Sand Bar Ferry Bridge, Spanning Savannah River on State Highway 28, Augusta

Source document Quoted word for word from HAER GA-146. Not written, edited or summarised by this site.

The Sand Bar Ferry Bridge on South Carolina Route 28 over the Savannah River linking Aiken County, South Carolina and Richmond County, Georgia is an example of one of the early metal truss bridges designed by the South Carolina Highway Department in built by the SAND BAR FERRY BRIDGE HAER No. GA-146 Page2 Virginia Bridge and Iron Company of Roanoke, Virginia in This bridge is the only remaining metal truss bridge in South Carolina with Pratt rigid deck trusses and only one of two remaining bridges with Warren rigid deck trusses. It is the only known combination highway bridge of its type in either Georgi a or South Carolina. Report Prepared by: South Carolina Department of Highways and Public Transportation P. 0. Box 191 Columbia, Date: January, SAND BAR FERRY BRIDGE HAER No.

GA-146 i Page3 ll History of the Sand Bar Ferry Bridge on Route 28 over the Savannah River in Aiken County, South Carolina and Richmond County, Georgia I. INTRODUCTION ij The Sand Bar Ferry Bridge on Route 28 over the Savannah River linking Aiken County, South Carolina and Richmond County, Georgia is an example of one of the early metal truss bridges designed by the South Carolina Highway Depart- ment in and built by Virginia Bridge and Iron Company of Roanoke, Virginia in (see photographs, page 4). This report will consider the significance of the bridge in relationship to other metal truss bridges of similar design and construction in South Carolina and specifically its histor- ical uniqueness.

Beyond basic information contained in the Metal Truss Bridge Inventory, written documentation of the history and engineering significance of the Sand Bar Ferry Bridge was extremely limited. Fortunately, one of the foremost experts in South Carolina bridge history was available and much of the information contained herein was gleaned from his recollection and involvement with this structure and other similar facilities throughout South Carolina. Mr. William J. Gooding, now retired, worked with the in Bridge Construction from to Mr. Gooding was employed by the in as a draftsman in the bridge section during design and construc- tion of the Sand Bar Ferry Bridge and most other metal truss bridge design construction in the state.

From to he was the Bridge Engineer over all bridge design and construction. His career spanned the construction of major bridge projects for the first 40 years of the existence of the and his knowledge proved invaluable in the development of this history. II. DEVELOPMENT OF TRUSS

Bridges in South Carolina

As early as the century the "truss" structural bridge form was used throughout Europe. The basic geometry of the truss is a combination of members connected into triangular shapes which are joined to form a structural unit. Two or more of these trusses placed in parallel and connected with a structural deck provides the basic truss bridge form. When these trusses are tied together at the top with structural bracing they become "through trusses"; and when the trusses are free standing with no overhead ties or braces they are "pony trusses." Wooden truss bridges were predominant throughout the United States in the and centuries.

In Caleb Pratt used a variation of the Howe truss (a simple truss using woode~ members diagonally, along with vertical iron tension rods at each panel) with vertical wooden members in compression and diagonal iron members in tension. In England in the James Warren developed another variation which became known as the Warren truss. Because of geometric simplicity, the Warren and Pratt truss forms were ideally suited to meet the industrial challenge. Pratt truss variations were given either the name of the engineer who designed the modification or the place where the bridge was first constructed such as: Pratt Half-Hip, Camelback, Baltimore Petit, Parker, Kellogg and Pennsylvania Petit. By the early century almost all steel truss bridges were variations of one of these types.

SAND BAR FERRY BRIDGE HAER No. GA-146 I Page4 I I The adoption of the metal truss bridge in South Carolina appears to have been slow in coming perhaps for economic reasons as the State was removed from steel producing areas and timber was readily available. Few if any metal truss highway bridges existed in South Carolina prior to Since steel ! was used almost exclusively for metal truss bridges after the metal truss bridges in the State were almost certainly constructed of steel. The Pratt truss and its variations was the most popular form of truss for the first metal truss bridges and evidence indicates that this form was used almost exclusively for both through trusses and pony trusses.

