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MTA Bridges and Tunnels Construction Improvements

Henry Hudson Bridge

A three-year, $33 million project is underway to replace the original 1930s steel curb stringers that support the upper level roadway on either side of the bridge. In addition to replacing the stringers and installing 3,600-feet of new bridge decking, new energy-efficient roadway lighting will also be added. The new space will be re-striped, resulting in wider traffic lanes across the bridge.

Henry Hudson Bridge Stringer Replacement

 

New Grid DeckInstalled grid deck panels
New Grid DeckInstallation of grid deck panels on new steel beams
New Grid DeckCompleted grid deck roadway with concrete barrier rebar.
   
New Grid DeckConcrete being poured into new grid deck
New Grid DeckAfter concrete is poured it is covered with wet burlap to help it set properly
imgold
imgnew
old girder being lifted out (left) and replaced by new one (right).
Northbound upper level roadway, view toward Bronx, Henry Hudson BridgeNorthbound upper level roadway, view toward Bronx, Henry Hudson Bridge
   
Workers replacing the bridge's original curb stringer boxes, commonly used in the  1930s when the bridge was built, with new sub-structure steel beams, shown here being hoisted. All together there will be 30 of these steel girders installed. Each steel beam weighs 3,000 lbs.
Protective shield  installation for upper level work.Protective shield installation for upper level work.
   
Old stringer curb box that is being removedOld stringer curb box that is being removed
Example of corroded stringer  box that is being removed. This is what happens when water seeps into the empty  stringer box.Example of corroded stringer box that is being removed. This is what happens when water seeps into the empty stringer box.
New steel grid put in  place after old stringer box was removed.New steel grid put in place after old stringer box was removed.

Bronx-Whitestone Bridge

A 42-month, $109 million reconstruction of the Queens approach to the bridge is underway. The contract was awarded jointly to E.E. Cruz, of Manhattan, and Tully Construction Co., of Queens in July 2011. The work includes reconstruction and widening of the 1,010-foot-long Queens approach roadway and the addition of new safety shoulders. The children's playground beneath the bridge in Francis Lewis Park has already been moved from beneath the bridge and completely renovated, thanks to B&T. It reopened in May  2012.

Roadway Construction

Roadway Reconstruction Roadway Reconstruction
   
   
Roadway Construction Roadway Reconstruction
   
   
Roadway Reconstruction Roadway Construction
   
   
Roadway Construction Roadway Construction
   

New Piers Taking Shape

Photos by MTA Bridges and Tunnels Jeffrey Brugge

New Piers Taking Shape New Piers Taking Shape
New steel girders put in place New east side retaining wall
   
New Piers Taking Shape
Augering in 9" and 12" mini piles to provide substructure support
   
New Piers Taking Shape New Piers Taking Shape
Custom steel formwork is erected to give the new pier it's double arch shape Formwork in place showing the double arch design
   
New Piers Taking Shape New Piers Taking Shape
Thousands of pounds of reinforcing bar is set in pier. All rebar is checked for proper spacing, size and clearance The final face of the custom formwork is bolted together and hundreds of yards of concrete is pumped in to create the pier
   
New Piers Taking Shape New Piers Taking Shape
Pier fully formed and ready for concrete Formwork is removed, revealing the new wider bridge support structure

New Playground

Photos by MTA Bridges and Tunnels Jeffrey Brugge

New Playground New Playground
Francis Lewis Old Playground: Old Francis Lewis children's playground beneath bridge New swings install: Swings taking shape at new Francis Lewis Park children's playground
   
New Playground New Playground
New swings: Completed swing set at new playground Playground: Children's discovery center
   
New Playground New Piers Taking Shape
Foreground new sprinkler fountain; in rear is toddler climbing wall Wide view of new playground equipment

Throgs Neck Bridge

A two-year, $47 million project to paint and rehabilitate 2.5 million square feet of steel on the Bronx approach of the bridge began in June 2012 and is scheduled for completion in late 2014. Some 45,000 gallons of paint will be used in this phase of the project and when it is finished the bridge will be entirely free of all old, lead paint.

