McPherson’s Ford Bridge

McPherson’s Ford Bridge is an abandoned truss bridge that once carried State Route 633 over the Cowpasture River in Virginia.

McPherson’s Ford Bridge is an abandoned truss bridge that once carried State Route 633 over the Cowpasture River in Alleghany County, Virginia.

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History

In the 1750s, frontiersmen established plantations in the upper James, Jackson, and Cowpasture river valleys. ¹ Goods such as pig iron, forged iron, lumber, and farm produce were initially transported downstream on flatboats. By the 1820s, efforts to improve transportation included turnpikes, canals, and an unsuccessful attempt to make the Cowpasture River navigable.

In 1825, the land surrounding McPherson’s Ford Bridge was part of a plantation owned by Abraham Ritzer. ¹ At that time, the main road leading east up the Cowpasture Valley crossed the river twice: once near the Alleghany-Botetourt line and again about three-quarters of a mile upstream from the future bridge site. The road that later became State Route 633 likely emerged to access a “mill seat” mentioned in an 1878 deed to William H. McPherson.

On February 29, 1896, amid economic growth in Clifton Forge and Iron Gate, residents of Iron Gate petitioned for a highway bridge over the Jackson River. ¹ The Board of Supervisors appointed five commissioners—Thomas D. Kyle, J.B. Johnson Jr., A.A. McAllister, W.H. McPherson, and A.M. Stull—to evaluate potential locations and report on costs, construction feasibility, and land acquisition.

The commission proposed four locations: ¹

Case I: 1,200 feet below the existing ford near Iron Gate Station; required multiple spans and would cost $8,500.
Case II: Near the center of the gap where an older bridge once stood; would divert traffic from existing alignments.
Case III: 100 feet from the ford, requiring spans and a trestle over a cinder dump; estimated at $9,130.
Case IV: Opposite 3rd Street in Iron Gate; estimated $2,000–$3,000 more than other options.

While Cases I and III were initially favored, the Board selected Case IV on May 9. ¹ However, opposition from the Alleghany Iron Company, the Iron Gate Land & Improvement Company, and the Iron Gate Town Council led to reconsideration. The Board suggested an alternative bridge at McPherson’s Ford near William H. McPherson’s residence.

After surveying, the commission determined a bridge at McPherson’s Ford would be more cost-effective. ¹ The Board initially rejected bids for both McPherson’s and Iron Gate bridges due to excessive costs but later authorized hiring a bridge engineer to proceed at Iron Gate. On September 12, the Board reversed its decision and approved a bridge at McPherson’s Ford.

Bids were solicited, and on October 17, the Board accepted proposals from Rinehart & Valz for masonry, foundations, grading, and timber work, and Nelson & Buchanan of Chambersburg, Pennsylvania, for the iron superstructure. ¹ Half the cost was covered by the County Levy of 1896, and the remainder by the 1897 levy.

Construction

On November 14, W.A. Rinehart and A.M. Valz were contracted for the substructure. ¹ The county agreed to have the abutments and piers finished by January 1, 1897, while Nelson & Buchanan committed to finishing the superstructure by February 1. The bridge would consist of three 104-foot spans with a 16-foot-wide roadway, costing $4,190.

Initially overseen by county engineer William P. Marshall, the project leadership transferred to D.A.A. Keyser on December 26, 1896. ¹ Substructure work began on November 28 while superstructure concerns were resolved. Masonry and grading were completed by February 12, 1897. Load testing took place on April 24, and the bridge opened to traffic on May 8.

Later Years

Alleghany County maintained the bridge until 1910, when it sought state assistance. ¹ The county borrowed $80,000 through an Act of Assembly and issued $1,000 Coupon Bonds. By 1917, the State Highway Commission assumed responsibility for all county bridges.

McPherson’s Ford Bridge was bypassed with a new two-lane structure in 2013.