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APALACHICOLA RIVER BRIDGE State Route 20 spanning the Apalachicola River Blountstown vicinity Calhoun County Florida

PHOTOGRAPHS

WRITTEN HISTORICAL AND DESCRIPTIVE DATA

HISTORIC AMERICAN ENGINEERING RECORD SOUTHEAST REGIONAL OFFICE

National Park Service U.S. Department of the Interior

100 Alabama St. NW Atlanta, GA 30303

HAER FL-12 FL-12

1: I

Location:

HISTORIC AMERICAN ENGINEERING RECORD

APALACHICOLA RIVER BRIDGE

State Road 20, spanning the Apalachicola River Blountstown Vicinity Calhoun County, Florida

HAER FL-12

USGS 7 .5 Minute Blountstown and Bristol, Florida Quadrangles, Universal Transverse Mercator Coordinates: 17 .690275.3369360, 17 .691275.3369370, 17.691990.3368720, 17 .692300.3368300

Date of Construction: 1937-1938.

Engineer:

Builder:

Present Owner:

Present Use:

Significance:

Report Prepared by:

Date:

Allied Engineering Corporation

Wisconsin Bridge and Iron Company

Florida Department of Transportation, District Three, Post Office Box 607, Chipley, Florida 32428-0607

Vehicular bridge

This structure is significant as the first long-span steel bridge and first continuous truss bridge built in Florida. As the third bridge in the state to cross the Apalachicola River, a major waterway, it greatly improved travel in the panhandle. The bridge is also a notable example of a Depression-era public works project.

Laura M. Weant and Sherry Anderson Architectural Historians James Pochurek Principal Photographer Janus Research Post Office Box 919 St. Petersburg, FL 33731

Rebecca Spain Schwarz and Daniel Delahaye Architectural Historians Archaeological Consultants, Inc. 2345 Bee Ridge Road, Suite 6 Sarasota, FL 34239 ·

April 1995

HISTORICAL NARRATIVE

Physical Description of Existing Bridge:

APALACHICOLA RIVER BRIDGE HAER No. FL-12 Page #2

The Apalachicola River Bridge on State Road 20 links Calhoun and Liberty Counties in Florida (see Figures 1 and 2). The Apalachicola River, which is formed by the confluence of the Flint and Chattahoochee Rivers, is a major river in Florida and has been significant in history as a transportation corridor through the Florida panhandle. It runs from just north of the town of Chattahoochee south to the Gulf of Mexico at Apalachicola, a distance of about 128 kilometers (80 miles) (Bell 1961, 12). At the site of the bridge, the Apalachicola River has a bluff on the east side and a large swamp on the west side. The town of Blountstown, the county seat of Calhoun County, is located just west of the bridge on a rise above the swamp; the town of Bristol, the county seat of Liberty County, is located just east of the bridge on the bluff. The Apalachicola River is a navigable waterway which is managed by the U.S. Army Corps of Engineers (Wiedenfield 1989, 2).

The Apalachicola River Bridge has five main spans that form the continuous truss across the river and 198 approach spans that cross the floodplain swamps; there are 164 approach spans on the west side and 34 approach spans on the east side. The main span is 85.34 meters (280 feet) long, while the entire structure is 2559.4 meters (8,397 feet) long. The west portion of the bridge runs straight along an east-west axis, then it turns southeasterly following an S-curve in plan. The clearance above the river at normal flow is 15.85 meters (52 feet) which permits unrestricted navigation for boats. The bridge has a 4.27 meter (14 foot) height clearance and 7.32 meter (24 foot), two-lane width with no sidewalks or shoulders. The bridge is made of steel with a concrete deck (Ridenour 1994, 4).

The main span of the Apalachicola River Bridge is a continuous truss, long-span steel bridge. The advantages of the continuous truss bridge are relative economy of material, ease of construction, and relatively small pier requirements. The continuous truss bridge is rigid and is subject to fewer stress changes under traffic than other long-span steel bridges (Wiedenfield 1989, 2).

The bridge's main span is a variation on a Warren truss configuration (see Figure 3). This truss was patented in 1848 by two British engineers and is still used by designers today. A regular Warren truss is triangular in outline, with its diagonal members carrying both compressive and tensile forces. The Apalachicola River Bridge has intermediate vertical supports which serve as bracing for the triangular system (Comp and Jackson 1977, 7-8). The center span of the bridge is a shallow arch which permits a higher clearance for boats on the river.

