Celebration of Art in Action Wisconsin Concrete Park

Arlington Memorial Bridge

Arlington Memorial Bridge 2020c.jpg

The bridge in December 2020, shortly after the completion of renovations

Coordinates 38°53′xiv″N 77°3′20″W  /  38.88722°Due north 77.05556°Westward  / 38.88722; -77.05556 Coordinates: 38°53′14″N 77°3′twenty″Westward  /  38.88722°N 77.05556°West  / 38.88722; -77.05556
Locale Potomac River
Washington, D.C.
Characteristics
Total length 2,163 ft (659.iii thou)
History
Builder McKim, Mead, and White
Built 1932
Location

United States historic place

Arlington Memorial Bridge

U.S. National Register of Historic Places

D.C. Inventory of Celebrated Sites

Architectural style Neoclassical
Primal bascule
Arch bridge
NRHP referenceNo. 80000346[ane]
Significant dates
Added to NRHP April iv, 1980[2]
Designated DCIHS November 8, 1964

The Arlington Memorial Bridge is a Neoclassical masonry, steel, and stone curvation span with a central bascule (or drawbridge) that crosses the Potomac River at Washington, D.C., the capital of the United States. First proposed in 1886, the bridge went unbuilt for decades cheers to political quarrels over whether the bridge should be a memorial, and to whom or what. Traffic problems associated with the dedication of the Tomb of the Unknown Soldier in November 1921 and the want to build a span in time for the bicentennial of the nativity of George Washington led to its structure in 1932.

Designed by the architectural firm McKim, Mead, and White, decorated with monumental statues depicting valor and sacrifice by sculptor Leo Friedlander, cast past Ferdinando Marinelli Artistic Foundry, Florence, Italia, Arlington Memorial Bridge defines the western end of the National Mall. The span's draw span was permanently closed in 1961 and replaced in 2018 by one that does not open.[3]

Early attempts to build a bridge [edit]

Early on memorial bridge proposals [edit]

An early 1887 design for the memorial span across the Potomac River, by Paul J. Pelz.

A 1901 design for the memorial span by Edward P. Casey and William H. Burr, accepted by the Secretary of War only never constructed.

Congress get-go proposed a bridge at the site of the current structure on May 24, 1886. The resolution required that the Us Department of State of war report the feasibility of a bridge at the site, and a 24-foot (7.three grand) wide design was proposed later on that year.[iv] The following year, the War Department suggested a "Lincoln-Grant Memorial Bridge". The Washington Post supported the thought of naming the bridge after both Robert E. Lee and Grant.[five] Congress once again passed a resolution requesting some other design, and in late 1887 the department proposed a "General Ulysses South. Grant Memorial Span". The new bridge would be a suspension span 105 feet (32 g) loftier, with 98 feet (thirty m) of clearance below it.[vi] Designs for the span at this fourth dimension included a bare steel truss bridge, a low masonry arch bridge, and a Romanesque Revival structure by Paul J. Pelz with two massive primal towers, two barbicans on each terminate, and exuberant ornamentation.[7] Senator John Due west. Daniel sponsored legislation in 1897 funding a survey of the bedrock in the Potomac River.[8] Congress approved the legislation the same twelvemonth, and the Us Army Corps of Engineers began the survey in July.[9] The survey was delivered in March 1898.[x]

Considering the bridge was conceived as a memorial to Grant, Congress repeatedly blocked funding for the bridge. Just afterward the Corps' survey was complete, Congress authorized the Secretarial assistant of State of war to expend $5,000 ($162,860 in 2021 dollars) on a bridge blueprint competition. To help improve the prospects for a bridge, a "National Memorial Span Clan" was formed.[a] In July, four prominent bridge engineers from New York Urban center — George S. Morrison, Leffert 50. Buck, William H. Burr, and William R. Hutton — were invited to submit designs for a memorial bridge to award American war dead.[b] A five-member board appointed by the Secretary of War[c] selected a design by William H. Burr and architect Edward P. Casey (designer of the Taft Bridge). Their blueprint, based on the 1887 winning plan, called for a drawbridge made of steel and stone with 36 arches. A "classical" tower sat over each end of the draw span, on acme of which would stand statuary statues of Victory. Statues of famous generals and statesmen (in either bronze or granite) would line both sides of the span.[14] [fifteen]

Senator George F. Hoar blocked the bridge from being built in June 1900 because he opposed the design.[14] [16] The National Memorial Span Association began pushing again for a bridge in Oct 1900,[17] and commissioned Connecticut architect George Keller to blueprint plans. Keller's design went on display in Washington in November. Reverse to almost all previous designs, his bridge was depression to the water and eliminated a depict span.[18] His design featured a awe-inspiring Romanesque Revival arch for the D.C. approaches and a memorial cavalcade jubilant the Union on the Virginia side, both to be placed in traffic circles. Keller's design was published in architectural magazines, and by 1901 was widely seen as the advisable design for the bridge.[xiv]

In 1901, the American Institute of Architects proposed that the bridge extend New York Avenue NW (which so ended at 23rd Street NW) over the Potomac to Arlington National Cemetery.[19] But one time more, Congress did not act.

McMillan Plan proposal [edit]

The Senate Park Commission'due south proposal for the location of Arlington Memorial Span over the Potomac River.

