South Channel Bridge, Fort Pulaski Road spanning South Channel of the Savannah River, Savannah

Source document Quoted word for word from HAER GA-163. Not written, edited or summarised by this site.

Fort Pulaski Road, spanning the South Channel of the Savannah River. The South Channel Bridge connects McQueens Island from U.S. 80 to Cockspur Island, Chatham County, Savannah, Georgia (Figure 1). The South Channel Bridge is located at latitude: longitude: The coordinates represent the structure s southeast corner. These coordinates were obtained on December 3, using the ArcGIS mapping system. The coordinates datum is North American Datum The South Channel Bridge location has no restriction on its release to the public. Present Owner/ Occupant: The South Channel Bridge is within the Fort Pulaski National Monument boundaries and is owned by the United States government. The bridge is maintained by the National Park Service U.S. Department of the Interior.

Source document Quoted word for word from HAER GA-163. Not written, edited or summarised by this site.

The South Channel Bridge is the only route connecting Fort Pulaski, located on Cockspur Island, to McQueens Island. The bridge was constructed in to allow vehicular transportation and better facilitate public visitation to the Fort Pulaski National Monument. Prior to the bridge's construction, the island was accessible by ferry. The bridge was constructed with Public Works Administration (PWA) funds under the supervision of the Bureau of Public Roads The South Channel Bridge is eligible for listing in the National Register of Historic Places as a contributing resource to Fort Pulaski National Monument s cultural landscape.

Source document Quoted word for word from HAER GA-163. Not written, edited or summarised by this site.

An Environmental Assessment of the South Channel Bridge was prepared by the NPS in cooperation with the Federal Highway Administration (FHWA) in January and then revised in March for the repair and/or replacement of the South Channel Bridge. It was determined that the bridge no longer met current safety and design standards and a new bridge would be constructed in its place to meet the continuing needs of the Fort Pulaski National Monument. To mitigate the adverse effect of demolition of the South Channel Bridge, a Memorandum of Agreement (MOA) was executed among the FHWA, the Georgia State Historic Preservation Office (SHPO), and the The MOA stipulated that the existing bridge be recorded to standards of Historic American Engineering Record (HAER) Level II Documentation.

The recording team included: Richard Meyer, Project Manager; Candice N. Myruski, Historian; and Michael R. Polk, Photographer. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 2) Part I. Historical Information A. Physical History 1. Date of Construction: Construction began on January 9, and was completed on April 23, The bridge opened to the public on May 13, 2. Engineer: United States Department of Agriculture, Bureau of Public Roads. 3. W. J. Meagher Construction Company of Bay City, Michigan served as general contractor under the supervision of William H. Smith, Associate Highway Engineer of the Bureau of Public Roads.

Materials Suppliers: The following is an excerpt from the Final Construction Report, Project 1A1, Fort Pulaski National Monument, Construction of Bridge, Chatham County, Georgia.2 Item No. 2- Treated Timber Piling. Douglas Fir- From Edward Hines, Pacific Coast Lumber Co., Portland, Ore. Treated at plant of Republic Creosoting Co., Minneapolis, Minn. Inspected by the Navy Department. Item No. 3- Treated Timber. Southern Yellow Pine Lumber- From Atlantic Creosoting Co., Savannah, Ga. Inspected by Navy Department. Items No. 4 & 5- Class D Concrete. Water- From well near bridge site, Test No. Cement- Lone Star Cement Co., North Birmingham, Ala., bin tested cement, by National Bureau of Standards. Sand- From Dawes Silica Mining Co., Thomasville, Ga., subangular quartz sand- Test No.