The superstructure of the bridge features a concrete road bed with steel I-beam stringers and floor beams. On either side of the road is a standard post-and-beam concrete guard rail.

AP ALA CHI COLA RNER BRIDGE HAER No. FL-12 Page 3

The substructure is also concrete and steel but has several configurations (see Figure 4). Near the east and west abutments, the bridge is supported by bents composed of a concrete bent cap above four steel I-columns on concrete footings (see Figure 5). About every 18 to 20 bents is a solid concrete bent with sloped sides and rounded comers (see Figure 6). As the road on the approach span rises to the height of the main span, the steel portion of the superstructure is elevated on battered concrete footings. The steel I-columns are joined laterally by steel Xbracing. In a few instances, two bents are joined longitudinally with X-bracing; they are noted as "towers" on the original construction drawings (see Figures 7 and 8).

There are six concrete piers that support the continuous truss of the main span across the river. The bottom portions of the piers are massive concrete forms with sloped sides and rounded comers. Each pier has either a two- or three-hole opening cut through it. Above the concrete pier is the steel truss which is attached to the concrete pier by a cast steel pin connection (see Figures 9, 10, and 11).

The Apalachicola River Bridge on State Road 20 is an imposing, visually striking structure. Due to the slight curve in plan, the length of the bridge, and the density of the surrounding foliage, the vehicular view of the main span is obscured until one is almost on the main span. The bridge is in good condition and has been well maintained. There have been no major changes to the structure (Wiedenfield 1989, 2).

Description of Proposed Work:

This project will consist of constructing a modem, two-lane bridge south of the existing bridge and modifying the existing two-lane bridge to provide a four-lane crossing of the Apalachicola River Bridge along State Road 20. The new bridge will be approximately 2548 meters (8360 feet) in length and will be sited south of the existing bridge at a distance of 12.20 to 15.24 meters (40 to 50 feet). The new bridge will provide a vertical clearance of 16.76 meters (55 feet) above the normal high water level (elevation 46.5). The horizontal clearance will be 45.72 meters (150 feet). The new bridge will provide two 3.66 meter (10 feet) outside safety shoulders, two 3.66 meters (12 feet) lanes, and one 1.83 meter (six feet) bicycle path (see Figure 12) and will serve as the two-lane eastbound route across the river (Ridenour 1994, 1) (see Appendix A for additional preliminary plans of the new bridge).

After the new bridge is completed, the old bridge will be modified to serve as the river's twolane westbound route. To improve the vertical clearance to 5.03 meters (16.5 feet), four portals will be removed (the two lowest portals at each end of the main span), and the other portals will be replaced with new "X" members. These new members have a depth of 0. 76 meters (2.5 feet) less than the existing sway braces. The bottom chord "X" bracing will be strengthened. The existing railing will be replaced with Iowa Block barriers cast on top of the existing curb (see Figures 13 and 14) (Ridenour 1994, 10).

Historical Background:

AP ALA CHI COLA RIVER BRIDGE HAER No. FL-12 Page4

The Apalachicola River has been a significant waterway for centuries. Remnants of earlier indigenous civilizations can be found along much of the river; particularly visible are Native American mounds, most of which are listed on the National Register of Historic Places. During the European exploration and early settlement of Florida, the Apalachicola River became a natural transportation route from the Gulf coast north into Georgia. A settlement was founded at the mouth of the river and was named Apalachicola for the river. The town became an important center of trade, since much of the cotton grown in Georgia, Alabama, and Florida was exported by boat from Apalachicola (Wiedenfield 1989, 4).

Blountstown was founded in 1823 and was named for John Blount, a Seminole Chief, who was briefly granted a reservation in the area after aiding Andrew Jackson. The economic base for Blountstown during the early development of the community was cotton; however, the community continued to develop due to its convenient location along the Apalachicola River. Raw materials produced in the area could be shipped down to Apalachicola where they were sold. In return, goods were shipped up the river to Blountstown (Wiedenfield 1989, 4).