The Parker truss, favored for longer spans, was found with surprising frequency among the through trusses of South Carolina. All of the Parker trusses were designed by the South Carolina Highway Department which was established in The oldest surviving steel truss bridge in South Carolina for which a bridge plate exists is a pin-connected Pratt through truss in McCormick County with a construction date of A pin-connected Warren through truss in the city of Greenville has a design date of Arguments over the relative merits of pin-connected truss designs versus the rigid joint designs arose and the designed only rigid joint designs.

However, counties were still erecting bridges after and occasionally a pin- connected truss design was used after Several of the oldest Parker, rigid through trusses designed by the in the state are as follows: Designed By Built By and Date Location Length of Span and Date of Bridge Plate Aiken "Sand Bar Ferry" Virginia Bridge and ( l Iron Co: Oconee (2 Bridges) Austin Bros. Bridge Co., Atlanta, GA: Sumter Pan American Bridge Co., New Castle, Ind.: McCormick Austin Bros. bridge plate was broken Edgefield Roanoke Iron & Bridge Works: Roanoke, VA: Edgefield Roanoke Iron & Bridge Works: Roanoke, VA: Union Roanoke Iron & Bridge Works: Roanoke, VA: Cherokee Austin Bros.

Bridge Co., Atlanta, GA: Georgetown Atlantic Bridge Co., Charlotte, NC: Listing from "Metal Truss Highway Bridge Inventory" SAND BAR FERRY BRIDGE HAER No. GA-146 Page 5 The only remaining metal truss bridge with Pratt rigid deck trusses in South Carolina is the Sand Bar Ferry Bridge in Aiken with four such SP.ans each 180 feet long. Two bridges remain with Warren rigid deck trusses: they. are the Grace Memorial Bridge in Charleston with five Warren rigid deck trusses and the Sand Bar Ferry Bridge in Aiken with three such spans each 140 feet long. According to Mr. W. J.

Gooding, former Bridge Engineer, it was common practice in the southeast to build a through truss to provide navigational clearance for wide expanses of waterways and to build deck trusses for the rest of the width for support. The deck trusses were less expensive, thus more practicable during the The Sand Bar Ferry Bridge was the first bridge constructed in South Carolina to use this format; however, the original bridge on U.S. Route 701 over the Great Pee Dee River in Georgetown utilized the deck trusses and one through truss. III. DESIGN, CONSTRUCTION AND

Reconstruction of the Sand Bar Ferry Bridge

The earliest detailed description of the original design and construction of the Sand Bar Ferry Bridge has been abstracted from a May 25, "Memorandum To Office Engineer" from Mr. Barnwell, State Bridge Engineer, which is attached as Appendix A. This description indicates that the original Sand Bar Ferry Bridge on Route 28 in Aiken County (see maps on pages 5 and 6) was built with Federal Aid funds and matching funds from Aiken County, South Carolina and Richmond County, Georgia on a basis. The original bridge commenced at a bluff on the South Carolina side. This bluff was the site of Savano Town and Fort Moore (38AK4 and 38AK5) which are listed on the National Register of Historic Places. Route 28 bisects the site.

The Savano Indians occupied the bluff prior to the arrival of traders and remained until shortly after when Fort Moore was constructed Fort Moore was abandoned in when Augusta was being settled. The Sand Bar Ferry was at the base of this bluff. Beginning at this bluff the bridge consisted of two 43-foot concrete deck girder spans; one 175-foot deck span; one 175 - foot through span; three 175-foot deck spans and fourteen 36.5-foot concrete deck girder spans, comprising a total length of feet with a width of feet. The contractor was Virginia Bridge and Iron Company and this construction was completed July 15, (see attached plan sheets). The County of Richmond, Georgia was to build a low water road from a level to the end of the bridge on the Georgia side at its own expense.

