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Comprehensive Solutions. Personalized Approach.

No matter how big or small, ms consultants provides a comprehensive and integrated approach to each client and project. Through collaboration, our local architects, engineers, and planners provide custom solutions to meet your needs. As a local leader with national experience, we serve a variety of markets and project types. See some of our work below.

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State Route 4031 Bridge Replacement

Cambria County, Pennsylvania

State Route 4031 Bridge
State Route 4031 Bridge
State Route 4031 Bridge
A BRIDGE IN SOUTHWESTERN PENNSYLVANIA REQUIRED AN OUTSIDE-OF-THE BOX REPLACEMENT SOLUTION.
  • Bridge Design
  • Highway Design
  • Traffic Engineering and Planning
  • Structural Analysis
  • Environmental Planning and Permitting
  • Public Involvement
  • Right-of-Way Plans
  • Utility Relocation Design
  • Drainage Design
  • Stream and Wetland Delineation
  • Sidewalk and Curb Ramp Design
The Pennsylvania Department of Transportation (PennDOT) District 9-0 and the engineers at ms consultants, inc. knew the state Route 4031 bridge replacement in southwestern Pennsylvania required outside-of-the-box thinking.   The bridge carries state Route 4031 (West High Street) over the Ghost Town Trail (formerly R.J. Corman Railroad) in Cambria County.   The most important considerations and constraints of the project would be: safe and efficient maintenance of pedestrian and vehicular traffic, limited right-of-way, and constructability in tight quarters.
MAINTAINING NORMAL OPERATIONS
With average daily traffic of more than 12,000 vehicles and numerous driveways and side roads in close proximity, determining the appropriate vehicular and pedestrian traffic control solution was key to the project’s success.   A traffic control alternatives analysis compared full detours, partial detours, half-width construction, and pedestrian access routes. After analyzing the alternatives, it was clear that maintaining two lanes of traffic, one in each direction, would maintain access and mobility in this densely-mixed commercial and residential corridor.   A separate temporary pedestrian bridge was installed to maintain pedestrian use on state Route 4031 during construction, while the recreational and emergency use of the Ghost Town Trail below was maintained at all times (except for removal and placement of beams overhead). In addition, a temporary ‘pedestrian tunnel’ was provided for overhead protection for trail use during construction activities.  
DESIGNING FOR COMPLEX CONDITIONS
The combination of tight quarters and staged construction can make any engineer nervous. During the design process and internal constructability reviews, ms recognized the need for temporary shoring. ms went one step further by determining that something beyond the typical solution would be needed for construction.   Because temporary shoring, which is up to 20 feet high, would need to be installed between the old and new abutments in a gap less than two feet wide, a pilaster was introduced on the back side of the stage one abutment. A pilaster is a rectangular column projecting from a wall, and served as an important piece to construction of the state Route 4031 bridge replacement.   The purpose of the pilaster is difficult to perceive when first reviewing the design plans, however, it soon became evident how important it was during construction.   Without the pilaster, the required temporary shoring would have nothing to bear on but as designed, the shoring was able to rest against the newly constructed abutment. This made construction of the stage two abutment much simpler.
SAFETY IMPROVEMENTS
In addition to replacing a structurally-deficient bridge, the project resulted in several improvements to safety of vehicles, pedestrians and trail traffic. Safety improvements for the state Route 4031 bridge replacement included:   Addition of a left turn lane for westbound state Route 4031 vehicles turning onto state Route 0160, reducing the likelihood of rear-end collisions The additional turn lane also reduced through-moving vehicles from driving around stopped vehicles and onto the shoulder Construction of sidewalks on both sides of state Route 4031 to provide safe access for pedestrians throughout the project Temporary pedestrian tunnel to safely maintain trail traffic during construction
PROJECT SUCCESS
The bridge replacement met the needs of PennDOT District 9-0, vehicular traffic, and the local community. The project was completed on schedule and under budget. Traffic was efficiently maintained through the work zone during construction, including recreational traffic along the Ghost Town Trail. Disruption to local businesses was minimized due to the staged construction and detour avoidance.   Every project has its own set of challenges. There were a number of factors addressed during both the design and construction of the state Route 4031 bridge replacement. The solution ensured the bridge was replaced with as little impact to the traveling public and local businesses as possible. With a little ingenuity, the state Route 4031 bridge replacement project was a success.
2017 Outstanding Highway Engineering Award

