Bridge No. 87 is located on NC 33 over Norfolk Southern Railroad, in Pitt County. NC 33 is the main route from Grimesland to Greenville with a high amount of truck traffic and school buses.
The existing bridge is 212 feet long and approximately 32.7 feet wide, carrying two lanes of traffic. Built-in 1938, Bridge No. 87 is considered structurally deficient. The replacement structure will be a three-span bridge approximately 287 feet long, with two 12-foot lanes and 4-foot shoulders.
Construction of the roadway grade of the new structure will be raised approximately 4.5 to 4.75 feet from the existing structure to provide required clearance over Norfolk Southern Railroad. The approaches will be widened to include a 32-foot pavement width, providing two 12- foot lanes and a minimum of 4-foot paved shoulder. Traffic will be maintained on the existing bridge during construction.
The existing bridges consist of five spans for each with full length of 200 feet, they were originally constructed in 1957, and 1964. both Bridges considered structurally deficient, degraded for posted load limit, and functionally obsolete meaning it was safe to travel on but had reached the end of its useful life.
The replacement bridges will be three-span bridges approximately 210 feet long with two lanes for each and sidewalks one on each bridge. During construction the traffic will be pushed on one of the bridges and shift two-lane one way to two-lanes two-way so that phase one can be completed by demo the existing bridge and construct the new bridge structure, once phase one is completed the traffic will be pushed onto the new bridge structure and proceed with the construction of phase 2detour the utilization of the existing structure as a detour route will allow travelers and commuters to get to the city of Greensboro with no interruptions during the construction of the new bridges.
Bridge No. 216 was constructed in 1957. The two-span bridge is 51 feet long with a deck width of 25 feet. The structure type is timber floor on salvaged I-Beams.
Bridge No. 216 will be replaced in-place. The bridge is currently closed (closed since 2010); local traffic is diverted to an off-site detour. The proposed structure would be an 87.38-foot long two-span cored slab bridge. The bridge typical section is two 11-foot lanes with a 10-foot center turn lane, approximately four-foot bridge offset, and an eight-foot wide accommodation for future multi-use path on the south side of the bridge. The proposed design speed is 40 mph. The project overall length is approximately 600 feet.
U.S. 17 is a heavily congested highway in Hampstead, where an average of 43,500 vehicles travel each day. This major construction project will improve traffic flow and safety in Pender and New Hanover counties.
Conti is constructing a four-lane, divided highway on a new location, known as the U.S. 17 Hampstead Bypass, between an area south of N.C. 210 that connects to U.S. 17 north of the Topsail schools, a distance of 5.6 miles. The project will include new interchanges with bridges, ramps, and loops at N.C. 210, Hoover Road, and U.S. 17 north of Vista Lane.
As part of this contract, nearly a mile of U.S. 17 between the new bypass and an area north of Sloop Point Road will be upgraded with raised medians. This section of U.S. 17 will be redesigned with safety features called reduced conflict intersections, which decrease by more than half the potential locations where vehicles can collide.
The purpose of this project is to replace Orange County Bridge No. 99 over New Hope Creek on S.R. 1723 (New Hope Church Road), which is functionally obsolete and to accommodate an estimated traffic of 5600 vehicles by year 2025.
Bridge No. 99 was built in 1951, 105 feet long of a three-span structure that consists of a reinforced concrete deck on I-beams. The end bents consist of reinforced concrete caps on timber piles and the interior bents consist of reinforced concrete posts and beams on spread footings. The replacement structure will be a single span, 39-inch precast concrete box beam, approximately 105 feet long with 4-foot deep caps providing a minimum 30-foot, 6-inch clear deck width. The proposed bridge will include two 11-foot travel lanes with 4-foot, 3-inch horizontal offsets.
The roadway grade of the new structure will be approximately one foot higher than the existing structure due to hydraulic requirements.
The Capital Area Greenway System was first adopted by City Council in 1976. This plan proposed a system of linear parks located primarily along rivers, streams, and creeks, and included the opportunity for an interconnected system of pedestrian trails across the region.
