f Commonwealth of Virginia
Department of Highways
r I
ENGINEERING REPORT f on
HAMPTON ROADS PROJECT I l including
RAPPAHANNOCK RIVER BRIDGE
GEO. P. COLEMAN MEMORIAL BRIDGE
JAMES RIVER BRIDGE SYSTEM
AUGUST 1954 L
PARSONS, BRINCKERHOFF, HALL 8c: MACDONALD ' I ENGINEERS
ISi BROADWAY, NEW YORK 6, N. Y. PARSONS, BRINCKERHOFF, HALL & MACDONALD
ENGINEERS
FOUNDED BY WILLIAM BARCLAY PARSONS IN 1885
EUGENE L. MACDONALD 5 I BROADWAY, NEW YORK 6, N. Y. CONSULTANTS LAWRENCE S. WATERBURY
MAURICE N. QUA DE ..JOHN P. HOGAN
WALTER S DOUGL AS w: E. A.COVELL ALF'RED HEDEFINE August 16, 1954 .JOHN O. BICKEL
RUSH F. ZIEGENFELDER
WILLIAM H. BRUCE, JR.
General J. A. Anderson, Commissioner Virginia Department of Highways Richmond 19, Virginia
Dear General Anderson:
In accordance with your authorization, we have completed the services to be rendered under Stage 1 of our contract for engineer ing work in connection with the Hampton Roads Project. These services consist principally of investigations, studies, and the preparation of preliminary plans and estimates of cost of the Pro ject.
We find that from an engineering viewpoint the construction of the Project as described in the ::i.ccompanying report is entirely feasible and that its estimated cost - exclusive of costs of financing - is $63, 000, 000.
Inasmuch as the Hampton Roads Project is one of four toll facili ties that will be constructed or, in the case of existing facilities, re financed under a proposed new bond issue, we have included in our report pertinent factual data pertaining to the other three facilities. These are the Rappahannock River Bridge, which is a new project, the George P. Coleman ·Memorial Bridge, and the James River Bridge System. The last two projects are existing facilities.
The four projects will be operated and maintained as unified group. Our report contains an analysis and estimate of cost of centrally administered operation and maintenance. The cost for the fifth year of operation has been estimated to be $1, 730, 000.
This report would not be complete without a sincere acknowledg ment of the splendid assistance and co-operation of the Department1s staff during the progress of the work.
Very truly yours,
PARSONS, BRINCKERHOFF, HALL & MACDONALD � M. N. Quade MNQ:RN ,...
TABLE OF CONTENTS
PAGE No. LETTER OF TRANSMITTAL 1 Foreword ···-·-··· .. ······-············· ..·· ········-·· ..· ················-...... -......
1. HAMPTON ROADS PROJECT
A-GENERAL
General Description of Project ...... ·-··-··-··-··--··-···· ·-······-······-· ..···-··················-··· 3
Geology and Soils ...... ·-·······-·····-······················ ·-····-· ..·-· ·-·-..-··- ··········-· 4
Right-Of-Way -·····-··-··········-··-· .. ··-·- --·····-.. ····-· .. ······-··············-·-·····""'"""'''"-·····-··················· 5 6 Toll Collection ...... -......
Buildings ·-·····-·--······· ··· ·-·-··.. -·· ··· ..-·--- ·····-··-·-··-··--···----···-···-··-·-·····-··-···-·········· 6
Bus Operation ...... ································································-···························· ..····-··········· ······ 8
B-HIGHWAYS 10 General ····-·······-·--·--·················--·····················-·········-········...... _ ...... -......
Interchanges ··-····-····················-····························-·····················-·······-··········-··························"······· 11
Structures ····-······-·-··········-··-···--··-···-·-······-··-·-·-··-·-···--··--··--····--··-···--·-·· .. -····· 13
Drainage ···········-······-·--···-·················--····-··-········-··-··-·····-····--··-·-··-··-····-··-·-····-··� 16
Relocation of Utilities and Streams -··-·-·································...... 17
Lighting ...... _ ...... -...... -...... 17 17 Design Criteria ...... -...... _ ...... -......
C-TUNNEL
General Description ...... 19
Ventilation -··---·-···-·········-··-·· ..- ·-···-·--···-··--·.. ····-··-·---- .. -····--·-...... 21
Drainage and Fire Protection ...... -...·-··-··-...... 21
Electrical and Lighting ...... - ...... -··-·-.. -·---·-··-·-···-··········-··············.. 22
Patrols ...... -- ·--··-···-·····-··-·--·---······· ·····-···-···········-···-··· 24
D - PROJECT COSTS AND SCHEDULING
Estimate of Project Cost _...... _ ...... - .... ------·-···-· 24
Construction Schedule ...... �····-·· ...... _ ...... _...... 26
2. RAPPAHANNOCK RIVER' BRIDGE
General Description ... -...... ,...... -.-...... 27
Estimated Costs ...... - ...... -···--··-·-·-··--······-··-··-····· 28
3. YoRK RIVER BRIDGE (Geo. P. Coleman Memorial Bridge)
General Description ···-···-·······-····-·········--·····················-·······"········· ...... _ 29
4. }AMES RIVER BRIDGE
General Description ...- ...... -...... 30
Costs of Rehabilitation ...... ·-·-··-··········-·········-···--·····--·· ...... -...... 31
5. COSTS OF MAINTENANCE AND OPERATION FOR ALL FACILITIES
Operation and Ordinary Maintenance ·-·-··--·-...... 33
Insurance ...... --··-·····-··············-····...... 35
Replacement Reserve ·-·--····-···-··-··· ..·· -····················-······"···-·-··-·-···-·-············--····-··-· 36
Bus Operation -··-····-···-· .. ······-····-···--···········-··················-·-·-··-··-··-----···-·-····-·----···- 37 38 Estimate of Maintenance and Operating Expenses -··-················-····-·.. ····· -
6. CONCLUSIONS-··-·-·······•·-,·········-·····-··-·····-··-··························-····-··-··-·-·····-··-·-···-·-····-···-·-··········-·· 40
FOREWORD
By virtue of Chapter 399 of the Acts of Virginia of 194:0, the Commission was authorized and empowered.
(a) to acquire by purchase or by condemnation and to construct, improve, operate and maintain any one or more of the bridge and ferry projects mentioned in said Chapter 399 including, among others,
(i) the ferry properties (hereinafter sometimes collectively called the "Chesapeake Ferries"), consisting of the properties commonly known as the "Newport News Ferry", operating across Hampton Roads from the City of Newport News to Pine Beach in the City of Norfolk, and as the "Old Point Ferry", operating from Old Point in Elizabeth City County across Hampton Roads to Willoughby in the City of Norfolk,
(ii) the bridge properties (hereinafter sometimes collectively called the "James River Bridges"), owned by the James River Bridge System, a Virginia corporation, comprising the existing bridges across the James, Chuckatuck and Nansemond Rivers, together with connecting roads, in the counties of Warwick, Isle of Wight and Nansemond,
(iii) a bridge across the York River (hereinafter sometimes called the "York River Bridge"), extending from a point within ·the Town of Yorktown, in York County, or within York County, to Gloucester Point or to some point in Gloucester County, and approaches thereto, and
(iv) a bridge across the Rappahannock River (hereinafter sometimes called the "Rappahannock River Bridge"), extending from Greys Point, or its vicinity, in Middlesex County, to a point in the vicinity of White Stone, in Lancaster County, or at some other feasible points in the general vicinity of said two points, and approaches thereto ;
(b) to issue revenue bonds of the State of Virginia, payable solely from earnings, to pay the cost of such projects;
(c) to fix and collect tolls and other charges for the use of such projects; and
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( d) to couple or unite into one unit for :financing purposes any two or more of such projects.
Acting under said Chapter 399 the Commission issued toll revenue bonds of the State to acquire the Chesapeake Ferries, the James River Bridges and to construct the York River Bridge. The Commission did not at that time provide funds out of the proceeds of toll revenue bonds to construct the Rappahannock River Bridge.
By virtue of the State Revenue Bond Act (Code of Virginia, Sections 33-227 to 33-255, inclusive), as amended by Chapter 319 of the Acts of Virginia of 1954, the Commission is authorized to issue revenue bonds of the State for the combined purpose of providing funds to pay the cost of the Rappahannock River Bridge, the cost of the proposed Hamp ton Roads Project and to provide funds to refund the revenue bonds of the State now outstanding and which were issued as above stated.
On May 26, 1953 Parsons, Brinckerhoff, Hall & Macdonald was awarded the contract for engineering services on the entire Hampton Roads Project. Preliminary design drawings have been submitted to the Department of Highways and borings along the underwater cross ing have been made and the results evaluated. We have been authorized to proceed with and are currently engaged in the preparation of contract documents for the Hampton Roads Crossing consisting of the tunnel and the approach bridges.
