Mystery Bridge Nr. 84: An Ancient Bridge over a Small Waterfall

ERFURT, GERMANY- This Mystery Bridge article takes us back to my old battleground for bridges and teaching English: the city of Erfurt in the German state of Thuringia. As mentioned in the tour guide series five years ago, the capital has a population of 240,000 inhabitants and has over 240 bridges spanning the River Gera, the Diversion Canal Flutgraben, as well as several creeks and highways. This includes over two dozen arch bridges in the city center as well as along the Flutgraben.

Pförtchenbrücke spanning the Flutgraben at Pförtchenstrasse southwest of Erfurt Central Station Photo taken in July 2017

And while the authors have done research on the bridges in Erfurt for two books, the latest was released in 2012, they probably have seen this bridge many times, but have crossed this bridge without noticing it just as many times as well……

Beautiful waterfall on the southeast end of Pförtchen Bridge as the creek empties into the Flutgraben. However, when climbing up the rocks and going underneath the bridge that serves a bike path, I found another bridge, or something looking like a bridge…….

Judging by the features of the arch strutcure, this may be the oldest infrastructure that existed in the city of Erfurt, as the bridge is made of stone, but the keystone features resemble a monster spewing out water as it flows into the mouth of the canal:

Judging by the length of the bridge, it is no longer than 10 meters and is no more than 1.5 meters above the water.  No plaLittle is know about this bridge except for the fact that the area used to be part of the Steigerwald Forest before it was occupied with houses in the 1860s. In fact, the Pförtchen Bridge itself was once a wooden bridge built in 1875 and having served horse and buggy as a gateway to the walled city. The bridge was then replaced by the current structure in 1897 when the canal was built and the older structure was removed. It is possible that this bridge was a key crossing going to the forest, but when the first bridge was constructed, it was filled in, converting it to a pipeline which still serves the waterway. This is most likely the case as there is no known data that can prove that the pipeline was made with stone arches, unless there was a canal serving residents in the southern part of Erfurt. But even then, it would have to have been made with brick or concrete, or even lead.

But never say never, when it comes to civil engineering. When engineers have a creative idea and/or will, they will carry it out, for the purpose of experiment, aesthetics and especially, functionality. 🙂

And so, it’s your turn. What do you think and/or know about this bridge? Is this an original crossing or a pipeline? How old do you think this bridge is?  Your help with comments and information would be of great help. You can provide your thoughts and comments here or via e-mail.

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While you are at it, check out the updated version of Erfurt’s Bridge Tour Part 1, which features bridges in the outskirts. This includes maps and additional information as well as additional information via Instagram. Click here to view. Part 2 of the city center’s bridges will follow in the fall.

Mystery Bridge Nr. 84: An Ancient Bridge Over a Small Waterfall

ERFURT, GERMANY- This Mystery Bridge article takes us back to my old battleground for bridges and teaching English: the city of Erfurt in the German state of Thuringia. As mentioned in the tour guide series five years ago, the capital has a population of 240,000 inhabitants and has over 240 bridges spanning the River Gera, the Diversion Canal Flutgraben, as well as several creeks and highways. This includes over two dozen arch bridges in the city center as well as along the Flutgraben.

Pförtchenbrücke spanning the Flutgraben at Pförtchenstrasse southwest of Erfurt Central Station Photo taken in July 2017

And while the authors have done research on the bridges in Erfurt for two books, the latest was released in 2012, they probably have seen this bridge many times, but have crossed this bridge without noticing it just as many times as well……

Beautiful waterfall on the southeast end of Pförtchen Bridge as the creek empties into the Flutgraben. However, when climbing up the rocks and going underneath the bridge that serves a bike path, I found another bridge, or something looking like a bridge…….

Judging by the features of the arch strutcure, this may be the oldest infrastructure that existed in the city of Erfurt, as the bridge is made of stone, but the keystone features resemble a monster spewing out water as it flows into the mouth of the canal:

Judging by the length of the bridge, it is no longer than 10 meters and is no more than 1.5 meters above the water.  No plaLittle is know about this bridge except for the fact that the area used to be part of the Steigerwald Forest before it was occupied with houses in the 1860s. In fact, the Pförtchen Bridge itself was once a wooden bridge built in 1875 and having served horse and buggy as a gateway to the walled city. The bridge was then replaced by the current structure in 1897 when the canal was built and the older structure was removed. It is possible that this bridge was a key crossing going to the forest, but when the first bridge was constructed, it was filled in, converting it to a pipeline which still serves the waterway. This is most likely the case as there is no known data that can prove that the pipeline was made with stone arches, unless there was a canal serving residents in the southern part of Erfurt. But even then, it would have to have been made with brick or concrete, or even lead.

