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22 August 2024
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Aug 22, 2024ferrovial press room
The Government of India is intensifying road safety efforts nationwide through the implementation of the Advanced Traffic Management System (ATMS) on high-density corridors and National Highways. This initiative aligns with the Motor Vehicles (Amendment) Act, 2019, which mandates the use of electronic monitoring and enforcement devices to enhance road safety in critical areas.
Enacted in August 2019, the Act requires the installation of electronic enforcement devices like speed cameras, CCTV cameras, speed guns, and Automatic Number Plate Recognition (ANPR) systems on National and State Highways, as well as in urban areas with specified population thresholds. Following this, the Ministry of Road Transport and Highways issued specific rules in August 2021 targeting high-risk and high-density corridors, particularly in Million-plus cities and areas under the National Clean Air Programme (NCAP).
ATMS Deployed on Key Expressways to Enhance Safety
The National Highways Authority of India (NHAI) has already deployed ATMS on key expressways, including the Delhi-Meerut Expressway, Trans-Haryana, and the Eastern Peripheral Expressway. These systems enhance road safety by enabling rapid incident detection and effective highway monitoring, thereby improving response times for on-site assistance.
In a significant update, NHAI revised the standard ATMS document on October 10, 2023, outlining functional and technical specifications for ATMS solutions, including AI-based Video Incident Detection and Enforcement Systems (VIDES) and API-based e-challan issuance. These advancements are integrated with platforms like Rajmarg Yatra and NHAI One to provide real-time camera feeds to enforcement agencies.
The details of this initiative were provided by Union Minister for Road Transport and Highways, Nitin Gadkari, highlighting the government’s commitment to enhancing road safety through technological advancements.
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Govt Plans 20-Km Elevated Road Over Munak Canal For Rs 30 BnIn an effort to enhance Delhi's transport infrastructure and
offer commuters an alternative travel route, the Delhi government has proposed
the construction of a 20-kilometre-long elevated road over the Munak Canal,
linking Inderlok to Bawana in northwest Delhi.
Officials stated that the project, estimated to cost around Rs
30 billion, would benefit 18 assembly constituencies, two parliamentary
constituencies, and 35 municipal wards. The construction is expected to take
approximately three years from the commencement date.
The Munak Canal, a 102-kilometre aqueduct running from
Haryana to Delhi, was originally developed to reduce water losses in the
Western Yamuna Canal. It now serves as the foundation for the proposed elevated
corridor, which is aimed at easing traffic congestion and improving
connectivity across key parts of the city.
The plan was discussed in a high-level meeting chaired by
Chief Minister Rekha Gupta and PWD Minister Parvesh Verma, with senior Public
Works Department (PWD) officials in attendance. Verma noted that the corridor
would significantly improve transportation for a large section of Delhi’s
population.
The National Highways Authority of India (NHAI) will be
responsible for executing the project, while the Delhi PWD will manage funding,
land acquisition, and coordination with local stakeholders. A detailed project
report (DPR) is currently being drafted and is expected to be completed within
three months. Authorities have also sought a no-objection certificate from the
Haryana government, since a portion of the canal lies within its territory.
The elevated road will integrate with the Urban Extension
Road-II (UER-II), further strengthening the city's outer ring road network and
enhancing access to the northern and western regions.
Additionally, the Delhi government is pursuing a ₹950 crore
proposal to redevelop 415 kilometres of roads under the Central Road Fund and
has plans to convert the Najafgarh drain into a 30 MW canal-top solar power
corridor.
News source: The New Indian Express
Construction World
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16 July 20252 min readGovt Plans 20-Km Elevated Road Over Munak Canal For Rs 30 Bn
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Bullet Train Tunnel, 310 Km Viaduct Now CompleteNot available
Construction World
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15 July 20251 min readBullet Train Tunnel, 310 Km Viaduct Now Complete
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Over $2B For West Sydney Road UpgradesThree major arterial roads in Western Sydney have received a joint funding commitment of $2.24 billion from the Federal and New South Wales Governments to prepare for an anticipated airport boom.