A report on the Rappahannock River Bridge was made by Modjeski and Masters in March 1951 and submitted to the Department of High ways. The same :firm has completed contract plans and specifications for this facility and competitive bids will be called for soon.
The James River Bridge System, consisting of a crossing of the .Tames River, Chuckatuck Creek and the Nansemond River, together with the connecting highways is an existing facility opened to traffic in 1928.
The York River Bridge (George P. Coleman Memorial Bridge) was designed by Parsons, Brinckerhoff, Hall & Macdonald, who also super vised construction. This facility was completed and opened to traffic in May, 1952.
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l. HAMPTON ROADS PROJECT
A. General
General Description of Project r
The route of the Hampton Roads Project is shown on the General Plan at the back of this report. A portion of the bridge-tunnel crossing is illustrated in perspective in the plate preceding Page 19. The planning and design of the project conforms to high standards of engineering practice and safety. The project will be designed throughout to support the maximum truck loads permitted by existing state laws. It will be operated and suitably maintained by an adequate staff and work force and will be patrolled by project police.
The approach highways leading to the bridge-tunnel crossing of Hampton Roads will, in general, consist of dual roadways providing two traffic lanes in each direction. Each roadway will have stabilized shoulders of ample width to accommodate disabled vehicles. A median strip varying in width through the rural and urban areas will separate the two roadways.
The approach bridges connecting the Hampton and Norfolk shores with the portal islands and providing the transition from the approach highways to the tunnel, will be of sufficient width ( 30 feet) to permit traffic in both directions to by-pass, in an emergency, a disabled vehicle. There are no movable spans in any of the bridges hence the flow of traffic will not be interrupted.
The underwater tunnel will, throughout its full length, provide a single traffic lane in each direction. The diameter of the tunnel will allow ample roadway width, with adequate horizontal and vertical clear ance for normal highway traffic.
The alignment of the roadways throughout the project will consist of tangent sections of moderate length joined by easy curves. The verti cal alignment will provide safe sight distance and the optimum in driver and passenger comfort.
The project will provide a rapid and safe means of communication between the Peninsula cities and the City of Norfolk. Since the high-
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r way approaches are designed, in general, for limited or controlled access, accidents due to opposing and cross traffic will be greatly reduced or eliminated. The hazards of night driving will be reduced because of the separation of opposing traffic by the median strips.
With the addition of the Hampton Roads Project and the Rappahan nock River Bridge, an integrated system of highway facilities will be at the disposal of motorists, bus lines and truckers along the west shore of Chesapeake Bay allowing rapid and convenient access between the great urban centers of Washington and Baltimore and those of Southeastern Virginia and points south. In addition, it will provide a more rapid means of traffic circulation in the Tidewater section of Virginia for residents now forced to follow the deviating routes and infrequent service provided by the ferry systems which now provide the only means of crossing Hampton Roads and the principal rivers in the area.
A regional map preceding Page 1 illustrates the area served by the combined toll facilities previously described.
Geology and Soils
The general project area around Hampton Roads lies in the Coastal Plain province. In the easterly portion of this province, rock lies at a depth (approximately 2000 feet at Norfolk). In general, the rock is over lain by sands and clays, the individual strata of which may be more than 1000 feet thick. Above this strata lies about 70 feet of grey sand and clay. The next layer consists of 80 to 100 feet of glauconitic marl. The uppermost sediments in this area may consist of a maximum of 650 feet of grey to blue clay and fine sand with sand predominating.
Willoughby Spit and the adjoining areas in Norfolk and Hampton are made up of sand of geologically recent origin deposited by waves and currents and varying in thickness from 100 to 150 feet in depth. In Hampton Roads channel, this sand, at the location of the proposed cross ing, is overlain by about 90 feet of silt deposited by alluvial action.
The subsurface conditions which will be encountered during the construction of this project consist, in general, of marine deposits of Gand and clay particularly along the highway approaches to the Hampton Roads crossing. At the principal highway structures test borings will be taken to determine the exact type and size of foundations needed.
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In 1953, a full program of test borings was made along the project line across Hampton Roads between Willoughby Spit and the Hampton shore. These borings amounted to some 50 in number and the evaluation r and analysis of the results determined the design of the tunnel and the approach structures. In addition, several test piles were driven at the sites of the bridge approaches to determine the required lengths of foundation piles.
Right-of-Way
The right-of-way width for this project will vary depending on the nature of the terrain through which the highway passes. In the rural areas at the northerly end of the project where land costs are low, the right-of-way to be acquired will be 300 feet in width, 150 feet each side of the project centerline. This width will be acquired between the con nection to U. S. Route 17 and a point just south of Military Road.
From Military Road south through Hampton to the Hampton Roads crossing the right-of-way will be narrowed as follows: between Military Road and La Salle Avenue a width of 200 feet will be acquired; the width between La Salle Avenue and the Hampton Roads crossing will be 160 feet.
On the Norfolk side, from the southerly end of the Hampton Roads crossing to the point where the project leaves West Ocean View Avenue, the present right-of-way width of 80 feet along West Ocean View Avenue will be maintained.
Beyond West Ocean View Avenue, the right-of-way will be acquired for a width of 140 feet to Mason Creek Road; from Mason Creek Road to Granby Street, the width is planned at 120 feet. From here to the southerly end of the project at Sewell's Point Road, the present right-of· way of Cottage Toll Road will be widened to 86 feet. The City of Norfolk has agreed to the use of West Ocean View Avenue and Cottage Ton Road by this project.
Under the terms of the Revenue Bond Act, the Virginia Depart ment of Highways is empowered to acquire the right-of-way considered necessary for the construction of this project.
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Toll Collection ("
Toll collection on the project will be accomplished at a single loca tion using a barrier type. The location will be at the Hampton shore just north of the bridge approach to the tunnel. The initial installation will consist of six lanes and five toll booths. The two center lanes will r be reversible, providing four lanes in one direction when needed during peak directional hours. The system selected is simple in design but it will insure collection of tolls due and require only a minimum delay to traffic. A treadle set in the roadway in each toll collection lane will register the number of axles passing over the treadle on a recording machine located in the Administration Building, which is inaccessible to toll collectors. The entire transaction including the vehicle count, the collector's number, the toll collected and the vehicle classification is automatically recorded on the remote tape recorder for subsequent checking by the auditors.
When a toll collector begins his tour of duty in a certain booth, he opens the lane by actuating a validating machine which illuminates a green light above the lane and records on the remote recorder the col lector's number, previous total of the lane and the date and time of the lane opening. Closing of the lane is accomplished by removal of the key in the validating machine which turns the traffic light to red. When a toll is collected, the amount is indicated on the side of the booth visible to the motorist and the vehicle classification is shown on an over head indicator visible to all supervisory personnel.
The proposed toll booths, adjacent to the Administration Building, are pleasing in appearance and present a modern, businesslike atmos phere. The toll plazas will be well laid out and well lighted for the convenience of the motorist.
Buildings
Tunnel Ventilation Buildings
At both the north and south portals of the tunnel under Hampton Roads, ventilation buildings will be constructed directly over the tunnel to house the ventilating equipment. These buildings will be identical, except that all control equipment is located in the north building. The buildings are designed functionally to suit their principal purpose, which is that of a fan room of two stories in height.
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The first floor houses part of the exhaust and supply fans and the electrical switchgear. A monorail and crane system will be installed on the first floor with hatchways and doors so located as to facilitate the removal and replacement of heavy equipment when and if necessary. r The mezzanine or second floor houses the balance of the supply and exhaust fans and the electric current transformers, together with offices for personnel. In the north building, the control room is situated on this floor.
Below the first floor, space is provided for heating equipment, also lockers and washrooms for personnel. All levels of the buildings may be reached by stairs and an elevator.
The architectural treatment of the two buildings will be functional and in harmony with the open approach walls and the tunnel portals, consisting of a concrete finish scored in panels. Aluminum louvers set in the exterior walls will admit fresh air to the supply fans, while vitiated air will be exhausted through openings at roof level.
Crash Truck Shelters
At the head of each of the open approaches to the tunnel, crash truck shelters are provided. These buildings will house not only the crash trucks, but also the service vehicles such as washing, sweeping, and pick-up trucks. In addition there will be office space, a ready room, a first aid room and toilet facilities. The architectural treatment of these buildings will be in harmony with the ventilation buildings.
Administration Building
A two-story Administration Building will be located adjacent to the main roadway at the Hampton shore line. In addition to housing the administrative personnel for the Hampton Roads project, this build ing will provide space for the administration of the James River Bridge System, the George P. Coleman Memorial Bridge, and the proposed Rappahannock River Bridge.
The building will be located opposite the toll plaza and the toll booths will be connected to ,the Administration Building by a canopy. Space within the Administration Building will be provided for toll collec-
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tion equipment and personnel and for the supervision of the operation of the four facilities.
