(RIDOT Bridge No. 200) Seekonk River East Providence--Providence Providence County Rhode Island

WASHINGTON131UDGE RIHRA No. EAPR-OOOI (RIDOT Bridge No. 200) Seekonk River East Providence--Providence Providence County Rhode Island

PHOTOGRAPHS

WRITTEN HISTORICAL AND DESCRIPTIVE DATA

RHODE ISLAND HISTORICAL PRESERVATION AND HERITAGE COMMISSION 150 Benefit Street Providence, Rhode Island 02903-1209 RHODE ISLAND HISTORIC RESOURCES ARCHIVE

WASHINGTON BRIDGE (RIDOT Bridge No. 200)

RIHRA No. EAPR-OOOl

Location: Seekonk River, East Providence-Providence

USGS Providence, RI Quadrangle Universal Transverse Mercator Coordinate: 19.301700.4632200

Present Owner(s): Rhode Island Department ofTransportation

Consulting Engineer: Clarence W. Hudson, New York, NY

Consnlting Architect: Carl L. Otto, New York, NY

Primary Contractor: Merritt-Chapman & Scott, New York, NY

Present Use: Highway Bridge

Significance: The Washington Bridge is significant as a major work of early­ twentieth-century Rhode Island transportation planning. The scope ofthe project required the formation of a special Washington Bridge Commission to oversee planning and construction. The bridge was an important component ofRhode Island's early attempts to ______accomrrrcdate-tlreantonrcbtle age tnrougl1l1ignway infr:::a:-::st"'tl:::CJC:-;t~u~reC------construction. It served as a major connection between Providence and East Providence, and eventually as a component ofInterstate Highway 195 between Rhode Island and southeastern Massachusetts. It is a major Rhode Island engineering work and is one ofthree large open spandrel reinforced concrete arch bridges in the state. It is also a notable example of a civic improvement embodying the "City Beautiful" movement in its Classical Revival style architectural treatment. WASHINGTON BRIDGE (RIDOTBridg-e-No:-200) RIHRA No. EAPR-OOOl (Page 2)

PART I. HISTORICAL INFORMATION

Introduction

The Washington Bridge (Rhode Island Bridge No. 200) is an approximately 2,500' long, multiple span, reinforced concrete structure spanning the Seekonk River between Providence and East Providence, Rhode Island. It was constructed between 1928 and 1930 to replace an outmoded 1885 steel truss swing span bridge. It is a major work of early-twentieth-century Rhode Island transportation planning. Preliminary studies began in the early 1920s. The scope ofthe project, which was financed through the sale of bonds, required the formation of a special Washington Bridge Commission in 1923 to oversee planning and construction. The bridge was completed in 1930 and officially dedicated September 25, 1930. The bridge was an important component ofRhode Island's early attempts to accommodate the automobile age through highway infrastructure construction. When completed it served as a major connection between Providence and East Providence, and impacted land use and street patterns in both communities. The bridge eventually became a component ofInterstate Highway 195 between Rhode Island and southeastern Massachusetts, and in 1968 a second bridge, Bridge 700 (Washington Bridge North), was constructed immediately north ofthe bridge to handle westbound traffic and the Washington Bridge was reconstructed to carry eastbound traffic only. The bridge is a major Rhode Island engineering work. The scale ofthe undertaking required outside expertise, and the state employed consulting engineer Clarence W. Hudson ofNew York, NY, to complete the engineering design. The prime contractor for the construction was Merritt-Chapman & Scott, also of New York City. The bridge is ofopen spandrel arch construction, an early-twentieth-century construction method noted for its economy ofmaterials. It is one ofthree major open spandrel reinforced concrete arch bridges in the state, the others being the 1932 Stillwater Viaduct (Bridge No. 278) on Route 116 in Smithfield, and the Ashton Viaduct (Bridge No. 275) on Route 116 in Cumberland anilLincoJn,-built~---­ 1934-1945. It is also a notable example ofa civic improvement embodying the "City Beautiful" movement in its Classical Revival style architectural treatment. New York architect Carl L. Otto designed the architectural treatment for the surfaces, towers, and decorations ofthe bridge to hide the raw concrete frame ofthis commemorative urban bridge.

Background

The Bridge Site

The Washington Bridge connects East Providence and Providence, Rhode Island. The west end of the Washington Bridge is located in the Fox Point neighborhood ofProvidence, which includes India Point, the area immediately south of the west end of the bridge. Fox Point was part of the first settlement of Providence in the seventeenth century. The area remained indistinguishable from the rest ofProvidence until the 1790s, when real estate development and construction ofnew harbor facilities began to shape it. Fox Point quickly developed as the city's transportation center as facilities for packet boats, coastal freighters, and eventually railroads supplemented private wharves. The Fox Point waterfront was the location ofthe Boston & Providence line's first station, completed in183 5. Significant episodes offillingoccurred between Fox and India points coinciding with the development of railroad yards. By 1860, the area included ship chandleries, coal, lime, brick, lumber, and fish dealers, and support industries, including groceries, shoemakers, and clothing dealers. Between 1876 and 1880, a 400-acre area south ofWickenden Street was condemned as part ofa city plan for regrading, highway adjustment, and slum clearance. The area north of WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (page 3) the waterfront developed into a densely populated residential area (Cady 1957:61; Woodward 1986:16). During the mid-nineteenth century, the area at the east end ofthe Washington Bridge in East Providence was known as Watchemoket. Prior to the Civil War, this area was sparsely settled. In the 1840s, Providence merchant landowners platted large portions of land near the Washington Bridge into subdivisions. The Watchemoket area developed rapidly after a series of bridge replacements improved connections to Providence, and like the India Point/Fox Point waterfront, the area became a rail, water, and roadway transportation hub, attracting industry. By the 1870s the population center of East Providence was shifting from Rumford to Watchemoket. By the early 1880s the Watchemoketvillage had become the most populated area in East Providence, and by 1890 it was the community's central business district. (Conforti 1976:74-79; Longstreth 1976:19-21).

Prior Crossings

The Washington Bridge is one oftwo remaining historic bridges located on what has historically been a remarkably densely bridged section of river. Within a l-rnile stretch of the Seekonk River north ofIndia Point there have been no less than 15 highway or railroad bridges constructed on eight distinct alignments between 1793 and 2002.

The first organized mode of crossing at this point was Fuller's Ferry. In 1793 John Brown formed the Providence South Bridge Company, which constructed a long open deck timber bridge approximately 300' south ofthe present Washington Bridge. John Brown named this bridge the Washington Bridge in honor of his friend George Washington, and a wood statue ofthe first president was incorporated into one end ofthe bridge. A marble commemorative tablet placed on the bridge is now located at the Rhode Island Historical Society. This bridge was destroyed by a storm in 1807 and again rebuilt as an Qp-enJ1ridge,~which-was-then~~--­ destroyed in another storm in 1815. Sometime after 1820 it was replaced by a covered bridge, apparently a double barreled Town lattice truss structure. The 1793 structure has been erroneously identified as the first covered bridge in the United States. That distinction goes to Timothy Palmer's 1804 "Permanent Bridge" over the Schuylkill River in Philadelphia. The bridges over the Seekonk River were all toll bridges, and all incorporated a short drawspan. In later years, the 1820s structure was referred to as the India Bridge, as the west end of the bridge was located at the original east end of India Street. The stonework of the west abutment is still visible in the northeast corner ofIndia Point Park. The east end ofthe India Bridge met the East Providence shore at the foot of what is now Mauran Avenue, on a small approach peninsula now occupied by Lewis Parle. The final incarnation of the India Bridge lasted from 1815 to 1885. Its charter stipulated that a percentage ofits profits was to be sunk into payment for the structure, and after it was paid for, it would become a free bridge and the property of the state. The structure was taken over by the State of Rhode Island shortly before 1880, at which time it was in poor condition and in need of replacement (Allen 1957:78; Conwill2002; Cranston 1947:1).

On March 23, 1883 the Rhode Island General Assembly authorized the formation of the Seekonk River Bridge Commission to construct a replacement for the 1820s bridge. The commission recommended a new alignment 200' to the north. India Street had become unfavorably congested by rail and commercial development, and Tockwotten Street one block to the north was chosen as the new west approach route, Tockwotten Street was extended to the west bank ofthe river where a granite block approach abutment was constructed in the space now between the Brown UniversityBoathouse and the Washington Bridge. The east approach was shifted from Mauran Avenue to Warren Avenue at Watchemoket Square. The granite block WASHINGTON BRIDGE (RIDOT Bridge No. 200) IUHRA No. EAPR~OOOl (Page 4) east bridge approach abutment, which is still intact, descended to Watchemoket Square at the intersection ofFirst and Valley streets and Taunton and Warren avenues. The new bridge had 24' of clearance over the river and required longer and higher approach abutments than its predecessor to the south (Seekonk River Bridge Commission 1887:1-7). The new bridge was a multiple span, steel structure consisting ofa 215' long pin connected Warren through truss swing span over the river, flanked by pin connected Warren deck trusses and deck girder trestle approach spans, and a Warren pony truss over the New York, New Haven & Hartford Railroad tracks at the east end. The structure was 1,245' long (1670' with approach abutments), 39' wide, with a 28' wide deck flanked by 5' sidewalks. The bridge was designed by Theodore Cooper ofNew York, Consulting Engineer. The 215' swing span provided 80' ofclearance on either side. The span had a center­ pivot beating with a rim equalizer bearing, and was turned by a pneumatic system powered by a steam engine. The Seekonk River Bridge cost $268,628.93 to construct. It was opened to traffic May 30 1885. It was subsequently renamed the Washington Bridge, continuing the name of its predecessor structure (Seekonk River Bridge Commission 1887:7-13).

The history ofmoveable span bridges on the Seekonk River is closely related to navigational interests. The sharp bendand swifttidal currents at the India Pointnarrows, combined with closely spaced multiple bridges, had long been a hazard to navigation. When a replacement for the India Bridge was first contemplated the U.S. Army Engineers had limited control over waterways, but recommended steps to "control the bridging ofthe Seekonk River in the interests ofnavigation" (ChiefofEngineers 1874:227-229). The 1868 Boston & Providence Railroad bridge immediately downstream of the Seekonk River bridge had a swing span located on the east side ofthe channel, and the Chief of Engineers recommended that the drawspan ofthe new Seekonk River bridge be located in line with it. Despite this recommendation, the drawspanof'the 1885 bridge was located west of the railroad bridge draw. In 1888 the Chief of Engineers complained that "Neither the location nor the plans of these bridges received the sanctioning--D.LCnngLess-'-'-~ChieLof----­ Engineers 1888:2530). In 1900 the railroad bridge was due for replacement. With the passage ofthe Rivers and Harbors Act of 1888 the engineering of navigable waterways fell under control of the U.S. Army Engineers. The Chief of Engineers stated that "the real trouble, in my opinion, is the railroad bridge." Because ofpressure from the War Department, Pawtucket merchants, and the Rhode Island Legislature, the New York, New Haven & Hartford Railroad constructed the new railroad bridge with twin 80' spans toward the west side ofthe river channel in 1902 (ChiefofEngineers 1900:1306-1307). The location ofthe new navigation channel and moveable bridge spans was to influence the location ofthe drawspan when planning began for the Washington Bridge in the early 1920s.

