High-Capacity Dam Anchors: Precision Installation, Testing, and Long-Term Performance

High-capacity dam anchors are more than large, post-tensioned systems. Their long-term performance depends on constructability planning, precision drilling, tendon installation, corrosion protection, grouting, stressing, testing, instrumentation, and quality control.

Brayman Construction brings decades of experience executing complex post-tensioned rock anchor programs for critical dam infrastructure. Through early contractor involvement, specialized equipment, self-performed installation, rigorous testing, and field-driven innovation, Brayman helps dam owners and engineers manage installation risk and verify that high-capacity anchor systems perform as intended.

From deep, closely spaced anchor installations requiring precise directional drilling to specialized stressing and long-term load-monitoring systems, Brayman brings the technical knowledge and field experience required to execute complex dam stabilization and rehabilitation projects successfully.

What are high-capacity dam anchors?

High-capacity dam anchors are used to increase the stability and load-carrying capacity of existing concrete structures by tying the structure into competent rock below. Depending on the structure and design conditions, high-capacity dam anchors may be used to improve resistance to sliding, overturning, uplift, or other forces that affect dam stability. With these anchor systems, steel strands are installed and used to secure the dam to bedrock, helping stabilize aging infrastructure and meet modern safety standards. After installation, the steel is tensioned, resulting in greater dam stability.

Because of the depths and loads involved, installation tolerances are extremely tight. Advanced instrumentation, including load cells, extensometers, and 3D downhole survey tools, are used to verify alignment, capacity, and long-term performance.

Since high-capacity dam anchors may extend hundreds of feet through existing concrete and rock while carrying loads measured in thousands of kips, successful installation requires precise drilling, verified alignment effective corrosion protection, controlled grouting and redrilling, calibrated stressing equipment, and rigorous performance testing.

Brayman’s capabilities include the ability to install high-capacity anchors to enhance dam stability and longevity. At the Chickamauga Lock and Dam in Chattanooga, TN, for example, Brayman installed anchors that were tested to 2,850 kips. Brayman’s experience on these large-scale projects demonstrates the ability to execute these highly specialized installations in what are typically tight jobsite constraints.

Success stories from the field

Our expertise is built on decades of hands-on experience delivering anchors to support dam safety programs. Each project requires a site-specific approach based on structural conditions, anchor geometry, access, subsurface conditions, existing features, installation tolerances, and long-term performance requirements.

Bluestone Dam

Bluestone Dam, a conventional gravity dam, sits on the New River near Hinton, West Virginia, about half a mile upstream from its confluence with the Greenbrier River. Built by the U.S. Army Corps of Engineers for flood management, a breach at the dam would result in catastrophic flooding in the river valleys. After a Dam Safety Assurance (DSA) report documented potential deficiencies and initiated the DSA Mega-Project, Brayman was awarded multiple phases with a combined value of $530 million.

Project Challenge: Install deep, closely spaced high-capacity rock anchors through an existing dam containing inspection galleries, foundation drains, mechanical systems, gate-control infrastructure, penstocks, and other embedded features.

Anchor Scope: During Phase 2B of the Bluestone Dam Safety Assurance Mega-Project, Brayman installed 212 high-capacity anchors ranging from six to 61 strands and extending to depths of approximately 275 feet. Brayman later installed approximately 1,150 additional anchors for Phase 5 stilling-basin improvements, as well as four high-capacity anchors to support cofferdam construction.

Technical Approach: At Bluestone, drilling accuracy was directly connected to constructability and risk management. Closely spaced anchors extended hundreds of feet through complex existing infrastructure. Even a small deviation near the drill collar could result in a significant offset at depth, increasing the risk of intersecting an adjacent borehole, an existing anchor, or an embedded dam feature.

To meet a specified alignment tolerance of 1:150, Brayman developed a real-time optical directional drilling system to monitor and correct the pilot-hole trajectory during drilling. Following completion of the pilot hole, the borehole was reamed to its required diameter and surveyed to verify alignment.

The project also incorporated specialized tendon installation, controlled grouting, automated stressing, data acquisition, and project-specific anchor testing.

Result: Brayman’s anchor work supported phased dam safety modifications intended to improve the structure’s stability and long-term performance while managing the risks associated with deep drilling, tight anchor spacing, and complex subsurface geometry.

Robert S. Kerr Dam Spillway Stabilization

Robert S. Kerr Dam (Kerr Dam) in Mayes County, Oklahoma has been in operation for over 60 years. Brayman was responsible for installing rock anchors to provide additional stability to the spillway and improve overall dam safety.