But never say never, when it comes to civil engineering. When engineers have a creative idea and/or will, they will carry it out, for the purpose of experiment, aesthetics and especially, functionality. 🙂

And so, it’s your turn. What do you think and/or know about this bridge? Is this an original crossing or a pipeline? How old do you think this bridge is?  Your help with comments and information would be of great help. You can provide your thoughts and comments here or via e-mail.

Name(required)

Email(required)

Website

Comment(required)

Submit

Δ

 

While you are at it, check out the updated version of Erfurt’s Bridge Tour Part 1, which features bridges in the outskirts. This includes maps and additional information as well as additional information via Instagram. Click here to view. Part 2 of the city center’s bridges will follow in the fall.

Locals Fight to Preserve the Frank J. Wood Bridge in Maine

Photo courtesy of the Friends of the Frank J Wood Bridge

A couple weeks ago, the Maine Department of Transportation (MDOT) declared the historic Frank J. Wood Bridge, a three-span polygonal Warren through truss bridge with riveted connections and one-rhombus Howe lattice portal bracings to be a liability, deciding for the modernity with replacing the structure with a concrete one, to be built alongside the 1932 structure, with the old structure to be removed shortly afterwards. This was confirmed through multiple news outlets as well as the agency’s website.

In the eyes of locals, the news story is considered fake news and have an alternative news story to share, one that sheds light on MDOT’s neglect of historic structures. As the environmental surveys are going to be carried out, much of which in connection with Section 106- 4f of the Historic Preservation Laws of 1966, locals, like John Graham, a realtor in Topsham and one of the members of the committee to save and restore the bridge, are stepping up to the plate and planning to turn the heat on MDOT, to force the agency to rescind the decision and look at constructive ways to keep the bridge in service, using more than enough notable examples to go around.

In an interview with the Bridgehunter’s Chronicles, Mr. Graham provides us with a glimpse of the historic significance of the Frank Wood Bridge, why MDOT has not taken historic bridge preservation seriously- following the path of neighboring New Hampshire- and measures that are planned to fight for the preservation of their prized historic landmark.

 

1. First and foremost, how significant is the Frank J Wood Bridge in terms of its history and ties with the communities of Brunswick and Topsham?  

The bridge was built in 1932.  It crosses what was three natural falls, one being so high it stopped the sturgeon from going any high to spawn and was one of the best fishing areas for the Native Americans and there is recorded history as early as 1620 of settlers using it as a fishing spot.  The bridge is flanked on each side by mill building which still stand and were both in operation one into the sixties and the other into the eighties.  The mills have both been redeveloped but retain their historical nature and the three structures- the two mills and the bridge create a recognized Industrial district.  If the bridge is removed the district will no longer exist.  The bridge has been the meeting place of both towns and held Memorial day parade celebrations every year.  President Johnson crossed it in his motorcade once. Pictures of the bridge appear on numerous websites, on last year’s phonebook cover, it is the one instantly recognizable icon of both communities (Topsham and Brunswick).

2. The bridge was named after Frank J. Wood. Who was he and how important was he to the communities/ area?

Frank J. Wood was a local farmer and paper maker- worked in the Topsham Mill.  He is credited with suggesting the current location of the bridge and died childless shortly after the bridge was completed.

A write-up on the bridge and its history can be viewed by clicking here.

3. How long has MaineDOT been trying to replace this bridge? What are their arguments for replacing it?  

MDOT has been systematically not maintaining older thru truss bridges for decades.  The last time the bridge was painted was 1980.  They proposed removing in 2004 (?) and then again in 2015.  They have very weak arguments- mainly cost.

Note: There are some examples of historic bridges in Maine that have been taken down, solely for that reason. Click on the following bridges below:

Waldo-Hancock Bridge

Steep Falls Bridge

Bar Mills Bridge

Lisbon Falls Bridge

Sara Mildred Long Bridge

Memorial Bridge

Richmond-Dresden Bridge

Wadsworth Bridge

Stevens Bridge

Littlefield Bridge

4. Your arguments against replacing the bridge- why should the bridge be preserved?  

Why not?  The bridge is exceptionally wide for its time (30 feet) and tall (14.8 feet).  It was built to have two lanes of traffic and a coal car trolly line down the center.  The bridge if properly maintained could be around for many more generations.  The State is rapidly losing what was once a fairly common bridge type and the location and setting of this one is exceptional.  It is also not functionally obsolete like so many are.  MDOT had a plan in the mid eighties to put three lanes of traffic across it.  It can easily handle two ten foot travel lanes and two five foot bike lanes.  Just up stream is a restored suspension walking bridge.  Maine has few economic things driving it currently and our historical downtowns and historical structures create a unique sense of place.  This drives our tourism industry and attracts both business and residence to the area.  The new “low cost” alternative does not fit the location.

