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The Connecticut Department of Transportation’s (CTDOT) $721 million Northbound Gold Star Memorial Bridge Rehabilitation Project, which also includes repairs to the southbound bridge, is upgrading two 6,000-ft.-long structures on I-95 over the Thames River in New London and Groton.

MSR Gold Star Bridge Partners, a tri-venture of MLJ Contracting Inc. of Great Neck, N.Y.; SPS New England Inc. of Salisbury, Mass.; and Railroad Construction Co. Inc. of Paterson, N.J., was awarded a $721,348,812.07 contract on Oct. 3, 2025. Funding includes a $158.2 million grant from the Bridge Investment Program, with the remaining funds coming from a combination of federal and state sources.

MSR Gold Star Bridge Partners, a tri-venture of MLJ Contracting Inc. of Great Neck, N.Y.; SPS New England Inc. of Salisbury, Mass.; and Railroad Construction Co. Inc. of Paterson, N.J., was awarded a $721,348,812.07 contract on Oct. 3, 2025.

Construction began in early 2026 and is scheduled for completion in fall 2030. The northbound bridge has five lanes, while the southbound bridge has four lanes.

The critical bridges carry more than 60,000 cars and see BRIDGE page 4

Federal Environmental Review Clears Path for Cape Cod Bridges Project

The Healey-Driscoll Administration announced that the federal environmental review for the Cape Cod Bridges Project is formally complete, marking another important milestone toward replacing the Bourne and Sagamore bridges.

Notice of the project’s combined Final Environmental Impact Statement (EIS) and Record of Decision was published in the Federal Register on Aug. 7, 2026, formally completing the federal National Environmental Policy Act review process. The Federal Highway Administration and Massachusetts Department of Transportation signed the combined document on June 26, 2026.

“Replacing the Bourne and Sagamore bridges is one of the most important infrastructure projects in Massachusetts, and completing the federal environmental review is a major step

forward,” said Gov. Healey. “These bridges are essential for the people who live and work on Cape Cod, the businesses that depend on them and the millions of people who visit every year. We’re going to keep moving this project forward and deliver the safe, reliable bridges that Cape Cod deserves.”

“This project is about economic opportunity and quality of life,” said Interim Secretary of Transportation and MBTA General Manager Phillip Eng. “By advancing the project, we are laying the foundation for economic development, creating new opportunities for businesses, strengthening connections and supporting jobs and growth for years to come.

The completion of the federal environmental review allows MassDOT to continue advancing the Cape Cod Bridges Project through the next stages of design and project delivery. 

Page 2 • August 26, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

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Gold Star Bridge Rehab Targets Major Structural Upgrades BRIDGE from page 1

trucks daily across the railway tracks of New England Central Railroad and Providence and Worcester Railroad, as well as local roads in both municipalities.

“Originally opened in 1943, this iconic structure … plays a vital role in regional mobility and commerce,” according to CTDOT. “The rehabilitation project will extend the bridge’s service life through major structural, deck and safety improvements, ensuring it continues to meet modern standards while maintaining safe and reliable travel for decades to come. [It also will] increase structural capacity to allow permit vehicles (oversized vehicles) to travel over the bridge and to restore the bridge to a condition rating of 39 percent; satisfactory.

The current bridge load capacity prevents permit vehicle crossings, causing a detour for these vehicles.”

“The current bridge deck (northbound) is 55 years old and needs replacement,” it added. “[The] bridge superstructure requires structural repairs to increase its load rating [and the] substructures require preservation work to maintain a state of good repair and ensure it remains safe and reliable.”

The project has crews working on both bridges.

Work on the northbound bridge includes strengthening and repairing structural steel members in the girder spans; replacing all bearings on the girder and truss spans; replacing existing bridge deck joints, parapets and fencing with MASH-compliant threerail steel barriers and stainless-steel mesh fencing; replacing concrete approach slabs; repairing concrete substructures; installing new bridge lighting; replacing overhead sign structures; and full superstructure painting.

The work on the southbound bridge is part of a four-year project that started last summer.