Project Challenge: Improve the stability of a spillway structure that had been in operation for more than 60 years and support the restoration of normal flood-control operations. All of the anchors were installed in an active spillway under tight schedule constraints to avoid impact to dam operations.

Anchor Scope: Brayman installed one pre-production post-tensioned rock anchor at the top of the dam and 48 post-tensioned anchors across the downstream face of the spillway. Individual anchor tendons contained between 36 and 57 strands.

Technical Approach: The project required high-capacity drilling, multi-strand tendon installation, controlled grouting, stressing, testing, and quality verification across the existing spillway structure.

Result: The completed anchor system added more than 81 million pounds of post-tensioning force to the spillway structure. The project’s completion allowed the Grand River Dam Authority to restore the flood control operations to normal.

Bagnell Dam Stabilization

The Bagnell Dam is a 148-foot-tall concrete gravity and hydro power dam in Lake of the Ozarks, MO. After an inspection, engineers discovered that the capacity of previously installed anchors could not be guaranteed. A structural upgrade project was launched to stabilize the dam and ensure long-term reliability.

Project Challenge: Strengthen a 148-foot-tall concrete gravity and hydroelectric dam after evaluations determined that the capacity of previously installed anchors could not be confirmed. A majority of anchors were installed in an active spillway under tight schedule constraints to avoid impact to dam operations.

Anchor Scope: Brayman installed 68 high-capacity post-tensioned rock anchors along the downstream face of the dam. The anchors ranged from 46 to 60 strands and were approximately 127 feet long. To protect from corrosion, the anchor heads were encased in concrete. Overall, the Team installed 365,000 linear strand feet of anchors.

The project also included approximately 175 foundation drains.

Technical Approach: Anchor work was performed from a specialized access platform extending approximately 520 feet across the spillway. The platform supported the drilling, tendon installation, grouting, stressing, testing, and material-handling operations required to execute the work across the dam face.

Following installation and acceptance, the anchor heads were encased in concrete to support long-term corrosion protection.

Result: The high-capacity anchor program supported structural upgrades intended to improve dam stability and provide greater confidence in the structure’s long-term performance.

Advancing Dam Anchor Construction Through Field Innovation

Dam anchor construction requires more than the ability to install a tendon and apply load. It requires the ability to identify field challenges, understand how construction variables may affect anchor performance, and develop practical solutions that improve precision, consistency, quality, and verification.

Brayman’s experience has contributed to advancements in directional drilling, automated stressing, anchor-test data acquisition, grout-performance evaluation, and long-term load-management systems.

Directional Drilling for Deep, Closely Spaced Anchors

At Bluestone Dam, anchor holes extended hundreds of feet through a structure containing inspection galleries, foundation drains, mechanical systems, penstocks, and other embedded infrastructure. Anchor spacing at some locations created limited tolerance for borehole deviation.

To meet tolerances of 1:150, Brayman used a real-time optical directional drilling system that allowed crews to monitor and correct the pilot-hole trajectory during drilling. Completed holes were surveyed before acceptance to verify alignment. This approach helped reduce the risk of intercepting adjacent anchors or existing dam features.

Automated Anchor Stressing and Data Acquisition

Creep testing is used to evaluate time-dependent anchor movement under sustained load and provide information about bond-zone performance. However, long multi-strand tendons may exhibit time-dependent behavior of their own. Manual hydraulic-pressure control and manual data collection can introduce additional variability into the testing process.

Drawing on field experience at Bluestone Dam, Brayman supported the development of an automated stressing and data-acquisition system to autonomously hold creep test loads and record data. By reducing manual variability, this automated approach provided a clearer understanding of how anchors behave during stressing, and helped project teams more clearly evaluate anchor response during acceptance testing.

Evaluating Type IL Cement for Post-Tensioned Anchor Grout

As cement suppliers transitioned from Type I/II cement to Type IL cement during work at Bluestone Dam, Brayman and project partners evaluated how changes in cement composition could affect anchor-grout performance.

Testing considered properties including bleed, flow, viscosity, density, pH, setting characteristics, admixture compatibility, and strand-to-grout bond strength.

The work reinforced an important construction consideration: Type IL cement should not automatically be treated as a one-for-one replacement for Type I/II cement in post-tensioned anchor grout. Changes in cement chemistry may require project-specific testing, mix-design modifications, and performance verification to confirm that grout requirements are achieved.