In 1900, the U.S. Senate created the Senate Park Committee to reconcile competing visions for the evolution of Washington, D.C., and peculiarly the National Mall and nearby areas.[twenty] Popularly known equally the McMillan Committee after its chairman, Senator James McMillan of Michigan,[21] the commission issued its written report (normally referred to as the "McMillan Plan") on January 15, 1902.[22]

The McMillan Program proposed siting a major new bridge and memorial at the western end of the National Mall, an area also known as West Potomac Park.[23] [24] Almost none of the National Mall westward of the Washington Monument grounds and beneath Constitution Avenue NW existed prior to 1882.[25] After terrible flooding inundated much of downtown Washington, D.C., in 1881, Congress ordered the Army Corps of Engineers to dredge a deep channel in the Potomac and use the material to fill in the Potomac shoreline (creating the electric current banks of the river) and raise this and much of the land nigh the White House and along Pennsylvania Avenue NW past almost 6 feet (1.eight m) to foreclose future flooding.[26] [27] [28] This "reclaimed country" — which included West Potomac Park, E Potomac Park, the Tidal Bowl — was largely complete by 1890, and designated Potomac Park by Congress in 1897.[29] Congress beginning appropriated money for the beautification of the reclaimed state in 1902, which led to the planting of sod, bushes, and trees; grading and paving of sidewalks, bridle paths, and driveways; and the installation of water, drainage, and sewage pipes.[30]

Although Congress did not formally adopt the McMillan Plan,[31] information technology began to implement it piecemeal over the next several years.[32] In 1910, Congress enacted legislation establishing the United States Commission of Fine Arts, a body of federally-appointed architects, landscape architects, and others who began to formally push for construction of the bridge envisioned by the McMillan Programme.[32] On March 4, 1913, Congress enacted the Public Buildings Act which, amidst other things, created and funded an Arlington Memorial Bridge Commission whose purpose was to settle on a pattern for the span and report dorsum to Congress. Its members included the President of the United States, President of the Senate, Speaker of the House of Representatives, and the chairs of the committees on public grounds and buildings of the House and Senate (or their designees). Just Congress appropriated no money for the commission'south operation due to the onset of Earth State of war I, and it remained inactive.[33]

Construction: 1922–1932 [edit]

On November xi, 1921, President Warren G. Harding traveled to the dedication ceremony for the Tomb of the Unknown Soldier at Arlington National Cemetery. He became caught in a iii-hour traffic jam because Highway Bridge (on which he traveled) could not handle the traffic. Resolving to preclude that from happening again,[34] Harding sought an cribbing of $25,000 in 1922 to fund the work of the bridge commission. Congress approved his asking on June 12, 1922.[35] [36]

Initially, the Arlington Memorial Span Commission proposed a site for the bridge at the New York Avenue site, upstream from its current position.[37] Only the Commission of Fine Arts (CFA), which had legislative authority to approve the siting and design of memorials,[38] opposed the plan.[37] [39] With President Harding presiding, the Arlington Memorial Bridge Commission held a joint meeting with Vice President Calvin Coolidge and the Commission of Fine Arts on December 18, 1922, at which time information technology was unanimously decided to adhere to the McMillan Plan and site the bridge on a line of sight between the Lincoln Memorial and Arlington House in Arlington National Cemetery.[40] The parties also agreed to seek to construct a low (rather than awe-inspiring) bridge with a bascule (drawbridge) in the eye to permit ship traffic to reach the Georgetown waterfront.[twoscore]

Bridge design considerations [edit]

1927 model of the proposed eastern approaches to Arlington Memorial Span.

The bridge commission asked the Commission of Fine Arts whether there should exist an open design competition (every bit in the past) or whether the span commission should choice a designer itself. The CFA recommended a directly selection, and provided the names of three firms: Charles A. Platt, who designed the Freer Gallery of Fine art; Paul Philippe Cret, who designed the Pan-American Union Building; and the firm of McKim, Mead and White. The bridge commission chose a direct selection, and picked the business firm of McKim, Mead and White on April four, 1923. Architect William Mitchell Kendall was the lead designer.[41] [d]

Members of the D.C. concern community immediately pressed for resolution on whether the bridge would accept a depict span. Merchants in Georgetown wanted their small harbor to be reachable past big ships. On February 17, 1923, Colonel C.O. Sherrill of the Ground forces Corps of Engineers stated that the Corps would simply approve a span with a draw bridge.[43]

Kendall'due south first design, submitted to the CFA in May 1923, was by and large well received. His plan envisioned a low, Neoclassical curvation bridge. Two statues stood atop each pier on both sides of the span. The D.C. approaches consisted of a traffic circle effectually the Lincoln Memorial linked to the Potomac River past a plaza and monumental steps (the "watergate"). Two memorial columns were placed in this plaza. On the Columbia Isle landing, Kendall envisioned a gigantic crossarm circumscribed past a grassy ellipse, with traffic circles at the terminus of the north and south arms. The traffic circles would accommodate Lee Highway and the Mt. Vernon Memorial Parkway. Within the ellipse were placed ii 181-foot (55 grand) tall memorial columns. Ii circular Greek Revival temples were planned for the western shoreline. The committee was especially pleased that Kendall had the Rock Creek and Potomac Parkway linked to the traffic circumvolve effectually the Lincoln Memorial rather than passing below the bridge via an arch. (Kendall had, in fact, intended to pass information technology through one of the bridge's arches but forgot to brand the modify.) Notwithstanding, CFA members asked that he consider widening the bridge to 100 anxiety (thirty m) from the proposed 80 anxiety (24 m). The CFA also discussed at length its long-standing proposal for a major traffic circle on Columbia Isle, within which would be placed a memorial to Robert E. Lee. There was also concern whether enough space had been allotted to permit the Mount Vernon Memorial Parkway, Lee Highway, and Memorial Drive (which was planned to cantankerous the Purlieus Channel via the Boundary Channel Bridge into Virginia and link with the main gate to Arlington National Cemetery).[44] When the CFA gave its preliminary approval to the bridge blueprint (but withheld a resolution on the approaches), models of the bridge went on public display in February 1924.[45]

Legislative blessing [edit]

Senator Bert Thousand. Fernald, who sponsored the legislation which authorized construction of the bridge.

