According to the contract specifications written up by the Railroad's Chief Engineer Thomas C. Atkinson in 1850, there were two types of water crossings:
1. Culverts - "Embracing all openings constructed without centering."
2. Bridges - "Embracing all openings composed of abutments and piers to support trussed superstructures."
"The bridges from Alexandria, as far as, and inclusive of that at Bull Run, shall be built of the best description of uncoused masonry, the stones to be not less than ten inches thick to have horizontal beds and vertical joints on the face,..."
The original abutments still standing at Bull Run and at other places along the line today are clearly built to these specifications. The stone was acquired from the Little Falls area on the Potomac. It should be noted that masonry was expensive and the railroad preferred diversion or use of culverts for small watercourses if practicable.
During the Civil War nearly all of these bridges were destroyed and replaced on numerous occasions with wooden truss and trestle bridges built by the USMRR. Following the war the company repaired and maintained many of these wooden bridges until it could afford to rebuild with masonry.
In the 1880’s the railroad, now known as the Virginia Midland Railway, began a bridge repair and renewal program spurred on by the increased size and weight of the new locomotives being built. Though it is not known for sure how many bridges were replaced, the company spent $34,556.00 between December 1881 and September 1882 on bridge renewal and repair. According to W.M.S Dunn, engineer and superintendent of the line in 1882, 13 bridges were proposed to have work done (including Pope’s Head No. 4).
Some of these bridges were apparently replaced with Steel Pratt Truss Bridges built by the Pittsburgh, Pennsylvania-based Keystone Company. These bridges were built to carry single track and were pre-fabricated at a shop and then delivered and put together into place at the designated spot. One of these bridges still exists and is used as an automobile bridge (Bridge No. 6023). It can be seen on state route 646 (Aden road) near Nokesville. This particular bridge was built in 1882 to carry a single track. It is not known where it was once used on the mainline before being moved for use as an auto bridge. It has been placed on the National Register of Historic Places and is still owned by the Railroad.
These bridges were eventually replaced in 1903-1904 when The Southern Railway double-tracked the mainline. This double-tracking required a major bridge rebuilding program. John W. Ash, Inspector of Masonry and Assistant Engineer wrote in 1905:
“All old bridges were taken out and replaced with new and heavier structures, excepting three or four that had been erected during the past few years. The total number of new bridges is as follows: 42 spans of deck plate girders from 30 to 90 ft. span; 2 spans of through plate-girders; 1 four-span single track through truss; 1 single span double track through truss; 1 single span double track dock truss with 90 ft. girder approaches at each end; and 1 viaduct 470 ft. long.
In addition to the above, four old single span, single track through trusses were erected for highway crossings, and one single track one span through truss was taken out at mile post 74 and re-erected at mile post 10.”
Ash also reported that the Phoenix Bridge Company furnished and erected the new bridges along the line, also taking out the old structures. Many of these bridges still remain, and continue to be used, most notably the Cannon Branch bridge near Manassas that has 1903 stamped on it.
During World War II, some bridges would need reinforcing to handle the heavier freight traffic.
Following is a list of the Principle Bridges along the old mainline and the status of the historic 19th Century remains as well as accessibility to them today. Please note that you should not trespass onto private property and stay a good distance away from the active Railroad tracks.
Location: North of the National Cemetery in Alexandria.
Remnants: Original 1850 gray stone culvert (North Face) still standing incorporated into a widened structure circa 1872.
Accessible: This arched culvert is now used as an auto bridge and is accessible. It can also be viewed from the National Cemetery. An Historic Marker on site describes the bridge's history.
Location: Site is on western edge of Alexandria in Cameron Run Regional Park.
Remnants: No 19th Century remnants. Much longer and wider 20th century structure on site.
Accessible: Site is accessible by foot trail in Cameron Run Regional Park.
Location: Site is south of Edsall Hill and east of the Edsall Station site.
Remnants: 20th Century Bridge now on site.
Accessible: Site is not easily accessible.
Location: Site is just east of Springfield Station.
Remnants: 20th century bridge sits on the stonework foundations of the historic structure.
Accessible: Bridge may be viewed from VRE platform.
