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Built between 1898 and 1900, the North Washington Street Bridge in Boston has been demolished and is being replaced by J.F. White Contracting Co. through a $177 million-plus contract that was awarded by the Massachusetts
Department of Transportation (MassDOT). The 1,089-ft. long and 66-ft. wide bridge with plate girder bridge approaches, a truss swing span and 12 spans in total (two-lanes in each direction, with a sidewalk on each side) had been maintained by the city of Boston. The old bridge, see BRIDGE page 8
MassDOT Seeks Federal Funds as State Bridges Continue to Fall Into Disrepair You don’t have to drive underneath one of the thousands of decaying bridges in Massachusetts to know that the state’s infrastructure is far from perfect, but a recent federal report indicates that things are only getting worse. The Federal Highway Administration (FHWA) released data earlier this year about bridge infrastructure in the commonwealth, indicating that more and more bridges are
falling into disrepair. Specifically, of the 5,233 bridges in the state, 469 — or 9 percent — were classified as structurally deficient in 2019, meaning one of their key elements is in poor or worse condition, up from 450 in 2015. see FUNDING page 18
Page 2 • December 9, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide
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Page 4 • December 9, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide
Mass. Landfill May Soon Reopen for Construction Soil More than six years after the closure of the South Hadley, Mass., landfill, a Holyoke, Mass., company has submitted a proposal to reopen the site as a construction soils landfill. The proposal, which the South Hadley Select Board considered for the first time at its Nov. 10 meeting, is in the “very, very preliminary” stages, said Chairman Jeff Cyr. But for some residents, the landfill is a familiar topic. The facility, at 12 Industrial Drive, was shuttered in 2014 after a contentious several years between residents and the site’s former manager. Neighboring residents had complained about offensive odors, environmental hazards and increased traffic associated with the landfill. But Kip Foley, principal of Closure Management LLC, said his company seeks to reopen the site in a way that would mitigate or eliminate some of the previous complaints associated with the landfill while providing the town with an estimated revenue of at least $1 million. Construction projects frequently generate excess soil that cannot be reused on site because of contamination or physical constraints.
“I’m fully aware, at least generally, of what the concerns of the community were” with the landfill, Foley said, “but this is a very different plan, and construction soils don’t raise the same level of potential nuisance conditions that a classic solid waste landfill does regarding odors, generation of methane gases and impacts on groundwater. “A dedicated soils landfill is significantly less impactful on the environment, but also on abutters to the facility,” he added. The project could still raise other concerns among residents, said South Hadley Town Administrator Mike Sullivan, such as increased traffic to the area. But Sullivan noted that he is “impressed” by Foley’s approach, which he said seems guided by community input. “The proposer offered to have as many public meetings as they felt necessary,” Sullivan said. “They would like to know where the community is at. I think they would like to get some indication that the town is interested or not interested before they invest any money in doing impact studies or further outreach.” Foley has previously worked on remediated waste sites in Massachusetts, Rhode Island and New York, and his company
develops closure models “to reduce expense and creative redevelopment strategies,” according to the Closure Management website. The proposal calls for a feasibility study and management at the company’s expense. If approved, Closure Management would pay the town $5 for each ton of soil accepted at the facility, totaling an estimated payment of at least $1 million, according to Foley. The project “would obviously be a monetary payment to the town, but that’s not the most important issue,” Cyr said. The board’s stance will be guided by public input and ensuring the town is covered from a safety and liability perspective, he added. The Select Board will soon post a Google form on the town’s website where residents can submit questions about the project for the board to present to Foley. The Select Board also will converse with other interested groups, such as the Conservation Commission and Planning Board. Sullivan insisted that public input will play a large role in whether the project moves forward. “I think it’s something that has to be put before the public, and the public may
decide to open it to the soil disposal or not,” he added. “We have to know the environmental impact, the social impact, the health impact to the neighborhoods. It’s an interesting proposal, but not something that I think at this time the Select Board is even close to endorsing. But they’re looking for input from all the different parties.” Foley said he appreciates the Select Board’s approach and believes the project could be mutually beneficial if it gains support. “The site has some unused capacity, and there’s kind of a unique market opportunity to utilize that capacity, serve some market needs and generate some pretty significant revenue for the town of South Hadley with minor impacts to the community,” he explained. For five years after the landfill closed, the town had a contract with another group that harnessed methane from the site for conversion into electricity. Over the course of that period, the town earned around $180,000 to $190,000 in revenue, according to Sullivan. But the company canceled the contract in 2019 because the methane quality had declined over time.