The architectural treatment of this building will be similar to that of Colonial Williamsburg.
Maintenance Building
This building will be located in the vicinity of the Route 258 (Military Highway) interchange and will house the personnel and equip ment necessary to efficiently maintain all four facilities. The design of the building is such that it can be readily expanded and the archi tectural treatment will be simple and functional.
A storage yard of sufficient capacity for materials and equipment that do not require shelter will surround the main maintenance build ing. Smaller auxiliary buildings will be provided as needed.
Bus Garage and Terminals
In the same area as the Maintenance Buildings, a Bus Garage will be constructed for the purpose of housing and repairing the vehicles used in the bus system between Norfolk and Hampton. Space will also be provided in this building for bus system personnel.
Bus terminals have been tentatively located at the Old Point Ferry terminal s1te on Ocean View Avenue in Norfolk and at the La Salle Avenue interchange in Hampton for the convenience of the public using the bus system. These buildings will be of simple construction, pro viding toilet facilities and shelter from the weather. Final locations will depend upon agreements reached with the owners of the connecting bus lines in Norfolk and Hampton as is noted in the discussion of bus operation which follows.
The location of all these buildings is indicated on the General Plan at the back of the report.
Bus Operation
The Virginia Department of Highways currently operates and will continue to operate until the opening of the project, two ferry lines
8 across Hampton Roads. One line crosses the Roads between Willoughby Spit and Old Point Comfort; the other line crosses the Roads between Pine Beach (U.S. Naval Operating Base), Norfolk and Newport News.
Private traction companies operating under charters provide bus service for users of the ferry facilities from the respective communities to the sites of the ferry terminals.
Since the proposed bridge-tunnel route closely parallels the existing Old Point-Willoughby Ferry routes, it can be anticipated that present ferry pedestrians will find it convenient to use the bridge-tunnel with little change in traveling habits. However, the pedestrians using the Pine Beach-Newport News Ferry routes will be required to change their travel habits, since the terminals of this ferry route are removed from the bridge-tunnel crossing. Arrangements must be made in conjunction with the private traction companies to furnish bus service to the pro· posed terminal stations of the project bus line.
It is proposed that a Bus Line be placed in operation for the new Hampton Roads facility. The line would operate between Willoughby Spit or Ocean View and Hampton and would provide a schedule of service approximating that of the Old Point-Willoughby ferry systems.
The distance between terminals is estimated to be approximately six ( 6) miles; with a possible maximum distance of approximately nine (9) miles.
On the Norfolk side, it is proposed to construct bus terminal facili· ties at the site of the present ferry terminal at Willoughby Spit or at a bus terminal site in Ocean View. The DepaDtment of Highways owns the existing ferry terminal facilities including land adequate for bus turnaround and parking, also collection and discharging of passengers. The Ocean View site may be selected by the Department following satis· factory arrangements with the local traction company.
On ,the Peninsula side at Hampton, it is proposed to construct bus terminal facilities in the vicinity of the interchange at La Salle Avenue. This site is considered to be a convenient transfer point between buses operating in both Hampton and Newport News and the shuttle buses operated by the Department of Highways.
Final site selection and site development for both terminals must await the beginning of contract operations, as well as negotiations with
9 the private traction companies. The bus terminals •to be provided for this service will be functional in design, affording simplified access and exit by buses of the facility and those operated by private traction companies. r
It is proposed that a single garage be provided for the storage, servicing and maintenance of this equipment. A site has been selected for this garage in an area adjacent to the site of the proposed Mainte nance Building in the vicinity of the interchange at Route 258. This location is approximately 21h miles beyond the bus terminal to be located at :the La Salle Avenue interchange.
The garage for this facility, functional in design and located at the maintenance area site, will provide floor space for the expected maximum number of buses, servicing pits, and machinery and equipment necessary for the maintenance of these vehicles.
For initial operation, four buses will be required and, in addition, two buses will be needed for reserves and for occasional service during peak loads. These buses will be of .the suburban type providing maximum economy in fuel at the estimated speeds of operation allowed for this project. They will be transit type Diesel engine coaches.
B. Highways
General
In general, the Hampton highway approach from its connection with U. S. 17 to La Salle Avenue is defined as rural, while the remainder in Hampton and all of the Norfolk approach is defined as urban.
The Hampton highway approach will throughout its entire length be constructed as a limited access highway. Interchanges are planned at the major intersecting highways and the project highway will over pass or underpass all intersecting roads and highways or railroads.
From U.S. 17 to Route 258 (Military Highway), a single roadway with two 12 foot lanes will be construeited initially. Suffl.cient width of right-of-way will be acquired for the construction of a second roadway when needed.
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From Route 258 to the toll plaza, the highway will be constructed aa dual two-lane roadways, separated by a mall varying in width from 40 feet to 16 feet. Across long bridges, the roadways will be separated r by a raised median. On the Norfolk side, the approach highway along Ocean View Avenue will consist of four 11 foot lanes with an 8 foot stopping lane at each side for buses and local traffic. A two foot mall will separate the opposed roadways.
Through the depressed section, from Mason Creek Road to a point beyond Granby Street, the highway will consist of two 26 foot roadways, separated by a four foot divisor. Along Cottage Toll Road, to the south end of the project, there will be two roadways 24 feet wide separated by an 18 foot mall.
The alignment of the highway will consist of tangents of reasonable length with long, easy curves, developed to suit the terrain of the area traversed and enabling the motorist to maintain fast and consistent speeds, particularly in the limited access portion. Paving will be con crete throughout.
Interchanges
Interchanges on this project were located on the basis of service to motorists using the facility as indicated by the traffic studies. The General Plan at the back of the report shows the location of each of these interchanges, from the northerly connection with U.S. 17 to the southerly terminus at Sewell's Point Road. A typical interchange is illustrated by the perspective view at U.S. 258 (Military Highway) preceding Page 11.
The connection with U. S. 17 will be at grade. The plan contem plates future extension of the project with a grade separation and inter change at this intersection.
The next interchange to the south will be at U.S. 258 (Military Highway) and will consist of a full interchange for all traffic move ments. This interchange will serve traffic from and to the James River Bridge System and Langley Air Force Base.
Continuing to the south, an interchange is provided for Newport News involving an "on and off" movement with an approach highway 2 miles in length connecting with Victoria Avenue in Newport News that is to be constructed as part of this project.
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Next is the interchange connecting with an extension of La Salle Avenue and also connecting with Back River Road (Route 134). This interchange serves to collect traffic for Hampton, Newport News and Langley Air Force Base. The extension of La Salle Avenue and improve ,. ment of the existing street to Victoria Boulevard is included in the project.
At West County Street (U.S. Route 60), a four ramp interchange will serve traffic from the Hampton area.
At National Avenue, near the toll plaza, an off ramp for north bound traffic only is provided.
On the Norfolk side, the project utilizes the present right-of-way of West Ocean View Avenue and access is not restricted. An early plan proposed an elevated approach along the south side of Willoughby Spit, but this scheme was disapproved by the U. S. Navy because of inter ference with seaplane operations. Since Willoughby Spit is extremely narrow and there is not at present, nor can there be expected to develop, any appreciable cross traffic, West Ocean View Avenue can be utilized at grade with a minimum of interference with the traffic on the project.
At West Ocean View Avenue (U.S. Route 60) just south of 4th View Street, an interchange is provided for northbound and southbound traffic to and from Ocean View and Virginia Beach.
At Government Avenue a northbound access ramp is planned for use of local traffic.
At Peachtree Street an off ramp to the south serves Norfolk and the U. S. Naval Base.
At Granby Street ramps to and from the north serve this principal connection with the Norfolk business district.
Along Cottage Toll Road, a limited access highway would be pro hibitive in cost and not essential for the collection of traffic. For this t·eason, Cottage Toll Road will be widened and utilized for the project. Maintenance will be performed by the Department of Highways.
At the southerly terminus of the project at Sewell's Point Road, a
12 full interchange is planned. After passing under Sewell's Point Road, the project ends at grade on Cottage Toll Road just south of the under pass.
Each interchange and exit or access ramp will be provided with ample directional signs to guide motorists to the communities, highways, beaches and accommodations near the particular transfer point.
Structures
The various underpass and overpass structures on the project will be of types which satisfy conditions encountered at each individual cross ing. In instances where the roadways are spread sufficiently, two in dividual bridges will be constructed. On the short typical overpass structures, the roadway cross section will be 24 feet with 8 foot outside and 5 foot inside shoulders between 10 inch high curbs. Necessary hori zontal and vertical clearances will be furnished in crossing railroads, highways and bodies of water. Decks on all bridges will be reinforced concrete and adequate railings will be provided. Approach slabs of rein forced concrete will be provided at the ends of the structures. Archi tectural treatment will be simple and pleasing. The perspective drawing preceding page 13 is typical of the project underpassing a State or Local Route.