Our work has also supported advances in anchor testing and verification. At Chickamauga Lock and Dam, the Team installed five 61-strand anchors with an innovative de-stressing system designed to address concrete growth caused by alkali-aggregate reaction. The system uses a threaded anchor wedge plate, coupler, pulling bars, and hydraulic jack to lift the anchor head and adjust the load across all strands simultaneously. This allows for future load monitoring and adjustment as conditions change over the life of the structure. The successful demonstration at Chickamauga is believed to be the first time an anchor of this size was lifted off by this method in the United States.

Together, these innovations reflect Brayman’s practical, field-driven approach to dam anchor construction. Brayman brings technical insight, quality controls, and problem-solving experience needed to strengthen critical dam infrastructure for decades to come.

Brayman Construction continues to make significant progress on the Virginia Department of Transportation's (VDOT) Bristol-Salem Bridge Bundle, a design-build program that includes the replacement of six bridges across Southwest Virginia. Delivered in partnership with CTL Engineering, the project spans multiple counties and showcases the collaborative approach that design-build delivery brings to transportation infrastructure projects.

The project team has achieved several key milestones over the past year. In Carroll County, traffic was recently shifted onto the newly constructed bridge, marking a major step toward project completion. In Scott County, demolition of the existing structure is complete, Abutment A has been successfully constructed, and crews are actively advancing work on Abutment B. Looking ahead, construction activities are expected to begin in Wythe County later this summer, with Craig County scheduled to follow this fall. Additional bridge replacements in Montgomery and Tazewell Counties continue advancing through various stages of design, permitting, and construction planning.

The success of the program is a direct reflection of the dedication and teamwork demonstrated by our field crews, project engineers, superintendents, subcontractors, suppliers, and design partners. Coordinating work across multiple counties and project sites requires constant communication, flexibility, and a shared commitment to safety, quality, and execution.

As construction continues, Brayman remains proud to partner with VDOT in delivering infrastructure improvements that will serve Southwest Virginia communities for generations to come. The Bristol-Salem Bridge Bundle highlights the strength of teamwork, innovation, and design-build delivery in meeting complex infrastructure challenges across the Commonwealth.

PITTSBURGH, PA — Steel City Tunnel Partners has been awarded a $1 billion contract to construct the Ohio River Tunnel. Steel City Tunnel Partners reflects an equal partnership between The Lane Construction Corporation (Lane, Webuild Group) and Brayman Construction Corporation (Brayman). The Ohio River Tunnel Project is a key component of the Allegheny County Sanitary Authority’s (ALCOSAN) Clean Water Plan, a multi-billion-dollar program designed to significantly improve water quality throughout the Pennsylvania region.
‍

The Ohio River Tunnel represents a transformative investment in regional water infrastructure. The project includes construction of approximately 4.9 miles of deep tunnel, multiple shafts, regulator structures, and associated near-surface facilities designed to capture and convey wet weather combined sewer flows for treatment. Once complete, the system will capture and convey excess wet weather flows, reducing combined sewer overflows into regional waterways by approximately 7 billion gallons annually. Construction is expected to begin later this year, with completion contributing to long-term improvements in water quality, regulatory compliance, and regional infrastructure resilience.
‍

Projects like this demand the right combination of technical expertise, execution strength, and local knowledge. Steel City Tunnel Partners brings together proven tunneling, foundation, and heavy civil capabilities to safely and efficiently deliver this critical infrastructure for ALCOSAN. With deep regional experience in complex underground work, Steel City Tunnel Partners is proud to help deliver a system that will protect the Ohio River and create long-term value for the Pittsburgh region.
‍

Lane, the U.S. subsidiary of Webuild Group, will provide project management and major tunneling operations, drawing on its extensive experience delivering complex underground infrastructure nationwide. Brayman, a Pittsburgh-based contractor serving the Eastern United States, will oversee key heavy civil and shaft construction activities, combining deep regional knowledge with a strong track record of delivering technically demanding infrastructure projects in challenging conditions.
‍

“Lane, as a partner of Steel City Tunnel Partners, is proud to be awarded this landmark project, which will play a vital role in protecting the Ohio River and strengthening the region’s wastewater infrastructure for generations to come,” said Daniele Nebbia, Chief Operating Officer. “Our team brings deep tunneling expertise and a long history of successfully executing complex underground works across the country. We look forward to partnering with Brayman to deliver a tunnel system for ALCOSAN that will improve water quality, support community resilience, and create long-term value for the Pittsburgh region.”
‍

“At Brayman, we have studied and followed ALCOSAN's Clean Water Plan for more than a decade, and we look forward to delivering the Ohio River Tunnel section alongside our partner, Lane. This award strengthens Brayman’s heavy civil infrastructure portfolio in the Pittsburgh region,” said Stephen Muck, CEO and Chairman of Brayman Construction. “As a partner of Steel City Tunnel Partners, we will leverage our regional and technical expertise as we deliver this work for ALCOSAN and the communities it serves.” Brayman is also partnered on a second billion-dollar project in the Pittsburgh region, the Montgomery Lock Chamber Replacement for the U.S. Army Corps of Engineers, with Trumbull Corporation.
‍

