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In the world of transportation research and development, Florida’s SunTrax stands as a beacon of innovation. As the first state-of-the-art facility of its kind in the United States, SunTrax is dedicated to advancing technologies in safe, controlled environments, with a particular focus on autonomous and connected vehicles.

A Cutting-Edge Facility with a Vision

Located in Central Florida, the SunTrax Connected and Automated Vehicle (CAV) Test Facility is a sprawling complex with over 475 acres of space dedicated to testing the future of transportation. This facility is specifically designed to support the testing and development of emerging transportation technologies, providing a controlled environment where innovators can push the boundaries of what’s possible.

SunTrax’s primary feature is its dedicated high-speed oval track, which is an impressive 2.25 miles long. This track is surrounded by a variety of other testing environments, making it a versatile location for various automotive and infrastructure tests.

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Overcoming Challenges in Construction and Innovation

The development of SunTrax was not without its challenges. The project required innovative solutions to unique problems, including the integration of sophisticated technology into the infrastructure. From the use of specialized construction techniques to the deployment of cutting-edge communication systems, every aspect of SunTrax was meticulously planned to ensure it could meet the demands of modern transportation testing.

One of the most significant challenges was the global COVID-19 pandemic, which struck during the construction phase. Despite this, the team at SunTrax continued to push forward, implementing rigorous safety protocols and adapting to new work environments to keep the project on track.

Innovation at the Core

Innovation is at the heart of SunTrax’s mission. The facility was designed not just as a testing ground, but as a hub for research, development, and collaboration. It features dedicated areas for testing various aspects of autonomous vehicles, including sensors, control systems, and infrastructure interaction.

SunTrax has also made significant strides in incorporating sustainability into its operations. The facility employs eco-friendly practices, ensuring that as it pushes the boundaries of technology, it also respects the environment.

Recognition for Excellence

SunTrax’s groundbreaking work has not gone unnoticed. The facility has garnered multiple awards, including:

• Project in Construction Award (Special Distinction) – 2023
• Jubilee Major Transportation Achievement Award – 2020
• President’s Award for Excellence – 2020
• West Use of Technology & Innovation – 2020

These accolades are a testament to SunTrax’s commitment to excellence and its role as a leader in the field of transportation innovation.

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A Look Ahead

As SunTrax continues to develop, it remains at the forefront of the transportation revolution. The facility is expected to expand its capabilities, incorporating new testing environments and technologies to accommodate the rapid advancements in autonomous and connected vehicles.

With its state-of-the-art facilities, commitment to innovation, and a clear vision for the future, SunTrax is not just a testing ground—it’s a launchpad for the next generation of transportation technology.

In the heart of Las Vegas, where innovation meets excitement, the High Roller stands as a testament to human engineering and the creativity of the city. Developed by Caesars Entertainment, the world’s largest gaming company, this impressive structure rises 550 feet (168 meters) above the ground. Upon completion, the Las Vegas High Roller became the tallest observation wheel in the world, holding that title until 2021 when the Ain Dubai (Eye of Dubai) opened. However, the Eye of Dubai has been out of operation since 2022. The High Roller is located on a sprawling 350-acre parcel just one block west of the iconic Las Vegas Strip, directly across from Caesars Palace. The $550 million project stands as an icon of the city’s skyline and a common attraction for the constant stream of visitors that make their way to the city.

Engineering and Building the Structure

The American Bridge Company team undertook the monumental task of constructing this engineering marvel. Their scope of work included the supply and erection of the 469-foot (143-meter) diameter wheel, which rests on a fixed spindle supported by four inclined steel legs. These legs stand approximately 283 feet (86 meters) above ground level and are reinforced by a transverse braced leg. The structure was designed by ARUP’s San Francisco team with help from their London Office.

The High Roller’s structure is a marvel of modern engineering. The four tubular steel legs, varying in diameter up to 9 feet (2.8 meters), were constructed first. These legs are anchored to concrete foundations and equipped with 13 tuned mass dampers to mitigate vibration. The total weight of the steel used in the support and brace leg system is a staggering 1,331.6 tons (1,208 metric tons).