American Society of Highway Engineers (ASHE) Pittsburgh Section

Olive Street Bridge Replacement

Trumbull County, Ohio

Olive Street Bridge
Olive Street Bridge
Olive Street Bridge
Olive Street Bridge
AFTER BEING CLOSED TO TRAFFIC IN 2009 DUE TO CRITICAL DETERIORATION, A SOLUTION WAS NEEDED TO RESTORE A KEY LINK BETWEEN COMMUNITIES
  • Structural Analysis and Bridge Type Study
  • Bridge Design
  • Roadway Design
  • Railroad Coordination
  • Utility Relocation Planning and Design
  • Traffic Planning and Engineering
  • Environmental Planning and Permitting
  • Survey and Utility Locating
  • Right-of-Way Planning
The Olive Street Bridge (Niles-McDonald Viaduct) was originally constructed in 1920 and underwent major rehabilitation in 1976. Since the 1976 rehabilitation, the 20-span bridge had undergone serious deterioration. The damage was so extensive that the load limit was first reduced to 3 tons in 2008, then closed to all traffic in 2009 after trucks continued to use the structure.
A CRITICAL COMMUNITY LINK
With approximately 3,500 vehicles using the bridge per day, the bridge closure placed a serious hardship on the community. The closure directly impacted first responders, school buses, local delivery and sanitation services.   The loss of this connection was devastating to not only the residents, but also businesses of the Village of McDonald and City of Niles. The replacement of the structure was critically important to the communities’ collective long-term survival. 
REHABILITATE OR REPLACE?
The project was initiated with a rehabilitation or replacement study. A structural analysis was performed to determine if the piers of the box beams spans and concrete arches could be salvaged in some way for reuse. The study ultimately concluded that a full replacement with a shorter, four-span structure was the most cost-efficient solution. An additional benefit with the replacement scheme came the opportunity to improve the horizontal and vertical alignments in combination with using an embankment fill to improve the design speed for the facility.
FOCUSING ON PARTNERSHIPS AND COORDINATION
Because of its location and many agencies involved, the project required close coordination from day one to make it a success. The close partnerships led to an on-time completion date though the original construction start was delayed more than five months due to sanitary force main relocation delays by another contractor.   ms kept close partnership between:   Ohio Department of Transportation (ODOT) Trumbull County Engineer’s Office Utility companies Stakeholders A.P. O’Horo Norfolk Southern Railroad CSX Railroad Niles Wastewater Treatment Plant
PROJECT CHALLENGES
In addition to coordinating a number of entities, the project itself also created physical challenges. Some challenges included:   A 12” sanitary force main carried on the existing structure that could not be out of service. This line was ultimately relocated under the river and railroad under a separate project in advance of the bridge construction, An existing 12” high pressure gas line was relocated onto the new bridge, AT&T and electric service lines also carried on the existing bridge needed additional attention, A number of buried gas and telecommunication lines throughout the site, requiring subsurface utility engineering services for avoidance and/or relocation, Environmental commitment notes detailed requirements for work within the Mahoning River and 100-year floodplain due to hazardous/solid waste classification. Demolition of entire viaduct structure, including the span over the NS Railroad and arch spans over the Mahoning River. The river portion required an elaborate temporary access fill plan with cost estimating, Construction of a 411-foot long mechanically stabilized earth retaining wall while maintaining continuous access to the bordering treatment plant operations.
A NEW, SAFER BRIDGE
The bridge replacement was designed with added safety as an additional focus. Engineers designed a safer, 35-mph gentler horizontal curve, combined with a lower vertical grade line. This enabled construction of direct access drives to service the Niles Wastewater Treatment Plant to the east and to promote industrial development to properties to the west.   The improved safety through the design of the flatter horizontal curve also increased the stopping sight distance over existing conditions.
CELEBRATED BY THE COMMUNITY
Reopening Olive Street via the bridge replacement project was a tremendous benefit to Niles, McDonald, and to Trumbull County. Because a mutual aid agreement exists between Niles and McDonald, fire protection services were restored to their prior levels. Evidence of the enthusiasm of the bridge restoration was in full effect when the Ribbon Cutting Ceremony was held. A parade, complete with fireworks, press coverage, and speeches from an array of local public and state officials were a testimony to the importance of the Olive Street Bridge reopening.   Given the high-profile nature of the bridge project to the local communities, the design and construction teams held the public’s interests in the highest regard so the bridge could be reopened as early as possible.
2017 Outstanding Highway Project Award, Under $5 Million

