Virgin River Bridge, Spanning Virgin River on State Highway 9, Hurricane

Source document Quoted word for word from HAER UTAH,27-HURI.V,I-. Not written, edited or summarised by this site.

The Harrisburg bridge is a four span, cantilevered, poured concrete bridge with an open spandrel arch over the Virgin River. It is one of three open spandrel concrete bridges remaining in the State of Utah. The bridge was constructed by the Reynolds Ely Construction Company of Springville, Utah. The bridge provided more direct access to Zion National Park and other points of interest in southern Utah and northern Arizona. The increase in tourist traffic proved to be an economic boost to the economies of the town of Hurricane and other small communities of the region.

Source document Quoted word for word from HAER UTAH,27-HURI.V,I-. Not written, edited or summarised by this site.

Jonathon C. Horn Alpine Archaeological Consultants, Inc. August Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 2) HISTORY A. Need for the Bridge Few places in the continental United States are as geographically isolated as the communities of south-central Utah and north-central Arizona. Bound by deeply incised canyons including the Grand Canyon to the south and Bryce Canyon and Zion to the north, the region was sparsely settled by early Mormon immigrants beginning in the and This separation and isolation was most acute for the communities of Hurricane and La Verkin in eastern Washington County, Utah, since they were economically and politically dependent on the larger towns of St. George and Cedar City.

The main barrier separating the eastern portion of Washington County from the western part was the Virgin River. It was extremely difficult to export agricultural products out of the region as well as to bring needed supplies in. Those wishing to make additional money by working outside the area found the way torturous and hazardous. Consequently, western Washington County prospered, while the eastern portion of the county languished in relative poverty. [1] Although the need for improved roads in and out in eastern Washington County was realized long before, it was not until the advent of the automobile and a nationwide fever for building new roads and highways in the early that any actions were taken.

The affordability of automobiles quickly resulted in the ability for large numbers of people to travel. Rather than be constrained to areas serviced by railroads, this highly mobile population desired to visit areas previously unavailable to them. Conversely, communities that previously saw little tourism sought to attract tourists and their dollars by promoting themselves and the natural wonders surrounding them. Good roads were rightfully believed to be a major element in attracting visitors. The first attempts to improve roads in the region emanated from east of the Virgin River. C. B.

Petty of Hurricane and David Rust of Kanab began using convict labor to improve roads in the region in The following year, a convention was held in Hurricane to discuss the importance of tourism to the region and the necessity of good roads. The result of the meeting was the organization of the Grand Canyon Highway Association, intent on promoting and providing good access to the marvels of the north rim of the Grand Canyon for tourists. Using convict labor, they constructed the Arrowhead Trail (Highway 91) connecting Cedar City to the Grand Canyon by way of Kanab. Although originally planned to passed through Hurricane, the town was bypassed. [2] In the ensuing years, the scenic wonders of the area were thrust farther into public view.

Zion National Monument had been established in When its boundaries were expanded and its status upgraded to a national park in fewer than names had been entered in the guest book. Nearby Bryce National Monument was established in becoming Bryce National Park in [3] The economic opportunity of having these major attractions nearby further intensified the desire of the communities of Hurricane and La Verkin to be connected by good roads to St. George. Attempts by local elected officials to the State Senate and House of Representatives for new roads were thwarted.

However, a road connecting Hurricane with the Harrisburg Bench was proposed as part of the revised state road system in [4] Washington County was particularly hard hit by the Great Depression of the The already poor economy of the area was devastated beyond the means of local government relief programs. Federal reliefwas quickly sought. [5] The Emergency Relief and Construction Act of made federal funds Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 3) available to state governments for the construction of roads or other worth projects. This was intended to not only make needed improvements but to stimulate local economies with a demand for labor, materials, and supplies.

One of the projects that the county commissioners sought federal monies for, in was the construction of a road from the Harrisburg Bench to Hurricane and La Verkin, including the Harrisburg Bridge. Besides the shot in the arm that the project would give the local area from the construction alone, the county commissioners were expecting that it would result in an expansion of tourism to Zion National Park from California and Nevada, thereby providing long term economic benefits to the region. [6] B.

