SLOPE STABILIZATION AND ENHANCEMENTS NORTH CAROLINA RAILROAD COMPANY NORFOLK SOUTHERN RAILWAY COMPANY WOOD ENVIRONMENT AND INFRASTRUCTURE SOLUTIONS, INC. NS MP 299.0, Piedmont Division High Point, North Carolina Donald Arant, PE (NCRR) 2809 Highwoods Boulevard Raleigh, NC 27604 [email protected](919) 895 8806 Will Graham, PE (NSR) 1200 Peachtree Street, NE Atlanta, GA 30204 [email protected](404) 529 1212 Jordan Harris, PE (Wood) 3800 Ezell Road Suite 100 Nashville, TN 37211 [email protected](615) 333 0630 NUMBER OF WORDS: 4,473 ABSTRACT North Carolina Railroad (NCRR) runs through High Point, North Carolina (City). The railroad is operated and maintained by Norfolk Southern Railway (NSR). Originally constructed by NCRR at street level in the 1850s, the tracks were lowered in 1939 to separate existing grade crossings. Since the track lowering, storm water directed toward the railroad cut combined with rodents contributed to major degradation of existing slopes. This negatively impacted the aesthetics of the area and created maintenance problems. In 2013, the City approached NCRR, proposing to improve the condition of the railroad slopes The City took on street level drainage improvements, while NCRR and NSR were tasked with development, design and construction of the slope stabilization project. NSR brought on Wood Environment and Infrastructure Solutions, Inc. (Wood) to perform design services. Several stabilization schemes were considered focusing on increased slope stability, constructability, and aesthetics. Ultimately, a pile and lagging panel wall with riprap slopes was chosen for construction. The City also completed storm water collection improvements at street level. The unique partnership formed to fund and construct a project of this size while balancing varying priorities of City government, a railroad corridor owner and a Class I railroad operator makes this project a case study in collaboration in major railroad maintenance improvements.
Transcript
SLOPE STABILIZATION AND ENHANCEMENTS NORTH CAROLINA RAILROAD COMPANY
NORFOLK SOUTHERN RAILWAY COMPANY WOOD ENVIRONMENT AND INFRASTRUCTURE SOLUTIONS, INC.
ABSTRACT North Carolina Railroad (NCRR) runs through High Point, North Carolina (City). The railroad is operated and maintained by Norfolk Southern Railway (NSR). Originally constructed by NCRR at street level in the 1850s, the tracks were lowered in 1939 to separate existing grade crossings. Since the track lowering, storm water directed toward the railroad cut combined with rodents contributed to major degradation of existing slopes. This negatively impacted the aesthetics of the area and created maintenance problems. In 2013, the City approached NCRR, proposing to improve the condition of the railroad slopes
The City took on street level drainage improvements, while NCRR and NSR were tasked with development, design and construction of the slope stabilization project. NSR brought on Wood Environment and Infrastructure Solutions, Inc. (Wood) to perform design services. Several stabilization schemes were considered focusing on increased slope stability, constructability, and aesthetics. Ultimately, a pile and lagging panel wall with riprap slopes was chosen for construction. The City also completed storm water collection improvements at street level.
The unique partnership formed to fund and construct a project of this size while balancing varying priorities of City government, a railroad corridor owner and a Class I railroad operator makes this project a case study in collaboration in major railroad maintenance improvements.
The North Carolina Railroad (NCRR) owns a 317-mile long railroad corridor between Morehead City and Charlotte. Its corridor runs through downtown High Point, North Carolina (City). The railroad is operated and maintained by Norfolk Southern Railway (NSR) under the terms of a trackage rights agreement. Originally constructed by NCRR at street level in the 1850s, the tracks were lowered to create a through-cut in the late 1930s to separate existing grade crossings and ease traffic congestion in the downtown city environment. A 1939 Railway Age article highlighted the track lowering project which including lowering the tracks up to 26 feet over a stretch of almost two miles. A comprehensive subsurface drainage system was installed to address unusually wet subsoil conditions encountered during excavation. The cut provided for up to three tracks through the limits of the project. The project ultimately eliminated eight at-grade crossings in lieu of four overhead bridges.