The Seekonk River Swing Bridge was designed prior to the automobile age, and was conceived as a local transportation link. It functioned adequately until the early twentieth century when it became too narrow to accommodate both electrified streetcars and increasing automobile traffic. Concerns grew about its load capacity, low clearance, and traffic tie-ups because ofthe frequent openings of its river drawspan, which averaged 11 minutes in length. The bridge was unsuited to the growth ofthe metropolitan Providence area, and inadequate as an automobile link with Newport, Fall River, and Cape Cod. As early as 1920, newspaper editorials called for the replacement ofthe bridge (Providence Journal 4/26/1920:6). WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (page 5)

The Washington Bridge No. 200

Planning

On April 26, 1920 the State of Rhode Island passed a resolution creating a bridge replacement study committee. On March 1, 1921 that committee presented the Report ojthe Joint Special Committee on Investigation ojthe Need and Advisability ojRebuilding, by the State, Washington Bridge. The report gave a brief history of the 1885 bridge and its deficiencies, and outlined the preliminary work that would be required in advance ofpreparation ofcontract drawings and specifications. It suggested a concrete bridge, as new bridge construction at the time was typically of the "monumental, permanent ... concrete type, practically eliminating the item ofmaintenance." The report concluded that since "... the bridge serves the whole state ofRhode Island and not merely the two communities directly concerned ... the erection and maintenance ... should be undertaken by the State" (State of Rhode Island and Providence Plantations 1921:6-7).

In January 1921 the State of Rhode Island passed a resolution directing the State Board of Public Roads (SBPR) to make a preliminary investigation of the engineering features involved in rebuilding the Washington Bridge. In 1922 the SBPR published their Preliminary Report ofthe Engineering Investigation oj Washington Bridge, which presented information about the location, approaches, property damages, riparian rights, stream measurements, soundings, foundation test borings, federal regulations, types of structures and estimates ofcost for a new bridge. The report was completed with a $10,000 appropriation and was not intended as a complete engineering investigation, but as a tool to guide the legislature as to planning and cost requirements. The conclusions reached by the SBPR committee called for a reinforced concrete bridge ofmultiple open spandrel arch construction with a 74' wide deck, and a dillLbldeafbascule------draw span from 40' to 50' above the river, allowing a 100' channel. The committee examined six possible alignments, and concluded that Tockwotten Street was the best Providence approach, and that it could be linked to the Point Street bridge by "a new wide thoroughfare." The report recommended an alignment of the East Providence approach that would connect with Taunton Avenue. The report also recommended approach grades ofbetween 2 and 3 percent, and estimated that the new bridge would cost $3 million (State Board ofPublic Roads 1922:3-15). With some exceptions, these recommendations matched the completed bridge. In 1922 the 1885 bridge was nearing the end ofits useful life. It was declared unsafe in July of1922, and in October the drawspan dropped, delaying traffic (Providence Journal 7/14/1922:5, 10/15/1922:7).

On April 12, 1923, the Rhode Island General Assembly approved an act creating the Washington Bridge Commission, including representatives from the SBPR, Providence, and East Providence. The commission was authorized to employ engineers and architects, to negotiate with federal agencies, to sign contracts, and to prepare plans for a new Washington Bridge. It consisted ofAbram L. Atwood, chairman and member of the SBPR; John T. Bannon, secretary; Benjamin F. Robinson, Frank Cole, Alton Head and John W. Hanley ofthe SBPR; Henry W. Anderson and Arthur L. Conaty ofProvidence; Robert G. McMeehan and Howard E. Ide of East Providence, and Clarence L. Hussey of the SBPR's Bridge Division as engineer (Washington Bridge Commission 1924:5). The commission was given an appropriation of $20,000 to prepare a more complete report. The commission secured office space in the Lapham Building on Westminster Street, and an East Providence field office, and gathered a temporary engineering team consisting oflocal talent as well as twoEuropean engineers (Washington Bridge Commission 1924:11-12). The commission completed the fieldwork for the design, including foundation borings, stream measurements, WASHINGTON BRIDGE (RIDOT Bridge No. 200) RffiRA No. EAPR-OOOl (Page 6) street traffic and shipping data, and property information. A higher bridge was proposed to reduce the number of drawspan openings, and consideration was made for the future development of highway traffic. The commission studied seven different possible alignments for the bridge, and made general plans for a structure on that alignment. The report concentrated on the merits ofthe chosen location, essentially the same one identified in the 1922 SBPR report. This proposal, called "Project Seven," incorporated a west approach beginning at the intersection ofIves and Tockwotten streets in Providence, and an east approach beginning at the intersection ofBrow Street and Taunton Avenue in East Providence. This alignment was the most economical to construct and provided a square crossing ofthe channel, direct connections to main thoroughfares, moderate approach grades, and a minimum of interference with existing streets and private property. The report called for a new wide highway from the west end of the bridge to the Point Street Bridge (Washington Bridge Commission 1924:28-42). The report proposed a bridge superstructure 2,400' long, 86' wide, with eight arches from 135' to 150' wide separated by a 1DO' wide drawspan. The estimated cost for the structure was $4 million (Washington Bridge Commission 1924:42-44). The report included an elevation drawing ofClarence Hussey's concept for the new reinforced concrete bridge. It shows an open spandrel design incorporating 10 arches separated by a central drawspan. The arches gradually increased in span length from the ends ofthe bridge to the center, and each arch rib carried the road deck on nine vertical columns. The design left the reinforced concrete structure exposed, with the arch ribs, skewbacks, and vertical columns all visible on the elevations.

Between 1923 and 1927, the antiquated 1885 Seekonk River Bridge continued to cause problems and delays, while the State ofRhode Island planned for the funding for the replacement project. In January 1927 the Washington Bridge Loan, a $3 million bond issue, was authorized. On April 13, 1927, a new Washington Bridge Commission was created to acquire land, prepare plans and proceed with construction ofthe new bridge in accordance with the Project Seven location Qronosal. The new commission retainecLAbramL.----­ Atwood as chairman, and included several members of the earlier commission (Washington Bridge Commission 1928:13-14). One significant change in commission personnel was the engineer. SBPR Bridge Division ChiefEngineer Clarence L. Hussey, who had been the engineer on the 1923 Commission, died in 1925, and was temporarily replaced by Daniel O. Cargill. After a search for an appropriate replacement for Commission Engineer, Clarence W. Hudson, a consulting engineer with offices at 15 Park Row, New York City, who had extensive experience in large-scale concrete bridge design, was appointed. Daniel Cargill was appointed advisory engineer for his previous experience with the project (Washington Bridge Commission 1928: 16-17). The commission issued a revised figure of$3.5 million for the estimated cost of construction, a $500,000 increase over the previous estimate (Washington Bridge Commission 1928:25).

At the time of the planning for the Washington Bridge project, another large-scale Rhode Island bridge was being planned, the Mount Hope suspension bridge crossing Mount Hope Bay between Portsmouth on Aquidneck Island and the Bristol mainland. It was more than 6,000' long overall, with a 1,600' main span rising 135' over the water, and was the eighth longest suspension bridge in the world and New England's longest suspension bridge when completed in 1929. The Mount Hope Bridge was such a massive, specialized engineering project that it, too, was designed and constructed with outside expertise (Maden 1990:ix; State of Rhode Island and Providence Plantations 1926:42). The bridge was planned and financed by the Mount Hope Toll Bridge Commission, another example ofthe then-new form ofprivate public works financing mechanism, which sold bonds for construction that in this case were to be paid through toll receipts. The scale ofthe Washington Bridge project was also too large for the State to undertake technically or financially, resulting in the formation ofthe Washington Bridge Commission and the Washington Bridge WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 7)

Loan. It is unclear whether Clarence Hussey's untimely death in 1925 had any bearing on the SBPR's decision to retain an outside engineering firm for the design of the Washington Bridge. The experience gained by the SBPR personnel through involvement in the project certainly provided SBPR personnel with the experience to design the Ashton Viaduct in the 1930s with state resources (Clouette and Roth 1987b).

In 1927 the Giles Drilling Company, Inc., completed the soil and bedrock borings for the foundation conditions. The War Department and the State Harbor Commission approved the bridge plans. The commissioners made an inspection trip to another Washington Bridge, the one over the Housatonic River in Stratford and Milford, CT, and also visited Clarence Hudson's "Hill-to-Hill" Bridge in Bethlehem, PA, both similar to the proposed Washington Bridge. The Waterman Engineering Co. ofProvidence performed the survey work for the right-of-way and land takings. Clarence Hudson reviewed and revised the previous specifications for the Project Seven Structure, which was renamed "Design A." The most prominenent design change was in the number and length ofthe arches flanking the drawspan. The test borings revealed that the subsurface materials were inadequate to withstand the load ofpiers for only five spans either side ofthe drawspan , and the number was increased to six, with three 105' arches and three 89' arches either side ofthe drawspan. Hudson retained New York City architect Carl L. Otto to design the Renaissance Revival decorative scheme for the bridge, which masked its open spandrel construction. Hudson obtained the services ofthe Cornell Contracting Company ofNewYork Cityto design the drawspan (Washington Bridge Commission 1928: 18-24). Thetype ofdrawspan chosen was a double leaf "Chicago"trunnion bascule type drawbridge. This design was advantageous for its rapid rate and short duration openings, lack of height restrictions or channel obstruction, economy offirst cost, and the fact that the draw leafs formed a traffic barrier in the upright position (Hool and Kinne 1943: 1-6).

In early 1928 the commisg,ion began the process of land takings and settlements within a~20-'-wide~bridge;----­ right-of-way. Twenty parcels were condemned in Providence, and 26 in East Providence. On the Providence side, the bridge approach abutment began at Ives Street. West ofthat location Tockwotten Street was widened by taking a 35ft strip on the south side ofTockwotten Park for an approach boulevard. East of Ives Street, Tockwotten Street was diverted south of the bridge. North of the approach abutment, properties were taken at the south ends ofSchofield, Furnace, Wade, and Gano streets, which were connected at their south ends by a new street, Washington Bridgeway. The westernmost arch ofthe new bridge was to be built over Gano Street. In East Providence, the approach abutment ended between Valley and Brow streets, just north of Taunton Avenue. Land was taken at the end of the bridge on Taunton Avenue and Brow, Second, and School streets for an approach plaza, and land was also taken between Taunton and Warren avenues for an extension to connect with the Barrington Parkway. A two-story dwelling at Brow Street and Taunton Avenue with a commanding view ofthe bridge site was retained as a commission office and construction field office (Washington Bridge Commission 1929:13-15). On the East Providence side, the bridge crossed over railroad tracks ofthe New York, New Haven & Hartford, and Valley Street. The plans and specifications for the bridge were completed May 16, 1928, and the construction contract with Merritt-Chapman & Scott was signed on July 13, 1928. They immediately deployed an extensive plant including land facilities on the East Providence shore and floating barges and cranes. By January 1, 1929, work had begun on the approach abutments and most of the piers (Washington Bridge Commission 1929: 19-23). WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 8)