Vt. Contractor Drives Hardfor EnvironmentalSustainability Kingsbury Companies LLC, a general contractor and biological waste management company nestled in the heart of central Vermont, is driving full steam ahead at leading the construction industry in sustainability by focusing on environmental stewardship and off setting its carbon footprint. The ecologically savvy company maintains its headquarters in Middlesex, Vt., as well as a satellite office, maintenance shop and earthen material recycling yard in Waitsfield, Vt. Environmental awareness and premier service remains at the forefront of the priority list for Kingsbury Companies, where adaptability, efficiency and integrity are the pillars of its existence. The central office opened its doors within the Middlesex community in 2018. Having stretched its territory in Vermont, New Hampshire, upstate New York and western Massachusetts, Kingsbury not only gave convenience to employees and vendors but also allowed for a significant reduction in staff commutes. During the office’s design-build project, constructed by Kingsbury, energy efficiency,
reduced construction waste, durability and functionality were prioritized over trendy design, fad or luxury material selections. The building is equipped with a roofmounted solar system that supplies more than enough power when it is at full occupancy. The water to air heat pump system provides heating and cooling through geothermal exchange with the earth so that no points of combustion are necessary, and because of this fact, the facility uses no fossil fuels. Advanced technology combined with sensibly selected materials pioneers a new standard to which all new buildings in Vermont should be constructed and Kingsbury is proud to call such an innovative facility its home. Despite being in what some may consider a “dirty” business, Kingsbury is working towards making the entire business carbon neutral. In 2019, the company partnered with Aegis Renewable Energy Inc., to construct two solar arrays, a 440-kW direct-current ground mount in Kingsbury’s reclaimed gravel pit, and a 157-kW DC rooftop mounted array at its maintenance facility in
Waitsfield. While the renewable energy credits for these projects are retired with the distribution utility, the arrays together produce enough energy to offset the use of Kingsbury’s maintenance and support facilities. Travis Kingsbury, president and owner of the company, looks forward to creating a brighter, more sustainable future for the construction industry and hopes other forwardthinking Vermont companies will follow suit. “In 2018, after we moved into our new 100 percent net-zero headquarters in Middlesex, I set a new goal for our organization — to make every effort to offset our carbon footprint and reduce waste wherever possible,” he explained. “Unfortunately, petroleum products are currently the only option for powering our heavy truck fleet and earth moving equipment. So, we committed to developing solar projects as a way of making a positive impact and playing a role in helping the state achieve its goal of 90 percent renewable energy by 2050.” He added that while the use of the rooftop
and gravel-pit arrays are lowering his company fleet’s carbon footprint, they only reduced it by 40 percent, prompting him to increase Kingsbury’s efforts in 2020. That has led the contracting firm to develop four more solar projects, which will be completed over the course of late 2020 to the middle of 2021. All kilowatt hours of energy generated will be net-metered to innovative Vermont businesses. Once put into service, based on second-quarter 2020 New England Power Pool (NEPOOL) data for the fuel source mix of the ISO New England electric supply, the green electricity produced by Kingsbury’s 2.7-megawatt direct current (MWDC) solar portfolio will more than offset its carbon footprint, having the equivalent of more than 200,000 gal. of diesel fuel. “Increasing the efficiency of our Kingsbury Companies’ buildings and developing solar energy projects is just the beginning for its sustainability journey,” he said. The company also plans to set the standard in the construction industry by way of carbon neutrality, seeking protection for the planet and for future generations to come.
Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • December 9, 2020 • Page 5
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Page 6 • December 9, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide
Details Released On Schell Bridge Project in Bay State Northfield, Mass., residents are learning more about the Schell Bridge reconstruction project in their town. The Massachusetts Department of Transportation (MassDOT) will be overseeing the work when it is scheduled to begin in the spring of 2022. The proposed project consists of the complete replacement of the Schell Bridge, which carried East Northfield Road over the Connecticut River before being closed since 1985 due to deterioration that rendered it unsafe to use. The existing span will be replaced with a pedestrian and bicycle bridge, while the new bridge also will be able to support smaller emergency vehicles, such as an ambulance. MassDOT recently held a design public hearing webinar to explain the proposed improvements, listen to residents’ comments and answer questions about the project, said MassDOT Chief Engineer Patricia Leavenworth. The agency currently is reviewing those comments and, where feasible, incorporating them into the design, she wrote in a letter to Northfield citizens. The webinar marked the “25 percent design benchmark,” said Judy Wagner, a member of the Northfield Schell Bridge Advisory Committee.
