Duke Street Bridge Honored with Safety Award


Wider bridge improves access for emergency vehicles and pedestrians while reducing the likelihood of car accidents


The Duke Street Bridge replacement has been honored with a Road & Bridge Safety Award from the Pennsylvania Highway Information Association, County Commissioners Association of Pennsylvania, and PennDOT.

Herbert, Rowland & Grubic, Inc. designed the project for Dauphin County, which improves safety for local residents in several ways:

  • It improves emergency access for residents who live near the bridge. The original Duke Street Bridge couldn’t carry vehicles weighing more than 3 tons, which meant most of the vehicles operated by the Hummelstown Borough Fire Company and Union Deposit Fire Company couldn’t use the bridge. The new bridge has no weight restrictions, and emergency vehicles can safely cross it (as shown in the attached photo).
  • It safely accommodates two lanes of traffic, whereas the original Duke Street Bridge was only wide enough for one lane of traffic at a time.
  • It makes it safer for drivers to turn onto South Hoernerstown Road from North Duke Street, thanks to increased intersection radii. Previously drivers of large vehicles turning right onto South Hoernerstown Road from Duke Street would cross into the opposing lane. Limited sight distance at this location meant that opposing traffic could not see these vehicles crossing over into their lane with optimum time to react. The new wider intersection will drastically reduce the likelihood of accidents at this location in the future.
  • It provides a new sidewalk. The previous Duke Street Bridge had no existing sidewalk; accordingly, pedestrians would often walk in the roadway lanes to cross from one municipality to the other.   The new bridge includes a sidewalk that will enhance safety for pedestrians trying to access the United Water Trailhead and Swatara Creek Trail.



Founded in 1962, HRG has grown to be a nationally ranked Top 500 Design Firm, providing civil engineering, surveying and environmental services to public and private sector clients. The 200-person employee-owned firm currently has office locations in Pennsylvania, Ohio, and West Virginia. For more information, please visit the website at


Michael Babusci to Lead HRG’s Transportation Practice Area

Michael Babusci

Herbert, Rowland & Grubic, Inc. (HRG) is pleased to announce that Michael Babusci has joined our team as Transportation Practice Area Leader.  In this role, he will oversee the delivery of all roadway, bridge, and traffic engineering services to clients throughout Pennsylvania, Ohio, and West Virginia.

Babusci previously worked as program manager for the Allegheny County Department of Public Works in Western Pennsylvania.  There he was involved in a wide range of projects, including the county’s traffic count program, in-house paving program, and municipal separate storm sewer system (MS4) program.  He also oversaw the review and approval of traffic impact studies, corridor studies, and roadway betterment design projects.

Babusci has more than 30 years of transportation engineering and management design experience.  His resume spans a broad range of public, private, and consulting organizations. He also taught graduate level courses in transportation design at Chatham University and the University of Pittsburgh.

“Michael’s diverse expertise will make him a great leader for our transportation group,” HRG’s Chief Technical Officer Brian Emberg says.  “He understands the issues that inform good transportation planning and design from every angle.”

Babusci will also play a key role in expanding HRG’s presence in Western Pennsylvania due to his prior experience working as a member of Allegheny County government and as a consultant for PennDOT, the Pennsylvania Turnpike Commission, the City of Pittsburgh, the Port Authority of Allegheny County, the Urban Redevelopment Authority of Pittsburgh, and various municipalities and developers in Southwestern Pennsylvania.



Founded in 1962, HRG has grown to be a nationally ranked Top 500 Design Firm, providing civil engineering, surveying and environmental services to public and private sector clients. The 200-person employee-owned firm currently has office locations in Pennsylvania, Ohio, and West Virginia. For more information, please visit the website at

Park Boulevard Realignment in Hershey Honored with Safety Award


Representatives of Derry Township in Dauphin County accept the first-place roadway award in the Road and Bridge Safety Improvement Awards at the Pennsylvania State Association of Township Supervisors’ (PSATS) 95th Annual Educational Conference April 23-26 in Hershey. Sponsored by PSATS, the Pennsylvania Highway Information Association (PHIA), and the state Department of Transportation, the award recognizes townships for their extensive contributions to making roads and bridges safer. Participating in the presentation are, from left, PennDOT Director of Planning and Research Laine Heltebridle; Matthew Lena, P.E., transportation team leader, Herbert, Rowland & Grubic, Inc.; Derry Township Chairman John Foley; PHIA Managing Director Jason Wagner; and PSATS Executive Board Member Bill Hawk. (Photo courtesy of the Pennsylvania State Association of Township Supervisors.)


The realignment of Park Boulevard has been honored with a Road & Bridge Safety Award from the Pennsylvania Highway Information Association, Pennsylvania State Association of Township Supervisors, and PennDOT.  The award was presented to Derry Township officials at the Pennsylvania State Association of Township Supervisors Conference at the Hershey Lodge on April 24, 2017.