Construction

The bulk of the construction of the approach abutments and bridge arch superstructure took place during 1929. Numerous changes had to be made to the pier and approach abutment pilings and footings because of unforseen subsurface conditions encountered during construction. As of January 1, 1930 the west approach boulevard had been prepared and graded, the footings, walls and fill for the west abutment were completed, and the decorative entrance pylons were partially completed. All reinforcing steel for the concrete work was supplied by the McClintic-Marshall Steel Company. All structural steel, including the drawspan leaves, was fabricated by the Phoenix Bridge Company of Phoenixville, PA. All ofthe granite blocks for the bridge's decorative features, moldings and facing is "Rockport Sea Green" granite that was quarried and cut at the Rockport Granite Company at Rockport, MA. The trim and pier facing stone was cut from fresh rock, and the spandrel wall facing stones are a variety of weathered stone and rusty, "sap" stone blocks. On the main section ofthe bridge west ofthe draw (Piers 1 through 7), the piers were completed, the arch ribs and deck columns were poured, and much of the deck was in place. The fabrication and erection ofthe bascule drawspan leaves was well underway. The bascule span was a double leaf trunnion­ type basculewith reinforced concrete counterweights. Each leafweighed 450 tons. The drive mechanism consisted ofrack and pinion gearing powered by two 40 hp electric motors in tandem with a 15 hp gasoline engine for emergency power. The tail and center locks were power and manually operated. All special machinery and equipment was supplied by the Phoenix Bridge Company. East ofthe drawspan, the piers, arch ribs, deck columns and deck were completed with the exception ofthe top ofPier 8, and much ofthe granite facing of the spandrel walls was installed. At the east abutment, the footings, walls, and fill were completed, as were the decorative entrance pylons. The steelwork for the Water Street/railroad overpass (Spans 14 and 15)and Valley Street (Span 16) was completed as was the granite facing ofthe abutment itself (Washington Bridge Commission 1930:21-37)~.~_~_~ ~_~_~~_~~_~_~__~_

By January 1930 much of the major work was completed, and the remaining work consisted of installing roadway surfaces, streetcar tracks, piping, wiring, lampposts, streetcar wire portals, railings, decorative treatments, and outfitting the drawspan towers. Engineer Clarence Hudson was inspired by the history of the previous crossings at this location and incorporated details commemorating the history ofRhode Island and the bridge locality into its decorative scheme. He consulted with Howard M. Chapin, librarian of the Rhode Island Historical Society, to develop this scheme. A bronze tablet was installed in each of the four end pylons, with the northeast tablet commemorating Roger Williams and the southeast tablet commemorating John Brown's 1793 toll bridge. Motifs including the head ofa Narragansett Indian and the sloop-of-warProvidence were incorporated into the bronze flagpole bases mounted atop the drawspan piers. The State Seal ofRho de Island was placed in an escutcheon at the crown ofeach arch face. Work continued on the approaches. Street railway tracks were relocated smoothly. A wide roadway, Fox Point Boulevard, later named George M. Cohan Boulevard, was constructed from the west end ofthe bridge to connect to South Main Street and the Point Street Bridge. A rotary traffic system was employed at the East Providence approach plaza. The bridge opened to traffic at noon, September 25, 1930, with ceremonies directed by the WashingtonBridge Celebration Committee. Immediately after the bridge opened the adjacent 1885 Seekonk River Bridge was demolished (Washington Bridge Commission 1931:11-31).

The new drawspan was a tremendous advantage over the old one, as it could be raised and lowered in 2.5 minutes versus 11 minutes for the old bridge. Because of its increased vertical clearance compared to the old bridge, it only needed to be opened an average of four times per day rather than twelve (Washington WASHINGTON BRIDGE (RIDOT Bridge No. 200) IUHRA No. EAPR~OOOl (Page 9)

Bridge Commission 1931:121-13). The bridge was outfitted with an array ofelectrically powered safety equipment, including an interlocked traffic light and safety gate system, navigation lights drawspan floodlights, warning horns, and a gasoline powered emergency generator. A small boiler supplied heat to the operator's house and auxiliary power plant room. A small machine shop was installed in one of the drawspan towers to provide service for the drawspan systems and for emergency repairs. This equipment was used to complete the bridge and for repairs to parts for the Old Stone Bridge over the Sakonnet River. Another interior space was used for storage of the patterns for the ornamental bronze work. On August 31 1931, the bridge and associated property were turned over to the SBPR for operation and maintenance (Washington Bridge Commission 1932:5-11). Under state operation, the bridge operators were outfitted with uniforms and badges, and the bridge was equipped with a skiff for emergency and inspection work (State Board ofPublic Roads 1932:114).

Subsequent History

The popularity and spread ofthe automobile during the 1930s and 1940s made the Washington Bridge an increasingly important link between Providence and East Providence. The bridge carried two-way traffic on three eastbound and three westbound lanes with a divider, as well as streetcar tracks. George M. Cohan Boulevard, a wide divided road with streetcartracks, linked the Washington Bridge to the Point Street Bridge and South Main Street to the west. By 1942 the traffic circulation system at the Watchemoket Square end ofthe bridge in East Providence was suffering from traffic congestion (Providence Journal 8/1 1/1942:11). In the mid-195 Os the Washington Bridge alignment was incorporated in planning ofthe Eisenhower Interstate Highway System and the bridge was conceived as a component ofan Interstate 195 to link Providence to Fall River, New Bedford, and Cape Cod in Massachusetts. In Providence, this project was constructed in phases that lasted until the early 1970s. The first link in this project was the construction ofthe Provi ence Ri ~--~---BriClge inlY5o-:-Tllis ridge connected Interstate 95 to the west with George M. Cohan Boulevard to the east. This increased traffic over the Washington Bridge, and this road was identified as the most heavily used route in Rhode Island in 1959 (Providence Evening Bulletin 8/13/1959:5). In that year the traffic situation at the East Providence end ofthe bridge was greatly improved with the installation of the Taunton Avenue and Riverside/Memorial Boulevard ramp complex, which required reconstruction ofthe southeast abutment wall and relocation ofits decorative end pylon.

By the 1960s the bridge was unable to handle the traffic load. The volume oftraffic increased 74 percent between 1957 and 1964 (Providence Journal 7/611964:19). Every breakdown 011 the bridge caused long traffic delays. The drawspan had also become a major problem. It had begun to cause problems as early as 1933, when it stuck open in a heatwave, a phenomenon for which it became notorious (Providence Journal 8/3/1933:1, 10/6/1954:17). In July 1960 the State of Rhode Island applied to the Corps of Engineers for a permit to change the bridge from a draw to a fixed span with 42' of vertical clearance. The Washington bridge drawspan replacement permit was granted May 10, 1961, but the State of Rhode Island had to continue to operate the draw until such time as it was to be replaced. In 1967 the condition of the drawspan, which had never had a major overhaul, was so critical that the state requested that the Corps of Engineers allow them to cease operating the drawspan (Marcello 1967). That permission was granted on August 31, 1967 (Olson 1967).

In 1960 the state had begun planning for a second bridge parallel to the Washington Bridge in order to separate eastbound and westbound traffic, and to build a new Red Bridge upstream (Providence Journal WASI-IINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOI (Page 10)

2/4/1960:1). The U.S. Government provided 90 percent of the funding, and approved the concrete beam design, butnot the $500,000 worth ofproposed granite sheathing (Providence Evening Bulletin 3/20/1964:1, 6/9/1964:23). The Red Bridge upstream was replaced in 1967, but the Washington Bridge work was delayed because ofa federal funding freeze (Providence EveningBulletin 12/31/1966: 1). The $7.9 million contract for construction ofthe parallel bridge was awarded on April 14, 1967. Construction began 10 days later, and the new bridge, Bridge 700, or Washington Bridge North, opened to traffic on December 23, 1968 (Providence Journal 4/14/1967:34, 4/24/1967:25, Providence Evening Bulletin 12/231968:19). The new bridge carried westbound traffic, and included new on ramps at the EastProvidence end and on and offramps at Gano Street on the Providence end. In 1968-1969 the FoxPoint ramps were added to the Old Washington Bridge at Gano Street (Providence Journal 4/3/1968:24). Once the new bridge was opened, the old bridge underwent maj or reconstruction between April 1970 and October 1971. That proj ect included reconstruction of the deck, replacement of the drawspan with a fixed unit, and relocation of the original decorative end pylons. Additional information regarding physical changes to the Washington Bridge are included in the description section ofthis documentation.

Historic Contexts

Rhode Island State Board of Public Roads and Bridge Division

The Washington Bridge is associated with the early-twentieth-century drive to replace Rhode Island's outmoded bridges. Many of the pre-1900 bridges crossing the state's numerous rivers and streams were structurallydeficientand builtfor horse-drawnvehicles. In 1892 the Rhode Island General Assemblyformed a committee to study the condition ofthe state's roads. In 1895 the committee reported that 2,420 miles of state roads were in poor condition. This finding led to the formation ofthe State Board ofPuhlic.Roads.in _ 1902. About 1900 there was increasing need to replace these early highway bridges notjust because oftheir age and condition, but because of increased loading from internal combustion-powered vehicles and interurban electrictrolleys. In 1912 the General Assembly enacted the Bridge Law, which created the Bridge Department of the State Board of Public Roads under Chief Engineer Clarence 1. Hussey. The Bridge Department's first major taskwas a surveyof156 bridges on public roads and development ofplans to repair or replace them. The Bridge Department decided on standardized plans and rugged design standards to accommodate future loads, and chose reinforced concrete for its strength, durability and low maintenance requirements (Clouette and Roth 1988:30-32; State Board ofPublic Roads Bridge Department 1913:29-30).

ClarenceLoringHussey,the state'sfirst bridge engineer, formulatedthe SBPR's bridge replacementprogram and is generally credited with the engineering and design ofthe division's early bridges and their decorative scheme. Hussey was an innovator, and elevated the Bridge Division to a high level oftechnical competence. Hussey made contributions to reinforced concrete bridge design, including a modified open spandrel design with cantilevered sidewalks that cut costs by saving materials. His crowning technical achievement was the 80 ft long Wickford, RI, reinforced concrete through arch bridge over Wickford Cove, the only one ofits type in the state. When Hussey died in 1925 he had established a national reputation as leading bridge engineer and the bridge was named the C.L. Hussey Memorial Bridge in his honor (Clouette and Roth 1987a, CL. Hussey Memorial Bridge (Bridge No. 11). WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 11)

Concrete Bridges

The Washington Bridge is a large representative example of an important phase in the history of bridge engineering and demonstrates the materials, designs, and construction methods of its period. During the first decade ofthe twentieth century several options for reinforced concrete bridge designs emerged, including arch, slab, and T-benm, and numerous patents were granted for proprietary steel reinforcing bars and arrangements. During the 1920s and 1930s the SBPR Bridge Division designed hundreds ofbridges. For its earliest reinforced concrete arch designs, the division used the patents ofDaniel Luten and Walter Denham's National Bridge Company. National Bridge, an Indiana firm, promoted these designs throughout the United States and charged royalties of 20 percent of construction costs for their use. Later, when the Bridge Division undertook its ambitious program of bridge construction and replacement under Clarence Hussey during the 1920s and 1930s, it incorporated Luten-based in-house designs and developed its own standardized detailing scheme. The professionalization ofthe State Board ofPublic Roads and the Bridge Division's need to replace many bridges quickly led to the adoption ofstandard bridge plans for varying length spans. Concrete slab or T-beam bridges were used for short crossings, simple concrete arches were used for spans up to 60', and very long, high crossings called for open-spandrel concrete arches (Clouette and Roth 1988:20,31-35).

