https://bridgesandstructures.mattridpath.com/api.php?action=feedcontributions&feedformat=atom&user=MatthewBridges and Structures - User contributions [en]2026-10-16T04:59:49ZUser contributionsMediaWiki 1.43.8https://bridgesandstructures.mattridpath.com/index.php?title=Truss_Bridges&diff=754Truss Bridges2020-11-14T22:59:00Z<p>Matthew: </p>
<hr />
<div>== Truss Bridges ==<br />
<br />
These are bridges in which the roadway or railroad is held up by a cage-like structure of dozens of smaller steel (or iron) members instead of a few heavy beams. This page contains links to a few truss bridges I have visited in North Carolina and elsewhere.<br />
<br />
=== North Carolina ===<br />
<br />
==== The Coastal Plain ====<br />
<br />
* '''[[The 6th Street Bridge]]''' -- A robust Pratt truss built in 1911 that is an historic piece of downtown Wilmington's railroad past.<br />
<br />
* '''[[Bladen County Bridge No. 12]]''' -- Also known is the NC 11 truss bridge, this rusting landmark once towered over the Cape Fear River.<br />
<br />
* '''[[Cape Fear Memorial Bridge]]''' -- A vertical lift bridge with a Warren truss main span, the longest bridge span in NC.<br />
<br />
* '''[[Hilton Railroad Bridge]]''' -- Located in Wilmington, NC, this is a Warren truss bascule bridge that remains open most of the time.<br />
<br />
* '''[[Surf City Swing Bridge]]''' -- Crossing over the Intracoastal Waterway, this was one of the few remaining truss swing bridges in North Carolina.<br />
<br />
* '''[[Tar Heel Ferry Road Bridge]]''' -- an imposing Pennsylvania truss over the Cape Fear that was the longest fixed span in the state.<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Cumnock Railroad Bridges]]''' -- Two Warren through truss bridges that have some interesting design characteristics.<br />
<br />
* '''[[Deep River Camelback Truss Bridge]]''' -- Featuring an uncommon truss configuration, this bridge is now the centerpiece of a county park.<br />
<br />
* '''[[Durham County Bridge No. 28]]''' -- A rare multi-span Warren Pony truss bridge that was left standing when its replacement was built.<br />
<br />
* '''[[NC 87 & 100 Railroad Overpass]]''' -- Built in 1938, this is a stout overpass built to cross a road at an angle.<br />
<br />
* '''[[Norfolk Southern Cape Fear River Bridge]]''' -- A multi-span Warren truss railroad bridge that once carried the mainline of the original Norfolk Southern.<br />
<br />
* '''[[Person County Bridge No. 35]]''' -- A Pratt pony truss that has been bypassed and nearly become one with the forest.<br />
<br />
* '''[[Rocky River Truss Bridge]]''' -- A pin-connected Pratt truss that still carries traffic on a quiet Chatham County back road.<br />
<br />
* '''[[Sellars Mill Road Bridge]]''' -- A pair of relocated private pony truss bridges over the Haw River.<br />
<br />
* '''[[Whitney Railroad Bridge]]''' -- A 1910 Warren truss bridge over the Yadkin which was original to the rail line.<br />
<br />
==== The Mountains ====<br />
<br />
* '''[[Barkers Creek Road Bridge]]''' -- An impressive nine-panel, 160-foot Camelback truss that has been bypassed but left in place<br />
<br />
* '''[[Bryson City Railroad Bridge]]''' -- a pre-1900 riveted Warren truss whose diagonal members together form a pronounced letter "W"<br />
<br />
* '''[[Davidson River Pony Truss Bridge]]''' -- A long-span, prefabricated Warren pony truss that was probably erected because of the New Deal.<br />
<br />
* '''[[Ela Railroad Bridge]]''' -- a scenic Warren through truss built in 1900 that has both riveted and pinned connections.<br />
<br />
* '''[[Hungry Creek Road Bridge]]''' -- a 1930s Pratt pony truss that serves as the only way across the East Fork Pigeon River for a handful of residents.<br />
<br />
* '''[[Lovejoy Road Bridge]]''' -- a Pratt truss built in 1891 featuring rare Phoenix columns, making it one of the most historic bridges in the state.<br />
<br />
* '''[[Steel Bridge Road Bridge]]''' -- a late pin-connected Pratt truss that appears to be apart of a state-maintained driveway.<br />
<br />
* '''[[Winding Stairs Road Bridges]]''' -- Two non-identical Pratt pony truss bridges that cross the Nantahala River in a National Forest.<br />
<br />
=== Virginia ===<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Gholson Bridge]]''' -- a two span, wrought iron Pratt through truss from 1884 over the Meherrin River.<br />
<br />
* '''[[Morgan Ford Bridge]]''' -- Located over a scenic river, this eight-panel pin-connected Pratt truss appears to have been apart of recycling project.<br />
<br />
* '''[[Norfolk Southern Staunton River Bridge at Altavista]]''' -- A two-span, skewed Pratt deck truss bridge that carries one of the most important rail lines in the South.<br />
<br />
* '''[[Riverbend Road Bridge]]''' -- a Warren/Pratt hybrid through truss that once carried US 29 over the Otter River in Altavista, VA.<br />
<br />
* '''[[Taylor's Mill Road Bridge]]''' -- Built in 1915, this is a nice example of Virginia Bridge and Iron Co. Pratt through truss construction.<br />
<br />
* '''[[US 29 Business Staunton River Bridge]]''' -- A lost standard plan, two-span Polygonal Warren truss bridge with pony truss side spans that was the notable entrance into Altavista, VA.<br />
<br />
* '''[[VA 57 Banister River Bridge]]''' -- A standard plan riveted Pratt pony truss bridge that carries a 55-MPH rural highway without a weight limit.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Truss_Bridges&diff=753Truss Bridges2020-11-14T22:57:03Z<p>Matthew: </p>
<hr />
<div>== Truss Bridges ==<br />
<br />
These are bridges in which the roadway or railroad is held up by a cage-like structure of dozens of smaller steel (or iron) members instead of a few heavy beams. This page contains links to a few truss bridges I have visited in North Carolina and elsewhere.<br />
<br />
=== North Carolina ===<br />
<br />
==== The Coastal Plain ====<br />
<br />
* '''[[The 6th Street Bridge]]''' -- A robust Pratt truss built in 1911 that is an historic piece of downtown Wilmington's railroad past.<br />
<br />
* '''[[Bladen County Bridge No. 12]]''' -- Also known is the NC 11 truss bridge, this rusting landmark once towered over the Cape Fear River.<br />
<br />
* '''[[Cape Fear Memorial Bridge]]''' -- A vertical lift bridge with a Warren truss main span, the longest bridge span in NC.<br />
<br />
* '''[[Hilton Railroad Bridge]]''' -- Located in Wilmington, NC, this is a Warren truss bascule bridge that remains open most of the time.<br />
<br />
* '''[[Surf City Swing Bridge]]''' -- Crossing over the Intracoastal Waterway, this was one of the few remaining truss swing bridges in North Carolina.<br />
<br />
* '''[[Tar Heel Ferry Road Bridge]]''' -- an imposing Pennsylvania truss over the Cape Fear that was the longest fixed span in the state.<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Cumnock Railroad Bridges]]''' -- Two Warren through truss bridges that have some interesting design characteristics.<br />
<br />
* '''[[Deep River Camelback Truss Bridge]]''' -- Featuring an uncommon truss configuration, this bridge is now the centerpiece of a county park.<br />
<br />
* '''[[Durham County Bridge No. 28]]''' -- A rare multi-span Warren Pony truss bridge that was left standing when its replacement was built.<br />
<br />
* '''[[NC 87 & 100 Railroad Overpass]]''' -- Built in 1938, this is a stout overpass built to cross a road at an angle.<br />
<br />
* '''[[Norfolk Southern Cape Fear River Bridge]]''' -- A multi-span Warren truss railroad bridge that once carried the mainline of the original Norfolk Southern.<br />
<br />
* '''[[Person County Bridge No. 35]]''' -- A Pratt pony truss that has been bypassed and nearly become one with the forest.<br />
<br />
* '''[[Rocky River Truss Bridge]]''' -- A pin-connected Pratt truss that still carries traffic on a quiet Chatham County back road.<br />
<br />
* '''[[Sellars Mill Road Bridge]]''' -- A pair of relocated private pony truss bridges over the Haw River.<br />
<br />
* '''[[Whitney Railroad Bridge]]''' -- A 1910 Warren truss bridge over the Yadkin which was original to the rail line.<br />
<br />
==== The Mountains ====<br />
<br />
* '''[[Barkers Creek Road Bridge]]''' -- An impressive nine-panel, 160-foot Camelback truss that has been bypassed but left in place<br />
<br />
* '''[[Bryson City Railroad Bridge]]''' -- a pre-1900 riveted Warren truss whose diagonal members together form a pronounced letter "W"<br />
<br />
* '''[[Davidson River Pony Truss Bridge]]''' -- A long-span, prefabricated Warren pony truss that was probably erected because of the New Deal.<br />
<br />
* '''[[Ela Railroad Bridge]]''' -- a scenic Warren through truss built in 1900 that has both riveted and pinned connections.<br />
<br />
* '''[[Hungry Creek Road Bridge]]''' -- a 1930s Pratt pony truss that serves as the only way across the East Fork Pigeon River for a handful of residents.<br />
<br />
* '''[[Lovejoy Road Bridge]]''' -- a Pratt truss built in 1891 featuring rare Phoenix columns, making it one of the most historic bridges in the state.<br />
<br />
* '''[[Steel Bridge Road Bridge]]''' -- a late pin-connected Pratt truss that appears to be apart of a state-maintained driveway.<br />
<br />
* '''[[Winding Stairs Road Bridges]]''' -- Two non-identical Pratt pony truss bridges that cross the Nantahala River in a National Forest.<br />
<br />
=== Virginia ===<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Gholson Bridge]]''' -- a two span, wrought iron Pratt through truss from 1884 over the Meherrin River.<br />
<br />
* '''[[Morgan Ford Bridge]]''' -- Located over a scenic river, this eight-panel pin-connected Pratt truss appears to have been apart of recycling project.<br />
<br />
* '''[[Norfolk Southern Staunton River Bridge at Altavista]]''' -- A two-span, skewed Pratt deck truss bridge that carries one of the most important rail lines in the South.<br />
<br />
* '''[[Riverbend Road Bridge]]''' -- a Warren/Pratt hybrid through truss that once carried US 29 over the Otter River in Altavista, VA.<br />
<br />
* '''[[Taylor's Mill Road Bridge]]''' -- Built in 1915, this is a nice example of Virginia Bridge and Iron Co. Pratt through truss construction.<br />
<br />
* '''[[US 29 Business Staunton River Bridge]]''' -- A standard plan, two-span Polygonal Warren truss bridge with pony truss side spans that is the dramatic entrance into Altavista, VA.<br />