Construction Chronology Apparently, initial word that funding would be provided for the construction of a road from the Harrisburg Bench through Hurricane to La Verkin, including a bridge over the Virgin River, was received from the Federal Government in Construction of the bridge and an mile gravel highway were considered separately funded projects. Plans for the Harrisburg Bridge (FA were approved on March 14, by the Utah State Road Commission's Chief Bridge Engineer, W. Hauscroft, and by District Engineer B. J. Finch, on April [7] In response to questions raised by Mr. Finch, Chief Engineer for the Utah State Road Commission, H. S. Kerr, wrote that two approach spans were seen as necessary on the west end of the bridge to allow debris to pass below when the river flooded.

"A minimum number of piers is desirable.... We considered the use of a three- span approach but in our opinion, the two span had such an improved appearance for the structure in general that any slight additional cost that might ensue is fully justified if appearance is worth anything." [8] It is interesting to note that, even in those economically hard times, aesthetics were considered worthy of a little more expense. On July 19, a notice to contractors was released, requesting bids for a concrete arch bridge across the Virgin River.

[9] Award of the contract went to the lowest bidder, Reynolds Ely Construction Company of Springville, Utah, on August 3, and the contract and bond were approved by the State Road Commission on August 16, Funding was provided by the National Industrial Recovery Act of June in the amount of The lowest bid for the contract was Construction began August 28, Work progressed on schedule, until the evening of December 13, when heavy rains produced a flash flood. The shoring supporting forms for the main span over the Virgin River were washed away, resulting in the loss of 300 cubic yards of concrete, board feet of lumber, and pounds of reinforcing steel. Much of the steel was salvageable, however. Prior to the flood, sixty percent of the bridge had been completed.

Direct loss and structural damage, as a result of the flood, left only twenty percent of the bridge intact. Forging ahead after the disaster, the bridge was completed on March with no apparent cost overruns. C. History of the Bridge After Completion and Its Future Even before the bridge was completed, the town of Hurricane began planning a celebration. State Senator David Hirschi of Hurricane wrote the State Road Commission to thank them for constructing the bridge and for putting the town of Hurricane "in touch with the rest of the world, direct traffic Virgin River Bridge (Harrisburg Bridge) HAER No.

UT-59 (Page 4) into Zion National Park, and shortening] the east and west transcontinental traffic materially...." On March The Washington County News reported that routing of tourist traffic through La Verkin and Hurricane was expected to be very important to the economy of those towns. The bridge was dedicated on Saturday, March followed by a banquet and dance in Hurricane. The Harrisburg (Virgin River) Bridge forms the crossing of State Road 9 over the Virgin River, connecting the town of Hurricane to the city of St. George by way of Interstate 15. State Road 9 is heavily utilized as the primary access route to Zion National Park and is used to some extent by travelers to Bryce Canyon National Park and Lake Powell.

The bridge was in use for nearly 55 years when, in the early morning of January 1, the south dike of Quail Creek Reservoir gave way, washing out the west entrance of the bridge, depositing large quantities of debris on and around the bridge, and causing considerable structural damage. A temporary metal bridge was emplaced immediately downstream of the damaged structure, so that State Road 9 could be put back into service. An entirely new bridge across the Virgin River is planned when State Road 9 is widened to four lanes. This will entail removal of the historic Harrisburg Bridge. D. The Reynolds Ely Construction Company The Reynolds Ely Construction Company of Springville, Utah, were bridge and road contractors of long standing and excellent reputation. The company began as H. T.

Reynolds and Co., a railroad construction contractor, possibly as early as the Its founder, Henry T. Reynolds, was a prominent member of the community. Born in Springville on March he became a successful merchant, owning a general merchandise establishment known as H. T. Reynolds Mercantile. He was also a city councilman and county commissioner, as well as founder, first vice president, and later president of the Springville Banking Company. Reynolds was reported to have "also done a vast amount of railroad contracting. This included work on railroads from Nevada to Nebraska, including the line up Spanish Fork Canyon near Provo, Utah. During the the company turned its expertise toward automobile road contracting.