Through Hampton, major bridges will be constructed over Hampton Creek and the East Branch of Hampton Creek. The Hampton Creek Bridge will be approximately 1450 feet long and the East Branch Struc ture approximately 713 feet long. Both of these bridges will carry two roadways, each 26 feet wide and separated by a 6 foot raised median. Safety walks 2 feet in width will be provided outside of the 10 inch high curbs adjacent to each roadway.
The bridge over Hampton Creek will also cross over an existing bridge carrying Mallory Street over the Creek. A minimum vertical clearance of 14.25 feet will be provided over this existing bridge as well as a minimum vertical clearance above mean high water of 30 feet. The structure crossing the East Branch also crosses a Chesapeake and Ohio Railroad trestle. A minimum vertical clearance of 22 feet above the top of rail will be provided over the trestle. The superstructure of these bridges will consist of structural steel deck girder and beam spans. The piers will be supported by piles where required.
13 The bridge approaches to the Hampton Roads Tunnel have a single 30 foot roadway between 10 inch curbs. On either side of the roadway 2 foot safety walks will be provided.
The North Approach structure will be approximately 3250 feet long and will consist of 50-foot prestressed concrete beam spans supported on precast concrete pile bents. The South Approach structure will be ap proximately 6110 feet long and will be comprised of 50-foot and 80-foot prestressed concrete beam spans. An alternate design for the 80 foot spans in structural steel stringer construction will be included. The 50- foot spans will be supported on precast concrete pile bents and the 80- foot spans on cast-in-place concrete piers supported on piles. Both of the approach bridges will be provided with overhead lighting.
Clearances for all of the major water crossings conform to the requirements of the Department of the Army and permits for construc tion have been issued by them.
In Norfolk, four instances occur where the project will underpass existing streets. In these underpasses the project roadways will be below the permanent ground water level. The underpasses will be constructed as reinforced concrete U-shaped sections designed to be watertight. Pumping stations will also be provided to dispose of storm water.
Following is a tabulation enumerating all the structures required for the project. The tabulation contains the length and width of each struc ture and indicates whether the proposed structure is an overpass or underpass.
Of the twenty-seven (27) structures listed below, eighteen (18) carry the project over waterways, highways, railroads and other facilities and nine (9) carry the project under intersecting roads and other facili ties. There are seven (7) water crossings, three (3) railroad crossings, five (5) interchange structures. There are sixteen (16) structures over or under intersecting streets and highways. Two of these cross railroads in addition to the highways and one crosses a creek as well as an inter secting road. Also included in the crossings are two (2) cattle passes, two (2) box culverts and one (1) pedestrian underpass.
14 LIST OF STRUCTURES
Project Bridge Bridge Crossing Over or Length Width Under in Feet in Feet Harpersville Road ...... under 223 29.0 Big Bethel Road ...... under 231 34.0 Route 258 ...... over 186 2@44 Pine Chapel Road ...... under 195 34.5
Newmarket Creek ...... over 75 2@44 Rt. 351 & C. & 0. RR (Victoria Blvd. Connection) .. over 250 46 Interchange Structure at Victoria Blvd. Connection ...... under 171 24 LaSalle Ave. Extension ...... over 140 84 Back River Road ...... over 217 93 Pedestrian Underpass at Owens St...... over Rip Rap Road ...... over 133 84 Route 278 ...... over 173 84 Box Culvert at Brights Creek ... . over Hampton Creek ...... over 1450 62 East Branch Creek ...... over 713 62 Cattle Underpass at Sta. 755+00 over Route 60 ...... over 150 84 Cattle Underpass at Sta. 793+00 over Twin Box Culvert at Johns Creek over National Ave ...... over 140 82 North Approach Structure To Hampton Roads Tunnel .. over 3250 34 South Approach Structure To Hampton Roads Tunnel .. over 6110 34 Ocean View Ave. Connector ..... under 122 28
Government Ave...... under 1000 (a) 58 (b) 48 (c)
First View Ave...... under 1200 (a) 58 (b) 44 (c) Granby Street ...... under 1460 (a) 58 (b) 100 (c) Sewell's Pt. Road ...... under 1200 (a) 58 (b) 86 (c) (a) Depressed roadway area - length of walled section. (b) Face to face of wall. ( c) Width of deck crossing.
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Drainage r
The importance of adequate drainage of the highway portion of the project is recognized and every effort will be made to properly drain r the roadway in order to maintain the structures, the subgrade, the pave ment and the shoulders. Several of the larger streams to be crossed have been realigned in order to provide a more efficient highway crossing and all small streams and creeks are carried under the paving in pipes or culverts. Where possible, the runoff from rainfall will be collected in a drainage system and disposed of through nearby local drains. Where no local drainage system is available, the collected runoff will be carried through pipe drains to a nearby stream or to tide-water.
Through the sparsely settled area in the northerly section of the project between Hampton and U. S. 17, the drainage will be handled by cross drains and parallel ditches. Inlets will be provided in the paving to collect the rainfall runoff.
Through Hampton and in Norfolk along West Ocean View Avenue, drainage will be disposed of in the local drainage systems. Drainage from the depressed section of highway in Norfolk between First View A.venue to past Granby Street will be collected and disposed of in exist ing or improved drainage channels.
Along Cottage Toll Road, a new drainage system will be installed and emptied into existing outlets, while drainage from the underpass at Sewall's Point Road will be pumped into a new drain line emptying into a local outlet.
The sizes of all drainage pipes, culverts and stream crossings will be adequate for proper highway drainage and will comply with require ments and standards of the Department of Highways and of the munici palities through which the project passes. Reinforced concrete pipe will be used throughout, except that metal pipe will be used at side slopes. The runoff from decks of bridge structures will be collected in inlets and carried off the structure by metal pipe. On the trestle crossing of Hampton Roads, scuppers in the deck will collect and discharge rain water into the Bay.
On fill sections over 10 feet in height, a berm will be constructed outside the shoulder and runoff will be collected in inlets and carried down the slopes in metal pipes. All slopes will be protected from erosion. The highway at all points will be well above expected high water levels.
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r Relocation of Utilities and Streams
Aside from certain submarine communication cables of the U. S. ( Army and Navy which will be encountered during the construction of the tunnel and will have to be relocated, it is anticipated that utility re locations will involve no more than the usual telephone, gas, sewer and water lines that would be encountered in any major construction project located in an urban area. A detailed survey of the existing utilities will be made before construction starts, and provisions made for the efficient relocation or replacement of all utilities in current use.
The only stream relocation of any importance will be that involving New Market Creek in Hampton which will be relocated in order to pro vide a single crossing for the project.
Lighting
Except for interchanges, it is not considered necessary to light the North Approach Highway. Interchanges will be lighted by 20,000 lumen mercury-vapor lights on metal standards. The area at the Administra tion Building and Toll Plaza will also be lighted by the same type of :fixture. The trestle structure from the Hampton shore to the tunnel and from the tunnel to the Norfolk shore will be lighted by 20,000 lumen mercury-vapor lamps on standards spaced 150 feet apart.
On the Norfolk side, the section of the project along West Ocean View Avenue will be adequately lighted by the present system supplied by the City of Norfolk as will also the section along Cottage Toll Road. The interchange ramps and the depressed section of the project in this area are planned to be lighted by the same 20,000 lumen mercury-vapor lamps used on the Hampton side.
The selection of the lighting fixtures and standards and the spacing of the lights will be in accordance with modern design and usage.
Design Criteria
Geometrics
The design speed on the project highway will be 70 miles per hour in rural areas and 45 miles per hour in urban areas. That portion of the project between U.S. Route 17 and La Salle Avenue in Hampton
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r is considered as rural area; the balance in Hampton and the entire project in Norfolk is considered as urban.
The design minimum non-passing sight distance based on 41;2 feet height of driver's eye to a 4 inch height of object, is 600 feet in the rural area and 300 feet in the urban area.
The maximum horizontal curvature of the main roadway is 3 degrees in rural areas and 5 degrees in urban areas.
The maximum grade on the main roadway is 3%, except at the underpasses on the Norfolk side, which slightly exceed 3%.
The ramps will be designed for the best alignment and grade that can be obtained at a reasonable cost of construction and right-of-way.
Superelevation will be in accordance with the Department of High ways Standard T02 but with a maximum of 0.04 per foot.
Geometric designstandards for crossroadsshall be equal to or better than those prevailing on the existing road.
For cut and embankment slopes, the Department of Highway Standard OS-1 shall be followed in general except that enbankment slopes have been designed as 1 on 4 until the height of shoulders above the ditch or existing ground becomes 7 feet or more. Guard fence shall be installed on all slopes with a height of 7 feet or more.
