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Following the 25 April 2015 Mw 7.8 Gorkha, Nepal, earthquake and subsequent aftershocks, field surveys were conducted on medium-to-high rise reinforced concrete (RC) frame buildings with masonry infill located in the Kathmandu Valley. Rapid visual assessment, ambient vibration testing, and ground-based lidar (GBL) showed that these buildings suffered damage ranging from light to severe, where damage occurred in both structural and nonstructural elements, but was most prevalent in nonstructural masonry infills. Finite-element structural analyses of selected buildings corroborate field observations of only modest structural damage. The lack of severe structural damage in this relatively limited class of engineered medium-to-high rise RC infill frame buildings illustrates the impact of modern seismic design standards and stands in stark contrast to the severe damage and collapse observed in low-rise nonengineered RC infill frame buildings. Nonetheless, the nonstructural damage hindered many of these buildings from being occupied for many months following the earthquake and subsequent aftershocks.

The proven effectiveness of highway crossing infrastructure to mitigate wildlife-vehicle collisions with large animals has made it a preferred method for increasing motorist and animal safety along road networks around the world. The crossing structures also provide safe passage for small-and medium-sized wildlife. Current methods to build these structures use concrete and steel, which often result in high costs due to the long duration of construction and the heavy machinery required to assemble the materials. Recently, engineers and architects are finding new applications of fiber-reinforced polymer (FRP) composites, due to their high strength-to-weight ratio and low life-cycle costs. This material is better suited to withstand environmental elements and the static and dynamic loads required of wildlife infrastructure. Although carbon and glass fibers along with new synthetic resins are most commonly used, current research suggests an increasing incorporation and use of bio-based and recycled materials. Since FRP bridges are corrosion resistant and hold their structural properties over time, owners of the bridge can benefit by reducing costly and time-consuming maintenance over its lifetime. Adapting FRP bridges for use as wildlife crossing structures can contribute to the long-term goals of improving motorist and passenger safety, conserving wildlife and increasing cost efficiency, while at the same time reducing plastics in landfills.Sustainability 2020, 12, 1557 2 of 15 connectivity for particular species [8]. Although usually more expensive than underpasses [3], overpasses are also frequently chosen by some species [9].The length and the width of overpasses continue to challenge engineers, architects and ecologists. Some overpasses are required to span six or more lanes, including Canada Highway 1 in Yoho National Park and Interstate Highway 90 in the Cascade Mountains of Washington. Some newer designs are anticipated to exceed lengths spanning 10-12 lanes. The proposed wildlife overpass on Highway 101 in Liberty Canyon, California, will require bridge spans up to 60 meters (m) and be the largest wildlife overpass ever built, as seen in Figure 1 [10]. Common widths of overpasses have been designed from 30 to 60 m and even wider. These geometry requirements can result in massive and relatively uneconomical structures. Many existing wildlife overpass structures are constructed to support heavy loads that incorporate excessive backfill to host native habitats, such as forests. This design feature adds substantial weight to the static and environmental loads the structure is required to support. Supporting these loads over multi-lane roadways further results in relatively high costs compared to underpasses or other less-effective mitigation measures. Because of the costs, the siting of these structures is especially challenging as they can only be provided sparingly across a large area where WVCs commonly create safety issues for drivers. Recent price tags for wildlife overpasses near Banff, Alberta, Canada, co...

Capacity building can be an important step in working to help more Native American engineering students to earn degrees. The success of educational programs is often evaluated by quantitative data such as matriculation rates. However, we make the case that a broader view of success in the early years of program development with tribal college pre-engineering partner schools may include capacity building as a form of qualitative assessment. If continued funding of such initiatives is withheld because of quantitative assessment alone, coalitions with tribal colleges may not reach their true potential because capacity building is often crucial, and it can take years to mature. In this paper, one co-author interviewed the other three co-authors, using a questionnaire designed to qualitatively assess the successes of the program in regards to capacity building on several levels. Thus, while all the authors are the researchers, three of the co-authors are the research subjects. All are engineers and scientists at the doctoral level. In the resulting essays, the interviewees expressed their opinions about capacity building in their roles in an NSF-sponsored pre-engineering alliance between two mainstream universities and a tribally controlled college. Those interviewed describe their unique qualifications to assess capacity building in this instance. From the perspective of one of the mainstream universities in the alliance, they address categories of capacity building at the following levels: the tribal college; the two participating mainstream universities; the reservation hosting the summer camp; student and faculty participants; tribal, State, and Federal agencies; and STEM disciplines in general. We present common themes in all three essays that reportedly encouraged capacity building, including: (1) building coalitions, (2) engaging in experiential learning, and (3) emphasizing improving the quality of life on Pine Ridge Reservation. We present secondary themes and nonconsensus opinions as additional support for the merits of qualitative assessment.

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