Cainsdorf Bridge to be Replaced

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By André Karwath aka Aka (Own work) [CC BY-SA 2.5 (https://creativecommons.org/licenses/by-sa/2.5)%5D, via Wikimedia Commons
1929 Plate Girder to be Replaced by Two Bridges. Construction to begin in 2019

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CAINSDORF/ WILKAU-HASSLAU/ ZWICKAU (SAXONY)-

Three more bridges spanning the Zwickauer Mulde River  and its tributaries in western Saxony are about to get replacements over the next three years. Apart from the crossing at Schlunzig near Glauchau, a crossing just east of Schneppendorf Bridge at Crossen are going to get makeovers, going from a bland, Communist style structure to a modern but fancier one that is attractive to tourists. The third crossing to be replaced is this one in Cainsdorf, located south of Zwickau. Built in 1929, the two-span steel deck plate girder design is located just east of the train station and is a key bridge for all vehicles, including bikes. Sadly the 200 meter long bridge has been suffering from structural decay to a point where it was closed for emergency repairs this past fall and is now reopened to traffic but as a one-way crossing, going at 10 kph and with a 3.5 ton weight limit.

The Zwickau City Council has just recently approved a measure for not only one, but two new crossings to replace the Cainsdorf Bridge. At a cost of 14 million Euros ($20 million), construction will begin next year to build a new bridge, 300 meters north of the current structure. The bridge will remain open during the time of construction with the expected completion date being between 2020 and 2021. After the new bridge opens to traffic, the old one will be torn down and replaced with a pedestrian/bicycle bridge at its location. The design of the two bridges have yet to be clarified, however given its track record for having fancy bridge crossings, as seen at Lunzenau, Rochsburg, Wolkenburg, and even in neighboring Wilkau-Hasslau, chances are the new crossing for pedestrians and cyclist will be a modern but really fancy crossing which will make the train station located next to the present structure more and the Zwickau Mulde Bike Trail which passes the bridge even more attractive than before. The project will most likely include reconstructing portions of the bike trail (which is mostly a dirt path) as well as the street running parallel to the rail line connecting Aue and Zwickau.

In either case, many people, including commuters, cyclists and locals will no longer have to wait on the bridge at the traffic light without having to fear of the bridge’s collapse. With the realignment of the street and a new bridge for cars, people can drive to and from Zwickau more safely than in its current arrangement. And even more so for cyclists, as they will not have to worry about waiting to cross the tracks and main street. A win-win for the Ore Mountains which already has a good track record for fancy bridges.

 

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Railroad Trestle in Illinois Coming Down

Photo taken by John Marvig in 2017

New Viaduct Nearing Completion. Old Viaduct to Come Down in March/ April

MEDIA, ILLINOIS- Railway Companies have been well known for abandoning and removing historic bridges for liability purposes. Even legendary historic bridge preservationist Eric DeLony had mentioned when the National Park Services and its division dealing with the National Register of Historic Places mentioned the possibilities of some bridges being historic, many of these companies would run to the opposite side of the room or lock themselves up in their own offices as a way of saying “Not Interested.” It’s a wonder that only a handful of structures have been preserved and many key ones, such as Portage Viaduct are coming down or have been removed.

Many of these railroad companies, such as the Burlington Northern Santa Fe (BNSF) have been systematically removing these historic bridges to make way for progress. The reason: Liability. If they cannot be used anymore, even if it’s historic, why keep it standing and risk lawsuits.

This logic is the driving force behind removing this viaduct. The Media Viaduct was built in 1894, spanning Ellison Creek just northeast of Media, running parallel to County Highway 5. Media has 107 inhabitants and is located 35 miles northeast of Fort Madison, Iowa. At the time of its construction, BNSF was once known as the Chicago and St. Louis Railroad, which later was purchased by Atchison Topeka Santa Fe as part of the project to extend the line from Chicago via Burlington to Kansas City. The viaduct had 15 towers and 15 spans, totaling 737 feet long, 80 feet high and the main span having 64 feet. Originally a one track crossing, the viaduct was expanded in 1907 to include another trach. This was done by extending the towers so that one track travels on the new portion; the other on the old one. More illustrations can be found on John Marvig’s website (click here for details). There is no information on the bridge builder, let alone who was responsible for the extensions on the viaduct.