It involves localized steel strengthening to support construction of a shared-use path.

The scope includes truss-member and gussetplate strengthening, as well as localized painting at steel-strengthening locations.

HNTB designed the northbound bridge project.

An Exodermic deck will replace the existing deck. Materials include ultrahigh-performance concrete (UHPC) and a polyester polymer concrete (PPC) wearing overlay.

The rehabilitation of the northbound bridge has been divided into two main stages to minimize traffic impacts. Stage 1, from summer 2026 through spring 2028, focuses on the outer sections of the bridge deck.

Stage 2, beginning in spring 2028, will cover the center section of the bridge deck.

“Travel lanes will be reduced to two lanes,” according to CTDOT. “A traffic

The critical bridges carry more than 60,000 cars and trucks daily across the railway tracks of New England Central Railroad and Providence and Worcester Railroad, as well as local roads in both municipalities.

The project has crews working on both bridges.

crossover will be implemented to share lanes on the current southbound bridge to help accommodate the northbound traffic flow from the reduced number of lanes on the northbound bridge. There will be ramp closures and temporary, short-term local road closures.”

Three months into Stage 1 for the northbound bridge, MSR Gold Star Bridge Partners has completed construction and implementation of the crossover, installation of construction barriers on the northbound

bridge, installation of temporary shielding, begun repairs to the concrete substructure and begun preparation for bearing replacement.

Over the next year, crews will concentrate on blasting and painting the bridge, bearing replacement, installation of new girders on the West Approach Viaduct and removal of the existing deck.

“Construction challenges include managing access to the structure while minimizing disruption to I-95, traffic in Groton and New London, and coordinating

with the railroads under and adjacent to the bridge,” said Jon Hart, MSR Gold Star Partners’ project executive. “The extensive access shielding being installed under the bridge facilitates this access while protecting the public under and around the bridge.

“Progress of the work is proceeding well, despite the large snowstorms early in the year and the heavy rains this spring and summer,” he added.

The project is primarily working during the day, with most work that impacts traffic lanes, such as paving, being performed at night.

“CTDOT has been a great partner to work with and has been very responsive to improve traffic conditions to minimize impact to the public,” said Hart.

Deck replacement will be performed by cranes located on the deck and on the ground adjacent to the bridge.

“After the deck sections are cut and removed, new stringers are installed, followed by the new deck panels and UHPC closure pours between panels and over the stringers to create a fully composite deck,” Hart told Construction Equipment Guide.

“This is followed by milling the deck smooth and applying the PPC overlay wearing surface.”

Construction materials include Cor-Tuf UHPC, a KwikBond Polymers PPC overlay, A913 quenched and self-tempered steel stringers, and A709 Grade 50 F2 steel for see BRIDGE page 12

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 5

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Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 7

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Page 8 • August 26, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

3D-Printed Bridge Points Way to Greener Construction

MIT Researchers photo

MIT Department of Civil and Environmental Engineering postdoc Hajin Kim-Tackowiak and graduate student Zane Schemmer pose with the 3D-printed concrete bridge they designed and load-tested.

By Stephanie Martinovich SPECIAL TO CEG

Concrete is the most widely used building material on Earth, and producing it is one of the largest single sources of carbon emissions.

One promising way to reduce its environmental footprint is to 3D-print concrete, laying it down bead by bead like a giant icing-piping robot. This process eliminates the labor-intensive formwork of pouring it into molds, and places the material only where a structure needs it.

But many of the most efficient designs created by computers are impossible for today’s printers to build. Engineers use a technique called topology optimization to find the strongest structure that uses the least amount of material. But those mathematically ideal designs, with their intricate, spider-web shapes, don’t account for the physical limitations of large-scale concrete printers with their thick nozzles, limited turning and need to print in one continuous motion.

Now a team of MIT researchers has developed a way to close that gap. Their framework, described in a new article in

Additive Manufacturing, bakes a printer’s real fabrication limits directly into the optimization, so the design that comes out is one a machine can build and print with little or no manual redesign. They demonstrated it by designing, printing, and load-testing a 2.3-meter concrete bridge and found that today’s printing hardware, not the concrete itself, limits how light a structure can be.