Herbert, Rowland & Grubic, Inc. designed the project for Derry Township and devised a creative funding strategy that expedited the project schedule.

A broad range of local leaders from Derry Township, Dauphin County, and area businesses worked together on this project to support future economic development in Hershey.  The new roadway provides several safety improvements:

  • It replaces a 60-year old bridge over Spring Creek, which was structurally deficient and weight-restricted.
  • It converts a narrow roadway beneath the Norfolk-Southern underpass from two-way traffic to one-way traffic. (The roadway is not wide enough for two opposing lanes of traffic to safely pass each other, so switching to one-way traffic will prevent vehicle conflicts.)
  • It improves emergency response time by adding a roadway connection from northbound Park Boulevard.  (Previously, first responders had to drive a circuitous route through several intersections to access this area. Now crews can reach the area 2-3 minutes faster.)
  • It provides a new sidewalk that will enhance safety for pedestrians traveling to Hershey’s attractions from downtown.
  • It adds a safe zone for people boarding and exiting buses at the Hershey Intermodal Transportation Center. This zone is physically protected from through-traffic.

The realigned Park Bouelvard was completed and opened to traffic in the fall of 2016.  View a slideshow of project photos below.



Dauphin County Infrastructure Bank Honored with Governor’s Award

Herbert, Rowland & Grubic, Inc. (HRG) is pleased to announce that our client Dauphin County received a Governor’s Award for Local Government Excellence for the infrastructure bank program we helped them create. The award for “innovative community or government initiative” was presented to Dauphin County officials at the Governor’s Residence on April 12, 2017. Commissioners George Hartwick, Jeff Haste, and Mike Pries attended the ceremony with George Connor, the executive director of Dauphin County’s Department of Community and Economic Development and the administrator of the infrastructure bank program.

HRG worked with PennDOT and Dauphin County officials to develop this program, which provides a creative solution to one of local government’s biggest challenges: successfully maintaining and replacing infrastructure. It leverages the county’s Liquid Fuels funding and the underutilized Pennsylvania Infrastructure Bank program to stretch the value of local government dollars. In its first three years, Dauphin County turned an annual investment of $325,000 in Liquid Fuels money into 10 projects worth $11 million: 7 bridges, 1 streetscape, 1 intersection improvement, and 1 traffic signal improvement.

DCIB turns 325K into 10 projects worth $11M

While people on both sides of the aisle agree that infrastructure improvements are badly needed, the debate often stalls over where the money will come from to pay for these improvements. The Dauphin County Infrastructure Bank shows that new revenue is not necessarily needed to begin addressing these problems; applying existing revenue in new ways can help us make significant progress. By combining several sources of funding – each of which would’ve been inadequate to meet the infrastructure need alone – the Dauphin County Infrastructure Bank has accomplished so much more for the county’s residents than these funding sources could’ve done individually.

Brian Emberg is an engineer who helped develop this program. He began working with the county in the 1980s on a similarly forward-thinking program that helped the county eliminate significant structural deficiency of its bridges. (In 1984, one-third of the county’s bridges were structurally deficient, but today the county has no load-posted, structurally deficient bridges at all, thanks to a bridge management system they designed with HRG.)

Emberg says, “Dauphin County’s officials are dedicated public servants and true visionaries. They continually challenge the status quo to deliver the best service to their constituents for the highest return on public tax dollars. This program provides a great example to other counties on how the seemingly impossible task of addressing our infrastructure can be solved.”

Indeed, HRG is currently in talks with counties around the state about implementing similar infrastructure bank programs of their own. Though Dauphin County uses its program for transportation improvements, the program can be used to fund any type of infrastructure, depending on the sources of money used to capitalize the loan program. For more information about the program, read our white paper on county infrastrastructure banks.

  • Projects funded by the Dauphin County Infrastructure Bank

    Middletown Borough Streetscape

  • Projects funded by the Dauphin County Infrastructure Bank

    Londonderry Township culvert


Originally founded in 1962, HRG has grown to be a nationally ranked Top 500 Design Firm, providing civil engineering, surveying and environmental services to public and private sector clients. The 200-person employee-owned firm currently has office locations in Pennsylvania, Ohio, and West Virginia. For more information, please visit the website at


County Infrastructure Banks make local roadway, bridge, and stormwater improvements easier and more affordable.

