PROJECT UPDATE SOUTH NORFOLK JORDAN BRIDGE CITIES OF PORTSMOUTH AND CHESAPEAKE, VIRGINIA. April 2012

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1 PROJECT UPDATE Rendering View from the City of Chesapeake Elizabeth River Boat Landing and Park looking across the Elizabeth River at Portsmouth CITIES OF PORTSMOUTH AND CHESAPEAKE, VIRGINIA The new 5,375 long South Norfolk Jordan Bridge will be a two-lane, fixed span, high-rise toll bridge over the Southern Branch of the Elizabeth River. On the west side of the river, the bridge will tie into existing Elm Avenue and provide a roadway tie-in to Burton s Point Road. On the east side, it will tie into the existing Poindexter Street just west of I-464 and provide connection roads to Truxton Street and I-464. The new bridge will feature two 12 wide traffic lanes, two 8 wide shoulders, and an 8 wide pedestrian sidewalk separated by a concrete barrier and meeting the Americans with Disabilities Act (ADA) requirements. A fully electronic tolling system will use E-Z Pass to maximize convenience for users. The bridge is scheduled to open to traffic in July of LANE

2 1 2 3 PIERS A segment hauler is used to move column segments from storage in the casting yard to each column location. This hauler is also used to move superstructure segments from storage to the bridge deck for spanby-span erection. Pier Construction (rendering) These three images illustrate precast box piers being stacked into place to assemble piers which range in height from 18-9 to A column segment is lifted into position at Pier 2. Specialized red tape, designed for masking concrete, is used to protect the edges of the segments from the epoxy bonding agent used between segments. The tape is removed once the pier is built. The epoxy bonding agent is applied to the faces of the segments during erection and forms a water-tight seal once it hardens. While a column segment is supported on wooden timbers (shown top right), workers with McLean couple post-tensioning or PT bars. PT bars are high-strength steel rods that hold the segments tightly together until the column is completed. Pier 2 column is constructed (bottom right). As of April 15, all columns have been stacked. This picture shows the columns in the water, as well as, the first five columns on land in Chesapeake (April 15, 2012). Total # Built as of Piers ELEVATION

3 1 2 3 Superstructure Construction (rendering) The 150 approach spans are built using the span-by-span method of construction. APPROACH SPAN CONSTRUCTION Total # Spans Built as of Typical superstructure segments (155,000 pounds each) are lifted and set on the superstructure erection truss. This span was erected while maintaining traffic below on Burtons Point Road in Portsmouth, Virginia. Of the 35 spans on the project, 32 will be completed utilizing the span-by-span technique, each approximately 150 long. LANE crews completed erection of the superstructure segments for Span 16 (April 5, 2012). LANE crews have completed superstructure erection of Spans 1 16, including stressing and grouting of the external tendons. Superstructure erection is continuing as shown below with this April 11, 2012 image.

4 1 2 3 Balanced Cantilever Construction (rendering) MAIN SPAN CONSTRUCTION The 385 main span and 190 side spans over the Elizabeth River are built using the balanced cantilever method of construction. Segments Pier 20 Cantilever Segments Pier 21 Cantilever Total # Built as of LANE and McLean crews standby on a work platform connected to the top of Pier 20 while segment 20-P1 was lifted into place on December 16, The work platform is specially designed to anchor this segment until the concrete closure between the top of the column and the bottom of the segment can be poured. Eight (8) 19-strand high strength steel vertical tendons are used to anchor the pier segment and column to the footing. Balanced cantilever construction continues on Pier 21 (left) with the Pier 20 cantilever completed (right). Six segments, three on the west side and 3 on the east side of Pier 21, can be seen erected in this image taken on April 9, 2012.

5 ROADWAY The Lane Construction Corporation (LANE) has achieved significant construction progress of the roadway embankments and approaches to connect the approach roadways and bridge. Portsmouth Approach The Burton s Point Road Connector in Portsmouth is close to finished with the embankment, retaining walls and landscaping in place as shown in the image at the right. This short stretch of two-lane road is being used during construction to deliver superstructure segments for span-by-span construction and will permanently serve as the roadway connection to Burton s Point Road and Elm Avenue east of Burton s Point Road. Chesapeake Approach LANE crews have paved relocated Truxton that connects Truxton and I-464 south bound to the new intersection at Poindexter St. near the I-464 Interchange in Chesapeake, VA. LANE is continuing to construct the Poindexter approach road and relocated Ramp A. To complete this work, LANE closed the ramp from I-464 South to Route 337 East and temporarily closed the collector road located at Exit 4 on November 29, Traffic was shifted onto the new relocated Truxton Street on February 15, LANE continues to place fill for the approach roadway leading under the toll gantries onto the bridge. Talk in the Park with our neighbors The first Talk in the Park event with the public was held on December 17, 2011 in the Elizabeth River Boat Landing and Park, Chesapeake, Virginia. These informal bridge construction progress updates with the public have been and will continue to be held at 9:00 am (EST) on the 1st and 3rd Saturday of every month in the Park. CITIES OF PORTSMOUTH AND CHESAPEAKE, VIRGINIA LANE

6 PRECASTING Local precaster Atlantic Metrocast Inc. (AMI) set up seven different casting beds in Portsmouth, Virginia adjacent to the bridge site. The casting beds can be seen in this aerial view taken on June 18, There are four casting beds for typical or approach span segments and one casting bed for variable depth or main span segments. Also shown in the upper left of the image are two casting beds for column segments. The precasting form work for superstructure segment 19-23, is 51-8 wide by 18-5 tall and 6-9 long. Members of FIGG Bridge Inspection complete their final inspection prior to pouring the 35 cubic yards of concrete to complete the segment. The first of 533 total precast superstructure segments was poured on March 24, All precasting of superstructure and substructure segments was completed on March 8, 2012.

7 Once the concrete reaches a strength of 3,600psi, the forms are lowered and the segment is removed from the form. (March 28, 2011) Newly cast typical segments can be seen in the match cast position in front of the segment forms. In this factorylike process, concrete is poured in the forms against the match-cast segments to ensure the two fit snugly together during erection. (June 18, 2011) 100-ton straddle-lift cranes move pier column and superstructure segments in the casting yard from the casting beds to storage areas. (July 5, 2011) Superstructure segments range in weight between 50 and 97 tons. Variable-depth or mainspan segments are shown in storage in this image taken on June 18, The segments are placed in storage so the concrete can reach proper maturity and strength before they will be erected. Each segment is permanently marked with a unique identification number, date of casting, and an arrow. The arrow is used to place the segments in the right position when building the superstructure. Superstructure Segments 533 Pier Segments 323 Total # Completed

8 FOUNDATIONS All foundations on land in Portsmouth are complete and in the river in this image (January 6, 2012). The bridge curves before crossing the navigational channel. At middle left, Operators with McLean and a Geotechnical Inspector with Haley and Aldrich observe the driving of a test pile located at Pier 27 in Chesapeake. Pier 27 requires 14, 24 square concrete piles. (September 7, 2011) Clusters of 24 square concrete piles at Piers 13, 14, and 15 can be seen in the foreground of this image taken on August 5, 2011 while 54 diameter concrete cylinder piles are driven in the river for Pier 18. All piles on the project were installed for both Abutments and all 34 Piers by December Sixteen of the 28 total 66 diameter piles have been installed for the main span pier fender system. The forms for Pier 10 are set and ready for concrete placement (June 2011). White plastic cooling pipes form loops inside of the form and help to dissipate heat during the summer months that is generated while the concrete cures. By removing the heat from the curing concrete, construction was able to continue during hot weather. Total # Piles Footings Installed as of