The storm front Oceanis has been wreaking havoc in the regions of southern Europe, dumping meters of snow and extreme cold temperatures in places like Greece, whereas other regions, such as the island of Crete, has been experiencing flooding and mudslides. One person has been confirmed dead so far, but the casualty count is expected to rise. The Island of Crete has been hit the hardest by the storm as floodwaters have caused significant damage to Buildings and infrastructure.
Among those hit is the Chania Arch Bridge, which collapsed on Monday. The report was posted on Tuesday. As seen in the video above, torrential floodwaters wiped out two thirds of the three-span arch Bridge, which spans the Keritis River in Chania. According to the Greek Reporter:
The bridge over the Keritis River was built in 1908 and it was considered a contemporary monument. The bridge, featuring three arches and made of honey-colored stone, was a well-known tourist attraction for years in the Alcianos area of Chania’s Platanias Region.
According to the Keritis Tourism website, the bridge is located adjacent to the site where an execution took place by Nazi soldiers on 1 August, 1941, where 118 people were executed under the despicable charge of resistance against the German invasion in Crete. Some were disabled.
The collapse shocked many viewers on TV as it happened while reporters were covering the Story, as seen in the video below:
It is unknown if and when the Bridge will be rebuilt and whether it will mimick the original that was lost in the floods.
To learn more about the bridges that exist on the Island of Crete, check out this tour guide by clicking here. It can also be found on the Chronicles’s page under Tours and Lost Bridges.
LONDON, ONTARIO (CANADA)- Almost four months after the reopening of the longest bowstring arch bridge in the world, located in Canada, the Blackfriars Bowstring Arch Bridge is starting to receive some well-deserved accolades for the work that was done for the bridge. As mentioned earlier, the 1875 product of the Wrought Iron Bridge Company finished second in the Ammann Awards in the categories of Best Example of a Restored Historic Bridge and Bridge of the Year, good enough for silver medals. It won the Author’s Choice Award for the former mentioned category. And just recently, on 21st February, the bridge won the ACO London Conservation and Reuse Award, presented by the City of London. Here’s a photo of the presentation of the bridge upon receiving the award:
The photos were taken by one of the people who contributed to saving the bridge, Lincoln McCardle. Like many residents in London, Lincoln has close ties and memories of the bridge, as he hung out with friends and the like at the bridge while growing up. His mother, Judi, has even more of an attachment to the bridge to a point where she has had a house located in the “visual vicinity” of the bridge (and judging by the article, her house does have a great view with the bridge.) She has even painted pictures of the bridge and has collected some works on it!!!
It’s pretty difficult to say who were spearheading the efforts to saving the bridge, even though the two are two of the bridge’s biggest fans. However, there was a time when the decision between rehabilitating and replacing the bridge was that difficult to make. But when the decision was made to do the rehab, it was well worth the work. I had a chance to interview Lincoln via e-mail about the Blackfriars Bridge. Like the author of the Chronicles, he was in charge of the social network scene, devoting his time to bringing the Blackfriars Bridge to the attention of the people in London and beyond. Thanks to that alone, it garnered a lot of attention and support, which made the decision to rehabilitate the bowstring arch bridge much easier than without. To give you an idea, here is a youtube clip of him as an overture to the interview conducted with the Chronicles. Check out the finished product at the end of the interview and feel free to comment. Have fun watching the film and reading the interview. 🙂
1. The bowstring arch bridge had been closed to all traffic from 2013 until the project. What factors led to the decision to restore the bridge?
The decision to restore was actually very much in doubt for some time. While deemed the more expensive in the Environmental Study Report, it was decided that rehabilitation was the preferred option. I believe that key factors that went into this decision were: importance as a significant heritage structure, role within the parks and pathway system as well as transportation network and perhaps most importantly it’s value to the community. In short, people love it!
2. Who were the key players in the project to restore the bridge?
Most notably the city of London itself. As well as provincial and federal government funding. Much of the prlimanry work was done by Dillon Consulting and the actual construction and rehabilitation work was done by McLean Taylor Construction Limited. Of course, there were many community and heritage activists whom without this project may never have taken place.