A small park to memorialize the Schell Bridge also will be constructed on the north side of the east approach roadway.
The new plan was produced by the engineering consulting firm, WSP USA, headquartered in New York City, and contracted through MassDOT. Next, the final designs will be completed, and the project is expected to be advertised for construction bids in the fall or winter of 2021, with construction beginning the next year and finishing within three years of the start date. The total project is estimated to cost $22
million, with 80 percent coming from the Federal Highway Administration (FHWA) and MassDOT funding the remaining 20 percent. However, the estimate does not include any right-of-way acquisition costs. The enterprise will involve roadway work starting approximately 940 ft. west of the bridge and ending about 1,025 ft. east of the span. Because the bridge has been closed to vehicular traffic for decades, a detour will not be required. According to the project overview from Andrew Benkert, a WSP engineer, the proposed structure will feature a steel-tied arch main span and two steel girder end spans. The entire structure will have a concrete deck and a hot mix asphalt surface for a shared-use path over the new bridge, which will be 18 ft. wide on the bridge and 14 ft. wide on the approaches. The existing abutments and wing walls will be retained due to their historic value and unique aesthetic configuration. The two bridge piers will be reconstructed in approximately the same locations, and concrete form liners will be used to provide a similar visual representation of the existing piers. “Currently, no parking areas exist anywhere near the site,” Benkert said. “It has been proposed to construct two small park-
ing areas at each end of the project. The parking area is currently sized for three vehicles, with one spot dedicated to handicap accessibility.” A small park to memorialize the Schell Bridge also will be constructed on the north side of the east approach roadway. It will include a memorial plaque and monument consisting of elements taken from the existing bridge structure. According to the overview, snowmobiles and horses will not be allowed to cross the bridge. Snowmobiles could cause damage to the pavement and concrete deck. Horse access would necessitate having higher railings, which would impact views from the bridge. In addition, it could pose a safety issue to mix horse and pedestrian traffic. Demolition of the existing bridge and construction of the new bridge will require work within the Connecticut River. The waterway will be closed to boat traffic during demolition and construction of the new piers, but otherwise the river will remain open through most of the project. Upon completion of the construction, ownership of the structure will be transferred from the town of Northfield to the Massachusetts Department of Conservation and Recreation (DCR).
Important Mixmaster Project Continues in Conn. The Mixmaster is the nickname of the Connecticut Route 8/Interstate 84 interchange in Waterbury, a series of 10 bridges that intertwine in the city and the Naugatuck Valley. It’s also one of the state’s most important interchanges as 200,000 cars and trucks travel the array of roadways every day. The complexities of the 50-year-old elevated, double-decked, high-speed interchange, with left- and right-hand entrance and exit ramps over city streets and the Naugatuck River, make it unique in Connecticut. The number of vehicles traveling through the interchange each day is triple the amount of traffic it first carried when it was constructed in the 1960s. So, in 2018, the state decided the time had come for a major $153 million repair and rehabilitation project on the Mixmaster. That was the good news for motorists that regularly navigate the old interchange. The downside for drivers, at least in the short term, is that on Sept. 25, the Connecticut Department of Transportation (CTDOT) closed the ramp at Exit 33 that leads cars and trucks from Route 8 northbound to I-84 westbound for the next year. The state agency noted on its website’s Mixmaster project page that the 12-month-long
closure is necessary to complete rehabilitation work to a bridge that conveys traffic from Route 8 to I-84. Chicago-based Walsh Construction Co. is performing the rehab of the Mixmaster interchange in Waterbury. The contractor and its crews are two years into fixing the interchange, one that has noticeably aged since it was first built in the ‘60s. The overall Mixmaster project consists of upgrades to numerous bridges located within the Route 8 and I-84 Interchange. The CTDOT wants to preserve and provide a 25-year service life to the structures and to ensure their structural integrity. Walsh Construction’s crews have been making deck repairs and replacements, as well as repairs to the steel, substructures, joints and other improvements to the bridges and overpasses. In an effort to facilitate the repairs while providing safe and efficient passage for all motorists, the contractor built a temporary bypass consisting of three temporary bridges (two over the Naugatuck River and one over Freight Street) to carry Route 8 Northbound traffic through the interchange. To construct the bypass, southbound Riverside Street, west of Route 8, was converted from a one-way road into a bi-directional street. Northbound Riverside Street is closed to local
traffic, as is I-84 westbound Exit 32 to Riverside Street northbound. The newest work will impact drivers coming north to Waterbury from places like Naugatuck and Ansonia from Route 8 who would normally take Exit 33 to I-84 to head to places like Southbury, Woodbury and Danbury. Kenny Stanco, the project liaison of Waterbury Mayor Neil O’Leary, told WTHN-TV that the rehab project is important in keeping the Mixmaster safe for the next 25 years. “It’s going to be a much smoother, safer ride for drivers,” Stanco said. “When this project is done, you’re going to see new pavement, new parapets — those are the walls on the side of the highway on the bridges. You’re also going to see new railings, new signs and markings on the streets.” He added that 80 percent of the funds to rehab the Mixmaster project will come from the federal government, with the remaining 20 percent to be provided by the state. Stanco reported that the entire overall Rt. 8/I84 Mixmaster project should be finished in the spring of 2022. As for the closure of the Exit 33 ramp, he hopes drivers will be patient in the name of progress and a safer Mixmaster.