The Washington Bridge is a large example ofan open spandrel reinforced concrete bridge, a type ofdesign that became popular in the earlytwentieth century for moderate to long, multiple span highway bridges. This design incorporated separate arch ribs and vertical columns to support the roadway deck, rather than a massive filled structure or solid spandrel walls. Open spandrel construction was less expensive as it used much less concrete, and could take advantage of local labor and materials. The first documented open spandrel concrete arch bridge was the Campbell's Bridge in Bucks County, PA, a short,-.approximately~OLL' ~ spail built in 1903 (DeLony 2002). This type ofbridge design quickly reached maturity in the 1906-1908 Walnut Lane Bridge in Philadelphia, with a main span of233'. This type ofconstruction was incorporated in the Delaware, Lackawanna & Western Railroad's 1912 Tunkhannock Viaduct in Nicholson, PA, the largest concrete bridge in the world, and the 1931 Westinghouse Memorial Bridge near Pittsburgh, PA, the second largest ofthis type in the world and incorporating a center span 460' wide (Condit 1961:198-204). The Washington Bridge is one ofthree large open spandrel bridges in Rhode Island, the others being the 449' long, single-span Stillwater Viaduct (Bridge No. 278) on Route 116 in Smithfield, built 1932, and the 870' long, five span Ashton Viaduct (Bridge No. 275) on Route 116 in Cumberland and Lincoln, built 1934-1945 (Connors 1996).

Bridge Aesthetics

By the time the Washington Bridge was constructed, the reinforced concrete open spandrel arch had become a common engineering solution for long, multiple span highway bridges. The Washington Bridge incorporates design elements that are both sophisticated and conservative for its time. Prior to the Washington Bridge design, bridge engineers had developed accepted design formulas to compensate for optical illusions inherent in these structures. The leading bridge design technical literature of previous decades recommended incorporating subtle, incremental variations in heights, lengths and proportions to make multiple arch concrete bridges more graceful. For instance, it was recommended that a bridge be as symmetrical as possible, that the arches increase in width and height from the outer ends ofthe bridge to the center, that piers be correspondingly proportioned, and that the elevations ofthe horizontal elements should WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR~0001 (Page 12) be similarly designed to give the bridge a slight camber over its length (HooI1916: 11-13,493-527). The Washington bridge reflects these general guidelines in its geometry and massing.

The decorative scheme for the bridge, however, can be considered somewhat conservative for its time. The bridge incorporates a Renaissance Revival-style architectural scheme, and is a notable example ofa civic improvement embodying "City Beautiful" aesthetics in its architectural treatment. The City Beautiful movement was a late-nineteenth- and early-twentieth-century aesthetic response to the impact of unplanned development and industrialization on the urban landscape and the social ills that resulted from it. The movement was influenced by the 1893 World's Columbian Exposition and its Neoclassical Revival style architectural program. During the early twentieth century, American engineers were criticized for designing unattractive, utilitarian bridges, a criticism particularly leveled at steel truss bridges. Advocates of the City Beautiful movement advocated "City Bridges" incorporating architectural elements and styling. The new plastic structural medium of reinforced concrete that made long-span arches practical also afforded engineers with new opportunities to incorporate decoration in bridges. Some engineers advocated simple designs with minimal decoration that were more expressive of their engineering, while others adhered to a more conservative City Beautiful architectural approach. After World War I, leading bridge engineers such as Daniel Luten and Henry Grattan Tyrrell rallied against "gingerbread" City Beautiful bridges (Cooper 1997: 17-18, 70-78). George Hool, a leading bridge engineer of the time stated: "Concrete is a molded material and there should be no attempt to disguise this fact. Imitation ofstone arches, for example, is not to be desired. Expressiveness to most people is the chief source of beauty and when the characteristics of a material are destroyed rather than emphasized, the effect is not only flat and characterless, but may even be untruthful and insincere" (Hool 1916:496). Indeed, many open spandrel concrete arch bridges in the United States had been designed to express their engineering through exposed arch ribs and deck columns since their introduction almost 25 years before the final design for the Washington Bridg~£laLence~ _ Hussey's design as shown in the 1924 Washington Bridge Commission report embodied this "honest" aesthetic approach. Clarence Hudson's design, however, sheathed the bridge in a more conservative "London Bridge" scheme with stone veneer in the spandrel walls. It is unclear whether this decision was wholly Hudson's or if it was influenced by local concerns. Hudson's conception of the bridge as a commemorative structure was likely part ofhis choice to employ an architect to embellish his engineering. The Stillwater and Ashton viaducts, designed less than 10 years later by the SBPR as part ofthe Washington Highway project, eschewed ornamentation, and were of pure, expressive open spandrel design.

PART II. DESCRIPTIVE INFORMATION

Introduction

The Washington Bridge (Rhode Island Bridge No. 200) carries the eastbound lanes of Interstate Highway 195, and U.S. Routes lA, 6, and 44 over the Seekonk River between the Fox Point neighborhood of Providence and the Watchemoket neighborhood ofEast Providence, Rhode Island. The bridge is oriented east-west across the river, at a narrow passage several hundred feet upstream ofthe river's mouth at India Point at Providence Harbor. The bridge is 50 feet south of the parallel Rhode Island Bridge 700 (Washington Bridge North), completed in 1968, which carries the westbound lanes of Interstate 195. It incorporates seventeen spans of varying types, including open spandrel arch, and steel and concrete beam deck spans. Its most prominent and distinctive features are its multiple stone-faced arches and the center WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR~0001 (page 13) deck span over the Seekonk River navigation channel, with its flanking ornamental granite block towers. The bridge has been repeatedly modified over time as it has become a link in the Interstate Highway system, and river navigation and safety requirements have changed. New approach grades and ramps have been constructed at the east and west ends, the deck has been replaced, the original double leafbascule draw span has been replaced with a fixed unit, and the original paneled concrete parapet railings have been replaced. This description reflects the bridge in its modified state as it exists at the time of writing. However, it includes reference to prior appearance and configuration where appropriate.

The bridge design incorporates a sophisticated system ofincrementally varying proportions and elevations that follow contemporary recommendations regarding the visual appearance of concrete arch bridges (Hool 1916:11-13,493-527). The elevations ofhorizontal lines and courses including the parapet, arch springing lines, and pier coves rise slightly from the ends to the center, imparting a slight camber to the longitudinal profile ofthe bridge. Likewise, the widths ofthe arch spans increase from 89' to 105' from the ends to the center ofthe bridge, and the width ofthe intervening rounded piers increase correspondingly. The reliefof the piers from the vertical spandrel walls varies from the ends of the bridge to the center. The original concrete parapet railings, no longer in place, incorporated 10 recessed panels over the 89' spans, and 12 panels over the 105' spans. These subtle regular variations in curvature, dimension and number were incorporated to defeat optical illusions inherent in bridges that could result in an awkward appearance ifnot compensated for. These variations, however, make enumeration here ofexact measurements for many details that are available on the original drawings prohibitive, and this description provides the more important measurements for this massive and complex structure.

The bridge is approximately 2,500' long overall, including its long walled approach abutments with their included spans. The bridge consists of substructure including_piles,_12ier footings_ancLpler-bases;-andl----­ superstructure including piers, arches, and deck. The arches and piers are consecutivelynumbered from west to east. The east and west approaches to the core multiple arch span section of the bridge have been integrated into new ramp structures and their length and grade have been significantly altered over time. For clarity this description of the bridge is broken down into sections, beginning with the substructure and superstructure ofthe core section between piers I and 14, and following with descriptions ofthe approaches.

Core Structure

The core section of the bridge is 1,529' long including the end piers, 84'-6.5" wide at the outside of the railings, and incorporates 14 piers and 13 spans. This section consists of a fixed central span flanked on each side by two drawspan piers (7 and 8), three long arches separated by two intervening piers (5, 6, 9, and 10), a single wide pier (4 and 11), three shorter arches separated by two piers (2, 3, 12, and 13), and a wide end pier (1 and 14). Piers 1 through 4 and 11 through 14 rise from dry ground, and piers 5 through 10 rise from the Seekonk River.

Substructure

Piles

The footings ofthe 14 piers are supported by a total of more than 7,750 piles driven into the intercalated clay, sand, and gravel riverbed sediment layers. In plan the piles are arranged in rectangular blocks under the WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-0001 (Page 14)

piers, with the bulk of the piles driven vertically and the rows at the periphery driven at a 1:6 outward battered angle. The approach abutment piers (l and 14) each rest on approximately 570 piles, piers 2,3, 12, and 13 rest on between 288 and 304 piles, piers 4 and 11 each rest on 493 piles, piers 5, 6, 9, and 10 rest on between 342 and 468 piles, and piers 7 and 8, the drawspan towers, each rest on 1,212 piles.

Footings

Each rectangular cluster ofpiles supports a cast-in-place rectangular concrete footing. With the exception ofthe two drawspan towers, each concrete footing has different dimensions because ofvarying dead load, location, and subsurface conditions. All piers and footings extend the width ofthe bridge. Typically, the footings for the narrower piers (2, 3, 5,6 9, 10, 12, and 13) are smaller, the ones for the 20' wide piers (1,4, 11, and 14) are larger, and the ones for the drawspan (7 and 8) are the largest. The footings are composed oftwo horizontal layers of concrete of differing composition. The bottom seal layer ranges from 21'-6" to 33' wide under the narrower piers, to 32'-6" to 35'-6" wide under the 20' wide piers, to 55' wide under the drawspan piers. Its thickness ranges from 2'-6" under the outer piers to 4' under the drawspan piers. Above this layer is a thicker footing layer ranging from 12' wide under the narrower piers, to 55' wide under the drawspan piers, and ranging in height from 5' under the outer piers to 10' under the drawspan piers.

Pier Bases

The substructure includes the base section ofthe piers, which rise above the concrete footings, and past the waterline to the cove molding at the base of the pier superstructure. In plan, the pier bases are either rectangular (piers 1,4, 7, 8, 11, and 14) or have semicircular, rounded ends (piers 2,3,5,6,9,10, 12, and 13). The bases are ofcast concrete and vary in depth based on the elevation ofthe togs ofthe footing,~s.,-",-A",I,---1~~~~_ ·~-~----a::-:r=e"t-=-op=:p=ecr5ya layer of regularly coursed 3' high quarry faced granite blocks with a slightly outward 1:12 battered profile. This layer extends approximately 10' above and 7'-6" below mean sea level. The granite blocks alternate between 12" and 18" deep courses and are attached to the concrete backing with steel anchor rods.

Superstructure

The core bridge superstructure rises above the quarry faced pier bases. It consists of a 123'-6" wide fixed central span (span 7), flanked on each side by two drawspan piers (piers 7 and 8), three 105' wide arches (spans 4, 5, 6, 8,9, and 10) separated by two intervening piers (piers 5,6, 9, and 10), a single wide pier (piers 4 and 11), three 89' wide arches (spans 1, 2, 3, 11, 12, and 13) separated by two piers (2, 3, 12, and 13), and a wide end pier (piers 1 and 14). Span 1 crosses Gano Street, and spans 2 and 3 cross the Gano Street on-off ramps. Spans 4 through 10 cross open water ofthe Seekonk River. Spans 11 through 13 cross dry land. The piers extend the width ofthe bridge and support the arch rib skewbacks.

