THE VIRGINIAN-PILOT
Copyright (c) 1994, Landmark Communications, Inc.
DATE: Sunday, July 31, 1994 TAG: 9407290294
SECTION: CHESAPEAKE CLIPPER PAGE: 14 EDITION: FINAL
TYPE: Cover Story
SOURCE: BY STEPHANIE STOUGHTON, STAFF WRITER
LENGTH: Long : 303 lines
The 53-year-old Gilmerton Bridge is cranky, its parts worn after thousands of openings and closings to let boaters pass. The Jordan Bridge, its older sister to the north, has already been shut down.
For years, residents and boaters have been cursing the city's drawbridges, which create bottlenecks on both land and water. But with more opening spans than any other city in the area and no money to replace them, Chesapeake's bridge situation has gotten worse.
The 66-year-old Jordan Bridge, closed in May after a pulley malfunctioned, might appear to be the city's biggest problem right now. But the Gilmerton is in worse shape - probably worse than any other operating drawbridge in eastern Virginia, said Jack Meredith of the Virginia Department of Transportation.
``The ones we have in surrounding cities are in nowhere as bad shape as the Gilmerton,'' said Meredith, who oversees bridge inspections at the department's regional headquarters in Suffolk.
Jimmy Asimos, a structural engineer for the department, says he knows of no other drawbridge in Virginia that is in worse condition.
State and city officials say there is no danger to motorists or boaters despite the Gilmerton's poor condition, which was noted during its last inspection in September 1993. What's more likely: The bridge could break down and refuse to open or close.
``It's like this: You can have a hole in your fender and it isn't a problem,'' Meredith said. ``But if you have a hole in the frame, now that might be a problem.''
A bridge inspector at the Gilmerton, located on South Military Highway, found corrosion in the beams that make up the span's superstructure.
Inspectors rate drawbridges by section, including the superstructure, substructure and deck. The superstructure is the top part of the bridge, including the trusses and beams. The substructure is the support or foundation. And the deck is the surface - sidewalks and pavement.
Each of those sections is rated on a scale of 0 to 9, with 0 indicating a failed bridge and 9 for a sparkling new span with no problems.
The Gilmerton's superstructure received a low rating - 3, or ``serious'' condition. That means deterioration has seriously affected the main structural components - parts that hold the bridge together. It also indicates there may be cracks in the span's concrete and steel.
A grade of 2 means the bridge is in critical condition, and a 1 rating means failure is imminent and the bridge should be closed to traffic.
The drawbridge's substructure and decks received 4's, indicating they were in poor condition.
The inspector suggested that state transportation officials ``expedite'' their planned overhaul of the Gilmerton, which is now scheduled to begin in late 1997.
Major repairs to the ``bascule'' bridge, which has two center sections that tilt upward so boats can pass, have been delayed several times.
Just north of the Gilmerton is the Jordan, one of the oldest bridges in the region. The Jordan is known as a ``vertical lift'' bridge because its center section rises in a horizontal position between two towers.
On May 10, the bridge on Poindexter Street was closed to road traffic after a pulley malfunctioned. It was left in an open position to allow boats on the Southern Branch of the Elizabeth River to pass underneath.
The city is still debating the future of the Jordan - whether to repair it, replace it or abandon it.
When it was inspected in January, the entire structure was found to be in fair-to-poor condition. Diving reports showed that areas in the substructure that had been patched up several times had deteriorated beyond the original damage.
The bridge's superstructure, substructure and deck all received 4's - all in poor condition.
Public Works director John O'Connor has estimated that fixing the Jordan's pulley would cost $400,000. Keeping the bridge operating for the next five years would cost $2 million.
Some city officials would like to see the Jordan replaced with a fixed span with a 145-foot clearance for boats. Although a new bridge would cost $83 million, they say it's a waste of money to keep repairing the old bridge.
The average life span of a standard bridge is 50 years, but drawbridges deteriorate at a faster rate, and in this area even faster because of the salt water, said Jack Meredith of the state transportation department.
Localities usually replace their movable bridges once they reach the half-century mark, Meredith said.
But Chesapeake hasn't.
Another situation the city would like to avoid is having two major bridges closed at the same time.