3. Describe in phases how the bridge was restored, beginning with the dissembly and ending with the reopening?
The procedure to carefully lift the bridge was been developed with safety as a priority. The steps were as follows:
Remove non-structural items to reduce weight lifted.
Prepared temporary steel framing and cables to provide an apparatus for
Set up two cranes for the lift, one on each side of the river. Two additional
cranes set up for worker access.
Lift bridge off the abutments and lower it down to an area above the river for improved worker access, while continuing to support it from the cranes at all times.
Cut bridge at the mid-span with torches while supported by the cranes.
Lift each half of the bridge to the nearest side of the river.
Dismantle and inventory the bridge for delivery off site for rehabilitation.
After nine months of the off-site repair and rehabilitation, the bridge was returned back in place across the Thames River on August 15, 2018.
4. Where was all the work done?
The bridge was actually transported to St. Mary’s, Ontario where the work was done. (About a 45 minute drive away from the site.) it was decided that bridge removal and off-site rehabilitation provides benefits including a longer life expectancy and improved worker and public safety. Off-site rehabilitation within a large indoor space created a safer worksite, ensure better quality control, reduce the need for environmental protection measures and take advantage of the winter months to complete much of the work. It also allowed for hot riveting to mimic the workmanship of 1875.
5. Why was the bowstring cut into half before being flown? Why not use the truck or two helicopters at the same time for carrying the bridge?
Two large cranes were required simply to lift the bridge – including one that is amongst the largest in North America. The bridge itself is 216 feet (65.8 meters) and is the longest working span of that kind in North America – it was determined that cutting it in half was the only possible way to transport it.
6. What difficulties did you have in restoring the bridge?
While I wasn’t involved myself, it’s pretty common knowledge that the major obstacle was the condition of the bridge. The project team had to constantly measure their desire to keep as much of the original bridge as possible while satisfying safety codes. This piece of the original structure that was gifted to me will give you an idea of what they were up against:
The rehabilitation process involved an ongoing assessment of the condition of the individual bridge parts with a combination of reuse, upgrades and the fabrication of replicas. Much of the wrought-iron members were in good enough condition to reuse. For example, the pedestrian railing and lattice that exists in several locations on the bridge were reused with local upgrades where corrosion is severe and bridge design requirements dictate. The bowstring arch was also reused and upgraded where its condition required.
7. Some historians and bridge preservation claimed that restoring the bridge is not considered restoration but more like a replacement because of new materials that were used to replace the old plus some of the extra components added to the bridge which compromises the historical value of the bridge. What is your opinion on that?
I reluctantly see their point. While I’m confident that every effort was made to restore as much of the original structure as possible there were clearly beyond repair and severely corroded. These needed to be replaced with new similar looking parts to increase the longevity of the bridge. While all original parts would have been ideal and had simply been neglected to long and at this point I’m happy to have the original bridge back – or at least a as much as possible the 1875 design of it.
8. Was the bridge listed on any Canadian national registry prior to restoration? Did it maintain its status when it was reopened in November?
Yes and yes. Blackfriars Bridge is a heritage-designated property under Part IV of the Ontario Heritage Act on April 21, 1992 and is included on the Ontario Heritage Bridge List, a list of provincially significant bridge structures. In 2016, Blackfriars Bridge was recognized as a National Historic Civil Engineering Site by the Canadian Society for Civil Engineering. In addition, it is included on the Canadian Register of Historic Places.
9. Up until this interview, has this bridge received any accolades or at least a nomination for its restoration?
10. The Paper Mill Bridge in Delaware has won the Ammann Awards in two categories: Bridge of the Year and Best Example of a Restored Historic Bridge, narrowing beating you in a voting marathon. In both categories you got second place, meaning a silver medal. In addition, you guys won the Author’s Choice Awards for Best Example of a Restored Historic Bridge. Congratulations on both! What is the reaction have you guys been receiving?