5. Maine DOT had presented four proposals for the bridge, two of which had to do with rehabilitation. Can you describe how the bridges would be rehabilitated?  Which of the two plans do most of the people favor?  

The rehabilitated bridges would both have completely new decks installed and minor repair to one bottom cord and a complete paint job.  The other alternative adds a second side walk.  It is unclear if a second sidewalk is favored or not.  MDOT has really created dialogue of only new or old and rusty. I personally do not see the need for a second side walk and look at the New Hope- Lambertville Bridge between PA and NJ as a great example of a bridge between two historical downtowns that has only one side walk and handles as many as 14,000 pedestrians in a single weekend.  That bridge is actually longer and also has a newer bypass bridge, although the bypass here is closer.

Please click here to view the page of the New Hope- Lambertville Bridge

A couple other bridge examples from Minnesota also follow the same pattern, such as the Broadway Avenue Bridge in St. Peter as well as the Washington Avenue and Merriam Street Bridges in Minneapolis, for example.

6. After the DOT’s decision to replace the bridge, you presented a counter-statement, claiming that the agency had not done enough to conduct feasible studies on the bridge, specifically looking at the options carefully and selecting the rehabilitation option. Can you explain further what they didn’t do that they should have done, let alone what they did which would be considered illegal in your terms?

They never have seriously considered rehabilitation and have hired a consulting firm that does not have experience in rehabilitation.  The quotes that they have made public are wildly high according to the experts we have ran the numbers by.  They have used this method to sway public opinion.  MDOT came out with a preferred alternative- the new upstream bridge before the 106 process even begin.  This is not how the process is meant to take place.  They need to hire a qualified firm to give realistic rehab and long term maintenance costs for the bridge.  The main thing they initially failed to do was to say they were going to conduct a full Environment assessment EA. They have since (this week) notified us that they now plan to do so.  If it is necessary to sue it will be after the EA is complete and the 4f process is done.  We are gearing up for the 4f process because this is the law that actually has some teeth and where we can win.  MDOT has publicly stated that it is feasible to rehab the bridge.  We had several small victories during the 106 process where we were able to get them to agree the  rehab with one side walk fit the purpose and need and that the removal of the bridge would be both a adverse affect to the bridge itself and also to the industrial district mentioned above.

7. In light of the decision by the DOT, what steps are you considering taking at this point?

We were all fully expecting this decision as they had made it a over a year ago and we forced them to follow the law and actually do a real 106 process.  We are gearing up for the 4f and a possible legal battle there.  We are in the process of securing an engineering firm to do an independent analysis of the bridge rehabilitation costs.  This has proven very difficult because no firm in the East will go up against MDOT for they are a big client.  Many have spoken to us off record but none will actually put a report together.  We have found several from across the country that are willing.  The battle now is all in the term “prudent”.  We have forced MDOT to only rely on  life cycle costs to make this argument. Cost we believe are overstated for this sole purpose.

8. Who else has been helping you with supporting the bridge in terms of consultancy, legal action, fundraising, meetings, etc.?

There is a core group of about 10 of us with two very generous financial backers.  We have an excellent local attorney and engineers and professors from around the country that we have been meeting with.

9. Should the DOT be forced to rescind their decision and favor restoring the bridge, are there going to be any fundraising options, etc. for the bridge?

When MDOT is forced to maintain the historical structures they are charged with maintaining; the State and Federal government will pay for it.  The fundraising option in this case is called taxes.  That said there is talk of creating a yearly festival centered around the bridge which we would raise money for.

10. With regard to restoring the bridge, what would the newly restored bridge look like in comparison to the proposed replacement? Would there a park area, etc.?

The restored bridge would look identical to the bridge we have but painted with a new coat of green paint.  The only difference would be the deck would no longer have metal grates down each side and would have slightly narrower travel lanes and actual bike lanes painted on.  The new bridge is a flat highway overpass bridge.  You can see pictures of both on the Facebook page.

 

11. What is the general mood at the moment in response to the DOT’s wanting to replace the bridge?

The groups mood is one of continued optimism.  We have been expecting this day.  It is just another step closer till we can save the bridge.  The community is torn between in favor and not in favor although the not in favor have been fed really misleading information from MDOT.

While some communities and regions have stepped aside to let the DOTs and other local agencies tear down their structures, many of which had been listed on the National Register of Historic Places, there are enough pocket of examples of people, like the communities of Brunswick and Topsham are working to impede the progress of MDOT, using experts from across the country to prove that just because one bridge part is bad, does not mean the whole bridge needs to come down. Instead they want to set an example for other DOTs in the US, proving that the age of wasting materials and destroying heritages is not in the best interest, no matter how the arguments are packaged and presented. It is hoped that this successful trend will force others to think about their own infrastructure and use rational thinking instead of the mentality which means, haste makes waste.

