This past summer, my family and I had an opportunity to visit the North Sea coast near Dagebüll. The town of 2,500 inhabitants is located 65 km west of Flensburg and 30 km northwest of Husum. Not far from the mainland are the Halligen Islands. These small islands serve as wave breakers and are located between three and 15 kilometers off the mainland. With a couple exceptions, these islands can be accessed by foot during low tide (Ebbe) and only by boat at high tide (Flut). The influence of the tides can also be seen in the canals and waterways that exists on the mainland, which are controlled by a series of dams and dikes. This system has been in use since the Great Flood of 1961, which flooded half of Schleswig-Holstein and almost all of Hamburg, killing hundreds of residents and causing billions of US Dollars in damages. Yet the dikes are being improved as the water levels are increasing as a result of Climate Change.
Located eight kilometers to the south of Dagebüll is this bridge. Located over the Bongsiel Canal, this bridge is located in an area that is out of the way, serving a local road near Ockholm. Unique about this bridge is the fact that it is the oldest of its kind left in the state. Constructed in 1886, this bridge is 31 meters long and features a bowstring pony arch bridge with welded connections. The bridge is a year older than the swing bridge at Klevendeich near Hamburg.
Like with truss bridges in North America, the Munksbrück features welded connections, where the truss parts are bolted together by hand, supported by gusset plates. They were the forerunners to truss bridges with riveted connections, where the truss parts are slid into the gusset plates like a person wearing a glove and then bolted shut. Most of the truss bridges in Europe were built using this system of connections until the 1920s when riveted connections were introduced. Most truss bridges today are molded together offsite before sliding it into place.
There is very little information about this bridge except to say that it is the second crossing currently in service. The bridge is located only 200 meters away from a nearby restaurant that bears the same name. Unfortunately because of the Covid-19 epidemic, the restaurant is out of business, having been closed for quite some time. Likewise, many restaurants in this region has born the brunt of the epidemic for 70% of the restaurants located outside communities, like Dagebüll, Husum and Niebüll have shuttered because of Covid-19 lockdowns and other restrictions. As long as the epidemic exists, the way of life will be restricted unless we be active in our efforts to contain and defeat it. This includes getting the shot and even the boosters that are and will continue to be available. But it also making some fundamental changes in terms of our travel habits, such as reducing capacity at public events and on flights. The less is more approach cannot come at a better time than now. Already Schleswig-Holstein is leading the pack in these aspects and more and it is hoped that other states in Germany, as well as other countries, such as the US will follow suit. If in doubt, ask the politicians in Kiel. They will show you the path.
But once the epidemic is over, perhaps places like this restaurant will reopen. If that is a case, it makes for a perfect stop to enjoy the meal and see the bridge. The Munksbrück Bridge is one diamond that one has to see while in the region where the Halligen Islands are located. It has maintained its structural integrity, even more so with its recent facelift. As long as the bridge is properly maintained and drivers pay attention to the other man on the (opposite end of the) bridge, the structure will remain in service for generations to come. It’s a trip that was not regrettable and is recommended to everyone, pontist or non-pontist.
Author’s note: I’m looking for more information on this bridge’s history, especially in terms of its builder. It’s in connection with the bridge book I’m compiling on Schleswig-Holstein’s bridges. For more information, click here. My contact info is here. Thanks in advance for your help and happy bridgehunting, folks.
Located on the River Mulde between Leipzig and Dresden is the city of Grimma. With a population of 28,700 inhabitants, Grimma is geographically located at the junction of the flat lands to the north and the hills and lakes region to the south. The name is of Sorbian origin and means a region that is at or below sea level, surrounded by water. The city has had its share of flooding in its 1000+ year history, but for each disaster it faces, it emerges bigger and better than before. It has survived six floods plus the bombings of the second World War only to become a more attractive community for people to live. Much of Grimma’s architecture today either originates from the Baroque period or mimick’s that because the original was destroyed. Grimma’s city center has many small shops in historic buildings that are over two centuries old. The historic city hall is one of them. The largest building in the city is the St. Augustin, a combination of high school and chuch located along the Mulde. To the south of the city near the dam is the castle, where the Margraves of Meissen and the Electors of Saxony once resided. Grimma is the largest city along the River Mulde in Saxony and is a major stop for cyclists riding along the Mulde. In terms of land size, it’s the fourth largest in the state of Saxony. And when it comes to bridges, Grimma has a storied history behind two of the city’s most popular attractions.