``With the Jordan out of service, we need to work around that,'' said Thomas H. Westbrook, assistant director of the city's Public Works Department.
Having both the Gilmerton and Jordan closed to road traffic might irritate state transportation officials, as well as thousands of motorists who use the spans to cross the Southern Branch of the Elizabeth River.
The additional traffic would head for the interstates and the Downtown Tunnel.
``We have seen some increase in traffic because the Jordan isn't open,'' said Stanley Artis, facility manager at the Downtown Tunnel. ``A lot of people who work at the Navy Yard used the bridge. Now, some of them come through the tunnel.''
Dwight Farmer, transportation director for the Hampton Roads Planning District Commission, says the Jordan's closing had little impact on interstate traffic because only 4,000 vehicles daily crossed the 50-cent toll bridge.
But a long-term closing of the Gilmerton would have a bigger impact. About 24,000 motorists use that bridge each day.
How long the Jordan remains closed depends on how much money city officials can get their hands on. They are still knocking on the doors of the General Assembly and the Virginia Department of Transportation.
Ideally, Chesapeake would have the Jordan and its other drawbridges replaced with fixed spans that are high enough to allow most boats to pass underneath. But that comes with a costly price tag - probably more than $150 million.
``In the long term, they don't have to be manned 24 hours and they are cheaper to maintain,'' said Westbrook, the assistant public works director.
But that's almost a dream, he said. With four city-maintained bridges, there isn't enough money to replace them all.
``When they drew the boundary lines, Chesapeake ended up getting what Portsmouth didn't want,'' said Westbrook, the assistant public works director. ``The same type of thing happened with Virginia Beach.''
Of 13 drawbridges scattered across eastern Virginia, Chesapeake has eight. The totals do not include railroad bridges, which cause backups only on the water.
The city of Chesapeake maintains four of the opening spans: the Jordan, the Gilmerton, the Centerville Turnpike Bridge and the Steel Bridge over Dominion Boulevard.
The Steel and Centerville Turnpike bridges haven't been major headaches for the city. At 32, the Steel Bridge is a youngster compared to the rest of Chesapeake's drawbridges. The Centerville Turnpike Bridge is about a decade older and has broken down several times, but the city doesn't consider it particularly troublesome.
All but one of the eight drawbridges cross the Intracoastal Waterway, an inland boat route.
The U.S. Army Corps of Engineers maintains several of the smaller bridges. The 50-year-old Great Bridge Bridge on Battlefield Boulevard is possibly the best known bottleneck in Chesapeake.
Five lanes on Battlefield turn into two as motorists cross the bridge. On many summer days, there are traffic jams on both pavement and water.
For years, the Corps has considered replacing the bridge with a fixed span, but local businesses have fought those proposals.
The Corps has not announced plans to overhaul its two other Chesapeake bridges: the Deep Creek Bridge, which crosses the Dismal Swamp Canal, and the North Landing Bridge over the Chesapeake and Albemarle Canal.
The High Rise Bridge on Interstate 64, built in 1969 and maintained by the state, is one of the youngest opening bridges in the area and isn't scheduled for any major repairs.
If all eight drawbridges were eliminated, boaters would be the first to celebrate. For decades, Chesapeake has become known as the ``Land of Many Delays'' because of the drawbridges that stall boat traffic along the Intracoastal Waterway.
Just south of the city in North Carolina, the Coinjock Marina is often filled with boaters who stop for a rest in preparation for the long stop-and-go sail through Chesapeake.
``They say it is the worst strip on the Intracoastal Waterway from Florida to Maine,'' said Carl Davis, the marina's owner. ``It would be a two- to three-hour trip without them. But it takes a minimum of four and a half hours. And that's if everything falls into place.''
Davis has seen boaters grow more upset over the years at the delays.
``The boat traffic is getting worse, and the road traffic is getting worse,'' he said. ``They spent a ton of money to get the bridges back to their existing state. But that's not doing a thing to take care of the traffic.'' ILLUSTRATION: Staff color photos by STEVE EARLEY
On the Cover
Aging Drawbridges
Chesapeake struggles to maintain its movable spans
Staff photos by STEVE EARLEY
The Deep Creek Bridge on George Washington Highway was built 59
years ago.
The Great Bridge Bridge is possibly the best known bottleneck in
Chesapeake.