“We were finding a lot of cracks you can fall through when it comes to translating these super-optimal designs into manufacturable designs,” said co-first author Hajin KimTackowiak Ph. D. ‘26, a postdoc in MIT’s Department of Civil and Environmental Engineering (CEE). “Those cracks were like chasms.”

Designing for What Can Be Built To pin down the constraints, the team worked with the people who run the largescale printing machines at Autodesk’s facility in Boston.

“They pointed at some of our sharp angles, and they went, ‘I don’t feel safe printing something like that,’” Kim-Tackowiak said.

Those conversations surfaced three key limitations: how thick each printed bead

must be, how sharply the nozzle can turn and the need to print in a single continuous line.

The researchers translated each constraint directly into the mathematical rules of their framework.

Existing 3D-printed structures are typically produced with older methods that optimize the shape first, and then require “a massive amount of post-processing,” taking days to run, Kim-Tackowiak said. By contrast, the team’s framework generated fully printable designs in about two minutes on a laptop. When the team needed to slightly reduce the bridge’s size on the day of printing, they simply reran the optimization and had an updated design five to 10 minutes later.

“Reaching that speed at all is recent,” said co-first author Zane Schemmer, a Ph. D. student in CEE. The math the method relies on, mixed-integer optimization, was long considered too hard to use. “You go back five, 10 years ago, the solver we used, even three years ago, could not solve these problems,” he said. “This field has been avoided, because everyone thinks that’s not an avenue we can go down. But with new algorithms and resources, it’s becoming a way we can start to frame problems.”

Bridge Reveals Real Limitation To validate the framework, the researchers went back to Autodesk’s facility to print a 2.3-meter-long concrete bridge.

“The bridge took about 30 minutes to make and was built from off-the-shelf mortar,” said senior author Josephine Carstensen, the Gilbert W. Winslow (1937) Career Development Professor in Civil Engineering.

In testing, the roughly 900-lb. structure held more than 2,000 lbs. spread across it with virtually no measurable bending, closely matching the team’s simulations.

But the test also revealed the study’s biggest surprise.

“What we found was our result was super over-engineered,” Kim-Tackowiak said.

“From zero to 200,000 pounds, your design is entirely driven by these ‘can I build it or not’ constraints. And then, after 200,000 pounds, you can start to think about the physics.”

In other words, the limits of current printing technology, not the strength of concrete, were dictating how efficient the structure could be. see BRIDGE page 14

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 9

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Page 10 • August 26, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Alta Equipment Demonstrates Innovative Simex ART1000

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ontractors, paving professionals The Simex ART1000 is engineered to reclaim and regenerate and municipal representatives existing asphalt directly where the repair is needed. gathered at Alta Equipment Company’s Hooksett, N.H., branch on July 28, 2026, for a hands-on demonstration of the new Simex ART1000, an attachment designed to give road crews a faster, more economical way to repair deteriorated asphalt while recycling existing pavement materials on site.

Frank Rhoades, sales representative of Alta Equipment, led the educational Demo Day along with members of the Simex team, who walked attendees through the machine’s operation, setup and real-world applications.

Throughout the demonstration, visitors had the opportunity to watch the ART1000 in action while learning how its innovative asphalt regeneration process can help improve productivity and reduce maintenance costs.

Representatives from Simex and Alta Equipment Unlike conventional pavement repair methods that were on hand to answer all questions. require milling material, hauling it away and replacing it with new hot mix asphalt, the Simex ART1000 is engineered to reclaim and regenerate existing asphalt directly where the repair is needed. The attachment mills distressed pavement, blends it with a rejuvenating additive and produces a reusable material that is then compacted to complete the repair.

The process minimizes trucking, reduces material waste and significantly lowers transportation and disposal costs while allowing roads to be reopened quickly after repairs are completed, according to the company. The ART1000 can reclaim pavement up to approximately 4 in. deep across a 40-in. working width, making it well suited for localized pavement restoration projects.