The massive infrastructure investment, with the Federal and State Government each providing half of the committed funding, will deliver safer, faster journeys for Western Sydney communities as new employment zones drive unprecedented growth and Western Sydney International (Nancy Bird Walton) Airport nears completion.
Transport for NSW is inviting experienced contractors to register their interest in designing and constructing upgrades to Elizabeth Drive, Mamre Road Stage 2, and Garfield Road East – key arterial routes that will transform connectivity.
Elizabeth Drive: $800 million transformation
More than 28,000 vehicles use Elizabeth Drive daily, with the current single-lane road under traffic pressure.
The upgrade will deliver a two-lane dual carriageway to priority sections between Devonshire Road and Western Road, with upgraded intersections providing safer access to Kemps Creek, Badgerys Creek, Luddenham and the emerging Bradfield city.
Mamre Road Stage 2: $1 billion employment corridor
Continuing the work currently underway on Stage 1, this $1 billion investment will upgrade the road from Erskine Park Road through to Kerrs Road, supporting the rapidly expanding employment zones along this critical corridor.
Investigation works are already underway between Erskine Park Road and Kerrs Road.
Garfield Road East: $440 million growth enabler
This key sub-arterial route between Piccadilly Street and Windsor Road will be converted to a two-lane dual carriageway, dramatically improving amenity for communities in the North West Growth Area as housing development accelerates.
Environmental assessments for all projects will be publicly displayed later this year, with construction expected to commence following community consultation.
Industry submissions must be submitted to Transport for NSW at: GREU_Procurement@transport.nsw.gov.au
New South Wales Minister for Roads, Jenny Aitchison, said, “With more than 28,000 vehicles using Elizabeth Drive every day, we have worked with our federal colleagues to secure the funding to turn the priority sections of the current single lane road, which is stressed by the traffic using it into a dual lane, dual carriageway which will mean safer trips and less congestion for road users and locals.
“For communities like Kemps and Badgerys Creek, it will mean safer access in and out of those villages along with access to other facilities such as sporting fields in the area,” Aitchison said.
“For Mamre and Garfield roads, we are improving these roads to cater for growth in the area. These projects will drastically improve community amenity as these suburbs continue to grow.”
New South Wales Acting Minister for Western Sydney, Courtney Houssos, said, “By investing in these arterial roads, we’re making sure local residents spend less time stuck in traffic and more time at home with their families.”
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14 July 20253 min readOver $2B For West Sydney Road Upgrades
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$1.4 Billion Via15 Project To Bridge Infrastructure Gaps Across The NetherlandsThe Netherlands is about to plug a critical gap in its road network with the ground-breaking ViA15 project – a game-changing infrastructure venture that aims to bridge the missing link between the A15 and the A12 near the German border. With a contract value of US$1.4 billion (EUR 1.2 billion), this massive initiative is being delivered through a project finance based Public-Private Partnership (PPP) by the GelreGroen joint venture, led by HOCHTIEF and BESIX, and supported by Dura Vermeer, Van Oord, and infrastructure investor John Laing.
What makes this particular stretch of road so significant? In short, it unlocks a strategic east-west corridor that will drastically improve mobility, not just for the Netherlands, but for trans-European freight routes as well. Once completed, the ViA15 will provide a seamless connection between Rotterdam’s bustling port and Germany’s industrial heartlands.
The ViA15 project will see the extension of the A15 motorway by 12 kilometres and the widening of a further 23 kilometres of the A12 and A15 near Arnhem and Zevenaar. These improvements are set to transform one of the most congested and logistically important regions in the country.
Beyond just easing traffic jams, the project has broader ambitions. According to Rijkswaterstaat, the Dutch government agency overseeing infrastructure: “This missing link is essential for ensuring smoother logistics, greater road safety, and future-proof transport between our major ports and neighbouring economies.”
Crucially, the road upgrade aims to bolster freight transport by creating a more efficient route from the Port of Rotterdam to the German hinterland. Given that Rotterdam is Europe’s largest port, the ripple effects of this project will be felt far beyond Dutch borders.
