page_title: San Mateo–Hayward Bridge
section_title: 1967 orthotropic bridge
hierarchical_section_title: San Mateo–Hayward Bridge / History and description / 1967 orthotropic bridge
caption_attribution_description: San Mateo-Hayward Bridge crossing San Francisco Bay, USA
context_page_description: The San Mateo–Hayward Bridge is a bridge crossing the American state of California's San Francisco Bay, linking the San Francisco Peninsula with the East Bay. The bridge's western end is in Foster City, a suburb on the eastern edge of San Mateo. The eastern end of the bridge is in Hayward. It is the longest bridge in California and the 25th longest in the world by length. The bridge is owned by the state of California, and is maintained by California Department of Transportation, the state highway agency. Further oversight is provided by the Bay Area Toll Authority.
  The bridge is part of State Route 92, whose western terminus is at the city of Half Moon Bay on the Pacific coast. It links Interstate 880 in the East Bay with U.S. Route 101 on the peninsula. It is roughly parallel to, and lies between, the San Francisco–Oakland Bay Bridge and the Dumbarton Bridge.
context_section_description: With increased road and marine traffic, a bill was introduced in 1961 by State Senator Richard J. Dolwig to fund a new fixed high-level bridge to replace the 1929 lift-bridge. The modern span, which began construction on July 17, 1961, opened for traffic in 1967 at a cost of $70,000,000 (equivalent to $410 million in 2018). The originally designed upgrade would retain the existing lift span (along with the attendant delays due to passing ship traffic), adding a second deck to the truss spans and widening the existing trestles to four lanes, but the California Toll Bridge Authority added $30,000,000 (equivalent to $197 million in 2018) to the project budget in September 1961 to replace the existing lift span with a fixed high-level double-deck span, which would have been similar in appearance to the nearby 1956 Richmond–San Rafael Bridge.
  By that time, prior phases of the project had already been awarded to relocate the toll plaza from San Mateo to Hayward on new fill and bids were taken for the new eastern trestle, with trestle construction awarded to Peter Kiewit Sons'. The finished single-deck design was not finalized until January 1962, with work initially estimated to complete in 1965.
  The new span won two prizes in 1968: an ASCE Award for Outstanding Civil Engineering Achievement and an American Institute of Steel Construction long-span prize bridge award.
  William Stephen Allen was retained as an architectural consultant, although the bridge was designed by the Bay Toll Crossings Division (under Chief Engineer Norman C. Raab) of the California Department of Public Works. Chuck Seim, one of the design engineers working for Bay Toll Crossings, would later credit Allan Temko's criticism of Raab's economical truss design for the Richmond–San Rafael crossing for generating sufficient public pressure to drive the single-deck design. Temko's article quoted Tung-Yen Lin as being against a repeat of the Richmond–San Rafael design, but Lin ultimately gave Temko the credit for the design. Raab retired and his successor, E.R. "Mike" Foley, was willing to incorporate aesthetic considerations, resulting in the final design. The western highrise span features an all-steel superstructure, with an orthotropic deck over two parallel box girders, following the construction of several smaller test bridges using the same orthotropic deck technology. It was the first large-scale use of an orthotropic deck, which reduces weight, and thus seismic loading, although the bridge is expected to receive moderate to major damage following an earthquake.
  Murphy Pacific Marine built the Marine Boss floating barge-crane in 1966 with a 500-short-ton (454 t) capacity to perform the heavy box girder and deck-section lifts. The heavy lift capacity of Marine Boss enabled Murphy Pacific to raise much longer prefabricated girders than existing barge cranes would have allowed. Box girder and deck sections were fabricated in Murphy Pacific's Richmond yard and were carried by Marine Boss to the bridge construction site. Marine Boss was sold for scrap in 1988 to Weeks Marine in New Jersey, who renamed it the Weeks 533 and refurbished it. Weeks 533 has since been used for several notable heavy lifts, including moving the Concorde and Enterprise onto the Intrepid Sea, Air & Space Museum and lifting the downed hull of US Airways Flight 1549 from the Hudson River.
  The total length of the bridge is 7 miles (11.3 km), which is made up of a western 1.9-mile (3.1 km) highrise section and an eastern 5.1-mile (8.2 km) trestle section. Approximately 425,000 cubic yards (325,000 m³) of fill were used at the Hayward end to reclaim land for placing the toll plaza and administrative buildings. The eastern trestle span was built on 4,840 prestressed hollow concrete piles, each 60–90 feet (18–27 m) long. The contractor built a casting yard in Richmond to produce the concrete piles continuously. The new eastern trestle span was completed in 1963 and traffic over the existing 1929 bridge was moved over to it.
  Work on the western highrise span was bid in October 1964 and commence
caption: San Mateo–Hayward Bridge (1967), showing some of the electric transmission towers paralleling the bridge route and Werder Pier (at left)
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