In the early Reynolds bought the Ely Construction Company of Ely, Nevada, in order to gain the expertise of several key members of that organization. As a result of that purchase, the company was thereafter known as the Reynolds Ely Construction Co. When H. T. Reynolds died in his son, Henry T. Reynolds, Jr. (known as Harry), continued with the business. The company conducted numerous projects connected with the development of Bryce and Zion National Parks, including road surfacing and bridge construction. Among their most notable jobs were construction of two large stone bridges in Zion National Park.

When the initial contractor was bankrupted by the construction of the Zion Canyon Tunnel, the Reynolds Ely Construction Company stepped in and completed the project, having to overcome numerous geologic difficulties in the process. This was the largest construction project carried out in Utah to that time. The construction of the Virgin River Bridge was one of the company's smaller undertakings. The prestige of the company is exemplified by the fact that H. T. Reynolds, Jr. was elected president of the Inter Mountain Branch of the Associated General Contractors of America in of which he was a founding member. Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 5) The Reynolds Ely Construction Company continued in operation until when H. T. Reynolds, Jr. died. His son, H.

Taylor Reynolds, continued with other family businesses, such as the Kolob Lumber Company, and served in the management of the Springville Banking Company, but did not pursue the road contracting business. E. Other Names for the Bridge The Harrisburg Bridge is known by several other names. The most common, and the one that is found in the records of the Utah department of Transportation, is the Virgin River Bridge. Other names referring to the bridge in the literature are the Rio Virgin Bridge and the Berry Springs Bridge. II. ARCHITECTURAL

Information a

Physical Description The Harrisburg Bridge is a cantilevered three-span concrete arch bridge. It is constructed entirely of poured reinforced concrete. It has two arches with enclosed spandrels on the west approach, set on the floodplain of the Virgin River. Two spans form the east approach of the bridge as well. A single open spandrel arch spans the Virgin River. This is connected to the basalt flow of the Harrisburg Bench by a short enclosed spandrel arch. The bridge is 280 feet 6 inches long with a 24 foot wide running surface, widening to just under 26 feet on the west approach to allow for a 7 degree curve to the north on the two west approach spans. The two enclosed spandrel arches on the west approach are 66 feet 6 inches and 67 feet in length, respectively.

The open spandrel arch of the east approach is 107 feet long, with the span connecting to the Harrisburg Bench being 20 feet long. Guard rails run along both sides of the bridge and flare out slightly at the two entries. These guard rails have a stepped base on which the railing sits and a stepped cap that is slightly rounded on top. The railings have regularly spaced, simple arcaded portals along their entire lengths, except at the entries and the junctions of the underlying spans where plain, rough finished panels rest on the stepped base and project above the adjacent railing with flat, stepped caps. Several sections of the guard rail have been repaired and one section has been replaced. All conform to the original construction.

A metal guard rail strip has been added on the south side of the west bridge entry. This was partially torn loose by the flood. Regularly spaced drain holes are present on both sides of the running surface of the bridge, adjacent to the guard rail. These are 4-inch iron pipes set vertically through the concrete running surface. At the bed level on the outside of the guard rail, on the south side of the west entry, "VIRGIN RIVER is painted in black letters. The two spans forming the west bridge approach are composed of three parallel arches each. The arches are rectangular in form, with plain recessed panels above enclosing the spandrels. Between the spans are two regularly spaced non-bearing partitions. Plain rectangular tapering concrete pillars are present at the west end of the bridge.

The pillars at the junction of the west approach spans also taper and are stepped, and have decorative beveled imposts. The pillars also have decorative beveled joints running through their upper lengths, giving the appearance of paired rectangles stacked end to end. The pillars on either end of the open spandrel arch are more massive than the other pillars described thus far. These have tall stepped bases and are divided vertically by decorative joint, giving the appearance of two rectangular pillars side by side. The outside pillars on the west end of the open spandrel arch is set on large, 10-inch diameter steel rollers between 2-inch-thick iron sheets set on Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 6) concrete piers. The center pillar is unsupported from below.

The decorative open spandrel arch consists of two parallel arches, rectangular in form. Rectangular pillars are regularly spaced across atop the arch supporting arches of their own below the roadbed. The pillars have bases somewhat larger than themselves with two tiered rectangular imposts supporting simple, half round arches. The pillars continue up between the arches to support projecting cross-members that in turn support the running surface of the bridge. The projecting ends of these cross-members angle up slightly on their lower edges. The concrete headwall abutting the basalt cliff of the Harrisburg Bench is flat with a decorative impost supporting the plain arch of the short easternmost span.

