Daniel Carter Beard Bridge

The Daniel Carter Beard Bridge (Big Mac Bridge) carries Interstate 471 across the Ohio River, connecting Cincinnati, Ohio, with Newport, Kentucky.

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The Daniel Carter Beard Bridge, also nicknamed the Big Mac Bridge, carries Interstate 471 across the Ohio River, connecting Cincinnati, Ohio, with Newport, Kentucky.

History

In 1961, discussions began regarding a second interstate bridge over the Ohio River to connect Cincinnati and Kentucky. Public meetings proposed an expressway extending east from Interstates 71 and 75 at the Brent Spence Bridge, through Covington and Newport, and then north into Ohio. This plan was abandoned due to strong opposition, as it would have required demolishing significant portions of the city’s historic districts.

A new plan was later introduced for Interstate 471, passing through Newport and including a bridge over the Ohio River to link the east side of downtown Cincinnati with Newport. The bridge would connect Interstate 71 to the proposed Interstate 275 on the southern outskirts. Land acquisition for the river crossing began in January 1968, and plans for the bridge and approaches, designed by Hazelet & Erdal of Louisville, were approved by 1970. ¹⁰

Bids for constructing the main river piers and substructure of the proposed Interstate 471 bridge were rejected on September 18, 1970, ^{1 2 4} as they exceeded engineers’ estimates. The lowest bid, $4.9 million, was submitted by Traylor Brothers. After design modifications, Traylor Brothers’ December bid of $5.75 million was later reduced and accepted at $5.3 million in February 1971. ^{5 6 7} Construction of the substructure was already underway by July 1971. ⁷

In October 1971, Bethlehem Steel Corporation submitted a low bid of $15.5 million for the approach spans and superstructure of the main river spans. ³ Construction of the superstructure began in November. ^{1 2}

By August 1974, workers completed the first arch of the new Ohio River crossing. ⁸ To save resources, they avoided building separate falsework towers for the second arch. Instead, on August 23, they used a hydraulic jack system to move the first arch span 70 feet, nine inches upstream, a process that took approximately five hours. Work on the second arch then began using the same falsework as the first.

The downstream bridge opened to traffic in January 1976, accommodating vehicles in both directions. The upstream bridge opened on October 29, 1976, carrying northbound traffic, while the downstream bridge served southbound vehicles. ⁹ At the time, Interstate 471 in Kentucky was incomplete, so the bridge had only one lane per direction, providing a connection between Interstate 71 in Cincinnati and State Route 8 in Newport. On the opening day, a few engineers, state highway officials, and camera crews observed an old white sedan cross the new bridge into Cincinnati. Interstate 471 would not be fully completed to U.S. Route 27 and Interstate 275 for several more years.

On October 5, the bridge was officially named the Daniel Carter Beard Bridge, after the founder of the Boy Scouts of America, following a resident poll. ^{1 9 11} The Scouts had actively campaigned for the naming, delivering petitions to the governor in Frankfort, Kentucky. Dedication ceremonies, led by Kentucky Governor John Y. Brown, were held on February 13, 1977. ^{1 11} The bridge itself cost $24 million, ¹¹ with approaches and ramps totaling $16 million, and $30 million spent on corrective actions. ¹⁰

After the completion of Interstate 471 in Kentucky, the bridge carried six lanes of traffic. In December 2000, it was restriped to eight lanes following the removal of the breakdown shoulder.

Controversy

In 1973 and 1974, landslides occurred at Baum and Kilgore Streets in Cincinnati’s Mt. Adams neighborhood, causing property damage and the collapse of six buildings. ¹⁰ These incidents were triggered by the construction of two ramps: one connecting Interstate 471 northbound to Fort Washington Way westbound, and another connecting the Columbia Parkway Viaduct to Sixth Street. Comprehensive studies by Hazelet & Erdal were recommended but not conducted due to high costs.

James Hough, a respected local consultant and former chief engineer for the state of Illinois, proposed stabilizing the hillside by adding earth at its base to replace removed soil, addressing the root cause of the landslides. ¹⁰ Dr. Arvid Johnson, a geologist at the University of Cincinnati, supported this $3 million plan. The state rejected it as impractical, citing the need to relocate highway ramps and potential operational issues.

