This project will develop a new campus for the North Carolina Department of Health and Human Services with the relocation of DHHS functions currently located at Dorothea Dix Park in Raleigh, North Carolina. This Phase I project will consist of 440,000 GSF of high-rise office space in at least two buildings, a structured parking deck, and a central energy plant.
Conti is performing construction of the associated site and utility infrastructure to serve the new buildings, the structured parking deck, and the campus site. Site: The site of this project is approximately 34.85 acres of State-owned property currently assigned to the NC Department of Administration.
Conti’s involvement on the project is multi-phased and will include the following scopes of work; Installation and Maintenance of BMP Basins, Mass Excavation of approximately 90,000 CY of dirt, construction of 3 temporary shoring walls and 3 permanent segmental walls; installation of 4,000 LF of storm drain and 3,500 LF of water and sewer.
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.
US 17 in Downtown Charleston, known as the Crosstown, is a major artery for the City and has been plagued with flooding for many years. It is critical that this route remain an efficient lifeline for emergency response vehicles, commuters, and those evacuating in times of imminent hurricanes.
This drainage project will offer a solution to alleviate frequent flooding that causes property damage and heavy traffic along this critical corridor. It will improve drainage in an area that covers approximately 20% of the City of Charleston.
In previous phases of the project, new stormwater pipe was installed and new tunnels were installed beneath the US 17 / Crosstown corridor.
Conti is working on Phase 4 of this project, which consists of the construction of a pump station / wet well structure and a cast-in-place triple box culvert outfall structure into the Ashley River.
Once all phases are complete, the new pump station between the Ashley River Bridges will be equipped with three pumps each capable of pumping 120,000 gallons per minute, three 850 horsepower diesel engines to power the pumps (thereby eliminating the need for electricity to run the pumps), and one back-up diesel generator to run the electrical and control systems in the event of a power failure.
Once the project is complete and the pump station is online, the Crosstown and surrounding areas should remain passable in all but the very worst storm events.
As America’s oldest airfield and home to the first commercial airline terminal, Newark Liberty International Airport (EWR) Terminal One Redevelopment project will set a new standard for air travel.
Today it serves as a critical transportation artery for the New York City metropolitan area. As part of continual upgrades, the Port Authority of New York and New Jersey (PANYNJ) called for this program which will be the largest design build project in New Jersey’s history.
Conti has broken ground on this contract which consists generally of furnishing and installing underground electrical and communications duct banks, water and sewer lines, overhead signs, roadways and intelligent transportation system, canopy structures and landscaping, and construction of Bridges N61, N62 and N63, and related work at Earhart Drive and Parking Lot P3 and the vicinities thereof at Newark Liberty International Airport, New Jersey.
The team will safely manage construction activities while avoiding any potential impact to current operations.
This contract is part of the Terminal One Redevelopment Program which is set to replace Terminal A, the airport’s oldest Terminal.
The small town of Harrison, NJ, formerly an industrial center, is re-inventing itself as a major commuter hub for travel to New York City.
With rapid transit ridership at the Station increasing over 30% in the past six years, this Project is a critical part of PATH’s system-wide upgrades for the next decade.
This Project completely modernizes the existing Harrison Southwest Station and will feature glass and steel construction. Amenities will include a modern elevator, widened stairs, weather protected station entrances and extended platforms to accommodate 10-car trains.
The Station is part of PATH’s $256m four-phase redevelopment program. The new Southwest station features an airy, light-filled glass-and-steel design and modernized amenities. It features glass-enclosed, weather-protected station entrances, as well as a modern elevator and widened stair access to the platform.
Work is multi-faceted and significantly staged as to not affect daily PATH operations. All building adheres to PANYNJ Sustainable Building Guidelines and takes into account the US Green Building Council’s LEED Rating System.
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.
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.
Jersey City Medical Center was negatively impacted, both physically and operationally, by inundation during Superstorm Sandy in 2012. The Project involves the construction of flood mitigation measures at JCMC’s Wilzig Hospital in accordance with the flood mitigation strategy as part of the Federal Emergency Management Agency (“FEMA”) Hazard Mitigation. This hospital is a 24/7 trauma center in an extremely populated urban environment Construction consists of 1,500 LF of a floodwall (500 LF of deployable, 1,000 LF of concrete) around the existing hospital, including two main entrances.
