NOTABLE CONTEMPORARY HIGHWAY BRIDGES AND TUNNELS … · 2. High strength steel bolts have largely replaced field welding or rivets. Erection costs have been thereby reduced. 3. Substitution

NOTABLE CONTEMPORARY HIGHWAY

BRIDGES AND TUNNELS

OF VIRGINIA

by Dr. Vasil Zuk

Professor of ArchitectureUniversity of Virginia and

Faculty Research EngineerVirginia Highway & TransportationResearch Council

Virginia Highway & Transportation Research Council(A Cooperative Organization Sponsored Jointly by the Virginia

Department of Highways & Transportation andthe University of Virginia)

Charlottesville, Virginia

June 1977VHTRC 77-R55

(The opinions, findings, and conclusions expressed in thisreport are those of the author and not necessarily those of

the sponsoring agencies.)

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NOTABLE CONTEMPORARY HIGHWAY BRIDGESAND TUNNELS OF VIRGINIA

by

Dr. Vasil ZukProfessor of Architecture,

and Faculty Research Engineer

INTRODUCTION

Bridges and tunnels perhaps are of asmuch interest to the general public as to engineers, particularly if they are in some waynotable. Because of the wide interest in suchstructures, a documentation of notable contemporary highway bridges and tunnels in thestate of Virginia is herewith presented.

Beginning as early as the Colonial Period in Virginia's history, the need for transportation facilities gave rise to many inventive types of bridges, ranging from earlyeighteenth century log bridges to late nineteenth century iron and steel bridges, toearly twentieth century steel and reinforcedconcrete bridges. No highway tunnels werebuilt prior to the twentieth century in Virginia.* However, this publication does notspecifically include structures in the earlyperiod of Virginia as the subject of historical bridges is actively being researched bya team headed by Howard H. Newlon, Jr. of theVirginia Highway & Transportation ResearchCouncil. Rather, this publication includesonly contemporary bridges and tunnels.

*A number of railroad tunnels were built lnthe nineteenth century, the most notable ofwhich penetrates Afton Mountain.

The date of 1932 was chosen as the timedividing historical from contemporary highwaystructures. There were three reasons forchoosing this date. First, 1932 is well within the lifetime of many people living today,making the post-1932 period contemporary.Second, Newlon's historical studies deal primarily with pre-1932 structures. Third, amajor reorganization of the Virginia Department of Highways and Transportation took placein 1932*, at which time much of the control ofhighway matters was transferred from the local counties to a central state authority andthere was an accompanying pOlicy change inhighway design and construction.

Of great importance in regard to howbridges and tunnels are designed in Virginiais the "Bridge Engineer", who is in charge ofall bridge and tunnel work. W. R. Glidden,who had been with the Highway Departmentsince 1917, became the first Bridge Engineerin 1938. In 1952 Glidden was promoted toAssistant Chief Engineer, making J. N. Clary(with the Department since 1926) the secondBridge Engineer. The present Bridge Engineer

*At that time called the Virginia Departmentof Highways.

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is F. G. Sutherland, who took over afterClary's retirement in 1972. During the period from 1932 to the present, the centralbridge division staff grew from about eightpeople to over one hundred. In addition tothese bridge engineers at the central officein Richmond, there are other bridge engineersassigned to eight construction districtsaround the state to direct local work intheir respective regions.

Highway bridges and tunnels are designedeither by engineers with the Virginia Department of Highways and Transportation or byprivate engineering firms acting as consultants for the Department. With few exceptions,the construction of bridges is done undercontract by private firms. Routine maintenance of highway structures, however, isdone by personnel with the Department, except for work on some special structuresoperated by separate tunnel or turnpike authorities. Where the structure is on federally owned land, as the Colonial NationalParkway, the U. S. government has control ofboth design and maintenance.

To assist the many departmental bridgeengineers, a Bridge Research Section was established by the Virginia Highway and Transportation Research Council in 1958,* and washeaded originally by Dr. W. Zuk. The Virginia Highway and Transportation ResearchCouncil, located in Charlottesville, is aresearch arm of the Virginia Department ofHighways and Transportation, and is supportedin part by the University of Virginia. The

*At that time called the Virginia Council ofHighway Investigation and Research.

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Bridge Research Section can be credited witha number of innovations in bridge designsince its inception.

A brief review of how bridge structuresgenerally evolved in Virginia during the period from 1932 to the present might be instructive to those not familiar with the subject.Although the time span of about forty-fiveyears by some measures is not very long, itis quite long in regard to technological development. In the early 1930's bridges werebuilt either ot steel or reinforced concrete.The use of timber was restricted to planksfor bridge decks and to piles for bridgefoundations.

Steel bridges were generally of twotypes. Bridges with short spans between supports were designed using rolled steel beamsas the primary structural members. Bridgeswith long spans used trusses built up ofsmall steel members. Connections of thesemembers were made by riveting.

Reinforced concrete bridges also generally were of two types. Most used cast-in-place concrete girders between supports.Some of the long span bridges usedthe arch form, particularly where the siteconditions were suitable.

Although Virginia had had its own standardbridge specifications since 1926, in 1931 thefirst national sTandard bridge specificationswere drawn up by the American Association ofState Highway Officials. As a result, thebasic allowable steel design stress wasraised from 16,000 to 18,000 pounds persquare inch. At the same time, Americansteel companies, through technological

development, began producing larger rolledmembers up to 36 inches deep. The combination of these two factors then permitted useof the economical rolled steel beams forspans up to about 100 feet. This simple design replaced the need for the more expensivetrusses, except for the case of very longspans.

Several other devices were employed inthe early 1930's to stretch span lengthswithout recourse to trusses. One was torivet cover plates onto the flanges of rolledbeams to strengthen them. Another was tofabricate beams (called plate girders) fromsteel plates and angles by riveting to produce beams deeper than 36 inches. Stillanother was to make multiple spans continuousover the supports, thereby reducing thebending stresses. Splices between beams toachieve continuity were made by splice platesand rivets.

The 1930's saw changes taking place inreinforced concrete design as well. Technological improvements in the quality of bothconcrete and reinforcing steel allowed reinforced concrete girders to be stronger andthus to span further. Although some concrete arch bridges still continued to bebuilt through the early 1940's, bridges ofthis type proved to be more expensive thangirder bridges and so were phased out.

Further developments in steel technology in the 1940's permitted raising thebasic allowable design stresses to 20,000pounds per square inch. Welding of steelalso became a reliable technique in the1940's, so riveting gave way to welding.

The results were cleaner looking, more esthetically pleasing details.

In the mid-1950's a major change tookplace in concrete bridges. Precast, prestressed piles and beams were introduced forVirginia bridges. The concept of prestressingfurther reduced costs. Prestressing inducesan initial compressive stress in the concretemember which offsets tensile stresses thatare produced by service loads on the bridge.The net effect is to improve the strength andefficiency over those of conventionally reinforced concrete members. Various forms ofprestressed concrete flexural members forspanning between supports are now in use.They include such diverse shapes as I beams,T beams, and hollow box beams.

The 1960's saw two totally new forms ofmetal bridges introduced in Virginia. One isthe rigid frame bridge in which the steelsupport legs are welded rigidly to thespanning beams. The rigid frame configurationnot only presents a graceful appearance butalso permits increased span distances betweensupports. The second new form is the boxgirder in which metal plates are joined toform a hollow box (as a triangle or a trapezoid). This box then becomes the main spanning member as well as the riding deck.Normal beams or girders are thereby eliminated. When viewed from the underside, thesebox structures have an uncluttered gracefulappearance.

In addition to the aforementioned majordevelopments, several important developmentsin regard to details and specificationsshould be noted. Concerning steel bridges,

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the following list is presented.

1. Composite construction in whichthe concrete deck is made to actjointly with the supporting beamsby means of studs welded to the topflange of the beams has become standard practice. As a result, steelbeam strength is greatly increased.

2. High strength steel bolts havelargely replaced field welding orrivets. Erection costs have beenthereby reduced.

3. Substitution of inexpensive flexibleelastomeric bearing supports (exceptfor long spans) in place of expensivemetal bearings has taken place.

4. Introduced on some bridges has beenthe use of "weathering steel", ahigh strength steel that requires nopainting. This steel forms a tightskin of iron oxide (rust) whichinhibits further deterioration.

5. On curved bridges, beams are beingfabricated curved instead of beingleft straight. The esthetics ofthese bridges are thus improved.

Likewise, a few developments in concrete can be cited.

1. Through quality control and the useof special admixtures (as air entraining agents), durable concrete

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strengths exceeding 4,000 pounds persquare inch ultimate in compressionare being routinely obtained.

2. In standard use is a specially developed concrete parapet that prevents out-of-control vehicles fromgoing over the edge of a bridge.

3. Improvements in concrete constructionmachinery now permit faster and betterplacement of concrete on the bridge asby pumping concrete through hoses,slip-forming for continuous placementand forming of concrete, and automatic screeding for leveling.

Relevant to all structures is the growinguse of digital computers in design. Computers not only save countless hours of routinecalculations, but also permit the design ofmore sophisticated and complex types ofbridges and tunnels which require involvedmathematical computations. Such computershave been in use by the bridge division ofthe Virginia Department of Highways and Transportation since 1959.

The overview presented on the evolutionof bridge engineering in Virginia will be evident in the next section, where specificbridges will be described in greater detail.A clear pattern of the evolution of tunnelconstruction in Virginia is not so evident,as only a relatively few tunnels have beenbuilt. Consequently, the description ofeach tunnel will be described separately.

Similarly, movable bridges are eachunique, so they, too, will be describedseparately.

In the next section forty-eight bridgesout of the fourteen thousand in Virginia areselected by the author as being notable. Themany people invaluably aiding the writer inthis selection are noted in the Acknowledgements Section. However, it remained for theauthor, by weighing the following factors, tomake the final selection.

1. Magnitude of the work (as length,height, or cos t "

2. Technical innovations (as unusualform, material, foundation, construction procedure, or otherdesign feature)

3. Esthetic quality

4. Historical importance

5. Recipient of regional or nationalaward.

*Cost is a relative factor because of changesin economic conditions. For example, astructure costing $1 million in 1932 wouldcost approximately $2 million in 1950, $3million in 1961, $4 million in 1970 and $5million in 1977.

The same factors were used to select notable tunnels; however, as there are but a handful of highway tunnels in Virginia, the taskof selection was relatively simple.

In all cases, the writer personally inspected the bridges and tunnels listed to ensure that the same criteria were used in theselection of all structures. It may be saidin general that the structures finally chosenas being notable are those which a personwith some interest in bridges or tunnelswould find worthwhile to go out of his or herway to see. Many other nice or interestingcontemporary bridges do exist in the state;however, because they do not meet the relatively high standards set forth, they arenot presented here.

The bridges and tunnels described clearlyshow a wide range of material, form and use.In large part, this variation is because ofthe great variation in land and water featuresin the state of Virginia. The eastern partof the state is relatively flat with manybodies of water. The western part is quitemountainous, with many deep gorges. The restof the state consists essentially of rollinghi11s with numerous streams and rivers.

Traditionally, economy and safety havebeen the guiding factors in bridge construction in Virginia. Although the record on botheconomy and safety is very good, most of thethousands of bridges constructed are ratherundistinguished. However, here and there anotable structure was built. Represented

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among these are bridges of all modern construction material as laminated wood, steel(both normal and weathering), concrete (bothreinforced and prestressed), aluminum, andreinforced plastic. Configurations of mostforms are represented, including beams orgirders, trusses, arches, rigid frames, andmovable spans of several kinds. Only twomajor forms do not exist; namely, the suspension bridge and the cable-stayed bridge.