Coarse Aggregate- From Weston-Brooker Co., Camak, Ga., crushed stone, Test No. Expansion Joint Filler- Cork rubber filler from Servicized Products Corp., Chicago, Ill., Test No. 1 Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monument, Construction of Bridge, Chatham County, Georgia (United States Department of Agriculture, 2 Bureau of Public Roads, Final Construction Report, SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 3) Item No. 6- Reinforcing Steel. From Tennessee Coal, Iron & Railroad Co., Birmingham, Ala., Intermediate, Type B, Grade 2. Company Test Nos. & Test Nos. to Items No. 7 & No. 8- Structural Steel & Cast Iron Scuppers. 24 Girders- From Carnegie-Illinois Steel Co., Pittsburgh, Pa., Mill Analysis No.

Cast Iron Scuppers- From John F. Riley Foundry & Machine Works, Charleston Mill Analysis No. Item No. 9- Conduits, Pull Boxes and Cables. Cable- From General Electrical Supply Corp., Atlanta, Ga. U.S. Bureau of Standards Test No. VII-5/7513-477. 4. Original Plans and Construction: A set of original drawings dated March through November and revised September is located at the National Archives in College Park, Maryland. The final construction of the bridge closely resembles the plan specifications. The cover page shows the bridge in the larger context of McQueen Island, nearby Tybee Island, and the South and North channels of the Savannah River. The second page has a drawing showing the proposed alignment for the bridge and connector road to U.S.

80, as well as the road on the north side of the bridge connecting to the fort. The second page also contains elevation drawings and cross-sections of the concrete end posts and railing. The posts measure 2 -4 and rest on top of 7 concrete curbing. The third page of the drawing set contains the overall elevation of the bridge, showing the timber bent substructure and a plan view of the bridge. The elevation depicts the sixty-four timber bents that are each spaced approximately 20 from one another. The fourth page contains an elevation of a typical timber bent, a cross section, and a longitudinal section of the bridge. Each timber bent contains five timber piles with cross-bracing.

A section of the composite timber-concrete deck is also provided showing details of the deck formed from laminated timber members and reinforced concrete. The page also includes a cross-section of the center span which has a deck made of five, 24 I-beams rather than timber strips. Estimated quantities of materials are also provided in several tables. The fifth page depicts a plan of the bridge approach, several expansion joint details, and a bill of materials table. The sixth page shows a plan view of the electrical power lines and telephone pull-boxes, as well as details of the cross-sections of the power- and telephone pull-boxes, and an elevation of a concrete junction box. 5.

Alterations and Additions: The first rehabilitation of the bridge occurred in A report prepared in by Sewell & Associates, Inc. of Savannah, Georgia outlined potential repairs to the bridge, including the replacement of cross-bracing, the limited cleaning and repair of concrete and exposed areas of steel members, replacement of portions of guardrail, installing of timber bulkheads at the bridge ends, and the reconstructing of several failed expansion joints. Hugh Jackson from Savannah was hired to make the repairs under the supervision of J. A. MacCall from Sewell & Associates, Inc. The work occurred from October 12, to February 3, The total cost of the repairs was 3 Construction Project Progress Report, South Channel Bridge Contract Box 52, Folders Fort Pulaski Archives, Savannah.

SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 4) The bridge also underwent continued maintenance and major repairs in and Repairs over the years included the replacement of failed expansion joints, repair of cracked and spalled areas of concrete, repainting, replacement of cross-bracing, and repaving of the road surface. Fiber-reinforced polymer jackets filled with epoxy grout were installed in to encapsulate portions of the timber piles to help prevent further deterioration.4 B. Historical Context Fort Pulaski Site History Cockspur Island was a strategic location for military defense and was the site of several generations of forts prior to Fort Pulaski. The island is situated just inside the mouth of the Savannah River, seventeen miles east of Savannah.

The North and South Channels of the Savannah River surround the island, and feed into the Atlantic. Plans for the first fortification on the island date to when twenty-one acres of land were set aside for the construction of a fortification to protect British colonists against Spanish attack. Construction on Fort George began in and consisted of a small wooden palisade, blockhouse, storehouse, and barracks. Fort George fell into disrepair by the and Fort Green was constructed in its place. Fort Green, a timber and earthen fort, was short-lived and was swept away by a storm in Fort Pulaski was constructed during the second quarter of the nineteenth century as part of a network of coastal defense facilities.