The Chroicles will keep you informed on the latest with the Frank Wood Bridge. You can also follow the Friends of the Frank Wood Bridge by clicking onto its facebook page here.

Special Thanks to John Graham for his help in the interview and best of luck in efforts to stop the replacement process, slated to begin next year.

Green Bridge in Waverly, Iowa: The Bridge That Is the Face of the City

City Council pursuing Replacement Options in the Face of Opposition after a Reversal Voting

 

WAVERLY, IOWA- This story opens up with a comment mentioned by one of the residents living near the Green Bridge in Waverly: “River Cities work when bridges work.” This was during the time when the Waverly City Council voted to overturn a decision to repair the three-span truss bridge. Little do people realize that even modern bridges have the potential of failing during floods, and most modern bridges lack the aesthetic character as the crossing we are talking about here.

 

Spanning the Cedar River at 3rd Street SE, this century year old structure was built by the Illinois Steel Company, using standardized bridge designs approved by the Iowa Department of Transportation a couple years earlier. In this case, the structure features three spans of Pratt through trusses with A-frame portal bracings, V-laced overhead strut lacings with 45° heel supports and riveted connections. The total length of the bridge is 363 feet; each span is 121 feet. The width is 17 feet and the vertical clearance is 12 feet. It is unknown when the bridge was painted green, nor do we know of its predecessor, but for 100 years, this bridge provided a link between the Park districts to the south and the rest of Waverly, including the city center. Prior to its closing in 2015, the bridge was restricted to one lane of traffic, controlled by a traffic light, and the decking was steel gridded.

According to information by the local newspapers, the bridge had to be closed due to deterioration of the lower chord of the trusses, combined with cracks in the concrete piers. Much of which was caused by too much salt, combined with damages due to flooding and weather extremities. Still, the bridge retained its structural integrity and its character until most recently.

 

The Green Bridge has been a subject of controversy lately because of developments by the Waverly City Council. After its closure in February 2015, the city council voted unanimously in favor of rehabilitating the bridge exactly a year later, by a vote of 5-2. The original plan was to replace the decking of the bridge as well as the bearings and floor beams. The bids were later solicited with the lowest one having the cost of $2.3 million for the work. This was well under the city’s budget by about $300,000, according to the facebook page supporting restoring the Green Bridge.  Just as the bid was to be signed and contract let out, the vote for repairing the bridge was reversed- exactly one year later! Thanks to five people speaking for and six against the repairs of the bridge, plus 13 letters for the project in comparison with 9 against, the city council on 22 February this year voted against the plan to repair the Green Bridge, by a vote of 4-3.

 

Councilman Dave Reznicek’s comment after the vote was best put as follows: “Tonight, we’ve effectively set a precedent that we can go back and undo any vote.”  The factors that led to the reversal decision was obvious:

 

1. Costs. At the time of the reversal vote, the city had too many irons in the fire regarding construction projects in the city. This included the reconstruction of several streets, including Cedar Lane and the River Parkway and bridge. While the streets were in dire need of reconstruction, the consensus is the lack of priority as to which streets are a necessity and which ones can wait. Waverly has four Cedar River bridges, but only two that are functioning: The Adams Parkway Bridge to the north and the Hwy. 3 Bridge at downtown. The Green Bridge is closed to traffic and the nearest bridge detour would be through downtown- a waste of gas and money. A fourth bridge is a former railroad crossing that is now a bike trail. A fifth bridge at Cedar River Parkway is being planned and would be the southernmost bridge in the city. The decision to reverse the repair work on the bridge set the precedent for projects that were being undertaken but are now threatened with delays.

 

2. Lack of interest. With the costs for several city projects come the lack of interest from residents. The costs for such projects would come at taxpayer’s expense. Letters flooding into the city council and speeches argued that the bridge should be neither repaired nor replaced because of costs. Some argued for replacing the bridge because in the long term, it would be cost effective, even when constructing bridges at grade with the truss structure. However, even modern bridges cannot take high water too well, as seen in a couple video examples below:

 

 

Those who support repairing the Green Bridge have two really legitimate excuses: 1. It would retain the historic integrity of the structure and prolong its lifespan by at least 20 years, 2. It would be cost effective in a way that the bridge would still continue to serve traffic in its original state, meaning one-lane with traffic lights to regulate traffic.

