private Client Office BuildingSalt Lake City, UT

Due to the potential for settlement underneath a new office building, Menard installed Vibro Stone Columns as a ground improvement technique.

Project Summary

Ground Conditions

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.

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.

Menard developed a ground improvement solution using Vibro Stone Columns, with depths ranging up to 25 feet, to control settlement of the foundation footings. Because of the site conditions, Menard used the dry-bottom fed method of construction, 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 addition to the stone columns, there was also a need for wind and seismic load resistance at several key footing locations. For this aspect of the project, 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.

Client: VCC Construction CompanyOwner: Private ClientGround Improvement Contractor: Menard

Project Case Study Vibro Stone Columns

Menard275 Millers Run RoadBridgeville, PA 15017Tel 412.257.2750

www.menardusa.com

Ground Improvement Specialists

Pile Supported Abutment

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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

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.

Grass Pattern with Light Sandblast Panels

Fractured Rib Precast Panels

I-225/Colfax/17th Place InterchangeA Successful Joint Venture Between Affiliates

6 | REConews

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Upcoming EventsTexas Municipal League (TML)October 11-14, 2011 – Houston, TX

Design Build ExpoOctober 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 ConcreteJanuary 24-27, 2012 – Las Vegas, NV

Geo-AmericasMay 2-5, 2012 – Lima, Peru

RECo Around the Globe

Venezuela - Housing developmentFreyssinet-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.

Canada – Largest single contract in the Company historyReinforced 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 slicken-side. The wall will be built in the summer of 2012.

Australia - Sims Street Road Traffic BridgeReinforced 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.

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Meet Your Project Managers-Central Division

Carl Sanders Servicing TexasCarl 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 TexasMilo 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 TexasMichael 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 TexasBrad 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.

Bill Garcia Servicing TX, NM, OK, AR, LABill 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.

Coming in Winter 2011-Meet your Project Managers - Western Division