Location: Historic bridge site is submerged beneath Lake Accotink within Accotink Regional Park.
Remnants: A 1948-era bridge is near the dam in park. The railroad alignment has changed with the historic rail bed now a trail through the park.
Accessible: Site is within Accotink Regional Park. Historic Markers located near present bridge.
Location: West of Burke Station Site.
Remnants: East bound 20th-century bridge sits on original foundation stones of 19th Century bridge.
Accessible: Site may be accessed by footpath in Pohick Stream Valley Park off Coffer Lane.
Location: East of Sangster’s Station Site.
Remnants: Stone Bridge abutments remain on the old abandoned historic roadbed.
Accessible: Site is on private property off Colchester Road. Accessible by permission only.
Location: West of Sangster’s Station Site
Remnants: The historic eastern stone bridge abutment remains on the abandoned old roadbed. The western abutment is buried under fill when Pope's Head creek was redirected in the 20th century.
Accessible: Site is on private property accessible by permission only.
Location: Northwest of Clifton near Chapel Road Park
Remnants: Historic Stone Bridge abutments remain on the old abandoned roadbed.
Accessible: Site can be viewed at a distance from Chapel Road Park, however the abutments are on private property.
Location: Just south of above bridge site.
Remnants: Historic Stone Bridge abutments remain on the old abandoned roadbed.
Accessible: Site can be viewed fromChapel Road Park and can also be seen from Chapel Road however the abutments are on private property.
Location: South of Clifton Station site.
Remnants: Northern abutment remains standing adjacent to present railroad bridge, blocks from southern abutment are scattered adjacent to present-day bridge.
Accessible: Site is accessible through Clifton Community Park.
Location: South of Clifton, north of Union Mills Station site.
Remnants: Bridge abutments remain adjacent to present-day bridge. On the Virginia Landmarks Register.
Accessible: Site is accessible by foot trail along Bull Run/Occoquon Regional Trail near Hemlock Overlook Regional Park.
Location: South of Bull Run, north of Bridge.
Remnants: Unknown
Accessible: Not readily accessible.
Location: Site is off Wakeman Drive near surviving Cannon Branch Fort.
Remnants: Some old stone blocks scattered near the current 1903 dated bridge.
Accessible: Site can be accessed from the fort, but the fort is not yet open without permission from the Manassas Museum.
Location: South of Manassas, near Manassas Airport.
Remnants: Current Bridge dates from 1948.
Accessible: Site can be viewed off of Piper Lane. There are no remnants of the historic structure.
Location: South of Bristoe Station Site.
Remnants: Some scattered blocks near 40 foot high bridge of 20th century vintage.
Accessible: Site is on private property and inaccessible to the public.
Location: South of Dumfries Road, North of Catlett.
Remnants: Unknown
Accessible: Private property, Inaccessible.
Location: South of Catlett.
Remnants: 20th century structure on site. Some stone blocks remain nearby. Recent VDOT activity has disturbed area.
Accessible: Site can be viewed just to the south of Rt. 28 highway bridge.
Location: Southern end of Warrenton Branch Junction.
Remnants: Original stone has been incorporated into present structure.
Accessible: Private railroad property must be crossed to access.
Location: Just north of the John Marshall Birthplace Park in Midland.
Remnants: Unknown
Accessible: Site not readily accessible. Distant view of site can be seen from Park, vegetation permitting.
Location: North of Bealeton.
Remnants: No remains of old bridge, 20th century structure in place.
Accessible: Site is adjacent to Bealeton Road.
Location: South of Bealeton.
Remnants: No remains of old bridge, 20th century structure in place.
Accessible: Site is adjacent to Remington Road.
Location: Northern border of Remington.
Remnants: Stone Abutment remains adjacent to present railroad bridge.
Accessible: Site is adjacent to Remington Road.
Location: South of Remington.
Remnants: Piers remain up river from present railroad bridge.
Accessible: Site may be seen from Rt. 15 Business road bridge. Must cross private property to view up close.
Location: South of Rapidan
Remnants: 40-foot high Stone abutments remain on both sides of the river as well as a 20-foot pier in the river itself.
Accessible: The pier in the river may be viewed from public road on the Orange County side of the river. The abutments remain on private property.