All of the visible exterior surfaces of the bridge are smooth finished except for the recessed panels of the enclosed spandrels and guard rails, giving contrast to the bridge's appearance with a rough, pebbly texture. In addition, all sharp corners are beveled, giving the bridge a very finished appearance. B. Modifications and Flood Damage As is apparent from the architectural description of the bridge above, the Harrisburg Bridge remained virtually unmodified through its life. The only addition to the bridge was a metal guard rail on the south side of the west bridge entrance. The only repairs to the bridge appear to have been to the guard rails, probably as a result of damage by automobiles.

These repairs duplicated the original appearance of the bridge and are noticeable only because of differences in concrete color and texture. Damage to the bridge from the Quail Creek Reservoir flood of January 1, resulted in the removal of the roadbed leading to the west entry of the bridge. The northwest end of the bridge has settled somewhat, resulting in a twisting of the road surface, indicating that the bridge foundation on that end was undermined or destabilized as well. The other bridge spans appear to be relatively undamaged. III. REFERENCES A. Primary and Unpublished Sources Doherty, James G. Telegram to H. S. Kerr, Chief Engineer, Utah State Road Commission. December Utah Department of Transportation, Salt Lake City. . Letter to H. S.

Kerr, Chief Engineer, Utah State Road Commission. December Utah Department of Transportation, Salt Lake City. Finch, B. J. Letter to H. S. Kerr, Chief Engineer, Utah State Road Commission. August Utah Department of Transportation, Salt Lake City. . Letter to H. S. Kerr, Chief Engineer, Utah State Road Commission. August 3, Utah Department of Transportation, Salt Lake City. Hirschi, David. Letter to the State Road Commission. March Utah Department of Transportation, Salt Lake City. Kerr, H. S. Letter to B. J. Finch, District Engineer, July Utah Department of Transportation, Salt Lake City. Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 7) _. Letter to B. J. Finch, District Engineer, July 19, Utah Department of Transportation, Salt Lake City. . Letter to B. J.

Finch, District Engineer, September 5, Utah Department of Transportation, Salt Lake City. Polk, R. L., & Co. City Directory for Provo and Surrounding Communities. New York: R. L. Polk & Co., . City Directory for Provo and Surrounding Communities, New York: R. L. Polk & Co., Reynolds, H. Taylor. Springville, Utah. Telephone interview, October 30, Reynolds Ely Construction Company. "Utah State Road Commission Proposal Specifications, Contract and Bond for Construction of Highway in Washington County, Virgin River Bridge, Project No. July 10, Utah Department of Transportation, Salt Lake City. Utah State Road Commission. Virgin River Bridge Plans. March 14, Project No. FA Bridge No. Drawing No. Microfiche. Utah Department of Transportation. Salt Lake City, Utah. .

Letter to Reynolds Ely Construction Company. August 16, Utah Department of Transportation, Salt Lake City, Utah. _. "Project Agreement for Project NRH November 13, Utah Department of Transportation, Salt Lake City, Utah. _. Letter to Reynolds Ely Construction Company. August 29, Utah Department of Transportation, Salt Lake City, Utah. Washington County Commissioners. County Commission Minute Book. April to September 14, Volume G. Washington County Courthouse, St. George, Utah. B. Secondary Sources Daughters of Utah Pioneers. Under Dixie Sun: a History of Washington County by Those Who Loved Their Forebearers. St. George: Utah Daughters of Pioneers, Finley, Mary J. Chase. A History of Springville. Springville: Art City Publishing, Johnson, Don Carlos.