The Walnut Creek Trail currently intersects with Avent Ferry Road, at which point a sidewalk must be used to continue the trail, along Avent Ferry Road, until the trail picks up again on Trailwood Drive. The Walnut Creek Greenway Trail at Trailwood Drive project will extend the Walnut Creek Trail from near its intersection with Avent Ferry Road to Trailwood Drive along the existing sewer easement. This extension will allow users to forgo using the sidewalk along Avent Ferry Road to remain on the Walnut Creek Trail in this area, providing a continuous 10-feet-wide asphalt trail along the entire corridor.
The project is the construction of a segment of the Walnut Creek Greenway, which will connect from the existing Walnut Creek Greenway at Trailwood Drive to NCSU Centennial Campus in Raleigh. It is about ¼ mile in length and will include one bridge crossing. The project generally includes clearing, grading, storm drainage, erosion control, utilities, asphalt multi-use path, signage, pedestrian bridge, asphalt paving, concrete sidewalk, and structural components along the Walnut Creek Greenway
SCDOT needed a new interchange along I-26 to provide direct access to the newly-built Volvo Manufacturing Facility providing 2,000 jobs to local workers.
The SCDOT selected Conti as its design-build contractor to construct a new three-level, three-leg directional interchange along I-26 in Berkeley County, South Carolina. The interchange will provide access from I-26 to the new Volvo Boulevard leading to Camp Hall Commerce Park and the new Volvo Manufacturing Facility.
Conti’s design-build work includes surveys, geotechnical exploration and design, roadway, bridge, traffic and seismic designs, utility coordination, transportation management and HAZMAT studies. The team’s multi-phase construction work will include demolition of existing asphalt pavement; resurfacing and correcting the cross slopes of the existing I-26 mainline within the project limits; performing ground improvements, erosion and sediment controls; and safely maintaining traffic flow. The new interchange includes two ramps at-grade and two flyover, as well as three bridge structures passing over the main interchange and ramps 1 and 4. The team will construct five total miles of new roadway.
As part of the benefits of the design-build project delivery method, the project team successfully coordinated early with the SCDOT for timely approval of its comprehensive design submittal packages. Conti broke ground using the full extent of its resources to enable multiple shift construction operations, reduce the overall schedule for early delivery and minimize impact to the traveling public. Conti sequenced construction to facilitate access to the Volvo plant through a partial interchange opening as early as possible in the project, and prior to substantial completion, in an effort to meet the strict project delivery date.
The construction of this interchange is an important step in providing an interconnected system for driving the state’s economic engine.Christy Hall, SC Secretary of Transportation
The Garden State Parkway is one of the most traveled roads in New Jersey. This project makes major improvements to high-priority bridges that are in need of repair while limiting impact to the commuters.
The work to be performed under Contract No. P100.511, Bridge Deck and Median Reconstruction, Milepost 160.6 to 162.5, consists of the demolition and complete replacement of concrete bridge decks for five (5) bridges on the Garden State Parkway (GSP) between Milepost 160.6 to 161.5 and the replacement of the entire superstructure of two (2) bridges utilizing Accelerated Bridge Construction (ABC) methods with Prefabricated Bridge Units. This contract will also include deck repairs and resurfacing to six (6) bridges on the Garden State Parkway between Milepost 160.6 and 162.5.
The work will be accomplished in stages while maintaining the flow of traffic by utilizing multiple lane shifts and a precast concrete construction barrier.
As part of the Ephesus Church/Fordham District renewal, transportation improvements in the district have been implemented over multiple phases to address bicycle, pedestrian, auto, and transit concerns.
The extension, which is estimated to potentially carry 7,800 vehicles each day, would connect Fordham Boulevard to Ephesus Church Road from the existing South Elliott Road and end in a roundabout.
Conti will perform Phase II construction of roadway widening along Elliott Road, Fordham Blvd, and Ephesus Church Road. The project will include grading, drainage, paving, curb and gutter, traffic control, pavement markings and markers, erosion control, signing, signals, culvert construction, and other related items.