Construction crews have been working on the new viaduct since early last year for a new one is needed to accomodate train traffic, where as many as 90 trains use this bridge daily. It will be a combination of steel beam bridges built on concrete piers, whose spans will be half as many as the historic viaducts. Because of the structure’s age and wear, the old viaduct will be decommissioned once the new viaduct opens in March. It will then be dismantled, piece by piece with the removal project to be finished by the end of April.

The Media Viaduct is the latest example of a historic bridge that will fall in the name of progress. And while railroad companies are expanding their freight and possibly passenger services, it’s becoming more and more obvious that historic bridges along these lines are going to be a hindrance and must be moved aside. And even then, the historic significance will not matter.

 

Mystery Bridge Nr. 93: The Unusual Railroad Truss Bridge (or Bridges) in the Erzgebirge

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ERLA-CRANDORF (SAXONY); GERMANY- Not far from the towns of Markersbach and Schwarzenberg is our next mystery bridge. This one is located over the Schwarzwasser River in the small town of Erla. First mentioned in the history books in 1308, Erla and its neighboring village Crandorf are located three kilometers southwest of Schwarzenberg. Combined, they have a population of only 2000 inhabitants, with Erla having 850. The two communities had been a joint entity from 1925 until it became part of the Schwarzenberg consortium in 1999, which remains to this day. While Crandorf is located on top of one of the mountains in the Erzgebirge, Erla is wedged deep in the Schwarzwasser Valley and is easily accessible by rail and by highway, both leading to Johanngeorgenstadt, which is at the border between Germany and the Czech Republic.

This bridge is one of the most unusual through trusses one can visit. It is located 50 meters from the train station and right next to the steelworks, which has existed as long as the community. When looking at the bridge from a distance, it appears a duo span that are siamese twins, meaning one truss bridge is connected to a larger truss span. Upon further view, the bridges are indeed separate, but the spans are different in size and age. The only similarity is that they are both Warren trusses with subdivided vertical beams, yet the larger one has a Scharper design.

The larger span features a through truss span with a 45° skewed portal bracings, which stretches three panels on the right side of the truss. Both the portal and the strut bracings are I-beamed shaped, while the first left panel has a vertical bedstead endpost and 60° heel bracings supporting the first strut and the portal bracings. All beams are mainly I-beam, with the vertical beams being H-beam. All connections are riveted. Every panel has a heel bracing on the bottom end of the decking. The bridge is 25-30 meters long and about 10 meters wide. It is taller than the neighboring pony truss bridge by 2 meters. The bridge is much newer with the only engraving being the name of the steelworks company, the Friedrichshutte, based in Laubach (Hesse), which is east of Frankfurt (Main). It is very likely that the bridge was built after German Reunification and is between 10 and 20 years old. But when it was built is unknown.

It is just as unknown as the pony truss span  located right next to it. The bridge is definitely older, yet the question is how old. The Schwarzenberg-Johanngeorgenstadt-Karlsbad route was built in 1883, and the railroad was rerouted between Erla and Schwarzenberg in 1946, which included the elimination of the tunnel going underneath the castle in Schwarzenberg. The chances of the pony truss span being built during Communist times is likely as riveted and welded trusses began to take over trusses with pinned connections in 1910. Bridges built to replace those destroyed during World War II were built using this type of connections on the trusses. This pony truss bridge has welded connections as it was built using T-beams. Even the gusset plates are welded into the beams making it sturdier. What is unique about the pony truss span is its unusual skewed span. It appears that the skew is 60°+ or misaligned by four panels, which makes it unusual for a skewed truss span. The vertical beams feature a pencil-like thin trapezoidal design, where the beam’s width is 25 cm, yet the beams narrow to form a pencil chewed on both ends- with 40 cm from the top and 25 cm from the bottom chord. The truss is 2 meters tall and the width is about eight meters. Because of its age and narrowness, it was subsequentially replaced but never removed. Even though it has been fenced off, it appears that a bike or pedestrian trail may be in the works in the long term, especially as there is a bike trail already in existence between Aue and Schwarzenberg. If it is the case, it may be an advantage for those wishing to bike up the mountains.