Since the track lowering, stormwater collected in the downtown setting was directed toward the railroad cut to drain into existing stormwater facilities. Stormwater runoff combined with rodent infestation along the slopes of the cut led to major degradation of the existing slopes. Through the 20th century, the downtown area surrounding the railroad cut was built-up in large part due to the presence of manufacturers and showroom space constructed for the international furniture industry. High Point is home to the High Point Market, a twice-annual home furnishings trade show which draws 75,000 visitors from all over the world. Degradation of the slopes of the railroad cut, which bisects the locale of many of the furniture showroom buildings and is adjacent to the main convention center, negatively impacted the aesthetics of the area and, for the railroads, contributed to track maintenance problems such as fouled ditches, blocked inlet structures and sediment deposits into drainage facilities associated with cut drainage. As a result of the ongoing degradation of the backslopes, the City of High Point Public Services personnel approached NCRR in 2013, seeking input from the railroad and collaboration for solutions to improve the condition of the railroad slopes.
Ultimately, the City agreed to perform street level drainage improvements to eliminate direct discharge of concentrated flows of stormwater runoff into the railroad cut. These improvements included new stormwater collection inlets, curb and gutter along the roads above the slopes and new piping to deliver water to existing storm water facilities. NCRR and NSR were tasked with development, design and construction of the slope stabilization aspects of the project. NSR brought on Wood Environment and Infrastructure Solutions, Inc. (Wood) to perform surveying and design and consulting services. Several stabilization schemes were considered focusing on increased slope stability, constructability, cost and aesthetics. Ultimately, a pile and lagging panel wall with riprap slopes was chosen for construction after several rounds of reviews by NSR, NCRR, and the City.
The unique partnership formed to fund and construct a project of this size while balancing varying priorities of City government, a railroad corridor owner and a Class I railroad operator makes this project a case study in collaboration in successful execution of major railroad maintenance improvements.
PROJECT HISTORY In 2013, the City of High Point Public Services Department contacted NCRR Engineering personnel to request a field review of the conditions of the railroad corridor in the downtown area of High Point. The specific locations of concern were within the limits of the 2-mile-long $1.2M (1939 cost) programmed grade separation work completed over 80 years earlier.
NCRR personnel met with City of High Point Engineering and Public Services personnel on site to review concerns with the appearance and condition of existing railroad back slopes within the downtown area. Several things appeared to contribute to the undesirable appearance and condition of the railroad cut section. Items discussed included management of surface runoff both within the railroad cut section and from areas immediately adjacent to the railroad corridor, including city streets which parallel the railroad cut. A plethora of holes observed within the slopes were allegedly present due to the presence of a significant rodent population making homes within the railroad slopes. Further, the height of these slopes limited the ability for ongoing maintenance within the somewhat confined urban setting.
Figure 1: Washington Drive area showing eroded slope typical of the conditions along the railroad
corridor contributing to the degradation of the street subgrade and support for the existing guardrail.
Figure 2: Wrenn St. Looking South Spring 2016
City personnel suggested slope enhancements to improve the aesthetics of the downtown area within the railroad corridor. Further, removal of the rodent population would help improve the appearance of the slopes along with reducing the need for ongoing maintenance. The City also suggested that NCRR provide drainage improvements. NCRR personnel suggested the City provide a better means of stormwater management on some of the surface streets immediately adjacent to the railroad corridor in order to allow NSR to better manage the surface runoff being directed to the railroad cut section. With this discussion began the process of setting up a capital improvement project for this area.
Each of the stakeholders identified their priorities in terms of desired project outcomes, as outlined below.
City of High Point –
• Washington Drive subgrade support/stabilization
• Improved appearance of railroad slopes in downtown area
• Elimination of rodent population in railroad slopes
NCRR / NSR –
• Stabilization of railroad slopes for reduced maintenance
• Improved stormwater management
• Relocation of Washington Drive away from top of slope
• Mitigation of limited vertical clearances at multiple overpasses
Each stakeholder agreed to provide a financial commitment toward creating a capital project. The City would focus on providing design and construction for storm drainage and roadway improvements. NCRR would commit to funding for slope stabilization. NSR would provide resources to improve the railroad trackside ditches and manage the design and construction of the walls and slope stabilization. Stakeholder coordination and planning meetings were scheduled and held during calendar years 2016 and 2017.