A Brief History of Springville, Utah, From Its First Settlement, September 18, to the Day of September Springville: William F. Gibson, Larson, A K. "I Was Called to Dixie," The Virgin River Basin: Unique Experiences in Mormon Pioneering. Salt Lake City, Utah Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 8) Melbo, Robert Irving. Our Country's National Parks. Vol. 1. New York: The Bobbs-Merrill Company, Inc., Washington County News George, Utah), March 22, and March 29, Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 9 ) .tiev. -EJey-JKU2__/ i ? Note: Curb on aide of structure constant grade of Z.S 7. thrpuoh out.SuoerxWimtkjn owdapttJ By daprvssina, to naidf jr. agywchsoon. PLAN For De*D,t Py Cb>I Ceto.ls Set ferule erode lr w= C fei'e/. *J?

cSTTTOr GENtRAL NOTtS All eoncrere to b OossX' and is to b* mots)' 14 coys offer pouring. All exposed edojw fobe chambered l*. Elcv 281 P*infortnnc to be deformed bars, ova-tapped not Less than 40 diameters at oil splices, secured ooainot doptacernent by wiring atoll intersections with Nalfr Iran win and shall have a minimum a? 1'elear cwr of cancrete.&or dtoqrarra am not te scale and those bars not detailed are stroiqH JT field bent, ail dimensions are tefe of bar unless olntrwist shewn. All reimoreino sic*! snail fulfill (ho reauiremems of A.A.SH.O. Specifications. ELEVATION ftrrmissib'e construction joints are oho*#> on the pions, joints or* not ollowed between fiance ond stem of Tbeams unless shear keys am formed irt tops of beams.

Contrcc^r shell verify steel cKedules end any errors or omissions therein shall not be cause far eamotment in unit pnee. Contrcc'^r *s f^jmisH oil material* Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 10) asr m sr *sr *Sn 1 ta VMM |

Design Data

Shwil o^MSrvagra UTAH 0TATX ROAD COMMMO UvaUodinq: a*30*lnT (5.Q80UoQdoo R*ar A*l . Slabs *rae QUANTt\TltS Brims. l dAidiBSn^Hsrriuciion fcr Struct Ex. 6%SCu.Ufe. VIRGIN (fives & )OG 3tr**Ma: C*w * -comereviion in EBOTO ond^bba feSO?"- u*r*nt / Sacks' no*,i-ft6-s-.i-eiT-crAn ^. SPA - AmiPifco inciuJinej tanp*ronn and &b Sha-imrng Qetn.5taA Li ; Sta. i *97 l*aH,l!> 5WML5^inC T ordStab*l&000^ .r^ A" ,!& *, * vri Kb Sha-tmiriQ 200OO*p rsq.in. ^ f C2r a. ISfVi - irtimorciaj Sleet HI.C 5; A5 C-isiAJcfca"Cwa' titicj piwn ii P *m>in*aJi Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 11) ^ ttit !0cio'-s-\^ iociy-s'^l looiff-g-a;!. noio-*9ia-J mgnr.Sig. lOPtO'.ffA' Ji'Opcn Joint -Iti' IPQoenJoinH3 |- y:t H^ikUfiUWimttt HALF Virgin River Bridge (page 12 ) rar IQgtOsS-A'.

noKr I ioo y.&'-4-;]i>iopi(r,6-a-|i ipeiO'.&'-j, . iQaiy-S'-^jf, 6'ir j . S'-a* ECT\ON D-D -^CbiSQ. Virgin River Bridge (Harrisburg Bridge) HAERNo.UT-59 (page 13 ) i*'-8*? HALF SECTION C-C V, Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page ik ) *so-6*o w isrcoNC ACCV >ol:CWPH Sfii.N 5:a.:3.5T .. RBH ter-.yuTipayn-rvrcflr e-*i?sh ;_: ^V1 Si- PWM u^L^.yJJ .i*<*<scc4Ai s' ON ^-F --! J- moa* KO MT.EIIO. HO Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page 15 ) D".\i_ OF o;--A5Ti^ i.T .;. - - ; Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 16 ) VIRGIN B;V R BRIDGE zao-e a *< a \zv cone ARC .F SECTiON MALf SECTION A-A osa Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (Page iT) Tbo of Piloafar-j..