American Society of Highway Engineers (ASHE) Cuyahoga Valley Section

Pickaway County Fairgrounds Master Plan

Circleville, Ohio

Pickaway County Fairgrounds Master Plan
Pickaway County Fairgrounds Master Plan
A PILLAR OF THE LOCAL COMMUNITY, THE PICKAWAY COUNTY BOARD OF COMMISSIONERS COMMISSIONED A MASTER PLAN TO REVAMP THE OUTDATED AND INEFFICIENT FAIRGROUNDS.
  • Architectural Design
  • Engineering Design
  • Master Planning
  • Public Involvement
  • Fundraising Assistance
  • Traffic Study
  • Intersection Design
  • Traffic Engineering
  • Site Utility Design
  • Parking Solutions
  • Landscape Design
The Pickaway County Board of Commissioners chose ms consultants, inc. to create a master plan for its fairgrounds. The project’s goal is to ensure the continued preservation of the county’s agricultural heritage, while providing for the fairgrounds’ future relevance and vitality.   The Commissioners wanted a cohesive master plan that revitalized the fairgrounds and provided quality, year-round, multipurpose facilities for the community.
FEATURES OF THE 60-ACRE SITE
Ranging approximately 60 acres, the Pickaway County Fairgrounds Master Plan addresses several areas and buildings, including:   Five new livestock barns ranging from 7,500 to 21,000 square feet 22,000-square-foot indoor arena with offices, conference rooms, concessions, and a shower facility 40,000-square-foot, covered, outdoor, dirt track arena 18,000-square-foot, two-story, multipurpose building with banquet/meeting rooms, commercial grade kitchens, offices, and conference rooms Amphitheater Midway RV park 40% increase in parking
EXISTING CONDITIONS
ms performed a field survey to document existing conditions. The team assessed buildings, barns, grandstand, utilities, MEP, and drainage. ms also performed a traffic-impact study, analyzing the effects of the proposed driveway reconfiguration on daily traffic.
COMMUNITY INPUT
ms led stakeholder and public planning sessions to understand the community’s needs and concerns. Among others, the involvement included the following stakeholders:   Pickaway County Board of Commissioners Pickaway County Fair Board Pickaway County Junior Fair Board Pickaway Sportsman, Inc., a nonprofit group Pickaway County 4H Advisory Committee Ohio Harness Horsemen’s Association Through these sessions, ms discovered the public and stakeholders were concerned with:   Undersized and dated facilities Inefficient layout and function of facilities Ineffective drainage and flooding Lack of parking Lack of site security Traffic congestion
RECOMMENDED IMPROVEMENT DETAILS
After understanding the existing site, future needs, and community desires, the team gave recommendations for fairground improvements. The goal being a more effective and useful Pickaway County Fairgrounds. Recommendations included:   Facility improvements Upgrades to enhance the fairgrounds’ marketability and increase revenue Design and location of a proposed multipurpose, community building Improvements to traffic access and internal traffic circulation Modernizing utilities, including water, sewer, and electrical Burying all electric and telephone lines to improve the site’s appearance and create more usable space Stormwater treatment placement locations Sound and lighting systems Fencing, parking, and landscaping plans, including an enhanced fairgrounds entry Temporary siting of recreational vehicles (RVs), campers, and tents for the annual Pickaway County Fair and other special events.

Value City Furniture

Columbus, Ohio

VALUE CITY FURNITURE
Value City Furniture
Value City Furniture
Value City Furniture
Value City Furniture
Value City Furniture needed a new store location that connected with customers and brought their brand to the next level.
  • Project Management
  • Architectural Services
  • Fire Protection Engineering
  • M/E/P Engineering
  • Permitting
  • Site Civil Design
In 2005, ms consultants started providing full service architecture and engineering services to Value City Furniture, the Schottenstein Stores Corporation’s original and largest furniture chain.   ms has established a strong business partnership with the parent company, American Signature, Inc., providing services that include space planning, architectural design, building systems engineering, site-civil design and permitting to more than 80 projects.
POLARIS FASHION PLACE
This project consisted of a new, 37,500 square foot furniture store on 3.38 acres of green field at the perimeter of Polaris Fashion Place. The project was permitted through the City of Columbus One-Stop Shop, with required storm water management and sanitary sewer plans, or CC plans. Permitting included sanitary CC plans for a sanitary main removal, storm CC plans for the on-site collection and detention system, roadway plans for new curb cut access, and site compliance plans.   The Value City Furniture chain currently operates stores in 98 locations throughout 16 states, and provides quality home furnishings at affordable prices.        
CONCEPT EVOLUTION
ms consultants worked in tandem with the Value City Furniture Construction Department and Store Planning Department to develop the building floor plan, size and building form.   Exterior elevations were developed by utilizing an aesthetic that had been previously developed by Value City Furniture Store Planning. This version is unique to the Value City Furniture brand.   The exterior was a locally-produced, concrete, insulated panel. The vast amount of glass at the entrance facade showcases the furniture and allows daylight to stream into the retail space. The natural light renders colors more realistically.   For the first time, a Value City Furniture store features vertical green walls. These walls allow vegetation to grow up the façade.