The 545.6-ton (495 metric ton) hub, spindle, and bearing unit was erected in three pieces using a falsework truss designed by American Bridge. The hub and spindle assemblies, made of steel forgings with a heat-treated welded overlay, were meticulously assembled and positioned using cranes and precise skidding techniques.

Rim and Cable System

The rim of the High Roller, a tubular steel structure with a diameter of 6.6 feet (2 meters), was erected in 53-foot (16.1-meter) segments. These segments were bolted together with collar splices and supported by radial erection struts. As seen in the video above, the wheel was incrementally rotated and assembled using a 750-metric ton capacity Hydraulic Rotating Mechanism (HRM) designed by American Bridge and Enerpac.

The wheel’s cable spoke system, consisting of 112 locked coil spokes, was installed in two phases. The final cable tensioning ensured each cable achieved a force of 1,189 kilonewtons (267,300 pounds) within a tolerance of +/-10%, resulting in a final wheel tolerance within +/-25 millimeters (1 inch). In summary, that explains that the cables were tensioned to a specific force with a small allowable variation, leading to a very precise final structure.

A Global Effort

Constructing the High Roller required collaboration with specialty suppliers from around the world. Structural steel came from China, bearings from Sweden, gripper systems from the Netherlands, forgings and castings from Japan, cables from Italy, and tuned mass dampers from Germany. The erection engineering was performed by American Bridge engineers in Coraopolis and Las Vegas, while skilled labor and supervision were provided on-site. This global effort is a testament to the importance of this beloved attraction in the City that Never Sleeps.

From 1941-1945, 100% of American Bridge’s capacity was utilized for National Defense projects. During the war, the US Government needed American Bridge’s world class manufacturing and engineering teams to assist in wartime preparations. American Bridge manufactured 199 LST’s as well as four Aviation Repair Vessels, major components for 11 Essex Class Aircraft Carriers, one Super-aircraft Carrier, and 31 Auxiliary Converted Aircraft Carriers, 77 C Type Cargo Ships, four Tankers, 20 Cargo Lighters, and 348 Knock-down Barges.  

Other war related projects included the construction of a grassroots steelmaking facility in Geneva, Utah; major Aluminum manufacturing facilities in Tennessee, and steel mill expansions in Pittsburgh. American Bridge also built militarily strategic bridges including the Harry Truman vertical lift rail bridge in Kansas City; the Terminal Island rail bridge in Long Beach; and the Liard River Suspension Bridge on the Alaska Highway in British Columbia – all still in use today. The most famous of AB’s work was surely the LSTs (Landing Ship Tanks), which assisted on D-Day among many other military operations.  

The LSTs

Landing Ship Tanks (LSTs) were crucial amphibious vessels designed during World War II to support large-scale allied invasions. Winston Churchill had asked the Navy to create an amphibious ship which could transport tanks and vehicles to assist in large scale invasions. The man who is accredited with the design of the LST is John C. Neidermair, a Naval Architect who helped create many of the Naval Ships we know today. These ships were capable of carrying tanks, vehicles, cargo, and troops directly onto shore without the need for docks or piers, which was essential for operations in the European and Pacific theaters. LSTs were characterized by their large, flat-bottomed hulls, bow doors, and ramp, allowing them to beach themselves and quickly offload their cargo. Their design facilitated the rapid deployment of armored units and infantry, making them instrumental in operations like D-Day in Normandy and island-hopping campaigns in the Pacific.

Constructed primarily in the United States, LSTs were a testament to the Allies’ industrial capacity and innovation. Over 1,000 LSTs were built, and their versatility extended beyond just transporting vehicles and troops; they also served as makeshift hospitals, repair facilities, and supply ships. The ability of LSTs to deliver heavy equipment directly onto enemy shores significantly boosted the Allies’ operational capabilities, contributing to the success of numerous amphibious assaults. Post-war, many LSTs were repurposed for civilian use, demonstrating their robust and adaptable design.