 

3. Personal interest. Politicking was another key factor in the decision to reverse the decision to repair the bridge. One of the leading opponents of the Green Bridge repair project was Edith Waldstein, who not only voted twice against repairing the bridge but rather replacing it, but also twisted the facts to win influence. In a statement after the 4-3 defeat, when members and residents demanded that the vote to repair the bridge be honored, she replied as follows: “What we approved a year ago was not to repair the bridge, it was to go ahead with the process in seeking bids.” Yet her opposition was not new, for previous projects to restore the Green Bridge also failed because of opposition in the city government. This included a task force to restore the bridge in 2003, where both the city and the State of Iowa were to split the cost. The notion seems to be that modernity is better and there is no place for saving anything antique, this despite pleas from members like Hank Bagelman and Mike Sherer to make it a referendum, despite the latter’s statement that there isn’t a consensus from people living in the district where the bridge is located.

 

What is next for the bridge?

If the city council has it their way, by February of next year, bid could go out to replace the Green Bridge with a pedestrian bridge, being either a concrete span or a prefabricated truss span similar to the current structure. And by February of 2019,  we will have a new crossing in place. However, despite looking at the possibilities for the new structure, the city council is not paying attention to three key components:

 

1. There needs to be a crossing in the south end of Waverly at any cost. Until the Parkway Bridge is built, people are still going to have to detour in order to get to the Park District where the bridge is located.

 

2. The Green Bridge is eligible for listing on the National Register of Historic Places because of its design corresponding to the standard design introduced a century ago, plus its association with the Illinois Steel Company, one of many steel mills and bridge companies based in the greater Chicago area that contributed to the construction of bridges as part of the expansion of America’s infrastructure between 1880 and 1930. Keeping that in mind, before replacing the bridge, the city council will need to cooperate with the Iowa Historical Society and carry out environmental and cultural impact surveys, the latter in accordance to Section 106 4f of the Historic Preservation Act of 1966. These surveys are time consuming and will look at ways of mitigating replacement of the bridge. As one of the members of the group advocating repairing the bridge, Mary Schildroth stated in an interview: “To those who are simply looking at the cost, we want to remind ourselves that history can’t be replaced; once it’s gone, it’s gone.”

 

3. Public consensus is definitely needed in the Green Bridge project. While cooperation with state and federal authorities will be needed for the project- be it repair, rehabilitation, restoration or replacement- the input from the public over the bridge is needed at any cost. Therefore, heeding to the demands of those who have been advocating repairing the bridge- including those who had voted in 2016 but changed their minds the second time around, it is imperative that a referendum is carried out in the fall. By having people go to the polls in November, they can decide on two options

 

1. Repair the bridge and if so, how?
2. Replace the bridge and if so with what for a structure?

 

In addition, should the public favor option A, the question there would be whether the bridge should be reused or recycled.  One will need to keep in mind that surveys in connection with Section 106 4f will need to be undertaken before it is replaced; no circumvention is possible in this case.

Times will be interesting for the City of Waverly, as it is struggling to maintain its checks and balances, while at the same time please residents, especially in the Park District and places to the south. But one thing is for sure, the Green Bridge still remains as the key link between the south and the city’s business district, and will be even after the Parkway Bridge opens to traffic in a couple years. This is why it is important that people have a say in what they want for a bridge. And the best way to answer that question is to have a referendum. Only there can the city council plan around who votes for repairing the bridge and who votes for replacing it.  And with this referendum, there is no reversal as it happened earlier this year. Once the people have spoken, the city will have to act to fulfill their wishes and restore their reputation.

 

The whole story on the Green Bridge can be found by clicking here. There you can find previous articles involving the project. The Save the Green Bridge facebook page can be found here. Like to join and share your thoughts and support for the bridge. The Chronicles will keep you posted on the latest on this bridge.

What’s in a Name? A Guide to Naming Bridges (and other Things)

What’s in a name? Somewhere in New York City, a new set of twin bridges will be named after New York Governor Mario Cuomo for his years of service in the Big Apple, the state and in the Republican Party. It would be the 12th bridge in the metropolitan area to have been named after a famous person, including the two well-known American politicians. Despite leaving their marks on their legacies, what in a name?

 

What’s in a name?  In states, like Oklahoma, bridges have been named for politicians who wanted to be famous during their time in office, but whose political careers were marred by scandal. They include the likes of Henry Simpson Johnston, Frank Lynch and Raymond Gary- the first was impeached and thrown out after two years as governor; the second took kickbacks while representative and the other “bought organs for the churches and pianos for the bawds,” as the secretary used in her title of the biography, bashing the male half of the husband-wife team. What’s in a name?

 

What’s in a name? Somewhere in the United States, bridges are being conceived and names are being brought up after current members of Congress and the White House. Whether it is a suspension bridge spanning the Minnesota River east of Granite Falls- making it the longest in the world- named after Paul Ryan, a piece of slab bridge over the Ohio River in Cincinnati named after Mitch McConnell, A concrete deck cantilever bridge with a marble statue named after Donald Trump in Washington, and even a series of cable-stayed bridges with a mermaid statue resembling Ms. Conway. These people are famous for undoing the legacy of President Obama that had benefitted much of the American population, almost all of whom think these people deserve to get the boot earliest after the Congressional Elections next year, which if Democrats retake Congress by the widest of margins, impeachment, and call for new presidential elections will definitely be on the table.  What’s in a name?