However, before the original project was completed it was decided by the Georgia authorities to substitute a creosoted timber approach bridge and an earth fill for the low water approach originally contemplated and the entire cost of this was borne by the Georgia authorities. This timber approach was approximately feet long with approximately feet of earthen embankment ending on a level. A flood in September reaching a height of 5.5 feet higher than the flood scoured back the Georgia bank increasing the normal width of the river by 400 feet. Uprooted trees washed against the 36-foot spans of concrete approach on the Georgia side, broke the concrete columns; under- mined the footings; and tipped all but the last two spans on the Georgia side into the river.

The flood also did considerable damage to the creosoted SAND BAR FERRY BRIDGE HAER No. GA-146 Page6 trestle, composing part of the Georgia approach. Approximately feet of the bridge in Georgia was destroyed. A more detailed account of the damage is contained in Mr. Charles W. DeGenther's, Assistant Highway Bridge Engineer, Maintenance Inspection Report l of September 27, (Appendix B). This account indicated that at the time j of his arrival the bridge had been barricaded on the South Carolina side and access from the Georgia side was impossible as the water entirely covered the > creosoted timber approach. There had been no attempt to keep the drift from lodging against the concrete approach bents by the Maintenance Department of either state.

One of the bents of the concrete approach had settled about twelve inches on the upstream side and six inches on the downstream side. This settlement increased to about eighteen and nine inches respectively > , 1 during the time of inspection. This was all caused by scour induced by logs against the bent. The amount of drift was not great but consisted mostly of large trees and logs that would lodge against the bents. The reported high water elevation was After the flood it was decided to reconstruct the original project and each State agreed to pay 50% of the cost. South Carolina's 50% was composed of one-half Bureau of Public Road's Flood Relief funds and one-half South Carolina State funds.

The reconstruction plans provided for the raising of the three original 175-foot deck spans on ihe Georgia side and the addition of three 140-foot new deck truss spans (see attached sketch, page 8) and one 36.5-foot I-beam span which would connect to the two 36.5-foot concrete deck spans remaining in the original approach. These deck spans would have to be raised approxi- mately seven feet to meet the new grade provided in the reconstruction plans. The substructure for this reconstruction and the raising of the two remaining concrete spans was let to the Atlantic Bridge Company and the steel work and the concrete decks were let to the Greenville Steel and Foundry Company.

Before these contracts were completed, Georgia decided to replace the original creosoted timber approach with long I-beams, and concrete deck resting on creosoted timber pile piers. It was agreed by Georgia and South Carolina to change the reconstruction plans, tear out the two remaining foot concrete spans on the Georgia side instead of raising them and use the torn out material as rip rap around the last original pier. Georgia would meet South Carolina at the Georgia end of the last new deck truss, thus sub- stituting 110 feet of the long 62-foot I-beam spans in the Georgia design for the original 36.5-foot concrete spans and the new 36.5-foot I-beam span included in the Greenville Steel and Foundry Company's contract.

This recon- struction included a curve on the Georgia side designed to make a right angle crossing of the river channel for safer passage for watercraft and stronger resistence to flood waters. South Carolina's cost for this reconstruction was Reconstruction was completed in According to Mr. W. J. Gooding, former Bridge Engineer, during recon- struction of this undermined section a timber trestle was constructed on the Georgia side angled from the inside of the curve to the safe section of the bridge in order to provide access for the motoring public. SAND BAR FERRY BRIDGE HAER No. GA-146 Page 7 Recent events concerning the Sand Bar Ferry Bridge included a gasoline tanker fire on the bridge in the which resulted in damage to the bridge.

The damage requir.ed the bridge to be closed to the motoring public for a short time for repairs. In September, construction was begun on a new bridge approximately 60 feet upstream from the existing Sand Bar Ferry Bridge. The new bridge, the Lester Moody Bridge, has a 30-foot roadway width with a vertical clearance of 50 feet and a horizontal clearance of 165 feet. The main spans of this 1,949-foot bridge has a less severe curve on the Georgia side and the main spans are of the steel deck girder type. Georgia and South Carolina equally shared the cost of this new bridge. This bridge provides for one-way west- bound traffic while the Sand Bar Ferry Bridge provides for one-way eastbound traffic.