The threat of British invasion brought on by the Napoleonic Wars in Europe and intensified by the War of promoted Congress to authorize the construction of forts during the first half of the nineteenth century.6 Fort Pulaski was completed in as part of the Third System of Defense designed to protect the American coastline. Fort Pulaski was occupied by the Confederate Army during the Civil War and was famously captured by Union forces in April Union troops armed with rifled cannons on neighboring Tybee Island successfully breached the supposedly indestructible fort, leading to its surrender. After the Civil War, the fort was briefly used as a prison for former Confederate officers.

The fort continued to be used as an active military post until Beginning in the Army Corps of Engineers assumed responsibility for the maintenance of the fort and made several changes to the island's landscape through construction of jetties and dredging activities. Several dozen new structures, including a quarantine station, were standing at the fort by but the original fortification was considered obsolete and left in disrepair. However, a renewed sense of nationalism and respect for American symbols in the Progressive Era brought public interest in the preservation of historic sites like Fort Pulaski.

The passage of the Antiquities Act in authorized the President to designate historic landmarks, historic and prehistoric structures, and other objects of historic or scientific interest as national monuments. In December was obtained from the War Department to make small improvements to the fort, such as the removal of vegetation to better allow visitors a view of the structure. An additional was allotted later that year for the continued Preservation and Repairs of the old Fort Pulaski. The renewed interest in the fort prompted Representative Charles G. Edwards, 1st District of Georgia, to introduce a bill to Congress to make the fort a national monument.

On October 15, Fort Pulaski officially became a national monument by a proclamation of President Calvin Coolidge.7 4 National Park Service, Fort Pulaski Bridge Environmental Assessment, 6. 5 J. Faith Meader, Fort Pulaski National Monument Administrative History (National Park Service, 6 Meader, Fort Pulaski National Monument Administrative History, 5. 7 Ibid., 20. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 5) In President Franklin D.

Roosevelt s Executive Order transferred all federally managed historic sites, monuments, and battlefields to the Prior to this date, sites and monuments, such as Fort Pulaski, that were located within the Departments of War and Agriculture were administered by their respective agencies.8 Even after the establishment of the National Park Service in it took seventeen years to bring these sites within their jurisdiction. Fort Pulaski had been neglected for years, but over the next decade several New Deal programs and agencies were used to provide labor and finance improvements to the fort, including the construction of the South Channel Bridge.

The Civil Works Administration (CWA) provided funds for some of the earliest work at the fort, including the removal of vegetation from the parade ground, the completion of a general engineering survey, and the construction of an eight-foot-wide landing for ferry service on the South Channel.9 A unit of 212 men from the CWA was deployed to start work, but the agency was short-lived and disbanded by late April The next form of aid provided to the fort came in May when the Treasury Department authorized the NPS to establish Civilian Conservation Corps Camp 460 on Cockspur Island.10 The CCC was established on March 31, as part of an emergency relief bill proposed by President Roosevelt. The CCC provided vocational training and jobs for young men between the ages of 18 and 25.

Some of the projects completed by the CCC included filling in swampy areas, constructing roads and trails around the fort, mosquito control, rebuilding the dike system, and clearing the mote around the fort. The CCC workers would be responsible for many of the continued restoration efforts at the fort until May when the remaining members of the camp were transferred to Florida for other duties. PWA workers were also present at Fort Pulaski and performed highly skilled and technical work, such as the reconstruction of the fort. Bridge Construction As the fort was readied for the public, it became apparent that the inaccessibility of Cockspur Island greatly hampered visitor potential.

The Savannah Morning News reported on the problem stating, the only access to the island is by boat, and the visitor must struggle through a swampy and marshy section for nearly half a mile before coming to the fort itself. 11 The CCC ran a free ferry service to the island for visitors and supplies. However, visitors had to hire their own boat to reach the island when the ferry was not in service.12 It became clear that the public showed a great interest in visiting the fort, and both local residents and Federal officials rallied together to bring the bridge to fruition. The first step in constructing the bridge was to acquire land on McQueens and Cockspur islands for the bridge approaches.