As with any infrastructure improvement capital investment project, financial resources were limited to the extent that some of the priorities identified had to be delayed until financial commitments could be obtained for a second phase of project work. While both the City and NCRR felt the stabilization and relocation of the Washington Drive area was significant, it was decided to move ahead quickly with slope stabilization in the downtown area. Generally, issues with existing utilities and working on a viable design forced the stakeholders to prioritize and put the street relocation into a second phase of work. Agreements are now being compiled for design phases of work to begin later in the 2019 calendar year. Meanwhile, during coordination meetings in 2016, discussion would focus on developing plans for the downtown High Point area along and within the railroad corridor just north of the existing passenger station. Generally, the project limits were defined by existing roadway overpasses from Wrenn to Hamilton to Centennial Streets, the first phases of work would consist of a combination of retaining walls at track level and riprap slopes above each of the new walls extending up to street level.
Meetings and discussion focused on developing a project agreement with details regarding each of the stakeholder responsibilities. The key stakeholders for this project included the City, NSR, and NCRR. It is important to remember that NCRR owns the railroad corridor and rail infrastructure. NSR operates and maintains this portion of the railroad under a trackage rights agreement. Typical for most capital improvement projects, NSR would develop the proposed design documents and administer and manage the construction of the agreed upon improvements within the rail corridor. The City agreed to provide design and construction of storm drainage improvements that would direct stormwater runoff away from the railroad corridor to a location north of downtown better suited to handle the runoff from local streets. The City’s work also involved the reconstruction of Broad Avenue located parallel to the railroad corridor to include on-street parking and new streetscaping including sidewalks, stormwater collection inlets, curb and gutter and tree planting. The improvements to Broad Avenue provide more pleasing traffic flow and parking during High Point Market events twice each year.
STAKEHOLDER INTERESTS, GOALS, & CONSTRAINTS
This project required the integration of multiple goals, objectives, and constraints of each party involved. The City’s primary objectives included stabilizing Washington Drive, improving the aesthetics of their downtown area, and elimination of the rodent population in the railroad slopes. As noted previously, the stabilization of Washington Drive was deferred to a later phase of the project due to funding and other factors. The ongoing weathering and erosion of the slopes along the railroad corridor had become an eyesore in the downtown core of the City. Therefore, the City looked to the railroad for cooperation to improve the appearance of the corridor in order to support their other ongoing efforts to improve the area.
As plans were developed to stabilize the slopes, the City also stressed the importance of reducing the rodent population in the slopes. Through the course of developing the project scope, an additional goal emerged as it was determined that the City’s stormwater infrastructure in the area was inadequate due to undersized structures and aging infrastructure. Therefore, upgrades to the system were needed. These upgrades depended on collaboration with the other parties because a large portion of the stormwater crossed the railroad corridor. The primary constraint of the City was coordination with the semi-annual High Point Market that takes place each spring and fall. This event brings many people from around the world to the City. Due to the increased traffic and street closures, construction activities could not be performed during the High Point Market. Additionally, construction activities had to be limited in the weeks leading up to the event to make way for the numerous trucks entering the City to deliver furniture for the Market.
The objectives of NCRR and NSR overlapped and included stabilizing the slopes to reduce maintenance, improved stormwater management, Washington Drive relocation, and vertical clearance improvements. Like the relocation of Washington Drive, the vertical clearance improvements were deferred until a later phase of the project. NCRR and NSR shared the goal of stabilizing the slopes. NCRR endeavors to protect and maintain the corridor and therefore had an interest in improving the slope stability. NS aimed to stabilize the slopes in order to reduce the amount of ongoing maintenance required to clear trackside ditches from eroded slope material. Similarly, NCRR and NSR desired improved stormwater management to reduce the maintenance required at track level. The uncontrolled stormwater flows from adjacent streets increased erosion and made it difficult to maintain proper drainage along the tracks. The primary constraint of NCRR was the project cost. As the largest contributor to the project funding, there were limitations on the magnitude of the investment. The primary constraint of NSR was minimizing the impact of construction on ongoing railroad operations.
While each party presented different interests, goals, and constraints, a successful project was conceived and executed by identifying areas of overlapping and congruent goals. Where conflicting objectives or constraints were identified, compromise was required by all parties in order to move the project forward.
DESIGN The first step in the design process was to provide landscape architectural-type renderings to present to the City displaying a high-level concept of potential solutions and what those solutions would entail. Wood provided a concept sketch for NCRR to present to the City which included improvements to the slope utilizing a proprietary retaining wall system, streetscape improvements including decorative fencing, sidewalks and vegetation and potential bio-retention cells to lessen the impacts of stormwater runoff into the railroad cut.