Structures
The 1954 Standard Specifications of the Department of Highways for Road and Bridge Construction shall be used for all construction work.
The .American Association of State Highway Officials Standard Specifications for Highway Bridges, 1953, shall be the basis for the design of all structures.
All structures shall be designed for the heaviest standard loading specified by AASHO (H20-S16-44 Loading).
For all structures carrying the project over local roads, 2'-0" safety walks shall be provided.
18
Curbs shall be 10" high.
A minimum vertical clearance of 14'-3" shall be provided at all structures crossing other roads.
A minimum horizontal clearance of 8 feet shall be generally main tained between the outside edges of the main roadways and the face of piers or abutments.
The minimum vertical clearances for structures over railway tracks shall be 22' -0" above the top of rail, unless otherwise required by the railroad.
C. Tunnel
General Description
In addition to the tunnel itself, this portion of the project includes the ventilation buildings, cut-and-cover sections and the open approaches to the tunnel and the portal islands which support them. A plan and profile illustrating the tunnel precedes this page.
The north island is located just west of Old Point Comfort on the north side of the main channel and the south island is located just west of Fort Wool on the south side of the channel.
The tunnel structure will be composed of 23 prefabricated concrete tubes sunk into place in a prepared trench and back-filled with a mini· mum cover of 5 feet of sand. At each end of the precast portion of the tunnel, a short section will be constructed by the cut and cover method. These sections will terminate at the portals and will support the venti· lation buildings. From the portals, the tunnel roadway will be carried by the open approach structures to the bridges connecting the tunnel with the Hampton and Norfolk shores.
The cut and cover portions of the tunnel, the ventilation buildings and the open approaches will be constructed on artificial islands. These islands will be formed on the bed of Hampton Roads by dredged sand fill which will be deposited in place to an elevation of 11 feet above mean sea level and protected by heavily rip-rapped slopes. The islands will completely and effectively prevent damage to the ends of the tunnel
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f.
and its open approaches by any and all ships adrift or proceeding under ( power off course. They will also protect the open ends of the tunnel from partial flooding due to wave action during storms. r
Flooding of the tunnel and its open approaches during exception· ally high tides will be prevented by extending the side walls of the open approaches to a height of 14 ft. above mean sea level; a height at least 5 ft. above the highest tide of record.
From portal to portal the length of the tunnel will be 7,479 feet, of which the 23 prefabricated tubes will comprise 6,859 feet. The depth to the top of the tunnel below mean sea level will be 80 feet at the deepest point; the roadway at this same point will be about 105 feet below mean sea level. Each of the open approaches from the portals to the ends of the approach walls at elevation 14.00 above mean sea level will be 585 feet in length, making the total tunnel length from end to end of open approach 8,629 feet.
The elevation of the north trestle structure will be 16.4 feet above mean sea level. From this elevation the roadway will descend into the tunnel, through the open approach, on a grade of 4.00%, continue through the tunnel on an upgrade of 0.5% to the opposite side of the ship channel, and then ascend on a grade of 4.00%, to the south trestle structure at an elevation of 16.4 feet.
The width of roadway through the tunnel and open approaches will be 23 feet and the minimum clearance in the tunnel between roadway and ceiling will be 14 feet. A flexible pavement consisting of bitumastic con crete will be applied through the tunnel and open approaches to insure good riding qualities and freedom from minor differences in alignment. The finish within the tunnel will consist of ceramic tile walls and an enameled steel ceiling which will provide an easily cleaned surface and add to the light reflecting qualities. The finish of the portal and approach walls is planned to be concrete with an inexpensive but attractive surface treatment.
A drawing preceding page 21 illustrates typical sections thru the tunnel and the open approaches.
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Ventilation
Due to the great length of the tunnel, it is necessary to utilize a r transverse system of ventilation. Fresh air will be taken in through louvers in the ventilation buildings and supplied by fans to the duct space under the tunnel roadway from which it will be forced into the main tunnel roadway space through flues situated along the side at regular intervals. The vitiated air will be exhausted from the roadway space through openings in the ceiling into the exhaust air duct. From this duct the vitiated air will be drawn through the exhaust fans in the ventilation buildings and through the openings in the roof. The fan system in each building will supply fresh air and exhaust vitiated air for one-half the tunnel length.
A departure from the usual tunnel ventilation system will be the use of axial-flow fans. Although axial-flow fans have not been previously employed for tunnel ventilation in this country, they have been used successfully in mine operation, where they have proved superior to cen trifugal fans. The initial cost compares favorably with that of centrifugal fans and the size of the ventilation buildings can be considerably re duced because the axial-flow fans will be installed directly in the vertical air duct from the tunnel.
Each ventilation building will contain four supply and four exhaust fans ; the supply fans each having a maximum capacity of 211,000 cubic feet per minute and the exhaust fans a similar capacity. Emergency con ditions only will call for the use of the total ventilating capacity, average ventilation demands being about 10 per cent of the maximum capacity.
A record of the carbon monoxide content of the air will be kept by automatic recorders and detectors. The maximum amount permissible is 4 parts in 10,000, although for practical operation it is usually kept at 2 parts in 10,000 or even less. The amount of air supplied will be sufficient to dilute the exhaust fumes produced by vehicles to a degree where satisfactory visibility and driving conditions can be maintained.
Drainage and Fire Protection
Within the tunnel, water from washing operations and water tracked in or carried in by vehicles will be collected in catch basins spaced along the roadway curbs and carried through a pipe system to a sump at the
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low point of the tunnel. This sump will contain settling basins and automatic drainage pumps which will pump the collected drainage to a sump in the north ventilation building. From this sump the water will be pumped into the open waters of Hampton Roads. An auxiliary pump at the tunnel low point will remove any water which may collect in the fresh air duct below the roadway and discharge it into the sump at the tunnel low point. The closed drainage system will reduce the hazard r caused by spilled gasoline which could be spread through the tunnel by open gutters.
In the open approaches, rainwater will be collected by transverse roadway interceptors and carried through a pipe system into the sumps in the ventilation building substructure. Sand and debris will then be settled out and the drainage will be pumped into the Roads. This drain· age system will be designed for a maximum rainfall of 4 inches per hour or for a maximum short duration fall of 8 inches per hour for 15 minutes.
Water for fire protection and for domestic use in the ventilation buildings and crash-truck shelters will be obtained from the city distribu tion systems in Norfolk and in Hampton. An 8 inch water main will be carried over the approach bridges to the ventilation buildings. An 8 inch water main will also be extended through the entire length of tunnel and connected to the supply systems in each ventilation building. Booster pumps in the buildings will raise the water pressure in the tunnel and open approaches to 125 pounds per square inch to meet satisfactory fire protection requirements. Hose outlets and fire extinguishers will be pro vided at convenient intervals along the tunnel. Adequate fire protection will be provided at all buildings included in the project.
Electrical and Lighting
Electric power required for the lighting, ventilation and drainage of the tunnel will be furnished by the Virginia Electric and Power Com pany from two substations; one to be located at Willoughby Spit, Norfolk and one at the Hampton shore. A 13.8 KV feeder line from each sub station will be carried either on aerial messenger cable under the deck of the bridge structure or by submarine cable laid in a backfilled under water trench to the ventilation buildings and a 13.8 KV tie line will be installed through the tunnel. Transformers in each ventilation building will step down the power to 480 volts for the operation of ventilation equipment, pumps and lighting. This arrangement provides for two independent sources of power, thus lessening the possibility of power interruptions.
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Tunnel lighting will consist of a continuous :fluorescent lighting system installed on each side of the roadway ; one side will be energized and controlled from the north ventilation building and one from the south ventilation building. This type of :fluorescent lighting has been particularly successful in recent tunnel installations and provides effi cient and dependable illumination. Lighting intensities can be varied for conditions outside the tunnels. During the day, the intensity of the illumination in the tunnel near the portals will be kept at a maximum in order to minimize the change in intensity caused by passing from full daylight into the interior of the tunnel. At night, the intensity will be reduced to that of the normal tunnel lighting.
The open approaches will be adequately lighted by 20,000 lumen mercury-vapor lamps mounted on ornamental standards set on the para pet of the open approach walls. These lights and the same type lights on the approach bridges will be controlled automatically by astronomi cal time switches or photoelectric relays.
A system of traffic lights is planned for the open approaches and within the tunnel, each unit containing a red, green and amber light. The lights will be so spaced that at least one will be visible to a motorist from any point within the tunnel. They will be operated when necessary by guards from the control points established along the service walk in the tunnel so that traffic in any lane may be stopped in the open approach or in the tunnel during an emergency.
A sound-powered telephone system with stations in the Ventilation Buildings, the Administration Building, the Crash Truck garages and in the tunnel will provide immediate communication between the guards in the tunnel and all other control points.
