Recognizing the Reconstruction of Historic Verrazzano-Narrows Bridge

Traffic Management Solutions

The project replaced 225,000 square feet of bridge deck, in addition to superstructure replacement in the anchorage spans, seismic upgrades, two-way cashless tolling implementation, and improvements to lighting, drainage and standpipes.

Starting in 2019, the project’s work areas included the westbound and eastbound Staten Island Approach, Staten Island Anchorage, Brooklyn Anchorage and westbound Brooklyn Approach. Work was performed while simultaneously maintaining the existing peak hour lane configuration, all through a complex traffic management scheme and lane-by-lane reconstruction. This scheme was facilitated by the earlier reconfiguration of the upper level, when a high-occupancy vehicle (HOV) lane was added to the original six lanes carried. This HOV lane provided an important connection from Staten Island all the way to the Hugh L. Carey Tunnel to Manhattan.

The anchorage spans were reconstructed with an innovative structural solution developed by the team, using a moveable barrier system to place six available travel lanes in either a 4/2 or 2/4 flexible configuration, depending on traffic needs throughout the day. This required a two-lane shift of the moveable barrier across the span using two barrier transfer machines.

“We were able to take a peak hour lane away from the non-peak period, and instead of moving the barrier one lane each day, we moved it two lanes across a bridge,” Gorton said. “During construction, we went from a 4/3 configuration to a 4/2 configuration between the morning and the afternoon, and that opened up the one lane width of traffic for our team to do the deck replacement and steel repairs with minimal impact on traffic.”

Lanes were closed as work progressed accordingly, and each stage required unique traffic patterns and striping. These traffic control measures, which included lane designation signing and two sets of lane control signs, were successfully implemented and eliminated delays otherwise caused by a more traditional work zone traffic control (WZTC) approach of reducing peak hour capacity.

“A significant traffic management approach was required just to move the barrier and traffic lanes during construction,” Gorton said.

Success During COVID

Another major challenge for the project was adapting to the COVID-19 pandemic in 2020. This project was considered essential work during the pandemic, and so the team carefully adhered to rapid changes in health guidance and ensured that all necessary project staff continued to be on-site and prioritized the safety of each team member.

Through this careful coordination, work on the bridge continued, with project plans modified to capitalize on the significant reduction in traffic, a little bit of a silver lining.

“We realized that the traffic volumes were so significantly dropped in that period of time that we were able to – in cooperation with the contractor – combine two construction phases to save four or five months on the project’s schedule, deliver a better work quality product and keep moving on an aggressive schedule,” Gorton said.

The Verrazzano-Narrows Bridge, which opened in 1964, was the longest suspension bridge in the world until 1981. It was one of the final bridges designed by renowned engineer Othmar Ammann of Ammann & Whitney, now WSP. Since then it has served as a vital connection between Staten Island and Brooklyn, and WSP has conducted biennial inspections of the bridge to ensure its safety to the motorists who rely on it every day.

The restoration of the VNB marked a pivotal moment in the bridge's storied history—at one time the longest suspension bridge in the world and still the longest in the western hemisphere—enhancing both its historic significance and safety of thousands of daily commuters.

This transformative project achieved minimal disruption through dynamic WZTC configurations and adapting seamlessly to peak New York traffic needs. Critical work was completed ahead of schedule and within budget constraints, which Gorton attributes to the productive relationships formed between the client, contractor and design teams.

“We developed very good relationships with the whole project team, between weekly meetings and responding to concerns and requests for support,” Gorton said. “Overall, we had a very active construction support services approach for this project.”

The structure now provides a safer, modernized connection across the Cap Narrows for more than 220,000 vehicles crossing daily between Staten Island and Brooklyn.

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