A bill authorizing structure of Arlington Memorial Span was introduced in the U.S. Senate on April 25, 1924, by Senator Bert One thousand. Fernald.[46] The Senate Commission on Public Buildings and Grounds reported out the bill in mid-May.[47] Just the legislation languished. With Congress due to adjourn on March 4, 1925, the Senate finally passed the bridge bill on December 30, 1924.[48] Senator William Borah fabricated a motion to reconsider the pecker in belatedly January 1925,[49] Borah'southward motion did not ask the House to return the Senate-passed nib, so his motion would non bear on the bill's passage either style.[50]

The bridge dominance faced a far more hard time in the U.S. Business firm of Representatives. The House Committee on Public Buildings and Grounds quickly approved the bill and reported it on Jan 27, 1925, less than a calendar month afterwards receiving it from the Senate.[51] But with a legislative logjam in the House and only about xxx days left in the legislative session, the bill'southward chances for approval seemed slim. Flooring managers helping to guide the bill through the final approving procedure tried to bring the nib upwards for approval on January 30, believing they had the necessary ii-thirds majority to suspend the rules to permit the bill to exist considered.[49] Instead, the House voted to suspend the legislative calendar — blocking all legislative except for appropriations bills.[52]

Floor managers won a major victory, however, when the House quickly passed the appropriations legislation and allowed the span neb to be considered on Feb eighteen.[53] At that place was significant opposition to the neb on the Firm floor. Many Democrats opposed the bill, and several Republicans felt it went against President Calvin Coolidge'due south budgetary restraint programme. Many members of Congress received feedback from their constituents, who did not desire their tax dollars to pay for a bridge in the District of Columbia. Representative Louis C. Cramton offered an amendment to the District of Columbia pay an "equitable amount" of the bridge'due south price. (The amount was to be established by Congress at a future appointment.) His amendment passed by a vote of 103–89. Amendments to make the city pay sixty pct of the cost, to make the country of Virginia pay half the cost, and require the Army Corps of Engineers to build the bridge were defeated. Finally, the Business firm approved the Arlington Memorial Bridge beak by a vote of 204–125.[54]

The Senate agreed to the Business firm amendments on February xx,[55] and President Coolidge signed it into constabulary on February 24, 1925.[56] [57] In 1926 Comptroller General John R. McCarl voided contracts for the construction of the $12.5 million bridge because they called for the hiring of a full general contractor and not specific individuals, equally he believed the police force required.[58] In 1927, Congress inverse the law and so the contracts could proceed.[59]

Bridge construction [edit]

Arlington Memorial Bridge under construction in 1928.

The Arlington Memorial Bridge sculptures ready to be packed at the Leghorn port, Italy

The Arlington Memorial Span Commission oversaw the design and construction of the bridge. Arlington Memorial Bridge informally opened on January 16, 1932. The dedication ceremony was headed past President Herbert Hoover who became the showtime person to drive beyond information technology, leading a pocket-size party of 12 cars downward the George Washington Parkway to Mt. Vernon as a boot-off for Washington's 200th birthday celebration.[60] Due to a lack of lights, ongoing construction and poor connections on the Virginia side, the span and highway were simply open during daylight hours on Saturday and Sunday. Weekend-simply operations concluded on March sixteen, 1932.[61] Though temporary lights were added in fourth dimension for the 200th birthday, the bridge wasn't opened for day and dark apply until both the bridge and highway were officially illuminated on May half-dozen, 1932.[62] [63]

Designed by architectural firm McKim, Mead, and White,[64] the neoclassical bridge is 2,163 anxiety (659 thousand) long.[65] The bridge cost $seven.25 million to build, of which $900,000 was attributed to the centre draw span.[66]

Construction of the Virginia approaches to the span took half-dozen years. The National Capital letter Parks Commission (NCPC) had say-so to program and approve regional transportation plans, and wanted the Virginia approaches to the bridge to be new roads. This would help stimulate housing and economical growth in Arlington County. The state of Virginia (which would provide some of the funding for the approaches) and Arlington County officials wrestled with the issues of toll and development. New roads and approaches would be the most costly (largely due to the need to obtain rights-of-mode), a major consideration in the Keen Depression. However, connecting the span to existing roadways would not stimulate development. The choice of a road also had political considerations, as neighborhoods vied to be the recipient of this economical stimulus. The construction of Lee Boulevard (now known as Arlington Boulevard) and Washington Boulevard e both provided an opportunity for economical stimulus. The land and county eventually agreed to button Lee Boulevard north around Arlington National Cemetery. When this projection ran into rights-of-fashion problems, the land and county constructed Washington Boulevard southward around the cemetery. When the Lee Boulevard problems were resolved, and with the addition of large amounts of new federal dollars, the state and canton resumed construction of the Lee Boulevard approaches. The Lee Boulevard arroyo finally opened in October 1938.[67] The construction of The Pentagon in 1941 and extensive state of war-related building south of the cemetery in 1942 led the federal government to approve a 2d connectedness by extending Washington Boulevard past Arlington National Cemetery and over Boundary Channel as well.[68]

At the time it opened, the Arlington Memorial Span bascule span was the longest, heaviest (iii,000 short tons (2,700 t)), and fastest-opening bascule bridge in the world.[69]

About the bridge [edit]

Panorama of Arlington Memorial Bridge

The bridge's northeastern approaches frame, in office, the Lincoln Memorial, while the span's southwestern landing is on Columbia Island. The northeastern end of the bridge marks the western border of the National Mall. The southwestern end connects with Memorial Drive, which crosses the Boundary Channel Bridge into Virginia and travels to Arlington National Cemetery in Arlington County.[2] [seventy]

In 2011, the span carried about 54,000 vehicles a day.[69]

Compages [edit]

The Arts of War statues at the eastern entrance to the Arlington Memorial Bridge

Arlington Memorial Bridge; East Entrance, Looking NE

The northeastern entrance to the Arlington Memorial Span features The Arts of War sculptures, Sacrifice and Valor, which were completed past Leo Friedlander in 1951.[two] [65] Ane of which was cast by Ferdinando Marinelli Artistic Foundry of Florence, Italy. On the pylons of each pier of the bridge are large circular discs with eagles and fasces designed by sculptor Carl Paul Jennewein.[64] [lxx]

The closest Metro station to the bridge is Arlington Cemetery. The bridge connects, both literally and symbolically, the Lincoln Memorial and Arlington House, the former dwelling house of Ceremonious State of war General Robert E. Lee. This placement was washed intentionally to represent the reunification of the North and the South.[2] [seventy]

At the southwestern terminus on Columbia Island, the span and its connecting roadways connect with the George Washington Memorial Parkway, State Route 27 and Country Route 110. At the northeastern terminus, the span and its connecting roadways connect with Constitution Artery, Independence Avenue, the Rock Creek and Potomac Parkway, and the District of Columbia segment of Interstate 66.