The Ohio River Tunnel is the first of three major deep tunnels planned under ALCOSAN’s Regional Tunnel System, a long-term program designed to significantly reduce sewer overflows and protect the region’s waterways for generations to come.
‍

Lane brings over a century of tunneling expertise and a proven record of delivering complex underground infrastructure nationwide. Supported by the global capabilities of its parent company, Webuild, Lane has constructed more than 100 miles of tunnel across over 200 projects valued in billions of dollars. This extensive experience spans major U.S. cities including the Northeast Boundary Tunnel (NEBT) and the Anacostia River Tunnel as part of a wastewater management system in Washington, D.C.; the Ship Canal Water Quality Project in Washington; and the Palisades Tunnel in New Jersey, the first tunnel boring contract awarded by the Gateway Development Commission (GDC) of the larger $16 billion Hudson River Tunnel Project (HTP).

‍
With nearly 80 years in the industry, Brayman Construction is a recognized leader in lock and dam construction, complex bridge structures, geotechnical work, and foundation systems. Brayman consistently delivers technically demanding infrastructure projects across the region and nationwide, including installing deep shafts and diversion structures at the Potomac River Tunnel in Washington, D.C. and previous near surface facility work for ALCOSAN in Pittsburgh, PA. Brayman’s expertise in drilled shafts and foundation systems combined with a deep familiarity of Pittsburgh’s geology and waterways, position the Team to confidently execute the challenging shaft, foundation, and structural components of the Ohio River Tunnel Project.

‍
About Lane Construction
The Lane Construction Corporation is one of America’s leading construction companies, specializing in large, complex civil infrastructure. For more than 135 years, it has contributed to the development of the country’s transportation systems including the Interstate Highway System and a vast network of roads, bridges, airports, metros and railways. Lane specializes in mobility, tunneling, and water resources to address sustainable development and climate change adaptation challenges. It is also a pioneer in project delivery methods and the use of design-build and public-private partnerships. Lane projects include the Triangle Expressway in North Carolina; the 495 Express Lanes Northern Extension (NEXT) project in Virginia; the Tyndall Air Force Base in Florida; and the Kansas City’s Levees project in Missouri. Based in Charlotte, NC, it is wholly owned by Webuild, a global infrastructure group. For more information, visit www.laneconstruct.com.

‍
About Brayman Construction
Brayman Construction Corporation is a leading heavy civil and geotechnical contractor with office headquarters in suburban Pittsburgh. Incorporated in 1947 and acquired by Mr. Stephen M. Muck in 1991, the company entered a period of significant growth and diversification that has shaped its evolution into a nationally recognized provider of complex infrastructure solutions. With nearly 80 years of industry experience and more than three decades under its current ownership, Brayman has established itself as a recognized leader in delivering a wide range of technically demanding projects, including large-scale complex bridges, deep foundations, marine and dam construction and rehabilitation, complex and heavy steel erection and rehabilitation, and demolition services.

‍

The rehabilitation of the Tidd Bridge, located within the Cardinal Power Plant in Brilliant, Ohio, and owned by Buckeye Power, Inc., was officially completed on February 27, 2026. The completion of this contract, valued at approximately $5M, including $940K in change orders, marked the conclusion of a major structural improvement.

The contract was originally set to begin in May 2024; however, scheduling railroad flaggers for both railroads proved challenging and ultimately futile. The owner had no choice but to postpone the project’s start to March 2025 in hopes that flaggers would be available by then, and fortunately, they were.

The scope of work encompassed the replacement of the original 400ft concrete roadway deck, barriers, and sidewalk, as well as abutment spall repairs. Other work included replacement of the expansion joints, bearings, scuppers, and miscellaneous steel repairs, electrical work, and painting. All work was performed above two active railroads, requiring heightened coordination and the rigorous safety measures for which Brayman is known.

We encountered a significant challenge that emerged during concrete removal operations. An unforeseen condition was encountered during demolition operations that necessitated additional analysis and remediation work. These repairs required a great deal of engineering and the development of extensive repair procedures, delaying completion by five months beyond the original goal of September 2025.