This is the last phase of an overall $100 million paint program at the Throgs Neck that began in 2006 and has included cleaning and repainting of the bridge span, both towers and the Queens approach structure.

Throgs Neck Bridge Throgs Neck Bridge
   
Throgs Neck Bridge Throgs Neck Bridge
   
Throgs Neck Bridge
   

Verrazano-Narrows Bridge

Upper Level Roadway Work

This work is part of the five-year, $237.5 million Capital Construction project to replace the bridge’s original 1960s concrete, grid roadway deck with a lighter-weight, longer-wearing orthotropic deck. Demolition of the upper level roadway began March 16, 2015 with the removal of the center median, followed by sections of the old roadway. Using giant gantry cranes, the new roadway deck panels will be put in place, welded and bolted together and a waterproofing membrane and new asphalt overlay applied. Completion date is the end of 2017.

Photos courtesy MTA Bridges and Tunnels/Tutor Perini.

Upper Level Roadway Work Upper Level Roadway Work
Workers prepare center median barrier for demolition and removal operations
Lifting out section of existing center median using overhead gantry crane.
Upper Level Roadway Work Upper Level Roadway Work
Placing removed section of existing center median on flatbed for trucking off site
Removal of existing center median on Staten Island side span underway using overhead gantry crane

 

 

Upper Level Gantry Cranes

These photos show Contractor Tutor Perini installing a gantry crane system to help install the new, lighter, longer-wearing orthotropic deck. The work is part of the five-year, $237.5 million Capital Construction project to replace the bridge’s original 1960s concrete, grid roadway deck. The gantry cranes are supported by temporary girders installed along the full length of the bridge along each side of the roadway. The $3.9 million gantry crane system was manufactured near Boston and Philadelphia, and assembled at the site during night-time closures.

Center Median demolition to prepare for Staged roadway  replacement Installation of crane rails for gantry cranes

Center Median demolition to prepare for Staged roadway replacement

Installation of crane rails for gantry cranes

 
Gantry crane cross beam being trucked onto bridge Erection of one of four gantry cranes

Gantry crane cross beam being trucked onto bridge

Erection of one of four gantry cranes

 
Lifting gantry crane cross beam from flatbed truck Connecting gantry crane cross beams to end supports

Lifting gantry crane cross beam from flatbed truck

Connecting gantry crane cross beams to end supports

 

The gantry cranes will be able to travel along the bridge servicing the work area with minimal impact to traffic

The gantry cranes will be able to travel along the bridge
servicing the work area with minimal impact to traffic

Workers installing the gantry crane power unit.

 

Workers installing the gantry crane power unit.

 

 

Photos courtesy of PDK Commerical Photographers for Tutor Perini/MTA Bridges and Tunnels. July 2014.

Upper Level Deck Replacement Project

The Verrazano-Narrows upper level deck reconstruction project is a  five-year, $235.7 million Capital Construction project to replace the original 1960s concrete grid roadway deck with a new, lighter, longer lasting orthotropic deck.

Obsolete maintenance walkways on the bridge’s upper level will also be removed, providing enough space to add a new reversible HOV bus and car lane across the bridge, connecting the NYS Department of Transportation’s HOV lane on either side of the bridge for the first time.  Once finished, the new HOV lane will provide a seamless trip from the Staten Island Expressway to Hugh L. Carey Tunnel, saving time for thousands of daily HOV users.

New LED lighting, new sign structures, painting and a new drainage system will also be added. The project is expected to be completed by late 2017.

Photos all courtesy of Tutor Perini.

 

Upper level shielding and temporary lower level  lighting being installed at the eastbound Staten Island anchorage. May 2014. Pieces of moveable barrier, which will allow three  lanes to remain open during peak drive times during construction, being  fabricated. February 2014.

Upper level shielding and temporary lower level lighting being installed at the eastbound Staten Island anchorage. May 2014.