A peculiarity of the traffic circle at the southwestern terminus is that traffic already in the circle must yield to traffic entering the circle — the contrary of the standard dominion. During morning blitz hr, a portion of the traffic circle is closed to prevent mergers that would otherwise tie up rush hour traffic.

The center portion of the bridge was originallu a metallic depict bridge,[64] intended to allow big vessels to pass upriver to Georgetown. However, with the construction of the Theodore Roosevelt Span immediately upstream, which has no such provision, the draw mechanism was abandoned. It was opened for the last time on February 28, 1961.[66] The bascule leaves were to be counterbalanced with bit steel embedded in concrete, but during the Great Low there was not enough flake available for the project. A send load of Swedish iron ore eventually provided the ii,400 brusque tons (ii,200 t) needed for the counterweights.[66]

Arlington Memorial Span was added to the National Register of Historic Places on April four, 1980.[2]

Renovation history [edit]

Aerial view looking east at Arlington Memorial Bridge.

Bascule span of Arlington Memorial Span.

The bridge was damaged during floods in March 1936 when h2o infiltrated and caused shorts in the bridge's electric equipment. Repairs were fabricated in belatedly 1938 and early 1939. The Electric Undercover Structure Co. of New York City received $nine,245 to replace damaged electrical equipment and wiring, install new electric conduits, and install two sump pumps.[71] In October 1936, a gear and a crankshaft in the drawbridge broke. The bridge was closed for nine hours while crews rushed to repair the bridge, which was open up and unable to permit traffic. The endmost, the Washington Mail service reported, was the longest since the bridge opened.[72]

Major maintenance and repair work on the bridge starting time occurred in 1939. The depict span was repainted, the bridge repaved, the west engine room heated, and the granite on the Virginia abutments repointed and cleaned.[73] This led to complete six-60 minutes closures on Baronial 30, Baronial 31, and September ane.[74]

In 1945, the bridge closed for two hours while workers attended to a jammed describe span.[75] The bridge airtight again on the evening of Baronial 2, 1947, and most of the day on Baronial 3 while workers replaced a gear and shaft that kept the draw span from vibrating when crossed past traffic. The National Park Service (NPS) said it was the second-longest closing in the bridge'south history.[75]

Major work occurred again in 1951. The granite blocks on the roadway surface were removed, and the bridged replaced with asphalt (a safer cloth) in a $207,000 repaving project.[76] The work began on July 16, 1951. Several of the bridge's six lanes were airtight during the work week, and the entire span airtight to traffic on weekends for four weeks in a row. The Corson and Gruman Co. performed the piece of work.[77] Minor repaving occurred again in July 1957.[78]

Offset in March 1964, at least 1 lane of the six-lane bridge was closed every day while repairs were fabricated to the draw span. However, the bridge never fully closed.[79]

Additional work on the span occurred in November 1976. The draw span was immobilized and sealed, and the approaches on both ends of the bridge repaired. Three lanes in the direction of heaviest traffic menstruation were kept open during blitz hour, but only one lane in the opposite management. At all other times, only ane lane in each direction was open. These repairs lasted several weeks.[80]

A major repair endeavor occurred in the summer of 1985. The work involved resurfacing the bridge and renovating some of its safety and other features. The $4.7 meg construction project, which involved the closure of two lanes in each direction, was conducted past A.A. Beiro Construction Co. To help speed piece of work, the visitor received a $4,000-a-day bonus for each mean solar day it finished ahead of schedule.[81]

Work began the first week of April 1985[82] and concluded September 25.[83]

Preservation and repair piece of work was performed on the bridge'south sidewalks in January 2011, which led to the closure of two lanes in each direction during daytime non-blitz hours.[84] The middle lanes were closed for a few days in March 2012 for additional rehabilitation work.[85] In June 2012, Cianbro Corp. oversaw an eight-calendar week, $788,000 project to repair the bridge'due south deck, restore granite curbs, and supervene upon sidewalks at both approaches. At to the lowest degree one lane (and sometimes ii) in each direction was closed in September, October, and Nov.[86]

Despite these various projects, equally of 2012 the span had never had a major overhaul.[87] [88] That twelvemonth, a report by the Federal Highway Administration (FHWA) called for a complete overhaul of Arlington Memorial Span.[88]

2013 and 2015 inspections [edit]

Severely rusted girder about the Arlington Memorial Bridge bascule bridge in 2013.

In February 2013, the FHWA launched a major inspection of the bridge's deck.[89] In Apr, National Park Service transportation sectionalisation head Charles North. Borders 2 declared, "The span ... is actually at the end of, and beyond, its life bicycle".[east] [88] The inspection was performed on April 24, 2013, by the Federal Lands Bridge Office, an arm of the FHWA.[90] In its post-inspection report, the FHWA declared the span to be "in poor status overall due to continuing problems related to corrosion of the steel in the bascule bridge, deterioration of the concrete in the arch spans, and deterioration of the sidewalks and wearing surface."[90] Among the problems noted in the written report: moderate amounts of rusting were found on all the bridge's load-bearing beams, there were moderate to widespread cracks in the reinforced concrete arch spans, metallic flakes (or "spalls") were coming off the steel beams on the road deck'southward underside, and the drainage organisation was clogged in many places by debris or rust.[90]

The Washington Mail service reported that without immediate activeness, truck and jitney traffic over the bridge could be banned inside five years. However, the park service had nevertheless to budget for any repairs. Borders suggested that if Congress were to immediately fund the bridge's complete overhaul, a ii- to four-yr reconstruction could begin as early equally 2016. Repair options, which ranged from $125 million to $250 million in price, included replacing the depict span with a fixed span and either closing the span completely for 40 to 100 days or keeping information technology partially open up for four years.[88]