<br />
* '''[[VA 57 Banister River Bridge]]''' -- A standard plan riveted Pratt pony truss bridge that carries a 55-MPH rural highway without a weight limit.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=752Cumnock Railroad Bridges2020-11-14T15:14:37Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg]]<br />
<br />
'''The in-use Norfolk Southern bridge in the foreground and the abandoned Atlantic and Yadkin bridge in the background'''<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) was built by the Phoenix Bridge Company in 1912. It once carried the main line of the original Norfolk Southern Railway (like the nearby [[Norfolk Southern Cape Fear River Bridge]]), a distinct railroad from the corporate entity of today. The bridge was constructed when the main line was extended to Charlotte[https://www.american-rails.com/original.html]. The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge. <br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the downstream NS bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the upstream A&Y bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
* [https://www.american-rails.com/original.html Norfolk Southern Railway (Original)]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=751Cumnock Railroad Bridges2020-11-14T14:56:49Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg]]<br />
<br />
'''The in-use Norfolk Southern bridge in the foreground and the abandoned Atlantic and Yadkin bridge in the background'''<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) once carried the main line of the original Norfolk Southern Railway (like the nearby [[Norfolk Southern Cape Fear River Bridge]]), a distinct railroad from the corporate entity of today. The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge.<br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal. The Burlington structure was built by the Carolina Steel and Iron Company, which may or may not have erected this larger example.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the downstream NS bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the upstream A&Y bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=750Cumnock Railroad Bridges2020-11-14T14:55:56Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg]]<br />
<br />
'''The in-use Norfolk Southern bridge in the foreground and the abandoned Atlantic and Yadkin bridge in the background'''<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) once carried the main line of the original Norfolk Southern Railway, a distinct railroad from the corporate entity of today (like the nearby [[Norfolk Southern Cape Fear River Bridge]].) The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge.<br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal. The Burlington structure was built by the Carolina Steel and Iron Company, which may or may not have erected this larger example.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the downstream NS bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the upstream A&Y bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=749Cumnock Railroad Bridges2020-11-14T14:54:38Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg]]<br />
<br />
'''The in-use Norfolk Southern bridge in the foreground and the abandoned Atlantic and Yadkin bridge in the background'''<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) once carried the main line of the original Norfolk Southern Railway, a distinct railroad from the corporate entity of today (like the nearby [[Norfolk Southern Cape Fear River Bridge]].) The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge.<br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal. The Burlington structure was built by the Carolina Steel and Iron Company, which may or may not have erected this larger example.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the Downstream Bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the Upstream Bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=748Cumnock Railroad Bridges2020-11-14T14:54:06Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg]]<br />
<br />
'''The in-use Norfolk Southern bridge in the foreground and the abandoned Atlantic and Yadkin in the background'''<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) once carried the main line of the original Norfolk Southern Railway, a distinct railroad from the corporate entity of today (like the nearby [[Norfolk Southern Cape Fear River Bridge]].) The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge.<br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal. The Burlington structure was built by the Carolina Steel and Iron Company, which may or may not have erected this larger example.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the Downstream Bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the Upstream Bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=747Cumnock Railroad Bridges2020-11-14T14:50:02Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg|thumb]]<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) once carried the main line of the original Norfolk Southern Railway, a distinct railroad from the corporate entity of today (like the nearby [[Norfolk Southern Cape Fear River Bridge]].) The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge.<br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal. The Burlington structure was built by the Carolina Steel and Iron Company, which may or may not have erected this larger example.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the Downstream Bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the Upstream Bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Cumnock_Railroad_Bridges&diff=746Cumnock Railroad Bridges2020-11-14T14:47:58Z<p>Matthew: </p>
<hr />
<div>'''Norfolk Southern Crossings of the Deep River near Cumnock, NC'''<br />
<br />
[[File:Dsc03700_500.jpg]]<br />
<br />
These two sturdily-built truss bridges are located about a mile or so upstream from the [[Deep River Camelback Truss Bridge]], between Lee and Chatham counties. Unlike the more famous bridge to the northeast, these two impressive structures are well hidden from the public and difficult to look at from either land or water. Dense tree cover makes getting complete pictures impossible during the spring and summer, while limited access from the road makes exploration a challenge. My photos of the bridges were taken from a kayak. A steep and slippery river bank prevented me from seeking out the bridge plaques and taking shots of the structures from dry land.<br />
<br />
The single-span truss bridge continues to carry trains, while the two-span one in the background has been abandoned for quite some time. The trestle approaches leading up to the in-use bridge use modern steel i-beam columns as opposed to pine ones, indicating that it still carries a good amount of rail traffic. The disused bridge, in contrast, has been taken over in many spots by thick vines. Interestingly, the abandoned bridge has less rust on it than its companion.<br />
<br />
The in-use bridge (hereafter referred to as the "downstream" bridge, despite being north of its abandoned counterpart) once carried the main line of the original Norfolk Southern Railway, a distinct railroad from the corporate entity of today (like the nearby [[Norfolk Southern Cape Fear River Bridge]].) The abandoned downstream bridge carried the Atlantic and Yadkin Railway, which ran northwest from Sanford to Greensboro. Both railroads were eventually acquired by the Southern Railway. At some point in history, either the Southern or its successor, the current Norfolk Southern, chose to consolidate the lightly-used crossing into a single bridge and subsequently abandoned the A&Y bridge.<br />
<br />
Both of these structures utilize the Warren truss configuration, as indicated by the "W" pattern formed by their diagonal members. Each employs riveted gusset plate connections. These two features, along with the presence of I-beam members (as opposed to ones "stitched" together using small pieces of steel such as v-lacing), place the construction dates of both most likely within the first half of the twentieth century.<br />
<br />
The downstream bridge is a Polygonal Warren truss, distinguished by the semi-arched shape to the top chord. Since the top chord has exactly three sections to it (or four angles), the bridge could also be considered a Camelback Warren, not to be confused with a true camelback such as the one to the northeast (which is based off the Pratt truss). There is a great deal of variety to the structural members of this bridge, demonstrating the amount of complex engineering its design required. The two diagonal members that point inward (the ones that run parallel to the front posts) are of a heavier construction than the others, with thicker beams that are stitched together using latticing. The innermost diagonals (the ones that form a "v" in the center of the span) are smaller and are stitched together using v-lacing, while the remaining four diagonals are simple i-beams. The vertical members that connect with diagonals on the top are solid i-beams, while those that connect on the bottom are stitched together. The bracing the connects the two trusses together at the top employs latticing ("x-ing"). The bridge is similar in design to a smaller one that crosses NC 87 in Burlington. One notable shared feature is the "W" pattern of the bracing at each bridge's portal. The Burlington structure was built by the Carolina Steel and Iron Company, which may or may not have erected this larger example.<br />
<br />
The upstream bridge is also an atypical Warren, perhaps even more so than its downstream counterpart. The bridge has what one may describe as "half-members," structural members added on at crucial points to reinforce the structure. On this particular bridge, the two innermost diagonal members have been reinforced. These sorts of members are what distinguish a Baltimore or Pennsylvania truss (in fact I at first thought this was a Baltimore truss, until I noticed the telltale "W"), but are much less common on Warren spans. Branching out from the center of each inner diagonal are two half-members: one connects to a vertical member, while the other connects to the top chord. There are also half-members that branch out from the middle of each front-post and connect to the bottom chord. All structural members are solid I-beams, with the exceptions of the front posts and the half-members. The bridge is undoubtedly a simpler, less interesting one than its downstream counterpart, but it is still very fortunate that it wasn't torn down when abandoned.<br />