Calhoun County was established in 1838, but it was divided in 1913 and 1925 to create Bay and Gulf Counties. Blountstown became the county seat of Calhoun County, and a courthouse was built near the ferry landing. After experiencing high floods around the tum of the century, the community of Blountstown was moved northwest onto a bluff just west of the present Apalachicola River Bridge. Bristol, the county seat of Liberty County, is located on the east side of the river. It was founded in 1850 and has a similar economic base to that of Calhoun County. During the 1870s, lumber became an important product, and by the 1890s turpentine added to the economic base of the area (Wiedenfield 1989, 4).

Steamboats were a popular form of transportation along the Apalachicola River from about 1830 to 1890. While most of the steamers were small, some could carry up to 200 persons. These riverboats transported people, cargo, and mail; both Blountstown and Bristol were stops for the mail boats. The first steamboat came to the Apalachicola/Chattahoochee Rivers area on January 26, 1828, when the Fannie docked at Columbus, Georgia. Between 1830 and 1840, the peak period for steamboat travel, over 50 steamers traversed the river between the cities of Apalachicola and Columbus. One of the most famous steamboats on the Apalachicola was the John W. Callahan. This 400-ton vessel sailed primarily between Bainbridge, Georgia and Apalachicola until it sank in 1923 (Bell 1961, 12-14).

Ferries along the Apalachicola River provided crossings for travelers. After the acquisition of Florida from Spain in 1821, Congress ordered a road to be built from Pensacola to St. Augustine. As part of the road, a ferry was to be built at Ocheesee landing, several miles north of the present Apalachicola River Bridge (Wiedenfield 1989, 4-5). In 1836, a ferry was built

APALACHICOLA RIVER BRIDGE HAER No. FL-12 Page 5

at Blountstown by Shadrick Sutton. In the 1920s, a ferry south of the present bridge was owned and operated by the Ford family. This ferry ran from Blountstown Landing, now known as Neal's Landing and located on the south side of present-day Blountstown, to a landing directly across the river and south of Bristol (see Appendix B for historic photographs). The fare of the crossing was 50 cents per car (Lamar Ford, personal communication 1995). Just before the State of Florida purchased the ferry in 1936, the ferry had expanded and could carry three vehicles at a cost of one dollar per vehicle. After the State purchased the ferry, the cost was free to travelers. Despite these advantages, the ferry had limited hours, so travelers had to cross the river before the ferry closed or face a detour of 65 miles to get to the next bridge. The State operated the ferry until the bridge opened in 1938 (Wiedenfield 1989, 4-5).

Promotion of the construction of a bridge across the river between Blountstown and Bristol began as early as 1916 by the citizens of Calhoun County. At that time, there were no vehicular bridges across the Apalachicola River. World War I interrupted efforts to build the bridge. During the 1920s, the Victory Bridge was built in Chattahoochee, north of the crossing at River Junction. In 1936, the second bridge over the river was built in the town of Apalachicola. It was not until 1933 that John Dwight Trammell, a local legislator, was able to pass a bill that enabled Calhoun County to borrow money to build a bridge. The bridge project was funded in part by the Public Works Administration (PW A) under U.S. President Franklin Roosevelt. The original plan was for Calhoun and Liberty Counties to share the cost of the bridge; however, Liberty County withdrew its financial support. Although they felt they could not contribute financially, Liberty County stated that they would not oppose Calhoun County's efforts to build a bridge (Wiedenfield 1989, 5).

Financing such a large endeavor was not easy, although some Federal funds were made available. The PWA provided 45 percent of the funds for the bridge, and Calhoun County bonds financed the other 55 percent. Original plans called for a toll bridge with fixed rates for automobiles ($0.50 for the driver, $0.05 per passenger), pedestrians ($0.05), sheep and goats ($0.15), mules ($0.25), and other various travelers. In the end, gas funds paid the county's debt on the bridge instead of tolls. The total cost of the bridge was estimated at $963,000 (Wiedenfield 1989, 5).

The Florida State Road Department guaranteed to build the bridge approaches and to complete the highway west to Ebro (Atkins 1977, n.p.). The Allied Engineering Corporation designed the bridge, and the Wisconsin Bridge and Iron Company of Milwaukee built the structure. The bridge appears to have been the only Florida structure built by the Milwaukee company, though it was a major national bridge contractor (King 1992, 47).