Several bridges have received nationalawards of recognition for both technicaland esthetic reasons, and there is reason tobelieve that the esthetic quality of newstructures is on the rise. The futureshould produce many more notable structures.To keep those persons interested in bridgesand tunnels updated, periodically, subsequentto the date of this report, supplemental reports will be issued on notable highwaybridges and tunnels constructed in Virginia.

As a guide, the descriptions of thestructures in the following section arepresented in chronological order based onthe year of completion. The scales shown onthe drawings are in feet, unless otherwisenoted.

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3729

NEW RIVER BRIDGE

Approximate Cost: $230,000

24 feet

Virginia Department of Highways &Transportation

Prime Builder: Sannous-Robertson Co.

Roadway:

Designer:

Type of Structure: Multiple arch bridge

Location: Old Rte 460 over New River inGiles County at Ripplemead

Date of Completion: 1934

Overall Length: 1,328 feet

Figure 1. A misty view of the old New River Bridge looking toward Ripplemead.

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Now a "ghost" bridge in that it has beenclosed to traffic since 1974, it was at thetime of construction the longest arch bridgein Virginia. However, it is still clearlyvisible as viewed from the new bridge crossingon Rte 460 just to the south.

The bridge consists of ten open spandrelreinforced concrete arches ranging in lengthfrom 100 to 145 feet, plus two short reinforced concrete beam approach spans each 22

feet long. The arch ribs rest on large reinforced concrete piers, which in turn rest onsolid rock located relatively close to theground surface. Because of the alignment ofthe roadway over the river, the entire bridgehas a 39 degree skew.

Although this bridge is still standing(as of 1977), its future is uncertain. Eventually it may be razed, just as was its predecessor located downstream on old Rte 8.

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Figure 2. Elevation of a portion of the New River Bridge.

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COCKE MEMORIAL BRIDGE

Type of Structure: Combination beam andtruss bridge

Location: Rte 15 over James River betweenFluvanna and Buckingham Counties



Roadway: 24 feet

Designer: Virginia Department of Highways &Transportation

Prime Builder: Boxley Brothers Co., Inc.

Approximate Cost: $180,00Q

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Figure 3. The John H. Cocke Memorial Bridge over James River,showing the large steel trusses.

Known as the John H. Cocke MemorialBridge in commemoration of General Cocke, whoonce owned the property on which it was built,the bridge was one of the major river crossingsof its time in Virginia. The structure consists of fifteen steel beam approach spansfrom the north and two steel beam approachspans from the south. The beam spans range inlength from 50 to 100 feet. The river crossing consists of seven steel truss spans ranging from 100 to 120 feet between supports.As was the practice at the time, the large

steel truss components were designed as lattice members made of relatively small piecesand joined together by riveting. To accommodate thermal expansion and contraction ofsuch a long bridge, a number of hinge andexpansion joints are built into the structure.The pier supports are of reinforced concreteand rest on rock located at the level of theriver bottom. These stout piers supportingthe bridge high off the water have successfully resisted numerous heavy floods.

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Figure 4. Elevation of a portion of the truss bridge.

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2ND STREET BRIDGE

Roadway:

Designers:

Type of Structure: Through arch bridge

Loeation: Rte 60 over the Chesapeake and OhioRailroad (north of James River) inthe city of Richmond


Overall Length: 425 feet

38 feet

Allen J. Saville, Inc.; Smith andVan Dervoort, Inc.; and Alfredo C.Janni

Prime Builder: Richmond Bridge Corporation


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Figure 5. 2nd Street (Rte 60) Bridge. Note the unusual asymmetricalarch "bracing caused by the skew.

12

This bridge is one of four of this typeconstructed in Virginia about the same time.A nearby similar single-span bridge is locatedjust south of the James River on Rte loverthe Seaboard Coastline Railroad in the city ofRichmond. The Rte 60 (or 2nd Street Bridge)basically is a double-span reinforced concretetied arch structure with two short reinforcedconcrete beam approach spans. The arches areeach 152 feet-6 inches long on a 43 degreeskew. The approach spans are each 60 feet

. long.

Although the bridge is on a large skew,the overhead portal bracings (also arched ofreinforced concrete) are positioned at rightangles to the arch ribs, creating an oddasymmetrical appearance. The hangers from thearch to the deck, as well as the deck, handrailsand piers are all of reinforced concrete.

The original concept for this type ofesthetically unusual and interesting designis believed due to the state's first BridgeEngineer, W. R. Glidden .

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Figure 6. Elevation of one tied arch segment.

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CAT POINT CREEK BRIDGE

11 feetRoadway:


Prime Builder: Virginia Department of Highways & Transportation


Type of Structure: Retractile draw bridge

Location: Rte 634 over Cat Point Creek inRichmond County



Figure 7. Cat Point Creek Bridge. The center section shows theretractile portion of the structure.

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The bridge is a modest one-lane structure of simple steel beams resting on timberpiles. The deck is made of timber planks.Its unusual feature, however, is that it isthe only retractile drawbridge in Virginia.One 66-foot long center section span pullsback and rolls over a fixed portion of thebridge, leaving a 32-foot clear channel opening for boats to pass through. (The underside of the bridge beams are only about 5

feet above mean high water.) On rare occasions when the draw span must be opened, itis pulled open by a truck. Because of thesimple retractile construction, vehiclesmust ramp up or down a bump across thismovable section.

Extensive repairs were made on thisbridge in 1958 in which much of the originalsteel and timber were replaced.

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Figure 8. Elevation of the retractile section.

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LEE BRIDGE

Type of Structure: MUltiple arch Bridge

Location: Rte lover James River in city ofRichmond



Roadway: 40. feet

Designer: Alfredo C. Janni

Prime Builders: Allen J. Saville, Inc., andLee, Smith and Van Dervoort,Inc.

Approximate Cost: $1,000,000

Figure 9. Four of the sixteen spans of the Robert E. Lee Bridgeover James River at Richmond.

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This bridge is locally known as the LeeBridge, being named after General Robert E.Lee. It consists of sixteen contiguous openspandrel arches of reinforced concrete eachspanning 192 feet. Several short reinforcedconcrete beam type approach spans are at eachend. The piers are also of reinforced concrete resting on bed rock near the bottom

of the river. The piers and arches lift theroadway approximately 75 feet above theflood level of the river. Its great lengthand rhythmic arches have made it an estheticlandmark in Richmond. However, there areplans to possibly replace this imposingstructure with a new bridge.

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Figure 10. Elevation of a portion of the bridge. The pier shownin the center of the drawing is one of four along thestructure enlarged for extra stability.

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SHENANDOAH RIVER BRIDGES

Type of Structure: MUltiple span trussbridge

Location: Rte 340 over north and south forksof Shenandoah River in WarrenCounty


Overall Lengths: 1,090 feet over north forkand 1,925 feet over southfork

Roadway: 34 feet over north fork and 40feet over south fork

Designer: Virginia Department of Highways& Transportation

Prime Builder: George F. Hazelwood Co.

Approximate Cost: $238,000 for north forkand $480,000 for southfork

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Figure 11. View of the bridge on Rte 340 crossing the north forkof the Shenandoah River. The construction of the bridgeover the south fork is similar.

These companion bridges that replaced oldones on the site are separated by less thanone-third of a mile on the same route andare constructed of steel in similar fashion.The structure of the north fork bridge consists of seven truss spans of 120 feet-8 inches each plus 60-foot approach beamspans on each end. The south bridge con-

sists of eight truss spans of 195 feet-5 incheseach plus 60-foot approach beam spans on eachend. The piers are ornamentally cast reinforced concrete. Both bridges have smallskews, but in opposite directions because ofthe convergences of the two forks of the river.Together, they make a handsome pair.

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Figure 12. Elevation of part of the north fork bridge. Note thebreaks in the span shown on the right to reduce secondarystresses.

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COLONIAL PARKWAY TUNNEL & BRIDGES

Type of Structure: Tunnel and relatedbridges

Location: Colonial National Memorial Parkwayat Williamsburg



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Roadway: 25 feet

Designer: Federal Highway Administration

Prime Builder: J. G. Attaway Construction Co.


Figure l3A. Tunnel portal under historicWilliamsburg.

Figure l3B. Typical bridge overpasses alongthe Parkway near Williamsburg .

The tunnel is unique in that it passesdirectly under historic Williamsburg. Thetunnel structure is essentially a semicircularbarrel of reinforced concrete 1 foot thick atthe crown and 3 feet thick at the springing.The inside radius of the barrel is 15 feet.The base of the barrel is tied together underthe roadway by reinforced concrete struts 25feet apart. The tunnel was constructed bythe "cut and cover" method wherein a cut or atrench approximately 40 feet wide and 25 feetdeep was excavated. The tunnel was then builtin the open trench and was covered with soil.To harmonize with the historic character of

the area, the portals of the tunnel are architecturally faced with colonial brick.

Along the route of the Parkway betweenYorktown and Jamestown are numerous archbridges of reinforced concrete, also facedwith colonial brick. The tunnel and the related bridges, along with the many scenicnatural views, make the Parkway a highlypleasant esthetic experience.

The Parkway is owned and maintained bythe National Park Service.

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Figure 14. Cross section of tunnel under Williamsburg.

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NORFOLK & WESTERN BRIDGE

Type of Structure: Tri-level bridge

Location: Rte 13 (Business) over Norfolk andWestern Railroad over Rte 460 inthe city of Chesapeake


Overall Length: 271 feet (upper bridge)

Roadway: 54 feet (upper bridge)

Designer: Norfolk and Western Railway Co.

Prime Builder: E. W. Grannis, Lewis andBowman Co.


Figure 15. Tri-level bridge in the city of Chesapeake. A trainis seen traversing the middle level.

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This bridge is very unusual in bothappearance and construction. The upper highway bridge, approximately 28 feet above grade,is of reinforced concrete beam constructioncontinuing over five spans ranging from 45feet to 55 feet in length. The middle railway bridge, located on grade, is of steelbeam construction spanning a single 50-footdistance. The lower highway with a 45-footroadway is excavated to approximately 20 feetbelow grade at the underpass. Because ofpoor soil conditions, the lower roadway is ofreinforced concrete supported on timber piles

placed along the roadway for several hundredfeet on each side of the underpass. All thebridge piers and abutments are also supportedby timber piles. The two central piers of reinforced concrete flanking the lower roadwayare unusually massive, having been made so forarchitectural effect. Sidewalks, in fact,penetrate them at the lower level. The structure also incorporates a pump well to removewater in the underpass in the event of flooding.

Although not a graceful bridge, it isnonetheless esthetically interesting.

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Figure 16. Elevation of the combined highway and railway bridge.c.

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JOHN RANDOLPH BRIDGE

Mult~ple span bridge

over Dan River in Halifax

28 feetRoadway:


Prime Builder: Guy H. Lewis and Son


Type of Structure:

Location: Rte 304County



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Figure 17. View of the John Randolph Bridge, looking towardthe city of South Boston.

24

This bridge is officially named the JohnRandolph Bridge, after the Halifax Countystatesman. It is constructed of thirty-onesemicontinuous steel beam spans ranging inlength from 41 to 99 feet. Every third spanis suspended with a hinge to allow for thermalexpansion and contraction. The piers are reinforced concrete. All but two rest on bedrock

located within 12 feet of the ground surface.The others, along with the abutments, aresupported by timber piles.