The Sand Bar Ferry Bridge began to bow out on the curved approach on the Georgia side because of heavy truck traffic in Guy wires, deadman posts and couplings had to be installed to pull the trusses back in line and prevent further separating. Presently a new bridge is being planned which would include demolition of the existing Sand Bar Ferry Bridge. IV. BUILDERS OF THE SAND BAR FERRY BRIDGE In the early century only a relatively few major bridge builders fabricated and erected steel truss bridges. These bridge builders took considerable pride in their bridges and attached a bridge plate identifying the builder and date of construction.

The Sand Bar Ferry Bridge was such a bridge and the plate reads: Virginia Bridge and Iron Company: Roanoke, Virginia: Only a relatively small percentage of the surviving steel truss bridges have bridge plates. The Virginia Bridge and Iron Company was one of the major bridge builders known to have fabricated and erected bridges in this region during the first half of the century. In addition to the Sand Bar Ferry Bridge they constructed the following bridges: Location County Date Pertinent Data Forest Street Spartanburg Pratt through Length Eligible Bridge over truss for National Register of Historic Places; rigid joints.

Socastee Bridge Horry Warren through Length rigid over Intra-Coastal truss swing joints Waterway span Dawhoo River Charleston Warren through Length polygonal Bridge truss swing upper chord; rigid joints; span originally owned by the State of Georgia on U.S. 17 over the Savannah River; this bridge was floated down the river to its present site; Eligible for the National Register of Historic Places SAND BAR FERRY BRIDGE HAER No. GA-146 Page8 Between and Virginia Bridge and Iron Company, Roanoke, Virginia became Virginia Bridge Company, Roanoke, Virginia and built two more bridges in South Carolina.

Both of these bridges are Warren through truss swing spans; one is the Harbor River Bridge in Beaufort and one is the Wando River Bridge in Charleston County This company built bridges until at least and sometime after this was purchased by the U.S. Steel Corporation and ceased to operate under the name Virginia Bridge Company. I The reconstruction of the Sand Bar Ferry after the flood was contracted to the Atlantic Bridge Company and the Greenville Steel and Foundry Company. The Atlantic Bridge Company appears to have been a major bridge builder in South Carolina during the with subsidaries or branches in Roanoke, Virginia; Greensoboro, North Carolina; and Charlotte, North Carolina.

Atlantic Bridge Company and Virginia Bridge and Iron Company frequently worked on the same South Carolina bridges. Mr. W. J. Gooding indicated that the Virginia Iron and Bridge Company was a fabricator and contractor of metal truss bridges throughout North Carolina, South Carolina, and Georgia. The Greenville Steel and Foundry Company of Greenville, South Carolina, now a division of Carolina Steel Corporation, may have operated only in South Carolina. This company appears to have been one of the most active fabricators and erectors of steel truss bridges in South Carolina during the late and the

Summary

The Sand Bar Ferry Bridge on Route 28 over the Savannah River was designed by the in as were most metal truss bridges of this era, and constructed in by Virginia Bridge and Iron Company. Eight simple span steel trusses which make this bridge significant in South Carolina comprise this bridge; however, only one, the Parker through truss, is noticeable to the passerby. The other trusses are deck trusses which were rarely used in South Carolina. This bridge is the only remaining metal truss bridge in the state with Pratt rigid deck trusses and only one of two remaining bridges with Warren rigid deck trusses. Many more Parker through trusses exist in the state; therefore, the bridge is not unique in this aspect. Mr. W. J.

Gooding, Bridge Engineer from to was extremely informative concerning the structural aspects of the Sand Bar Ferry Bridge. Through conversations with Mr. Gooding it was determined that this facility was the first structure to use deck trusses and a through truss even though this was a common practice in this region. The through truss allowed for navigational clearance and the deck trusses provided support for less cost than through trusses. Another structure to utilize deck trusses and a through truss was the original bridge on U.S. Route 701 over the Great Pee Dee River in Georgetown County. The Parker through truss, which is still in use today, was initially part of the multiple span crossing designed in which was slightly downstream from the present bridge.