<br />
There is a pretty significant birch tree that has grown up in the soil that the river has piled up around the upstream bridge's pier. While it does make photographing the bridge's bearings more difficult, it undoubtedly performs a service in concealing the bridge's very bland concrete pier.<br />
<br />
=== Pictures of the Downstream Bridge ===<br />
<br />
[[File:Dsc03700_1000.jpg|200px]][[File:Dsc03708_1000.jpg|200px]][[File:Dsc03709_1000.jpg|200px]]<br />
<br />
* Various views of the bridge taken from the northern side.<br />
<br />
[[File:Dsc03696_750.jpg|112px]][[File:Dsc03692_500.jpg|200px]][[File:Dsc03694_500.jpg|200px]]<br />
<br />
* Left: the western portal. Center: an top chord connection. Right: a bottom chord connection.<br />
<br />
=== Pictures of the Upstream Bridge ===<br />
<br />
[[File:Dsc03680_1000.jpg|200px]][[File:Dsc03667_1000.jpg|200px]][[File:Dsc03678_1000.jpg|200px]]<br />
<br />
* Left: Partial view of the eastern span. Center: the western span and pier. Right: the eastern span and pier.<br />
<br />
[[File:Dsc03672_750.jpg|200px]][[File:Dsc03676_500.jpg|200px]][[File:Dsc03681_500.jpg|200px]]<br />
<br />
* Left: an top chord/front post connection. Center: a bottom chord connection. Right: a bottom chord/front post connection.<br />
<br />
=== Sources ===<br />
<br />
* [http://historicbridges.org/info/intro/ITHB.pdf An Introduction to Historic Bridges by Nathan Holth]<br />
* [http://maps.google.com/maps?ie=UTF8&ll=35.558851,-79.242711&spn=0.010963,0.022745&t=h&z=16 Google Maps Satellite View]<br />
<br />
<br />
* '''[[Truss Bridges|Return to Truss Bridges]]'''<br />
* '''[[Main Page|Return to the Main Page]]'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Norfolk_Southern_Cape_Fear_River_Bridge&diff=745Norfolk Southern Cape Fear River Bridge2020-11-14T14:32:24Z<p>Matthew: </p>
<hr />
<div>[[File:Cape Fear NS Bridge BW shot.jpg]]<br />
<br />
This three-span Warren truss bridge is notable for being the uppermost crossing of the Cape Fear River. It is one of two Norfolk Southern crossings of this river, the other located at Lillington in the same region. This bridge once carried the main line of the original Norfolk Southern Railway, a distinct railroad from the corporate entity of today. The original Norfolk Southern ran from Norfolk to to Raleigh Charlotte, through the heart of North Carolina, providing rail service to the more rural parts of the state. It was acquired by the Southern Railway in 1974 and came under the ownership of the current Norfolk Southern in the 1980s. More information about the original Norfolk Southern can be found here: [https://www.american-rails.com/original.html https://www.american-rails.com/original.html].<br />
<br />
The bridge is situated on a remote section of the river, though located near a decommissioned coal power plant and several industrial facilities. It is best accessed from the water, unless one chooses to trespass along at least a mile of railroad right-of-way. The structure consists of three Warren truss spans and approximately a quarter of a mile of trestle approaches. The main spans are typical of railroad bridges built prior to World War II, with large riveted gusset plates connecting the various members. Heavy latticed and laced members make this a robust and enduring structure, able to bear the weight of yesteryear's steam locomotives and today's diesel ones. Despite receiving minimal maintenance over the years, with small signs of deterioration on some underside connections, it will still probably be around for another century.<br />
<br />
Due to the closing of the Cape Fear Power Plant on the east side of the river and the availability of other nearby routes such as CSX's S-Line, this bridge sees little, if any, rail traffic. However, it is easy to imagine a steam locomotive or one of the original NS's red Baldwin diesel locomotives rumbling across its ties.<br />
<br />
=== Pictures ===<br />
<br />
[[File:Cape Fear NS Bridge all spans.jpg|200px]][[File:Cape Fear NS Bridge west spans.jpg|200px]][[File:Cape Fear NS Bridge middle span.jpg|200px]]<br />
<br />
[[File:Cape Fear NS Bridge east span.jpg|200px]][[File:Cape Fear NS Bridge portal bracing.jpg|200px]]</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=US_29_Business_Staunton_River_Bridge&diff=744US 29 Business Staunton River Bridge2020-11-14T14:04:14Z<p>Matthew: </p>
<hr />
<div>[[File:US29AltavistaBridgePortal1small.jpg]]<br />
<br />
''Heading north on US 29 Business over the Staunton River, through the dramatic entrance to Altavista, Virginia.''<br />
<br />
'''**This bridge has been demolished**'''<br />
<br />
Altavista, Virginia is one of several towns in the foothills that have been bypassed by a modern freeway alignment of US 29. Prior to that, however, this striking standard plan 1928 truss bridge carried the main load of traffic from Atlanta to Washington and points in between during the pre-Interstate Highway era. Today it serves only local traffic, but its continued existence reminds us of how the roads of today have sacrificed charm and distinction for convenience and safety.<br />
<br />
All spans on the bridge follow the standardized designs of the Virginia State Highway Commission (predecessor to today's VDOT) that were used in the 1920s and 30s. Though there is no builder's plaque present on the bridge, it is likely that the truss spans were constructed by the Virginia Bridge and Iron Company, which was perennial contractor for the VSHC and constructed other bridges using standard plans. The two through truss spans over the Staunton River utilize the Polygonal Warren configuration. VSHC standard plan Polygonal Warren spans often featured a five-section top chord and the majority of the diagonal members (the main load-bearing structural members on this configuration) use stronger built-up beams. Less emphasis is placed on the vertical members, some of which have been omitted, where two diagonal members meet at the bottom chord, between the "V's" on the bridge. Clearly, this is a design that relies on the arched-shape of the top chord and the robust construction of the diagonal members, as opposed to the reinforcement that results from the addition of vertical members. In all likelihood, this truss design was chosen because it could span half the width of the river, thus requiring only one pier to be placed in the water.<br />
<br />
Opposite each through truss span are two five-panel Pratt pony truss side spans, which also utilize the standard plan Pratt configuration, identical to the VA 57 Banister River Bridge. On the south end a single pony truss span was likely constructed instead of multiple tee-beam spans due to the steepness of the river bank. A matching span on the north end seems to have been constructed not due to the circumstances of the terrain but rather to give the bridge a consistent appearance. Beyond the north pony truss are the 22 concrete tee beam spans. The beams of this style are noted for their slight curve above the piers, giving them a more pleasant rounded appearance that conforms well to the design of the piers. Another notable feature of the approach section of the bridge is how it inclines on the north side, an incline that occurs after crossing a relatively flat floodplain. The steepness of the incline is apparent in one of the pictures below. This is a rare case in which the approaches of the bridge slope downwards toward the main span.<br />
<br />
The piers supporting the truss spans were built in a Neoclassical style, arched between two round columns. Contrasting with this is the minimalist-styled railings used on the tee beam sections and suspended sidewalk. The roadway railing is the standard plan concrete square fence style, while the trusses have modern Armco railings that have most likely replaced the original pipe-style ones (which remain present on the nearby Riverbend Road Bridge). The sidewalk railing is also in a plain style; it may have been replaced at some point. The sidewalk itself is cantilevered off the side of the bridge. It is narrow and has a plank deck, and thus can be somewhat unnerving to walk on, especially when you can see the brown water of the river through the gaps in the planks. Furthermore, it tends to vibrate somewhat when cars drive past. I walked the entire length of it twice and even took photos of the adjacent railroad bridge from it; however, I would not do so again after seeing the poor condition of many of the cantilevers.<br />
<br />
Adjacent to the bridge is a concrete Art Deco water intake tower, which is accessed from the suspended sidewalk. Even though it was constructed around the same time as the bridge, its design does not complement the bridge's piers.<br />
<br />
This bridge is a significant structure not only in its apparent beauty and historical value, but also for several design features: it is an unusual example of pony and through truss spans connected together; it is a rare case of a bridge having both Warren and Pratt spans; and it is notable for the downward slope of the approach to the main spans, as mentioned before. Furthermore, it provides a memorable and exciting entrance to Altavista, something that few other towns are distinguished by. However, I fear that it may be subjected to the wrecking ball in the future for the typical reasons, such as narrow deck width, low overhead clearance, and structural deficiency. It also carries a significant amount of traffic, with many of the cars driving well over the 35 MPH speed limit. The bridge has been a victim of deferred maintenance and poorly-executed patch jobs that have left it in a dilapidated condition. Sadly, VDOT will probably elect to replace it with a mundane slab bridge, instead of choosing the more sensible option of rehabilitation, allowing it to remain as a functional structure for decades to come.<br />
<br />
=== Facts ===<br />