Located in one of the most heavily traveled areas in the world, State Route 9A, West Street, and Battery Place Underpass required immediate repairs.
After sustaining damages from hauling debris from the World Trade Center site in New York City after the events of September 11, 2001, extensive work was needed to fix the active roadway and tunnel while minimizing disruption in lower Manhattan.
Conti performed a complex and diverse scope of work, including reconstruction and rehabilitation of a major artery and existing tunnel, underground utility improvements, electrical and mechanical improvements to the tunnel, installation of an intelligent transportation system (ITS) with conduit and fiber optic communication cables and wireless CCTV cameras, storm drainage upgrades, and roadway reconstruction. The team also installed 175,000 square feet of solid granite pavers for new bikeways and pedestrian promenades, and provided landscaping for the creation of a linear urban park (with over 200 trees, 7,000 shrubs and 10,000 perennial flowers).
Conti performed challenging structural work involved with the new extension of the tunnel roof slab to allow for a U-turn at grade for cars and buses. The team managed heavy vehicular and pedestrian traffic throughout the project, constructing bypass roadways and temporarily widened the existing travel way for two active lanes of traffic to accommodate the public. Conti completed the project successfully and safely two months ahead of schedule.
Construction Achievement Award, Project of the Year – American Society of Civil Engineers Award of Merit, Highway & RoadwayNew York Construction Magazine
NJ’s Secaucus Junction currently offers unparalleled commuter convenience, but this was not always so.
Before the turn of the century, travelers had limited options on where they could commute to. Looking to change this, the New Jersey Turnpike Authority (NJTA) developed the Secaucus Interchange and Rail Transfer Station Program (SIP), which included a series of projects designed to connect 11 rail lines in the northern part of the state.
Of the eight contracts associated with this program, Conti was awarded five. This project, SIP-301, for Exit 15X of the New Jersey Turnpike (Interstate 95), provided access to the newly built Secaucus Junction Station serving over 17,000 passengers daily.
Conti constructed a 3,100 linear foot, high level curved ramp structure spanning over the very active NJ Transit Main Line. The project consisted of 21 spans, 900 concrete-filled pipe piles, two abutments, two crash walls, and 44 pier caps. The foundations for the piers and abutments rested on concrete-filled pipe piles. The team built the reinforced concrete bridge deck in a series of 77 pours. Bridge piers were constructed atop foundations built in designated wetlands over an active rail line. The project required extensive coordination and planning for traffic management around the site, as well as scheduling of multiple subcontractors and vendors, and coordination with adjacent contractors. Conti received ACI’s Grand Award for Outstanding Concrete Project of the Year.
“Conti worked extremely well with the authority and others to successfully solve issues in the field.”Assistant Chief Engineer, Construction, NJTA
The last project in the $450 million infrastructure upgrade, called the Secaucus Interchange and Rail Transfer Station Program (SIP), was to connect 11 rail lines in northern New Jersey to reduce passenger commute times and increase destinations.
The program included the construction of a new rail station, expansion of the rail line from two to four tracks, and development of an $84 million interchange on the New Jersey Turnpike expressway (I-95). This portion of the project entailed constructing bridges and expanding local roads in Secaucus to handle the increase in traffic.
Conti rehabilitated the New Country Road bridges (SIP 501 project). Work included a dual-span bridge built over a rail yard and a single-span bridge built over ramps leading to a busy roadway. The team coordinated daily with Norfolk Southern, Conrail, and Hudson County to develop a detour that would minimize traffic impact and support extensive truck traffic.
Conti handled utility relocations for electrical, gas, telecom, sanitary, drainage, and fiber-optic lines. The team drove steel sheeting down the center of the road and built a temporary ramp to separate live traffic from work operations. Conti also developed a wetland mitigation and enhancement plan.
The team used an innovative slip form design mix technique during the concrete bridge parapet construction process, as well as re-staging work to meet an aggressive fast tracked schedule for the project. This and other time- and money-saving techniques won Conti excellent reviews from the NJTA.