His familiarity with bridge designs, bridge companies and regional attitudes concerning construction and fabrication from the to the late was included throughout this report. SAND BAR FERRY BRIDGE HAER No. GA-146 Page 9 Sources of Information General File (memorandums) Bridge Design Section and Bridge Construction Section (original plans) Metal Truss Highway Bridge Inventory for the by Clemson University, December, Professor Gayland B. Witherspoon, AIA, Department of Architectural Studies, College of Architecture of Clemson University (telephone conversations) Mr. W. J. Gooding, Bridge Engineer from to (telephone conversations) SAND BAR FERRY BRIDGE HAER No. GA-146 Page 10 May 25, Projects Soc. Flood Relief 9 &. Georgia Flood Relief 11 - Aiken County, s. c. - Riclnnond County, Ga.

MEMOR.ANDID.i TO OFFICE ENGINEER: In order to clearly understand the attached bill from the State Highway Board of Georgia for work done on the Sand Bar Ferry Bridge, a brief history of the project would be helpful. The original bridge was built by Federal Aid funds, matched with funds from Aiken County, s. c. and Richmond County, Ga. on a basis~ The original bridge, commencing at the bluff on the So a. side* consisted of two 43 1 concrete deck girder spans, one deck span, one through span 1 three 175 1 deck spans, and fourteen 1 concrete deck girder spans, making a total length of 1 i.wh1oh composed the original Federal Aid Project com- pleted July. 5 1 The County of Richmond was to build a low water road from the levee to the end of the bridge on the Georgia side at its own expense.

Sometime before the original.project was completed it was decided by the Georgia authorities to substitute a creosoted timber approach bridge and an earth fill tor the low water approach originally contemplated, and the entire cost of this approach was borne by the Georgia authorities@ The flood of September scoured back the Georgia bank, in~ creasing the normal width of the river by and the trees up- rooted in this process and brought down against the 35t spans of the concrete approach broke the concrete columns~ undermined the footings, and tipped all but the last two spans on the Georgia side into the river. The flood also did considerable damage to the creosoted trestle, composing part of the Georgia approach, and i .

reached a height of approximately 5.5 1 higher than the flood at this location.

After the flood it was decided to reconstruct the original Federal Aid Project, and each State agreed to participate in 50 per cent of the cost@ South Carolina's 50 per cent was made up of one-half Bureau of Public Roads 1 Flood Relief funds and one-half South Carolina State funds~ The reconstruction plans provided for the raising of the three original deck spans on the Georgia side and the addition of three new deck truss spans and one I-beam span, which connected.to the two 1 concrete deck spans remaining in the original approach, and which deck spans were to be raised approxi- mately?' to meet the new grade provided in the reconstruction plans~ The substructure for this reconstruction work and the raising of the two remaining concrete spans was let to the Atlantic Bridge Company and the steel work and the concrete floors to the Green- ville Steel & Foundry Company& SAND BAR FERRY BR1DGE HAER No.

GA-146 Page 11 Before these contracts were completed the State Highway Board of Georgie decided to replace the original creosoted timber approach with a new approach consisting of long I-beams with concrete floor resting on creosoted timber pile piers, and it was agreed between the two Highway Departments that it would be better to change the recon- struction plans of the original project, tear out the two 1 con- crete spans left by the flood on the Georgia end of the bridge-instead of raising them and use this material as Rip Rap around the last original pier on the Georgia side, and let the State Highway Board of Georgie meet us at the Georgia end of the last new deck truss, thus substituting of the long 62' I~beam spans in the Georgia design for the old concrete spans and the new I-beam span in- cluded in the Greenville Steel & Foundry Company's contract.

