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IN-1 Bridge

IN-1 Bridge

Primary Photographer(s): Nathan Holth and Rick McOmber

Bridge Documented: September 21, 2012

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Key Facts

Facility Carried / Feature Intersected
IN-1 (CR-900 West) Over Mississinewa River
Location
Rural: Randolph County, Indiana: United States
Structure Type
Metal 7 Panel Rivet-Connected Parker Through Truss, Fixed and Approach Spans: Metal Stringer (Multi-Beam), Fixed
Construction Date and Builder / Engineer
1941 By Builder/Contractor: Gradle Brothers of Indianapolis, Indiana and Engineer/Design: Indiana State Highway Commission

Technical Facts

Rehabilitation Date
2008
Main Span Length
150 Feet (46 Meters)
Structure Length
411 Feet (125 Meters)
Roadway Width
28 Feet (8.53 Meters)
Spans
2 Main Span(s)
NBI Number
300

Historic Significance Rating (HSR)

Bridge Documentation

View Archived National Bridge Inventory Report - Has Additional Details and Evaluation

This bridge is an impressive example of one of Indiana's state standard plan truss bridges. Indiana had a few different varieties of standard plans they employed for truss bridge construction. This bridge displays what is perhaps the most attractive of their designs, since it features portal and sway bracing that has a pleasing arched shape to it. This bridge is noted for its multi-span configuration, with two truss spans and a steel stringer span at each end. The bridge appears to retain good integrity. An exception is that one vertical member has been replaced, and it was replaced with a different, more modern design of built-up beam so it tends to stick out visually.

Information and Findings From DHPA Historic Bridge Survey

Statement of Significance

This bridge represents the IDH's revised standard and additionally-braced design for 150' Parkers with wide decks. The arching of the lower chords is quite unusual. The structure appears to retain its original members, including the metal guardrails.

Architectural Description

The Indiana Department of Highways significantly modified its standard 150' Parker through-truss design in the late 1930s to accommodate roadways wider than 25'. The revised design reduced the number of panels, relied more heavily upon rolled I beams in the webbing and lower chord members, and stiffened the portal bracing.

The IDH used the revised design in this setting, although it retained its standard concrete substructure. Seven panels, demarked by differently-sloped top-chord segments, compose the single-span's riveted superstructure. The outer vertical consists of an I beam, and the others are made of laced channels. I beams also supply the outer and the center-panel diagonal and counter; laced channels compose the other diagonal. the lower chord consists of I beams, too, with holes to allow for drainage. Substantial portals and cross-frames, arched to allow for added roadway clearance, brace the trusses. The heavy I floor beams are riveted to the verticals at and above the lower chord and carry the 26' concrete roadway.

ALTERATIONS: The concrete approach rails are replacements.

1978: Bridge Seats, Approach Rails, Concrete Slab Deck Replaced, Paint

Other Information

In June 1941, the Gradle Brothers of Indianapolis, Indiana, secured a contract for $91,717.71 to build a four-span, state design bridge. The new structure replaced a 140-ft. covered timber truss span of Burr Arch design which carried a 15-ft. roadway and was seated on cut-stone abutments. The Gradle Brothers completed the new bridge, which consisted of a 51-ft. 6-in. I-beam approach at each end flanking a pair of Parker through-truss spans all seated on concrete piers and abutments, by the end of 1941. The ISHC used a fourth-generation standard plan for their 150-ft., riveted, Parker spans with 26- ft. roadways bordered by 1-ft. 6-in. curbs or walks. Standard #1522 appears to have essentially followed the earlier #1531 in all except the deck. Truss depth varied from 22 ft. at the portal to 29 ft. 8 in. at midspan. Each truss carried seven panels, the outer two at each end of 20 ft. and the inner three at 23 ft. 4 in. All top chord members are differently sloped, and only the central panel's is parallel with the lower chord. All were fabricated from a pair of 12-in. channels, the endposts at 35 lbs. and the others at 30 lbs. The lower chord's members consist of 10-in. rolled I- beams growing in weight from the ends (@54#) towards midspan (@77#). Most of the verticals were made of a pair of latticed 10-in. channels (@15.3#); the hip vertical of a 10-in. I-beam (@33#). To protect the quite-tall trusses against wind and vehicle-induced stress, substantial latticed struts and heavy upper sway framing buttressed the verticals above the 15 ft. of roadway clearance. The portals also relied on latticed sections. Even as they shifted between sections, the diagonals grew lighter toward midspan: in the second panel, a 10-in. rolled I-beam (@41#); in the third, a pair of 10-in. channels (@15.3#); in the fourth, a rolled 10-in. I-beam (21#). The ISHC required 36-in. I floor-beams, growing heavier toward midspan (150#>182#) and riveted to the verticals above the lower chord. Ten rows of 18-in. rolled I-beam stringers, also growing heavier toward midspan (47#>50#), were attached to the floor-beams' sides. Together, the floor-beams and the stringers carry the concrete deck with 15 feet of vertical clearance. Tube-and-post guardrails lined the trusses.


This multiple-span example of an important fourth-generation ISHC standard plan for a moderately-long span remains essentially intact except for its concrete deck. When the deck was replaced, the wide curb/walks were eliminated and the roadway widened to 28 ft.

1977: verticals repaired.

Bridge Considered Historic By Survey: Yes

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Photo Galleries and Videos: IN-1 Bridge

 
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Northbound Crossing
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Maps and Links: IN-1 Bridge

Coordinates (Latitude, Longitude):
40.281100,-85.148380

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