<br />
* Year erected: 1928<br />
* Route Carried: US 29 Business (Main Street)<br />
* Crosses: Staunton (Roanoke River)<br />
* Location: Altavista, Campbell County; and Hurt, Pittsylvania County, VA.<br />
* Design: Two five-panel, riveted Polygonal Warren through truss spans; Two five-panel, riveted Pratt pony truss spans; 22 curved concrete tee beam approach spans.<br />
* Inside width: 22.6 ft., two lanes<br />
* Total structure length: 1399.9 ft<br />
* National Bridge Inventory ID: 4159<br />
* Coordinates: 37° 6'16.71"N, 79°17'42.49"W<br />
<br />
=== Pictures ===<br />
<br />
[[File:US29AltavistaBridgeNorthTruss2.jpg|200px]][[File:US29AltavistaBridgeNorthTruss1.jpg|200px]][[File:US29AltavistaBridgeSouthTruss.jpg|200px]]<br />
<br />
* Left: a side view of the north through truss. Center: an oblique view of the north through truss. Right: the south through truss.<br />
<br />
[[File:US29AltavistaBridgeNorthPonyTruss.jpg|200px]][[File:US29AltavistaBridgeSouthPonyTruss.jpg|200px]]<br />
<br />
* North and south pony truss spans, respectively.<br />
<br />
[[File:US29AltavistaBridgeMainSpans.jpg|200px]][[File:US29AltavistaBridgeMainSpans2.jpg|200px]]<br />
<br />
* East and West elevations of the through truss spans.<br />
<br />
[[File:US29AltavistaBridgePortal1.jpg|200px]][[File:US29AltavistaBridgePortal2.jpg|200px]][[File:US29AltavistaBridgePortal3.jpg|200px]][[File:US29AltavistaBridgePortal4.jpg|200px]]<br />
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* Various portal shots<br />
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[[File:US29AltavistaBridgeUnderside.jpg|200px]][[File:US29AltavistaBridgeApproachSpans.jpg|200px]][[File:US29AltavistaBridgeTeeBeamSpan1.jpg|200px]]<br />
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* L: A partial shot of the underside of the north through truss. C: Looking north across the approach spans (note the incline). R: a single tee-beam span over the railroad track.<br />
<br />
[[File:US29AltavistaBridgeMainSpanCon1.jpg|200px]][[File:US29AltavistaBridge MainSpanCon2.jpg|200px]]<br />
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* Top chord connections on one of the through truss spans.<br />
<br />
[[File:US29AltavistaBridgePonyTrussCon1.jpg|200px]][[File:US29AltavistaBridgePonyTrussCon2.jpg|200px]]<br />
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* Top chord connections on a pony truss span.<br />
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[[File:US29AltavistaBridgeDatePlate.jpg|200px]][[File:US29AltavistaBridgeIntakeTower.jpg|89px]]<br />
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* L: A standard Virginia date plate. Right: the Art Deco-styled water intake tower adjacent to the bridge.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Norfolk_Southern_Cape_Fear_River_Bridge&diff=743Norfolk Southern Cape Fear River Bridge2020-11-14T05:46:20Z<p>Matthew: </p>
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<div>[[File:Cape Fear NS Bridge BW shot.jpg]]<br />
<br />
This three-span Warren truss bridge is notable for being the uppermost crossing of the Cape Fear River. It is one of two Norfolk Southern crossings of this river, the other located at Lillington in the same region. The bridge is situated on a remote section of the river, though located near a decommissioned coal power plant and several industrial facilities. It is best accessed from the water, unless one chooses to trespass along at least a mile of railroad right-of-way. The structure consists of three Warren truss spans and approximately a quarter of a mile of trestle approaches. The main spans are typical of railroad bridges built prior to World War II, with large riveted gusset plates connecting the various members. Heavy latticed and laced members make this a robust and enduring structure, able to bear the weight of yesteryear's steam locomotives and today's diesel ones. Despite receiving minimal maintenance over the years, with small signs of deterioration on some underside connections, it will still probably be around for another century.<br />
<br />
=== Pictures ===<br />
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[[File:Cape Fear NS Bridge all spans.jpg|200px]][[File:Cape Fear NS Bridge west spans.jpg|200px]][[File:Cape Fear NS Bridge middle span.jpg|200px]]<br />
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[[File:Cape Fear NS Bridge east span.jpg|200px]][[File:Cape Fear NS Bridge portal bracing.jpg|200px]]</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:Cape_Fear_NS_Bridge_BW_shot.jpg&diff=742File:Cape Fear NS Bridge BW shot.jpg2020-11-14T05:43:47Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:Cape_Fear_NS_Bridge_all_spans.jpg&diff=737File:Cape Fear NS Bridge all spans.jpg2020-11-14T05:43:44Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Norfolk_Southern_Cape_Fear_River_Bridge&diff=736Norfolk Southern Cape Fear River Bridge2020-11-14T05:38:01Z<p>Matthew: Created page with "This three-span Warren truss bridge is notable for being the uppermost crossing of the Cape Fear River. It is one of two Norfolk Southern crossings of this river, the other lo..."</p>
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<div>This three-span Warren truss bridge is notable for being the uppermost crossing of the Cape Fear River. It is one of two Norfolk Southern crossings of this river, the other located at Lillington in the same region. The bridge is situated on a remote section of the river, though located near a decommissioned coal power plant and several industrial facilities. It is best accessed from the water, unless one chooses to trespass along at least a mile of railroad right-of-way. The structure consists of three Warren truss spans and approximately a quarter of a mile of trestle approaches. The main spans are typical of railroad bridges built prior to World War II, with large riveted gusset plates connecting the various members. Heavy latticed and laced members make this a robust and enduring structure, able to bear the weight of yesteryear's steam locomotives and today's diesel ones. Despite receiving minimal maintenance over the years, with small signs of deterioration on some underside connections, it will still probably be around for another century.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Truss_Bridges&diff=735Truss Bridges2020-11-14T05:36:33Z<p>Matthew: </p>
<hr />
<div>== Truss Bridges ==<br />
<br />
These are bridges in which the roadway or railroad is held up by a cage-like structure of dozens of smaller steel (or iron) members instead of a few heavy beams. This page contains links to a few truss bridges I have visited in North Carolina and elsewhere.<br />
<br />
=== North Carolina ===<br />
<br />
==== The Coastal Plain ====<br />
<br />
* '''[[The 6th Street Bridge]]''' -- A robust Pratt truss built in 1911 that is an historic piece of downtown Wilmington's railroad past.<br />
<br />
* '''[[Bladen County Bridge No. 12]]''' -- Also known is the NC 11 truss bridge, this rusting landmark towers over the Cape Fear River.<br />
<br />
* '''[[Cape Fear Memorial Bridge]]''' -- A vertical lift bridge with a Warren truss main span, the longest bridge span in NC.<br />
<br />
* '''[[Hilton Railroad Bridge]]''' -- Located in Wilmington, NC, this is a Warren truss bascule bridge that remains open most of the time.<br />
<br />
* '''[[Surf City Swing Bridge]]''' -- Crossing over the Intracoastal Waterway, this is one of the few remaining truss swing bridges in North Carolina.<br />
<br />
* '''[[Tar Heel Ferry Road Bridge]]''' -- an imposing Pennsylvania truss over the Cape Fear that is the longest fixed span in the state.<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Cumnock Railroad Bridges]]''' -- Two Warren through truss bridges that have some interesting design characteristics.<br />
<br />
* '''[[Deep River Camelback Truss Bridge]]''' -- Featuring an uncommon truss configuration, this bridge is now the centerpiece of a county park.<br />
<br />
* '''[[Durham County Bridge No. 28]]''' -- A rare multi-span Warren Pony truss bridge that was left standing when its replacement was built.<br />
<br />
* '''[[NC 87 & 100 Railroad Overpass]]''' -- Built in 1938, this is a stout overpass built to cross a road at an angle.<br />
<br />
* '''[[Norfolk Southern Cape Fear River Bridge]]''' -- A multi-span Warren truss railroad bridge that once carried the mainline of the original Norfolk Southern.<br />
<br />
* '''[[Person County Bridge No. 35]]''' -- A Pratt pony truss that has been bypassed and nearly become one with the forest.<br />
<br />
* '''[[Rocky River Truss Bridge]]''' -- A pin-connected Pratt truss that still carries traffic on a quiet Chatham County back road.<br />
<br />
* '''[[Sellars Mill Road Bridge]]''' -- A pair of relocated private pony truss bridges over the Haw River.<br />
<br />
* '''[[Whitney Railroad Bridge]]''' -- A 1910 Warren truss bridge over the Yadkin which was original to the rail line.<br />
<br />
==== The Mountains ====<br />
<br />
* '''[[Barkers Creek Road Bridge]]''' -- An impressive nine-panel, 160-foot Camelback truss that has been bypassed but left in place<br />
<br />
* '''[[Bryson City Railroad Bridge]]''' -- a pre-1900 riveted Warren truss whose diagonal members together form a pronounced letter "W"<br />
<br />
* '''[[Davidson River Pony Truss Bridge]]''' -- A long-span, prefabricated Warren pony truss that was probably erected because of the New Deal.<br />
<br />
* '''[[Ela Railroad Bridge]]''' -- a scenic Warren through truss built in 1900 that has both riveted and pinned connections.<br />
<br />
* '''[[Hungry Creek Road Bridge]]''' -- a 1930s Pratt pony truss that serves as the only way across the East Fork Pigeon River for a handful of residents.<br />
<br />
* '''[[Lovejoy Road Bridge]]''' -- a Pratt truss built in 1891 featuring rare Phoenix columns, making it one of the most historic bridges in the state.<br />
<br />
* '''[[Steel Bridge Road Bridge]]''' -- a late pin-connected Pratt truss that appears to be apart of a state-maintained driveway.<br />
<br />
* '''[[Winding Stairs Road Bridges]]''' -- Two non-identical Pratt pony truss bridges that cross the Nantahala River in a National Forest.<br />
<br />
=== Virginia ===<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Gholson Bridge]]''' -- a two span, wrought iron Pratt through truss from 1884 over the Meherrin River.<br />