It’s been really special to have a bridge that means so much to me appreciated by others. The truth is my personal goal was simply to raise awareness of the bridge – so to have it even nominated was far beyond my initial expectations. And to then win the Author’s Choice Awards for Best Example of a Restored Historic Bridge is a dream come true. It really is a local heritage gem and to have it recognized outside of our corner of the world really validates what I’ve felt all along – we are blessed to have such a historic span. The bridge has supported Londoners for 145 years and its well-deserved that it gets some support in return!
11. We have some examples of bowstring arch bridges that have been sitting abandoned and waiting for restoration and repurposing. Among them include a bowstring arch bridge in Flensburg, Indiana, Livermore Falls Bridge in New Hampshire and the Kern Bowstring Arch Bridge in Mankato, Minnesota, the latter still holds the title of being the longest historic bridge in the US and second longest in the world behind you. What advice would you give to the groups interested in restoring the structure and bring it back to life for recreational purposes?
It sounds cliché but team work makes the dream work. I honestly believe that this restoration would have taken place without a lot of people reminding their friends and neighbours that not only did this bridge exist but that it was special and deserved to be saved. The lower cost of simply replacing it with a new structure was tempting to local government but heritage is a non-renewable resource. Given the obstacles faced by this project, I would suggest that the best time to start such a campaign is 25-years ago, with today being the next best option.
“Blackfriars Bridge is one of the oldest and rarest bridges in Canada and an irreplaceable landmark in the Blackfriars/Petersville neighbourhood,” says Mayor Matt Brown. “This structure contributes to the character of our community. Preserving London’s built heritage matters and seeing the structure returned, looking just like it did in 1875, really brings our City’s history to life.”
And the finished product! 🙂
Many thanks to Lincoln for the interview and the photos.
150-year old covered bridge loses roof in snow collapse. To be rebuilt pending on degree of damage.
ZUMBROTA, MINNESOTA (USA)- Record-setting February snowfall in the Midwest is starting to take its toll on its infrastructure due to the development of potholes and cracks on the roads. It is also taking its toll on the architecture, for too much snow on the rooves of houses and covered bridges- especially heavy, thick snow- can cause a roof to cave in.
Ask the people in the town of Zumbrota, located between Cannon Falls and Rochester in Goodhue County in southeastern Minnesota. Their prized centerpiece of the community of over 500 inhabitants has an uncertain future as the Zumbrota Covered Bridge partially collapsed over the weekend.
Built in 1869, the covered bridge is a Smith through truss, which is similar to a Lattice truss with diagonal beams criss-crossing each other, except its outer diagonal beams represent an end-post angled at 30°. The bridge was rehabilitated in 1932, 1950 and again in 1997, when the 120-foot long structure was moved 100 yards downstream to a park, which is situated just off Hwy. 58. It had previously crossed at Main Street. The park covers much of the eastern shore of the North Branch Zumbro River and provides people with some recreational possibilities. The structure has been listed on the National Register of Historic Places since 1975. Even though there had been another covered bridge of its kind built for a railroad north of Zumbrota, this covered bridge is the last one in service in the state of Minnesota.
As you can see in the Picture above, presented by mayor Bradley Drenckhahn, this was not what people had expected from the bridge. This was taken on the 24th, just after the roof of the covered bridge caved in, which had happened sometime overnight. Fortunately, no one was injured.
It is unclear if the center pier, built the same year the covered bridge was relocated, was affected by the collapse. The degree of the collapse will be inspected by transportation officials. The fortunate part is that the bridge is insured and town officials will rebuild the bridge once the snow has melted. The question is: just the roof or the whole structure? This is important for it could affect the upcoming events commemorating the covered bridge’s 150th birthday. According to its website, the covered bridge festival will take place on June 15th and 16th, whereas the birthday celebrations will be August 3rd and 4th. Both will take place at the park. How the collapse and the subsequent reconstruction will affect the festivities remain unknown.
A link to the covered bridge website is available and can be clicked here. The Chronicles will keep you posted on the latest on this bridge.
