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NYDOT Awards Contract for $1.2M Bridge Rehab

Thursday, July 26, 2018

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The New York State Department of Transportation has awarded a contract in the amount of $1,180,000 to Amstar of Western New York Inc. for the rehabilitation and coating of the Bonta Bridge, in Cayuga County.

Bonta Truss Bridge
Doug Kerr, CC BY-SA 2.0

Amstar of Western New York will clear, repair and recoat the Bonta Bridge, in Cayuga County, New York.

Amstar was the lowest of nine bidders; additional bidders included:

  • P.S. Bruckel Inc., of Avon, New York, in the amount of $1,316,800;
  • Erie Painting and Maitnenance Inc., of Cheektowaga, New York, in the amount of $1,364,510;
  • Advantage Steel & Construction, of Saxonburg, Pennsylvania, in the amount of $1,604,240;
  • Rover Contracting, of Pougkeepsie, New York, in the amount of $1,631,806;
  • Niagara Coatings Services Inc., of Niagara Falls, New York, in the amount of $1,661,550.16;
  • Atlas Painting & Sheeting Corp., of Amherst, New York, in the amount of $1,739,000;
  • PCI International Inc., of Williamsville, New York, in the amount of $1,955,000; and
  • Southern Road & Bridge LLC, of Tarpon Springs, Florida, in the amount of $2,477,064.

The project bid May 3.

Scope of Work

The project involves the recoating of the three-span Bonta Truss Bridge, spanning 471 feet over the Erie Canal.

The awarded contractor will oversee total removal of existing coatings and field application of an estimate of 43,000 square feet of structural steel coatings. The steel will be abrasive blast-cleaned to Near White (SSPC-SP 10) standard and coated with a zinc-rich primer, an epoxy intermediate and a urethane finish. This system is subject to change according to project requirements. The owner-approved manufacturers are Carboline, PPG, International Paint and Sherwin-Williams.

The contractor is required to schedule operations so the steel repairs are completed after the steel has been cleaned and prepared for painting. After the steel repairs have been completed and new steel has been abrasive blast-cleaned, the new steel will be painted along the rest of the bridge. The cost of all coating will be included in the regular lump-sum item.

Existing coatings contain lead; a lump-sum item for Class A containment as well as treatment and disposal of an estimated 41,280 pounds is required. The project also includes a lump-sum item for furnishing a lead exposure control plan.

Reported by Paint BidTracker, a construction reporting service devoted to identifying contracting opportunities for the coatings community. Try PaintBidTracker free!


Tagged categories: Bidding; Bridges; Contracts; Government contracts; NA; North America; Paint BidTracker; Program/Project Management

Comment from Michael Beitzel, (7/26/2018, 11:22 AM)

I have noticed a trend that bridge repainting projects are now routinely including structural repairs. The subject of sequencing of the work on these projects warrants some discussion. When should structural repairs be conducted, before, during or after the cleaning and repainting operations?

Comment from David Kennicutt, (7/27/2018, 7:21 AM)

Pros and cons for before or after; not sure during is feasible. Contractor scheduling usually drives the decision, but I prefer performing structural repairs before (in the Spring) with cleaning/repainting in summer before inclement weather sets in. Blasting may expose some additional (usually minor) repairs that can be done after repainting.

Comment from Andy Mulkerin, (7/27/2018, 8:38 AM)

A good question that merits further discussion -- we're going to repurpose this question for our Problem Solving Forum next week to see if more folks weigh in with thoughts there. Thanks for the conversation-starter, Mike!

Comment from Tom Schwerdt, (7/30/2018, 10:20 AM)

Michael, to me there should be two structural inspections: The first is before contract letting to include obvious items into the bid process. This should also identify areas of concern for the second inspection. The second inspection is immediately after blast/prime to review section loss/corrosion depth or other issues uncovered when the corrosion product has been removed. In my experience with bridges, it is quite uncommon to have zero additional structural/repair items uncovered during the project.

Comment from David Zuskin, (7/31/2018, 7:40 AM)

The US Navy deals with the need to perform structural repairs in tanks, voids, chain lockers, etc in conjunction with abrasive blasting an coating. Often the Navy will specify an initial blast to Commercial Blast standards, SSPC-SP 6 Commercial Blast Cleaning (NACE No. 3) with the space/tank left "broom clean". Structural steel inspection is performed and repairs accomplished. The space is then blasted to a near white blast, SSPC-SP-10 and coated. For the US Navy this is also beneficial in dealing with chloride contamination of steel. The chloride contaminated steel turns black (sometimes looking like mill scale) and can normally be removed with the SP-10 blast. Sometimes pressure washing is specified prior to the SP-10 blast.

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