Among the many ships, LST-266, known as USS Benzie County (named for a location in Michigan), earned two battle stars for service. USS Benzie County was just one of 199 LSTs that AB manufactured between 1941 and 1945 at our original workshop in Ambridge, PA. The LSTs were a crucial part of the USA and British military capabilities during oversea invasions in WWII. Another notable ship was LST-262. The ship earned 2 battle stars for its service in World War II servicing in Europe, Africa, and the Middle East. The image below shows LST-262 during the invasion of Normandy, also known as D-Day.

Manufacturing

The manufacturing of Landing Ship Tanks (LSTs) during World War II was a remarkable achievement of industrial engineering and mass production. The United States spearheaded the production of these vessels, recognizing the strategic necessity of having a ship capable of delivering heavy equipment and troops directly onto hostile shores. The design process began with a British request for such a vessel in 1941, leading to the creation of a collaborative design team.

The construction of LSTs took place mainly in inland shipyards located along river systems like the Ohio and Mississippi Rivers in order to maximize production capacity. Prefabrication played a crucial role in their rapid assembly. Components were manufactured separately and then transported to shipyards for final assembly, a process that significantly reduced construction time. The first LST, LST-1, was launched in October 1942. Standardization and modular construction allowed for the efficient production of over 1,000 LSTs by war’s end.

For American Bridge, the crews began assembling the LSTs in the Employee Gardens south of the AB Plant in Leetsdale, PA. At the peak of the operation, nearly 13,000 people were employed to help build these massive ships. Workers at these shipyards, including many women and inexperienced laborers, were trained rapidly to meet the high demand, showcasing the flexibility and scalability of American industrial capabilities. The crews worked 364 days a year, only taking off Christmas Day. When completed the ships stood 6 stories high and were over 100 yards long. The robust and versatile nature of LSTs, combined with the efficient manufacturing process, made them indispensable assets in the Allies’ amphibious warfare strategy.

The Rich History of Ambridge, Pennsylvania and the American Bridge Company

On June 8, 2024, Ambridge celebrated the 200-year anniversary of the roots of their town. Originally known as Economy, the town still embraces their origins featuring the Old Economy Village. In 1903, when American Bridge moved to town, many things changed and the once quiet Christian town turned into the largest steel manufacturing area in the world.

The Origins of the Harmony Society

Before Ambridge became synonymous with steel and bridges, it was the home of the Harmony Society, a devout Christian communal group from Germany. Founded by George Rapp in 1804, the Harmonists initially settled in Butler County, Pennsylvania. Seeking fertile land and better opportunities, they moved westward to the Indiana Territory in 1815, establishing a community there until 1824.

In 1824, the Harmonists returned to Pennsylvania, purchasing 3,000 acres of virgin forest in Beaver County. Here, they founded their third and final community, which they named “Economy.” This settlement was characterized by its prosperous agriculture, textile production, and strict communal living. Economy thrived for many years, becoming a model of communal success in America through trade and farming prowess.

The Birth of the American Bridge Company

Fast forward to 1900, the dawn of the 20th century, when industrialization was transforming America. J.P. Morgan, one of the most influential financiers of the era, orchestrated the creation of the American Bridge Company by merging 28 smaller steel companies. This consolidation aimed to harness the collective strength of these companies, making AB a titan in the steel fabrication and manufacturing industries.

In 1903, AB completed the construction of a state-of-the-art fabricating and manufacturing facility in southwestern Pennsylvania. This facility was built on land bought from the Harmony Society and was the largest of its kind in the world at the time. The establishment of this plant led to the birth of a surrounding town, aptly named Ambridge—a mixture of “American” and “Bridge.” American Bridge’s arrival in the area also marked the ending of the Harmonists. By 1905 the Harmony Society was dissolved due to their beliefs and vows of celibacy.