With this in mind, the raising of the old concrete spanland the erection of the new I-beam span was eliminated from the Atlantic Bridge Company's and Greenville Steel & Foundry Company's contracts* and the work of-demolishing the old concrete apans~ bents; and.abutments and.: the placing of this material as Rip Rap around the last original river pier$ together with the building of the new creosoted bents_ and I-beam spans was included in the contract let by the State High- way Board of Georgia for their new approach and paid for by them; with the understanding that we would reimburse them for one-half of the oost of the work in the between the end of the new deck truss on the Georgia side and the end of the original bridge.

The attached bill from Georgia is an estimate of this cost~ and we have checked it up as near as practicable and find it correct, except that when we eliminated the raising of the concrete spans from the Atlantio Bridge Company's contract pounds of Reinforcing Steel was on hand, and we paid for this steel and took it off the contractor's hands.

pounds of Reinforcing Steel was also left over on the Greenville Steel & Foundry Company's contract and was taken over by us for As the State Highway Board of Georgia did not receive any of this steel, they are entitled to f which is one-half the value of Reinforcing Steel taken over on the two contracts@ On the other hand, the change in plans prevented the erection of 14 1 000 pounds of Structural Steel in the I-beam spans included in the Greenville Steel & Foundry Company's contract, and as these I-beams had been moved around con- siderably at our request~ which moving probably cost as much as the ~lacing of the I-beams in their _proper positions, we paid them ~e0653 per pound, which amounted to for these I-beams and turned the I-beams over to Georgia for use in the other end of their new approach, therefore~ South Carolina should be credited with which is one-half the cost of these beams.

As we see it, the final adjustment should be as follows: SAND BAR FERRY BRIDGE HAER No. GA-146 Page 12 __ ltaintenanoe lnopeotio.n ... ,_, . . 111 ~ Mint.her a a.011 .1o1uw~,-liuidmt r:roJ .. .,ni3. J. w.. JuAwU, :, .. , ~tate l!r1dge ~lneu., '1'.lm.ei l ~ . ' . , . t.. l\~iuua .lt ~ UiH of: auiw : . K,) t~ ~-'Nea h ti !lott.tk Caro~ tailu ~ " ho. thiit Ceorgia. ~OJlll1'bl u ~ ~Unl,r to.rM the ~no mA t ~ ! ' appr~.. ~ e hd. "t>M:a,. no t~t 'h ~ ~ 1ft hem ll)dging ~ga hurt. conoHtitl .appro.aeh 1>1 th@ Jid.nhrum.oe Dspartmmtt o:r eit.hu .:;t.a,te., in !act. H; -.c :c.8CtHuuuy ~ ahou.t 12 to th~ h ~ or th~ nouut Sou.t)t Carol.in.a ll!lS.intaxm.nrus t o ~ .

in oron to g t llrCtl$~ru~ to uep th~ !!!lehtH@n err o:f the One ct they bentg of th~ ooncr~te a~pt"l.lach luta @ettled &bout hah~ inehtHi: M th& Uivtb0ll'll dde .and o.liou.t uix ineh.1u1 on th& (l.o1'nf!tr~ t>id~,. fib ~ttlecu:mt i.noNJuod to ~out e1r-ht.eroi ~d ~ M .loohH l'e~the]j; du..rl,.ne the t ot the ~ 0 0 Uon. 'rhlu wtu1 b:,it1g e:s.tUHtd by the ~our ~ e d b;r A log lodged against '!he amo t of drift wau not g1111,,at, but it OCI0.$1i'l'\K ~o:,tly of lUj!;lll traitt1 and logl! thu.t 'llfDul.d lot'ig6 againiJt the be~h. main c ~ l in nol.'.!'rlal wat.~:r h on the Sou.th Carolina Bi4lll, bnt du.d.ug hi;;:h 111ater th.ill curNnt la t:rentut bti!t.Jml the ll!\.:ut iapmi and nut ten o ON~ aeh. bant3~ .r,oporl~d hl h w11ot9r el.11Vlltion wa.JII .. i.