In February the State of Georgia General Assembly passed an act granting 20 acres on Cockspur Island and 277 acres on McQueens Island to the United States government for the construction of a bridge to service Fort Pulaski. On June 26, Congress authorized the construction of the bridge.13 8 Ibid., 21. 9 Ibid., 24. 10 Ibid., 26. 11 Fort Pulaski Project to be Developed on Generous Scale, Savannah Morning News, February 3, Fort Pulaski Vertical File, Georgia Historical Society, Savannah. 12 Emergency Work at Ft. Pulaski Park, Savannah Morning News, Fort Pulaski Vertical File, Georgia Historical Society, Savannah. 13 Memo from A. E. Demaray to H. J. Spelman, July 31, RG 79, Box Folder Bridges, National Archives, College Park. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No.

GA-163 (Page 6) Appropriations for the bridge construction came from the Emergency Appropriation Act (EAA). The EAA, passed on April 8, allocated to the NPS for the construction of roads and trails.14 W. J. Meagher Construction Company of Bay City, Michigan was retained to carry out the project under the supervision of William H. Smith, Associate Highway Engineer of the The timber trestle bridge was designed by engineers at the BPR and employed sixty-four bents, constructed from 50 to 80-foot timber piles to support the composite timber concrete deck (Figure 2).

The decking contained laminated 2 x6 and 2 x10 treated timber members encased in reinforced concrete (Figures The small timber members used in the decking provided a more affordable option compared to larger spans of structural timber. The bridge was unadorned and utilitarian in design. Concrete curbing concrete railing spaned the length of the bridge on both sides (Figure 6). Cast iron scupper boxes were placed at 10 to 20 intervals at the curbing to allow for proper drainage (Figure 7). Conduits, pull boxes, and cables were also installed for electrical and telephone service.15 Construction began on January 9, and took 387 days to complete.

Much longer piles were required than originally planned, causing the total cost for the bridge to exceed the original bid of by approximately and an additional 120 days to complete the project (Figure 8). Instead of using all locally sourced Southern Pine from Savannah, the larger pilings made from Douglas Fir were sourced from Portland, Oregon. Although PWA money was used to finance the bridge project, no CCC or PWA labor was used on the construction of the bridge.16 The CCC workers, however, did construct the roadway connecting the bridge to the fort and the bridge approach (Figures The bridge was completed on April 23, and opened to the public on May 13, Within the first few months of the bridge s opening a reported 500 people were crossing the bridge daily. 18 James W.

Holland, junior historian for the remarked to the Evening Press that visitors in June numbered more than they did for the entire preceding six months, and already in the first six weeks of July there had been visitors at the fort, compared with for the entire month of July last year. 19 Visitation between and more than tripled. The construction of the South Channel Bridge has truly had a lasting impact on the Fort Pulaski National Monument. The South Channel Bridge continues to serve over visitors annually. In an underwater inspection report revealed the timber piles of the bridge were severely deteriorated due to marine boring activity.

The damage ranged from small bore holes to timber members that were completely hollow (Figures The most severely deteriorated piles were numbers 3, 9, 16, 21, 38, and 14 National Park Service Memo from Hillory A. Tolsen to E. K. Brulew, June 30, RG 79, Box Folder 04 Bridges, National Archives, College Park. 15 Bureau of Public Roads, Final Construction Report, 16 Memo from Ralston B. Lattimore to Robert Fechner, February 3, RG 79, Box Folder Bridges, National Archives, College Park. 17 Memo from Ralston B. Lattimore to William H. Smith, August 4, Project 1A1-Bridge Box 51, Folder 2, Fort Pulaski Archives, Savannah. 18 Memo from Ralston B. Lattimore to William H. Smith, August 24, Project 1A1-Bridge Box 51, Folder 2, Fort Pulaski Archives, Savannah.