A photo gallery of the two bridges is below. If you know more about the bridges, feel free to contact the Chronicles. The main questions to be answered are: What more do we know about the history of the bridges? What did they look like before 1945? When were the two bridges built? And in the case of the pony truss bridge, who was the bridge builder? Any ideas and help would be much appreciated.

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The Bridges of Markersbach (Saxony), Germany

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There is a proverb that I’ve been going by while bridgehunting recently, especially in the eastern part of Germany: The smaller the community the more historic bridges one can find. While cities, like Chemnitz and Zwickau have numerous bridges, the number of century+ old structures are relatively small in terms of numbers and ratio compared to modern bridges, smaller towns like Glauchau, Aue and even Rochlitz have a higher number of historic bridges. The trend is similar in many small cities and towns in Europe which makes finding historic bridges much easier. Yet when a person finds such a small community that has an important historic bridge, like you are about to read about here, chances are more likely that the person will find more than what they bargained for in terms of finding other structures that are just as significant as the town’s centerpiece.

And this is where the tour takes us back to the Ore Mountains but this time, a bit further east of Aue by about 15 kilometers to a town called Markersbach. With a population of only 1600, the town lies deep in the valley of the Bigger Mitweida Creek, which effectively cuts the community and its neighbor Rauschau into two. First mentioned in the history books in 1210, it was part of the Cisterician Monestary and later the Peter and Paul. The Church of St. Barbara, built in 1610, is one of the oldest churches in the mountain regions. The water pump power plant is located at the upper basin of the Mitweida serves the region. The Jenaplan School, based on the concept created by Peter Petersen in the 1920s, is located in Markersbach but the community school’s origins dates back to the 1500s.  Since 2007, Markersbach is a joint-community with neighboring Raschau, which has as many people as its neighbor. The city is served by a major highway connecting Schwarzenberg and Aue to the west and Annaberg-Buchholz to the east. A railroad line connecting Schwarzenberg and Annaberg rarely provides service.

And the centerpiece surrounding the community is also the highest viaduct in the region, the Markersbach Viaduct, nicknamed as the Matchstick Bridge, for the structure was built using thin but heavy steel parts.  The bridge was the primary reason for my visit. However arriving there, I found three more significant railroad bridges, a few smaller bridges that are at least 70 years old, a highway viaduct that somewhat fits into the landscape with its color.  That means five major bridges and a couple smaller stone arch bridges can be seen as one travels along the main street that runs parallel to the Bigger Mittweida. This large number of bridges was one of the factors in having a bridge festival in 2010, which included a tour of the viaducts by train and fireworks.

Yet given the number of houses and trees that are skewing the view of the bridges, combined with a lack of parking with the car, it is rather difficult to get to the structures without asking the property owners to climb onto the rooves of their houses just to get a good shot of the bridge. Or stand in the middle of the street ensuring one doesn’t get hit from behind by a car.

This tour will look at the bridges in Markersbach, beginning with the centerpiece, for it symbolizes the community’s history and existence, followed by the less mentioned ones but also have some charm to it. The information is scarce for all but the Matchstick Bridge and therefore will be updated as more people step up with their stories and facts about the bridges. One has to keep in mind that Markersbach can be easily passed over, thanks to the new viaduct (a.k.a. The Flyover) that has been in service for over seven years. Therefore before entering the viaduct, one has to turn off: to the right and down the hill past the loop before seeing the first bridge; to the left there is the grand view of…..

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this viaduct!