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Fire alarm stations about 400 feet apart through the tunnel and additional alarm boxes in all the ventiJation and service buildings pro vide immediate warning of any fire in the tunnel.
Patrols
Operation of the tunnel will require the use of guards to patrol it. Tunnel guards will be provided on a "round the clock" basis to insure that any emergencies may be immediately handled. Fire alarms, traffic signals and the sound powered telephone system will be under the control of these guards at stations throughout the tunnel to allow for the alert ing of all personnel in the event of accidents or emergencies.
D. Project Cost and Scheduling
Estimate of Project Cost
For construction purposes, the Hampton Roads Project is divided into four sections. These sections are: Section A, from the beginning of the project at its connection with U. S. Route 17 to, but not including, the interchange at Route 258; Section B, from the north limit of the interchange at Route 258 to the north abutment of the bridge approach to the tunnel; Section 0, includes the underwater tunnel and the ap proach bridges; Section D, from the south abutment of the approach bridge to and including the Sewell's Point Road interchange at the end of the project. The construction cost of these four sections together with the cost of the buildings and toll facilities is estimated at $51,835,000. The cost of the bus system, maintenance and operating equipment, engineering, borings, and right-of-way, together with an item of 8.9% for contingencies brings the estimated total project cost to $63,000,000.
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The estimate of cost of the Hampton Roads project is given below:
HAMPTON ROADS PROJECT
ESTIMATE OF PROJECT COST
Construction:
Section A - Structures ...... $ 239,000 Highway ...... 1,017,000 $ 1,256,000
Section B - Structures ...... $ 5,035,000 Highway ...... 4,871,000 9,906,000
Section C - Tunnel ...... $28,950,000 Bridges ...... 4,825,000 33,775,000
Section D- Structures ...... $ 4,216,000 Highway ...... 2,102,000 6,318,000
Buildings and Toll Facilities:
Administration Building .. 260,000 Maintenance Bldg. and Yard ...... 140,000 Toll Facilities and Plaza .. 180,000 580,000
Total Cost of Construction ...... $51,835,000 Buses, Terminals and Garage ...... 315,000 Maintenance and Operating Equipment ...... 350,000 Engineering ...... 2,200,000 Borings, Including Supervision ...... 150,000 Right-of-Way ...... 3,000,000
Total ...... $57,850,000 Contingencies 8.9% ...... 5,150,000
Total Cost of Project ...... $63,000,000
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Construction Schedule
It is estimated that the Hampton Roads Project will be constructed over a period of three years beginning in November 1954, with a com pletion date on approximately November 1, 1957. The construction of the tunnel will require the longest time and will be the controlling factor in the overall completion of the project.
Plans and specifications for the :first two contracts for the bridge tunnel are, as of date of this report, nearly complete. Contract C-1 covers the construction of the structural elements of the tunnel between venti· lation buildings and the construction of the two portal islands. Contract C-2 covers the construction of the North and South Bridges between the shores and the portal islands.
It is expected that the two contracts will be advertised early in September and bids will be received during October. Construction of that part of the project which will take the longe.st time to build can therefore be started immediately after the arrangements for :financing are completed.
The preparation of plans and specifications, advertisements for bids, and the starting dates of construction under numerous contracts for the :finish work in the tunnel, the ventilation buildings and their equipment and the open approaches will be accomplished in conformity with a well· planned and well-coordinated schedule to insure continuous construction and the earliest practicable completion date.
The engineering work and the construction of the two Highway Approaches will be carefully scheduled to insure proper timing with the tunnel construction so that all other parts of the project will be com pleted and ready for traffic prior to or simultaneously with the comple tion of the tunnel.
Contracts for the precast tubes, the bridge approaches and the dredging will commence November 1954. Contracts for the highway portion both in Hampton and in Norfolk are scheduled for commence ment August 1, 1955 and completion in late 1957.
The proposed construction schedule is shown on the bar chart pre ceding page 27.
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r 2. RAPPAHANNOCK RIVER BRIDGE
r General Description
The proposed Rappahannock River Bridge will be located about 8 miles above the mouth of the river and will cross it between Greys Point in Middlesex County and Whitestone in Lancaster County, Virginia.
As shown on the regional map preceding Page 1, the bridge will connect the two Tidewater peninsulas formed by the Potomac, Rappa hannock and York Rivers and Chesapeake Bay. The more northerly of the two peninsulas, known as the Northern N eek, would be the primary area served by the project.
In addition to linking it more closely to the second peninsula, known as the Middle N eek, the proposed bridge would provide a portion of the Northern Neck with more rapid access to the Hampton Roads areas and points farther south via a new free bridge, now completed by the Depart ment of Highways across the Piankatank River, and the York River Bridge. It would also facilitate travel between the southeastern portion of the Northern Neck and the City of Richmond.
The length of crossing between abutments is 9985 ft. The approach to the main channel on the Greys Point side consists of :five beam spans totalling 402.25 ft., three girder spans totalling 375.0 ft. and eight truss spans totalling 3,630.5 ft. On the Whitestone side, twelve beam spans with a total length of 992.5 ft., nine girder spans totalling 1125.0 ft. and six truss spans with a total length of 2811.5 ft. comprise the approach to the main channel span which is a :fixed span 648 ft. long. A vertical clearance of 110 ft. above mean high tide is provided for navigation.
The deck consists of a 22 ft. concrete roadway and two 1'-6" wide safety curbs which serve as emergency sidewalks.
The steel beam spans rest on 20-in. square precast pile bents which are alternately 79'-0" and 90'-0" apart. The stringers for the 79'-0" spans are cantilevered 13'-3" each side of the bents. The cantilevers support a 63'-6" suspended span.
Piers with twin shafts on separate circular footings supported on battered timber pile clusters are provided to support the 125'-0" girder
27 spans. Alternate girder spans are cantilevered beyond the piers 20'-10" r to support a 83'-4" suspended span.
In addition to the 648 ft. main channel cantilever truss span, there are thirteen truss spans about 468 ft. long and one truss span 351 ft. long. The trusses for the main span and its anchor spans are through spans located outside the roadway. The twelve side spans are deck spans so arranged as to form multiple cantilever units.
Fifteen caisson piers support the truss spans. The pier bases con sist of open well caissons sunk by dredging through 13 ft. to 60 ft. of water to a founding elevation varying from 105 ft. to 150 ft. below the surface of the water. Each caisson is of rectangular shape with rounded corners and contains six open dredge wells.
The standards adopted for the design were those of the 1949 American Association of State Highway Officials, "Standard Specifica tions for Highway Bridges." Governing live loads of H20 or H15-S12 were applied in accordance with these specifications.
Estimated Costs
The estimated cost of the bridge is as follows:
Substructure ...... $ 7,427,000 Superstructure ...... 7,070,000
Construction Cost ...... $14,497,000 Engineering, Borings, Right-of-way plus a Contingency of 6% % . . . . 1,450,000
Total, Including Contingencies. . . $15,947,000
The engineering work on this bridge, including supervision of con struction, has been or will be performed by Modjeski and Masters of Harrisburg, Pennsylvania subject to a general review by Parsons, Brinckerhoff, Hall & Macdonald serving as Consulting Engineers in ac cordance with the Trust Agreement under which the proposed Revenue Bonds will be issued.
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3. YORK RIVER BRIDGE - (GEORGE P. COLEMAN MEMORIAL BRIDGE)
General Description
( This facility carries U. S. Route 17 across the York River between Yorktown and Gloucester Point.
To meet the clearance requirements of the U. S. Navy and the aesthetic requirements of the National Park Service, a low level bridge was designed by Parsons, Brinckerhoff, Hall and Macdonald, with twin swing spans, each 500 ft. long, in order to provide a clear distance between pivot piers of 450 ft.
The shore end of each swing span rests on a :fixed cantilever arm extending 140 ft. from an adjacent anchor truss span 350 ft. long. The length of the span on either side of the 500 ft. channel span is therefore 390 ft. Shoreward from each anchor span is a second cantilever arm 70 ft. long which supports one end of a suspended span 210 ft. long; the other end of each suspended span resting on a pier located at or near the bank of the river. The river crossing, therefore, consists of deck truss spans having an overall length of 2,540 ft.
At the south end of the truss spans are six girder spans over land having a total length of 490 ft. The bridge terminates on the south at an abutment located near the top of the slope about 175 ft. south of existing Route 17 in Yorktown.
North of the river are eight girder spans having a total length of 720 ft. On this side the bridge terminates at an abutment located 700 ft. from the shore. The total length between abutments is 3,750 feet.
At the center of the channel span, the roadway attains a height of approximately 115 ft. above water by means of 4.5 per cent grades on either side and a vertical curve between them 1,000 ft. long. This length provides ample sight distance for highway safety.