In Jan 2015, the FHWA and NPS released an Arlington Memorial Bridge rehabilitation environmental assessment. It declared the span rubber for all traffic, but warned that deterioration "continues to progress at a rapid footstep."[90] The report cautioned that the bascule span was in particularly bad shape: "Overall, the superstructure of the bascule span of Arlington Memorial Bridge is in off-white to poor condition with areas of severe deterioration."[xc]

2015 lane closures [edit]

On May fifteen, 2015, the National Park Service suddenly closed i lane of the bridge for an indeterminate corporeality of time to bear a critical corrosion inspection of the span.[91]

The inspection uncovered corrosion to the bascule span. FHWA engineers determined that it was no longer rubber for traffic to laissez passer along the outer lanes of the bascule span; consequently, these two lanes were closed to traffic on the evening of May 28, 2015. Moreover, experts discovered that corrosion had so affected secondary support beams throughout the rest of the span that they imposed a limit of 10 short tons (9.1 t) per vehicle, essentially barring nigh buses from crossing. Police force enforcement agencies with jurisdiction over the bridge said they would brainstorm stopping overweight vehicles to educate drivers virtually the new load limits, only would not ticket drivers for several weeks to give the "education period" time to work.[f] Engineers also closed a 4-human foot (1.ii m) strip of sidewalk on either side of the span out of structural concerns.[92]

While the weight limit was indefinite (awaiting total rehabilitation of the bridge), NPS officials said the lanes and sidewalks would exist closed six to nine months to allow workers to shore up the corroded beams and bascule span.[92] The Department of Transportation issued a call for bids on May 26, 2015, and said a contractor will be chosen on June eighteen. The $5 1000000 project is to cover repair or replacement of expansion joints, steel, structural concrete; drainage improvements; concrete sidewalk repair; restoration of the asphalt atop the bridge deck; and droppings removal.[90] Cianbro Corp. of Maine, which rehabbed the bridge a decade before, won a $2.5 million contract to begin the repairs, which were estimated to accept about six months to consummate. (The work was only to allow lane re-openings, just not remove the ten-ton weight limit.) Work was to brainstorm on the span in late August or early September 2015.[93]

In a July 2016 argument issued jointly past the offices of Senators Marker Warner and Tim Kaine; Representatives Don Beyer, Gerald Connolly, and Barbara Comstock; and Delegate Eleanor Holmes Norton, the NPS planned to repair the bridge in two phases. The start stage, which addressed the bridge's most urgent repairs, refurbished and reinforced the arroyo spans on either finish of the span at a cost of $166 one thousand thousand. These repairs volition allow the bridge to stay open until 2030. The 2d phase, whose toll was estimated at $94 million, were to supplant the bascule bridge and make other repairs to the span.[94]

On July v, 2016, the U.S. Department of Transportation awarded a $ninety million grant from its Fostering Advancements in Shipping and Transportation for the Long-term Accomplishment of National Efficiencies (FASTLANE) program to the National Park Service and the District of Columbia to permit repairs to the bridge to brainstorm.[95] The grant was conditional on finding an boosted $36 million in matching funds for project, funds which can come from other federal non-transportation funds or from local funds.[94] A joint statement past the group of congresspeople said the FASTLANE grant would enable NPS to begin applied science planning and event contracts, with an eye toward offset construction in early on 2017.[96]

2018 major renovation [edit]

Replacement of the draw span in 2019

Bridge undergoing repairs

Arlington Memorial Bridge Under Repair in 2019

Arlington Memorial Span, Looking East

On Nov 30, 2017, a major renovation of the bridge was announced by the U.Southward. Department of the Interior. The $227 million ($250,900,000 in 2021 dollars) projection was paid for from a broad range of federal funding sources, including a $30 meg cribbing. The Federal Highway Assistants said that Kiewit Infrastructure had received the contract for the piece of work, which involved replacing the draw span, repairing the approaches, and replacing the deck. Construction began in 2018,[97] and the renovated bridge fully reopened on Dec iv, 2020.[98]

See besides [edit]

  • List of bridges documented by the Historic American Engineering Record in Washington, D.C.
  • Listing of bridges on the National Register of Historic Places in Washington, D.C.
  • National Register of Historic Places listings in Washington, D.C.

References [edit]