Procured under a DBFM model (Design, Build, Finance, Maintain), the ViA15 project is a prime example of how the public and private sectors can collaborate to deliver complex infrastructure with long-term benefits. Construction is set to begin in early 2026, with completion targeted for 2031. After that, the project enters a 20-year maintenance phase, during which the consortium will be responsible for keeping the infrastructure in top shape.
The delivery model ensures risk-sharing across all phases, with private partners taking the lead on financing, design, and execution, while the government focuses on regulatory oversight and strategic alignment.
Perhaps the most visually striking feature of the ViA15 development is the planned 2.5-kilometre bridge over the Pannerdensch Canal. But this isn’t just another crossing – it’s set to be a regional icon.
Designed with cyclists and pedestrians in mind, the bridge includes separate lanes for non-motorised traffic, as well as a central viewing platform offering panoramic views of the Dutch waterway landscape. This multipurpose structure will connect communities while also becoming a popular stop for locals and tourists alike.
In total, the ViA15 scheme will feature:
At the heart of this mega-project is the GelreGroen consortium. Its unique ownership and delivery structure provides a well-balanced combination of financial muscle, engineering expertise, and local knowledge.
The project ownership breakdown is as follows:
Meanwhile, the delivery of the DBFM obligations is split evenly among HOCHTIEF, Dura Vermeer, BESIX, and Van Oord, each holding a 25% share of the operational responsibilities.
John Laing plays a pivotal financial role in the venture. As a veteran PPP investor, the firm brings decades of experience in long-term infrastructure financing. “We’re proud to be part of a transformative project that will improve lives, boost trade, and set a benchmark for future infrastructure,” stated a spokesperson for John Laing.
While the numbers are impressive, it’s the technical sophistication and sustainable design that set this project apart. From eco-friendly construction practices to climate-resilient road surfaces, ViA15 is designed with the future in mind.
Smart mobility features are expected to be integrated into the route, including intelligent traffic systems, real-time monitoring, and digital signage to improve road safety and reduce bottlenecks. These additions reflect the Netherlands’ forward-thinking approach to transport infrastructure, one that embraces digital transformation and environmental stewardship.
Furthermore, the inclusion of active transport lanes on the new bridge aligns with the country’s broader goals of encouraging sustainable, multimodal travel.
Community involvement has been a core part of the project planning process. Extensive public consultations were held to gather input on noise pollution, environmental impact, and access concerns. The result is a design that aims to minimise disruption and maximise benefits for residents.
The project is also set to deliver an economic boost to the region, with hundreds of jobs expected during the construction phase, followed by long-term employment for operations and maintenance.
“We see this as more than just a road,” said a Dura Vermeer project lead: “It’s a catalyst for regional growth, sustainability, and improved quality of life.”
As infrastructure needs continue to grow across Europe, the ViA15 project serves as a template for delivering ambitious projects that blend public benefit with private efficiency.
Its strategic use of the DBFM model, cross-sector collaboration, and attention to sustainability and smart technology demonstrate how modern infrastructure can tick all the boxes – from economic and environmental to social and operational.
With spades expected to hit the ground in 2026 and ribbon-cutting by 2031, this motorway promises to reshape the way the Netherlands connects with itself and the rest of Europe.
The ViA15 isn’t merely a motorway; it’s a symbol of what can be achieved when innovation, collaboration, and foresight align. The project not only plugs a literal gap in the Dutch road network but also marks a step toward a smarter, greener, and more connected future for Europe.
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10 July 20255 min read$1.4 Billion Via15 Project To Bridge Infrastructure Gaps Across The Netherlands
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Transforming Peru’S Highlands With A Billion-Dollar Ppp Road DealIn a defining moment for Peru’s transport infrastructure, PROINVERSIÓN, the country’s Private Investment Promotion Agency, has announced it will award the monumental Longitudinal Highway of the Sierra Section 4 project this July.