With a County Infrastructure Bank, local government officials have a renewable funding source that can:

  • Multiply the return on a small investment: completing several projects for less than the cost of one. (Dauphin County has successfully taken an annual allocation of $325,000 – not even enough to fund one single-span bridge replacement – and used it to fund 10 projects in just three years.)
  • Offer unbeatably low interest rates (0.5%) to your local municipalities.
  • Promote economic growth by providing a funding pool for infrastructure needs that often prevent development projects from getting off the ground.
  • Provide both funding and project delivery support to municipalities that otherwise wouldn’t have the resources or staff to complete complex infrastructure improvements.
  • Target money to long-term, strategic planning goals for the region.

Download our white paper


Adaptive Traffic Signals Reduce Delay, Increase Safety, and Improve Public Satisfaction

Could adaptive traffic signals improve traffic flow in your municipality? Read on to learn:
• The benefits of adaptive traffic signals.
• How they work (and what technology/equipment is required).
• How much adaptive traffic signals cost.
• Where you can obtain funding for implementing adaptive traffic signals.

As traffic engineers, friends have asked us for years if we could give them a magic button to turn traffic signals green whenever they approach the intersection. We smile and chuckle at the joke, but the truth is: The technology already exists for traffic signals to sense cars approaching the intersection and adjust their phasing in response.  It’s called adaptive traffic signal control, and you may already have encountered it in your travels without knowing it.

advanced traffic signal with mounted camera

Cameras mounted on the mast arm detect oncoming traffic and send this information to a central computer.


What are adaptive traffic signals?

In the simplest sense, adaptive traffic signals adjust the timing of their green light cycles to match current traffic conditions on the ground. They are constantly collecting data about approaching vehicles and creating new timing sequences to match them.

It’s this second part that distinguishes them from the responsive signal systems many municipalities have today.  While a responsive system will adjust timings based on current traffic conditions, it can only respond with one of its preset cycle programs – trying to find the closest match it can.  An adaptive system creates a completely new timing sequence that is customized to current conditions.

It’s a very efficient way to move traffic through a busy corridor.

How do they work?

  • Video cameras and sensors collect information about the vehicles approaching an intersection.
  • Software analyzes this information and creates a customized timing sequence in real time.
  • The software communicates this sequence to coordinated signals up and down the corridor, so that they all function in sync with each other.

What are the advantages of adaptive traffic signals?

They move traffic along faster and with fewer stops. Signals are constantly being reprogrammed to maximize the green light length and allow the most cars through.  Multiple intersections are coordinated, so that traffic can move freely throughout the corridor, rather than encountering frequent starts and stops.

(It’s important to note, however, that adaptive signals cannot create more time or capacity. They simply allocate time in a more efficient manner.)

A study by the Federal Highway Administration shows that adaptive traffic signals can improve travel time by 10% on average. Intersections with particularly outdated timing plans can see travel time improve by as much as 50%.

Our client, Monroeville, saw travel time reductions of 20% when it installed adaptive traffic signals along the William Penn Highway (Route 22).

advanced traffic signals on Rt. 22 in Monroeville, PA

Adaptive traffic signals along Route 22 in Monroeville reduced travel time by 20% and the frequency of stops by 87%.


Adaptive traffic signals increase safety by reducing stops (and thus the opportunity for rear-end collisions).

Monroeville saw an 87% reduction in stops along the William Penn Highway after it installed adaptive traffic signals. It stands to reason this would prevent accidents, and data in other cities bears this out.

  • In Troy, Michigan, collisions causing serious injury were cut in half after adaptive traffic signals were implemented there.
  • Crashes fell by 38% in West Des Moines, Iowa, after the city installed an adaptive traffic signal system on the Jordan Creek Parkway.

Photo by Daniel Oines. Published here under a Creative Commons license.

advanced traffic signals can cut down on rear end collisions

Reducing the time cars spend stopped in traffic reduces the opportunity for rear-end collisions.


They tame the chaos that often occurs in unforeseen circumstances (like traffic accidents or special events). A conventional traffic signal system can only respond with pre-timed cycles – none of which are likely to be the best approach for an emergency situation like a lane closure caused by an accident or a downed tree.  Likewise, a special event may cause significant, unanticipated changes in traffic patterns that a conventional system could not respond to adequately.

An adaptive traffic signal system can rewrite the timing to fit the changing situation on the ground. Immediately. The moment the event occurs. (When necessary, municipal staff can override the timings manually– while viewing camera feeds from a remote location– to help emergency response times.)

They increase customer satisfaction and reduce complaints.

Drivers spend an average of 36 hours per year waiting in traffic – even more if they live and work in the city. This is frustrating, and people often complain to their representatives about the roadways where they wait the longest.  If you can reduce those wait times, you will reduce the complaints, as well, and relieve driver frustrations.

In the Harrisburg area, drivers have commented to us about how much better it is to drive on the Carlisle Pike and Route 22 corridors since adaptive signals were installed. Many have told us how they used to hit every red light, but now they cruise through a sea of green, making it to their destination much faster.