The absolute straightness of this longbridge on only a slight 1.12% grade gives itan appearance of almost endless length whenviewed from the ends.

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Figure 18. Portion of the bridge over Dan River. The remainderof the structure is over a wide floodplain.

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COLEMAN MEMORIAL BRIDGE

Roadway:

Designer:

Type of Structure: Swing span bridge

Location: Rte 17 over York River betweenYork and Gloucester Counties



26 feet

Parsons, Brinckerhoff, Hall andMacDonald

Prime Builder: Virginia Bridge Co.


Figure 19. View of the George P. Coleman Memorial Bridge as seenfrom historic Yorktown.

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This structure is called the George P.Coleman Memorial Bridge, being named after theformer Commissioner of the State Highway Department. The most notable aspects of thisbridge are its long steel truss tandem swingspans, each 500 feet in length <cantilevering250 feet each side of each pier), which makeit the world's longest for a highway bridge.Even when the movable spans are closed, thevertical clearance from mean high water is 80feet. The horizontal clearance is 450 feet.In addition to the 500-foot center swing span,the bridge has six other steel deck truss spansover water that range in length from 280 to 390feet. There are eight 90-foot long steel girder approach spans on the north side and sixsteel girder approach spans of 65- or 90-footlengths on the south side.

The six reinforced concrete piers locatedin the York River were constructed by the caisson method and penetrate approximately 60 feetinto the river bottom. Water depth is as muchas 70 feet in the channel. The reinforced concrete piers on land for the approach structuresare supported by timber piles.

A preliminary design for this bridge calledfor a suspension structure, but the high towersfor such a design were felt to be overpowering inrelation to certain historic features in nearbyYorktown. The existing bridge, even so, is rathermonumental and imposing, although not unattractive.

Figure 20A. Eleva~

tion of the trussportion of thebridge.

Figure 20B. Planview of the centerspan showing howthe movable cantilever span swingsopen.

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Roadway:

Designers:

Type of Structure: Tunnel and bascule bridge

Location: Rte 337 under south branch of Elizabeth River (tunnel) and over eastbranch of Elizabeth River (bridge)between the cities of Norfolk andPortsmouth


Overall Length: 3,350 feet (tunnel); 2,124feet (bridge)

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22 feet (tunnel); 46 feet (bridge)

Parsons, Brinckerhoff, Hall andMacDonald (tunnel); J. E. BrinderCo. (bridge)

Prime Builde~s: Merritt-Chapman and Scott(tunnel); Tidewater Construction Co. (bridge)

Approximate Cost: $11,700,000 (tunnel);$ 5,269,000 (bridge)

Figure 21A. West portal of the DowntownTunnel.

Figure 21B. Bascule portion of the BerkleyBridge, with the city of Norfolkin the background.

The tunnel, known as the Downtown Tunnel,and the bridge, known as the Berkley Bridge,are along the same route, which is separatedby a narrow spit of land in Norfolk <calledBerkley). As the structures are close together and were constructed at the same time,they are treated here as a combination bridgetunnel project.

The tunnel was constructed by two methods.The shallow portions on land near the portalswere built by the "cut and cover" method wherean open trench was dug and a cast-in-place reinforced concrete tube was constructed. Thetrench was then backfilled with soil. Theportion under water was built by the "trenchtube" method, which was done by dredging a

Figure 22A. Profileof tunnel underElizabeth River.

trench in the river bottom approximately 40feet deep and then placing prefabricated steeland concrete tubes in the trench. The bottomof the tube is about 90 feet below mean waterlevel.

The bascule, or draw, bridge is of steelwith concrete piers resting on steel piles.The center span, which opens for passage oftall vessels, provides a horizontal clearanceof 150 feet. Flanking the bascule span are atotal of nineteen steel girder spans rangingin length from 94 to 112 feet.

The volume of traffic on this bridgetunnel is so great that a second bridge-tunnelis being planned for construction next to it.

Figure 22B. Movablesection of the bridgeshowing left leafclosed and right leafopen. In operation,they would open andclose together.

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29

W......:lUlI-"'"

HAMPTON ROADS BRIDGE-TUNNEL

Roadway:

Designers:

Type of Structure: Bridge-tunnel

Location: Rte 64 across Hampton Roads betweenthe cities of Hampton and Norfolk


Overall Length: 3.48 miles: 3,250 feet(north bridge); 6,150 feet(south bridge); 7,479 feet(tunnel)

30 feet (bridge); 23 feet (tunnel)

Parsons, Brinckerhoff, Hall andMacDonald

Prime Builders: Merritt-Chapman and Scott Corp.

Approximate Cost: $45~000,000

"1u-.>r:M

30

Figure 23A.

Fig"'..tl'e 23 B.

South portal of Hampton RoadsTunnel with ventilator plantvisible above.

Trestle bridge approach to Tunnelas viewed from Hampton side.

Replacing a ferry, the bridge~tunnel tookthree years to build and was at the time theVirginia Highway Department's largest singleproject. The bridges were the first in Virginia to be made of prestressed concrete. Theprecast,prestressed girders span between aseries of reinforced concrete trestle bentsspaced about 50 feet apart. The legs of thebents are piles driven into the bottom of thebay. The terminals of the tunnel begin andend on separate man-made islands of soil androck flanking the channel. This was the firsttunnel built with such portals. The tunnelitself was constructed by the trench tube

method in which a trench was dredged approximately 40 feet into the Bay bottom, and prefabricated, steel lined, reinforced concretetubes were placed in the trench. When constructed, it was the longest trench tube typetunnel in the world. At its lowest point, thetunnel is about 113 feet below mean water level.

Traffic volume in the bridge-tunnel hasgrown so greatly that a second adjacent bridgetunnel had to be built less than twenty yearslater, which converted this first crossingfrom a two-way roadway to a one-way roadwaynorthbound.

Figure 24A. Generalplan of HamptonRoads BridgeTunnel.

+~

~o V4 Y:t 1miles

~20

n-.-J:"loo 40

Figure 24B. Profilof tunnel portionunder water.

31 cc"""'1<:ncc

NORRIS BRIDGE

Type of Structure: Steel truss bridge

Location: Rte 3 over ~appahannock River between Lancaster and MiddlesexCounties



'Roadway: 22 feet

Designers: Modjeski and Masters

Prime Builders: Bethlehem Steel Corp. andDiamond Construction Co.


Figure 25. The Robert Opie Norris, Jr. Bridge looking toward Greys Point.

~ 32l.nr:-C"':)

Named in commemoration of former StateSenator Robert Opie Norris, Jr., this structure, when built, was the largest high-levelbridge constructed in Virginia. The centerthrough truss spans 648 feet and provides 110feet of vertical clearance at mean high tide.Although looking somewhat like an arch, thehigh-level span consists of a suspended centralportion supported by cantilever trusses, eightmore deck trusses extend to the south and sixmore to the north, with spans of from 351 to469 feet.

Approach spans on both sides are of steelbeam or girder construction of lengths varying

from 78 to 125 feet. The truss portion ofthe bridge is supported by reinforced concrete piers resting on large caissons ofreinforced concrete (42 by 61 feet in plan)sunk to depths up to 153 feet below the watersurface. The approach structures are supported by concrete or timber piles.

The main truss spans are impressive andhandsome, but the approach spans of two kindsof construction (done for economic reasons),unfortunately do not relate esthetically toto the truss work.

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33 w~

c.J1CJ1

ELTHAM BRIDGE

26 feetRoadway:

Designers:

Type of Structure: Swing span bridge

Location: Rte 33 over Pamunky River betweenKing William and New Kent Counties



Virginia Depa~tment of Highwaysand Transportation

Prime Builder: Diamond Construction Co.


Figure 27. The Eltham Bridge, named after E1tham, the colonial homeof the Burwell Bassett family of Virginia.

u» 34U'".Jr:-C"':>

Known as the Eltham Bridge, the notablefeature of this structure is the 237-footsteel swing truss. The truss rotates horizontally about a reinforced concrete pivot pierlocated at the center of the truss to allowlarge barges to pass through the bridge.

Approaching the movable portion from thesouth are seventeen steel or reinforced concrete beam spans ranging from 40 to 60 feet.

From the north, there are thirty similar beamspans. The beams are supported by concretepile bents. The pivot pier also rests onpiles.

The bridge is not particularly beautiful,but it does serve a most vital function incarrying heavy industrial traffic across therlver.

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Figure 28A. Swingtruss span, withseveral adjacentbeam spans.

Figure 28B. Plan ofswing span, showingmanner of movement.

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35

W"-J<:n-....l

JAMES RIVER BRIDGE

Type of Structure: Steel beam, girder andtruss bridge

Location: Rte 95 over James River in city ofRichmond

Date of Completion: 1958 (ramp additions in1976)


Roadway: 84 feet

Designer: D. B. Steinman

Prime Builder: U. S. Steel Corporation


Figure 29. Crossing of James River, looking south. The curved on-off rampsin the foreground were added in 1976.

00 36}..()

t-C"':)

Constructed for the Richmond-PetersburgTurnpike Authority, this heavily travelledbridge rises to a height of 75 feet abovemean high water. It consists of fifty-onespans ranging in length from 55 to 269 feet.The longest span, over railroad tracks on thenorth side, is a truss, and the other, shorterones are beams or girders. The piers are reinforced concrete shafts. Piers on the landportion of the bridge rest on short piles,~hile the piers in the water rest directly on

rock at the level of the river bed. Increased traffic demand necessitated theaddition of several connecting on-off ramps.

From an engineering point of view, themost difficult part of designing the structure was the involved positioning of the onehundred piers so as not to interfere with themany streets, tracks, and buildings in thepath of the bridge.

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n !lFigure 30. Plan of the north portion of the bridge, showing the original bridge

and ramps added (or to be added) at a later date. The ramps generatea complex multilevel structure.

37W-::lCJ"(

<.0

APPOMATTOX RIVER BRIDGE


84 feetRoadway:

Designer: Hayes, Seay, Mattern and Mattern(with Reynolds Metal Co.)

Prime Builder: Sanford Construction Company

Type of Structure: Aluminum box girder bridge

Location: Rte36 over Appomattox River inPetersburg



Figure 31. The unique aluminum bridge in Petersburg. The horizontal angleson the sides keep the web from buckling.

oWt- 38M

This single-span bridge lays claim to onefirst in the United States and to two firsts inVirginia. In the United States, it was the firstsheet aluminum bridge ever built. In Virginia,it was not only the first aluminum bridge, butalso the first to have lightweight concrete as adeck. Its unusual construction of thin stiffenedtriangular box girders was patterned after theconstruction of aluminum aircraft. Its weightis about one-quarter that of a conventionalsteel bridge. The superstructure was largelyprefabricated and erected full-length in single

box modules. The concrete deck was fieldplaced and acts compositely with the girders.

By contrast, these high technology boxgirders rest on old masonry abutments leftfrom the remains of an earlier steel trussbridge on the site. The masonry itselfbears on rock outcropping. This bridge,although not very large, is notable for itsinnovative technology and pleasing appearance.Unfortunately, the girders are difficult tosee from the roadway and many motoristscrossing the span are unaware of the uniqueness of the bridge they are riding on.

fl-...rIFigure 32. Cross section through the bridge, showing the novel triangular box

girders of aluminum. The deck is lightweight concrete.