This colossal undertaking, structured as a Public-Private Partnership (PPP), is pegged at a staggering US$1.582 billion of project finance and is poised to breathe new life into one of Peru’s most rugged and logistically challenging regions.
Stretching a total of 965.2 kilometres through the heart of the Andes, this project is far more than just a highway upgrade. It’s a transformative corridor that promises to boost regional trade, enhance rural connectivity, and deliver safer, more efficient transport across the country’s highland spine.
The Longitudinal Highway project isn’t a one-size-fits-all fix. It consists of three distinct components, each tailored to tackle different challenges along the route:
The project’s lifespan is set at 25 years, encompassing everything from financing and construction to operation and ongoing maintenance. This long-term commitment reflects a holistic view of infrastructure development that favours durability and lifecycle cost-efficiency over short-term fixes.
Eight heavyweight consortia and companies have thrown their hats into the ring, each bringing a wealth of experience and international expertise:
The strong interest from both local and global players underscores the strategic significance of this corridor. It also reflects investor confidence in Peru’s commitment to transparent, well-structured PPP project finance.
The Sierra spine is no easy terrain. Rugged, elevated, and often underserved by modern road networks, the central highlands of Peru present significant mobility challenges. This corridor is essential not just for local communities, but for linking major economic nodes across the nation.
By improving access and reliability, the project is expected to:
The US$1.5+ billion investment is structured to attract private sector capital under a PPP model that shares risk across public and private partners. According to PROINVERSIÓN, the project will be governed by a performance-based payment scheme, ensuring that the concessionaire is incentivised to maintain high standards throughout the 25-year lifecycle.
“This PPP model allows the Peruvian State to promote efficient, sustainable infrastructure by relying on private-sector experience and resources,” stated a PROINVERSIÓN spokesperson.
The payment scheme also includes availability payments, tying compensation directly to the road’s performance, rather than traffic volumes. This ensures that public service remains the priority, regardless of fluctuations in demand.
In light of Peru’s vulnerability to climate-related disruptions, the project incorporates a strong emphasis on environmental and geotechnical resilience. Design specifications will address issues such as landslides, seismic activity, and seasonal flooding, which frequently plague the Andean region.
Furthermore, there is a push to integrate low-carbon construction methods and modern monitoring systems. These include smart sensors for structural health monitoring and intelligent traffic management systems, which could pave the way for smarter infrastructure policy across Peru.
Peru’s infrastructure gap has long been a bottleneck to broader development. According to the World Bank, the country needs to invest at least 4.5% of its GDP annually to bridge the deficit. Projects like the Longitudinal Highway are vital steps in this direction.
Improved road networks, especially in hard-to-reach highland areas, can unleash economic potential by lowering trade costs, boosting tourism, and enabling decentralised industrial growth.
“Better roads mean better lives,” as one local mayor put it during a public consultation event. “This highway isn’t just asphalt. It’s access to opportunity.”
The final award of the concession is expected in July, with financial close projected shortly after. Construction and mobilisation will begin thereafter, although timelines will depend on permitting and environmental compliance procedures.
Given the scale of the project, it could take several years before all segments are fully delivered, but milestones will be closely tracked by PROINVERSIÓN and the Ministry of Transport and Communications.
With an eye on inclusive growth and sustainable development, the Longitudinal Highway of the Sierra Section 4 is more than just a ribbon of road across Peru’s highlands. It’s a lifeline for isolated communities, a catalyst for rural prosperity, and a clear signal that Peru is serious about infrastructure-led development.
If executed with the transparency, efficiency, and foresight promised, this megaproject may very well become a benchmark for future PPPs across Latin America.
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Italy To Reclassify 3.6Km £11Bn Sicily Bridge As Defence Spending To Meet Nato ObjectivesItaly has revealed plans to re-classify its long-awaited €13.5bn (£11bn) bridge across the Strait of Messina as defence spending in order to meet Nato targets.
Last week, Nato members agreed to spend 3.5% of GDP on core military capabilities by 2035 with an added 1.5% allocated to strategic resilience, including essential infrastructure.