19 Pulaski Dedication Big October Event, Evening Press, July 7, Fort Pulaski Vertical File, Georgia Historical Society, Savannah. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 7) In the bridge underwent a major stabilization project, where several timber piles were repaired through timber pile replacement, slicing and encapsulation of the timber, cross-bracing replacement, minor concrete repairs and expansion joint replacement.21 Several timber piles were encapsulated with fiber-reinforced polymer jackets filled with epoxy grout to protect them from further deterioration (Figures Timber Trestle Bridges Timber trestle bridges can be defined as a series of timber bents which support a deck, beam, or truss superstructure.

One of the earliest examples of a timber trestle bridge constructed in the United States is the Sewall Bridge in York, Maine. The bridge was constructed by Samuel Sewall in and consisted of four timber pile bents supporting a timber deck that measured 270 long by 25 wide.22 The bridge was replaced in with a new structure that resembled the original design.23 With the introduction of the railroad beginning in the demand came for bridge design which could support heavy locomotives.

Viaducts and other masonry structures were used to span large ravines, but timber trestle bridges provided a quick and cheap alternative for crossing smaller spans.24 The first wood railroad trestle was built on the Philadelphia Railroad in The book A Treatise on Wooden Trestle Bridges give the following account on the popularity of timber trestle railroad bridges in The amount of Wooden Trestling in this country is very large, but few probably realizing its extent unless they have thoroughly studied the subject. At present time there are about miles of single-track railway-trestle in the United States, of which we can consider about one quarter as only temporary, to be replaced by embankment. Of the remaining miles, at least 800 miles would be maintained in wood.

This miles is comprised of about separate structures having spans or more. 26 20 Nolan Associates, Inc., Underwater Bridge Inspection Report: Entrance Road Over South Channel Savanah River, Fort Pulaski National Monument, Structure No. (Sterling, Virginia: Nolan Associates, Inc., 1. 21 U.S. Department of Transportation, Final Construction Report, PRA FOPU (U.S. Department of Transportation, 1. 22 United States Forest Service, Timber Bridge Manual, (accessed November 23 MaineDOT, Sewall s Bridge Historic Bridges in Maine, (accessed November 24 Alaska Railroad Corporation, Timber Trestle Bridges in Alaska Railroad History, (Anchorage, Alaska: Alaska Railroad Corporation, 10.

25 Parsons Brinckerhoff, A Context for Common Historic Bridge Types (Parsons Brinckerhoff and Engineering and Industrial Heritage, 26 Wolcott Cronk Foster, A Treatise on Wooden Trestle Bridges and their Concrete Substitutes, According to the Present Practice on American Railroads (New York: John Wiley & Sons Inc., 4. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 8) Timber trestle railroad bridges continued to be extensively constructed through Untreated timber bridge elements had an average lifespan of 30 to 50 years. The introduction of creosote coatings to timber wood greatly increased the longevity of timber bridges. The first creosote plant in the United States was established in in Somerset, Massachusetts. By the number of plants in the U.S.

increased to Timber trestle bridges were also used for vehicular bridges. The Outlet Creek Bridge at the Colville National Forest is a timber trestle bridge of similar construction to the South Channel Bridge. The Outlet Creek Bridge was longest of three CCC constructed bridges located in the Colville National Forest. The bridge replaced an older structure located near a log dam on Sullivan Lake. Drawings for the bridge design were prepared by The Forest Service Region 1 office, and construction was carried out by CCC labor, Forest Service Supervisors, and local sourced labor. The bridge measured 190 long, and contained eleven timber bents. Like the South Channel Bridge, each bent contained five timber piles, except for the first bent which contained three.

The deck is also of similar construction using 2 x 6 laminated timber members resting on top of a timber cap. The decking of the South Channel Bridge differs because it uses reinforced concrete, a relatively new technique in timber decking. Composite timber concrete slab decks are formed by casting concrete on a continuous base of sawn lumber placed edgewise to the direction of traffic. The depth of the laminated timber members varies in height forming grooves in the base. Composite slab decks were first introduced in and remained popular into the Timber trestle bridges generally fell out of favor because of their limited life-span and rising construction costs. By the early twentieth century, steel bridge construction became as affordable, if not cheaper, than timber bridge construction.