Conti’s team approach and positive attitude were key to maintaining schedules in a highly congested area with numerous constraints.Assistant Chief Engineer, Construction, NJTA
This multi-faceted iconic project constructed by Conti was delivered to the community on time and on budget.
Constant congestion on major traffic routes threatens economic vitality. This was the problem the New Jersey Department of Transportation (NJDOT) faced in New Brunswick. NJDOT launched a major project with the goal of improving accessibility and aesthetics through the route’s busiest section: the two-mile-long corridor through New Brunswick. This was the largest project NJDOT had ever undertaken.
Conti completed all operations quickly and affordably, garnering rave reviews from NJDOT and other stakeholders. The team constructed four vehicular bridges and four pedestrian bridges, as well as increasing the carrying capacity of the existing four-lane highway to eight lanes. Conti installed eight 66-foot, 33-ton span barrels in just two days, thanks to an innovative installation method using hydraulic structures which saved time on the project. Additionally, the team installed seven cast-in-place retaining walls.
The project required 186,000 tons of asphalt, 50,000 cubic yards of recycled concrete aggregate, 39,000 cubic yards of granular base and 124 linear feet of curb. The team encountered delays due to unforeseen utilities but quickly responded by developing a value engineering proposal for a major foundation change. Once approved by NJDOT and implemented by the project team, the new approach kept the project on schedule and budget.
Conti met NJDOT’s goals for improved highway operations, safety and aesthetics and received several awards for project excellence, including the 2010 Project of the Year from Engineering News-Record.
The project was completed on time, on budget and during the four years of construction, created 600 jobs.
Serving over 240,000 vehicles per weekday, the Alfred E. Driscoll over the Raritan River is one the busiest commuter links in the U.S.
The bridge was built in 1954 and was expanded to accommodate increasing traffic in 1972, but was due for another overhaul in the early 2000s because of increasing traffic demands and general wear and tear. The New Jersey Turnpike Authority planned to renovate this bridge (#127.2) to significantly increase its carrying capacity.
Conti rehabilitated the 4,000 foot long bridge with 15 lanes, making it the widest bridge in the U.S. The team completed demolition, removal, and reconstruction of two parallel bridge deck superstructures each 65 feet wide. Conti realigned the approaches, relocated utilities, performed steel rehabilitation, replaced bridge bearings and steel bolsters, and installed roadway lighting and Intelligent Transportation System (ITS) facilities. Bridge renovations were completed without disruption to traffic in any lane.
To combat the potential danger of deck demolition and steel repair debris falling into the river, Conti designed and fabricated an innovative Catch System (patent pending). As an extra advantage, this system provided the workforce with a weight-bearing platform. In addition, the project required extensive concrete pours, so Conti reached out to Rutgers University engineers to design a special concrete mix for the project. The result was High Performance Concrete (HPC), which is more durable and longer lasting than typical concrete.
Conti implemented a “Catch System” to allow safe work under the bridge without having to perform marine work, the first time this technique had ever been used.
The bridge now serves over 200,000 commuters each day as a major connection between Queens and the Bronx via Interstate 678 over the East River in New York City.
Opened as a four-lane suspension bridge in 1939, the 72-year-old structure, which had been increased to six lanes over the years, needed further capacity improvements as well as modernization.
Conti reconstructed the Bronx approach for this major historic continuous span steel bridge, which included widening the bridge deck, adding two lanes to the approach, demolishing and replacing the old piers and upgrading the lower garage service building. Utilizing careful orchestration and skilled project management, Conti’s first step was to construct new piers and install multi-rotational bearings which were critical schedule items for the new steel installation. This drove concrete pours and ultimately the phased traffic shifts. The team constructed extensive temporary shoring to support the existing piers so sections could be demolished in stages.
Implementing complex phasing to minimize impact on the heavy traffic flow, the team constructed new piers in advance of deck demolition under the existing structure, requiring low headroom equipment to install mini-piles for pier construction. These difficult drilling conditions for the mini-piles restricted the use of traditional equipment, so Conti deployed a highly innovative percussive down-hole hammer along with grouting through the hammer bit to successfully install the mini-piles.