39

W""1O"J,.....

ELIZABETH RIVER BRIDGE

Type of Structure: Double-leaf bascule bridge

Location: Rte 104 over South Branch of Elizabeth River in the city of Chesapeake



Roadway: 28 feet

Designer: Hardesty and Hanover

Prime Builder: Tidewater Construction Co.


Figure 33. Bascule bridge (also known as a drawbridge) shown in open position.

"1e.oI:-C'I":) 40

This bridge won the national Award ofMerit by the American I~stitute of SteelConstruction in 1962. Its 171-foot movableopening provides an open channel clearanceof 125 feet. Three composite steel spans of66 feet each lead to the movable span fromthe north, and two similar spans of 62 feeteach lead to the movable spans from the south.

The large piers flanking the bascule spanare reinforced concrete, supported by clusters

of piles. Supports for the other spans aresimple pile bents of reinforced concrete.Because of poor soil conditions, many ofthe piles had to be driven about 70 feet intothe river bottom.

In appearance, the bridge itself isnicely designed, although the general siteis less than scenic.

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Figure 34. Elevation of the bascule bridge, shown in closed position.

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41 env..:

MIDTOWN TUNNEL

Prime Builder: Diamond Construction Company


Type of Structure: Underwater tunnel

Location: Rte 58 under Elizabeth River between the cities of Norfolk andPortsmouth



Roadway:

Designers:

23 feet

Parsons, Brinckerhoff, Quadeand Douglas

---

.•1

Figure 35. East portal of Midtown Tunnel

~

e.Dr:-... 42c-r::>

Locally known as the Midtown Tunnel, thistunnel is the second to connect Norfolk withPortsmouth. (The Downtown Tunnel, completedten years earlier, was the first.) Exceptfor short portions near the portals,built bythe "cut and cover" method, the tunnel wasconstructed of eleven prefabricated steel andconcrete tubes. These sections, each approximately 300 feet long and 40 feet in diameter,

were sunk in prepared trenches under water.The tubes are protected by a 5-foot deepbackfilling of stone. At its deepest point,the tunnel is about 100 feet under meanwater level.

Construction took a period of twentyeight months.

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rl I Io 100 500 1000

Figure 36. Profile of the tunnel under the river. (Note that the verticalscale as drawn is ten times larger than the horizontal scale.)

43

W-JmCJt

HALE'S FORD BRIDGE

Type of Structure: Plate girder bridge

Location: Rte 122 over Smith Mountain Lakebetween Bedford and FranklinCounties



~,

~»e I 4 "r ""-t;.J 'Ie..t.. ' ·.""JII ". ,,-_.-II

Roadway: 24 feet

Designers: Hayes, Seay, Mattern and Mattern

Prime Builder: McDowell and Wood, Inc.


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e.o1:'-,C""':)

Figure 37. Bridge with the tall piers almost completely submerged in aboutone hundred feet of water.

44

Locally known as the Hale's Ford Bridge,(after an old-time resident named Hale), thisstructure is part of the Smith Mountain hydroelectric project financed by the AppalachianPower Company. The bridge consists of fivespans ranging from 182 to 234 feet in length.The main members are continuous steel plategirders, deepened or haunched over the supportsto resist greater bending forces at thesepositions. The piers of reinforced concrete

are unusually tall, because of the depth ofthe man-made lake at this location. Thepiers rest on rock within 30 feet of thelake bottom.

In 1963, the American Institute of SteelConstruction selected this bridge for anational Award of Merit for its generallyattractive design.

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Figure 38. Elevation of portion of the structure. Note the expansion jointin the girder of the center span.

45e..."""1<::t:l"'1

DOWNING BRIDGE


Overall Length: 5,605 feet Approximate Cost: $2,185,800

28 feet

Virginia Department of Highwaysand Transportation

Prime Builder: Diamond Construction Co.

Roadway:

Designer:

Multiple span bridge

over Rappahannock RiverEssex and Richmond Counties

Type of Structure:

Location: Rte 360between

Figure 39. View of bridge from the south bank.

OJc..DtM

46

Located in an area of early colonialhistory, this bridge is the second at the siteto be called the Thomas J. Downing Bridge.The first, now removed, was built in 1927.Thomas Downing was a State Senator fromLancaster County.

This long bridge consists of 101 spansvarying from 50 to 122 feet. All but three ofthe longest spans used prestressed concretebeams. The longest ones at the channel usesteel girders. The piers are bents of reinforced concrete, supported by piles driveninto the river bottom.

Whereas the first bridge had a swing spanto open the channel for navigation, the second bridge is fixed, with a high-level portionover the channel. A vertical clearance of50 feet from mean high water is provided.

The gentle curving of the roadway, bothhorizontally and vertically, contributes tothe attractiveness of this bridge. Unfortunately, the use of two different designs forthe pier bents is somewhat distractingvisually.

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n--r-lFigure 40. Elevation of the high-level portion of the structure.

47

W""'-Jenco

CHESAPEAKE BAY BRIDGE-TUNNELS

Prime Builders: Tidewater-Merritt-RaymondKiewitt and American BridgeCo.


Type of Structure: Bridge-tunnels

Location: Rte 13 across Chesapeake Bay between Virginia Beach and Northampton County


Overall Length: 17.64 miles, consisting offour bridges separated by twotunnels (5,738 and 5,450 ft.)and one causeway on FishermanIsland (8,329 ft.)

""c:L ... =Ff'"

Roadway:

Designers:

28 feet (bridges); 24 feet (tunnels)

Sverdrup and Parcel

Figure 41. Trestle portion of the Bay Bridge as seenfrom the south bank.

o 48t-r:-C"'?

This crossing is the longest bridge-tunnelstructure in the world. Of the total length,64,505 ft. are trestles consisting of prestressed concrete sections spanning 75 ft. between precast pile bent supports. Also 2,523precast prestressed concrete piles (as long as172 ft.) were driven into the Bay bottom. Theroadway lies about 30 ft. above the water. TheThimble Shoal Tunnel (5,738 ft.) and the Chesapeake Channel Tunnel (5,450 ft.) were made ofprefabricated steel and concrete tube sections(approximately 300 ft. long) sunk in preparedtrenches to depths as much as 100 feet belowmean low water. A 40 ft. minimum navigationalwater depth is provided over the tunels. Thetunnel portals are located on four' man-madeislands of sand and rock in about 40 ft. ofwater. The North Channel Bridge is 3,795 ft.

long and is fabricated of sixteen steel girderspans and one steel truss span. The truss spanprovides a navigational opening 300 ft. wideand 75 ft. high. The piers are reinforced concrete, supported on steel piles. The FishermanInlet Bridge is 465 ft. long, and consists ofthree steel girder spans. The center span of175 ft. provides 40 ft. of vertical navigationalclearance. The supports here are prestressedconcrete piles. An added feature is the Sea Gullfishing pier, projecting 625 ft. off the southThimble Shoal island. The entire project isincomparable in magnitude, and was given the "Outstanding Achievement Award for 1964" by the Consulting Engineers Council and the "OutstandingEngineering Achievement" by the ASCE in 1965.Three and a half years in the building, it isconsidered to be one of the seven wonders of themodern world.

FISHERMANISLAND

~ft

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Figure 42A. Overallplan of BridgeTunnel betweenVirginia Beach andNorthampton County.

Figure 42B. Crosssection throughthe Thimble ShoalTunnel. (The Chesapeake Channel Tunnelis similar.) Notethe protective covering of sand androck over thetunnel.

49 W-l-l~

INGLES FERRY BRIDGES

Type of Structure: Twin mUltiple span bridges

Location: Rte 81 over New River in MontgomeryCounty


Overall Length: 1,658 feet (southbound)1,600 feet (northbound)

Roadway: 29 feet (each)

Designers: Harrington and Cortelyou

Prime Builder: Bowers Construction Co.


Figure 43. Interstate crossing of New River. The girders are deeperat the supports as the bending forces are greater there.

,,1-r- 50r:-ev:>

Called the Ingles Ferry Bridge after an oldferry crossing at nearby Fort Ingles, thestructures consist of separate north- andsouthbound bridges, each with 10 spans ofwelded plate girders. The spans are continuous,except at the center and end piers. The spansrange in length from 133 to 176 feet, and 65feet of vertical clearance is provided abovemean high water.

The piers are of reinforced concrete andrest on spread footings.

The bridges are attractively designed andsited. The wide separation of the twin structures reduces the impact a bridge of this sizenormally would have on the landscape.

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Figure 44. Elevation of a typical portion of the bridge.

51W"""-l.....:I('...;

FLANNAGAN DAM BRIDGE

Roadway:

Designers:

Type of Structure: Dam bridge

Location: Rte 739 over John W. Flannagan Damin Dickenson County



24 feet

Tippetts-Abbett-McCarthy-Stratton

Prime Builder: Wiley N. Jackson Co.


Figure 45. Bridge crossing over the John W. Flannagan Damseen from the upstream side.

ocj1r:-- 52r-C"":>

This unusual bridge is the only one ofits kind in Virginia in that the highwaybridge is built as part of a dam. The superstructure is cast-in-place reinforced concrete with two 46-foot and four 50-foot spans.atop the dam. The reinforced concrete pierssupporting the bridge also support the movable

BRIDGE

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(Tainter) gates of the spillway. The solidpiers rest on rock, approximately 25 feetbelow ground.

The complex of bridge, dam, and reservoirwas constructed for the U. S. Army Corps ofEngineers as a flood control project in thatmountainous region.

n-.-.r-l

r~gure 46. Cross section through the bridge and dam, with the bridge portionshown in the upper left corner.

53

co'-1'-1c.n

BENJAMIN HARRISON MEMORIAL BRIDGE

Type of Structure: Lift span bridge

Location: Rte 156 over James River betweenPrince George and Charles CityCounties

Date ofi~Completion: 1967


Roadway: 26 feet

Designers: Hardesty and Hanover

Prime Builders: T. A. Loving Co. andBethlehem Steel Corp.


C"j,')

c-t- 54~

Figure 47. The Benjamin Harrison Memorial Bridge seen in raised position.

"The rise and fall of the Benjamin Harrison Memorial Bridge" might be an apt headingfor describing this structure. The major portion of the bridge is a 356 foot long steellift span truss that rides up and down onflanking steel truss towers to provide a vertical navigational clearance of 50 feet closedand 145 feet open. On each side of the liftspans are truss spans each 241 feet long,joined to the towers. Adjacent to the fixedtruss spans are single-span 114 foot longsteel girders.

The remaining forty-three approach spansfrom the north and eighteen approach spans from

the south are prestressed concrete beamsranging in length from 54 to 70 feet. Allpiers are concrete and rest on piles driveninto the river bed.

On February 24, 1977, a tanker rammed intothe pier supporting the north fixed truss andgirder, eventually causing the collapse of thepier, girder, truss, north tower and lift span.Repairs to this important bridge named aftera former governor of Virginia and president ofthe United States are expected to be completediri 1979 at a cost of about $4 million.

n r 111 11III

lill

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Figure 48. Elevation of the lift bridge in closed position.

55

W'-1'-1~_-r

JAMES RIVER BRIDGE

Prime Builder: Thomas M. Nunnally Co.


Type of Structure: Multiple span bridge

Location: Rte 501 over James River betweenAmherst and Bedford Counties



Roadway:

Designer:

24 feet

R. W. Schwartz

Figure 49. Portion of the unusual "see-through" bridge, with the decklifted off the support girders.