Brayman maintained a good relationship with the owner as we worked closely together to complete the project. The Project Team consisted of Project Executive Dan Murphy, General Superintendent Dave Spano, Site Superintendent Chris Ensico, and Project Engineer Canaan Toothman. Through their leadership and strong efforts, as well as the significant overtime and dedication demonstrated by the entire Team, Brayman was able to close out the project and deliver another exemplary product.

‍

The Montgomery Lock and Dam New River Chamber project continues to ramp up. The onsite concrete batch plant is nearing completion, with trial batching on the horizon. Once completed, the plant will be able to produce over 150 cubic yards of concrete per hour. Almost 400,000 cubic yards of concrete are planned for the project in all.

Temporary rock anchors have been installed at monolith R25 to stabilize the structure during demolition and excavation activities adjacent to the river wall. The combination wall downstream of the fixed crest weir has been completed, preventing undermining of the existing weir and apron during excavation for the new river wall.

Large-diameter drilling operations are scheduled to start in the coming months. First, coring of the existing concrete at the lower sill will take place, followed closely by the drilled shaft demonstrations. These demonstrations are a contractual requirement to demonstrate our means and methods and verify the quality of the constructed shafts. Once the demonstrations are approved, production shafts will start. In total, 190 monolith shafts are on the project. Construction of these shafts is expected to take two years.

‍

From the first lane shift to the first deck concrete placement, the Dragoo Memorial Bridge Replacement on County Route 21 in Jackson County has progressed steadily. Awarded in January 2025, the project aims to deliver a modern, durable structure for the WVDOH and the traveling public. With a contract value of over six million dollars, the work is being led by Assistant Superintendent Hughie Pickett, whose coordination and day-to-day leadership have been key drivers of the project’s early successes.

The project began with the phased demolition of the existing structure, allowing Brayman to maintain traffic while establishing the work areas needed for construction. Early progress also required extensive coordination with utility providers. Several utilities were relocated at the start of the project, while others remain within the work zone, creating tight clearances and ongoing challenges for equipment access, excavation, and structural work.

During substructure construction, the team encountered an additional challenge: the new footing elevation was designed to be lower than the adjacent streambed. This required careful water-management planning, protection of excavation limits, and close coordination with the drilled-shaft crews to maintain stability and prevent inflow during foundation construction. Despite the complexity, the drilled shafts were completed successfully through coordinated efforts between the heavy civil crews and the large-diameter drilling teams.

A significant project milestone was reached just before the Thanksgiving holiday with the successful placement of the Phase 1 deck concrete. This operation marked the culmination of months of coordinated effort and represented a major step forward in preparing the bridge for the upcoming traffic shift. Crews worked through tight weather windows, coordinated closely with concrete suppliers, and timed placement to stay ahead of seasonal temperature changes, ensuring quality and production were maintained. Completing the deck before the holiday not only protected the schedule heading into winter but also reflected the dedication and teamwork of everyone involved on the project.

By: Mark Cokain, Assistant Project Manager

Brayman’s rehab of the jug structure on Middle Island Creek in Middlebourne, WV, is nearing completion, with all instream work completed just ahead of the first major high-water event. The project is expected to finish ahead of the December 21st deadline. The completed low-water crossing will reestablish vehicular access to the Jug Wildlife Management Area, which has been inaccessible for many years, and will increase stream flow along the original creek channel. The area is a popular destination for hunters and anglers and is famous for its muskellunge. Brayman’s Construction Team navigated a unique set of wildlife regulations and environmental challenges, which added to the complexity of the project.

The project scope includes the placement of approximately 1,000CY of Class B concrete to encapsulate the existing stone structure within the new roadway deck and the addition of 6 concrete steps backing the structure. Additionally, Brayman installed a soldier pile wall consisting of 21 piles and 1,050 SF of concrete lagging and paved the roadway leading down to the structure.

‍

James N. Gagliardi, P.E. (Brayman Construction Corporation) and Ryan D. Haynes, P.E. (USACE) delivered this presentation at the 2025 USSD Conference.

Introduction

As part of the ongoing rehabilitation at Bluestone Dam, a new tunnel was required to connect the existing dam drainage gallery to the new stilling basin divider wall gallery. Because of the difficult geometry, required work sequencing, and relatively small size of the tunnel, modern tunneling techniques were precluded requiring tremendous amounts of manual labor.

Project Background

Bluestone Dam is a concrete gravity flood control structure constructed, owned, and operated by the United States Army Corps of Engineers (USACE). It is located in Summers County, WV, on the New River, less than ten miles from the John Henry Railroad Tunnel site on the C&O Mainline. The current project, Phase 5, is focused on rebuilding the primary spillway stilling basin and is the final phase of a multi-decade dam rehabilitation program in the New River and Kanawha River basins.