&&- HALF 5 CTlON A-A " J ~ * CN S-5 Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 18) - * j,rOpan.it fA a.'Sf JITS' r rr VTAM IM* bA.$ZxAll<&!>\h *|- TOP PLATE -| 1*9 LOWER PLATE BRONZE EXPANSION PLATES HALF SECTION C-C SECTION THRU STBUT ofHSheeU UTAH STATt HOAO VIRGIN afti06E 2ao-6-ah>ai2i'coNC ARC i2.Q? DETAIL OF PILASTER AT HIGH END Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 19 ) \^r ^ -J^A-HI ft Major A* &23I2' Outside teems Onfy/ DETAIL OF 1N5IDL BEAM

Detail of Out

StOE. BEAM OE.TA1L.5 OF 20' A~3~C.~;- Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 20 ) # HJ?i Will. w 3S > j u "** ! n : i r < lO o z o iu ui TT .*& TYPICAL 5PAN32EL COLUMN DETAIL it'- V-O* li= tt r r ^ ftrStdMakP.otOmn .% 1> DCA1N DETAILS Shee* 6 qf II Sheer-. UTAH STATt ROAD COMMISSa >w - J^ I II VIQGIN RIVER tod IZl'CONC. AS- 5E.CTION A-A Sto. . _, N.EH.U3- Own if**inftf TTC moot NoilKew. wo a=& Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 21) (g) <$ ($ OF *ND B AM AT LOW END DETAIL OF ND BEAM AT HIOH E.NO OF AOCH 5PAH OF ARCH SPAN K-.i-.O- No+e I E^panaio" Aggies &.Plates over pier o+ 3ta. to b 2S-I" tong Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 22) I JUS I * ni^6 wr '0!O-t^qnobld4' j. * * e ^ - Sheef 7 g- ..

Soae-B o o M v d -^ SH B \ /US 7 OS \ UTAH STAt* ROAO _ 0HB3ES BfB S3 !ii} 31 (51 3 ) E3 leo-arataoiZ'/casc ASC* B n@@is SIS a [Si @ gg t g EH} 5*0-lift*57 . .. X&H J- SlCTlOM AT E.HO NCAI*. E.WO or BEAfl OF BtAM or OF Ot*M BAR PLACING DIAGRAM CENTER BEAM BAR PLACING OlAQRAM FDR OUTSlDt BEAK Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 23) Nare: Stefa Slope to be ccrtstont from curb to curb cti radial line to line curve.Curve surfoee olonq beam by very/nq depth F beam hcunckboHamof haunch tehave staioM' qrod o perelewnans nbied jf ends of beams- Depth of slab ID be constant. n CUPVATUOE DlA&CAMiFOP

Bottom Line Seam

PfiUZU Virgin River Bridge (Harrisburg Bridge) HAERNo.UT-59 (page 21* ) lit**** ?* U UTAH use ! Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 25) ; ijjwir -i In ^^ t-i t ll.iinil rmF-^^^Ttrri * T ZO'-DTi" i! vcr ' I i it iao6%9*r lfeP6fe-.rfrgP Ifco-r'-i ifefe=^r=-^^^ S^ " All Transverse bora if-* V'Sora GTO* PLAK SECT'.ON i- = Bush Mommer oil oiitiide ponds of outskia beoms 2Va- ^j driving fit In roller E^r BOLLEC nil DETAIL OF BEAQINC Top&.Boft B. Sam SECTION Struct Steel ELEVAT.'ON b Virgin River Bridge (Harrisburg Bridge) HAER No. UT-59 (page 2*) SECTiON D*D Arch Oeck-S. Pi loo i?emmtd .

Ma D-3aC Virgin River Bridge (page 29) SECTION tote-{* * RONFWtON MUK LKATWN AW* 1Q 1r ttm Ms 1 DAB i X W\ r 6>r 31 km - fr T u Mte QCWMIS ft* SI St- 6 I i Virgin River Bridge (page 20) L J H -; " (I f 1 1 Uwnfett 1* ** 4 J ltd 144 V v ** 3* tr > i V * H* V *f ir IA* I** ir if 1 -* , - -H **" i?l 1, l ROD NOTES farMd UMMt Lwtu 1 awn m sketches on center to cntfer rf Mpanh. A * tottrtyw A.AAtia3p q; All mrfhrenq bv3tofc*dtnrnMi> -LCVATION OF BACKWALL i STEEL SCHEDULE ADDITIONAL QUANTITIES Cencrcfe Clan A' Kt CIL*A lacfci U UTAH STATW ROAD CPMIU M Rwrfwt.fi* H| noj lbs VIKolN RlWIfc C*l t TO*Ext w >~ Swwemrf IW Awra-.n ^on M91I KtV