Notes
  1. ^ The primary backers of the association were attorney D. K. Trimmer and engineer George A. Artillery, both of York, Pennsylvania; existent estate programmer and insurance company executive Samuel Bealmear of Baltimore, Maryland; prominent D.C. businessman and civic booster W. S. McKean; Alexandria, Virginia, public schools superintendent James E. Clements; and others.[11]
  2. ^ Originally, 15 engineers were to be invited, just government officials believed the monetary prizes offered would be as well pocket-size. By reducing the number of entrants, the amount of the prize could be boosted.[12]
  3. ^ Members of the lath were Lieutenant Colonel Charles J. Allen, Army Corps of Engineers; Major T.W. Symons, Regular army Corps of Engineers; Helm David Du B. Gaillard, Army Corps of Engineers and assistant to the Commissioners of the District of Columbia; builder Stanford White; and former Supervising Architect of the Treasury James G. Loma.[13]
  4. ^ McKim, Mead and White merely had responsibleness for the architectural features of the bridge. The bridge commission turned over engineering aspects of the bridge to the Corps of Engineers on June 29, 1922.[42]
  5. ^ Ellipsis in original.
  6. ^ NPS officials said about 150 buses cross Arlington Memorial Bridge each day.[92]
Citations
  1. ^ "National Register Information Organization". National Register of Historic Places. National Park Service. March 13, 2009.
  2. ^ a b c d e "District of Columbia - Inventory of Historic Sites" (PDF). Part of Planning. District of Columbia. September ane, 2004. Archived from the original (PDF) on July 17, 2009. Retrieved July 16, 2009.
  3. ^ Ruane, Michael E. (March 7, 2019). "After 80 years, the Memorial Bridge is getting a massive makeover". The Washington Postal service.
  4. ^ Horne 1956, p. 253.
  5. ^ Horn, Jonathan. (2015). The Human being who would not be Washington: Robert Eastward. Lee'southward Civil War and his decision that changed American History. New York: Scribner. p. 249. ISBN 978-1-4767-4856-6
  6. ^ Horne 1956, pp. 253, 255.
  7. ^ Myer, p. 142.
  8. ^ "A Start for the Memorial Span". The Washington Post. Feb 23, 1897. p. 4.
  9. ^ "Surveys for Two New Bridges". The Washington Post. July 16, 1897. p. iv.
  10. ^ "Report on Memorial Bridge". The Washington Post. March 29, 1898. p. 11 ; "Ho-hum the River'due south Bed". The Washington Post. November fourteen, 1897. p. 2.
  11. ^ "Memorial Bridge Association". The Washington Post. March four, 1899. p. 7.
  12. ^ "Memorial Bridge Designs". The Washington Post. June 21, 1899. p. 7 ; "The New Memorial Bridge". The Washington Mail. July v, 1899. p. 2 ; "Designs for the Memorial Span". The Washington Post. July xiv, 1899. p. 9 ; "Plans for the Memorial Span". The Washington Post. July 16, 1899. p. thirteen ; "Designs for Memorial Bridge". The Washington Postal service. Baronial 8, 1899. p. 7.
  13. ^ "Plans for Memorial Bridge". The Washington Mail service. February 6, 1900. p. eleven.
  14. ^ a b c Scott 2006, p. 118.
  15. ^ "Approve Bridge Program". The Washington Postal service. Apr x, 1900. p. x.
  16. ^ "Confronting Memorial Bridge". The Washington Post. June half-dozen, 1900. p. three.
  17. ^ "To Further Bridge Project". The Washington Post. October xiii, 1900. p. 12.
  18. ^ "Memorial Bridge Projection". The Washington Post. November 18, 1900. p. 13.
  19. ^ King 1901, pp. 65–66.
  20. ^ Peterson 2003, pp. 78–91.
  21. ^ Tompkins 1993, p. xvii.
  22. ^ Peterson 2006, p. 27.
  23. ^ Abrams 2009, p. 117.
  24. ^ Gutheim & Lee 2006, pp. 134–135.
  25. ^ Berg, Scott W. (Baronial 31, 2008). "The Beginning of the Route". The Washington Mail service . Retrieved April 15, 2013.
  26. ^ Tindall 1914, p. 396.
  27. ^ Gutheim & Lee 2006, pp. 94–97.
  28. ^ Bednar 2006, p. 47.
  29. ^ Gutheim & Lee 2006, pp. 96–97.
  30. ^ Ground forces Corps of Engineers 1918, p. 1891.
  31. ^ Cocks 2009, p. 271.
  32. ^ a b Gutheim & Lee 2006, p. 139.
  33. ^ Sherrill 1921, pp. 21–25.
  34. ^ Kohler 1996, p. 16.
  35. ^ "President Urges Funds for Bridge". The Washington Mail service. Jan 14, 1922. p. 2.
  36. ^ Arlington Memorial Bridge Commission 1924, p. thirty.
  37. ^ a b Architects, American Institute of (October 1922). "Arlington Memorial Bridge Proposal at Washington". Journal of the American Institute of Architects: 302.
  38. ^ Kohler 1996, p. four.
  39. ^ "New York Avenue Bridge Opposed". The Washington Post. September 13, 1922. p. 2.
  40. ^ a b Horne 1956, pp. 255, 257.
  41. ^ Kohler 1996, p. 17.
  42. ^ Christian, William Edmund (Nov 1, 1925). "The Arlington Memorial Bridge". The Washington Postal service. p. SM3.
  43. ^ "Change in Arlington Bridge Plan Forecast". The Washington Post. January twenty, 1923. p. 14 ; "Depict Will Be Built In Arlington Bridge, Sherrill Announces". The Washington Post. Feb 18, 1923. p. 2.
  44. ^ Kohler 1996, pp. 17–xviii, 24.
  45. ^ "Bridge Models Exhibited". The Washington Post. February viii, 1924. p. 11.
  46. ^ "Memorial Bridge Authorized in Bill Drawn By Fernald". The Washington Post. April 26, 1924. p. 4.
  47. ^ "Bridge Work Is Urged to Avert Traffic Jam". The Washington Mail. May 23, 1924. p. 2.
  48. ^ "Senate Passes 136 Bills In Cleaning Up Calendar". The Washington Mail service. Dec 31, 1924. p. one.
  49. ^ a b "Firm May Vote Mon On Big Building Program". The Washington Mail. Jan 29, 1925. p. 2.
  50. ^ "House to Consider Span Bill Today". The Washington Post. Feb 18, 1925. p. ane.
  51. ^ "Surplus Measure, With 6 City Bills, Is Passed By House". The Washington Post. January 27, 1925. p. 1 ; "$150,000,000 Public Building and Bridge Bills Are Reported". The Washington Post. Jan 28, 1925. p. ane.
  52. ^ "House Will Act Today on Cribbing Bills". The Washington Post. February four, 1925. p. ii.
  53. ^ "Jam in Congress Is Augmented By Senate Filibuster". The Washington Mail service. February sixteen, 1925. p. 1.
  54. ^ "Arlington Bridge Bill Is Passed Past House, 204 to 125". The Washington Post. February xix, 1925. p. 1.
  55. ^ "Memorial Span Bill Prepare for President". The Washington Post. February 21, 1925. p. iii.
  56. ^ Pub.L. 68–463, S. 3173, 43 Stat. 974, enacted February 24, 1925