For contractors and municipalities facing rising material costs and increasing pressure to adopt more sustainable construction practices, the system offers an attractive

Contractors and municipalities from across the region attended the event.

alternative by recycling 100 percent of the existing asphalt already on the job site. The result is a smaller work zone, fewer support trucks, reduced environmental impact and lower overall project costs without sacrificing repair quality.

The event also highlighted Alta Equipment’s continued commitment to bringing innovative equipment solutions to contractors throughout New Hampshire and northern New England, the company said. In addition to representing Simex’s line of specialized construction attachments, the Hooksett branch offers equipment from manufacturers including LeeBoy, Dynapac and Cimline, providing customers with compact equipment, attachments and support for a wide variety of construction, municipal, landscaping and property maintenance applications.

Events such as the Simex Demo Day give customers the opportunity to see emerging technology firsthand while discussing equipment solutions with Alta Equipment’s sales and product specialists.

Ambrose Equipment, a subsidiary of Alta Equipment, cohosted the event.  CEG (Photos courtesy of Alta Equipment.)

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 11

Page 12 • August 26, 2026 • www.constructionequipmentguide.com • New England States Supplement • Construction Equipment Guide

Equipment East Welcomes Drew Farrell to N.H. Sales Team Equipment East has expanded its New Hampshire sales organization with the addition of Drew Farrell as territory manager serving Strafford and Rockingham counties from the company’s Bow, N.H., location.

In his new position, Farrell will work directly with contractors, municipalities and equipment owners throughout southeastern New Hampshire, representing Equipment East’s full line of DEVELON, Yanmar, ASV compact track loaders and Sullivan compressors.

Farrell brings decades of construction equipment industry experience to Equipment East. Throughout his career, he has held a variety of sales positions with both equipment manufacturers and dealerships, building strong relationships with contractors and equipment owners across the Northeast. Most recently, he served as a territory manager of Sage Oil Vac, where he worked throughout the Northeast and Mid-Atlantic developing dealer networks and supporting customers in the fuel and lube truck market.

Although his career has taken him through several segments of the equipment industry, Farrell said returning to a dealership and working directly with equipment owners was exactly what he was looking for.

“I enjoy building relationships and helping customers find the right equipment for the work they’re doing,” Farrell said. “Right now, my focus is getting out, meeting as many contractors as I can and learning exactly what their needs are. Every customer is different, and I enjoy helping solve those challenges.”

Farrell said Equipment East’s family-owned culture

played a major role in his decision to join the company.

“I’ve spent years working in the corporate side of the business,” he said. “What attracted me to Equipment East was that it’s a successful family-owned dealership founded by people who came from the construction industry. They understand contractors, they understand equipment and that’s an environment I wanted to be part of.”

A lifelong New Englander, Farrell was born in New York but raised in Connecticut and later moved to Massachusetts to pursue a career in construction equipment sales. Today, he lives in northern Massachusetts while covering southern New Hampshire.

Away from work, Farrell enjoys saltwater fishing along the New England coast and spending time with his family, including his son, Nolan, daughter, Kailey and grandson, Griffin Drew.

As he begins building relationships throughout his territory, Farrell plans to spend much of his time visiting job sites, meeting contractors face-to-face and learning about their businesses.

“I’m a firm believer in getting out and seeing customers where they work,” he said. “That’s the best way to understand their operation, earn their trust and help them be successful.”

Equipment East, headquartered in Dracut, Mass., operates multiple locations throughout New England and provides Equipment East photo sales, rentals, parts and service for a wide range of construction Equipment East has expanded its New Hampshire sales equipment. The company’s Bow, N.H., branch serves organization with the addition of Drew Farrell as contractors across New Hampshire with equipment backed territory manager serving Strafford and Rockingham by factory-trained service technicians and a comprehensive counties from the company’s Bow, N.H., location. parts inventory.  CEG

Crews Tackle Gold Star Bridge Rehabilitation in Stages BRIDGE from page 4

new girders.