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Page 8 • December 9, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide
J.F. White Contracting to Lead Way Over Charles River
“After more than 100 years of service, we are replacing the North Washington Street Bridge with a new bridge for the 21st century,” MassDOT said. BRIDGE from page 1
which spanned the Charles River, carried more than 38,400 cars and trucks daily. “After more than 100 years of service, we are replacing the North Washington Street Bridge with a new bridge for the 21st century,” MassDOT said. “The new bridge will be a complete street over water that works for everyone: people driving, riding the bus, biking, walking, sightseeing, boating and living nearby. Whether you walk the Freedom Trail to dinner in the North End, take a bus from Chelsea or “We had a mechanic on site full-time to ensure all Charlestown, drive your kids to school, or kayak in the equipment was always operating efficiently,” said Harbor, the North Washington Street Bridge is a key part of Colin O’Hearn, Atlantic Coast Dismantling’s senior daily life. But it has been struggling to fulfill those purposes: project manager/estimator. the center bay has been closed since 2003, and since fall 2017, ongoing emergency repairs by the city of Boston have further restricted lanes. It is due for a welldeserved retirement.” The bridge has been reconfigured and repaired multiple times to extend its lifespan, including the permanent closure of its swing span in 1961, the removal of the elevated Orange Line in 1977 and the closure of the center bay in 2003. In its current condition, including emergency repairs, the bridge costs the city between $3 to $5 million each year to keep safely operational, and MassDOT has determined that the bridge must be replaced to ensure safety, accessibility and long-term serviceability. A combination of MassDOT and Federal Highway Administration funds are financing the project. The work began in August 2018 and is expected to be completed in Spring 2023. So far, crews have completed the demolition of the old Colin O’Hearn, Atlantic Coast Dismantling’s senior project manager/estima- bridge, the relocation of Paul Revere Playground outside the limtor, said that the demolition was completed ahead of schedule.
its of the project and utilities to temporary utility bridge, the removal of the west sidewalk and the construction of a nearly 1,000-ft. long temporary bridge between existing span and Charles River Dam and Locks, on the Boston Harbor side of the old bridge, with an 11-ft. wide lane for MBTA’s train line two 11-ft. wide travel lanes for vehicles, and the construction of an 8-ft. wide sidewalk. As part of Stage 2, July 2020–November 2021, vehicle and pedestrians traffic was diverted to the temporary bridge between July 17-19, and the demolition of old bridge and construction of new bridge, except for the southwest corner next to the Prince Street Park and tennis courts, is ongoing. “When completed, the bridge will provide two inbound travel lanes and two outbound travel lanes for general purpose traffic, an inbound exclusive bus lane — the first on a bridge in the Boston area, separated pedestrian and bicycle facilities on both sides of the structure, scenic overlooks facing the harbor and Charles River, and plantings for a ‘complete street over water,’” according to MassDOT. “The structure will also improve water flow and conditions for boaters by reducing the number of piers in the water from 12 to five, and widening the navigation channel to 141 feet.” The work also includes wide sidewalks and an enhanced Freedom Trail, seating and lighting. Boston and MassDOT undertook a joint planning process from 2004 to 2017 that included coordination with local, state and federal agencies and extensive public outreach to design the new bridge, including well attended public meetings in 2016, 2016, 2018, and some held this past June and July. Planning and design for the new bridge were completed prior to the start of construction by architect Miguel Rosales in collaboration with Alfred Benesch & Co. MassDOT and Boston have offered financial incentives to encourage early completion. The traffic control plan includes lane, bike path and sidewalk reconfigurations and closures with a well organized campaign via social media and websites to alert motorists and area residents and business about upcoming construction work and traffic impacts. The work zone covers the bridge area for the demolition and reconstruction. see BRIDGE page 16
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Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • December 9, 2020 • Page 11