Markersbach Viaduct:

The Markersbach Viaduct is one of the key historic bridges in Saxony one needs to visit. The viaduct spans one of the tributaries that empties into the Bigger Mitweida. With a total length of 236.5 meters and a height of 36.5 meters, the viaduct is the tallest of its kind in the Ore Mountain region. Under the direction of bridge engineer Claus Koepke and built using steel manufactured by the Queen Marie Steel in Cainsdorf (near Zwickau), construction of the bridge took two years, with the completion being 1889, coinciding with the opening of the Schwarzenberg-Annaberg rail line. The line provided train traffic all the way to Leipzig and Berlin until World War II. It was later reduced to Zwickau and then later to Aue. The line no longer serves regular traffic but has special services that provides tourists with a splendid view of Markersbach, the valley and the mountain areas surrounding them. The bridge features nine spans supported by eight trapezoidal towers with X-laced framing. The spans are lenticular deck trusses, whereby the longest spans (two) have curved Warren trusses with 25m each, three 20m spans have polygonal Warren trusses and four 12.5 meter spans have camelback Warren trusses. For each truss type are the triangular panels subdivided. Photos of the viaduct are difficult to do due to the obstruction by the houses. Even getting up close to the bridge is difficult because it requires walking up narrow and winding streets, all but a couple of which are cul-de-sacs occupied by houses and cars. Getting to the opposite side of the viaduct is possible but only through walking through fields and forests. And even then it is hard to come by- one has to be lucky to get up close and personal with the bridge. However a grand view of the entire bridge can be found off the highway at the intersection where the bridge bypass and the road leading to Markersbach meet. That impromtu observation platform is nothing more than a road that used to enter Markersbach before the bypass and the highway viaduct were built.

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Highway 101 Flyover Viaduct

In 2005, construction began to construct a nearly 2 km bypass to alleviate traffic going into and through Markersbach. The plan: To construct a tall viaduct which would not only “fly” over the community crossing the Mitweida Valley, but it would also make travel between Annaberg and Schwarzenberg much smoother, especially for trucks. Furthermore, it would provide passers-by with a splendid view of Markersbach, its prized viaduct and much of the mountain while driving “in the air.” 😉  The project was not easy as erosion, causing mudslides hindered consturction, the worst having occurred on the eastern slope in October 2006. The next problem was establishing a firm foundation for the pylons, which was discovered the following July.  When the bridge finally opened in November 2011, it was four years behind schedule. However, the delay was worth it for the jeans-blue steel deck girder with cantilever features now hovers the community and its valley, narrowly surpassing the railroad viaduct by only 7.5 meters. The Flyover is 317 meters long and has two lanes totalling 25 meters. The cost for the project: 25 million Euros, twice as much as previously planned. Yet the Flyover is still most travelled today giving residents a piece of mind without having to worry about their children running across the street and risk getting hit by trucks and racing cars.

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Mitweidathal Viaduct:

When entering Markersbach by turning off at the Flyover, one will be driving down the hill along the winding stretch of what was Highway 101 (German: B101), flanked by trees on both sides. Yet at at the loop where one crosses the Mitweida Creek, one enters the community, greeted by houses on both sides of the street and this bridge. One should not be fooled by its appearance. It is definitely not the Markersbach Viaduct because of its height. One can even see the difference from a distance- either at the observation point at the Flyover or even along the former highway on the left entering town. The Mittweidathal Viaduct is shorter in length but it is not just simply a bridge, whose characteristics are its curve towards the Markersbach Viaduct as well as its brick piers. When looking closely at the 86 meter long and 10 meter high viaduct, it features brick piers with quarzite-like stripes and six spans, each one featuring a deck plate girder supported by polygonal Vierendeel trusses. Because of the absence of diagonal beams they are not Parker trusses, yet they have an appearance of a lenticular truss. So to categorize the truss style, it is considered a half-lenticular polygonal Vierendeel truss with welded connections. The bridge has existed as long as the rail line itself. Yet because of its seldom use, age caused by weather extremities has taken its toll. Should the line be used again, either as train service or as a bike trail, some repairs will be needed to ensure the bridge continues to function in its original form.