All work will be done in an efficient manner to not affect hospital operations, as they will be fully operational during construction. Utilities, pump stations, new loading dock and interior flood mitigation measures (retractable flood gates) will be built to further protect hospital critical operations Construction will include, among other things, protection of the Hospital’s exterior walls, windows and openings, replacement of the central expansion joint, backflow prevention, additional protection for critical infrastructure and programmatic spaces, and provision of dewatering pumps and protect the campus exterior to a design flood elevation of 18 feet along with additional mitigation measures to protect critical interior infrastructure rooms and programmatic support services and clinical departments.
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
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.
The work under this contract consists generally of the upgrading and replacement of existing hydraulic Delta barriers with electrical barriers, replacement of full guard post including the existing Delta barriers with barriers and related work at Guard Post G, Guard Post H, Guard Post I and the vicinities thereof at Newark Liberty International Airport, New Jersey. The upgrade program consists of replacing the antiquated Delta Barriers in use throughout the airport with state of the art, high security Grab Net security systems.
NC State University has continued its’ master plan of relocating all the Greek Life domiciles to the Greek Village campus. This project brings them one step closer to their goal.
The Greek Village Phase 4 Infrastructure Project is a sitework package for NC State University that will allow the construction of two more Greek Life homes as well as a clubhouse. The project consists of two adjacent sites; the Northeast Quadrant and the Southwest Quadrant.
Conti’s scope on the project will include grading, drainage, paving, curb and gutter, traffic control, pavement markings, retaining wall construction, and erosion control.
Reconstruction of essential culvert and road realignment at the third largest port in the country.
Corbin Street, a primary north-south roadway serving New Jersey Marine Terminals Port Newark and Port Elizabeth, is supported structurally by Berth 3 – one of the Port Facility’s oldest wharf structures. After a partial collapse of the seawall due to marine borer activity, the site has been actively under construction to meet PANYNJ’s high standards for quality, safety, durability and reliability.
Work performed was the construction of temporary utility supports which cross the culvert at Berth 3; reconstruction of the culvert structure; provide closure between the wharf structures at Berth 2 and Berth 3; realignment of Corbin Street including excavation, backfill, grading, drainage, and paving; and other related work at Corbin Street and Berth 3 and the vicinities thereof at Ports Newark and Elizabeth, New Jersey.
This project will increase the Port’s ship berthing capacity as well as improve upon the safety and efficiency of terminal truck traffic to and from the Ports, extending Conti’s expertise in construction of marine projects while continuing our delivery of superior construction services to our clients.
The team safely managed construction activities while avoiding any potential impact to operations of the Port and adjacent Newark Liberty International Airport.
Conti managed this massive design-build effort, organizing nearly 50 subcontractors and trades to deliver ferry terminal renovations on time and budget.
Conti was the design-build firm selected to design and reconstruct eight elevated concrete and steel structures and completely rebuild a ninth structure, all during ongoing terminal operations of 70,000 patrons per day. The team demolished existing structures, made extensive steel repairs, constructed new deck pans, poured lightweight concrete decking and remediated hazardous material.
Conti Professional Services (CPS) provided extensive client coordination, value engineering and design innovations for this project. As savings to the client, Conti removed unforeseen asbestos, re-sequenced traffic patterns, added more bike paths and re-engineered a T-wall structure— lowering project costs and increasing the value of the final product.
The project’s North Ramp was the focus of a great deal of value engineering. Modifying the design from a 3-span elevated steel structure to a 2-span elevated structure with integrated T-wall and pre-cast T-sections reduced overall construction and long term maintenance costs. Conti also collaboratively re-sequenced traffic patterns to eliminate the addition of a temporary bridge structure, which had zero impact to the schedule and provided a substantial credit to the client. Significant savings on structural steel materials were also achieved when value engineering identified lightweight concrete as a way to limit the weight of the ramps.
In addition, Conti engineers designed a groundbreaking method to seal the shield containing the asbestos by installing rubber along containment areas. This innovative design utilized less water and slurry, especially over active rail tracks. CPS also suggested changing from brick façade to architectural precast masonry panels, facilitating a reduction in procurement schedule of materials and overall operation costs. The masonry panels met New York’s Public Design Commission’s goals of making the area more interesting for pedestrians and vehicle traffic.