Part II. Structural/Design Information A. General Statement 1. Character: The South Channel Bridge is a typical timber trestle bridge representing the standard engineering practices of its time. The bridge is unusual in its long span and use as a vehicular bridge, as it was more commonly used for railroads. The timber piles of the bridge have outlived their typical lifespan, and likely make it one of few surviving structures with original timber members. 2. Condition of Fabric: Today the bridge deterioration has prompted a weight load restriction and planned removal to make way for a new structure. After years of exposure to the elements, the creosote coatings on the timber piles has leached out, leaving the wood vulnerable to marine boring specimens.

Other than the repairs to the bridge and limited replacement of deteriorated members, the bridge 27 Michael A. Ritter, Timber Bridges: Design, Construction, Inspection, and Maintenance (Washington United States Department of Agriculture Forest Service, 28 Ritter, Timber Bridges: Design, Construction, Inspection, and Maintenance, 16. 29 Ibid., SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 9) retains almost all its original materials and design. Despite the current deterioration of the bridge, the timber piles have outperformed their life expectancy.

Timber trestle bridges were often constructed as temporary structures because they could be built quickly and inexpensively.30 At the time of the bridge s construction, the creosote-coated timber piles which support the bridge were intended to be replaced with concrete piles after twenty years. The original timber piles still support the bridge today. Another inspection report, prepared in indicated that the timber piles were still in relatively good condition and had performed better than anticipated. Starting in the late their condition became problematic, and in FRP jackets were employed to extend their lifespan. B. Description: The South Channel Bridge has much of the same appearance today as when it was first constructed.

The bridge is a treated timber-pile trestle bridge with composite timber-concrete deck. The bridge measures in length, with two 100 approaches at the north and south ends of the bridge. The bridge contains sixty-two composite timber/concrete spans, each 20 in length, and one concrete and steel main span, 40 in length. The bridge is supported on sixty-four bents, each comprised of five vertical timber piles. The treated timber piles are a combination of Douglas Fir and Southern Yellow Pine. The timber piles are bolted using a steel plate to a horizontal timber pile cap.31 Each bent is supported by two diagonal timber cross-braces or sway-braces. The bridge deck is made up of laminated 2 x 8 and 2 x10 treated timber members, which run edgewise in the direction of traffic.

The timber members rest on top of the timber pile caps. The deck is covered in reinforced concrete that varies at a depth between 6 to 8 . A reinforced concrete railing runs the length of the bridge. The railing is 2 -4 tall, and railing posts are spaced at 9 intervals. The deck of the main span contains five 24 steel I- beams encased in concrete, rather than timber members. The main span, located between bents 32 and 33, allows for the passage of small boats under the bridge. The bridge approaches on the north and south sides are constructed from fill, dredged from the channel, and covered in crushed oyster shells. The bridge begins at an elevation of at each abutment, and ascends at a grade to the center of the bridge of a maximum elevation of 20 . C. Mechanicals: N/A D.

Site Information: The South Channel Bridge, also known as the Fort Pulaski Bridge, spans the South Channel of the Savannah River, connecting U.S. 80 on McQueens Island to Cockspur Island. The bridge is located approximately fifteen miles southeast of Savannah. The bridge approach is located off U.S. 80 on McQueens Island on the south side of the South Channel of the Savannah River. Fort Pulaski Road extends from U.S. 80 at a right angle and connects the South Channel Bridge to the highway. Adjacent to U.S. 80 is a service booth and small parking area, located approximately 850 from the south approach of the bridge. 30 Foster, A Treatise on Wooden Trestle Bridges and their Concrete Substitutes, 4.