Figure 3: Landscape Architectural Rendering of Improvements Plan – Wrenn St. to Centennial St.
Figure 4: Landscape Architectural Rendering of Improvement Cross-Section
The City ultimately decided, in conjunction with NCRR and NSR, to progress with the retaining wall plan to stabilize the slopes. Multiple retaining wall systems were presented including metal bin-walls, crib walls, landscape brick walls, large block gravity wall systems and gabion basket walls. These systems were evaluated based on cost, aesthetics, constructability, and improved slope stability. Alternatively, cost reduced options presented included vegetated geocell and articulated concrete matting to protect the slopes. These slope protection options were eventually ruled out due to the steepness of some areas of the slopes (1H:1V). After rounds of design alternative presentations, cost estimates and reviews, a large block gravity wall system was chosen due to its ease of construction and variety of aesthetics. It was determined following contractor review that a modular block gravity wall system would not work without tie-back support due to the steep slopes on the east side of the project corridor, the requirement to maintain the offset from the current tracks, and the inability of construction activities to impact East High Street and the service road along the top of the east slope. Adding tie-back support to the wall system would drive the construction cost well beyond the available budget.
Wood and NSR then presented a pile and lagging retaining wall system with riprap slope protection. NSR has utilized pile and lagging wall systems across the railroad to stabilize roadbed, retain slopes, and arrest slope failures. The City was agreeable to the new wall system following the understanding that budgets would limit the aesthetics of the wall and the pile and lagging system would be the most advantageous system for all parties to balance priorities and costs. Wall offset requirements were established by NCRR to maintain their current corridor and allow for future third track expansion. Wood proceeded with a design optimization to provide four design wall heights. Wall height optimization was completed to balance costs associated with increased pile size or depth, decreased pile spacing, increased backfill quantities, and increased lagging quantities. Each wall height required a specific pile size and on-center spacing to provide the resisting forces necessary to maintain stability of the slope. Design height selection for each wall section was driven by the existing incline of the slope and final condition of the drainage ditch in front of the walls. Bioretention cells were ultimately not required considering the improvements to street level drainage provided by the City.
Figure 5: Typical Design Section Drawing
Figure 6: Completed Wall and Riprap Placement
The design had to overcome several obstacles to meet all stakeholders’ interests. To maintain aesthetic appeal of the wall system to meet the City’s expectation, Wood detailed a waler to be installed on the backside of the piles which would be covered with gravel backfill. NSR had an existing communication
cable along the proposed east drainage ditch which was required to be relocated to allow for trackside ditch excavation. A conduit was detailed to be installed behind the wall running along the top of the waler to prevent the cable from having to be retrenched or installed along the face of the wall. Considering the railroad corridor is the lowest point in this area of the city, the drainage outlet structures which tied into city storm sewer systems were at a fixed elevation. Any improvement to the trackside ditches had to account for not only fixed outlet structures, but also fixed culvert structures that were buried below the overhead bridge aprons. These culverts could not be relocated or disturbed without major alteration to the bridge structures. Therefore, the trackside ditch slopes, wall heights and wall weep holes had to be carefully evaluated to ensure proper drainage of the railroad corridor.
CONSTRUCTION
Following completion of the design effort, the construction phase of the project began. The City arranged for their portion of the work to be completed with a combination of City personnel and contractors. NSR and NCRR implemented their typical competitive bidding process for selection of a contractor to construct the slope improvements. NSR made arrangements to complete the trackside drainage improvements using its own personnel upon the completion of the slope improvements.
The slope improvement work utilized the existing roadbed at track level as well as the City streets for access. This required installation of multiple temporary track crossings, and therefore fulltime flagging protection from NSR, in addition to street closures and traffic control for the streets. After establishing access, the slope improvement work proceeded with the following sequence: slope clearing and excavation, pile driving, waler installation, lagging installation, wall backfill, and riprap slope cover.
