Washington, D.C.’s Metro system saw critical structural enhancements delivered by Clark Construction over a 56-day period last summer, the Washington Metropolitan Area Transit Authority confirmed. The Bethesda and Grosvenor-Strathmore stations received upgrades completed both punctually and within budget.
Demolition, material removal, and track replacement formed the core of the project. At Bethesda, workers also built a new mezzanine to link the Red Line with Maryland Transit Administration’s upcoming Purple Line light rail extension.
Handling Complexity Under Pressure
Clark Civil, the contractor’s civil division based in Bethesda, Maryland, has a half-century of experience with WMATA’s Metro infrastructure. The company outlined the detailed tasks needed to meet the accelerated timeline, including a 44-hour demolition phase at Bethesda in November 2025.
After demolition, crews installed heavy steel framing, applied fireproofing, and poured structural concrete at the Bethesda site. Concurrently, the firm executed the first substantial renovation of Grosvenor-Strathmore since its 1984 inauguration. Using remote-controlled demolition equipment, teams eliminated over 18,000 square feet of platform tiles and concrete slabs. Along the 600-foot platform, they renewed 1,200 linear feet of track edges, according to project documentation.
Precision Amid Unpredictability
The projects were characterized by Clark Construction as “a unique puzzle.” Scott Betteker, the project executive for Clark Civil, emphasized that collaborative preparatory work occurred during off-hours before shutdowns to align all parties. On-site conditions often clashed with outdated records, as original plans consisted of hand-drawn diagrams from the 1970s and early 1980s.
The compressed schedule and confined workspace required immediate adjustments to structural connections whenever discrepancies surfaced, ensuring WMATA’s reopening targets remained intact. Continuous inspections took place around the clock, while logistical constraints demanded just-in-time material deliveries through a single rail yard and crane serving both locations.
With rail power offline, heavy machinery arrived via diesel locomotives and flatbed cars. At Bethesda, compact spider cranes were deployed to work through the station’s tight spaces and curved architecture.
Overcoming Concrete Challenges
Extreme summer temperatures complicated concrete pouring operations at both stations. To maintain mix temperatures below 95°F, crews scheduled pours for 4 a.m. At Bethesda, the absence of a vertical pumping path led the team to install a 500-foot “slick line” pipe, routed from an external vent shaft through access tunnels to reach the mezzanine level.
A specialized concrete blend was used to prevent clogging during the extended pipe runs. Renovations at Grosvenor-Strathmore are now finished, while Bethesda’s upgrades remain on track for completion in 2027, the company stated.