Photo via the State Farm Flicker page. Published here under a Creative Commons license.

adaptive traffic signals reduce the time people spend in traffic

Make your drivers happy: Adaptive traffic signals reduce the amount of time people sit in traffic and saves them money on gas and lost productivity.


Adaptive signal systems save drivers money and reduce vehicle emissions.

Reducing delays in this way doesn’t just save drivers time; it also saves them money. A study by the Texas Transportation Institute estimated that Americans waste more than $87 billion per year on gas and lost productivity due to congestion.  That’s more than $700 per driver!  The Centre for Economics and Business Research estimates those costs will rise by 50% over the next 15 years.  But adaptive traffic signals can help us bring those costs down by reducing congestion and delay.

This will also reduce vehicle emissions, providing cleaner air for us all to breathe.

adaptive traffic signals can reduce vehicle emissions

Adaptive traffic signals make traffic move more efficiently and reduce the time cars idle in traffic. This reduces vehicle emissions. (Photo by Ruben de Rijcke. Used via Creative Commons license.)


Where are adaptive traffic signals currently in use?

Over the past several years, PennDOT has been working with municipalities to implement adaptive traffic signals across the state.

  • In Central Pennsylvania, adaptive traffic signals have been installed at more than 40 intersections in Cumberland County and Dauphin County. The primary locations are along the Carlisle Pike and Route 22. Route 422 in Lebanon County and Route 501 in Lancaster County also have adaptive systems.
  • In Western Pennsylvania, adaptive traffic signals have been implemented along 18 intersections of the William Penn Highway in Monroeville.
  • In the State College area, adaptive traffic signals are being installed in Patton Township along Valley Vista Drive where it intersects with Green Tech Drive, North Atherton Street, Lowe’s Centre Driveway, and Carnegie Drive.   Adaptive signals will also be installed on the Waddle Road Corridor.

In fact, 3 percent of the nation’s traffic signals use adaptive signal control technology, and that number is rising fast. According to the Laboratory for Adaptive Traffic Operations & Management at Florida Atlantic University, the number of intersections with adaptive signal control rose by more than 40% between 2009 and 2014. Likewise, the number of agencies using them increased from just 30 to almost 150.  (The laboratory tracks the number of locations using adaptive traffic signals across the United State on a map.)

What does it cost to implement adaptive traffic signals?

The cost to implement adaptive traffic signal systems averages between $30,000 – $50,000 per intersection, according to data from the Laboratory for Adaptive Traffic Operations & Management at Florida Atlantic University.

Other studies by the Institute of Transportation Engineers and similar experts in the field have placed the numbers in this range, as well, but the cost can vary widely. (We found numbers as low as $20,000 per intersection and as high as $65,000.)

One reason costs vary is because adaptive traffic signal systems have many components, and each one has its own pricing variables:

  • New hardware and software
  • Detection devices (radar, loops, video)
  • Controller upgrades
  • Interconnection and communication changes (if intersections are not already interconnected)
  • Staff training
  • Traffic studies

The cost will depend largely on what brand system you choose because different systems have different software and equipment requirements. (Also, some require more training than others.)

The cost will also depend on the current state of your intersections. Many municipalities already have detection devices installed and have already interconnected signals along busy corridors. Costs to implement adaptive traffic signals at intersections like these would obviously be lower than at an intersection that doesn’t have these components.

Is there funding for adaptive traffic signal systems?

Yes, funding is available to help defray the cost of implementing adaptive traffic signals.

  • Programs like Green Light Go and Automated Red Light Enforcement monies could be used successfully to fund these projects in Pennsylvania. (Our article on applying for Act 89 grants provides more insight on the Green Light Go program.)
  • Full or partial funding could also be obtained through the land development process as traffic mitigation required during completion of a traffic impact study.
  • Federal Congestion Mitigation/Air Quality funds are another option that has been used in the past.
  • Other programs that could provide funding include:
    • The Commonwealth Financing Authority Multimodal Transportation Fund
    • PennDOT Multimodal Transportation Fund
    • Pennsylvania Infrastructure Bank
    • Pennsylvania Municipal Liquid Fuels Funds

In Conclusion

traffic signal
Even though it is a significant investment, adaptive traffic signals may be worth the cost because of the benefits they produce:

  • reducing travel time and stop frequency,
  • reducing the number of rear-end collisions,
  • increasing customer satisfaction,
  • reducing the costs of congestion (like fuel and lost time), and
  • reducing vehicle emissions.

Adaptive systems can also handle unforeseen circumstances like a traffic accident or special event traffic better than conventional systems can.

Municipalities who do implement the technology should budget $60,000 per intersection, but the actual cost will depend on the system the municipality chooses and the current technology deployed on its intersections (i.e. the changes or upgrades the intersections will require).