The tunnel is part of a staged construction process. First, a temporary cellular cofferdam was constructed to bifurcate the spillway. The right side of the spillway stilling basin was then dewatered to allow for the installation of a permanent divider wall, a reinforced concrete bottom and new baffle blocks. These features are being anchored with high-capacity multi-strand rock anchors. Once complete, the temporary cofferdam will be removed, the right side will be re-watered, and the rehabilitation will be started on the left side of the spillway.

Construction Details and Challenges

The new tunnel is about 100 feet long and includes two 45-degree bends. In the interest of dam safety, the new tunnel is not allowed to break through the dam’s downstream face and connect to the new divider wall gallery until that portion of the new spillway is complete and functional. As such, all work had to be accessed through the existing dam gallery. This meant all the tools, personnel, equipment, and fresh air had to be supplied through the same access the demolition debris had to exit through. Access to the work area was about a five-hundred-foot walk through the existing dam gallery, including two flights of stairs. Adjacent to the stairs is a vertical hoist-way for materials and equipment.

Before and after bid time, the contractor was unable to find interested tunneling subcontractors to perform the work. The cross-section geometry of the tunnel, the relatively short length, the two bends, and the requirement to work from the inside of the dam eliminated many options e.g. a micro-tunneling TBM. The finished height of the tunnel is 8-feet with a width of 6-feet and radiused roof. Over excavation of the floor is required to allow the placement of a gutter and other features. Also, a larger cross section is required at both ends of the tunnel to allow for the installation of watertight doors.

The tunnel was advanced by line drilling the perimeter with electric diamond core drills. Concrete was removed with a small electric demolition robot equipped with a hydraulic breaker and milling head. All of the demolition debris was carted away with wheelbarrows, pushed through the existing gallery and hoisted two stories to the dam gallery exit. A typical cross section is shown in Figure 2.

While the project specifications allowed for the existing concrete to be the final finished surface of the tunnel, the tight tolerances required and the large aggregate size, up to 6-inches, made precision demolition impractical. As such, a dry-mix shotcrete subcontractor was hired to place back the finished surface of the tunnel.

Safety Considerations

Adhering to the updated OSHA Silica requirements was a challenging aspect of the project. A combination of ventilation, monitoring, wet suppression, and testing were employed to effectively control the hazards of working in a confined environment. When wet suppression was not feasible, personnel protective equipment (PPE), including powered air-purifying respirators (PAPR), was used to ensure the safety of the workers. Both are shown in Figure 3. During the demolition, the only access for ventilation was through the existing dam instrumentation gallery.

Conclusions

At the time of submission, the tunnel excavation was substantially complete except for breaking through to the downstream face of the dam. This cannot be completed until the new concrete divider wall is completed.

Brayman’s road slip repair along Pine Creek just north of Jersey Shore, PA, is nearing completion, with most of the 2024 crew returning for the 2025 construction season. Because Route 44 serves as the primary access road to the Pennsylvania Grand Canyon, a summer camping and fishing destination, it was essential to keep the road open throughout construction. Limited access and lane restrictions along one of Pennsylvania’s premier trout streams added to the project’s complexity.

The overall Project scope includes installation of 75,000 SF of galvanized wire mesh, 6,300 SF of rockfall anchorage wire mesh, 5,000 LF of 40/20mm hollow bar anchors, and 23,500 LF of #10 solid bar anchors. During the first phase, the Team stabilized the roadway with a 13-foot-high by 1600-foot-long shotcrete wall. Over 750 CY of high-strength shotcrete now support the re-established road surface, utility poles, and guiderails.

The newly completed wall also created a lower access working bench, providing drill crews with the space needed to safely complete the remaining work. In the final phase, the team will install hollow bar anchors and slope stability mesh to complete the project.

From blank-sheet concept to finished product, the I-77 over Route 606 South Gap Bridge Replacement sprinted from proposal kickoff in November 2022 to substantial completion in June 2025, a full five months ahead of the November 6 contract completion date. The early delivery secured 100% of VDOT’s “no-excuses” early-completion incentive, marking a major milestone for Brayman’s first VDOT design-build.

How we beat the deadline:

Relentless scheduling. From day one, the Team operated with urgency, completing proposal development, conceptual design, and pricing in just three months. Key design decisions were made to avoid long-lead environmental permitting, and utility coordination was fast-tracked to accelerate the start of construction. The NTP was issued in March 2023, and construction commenced by October.