  57. ^ Weingroff, Richard F. (April seven, 2011). "Dr. South. M. Johnson - A Dreamer of Dreams". Highway History. Office of Infrastructure and Transportation Performance. Federal Highway Administration. U.Due south. Section of Transportation . Retrieved Apr 15, 2013.
  58. ^ "Memorial Bridge Bids Will Exist Let, Ignoring Thou'Carl". The Washington Mail service. Jan seven, 1926. p. three ; "Bridge Commission to Report Contract for Memorial Span". The Washington Mail service. February 17, 1926. p. 22.
  59. ^ "Business firm Action Fails to Halt Span Work". The Washington Mail service. January 14, 1927. p. 20.
  60. ^ "MEMORIAL Bridge OPENED INFORMALLY". The Washington Post. 17 Jan 1932.
  61. ^ "Col. Grant to Police Mt. Vernon Highway". Evening Star. 16 March 1932.
  62. ^ "New Span Gets Lights". Evening Star. 21 February 1932.
  63. ^ "Bridge Illuminated". The Evening Star. 7 May 1932.
  64. ^ a b c Scott & Lee 1993, pp. 104–105.
  65. ^ a b "Arlington Memorial Span". National Park Service. July seven, 1998. Archived from the original on June 9, 2009. Retrieved July xvi, 2009.
  66. ^ a b c Kelly, John (September 28, 2012). "D.C.'s Finest Bridge Gets a Mini-Makeover". The Washington Mail . Retrieved April 13, 2013.
  67. ^ "Legal Matters Filibuster Opening of Bridge Link". The Washington Post. October 19, 1938. p. 28.
  68. ^ "New War Department Building Will Cost 31 1000000 Dollars". The Washington Mail service. October 8, 1941. p. one ; "Bids Being Received On Arlington Bridges". The Washington Mail. January 23, 1942. p. 19.
  69. ^ a b "Public Scoping Newsletter". Rehabilitation of the Arlington Memorial Bridge. George Washington Memorial Parkway, Washington, D.C., and Virginia. National Park Service. U.S. Department of the Interior. March 2013. p. 1. Archived from the original on September 22, 2013. Retrieved September 22, 2013.
  70. ^ a b c "Memorial Bridge". National Park Service. Archived from the original on June 19, 2009. Retrieved July 16, 2009.
  71. ^ "Arlington Bridge Repair Work to Start Shortly". The Washington Post. November 28, 1938. p. X2.
  72. ^ "Memorial Span Shut 9 Hours Equally Crew Rushes Workmen Gears". The Washington Post. October 21, 1936. p. X19.
  73. ^ "3 Contracts Let For Arlington Bridge Repairs". The Washington Postal service. June 16, 1939. p. iv.
  74. ^ "Memorial Span Closings Listed". The Washington Post. Baronial 27, 1939. p. ix.
  75. ^ a b "Memorial Bridge Is Airtight For Day During Repair Work". The Washington Postal service. August iii, 1947. p. M5.
  76. ^ "New Face for Memorial Bridge". The Washington Postal service. January 5, 1951. p. B2.
  77. ^ "Resurfacing of Bridge to Begin Monday". The Washington Post. July 12, 1951. p. eighteen ; "Resurfacing of Memorial Bridge Starts". The Washington Post. July 17, 1951. p. B2 ; "Memorial Bridge Will Be Closed For 4 Weekends". The Washington Post. July 22, 1951. p. M14 ; "Memorial Span Closes Sat". The Washington Post. August 7, 1953. p. 3 ; "Bridge to Be Closed Again". The Washington Postal service. August 18, 1951. p. A2.
  78. ^ "Traffic to Move During Span Job". The Washington Post. July nineteen, 1957. p. B1.
  79. ^ "Drawspan Repairs Shuts Bridge Lanes". The Washington Postal service. March 3, 1964. p. B2.
  80. ^ Feaver, Douglas B. (Nov half dozen, 1976). "Road Work to Impede Commuters". The Washington Mail. p. A1.
  81. ^ Lynton, Stephen J. (April 19, 1985). "Memorial Bridge Piece of work Set". The Washington Postal service. p. B2.
  82. ^ "Traffic Warning". The Washington Postal service. March 31, 1985. p. 32.
  83. ^ "Traffic Alarm". The Washington Post. August four, 1985. p. C9.
  84. ^ "Dr. Gridlock's Traffic, Transit Tips". The Washington Post. January ix, 2011. p. C2.
  85. ^ Thomson, Robert (March 4, 2012). "Dr. Gridlock's Traffic, Transit Tips". The Washington Post. p. C2.
  86. ^ "George Washington Memorial Parkway Arlington Memorial Bridge Repair". TendersInfo. June xiv, 2012 ; "Repairs beginning on Arlington Memorial Bridge". Associated Press. September 10, 2012 ; Somers, Meredith (September 11, 2012). "Memorial Bridge Repairs to Take Two Months". The Washington Times . Retrieved May 30, 2015.
  87. ^ "Public Scoping Newsletter". Rehabilitation of the Arlington Memorial Bridge. George Washington Memorial Parkway, Washington, D.C., and Virginia. National Park Service. U.S. Department of the Interior. March 2013. p. 2. Archived from the original on September 22, 2013. Retrieved September 22, 2013.
  88. ^ a b c d Ruane, Michael Eastward. (Apr 13, 2013). "After 81 Years, Landmark Memorial Bridge Is In Dire Demand of Renovation". The Washington Post . Retrieved April thirteen, 2013.
  89. ^ Fazeli, Maggie (February nineteen, 2013). "Memorial Span Inspection Set to Begin Today". The Washington Post . Retrieved Feb xix, 2013.
  90. ^ a b c d e f Neibauer, Michael (May 29, 2015). "Surprised past Memorial Bridge lane closures? You shouldn't be: Deterioration has been known for years". Washington Business concern Journal . Retrieved May 29, 2015.
  91. ^ Hedpeth, Dana (May nineteen, 2015). "Busy Memorial Bridge Has One Lane Closed". The Washington Postal service . Retrieved May 19, 2015.
  92. ^ a b c Laris, Michael (May 28, 2015). "Memorial Bridge, Symbol of U.S. Strength, Is Corroded, Partly Close Downward". The Washington Post . Retrieved May 28, 2015.
  93. ^ Thomson, Robert (Baronial eleven, 2015). "Park Service: Memorial Bridge Repairs to Begin Late This Month". The Washington Post . Retrieved September 1, 2015 ; "Temporary Repairs to Begin on Deteriorated Arlington Memorial Span". Washington Times. Associated Press. August 12, 2015. Retrieved September 1, 2015.
  94. ^ a b Laris, Michael (July 5, 2016). "Corroded Memorial Bridge gets $90 million grant for major overhaul". The Washington Mail service . Retrieved July 6, 2016.
  95. ^ Hansen, Drew (July 6, 2016). "Arlington Memorial Span receives $90 million for repairs". Washington Business organisation Journal . Retrieved July 6, 2016.
  96. ^ "Deteriorating Memorial Span Receives $ninety 1000000 for Repairs". Arlington Now. July five, 2016. Retrieved July 6, 2016.
  97. ^ "Memorial Span Construction Update Halfway Done".
  98. ^ "More than a bridge: National Park Service completes total rehabilitation of Washington's formalism archway".