Funding from grant programs like Green Light Go and Automated Red Light Enforcement can be used to defray these costs.

To discuss how adaptive traffic signals could benefit your municipality, contact Eric Stump or Darren Myer.

Eric Stump, P.E., PTOEEric Stump, is the traffic team leader for HRG’s Eastern Region. His experience includes preparing traffic impact studies for developments and reviewing them for municipalities, preparing signal permit and construction plans, developing coordination programs, preparing Highway Occupancy Permit applications, and more.  He has provided municipal review services for several municipalities implementing adaptive traffic signals and recently designed a system for Derry Township.


Darren Myer, P.E., PTOEMyer, is the manager of transportation services for HRG’s Western Region. In this role, he oversees the delivery of all roadway, traffic, and bridge projects HRG completes in Western Pennsylvania.  Myer also serves as the traffic engineer for several municipalities, including Monroeville, which recently implemented an adaptive traffic signal system along the William Penn Highway.


GUIDE: How to Obtain Act 89 Funding For Your Municipality

Cover of HRG's Guide to Obtaining Act 89 Transportation FundingIn 2013, Pennsylvania enacted Act 89 to increase funding for roadway, bridge and traffic projects.  This legislation increases transportation funding by uncapping the oil company franchise tax, increasing fees for driver services like vehicle registration and license plates, and increasing fines for traffic violations.

Thanks to this legislation, local governments are already benefitting from an increase in their Liquid Fuels disbursements, but millions of additional dollars are available to municipalities who know how to access them. Act 89 funding is not distributed through one umbrella program. It is actually disbursed through several different initiatives:

  •  The Multi-Modal Fund
  •  The Green Light Go program
  •  Low Volume Road/Dirt & Gravel Road Funding
  •  A bridge bundling initiative

In order to obtain the money for which your community is eligible, you’ll need to understand the different programs and the application requirements of each. In order to meet these requirements, you’ll need to implement a long-term strategic planning approach like asset management and capital improvement planning.

This guide can help you do that. In it, we will tell you:

  • What types of projects are eligible for act 89 funding
  • What information grant agencies are looking for
  • Ways to position your projects for grant success

Download our guide and learn how to obtain act 89 funding for your municipality!

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Duke Street Illustrates an Infrastructure Funding Solution

  • Dauphin County has eliminated all of its load-posted, structurally deficient bridges with an ambitious approach to infrastructure funding.
  • Now the county is using the money it’s saved to fund a new infrastructure program benefiting its municipalities and private sector.
  • The program has already funded 10 projects worth $11 million with just a $1 million investment from the county.
  • Read on to learn more about Dauphin County’s innovative infrastructure funding solution.

Duke Street Bridge Under Construction

We begin this story in its final chapter, celebrating the construction of the Duke Street Bridge in Hummelstown Borough and South Hanover Township.

It’s a story that plays out all over America every day: a local government struggling to address aging, deteriorating infrastructure.

But Dauphin County’s story is different. With HRG’s help, they’ve found a solution to the infrastructure funding problem and are turning the page to a new, brighter future: a future they have the freedom to author themselves.

How did they get here? Asset management and capital improvement planning.

Ambitious Capital Improvement Program Eliminates Structurally Deficient Bridges

In 1984, 1/3 of Dauphin County’s bridges were structurally deficient. It’s the kind of problem many local governments – under tight budget constraints – might find insurmountable.  But Dauphin County knew that solving big problems is not done in one swift motion; it’s accomplished piece-by-piece.

Accordingly, HRG designed a long-term asset management and capital improvement planning program for them. It has several components:

  • Inspecting and assessing the condition of each county-owned bridge every two years.
  • Identifying the appropriate type and timing of maintenance, restoration or replacement measures.
  • Creating (and updating) a Bridge Improvement Plan that prioritizes these measures over a 10-year period. (Projects are ranked not just on the bridge’s structural condition but also its importance to the local transportation network [as determined by the amount of traffic it carries, whether it’s located on EMS or school bus routes, etc.])
  • Using this data to seek funding.
  • Leveraging this funding to complete projects over time, addressing the most urgent needs first and steadily whittling that list of structural deficiencies down to nothing.
Roadway Conditions Over Time Graph

 Our article on Better Roads for Less Money illustrates how proactive maintenance can maximize the usefulness of infrastructure at a lower cost than the typical reactive approach.

By taking a proactive approach like this (vs a reactive approach that addresses bridges only after they’ve failed), Dauphin County extends the life of its bridges, maximizing their usefulness while minimizing their life cycle cost.

They also position themselves well for outside funding. A good capital improvement plan includes plenty of data about how many people rely on a piece of infrastructure and how they would be impacted if it were to fail or be taken out of service.  This information is very persuasive to funding agencies, who want to make sure their investment provides the biggest possible benefit to the community.