Eight bridges within a radius of 10 kilometers can be found in Grimma, including the Motorway 14 Bridge and a bridge south of Grimma at Grossboden, all but two spans the River Mulde. Yet the most important of the city’s bridges are the Grimma Suspension Bridge and the Poppelmann Arch Bridge because of its history of being rebuilt after each disaster and also because of their unique designs. These two bridges, plus an arch bridge along a former railroad line, the arch bridge at Grossboden and the Mill Run Bridge will be featured in the Top Five Bridge Pics when visiting Grimma. The other bridges will be mentioned in one way or another in reference to the bridges profiled here in this tour guide.
So without further ado, let’s have a look at the bridges in Grimma and find five bridge reasons to convince you to visit this fine community.
Poppelmann Arch Bridge
Location: Mulde River at Volkhausplatz and Muldenufer
Type: Stone arch bridge with tubular steel arch main span. Five arch spans exist.
Built: 1719 replacing earlier spans dating back to 1292. Rebuilt seven times, the last being in 2012
Length: 143 meters, 7.3 meters wide
The Poppelmann Bridge has perhaps one of the most storied histories of bridge building not only in Saxony, but on the international front. Its first crossing dates back to the 13th Century. Counting the reconstruction in 2021, it has been rebuilt at least ten times in over 900 years of its existence. It was built and rebuilt using at least five different bridge types: arch bridge, covered bridge, metal truss bridge, suspension bridge and modern beam bridge. It is also considered one of the most ornamental bridges in Saxony, as today’s bridge is covered with ornamental lighting, and has a Baroque-style shield representing Saxony. To go into detail about the bridge would require a separate article but there is a book that was written about this bridge that was published in 2017. But to give you some facts about this bridge:
The bridge in its current form was constructed in 1719 by Mathias Poppelmann. It was the fourth crossing at this location as the previous ones were destroyed either during warfare or flooding. For almost a Centruy before Poppelmann built this bridge, there was no crossing and attempts to garner support had failed. Mr. Poppelmann had left his signature in bridge building in Saxony, which included not only the construction of the Augustus Bridge in Dresden, but also the Poppelmann design, where the covered bridge is the main span and the approach spans are made of red stone arch. Dozens were built in Saxony during his time as bridge engineer, yet sans covered bridge, only two of his examples exist today, here and in Waldheim. The Poppelmann Bridge in his current form had existed for over 170 years with the covered bridge having been rebuilt in 1816, three years after it was destroyed during the war with Napoleon.
In 1894, in response to the increase in traffic, the bridge was rebuilt. The covered bridge was replaced with a Schwedler pony truss span while the arches were strengthened. It was in service until the span was imploded by the fleeing Nazi troops on 15 April, 1945. It was rebuilt with an improvised suspension bridge right after the war, but was replaced with a deck truss bridge two years later. The bridge was extensively rehabbed in 1972 which included a permanent deck truss span. It remained in service until 1996 when the bridge was rehabbed again, this time with a concrete deck arch center span. At the same time, a taller span was constructed, located 100 meters north of the structure, which has been serving traffic ever since. The historic bridge was reopened in 1999 but little did the City of Grimma realize that a flood of biblical proportions would cause massive destruction to much of the city and this bridge.
On August 13, 2002, massive floodwaters caused extensive damage to the bridge. The newly built center span was dislodged from the bridge and was washed away. The two arches that had supported the main span was damaged to the point that they were not salvageable. The bridge was rebuilt from the bottom up, rebuilding the arches that could be saved and removing the ones that were not. A new center span, featuring a tubular arch design, was chosen as its replacement. On August 12, 2012, after a three-year project, the bridge was reopened to pedestrians and cyclists. It survived the 2013 floods unscathed, while other areas to the north of Grimma was affected the worst.
Today’s Poppelmann Arch Bridge is open to pedestrians and cyclists and is conveniently located next to the parking lot that accommodates visitors to the shopping center and sports complex. The Poppelmann Bridge is the best accessory to Grimma’s city center as it presents a backdrop to the historic buildings that exist on the western side of the river, including the St. Augustin and the historic City Hall.