The team used a movable barrier system so three lanes of traffic remained opened in the peak direction during rush hour, and all lane closures successfully met the 319-day restriction window.
The heavily traveled New Jersey Turnpike (I-95) is a major traffic artery for the Greater New York City area.
The New Jersey Turnpike Authority undertook a major program to replace and reconstruct bridge and roadway surfaces in order to maintain this vital traffic route, phasing work to minimize the disruptions to commuters.
Conti reconstructed a high performance structural concrete deck bridge roadway slab over the Hackensack River, spanning over a mile along the eastern spur of the mainline New Jersey Turnpike between exits 15E and 15X. Conti performed seismic retrofits and structural steel repairs, including the removal of existing paint from the structural steel members and applying a new four-coat paint system. The project team removed and reconstructed deck joints, replaced median barriers, modified the wingwalls, repaired the substructure, improved lighting, reconstructed the shoulder structures, resurfaced the deck, and rehabilitated the access walkway.
Conti worked with NJTA and the designer to restage the project by using a half-section barrier system that enabled more flexible staging. The Turnpike Authority was open to this alternative provided the proposed barriers met FHWA specifications. Conti consulted with industry professionals and conducted a crash test to prove the barrier system would safely work and meet the specifications. This resulted in reducing the project from five to four stages and an overall schedule reduction of 7 months. This project was awarded the 52nd Annual NJ Grand Concrete Award by NJ Concrete.
Conti staged the project in this heavily congested traffic artery to reduce the schedule by 7 months.
The new bridge relieved major traffic congestion and enhance the Morehead City downtown area.
“Traffic backs up for a mile or a half a mile, and that happens daily,” said Richard Stanley, Chairman of the Carteret County Transportation Committee.
The Graydon Paul bascule drawbridge was the source of this bottleneck, averaging 3,500 openings a year to allow boat traffic to pass through Gallants Channel. Built in 1957 and functionally obsolete because parts to repair the drawbridge are no longer available, the North Carolina Department of Transportation (NCDOT) decided to build a new bridge.
Conti constructed the new fixed span elevated Radio Island Bridge along with a new 3.8 mile highway section of US-70 which will allow through traffic to bypass the town of Beaufort, eliminating further congestion. The elevated bridge has a 65-foot vertical clearance to accommodate boat traffic. This project included a reinforced concrete deck with epoxy coated rebar, concrete piles, massive post tensioned concrete bridge girders, demolition, retaining walls, sound walls and significant drainage including 72-inch reinforced concrete pipe culverts, earthwork and asphalt paving. Major coordination was needed among nearly 20 agencies such as the United States Coast Guard, United States Fish and Wildlife Service and the Federal Aviation Administration.
According to NCDOT’s studies, the new bridge has a $22 million positive economic impact for North Carolina. This project was very high profile and documented regularly by the North Carolina press.
As part of a major highway construction program, this project will reduce traffic congestion by linking roadways throughout North Carolina.
Under a program to link all major highway arteries in North Carolina, the North Carolina Department of Transportation (NCDOT) has contracted a total of 478 major and minor infrastructure construction projects across Interstate 95.
These projects are designed to reduce traffic congestion throughout North Carolina by connecting the highway with major roads. The entire 36-mile Outer Loop route’s projected path will take the freeway from I-95 at its current intersection with US 13 to the west and south of Fayetteville reconnecting with I-95 north of St. Pauls in Robeson County.
Conti constructed a new 6.8-mile stretch of interstate highway from Cliffdale Road to the east of the All American Freeway under the program. This included grading, paving, ground improvements, excavation and disposal of regulated material, utility installation, traffic control, sheeting and piling, formwork, reinforcing steel and concrete, superstructure demolition and erection, retaining walls and noise barriers and sign structures.