What’s in a name? In Pittsburgh, three sister bridges, each built in the late 1920s, each having a similar design, are named after three local but national favorites: Rachel Carson, Andy Warhol and Roberto Clemente, each setting their marks in the areas of environment, arts and sports respectively; each one has posters, statues and other decorations served in honor and memory. Each one we remember in our history books. What’s in a name?

 

What’s in a name? Many bridges are named after famous people, yet 75% really were not that famous, unless you are thinking of “dollar and sense.” If we look at each sign on the structure, we sometimes have to ask the following questions: 1. Who were these people? 2. How did they leave their mark in history? 3. Was their legacy beneficial or a hindrance? If we look at the bridges that were named after unknown politicians, many of us don’t even know who they really were, let alone don’t want to even know about them because of corruption, scandals and other policies that harmed the American public and our allies. Is our history becoming based on how politicians perform “on stage” on Capitol Hill? Let alone in our state legislature?  If so, then may the most attractive jobs in America be a politician, for like lawyers (many, not all of them), they love to lie, deceive, gaslight and even rob the common person, regardless of social, ethical, religious and psychological backgrounds. If we want that, then we might as well have bridges named after Hollywood film stars who have done the stuff politicians have done, for it would have the exact same effect.

When I think of America, I think of the people who really did make a difference in terms of transforming the country to what it is today. I think of Giovanni de Verrazano who discovered New York, and whose bridge, Othmar H. Ammann’s last prized landmark before his death in 1965, was named after him. That bridge is still connecting Staten Island and Brooklyn. I think of Daniel Boone, who opened the new frontier for settlers. There had been a bridge named for him before it was imploded in place of a new bland concrete slab bridge in 2016. I think of George Washington, who led the colonies to victory, presided over the Constitution and was our first president. While there were several bridges named after him, many are being wiped off the map. The same applies to other structures named after the founding fathers.  And while we have several structures named in honor and memory of the veterans who fought in the wars, the aesthetic value is really bland in taste and the artistic value has really gotten lost in the pile of steel and concrete.

 

Have we lost our true value of our culture, our history and even our identity?  Have we given up too much of our freedom and creative talents to make the best for others, while giving the narccists who have done nothing good the honors they don’t deserve?  Have we forgotten the concept of being honored for our own merits?  When I look at the bridges named after Rachel Carson, Roberto Clemente and Andy Warhol in Pittsburgh, I see the reason behind them getting their honors, for they contributed to shaping American society to what is still is today. Even having bridges named in honor of Stan (the Man) Musial and James Eads in St. Louis are justified, for the former left his mark in baseball and the latter for creating the first steel bridge in America. Have we seen politicians contribute as these people have done? The answer to that question is, in my humble opinion is no, with only a few exceptions.  It’s really time to take a look at how we honor our people. Do we honor them because of money and power or because they carry a certain title? Or do we honor them for their merits and contributions to American society?

Each of us has our set of guidelines. Mine would be on the basis of creating and innovating things that have contributed to America in terms of science and technology, history, culture and society. I hope you all have the same ideas as I do, if we really want to move forward as an entity that should be setting examples for other countries.

 

And while my ( not yet honored) candidates would make up a quarter of the country’s population, I have my top five who deserve to have their bridges named after them, and I hope the designs will be more appealing than just having green road signs at each entrance. My top five would be:  Barack Obama, Red Cloud, Thomas Edison, Steve Jobs and Othmar H. Ammann. Honorably mentioned would include Yogi Berra, Lou Gehrig, Sally Ride, Vince Lombardi, Carrie Fisher, Sinclair Lewis, Garrison Keillor, Charlie Wilson, George HW Bush, Harper Lee and Massasoit, just to name a few. We need a few crossings but not necessarily new bridges. We just need to be sensible as to naming the next bridges after famous people.

 

And so, for the Fourth of July, I must ask you: Who would deserve to be honored on a bridge and/or other places? Think very carefully before deciding…..

 

The  Bridgehunter’s Chronicles and sister column The Flensburg Files would like to wish all Americans at home and abroad a Happy Fourth of July. Think of the people who made a difference for this country and how it set an example for others.

 

God bless you!

  

What’s in a Name? a Guide to Naming Bridges (And Other Things)

What’s in a name? Somewhere in New York City, a new set of twin bridges will be named after New York Governor Mario Cuomo for his years of service in the Big Apple, the state and in the Republican Party. It would be the 12th bridge in the metropolitan area to have been named after a famous person, including the two well-known American politicians. Despite leaving their marks on their legacies, what in a name?