:Roo~ndatlnnrH lt h roo~ed th.at a ddlnit pro.gt~ ot i:rutJ..o:t~e of fuli:i bd~ 4W'.l"'au othn :1..ntsil:'itrtato ~ ~ tl,POO. by th~ nspect.be ~tat&$ to a,:,.;:ply tCl ttC!tl.di ti(m.t1 auoh u It ,i>Orled th.A\ th@ Uigl:n*:r D<ilp!ll.rtamt of (worr,u had Mtirhd th,a ~on.th Oa~U.na liiehW'ay 'J.)fputimmt that they eoold not maintrd.n thh t !W1.lil ooUl.d :not got to it, thh '!lfOrd oam!'e too late to:r th$ Sou.th CarcHna miin~ma t'orou h do a~t.hi.ng. It :h ib.l'l ~1ter , opinioa, hOft"ViBr, th.at had & ~ l l fe~e ~&n on thb tlw l ~ tr '.tog:tJ !MA iddtt tieaJ.n.:,r~ th .'t ba:nh eon.1.11 ha" pnwont-~ ~ ~ &'11di0\U ~ Herioo.,. \ \ I I \ , I J SAND BAR FERRY BRIDGE HAER No. GA-146 Page 13 d ~ jo the oo~rah a.p_proaoh ehou.1'1 \it.\ -.ho tho ~ondltioa ct au the tpQA ahon.ld.

bo tn'TI:lst..lptw l!U'.14 ntopa. taken h p r ~ ~o~ u o ~ tl:utM ~1 era !utW'e t loOdJI .. - ~ '/ ; ' I I - -- . Cho'adns ,H ~t bm ... ~@u~r$t~ ~ O~orei~ d~. SAND BAR FERRY BRIDGE HAER No. GA-146 Page 14 ~ ( ! _ p . J ~ lit. Due Georgia by South Carolina (amount of Georgia's bill) $ Plus {amount due Georgia for Reinforcing Steel) @ Total amount " 2 1 Due South Carolina by Georgia {for use of I-beams)$ Net amount that South Carolina is due Georgia $ 2 9 r '.- ' Barnwell SAND BAR FERRY BRIDGE HAER No. GA-146 Page 15 The original Sand Bar Ferry Bridge as it was constructed in j I I l I ; mo 3@ Pratt Parker Pratt deck deck through The Sand Bar Ferry Bridge as it now appears with the addition of the three Warren deck trusses on the Georgia side after the flood.

178 I 3@ 3@ Parker Pratt deck Warren deck Pratt deck through -~ , ~ - 5?7U7HERN ~:i~~ AIKEN COUNTY r IC:);___~;___ 5.' C. ~ CITY OF lEGENO PRES-1:Ni ~ F. 0. <:JRAVEL ,4NO S.4NO Rt7APS TO BE 8VILT(NoT A C7F RICH!YlONO COUNTY 6,P 12 ;;c e? C/) SKETCH PLAN t TO ACCOIY!PANY 8 ~ ~ ~cl CiA.-5:C. PROJECT ST,4Te/YleNT 127 ' z to 'TO -"r CON5TRUCT/O!V oFG'OUTH C/JROL!Nfl,<JEOR6!/J == ? ~ OVER 0 ~ RIVER 4T SANO 84R f"El?RY, 4klfli:5 rROM f7U<5Cl::YTA. I 5CAL.E. , ftrrJLE iS to UBlrVTTEO !3Y 67/ITE HIGflWt/Y ENGINEERS' OF SOVTH C,4R01.INA I . 0 4NO Gi=OR6/,4_, J,4NU4RY = s COMPILED BY IYltJP OF SAv,t:1NN'4H ,SHet:r.rs 25, /?~ ~ . , . .:. . ~- r 1 'fi.' _; i' ... ". S'f.:\.TE OF .SOUTH C-\ROLIX.-\. I~~,%~;;?~:,-~~ .. ~ I ! STA.IE HIGHWAY DEP~.\.RTl\1ENT -~ ( (I ' : ~ f .. ,.

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