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Under an overwriting passage to Unit FDR at Manhattan’s lower right tip, a $ 550 million construction project constantly advances towards the date of autumn 2026. Entering the Park of Dalt and the East River next to it, it seems to be an almost short effort of the mill, but it is anything.
The coastal resilience project on Brooklyn Bridge-Montgomery Street is a key part of a dollars program that includes high roads, coastal extensions, new green spaces, flood walls and flood doors, all to prevent sea levels and heavy rains from overflowing and destroy critical buildings, roads and public services in the city.
Coastal resilience
The project, which covers 0.82 kilometers in the district of two Bridges in Manhattan, includes a combination of flooded walls and drop -down barriers that will protect the neighborhood from storm tests and rainfall at the age of 100 in the 2050’s.
It is a life link to the Baix Manhattan coastal resilience program that covers the lower coast of the district and also includes the coastal resilience of the sea port, the coastal resilience of the battery and the resilience projects of the city of Battery Park, which will receive more than $ 1.7 billion in city, state and federal investments.
Along with the coastal resilience project of East Side East Side, which is also under construction, initiatives will protect more than three kilometers from the East River Sea from Floods.
“We are not only building a flood wall. We create coastal resilience,” says Greg Knabbe, head of the John P. Picone Inc. project, the main contractor for the Brooklyn Bridge-Montgomery Street project.
The city’s Development Economic Development made most of its design, the design and construction department is monitoring the construction, and M&J Engineering is the representative of the project owner. AECOM performed early models and other consulting services.
Economic development performed most of the early design because it owns most of the property on the seafront where the project is located.
But since the Design and Construction Department already managed the East Side resilience project in the north, the city decided to involve the department in a design and subsequent projects, so that agencies and teams “can work together and be well -coordinated,” says Bobby Isaac, Deputy Commissioner.
The doors that are climbed, which are activated in extreme storms, are designed to stand in normal time.
Representations courtesy of NYC DDC
Last line of defense
To date, Picone has installed 32 of 89 doors mechanically designed. Most of the time they are on the ground and they can walk as part of an open public space. However, in extreme weather conditions, doors can increase to provide protection against storm tension and floods.
The doors vary in size and were designed and manufactured by Bellaire, Texas, Firm Floodbreak. According to Lou Waters, president and founder of the firm’s firm, the president and founder of the firm, according to Lou Waters, the president and founder of the firm.
“What this means is that each door turns into a living member who has its own charge independently while working with the door on each side of it to provide a continuous wall up to 13 feet high through hundreds of linear space, without fixed walls or separate structural supports,” he says.
As the doors will serve as a line of life defense in a densely populated area, the project team requested a pilot study that they would verify that they would work before awarding the flood contract.
“Each door turns into a living member, with its own load …”
– Lou Waters, President and Founder, Floodbreak
In May 2022, the firm simulated several flood loading scenarios, as well as the waste and the impacts of the vehicle on the doors in a test chamber almost 15 feet deep.
Waters claims that the doors were performed as expected, and the tests allowed the manufacturer to perfect the assembly points and assembly techniques.
Gate designers were able to “study the multiple joints and anchor points involved to further perfect the design to be robust and maintainable”, using pilot test data.
One of the main challenges was the logistics of the shipping doors up to 13 feet high and more than 40 feet long from the Texas manufacturing location to the place of New York City project. Floodbreak is currently producing sections to send them to pieces, stacked in a standard semirailer and mounted to the workplace. The doors, which will cover approximately 3,000 linear feet, are made up of 555 individual sections.
The FLIP-UP doors will align with the concrete wall rollers and two swinging doors along the seafront. All will sit on a barrier 15 feet deep, 3 feet wide, or sill, to prevent water intrusion under the protection of the soil.
Ugly, in which cement is climbed in boring holes at high speed, is used for approximately 85% of the sill. But a loose filling is used in areas where drilling holes are not feasible due to existing utilities or other soil materials.
With just over 20 feet of head to work, the construction team changes to the project implementation plans.
Photo courtesy of John P. Picone Inc.
Challenges
The small footprint of the site and the proximity to an area occupied with many residents has required the project team to carry out some work.
With a limited head room to move and bring equipment to the site, approximately 20 feet, as well as the infrastructure of underground utility and workers that cannot be moved, the equipment uses micropiles instead of normal stacking to provide support for the excavated areas.
In addition, a sewer interceptor crosses under the workplace about 40 feet. It collects up to 40 million waste water gallons from various places in the surrounding neighborhoods, so “it must stay live at all times,” says Picone’s Knabbe.
“Excaving a 40 -foot excavation by 40 feet by 40 feet in the middle of a street in the Baix Manhattan under the FDR is difficult enough, and now you have a critical structure 12 to 15 feet wide passing through the excavation. You cannot wrap this sewer,” he adds.
A Bypass forced bomb would usually be built to allow wastewater to continue to divert around the excavated areas, but the Hemmed-in project does not have the room for the necessary equipment. However, the project team has developed a sequence of installation that will use a gravity bypass system to divert wastewater flows during construction.
With the place already excavated, the team is also updating all the underground facilities, which include water cables, electrical cables, gas network and telecommunications infrastructure at the project site, according to Shahram Jaromi, a senior vice president of M&J Engineering.
Isaac of the City Design and Construction Agency says that the whole team has worked perfectly to overcome the challenges of the project.
“Although we are narrow on the seafront, it is a great collaboration between the three teams here and the city’s agencies,” he says. Participants know the limitations and “what can be done and cannot be done, and they are approved”.
The different components of the project are designed to work together to provide a solid line of defense against floods.
Map courtesy of NYC DDC
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Ready for the nearby Sandy Supersterorm
Agency spokesman Ian Michaels adds that the project team has worked hard to involve the community and minimize interruptions.
Local residents often ask if the project will work as the city expects it to do so, according to him.
With the sea levels planned to increase to 2.5 feet by 2050, and extreme events such as Superstorm Sandy in 2012 were more frequently waiting for the climate crisis, the project is essential, particularly in the lower parts of Manhattan.
“It just has to work once,” says Michaels.