31 National Park Service, Fort Pulaski Bridge Environmental Assessment (National Park Service, 5. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 10) Part III. Sources of Information A. Primary

Source document Quoted word for word from HAER GA-163. Not written, edited or summarised by this site.

Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monument, Constriction of Bridge, Chatham County, Georgia. United States Department of Agriculture, National Archives, College Park. Record Group 79, National Park Service, Central Classified File, National Monuments, Fort Pulaski, Box Folder and Box Folder and Original Construction Drawings: National Archives, College Park. Record Group 79, National Park Service, Central Classified File, National Monuments, Fort Pulaski, Box Folder Schedule of bids opened November 12, Sheet 1 of 6, Key Plan, Fort Pulaski National Monument, Project 1A1, Bridge over South Channel Savannah River, prepared by the U.S.

Department of Agriculture, Bureau of Public Roads, approved July 31, Sheet 2 of 6, Architectural Plans, Fort Pulaski National Monument, Project 1A1, Bridge over South Channel Savannah River, prepared by the U.S. Department of Agriculture, Bureau of Public Roads, April revised September 2, Sheet 3 of 6, General Plan and Elevation, Fort Pulaski National Monument, Project 1A1, Bridge over South Channel Savannah River, prepared by the U.S. Department of Agriculture, Bureau of Public Roads, March Sheet 4 of 6, Structural Details, Fort Pulaski National Monument, Project 1A1, Bridge over South Channel Savannah River, prepared by the U.S.

Department of Agriculture, Bureau of Public Roads, March revised March 27, and September 2, Sheet 5 of 6, Structural Details, Fort Pulaski National Monument, Project 1A1, Bridge over South Channel Savannah River, prepared by the U.S. Department of Agriculture, Bureau of Public Roads, March revised September 2, Sheet 6 of 6, Electric Feeder & Telephone Conduits, Fort Pulaski National Monument, Project 1A1, Bridge over South Channel Savannah River, prepared by the U.S. Department of Agriculture, Bureau of Public Roads, approved May 8, Fort Pulaski Archives, Savannah. FOPU Bridge Information Box 46, Folder 8; Project 1A1- Bridge Box 51, Folder 2; South Channel Bridge Contract Box 52, Folders 14- 15. Fort Pulaski Archives, Savannah.

FOPU Bridge Information, Photograph Collection, Box 1, 2, 9, and 17. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 11) B. Secondary Alaska Railroad Corporation. Timber Trestle Bridges in Alaska Railroad History. Anchorage, Alaska: Alaska Railroad Corporation, Foster, Wolcott Cronk. A Treatise on Wooden Trestle Bridges and their Concrete Substitutes: According to the Present Practice on American Railroads. New York: John Wiley & Sons, Inc., Georgia Historical Society, Savannah. Fort Pulaski Vertical File, Folders Graham, F. Kyle. Fort Pulaski. Addendum to Fort Pulaski. HABS No. GA-2158. Historic American Building Survey (HABS), National Park Service, U.S. Department of the Interior, Holstine, Craig, and Darcy Fellin. Outlet Creek Bridge. HAER No. WA-114.

Historic American Engineering Record (HAER), National Park Service, U.S. Department of the Interior, MaineDOT, Sewall s Bridge Historic Bridges in Maine. (accessed November Meader, J. Faith. Fort Pulaski National Monument Administrative History. National Park Service, U.S. Department of the Interior, National Park Service. Fort Pulaski Bridge Environmental Assessment. National Park Service, Nolan Associates, Inc. Underwater Bridge Inspection Report: Entrance Road Over South Channel Savanah River, Fort Pulaski National Monument, Structure No. Sterling, Virginia: Nolan Associates, Inc., Parsons Brinckerhoff. A Context for Common Historic Bridge Types. Parsons Brinckerhoff and Engineering and Industrial Heritage, Ritter, Michael A.