Conti’s project management team worked closely with NCDOT and other stakeholders to incorporate this project into the larger Fayetteville Outer Loop program. This included conducting daily and monthly status update meetings with the client. This project and many others under the Outer Loop construction plan were highly public, so Conti performed regular community outreach sessions to provide progress updates and address concerns.
One of the busiest and most congested interchanges in New Jersey, the intersection of I-295, I-76 and Route 42 in Camden County handles daily traffic volumes of over 250,000 vehicles and has one of the highest accident rates in the state.
To help solve this problem, the NJDOT reconfigured traffic flow along the ramps and bridges that carry I-295 traffic across Routes 42 and I-76 with the Direct Connection to be completed by 2021. Conti built the second phase of this multi-year project. The work involved the north and southbound lanes of I-295 north of the interchange. This project included demolishing and replacing an existing bridge, building a 500-foot wide bridge that will carry all I-295 traffic, construction of on and off ramps, construction of a temporary bridge, installation of sheeting for tunnel and bridge shoring, and ground improvements and roadway construction.
Work was performed with zero reduction in existing roadway capacity. Conti restricted loud construction activities to designated timeframes to limit disturbing the public in an adjacent cemetery and nearby residential neighborhoods.
This project had design-build components associated with column supported and stage line embankment systems. Conti designed and constructed an embankment system to prevent movement in the adjacent cemetery since tie-backs are not permitted.
Conti minimized the impact to the traveling public and nearby residences by working nights and weekends to deliver the project ahead of schedule. The new overpass provided for three to five travel lanes on I-295 in both directions to cross over Routes 42 and I-76 unimpeded at speeds of 55 mph to alleviate regular congestion and provide a safer long term solution. This project won the Top 10 Roads award for project excellence.
This project can only be described as an effort to make the roads safe, to improve our quality of life, to bring businesses and keep businesses in New Jersey.Kim Guadagno, NJ Lieutenant Governor
The existing bridge was originally constructed in 1941 and was considered structurally deficient, meaning it was safe to travel on but had reached the end of its useful life.
Conti was contracted to build a new structure that will last for the remainder of the 21st century.
Conti built a temporary, two-lane detour bridge adjacent to the existing structure that allowed travelers and commuters to cross the Eno River with no interruptions during the construction of the new bridge. The new bridge crossing the Eno along U.S. 70 Bypass features a 54-inch-tall concrete and metal railing, which will make the crossing along with the Eno much safer for bicycle traffic.
The newly constructed bridge is 27 feet longer, for a total of 265 feet, a foot wider, and is designed to accommodate a future greenway that could one day pass under the bridge.
Large vehicles could not easily pass under railroad bridges on Long Island.
The North Highway Bridge, Montauk Highway Bridge and Shinnecock Canal Bridge, built about 100 years ago, required rehabilitation. Based on routine bridge inspections, the Long Island Railroad (LIRR) determined these aging bridges were in need of modernization to extend the life of the bridges by 35 to 40 years.
Conti closely coordinated with LIRR to complete this project successfully. To accommodate the vehicle heights, the vertical roadway clearances of Montauk Highway and North Highway Bridges were increased by 6 inches. The Shinnecock Bridge superstructure and substructure elements were repaired, along with lead abatement, painting, waterproofing and other critical structural improvements. The Shinnecock Bridge rehabilitation work was done over an active waterway and required close coordination with the US Coast Guard. Conti performed lead abatement and steel repairs using a containment system. Existing piers and abutments were refurbished by installing soil anchors, replacing bearings and repairing concrete spalls.
In order to raise the bridges and set new approaches, 72-hour outages were required by the railroad to disconnect the rails. Conti closely coordinated with LIRR to ensure rail service resumed as scheduled. These outages were scheduled over a year in advance to accommodate the 5,490 passengers who ride the Montauk line on an average weekday.
Conti worked with LIRR to achieve transparent communication and coordination of the project. The team completed all four 72-hour track outages on time without impacting train or canal traffic.
“Rebuilding these bridges, the oldest of which has stood for more than 100 years, will provide a much needed boost to the economy.” – LIRR President, Helena Williams