U.S. 23/Pennsylvania Avenue Improvements

Delaware, Ohio

U.S. 23/
Pennsylvania Avenue
U.S. 23/
Pennsylvania Avenue
U.S. 23/
Pennsylvania Avenue
U.S. 23/
Pennsylvania Avenue
Increase safety at the highest crash-rate location in Delaware County via an efficient and cost-saving transportation solution for U.S. 23/Pennsylvania Avenue.
  • Environmental Analysis
  • Geotechnical Services
  • Green Infrastructure
  • Landscape Design
  • Maintenance of Traffic
  • Right-of-Way Easements
  • Survey
  • Traffic Engineering
Built in the 1960s, the U.S. 23/Pennsylvania Avenue interchange in Delaware, Ohio, was constructed as a partial interchange to save cost and ease traffic through downtown. The interchange provided access to U.S. 23 from/to Pennsylvania Avenue. However, it didn’t provide on-ramps/off-ramps for northbound or southbound traffic from/to the avenue.
HIGHEST CRASH RATE
In northern Delaware, motorists were unable to access Pennsylvania Avenue from northbound U.S. 23. Instead, motorists going north would pass Pennsylvania Avenue and then make a dangerous U-turn at Hills-Miller Road. During peak hours, more than 60 vehicles daily made these unsafe U-turns. This resulted in ODOT identifying Hills-Miller Road as having the highest crash rate in Delaware County in their 2002 ODOT U.S. 23 Access Management Plan.
A GROWING PROBLEM
Delaware’s northern and western areas are growing fast. Residents and businesses need reliable and efficient access to U.S. 23, as it is a main thoroughfare.   Prior to the U.S 23/Pennsylvania Avenue improvement project, many motorists used residential streets to access southbound U.S. 23 from Pennsylvania Avenue. According to the Delaware Thoroughfare Plan, more than 1,000 vehicles per day used a residential street to cut-through to U.S. 23. These roads are designed for light traffic. Without improvements, cut-through traffic would have continued increasing as Delaware grew, aggravating safety concerns for residents.
FACING CHALLENGES
As with many communities, Delaware’s infrastructure needs exceeded the available dollars. In addition to funding, the project also faced challenges due to its location along the Olentangy River and proximity to the Historic Northwest District.   Traditionally, providing better access would include constructing new ramps and creating a full interchange. However, the team designed a creative solution modifying the southbound exit ramp to create a two-way street with an intersection at U.S. 23. This resolved the three challenges: Preservation. Reduced impact to the Historic Northwest District. Environmental. Reduced impact to the Olentangy River floodplain. Financial. Reduced building costs by $8 million.
PROJECT DETAILS
The project eliminates traffic that trickled through local streets, improving traffic patterns. It included the following construction: The Sandusky Street extension, projected to serve 10,600 vehicles per day. Sidewalks along the Sandusky street extension. The widening of 1,170 feet of U.S. 23 for new turn lanes. A new traffic signal and new turn lane at the Sandusky Street/U.S. 23 intersection.
HISTORIC DISTRICT IMPROVEMENTS
One of the challenges the team faced was minimizing impacts to the Historic Northwest District homes located near the Sandusky extension. With their improvements, the team not only minimized impacts, but also improved the neighborhood by constructing a true, two-way street in front of the homes. With a new sidewalk, tree lawn, period post-top street lighting, street trees and landscaping, the character of this part of the district is much improved.
SAFETY FOR PEDESTRIANS AND CYCLISTS
To accommodate pedestrians, the team designed a sidewalk along the west side of the Sandusky Street extension. “Share the road” signage alerts drivers to the potential presence of cyclists. These features highlight Delaware’s commitment to alternate modes of transportation in the community and encourage a healthier lifestyle.
WATER-QUALITY IMPROVEMENTS
The vegetated biofilter constructed between the Sandusky Street extension and U.S. 23 improves water quality for runoff flowing into the adjacent Olentangy River. The biofilter complies with the Ohio EPA Olentangy River Watershed Alternative General Construction Stormwater Permit.
SAVING MONEY
By designing and building a less costly, innovative solution, the team reduced the total project construction costs to less than $2.5 million—an $8 million savings. The project is also flexible in that a full interchange could be developed, should there be a need.   The partial interchange was completed in October 2016 and provides safe and efficient access to northern Delaware.
2016 Project of the Year Award, under $5 million

Central Ohio Section of the American Society of Highway Engineers (ASHE)

2017 Outstanding Engineering Achievement Award

Franklin County Chapter of Ohio Society of Professional Engineers (FCC-OSPE)

2017 Peer’s Choice Award, Outstanding Highway Project

Central Ohio Section of the American Society of Highway Engineers (ASHE)

