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November, 2004

<p><strong>Maryland Approach Spans</strong><br /> View looking north (from the Potomac River ) at the construction of the Maryland Approach Contract. This work from the Maryland shoreline to the new draw span is part of the largest single MSHA Contract ever awarded ($191M). The segments were manufactured in the casting yard near the Maryland shoreline and barged out to the Potomac River for placement on site. There are four v-pier supports being built (two for each bridge).</p> <hr /> <p>Note: Existing bridge in the background is at a lower elevation.</p> <hr /> <p><em>Photo Credit: PCC</em></p> <p> </p> <p> </p>
<p><strong>Maryland Approach Spans</strong><br /> View from a crane (looking south) of the shuttle lift crane or transporter (large orange device) as part of the Maryland Approach Contract. This crane is carrying a pre-cast segment toward the barge (on the pier system) in the background, which will take the segments to the pedestal for erection on the Potomac River . Each segment weights between 15 and 90 tons. As of November 30, 2004, 282 out of 616 segments have been pre-cast.</p> <hr /> <p><em>Photo Credit: PCC</em></p> <p> </p> <p> </p>
<p><strong>Maryland Approach Spans</strong><br /> View (looking west) of the bridge construction for the Maryland Approach contract from the Maryland abutment (where the bridge meets land) to the draw span work. The red and white apparatus is a hammer that was brought in from Europe especially for this operation. The hammer has a capacity of 200,000 foot pounds. The new bridges are 30 feet south of the existing.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>Movable Span</strong><br /> View of the existing opened Woodrow Wilson Bridge . The bridge was opened in order to move a derrick crane and for two sailboats to pass through. The derrick crane is 265 feet tall and was originally built in the 1940's, brought on-site via tractor trailers and assembled in Jones Point Park . The sailboat masts are approximately 55-60 feet in height. When the two new bridges are completed and open in 2008, those boats will be able to go under the bridge (70 feet clear under the new bridges) without requiring an opening.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>Movable Span</strong><br /> View looking south at the construction of the Bascule (draw span) support portion of the new outer-loop bridge at the Maryland support. The falsework on the outside, with the orange steel is used to support the structure until the concrete tie-beams are placed across the v-pier sections. Once this is completed, the falsework will be removed and stored until work begins on the inner-loop portion.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>Virginia Approach Spans</strong><br /> View looking east of the recently erected steel beams in Jones Point Park fro the new outer loop Beltway. This work begins at the Virginia Abutment (where bridge meets land on the lower portion of photo) and continues over Jones Point Park to the draw span portion. The steel beams are between 59 and 112' long, 12' tall, and 12 inches wide. They were manufactured in Manassas , Virginia and brought in via tractor trailer. Notice the wider footprint of the outer loop section (six lanes) compared to the existing six lane bridge. Ultimately there will be two six lane bridges.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>Virginia Approach Spans</strong><br /> View of the construction of the v-pier segments in Jones Point Park, Alexandria . The construction method used in Jones Point Park is a pre-cast method. The segments are constructed on-site in two casting beds and then trucked on a flatbed to their ultimate location. The segments in the left background are awaiting erection. The cable spanning between the v-pier legs is temporary until the concrete tie-beam is constructed.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>Virginia Approach Spans</strong><br /> View of the casting beds located in Jones Point Park , Alexandria . The solid structure in the bed is actually one leg of a v-pier pre-cast segment. These segments are for one half of a v-pier segment. The pre-cast pieces are match cast, separated, stored (i.e. matched like legos when erected) and formed together when erected. Grout is placed in between the match cast segments and post tension cables are strung from segment to segment and tied back to the pedestal.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>MD 210 Interchange</strong><br /> View looking south at the demolition of the overpass east of the MD 210 and Oxon Hill Road intersection. The traffic that was using this bridge from northbound MD 210 to eastbound Beltway was re-routed to a new ramp in late October 2004. The demolition of the bridge over Oxon Hill Road is occurring at night due to traffic safety concerns.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>MD 210 Interchange</strong><br /> View looking west (from north of the Beltway in the construction area) of the footings for a retaining wall. This retaining wall construction is part of the MD 210 Interchange reconstruction for Beltway widening. This wall will be located in the northwest quadrant of the I-95/495 and MD 210 Interchange. The steel H-piles are approximately 40 feet long.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>I-295 Interchange</strong><br /> Construction (looking north) of a retaining wall from the work area near the shoulder at the northeast section of the I-295 interchange. This wall retains the fill material for support for the future outer loop Beltway roadway. This work is scheduled to be completed in mid-2006.</p> <hr /> <p>Note: The pre-cast concrete panels are tied back into the ground (for support) and gravel is placed behind the wall.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>I-295 Interchange</strong><br /> Construction (looking north from the construction area south of the existing Beltway) of a retaining wall at the I-295 interchange. The gravel was recently placed as part of the support for the future outer loop Beltway. The retaining wall will hold in the fill material as the area is raised to join the new Bridge (new Wilson Bridge would be to the left of photo.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>I-295 Interchange</strong><br /> View of the bridge construction looking west as part of the I-295 interchange. This bridge will take the future I-295 southbound traffic into the future National Harbor development. The traffic underneath the bridge structure carries the I-95/495 northbound traffic to MD 210 southbound.</p> <hr /> <p>Note: Potomac River in the background.</p> <hr /> <p>Note: Existing Beltway traffic heading towards the Wilson Bridge at the bottom left.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>U.S. Route 1 Interchange</strong><br /> View (looking east) from the connector roadway near South Washington Street of the sound wall supports near the Hunting Point Tower Apartment Alexandria, Virginia. The sound wall panels are scheduled to be installed in the early 2005. On the other side of the wall is the future outer loop local portion of the Beltway roadway. This work is part of the U.S. Route 1 Interchange Tie-In Contract which is scheduled to be completed in the fall of 2007. The relocated Mt. Vernon bicycle pedestrian trail is between the sound wall and the retaining wall with the black railing.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
<p><strong>U.S. Route 1 Interchange</strong><br /> View looking west (from the Hunting Point Tower Apartment rooftop) of the South Washington Street deck over. The area below the deck, consists of the new outer loop Beltway (local lanes are in the left tunnel and the express lanes are in the right tunnel). The road in the foreground is the future entrance into the Hunting Point Apartment Tower Complex. The concrete path coming up to the deck over is the relocated Mt. Vernon bicycle/pedestrian trail.</p> <hr /> <p>Note existing Beltway is to the right.</p> <hr /> <p><em>Photo Credit: PCC</em></p>
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