Timber Bridges: Design, Construction, Inspection, and Maintenance. Washington United States Department of Agriculture Forest Service, U.S. Department of Transportation, Final Construction Report, PRA FOPU U.S. Department of Transportation, United States Forest Service, Timber Bridge Manual. (accessed November SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 12) IV. SUPPLEMENTAL MATERIAL 0 0 South Channel Bridge Figure 1. Site Location Map, 7.5-minute quadrangle, Fort Pulaski, Ga. (USGS SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 13) Figure 2.

Looking toward Cockspur Island-Elevation of curb and railing, (Source: Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monument, Construction of Bridge, Chatham County, Georgia (United States Department of Agriculture, Figure 3. Piling, caps, bracing and under-side of laminated timber deck, (Source: Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monu- ment, Construction of Bridge, Chatham County, Georgia (United States Department of Agriculture, SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 14) Figure 4.

Under-side of laminated timber deck, (Source: Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monument, Construction of Bridge, Chatham County, Georgia (United States Department of Agriculture, Figure 5. White wooden guard stripes for pile protection at channel bent, (Source: Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monu- ment, Construction of Bridge, Chatham County, Georgia (United States Department of Agriculture, SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 15) Figure 6. South Channel Bridge looking north from mid-span, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 9, No. Figure 7.

Handrail, curb, and scuppers on structure, (Source: Bureau of Public Roads, Final Construction Report, Project 1A1, Fort Pulaski National Monu- ment, Construction of Bridge, Chatham County, Georgia (United States Department of Agriculture, SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 16) Figure 8. Pile driver working on bridge across South Channel, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 2, No. Figure 9. Causeway construction from U.S. 80 to South Channel Savannah River, March 29, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 9, No. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 17) Figure 10. Initial construction of bridge approach road, looking toward northwestern dike, June 1, (Source: Ft.

Pulaski Archives, FOPU Photograph Collection, Box 9, No. Figure 11. High tide at the South Channel, before riprap placement on shoulders of bridge approach, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 9, No. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 18) Figure 12. Road construction and fill progress on McQueen's Island looking north from U.S. 80, June 30, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 9, No. Figure 13. Subsurface of south approach, McQueen's Island to South Channel Bridge, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 9, No. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 19) Figure 14. Building curbing and parkway for entrance sign at U.S. 80, (Source: Ft.

Pulaski Archives, FOPU Photograph Collection, Box 9, No. Figure 15. Fort Pulaski entrance sign, temporary checking station, CCC job December 1, (Source: Ft. Pulaski Archives, FOPU Photograph Collection, Box 17, No. SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 20) Figure 16. Photo depicting typical marine borer damage in x-bracing (Source: Nolan Associates Inc., Underwater Bridge Inspection Report: Entrance Road Over South Channel Savanah River, Fort Pulaski National Monument, Structure No. (Sterling, VA: Nolan Associates Inc., Figure 17. Photo depicting generally poor condition of x-bracing (Source: Nolan Associates Inc., Underwater Bridge Inspection Report: Entrance Road Over South Channel Savanah River, Fort Pulaski National Monument, Structure No.

(Sterling, VA: Nolan Associates Inc., SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 21) Figure 18. Photo depicting hollow pile No. 1 Bent No. 38 due to marine borers (Source: Nolan Associates Inc., Underwater Bridge Inspection Report: Entrance Road Over South Channel Savanah River, Fort Pulaski National Monument, Structure No. (Sterling, VA: Nolan Associates Inc., Figure 19. Photo depicting removal of deteriorated section of timber piles, (Source: U.S. Department of Transportation, Final Construction Report, PRA FOPU (U.S. Department of Transportation, SOUTH CHANNEL BRIDGE (Fort Pulaski Bridge) HAER No. GA-163 (Page 22) Figure 20. Photo depicting encapsulation and application of epoxy jackets to deteriorated piles, (Source: U.S.

Department of Transportation, Final Construction Report, PRA FOPU (U.S. Department of Transportation, Figure 21. Photo depicting replaced exterior piles and connectors, (Source: U.S. Depart- ment of Transportation, Final Construction Report, PRA FOPU (U.S. Department of Transportation,