Now, Italy’s prime minister Georgia Meloni has announced plans to include the price of the Strait of Messina bridge as a part of its defence spending to help with meeting this target. It is also hoped that it will be able to attract European Commission funding for the project by making it align with EU’s Military Mobility Action Plan.
The bridge has long been mooted. It would stretch across the Strait of Messina between mainland Italy and the island of Sicily and at around 3.6km it would be the longest suspension bridge in the world.
Matteo Salvini, Italy’s infrastructure minister, has designated about €13.5bn (£11bn) towards the project, which is set to begin construction this summer.
The Italian government is now plotting to re-brand this significant public infrastructure project as a “dual use” defence assets. Supporters argue that significantly improve military efficiency, including the shifting of military equipment and troops to Sicily.
However, others argue that the reclassification may not be accepted by Nato. Rome only contributed 1.49% of its GDP towards its military last year, making it one of Nato’s smallest military spenders, so reclassifying the bridge is seen as a ploy to artificially inflate this figure.
Additionally, for it to receive European Commission funding it must meet three requirements: it must be essential, lack viable alternatives and include compensatory environmental measures.
The Messina bridge between Sicily and the mainland has been a consideration since Roman times, but was brought to the table officially in 1998 when Italy’s government approved the plans “in principal”. A multi-billion Euro contract was awarded to a consortium led by Impreligo (now WeBuild) in 2006, but later cancelled when the country faced a recession. The project has been on-again, off-again several times since then, but was firmly put back on the table in 2023 when the Italian government officially ordered the restart of the planning procedure.
Webuild engineering director Michele Longo has previously said: “The Bridge over the Strait of Messina is a highly innovative project. It will be the longest suspension bridge in the world at 3,660 metres, with a span of 3,300 metres.
“The project will have a strong impact on the economy and employment in the region. It is expected to boost the national GDP by €2.9bn [£2.5bn] a year, equal to 0.17% of the national GDP. It would involve about 300 suppliers, especially small- and medium-sized businesses from the region. More than 100,000 people would potentially be employed during the life of the project, including in the local economy. Most of these people would come from the regions of Sicily and Calabria where there the rates of unemployment are high.”
Critics of the plan have pointed out that the Strait of Messina is one of Europe’s most seismically active locations, as it is right on a faultline. The current of the water between Sicily and the mainland is also notoriously strong, adding complications. Longo said that the bridge will have structural integrity to withstand a quake measuring 7.5 on the Richter scale, which is greater than the last earthquake on the faultline that occurred in 1908.
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01 July 20253 min readItaly To Reclassify 3.6Km £11Bn Sicily Bridge As Defence Spending To Meet Nato Objectives
New Civil Engineer (Bridge)
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Hs2 Completes Three-Day Slide Of 220M-Long Viaduct Deck In NorthamptonshireHigh Speed 2 (HS2) engineers have successfully slid the 1,300t deck of the Lower Thorpe viaduct into place near the village of Thorpe Mandeville in Northamptonshire.
The 220m steel and concrete structure, which will carry high-speed trains across Banbury Lane, was moved into position over the course of three days.
Set in a valley, the viaduct is designed not only to support the new railway but also to help manage flood risk by allowing rainwater to continue draining into existing watercourses. Its distinctive russet-coloured weathering steel is intended to blend with the surrounding countryside.
The deck was slid sideways into place using special pads coated with polytetrafluoroethylene (PTFE), a low-friction material similar to that found on non-stick frying pans. These pads reduced friction between the deck and temporary steel bearings atop five concrete piers, allowing precise and efficient positioning.
This installation marks the completion of the last of five viaducts employing this sliding technique in the central section of HS2, constructed by contractor EKFB, a joint venture of Eiffage, Kier, Ferrovial Construction and Bam Nuttall, with specialist input from Eiffage Metal.
Aerial view of Lower Thorpe Viaduct looking along the deck during the slide, June 2025
With the steelwork now positioned, engineers will next lower the deck by 600mm onto permanent bearings before progressing to work on the concrete deck and parapets.