Piers

Piers 1,4, 11, and 14 are rectangular in plan and 20' wide. Piers 1,4, and 11 project 3'-6" from the vertical face ofthe bridge, and Pier 14 projects 5'-6" from the vertical face ofthe bridge to accommodate an interior stairwell. Piers 2, 3, 12, and 13 are 9'-6" wide, and piers 5, 6, 9, and 10 are 10'-6" wide. All have semicircular ends, and project 4'-10-3/4" from the vertical face ofthe bridge. The drawspan piers (7 and 8) WASHINGTON BRIDGE (RInOT Bridge No. 200) RIHRA No. EAPR-0001 (Page 15) are rectangular in plan, 40'-9" wide, and project 13'-7-3/4" from the vertical face of the bridge. Piers 1 through 3 and 12 through 14 are 10' shorter than the central piers to correspond with the higher springing lines of the three outer arches.

All ofthe piers share the same surface treatment. Immediately above each rough granite block pier base is a smooth faced, 2'·2-3/4" high granite cope molding with a 10-3/8" overhang and varying, radius "teacup handle" profile. Above this cope is the shaft ofthe pier, consisting of horizontal courses of smooth faced granite blocks. Piers 1 through 3 and 12 through 14 incorporate 10 courses, and piers 4 through 11 incorporate 15 courses. All granite surfaces are a veneer ofalternating 8" and 12" thick blocks joined to the underlying concrete with steel anchor rods. Above the shaft of the pier is the deckline cope, a second horizontal cope that forms a continuous string course across the piers and adjacent spandrel walls. This cope is smooth faced granite, 1'-9" high, with a 9" radius bead running above a 3-1/8" radius cove. Above the upper cope ofeach pier is the wall ofthe refuge bay, consisting ofa 4' high smooth faced granite block wall including a 6" high, 1'-6" wide, overhanging granite capstone course with a shallow beveled top. Despite the impression ofsolidity presented by the projecting piers, they are not solid above their bases. The space behind the projecting towers conceals an open space where the vertical deck support columns rise from the arch rib skewbacks. Piers 1, 4, 11, and 14, which are wider than the others, conceal an extra set of vertical columns on each arch rib supporting the roadway deck.

Drawspan Piers

Piers 7 and 8, the drawspan piers, are massive structures, measuring 40'-9" wide, 110' long, and rising 66' above the mean water level. Each pier is a giant If-shaped structure with two drawspan towers flanking the roadway and 84'-2" wide connecting saddles below the deck that contained the former draw.sp_alL1eaf'-- _ trunnions and drive mechanisms. These piers are the largest and most elaborately decorated and include interior spaces for storage and for the former drawbridge machinery and operator. They share the general bridge pier granite facing and decorative scheme below the deckline cope, but are more ornate above. Above the deckline they are rectangular in plan, measuring 40'-9" wide and projecting 12'-11" from the bridge. The towers rise 15'-6" above the piers. In elevation from bottom to top they consist of a 8'-4" high section of three courses of granite blocks, a 2'-8" high continuous ornate cove-and-ogee profile molding course, a 4'-6" high parapet railing with seven recessed coffered panels on the long sides and two on the short sides, which includes a 10" high capstone course withcoved top and bottom edges. The sides of the 8'-4" high section directly above the deck that face the roadway on all four towers originally contained identical entry and fenestration schemes, consisting of a central doorway with a three-paneled oak door and single flanking rectangularwindows with monolithic lintels and sills, double-hung wood sash, and ornamental steel grilles. The door and window openings on the north towers have been permanently fillecl with granite blocks. The openings on the southwest tower have been boarded up. The original door and window grilles are in place on the southeast (operator's) tower, and the windows have been blocked offwith metal panels. The east face of the west towers ancl the west face of the east towers contain a carving of an abstracted leaf cluster. The parapet railing above the cloorway incorporates a horizontal carved panel featuring a shield bearing a stars-and-stripes motif, flanked by a trio of stylizeclleafclusters. A 16' wide balcony projects 8' from the centerofthe long outer face of each tower. Each balcony is a halfoctagon in plan, ancl drops from the parapet railing to the cleckline cope in a series of increasingly smaller coved sections to an ornamental pendille. Centered within the bay on the flat cleck surface of each tower stands a 5'-10" high ornate cast bronzeflagpole pedestal. Each pedestal is circular in plan, with a stylized bound wheat sheave base, inverted WASHINGTON BRIDGE (RIDOT Bridge No. 200) RlHRA No. EAPR-OOOl (page 16) trumpet shaft with helical fluting, and a capital with a band ofspread-winged eagles surmounted by a band ofstylized leaves, below a wide band ofstylized husked corn cob. This band contains four bas reliefpanels ofthe sloop-of·warProvidence. This entire shaft is topped by a concave dome with four three-dimensional case heads ofa stylized Native American male linked by floral swags. This is in turn capped by a fluted urn bearing a pineapple from which originally rose a flagpole. The two south towers now incorporate flagpoles on new separate mounts, the west one flying the United States flag, and the east one, the Rhode Island State flag.

The south tower ofPier 8 includes the operator's house, the roofline ofwhich is 23'-9" above the deckline cope. The operator's house is 8'-3" high, 10'-11" wide, and 19'-6" long. It occupies the west halfofthe deck area atop the tower. It is rectangular in plan, with curved east and west ends extending out 1'-4" to form bowed observation bays. The north and south upper elevations contain three, paired, side hinge, 6 light casement wood sash windows, which abut one another on the north elevation, and are slightly separated on the south elevation. The west bay of the house above the draw span channel contains a cluster of three similar windows, and the opposite side facing the tower deck contains a single nine light window and a nine light glass door with transom to its south side. The house has a shallow pitch sheet copper roof. All electrical drawspan control mechanisms have been removed.

The interior ofeach ofthe four towers is hollow. Each tower contains a street level room with a concrete T-beam floor. In each ofthese rooms a steel stairway leads from the street level room up to the tower deck. The towers on the north end ofPier 7 and south end ofPier 8 incorporate five-flight steel staircases leading down to a landing containing a transformer vault and a doorway that opens onto the spaces on the pier saddles between the towers that once contained the drawspan drive motors and gears, trunnion mechanisms, bearings, span locks, counterweights and counterweight bumgers. All eqDiJllllellLassQciated-with-the~---­ drawspans has been removed.

Spans

The center span between piers 7 and 8 is a replacement for the original double leaf bascule drawbridge, which was replaced when Bridge 700 was built adjacent to the Washington Bridge. The replacement span is a fixed unit, steel multiple floorbeamand stringer deck structure built up with plate girders and is approximately 6' deep in construction. The space between the drawspan piers is 123'-6" at the waterline, and with the protective wood pile and timber bridge pier fenders, the navigation channel between the piers is 100' wide. The replacement span provides 42' of clearance above mean high water.

All ofthe 12 arch spans are ofopen spandrel construction. Each arch incorporates six parallel reinforced concrete parabolic arch ribs with pairs ofvertical reinforced concrete columns supporting the roadway deck. All arch ribs measure 9'-8" wide, with a 5'-1-1/16" gap between them. The 89' ribs increase in thickness from 2' at the crown to 3'-8" at the skewback, and the 105' ribs increase in thickness from 2'-3" at the crown to 3'·8" at the skewback. Each arch carries roadway deck supports in the form of transverse beams and columns. The arch ribs are linked by three transverse concrete beams, one running across the crown ofthe arch ribs, and one flanking it on either side. On each arch rib, these beams are flanked by two parallel rows of four 18" square vertical reinforced concrete columns that support the concrete roadway deck girders. These columns are 5'-8" apart on the inner arch ribs, and 4'-5" apart on the outer arch ribs. The arches spring from the piers 5' above the top ofthe pier base cope. The springing lines ofthe 89' arches are approximately 12' WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-0001 (Page 17) higher than the springing lines ofthe 105' arches. The vertical rise ofthe arch from the springing line to the soffit ofthe arch crown is 15'-6" on the 89' arches, and is 27'~6" on the 105' arches.

The arches are parabolic in profile, with the thickness ofthe raised decorative outer arch ring increasing from the crown, through the haunches to the skewbacks at the springing ofthe arch. The extrados is decorated with a simple overhanging square molding. The center ofthe crown ofeach arch is decorated with a concrete escutcheon cast monolithic with the ring. Each escutcheon fills the space between the bottom ofthe deck coping and the intrados, dividing the spandrel wall into two halves. Each escutcheon consists of a wedge shaped, pentagonal shield with a bas reliefdesign incorporating an anchor below a banner marked "Hope" and surrounded by stylized swags. The escutcheons on the 105' arches are slightly larger than the ones on the 89' arches, in keeping with the optical compensation scheme incorporated in the bridge. The spandrel walls flanking the escutcheons are filled by a veneer of irregularly coursed, mortared, rectangular, quarry faced granite blocks attached to a concrete backing layer. Each spandrel wall face is divided into five sections by vertical expansionjoint lines. Above the spandrel wall runs the horizontal granite cope molding that is continuous with the molding on the piers described above. A replacement concrete parapet railing, described below, is located above the cope.

Deck

The bridge deck was replaced when the adjacent Bridge No. 700 was constructed. This reconstruction involved elevating the deck height, and alteringthe grade profile and camber geometry. This required major structural changes including vertical extension ofthe deck support columns, reconstruction ofthe deck, and demolition and reconstruction of the deck cope, parapet railings and sidewalk. The overall width of the bridge remained as built at 84'·6.5" from the outside edge ofthe granite deck cnping._The_roadway_sur-face _ was widened to accommodate five eastbound traffic lanes, and the original flanking 10' wide sidewalks were reduced to one sidewalk on the south side ofthe structure. As reconstructed, the roadway is 73' wide with a 4' wide shoulder on each side. Each side ofthe roadway is bound by a granite curb. The original paneled concrete parapet railings were replaced with 21-4.5" high, 1'-2.5" wide, concrete walls with three parallel horizontal rectangular scores cast into them, and topped by a steel pipe railing. The raised concrete sidewalk on the south side is 4'-4" wide and protected from the roadway by a 2' high concrete parapet with a steel pipe railing.

Approaches

The east and west approaches were designed to be visually integrated with the bridge. The detailed attention to visual proportion that was part ofthe design ofthe core bridge structure extended to an idealized symmetry for the approaches. Despite the variations in topography and existing obstacles on the east and west river banks, the approaches were designed and built to be identical in length and gradient. As built both approach abutments were 439'-3-7/8" long with 2.177 percent uphill grades on the approach to the bridge. Structurally both incorporate sections ofparallel vertical concrete retaining walls with earth fill and stone facing, ending in opposed large ornamental granite block pylons. The walled, earth fill retaining wall sections are vertically divided into multiple cast concrete segments between 20' and 32' long that increase in height toward the 1 bridge. They are wedge shaped in transverse profile, with a 4.5 : l' slope on their inside surfaces that forms a trough for the interior earth fill. These segments have massive spread footings that increase from 6' to 8' in depth and from 81 to 23' in width from the outer ends ofthe approaches toward the bridge end piers. The WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 18) approach abutment walls share the same surface treatment and decorative scheme as the core bridge structure, although the projecting piers are replaced by pilasters.