Phased for speed. Strategic sequencing allowed the Team to demo and rebuild the bridge in two major phases, keeping traffic moving while maintaining production momentum. Phase 1 cleared the way for half of the new, wider structure to be erected quickly, while Phase 2 carried the project through to its final completion. Alongside the bridge work, the Team widened 1,600 LF of I-77 and constructed Brayman’s first-ever reinforced soil slope, a critical structural element that now supports the expanded roadway and showcases our growing in-house design-build capabilities.

Creative access planning. The sharp interstate curve made traditional overhead access at the abutments unsafe and unworkable during Phase 2. Nearly all materials, equipment, and personnel had to be brought in from below, a challenge met with resourceful planning and precise field execution. The Team engineered a custom below-deck access and work plan that enabled the safe and efficient construction of structural steel, deck, and MSE walls, all from underneath, without disrupting live interstate traffic.

Execution under pressure. From unforgiving weather to unexpected site conditions, the Team faced pressure from every angle—and delivered. Challenging subsurface conditions impacted driven foundation piling. Flooding disrupted work during the box culvert wingwall replacement. And a mid-project change in concrete supplier threatened to derail critical path operations. Through it all, the Team responded with real-time adjustments and relentless tenacity, reworking sequences, maintaining momentum, and never giving back a day.

South Gap isn’t just another bridge; it’s proof that Brayman is a serious player in VDOT’s alternative-delivery arena. With the early-finish bonus in the bank and a strong relationship built with the owner, the playbook forged here is already fueling momentum on our Bristol-Salem Bridge Bundle Design-Build and setting the tone for future success across Virginia.

Stay tuned—Team Brayman’s just getting started.

‍

We are honored to be recognized by the Engineers' Society of Western Pennsylvania with the 2024 Project of the Year Award for Alternative Delivery for our work on the I-64 Kanawha Bridge.

The U.S. Army Corps of Engineers awarded a $769.9-million contract to a joint venture of Trumbull Corp. and Brayman Construction Corp. to build a new lock chamber at the Montgomery Locks and Dam on the Ohio River in Monaca, PA.

Brayman Construction and Trumbull Corporation are proud to announce a five-year Occupational Safety and Health Administration (OSHA) Strategic Partnership for the Bayfront Parkway Improvement Project in Erie, PA. This is the longest OSHA Partnership in Erie’s history, reflecting a strong commitment to workplace safety and health.

The goals of this partnership include reducing the total number of days away from work injury and illness cases by 3%, controlling workplace hazards by assisting contractors with the implementation of an effective safety and health management system, conduct weekly self-inspections to reduce exposure of workers to safety and health hazards, and to maintain a continuous dialog that support various safety and health campaigns/initiatives.

“At Brayman, safety is not just a policy; it’s our way of life. This partnership with OSHA and Trumbull Corporation reinforces our long-standing dedication to ensuring the highest safety standards,” said Stephen Muck, Chairman and CEO of Brayman Construction.

Mark Gentile, President of Trumbull Corporation, added, “Our partnership with Brayman Construction has been built over several successful projects, each reinforcing our shared commitment to delivering a safe project. This partnership with OSHA, is another step in our collaborative journey, reflecting Safety as a shared core value, in every aspect of our work.”

“Securing an OSHA Strategic Partnership reflects our continual efforts to lead the industry in safety practices,” stated Angela Ravenscroft, Corporate Safety Director at Brayman Construction. “This achievement is another milestone in our ongoing mission to provide a safe working environment for everyone.”

Christopher Snedden, Assistant Area Director for OSHA stated, “Anytime OSHA and responsible contractors from the private sector can work together to minimize hazards in the workplace and decrease the number of injuries, the result is always positive. We commend Brayman Construction and Trumbull Corporation for taking a proactive approach in prioritizing safety and committing to ensuring safe working conditions.”

The Bayfront Parkway Improvement Project, valued at $111.7 million, aims to strengthen the connectivity within the city of Erie by enhancing accessibility and safety for all its users. This project is not just an infrastructural development; it’s a step towards a safer, more connected community.

‍‍

About Trumbull Corporation:

Trumbull Corporation is an award-winning industry leader in heavy civil construction, having built hundreds of bridges, highway projects, tunnels, excavation, locks, dams, well pad construction, pipeline installation, and utilities throughout the Mid-Atlantic region. Our world-class team is known for taking extra measures to ensure our work is thorough and accurate.

‍

About OSHA:

In 1970, the United States Congress and President Richard Nixon created the Occupational Safety and Health Administration (OSHA), a national public health agency dedicated to the basic proposition that no worker should have to choose between their life and their job. The OSHA law makes it clear that the right to a safe workplace is a basic human right. Together with our state  partners, OSHA has tackled fatal safety hazards and health risks. We have established common sense standards and enforced the law against those who put workers at risk. Our standards, enforcement actions, compliance assistance and cooperative programs have saved thousands of lives and prevented countless injuries and illnesses.