56OJI:t-M

Located in a very scenic valley, thisbridge sits aWKwardly across the river, but inan unusual way. The northern half of thestructure oonsists of two deep steel girderspans of 159 feet each, while the southernhalf consists of three shallow steel girdersranging in length from 80 to 92 feet. Evenmore unusual are the transverse steel beamssupporting the roadway, which rest on top of

the girders, giving the bridge a "see-through"appearance.

The piers are reinforced concrete restingdirectly on rocK at the river bottom.

In part, the odd design of the bridge isbecause of the several extensive modificationsto the original bridge built in 1921.

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n.r:Figure 50. Elevation of part of the structure. Steel beams, placed

transversely, separate the roadway from the longitudinal

girders.

57

W-.:l-.:lW

..",

SLANT-LEG BRIDGES

Type of Structure: Twin rigid frame bridges

Location: Rte 64 over Rte 250 in AlbemarleCounty




Designers: Hayes, Seay, Mattern & Mattern

Prime Builder: Moore Bros. Co.


Figure 51. Twin slant-leg bridges on Rte 64.

c') 5800t-M

These adjacent bridges are the first slantleg, steel rigid frame highway structures constructed in Virginia. Through welded connections between the legs and the horizontalspanning beams, the depth of the beams is reduced. The horizontal distance between thebases of the legs is 137 feet, which providesample pier-free clearance across a four-laneundivided highway. The bridges are on a 15degree skew and a slight grade.

Because of the uniqueness of the design, .special attention was paid to both the engineering analysis and esthetics of thesebridges. As a result, these handsomestructures were given the top award forinnovative engineering projects in Virginiaby the Consulting Engineers Council ofVirginia in 1970.

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Figure 52. Elevation of bridge. Note specially shaped foundations at legsto resist horizontal forces.

59

W-...:I00J-t.


Roadway:

Designers:

Type of Structure: Double-leaf bascule bridge

Location: Rte 64 over Southern Branch ofElizabeth River in the city ofChesapeake



62 feet

Hayes, Seay, Mattern & Mattern(with J. E. Greiner, Co.)

Prime Builders: Diamond Construction Co.


~

Figure 53. Double-leaf bascule bridge in open position.

".1 6 000tM

:"":>00I:M

SMITH CREEK BRIDGES

Type of Structure: Twin girder bridges

Location: Rte 64 over Smith Creek in the cityof Clifton Forge


Overall Length: 606 feet (westbound);609 feet (eastbound)


Designers: Brockenbrough & Watkins

Prime Builder: Paramount Pacific, Inc.


Figure 55. Rte 64 bridge over Smith Creek.

62

The bridge consists of thirty-nine fixedspans ranging in length from 49 to 146 feetand one movable span 280 feet long. Thefixed spans are steel beams on girders supported by relatively slender reinforcedconcrete piers, which in turn are supportedby piles driven into the river bed. Thesteel double-leaf bascule, or draw, span,when open, provides an unobstructed horizontal clearance of 125 feet. When closed,

the vertical clearance above mean highwater is 65 feet. The two large piers supporting the movable span are of reinforcedconcrete and are supported by clusters ofpiles.

This structure is the only bridge inthe U. S. on the national interstate highway system to have a draw span. In 1970,the bridge won the Award of Merit forMovable Span Bridges of the American Institute of Steel Construction.

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Figure 54. Elevation of movable portion of the bridge shown in closed position.

61

These bridges span a deep ravine, whichnecessitates reinforced concrete piers about100 feet tall, resting on rock. The superstructure of each bridge consists of threecontinuous steel girder spans, two of approximately 183 feet, and one of approximately 241feet. The girder depth is kept to a minimumby use of continuity as well as composite

action between the girders and the deck slabof reinforced concrete.

Although sUbtley expressed, the roadwaysare on a vertical grade, a horizontal curve,and at a skew. Overall the visual effect ofthese twin bridges, located in scenic andmountainous terrain, is rather dramatic.Nearby on Rte 64 over the Jackson River isanother pair of scenic bridges similar tothese two.

n r 1o 10 50 100

Figure 56. Elevation of structure. Note the unusually tall piers.

63 W-..:I00c,n

CLAYTOR LAKE BRIDGE


28 feetRoadway:

Designers: Virginia Department of Highwaysand Transportation

Prime Builders: McDowall and Wood, Inc.


Location: Rte 672 over Claytor Lake inPulaski County



Figure 57. Bridge across Claytor Lake. The tall piers are shown submerged.

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The construction of this bridge was somewhat novel. Prior to damming of the man-madelake, the piers of reinforced concrete werebuilt "in the dry". The piers rest directly onrock very close to the surface of the ground.After the lake was flooded, the steel girdersuperstructure spans were floated out to thepiers on barges and placed in position. Thereare eleven spans ranging in length from 64 to157 feet. The girders are made of rust

inhibiting "weathering" steel which does notneed painting. The natural dark iron oxidecoloring contrasts attractively with thelight color of the concrete parapet.

The bridge appears almost to float on thesurface of the lake, although the submergedpiers are about 70 feet high. The verticalclearance of 7 feet is only enough for smallboats.

I I

.: -: :: .. ':.' .": :". '.' '..:: ", :,' :.:: ..;: ..: \.' .. ::'.:: :.,' .": ',>:':",: ':':." .:.:: '. '.: -:. :..:-:':' ". '.' ""'.":::'~ ':<' '.':": ":.':.' ' :.~ .. ':".:": ~>:. :::' '.:':.' ~::-,-'~ -.:~..::.:: .:; .'.:.'.<',;..':.::.: ~',,: .'.:. ' "'.' ".:: .. :':': ':'.

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n I Io ro ~ 100

Figure 58. Typical portion of the elevation of the bridge.

65

W'-l00.--.1

SHIRLINGTON CIRCL~ PEDESTRIAN BRIDGE

Pathway:

Designers:

Type of Structure: Pedestrian bridge

Location: Over Rte 95 at Shirlington Circlebetween cities of Arlington andAlexandria



10 feet

Howard, Needles, Tammen &Bergendoff

Prime Builder: Majac Co.


OJentM

Figure 59. Pedestrian bridge across the heavily trafficked Rte 95. Overhead wirescreening is for the protection of motorists below against objectsthrown from the bridge.

66

This pedestrian and bicycle bridge is thelargest and most expensive in the state. Builtfor the Department of Highways and Transportation, it spans six separate heavily used roadways and connects a large apartment complex onthe east and a shopping center on the west.There is a U-shaped ramp on the east side and

an L-shaped ramp on the west. Crossing thehighway are eight steel beam spans ranging inlength from 70 to 129 feet. The piers are ofreinforced concrete and are supported by piles.A 30-foot vertical clearance is provided overRte 95. For safety, high chain link fencerailings guard the pathway.

Figure 60A. Plan of ramp at eastend.

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- IF""'" '~·w••,... ---- ---- - olf

Elevation of ramp ateast end.

Figure 60B.

67

W-l00W

BIG WALKER MOUNTAIN TUNNELS

Roadway:

Designers:

Type of Structure: Twin underground tunnels

Location: Rte 77 through Big Walker Mountainin Bland County



26 feet (each)

Singstad, Kehart, November andHurka

Prime Builders: C. J. Langenfelder & Son,Inc. and Raymond International,Inc.


Figure 61. South portal of Big Walker Mountain Tunnel.

Co 68CJ)r:-C"?

The tunnels, over 2,800 feet above sealevel, pass 800 feet under the crest of themountain. The separate east- and westboundtunnels were constructed by removing the rockwith a battery of pneumatic drills that took

. fifteen months to penetrate the mountain.The drilled bores were then lined with overtwo feet of reinforced concrete. The tunnels

are well ventilated by large air ducts abovethe roadway. Special ventilation buildingsare located at each portal.

Unlike large bridges, these tunnelshave little visual impact. Nonetheless, theyare dramatic works of engineering.

Figure 62A. Profile of tunnelthrough BigWalker Mountain.

Figure 62B. Crosssection throughone- of thetunnels.

BIg walker Mtn.~ rl I Io 100 500 1000

fl...L!69 W

-.:lWr-....

STAUNTON RIVER BRIDGES

Type of Structure: Twin· girder bridges

Location: Rte 29 (Bypass) over Staunton(Roanoke) River between Campbelland Pitt sylvania Counties




Designers: American Engineers

Prime Builder: English Construction Co.


Figure 63. Scenic view of twin bridges on Rte 29. Note the unusual symmetryof the landscape as well as the structures.

C"lenr:- 70M

These bridges are cleanly and attractivelydesigned as four-span, continuous steel plategirder structures. On both structures, thetwo center spans are each 148 feet and the twoend spans are each 123 feet. Haunches overthe piers give the superstructure the suggestion of arches. The piers are well shaped Tpiers of reinforced concrete resting on spreadfootings.

The north- and southbound bridges areseparated by a distance of several hundredfeet, which minimizes the intrusion of thebridge into the rural landscape. Overallthese bridges are esthetically well designedand nicely sited.

n r Io 10 50 100

Figure 64. Elevation of the southbound lane bridge. The northboundlane bridge is similar.

71

W-.::lc.occ

MANCHESTER BRIDGE

Roadway:

Designers:


Location: 9th Street over James River incity of Richmond



110 feet (with 14-foot median)

Howard, Needles, Tammen &Bergendoff

Prime Builders: Saltsman Construction Co.,Central Contracting Co., andRobert A. Smith, Inc.


Figure 65. Manchester Bridge in Richmond,looking north.

'C;'1

en 72r:-M

Locally known as the Manchester Bridge,(after the section of Richmond called Manchester and served by the bridge), this structure replaced an old bridge built in 1873. Asearly as 1913, planning was under way for areplacement bridge. However, due to a succession of problems, the replacement bridge wasnot to be built until 60 years later.

This unusually wide structure consists oftwenty-two spans ranging in length from 94 to153 feet and made of steel plate girders. Thepiers are relatively thin, gracefully shaped

arch frames of. reinforced concrete, supportedon rock at the bed of the river. At its highestpoint, the bridge stands 110 feet above thewater. The raised median is unusual in thatit serves the purposes of dividing traffic, andproviding a pedestrian walkway and a bay forutilities.

The bridge is both a functional andesthetic asset to the city.

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Figure 66. Overall plan of bridge crossing James River.

73Co.:>"'J~

c.n

MIXING BOWL

Type of Structure: MUltiplex of twenty-threebridges

Location: Along Rte 95 in Arlington County


Overall Length of Project: 1.08 miles

Roadways: 34 to 100 feet

Designers: Howard, Needles, Tammen &Bergendoff

Prime Builders: Shirley Constructors

Approximate Cost: $51,500,000 (includingconnecting roadwork)

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Figure 67. Aerial view of the "Mixing Bowl" interchange near the Pentagon.

74

Known as the "Mixing Bowl" because of theinterlacing of numerous highways, roads, andramps, this complex of bridges represents aremarkable engineering accomplishment. As theconstruction time extended over four years,much of the building had to be done whilemaintaining a heavy volume of vehicular trafficin a congested area. The bridges have avariety of skews, horizontal and verticalcurves, grades, and superelevations. Seven

involve three-level crossings. The bridgesare all of steel beams or girders with reinforced concrete piers and abutments supported by piles.

This section of construction on theHenry G. Shirley Memorial Highway stands asthe most expensive mile of bridges in thestate.