<br />
* '''[[Morgan Ford Bridge]]''' -- Located over a scenic river, this eight-panel pin-connected Pratt truss appears to have been apart of recycling project.<br />
<br />
* '''[[Norfolk Southern Staunton River Bridge at Altavista]]''' -- A two-span, skewed Pratt deck truss bridge that carries one of the most important rail lines in the South.<br />
<br />
* '''[[Riverbend Road Bridge]]''' -- a Warren/Pratt hybrid through truss that once carried US 29 over the Otter River in Altavista, VA.<br />
<br />
* '''[[Taylor's Mill Road Bridge]]''' -- Built in 1915, this is a nice example of Virginia Bridge and Iron Co. Pratt through truss construction.<br />
<br />
* '''[[US 29 Business Staunton River Bridge]]''' -- A standard plan, two-span Polygonal Warren truss bridge with pony truss side spans that is the dramatic entrance into Altavista, VA.<br />
<br />
* '''[[VA 57 Banister River Bridge]]''' -- A standard plan riveted Pratt pony truss bridge that carries a 55-MPH rural highway without a weight limit.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Truss_Bridges&diff=734Truss Bridges2020-11-14T05:34:59Z<p>Matthew: </p>
<hr />
<div>== Truss Bridges ==<br />
<br />
These are bridges in which the roadway or railroad is held up by a cage-like structure of dozens of smaller steel (or iron) members instead of a few heavy beams. This page contains links to a few truss bridges I have visited in North Carolina and elsewhere.<br />
<br />
=== North Carolina ===<br />
<br />
==== The Coastal Plain ====<br />
<br />
* '''[[The 6th Street Bridge]]''' -- A robust Pratt truss built in 1911 that is an historic piece of downtown Wilmington's railroad past.<br />
<br />
* '''[[Bladen County Bridge No. 12]]''' -- Also known is the NC 11 truss bridge, this rusting landmark towers over the Cape Fear River.<br />
<br />
* '''[[Cape Fear Memorial Bridge]]''' -- A vertical lift bridge with a Warren truss main span, the longest bridge span in NC.<br />
<br />
* '''[[Hilton Railroad Bridge]]''' -- Located in Wilmington, NC, this is a Warren truss bascule bridge that remains open most of the time.<br />
<br />
* '''[[Surf City Swing Bridge]]''' -- Crossing over the Intracoastal Waterway, this is one of the few remaining truss swing bridges in North Carolina.<br />
<br />
* '''[[Tar Heel Ferry Road Bridge]]''' -- an imposing Pennsylvania truss over the Cape Fear that is the longest fixed span in the state.<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Cumnock Railroad Bridges]]''' -- Two Warren through truss bridges that have some interesting design characteristics.<br />
<br />
* '''[[Deep River Camelback Truss Bridge]]''' -- Featuring an uncommon truss configuration, this bridge is now the centerpiece of a county park.<br />
<br />
* '''[[Durham County Bridge No. 28]]''' -- A rare multi-span Warren Pony truss bridge that was left standing when its replacement was built.<br />
<br />
* '''[[NC 87 & 100 Railroad Overpass]]''' -- Built in 1938, this is a stout overpass built to cross a road at an angle.<br />
<br />
* '''[[Person County Bridge No. 35]]''' -- A Pratt pony truss that has been bypassed and nearly become one with the forest.<br />
<br />
* '''[[Rocky River Truss Bridge]]''' -- A pin-connected Pratt truss that still carries traffic on a quiet Chatham County back road.<br />
<br />
* '''[[Sellars Mill Road Bridge]]''' -- A pair of relocated private pony truss bridges over the Haw River.<br />
<br />
* '''[[Whitney Railroad Bridge]]''' -- A 1910 Warren truss bridge over the Yadkin which was original to the rail line.<br />
<br />
==== The Mountains ====<br />
<br />
* '''[[Barkers Creek Road Bridge]]''' -- An impressive nine-panel, 160-foot Camelback truss that has been bypassed but left in place<br />
<br />
* '''[[Bryson City Railroad Bridge]]''' -- a pre-1900 riveted Warren truss whose diagonal members together form a pronounced letter "W"<br />
<br />
* '''[[Davidson River Pony Truss Bridge]]''' -- A long-span, prefabricated Warren pony truss that was probably erected because of the New Deal.<br />
<br />
* '''[[Ela Railroad Bridge]]''' -- a scenic Warren through truss built in 1900 that has both riveted and pinned connections.<br />
<br />
* '''[[Hungry Creek Road Bridge]]''' -- a 1930s Pratt pony truss that serves as the only way across the East Fork Pigeon River for a handful of residents.<br />
<br />
* '''[[Lovejoy Road Bridge]]''' -- a Pratt truss built in 1891 featuring rare Phoenix columns, making it one of the most historic bridges in the state.<br />
<br />
* '''[[Steel Bridge Road Bridge]]''' -- a late pin-connected Pratt truss that appears to be apart of a state-maintained driveway.<br />
<br />
* '''[[Winding Stairs Road Bridges]]''' -- Two non-identical Pratt pony truss bridges that cross the Nantahala River in a National Forest.<br />
<br />
=== Virginia ===<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Gholson Bridge]]''' -- a two span, wrought iron Pratt through truss from 1884 over the Meherrin River.<br />
<br />
* '''[[Morgan Ford Bridge]]''' -- Located over a scenic river, this eight-panel pin-connected Pratt truss appears to have been apart of recycling project.<br />
<br />
* '''[[Norfolk Southern Staunton River Bridge at Altavista]]''' -- A two-span, skewed Pratt deck truss bridge that carries one of the most important rail lines in the South.<br />
<br />
* '''[[Riverbend Road Bridge]]''' -- a Warren/Pratt hybrid through truss that once carried US 29 over the Otter River in Altavista, VA.<br />
<br />
* '''[[Taylor's Mill Road Bridge]]''' -- Built in 1915, this is a nice example of Virginia Bridge and Iron Co. Pratt through truss construction.<br />
<br />
* '''[[US 29 Business Staunton River Bridge]]''' -- A standard plan, two-span Polygonal Warren truss bridge with pony truss side spans that is the dramatic entrance into Altavista, VA.<br />
<br />
* '''[[VA 57 Banister River Bridge]]''' -- A standard plan riveted Pratt pony truss bridge that carries a 55-MPH rural highway without a weight limit.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=US_29_and_70_Yadkin_River_Bridge_(1951)&diff=733US 29 and 70 Yadkin River Bridge (1951)2020-11-14T05:33:07Z<p>Matthew: </p>
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<div>[[File:US 29-70 Yadkin River Bridge (1952) main span small.jpg]]<br />
<br />
'''**This bridge has been replaced**'''<br />
<br />
This 1951 deck girder bridge is an example of post-World War II highway construction that was meant to relieve bottlenecks as rapidly as possible with minimal investment. The structure was built to relieve traffic on the narrow two-lane Wilcox Bridge. In contrast to its ornate companion, it reflects post-war practicality and austerity. The five main spans of the bridge consist of a continuous run of two massive parallel girders, which in turn are comprised of steel plates riveted together. The beams are "haunched," meaning that there is a slight inward curve to them that allows a longer distance to be spanned with less material. The fact that longer spans could be built also meant that fewer piers needed to be constructed, which not only reduced labor costs but also allowed the piers to line up with those of the Wilcox Bridge, a consideration for flood control. It is a design, therefore, that relies on a reduced number of components, with these having a high degree of strength. However, due to the continuous design, there is a lack of redundancy, and if one pier or girder were to fail the entire bridge would likely collapse. This is why the continuous deck girder design fell out of favor, with remaining examples being targeted for replacement.<br />
<br />
Unusual for a bridge of this style, this structure has the floor beams that support the road deck situated on top of the girders, as opposed to being strung between them. In all likelihood, this made the bridge cheaper and quicker to construct. A later deck girder bridge, the US 701 Southbound bridge over the Cape Fear River, does not employ this design. On the north shore there are two steel stringer spans which follow the standard 1950s template. The railings follow the boxy fence style that was used by the state from the 1940s into the 1960s.<br />
<br />
Sadly, this bridge will be replaced at the same time as the nearby I-85 bridge. Even though it may not be a particularly attractive bridge, the curved profile of the beams have made it a more subtle companion to the Wilcox Bridge. In contrast, the modern bridge will be a highly standard beam bridge that will be indistinguishable from a freeway overpass.<br />
<br />
=== Facts ===<br />
<br />
* Year built: 1951<br />
* Route Carried: US 29 NB, US 70 EB, and NC 150 EB<br />
* Crosses: Yadkin River (High Rock Lake)<br />
* Location: Davidson and Rowan Counties, NC<br />
* Design: Continuous haunched deck girder with riveted connections<br />
* Number of main spans: 5<br />
* Total length: 873 ft.<br />
* Inside width: 27.8 ft., two lanes<br />
* Average Daily Traffic: 4000<br />
* Sufficiency Rating: 32.1 out of 100<br />
* National Bridge Inventory ID: 1590392<br />
* Coordinates: 35°24'6.29"N, 82°48'33.24"W<br />
<br />
=== Pictures ===<br />
<br />
[[File:US 29-70 Yadkin River Bridge (1952) main span.jpg|200px]][[File:US 29-70 Yadkin River Bridge (1952) main span shot 2.jpg|200px]][[File:US 29-70 Yadkin River Bridge (1952) Deck.jpg|200px]]<br />
<br />
* L & C: two side views of the main spans. R: a view across the deck, facing south.<br />
<br />
[[File:US 29-70 Yadkin River Bridge (1952) Girder Underside.jpg|200px]][[File:US 29-70 Yadkin River Bridge (1952) stringer underside.jpg|200px]]</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=US_29_and_70_Yadkin_River_Bridge_(1951)&diff=732US 29 and 70 Yadkin River Bridge (1951)2020-11-14T05:31:21Z<p>Matthew: </p>
<hr />
<div>[[File:US 29-70 Yadkin River Bridge (1952) main span small.jpg]]<br />
<br />
'''**This bridge has been replaced**'''<br />
<br />