Careful coordination of the construction schedules was required for several reasons. First of all, construction activities had to be suspended for the High Point Market in order to avoid negative impacts to traffic and parking along city streets. Therefore, the slope improvements were scheduled to reach specific milestones prior to the spring market and the contractor work seven days per week to meet this schedule. Secondly, the sequencing of construction activities had to be coordinated to avoid rework by other parties. For example, the slope improvements included the elimination of pipes draining over the slopes, but these could not be removed prior to the tie in of the new stormwater system. Additionally, the stormwater and slope improvement efforts had to be coordinated to minimize the duration of road closures. This resulted in slope improvements beginning at the south end of the project while stormwater work began on the north end. These efforts worked toward each other until they met and then swapped positions. This required careful, ongoing coordination between contractors to schedule work that could be completed in close quarters with each other without disturbing each other’s work.
As with any construction project, there were issues to work through during the course of construction. For example, the original design included demolition of a portion of an existing stepped retaining wall at the south end of the project to make room for connection to the new wall. Instead, the contractor proposed installation of a cast-in-place addition to the existing wall which could be accomplished more quickly without removal of the existing stepped portion of the wall, of which the foundation was unknown. This proposal was quickly vetted by NSR, Wood and NCRR, and was implemented without delay to the construction schedule. Another example is the use of drilled piles in selected locations to avoid conflicts with overhead utilities that would have occurred using vibratory and impact pile installation equipment. These changes were enabled by having all parties involved through the course of construction. This was accomplished by scheduling regular site visits by Wood, NSR, and NCRR, and maintaining lines of communication with the City. Some of the site visits were scheduled separately, which allowed each party to keep track of the project from their perspective. Selected site visits were scheduled to overlap, which allowed the parties to discuss open issues and quickly decide on the best resolution. By focusing on the overall goals to which we agreed upfront, each party could decide how to react to these issues in the context of the larger project goals and compromise when necessary.
GOAL-ORIENTED PROJECT MANAGEMENT
Two types of significant project management challenges were overcome with this project. The first came in the form of changing personnel. It is not unusual for organizations to have turnover in personnel over a period of years. Since this project took up to four years to be fully developed and funded, it was inevitable to have personnel and management changes within each organization. Such changes presented project issues that could have easily interrupted the project schedule and created excessive delay. However, all three major stakeholders were committed to seeing this work to completion. It is interesting to note while the discussion and concepts for this work were several years in the making, the current project coordinators did not begin to get involved in the work until as early as 2016 with two of the three beginning in 2017 at the start of final design and construction. Strong project agreement development, good project design, and having stakeholders committed to seeing the project to completion allowed facilitation of the work to completion in a timely manner. Furthermore, this exemplifies the current commitment for all three stakeholders to follow through with a second phase of work currently underway north of downtown area.
The second challenge to overcome with project management involved the change in wall and slope design once it was determined the original design would exceed the authorized project budget. The initial design for retaining walls in the rail corridor was a modular block design with a decorative handrail at the top of each wall. When it was determined this type of design would exceed the original budget estimate, NCRR and NSR advised the City this original design was not feasible. Wood developed a more economical design consisting of a pile and lagging wall of varied heights in combination with riprap slopes. Ultimately, this new design optimized the wall height and quantity of riprap material for each of the five slope locations.
CONCLUSION
This project was unique and successful for several reasons. It was a true exercise in synergy where a unique partnership was formed by means of a project agreement whereby priorities from each stakeholder was and continues to be addressed. For the City, it was an improvement in aesthetics for the downtown railroad corridor. It was also an opportunity to improve stormwater runoff and enhance downtown parking for furniture market attendees. For NCRR, it was an opportunity to improve the stability of the existing railroad back slopes with the added benefit of minimizing maintenance and improving the appearance of the railroad corridor. For NSR, it was an opportunity to improve railroad trackside drainage along a critcal freight and passenger rail line while reducing maintenance costs for existing track infrastructure.
However, the greatest benefit to each stakeholder with this project, and the second phase which is now underway, is the fact that this was an opportunity for railroad engineering, railroad consulting, and public works engineering professionals to come to the table and work together to complete a cost effective and successful infrastructure improvement project. Cooperation at all levels of each organization was essential for true project success. Funding needed to be secured as was appropriated by both NCRR Board of Directors and City Council. Consensus of project goals and schedule was necessary by Engineering Management from both railroads and Public Works Management from the City. This was achieved by means of developing a strong project agreement. Coordination between the City and both railroads through the conceptual and final design phases, bidding and contractor selection, and construction phases was critical to keep the work on schedule and within project budget. The most significant take away of this project is the fact that railroad and public works profesionals worked diligently together to make the High Point Walls and Slope Enhancement project a true success. The success of this project established strong working relationships between railroad industry and public works sector professionals. These are organizations that are traditionally at odds with each other when it comes to recommending and managing infrastructure improvements. Using this project management model, it should foster success with the second phase of slope improvements as well as provide a great management tool for many other infrastructure improvements all along the NCRR corridor.