The north and south walls on the east and west approaches were all modified at one time or another for the construction of approaches and ramps for Interstate 195 between 1956 and 1971. Much original stone was reused and the materials and patterns ofthe original work was carefully replicated as part ofthese changes. Emblematic ofthe changes to the approaches over time is the fact that none ofthe end pylons is located in its original position. For clarity, chronology ofthe evolution ofthe approach infrastructure is integrated into this section ofthe bridge description.

West Approach

This approach originally extended straight west 439'-3-7/8" downslope from the end ofthe bridge at Pier 1 to a point opposite the end ofIves Street. The north wall rose from the south edge ofWashington Bridgeway, a street that was built to link the south ends of Gano, Wade, Furnace, Schofield and Ives streets. The south wall rose from the north side ofthe relict east end of'Tockwotten Street. The north retaining wall ofthe west approach was completely buried by fill when the westbound lanes of Bridge 700 were built, and the northwest pylon was relocated 300' east and 200' north. A 42' long concrete retaining wall with a parapet railing with a simplified paneled motif echoing the original Bridge 200 parapet railings now extends perpendicular to the n011h approach wall at the west end ofPier I and meets the south edge ofBridge 700. On the south side ofthe west approach, the retaining wall now extends approximately 480' west ofPier 1. In 1968 the west end ofthe original 439' retaining wall was demolished west ofa point 300' west ofPier 1, and reconstructed to a point approximately 180', 40' past its original terminus, and curved southwest for a new Gano Street on-offramp. The ornamental end Rylon was moved 300' east ofits originaUncation,-to~an----­ existing refuge bay located 100' west ofPier 1. A reinforced concrete pedestrian stairway with pipe railings was built east of the refuge bay, dOW11 the side of the wall toward Gano Street. A reinforced concrete switchback bicycle/handicapped ramp was later constructed immediately west ofthis staircase. A pedestrian stairway was originally incorporated in Pier 1. It began on the west side ofGano Street in a Sh011 flight of concrete steps with paneled railings oriented perpendicular to the east face ofthe pier. This staircase is still extant. The staircase originally passed through a doorway in the east face ofthe pier. The stairwaythen rose to the back ofthe pier, split symmetrically, rising to the north and south, and opened onto the refuge bays atop the north and south sides ofthe pier. The Gano Street and refuge bay stairway entrances were blocked off for construction of Bridge 700 in 1968.

East Approach

The east approach incorporates four spans and four piers as well as two sections of vertical concrete retaining walls. It has been considerably modified from its original configuration and now incorporates a later bridge. From west to east, the structure crosses Water Street (Span 14) and three parallel sets ofNew York, New Haven & Hartford (now Providence & Worcester) Railroad tracks (Span 15), both on an original continuous deck structure with a row of intermediate columns (piers 15A through D). Water Street is perpendicular to the Washington Bridge. However, the railroad tracks are at a 64 degree skew to the bridge. The approach then splits into two bridges over Valley Street. The bridge to the north (Span 16) is a replacement structure carrying the main line oflnterstate 195, and the one to the south is Rhode Island Bridge No. 462, the Valley Street Bridge (1959) carrying the Taunton Avenue/Veterans Memorial Parkway off ramp. In 1959 the WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-0001 (Page 19) original 439' south retaining wall east of Span 16 was shortened to 300' and the alignment of the wall was curved to the southeast for the construction ofthe off ramp.. In 1971 the original 439' long north retaining wall east ofSpan 16 was shortened to 375' and the alignment ofthe wall was curved to the southeast for the construction ofthe adjacent Bridge 700 and associated Interstate 195 improvements The replacement Valley Street crossing (Span 16) is also at a 64 degree skew, and the 1959 Valley Street Bridge is perpendicular to Valley Street.

The east face of Pier 14 is perpendicular to Water Street. A pedestrian stairway was originally incorporated in this pier, beginning on the west side ofWater Street in a short flight of concretesteps with paneled railings oriented parallel to the east face of the pier. This staircase is still extant. The staircase originally passed through a doorway, now blocked off, in the east face of the pier. The stairway then rose to the back ofthe pier, turned 90 degrees to the north, and opened onto the refuge bay atop the north side ofthe pier. This exit is now also blocked off. Pier 14 is hollow and incorporates a row of vertical columns supporting the roadway deck.

The Washington Bridge road deck is carried over Water Street and the railroad tracks by a riveted steel plate floor beam and stringer deck girder bridge. This continuous structure is divided into Span 14 over Water Street and Span 15 over the railroad tracks by a row offour intermediate support columns (piers 15A through D). The deck structure is normal to Pier 14, but the intermediate columns and the east abutment (Pier 16) are at a 64 degree skew to accommodate the railroad tracks, which are at a skew to the bridge. The three west tracks are at the same grade, and the eastern track is raised on an embankment for an industrial siding. The deck steelwork consists offourparallel 7'-6" deep stringers carrying 18 perpendicular 2'-6" deep floorbeams built up from riveted plates and angles. The center pair ofstringers are linked by lateral diagonal braces. The ends of the stringers rest on cast steel shoes and rocker bearings on the concrete end p-iers. Between Water Street and the railroad tracks the bridge is supported by a row offour built up, riveted steel columns encased in concrete, numbered piers 15A to 15D from south to north. They are footed in poured concrete footings 12' deep and 17' wide, and carry the bridge deck on a riveted, lattice bar girder running under the deck structure. All steelwork is encased in concrete, and the members directly over the railroad tracks are sheathed in steel plate blast protectors that were installed to shield the concrete work from the corrosive effects ofrailroad locomotive exhaust. The exterior faces ofthe outer girders are clad in the random ashlar granite block facing common to the rest of the bridge and include a stylized streamlined machicolated bartizan pilaster. The east end ofSpan 15 is supported by Pier 16, which incorporates two rows ofvertical columns supporting the roadway deck within its hollow interior.

East of spans 14 and 15, between the railroad tracks and Valley Street, is a 120' long section of walled abutment that is a truncated wedge in plan view, retaining the 64 degree skew on its east and west ends to conform to the alignment of the railroad tracks and Valley Street. Its north face was reconstructed from a point approximately half way between the railroad tracks and Valley Street to the east to conform to the improved alignment ofInterstate 195. Its south face was reconstructed in 1959 to conform to the radius of the Warren Avenue offramp. This section ofthe bridge conforms to the 85' width of the original bridge at its west end, and widens to 142' at its east end. An open, 40' by 30' triangular area is located in the split between the two adjacent Valley Street crossings. The outside surface treatment and the substructure footings ofthe vertical retaining walls ofthis section are identical to those ofthe west approach. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 20)

The 1968 main line Interstate 195 Valley Street replacement span is a 40' long by 75' wide concrete beam deck type structure that replaced the original steel multiple floorbeam and stringer structure. It rests on piers 17 and 18, which are massive poured concrete footings. The 1959 Valley Street Bridge No. 462 is a 40' long, 40' wide, steel floorbeam and stringer type deck structure. East of these bridges the original outer retaining walls were shortened. The north wall now extends 50' east ofthe Valley Street span, and the south wall now extends 60' east of the Valley Street Bridge, including the original southeast end pylon. This pylon was moved 100' west and 70' south from its original location in 1959 to accommodate the sweep of the Warren Avenue Ramp. When Bridge 700 was constructed in 1968, the northeast pylon was relocated approximately 200' north.

Pylons

Each pylon is identical in construction and decoration with the exception ofthe commemorative plaques. Each pylon is rectangular in plan with semicircular rounded ends and a flat top. The pylons consist of a poured concrete core sheathed in regularly coursed cut granite blocks. The pylons rest on a smooth-faced granite block pedestal with a 1/4":1' outward batter, typically rising about 4' above the sidewalk elevation. Above this pedestal the pylon rises 20'. The pylons are horizontally divided into four sections, a cornice, frieze, shaft, and base. The cornice and base incorporate continuous horizontal ogee profile moldings. The 2'-8" high frieze features a trio ofcarved shields bearing flags at the ends, and an eagle at the center ofthe long sides, all linked by floral swags and garlands. The 14' high shaft section consists of nine horizontal courses ofgranite blocks tapering in a 1/4": l ' outward batter. The joints between the granite blocks in the rounded ends are smooth, and the long faces incorporate a more pronounced rustication in the joints.

Each pylon incorporates a rectangular cast bronze commemorative 2lague bolted to a carved gura~n!.!'it~eC..!fi4..lrallm!!!e",-- _ ------ii11he center ofthe roadway face of its pier. The plaques are 9'-5" tall and 5'-2" wide. Each one has an abstract floral border, and a bas relief profile bust ofGeorge Washington within a circular floral wreath at the top ofthe plaque. The remainder of each plaque features an inscription in raised capital letters. The plaques at the west end of Bridge 200 and the east end of Bridge 700 bear the names of the Washington Bridge commissioners and the engineers, architect, and contractor. The text on the plaque on the east end ofBridge 200 commemorates the first bridge at this location, John Brown's 1793 toll bridge. The text on the plaque at the west end ofBridge 700 commemorates Roger Williams.

(Dimensions and construction details were taken from copies oforiginal 1928 Clarence W. Hudson drawings and 1969 Goodkind & O'Dea drawings for the Washington Bridge on file at the Rhode Island Department ofTransportation, Smith Street, and the RIDOT Bridge Safety Division, Calverly Street, Providence, RI).

PART III. SOURCES OF INFORMATION

A. Engineering drawings:

Contract Drawings, The Washington Bridge, State ofRhode Island. Clarence W. Hudson, Consulting Engineer, 15 Park Row, New York, NY, 1928. Plans on file at Rhode Island Department ofTransportation, Smith Street, Providence, RI. WASHINGTON BRIDGE (RInOT Bridge No. 200) RIHRA No. EAPR-0001 (Page 21)

NOTE: An incomplete set of 1928 Clarence Hudson engineering drawings is held by the Rhode Island Department ofTransportation. The RIDOT Plan Room on Smith Street has an incomplete set of the original ink-on-linen drawings. This set includes the structural drawings (Nos. 10 through 30, D-2 and 46). It includes only one of the eight topographic and approach drawings, SHEET NO.7, WEST APPROACH DETAILS. The set is missing all drawings relating to the bascule drawspan (32 through 45). A set of 50 percent reduced copies of the above drawings is located at RIDOT Bridge Safety at 34 Calverly Street in Providence. That set includes one drawing not found at RIDOT's Smith Street Plan Room, SHEET NO.5, GENERAL PLAN-BRIDGE PROPER, a long folding 1"=20' scale drawing of the bridge in plan and elevation.

Washington Bridge (RIDGT Bridge 200), various drawings on file at Rhode Island Department of Transportation, Smith Street, Providence, RI.

Washington Bridge (RIDGT Bridge 700), various drawings on file at Rhode Island Department of Transportation, Smith Street, Providence, RI.

B. Historic views:

Rhode Island Department of Transportation Hussey Archive, Rhode Island State Archives, Westminster Street, Providence, RI.

C. Interviews:

Conwill, Joseph D., March 11,2002.

DeLony, Eric, Chief, Historic American Engineering Record, March 2002.

D. Bibliography:

Allen, Richard Sanders 1957 Covered Bridges ofthe Northeast. Stephen Greene Press, Brattleboro, VT.