Equipment being used on-site includes JLG manlifts supplied by United Rentals and Mazzotta Rentals; a Cat M322 excavator purchased from Milton CAT; a 26-ft. aluminum work boat purchased from Scully’s Aluminum Boats; a Fassi F335 knuckle boom mounted on a Freightliner chassis purchased from SkyMark Cranes; and Ford F-650 cone and crash trucks purchased from Curry Supply.

Deck Replacement Stage 2 will see crews remove and replace the bridge deck.

“Falsework will be installed in the form of temporary jacking towers used for bearing replacement,” said Hart. “As all bearings are being replaced, the towers will be relocated throughout the project.”

There also are temporary stringers being installed under the existing deck to allow removal and replacement of the adjacent permanent stringers. New stringers are being installed on the bulk of the bridge.

“Deck sections will be saw-cut and removed for all of the lanes in each stage,” he added. “Deck removal will

begin roughly simultaneously on both the north and south sections of Stage 1.

Deck removal will take place in sections on the various structures to maintain stability. Each section of deck will take approximately four weeks to remove.”

After the deck is removed, the work will focus on structural repairs, followed by stringer and new deck installation and UHPC closure pours.

The deck uses A706 Grade 80 galvanized rebar for long life. Deck-fill concrete is 4,400 psi, while the Cor-Tuf UHPC is a 20,000-psi design.

“The 4,400-psi concrete is installed at the precast plant and is steam-cured,” said Hart.

“The UHPC curing time has a target strength, so cure time will be related to placement and curing temperatures. UHPC will be placed mostly at night due to access restrictions.”

Safety, Staffing The safety program for the project is based on OSHA and CTDOT requirements and best practices implemented by all three JV partners.

“The safety program has been very successful, with full buy-in from our trade union partners and the support of CTDOT,” said Hart.

The JV’s management team includes managers, engineers and superintendents from all three JV partners.

“The team began mobilizing at NTP in November, with most team members being on-site since the beginning of January,” said Hart.

On an average day, a significant number of JV and subcontractor employees are onsite, with staffing increasing as the work progresses.

Key subcontractors and suppliers for the early work have been L&L Painting, American Structural Works, A&J Paving, KTM Electrical and Tilcon.

More than 20,000 tons of existing concrete-filled steel grid deck and steel stringers will be removed.

“The steel grid is welded to the stringers, so the processor will need to separate the steel and concrete for recycling,” said Hart.

“The concrete will be crushed and available for reuse as sub-base on other projects.”

New materials being brought to the project include 487,500 sq. ft. of new Exodermic deck and 6,000 tons of new structural steel girders and stringers.

Equipment Management Ensuring that equipment remains in

top condition is critical to meeting project benchmarks, and the JV partners are closely managing their fleets.

“We’re experiencing normal wear and tear,” said Hart. “Uptime is key due to many critical operations being off-shift and using the limited access of lane closures and having an impact across planned work in following shifts. We will have onsite mechanics at key times. Maintaining proper PMs, utilizing diagnostics from partners like Cat, [and] all drivers and operators ensuring that daily inspections are performed.”

“There is open communication between the JV partners’ equipment departments and our regular dealers,” said Hart. “Our dealers know our preferences and can help ID the equipment we want within their rental fleets or for purchase. When we’ve presented our dealers with special needs, such as tailswing limits, outrigger requirements or gross weight limits, the dealers have been great in identifying options so we can select what best fits our project and application needs.

“Special needs on projects like this drive our requirements, rather than trying to fit in a piece of equipment just because it is on the lot or in one of our fleets already.”  CEG (All photos courtesy of GM2 Associates.)

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 13 Sales • Service • Parts • Rentals

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MIT Researchers Design, Load Test 3D Concrete Bridge BRIDGE from page 8

Roadmap for Better Printers Because the framework finds the mathematically best possible design, the researchers could measure exactly how much each hardware limitation costs in material.

“With mixed-integer optimization, we can find the global optimum, the best solution there is, as opposed to just a good solution,” Carstensen said. “Because we know we’re finding the best solution out there, we can also quantify: If we had a machine that could do other things, what would that mean for how much material we’re using?”