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Hyundai Construction Equipment Americas announced arena,” said Randy Mace, Whited Equipment VP/GM. the expansion of its North American authorized dealer netFor more information, call 877/509-2254 or visit work with the addition of Whited Equipment Company. www.hceamericas.com. Whited Equipment is a full service dealership supplying the construction, forestry, aggregate and municipal markets with heavy duty trucks in Maine for more than 30 years. With the addition of this new dealership, Hyundai’s North American network now includes more than 75 dealerships operating in just over 175 locations, offering sales, service and parts for the full line of Hyundai excavators, wheel loaders, compaction rollers and other construction equipment. “Whited is a full service dealership providing parts and service support, as well as the sales of heavy duty trucks. We will bring the same full service approach to (L-R) are Randy Mace, Whited vice president/GM; Ryan Kennard, Whited outthe Hyundai business as we have side sales; Leigh Dwelley, Hyundai service tech; Terry Klemanski, Whited established a solid reputation for inside sales and rental coordinator; Pete Hummes, Whited service manager; providing in the heavy duty truck and Larry Clark, Whited parts manager.
Vt. Construction Pros Behind New CityPlace Burlington It may not look like much is happening at the three-acre vacant lot in the center of downtown Burlington, Vt. But behind the scenes, a new ownership team is working furiously to start construction on CityPlace Burlington. When voters approved the ambitious CityPlace project in 2016, it was owned by a company that bailed out of the project in July. Now a trio of locals has stepped in, buying a 50 percent ownership stake and taking over the property management: Dave Farrington Jr., owner of Farrington Construction; Al Senecal, owner of Omega Electrical Construction Company; and Scott Ireland, owner and president of S.D. Ireland Concrete Construction. Each of them runs a multigenerational family business that has shaped the built environment of the Burlington area, and each also has developed multiple residential and commercial properties. They’re stepping up to save CityPlace, which would bring hundreds of new residents and a much-needed economic boost to downtown Burlington. The three men had some involvement in CityPlace before they owned it: giving input
on plans, working with potential tenants and helping to tear down the mall that was on the site. Now they’re determined to do what it takes to complete the project. “We want to earn the trust of the city council and the mayor and let them know that we’re here for real,” Senecal said. “We’re here for the long haul, we’re here for the people of Burlington.” Farrington, Ireland and Senecal have known each other, professionally and personally, for “a long time,” said Farrington. What attracted the trio to this complicated and controversial project? “We like challenges,” said Ireland. “We like to be busy,” added Senecal. “We go after as much work as possible.” Senecal employs roughly 120 to 200 workers locally, depending on the season, while Ireland’s workforce ranges from 320 to 400. Finding enough work to support 400 families is “a lot of responsibility,” Ireland said. To keep its crews busy in the winter, S.D. Ireland started building and managing its own residential properties in 1996. It built and owns both Severance Corners Village Center in Colchester and Bayberry
Commons Apartments in Burlington. Farrington has redeveloped and now manages several commercial office spaces in the city. In addition to his other businesses, Senecal has also owned and managed commercial office, retail and industrial buildings, as well as apartments and senior housing. He pointed out that CityPlace is “one of the largest projects” in Vermont. “It was that kind of challenge that pulled me in, and I’m sure you guys, too,” he said on a Zoom call with his partners on Nov. 18. In the weeks since they took over, the trio of builder have filed their zoning permit application, begun negotiations with the city and made a deal with the school district to relocate Burlington High School to the old Macy’s building, which they now own. Best of Both Worlds Their new design for the project includes two towers — nine and 10 stories high — that contain 426 units of housing, at least 84 of which will be classified as “affordable,” as well as a rooftop restaurant and an observation deck, and community space that will be available and accessible to all.