Location: Mulde River at Colditzer Weg and Bärenburg Castle
Type: All-steel wire suspension bridge
Built: 1924, rebuilt in 1949 and again in 2004
Length: 80 meters
The Grimma Suspension Bridge can be easily accessed by both car as well as through the Mulde Bike Trail as both run along the river. The bridge itself is the longest suspension bridge in Saxony and is one of six suspension bridges along the Mulde/ Zwickau Mulde. The suspension bridge is a photographer’s paradise as it presents a beautiful backdrop from both sides of the river. On the west side of the river is Bärenburg Castle located on the hill. Two eateries and a hotel are located nearby. On the east end is nothing but nature as the city park and forest cover much of the eastern side of the Mulde. The bridge is located 30 meters from the dam and one could find a perfect side view from that area, with or without the dam. The bridge is unique as the entire structure is all built using steel. The roadway is supported by Warren trusses which even curves around the western entrance. The cables and suspenders are all wired and pin-connected. The towers have three different portals with a V-laced bracing at the top, followed by vertical beams and lastly an A-frame portal bracing whose bottom endpost extends to the bridge deck. It’s one of the most ornamental of bridges in Saxony, competing with the likes of neighboring Poppelmann Bridge, the Blue Miracle Bridge in Dresden and the Paradiesbrücke upstream in Zwickau.
The bridge has survived a bombing attack before the end of World War II as well as several flooding events, among others, in 1954, 2002 and 2013. It has been rebuilt twice: in 1949 and again after the flood disaster in 2004. Repairs were made in response to the flood damage two years earlier and the bridge reopened again in 2015. Located near the dam, a memorial was erected in 2006 that was dedicated to the Great Flood in 2002 with people who risked their lives to save many others, some of which were profiled in newspapers and magazines.
Rabenstein Railroad Bridge (now extant)
Location: River Mulde south of the Grimma Suspension Bridge at the Rabenstein Observation Point
Type: Metal Through Truss Bridge
Built: 1876 (first crossing); replaced in 1931; destroyed in 1945; removed afterwards
When biking south along the Mulde bike trail, one will find piers and abutments of a bridge that once existed. The Rabenstein Bridge was built as part of the construction of a rail line that connected Grimma with Grossboden. The original railroad station was located adjacent to the market square. The original span, built in 1876, featured a two-span Schwedler through truss with skewed portal bracings. How the portals looked like remains unclear, but post card photos reveal how the end posts are skewed at the piers.
Because of the increase in rail traffic and the structural weakness of the bridge, the spans were replaced by multiple-span Warren through truss bridges in 1931, built with riveted connections and with I-beam portal bracings supported by heels. All but the easternmost span were imploded in April 1945 by the Nazis in an attempt to slow the advancement of Russian and American troops from the east. Grimma came under Soviet control and eventually became part of East Germany by 1949. Because of chronic material shortage, rail lines and bridges deemed expendable were removed with the steel recycled and reused for other purposes. That was the case with the rail line as it was relocated to the western side of the Mulde and up the hill making the original line useless. A new station at Leipziger Strasse near the city center was constructed which still operates to this day. The tracks of the old line and the remaining span were both removed in the 1960s, though when exactly it happened is unknown. The Mulde Bike Trail now uses the track remains along the eastern side of the river.
Mulde Bike Trail Arch Bridge
Location: Small hiking path near the Grimma Dam and Suspension Bridge
Type: Stone Arch Bridge
This bridge is hard to find, unless you happen to hike the trails in the city forest on the eastern side of the River Mulde. It is unknown who was behind the design and construction of this short crossing, which is no longer than 10 meters long and 3 meters high, but it was once part of the railroad line that had passed through Grimma until 1945. It’s now a rail-to-trail that is part of the Mulde Bike Trail. When going under the bridge towards the dam, one must pay attention to the mud that exists, partially because of the water run off from the hills into the river, 30 meters away.
Location: Mulde River near Grossboden
Bridge Type: Eight-span stone arch bridge
Dimensions: 142.5 meters long, 22.5 meters wide
As a bonus, one should drive 6 kilometers south along the Mulde to this bridge. This bridge is easy to photograph as there is plenty of grass land on the eastern side of the river which makes it perfect for a photo with a heavily-forested background. The bridge is located only two kilometers from the train station in Grossboden, which serves train traffic to this day between Leipzig and Freiberg via Grimma and Wurzen. The bridge is the first roadway crossing over the Mulde north of the confluence between the Zwickau and Freiberg Mulde at Sermuth. Not far from the bridge is an abandoned railroad bridge made of girder spans.