EKFB is responsible for delivering 15 major viaducts for HS2 between the Chilterns and South Warwickshire. The five sliding viaducts share a “double composite” design, which incorporates steel beams along the sides with reinforced concrete layers above and below, creating stronger yet more material-efficient spans than traditional pre-stressed concrete beams.
This design innovation is said to reduce the viaducts’ carbon footprint by between 39% and 59%, compared to conventional construction methods that typically involve solid concrete beams lifted into place by cranes. The hollow spans also allow for longer spans and shallower beams, offering engineering advantages.
The other four viaducts built with this method – Wendover Dean, Small Dean, Westbury and Turweston – are at more advanced stages of construction.
At Westbury, near Brackley, work is underway on the concrete deck using a cantilever formwork traveller, a mobile mould that enables the concrete to be poured in sections efficiently without cranes. This technique also enhances safety by improving access and reducing the risk of accidents.
Issues with the HS2 project came to a head last week when a pair of reports revealed the scale of slippage in the work on the high-speed railway so far. The government has now confirmed that the line will not open by 2033.
HS2 Ltd chief executive Mark Wild is currently reviewing and resetting the whole project and aims to set a new benchmark in 2026, a move aimed at delivering the overall project at the lowest reasonable cost.
Reacting to the successful deck slide on the Lower Thorpe viaduct, HS2 Ltd project manager Sam Arrowsmith said: “It’s great to see the viaduct deck in position and I’d like the thank everyone who’s helped get us to where we are today. The slide may only have taken three days, but it was the culmination of four years of work – developing the design, completing the groundworks and the piers and assembling the enormous steelwork.”
EKFB technical director Janice McKenna said: “The strategic design approach applied to these double composite structures has been a game-changer in how we’re building these viaducts. The double composite solution can be applied to multiple structures in different locations, and we have five across EKFB’s 80km route that are all well into construction.
“The philosophy was to design the viaducts with architectural input to 'blend' the structures into their respective landscapes and reduce the visual impact on the environment. We also required a solution that offered specific delivery benefits too, from saving embedded carbon in the materials we use, to enhancing productivity on site and reducing safety risk.”
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Adept Welcomes Government’S £1 Billion Investment In Vital Road StructuresAngela Jones, President of ADEPT, has welcomed the recent announcement of £1 billion in government funding to repair and renew Britain’s ageing road structures.
“This investment is desperately needed and represents a significant step forward in addressing the infrastructure crisis facing local authorities across the country,” she said.
“ADEPT has been warning for years about the deteriorating state of road structures. The government’s acknowledgment that approximately 3,000 bridges cannot support the heaviest vehicles aligns with ADEPT’s own data showing that 3,090 bridges – 4.3% of the 71,925 bridges maintained by local authorities – are currently substandard1.
“In 2023, the RAC Foundation and ADEPT’s joint 2023 Bridge Maintenance study estimated that the one-time cost to clear the maintenance backlog on all 71,925 bridges across the country would be £5.861 billion. This bridges backlog sits within the broader infrastructure challenge highlighted by the latest AIA’s ALARM survey report 20252, which shows a £16.81 billion total backlog for bringing the entire local road network to ideal conditions.
“While today’s £1 billion investment is a significant first step, it underscores the magnitude of the infrastructure deficit that has built up over years of underinvestment. This is not just a technical issue – it’s an economic and social problem that affects communities, businesses and emergency services daily. Our infrastructure is under increasing pressure from extreme weather events and climate change and the government’s commitment to making transport infrastructure more resilient to these challenges is crucial for futureproofing our networks.
“The publication of the Infrastructure Strategy provides an important opportunity to understand the government’s long-term vision for addressing the UK’s infrastructure challenges – we look forward to receiving more detail about how this will support local authorities in delivering essential improvements to our transport networks when it is published.”