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r:hnoFigure 68. General plan of the complex of bridges and ramps.

75W'-lc.::;,).'1

CARTERSVILLE BRIDGE

Type of Structure: Steel bridge, with remainsof old timber bridge

Location: Rte 45 over James River betweenGoochland and Cumberland Counties



Roadway: 34 feet

Designers: Virginia Department of Highwaysand Transportation

Prime Builder: W. W. Warsing Construction Co.


OJent- 76M

Figure 69. The new Cartersville Bridge in the background, with the remainsof the old bridge in the foreground.

The steel bridge is a plate girder structure of eight equal lIB-foot spans supportedby reinforced concrete piers. The piers restdirectly on rock at the bed of the James River.Although a generally attractive bridge, it isnotable for being adjacent to the remnantsof an early timber truss bridge constructedaround 1886, and called the Cartersville

Bridge because of its proximity to the cityof Cartersville. The piers of the timberbridge are of heavy stone construction. Thetimber bridge remained in service until 1972,when several spans were destroyed in a flood.The two end spans of the old bridge are preserved at their original locations forhistorical interest.

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rLrI01025 50

Figure 70. Portion of the elevation of the steel bridge.

77W-.Jc.o<:D

COLISEUM MALL FLYOVER

Roadway:

Designers:

Type of Structure: Flyover bridge

Location: Ramp over Rte 258 and ColiseumDrive (near Rte 64) in the city ofHampton



18 feet

Wilbur Smith and Associates

Prime Builders: Luke Construction Co.


c.:.))

Figure 71. Curved ramp over Rte 258 (Mercury Boulevard), showing the visualsimplicity and grace of the structure.

00 78~

This single-lane flyover is on a verticalcurve, superelevation, and sharp horizontalcurve. The ramp consists of six spans rangingfrom 64 to 114 feet in length. The piers aresingle circular piers of reinforced concreteresting on prestressed concrete piles. A

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notable feature of the superstructure is itsconstruction as a double-cell box girder ofreinforced concrete.

The combined curves and clean lines of thisstructure make it an unusually attractive bridge.

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Figure 72. Typical cross section of the box girder through the ramp.

79 co00:.:::>~

LAUREL CREEK BRIDGES

Type of Structure: Twin girder bridges

Location: Rte 77 over Laurel Creek in BlandCounty




Designers: Harrington and Cortelyou

Prime Builders: R. G. Pope Construction Co.and Saltsman Construction Co.


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Figure 73. Rte 77 bridge over Laurel Creek in mountainous Bland County.

80

Located in mountainous terrain, the northand southbound lane bridges are practicallyalike. They each have three spans of weldedsteel plate girders ranging in length from 191to 231 feet. The two central piers of reinforced concrete are impressively high, about125 feet. The piers rest on rock, approximately at the level of the creek bed. The endabutments, however, rest on soil and rock fillalmost 135 feet deep.

Unusual is the manner in which the centergirders (200 feet long) were placed in position. These girders were placed on the valleyfloor beside the central piers and then simultaneously jacked up by rods hung from the piercaps to the desired position.

It is unfortunate, esthetically, that thelong girder spans on the north ends do not matchthe other girders, which results in a jog in thebottom flanges .

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n.. J 1o 10 50 100

Figure 74. Elevation of the bridge with its unusually tall piers.

81

cc00occ

NEW RIVER BRIDGES

36 feet (each)Roadway:

Designers:

Type of Structure: Twin multiple span bridges

Location: Rte 460 over New River (near Ripplemead) in Giles County



Virginia Department of Highwaysand Transportation

Prime Builders: McDowall and Wood, Inc.


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Figure 75. Twin bridges over New River. Note the pleasing visual effectof the vertical curve of the roadway.

82

These bridges constitute the longest single group of continuous steel girder spans onany highway bridge in Virginia. For both theeast- and westbound lanes, the end spans are125 feet each and the other six spans are 170feet. The piers are of reinforced concreteand resting on spread footings on rock.

Within sight of this bridge to the northstill stands (as of 1977) an abandoned multiplearch bridge of reinforced concrete built in1934.

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Figure 76. Elevation of the centr.al portion of the bridge over water.

83 cc00::::>C)1

BEAVER DAM CREEK BRIDGE

Type of Structure: Glue laminated timberbridge

Location: Tour Road over Beaver Dam Creek InColonial National Historic Park atYorktown



Roadway: 16 feet

Designers: Federal Highway Administration

Prime Builders: Bishop & Settle ConstructionCo. and Koppers Company ,Inc.


':..;;)C)00M

Figure 77. Glued laminated timber bridge scenically placed in Yorktown Battlefield.

84

This highway bridge, built for and maintained by the National Park Service, is thefirst in Virginia to be made of glue laminatedwood. All the timber superstructure members,as girders and deck panels, were prefabricatedand erected as a package. It is actually athree-span girder bridge, with 11 foot long endspans and a 50-foot center span. The piers aretimber pile bents. All the wood is treated

with creosote to deter environmental deterioration and the deck is surfaced with asphaltto resist wear.

The low wheel guard, also of glue laminatedwood, presents an attractive low profile to thebridge. This wood structure, set in a secludedwooded area, blends harmoniously with itssurroundings.

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Figure 78. Cross section through the bridge. Tfie--pile bents are )~9catedinconspicuously near the end abutments.

85

w00o-J

EAST RIVER MOUNTAIN TUNNELS

Type of Structure: Twin underground tunnels

Location: Rte 77 through East River Mountainin Bland County




Designers: Michael Baker, Jr., Inc.

Prime Builders: Ball and Healy ConstructionCo.


0-:>'-00C'l"',)

Figure 79. South portal of the East River Mountain Tunnel.

86

Located about 2,500 feet above sea level,these tunnels pass approximately 1,200 feetunder the crest of the mountain. Their construction is similar to the tunnels on thesame route 18 miles south at Big Walker Mountain, in which the bores are reinforced withreinforced concrete walls over 2 feet thick.

Because the northern parts of the East

River Mountain tunnels are located in thestate of West Virginia, over $11 millionof the construction money was paid for byWest Virginia. Maintenance, however,is byVirginia.

This tremendous engineering undertakinghas made these twin highway tunnels theseventh longest in the United States.

EAST RIVER MOUNTAIN

Figure 80A. Profile of tunnelthrough East RiverMountain.

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WALKWAY

Figure 80B. Crosssection throughthe twin tunnels.

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87

cc00ow

JAMES RIVER BRIDGE

Type of Structure: Trestle bridge with liftspan

Location: Rte 17 over James River between thecity of Newport News and Isle ofWight County

Date of Completion: 1975 (except for newlift span)

Overall Length: 4.31 miles

Roadway: 32 feet

Designers: Parsons, Brinckerhoff, Quade andDouglas

PrirneBuilders: Tidewater-Raymond-Kiewit

Approximate Cost: $16,135,000 (excluding thenew lift span)

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Figure 81. South portion of the new bridge on Rte 17 across the James River.88

Except for the lift span section, thisunusually long bridge is on concrete pilebents or trestles, with the majority at lowlevel spaced 7S feet apart. On the two highlevel portions of the bridge, the trestles arespaced up to 120 feet apart. The superstructure spans on the trestle~ are prestressedconcrete girders precast integrally with theconcrete deck. This is the first use of suchconstruction on any bridge in Virginia. Theseprecast sections were floated to the site for

erection directly onto the bents. The newlift span portion (yet to be completed asof 1977)is a steel truss 41S feet long supported by flanking steel truss towers.

Until such time as the new lift span iscompleted, traffic crosses over to the old adjacent lift span bridge. A 1,SOO-foot sectionof the north end of the old adjacent trestlebridge also has been left standing to serveas a fishing pier .

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Figure 82. Proposed elevation of the central lift span portion of the new bridge.89 w

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KINGSMILL CREEK BRIDGE

Type of Structure: Delta-leg Bridge

Location: Mount's Bay Road over KingsmillCreek in "Kingsmill on the James"<off Rte 60 near Rte 199) in JamesCity County



Roadway: 24 feet

Designers: Fraioli-Blum-Yesselman Assoc., Inc.

Prime Builder: Sandford Construction Co.


Figure 83. Overall view of the award winning bridge over Kingsmill Creek.C'l.,....-,·i

00 90~

Built for private owners, Busch Properties,Inc., this multiple delta-leg bridge is madeof weathering steel which requires no painting.The natural rust coloring of the steel, alongwith the tan colored concrete deck, combine toblend harmoniously with the natural wooded andwatery setting.

The steel is continuous across the five

spans that range from 67 to 99 feet in lengthand is continuous with the support legs. Thelow profile piers are of reinforced concreteand are supported by piles.

This handsome bridge won the Prize BridgeAward of the American Institute of Steel Construction in 1976.

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Figure 84. Cross section of the superstructure of the bridge. Note the concreteprotection barrier between the sidewalk and the roadway.

91 cc00;.......cc

HAHPTON ROADS BRIDGE-TUNNEL

Roadway:

Designers:

Type of Structure: Bridge-tunnel (southbound)

Location: Rte 64 across Hampton Roads betweenthe cities of Hampton and Norfolk


Overall Length: 3.48 miles:3,226 feet (northbridge); 5,925 feet (southbridge); 7,315 feet (tunnel)

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~'. 9200Cf'.)

40 feet (bridge); 26 feet (tunnel)

Parsons, Brinckerhoff, Quade, andDouglas

Prime Builders: Tidewater-Raymond-Kiewit andDiamond Construction Co.


Figure 85A. North portal of the secondHampton Roads Tunnel.

Figure 85B. Bridge approach to the secondtunnel, looking south.

Because of increased traffic demand, asecond crossing at Hampton Roads had to beconstructed. The first two-way crossing,completed in 1957, became one-way northboundand the new crossing was made southbound.Basically, the second bridge construction wassimilar to the first, with prestressed concrete girders resting on concrete pile bentsspaced 75 feet apart (with several at 50 feet).The tunnel construction also was similar tothe first, with both portals being located onman-made islands. Prefabricated steel and

concrete tunnel sections, roughly 300 feetlong, were laid into prepared trenches inthe Bay bottom. At its lowest point, thetunnel is approximately 108 feet below meanwater level, which provides a water channeldepth of 60 feet for navigation.

Just south of the crossing on Rte 64 isthe Willoughby Bay Bridge (constructed withthis new bridge-tunnel) that further extendsthis extensive project.

Figu~e 86A. Profileof the second HamptonRoads Tunnel.

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Figure 86B. Typicalcross sectionthrough the tunnel.

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93 ce00:-0.c.n

MAURY RIVER BRIDGES

Type of Structure: Twin delta-leg bridges

Location: Rte 64 over Maury River in Rockbridge County'


Overall Length: 845 ft. (each)


Designer: Joseph K. Knoerle

Prime Builder: Crowder Construction Co.


CD,-:00C"'?

94

Figure 87. Eastbound span over Maury River. The adjacent westbound span is similar.

These twin steel structures spanning adeep valley are dramatically impressive. Eachend span (from abutment to piers) is about 183feet, and the center spans (between piers) areeach 240 feet. The actual girder spans areconsiderably reduced by virtue of the deltaleg supports springing from the piers, whichmakes for a graceful Superstructure. Theentire superstructure is one rigid frame weldedtogether(except for field connections of high

strength steel bolts). The only expansionjoints are at the end abutments.

The legs are supported by solid reinforced piers resting on rock, just below theground surface.