Conti excelled in managing the project to maintain the critical path schedule when encountering unforeseen scope increase, such as when the majority of reconditioned ramps needed more repairs than initially estimated. To mitigate delays, CPS studied the schedule and adjusted the sequence of many activities. On the St. George project, Conti managed a $13 million scope increase with zero impact to the critical path schedule.
Conti won Engineering News-Record’s New York Region’s 2013 Best Project, Award of Merit for its excellent work.
In response to increasing commuter volume into New York City, Conti constructed this new, state-of-the-art port facility to include significant savings through value engineering.
Significant growth to ferry ridership at New Jersey’s Port Imperial Intermodal Ferry Terminal raised the need for major renovations to the aging structure. Its owner, New Jersey Transit, called for construction of a new state-of-the art commuter port to replace the undersized existing facility serving the millions of passengers traveling across the Hudson River between Manhattan in New York City and Weehawken.
Conti performed the design and construction of the new 65,000 square-foot ferry terminal using value engineering to improve operations and save budget. The work included environmentally sensitive dredging of the Hudson River for ferry traffic, pile-driving, precast foundations and terminal building construction, as well as an 800-foot waterfront pedestrian esplanade to provide convenient scenic access to the terminal. Conti executed this complex work over water, maintaining traffic flow on an adjacent roadway and compressing work hours to attenuate noise for neighbors. Conti managed 25 subcontractors and coordinated regularly with New York Waterway.
Providing value engineering for many aspects of the project, Conti saved the client over $6 million. Efforts included eliminating approximately 950 square feet of a terrazzo floor and replacing it with durable colored epoxy sealants and resilient flooring. The team also evaluated ferry operations and optimized the dredging area by reducing its footprint, which reduced the pay quantity by more than 30%.
Conti won an Honorable Mention by New York Construction Magazine as one of the Best Building Projects of the Year.
New Jersey Transit described Conti’s commitment to excellence as “working aggressively to meet key construction dates… without compromising quality or safety.”
As New York and New Jersey’s most valuable container ship facility, the Port Newark Elizabeth Marine Terminal is a major component of the PANYNJ.
The Port Authority needed to boost the efficiency of the Elizabeth Marine Terminal (known as Port Elizabeth) by adding a new Intermodal Transfer Facility. This purpose of this new facility was to take cargo from incoming trains and transfer it to ships, and vice versa.
Conti closely managed this complex design-build construction. Conti’s construction of the Intermodal Transfer Facility included four miles of railroad track and 110,000 cubic yards of asphalt pavement for the entire site to provide “free range” movement of Reach Stackers and Straddle Carriers used to perform transfer between transport mediums. The team also removed 4,000 feet of existing rail and reclaimed 138,000 square yards of existing asphalt pavement for re-use, saving time and money. Additionally, Conti self-performed all grading, earthwork, placement of ballast, utility installation or relocation and track installation work.
Conti rerouted or removed a complex network of utilities, including 4,500 feet of water main, power/communications duct banks, and 12 100-foot-tall High Mast Light Towers founded on steel pipe piles and concrete foundations.
Working with our designers, Conti developed a creative approach to project planning. We systematically devised separate design packages to coincide with the three phases of work so that construction activities could begin on-site prior to completion of final design to expedite the project schedule.
Conti worked through complex utility re-routings and challenging site logistics to construct PANYNJ’s new facility all with minimal disruptions to rail traffic.
Conti received the American Council of Engineering Company’s national Honor Award for Water Resources and the Association of State Dam Safety Officials’ National Rehabilitation Project of the Year.
Suffering from a series of complications since its construction in 1960, the Penn Forest Dam had continuing problems with weep holes, seepage and a 15-foot sink hole. As critical infrastructure, the dam supplies a source of water for the community from the adjacent reservoir. The City of Bethlehem sought to remediate the dam’s structural issues and address flood control protection for the area.
Conti constructed the new dam which included huge structural reinforcements, raising the dam’s walls by three feet to increase spillway capacity. The team constructed the dam walls and lined them with more than 2,000 six-foot-high, sixteen-foot-wide, four-inch-thick concrete panels, weighing over 3,000 pounds per unit.
Conti also constructed two on-site batch plants, one for grout, one for concrete, and a conveyor system to transport roller compacted concrete (RCC) needed for the project. Because of the sophisticated computer system used by the plant, crews kept exact concentrations of ingredients constant. Conti maintained quality control of the RCC by conducting daily tests to ensure proper temperature of the concrete across seasons. The plants operated six days per week, two shifts per day. This approach was very efficient, as it produced 6,000 tons of RCC daily.