As part of the agreement with the PW A, workers were to be paid a minimum wage for their work on the bridge. Among the m1mmum wages outlined in the County Records are: carpenter/journeyman, $0.75/hour; crane operator, $0.60/hour; millwright, $0.55/hour;

AP ALA CHICO LARNER BRIDGE HAER No. FL-12 Page6

blacksmith, baker, cook, riprap builder, $0.45/hour; and cook's helper, $0.30/hour. These jobs pumped a great deal of money into the Depression-injured local economy and provided hundreds of people with jobs. Blountstown became a boom town, with new businesses springing up, including nightclubs. One visitor described the area at the time as "the nearest to an old west town as it existed in 1880 (Atkins 1977, n.p.)." As the bridge approached completion in 1938, defense jobs became available; these new jobs helped to maintain the economy (Wiedenfield 1989, 5).

According to local legend, the bridge was completed and awaiting final inspection from Federal and State authorities when Thelma Gaskin, a Blountstown resident, died somewhere across the river. To avoid having the hearse use the ferry, permission was granted for transporting her body across the bridge, making that the first vehicular crossing of the bridge (Wiedenfield 1989, 6). The Apalachicola River Bridge was formally dedicated with a big ceremony in October of 1938 attended by Governor Fuller Warren. The celebration was held under the bridge on the Bristol side because the land was higher and less marsh-like near the river (Dr. Andrew Ramsey, personal communication 1995). The bridge was considered to be quite attractive as well as a significant transportation improvement. The County Record reported on March 31, 1939, "The graceful contour of the beautiful Calhoun bridge brings many words of praise from motorists who say it is the most attractive span in the South. The bridge across the Apalachicola River cuts considerable distance between Pensacola and Tallahassee (Wiedenfield 1989, 6)."

The Apalachicola River Bridge is significant as the first long-span steel bridge and the first continuous steel truss bridge built in Florida. There are only four long-span steel bridges in Florida. Of those bridges, two are continuous trusses and two are cantilevered bascules. The other continuous truss bridge is the Hart Bridge in Jacksonville, which was built in 1967. The continuous truss is used only for major crossings and permits water traffic to move without delay, unlike the high maintenance movable spans. This construction type represents an important stage in the adaptation of truss designs to long-span needs.

The Apalachicola River Bridge is also significant for changing transportation in the Florida panhandle. It made traveling easier from Pensacola, Panama City, and towns in between to Tallahassee. When the bridge was completed in 1938, there were three vehicular bridges across the Apalachicola: one at Apalachicola, one at Blountstown, and one at Chattahoochee. Today there are only four vehicular crossings of the river: these three historic bridges and the modem Interstate 10 bridge (Wiedenfield 1989, 2).

Moreover, the bridge stands as a monument to the Depression-era public works projects in Florida. It was the culmination of Calhoun County's drive to improve the regional economy through better transportation (King 1992, 48). According to local historian and former school superintendent George Atkins, the Apalachicola River Bridge provided Blountstown with the necessary transportation to continue steady growth (Wiedenfield 1989, 6). In 1989, the


Apalachicola River Bridge was determined to be eligible for listing in the National Register of Historic Places.

Bibliography:

Atkins, George. 1977. Bridge completed in 1938 despite problems. The County Record, 8 November.

Atkins, George. 1978. Remembering our county's past. The County Record, 10 August.

Bell, Harold W. Glimpses of the Panhandle. Chicago, Illinois: Adams Press, 1961.

Calhoun County. Welcome Home Day Historical Program Book. Blountstown: Calhoun County Welcome Home Day Committee, Inc., 1987.

Comp, T. Allan, and Donald Jackson. Bridge Truss Types: A Guide to Dating and Identifying. Technical Leaflet 95, History News 32, no. 5, May 1977. American Association for State and Local History.

Jensch, Herbert. Historic photographs of the Apalachicola River Bridge. Florida Photographic Collection, Florida State Archives. Tallahassee, Florida.

King, Joseph E. The Historic Highway Bridges of Florida. Tallahassee, Florida: Florida Department of Transportation, 1992.

Ridenour, Melisa L. Administrative Action: Programmatic Section 4(f) Evaluation [for the Apalachicola River Bridge]. Tallahassee, Florida: Federal Highway Administration, 1994.

Wiedenfield, Melissa. National Register of Historic Places Determination of Eligibility Form: Apalachicola River Bridge. Tallahassee, Florida: Florida Department of Transportation, 1989.

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Figure 14


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apalachicola river bridge state route 20 spanning the apalachicola...

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