This 1951 deck girder bridge is an example of post-World War II highway construction that was meant to relieve bottlenecks as rapidly as possible with minimal investment. The structure was built to relieve traffic on the narrow two-lane Wilcox Bridge. In contrast to its ornate companion, it reflects post-war practicality and austerity. The five main spans of the bridge consist of a continuous run of two massive parallel girders, which in turn are comprised of steel plates riveted together. The beams are "haunched," meaning that there is a slight inward curve to them that allows a longer distance to be spanned with less material. The fact that longer spans could be built also meant that fewer piers needed to be constructed, which not only reduced labor costs but also allowed the piers to line up with those of the Wilcox Bridge, a consideration for flood control. It is a design, therefore, that relies on a reduced number of components, with these having a high degree of strength. However, due to the continuous design, there is a lack of redundancy, and if one pier or girder were to fail the entire bridge would likely collapse. This is why the continuous deck girder design fell out of favor, with remaining examples being targeted for replacement.<br />
<br />
Unusual for a bridge of this style, this structure has the floor beams that support the road deck situated on top of the girders, as opposed to being strung between them. In all likelihood, this made the bridge cheaper and quicker to construct. A later deck girder bridge, the US 701 Southbound bridge over the Cape Fear River, does not employ this design. On the north shore there are two steel stringer spans which follow the standard 1950s template. The railings follow the boxy fence style that was used by the state from the 1940s into the 1960s.<br />
<br />
Sadly, this bridge will be replaced at the same time as the nearby I-85 bridge. Even though it may not be a particularly attractive bridge, the curved profile of the beams have made it a more subtle companion to the Wilcox Bridge. In contrast, the modern bridge will be a highly standard beam bridge that will be indistinguishable from a freeway overpass.<br />
<br />
=== Facts ===<br />
<br />
* Year built: 1951<br />
* Route Carried: US 29 NB, US 70 EB, and NC 150 EB<br />
* Crosses: Yadkin River (High Rock Lake)<br />
* Location: Davidson and Rowan Counties, NC<br />
* Design: Continuous haunched deck girder with riveted connections<br />
* Number of main spans: 5<br />
* Total length: 873 ft.<br />
* Inside width: 27.8 ft., two lanes<br />
* Average Daily Traffic: 4000<br />
* Sufficiency Rating: 32.1 out of 100<br />
* National Bridge Inventory ID: 1590392<br />
* Coordinates: 35°24'6.29"N, 82°48'33.24"W<br />
<br />
=== Pictures ===</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:US_29-70_Yadkin_River_Bridge_(1952)_stringer_underside.jpg&diff=731File:US 29-70 Yadkin River Bridge (1952) stringer underside.jpg2020-11-14T05:31:00Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:US_29-70_Yadkin_River_Bridge_(1952)_main_span_small.jpg&diff=729File:US 29-70 Yadkin River Bridge (1952) main span small.jpg2020-11-14T05:31:00Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:US_29-70_Yadkin_River_Bridge_(1952)_main_span.jpg&diff=728File:US 29-70 Yadkin River Bridge (1952) main span.jpg2020-11-14T05:30:58Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:US_29-70_Yadkin_River_Bridge_(1952)_Girder_Underside.jpg&diff=727File:US 29-70 Yadkin River Bridge (1952) Girder Underside.jpg2020-11-14T05:30:58Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:US_29-70_Yadkin_River_Bridge_(1952)_Deck.jpg&diff=726File:US 29-70 Yadkin River Bridge (1952) Deck.jpg2020-11-14T05:30:58Z<p>Matthew: User created page with UploadWizard</p>
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{{Information<br />
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=US_29_and_70_Yadkin_River_Bridge_(1951)&diff=725US 29 and 70 Yadkin River Bridge (1951)2020-11-14T05:22:35Z<p>Matthew: </p>
<hr />
<div>'''**This bridge has been replaced**'''<br />
<br />
This 1951 deck girder bridge is an example of post-World War II highway construction that was meant to relieve bottlenecks as rapidly as possible with minimal investment. The structure was built to relieve traffic on the narrow two-lane Wilcox Bridge. In contrast to its ornate companion, it reflects post-war practicality and austerity. The five main spans of the bridge consist of a continuous run of two massive parallel girders, which in turn are comprised of steel plates riveted together. The beams are "haunched," meaning that there is a slight inward curve to them that allows a longer distance to be spanned with less material. The fact that longer spans could be built also meant that fewer piers needed to be constructed, which not only reduced labor costs but also allowed the piers to line up with those of the Wilcox Bridge, a consideration for flood control. It is a design, therefore, that relies on a reduced number of components, with these having a high degree of strength. However, due to the continuous design, there is a lack of redundancy, and if one pier or girder were to fail the entire bridge would likely collapse. This is why the continuous deck girder design fell out of favor, with remaining examples being targeted for replacement.<br />
<br />
Unusual for a bridge of this style, this structure has the floor beams that support the road deck situated on top of the girders, as opposed to being strung between them. In all likelihood, this made the bridge cheaper and quicker to construct. A later deck girder bridge, the US 701 Southbound bridge over the Cape Fear River, does not employ this design. On the north shore there are two steel stringer spans which follow the standard 1950s template. The railings follow the boxy fence style that was used by the state from the 1940s into the 1960s.<br />
<br />
Sadly, this bridge will be replaced at the same time as the nearby I-85 bridge. Even though it may not be a particularly attractive bridge, the curved profile of the beams have made it a more subtle companion to the Wilcox Bridge. In contrast, the modern bridge will be a highly standard beam bridge that will be indistinguishable from a freeway overpass.<br />
<br />
=== Facts ===<br />
<br />
* Year built: 1951<br />
* Route Carried: US 29 NB, US 70 EB, and NC 150 EB<br />
* Crosses: Yadkin River (High Rock Lake)<br />
* Location: Davidson and Rowan Counties, NC<br />
* Design: Continuous haunched deck girder with riveted connections<br />
* Number of main spans: 5<br />
* Total length: 873 ft.<br />
* Inside width: 27.8 ft., two lanes<br />
* Average Daily Traffic: 4000<br />
* Sufficiency Rating: 32.1 out of 100<br />
* National Bridge Inventory ID: 1590392<br />
* Coordinates: 35°24'6.29"N, 82°48'33.24"W<br />
<br />
=== Pictures ===</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=US_29_and_70_Yadkin_River_Bridge_(1951)&diff=724US 29 and 70 Yadkin River Bridge (1951)2020-11-14T05:21:26Z<p>Matthew: Created page with "'''**This bridge has been replaced**'''"</p>
<hr />
<div>'''**This bridge has been replaced**'''</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Steel_stringer,_girder,_and_tee-beam_bridges&diff=723Steel stringer, girder, and tee-beam bridges2020-11-14T05:20:48Z<p>Matthew: </p>
<hr />
<div>== Steel stringer, girder, and tee-beam bridges ==<br />
<br />
These are the unassuming structures, the structures meant to perform a job without being noticed. Highway departments have no reservations about maintaining such bridges built as early as the 1920s. Despite the lack of intricacy in their designs I still find the older examples of these structures (those built before the 1960s, mostly) to be worthy examples of our transportation heritage.<br />
<br />
=== North Carolina ===<br />
<br />
==== The Coastal Plain ====<br />
<br />
* '''[[Isabel Holmes Bridge]]''' -- A 1980s bascule bridge over the Northeast Cape Fear River in Wilmington, NC.<br />
<br />
* '''[[NC 130 Shallotte River Bridge]]''' -- Built in 1937, this concrete tee-beam bridge continues to carry today's traffic sufficiently without alteration.<br />
<br />
* '''[[Old NC 10 Slocum Creek Bridge]]''' -- A 1924 concrete girder bridge that was once apart of the state's Central Highway.<br />
<br />
* '''[[US 701 Cape Fear River Bridge]]''' -- An arching deck plate girder bridge located at the site of one of North Carolina's most magnificent truss bridges.<br />
<br />
* '''[[US 117 Northeast Cape Fear River Bridge]]''' -- A steel stringer bridge with curving beams located at one of the state's most historic crossings.<br />
<br />
* '''[[Wilmington's 3rd and 4th Street Bridges]]''' -- Two pieces of downtown infrastructure that have some interesting features.<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Bynum Bridge]]''' -- A 1922-constructed tee-beam bridge over the Haw River from North Carolina's early state highway era.<br />
<br />
* '''[[Cramerton Road Bridge]]''' -- A lost 1950s standard plan steel stringer road bridge over the South Fork Catawba River<br />
<br />
* '''[[Haw River, NC Railroad Bridge]]''' -- Located in Haw River, crossing the Haw River, this girder bridge has some relatively tall piers.<br />
<br />
* '''[[I-85 Yadkin River Bridge (1955)]]''' -- the former crossing of the Yadkin River by Interstate 85.<br />
<br />
* '''[[US 29 and 70 Yadkin River Bridge (1951)]]''' -- the former crossing of the Yadkin River by US 29 and US 70 in East Spencer, NC.<br />
<br />
==== The Mountains ====<br />
<br />
* '''[[US 276 Looking Glass Creek Bridges]]''' -- Four attractive stone-faced tee-beam bridges located on a scenic mountain highway.<br />
<br />
=== Virginia ===<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[US 1 Stony Creek Bridge (1946)]]''' -- The northbound companion to the 1927 Stony Creek arch bridge.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=I-85_Yadkin_River_Bridge_(1955)&diff=722I-85 Yadkin River Bridge (1955)2020-11-14T05:18:47Z<p>Matthew: </p>
<hr />
<div>[[File:1955 I-85 Yadkin River Bridge - river view - small.jpg]]<br />
<br />
'''**This short essay was written before the bridge was replaced in the 2010s. Therefore, the analysis is outdated.**'''<br />
<br />