It will house 45,000 sq. ft. of retail space. Farrington noted that, as the project progresses through permitting, the developers will be reaching out to local restaurateurs and retailers. Though they must price the rents at market rates, he said, they’ll be considering the importance of tenants with local connections. After visiting big cities like Boston and Montreal, Farrington said he’s excited to build all that housing in downtown Burlington. CityPlace will add 600 to 700 new residents to the city center, and he expects that will bring more services, restaurants and entertainment options. Nestled on the eastern shore of Lake Champlain, Burlington, he said, offers “the best of both worlds,” with open land and outdoor recreation options just a short drive away. “We’re going to have a real little city here,” he boasted, adding that CityPlace would be a boon for the state’s largest municipality, with a population of almost 43,000 people. After all, Farrington said, “If Burlington does well, everybody does well. It’s the engine that drives the Vermont economy.”
Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • December 9, 2020 • Page 13
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Page 16 • December 9, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide
Temp Bridge Crosses Charles While New Span Takes Shape BRIDGE from page 8
the limits provided by MassDOT.” Construction of the temporary bridge O’Hearn noted that the demolition was began in May 2019 and was completed completed ahead of schedule. last April. Opened to traffic last summer “Originally, J.F. White provided us with (July 17), it will be in place for approxia seven-month schedule,” he said. “After mately two years until the new bridge is some delays with opening the temporary constructed. Similar structures were built bridge, they asked us if we could accelerfor previous MassDOT projects such as ate the schedule to 12 weeks. We were the Fore River initiative in Medford. able to accomplish this feat.” The bridge has two lanes inbound to Stage 3, November 2021– August Keany Square and a single outbound lane 2022, will focus on the demolition and to City Square, which is comparable to the construction of the southwest corner of the situation in the summer of 2017 when MassDOT and Boston have offered financial incentives to encourage early completion. bridge next to the Prince Street Park and emergency repairs were required for the tennis courts, with vehicle and pedestrian structure of the old bridge. The paved lanes match the stantraffic switched to the east side of new bridge. Stage 4, dards of Boston streets. September 2022–February 2023, will see the removal of the The bridge, according MassDOT, eliminates Stage 1B temporary bridge and the completion of the sidewalks, land(one lane in each direction), expedites construction by scaping, trellis and barriers. approximately six months and bridge demolition and the Asbestos and lead removal protection measures also are in installation of 40 drilled shafts; eliminates the need for a tresplace. For asbestos, pre-abatement and post-abatement visutle adjacent to Charlestown Marina; reduces the number of al inspections will be made, baseline air monitoring has been major traffic and pedestrian shifts (five to three), nighttime performed, and perimeter air monitoring, barge air monitorlane closures, and the need to use the structurally deficient ing and final clearance air monitoring will be conducted durbridge for traffic; and provides a new public playground ing the operation. away from the active construction site Most of the work is taking place during the day (4 a.m.–3 “Maximum noise levels allowed are specified in the conp.m.), with overnight work between 10 p.m. and 4 a.m. tract, varying by time of day, with the lowest levels allowed Construction of the new bridge started in early October. overnight,” said MassDOT. “Additional requirements and For the demolition, Atlantic Coast Dismantling used: Cofferdams will be installed for the new piers, followed by provisions are in place for the control of dust, hazardous cranes — a Manitowoc 4100 ringer crane on a 70-ft. drilled shaft installation, and the superstructure work. materials, water quality, rodents and other potential impacts by 180-ft. barge and a Lima 2400B duty cycle crane Busy days have 60 J.F. White and subcontractor employof construction” with clamshell; excavators — Cat (a 335, 328, 349, 374 ees on site, including those from Trevi Icos for drilled shafts, The original plan was to perform construction in multiple and 390) and Komatsu PC1250s; NPK hydraulic ham- Regis Steel Corporation for reinforcing steel, Saugus mers (GH-40 and GH-50); various sized barges; and Construction Corp. for steel erection. Prime Coatings Inc. for phases. “MassDOT’s contractor proposed a plan to reduce the tugboats. ACD purchased a Krypto Klaw bucket to bridge painting, and Aptus Group USA for plumbing servicnumber of construction phases and contract completion time remove the concrete foundations more efficiently. es. by constructing a temporary vehicular and pedestrian bridge Casco Bay Steel Structures fabricated the structural steel and it is in use,” said Kristen Pennucci, communications the time was used to position barges and other equipment for used for the temporary bridge. director, MassDOT. “Major challenges included: temporari- the next day’s work. The tallies for the concrete, steel and asphalt to be generEnvironmental monitoring was conducted by a third-party ated by the bridge demolition and other excavation operaly relocating all utilities to a separate temporary bridge in a critical time frame, so as not to delay the project schedule monitor in compliance with all applicable permitting and tions are still being tabulated. The amounts of new materials and maintain uninterrupted