Client:
Maryland State Highway Administration &
Virginia Department
of Transportation

Project Duration:
1999 – 2007

Project Value:
$600 million

Parsons Scope
of Work:
Environmental Impact Statement (EIS), Conceptual and Final Design

The Woodrow Wilson Memorial Bridge is the only Potomac River crossing in the southern half of the Washington, D.C., metropolitan area and is currently carrying three times its intended volume of traffic. The bridge carries the Capital Beltway (I-495), which is a part of I-95, the main north-south interstate route on the east coast of the United States.

Structural steel girders are support on the V-piers

To alleviate congestion, two new, parallel 6,075-ft-long bridges are being constructed to enhance mobility while addressing community and environmental concerns. The bridge is designed for 125% of the standard highway design loads with six lanes for local traffic, four lanes for express traffic, and two high-occupancy vehicle (HOV) lanes. Provisions have been made for future replacement of the HOV lanes with light or commuter rail.

Selected through an innovative international design competition, Parsons’ design of the new bridge features 32 fixed spans supported on V-shaped piers, a dramatic visual and functional innovation. We also developed an 8-leaf bascule span that has the largest moveable mass of any U.S. bridge. Our unique combination of structural steel and segmental concrete construction met complex aesthetic, technical, economic, and environmental objectives.

Precast concrete being assembled to connect the ends of the V-piers

The new structure, based on an arched appearance, substitutes the arch ribs with V-shaped piers with curved legs supporting haunched steel box girders. This Parsons-designed independent structural V-pier system produces minimal horizontal thrust forces at the foundations under dead and live loads and transfers the vertical loads through the approximately 60-ft soft mud layer in the river bottom to the competent underlying soils. Not only does its structural form fit the site conditions of soft and deep soil, but the design visually and functionally integrates the bascule span into the overall bridge.

The design combines the aesthetic advantages of a conventional arch bridge with the structural benefits of a conventional continuous girder system. The bridge has the look, feel, and desired appearance of an arch bridge in the spirit of other Potomac River bridges. Parsons’ first phase of this project consisted of developing and evaluating alternatives to expand the capacity of the bridge. Parsons conducted environmental analyses, documentation, and the public participation program through the final Record of Decision (ROD).

Finishing work proceeds in the future Jones Point Park

The development of project alternatives required extensive coordination with federal, state, and local agencies. More than 70 cooperating and commenting agencies were involved during the study process. In addition to crossing the environmentally sensitive Potomac River, the bridge approaches span parks on both the Virginia and Maryland shores. The National Park Service played a major role in the development of bridge concepts as well as the landside improvements in Jones Point Park (Virginia) and in Queen Anne’s Park (Maryland).

A Draft EIS (DEIS) and technical reports were prepared, addressing wetlands and water quality, hazardous materials, cultural resources, socioeconomics, and other important issues. Two Supplemental DEISs were then prepared to reflect current changes to proposed alternatives.

After identifying a preferred alternative, a Final EIS was prepared. The comprehensive environmental assessment and documentation also included a Major Investment Study, preparation of Purpose and Need Statements, and several technical reports. Parsons also developed a project-specific integrated environmental/regulatory process that was adopted by the participating agencies. Parsons then assisted in developing a Section 106 Memorandum of Understanding, which was fully executed, and also assisted in drafting the ROD.

Construction activities sometimes continue into the night

The bridge was originally put out for bid in December 2000. However, only one bid was received because of an unfavorable bidding environment, as well as the terrorist attacks of 9/11, bidding of other large transportation projects, and the size of the contract. The lone bid was $350 million above the engineer’s estimate, and it was rejected by the owner. Subsequently, Parsons performed value engineering, repackaged the project into three smaller contracts, and rebid the work. The result was a total project price below the original estimate. This accomplishment was recognized by the National Partnership for Highway Quality when it awarded its Gold Award for Risk Taking to the Maryland State Highway Administration and the Woodrow Wilson Bridge team.

After bidirectional traffic is shifted to the Outer Loop (south) bridge, the existing bridge will be demolished and the new Inner Loop (north) bridge will completed. The project is currently on schedule to open the first bridge for traffic in Summer 2006. The second structure is scheduled to open in late 2008.

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