The roadways,on a relatively steep 5%grade, soar approximately 150 feet above theriver .

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Figure 88. Elevation of the high-level, delta-leg bridge on Rte 64.n--r-r

95ccCOf-I..-:J

KING MEMORIAL BRIDGE

Prime Builders: Moore Brothers, Inc., RobertA. Smith Co., and CentralContracting Co.


Type of Structure: Box girder bridge

Location: Rte 33 over Shockoe Valley (LeighStreet Viaduct) in the city ofRichmond


Overall Length: 2,151 ft.

Roadway:

Designers:

87 feet

Parsons, Brinckerhoff, Quade andDouglas

OJ

Figure 89. The Martin Luther King, Jr. Memorial Bridge as seen lookingtoward downtown Richmond.

.,....: 9600M

This bridge is named after Martin LutherKing, Jr., the well-known civil rights leader.

In plan, the bridge is basically S shaped,passing over three streets, an interstate highway, and ten sets of railroad tracks. It isthe first continuous steel box girder bridgebuilt in Virginia. The superstructure is constructed of eleven-spans ranging in lengthfrom 125 to 282 feet. Many of the box girderswere fabricated on a horizontal curve to conform with the curved path of the roadway.

Supporting the superstructure are tensets of hollow reinforced concrete piers,trumpet-shaped and textured for estheticreasons. Steel piles support the piers.

Flanking the roadway on each side arewell-protected sidewalks for pedestrians.

Overall, the bridge combines difficultand advanced technology with a serious concern for esthetics.

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Figure 90. Typical cross section through the bridge.

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97

cc00,......t:.D

SLANT-LEG BRIDGES

Twin rigid frame bridges

over Rte 77 in CarrollType of Structure:

Location: Rte 705County

Date of Completion:

Overall Length: 198

1977

feet (each)



Prime Builders: Pendleton Construction Corp.


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Figure 91. Bridge on southbound lane of Rte 77. Bridge overnorthbound lane is similar.

98

These bridges are the first slant-legbridges constructed of reinforced concrete inthe state. The horizontal distance betweenthe base of the legs is approximately 110 feet;however, by virtue of the slant of the legs,the center span of the concrete girders isreduced to 87 feet. The end spans are each54 feet. The legs and the girders are constructed monolithically.

The foundations under the legs rest onfirm soil and are specially shaped to resistboth the downward and horizontal forces of thelegs.

The bridges are on a relatively large skewof 30 degrees and on a slight vertical curve.

The overall design of the structures isboth functional and visually pleasing.

~ "~;~ i ·"41v>AJ)A6't&'X(6;t&>tw>X&>A(Y'Aw\('>AiWJ(h'(~~ )-0""-", , ,'0:ijYJAv/I\,V"II\\y/..,v/1\ """"1I71('V I"" i .....

~.. ~II . I ..:~, ..».......... ...... ........ /-..,,-' ",~".",./

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n-nFigure 92. Elevation of the reinforced concrete slant-leg bridge over SBL of Rte 77.

99

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WAYSIDE PEDESTRIAN BRIDGE

Type of Structure: Plastic pedestrian bridge

Location: Over stream a~ Rest Area on eastbound lane on Rte 66 in WarrenCounty



Pathway: 6 feet

Designer: F. C. McCormick

Prime Builder: Virginia Department of Highways and Transportation


~1

~ Figure 93. Plastic bridge as seen after fabrication, but prior to field erection.00~ 100

This small but unique bridge is the firston any highway system in Virginia or the UnitedStates to be made almost entirely of reinforcedplastic. The superstructure consists basicallyof three single-span, triangular box truss girders positioned side by side. On the upper deckis 3 inches of concrete for structural reinforcement and for wear resistance. All othersuperstructure members are made of glass reinforced plastic. Thin solid panels of reinforced plastic (nonstructural) on the sidesand bottom of the girders are added as pro-

tection for the box trusses.

The abutments are of conventional reinforced concrete on spread footings. It isunfortunate, however, that the old-fashionedwooden railings are incompatible with thesuperstructure.

The structure is experimental and itsbehavior is being monitored by the VirginiaHighway and Transportation Research Council.

n-nFigure 94. Cross section through the reir.forced plastic superstructure.

101

w00Nc:...:


Type of Structure: Multiple span beam andgirder bridge

Location: Rte 164 over Western Branch ofElizabeth River in the city ofPortsmouth



Roadway: 87 feet (42 feet eastbound)


Prime Builder: T. A. Loving Co.


Figure 95. North end of bridge seen under construction.

-::::.'1N00 102M

Only the two eastbound lanes have beenconstructed as of 1977, with constructionproceeding on the westbound lanes. However,two-way traffic can be able to traverse thebridge with east- and westbound traffic movingin single lanes. The bridge, built on a horizontal curve, consists of thirty-four spansranging in length from 74 to 160 feet. Thethree largest spans, located at the channel,are made of steel girders. Two are 120 feetin length and one is 160 feet. All other

spans are made of prestressed concrete beams.The longest beams are 115 feet, which makesthem the longest prestressed concrete beamson any bridge in Virginia.

The thirty-three piers are of reinforcedconcrete and are supported by piles. At thechannel, the high-level bridge provides anavigational clearance of 100 feet horizontallyand 46 feet vertically above mean high water.

-":" ~.:,,':,;.,; ··:'.frIL~ >':'~'::~ :.: ",:,,:, '), '; ':'~~ ~ ::>":/fIb\'; ~- ,""o':":~"'::':.:"

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III

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. II I' " ;i Ii ;\II II \1 II : II " I, 1\I, 'U' II II I lUI II I, I,LI U IJLi LlUI1

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Figure 96. Elevation of the central high-level portion of the bridge.

103 w00NCJI

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'

ACKNOWLEDGEMENTS

A study as comprehensive as this one innature certainly could not be possible without the willing help and cooperation of manypeople familiar with the bridges and tunnelsin Virginia. Particular note is made of thefollowing individuals.

J. N. Clary, Bridge Engineer (Retired),for his historical overview of thesubject.

F. G. Sutherland, Bridge Engineer, andJ. M. McCabe, Jr., Assistant BridgeEngineer, for their cooperation inproviding drawings and other information.

The district engineers and district bridgeengineers for their help in selectingstructures in their particular construction districts. These respectiveofficials were:

J. F. Turner and W. T. Ramey in Bristol;D. B. Hope and F. L. Prewoznik in Cul

peper;H. L. Chryssikos and R. H. Morecock

in Fredericksburg.D. H. Gaulden, Jr. and R. W. Schwartz,

tn Lynchburg;L. E. Brett, Jr. and J. A. Tavenner in

Richmond;M. E. Wood, Jr. and D. V. Cranford in

Salem;P. F. Cecchini and L. L. Misenheimer

in Staunton;J. T. Warren, former District Engineer,

and D. G. Hagwood, former DistrictBridge Engineer in Suffolk.

T. O. Edick, Regional Engineer for the FederalHighway Administration, for providing information on projects of the NationalPark Service.

S. B. Smith, District Engineer, U. S. Corps ofEngineers, for providing plans for theJohn W. Flannigan Reservoir bridge.

A. Shishman of Fraioli-Blum-Yesselman Assoc. ,Inc., for providing plans and other information on the bridge they designed forKingsmill.

G. C. Wingfield, City of Richmond Bridge Engineer, for providing several old drawings.

C. P. Albus, H. P. Farber, and J. Clough of theDepartment for their assistance in securingdrawings, photographs and other documents.

W. T. Heath, Jr., Photography Supervisor of theDepartment, for providing many of the photographs.

P. D. Hughes, Staff Photographer of the ResearchCouncil, for processing all of the photographs.

C. W. Burton, former Graduate Assistant of theResearch Council, for his help in locatingmany old drawings and records.

R. Reames, Student Assistant of the Council, forhis skillful delineation of the line drawings in this report.

105w00N-J

Others as J. Kennedy, J. Vanderberry, andH. Craft of the Council for theirassistance in the preparation of thisreport are also not forgotten.

OJ 106CQ.00M

APPENDIX I

LISTS OF NOTABLE BRIDGES AND TUNNELS BY REGION

Northern Virginia

1. Double bridges on Rte 340 over North andSouth Forks of Shenandoah River in WarrenCounty (1941).

2. Pedestrian bridge over Rte 95 at Shirlington Circle (between cities of Arlingtonand Alexandria) (1973).

3. Multiplex of bridges at Rte 95 in city ofArlington (1974).

4. Plastic pedestrian bridge at wayside reststop on Rte 66 in Warren County (1977).

Eastern Virginia

1. Movable bridge on Rte 634 over Cat PointCreek in Richmond County (1934).

2. Bridges and tunnel on Colonial NationalMemorial Parkway between Yorktown andJamestown (1942).

3. Triple deck bridge on Rte 13 (Business)over Norfolk & Western Railroad and Rte460 in Chesapeake (1949).

4. Truss bridge on Rte 17 over York River between York and Gloucester Counties (1952).

5. Bridge-Tunnel on Rte 337 under ElizabethRiver between Norfolk and Chesapeake (1952).

6. Bridge-Tunnel on Rte 64 at Hampton Roadsbetween Hampton and Norfolk (1957).

7. Truss bridge on Rte 3 over RappahannockRiver between Lancaster and MiddlesexCounties (1957).

8. Movable bridge on Rte 33 over Pamunky Riverin New Kent County (1957).

9. Movable bridge on Rte 104 over South Branchof Elizabeth River in Chesapeake (1962).

10. Tunnel on Rte 58 under Elizabeth River between Norfolk and Portsmouth (1962).

11. Multiple span beam bridge on Rte 360 overRappahannock River between Essex and Richmond Counties (1964).

12. Bridge-Tunnels on Rte 13 over ChesapeakeBay between Virginia Beach and NorthamptonCounty (1964).

13. Movable bridge on Rte 64 over South Branchof Elizabeth River in Chesapeake (1969).

14. Flyover over Rte 258 near Rte 64 inHampton (1974).

107 W00~

I:..C>

15. Timber bridge on Tour Road over Beaver Dam 6.Creek in Colonial National Historic Parkat Yorktown (1975).

16. Delta-leg bridge on Mount's Bay Road over 7.Kingsmill Creek in "Kingsmill" developmentoff Rte 60 near Rte 199 (1975).

17. Multiple span beam bridge on Rte 17 across 8.the mouth of James River between NewportNews and Isle of Wight County (1975).

9 .18. Bridge-Tunnel on Rte 64 at Hampton Roads

between Hampton and Norfolk (1976).10.

19. Multiple span beam and girder bridge onRte 164 over West Branch of Elizabeth Riverin Portsmouth (1978). 11.

Central Virginia

Lift bridge on Rte 156 over James Riverbetween Prince George and Charles CityCounties (1967).

Steel girder bridge on Rte 501 over JamesRiver between Amherst and Bedford Counties(1968).

Slant-leg steel bridge on Rte 64 over Rte250 in Albemarle County (1969).

Girder bridge on Rte 64 over Smith Creekin Clifton Forge (1971).

Multiple span girder bridge on 9th Streetover James River in Richmond (1973).

Girder bridge on Rte 45 over James Riverbetween Goochland and Cumberland Counties(1974).