But agencies also want to be sure the money they invest will produce results: that the project will successfully transition from concept to construction. A well-designed capital improvement plan does just that. It shows you have identified exactly what is required to get a project built (including the timelines for permits and approvals) and that you know the full scope and cost of what you want to accomplish.  It also shows you have allocated money in advance to get the job done.

This level of detail reassures funding agencies that the money they invest will be used wisely and the project will be completed successfully. (See our article on Positioning Yourself for Grant Funding for more detail.)

In fact, funding agencies are increasingly requiring data like this in their application process, so a capital improvement plan is quickly transforming from a nice-to-have item into a necessary part of your infrastructure approach. (Our article on successfully applying for Pennsylvania Act 89 transportation funding explains this in more detail.)

Many pages have been written about Dauphin County’s success with this strategy over the years. (It has been featured in Pennsylvania County News and Road and Bridges magazine among others.)  In addition, the county has won several awards for projects accomplished using this approach: two Road and Bridge Safety Awards, a National Timber Bridge Award, and a historic preservation award from the PHMC.

But the successful completion of Duke Street in 2017 is not just an ending; it’s the beginning of a whole new story for Dauphin County. With no more load-posted, structurally deficient bridges to address, their program transitions its focus from replacement to maintenance.  This has enabled the county to create a new program for funding infrastructure, using a portion of the Liquid Fuels funds it used to need for bridge replacements.

Savings Are Used to Encourage Economic Growth With a New Infrastructure Funding Program for Municipalities and the Private Sector

The Dauphin County Infrastructure Bank combines this Liquid Fuels funding with additional money from PennDOT’s Pennsylvania Infrastructure Bank to offer loans to county municipalities, businesses, and non-profits at unbeatably low interest rates (as low as 0.5%) for the construction of roads and bridges under their jurisdiction. Over the past three years, the county has turned a $1 million investment into 10 projects worth $11 million.

DCIB has funded 10 projects worth $11 million

Again, Dauphin County has its eye on the long view, using its funds to promote economic development throughout its municipalities.

As their example illustrates, the solution to funding our infrastructure is not a short story; it’s a novel with many chapters and a carefully planned arc. In fact, it’s a story that never ends – with the construction of Duke Street serving as the beginning of a new chapter: the Dauphin County Infrastructure Bank.  This program will, in turn, fund many new stories with new characters: municipalities and private developers rewriting the future of their communities one roadway or bridge at a time.

Are you ready to become the author of your  community’s future?


UPDATE: Dauphin County celebrated a ribbon-cutting for the completed bridge in the spring of 2017.  Learn more about the bridge in the video below


Do you want to make your community safer and encourage economic growth by investing in infrastructure? Download our guide:

Infrastructure Funding SolutionsCounty Infrastructure Banks:
Overcoming the Obstacles That Prevent Local Governments From Fixing Their Roads, Bridges, and Water Systems

It explains
• the benefits of a county infrastructure bank program
• how the program works (i.e. where the money comes from, how projects are selected, and how the projects are delivered)

Local governments want to improve their infrastructure but often don’t know where to come up with the money or even how to manage projects of that size and complexity. A county infrastructure bank program solves both of these problems, making infrastructure repair a feasible reality.

Learn how to fix your infrastructure

Brian Emberg, P.E.Brian Emberg, P.E., has more than 30 years of experience and has designed hundreds of infrastructure projects. His understanding of project management and keen sense of business practices has lead him to his current position as Senior Vice President and Chief Technical Officer at HRG. He is responsible for the management and oversight of the firm’s technical service groups, sales and marketing, client management, and the maintenance and execution of quality management plans.

Van Voorhis Trailhead Featured in West Virginia Executive Magazine

Van Voorhis Trailhead in WV Executive magazineHRG’s Morgantown Office Manager Samer Petro wrote an article about our Van Voorhis Trailhead project for the Summer 2016 issue of West Virginia Executive magazine.  The article is shared here with their permission and is also available in the online edition of their magazine.

Visit the Van Voorhis Trailhead on a sunny weekend afternoon, and you will find it packed with locals of all ages. College students, families and seniors alike use the trailhead to experience nature and keep fit, and each one sees it as a valuable recreational asset in the community.

As they admire the greenery along the trail, it’s probably hard for them to imagine that the site used to be the home of a manufacturing facility with potential environmental contaminants, but just three years ago, that’s exactly what it was.

The location of the Van Voorhis Trailhead is the former site of the Quality Glass manufacturing facility, which operated there from the 1930s until the late 1980s. For years the site sat vacant, as former manufacturing facilities often do, since potential owners feared environmental liabilities associated with its previous use.