Instead, the state opted to demolish properties in the lower Mt. Adams neighborhood, bounded by Baum, Kilgour, Oregon, and Fifth Streets, and construct a conventional retaining wall on bedrock along the downhill side of Baum Street between Monastery and Oregon Streets. ¹⁰ This alternative was estimated at $8 million and required the demolition of several homes. To preserve the structures, the city hired a Seattle-based geotechnical firm to design a combined wall-and-tunnel system: a 1,280-foot retaining wall along Kilgour, anchored to a 1,000-foot tunnel nearly 100 feet below ground.

Federal, state, and local engineers approved the plan, estimating its cost at $10 million. ¹⁰ Ohio’s deputy highway director, however, warned it could trigger further landslides and damage. Construction began in 1979 with a projected cost of $22 million.

By 1980, the warnings proved accurate: additional land movement forced demolition of 13 of the 27 buildings meant for preservation, with the city and state spending $2.5 million to acquire property and relocate 75 residents. ¹⁰ Of the remaining 14 structures, the city owned seven, and two were removed due to damage. Overall, the mismanagement added at least $30 million to the $16 million needed initially to complete the Interstate 71 connection.

“It just shows you have to be careful if you mess with Mother Nature.”

Cincinnati City Engineer Joseph Bischoff ¹⁰

2024 Fire

In the early morning of November 1, 2024, a fire erupted beneath the Daniel Carter Beard Bridge at Sawyer Point Park, consuming the 1,000 Hands Playground.  ^{12 14} The blaze, fueled by plastic and wood from the playground, spread rapidly and ignited parts of the bridge’s underside, including netting and wiring. Nearly 60 firefighters responded, and though no injuries occurred, the intense heat compromised structural elements. Bridge inspectors from the Ohio Department of Transportation (ODOT) and Kentucky Transportation Cabinet (KYTC) conducted an initial inspection that revealed significant damage to at least three beams and a portion of the bridge deck on the southbound side. Less considerable damage was found on the northbound side.

The fire forced a full closure of Interstate 471. ^{12 14} Northbound lanes reopened later that same night, but the southbound side remained closed until February 9, 2025, while emergency repairs were carried out.  An emergency $11 million contract was awarded to Great Lakes Construction to replace seven steel girders and rebuild the damaged deck. ^{13 14}

Authorities concluded the fire was an act of arson committed by Terry Stiles, who confessed to igniting debris under the bridge because “he likes to set fires.” ¹⁴ Stiles, along with accomplices Zachary Stumpf, Kaitlen Hall, and James Hamilton, faced charges ranging from aggravated arson to obstruction of justice. ^{13 14} Stiles received a prison sentence of up to 13.5 years, while others were given lesser penalties.

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Gallery

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Details

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Sources

1. Reis, Jim. “Change in direction – East-west route along riverfront once envisioned for Interstate 471.” Kentucky Post, 9 May 2005, p. K4.
2. Reis, Jim. “I-471′s birth slow to come.” Kentucky Post, 30 Nov. 1998, p. 4K.
3. “Bethlehem Steel low bidder for approach spans to bridge.” Courier-Journal, 8 Oct. 1971, p. B3.
4. “Interstate Span Bids are Rejected.” Lexington Herald, 19 Sept. 1970, p. 17.
5. “Highway Department Opens Toll Road Bids.” Park City Daily News, 13 Dec. 1970, p. 7.
6. Bills, Sheryl. “An Expressways Box Score: Plans, Building, Completions.” Cincinnati Enquirer, 23 Feb. 1971, p. 4.
7. “River View.” Cincinnati Post, 30 Jul. 1971, p. 33.
8. “Don’t Cross Until It Gets Where It’s Going.” Cincinnati Enquirer, 23 Aug. 1974, p. 33.
9. Perry, Doug. “Span to Cincinnati open.” Courier-Journal, 30 Oct. 1976, pp. B3-B5.
10. Harasim, Paul H. “The Mt. Adams wall: building on a problem.” Cincinnati Post, 22 Apr. 1983, pp. 1A-10A.
11. “Beard Bridge dedicated.” Cincinnati Post, 14 Feb. 1977, p. 9.
12. “I-471 Fire Media Center.” Ohio Department of Transportation.
13. Baker, Jennifer Edwards, Brenda Ordonez and Caroline Gerhart. “Suspect in Big Mac Bridge fire sentenced after plea agreement.” WXIX, 28 May 2025.
14. Mannion, Annemarine. “Four Convicted in Fire That Caused $10M in Damage to Ohio’s Daniel Beard Bridge.” Engineering News-Record, 27 Jun. 2025.