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St. Barbara/ Annaberg Street Viaduct:

About 400 meters away from the Mitweida Viaduct and following the former highway through Markersbach is this viaduct. The St. Barbara Viaduct was named after the nearby church- the oldest one in Markersbach- which is located on the same street as the viaduct crosses: Annaberg Street. The 70-meter long viaduct features four spans of deck plate girders, the longest is 30 meters and features a Camelback girder design which hovers over a side street that is opposite Abrahamsbach Creek) and runs pararell to Annaberg Street. Where that span crosses is near houses that line up along two sharp curves, which is dangerous for all vehicles.  The viaduct looks like one of the newer spans that had replaced a previous bridge, but it is unknown when the replacement date was. We know that the bridge is 200 meters away from the Markersbach Viaduct and is located near some key points in the community: the afreoemntioned church, a Methodist Church, a park and the Jenaplan School. Even though the viaduct is seldomly used today, a curious question I have is how people tolerated living right next to the viaduct, especially during Sunday mass at church? 😉

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Raschau Viaduct:

The last bridge on the tour takes us one kilometer west to neighboring Raschau and this bridge, the Raschau Viaduct. Like the Markersbach Viaduct, the Raschau Viaduct is the most original of the bridges profiled here, as the bridge dates back to the construction of the rail line. This is especially noticeable as the seven-span viaduct, built on stone piers, features Town Lattice deck trusses, built using welded connections and a thick network of diagonal beams both in the inner and outer portions of the spans. The bridge has a total length of 112 meters, making it the second longest crossing along the Schwarzenberg-Annaberg rail line. The width is 12 meters. The height above the streets is four meters, making it the lowest crossing above ground level along the line as well. Height restrictions have been enforced to discourage truck drivers from using the streets. With the Flyover, combined with access on both ends of Markersbach and Raschau, the bridge has not sustained any damage, even though German laws have also played a role in forbidding overweight and oversized vehicles from using the road. Had this bridge been located in the States, with its lack of laws forbidding such vehicles, the Raschau Viaduct would not have survived such careless driving, and the driver would most likely have been forced to pay for a new bridge. However, because of its conformity to the landscape and its beauty, this viaduct will most likely remain for a long time.

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There are a few single-span arch bridges but with the exception of a railroad overpass, these structures are only short spans and are difficult to photograph. A couple points of interest are worth photgraphing, which are noted in the Google Map. The bridges presented in this tour guide are examples of structures that represent a small community, whose history play a role in establishing the community and bringing it together. And while all but one are seldomly used today, the bridges at Markersbach are indeed diamonds in the rough, which is worth a couple hours of visiting and taking some photos. Even more so if the community has bridge festivals and other local celebrations throughout the year. 🙂

 

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Gasconade River Bridge Press Release: 12 February 2018

Gasconade River Hazelgreen Bridge US66

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HAZELGREEN/ ST. LOUIS- In connection with the recent pull-out of Workin Bridges from the Gasconade Bridge Project, members of the Group, now known as the Route 66 Gasconade River Bridge Guardians, have been Meeting to come up with plans to save the Bridge itself but on a small scale. As mentioned in a release on Monday, the withdrawl of the Grinnell-based organization owned by Julie Bowers was due to a combination of lack of concept in restoring the multiple span through truss Bridge, built at the same time of the Establishment of the mother road Route 66 between Chicago, but also some restoration and funding techniques that were considered questionable. After the meeting of 12 February, members have agreed to continue on with their own concept and have drawn out guidelines as to how to save the bridge without all the hassle.  As mentioned in a conversation with Rich Dinkela, the motivational factor presented by Workin Bridges was (and still is) the catalyst to continuing the strive to preserve a pure treasure like the Gasconade. Yet as seen in the stories and some literature written about the Mother Road and its crossings, despite many artefacts having been abandoned or replaced in the name of progress, one cannot save everything, just those that are considered attachments to the communities and friends of Route 66. And those that can be saved like the Gasconade and other bridges are best done in small steps and on a tiny scale, sometimes at low costs.

Here is the Press Release made by the Guardians. You can visit their Facebook page entitled The Rte. 66 Gasconade River Bridge Guardians. You can follow their page as they will be providing updates on fundraising and preservation plans:

The Route 66 Gasconade River Bridge Guardians (Guardians) have been working hard to raise awareness of the potential fate of the Bridge since MoDot closed it to traffic in December 2014. Our efforts during the past 3 plus years resulted in a “stay of execution” for the Bridge and brought a company, Workin’ Bridges into the picture. After 5 months of their own efforts however, they have backed out of the project. The Guardians met again Feb 11, 2018, to discuss new ideas for bringing life back into the rescue effort.