Although our task is far from complete, our progress gives us hope and confidence that OSHA will continue to make a lasting difference in the lives of our nation’s workers, their families and their communities.

A Brayman and Trumbull joint venture project just celebrated the start of our Bayfront Parkway Improvement Project in Erie, PA.

“Construction will be completed in six phases over approximately four years. It will start at the Sassafras Street Extension intersection before the end of September and is expected to conclude with the construction of the pedestrian bridge at Holland Street.”

Brayman Construction & Trumbull, A Joint Venture, is making headway on I-64 for West Virginia Department of Transportation. This project includes widening 5 miles of highway from two lanes into three lanes as well as constructing a new bridge over the Kanawha River.

Have you ever wondered what goes on behind the scenes of a jobsite? One of our projects Charleroi Locks and Dam got a backstage tour. Check out the feature on how the operations of this unique dam work.

This past July marked Brayman’s one-year anniversary on the Potomac River Tunnel (PRT) Project, the final stage of DC Water’s combined sewer overflow upgrade. Brayman was selected by CBNA-Halmar Clean Rivers Joint Venture to install all Support of Excavation(SOE) systems and Deep Foundations for the $819M program. The project scope includes secant piles, drilled shafts, micropiles, grouting, and sheet pile driving at seven locations along the Potomac River in the heart of Washington, D.C. Work began in July 2024 and is scheduled to continue through 2028.  

The primary focus to date has been at the West Potomac Park site, located in the shadows of the Lincoln Memorial, where two tunnel boring machines (TBMs) will launch in opposite directions to complete approximately five miles of excavation. Two secant pile shafts have been completed at this site to provide access for lowering the TBMs. These secant piles were constructed with 1,180mm segmental casing to depths of 70 feet, meeting a 0.5%verticality tolerance.  

Additionally, completed work has included a sheet pile coffer cell, a micropile A-wall, and deep foundations for two bridges and a near-surface structure. The coffer cell was built to support excavation for the near-surface structure and river outfall, using over 500 pairs of sheets driven as deep as 70 feet to rock. The A-wall was built at site 022 near the Watergate Hotel to stabilize the site for heavy equipment and protect the historic seawall along the river. Deep foundation work for the bridges was completed in 2024, allowing for traffic changes and avoiding the construction zone. Deep foundations for the near-surface structure required 171 drilled shafts installed with 750mm segmental casing. A full-scale static load test was completed at the start of this work, successfully applying 1,500 kips to the sacrificial pile.  

Before the end of the year, secant pile shaft construction will begin at two additional locations, expanding the team’s efforts across three sites. Toe grouting and additional sheet pile driving are scheduled for completion in 2025.

‍

The Brayman team continues to work toward completing the Geisinger Wyoming Valley Hospital Soil Nail and Soldier Pile Support of Excavation (SOE) Project in Wilkes-Barre, Pennsylvania.

The project consists of several SOE systems, for which Brayman is providing efficient and cost-effective solutions for the owner. The primary SOE for the new hospital bed tower comprises a large soil nail and a shotcrete wall to support the excavation. Our Team will have installed over 1,450 nails (totaling 62,000 linear feet of drilling) and 33,000square feet of shotcrete, making it one of the most significant soil nail projects in Brayman’s history. Currently, approximately 90% of the drilling and shotcrete work has been completed. Additionally, eleven canopy caissons and 38 soldier beams for the new Emergency Department ambulance entrance have already been installed.

The Team is especially proud of completing a section of design-build underpinning at the northwest corner of the existing hospital. This section of SOE was critical for maintaining the structural safety and integrity of the hospital as excavation for the new bed tower progressed to deeper elevations. The design of this section was delegated to the selected SOE contractor. Through close collaboration with Tunstall Engineering, the Team designed and installed a bracketed micropile underpinning system to support the existing footings. A total of nine 7-inch micropiles with specially designed brackets were installed to depths exceeding 110-FT. As excavation progressed, soil nails and shotcrete were added to stabilize the exposed surfaces below the existing footings. Sixty-three nails were installed to depths of 50 linear feet, and 14 inches of shotcrete were applied to complete the underpinning structure.

The crew battled through unusually harsh winter conditions and is now facing extreme summer heat and humidity, making jobsite safety an even higher priority. The project continues to grow, with several additions to the SOE scope awarded to us as construction access needs evolve. The Team remains diligent and committed to completing the work safely and efficiently.