In Philadelphia, the first major wire-cable suspension bridge in the United States was opened. The 358-foot (109-meter)-long bridge carried traffic over the Schuylkill River below Fairmount Dam. This bridge was designed and built by civil engineer Charles Ellet Jr. It replaced a bridge famously known as “The Colossus.” The earlier structure, which had the distinction of being the longest single-span wooden bridge up to that time in the United States, was opened in 1813 and destroyed by fire in 1838.
Charles Ellet, Jr. c. 1840
In terms of both scale and purpose, Ellet’s replacement bridge resembled permanent wire-cable suspension bridges that had already been constructed in Switzerland and France. (Incidentally, just a few miles upstream, a temporary iron-wire footbridge that made its debut in 1816 and stayed intact for less than a year is generally regarded as the first-ever wire-cable suspension bridge of any kind.) The 1842 bridge remained in…
Sticking to the theme Dresden, I would like to give you a tip when it comes to photographing a bridge at night: Traffic is much worse at night than in the daytime. So please, never do this unless you are absolutely sure you can get away with it.
Even when you try and get a tunnel view with a car crossing from a distance, chances are very likely you will either get honked and/or cussed at, or worse, get clipped from behind by a racing car! Neither of these happened while I tried getting these shots of the Loschwitz Bridge, known to all Dresdners as the “Blue Miracle” (D: Blaue Wunder), but I had cars racing across this bridge a hundreth of a second after this shot was taken- a cue for me to leave the roadway and make for one of two of the cantilever truss bridge’s outer sidewalks.
While getting the portal view of a bridge is a dangerous job, especially when you encounter drivers who go all out in speeding and showing others “courtesy,” even if it means causing an accident, the best pics at night are either oblique shots or even sidewiews. Especially when the bridge is lit as well as this bridge is, one can get a great night photo from wherever you want to take that shot. In this last one, this was taken from a nearby restaurant, one has the bridge and a park bench in the foreground on the right. With a couple people gthere, it would have been a great vantage point with a sense of reminisce as people share memories while watching the bridge. 🙂
More photos and facts about this bridge will be presented in the tour guide on Dresden’s bridges in the part on the structures in the city itself. Stay tuned! 🙂
The next tour guide is a three-part series on one city with several regions where historic and architecturally noteworthy bridges are worth a day’s visit or two. The city is one of Germany’s most prized crown jewels in terms of architecture and culture. It is the second largest city based on population but at the same time, it’s the state’s capital. It literally rose from the ashes of World War II as ariel bombings in 1945 almost completely wiped out the city and nearly its population. It took over a half a century to rebuild the city to its original glory, which includes the Church of our Lady, the Semper Opera and the Residential Palace, just to name a few. It can pride itself on the Christmas markets as it has one of the oldest in the world in the Striezelmarkt. As far as bridges are concerned, almost every type of bridge from every period exist in Dresden and the surrounding area. This includes bridges built in the Baroque period, the Industrial Age, between and after the two World Wars and after the Great Flood of 2002, where half the city plus the suburbs along key tributaries were underwater, the bridges either destroyed or damaged beyond repair.
The city is Dresden. Located in the eastern part of the German state of Saxony, the city with 551,000 inhabitants (with the suburbs including Radebeul, Freital, and Heidenau, it’s close to 750,000), is located on the River Elbe. Some smaller rivers flow into the Elbe in Dresden, one of the most important is the Weisseritz, which starts in the Döhlen Becken, a valley where several streams starting in the eastern Ore Mountains (Erzgebirge) merge in Freital to become a main passage to the river. The city has a well-structured infrastructure, where one can bike, drive or ride the train, tram or bus through Dresden without having to worry about accidents and traffic jams. Bike trails run along the Elbe and Weisseritz but connects to several important places including the schools and universities. Train service features regional and long distance trains connecting the city with Prague, Berlin, Leipzig and Nuremberg. Two motorways (4, 17) bypass much of the city with major highways providing much of the service.