service to customers, which was regulations — state and federal. — concrete, steel, asphalt and others — have not been finalProactive dust protections included using water minimiz- ized. achieved. Another was getting all the required permitting to allow the construction of the temporary bridge. Work started ing emissions and cutting deck sections with a wetted saw. For the demolition, ACD used: cranes — a Manitowoc on the west side with removal of the existing bridge sidewalk To protect the Charles River/Boston Harbor marine environ- 4100 ringer crane on a 70-ft. by 180-ft. barge and a Lima and partial removal of the LoveJoy Walkway below( adja- ment, controlled demolition took place and certain activities 2400B duty cycle crane with clamshell; excavators — Cat (a cent to the Converse Building), to commence construction of were limited due to fish runs. 335, 328, 349, 374 and 390) and Komatsu PC1250s; NPK “The existing bridge was originally constructed from hydraulic hammers (GH-40 and GH-50); various sized the temporary utility and vehicular bridges.” Many large cranes have been utilized for both demolition 1898 to 1900 and it had a major overhaul in 1950,” said barges; and tugboats. ACD purchased a Krypto Klaw bucket Colin O’Hearn, PE, Atlantic Coast Dismantling’s senior to remove the concrete foundations more efficiently. of the existing bridge and installation of the new structure. “Manitowoc cranes, such as the Manitowoc 4100 Ringer, project manager/estimator. “The existing swing span trusses The equipment is being maintained by ACD onsite master was used for demolition operations, while Manitowoc 999 and approach span girders were all original. The existing mechanics. Series 3 cranes will be used to install bridge foundation ele- piers in the water were constructed of granite blocks on con“We had a mechanic on site full-time to ensure all equipments, and eventually, a Manitowoc 4600 Ringer to install crete footings. We utilized a Manitowoc 4100 ringer on a ment was always operating efficiently,” said O’Hearn. “Our new permanent structural steel,” said Pennucci. “These barge to remove large sections of the existing swing span shop is less than 10 miles from the job, so we also were able cranes have provided flexibility and efficiency in performing truss. Once the truss was removed, we removed the existing to mobilize additional mechanics as necessary. As most of concrete deck and stringers working from the existing the equipment is constantly greased, we have not seen any these activities on such a large scale.” The demolition of the old bridge began in June with the bridge. effects from the salt water.” “Once the deck and stringers were removed, the plate swing span removed first. Efforts then focused on the superThe firm rents equipment from Sterling Equipment. ACD structure, central pier that supported the swing span and the girders were removed with the ringer,” he added. “As soon owns a spud barge, a material barge and miscellaneous flexrest of the granite and concrete piers that supported the fixed as concrete piers in the water were opened up from the steel ifloats. ACD also owns a 400 hp. push boat, various workremoval, we began to hammer and clam these. Once the boats and a Scully equipped with multibeam sonar. spans. The heaviest effort of the demolition dealt with the piers were taken below water, we utilized underwater kits for J.F. White is and will be using: cranes, excavators, dozers, removal of the superstructure and piers. The effort was a the hydraulic hammers. We utilized our multi-beam sonar loaders, pavers, rollers, barges and tugboats, and other stan24/7 operation that compressed the impacts to abutters, with boat to perform bathymetric surveys as the demolition pro- dard construction equipment. J.F. White purchases and rents demolition shifts between 7 a.m. and 10 p.m. and the rest of gressed to ensure all foundation elements were removed to equipment from local and regional dealerships. CEG
Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • December 9, 2020 • Page 17
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Page 18 • December 9, 2020 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide
NEW ENGLAND SUPPLEMENT ADVERTISER INDEX ARGUS INDUSTRIAL COMPANY ....................................1 BARRY EQUIPMENT CO. INC. ........................................7 CEG HOLIDAY SPREAD............................................10,11 DOOSAN NORTHERN NEW ENGLAND ......................17 EQUIPMENT EAST ........................................................1,5 FAY & WRIGHT EXCAVATING INC ................................12 FOLEY INC - WORCESTER ............................................1 GORILLA HAMMERS........................................................1 H O PENN MACHINERY CO INC ....................................9 J R VINAGRO CORPORATION........................................1 M G EQUIPMENT ............................................................1 MUSTANG MFG ..............................................................14 NORTHLAND JCB/ALTA EQUIPMENT ..........................20 PETERSON ATTACHMENTS ........................................14 ROGERS BROTHERS CORPORATION ........................19 SHAWMUT EQUIPMENT CO INC ..................................14 T-QUIP SALES & RENTAL INC ......................................15 THE N.I.C.E. COMPANY ................................................15 THE W. I. CLARK COMPANY ..........................................2 TIBBITS EQUIPMENT SERVICES INC ............................1 TYLER EQUIPMENT CORPORATION ............................3 WOODS CRW CORP......................................................13 The Advertisers Index is printed as a free editorial service to our advertisers and readership. Construction Equipment Guide is not responsible for errors or omissions.