I-70/I-71 Columbus Crossroads

Columbus, Ohio

I-70/I-71 Columbus Crossroads
Mound Street Connector
Long Street Bridge
Running through a central business district of Ohio's largest city, I-70/I-71 needed a long-term and comprehensive solution for the high-traffic and high-crash area.
  • Assessment of Feasible Alternatives
  • Conceptual Alternative Study
  • Conceptual Engineering
  • Costs for Alternatives
  • Design/Build
  • Environmental Assessment
  • Evaluation of Transportation Model Results
  • Finding of No Significant Impact (FONSI)
  • Highway Engineering
  • Maintenance of Traffic
  • Phasing Strategies
  • Preferred Alternative Verification Study
  • Public Participation and Public Involvement Plan
  • Right-of-Way
  • Section 4(f) Evaluation
  • Survey
The overlap of two interstates, I-70 and I-71, runs through the central business district of Ohio’s largest city and is identified as one of the state’s highest crash locations. The two-mile stretch where I-70 and I-71 combine and then separate is also characterized by congestion for many hours of the day. The volume of traffic, combined with numerous freeway ramps, contributes to these operational characteristics.   To develop short- and long-term solutions for this persistent problem, the Ohio Department of Transportation retained ms consultants as the lead consultant on the I-70/I-71 South Innerbelt Study. The project team included 12 subconsultants selected by ms for unique contributions of services.   The study area for the planning and conceptual design includes three major freeway interchanges and 34 ramps to local arterial streets. ms assumed the key role in the development and analysis of conceptual engineering and costs for alternatives, evaluation of transportation model results, development of maintenance of traffic and phasing strategies, and the identification and documentation of environmental, socioeconomic, and physical sensitivities in the project area. ms was responsible for public participation, selection of a final alternative and a final environmental Finding of No Significant Impact. The project team developed a comprehensive and intensive public involvement plan intended to build broad-based public support of the study and its findings by engaging the public in all steps of the process. As lead consultant, ms served as the primary presenter of material at more than 300 stakeholder, community and public meetings scheduled throughout the project.   A Conceptual Alternative Study was prepared to document the evaluation of six alternatives based on established performance measures. Two feasible alternatives were carried forward for further evaluation, based on this study. An Assessment of Feasible Alternatives was prepared to document a more detailed evaluation, supporting the recommendation of a preferred alternative. A Preferred Alternative Verification Study was prepared to further develop the plans more than 150 lane miles of new pavement, 113 new bridges and more than 1.3 million square feet of retaining walls.   An environmental assessment was prepared to document potential environmental impacts to ecological resources, five historic districts, listed and eligible historic buildings, park and recreational lands, air quality, traffic noise, construction noise and vibration, community impacts, environmental justice, hazardous materials, and secondary and cumulative effects. A Section 4(f) Evaluation was prepared to document potential impacts to historic properties and districts, parks and recreational lands. ms assisted ODOT in preparing the necessary concurrence letters to document commitments for the Columbus Dodge Park and the Franklin County Scioto Audubon MetroPark.   The planning for the project included the development of an aesthetic enhancements plan that considered streetscaping elements along new and improved city streets, structural elements along the freeway and public plaza caps over the freeway. A series of community and stakeholder meetings were held to develop this plan with community input. Project costs for these elements were developed and possible funding sources were identified. A Design Enhancement Manual was prepared for use in the future design of the project, to ensure continuity through all of the project phases.   The new urban avenues created by the project were designated by ODOT as a “Complete Street Pilot Project.” Complete streets are designed to provide safe access to all users – pedestrians, bicyclists, transit riders and vehicles. A series of workshop meetings were held with stakeholder groups and city representatives to develop a plan for these avenues that included bike lanes, sidewalks, on-street parking, tree lawns and streetscaping.
Parsons Avenue Widening and Reconstruction
ms consultants provided services for the planning, preliminary design and construction plan development  for the widening and reconstruction of Parsons Avenue from Mooberry Street to Town Street. Parsons Avenue, along with other streets along the interstate corridor, was designated by ODOT as a “Complete Street Pilot Project.” A preliminary plan was developed that considered the city’s previously prepared bikeways plan and included future bike routes. A series of workshop meetings was held with stakeholder groups and city representatives to develop a plan for Parsons Avenue that includes bike lanes, sidewalks, on-street parking, tree lawns and streetscaping. The project will also include replacement of street lights and traffic signal mast arms that will match Columbus’ downtown standard and blend with adjacent historic neighborhoods and buildings.   As part of the environmental assessment prepared for the I-70/I-71 project, the proposed street improvement plans will include provisions to replace the historic iron fencing across the frontage of the Columbus Health Center. ms is preparing plans for needed waterline replacements and relocation of an existing sewer siphon along Parsons Avenue. Meetings have been held with other utility owners to coordinate other necessary relocations. Right-of-way plans were prepared for additional right-of-way needed for the project. The plans were prepared on an accelerated schedule to advance right-of-way acquisition and subsequent project construction.        
I-71/I-670 Interchange
As part of the phasing strategy for this $1.5 billion project, ms worked with ODOT to identify a portion of the project suitable for advancing as a design-build project, using a best value selection process that considered technical qualifications, project schedule and cost. This section, the I-71/I-670 Interchange, would be the largest design-build interchange project ever contracted by the state, with an estimated project cost of $200 million. Working with ODOT and the Federal Highway Administration, ms assisted with the preparation of the scope of services documents. ms also assisted ODOT in the evaluation of alternative technical concepts proposed by shortlisted design-build teams and reviewed proposal submissions for compliance with the technical specifications.   The phasing strategy for the remaining sections of the project was developed considering project costs, future available funding, maintenance of traffic during construction and independent utility.
2016 Best Urban Project: Mound Street Connector

ODOT/ACEC Ohio Partnering Award

Outstanding Major New Bridge: Mound Street Connector

Ohio Chapters of the Association for Bridge Construction and Design (ABCD)