We are better organized than we were 3 years ago.
1. We are now incorporated within the state of Missouri, under the Missouri Nonprofit Corporation Law.
2. We are now a 501©3 organization, so your donations could be tax deductible
3. We have a good working relationship established with MoDot
4. We have several new ideas about raising interest in the Bridge – so stay tuned!
5. We have an established Facebook group: Route 66 Gasconade Bridge – please repair.
6. We have an established Facebook page: The Rt. 66 Gasconade River Bridge Guardians

We will be working hard in the coming months to raise the money necessary to save our Bridge.
1. We need to finance an engineering assessment of the condition of the bridge and obtain an estimate of costs required to make the bridge safe – perhaps for bicycle and or light traffic. Anticipated cost of survey $8,000-$10,000.
2. We need to create a persona associated with the Bridge so that it becomes a travel destination point
3. We need to figure out how we can create a situation so that the Bridge can help pay for its costs (insurance & continued upkeep).
4. We’d like to find an organization, private or governmental, that’s willing to take ownership of the Bridge. We believe it has much potential.

The Guardians core group is 8 people strong – but we believe we have hundreds – no thousands – of folks that are ready and willing to help us. We (Guardians) pledge that we will be transparent to the public with what we do, what our goals are, how much money we raise, and how it’s spent. We need your help in spreading the word, and we need your help in raising the funds needed, and we will need whatever time and talent you can donate to the cause of saving this grand old lady – The Gasconade River Bridge.

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San Antonio River Walk Tour and Bridges

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Hays Street Bridge in San Antonio. Photo taken in 2015 by Royce and Bobette Haley

San Antonio, Texas- one of the most unique cities in the state. With a population of 1.5 million inhabitants, the city, which was founded by the Spanish over 200 years ago, is rich in its history and cultural heritage. It is home of the Alamo, the site of the battle for Texas where all of the rangers who fought the troops under Santa Ana lost their lives, triggering the famous cry by Sam Houston, which won the war against the Mexicans. It is home of the San Antonio Spurs basketball team with its storied history of championships in the NBA. And it is home of the famous River Walk and its numerous bridges along the route.

While San Antonio has as many bridges as Pittsburgh, the majority of the city’s historic bridges are located along the River Walk. The idea of the River Walk dates back to a tragedy that took many lives more than 90 years ago. In 1921, flooding along the river devastated much of San Antonio, killing 90 people. It was when city planners undertook a massive effort to create a series of dams and diversion canals, designed to reroute the river around the city. While work commenced on the Olmos Dam and diversion canals in 1926, the conservation society stopped a proposal to construct a pavement sewer canal, thus leading to one local architect who conceived an idea which became the face of today’s city center.

Robert Hugman (1902-1980) submitted his plan for the canal and riverwalk project in 1929. Despite opposition to the plan, Hugman received backing from mayor Jack White, who in 1938 passed a bond that resulted in the beautification of the city center along the river. There, 4 kilometers of canals, walkways and many bridges were constructed as part of the Works Progress Administration, resulting in the increase of commerce and tourism. Many bridges crossing the River Walk today date back to the late 1930s.

This takes us to a pair of videos that will show you the River Walk area according to boat tour. While the Hays Street Bridge is not among those crossing the river, there are some others that are as old as the 1887 structure but were brought to the River Walk area.

Can you find out how many bridges cross the River Walk area? And if so, which types of bridges and from which eras did they come from. Click onto the data file from bridgehunter.com (here) and compare. You will be amazed at the number of (many historic) bridges that you can see while touring by boat.

Good luck! 🙂

Video:

 

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Gasconade River Bridge Preservation Project Loses Support Due To Corruption from Donor

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Portal View of the Gasconade Bridge. Photo taken by Rich Dinkela

Workin Bridges withdraws support due to questions about its transparency and methods of preservation; Friends of the Gasconade Bridge regrouping to find other ways of preserving the historic bridge.