Cady, John H. 1957 The Civic and Architectural Development of Providence, 1636-1950. The Book Shop, Providence, RI.

ChiefofEngineers 1874 Report ofthe ChiefofEngineers, Us. Army, U.S. Government Printing Office, Washington, D.C.

1888 Report ofthe ChiefofEngineers, Us. Army, U.S. Government Printing Office, Washington, D.C.

1900 Report ofthe ChiefofEngineers, Us. Army, U.S. Government Printing Office, Washington, D.C, WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 22)

Clouette, Bruce and Matthew Roth 1987a Rhode Island Department of Transportation Historic Bridge Inventory Form for the C. 1. Hussey Memorial Bridge, North Kingstown, R1. On File at Rhode Island Department of Transportation, Providence, RI.

Clouette, Bruce, and Matthew Roth 1987b Rhode IslandDepartmentofTransportation Historic BridgeInventoryFormfor the Washington Bridge. On file at Rhode Island Department ofTransportation, Providence, RI.

Clouette, Bruce and Matthew Roth 1988 Rhode IslandHistoric Bridge Inventory, Part 1:Inventory andRecommendations. Rhode Island Department ofTransportation, Providence, RI.

Condit, Carl 1961 American Building Art: The Twentieth Century. Oxford University Press, New York, NY.

Conforti, Joseph 1976 Our Heritage: A History ofEast Providence. Monarch Publishing Company, White Plains, NY.

Connors, Edward 1996 Historic American Engineering Record Documentation of the Ashton Viaduct, Cumberland­ Lincoln, Rhode Island. Prepared by Edward Connors and Associates, Barrington, RI, for the Rhode Island Department ofTransportation, Providence, RI.

Cooper, James L. 1997 Artistry andIngenuity in ArtijicialStone: Indiana's Concrete Bridges, 1900-1942. Published by the Author.

Cranston, Milton M. 1947 "Washington Bridge, 1793-1946, The Old India Point Bridge Over the Seekonk River, The Covered Wood Bridge Built by the Boston & Providence RR. in 1853, and The Old Boston & Providence, One ofthe Earliest Railroads inNew England." Unpublished manuscript in the Rhode Island State House Library, Providence, RI.

Hool, George A. 1916 Reinforced Concrete Construction: Volume III, Bridges and CulvertMcGraw-HillBook Company, Inc., New York, NY.

Hool, George A., and W.S. Kinne 1943 Moveable and Long-Span Steel Bridges. McGraw Hill Book Company, Inc., New York, NY.

Longstreth, Richard W. 1976 East Providence, Rhode Island: Statewide Preservation Report P-EP-1. Rhode Island Historical Preservation Commission, Providence, Rhode Island. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 23)

Maden, Sue 1990 The Jamestown Bridge, 1940-1990: From "The Bridge to Nowhere" to Obsolescence. The Jamestown Historical Society, Jamestown, RI.

Marcello, Angelo A. Pawtucket, RI, letter to DivisionEngineer, U.S. Army Corps ofEngineers, Washington, D.C, 20 January 1967.

Olson, H.F., Washington, D.C., letter to Angel A. Marcello, Providence, RI, 11 September 1967.

Providence Evening Bulletin 1959 "Bridge Most Heavily Used Route in State," 13 August, p.5. Providence, RI.

1964 "Harmony at the Bridges as Government Okays New Concrete Design," 20 March, p.l. Providence, RI.

1964 "New Bridge Not to Have Granite Facing, State Will Save $500,000," 9 June, p.23. Providence, RI.

1966 "Fund Freeze Delays Parallel Span," 31 December, p.1. Providence, RI.

1968 "New Bridge Opened to Traffic," 21 December,p.l9. Providence, RI.

Providence Journal 1920 "Another Drawbridge Needed," 26 April, p.6. Providence, RI.

1922 "Bridge Declared Unsafe," 14 July 14, p.5. Providence, RI.

1922 "Draw Drops, Delays Traffic," 15 October, p.22. Providence, RI.

1933 "Bridge Refuses to Shut-Expanded by Heat," 3 August, p.l. Providence, RI.

1942 "Traffic Problem in E. Providence at Bridge Rears Head Again," 11 August, p.ll. Providence, RI.

1954 "Drawbridges Pose a Constant Threat to Traffic," 6 October, p.17. Providence, RI.

1960 "Parallel Bridge is Studied," 4 February, p.1. Providence, RI.

1964 "Traffic up 72% in 7 Years, Planners Report,' 6 July, p.l9. Providence, RI.

1967 "Contract of$7,938,100 Awarded for Parallel Span," 14 April, p.34. Providence, RI.

1967 "Gov. Chafee Opens Construction of Washington Bridge North," 24 April, p.25. Providence, Rl.

1968 "Fox Point Ramp Slated," 3 April, p.24. Providence, RI. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (page 24)

Seekonk River Bridge Commission 1887 Report ofthe Seekonk River Bridge Commission Made to the General Assembly at its January Session, A.D. 1887. E.L. Freeman & Sons, Providence, RI.

State Board of Public Roads 1913 FirstAnnualReportofthe State BoardofPublic Roads ofthe State ofRhode Island, January, 1913. Oxford Press, Providence, RI.

1922 Preliminary Report of the Engineering Investigation ofWashington Bridge. E.L. Freeman Company, Providence, RI.

1932 Thirtieth Annual Report ofthe State BoardofPublic Roads ofthe State ofRhode Island, January, 1932. Oxford Press, Providence, RI.

State of Rhode Island and Providence Plantations 1921 The Joint Special Committee on Investigation ofthe Need andAdvisability ofRebuilding, by the State, Washington Bridge. E.L. Freeman Company, Providence, RI.

1926 Report ofthe Mount Hope Toll Bridge Commission ofthe State ofRhode Island. Providence, RI.

Washington Bridge Commission 1924 Report of the Washington Bridge Commission of the State of Rhode Island. E.L. Freeman Company, Providence, RI.

1928 AnnualReport ofthe Washington Bridge Commission ofthe State ofRhode Island. Oxford Press, Providence, RI.

1929 Second Annual Report of the Washington Bridge Commission of the State of Rhode Island. Thompson & Thompson, Providence, RI.

1930 ThirdAnnualReport ofthe Washington Bridge Commission ofthe State ofRhode Island. Oxford Press,Providence,RI.

1931 Fourth AnnualReport ofthe Washington Bridge Commission ofthe State ofRhode Island. Oxford Press, Providence, RI.

1932 Fifth Annual Report ofthe Washington Bridge Commission ofthe State ofRhode Island. E.L. Freeman Company, Providence, RI.

Woodward, William McKenzie, and Edward F. Sanderson 1986 Providence: A Citywide Survey of Historic Resources. Rhode Island Historical Preservation Commission, Providence, RI. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl (Page 25)

E. Likely sources not yet investigated:

Details ofthe modifications to the Washington Bridge, its approaches, and the surrounding landscape over time are highly complex and far to detailed to be dealt with in detail in this documentation. Additional examination of the surviving Contract Drawings for Bridge 200, plus later drawings detailing changes, the drawings for adjacent Bridge 700, and corresponding views in the Clarence Hussey Bridge Photograph Collection, all on file at Rhode Island Department of Transportation, Smith Street, Providence, RI, could provide additional information.

The Rhode Island Collection ofthe Providence Public Library lists 53 catalog cards' worth ofProvidence Journal and Providence Evening Bulletin newspaper articles on the Washington Bridge on microfilm. Several key articles were consulted for this documentation; thorough analysis of all articles may reveal additional information.

The records of the East Providence Historical Society and the Graphics Department of the Rhode Island Historical Society may also be sources of additional information.

F. Supplemental material: None included.

PART IV. PROJECT INF'ORMATION

The Rhode Island Department of Transportation (RIDOT), under the auspices of the United States Department of Transportation, Federal Highway Administration (FHWA}, is Qlmming demclition.of.the.,. _ ------·Wasliington BriClge, which has been determined eligible for listing in the National Register of Historic Places. The FHWA, RIDOT, Rhode Island Historic Preservation and Heritage Commission(RIHPHC) (State Historic Preservation Office [SHPO]) and the John H. Chafee Blackstone River Valley National Heritage Corridor Commission (illCBRVNHCC) have entered into a Memorandum ofAgreement (MOA) outlining stipulations to minimize or mitigate adverse project impacts. One stipulation ofthe MOA is the written and photographic recordation of the Washington Bridge meeting RISHPO Historic Resources Archive documentation standards, copies ofwhich will be archived at the Rhode Island Historical Society Library (RIHSL) and the Rhode Island State Archives (RISA). PAL ofPawtucket, Rhode Island, was retained by Vanasse Hangen & Brustlin (VHB) of Providence, RI, on behalf of RIDOT, to complete the written and photographic documentation of the Washington Bridge. This report was completed in March, 2002, by Matthew A. Kierstead, Industrial Historian. The large format archival photography was undertaken in February and March 2002 by Robert Brewster of Warren Jagger Photography, Inc., Providence, Rhode Island.

Prepared by: Matthew A. Kierstead Title: Industrial Historian Affiliation: PAL, Pawtucket, RI 02860 Date: February 2002 WASHINGTON BRIDGE (RIDOT Bridge No. 200) RllIRA No. EAPR-OOOl (page 26)

LOCATION MAP (USGS Providence, RI) Scale: 1:24,000 1957(Photorevised 1970 and 1975)

RHODE ISLAND HISTORIC RESOURCES ARCHIVE

INDEX TO PHOTOGRAPHS

WASHINGTON BRIDGE RHIRA No. EAPR-OOOl (RlDOT Bridge No. 200) Seekonk River East Providence-Providence Providence County Rhode Island

Photographer: Robert Brewster, Warren Jagger Photography, Inc., Providence, RI, February 15-26,2002

FIELD PHOTOGRAPHS

EAPR-0001-l Landscape context view from roofof Radisson Hotel Providence looking northeast

EAPR-0001-2 Landscape context view from rear of3 Cobb Street, East Providence, looking west, showing Washington Bridge at left, Bridge 700 at right, and Taunton Avenue off ramp in foreground

EAPR-0001-3 Landscape context view from east end of Warren Avenue Ramp Bridge North (Bridge No. 465), East Providence, looking west

EAPR-0001-4 Landscape context view: north elevation of Bridge 700 from west end of Providence, Warren & Bristol Railroad bascule bridge, Providence, looking south

EAPR-0001-5 South elevation looking north from India Point Park, showing spans 4,5, and 6 and piers 5,6 and 7

EAPR-0001-6 South elevation looking northeast from India Point Park showing fixed center span and Piers 7 and 8 (drawspan towers)

EAPR-0001-7 Piers 7 and 8, drawspan towers, from Bold Point Park looking northeast, showing Providence, Warren & Bristol Railroad bascule bridge in background

EAPR-0001-8 Pier 8 from IndiaPointPark, looking northeast, showing drawspan operator's house and pier fender

EAPR-0001-9 Landscape context view looking north from Bold Point Park, East Providence

EAPR-OOOI-IO South elevation from Water Street, East Providence, looking northwest

EAPR-OOOI-il South elevation from Water Street, East Providence, looking northwest

EAPR-0001-12 South elevation from Water Street, East Providence, looking northwest WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl Index to photographs (Page 2)