Monongalia County Commission officials recognized the site’s potential for redevelopment that could benefit the community, and they commissioned an environmental assessment to begin the process of clearing it for new construction. According to the report they commissioned, arsenic, lead and benzo(a)pyrene were among the chemicals present.

In 2012, the Monongalia County Commission used an Environmental Protection Agency Brownfields Cleanup Grant to remediate the site by placing a clay soil cap over the property and covering it with new top soil. They then agreed to deed restrictions that would prevent anyone from breaching the cap and potentially releasing contaminants. The deed also restricted withdrawing groundwater from the site for any purpose except monitoring and remediation.

With the remediated brownfield area cleared for redevelopment, the Monongalia County Commission began seeking an organization to redevelop the property, and the Mon River Trails Conservancy approached them with a vision of a new trailhead that would link the community to the Mon River Rail-Trail. This 48-mile trail links urban and rural communities in Marion, Monongalia and Preston counties and provides an outlet for walking, cycling, running, jogging and cross-country skiing to its inhabitants. Eight miles of the trail are paved, allowing for inline skating as an additional use.

To make the trailhead truly useful for guests, the Mon River Trails Conservancy wanted to expand parking on the site and add restroom facilities. It sounds simple enough, but due to the site’s former use and its location within a flood plain, engineers had to accommodate numerous environmental constraints. In designing the site, they needed to balance the needs to locate the restroom facility outside the flood plain and provide accessibility for those with disabilities while also siting the facilities in a way that avoided contact with contaminated material. They also had to locate the restroom facility to take advantage of the prevailing wind on site because the Mon River Trails Conservancy wanted to construct what is known as a sweet smelling toilet at the trailhead as an environmentally friendly, sustainable restroom facility. This waterless restroom technology, which was originally developed by the U.S. Forest Service, eliminates the odor typically associated with traditional outdoor restroom facilities when properly sited and vented.

The Van Voorhis Trailhead now has a parking lot that can accommodate up to 32 cars, including several handicap-accessible parking spaces; connecting pathways; landscaping; a trail map kiosk and a sweet smelling toilet facility for rail-trail users.

“This work has transformed a degraded, abandoned property into a valuable, useable site for trail access,” says Ella Belling, Mon River Trails Conservancy’s executive director. “It has not only had a positive impact on reducing public exposure to contaminants through the remediation process but has allowed for new community investments that will soon also include a canoe and kayak launch for the Upper Mon Water Trail.”

The Van Voorhis Trailhead project was designed by Morgantown-based civil engineering firm Herbert, Rowland & Grubic, Inc. and was partially funded by a grant from the Federal Highway Administration’s Recreational Trails Program, as administered by the West Virginia Department of Transportation’s Division of Highways. Other contributing partners include project contractor AllStar Ecology, LLC; the Town of Star City; the Monongalia County Commission; the North Central Brownfield Center; the West Virginia Department of Environmental Protection and the Mon River Trails Conservancy.


What Do Flashing Yellow Signals Mean For Your Municipality?

A new flashing yellow signal has been installed in the Harrisburg area.

It’s the first in Pennsylvania, but flashing yellow signals have been implemented throughout the country.

Studies show they improve safety and reduce left-turn crashes. They can also keep traffic moving more efficiently.

Read on to learn more about their benefits and how much it would cost to convert a traffic signal to this new technology.

Flashing Yellow in Lower Allen Township


Have you seen the new flashing yellow arrow traffic signals?

PennDOT recently unveiled Pennsylvania’s first one in Lower Allen Township, Cumberland County at the intersection of Route 15 and Rossmoyne Road (shown above).

Over the next several months, PennDOT will monitor this intersection to see if the flashing yellow arrow helps to reduce accidents at this location. If it does, these signals will likely be deployed throughout the state.

How does a flashing yellow arrow work?

Historically, drivers making a left turn have had the right-of-way when the traffic light showed them a green arrow. There is no opposing traffic during a green arrow light, so drivers making a left turn don’t have to worry about other cars entering the intersection as they turn.

When a green circle is displayed, however, drivers can only make a left turn if there is no traffic coming from opposing directions. Drivers must first check for opposing traffic and then turn if the roadway is clear.

Under this new system, the flashing yellow arrow will replace the green circle. When a flashing yellow is displayed, drivers will be able to make a left turn, but they must first yield to any oncoming traffic.

Graphic excerpted from PennDOT’s Flashing Yellow Arrow Fact Sheet

Flashing Yellow Graphic from PennDOT



Why is the flashing yellow beneficial?

Drivers intuitively associate yellow with caution, so they are more likely to understand that they can only turn if there is no opposing traffic than they are with a solid green circle (which our brains associate with the direction to Go.)