While there are a number of more worthy candidates, this bridge today has the distinction of being the most famous bridge in North Carolina. Though many other bridges cross the Yadkin River, it is known as "The Yadkin River Bridge." The reasons for this, naturally, have resulted from the campaign to secure funding for its replacement. The four-lane 1955 structure is considered well over capacity, with 60,000 vehicles per day pounding their way across its deck on the southeast's most important transportation artery. The lack of shoulders on the span, combined with heavy truck traffic, make it a dangerous crossing. When accidents do occur, the bridge is effectively blocked off, forcing traffic onto the scant alternate routes. At the same time, the bridge is not a "ticking time bomb" structurally, despite the connections transportation officials attempt to draw with the I-35W Bridge. It is not a fracture critical bridge, meaning that one span or pier failing while not send the whole thing crashing down. The replacement bridge will probably be a similar steel stringer structure, albeit with few piers.<br />
<br />
The current plan is to replace the bridge with an eight-lane structure on a new alignment that will bypass the dangerous curve on east bank. Eight lanes seems like somewhat of an overkill in a non-urban area; however, it is probably for the best that NCDOT is planning for future needs. At the same time, I really would have rather seen them made use of the existing right-of-way, as opposed to tearing up more land for highway construction.<br />
<br />
The bridge is notable for having been built during North Carolina's early development of its statewide freeway system. The structure was built in 1955 for a US 29/70 freeway that ran from just north of the river (today's exit 83 to NC 150) to China Grove (exit 68). This was one year before the passage of the Interstate Highway Act. Thus, North Carolina had begun work on its Interstate system before the availability of 90% federal funding. This contrasts with other southeastern states, which did not commence work on non-urban freeways until the late 1950s-1960s. This soon-to-be-gone bridge is one of the best representations of that period. The bridge's lack of shoulders and the dangerous curve beyond show that the highway was built far below even early Interstate Highway standards.<br />
<br />
=== Facts ===<br />
<br />
* Year erected: 1955<br />
* Routes Carried: I-85 and US 52<br />
* Crosses: Yadkin River (High Rock Lake)<br />
* Location: Davidson and Rowan Counties, NC.<br />
* Design: Steel stringer<br />
* Inside width: 54 ft., four lanes<br />
* Total length: 882.9 ft., 11 spans<br />
* AADT: 59,000<br />
* Sufficiency Rating 33.9%<br />
* National Bridge Inventory ID: 1590137<br />
* Coordinates: 35°43'15.47"N, 80°23'25.63"W</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:1955_I-85_Yadkin_River_Bridge_-_river_view_-_small.jpg&diff=721File:1955 I-85 Yadkin River Bridge - river view - small.jpg2020-11-14T05:18:28Z<p>Matthew: User created page with UploadWizard</p>
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{{self|cc-by-sa-4.0}}</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=I-85_Yadkin_River_Bridge_(1955)&diff=720I-85 Yadkin River Bridge (1955)2020-11-14T05:16:16Z<p>Matthew: </p>
<hr />
<div>'''**This short essay was written before the bridge was replaced in the 2010s. Therefore, the analysis is outdated.**'''<br />
<br />
While there are a number of more worthy candidates, this bridge today has the distinction of being the most famous bridge in North Carolina. Though many other bridges cross the Yadkin River, it is known as "The Yadkin River Bridge." The reasons for this, naturally, have resulted from the campaign to secure funding for its replacement. The four-lane 1955 structure is considered well over capacity, with 60,000 vehicles per day pounding their way across its deck on the southeast's most important transportation artery. The lack of shoulders on the span, combined with heavy truck traffic, make it a dangerous crossing. When accidents do occur, the bridge is effectively blocked off, forcing traffic onto the scant alternate routes. At the same time, the bridge is not a "ticking time bomb" structurally, despite the connections transportation officials attempt to draw with the I-35W Bridge. It is not a fracture critical bridge, meaning that one span or pier failing while not send the whole thing crashing down. The replacement bridge will probably be a similar steel stringer structure, albeit with few piers.<br />
<br />
The current plan is to replace the bridge with an eight-lane structure on a new alignment that will bypass the dangerous curve on east bank. Eight lanes seems like somewhat of an overkill in a non-urban area; however, it is probably for the best that NCDOT is planning for future needs. At the same time, I really would have rather seen them made use of the existing right-of-way, as opposed to tearing up more land for highway construction.<br />
<br />
The bridge is notable for having been built during North Carolina's early development of its statewide freeway system. The structure was built in 1955 for a US 29/70 freeway that ran from just north of the river (today's exit 83 to NC 150) to China Grove (exit 68). This was one year before the passage of the Interstate Highway Act. Thus, North Carolina had begun work on its Interstate system before the availability of 90% federal funding. This contrasts with other southeastern states, which did not commence work on non-urban freeways until the late 1950s-1960s. This soon-to-be-gone bridge is one of the best representations of that period. The bridge's lack of shoulders and the dangerous curve beyond show that the highway was built far below even early Interstate Highway standards.<br />
<br />
=== Facts ===<br />
<br />
* Year erected: 1955<br />
* Routes Carried: I-85 and US 52<br />
* Crosses: Yadkin River (High Rock Lake)<br />
* Location: Davidson and Rowan Counties, NC.<br />
* Design: Steel stringer<br />
* Inside width: 54 ft., four lanes<br />
* Total length: 882.9 ft., 11 spans<br />
* AADT: 59,000<br />
* Sufficiency Rating 33.9%<br />
* National Bridge Inventory ID: 1590137<br />
* Coordinates: 35°43'15.47"N, 80°23'25.63"W</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=I-85_Yadkin_River_Bridge_(1955)&diff=719I-85 Yadkin River Bridge (1955)2020-11-14T05:15:57Z<p>Matthew: Created page with "'''**This short easy was written before the bridge was replaced in the 2010s. Therefore, the analysis is outdated.**''' While there are a number of more worthy candidates, th..."</p>
<hr />
<div>'''**This short easy was written before the bridge was replaced in the 2010s. Therefore, the analysis is outdated.**'''<br />
<br />
While there are a number of more worthy candidates, this bridge today has the distinction of being the most famous bridge in North Carolina. Though many other bridges cross the Yadkin River, it is known as "The Yadkin River Bridge." The reasons for this, naturally, have resulted from the campaign to secure funding for its replacement. The four-lane 1955 structure is considered well over capacity, with 60,000 vehicles per day pounding their way across its deck on the southeast's most important transportation artery. The lack of shoulders on the span, combined with heavy truck traffic, make it a dangerous crossing. When accidents do occur, the bridge is effectively blocked off, forcing traffic onto the scant alternate routes. At the same time, the bridge is not a "ticking time bomb" structurally, despite the connections transportation officials attempt to draw with the I-35W Bridge. It is not a fracture critical bridge, meaning that one span or pier failing while not send the whole thing crashing down. The replacement bridge will probably be a similar steel stringer structure, albeit with few piers.<br />
<br />
The current plan is to replace the bridge with an eight-lane structure on a new alignment that will bypass the dangerous curve on east bank. Eight lanes seems like somewhat of an overkill in a non-urban area; however, it is probably for the best that NCDOT is planning for future needs. At the same time, I really would have rather seen them made use of the existing right-of-way, as opposed to tearing up more land for highway construction.<br />
<br />
The bridge is notable for having been built during North Carolina's early development of its statewide freeway system. The structure was built in 1955 for a US 29/70 freeway that ran from just north of the river (today's exit 83 to NC 150) to China Grove (exit 68). This was one year before the passage of the Interstate Highway Act. Thus, North Carolina had begun work on its Interstate system before the availability of 90% federal funding. This contrasts with other southeastern states, which did not commence work on non-urban freeways until the late 1950s-1960s. This soon-to-be-gone bridge is one of the best representations of that period. The bridge's lack of shoulders and the dangerous curve beyond show that the highway was built far below even early Interstate Highway standards.<br />
<br />
=== Facts ===<br />
<br />
* Year erected: 1955<br />
* Routes Carried: I-85 and US 52<br />
* Crosses: Yadkin River (High Rock Lake)<br />
* Location: Davidson and Rowan Counties, NC.<br />
* Design: Steel stringer<br />
* Inside width: 54 ft., four lanes<br />
* Total length: 882.9 ft., 11 spans<br />
* AADT: 59,000<br />
* Sufficiency Rating 33.9%<br />
* National Bridge Inventory ID: 1590137<br />
* Coordinates: 35°43'15.47"N, 80°23'25.63"W</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Steel_stringer,_girder,_and_tee-beam_bridges&diff=718Steel stringer, girder, and tee-beam bridges2020-11-14T05:12:31Z<p>Matthew: </p>
<hr />
<div>== Steel stringer, girder, and tee-beam bridges ==<br />
<br />
These are the unassuming structures, the structures meant to perform a job without being noticed. Highway departments have no reservations about maintaining such bridges built as early as the 1920s. Despite the lack of intricacy in their designs I still find the older examples of these structures (those built before the 1960s, mostly) to be worthy examples of our transportation heritage.<br />
<br />
=== North Carolina ===<br />
<br />
==== The Coastal Plain ====<br />
<br />
* '''[[Isabel Holmes Bridge]]''' -- A 1980s bascule bridge over the Northeast Cape Fear River in Wilmington, NC.<br />
<br />
* '''[[NC 130 Shallotte River Bridge]]''' -- Built in 1937, this concrete tee-beam bridge continues to carry today's traffic sufficiently without alteration.<br />
<br />
* '''[[Old NC 10 Slocum Creek Bridge]]''' -- A 1924 concrete girder bridge that was once apart of the state's Central Highway.<br />