2014 Engineering Projects

Columbus Business First

2013 National Recognition Award

American Council of Engineering Companies (ACEC) National

2012 Outstanding Achievement Award

American Council of Engineering Companies (ACEC) of Ohio

2012 Grand Award

American Council of Engineering Companies (ACEC) of Ohio

Upground Reservoirs

Columbus, Ohio

John R. Doutt Upground Reservoir
Pump Station
Inflatable Weir on Scioto River
A rapidly growing area was in need of a sustainable water supply for its more than 1.5 million residents to serve the community well into the future.
  • Architecture
  • Environmental Engineering
  • Environmental Planning
  • M/E/P Engineering
  • Public Involvement
  • Right of Way
  • Roadway Engineering
  • Structural Engineering
  • Survey + Mapping
  • Telemetry
  • Traffic Engineering
  • Water Modeling
  • Water Resources
In order to provide adequate water supply for the future, the City of Columbus is constructing three upground reservoirs to be supplied by the Scioto River which flows from north to south through the city.   The city commissioned a team led by ms consultants to provide preliminary and final design for the proposed reservoirs recommended in the feasibility study. The three reservoirs will occupy 2,500 acres of land in northwest Delaware County, which is located north of the city and adjacent to Franklin County.   Preliminary design included subsurface investigations; establishment of the reservoir footprints and construction sequence; detailed site surveys; evaluation of the alternative locations for the raw water pump station; and evaluation of alternatives for transmission main pipelines. The evaluation criteria included design constraints; availability of adequate power supply; subsurface conditions; environmental protection; impacts to the community; right-of-way acquisition and construction costs; operation and maintenance considerations; recreational use opportunities; and security requirements.   In addition, the ms consultants team provided environmental investigations, including Cultural Resources; Terrestrial Habitats; Wetlands; Aquatic Habitats; Hazardous Material Investigations. The results of the environmental studies were utilized for preliminary design and analysis of alternatives; detailed design of selected option; documentation for permit applications; defining potential construction mitigation elements; and identifying any operational considerations.   ms also provided the extensive regulatory agency and permitting coordination that a project of this complexity and magnitude requires. The agencies involved include OEPA, ODNR, USCOE, ODOT, Delaware County, the Ohio Historic Preservation Office, MORPC, Del-Co Water Co., and local townships. Some of the many permits and approvals that were coordinated include 404/401 permits, NPDES stormwater permits, OEPA plan approval, FEMA approval, erosion control plans, and ODNR permits, among others.   The three planned reservoirs will store approximately 18.3 billion gallons of water, and will provide a design safe yield up to 53 MGD of potable water to Columbus and Del-Co Water Company consumers under a 50 year drought condition.   The reservoirs will be constructed over the next 15-20 years, with the initial project encompassing the following elements:   A raw water pump station equipped with four 40-mgd vertical turbine pumps to convey water from the Scioto River to the reservoirs. A 150-foot wide inflatable weir will be installed in the Scioto River adjacent to the pump station to create a backwater pool for adequate submergence of the pumps. The first of the three reservoirs, which is estimated to have a water surface area of 850 acres and total volume of 9.3 billion gallons. A synthetic liner is required for each reservoir to prevent excessive seepage loss due to subsurface conditions. 72-inch water transmission mains are required to link the pump station, the three reservoirs and the proposed Del-Co Water plant. An outfall structure with a flow control valve will also be needed at the southern terminus of the pipeline to release flows back to the Scioto River upstream of the O’Shaughnessy Reservoir.   This project contains one of the nation’s largest synthetic lined upground reservoirs.   The first of the three reservoirs, named the John R. Doutt Upground Reservoir, was officially dedicated on September 30, 2014 in honor of the former Columbus Water Administrator.
2015 National Recognition Award

American Council of Engineering Companies (ACEC) National

2015 Outstanding Achievement Award

American Council of Engineering Companies (ACEC) of Ohio

2015 Outstanding Engineering Achievement Award

Franklin County Chapter of Ohio Society of Professional Engineers (FCC-OSPE)

2015 Outstanding Engineering Achievement Award

Ohio Society of Professional Engineers (OSPE)

2015 Top Projects Award

Water & Wastes Digest (W&WD)

Brown Township Town Hall

Brown Township, Ohio

Brown Township Town Hall
Brown Township Town Hall
Brown Township Town Hall
Brown Township Town Hall
GROUNDBREAKING
When the former Brown Township Town Hall, built in 1847, no longer met the current or future needs of the community, a new town hall was needed.
  • Architectural Design
  • Electrical Engineering
  • Structural Engineering
  • Mechanical Engineering
  • Civil Engineering
  • Project Management
  • Master Planning
  • Survey
  • Construction Administration
For more than 25 years, Brown Township—a family-oriented community located in Delaware County, Ohio—used the same building as their township hall.   Built in 1874, the 4,860 square-foot facility did not meet the township’s current and future needs. The building was too small to accommodate the community’s 30 percent population growth, the building configuration was awkward, and the township was not able to customize it for events. It also did not meet their vision of a facility that harmonized with the community’s agricultural heritage and the architectural character of the neighborhoods.    
FINANCING THE PROJECT
Through an endowment from the Delaware County Foundation, the township received funds to build a new hall.   A couple, whose husband was raised in Brown Township, bequest the gift—the second largest in the foundation’s history.
PROJECT HIGHLIGHTS
5,250 square-foot hall Flexible meeting spaces Ample parking Honors the township’s agricultural legacy Flexible for future growth Aesthetically fits the township’s landscape Potential increase in township revenue through facility rentals
TOWN HALL PROJECT DETAILS
The township trustees selected ms consultants, inc. to provide master planning and full design services for the new 5,250 square-foot hall.   The team prepared several master planning and expansion options with alternatives for the office and building location. ms provided ample parking for the town hall and ballfields, which are adjacent to the site. The master plan included the location of a detention pond and septic system, location of future play areas, a new restroom for the ballfields, and an expanded parking lot entrance and exit. The new design included an administration area with two offices, a conference room, and a secure room for all the township files. Off of the main hall is a banquet catering room that can be used buffet style, as a food station, or as a small, sit-down-style reception area.   Meeting space flexibility is at the core of the design. The township will use the spaces for community gatherings and event venues. ms created separate entrances for the administration office, catering room, and banquet spaces—with the ability to secure the administration office during events.   The team based the mechanical system’s design on how the building spaces would be used, creating maximum efficiency. ms conveyed design ideas via 3D graphic renderings, and provided project management, surveying services, complete architectural, structural, electrical, mechanical, civil engineering and construction administration.   Groundbreaking for the new town hall was May 31, 2017, and expected completion is November 2017.