The two-lane roadway is 26 ft. wide between 10-in. high curbs. Each so-called "Safety Curb" is 2'-6" wide thus providing an emergency side walk on either side of the roadway. The bridge deck consists of reinforced concrete on the :fixed spans. On the swing spans the roadway is 5-in.
29 deep steel open grating and the curbs consist of steel rolled-tread plates. The bridge is lighted throughout by means of luminaires mounted 25 ft. above the roadway on ornamental brackets supported by steel poles located outside of the roadway.
The live-loading used in the design of the bridge is the H20-S16-44 r standard loading specified by the American Association of State High way Officials. At the locations of the six piers in the river the depth of water varies from 50 to 80 feet, the average depth being 70 ft.
The approach roads were designed by the Virginia Department of Highways.
4. JAMES RIVER BRIDGE SYSTEM
General Description
The James River Bridge System is located in the counties of War wick, Isle of Wight and Nansemond, Virginia. It consists of three highway bridges, each with a movable span, crossing the James River and two tributaries, Ohuckatuck Creek and N ansemond River, together with eleven miles of connecting highway.
The system, on the main north and south highways, through Tide water Virginia, is an important link in the Atlantic Coastal highway system. It comprises the portion of U. S. Route 17 between Newport News and Portsmouth, Virginia.
The James River Bridge from the north shore consists of about 8,4 of a mile of concrete pile trestle gradually ascending toward the river channel where four 90 foot plate girder spans and four 210 foot through trusses lead to the ship channel. The channel is spanned by a vertical lift bridge 300 ft. long. Clearance above high water is 50 feet when the span is closed and 145 feet when fully opened. On the south side of the lift bridge there is a similar arrangement of trusses and plate girder spans leading to % of a mile of trestle. At the south end of this trestle is a group of nine 90 foot plate girder spans over a branch channel of the river. Between the group of plate girder spans and the south shore of the river is another trestle, level and straight, 2Ys miles in length. The entire structure carries a concrete roadway 22 feet between curbs providing for two eleven foot roadways.
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The bridge over Chuckatuck Creek contains a double leaf bascule of the rolling type which provides a 110 foot opening at the channel. The approaches to the bascule span are concrete trestle similar to the James River Bridge, one third of a mile on the north side and one eighth of a mile on the south side of the movable span.
The N ansemond River Bridge also has a 110 foot bascule span over the channel with concrete trestle approaches, each Ya of a mile in length. r The width of roadway on the two smaller bridges is 23 feet.
The north approach to the James River Bridge from the connection of U. S. Route 17 to U. S. Route 60 is about 1h mile. Route 60 is the main highway from Newport News to Richmond .
.At present tolls are collected at three locations; the north approach to the James River Bridge and at each of the two smaller bridges. The toll collectors at the Nansemond and Chuckatuck bridges also serve as operators for the movable spans. It is expected that at some time in the future the toll collection points will be located at the two ends of t.he System rather than at the three bridges.
Costs of Rehabilitation
.An extensive modernization and rehabilitation program for the three bridges is currently planned and partly constructed. When this work is completed, the present 26 year old bridges will be restored to such a good condition that the maintenance expense will consist only of routine items of maintenance for many years in the future.
The contract for floor beams repairs has been completed and the work on the contract for the repairs to the substructure and the pro tective encasements of the concrete piles in the trestle bents is now under way. The anticipated costs of this work and of the other items in the rehabilitation program which has been planned are given below. The cost of this work will be paid from existing funds and is not included in the proposed new financing.
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Substructure repairs - all bridges ...... $1,048,000 Replacing present timber decks on movable spans with open steel grid flooring ...... 270,000 Floor beam repairs on steel girder spans ...... 64,000 r Modernization of vertical lift equipment ...... 50,000
Painting of truss spans ...... •.. 100,000 r Bituminous surfacing of bridge roadways ...... 75,000 Widening of the north approach to the James River
Bridge ...... ····· 35,000 Construction of two toll plazas and the purchase and installation of new, modern toll collection
equipment ...... 250,000
Total...... $1,892,000
5. COSTS OF MAINTENANCE AND OPERATION FOR ALL FACILITIES
A study has been made of the organization and the staff needed for operating and maintaining the Hampton Roads Project, the James River Bridge System, the George P. Coleman Memorial Bridge and the Rappa· bannock River Bridge and for fulfilling the requirements of the Trust Agreement under which the bonds will be sold. In addition to the direct expenses of administration, operation and maintenance and the annual costs of the Trust Agreement, the estimate includes the costs of insurance required by the Trust Agreement and the principles of good business management. It also includes annual payments to be made to a Reserve Maintenance Fund for the accumulation of funds to meet the costs of major repairs, bridge painting, equipment replacements and other items which do not recur annually.
Inasmuch as the Traffic Engineers have prepared an estimate of traffic volumes that will occur over the period from 1958 (the expected first full year of operation) to 1994, the costs of maintenance and opera tion have been estimated for substantially the same period based on the traffic volumes estimated by the Traffic Engineers. Certain items of cost will vary with the volumes of traffic. In particular, the total costs of toll collection and toll audit will increase with the total annual number of vehicles using the facilities. Costs of power for the ventilating equip ment will increase with increases of traffic volume. Use and occupancy, Workmen's Compensation and other types of insurance carried will vary somewhat with the volume of traffic and the number of employees.
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It should be noted that no allowances have been made for increases in traffic volumes exceeding the volumes estimated by the Traffic Engineers. Such increases in traffic as may occur beyond the presently r estimated volumes, will provide ample revenue to cover the resulting increase in the cost of maintenance and operation. It is, therefore, con sidered logical and proper to determine only those costs which are con r isistent with and dependent upon those volumes of traffic which yield in each year, the revenue estimated by the Traffic Engineers. ,..
In preparing the estimate of costs of maintenance and operation, a study has been made of the 1st, 5th, 10th, 15th, 20th, 25th and 30th years, based on the traffic volumes and revenues estimated by the Traffic Engineers. Costs occurring during the intermediate years have been r interpolated. The detailed costs of the various items which follow are those for the 5th year of operation.
Operation and Ordinary Maintenance
Administration
It is intended that the operation and maintenance of the four facili· ties will be administered and directed by a staff located in the Adminis tration Building at the toll plaza for the Hampton Roads Project. Included among the personnel are the Director of Toll Facilities, his assistant and superintendents and the personnel performing the func tions of general accounting and toll audit, supervision of toll collection, public relations and personnel, and purchasing. In addition to the salaries of the staff engaged in the above functions and the general office employees, the costs of administration include costs of postage, tele phone and telegraph, supplies, travel expense, electricity, water and fuel as well as costs of Social Security and Retirement Schedule expenses for all employees wherever located. It is estimated that 38 persons will be employed in the Administration Building during the fifth year of operation.
A portion of the space in the Administration Building will be allocated to the collection of tolls and the patrol for the Hampton Roads Bridge-Tunnel. The employees engaged in these services are not in cluded in the 38 persons previously mentioned.
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Services by Others r
This item consists of the cost of advertising and promotion and the legal and engineering services which will be needed in connection with f maintenance and, at times, the design and supervision of new or altera tions of existing construction on all four facilities. At present, legal r and engineering services on the two existing toll facilities are furnished I in part by the Department of Highways and it may continue to furnish such services in the future. Nevertheless, we regard the costs of such services to be a proper charge against the revenue received from the project and are of the opinion that tliey should be included in the estimates of cost of maintenance and operation.
Trust Agreement Expenses
The expenses which will occur under this item are those which are required under the Agreement. They include the annual services of the Consulting Engineer, the services of an independent Auditor, the services of Bond Counsel as required and the Trustee's and Paying Agents' fees.
Toll Collection
This item includes the cost of toll collection at all of the four facilities. It includes the salaries and expenses of all personnel employed in this work except the supervisory staff located in the Administration Building.
Tolls will be collected at only one location at each facility except at the Jam.es River Bridge where collection is planned at each end of the Bridge System. It is estimated that 64 Toll Sergeants and Collectors will be required in the :fifth year of operation.
Operation
A staff of 57 employees will be required for the operation of the Hampton Roads Project. One operator and one electrician will be on duty continuously in the ventilation buildings to control, inspect and perform minor maintenance and adjustment of the ventilating and light ing systems. Two crash truck operators will be on duty continuously; one at each end of the tunnel. Four guards will be on duty continuously within the tunnel to direct and control traffic and to act in cases of dis abled vehicles or other emergencies.
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r In addition to the foregoing personnel, a labor gang consisting of foremen, truck and sweeper operators, and laborers will be required for cleaning and washing down the tunnel, cleaning and maintaining the plaza and Administration Building Area and the highway and bridges on the project.
Other items of operational expense on the Hampton Roads Project include costs of electric power and lighting and miscellaneous supplies including relamping and replacements of uniforms worn by the guards and crash truck operators.
