historic context of maryland highway bridges built between 1948 ...

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SECTIONSIXResults of Field InvestigationsCriterion D“Properties can be eligible for the National Register if they have yielded or are likely to yieldinformation important in prehistory or history.”Because this Criterion applies ordinarily to archeological resources, eligibility under thisCriterion was not evaluated as part of this study.The Historic Highway Bridges in Maryland: 1631 – 1960, Historic Context Report containsadditional criteria for common bridge types and technologies found in Maryland. The fieldworkand contextual research conducted by URS and Hardlines as part of the Historic HighwayBridges of the 1948-1960 Period Project revealed that the following factors are particularlyimportant in evaluating postwar bridges in Maryland, and may be used to augment the abovementionedNational Register Criteria. These evaluation factors include:Association with statewide transportation planning efforts:- Private automotive clubs or local/county governments constructed many bridges inthe nineteenth and early twentieth centuries. As transportation planning matured bymid-century, postwar transportation planning projects were often initiated on the statelevel (following federal planning guidelines). This is indicative of new transportationlaws that took a more standardized approach to transportation planning.Association with large transportation infrastructure projects:Scale:- Many of these bridges may not be significant examples when evaluated individually.However, postwar transportation planning in Maryland was sometimes characterizedby larger projects that encompassed more than one bridge. It is important to evaluatethe thematic and design relationships between an individual bridge and any potentiallarger transportation project (which may include an evaluation of the larger resource).An individual bridge, while lacking individual significance, could be evaluated as acontributing resource within a larger district of related resources.- Bridges that display a larger scale should be more carefully evaluated. The postwarperiod of transportation planning in Maryland was frequently associated with thedesign and construction of wider, dualized roadway design. This effort later includedlimited access interstate highways, which were preceded by the design of roadwaysthat were larger—and wider—and could better accommodate a higher rate of traveland a larger capacity.Safety improvements:- Many postwar bridges were designed to replace smaller, earlier structures. Roadwayimprovements in Maryland often demonstrate an increased sense of safety; tight,narrow, and dangerous curves associated with earlier roadways (intended for a slowerrate of speed) were often replaced in the postwar era. Postwar automotive travel (andtransportation design) was distinctly different than prewar travel—much of thisrelates to different life-safety features associated with a higher rate of speed.-\15-SEP-11\\ 7-4
SECTIONSIXResults of Field InvestigationsTechnology:- Bridges that display the early use of technological advances in design andconstruction methods in the postwar era before or immediately concurrent with theformal adoption of those standards by a statewide design authority are more likely tobe considered eligible as significant examples of innovative design. Other bridges,built after particular technological methods became accepted standard practices, maybe considered representative examples of that design type, but may be less significanton an individual basis.Integrity and type:- Transportation design in Maryland took place on an unprecedented scale in anattempt to correspond to the unrivaled ownership and use of automobiles.Accordingly, Maryland features a large number of standardized examples of bridgetypes. Bridges that are representative of typical—or representative—bridge typesmay be individually eligible, but should be scrutinized closely with a strictapplication of integrity criteria. There is more likely to be a lower percentage of trulysignificant individual examples of these popular bridge types than those bridge typesthat are unique or distinctive (and, hence, smaller in the total number built).\15-SEP-11\\ 7-5
Page 3 and 4: F I N A L R E P O R THISTORIC CONTE
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Page 8 and 9: Executive SummaryHA-2046PG:68-100PG
Page 10 and 11: Table of ContentsConclusion and Rec
Page 12 and 13: SECTIONONEIntroductionTwenty one br
Page 14 and 15: 3. Section 1 ONE Methodolog ySECTIO
Page 16 and 17: SECTIONTWOMethodologyNineteen highw
Page 18 and 19: SECTIONTHREEHistoric Context1960 on
Page 20 and 21: SECTIONTHREEHistoric Contextcovered
Page 22 and 23: SECTIONTHREEHistoric Contextorigina
Page 24 and 25: SECTIONTHREEHistoric Contextexperie
Page 26 and 27: SECTIONTHREEHistoric Contextthe roa
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Page 30 and 31: SECTIONTHREEHistoric Context4.7 IMP
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Page 34 and 35: SECTIONTHREEHistoric Contextof outs
Page 36 and 37: SECTIONFOURPost World War II Techno
Page 42 and 43: SECTIONFIVEConsulting Engineers and
Page 48 and 49: SECTIONSIXResults of Field Investig
Page 96 and 97: SECTIONSEVENConclusion and Recommen
Page 98 and 99: SECTIONEIGHTReferences CitedCorddry
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SECTIONEIGHTReferences CitedKaszyns
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SECTIONEIGHTReferences CitedSeely,
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Appendix A1948-1960 Maryland Bridge
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Appendix BMaryland Bridges By Type
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Appendix CResumes of Key Personnel\
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Appendix DNotes From August 25, 200
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Appendix DNotes From August 25, 200
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