EAPR-OOO 1-13 West approach, south retaining wall, looking northwest across Gano Street, showing retaining wall, bicycle ramp, stairway, and relocated pylon

EAPR-0001-14 Detail, arch ribs and stairway, Span l/Pier 1, looking northwest from east edge of Gano Street

EAPR-OOOl-15 Detail of cast concrete decorative escutcheon, Span 1 (Gano Street), looking northwest from east side ofGano Street

EAPR-OOO 1-16 View between Washington Bridge (left) and Bridge 700 (right) looking west from Gano Street offramp

EAPR-OOOl-17 View between Washington Bridge (right) and Bridge 700 (left) looking east from Gano Street offramp

EAPR-OOO 1-18 West approach, south elevation, looking northwest across Gano Street offramp

EAPR-OOO 1-19 South elevation looking northeast from Gano Street off ramp

EAPR-OOO 1-20 Arch detail, Span 4, looking north from Brown University Boathouse, showing stonework of semicircular and rectangular piers and spandrel walls, and concrete ------areh-ring-and-sidewalkparapet

EAPR-OOOl-21 Detail, Pier 5, looking north from Brown University Boathouse, showing pier base, shaft and cope stonework

BAPR-OOO 1-22 Southwest pylon, looking east from south sidewalk

EAPR-OOOl-23 Detail ofrectangular refuge bay, Pier 4, looking east from south sidewalk

EAPR-OOOl-24 Piers 7 and 8, drawspan towers, looking east from south sidewalk

EAPR-OOOl-25 Pier 7, west elevation ofsouth tower, looking east from refuge bay on Pier 6

EAPR-OOOl-26 Pier 8, south elevation ofnorth tower, looking north across roadway deck

EAPR-OOOl-27 Pier 8, east elevation ofsouth tower, looking west from refuge bay on Pier 9

EAPR-OOOl-28 Pier 8, n011h elevation of south tower, showing original wrought iron window screen, looking southwest from south sidewalk

EAPR-OOOl-29 Pier 8, west elevation of south tower, looking east from south sidewalk, showing operator's house WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOO 1 Index to photographs (Page 3)

EAPR-0001-30 Piers 7 and 8, drawspan towers, looking west from south sidewalk

EAPR-OOO 1-31 Detail of semicircular refuge bay, Pier 13, looking southwest from south sidewalk

EAPR-0001-32 Detail of arch ribs, Span 11, looking west

EAPR-0001-33 View between Washington Bridge (left) and Bridge 700 (right) looking west from Seekonk River shoreline, East Providence

EAPR-000l-34 View between Washington Bridge (right) and Bridge 700 (left) looking east from Seekonk River shoreline, East Providence

EAPR-0001-35 Water Street/Providence & Worcester Railroad underpass (spans 14 and 15), East Providence, looking northwest

EAPR-000l-36 Underside ofWater Street/Providence & Worcester Railroad underpass (spans 14 and 15), East Providence, looking northwest, showing Pier 14 stairway and concrete-clad steelwork ofpiers 15 A-D and deck girder structure

EAPR-0001-37 East approach, south elevation, looking northeast across Valley Street, East Providence, showing retaining wall, Valley Street Bridge (RlDOT No. 462) and ~------:re10eftted-pyI0n

EAPR-0001-38 Southeast pylon, looking northwest from head of East Bay bike path, East Providence

mSTORIC VIEWS

NOTE: The following historic views are drawn from the Rhode Island State Archives Collection Number 1851, officially known as the Rhode Island Department of Transportation Hussey Archive. This archive is a series ofphotographs taken by the State Board ofPublic Roads Bridge Division ofstate bridge construction beginning with the formation of the Bridge Division in 1912. The photographic prints are kept at the RlDOT offices on Smith Street, Providence, and the negatives are kept at the Rhode Island State Archives on Westminster Street, Providence. The photographic prints are marked by bridge number. The print collection at RIDOT also includes oversize prints that are not numbered and have not been cataloged.

EAPR-000l-39 Historic view of the timber arch centering between piers lO and 11 [89' arch] looking northeast from the 1885 Seekonk River Bridge, June 8, 1929. Photograph No. 200513, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, Rl. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOI Index to photographs (Page 4)

EAPR-OOO 1-40 Historic view of the steel arch centering between piers 8 and 9 [105' arch] looking northeast from the 1885 Seekonk River Bridge, July 1, 1929. Photograph No. 200533, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, RI.

EAPR-OOO 1-41 Historic view of the concrete being poured for the skewbacks on Pier 8, looking northeast from the top of the open drawspan of the 1885 Seekonk River Bridge, August 2, 1929. This view shows the individual concrete pouring chutes for the arch rib forms. Photograph No. 200563, Rhode Island State Archive, C #1851, DepartmentofTransportation, Hussey Archive, Westminster Street, Providence, Rl.

EAPR-OOO 1-42 Historic view of the Seekonk River, looking upstream to the north from Fort Hill, East Providence, showing, from foreground to background, the 1902 New York, NewHaven & Hartford Railroad swing bridge (not extant), the 1885 Seekonk River swing bridge (not extant), the partially completed Washington Bridge, the 1907 Providence, Warren & Bristol (NY, NH & H) Railroad bascule lift bridge (extant) and the 1895 Red Bridge (Waterman Street) swing bridge (not extant), February 8, 1930. This view shows the concrete spandrel walls for the granite block veneer installed on the east spans to the right ofthe river channel, and the open spandrel construction with exposed arch ribs and deck columns on the west spans to the left of the river channel. Photograph No. 200706, Rhode Island State Archive, C #1851, ------.8epartment-eFFransportation,Hnssey-Archive,-WestmiusteFStI"e~t;-Providence, .R:I-.-----

EAPR-000l-43 Historic view of the west leaf of the drawspan, looking northwest from the 1885 Seekonk River Bridge, February 25, 1930. Photograph No. 200703, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, RI.

EAPR-OOO 1-44 Historic view ofthe 1885 Seekonk River Bridge at left and the Washington Bridge at right from the Ray Block, East Providence, looking west, February 28, 1930. Photograph No. 200710, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, RI.

EAPR-OOO 1-45 Historic view ofthe drawspan machinery in Pier 8, looking north from the live load bearing foundation, April 24, 1930. This view shows the drive motors and gear shafting in the foreground and center, the rack and pinion drive at the center rear, and the counterweight at the right. Photograph No. 200758, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, Rl. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOl Index to photographs (page 5)

EAPR-0001-46 Historic view of the interior of the drawbridge operator's house, looking west, showing the controls and indicator panel, July 10, 1930. Photograph No. 200831, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, RI.

EAPR-0001-47 Historic view of the cast bronze flagpole base on the northeast tower, looking northeast, September 23, 1930. Photograph No. 200860, Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, RI.

EAPR-0001-48 Historic viewofthe completed Washington Bridge on its dedication day, Septembel' 25, 1930, looking northeast from the roof ofthe American Oyster Company (now part ofthe Brown University Boathouse) with the 1885 Seekonk River steel truss swing bridge in the foreground. Rhode Island State Archive, C #1851, Department of Transportation, Hussey Archive, Westminster Street, Providence, RI (unnumbered 8" x 10" print kept at RIDOT Offices, Smith Street, Providence, RI).

EAPR-0001-49 Historic aerial view of the Seekonk River, looking upstream to the northeast, showing, from left to right, the 1907 Providence, Warren & Bristol (NY, NH & H) Railroad bascule lift bridge (extant), the completed Washington Bridge, the 1885 Seekonk River swing bridge (not extant), and the 1902 New York, New Haven & --~------Hartford-Rai1road-swing-bridge(110t extanfr,-later9JO-:--RIrrOT-BfiCl~ge---r

EAPR-0001-50 Historic view of the completed Washington Bridge with the bascule drawspan leaves in the open position, looking northwest from Water Street, East Providence, late 1930. This view shows the original paneled parapet railings, lamp posts, and streetcar catenary poles and portals. Rhode Island State Archive, C #1851, DepartmentofTransportation, HusseyArchive, Westminster Street, Providence, RI (unnumbered 8" x 10" print kept at RIDOT Offices, Smith Street, Providence, RI).

ENGINEERING DRAWINGS

NOTE: An incomplete set of 1928 Clarence Hudson engineering drawings is held by the Rhode Island Department ofTransportation. The RIDOT Plan Room on Smith Street has an incomplete set of the original ink-on-linen drawings. This set includes the structural drawings (Nos. 10 through 30, D-2 and 46). It includes only one of the eight topographic and approach drawings, SHEET NO.7, WEST APPROACH DETAILS. The set is missing all drawings relating to the drawspan (32 through 45). A set of 50 percent reduced copies ofthe above drawings is located at RIDOT Bridge Safety at 34 Calverly Street in Providence. That set includes one drawing not found at RIDOT's Smith Street Plan Room, SHEET NO.5, GENERAL PLAN-BRIDGE PROPER, a long folding 1"=20' scale drawing ofthe bridge in plan and elevation. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RIHRA No. EAPR-OOOI Index to photographs (Page 6)

EAPR-0001-51 Photographic copy of drawing: SHEET NO.5, GENERAL PLAN-BRIDGE PROPER, May 10, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY (l of4).

EAPR-OOO 1-52 Photographic copy of drawing: SHEET NO.5, GENERAL PLAN-BRIDGE PROPER, May 10, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY (2 of4).

EAPR-OOO 1-53 Photographic copy of drawing: SHEET NO.5, GENERAL PLAN-BRIDGE PROPER, May 10, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY (3 of4).

EAPR-0001-54 Photographic copy of drawing: SHEET NO.5, GENERAL PLAN-BRIDGE PROPER, May 10,1928. Clarence W. Hudson, Consulting Engineer, New York, NY (4 of4).

EAPR-0001-55 Photographic copy of drawing: SHEET NO. 10, TYPICAL CROSS SECTION--ROADWAY AND DECK, May 4, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY.

EAPR-0001-56 Photographic copy ofdrawing: SHEET NO. 12, 89' SPANS-DETAILS, May 5, ------1928:-elarence-W-:-rIudst51r,-eonsulting Engineer, New YorlC;-NY.

EAPR-OOO 1-57 Photographic copy of drawing: SHEET NO. 13, 105' SPANS-DETAILS, May 5, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY.

EAPR-0001-58 Photographic copy of drawing: SHEET NO. 15, PIERS NOS. 2, 3, 4, 5, 6,9, 10, 11, 12 AND 13-COPE "A" TO TOP, May 7, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY.

EAPR-0001-59 Photographic copy ofdrawing: SHEET NO. 28, PIERS NOS. 7 AND 8, May 14, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY.

EAPR-OOO 1-60 Photographic copy of drawing: SHEET NO. 29, PIERS NOS. 7 AND 8, May 14, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY.

EAPR-OOO 1-61 Photographic copy of drawing: SHEET NO. 30, PIERS 7 & 8 OPERATORS HOUSE, May 14, 1928. Clarence W. Hudson, Consulting Engineer, New York, NY. WASHINGTON BRIDGE (RIDOT Bridge No. 200) RllIRA No. EAPR-OOOl Key to photographs (Page 6) Landscape Context Views

WASHINGTON BRIDGE (RIDOT Bridge No. 200) RJHRA No. EAPR-OOOl Key to photographs (page 8) Historic Drawspan Detail Views, Pier 8

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