The High Rise Bridge, built in 1969, is one of the youngest opening
bridges in the area.
The Centerville Turnpike Bridge has broken down several times.
A closed sign blocks the road to the two-lane Centerville Turnpike
Bridge.
The Deep Creek Bridge on George Washington Highway was built 59
years ago.
The Steel Bridge crosses the Southern Branch of the Elizabeth
River.
The 56-year-old Gilmerton Bridge, above, is slated for major
repairs late in 1997.
The 66-year-old Jordan Bridge, left, is closed while the city
decides its fate.
The North Landing Bridge links Virginia Beach and Chesapeake.
Staff map
[Chesapeake Bridges]
1. Jordan Bridge
2. Gilmerton Bridge
3. High Rise Bridge
4. Steel Bridge
5. Great Bridge Bridge
6. Centerville Turnpike Bridge
7. North landing Bridge
8. Deep Creek Bridge
For copy of map, see microfilm
JUST THE FACTS
JORDAN BRIDGE
Type: ``Vertical lift'' bridge, which has a section of roadway
between two towers. The section between those towers rises in a
horizontal position so boats can pass underneath.
Age: 66
Location: Along Poindexter Street. Crosses the Southern Branch of
the Elizabeth River and links Chesapeake and Portsmouth.
Description: a two-lane, 50-cent toll bridge
Status: Closed. The city is deciding whether to repair it,
replace it or close it permanently. It would cost $400,000 to fix
its malfunctioning pulley and $2 million to operate the bridge for
the next five years. The city estimates it would cost $83 million to
replace the drawbridge with a fixed span.
Who's responsible: City of Chesapeake
GILMERTON BRIDGE
Type: ``Bascule'' bridge, which has two center sections that tilt
upward as it opens. The two main pieces are counterweighted so that
each can be raised and lowered easily. When one end drops, the other
end lifts up.
Age: 56
Location: S. Military Highway between Bainbridge Boulevard and
Shell Road; carries traffic over the Southern Branch of the
Elizabeth River.
Description: four-lane bridge
Status: Slated for major repairs beginning late 1997
Who's responsible: City of Chesapeake
HIGH RISE BRIDGE
Type: Bascule bridge
Age: 25
Location: Interstate 64 between U.S. 17 and Interstate 464
Description: A four-lane bridge over the Southern Branch of the
Elizabeth River
Status: No plans for overhaul
Who's responsible: State
STEEL BRIDGE
Type: Bascule Bridge
Age: 32
Location: Virginia Route 104, or Dominion Boulevard
Description: Two-lane bridge over the Southern Branch of the
Elizabeth River
Status: No plans for major overhaul
Who's responsible: City of Chesapeake
GREAT BRIDGE BRIDGE
Type: Swing Bridge, which opens horizontally
Age: 50
Location: Battlefield Boulevard between Cedar Road and Great
Bridge Boulevard, crossing over the Chesapeake and Albemarle Canal.
Description: A two-lane bridge that forms a big bottleneck. Five
lanes of traffic must merge onto the two-lane bridge. Has hourly
openings.
Status: Business community regularly nixes overhaul plans.
Estimate costs for a new and bigger span have been estimated at more
than $10 million.
Who's responsible: U.S. Army Corps of Engineers
CENTERVILLE TURNPIKE BRIDGE
Type: Swing Bridge
Age: 41
Location: Centerville Turnpike
Description: A two-lane bridge that carries motorists over the
Chesapeake and Albemarle Canal.
Status: No plans for major overhaul
Who's responsible: City of Chesapeake
NORTH LANDING BRIDGE
Type: Swing bridge
Age: 42
Location: East Mount Pleasant Road, or Virginia Route 165,
linking Virginia Beach and Chesapeake
Description: Two-lane bridge over the Chesapeake and Albemarle
Canal
Status: To be considered
Who's responsible: U.S. Army Corps of Engineers
DEEP CREEK BRIDGE
Type: Bascule Bridge
Age: 59
Location: George Washington Highway
Description: Two-lane bridge over the Dismal Swamp Canal
Status: To be considered
Who's responsible: U.S. Army Corps of Engineers
KEYWORDS: CHESAPEAKE BRIDGES
by CNB