ALDI Urban Streetscape Location

Alexandria, Virginia

ALDI Urban Streetscape Location
ALDI Urban Streetscape Location
ALDI Urban Streetscape Location
Maintain ALDI’s operational and brand identity while complying with scrupulous city aesthetic and sustainability development standards for the redevelopment of a premier urban site.
  • Architecture
  • Project Management
  • Structural Engineering
  • MEP Engineering
  • Green Globes® Administration
  • Permitting
  • Construction Administration
ALDI wanted a convenient location in Alexandria, Virginia. ALDI selected an urban, pedestrian-friendly site on Duke Street.   The City of Alexandria sits just minutes south of the District of Columbia. Like many cities, Alexandria strives lengths to preserve its history, while meeting the needs of modern culture. The city mandates site requirements and building standards for businesses in the jurisdiction. The design team was challenged to design a store that fit the city’s architectural landscape and exceeded the city’s sustainable regulations.
SUSTAINABLE DESIGN
To exceed Alexandria’s environmental requirements, ALDI chose to pursue Green Globes® certification. Green Globes includes ENERGY STAR, which has a specific category for supermarkets. This is crucial as grocery stores face unique challenges related to their heavy refrigeration loads.   Green Globes buildings go through a rigorous third-party endorsement process and are certified on a scale from one-to-four Green Globes, four being the highest level of sustainable achievement. The store is ALDI’s first three Green Globes building—certifying that the building meets sustainable goals in energy, water, materials, resources, emissions, and indoor environments.   The team achieved Green Globes status for the 17,132 square foot store through sustainable features, including:   A 40 kilowatt solar-array roof that will generate an estimated 40,000 kilowatt hours of electricity annually—enough electricity to power three, single-family homes per year. Whole building commissioning, meaning that all building systems—from the building envelope and structural systems to the HVAC and communication systems—were tested for maximum efficiency. An ENERGY STAR design score of 92, resulting in potential energy efficiencies.
Urban streetscape location
The building is unique to ALDI’s portfolio. The location has a custom exterior and custom floor plan, a two-story full-glass entryway, and an upgraded interior graphics package. It also has brick and glass architectural details to support ALDI’s brand, while meeting the city’s aesthetic requirements.
ALDI + MS PARTNERSHIP
ALDI is an international grocer that provides consumers with products that are “impressively high-quality at impossibly low prices.” Since the beginning of ms consultants’ partnership with ALDI in 2008, ms has completed projects in 280 cities across 21 states.

YSU Athletic Training Facility

Youngstown, Ohio

YSU Athletic Training Facility
YSU Athletic Training Facility
YSU Athletic Training Facility
To meet the demands of its college athletes year-round, Youngstown State University wanted to construct an energy-efficient, multi-purpose, indoor, athletic training facility.
  • Architecture
  • Bidding Assistance
  • Building Structures
  • Construction Administration
  • Electrical Design
  • Landscape Architecture
  • LEED Certification
  • Programming
  • Survey
  • Sustainable Design
ms consultants provided an initial program assessment, final design services, LEED services, and construction administration for the 125,000-square-foot Watson and Tressel Training Site (WATTS) at Youngstown State University (YSU). The new indoor athletic training facility provides year-round training amenities and protection from adverse weather conditions. The YSU athletic training facility also promotes sustainability with a LEED Silver certification.   Initially, ms conducted a preliminary program assessment to determine the necessary requirements and potentialities. Due to the planned size of the athletic training facility, ms reviewed four possible sites located on the YSU campus. These sites were evaluated for both positive and negative attributes regarding site conditions, proximity to existing athletic infrastructure, available parking, pedestrian and traffic control, site densities, and visual impact analysis. ms architects collaborated with YSU officials in selecting a preferred site (Elm Street at Eastbound Service Road) and a building type (a conventional metal facility), and worked with the project team on final design details. Design development, contract documents, specifications, and bidding assistance were provided by the team for the architectural, electrical and structural elements of the building with assistance of teammates CJL Engineering for mechanical/electrical/plumbing design and Resource International for site civil engineering.   To support various athletic teams, intramural sports, and campus-wide activities, the WATTS facility includes:   Indoor football field with a synthetic turf system 300-meter track Long jump and high jump pits Four batting cages Training room Locker rooms
Sustainable Design
The design team worked to achieve LEED Silver certification, which was awarded in August 2012. Sustainable design features for the athletic training facility include:   Reflective paving surfaces in the limited parking area Reflective roof material to limit heat island effects on the building and surrounding campus area Anticipated energy consumption savings of 35% annually 46% reduction in water consumption through efficient water fixtures Regional plant materials that eliminate the need for irrigation Waste was recycled and diverted from local landfills during construction Utilization of recycled materials from regional manufacturers within a 500 mile radius The interior envelope utilizes low emitting finishes to improve the indoor air quality for building occupants The site is located on multiple public transportation routes and accessible to basic community services for walkability   The WATTS facility is one of the first LEED buildings on YSU’s campus and the first certified under LEED v3.   Editor’s Note: This project is featured in the December 2012 issue of College Planning and Management magazine.
2013 Honor Award