Upon completion, the Penn Forest Dam was the third largest RCC project in the US. Conti safely delivered the project on budget, on schedule and with as little disturbance to the surrounding area as possible without losing material due to the elements.
Rotten egg-like smells plagued the residents of Roxbury from late 2012, so the New Jersey Department of Environmental Protection (NJDEP) chose to cap the Fenimore Landfill to alleviate the problems it posed for Roxbury residents.
The NJDEP investigation determined the odor was caused by hydrogen sulfide generated by debris within the Fenimore Landfill. Although the NJDEP had closed the landfill in 1979, problems for the surrounding community did not arise until the early 2000s. Since then, the NJDEP has taken incremental steps toward remediating the site.
Conti worked with the NJDEP to help reach their goal by capping 19 acres of the 65-acre landfill. The project team relocated existing garbage and waste, excavated 17,500 cubic yards of waste and earth and installed 22,000 square yards of erosion control, 300 linear feet of storm water discharge pipe and 150 linear feet of monitoring wells, in addition to constructing an access road.
The cap itself included 97,000 square yards of geomembrane liner between 49,000 square yards of 6-inch subgrade fill and 96,000 square yards of 12-inch above geomembrane fill. Conti also placed a 97,000-yard composite drainage net over the geomembrane and 102,500 square yards of 6-inch topsoil over the cap.
After the cap was completed, the project team revegetated the site and performed one year of operations and maintenance to monitor the success of the cap. Conti performed the project with zero safety incidents.
Conti supported NJDEP in solving environmental concerns for the people of Roxbury in this high profile project.
Deemed a “financial and social disaster for communities and taxpayers,” a failed housing development project in New Jersey’s Meadowlands in the early 2000s resulted in extensive site contamination.
In 2009, the American Home Assurance Company (AHA) spearheaded a project to remediate the site as part of a surety bond, and New Jersey Governor John Corzine approved the plan.
Conti completed the closure of the Meadowland’s 85-acre landfill with a soil cap as a part of the AHA’s remediation efforts. The landfill included an impermeable soil layer, residential clean fill material, topsoil and landscaping. Conti performed storm drainage installation, methane collection system repairs and leachate collection system modifications. Conti installed water-tight HDPE storm drainage, 110 precast manholes, and drainage swales with a continuous HDPE liner, all through refuse material while avoiding existing landfill utility conflicts. The team also relocated 250,000 cubic yards of contaminated soil.
As one face of the landfill had previously been covered with liner, Conti was required to inspect and repair defects left behind. To protect this liner, a specialty drainage layer and topsoil were placed over the top to allow for stormwater to pass into the drainage system. Conti utilized GPS technology on dozers, resulting in reduced costs in survey and stakeout of the project. Conti’s flexible team approach led to the successful completion of this project and award of the next contract at an adjacent landfill, both on acreage intended for beneficial reuse.
Deemed a “financial and social disaster for communities and taxpayers,” a failed housing development project in the early 2000s resulted in extensive site contamination.
In 2009, a private company spearheaded a project to remediate the site as part of a surety bond, and New Jersey Governor John Corzine approved the plan. Conti performed under a series of closure contracts across the Meadowlands’ different landfill sites for potential non-residential future redevelopment.
Conti’s work consisted of site preparation activities, installation of the balance of a site wide leachate transport system and perimeter engineering controls. Work included the installation of a vertical hydraulic barrier; dewatering of surface water, groundwater and leachate; installation of a leachate collection and transportation pipe, force main systems and pump stations; Viola Ditch modifications, landfill cap installation and site improvements at the Lyndhurst Landfill. Work was completed simultaneously on the Avon Landfill with identical scopes of work.
During the repair and installation of the leachate collection system, Conti placed 14,305 linear feet of 12-inch perforated leachate management pipe with cleanouts and 6 to 8-inch HDPE leachate force main to collect and transport leachate from the landfill to the pump stations and existing collection system. Rehabilitation and construction of onsite pump stations included new power supply; control systems including programmable logic controller and SCADA; flow meters at entrances to force main; air release valves; 4KV and 5KV transformers; and pH and gas meters. Conti pumped leachate from the work area using assorted pumps, sumps, hoses and pipes to transport to a frac holding tank for disposal.
Conti achieved a perfect safety record on this project with zero recordable incidents.
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.