Ambridge: A Town Built on Steel

Ambridge quickly grew around the booming American Bridge Company plant. The plant’s output was prodigious, contributing steel to some of the most iconic structures of the 20th century. The Empire State Building, the San Francisco – Oakland Bay Bridge, and numerous LSTs (Landing Ship, Tanks) used during World War II were all products of the steel manufactured in Ambridge. This industrial prowess cemented Ambridge’s place in history as a crucial player in America’s infrastructural development.

The American Bridge Company was integral to Ambridge’s economy and identity for nearly eight decades. However, by 1982, changes in the global economy and shifts in the steel industry led AB to close its Ambridge plant. This departure marked the end of an era for the town, which had to reinvent itself in the face of new economic realities.

The Parade

On June 8th, Ambridge honored its multifaceted history with a parade that celebrated 200 years since the founding of Economy by the Harmony Society. This parade is not just a commemoration of the town’s industrial achievements but also a tribute to the Harmonists who laid the early foundations of the community. The Old Economy Village, which is home to the original Harmonist Church and homes, is a vibrant area and hosted many events for families and residents. It is also a reminder of how the early days of the town looked. As the Harmony Society’s influence waned, the rise of the American Bridge Company brought a new wave of residents and development, transforming Economy into Ambridge. The parade is a celebration of the past, present and future of this historic town. American Bridge and Southland were honored to return to the town and reconnect with the town that played such a pivotal role in its development.

In the bustling city of Austin, Texas, an extraordinary engineering project lies deep beneath the surface: the Jollyville Transmission Main Tunnel. Designed to enhance the city’s water infrastructure, this ambitious project ensures that local businesses and residents have a reliable water supply. Here’s a closer look at this remarkable feat of engineering.

Project Overview

The Jollyville Transmission Main Tunnel is a crucial part of Austin’s water distribution network. Its primary purpose is to transport water from Water Treatment Plant 4 (WTP4) to the Jollyville Reservoir. Spanning over 35,000 linear feet (LF) and reaching depths of 120 to 350 feet, the tunnel was constructed to avoid disrupting environmentally sensitive areas.

Three Tunnel Boring Machines (TBMs) were employed to excavate three segments of the tunnel: 20,650 LF, 9,600 LF, and 4,750 LF. The tunnel is lined with an 84-inch prestressed concrete cylinder pipe (PCCP) and grouted in place, except for an 800-foot section under the Balcones Canyonlands Preserve, where steel pipe was used.

Key Infrastructure

Four pivotal shafts were essential to the project:

• WTP4 Access Shaft: 210 feet deep with a 13-foot diameter.
• Four Points Area Shaft: 275 feet deep with a 45-foot diameter, serving as the main working shaft for two of the three tunnel drives.
• Pard Shaft: 130 feet deep with a 31-foot diameter, located in an affluent residential area.
• Jollyville Reservoir Shaft: 350 feet deep with a 48-foot diameter, the deepest and longest working shaft.

Environmental Considerations

The tunnel passes through uniform limestone and dolomite rock, with careful planning to protect the Balcones Canyonlands Preserve. This preserve is a habitat for several endangered species, including the Jollyville Plateau Salamander. The construction team used non-invasive techniques to minimize environmental impact, particularly in the preserve area.

Innovations and Challenges

One of the standout innovations was Southland’s in-house design and manufacture of two 11-foot internal diameter double-shield hard rock TBMs, which were crucial for efficient excavation. Additionally, a custom-engineered pipe carrier system significantly increased the pipe installation rate, saving over 350 days in the schedule.

Despite the complexities, the project maintained an exceptional safety record with no lost time incidents. The success was also due in part to a robust public outreach program that ensured zero environmental impacts and garnered positive community feedback.

A Legacy of Innovation

The Jollyville Transmission Main Tunnel stands as a testament to innovative engineering and environmental stewardship. It not only ensures a reliable water supply for Austin but also exemplifies how modern infrastructure projects can harmonize with nature and community needs. This subterranean marvel continues to support Austin’s growth while preserving its natural heritage.