Bibliography [edit]

  • Abrams, Brett 50. (2009). Capital Sporting Grounds: A History of Stadium and Ballpark Construction in Washington, D.C. Jefferson, N.C.: McFarland. ISBN9780786452507.
  • Arlington Memorial Bridge Commission (1924). The Arlington Memorial Span. Washington, D.C.: Authorities Printing Function.
  • Army Corps of Engineers (1915). Study of the Chief of Engineers U.Due south. Ground forces, 1915. Washington, D.C.: Government Press Part.
  • Regular army Corps of Engineers (1918). Written report of the Master of Engineers. War Department Almanac Reports, 1917. Vol. 2. Washington, D.C.: Government Printing Office.
  • Bednar, Michael J. (2006). L'Enfant's Legacy: Public Open up Spaces in Washington, D.C. Baltimore, Md.: Johns Hopkins Academy Printing. ISBN9780801883187.
  • Cocks, Catherine (2009). The A to Z of the Progressive Era. Lanham, Md.: Rowman & Littlefield. ISBN9780810870697.
  • Gutheim, Frederick A.; Lee, Antoinette J. (2006). Worthy of the Nation: Washington, D.C., From Fifty'Enfant to the National Capital Planning Committee. Baltimore, Md.: Johns Hopkins University Press. ISBN0801883288.
  • Horne, Robert C. (1956). "Bridges Beyond the Potomac". Records of the Columbia Historical Society: 249–258.
  • King, Floyd (1901). "Statement of Full general Floyd King". Proposed Memorial Span: A Hearing Earlier the Senate Committee on the District of Columbia, January sixteen, 1901. Committee on the Commune of Columbia. U.South. Senate. 57th Cong., spec. sess. Washington, D.C.: Authorities Press Office.
  • Kohler, Sue A. (1996). The Commission of Fine Arts: A Cursory History, 1910-1995. Washington, D.C.: Us Commission of Fine Arts. hdl:2027/mdp.39015038570746.
  • Peterson, Jon A. (2003). The Nascence of Urban center Planning in the Usa: 1840–1917. Baltimore, Dr..: The Johns Hopkins University Press. ISBN9780801872105.
  • Peterson, Jon A. (2006). "The Senate Park Commission Programme for Washington, D.C.: A New Vision for the Capital and the Nation". In Kohler, Sue A.; Scott, Pamela (eds.). Designing the Nation's Upper-case letter: The 1901 Programme for Washington, D.C. Washington, D.C.: U.S. Commission of Fine Arts. hdl:2027/mdp.39015064990909. ISBN9780160752230.
  • Scott, Pamela (2006). "'A Metropolis Designed As A Piece of work of Art': The Emergence of the Senate Park Commission'south Monumental Cadre". In Kohler, Sue A.; Scott, Pamela (eds.). Designing the Nation'south Capital: The 1901 Plan for Washington, D.C. Washington, D.C.: U.S. Commission of Fine Arts. hdl:2027/mdp.39015064990909. ISBN9780160752230.
  • Scott, Pamela; Lee, Antoinette J. (1993). Buildings of the Commune of Columbia . New York City: Oxford University Printing. ISBN0195093895.
  • Sherrill, C.O. (1921). First Deficiency Appropriation Bill, 1922. Hearings Earlier the Subcommittee of the Committee on Appropriations on H.R. 9237. Subcommittee on Appropriations. Committee on Appropriations. U.S. Senate. 67th Cong., second sess. Washington, D.C.: Authorities Printing Function.
  • Tindall, William (1914). Standard History of the City of Washington From a Study of the Original Sources. Knoxville, Tenn.: H.W. Crew & Co.
  • Tompkins, Sally 1000. (1993). A Quest for Grandeur: Charles Moore and the Federal Triangle . Washington, D.C.: Smithsonian Institution Printing. ISBN9781560981619.

Further reading [edit]

  • U.Due south. Department of the Interior (2013). "Arlington Memorial Bridge Repair & Reconstruction. National Park Service and Federal Lands Transportation Programme" (PDF) . Retrieved September 22, 2013.

External links [edit]

  • National Park Service: Arlington Memorial Bridge & Artery
  • Arlington Memorial Bridge at Structurae
  • Historic American Engineering Record (HAER) No. DC-7, "Arlington Memorial Bridge"
  • HAER No. DC-7-A, "Arlington Memorial Bridge, Watergate and Span Plaza"
  • HAER No. DC-seven-B, "Arlington Memorial Span, Boundary Channel Extension"
  • "Bridge Unites Mountain Vernon and Nation's Capital". Popular Mechanics. April 1931. Retrieved January 25, 2014. , commodity showing bridge virtually completed

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Source: https://en.wikipedia.org/wiki/Arlington_Memorial_Bridge

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