American Council of Engineering Companies (ACEC) of Ohio

Homestead Grays Bridge

Homestead, Pennsylvania

HOMESTEAD GRAYS BRIDGE
HOMESTEAD GRAYS BRIDGE
HOMESTEAD GRAYS BRIDGE
Originally built in 1936, the Homestead Grays Bridge needed both structural and aesthetic upgrades.
  • Civil Engineering
  • Environmental Engineering
  • Highway Engineering
  • Planning
  • Structural Engineering
The Homestead Grays Bridge, located in Homestead and West Homestead, Pennsylvania, spans the Monongahela River and the Waterfront, a 260-acre mixed-use development. The bridge was built in 1936.   The Waterfront, located under the south portion of the bridge, was originally a 1225 housing development (known as the Ward) in 1936. In 1941, the United States Steel Company displaced the homes when the U.S. Government ordered the expansion of their steel mill to help support World War II. The mill closed in 1986 and the site was demolished by 1998. In 2000, the riverfront property was purchased by Continental Real Estate Companies, who started the redevelopment of The Waterfront.   One of the unique features of the main bridge is the Wichert trusses, developed by E.M. Wichert of Pittsburgh, PA in 1930. This was the first bridge to utilize this type of truss. Since that time, there have only been a few bridges built in the world using this truss design, which lacks a vertical member at the interior supports of the continuous trusses.   ms consultants first became involved with the bridge in 1988, when the firm was selected by the ACDPW to perform an in-depth inspection of the bridge, prepare a detailed report indicating the condition of the structure and develop a method of widening the four lanes.   The latest project involved widening of the roadway from 40′ to 46′, the replacement of both sidewalks, replacement of the deck and joists in Spans 1 to 5, construction of a PA Barrier (concrete barrier with railing, TL-5A rating), replacement of all expansion dams, replacement or retrofitting of all seismically vulnerable bearings, replacement of the through girders in Span 5, replacement of the floorbeams at Pier 14, construction of ladders and platforms to provide access to the new navigation lighting, replacement of the entire drainage system, steel and concrete repairs, replacement of the overburden at Pier 15 with lightweight fill to increase foundation capacity and reconstruction of the roadway approaches.   All construction work was performed while maintaining two lanes of traffic on the bridge at all times.
Outstanding Rehabilitated Bridge

Association for Bridge Construction & Design (ABCD)

Diamond Award Certificate

American Council of Engineering Companies (ACEC) of Pennsylvania

Dellrose Street Green Infrastructure

Pittsburgh, Pennsylvania

DELLROSE STREET GREEN INFRASTRUCTURE
Permeable Pavement
Permeable Pavement
A southeastern neighborhood of Pittsburgh, Pennsylvania, needed a sustainable stormwater collection solution.
  • Green Infrastructure Design
  • Green Infrastructure Operation & Maintenance
  • Interagency Coordination
  • Stormwater Management
  • Water Resources
ms consultants, inc. was retained by the City of Pittsburgh Department of Public Works (DPW) through a master services contract to design the reconstruction of Dellrose Street in the Carrick section of the city. Dellrose Street is a 900-foot long bricked paved street with a grade of 4-7% and a crowned cross section. The street width is approximately 21’-6” from curb to curb, providing for two-way traffic and a parking lane on the west side. The area is currently serviced by a dedicated sanitary sewer although no stormwater collection or conveyance is provided. Several properties illegally discharge roof runoff via leaders extending through the curb reveal into the street gutter. Stormwater runoff collected along the curb gutter is conveyed as gutter flow to the adjacent block.   During this phase of the project, ms verified the third-party survey and developed the drainage and roadway plans to a conceptual stage. The ms team prepared a GI permeable paver street design which allowed for the exclusion of traditional storm sewer infrastructure, reducing both capital costs and long-term maintenance life cycle costs. This permeable paver concept is intended to provide a template for the DPW to apply to the future reconstruction of other city streets.   The design infiltration rate was obtained by ms through onsite double-ring infiltrometer testing. In subsoil areas with limited infiltration, weep holes were provided in the barriers to gradually release the stored runoff downgradient over an extended period. For larger storm events, excess runoff is permitted to weir flow over the series of barriers before being collected at the downgradient project limits.   A dual-purpose perforated overflow drain was proposed above the flow barriers to prevent surcharging during large storm events and to provide a mechanism for legal connection of the roof leaders which currently outlet to the gutter. Water conveyed through the drain has the opportunity to exfiltrate through pipe perforations to be stored behind the subsurface flow barriers. The overflow drain ultimately discharges the excess volume to the Pittsburgh Water and Sewer Authority (PWSA) dedicated storm sewer system located on the adjacent block.   Conveyance between the permeable paver system drain and the receiving PWSA catch basin is provided through extending a standard pavement base drain along the existing curb line.   As the Dellrose Street GI practice addresses multiple stormwater related issues, the project has become a catalyst for integrated planning between City of Pittsburgh agencies such as the DPW and the PWSA. Consideration is now be given to incorporating similar stormwater management systems within the public right-of-way at other locations to provide a viable method of addressing private roof laterals with illicit connections to the sanitary sewer.

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