“The single biggest lever was the width of the printed bead. The bridge used a 4 centimeter bead. The analysis showed a machine that was able to lay a 1 cm bead could cut material use by as much as 76 percent while staying “well within safety margins,” Carstensen said.

The result surprised her. “I thought the continuous path would be the problem, the one that had the highest effect,” she said.

“But it wasn’t. It was the bead width.”

The result is a roadmap for printermakers showing that modest hardware improvements could unlock large gains

MIT Researchers photo

During testing, the roughly 900-lb. bridge held more than 2,000 lbs. of concrete blocks spread across its top without measurably bending, closely matching the team’s simulations.

“We were finding a lot of cracks you can fall through when it comes to translating these super-optimal designs into manufacturable designs.”

Hajin Kim-Tackowiak

MIT Department of Civil and Environmental Engineering MIT Researchers photo

A close-up of the bridge shows the stacked layers, or beads, of extruded concrete, laid down in a single continuous path with no molds.

in efficiency and cut concrete’s carbon footprint.

Part of what made the bridge possible is that every piece is in compression.

“With concrete, it’s really good when you push on it, really bad when you pull on it,” Schemmer said. “We’re able to guarantee that every piece of concrete that you see is in compression, there’s no part that’s being pulled on.”

The savings come not only from using less material, but from skipping molds

entirely, an advantage that grows for oneoff shapes. Carstensen sees early promise in disaster relief. “You can quickly put up new infrastructure without needing to make formwork.”

The bridge’s compression-only nature showed itself dramatically after testing.

It had held more than 2,000 lbs. without budging, but when a worker lifted one corner a few inches to sweep beneath it, it broke.

The failure wasn’t a design flaw so much as a demonstration of the principle behind

it: Concrete is weak when pulled, and the lift put parts of the bridge in tension they were never meant

to carry.

“It’s optimal in one way, but it’s definitely not optimal in every way,” Kim-Tackowiak said.

That points to the team’s next step of reinforced concrete.

“We know a pure concrete structure is not necessarily going to be the most optimal thing, so we’re moving it more into the world we live in today, which is reinforced concrete,” Kim-Tackowiak said. “Though working out how to feed rebar into a printed

concrete structure, is proving its own challenge.”

The work was funded by the National Science Foundation and supported by the MIT Center for Advanced Production Technologies. Joining Kim-Tackowiak, Schemmer, and Carstensen on the paper are co-authors Pittipat Wongsittikan, a Ph. D. student in the MIT Building Technology Architecture program, and Jackson Jewett MEng ‘18, Ph. D. ‘25, a former MIT postdoc.  Martinovich is the (Stephanie communications officer of MIT’s Department of Civil and Environmental Engineering.)

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 15

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Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 17

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NEW ENGLAND SUPPLEMENT ADVERTISER INDEX ABLE TOOL & EQUIPMENT........................................ 1,13 ALTA CONSTRUCTION EQUIPMENT........................... 1,9 BARRY EQUIPMENT CO. INC........................................ 20 BERKSHIRE COMPANIES.............................................. 15 CHADWICK-BAROSS INC.............................................. 11 DEVELON NORTHERN NEW ENGLAND...................... 17 EQUIPMENT EAST........................................................ 1,5 FERRI EQUIPMENT.......................................................... 6 GORILLA HAMMERS........................................................ 1 HEAVY MACHINES LLC................................................... 7 J R VINAGRO CORPORATION........................................ 1 M G EQUIPMENT.............................................................. 1 MILTON CAT.................................................................... 13 ROGERS BROTHERS CORPORATION........................ 19 SHAWMUT EQUIPMENT CO INC.................................. 18 T-QUIP SALES & RENTAL INC....................................... 15 THE W. I. CLARK COMPANY........................................... 2 TIBBITS EQUIPMENT SERVICES INC............................ 1 TYLER EQUIPMENT CORPORATION............................. 3 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.

Construction Equipment Guide • New England States Supplement • www.constructionequipmentguide.com • August 26, 2026 • Page 19

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