Pieces of moveable barrier, which will allow three lanes to remain open during peak drive times during construction, being fabricated. February 2014.

   
Removal of existing light pole on upper level eastbound roadway.  February 2014. Relocation of steel sign gantry; the steel structure  seen in photo that spans the upper level and holds directional roadway signs.  June 2014.

Removal of existing light pole on upper level eastbound roadway. February 2014.

Relocation of steel sign gantry; the steel structure seen in photo that spans the upper level and holds directional roadway signs.
June 2014.

   
Gantry crane railing being lifted into place on the  upper level. Several gantry cranes will span the upper level and be used to  remove the old concrete roadway and install the new orthotropic panels. July  2014. Gantry crane railing, seen in yellow in photo,  installed on upper level of the bridge. July 2014

Gantry crane railing being lifted into place on the upper level. Several gantry cranes will span the upper level and be used to remove the old concrete roadway and install the new orthotropic panels. July 2014.

Gantry crane railing, seen in yellow in photo, installed on upper level of the bridge. July 2014

 

RFK Bridge Planned Rehabilitation Projects

Project Overview

Through 2019 motorists can expect to see plenty of activity at the sprawling, three-complex Robert F. Kennedy Bridge as MTA Bridges and Tunnels is spending nearly $1 billion in Capital improvements. The largest  projects  include reconstructing the supporting bridge structures at the Manhattan and Bronx toll plazas and rehabilitating and replacing the bridge’s seven ramps.

The RFK Bridge, which opened in July 1939,  includes three bridges and 14 miles of roadways that merge at a junction structure on Randall's Island where traffic is distributed to and from Manhattan, Queens and the Bronx.

Click the following tabs to see work unfolding.

 

Manhattan toll plaza resurfacing

Some 400,000-square-feet of old asphalt at the Manhattan toll plaza was removed and replaced with a new, rubberized asphalt to help prevent water from seeping into the concrete deck. This $5.8 million project, completed in early 2012, provides a smoother riding surface for customers and will extend the life of the roadway until full reconstruction of the Manhattan toll plaza gets underway.

Before: RFK Manhattan Toll Plaza Resurfacing After: RFK Manhattan Toll Plaza Resurfacing
Before: Harlem River Lift Span Manhattan Plaza After: Harlem River Lift Span Manhattan Plaza
During: RFK Manhattan Toll Plaza Resurfacing After: RFK Manhattan Toll Plaza Resurfacing
During: RFK Manhattan Toll Plaza Resurfacing After: Manhattan Plaza Striped


Harlem River Drive Exit Ramp

The 12,000-square-foot Harlem River Drive southbound exit ramp, which leads onto the bridge at East 125th Street, was completely rebuilt. A temporary ramp was put in place while the 50-year-old ramp was reconstructed. The $12.4 million project was completed in December 2011.

Harlem River Drive Exit Ramp Harlem River Drive Exit Ramp
   
Harlem River Drive Exit Ramp Harlem River Drive Exit Ramps
   
Harlem River Drive Exit Ramp Harlem River Drive Exit Ramp
   
Harlem River Drive Exit Ramp Harlem River Drive Exit Ramp
   

 

The Manhattan/Queens ramp at the Robert F. Kennedy Bridge is a $50.7 million design/build contract to reconstruct the ramp which was originally constructed in 1967. The contract was awarded in June 2012 to Halmar International of Pearl River, N.Y., and its design partner, Hardesty & Hanover. The construction management team was LiRo Group of Long Island. Work was completed in August 2014.

Photos Courtesy of LiRo Group

 

Before

After

Before After
   

 

New Ramp Being Constructed

New Ramp Being Constructed New Ramp Being Constructed
   
New Ramp Being Constructed
   

 

Installing New Steel Beams

Installing New Steel Beams Installing New Steel Beams
 

Building New Ramp Piers

Building new ramp piers Building new ramp piers
   
Building new ramp piers
   

Demolishing Old Roadway

Demolishing Old Roadway Demolishing Old Roadway
   

 

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