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HAZELGREEN, MISSOURI- Members of the Group Route 66 Gasconade River Bridge Guardians are regrouping after a major donor, Workin Bridges, has withdrawn support for preserving the historic bridge near Hazelgreen. According to a statement by the director Julie Bowers, the Grinell, Iowa-based organization plans to return the $6900 in donations to the members beginning this week after having been confronted by many members of the Route 66 Guardians about the organization’s credibility and transparency in terms of collecting donations and using the money for preserving the bridge.

In a statement provided by Ed Klein at Route 66 World, he stated that the lack of communication between Bowers and members affiliated with not only the efforts to preserve the historic bridge but other Route 66 organizations combined with a lack of vision was one of the key factors in leading to some discord during the project:

Actually, the Guardians were the ones who started it, and if I remember correctly they reached out to see who can help, and your group came in, on your white horse, to save the day. To be fair, it seemed like this is ‘what you do’ so at the time it seemed like a natural fit BUT as time went on and very little info was passed out and around, and the fact of any real transparency of where the money is going, we are here at this moment fighting about it.

So:

— If you feel the bridge will not be saved in the alloted time, why the continuous fundraising and donations?

— If the bridge does not get saved, what happens to the funds that were given to you to save the BRIDGE, and not for admin and travel costs?

— Is there more than one “bucket” for funds (donations for particular bridge projection versus admin and other expenses)?

— If not, why not?

— If so, why is the donations for repairing the bridge (and engineering costs) going elsewhere (like road trips)?

And for the record, I can swear on the lives of my children the vast majority of us would be RIGHT behind you and helping you, but you never once asked (other than donations) and the information we all received as a sparse, if at all.

This is not new as some have reported that there have been other historic bridge projects that were burned by the organization’s politicking, including one in Iowa where members of that group are seeking returned funding collected by Workin Bridges through legal action.

Bowers said according to MoDOT estimates, repairing the bridge would take $3.1 million, including $1.2 million in removing lead paint. This was disputed by Rich Dinkela, one of the members of the Guardians Group, claiming that the removal of lead paint from the bridge may not be a necessity in restoring the bridge.  Dinkela is one of the leaders of the group and has a collection of videos on youtube that is devoted to Route 66 (click here for details). A Revive 66 website had been planned where donations of $66 per person would go towards projects along the Mother Road, including the Gasconade Bridge. A total of $7000 had been collected before Bowers cut the cord on the project last week. That money collected was meant for marketing, yet as Dinkela mention in an interview, it was one of many grandiose ideas for the project, which included establishing an investment account, where the interest accrued from the thousands of dollars donated would be used for insurance and inspections. Another was converting the bridge into the longest bar on the route- a concept mentioned by John McNulty, manager of Grand Canyon Caverns in Arizona.

With many ideas out there that were met with scrutiny and opposition because of the practicality, combined with the lack of information regarding the actual sum for the preservation project and what is needed to restore the bridge, both sides agreed to part ways, with Bowers moving onto other bridge projects and Dinkela and other members returning to the drawing table to conceive a new plan as to how this 94-year old bridge can be saved.

But time is running out. The Missouri Department of Transportation wants to construct a replacement parallel to the historic bridge in 2019 and hopes to integrate it into some park or recreation area. However if no funds are collected to restore the bridge before the completion of the bridge and no owner is willing to step forward to own it, the Gasconade Bridge may find itself in a pile of scrap heap by 2021 at the latest.

To follow up on the events with the Gasconade Bridge, please click on the following webpages:

Route 66 News: http://www.route66news.com/2018/02/08/workin-bridges-withdraws-gasconade-river-bridge-preservation-effort/

Route 66 Gasconade Bridge Guardians: https://www.facebook.com/rt66gasconadebridgeguardians/?hc_ref=ARScgMAIJfHFAeNr3Wn7iR52zyeuArwpkFFcWrNYZDUQnrtG30uyju0RqQ04qixQ9SA

Bridgehunter.com: http://bridgehunter.com/mo/laclede/gasconade-66/

A summary of my interview with Rich Dinkela about this bridge can be found here. This includes the bridge’s history as well as its connection with the beloved highway many even outside the US love.

The Bridgehunter’s Chronicles will keep you updated on the latest with this historic bridge, whose future is still clouded but it is hoped the organization will come up with plans to save it as they see fit. 🙂

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