Rep. Urges Prompt Passage of Moving Forward Act FUNDING from page 1
“We’ve been well aware that the “We’ve been well aware conditions of our bridges have been trending in the wrong direction over that the conditions of our the last five years, and it’s projected that we’re still going to be trending in bridges have been trending the wrong direction for the next five to 10 years,” said John Pourbaix, in the wrong direction …” executive director of the John Pourbaix Construction Industries of Construction Industries of Massachusetts Massachusetts. According to Pourbaix, this growing infrastructure problem is not to be up for a vote. blamed on the state’s Department of “States can’t go it alone,” Trahan said. Transportation (MassDOT), but instead is “We need a massive investment to catch up primarily the result of a lack of necessary and make these repairs so that we don’t have funding. passengers driving over structurally deficient In 2008, the state Legislature created the bridges.” Accelerated Bridge Program to reduce the While MassDOT Highway Administrator backlog of structurally deficient bridges, and Jonathan Gulliver did not comment on the by the time the program ended in 2018 it Moving Forward Act or on the actions of completed nearly 200 bridge projects. specific politicians, he agreed that the departHowever, Pourbaix said that since the pro- ment needs more funding to be able to fix the gram ended, the amount of money being growing issue. invested in repairing bridges dropped from “Certainly, there was a lot of hope in these around $600 million a year to $400 million, last four or five years that there was going to which has significantly hampered the be a big transportation spending plan to response from MassDOT’s Highway come out of Washington, D.C., and that Division. never materialized,” he said. “I think the Highway Division does a According to the FHWA report, very, very good job in inspecting the bridges Massachusetts has identified needed repairs and prioritizing them, especially with the on 4,798 bridges at an estimated cost of resources that they’re given,” he explained. $13.1 billion. “The problem is that they don’t have the necRegardless, Gulliver stressed that while essary resources that they need to really there is much work to do, drivers are not putaddress a growing problem. There’s some ting themselves at risk when driving over money in a pending transportation bond bill these bridges. that would ramp up spending, but it’s really “One thing that I think needs to be clarinot quick enough and not sufficient.” fied and made crystal clear is that we do not The issue is particularly prevalent in have any unsafe bridges in Massachusetts,” Districts 3 and 6, which encompass large Gulliver said. “When bridges become sections of Middlesex and Essex counties. unsafe, we close them, so just because it’s There, the rates of structurally deficient labeled structurally deficient does not mean bridges are 10.1 percent and 11.8 percent unsafe. That’s a very important distinction.” respectively, the highest in the state. Rather, when a bridge is classified as According to U.S. Rep. Lori Trahan and structurally deficient, Gulliver said that U.S. Rep. Seth Moulton, who represent MassDOT increases the number of times it is Districts 3 and 6 respectively, the real culprit inspected — from once every three years to behind this issue is the federal government, once a year — and does repairs when neceswhich Trahan said has wrongly been shifting sary. these financial burdens onto state and local However, Gulliver noted that if the numgovernments. ber of structurally deficient bridges grows to To fix the problem, Trahan said that the 10 percent, the federal government will U.S. Senate needs to pass the Moving penalize the state and begin limiting what the Forward Act, which in part would invest department can spend federal money on. more than $1.5 trillion in rebuilding the And perhaps worst of all, Pourbaix said country’s infrastructure, including $300 bil- that worsening bridge conditions means lion in investments to improve structurally Massachusetts drivers will see much more deficient bridges and roads. frequent temporary fixes to bridges which The House passed its version of the bill in will, he said, “exacerbate traffic even more.” July, however, the Senate declined to bring it
Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • December 9, 2020 • Page 19
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