Figure 7: A view of the Hamilton Street overhead bridge. Pile and lagging walls and riprap slopes improve the aesthetics of the corridor while minimizing future maintenance costs on slopes typically vulnerable to erosion and degradation. A new curb and gutter along the service road at the top of the railraod cut.
Figure 8: A view of the Hamilton Street overhead bridge. Pile and lagging walls and rip rap slopes improve the aesthetics of the corridor while minimizing future maintenance costs on slopes typically vulnerable to erosion and degradation.
Figure 9: Completed wall and slope along the east side of the corridor. Wall location allows room for one additional future track
ACKNOWLEDGEMENTS Anderzack-Pitzen Construction, Inc. – Metamora, Ohio
Breece Enterprises, Inc - High Point, North Carolina
High Point City Council
City of High Point Public Services Department
City of High Point Engineering Services Department
North Carolina Railroad Company Board of Directors
Norfolk Southern Railway
Wood Environment and Infrastructure Solutions, Inc.
Jim Kessler, PE – Vice President Engineering, NCRR
LIST OF FIGURES Figure 1: Washington Drive area showing eroded slope typical of the conditions along the railroad
corridor contributing to the degradation of the street subgrade and support for the existing guardrail.
Figure 2: Wrenn St. Looking South Spring 2016
Figure 3: Landscape Architectural Rendering of Improvements Plan – Wrenn St. to Centennial St.
Figure 4: Landscape Architectural Rendering of Improvement Cross-Section
Figure 5: Typical Design Section Drawing
Figure 6: Completed Wall and Riprap Placement
Figure 7: A view of the Hamilton Street overhead bridge. Pile and lagging walls and rip rap slopes improve the aesthetics of the corridor while minimizing future maintenance costs on slopes typically vulnerable to erosion and degradation.
Figure 8: A view of the Hamilton Street overhead bridge. Pile and lagging walls and rip rap slopes improve the aesthetics of the corridor while minimizing future maintenance costs on slopes typically vulnerable to erosion and degradation.
Figure 9: Completed wall and slope along the east side of the corridor. Wall location allows room for one additional future track
SLOPE STABILIZATION AND ENHANCEMENTS
DONALD ARANT, PE – NORTH CAROLINA RAILROAD COMPANYWILL GRAHAM, PE – NORFOLK SOUTHERN RAILWAY COMPANYJORDAN HARRIS, PE – WOOD ENVIRONMENT AND
INFRASTRUCTURE SOLUTIONS, INC.
NORFOLK SOUTHERN MILEPOST 299.0PIEDMONT DIVISION
HIGH POINT, NORTH CAROLINA
INTRODUCTION• North Carolina Railroad (NCRR) constructed through
High Point at street level in the 1850s
• City of High Point aptly named due to it being the “Highest Point” on the original NCRR
• Tracks lowered as much as 26 feet in 1930s to creatgrade separated road crossings
INTRODUCTION
Excerpts from 1939 Railway Age Article
INTRODUCTION
• Norfolk Southern operates and maintains the NCRR under trackage rights agreement
• City of High Point grew and thrived with furniture industry including the twice-annual High Point Market which brings 75,000 visitors to High Point
INTRODUCTIONNORTH
±1,200’
INTRODUCTION• Stormwater management adjacent to, along, and within
the rail corridor became an issue over the past 75 years, railroad backslopes degraded, became overgrown, and rodent population increased
• Eroding and degrading slopes undermined roadway and sidewalks along top of slopes
• Erosion fouling trackside ditches and inlet structures• Undesirable aesthetics for Market attendees and
downtown visitors
PROJECT DEVELOPMENT• City of High Point Engineering
Services personnel approached NCRR Engineering in 2013
• City of High Point requested NCRR and NSR solve the backslope issues
• As a result, a project agreement was struck for NCRR, NSR, and the City to fund the project
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