 

What’s in a name?  In states, like Oklahoma, bridges have been named for politicians who wanted to be famous during their time in office, but whose political careers were marred by scandal. They include the likes of Henry Simpson Johnston, Frank Lynch and Raymond Gary- the first was impeached and thrown out after two years as governor; the second took kickbacks while representative and the other “bought organs for the churches and pianos for the bawds,” as the secretary used in her title of the biography, bashing the male half of the husband-wife team. What’s in a name?

 

What’s in a name? Somewhere in the United States, bridges are being conceived and names are being brought up after current members of Congress and the White House. Whether it is a suspension bridge spanning the Minnesota River east of Granite Falls- making it the longest in the world- named after Paul Ryan, a piece of slab bridge over the Ohio River in Cincinnati named after Mitch McConnell, A concrete deck cantilever bridge with a marble statue named after Donald Trump in Washington, and even a series of cable-stayed bridges with a mermaid statue resembling Ms. Conway. These people are famous for undoing the legacy of President Obama that had benefitted much of the American population, almost all of whom think these people deserve to get the boot earliest after the Congressional Elections next year, which if Democrats retake Congress by the widest of margins, impeachment, and call for new presidential elections will definitely be on the table.  What’s in a name?

What’s in a name? In Pittsburgh, three sister bridges, each built in the late 1920s, each having a similar design, are named after three local but national favorites: Rachel Carson, Andy Warhol and Roberto Clemente, each setting their marks in the areas of environment, arts and sports respectively; each one has posters, statues and other decorations served in honor and memory. Each one we remember in our history books. What’s in a name?

 

What’s in a name? Many bridges are named after famous people, yet 75% really were not that famous, unless you are thinking of “dollar and sense.” If we look at each sign on the structure, we sometimes have to ask the following questions: 1. Who were these people? 2. How did they leave their mark in history? 3. Was their legacy beneficial or a hindrance? If we look at the bridges that were named after unknown politicians, many of us don’t even know who they really were, let alone don’t want to even know about them because of corruption, scandals and other policies that harmed the American public and our allies. Is our history becoming based on how politicians perform “on stage” on Capitol Hill? Let alone in our state legislature?  If so, then may the most attractive jobs in America be a politician, for like lawyers (many, not all of them), they love to lie, deceive, gaslight and even rob the common person, regardless of social, ethical, religious and psychological backgrounds. If we want that, then we might as well have bridges named after Hollywood film stars who have done the stuff politicians have done, for it would have the exact same effect.

When I think of America, I think of the people who really did make a difference in terms of transforming the country to what it is today. I think of Giovanni de Verrazano who discovered New York, and whose bridge, Othmar H. Ammann’s last prized landmark before his death in 1965, was named after him. That bridge is still connecting Staten Island and Brooklyn. I think of Daniel Boone, who opened the new frontier for settlers. There had been a bridge named for him before it was imploded in place of a new bland concrete slab bridge in 2016. I think of George Washington, who led the colonies to victory, presided over the Constitution and was our first president. While there were several bridges named after him, many are being wiped off the map. The same applies to other structures named after the founding fathers.  And while we have several structures named in honor and memory of the veterans who fought in the wars, the aesthetic value is really bland in taste and the artistic value has really gotten lost in the pile of steel and concrete.

 

Have we lost our true value of our culture, our history and even our identity?  Have we given up too much of our freedom and creative talents to make the best for others, while giving the narccists who have done nothing good the honors they don’t deserve?  Have we forgotten the concept of being honored for our own merits?  When I look at the bridges named after Rachel Carson, Roberto Clemente and Andy Warhol in Pittsburgh, I see the reason behind them getting their honors, for they contributed to shaping American society to what is still is today. Even having bridges named in honor of Stan (the Man) Musial and James Eads in St. Louis are justified, for the former left his mark in baseball and the latter for creating the first steel bridge in America. Have we seen politicians contribute as these people have done? The answer to that question is, in my humble opinion is no, with only a few exceptions.  It’s really time to take a look at how we honor our people. Do we honor them because of money and power or because they carry a certain title? Or do we honor them for their merits and contributions to American society?

Each of us has our set of guidelines. Mine would be on the basis of creating and innovating things that have contributed to America in terms of science and technology, history, culture and society. I hope you all have the same ideas as I do, if we really want to move forward as an entity that should be setting examples for other countries.

 

And while my ( not yet honored) candidates would make up a quarter of the country’s population, I have my top five who deserve to have their bridges named after them, and I hope the designs will be more appealing than just having green road signs at each entrance. My top five would be:  Barack Obama, Red Cloud, Thomas Edison, Steve Jobs and Othmar H. Ammann. Honorably mentioned would include Yogi Berra, Lou Gehrig, Sally Ride, Vince Lombardi, Carrie Fisher, Sinclair Lewis, Garrison Keillor, Charlie Wilson, George HW Bush, Harper Lee and Massasoit, just to name a few. We need a few crossings but not necessarily new bridges. We just need to be sensible as to naming the next bridges after famous people.