<br />
* '''[[US 701 Cape Fear River Bridge]]''' -- An arching deck plate girder bridge located at the site of one of North Carolina's most magnificent truss bridges.<br />
<br />
* '''[[US 117 Northeast Cape Fear River Bridge]]''' -- A steel stringer bridge with curving beams located at one of the state's most historic crossings.<br />
<br />
* '''[[Wilmington's 3rd and 4th Street Bridges]]''' -- Two pieces of downtown infrastructure that have some interesting features.<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[Bynum Bridge]]''' -- A 1922-constructed tee-beam bridge over the Haw River from North Carolina's early state highway era.<br />
<br />
* '''[[Cramerton Road Bridge]]''' -- A lost 1950s standard plan steel stringer road bridge over the South Fork Catawba River<br />
<br />
* '''[[Haw River, NC Railroad Bridge]]''' -- Located in Haw River, crossing the Haw River, this girder bridge has some relatively tall piers.<br />
<br />
* '''[[I-85 Yadkin River Bridge (1955)]]''' -- the former crossing of the Yadkin River by Interstate 85.<br />
<br />
==== The Mountains ====<br />
<br />
* '''[[US 276 Looking Glass Creek Bridges]]''' -- Four attractive stone-faced tee-beam bridges located on a scenic mountain highway.<br />
<br />
=== Virginia ===<br />
<br />
==== The Piedmont ====<br />
<br />
* '''[[US 1 Stony Creek Bridge (1946)]]''' -- The northbound companion to the 1927 Stony Creek arch bridge.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Gholson_Bridge&diff=717Gholson Bridge2020-11-14T05:06:22Z<p>Matthew: </p>
<hr />
<div>'''Iron Bridge Road Crossing of the Meherrin River'''<br />
<br />
[[File:Gholson Bridge portal shot 1 small.jpg]]<br />
<br />
While Virginia has a fair number of pin-connected truss bridges remaining, few were built by companies other than the Virginia Bridge and Iron Company. This Wrought Iron Bridge Company structure, constructed in 1884, is a member of that select class. As such, it is one of the most important historic bridges in the state. This significance has been recognized for a number of years now, as it was posted to the National Register of Historic Places in 1978.<br />
<br />
The bridge consists of two Pratt truss spans of different lengths. The span over the Meherrin River consists of seven panels and is 103 feet in length. The floodplain span is about 80-90 feet long and has six panels. All structural components are identical on the two spans. All vertical members are lightweight I-beams, which indicates that the bridge was built for lightweight wagon traffic. The diagonal members near the front posts have threads on the ends, so that adjustments for tension can be made. These threads are covered by the distinctive Wrought Iron Bridge Co. cast iron caps that display the bridge's manufacture date; the fact that not all of these have been stolen over the years is surprising. The top chord consists of built-up beams held together by plates; this appears to be typical of Wrought Iron Bridge Company structures. The structure is supported by a granite pier and abutments.<br />
<br />
According to the Historical American Engineering Record's documentation of the bridge, it stands on the same location that it was originally erected at. It has sustained very little modification, and appears almost the same as it did 125+ years ago. Both bridge plaques remain, which prominently state the builder as well as the politicians who saw to its construction. The most obviously modifications made to the structure are the spliced-in welded sections of steel on the front posts, which repaired damage sustained in collisions.<br />
<br />
Today this bridge carries 768 vehicles per day, which is somewhat of a high count for a bridge originally constructed for wagons. In contrast, the nearby VA 46 bridge, which is located on a 55 MPH highway, carries 2705 VPD, giving you an idea of the low population density of the area. It seemed that a car would cross the bridge every few minutes, with many racing across it at 25 MPH. With this amount of usage and 0% sufficiency rating, this bridge will undoubtedly need some attention in the near future.<br />
<br />
=== Facts ===<br />
<br />
* Year Built: 1884<br />
* Builder: Wrought Iron Bridge Co. of Canton, OH.<br />
* Route Carried: Iron Bridge Road<br />
* Crosses: Meherrin River<br />
* Location: Brunswick County, VA.<br />
* Design: Seven-panel, pin-connected Pratt through truss (south span); Six-panel, pin-connected Pratt through truss (north span).<br />
* Inside width: 11.2 ft., one lane<br />
* Length of largest span: 103.1 ft. Total structure length: 191.9 ft.<br />
* National Bridge Inventory ID: 3767<br />
* Coordinates: 36°53'42.98"N, 79°20'36.86"W<br />
<br />
=== Pictures ===<br />
<br />
[[File:Gholson Bridge Main Span shot 1.jpg|200px]][[File:Gholson Bridge Main Span shot 2.jpg|200px]][[File:Gholson Bridge Main Span shot 3.jpg|200px]][[File:Gholson Bridge Main Span shot 4.jpg|200px]][[File:Gholson Bridge Main Span shot 5.jpg|200px]]<br />
<br />
* Shots of the main span over the Meherrin River.<br />
<br />
[[File:Gholson Bridge short span shot 1.jpg|200px]][[File:Gholson Bridge short span shot 2.jpg|200px]][[File:Gholson Bridge short span shot 3.jpg|200px]]<br />
<br />
* Shots of the north span.<br />
<br />
[[File:Gholson Bridge portal shot 1.jpg|133px]][[File:Gholson Bridge portal shot 2.jpg|133px]][[File:Gholson Bridge portal shot 3.jpg|133px]][[File:Gholson Bridge portal shot 4.jpg|133px]][[File:Gholson Bridge portal shot 5.jpg|133px]]<br />
<br />
* Various portal shots.<br />
<br />
[[File:Gholson Bridge Plaque.jpg|319px]][[File:Gholson Bridge Cap.jpg|200px]]<br />
<br />
* L: the main span's plaque (south span's is identical). R: Cast iron connection cap.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=Gholson_Bridge&diff=716Gholson Bridge2020-11-14T05:05:30Z<p>Matthew: </p>
<hr />
<div>'''Iron Bridge Road Crossing of the Meherrin River'''<br />
<br />
While Virginia has a fair number of pin-connected truss bridges remaining, few were built by companies other than the Virginia Bridge and Iron Company. This Wrought Iron Bridge Company structure, constructed in 1884, is a member of that select class. As such, it is one of the most important historic bridges in the state. This significance has been recognized for a number of years now, as it was posted to the National Register of Historic Places in 1978.<br />
<br />
The bridge consists of two Pratt truss spans of different lengths. The span over the Meherrin River consists of seven panels and is 103 feet in length. The floodplain span is about 80-90 feet long and has six panels. All structural components are identical on the two spans. All vertical members are lightweight I-beams, which indicates that the bridge was built for lightweight wagon traffic. The diagonal members near the front posts have threads on the ends, so that adjustments for tension can be made. These threads are covered by the distinctive Wrought Iron Bridge Co. cast iron caps that display the bridge's manufacture date; the fact that not all of these have been stolen over the years is surprising. The top chord consists of built-up beams held together by plates; this appears to be typical of Wrought Iron Bridge Company structures. The structure is supported by a granite pier and abutments.<br />
<br />
According to the Historical American Engineering Record's documentation of the bridge, it stands on the same location that it was originally erected at. It has sustained very little modification, and appears almost the same as it did 125+ years ago. Both bridge plaques remain, which prominently state the builder as well as the politicians who saw to its construction. The most obviously modifications made to the structure are the spliced-in welded sections of steel on the front posts, which repaired damage sustained in collisions.<br />
<br />
Today this bridge carries 768 vehicles per day, which is somewhat of a high count for a bridge originally constructed for wagons. In contrast, the nearby VA 46 bridge, which is located on a 55 MPH highway, carries 2705 VPD, giving you an idea of the low population density of the area. It seemed that a car would cross the bridge every few minutes, with many racing across it at 25 MPH. With this amount of usage and 0% sufficiency rating, this bridge will undoubtedly need some attention in the near future.<br />
<br />
=== Facts ===<br />
<br />
* Year Built: 1884<br />
* Builder: Wrought Iron Bridge Co. of Canton, OH.<br />
* Route Carried: Iron Bridge Road<br />
* Crosses: Meherrin River<br />
* Location: Brunswick County, VA.<br />
* Design: Seven-panel, pin-connected Pratt through truss (south span); Six-panel, pin-connected Pratt through truss (north span).<br />
* Inside width: 11.2 ft., one lane<br />
* Length of largest span: 103.1 ft. Total structure length: 191.9 ft.<br />
* National Bridge Inventory ID: 3767<br />
* Coordinates: 36°53'42.98"N, 79°20'36.86"W<br />
<br />
=== Pictures ===<br />
<br />
[[File:Gholson Bridge Main Span shot 1.jpg|200px]][[File:Gholson Bridge Main Span shot 2.jpg|200px]][[File:Gholson Bridge Main Span shot 3.jpg|200px]][[File:Gholson Bridge Main Span shot 4.jpg|200px]][[File:Gholson Bridge Main Span shot 5.jpg|200px]]<br />
<br />
* Shots of the main span over the Meherrin River.<br />
<br />
[[File:Gholson Bridge short span shot 1.jpg|200px]][[File:Gholson Bridge short span shot 2.jpg|200px]][[File:Gholson Bridge short span shot 3.jpg|200px]]<br />
<br />
* Shots of the north span.<br />
<br />
[[File:Gholson Bridge portal shot 1.jpg|133px]][[File:Gholson Bridge portal shot 2.jpg|133px]][[File:Gholson Bridge portal shot 3.jpg|133px]][[File:Gholson Bridge portal shot 4.jpg|133px]][[File:Gholson Bridge portal shot 5.jpg|133px]]<br />
<br />
* Various portal shots.<br />
<br />
[[File:Gholson Bridge Plaque.jpg|319px]][[File:Gholson Bridge Cap.jpg|200px]]<br />
<br />
* L: the main span's plaque (south span's is identical). R: Cast iron connection cap.</div>Matthewhttps://bridgesandstructures.mattridpath.com/index.php?title=File:Gholson_Bridge_short_span_shot_3.jpg&diff=715File:Gholson Bridge short span shot 3.jpg2020-11-14T04:58:16Z<p>Matthew: User created page with UploadWizard</p>
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