In fact, a study by the Federal Highway Administration has shown them to reduce left-turn accidents by as much as 20%. This is one of the reasons the Route 15/Rossmoyne Road intersection was selected for the first flashing yellow signal in the state. More than 80% of the accidents at this intersection have involved left-turn movements (37 in the last four years).

In addition to improving safety, flashing yellow arrows can keep traffic moving more efficiently by providing more opportunities for left turns to occur. At intersections that previously went from green arrow to solid yellow, drivers will have an additional phase for left-turning movements. This, in turn, reduces delay and can eliminate complaints municipalities sometimes receive about frequently backed-up intersections.

Will municipalities be required to convert their traffic signals to this new flashing yellow arrow format?

No, there is no requirement for municipalities to implement flashing yellow signals at this time. Right now, PennDOT is testing the technology and seeing if it provides similar benefits in Pennsylvania to what is has provided elsewhere.

How much would it cost to convert municipal traffic signals to this new format?

In order to follow the new flashing yellow format, municipalities would only have to change their signal heads, not the mast arms. The new flashing yellow signal in Lower Allen Township cost $6,000 to install, but costs vary, depending on the existing signal operation and the number of directions that the arrow is being installed.

This number does not include engineering fees, which cover the cost of traffic counts, analysis, and a permit update, and can range between $4,000 – $6,000.

All told, a municipality can expect to pay between $8,000 – $14,000 for both construction and engineering fees associated with the implementation of a flashing yellow traffic signal.

For flashing yellow arrows to reduce accidents, as intended, drivers must understand what they mean. Therefore, PennDOT has undertaken an extensive public education effort. You can view a video that explains how the signals work and read a fact sheet about them on PennDOT’s website.

For any questions you might have about how a flashing yellow arrow might benefit your community or what implementation would entail, contact Darren Myer, HRG’s transportation manager for Western PA, or Eric Stump, our transportation manager for Central PA.

Darren Myer, P.E., PTOEMyer, has more than 16 years of experience in roadway and traffic engineering. He serves as traffic engineer for multiple townships and municipalities within Western Pennsylvania. His areas of expertise include traffic studies, signalization, roadway design, and the review of traffic impact studies and land development plans.


Eric Stump, P.E., PTOEEric Stump, has 14 years of experience and serves as the Traffic Team Leader for HRG’s Eastern Region. His experience includes preparing traffic impact studies for developments, reviewing traffic impact studies for municipalities, preparing traffic signal permit and construction plans, developing coordination programs for traffic signals in a system, and preparing PennDOT Highway Occupancy Permit applications.

Unionville Road Honored with Road & Bridge Safety Award

photo courtesy of the Pennsylvania State Association of Township Supervisors

Cranberry Township Wins 2016 Road and Bridge Safety Award

Left to Right: PSATS First Vice President Shirl Barnhart, PHIA Managing Director Jason Wagner, Cranberry Township Chairman Dick Hadley, Cranberry Township project engineer Kelly Maurer, project engineer Jeff Mikesic of Herbert, Rowland, & Grubic, Inc., PennDOT Deputy Secretary for Planning James Ritzman, president of the Springfield Manor Homeowners Association Steve Nalepa, and Cranberry Township Manager of Streets and Properties Bob Howland.


Cranberry Township was honored with a 2016 Road and Bridge Safety Award for the recently completed Unionville Road Reconstruction project. Herbert, Rowland & Grubic, Inc. (HRG) designed this project for Cranberry Township (Butler County), and Youngblood Paving was the project contractor.

The Road and Bridge Safety Award winners were announced at the annual Pennsylvania Association of Township Supervisors conference on April 19. Winners are selected annually by the Pennsylvania Highway Information Association, the Pennsylvania Association of Township Supervisors, and PennDOT.  Projects are chosen based on their improvement to public safety and their benefit to the local community and its economy.

Prior to this project, Unionville Road had been the site of numerous accidents. Frequently, drivers were traveling too fast and colliding with objects such as utility poles and guiderail.  Cranberry Township moved quickly to improve safety by realigning the roadway to remove a dangerous curve, widening it, and correcting drainage issues.  HRG designed the project in just eight weeks, so that the project could be bid and constructed before the end of the year. There have been no reported accidents at this site since the improvements were constructed, and the township has received positive feedback from its residents on the initiative.

Cranberry Township manager Jerry Andree is proud of the project’s success and says, “Thanks to the support of our residents, we’ve been able to take a very proactive approach to maintaining and improving township roadways. This project has greatly enhanced the safety of drivers in our community, and that is the greatest reward of all.”



Originally founded in 1962, HRG has grown to be a nationally ranked Top 500 Design Firm, providing civil engineering, surveying and environmental services to public and private sector clients. The 200-person employee-owned firm currently has office locations in Pennsylvania, Ohio, and West Virginia. For more information, please visit our website at