 

And so, for the Fourth of July, I must ask you: Who would deserve to be honored on a bridge and/or other places? Think very carefully before deciding…..

 

The  Bridgehunter’s Chronicles and sister column The Flensburg Files would like to wish all Americans at home and abroad a Happy Fourth of July. Think of the people who made a difference for this country and how it set an example for others.

 

God bless you!

  

Cable-stayed Bridge in Leverkusen to be Replaced

By A.Savin (Wikimedia Commons · WikiPhotoSpace) (Own work) [FAL or CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0)%5D, via Wikimedia Commons

52-year old bridge to be replaced due to structural wear and tear. Documentary following events.

LEVERKUSEN, GERMANY-  There is a growing theory regarding bridge building which states: build one that lasts 100 years and requires no maintenance. This demand is especially high in the United States and therefore, the focus of bridge construction has come down to cable-stayed suspension bridges, suspension bridges, girders and slabs. Sadly though, this theory always gets rebuked when one needs to look at the increasing number and size of vehicules crossing them, plus the need to maintain them on a yearly basis to ensure that this utopian goal is realized.

With the Motorway Crossing in Leverkusen (known as the A1 Rheinbrücke), the bridge is overtaxed with vehicles and despite extensive maintenance, the state of North-Rhine Westphania, together with the cities of Leverkusen and Cologne are now working on a replacement bridge. Built in 1965, the bridge features a cable-stayed suspension design, using one set of towers and cables in the middle of the roadway with cables anchored in two different lines supporting the median, which supports a steel deck girder roadway that supports the Motorway A1. The bridge was built by Hellmut Homberg, who was the Othmar H. Ammann of bridge building, having built several crossings in the Rhine-Ruhr River regions, including structures in Duisburg, Bonn, Cologne and Emmerich. The longest suspension bridge in Germany was built in Emmerich and is credited to Homberg. The A1 Rheinbrücke provides direct service between Saarbrücken to the south and places to the north, which includes Münster, Bremen, Hamburg, Lübeck and two-lane to Fehmarn.  The crossing is one of the oldest of its modern type, even though records showed that a tunnel and a basket-weaved tied arch bridge were also on the table (note: The latter can be seen in the Fehmarn Bridge, as reference). The bridge has a total length of 1061 meters; the main span has a length of 280 meters. The width of 31.7 meters includes the expansion of its original four lanes to six in the mid 1990s.

Originally slated for replacement in 2025, construction of the bridge is currently in the preliminary stages with plans to have a new structure in place by 2020. The reason: Because of the increase of traffic, both on the bridge as well as underneath with ships travelling along the Rhine,  combined with weather extremities, structural weaknesses, especially in the steel, has become so great that rehabilitating the bridge has no longer become an option.  Patchwork and weight limits have been conducted on several occasions, but only for the purpose of prolonging the bridge’s life until its new structure is open to traffic and the old one is removed.

Already a new bridge is designed and crews are doing soil samples to determine where to place the bridge. German public TV channel WDR (based in Cologne) is doing a documentary on this bridge project in the form of Sendung mit der Maus, a TV program for children and families with a lot of interesting facts and experiments. Televising the document in irregular intervals since January 2016, one can see how bridges are inspected, planning is undertaken for constructing the bridge, and the actual project itself. One can have a look at the progress below, but ask yourself this question:

Do you agree with this design preference? If not, how would you go about with this project if you are the planner, engineer and city official?

 

 

The Autobahn 1 is one of the oldest motorways in Europe, and the third longest motorway in Germany behind A3 and A7. The Weimar Republic proposed building a highway without intersections and traffic lights during the 1920s, yet was realized through massive construction efforts during the time of the Third Reich. The A1 was presented in 1939 but serving the Rhine-Ruhr region, as well as in segments to the north. The rest of the autobahn was completed in the 1960s and later expanded in the 1990s and 2000s. The last segment at Fehmarn is being fought by locals because of the negative environmental impact on the island through a new crossing between the island and Schleswig-Holstein as well as between the island and Denmark. The battle is ongoing and one can read more here.…..

 

The Rheinbrücke in Leverkusen is one of several bridges of its kind that have been targeted for deficiencies. Two other cable-stayed bridges in Duisburg and Cologne (Severin Bridge), plus the Köhlbrand Bridge in Hamburg are having the same structural issues because of too much traffic and are facing the same fate as the crossing in Leverkusen.

 

A bridge tour of the region along the Rhine can be found here.

 

Like the Mouse, the Chronicles will keep you posted on this project………