And the infrastructure is not complete with the bridges that cross the rivers and other ravines, something Dresden can pride itself on. With as many bridges as the city has, it is just as appropriate to divide this tour guide into three series minus the introduction. The first one will start in the mountains along the Red Weisseritz in Rabenau, much of which is along the Tourist Railline between Freital and Kipsdorf. This area has been rebuilt after the Great Flood in 2002, much of which mimicking its original form. Part 2 will look at the Freital area along the united Weisseritz, which will take us down to the city. One of the bridges has already been written and can be seen here. And part 3 will feature the bridges in Dresden City, much of which is located along the River Elbe, but we have some notable outliers. This includes some in the harbor area, a pair of bridges in Pirna, one in Radebeul and one in Meissen. A map of the bridges in Dresden can be found in each part to allow readers to find and visit them.
To give you an idea of the beauty of Dresden’s bridges, here’s a sample gallery to give you a starter:
DES MOINES, IOWA (USA)/ GLAUCHAU (SAXONY), GERMANY- It has been almost six years since the closure of the Fifth Avenue Bridge, spanning the Raccoon River at the confluence with the Des Moines River at Iowa’s state capital. It has been five years since the creation of the social network platform devoted to saving the three-span Pratt through truss bridge, nicknamed as the Green Bridge, which was built by local, but well-known bridge builder, George E. King in 1898. And lastly, it has been three years since the reopening of this historic bridge and with that, two years since the introduction of new lighting. Quite an achievement for one bridge which has received the support of over 1300 people since its launch.
Now the facebook page Save the Fifth Avenue Pedestrian Bridge (Green Bridge) has reached the crossroads and we need your help. There are some bridges in and around Des Moines that are being targeted for replacement, some them have already been approved. At the same time, articles, postcards and other photos on these structures have been found and posted on multiple websites and facebook pages. The Lost Des Moines facebook page is getting bigger and bigger, with more and more relicts of the past having been met with the wrecking ball.
And with that, the bridges as well. After all, they are just as important to the history and heritage to Des Moines as the historic buildings themselves. Therefore, the Chronicles would like some input regarding the Green Bridge page. There are ……. Options. You should decide what to do there.
Option 1: Do nothing. The Green Bridge page would remain as is, and photos and info on the bridge would be added from time to time.
Option 2: Change the page and focus on the Bridges of Des Moines: Past and Present. Here, everyone could add photos, newspaper articles, postcards, stories and even news events that deal with bridges in Des Moines
Option 3: Change the page and focus on the historic bridges in Iowa, past and present.Based on the Lost Places in Iowa facebook page, this one would focus on historic bridges in the state, past and present and would welcome the items mentioned in Option 2.
Option 4: The same as in Option 4, but it would focus on the Bridges along the Des Moines Riverfrom its starting point in southwestern Minnesota until its confluence with the Mississippi.
Option 5: Other ideas. Here you need to be specific and write down your ideas in the comment page
Option 6: Shut it down and archive it. This would be the last resort.
What do you think? Click on the ballot below and spread the word. The voting will close on 1 April with a decision to follow afterwards.
Social networking has played a key role in preserving many historic bridges in the US and beyond, as it has served as a platform for ideas and debate. It is hoped that the Green Bridge facebook site continues operating as it has been, but perhaps under a different name and format. The question is how? And this is where you come in.
A new railway bridge, crossing the Rhine between the city of Waldshut (present-day Waldshut-Tiengen) in the Kingdom of Württemberg (now part of southwestern Germany) and the community of Koblenz in northern Switzerland, was officially opened. The Waldshut-Koblenz Rhine Bridge, which was built to carry the Turgi-Koblenz-Waldshut Railway over one of Europe’s major rivers, had the distinction of being the first railway bridge installed over the section of the Rhine that lies below Lake Constance.
Robert Gerwig, 1820-1885
The bridge was designed by civil engineer Robert Gerwig, who also managed its construction. During the course of his prodigious career, Gerwig went from building roads to developing railway infrastructure. Along with making the Waldshut-Koblenz Rhine Bridge a reality, he served as one of the leading designers of the Black Forest Railway in the Kingdom of Württemberg and helped create the Gotthard Railway in Switzerland. The energetic Gerwig also found time to amass…