Operating costs of the James River Bridge System and the George P. Coleman Memorial Bridge include the salaries for bridge operators for the four movable bridges and the cost of electric power and lighting and minor miscellaneous costs. Since the Rappahannock Bridge does not have a movable span, its costs of operation consist of lighting and small miscellaneous items.
Maintenance
It is intended that the maintenance of all four facilities will be accomplished from a single Maintenance Depot and Yard conveniently located near the interchange at Route 258. Approximately 50 employees will be needed during the :fifth year of operation. They will consist of mechanics and electricians and their helpers, equipment operators, a stock clerk, laborers, janitors and watchmen working under the direction of a Maintenance Supervisor and foremen. To effectively service the four facilities, a mechanic-electrician would be kept on duty at all times.
In addition to the salaries and wages of the personnel, the costs under this item include equipment operation and repair and materials needed for maintenance.
Insurance
The allowance for the costs of insurance premiums contemplates eight principal types of insurance. The :first of these is Fire Insurance and Extended Coverage on the Administration Building, Toll Buildings, and Maintenance Buildings including their contents.
Multi-Risk Insurance will be carried on all structures in the Hamp-
35 ton Roads Project that cost more than $500,000 and also on the bridges in the other three projects.
r Use and Occupancy Insurance will be carried on all four facilities.
The costs of Multi-Risk and Use and Occupancy Insurance for the James River Bridge System and the George P. Coleman Memorial Bridge have been determined from the costs of premiums paid for current insur ance now carried. It is difficult to determine the exact costs of this insurance on the two projects yet to be constructed since :firm rates will not be quoted until 90 days in advance of the date when the insurance is to be purchased. The allowance made is based on the best information available at the present time.
Also included in this item are the costs of insurance for Property Damage; Public Liability; Automotive Comprehensive Liability and Fire and Theft (except for buses estimated separately) ; Maintenance Equip ment Floater; Workmen's Compensation Statutory Coverage; Fidelity and Bonds; and an allowance for minor miscellaneous insurance not mentioned above.
The annual costs of insurance are predicated on the current discount available through payment from Reserve Funds of three years premium in advance.
Replacement Reserve
The estimate of annual payments to the Reserve Maintenance Fund is intended to provide funds for paying the costs of major items of repair and maintenance not recurring annually. The items included under this heading are painting of steel bridges, replacement of operating and main tenance equipment, repairs to bridges and buildings and such resurfacing of the approach road pavement as may become necessary throughout the years.
In appraising the annual amount of reserves for structures and pavement due consideration has been given to the character of the con struction in which the bond proceeds will be invested and to the fact that three of the four facilities will be new or less than three years old. Consideration has also been given to the fact that a large program of repairs and improvements to the James River Bridge System is now
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under contract or planned. The cost of this work will be paid from reserve funds created under the bond issue to be retired by the new financing. Hence from the viewpoint of the new bond issue, the James River Bridge System is regarded as being in first-class condition. It is not likely to incur any significant maintenance expense, other than paint ing and operation, within the expected life of the new bond issue.
Bus Operation
It has been assumed for the present that a bus system to serve the need for mass transportation will be operated as part of the Hampton Roads Project. Consequently, the gross revenues expected therefrom have been included in the Traffic and Earnings Report and the capital cost and cost of operation are to be included in this Engineering Report.
The item for wages and salaries of personnel covers an estimated 31 employees consisting of a superintendent, a clerk, a stenographer, dis· patchers, a maintenance foreman, mechanics and service men, bus opera· tors, and a janitor as well as Social Security and Retirement Schedule for these employees.
Other items cover fuel, oil, spare parts and tires; heat, light, power, and miscellaneous supplies; insurance; and an annual reserve for extra- · ordinary maintenance and replacement.
It is estimated that four buses will provide service between terminals located at the La Salle Avenue Interchange in Hampton and at the end of Willoughby Spit in Norfolk, at 15 minute intervals, during peak hours. Service at other times would be provided at 20 to 30 minute intervals. The purchase of six buses is recommended to provide for contingencies and reserves. No service truck is needed since one of the crash trucks stationed at the tunnel can serve in an emergency to tow a disabled bus to the garage.
General accounting would be provided by the staff in the Adminis tration Building.
No significant growth of bus operation is estimated by the Traffic Engineers hence the cost of bus operation estimated for the fifth year remains unchanged in later years.
37 Estimate of Maintenance and Operating Expenses
The total estimate (for four facilities) of maintenance and operating expenses, insurance, payments to the Reserve Maintenance Fund and bus operation for the 5th year of operation together with a table of estimated total costs for each of the :first thirty years follows: r
Operation and Ordinary Maintenance:
A. General Administration ...... $200,000 B. Services by Others ...... 35,000
C. Trust Agreement Expense ...... 42,000 D. Toll Collection ...... 260,000 E. Operation ...... 363,000 F. Maintenance ...... 230,000 $1,130,000
Insurance:
Buildings - Fire and Extended Coverage ... . $ 4,000 Multi-Risk on tunnel and main bridges...... 109,000 Use and Occupancy...... 34,000 Public Liability and Property Damage ...... 6,500 Motor Vehicle (not including buses) ...... 4,000 Maintenance Equipment Floater ...... 2,500
Workmen's Compensation ...... 5,000 Fidelity and Bonds ("Triple D") ...... 2,000 Miscellaneous ...... 3,000 170,000 Replacement Reserves: Annual reserve for painting ...... $ 40,000 Equipment Replacement ...... 35,000 Structures and Paving ...... 200,000 275,000
Sub-Total for Fifth Year- excluding bus operation...... $1,575,000
Bus Operation:
Wages and Salaries of Employees including Social Security and Retirement Schedule. . . $113,000
Fuel, Oil, Spare Parts, Tires ...... 18,000 Heat, Light, Power, Misc. Supplies...... 4,500 Insurance ...... : ...... 7,500 Reserve for Extraordinary Maintenance and Replacement ...... 12,000 155,000
Total Maintenance and Operation for 5th Year- Four Facilities and Bus Operation ...... $1,730,000
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f MAINTENANCE AND OPERATION - FOUR FACILITIES
Operation ,. and Ordinary Replacement Bus Year Maintenance Insurance Reserves Operation Total
1958 $1,110,000 $170,000 $275,000 $155,000 $1,710,000 1959 1,715,000 1960 1,720,000 1961 1,725,000 1962 1,130,000 170,000 275,000 155,000 1,730,000 1963 1,735,000 f 1964 1,740,000 1965 1,745,000 1966 1,750,000 1967 1,150,000 175,000 275,000 155,000 1,755,000 1968 1,765,000 1969 1,775,000 1970 1,785,000 1971 1,795,000 1972 1,195,000 180,000 275,000 155,000 1,805,000 1973 1,815,000 1974 1,825,000 1975 1,835,000 1976 1,845,000 1977 1,215.000 185,000 300,000 155,000 1,855,000 1978 1,865,000 1979 1,875,000 1980 1,885,000 1981 1,895,000 1982 1,260,000 190,000 300,000 155,000 1,905,000 1983 1,915,000 1984 1,925,000 1985 1,935,000 1986 1,945,000 1987 1,305,000 195,000 300,000 155,000 1,955,000
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CONCLUSIONS
The detailed engineering studies and investigations necessary to establish the location, alignment and principal features of the Hampton Roads Project demonstrates that there exist no set of conditions adversely affecting the engineering feasibility of this project. We con clude therefore that the facility described in this report is from the point of view of engineering design and construction entirely feasible.
We find that the subsurface soil conditions encountered at the sites of the bridges and tunnel are generally adequate and in the several cases where existing foundation conditions are less favorable, the structures can be designed and constructed at a reasonable cost.
The flat terrain prevailing throughout the project is favorable for highway construction. Since the winter season is of short duration and not severe, only a small loss in construction time is expected within the three-year period required to complete the facility. We anticipate that the Department of Highways can and will acquire rights-of -way in a minimum of time and that no significant delays will occur because of lack of right-of-way.
The Traffic Engineers have reported on the traffic volumes that can be anticipated at various locations throughout the project. We have determined that the capacities of all proposed roadways, interchanges, structures and feeder roads as designed are adequate to effectively serve the traffic predicted.
The toll collection facilities planned for this project are completely adequate for traffic estimated for the first :five years. Additional facilities can be added to the toll plaza when needed.
The estimate of project costs contained in this report is considered adequate to construct and place in operation the facility described in this report. An adequate allowance for costs that may be incurred as a result of conditions that cannot be foreseen has been included in the estimated cost of the project.
Predicated on the estimates of traffic determined by the Traffic Engineers, we have prepared an adequate estimate of the cost of opera tion and maintenance of the four facilities including the operation of a bus system. In addition we have provided sufficient allowance under the item of Replacement Reserve to cover the cost of all items of repair and maintenance that do not occur annually.
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