1. Truss bridge on Rte 15 across James Riverbetween Fluvanna and Buckingham Counties(1934).

2. Concr€te arch bridge on Rte 60 over theChesapeake & Ohio Railroad, north of JamesRiver in Richmond (1934).

3. Multiple span arch bridge on Rte 1 acrossJames River in Richmond (1936).

4. Multiple steel girder span on Rte 95 overJames River in Richmond (1958).

5. Aluminum bridge on Rte 36 over AppomattoxRiver in Petersburg (1961).

108C'~

00~

12. Delta-leg bridges on Rte 64 over MauryRiver in Rockbridge County (1976).

13. Box girder bridge on Rte 33 over ShockoeValley in Richmond (1976).

South-Central Virginia

1. Multiple span bridge on Rte 304 over DanRiver in Halifax County (1950).

2. Steel girder bridge on Rte 122 over SmithMountain Lake between Bedford and FranklinCounties (1963).

3. Steel girder bridges on Rte 29 (Bypass)over Staunton (Roanoke) River between Campbell and Pitt sylvania Counties (1973).

Western Virginia

1. Multiple concrete arch bridge on old Rte460 over New River in Giles County atRipplemead (1934).

2. Girder bridges on Rte 81 over New River inMontgomery County (1965).

3. Bridge over dam on Rte 739 at John W. Flannagan Reservoir in Dickenson County (1966),

4. MUltiple span girder bridge on Rte 672 overClaytor Lake in Pulaski County (1972).

5. Tunnels on Rte 77 through Big Walker Mountain in Bland County (1973).

6. Multiple span steel girder bridges over NewRiver in Giles County near Ripplemead(1974).

7. Girder bridges ~n Rte 77 over Laurel Creekin Bland County (1974).

8. Tunnels on Rte 77 through East River Mountain in Bland County (1975).

9. Slant-leg concrete bridgeson Rte 705 overRte 77 in Carroll County (1977).

109

w00W~ ....

2£8£·

APPENDIX II

LIST OF BRIDGES AND TUNNELS NAMED BY THE GENERAL ASSEMBLY OR THESTATE HIGHWAY AND TRANSPORTATION COMMISSION

ALTIZER BRIDGE: Route 8 over Little River atthe Floyd-Montgomery County Line.

W. N. ANGLE MEMORIAL BRIDGE: Business Route220 over the Norfolk & Western Railroad inRocky Mount, Franklin County.

APPOMATTOX BRIDGE: Route 1-301 over AppomattoxRiver at the Colonial Heights-Petersburg CityLimits.

JAMES V. BICKFORD MEMORIAL BRIDGE: Route 351over Hampton River in Hampton.

CHARLES BICKLEY MEMORIAL BRIDGE: AlternateRoute 58 over Clinch River at the South CorporateLimits of Saint Paul.

THE J. SINCLAIR BROWN BRIDGE: Route 11 over theNorfolk & Western Railroad in Salem.

HARRY FLOOD BYRD BRIDGE: Route 17-50 overShenandoah River near Millwood in Clarke County.

LEANDER SANDERS CALFEE MEMORIAL BRIDGE: Route100 over New River, north of Barren Springs inWythe County.

J. P. CARICO MEMORIAL BRIDGE: Route 58-221over New River west of Galax in Grayson County.

CASTLEMAN'S FERRY BRIDGE: Route 7 over Shenandoah River east of Berryville in Clarke County.

CHATHAM BRIDGE: Route 3 over Rappahannock Riverat the East Corporate Limits of Fredericksburg.

CHICKAHOMINY BRIDGE: Route 5 over ChickahominyRiver at the James City-Charles City County Line.

JOHN H. COCKE MEMORIAL BRIDGE: Route 15 overJames River at Bremo Bluff in Fluvanna County.

GEORGE P. COLEMAN MEMORIAL BRIDGE: Route 17over York River at Yorktown.

COLONEL IRA B. COLTRANE MEMORIAL BRIDGE: Route52 over Little Reed Island Creek northwest ofHillsville in Carroll County.

JOHN COUNTS MEMORIAL BRIDGE: Route 82 overClinch River at Cleveland in Russell County.

ROBERT F. CRAFT MEMORIAL BRIDGE: Route 60-220over Smith Creek and the Chesapeake & Ohio Railroad in Clifton Forge.

LORD DELAWARE BRIDGE: Route 33 over MattaponiRiver at the East Corporate Limits of West Point.

R. A. DOUGHTON MEMORIAL BRIDGE: Route 21-221over New River in Grayson County.

THOMAS J. DOWNING BRIDGE: Route 360 over Rappahannock River at Tappahannock.

NATHANIEL B. EARLY BRIDGE: Route 29 over RapidanRiver at the Greene-Madison County Line.

111 WCOWc..;

ELTHAM BRIDGE: Route 30-33 over Pamunkey Riverat the West Corporate Limits of West Point.

THOS. L. FELTS MEMORIAL BRIDGE: Route 58-221over Crooked Creek northeast of Galax in CarrollCounty.

JAMES H. FLETCHER BRIDGE: Route 231 over HughesRiver at the Madison-Rappahannock County Line.

GARTHRIGHT MEMORIAL BRIDGE: Washington Avenueover the Norfolk & Western Railroad in Vinton.

T. J. GEORGE MEMORIAL BRIDGE: Route 8 overMayo River at the South Corporate Limits ofStuart in Patrick County.

CHARLES HAYES GILMER BRIDGE: Route 19 over BigCedar Creek east of Lebanon in Russell County.

HENRY G. GILMER BRIDGE: Route 460 and BusinessRoute 13 over the Southern Branch of the Elizabeth River in Chesapeake.

CARTER GLASS MEMORIAL BRIDGE: Route 29 overJames River at the North Corporate Limits ofLynchburg.

GEORGE PORTER GRIFFIN MEMORIAL BRIDGE: Route15 over Carys Creek south of Palmyra, FluvannaCounty.

BENJAMIN HARRISON MEMORIAL BRIDGE: Route 156over James River at the Charles City-PrinceGeorge County Line.

HUGUENOT MEMORIAL BRIDGE: Route 147 over JamesRiver at the Corporate Limits of Richmond.

112

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WILLIAM PEARCE HUNTER BRIDGE: Route 11-221-116over the Norfolk & Western Railroad in Roanoke.

STANHOPE HURT BRIDGE: Route 40 over Pigg River,west of Gretna in Pittsylvania County.

INGLES FERRY BRIDGE: Route 81 over New Riverat the Pulaski-Montgomery County Line.

JOHN M. JOHNSON MEMORIAL BRIDGE: Route 23 overNorth Fork of Holston River at the South Corporate Limits of Weber City in Scott County.

MAJOR JOHN R. KERRICK BRIDGE: Route 229 overHazel River, north of Rixeyville in CulpeperCounty.

CHARLES T. LASSITER MEMORIAL BRIDGE: Route1-460 over the Seaboard Coast Line Railroadin Petersburg.

CHARLES CARTER LEE MEMORIAL BRIDGE: BypassRoute 220 over Route 40 at the East CorporateLimits of Rocky Mount in Franklin County.

JOHN A. LESNER BRIDGE: Route 60 over LynnhavenInlet, west of Fort Story in Virginia Beach.

JAMES MADISON MEMORIAL BRIDGE: Route 301 overRappahannock River at Port Royal, King GeorgeCaroline County Line.

RAWLEY WHITE MARTIN MEMORIAL BRIDGE: Route 29over Banister River South of Chatham in Pittsylvania County.

THE COLONEL THOMAS McCULLOCH MEMORIAL BRIDGE:Route 19 and Alternate Route 58 over NorthFork of Holston River, south of Holston inWashington County.

WILLIAM WALTHALL MICHAUX BRIDGE: Route 522over James River south of Maidens at theGoochland-Powhatan County Line.

GENERAL JOHN H. MORGAN MEMORIAL BRIDGE: Route11 over the Norfolk & Western Railroad at theEast Corporate Limits of Abingdon.

THE ROBERT OPIE NORRIS, JR. BRIDGE: Route 3over Rappahannock River at the MiddlesexLancaster County Line.

PEMBROKE PETTIT BRIDGE: Route 15 over RivannaRiver at Palmyra in Fluvanna County.

PIONEER MEMORIAL BRIDGE: Route 11 over MiddleFork of Holston River at Seven Mile Ford inSmyth County.

MARY PORTER BRIDGE: Route 460 over East Riverin Glen Lyn, Giles County.

THE COLONEL ROBERT PRESTON MEMORIAL BRIDGE:Route 11-19 over Beaver Creek northeast ofBristol in Washington County.

REVEREND J. W. RADER MEMORIAL BRIDGE: Route21 over Elk Creek, north of Longs Gap inGrayson County.

JOHN RANDOLPH BRIDGE: Route 304 over Dan Riverat the South Corporate Limits of South Boston.

GEORGE W. ROBERTSON BRIDGE: Park Avenue overDan River in Danville.

SAMUEL P. ROBINETTE MEMORIAL BRIDGE: Route 70over Blackwater Creek south of Jonesville inLee County.

ANDREW S. ROWAN BRIDGE: Route 460 over NewRiver at the North Corporate Limits of GlenLyn in Giles County.

PETER SAUNDERS MEMORIAL BRIDGE: Business Route220 over Pigg River at the South Corporate Limitsof Rocky Mount in Franklin County.

D. C. SEWELL, SR. MEMORIAL BRIDGE: Route 70 overPowell River south of Jonesville in Lee County.

SHERIFF W. SHIVELY MEMORIAL BRIDGE: Route 40 overthe Norfolk & Western Railroad at Ferrum inFranklin County.

SHUGART MEMORIAL BRIDGE: Route 11 over HolstonRiver in Marion.

ANDERSON E. SHUMATE MEMORIAL BRIDGE: Route 460over New River west of Pearisburg in Giles County.

SOUTHWEST VIRGINIA MEMORIAL BRIDGE: Route 11over New River at the North Corporate Limits ofRadford.

SPANISH-AMERICAN WAR VETERANS MEMORIAL BRIDGE:Route 1-460 over Rohoic Creek at the West Corporate Limits of Petersburg.

WILLIAM D. THOMPKINS MEMORIAL BRIDGE: Route221 over Big Reed Island Creek east of Hillsvillein Carroll County.

G. A. TREAKLE MEMORIAL BRIDGE: Route 168, GreatBridge Bypass over the Albemarle Canal in Chesapeake.

JOHN ANDREW TWIGG BRIDGE: Route 3 over PiankatankRiver at the Mathews-Middlesex County Line.

113

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GENERAL C. C. VAUGHAN, JR. BRIDGE: Route 258over Nottoway River south of Franklin in Southampton County.

TAYLOR G. VAUGHAN MEMORIAL BRIDGE: Route 58221 over Chestnut Creek in Galax.

TUCKER C. WATKINS, JR. MEMORIAL BRIDGE: Route501 over Dan River at the South Corporate Limitsof South Boston.

HUGH WILLIAMS MEMORIAL BRIDGE: Route 23 overPowell River in Big Stone Gap.

PHILIP ST. JULIEN WILSON MEMORIAL BRIDGE:Route 15-49-58 over Buggs Island Lake at Clarksville in Mecklenburg County.

ROBERT W. WITHERS MEMORIAL BRIDGE: Route 10-32460 Business over Nansemond River at the OldNorth Corporate Limits of Suffolk.

114

Documents

NOTABLE CONTEMPORARY HIGHWAY BRIDGES AND TUNNELS … · 2. High strength steel bolts have largely replaced field welding or rivets. Erection costs have been thereby reduced. 3. Substitution