(Pic: ADEPT)
Highway News
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Delhi To Build 5-Km Tunnel Linking Shiv Murti And Mandela RoadNot available
Construction World
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12 June 20251 min readDelhi To Build 5-Km Tunnel Linking Shiv Murti And Mandela Road
Construction World
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Centre Halts Goa Ring Road Project Until 40-Km Highway Work FinishesIn a significant setback to Goa’s infrastructure development plans, the Union Ministry of Road Transport and Highways has put the proposed Rs 150 billion ring road project on hold. The ministry has directed the state to first complete the remaining 40 km of its national highway expansion, which began in 2016, before initiating any new works.
The ring road, initially approved in December 2022, was intended to ease internal traffic congestion by enabling the smooth movement of heavy interstate vehicles through a dedicated outer corridor. However, the ministry has clarified that construction of the ring road cannot proceed until all pending highway widening works are completed.
The incomplete stretches of the highway expansion are located in key areas such as Cuncolim, Canacona, Bhoma, and Ponda. These works, aimed at addressing traffic requirements until 2030, have no clear completion timeline, raising concerns among officials about potential delays in future infrastructure planning. A review of traffic density is scheduled for 2030 to reassess road needs.
The ministry has warned that advancing the ring road without finishing the existing works would breach planning regulations. The highway expansion project has been plagued by various challenges, including land acquisition delays, environmental concerns, structural objections, and demands for elevated corridors. Changes in project scope have further contributed to the delays.
During the tenure of former Chief Minister Manohar Parrikar, authorities had opted to begin work on stretches where land was already available, with the remaining sections to be developed later. This phased approach, however, led to complications, as contractors took advantage of the situation to claim cost escalations due to delays.
With both the ring road and highway expansion in limbo, Goa’s broader infrastructure goals remain stalled until the foundational road works are brought to completion.
News source: Daiji World
Construction World
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12 June 20252 min readCentre Halts Goa Ring Road Project Until 40-Km Highway Work Finishes
Construction World
12 June 2025
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Walsh Construction To Replace Decrepit Providence Bridge For $339MCompleted in 1968, the two-span bridge over the Seekonk River is one of Rhode Island’s busiest traffic arteries, carrying some 96,000 vehicles a day.
But it’s had a troubled end-of-life.
The Rhode Island Department of Transportation (RIDOT) suddenly closed the westbound span in December 2023 after engineers discovered that a number of bracing pins had been severed.
RIDOT warned of “catastrophic failure” if the span stayed open.
At the time, the engineers were working on a $78m project to rehabilitate the bridge, begun in October 2021.
After the discovery, RIDOT deemed the bridge beyond saving, and began searching for a contractor to replace it completely. It’s now being demolished.
Incentives and penalties for the builder
A leading bridge builder, Walsh bid $339m for the job, but RIDOT added another $88m for what it called “soft costs for inspections and potential incentives and contingencies”, bringing the potential total cost to $427m.
Walsh starts next month surveying the site, ordering materials, and mobilising workers.
It committed to completing the project in November 2028, but could get up to $10m in incentives if lanes open ahead of schedule.
On the other hand, the builder faces penalties of $25,000 a day if the project goes over the deadline.
End to the nightmare
Rhode Island Governor Dan McKee expressed relief that an end to the nightmare may be in sight.
“With a world-class construction company hired, a project cost that is well within our budgeted funds, and a project timeline that is driven by industry expertise, we’re positioned to deliver a bridge that will truly outlast our lifetimes,” he said.
A bit shorter
The new bridge will be designed to last 100 years and be easier to inspect and maintain.
Walsh plans to increase the number of lanes over the bridge from four to five, and build a new on-ramp from Gano Street and an off-ramp to Waterfront Drive.
The bridge will be built on an entirely new substructure, and its overall footprint will be 450 feet shorter than the old bridge, a decision that requires fewer piers in the river.
The current demolition project is on track for completion by the end of the year, with the demolition of the underwater foundation beginning in July.
Global Construction Review-Road
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11 June 20252 min readWalsh Construction To Replace Decrepit Providence Bridge For $339M
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