Grimma is a quick stop for a visit, with many possibilities to satisfy travelers for a good hour or so. If you are a pontist, the city has two historic bridges with a storied history in the Suspension and Poppelmann Bridges and three more bridges whose history belongs in the books and are worth a visit. It’s a junction between a well-traveled bike trail and some well-travelled highways. Speaking from experience of spending a couple hours there with my family, Grimma is worth the stop no matter where you go. 🙂
Author’s Note: A Biography on Mathias Poppelmann will appear in the next year as the author is currently collecting some bridge examples that were built by the engineer, namely the Poppelmann Bridges with the combination covered bridge with stone arch approaches. If you know of some postcards, photos and other information on these bridges, feel free to use my contact form (here) and send it over. Thank you for your help in this matter. 🙂
There are thousands of metal truss bridges in Indiana that were discovered and documented in the 50 years James Cooper was in the field of historic bridge preservation and one could make a list of bridges that would not have existed as long as they did, had it not been for his contribution to his work. Part of the reason has to do with the fact that only a handful of truss bridges were used primarily for building purposes between 1880 and 1920, such as the Pratt, Whipple, Warren, Warren, Pennsylvania, Baltimore and Parker designs. Then we have the question of bridge builders who not only competed with each other for bridge-building contracts, but they also merged with each other and consolidated the businesses. Classic example was the creation of the American Bridge Company in 1900, which featured 28 bridge builders including Wrought Iron Bridge, Lassig Bridge and Iron Works and even Masillon Bridge Company.
Little do we pay attention to are the details of the truss bridge, such as connections, portal and strut bracings, types of beams used for the trusses, railings and most importantly, plaques and other ornaments. Most of these “decorations” indicated that the bridge builder wanted to leave their mark and make it fancier for the passers-by. In short, the more “decorations” the more likely it will be appreciated by the locals, and in terms of historic bridge preservation, the more likely it will be documented and preserved in the present for future generations to see.
In this film documentary, courtesy of Mike Daffron and Satolli Glassmeyer, we have one truss bridge that represented a classic example of a typical Pratt through truss bridge, yet its unique portal bracings and the stone abutments used for construction made it a unique structure that needed to be saved. The Stone Arch Road Bridge is located on a road where a stone arch bridge does exist nearby (will write more later), but is the more beautiful of the two bridges. The bridge spans Nineveh Creek near the community but in the Attebury Fish and Wildlife Preserves and was open to traffic in 1886. The bridge was fully restored in 2011 and has been serving vehicular traffic ever since. How the bridge was built and all the other details about it, you will find in the videos below.
Ten years ago, in November 2011, the Bridgehunter’s Chronicles started the Othmar H. Ammann Awards, featuring bridges in the original categories of Best Example of a Restored Historic Bridge, Lifetime Achievement, Best Bridge Photo, and Best Kept Secret- Best places to find a historic bridge. The voting was done by selected people and the awards were given out at the beginning of 2012.
Fast forward ten years later, we have a different name (awards name changed in 2019), same categories but also newer ones and we have many more people in public voting than the select few. And this year will be more exciting than ever before. 🙂
Between now and December 1st, entries are being gathered for the 10th Annual Bridgehunter Awards. This year’s awards are special as we are paying tribute to four pontists who passed away within the last year: James Baughn, who died on December 6, 2020, Toshirou Okomato who passed unexpectedly in May of this year, and lastly, JR Manning and Dr. James L. Cooper, who both died on August 19th. The new categories and bridge entries presented in this year’s awards reflect on the achievement of each person. One of the categories is a reincarnation of the one that was hosted by Mr. Baughn who had created bridgehunter.com, which is now owned by Historic Bridge Foundation.
If you are interested in submitting your favorite bridges, photos and persons, who left a mark in historic bridge preservation and tourism, please use this link, which will take you to the page about the Bridgehunter Awards. There, an online form is available and you can submit your bridge entries there. For bridge photos, please ensure that there is no more than 1MB per photo and are sent in jpg. The online form can also be used if you have any questions, need the author’s e-mail address, etc.
The categories for this year’s Bridgehunter Awards include:
Jet Lowe’s Best Bridge Photo
Othmar H. Ammann’s Bridge Tour Guide
Ralph Modjeski’s Lifetime Achievement
Eric DeLony’s Best Example of a Restored Historic Bridge
And lastly, Bridge of the Year.
With the exception of Best Bridge Photo, Bridge of the Year and Lifetime Achievement, there will be separate categories: Bridges in the USA and Bridges on the International Scale. Entries are welcomed from all over the world in all of the categories.
For Best Bridge Photo: The top five winners will have their bridge photo posted on the Bridgehunter’s Chronicles website (for 1st Place), BHC’s facebook open page (for 2nd place), BHC facebook group page (3rd place), BHC twitter page (4th place) and BHC LinkedIn (5th place) for the first half of 2022.
New to the list of category include:
Endangered TRUSS: Reincarnated from James Baughn’s TRUSS Awards, the award is given out to a historic bridge whose historic value is being threatened with demolition or alteration due to progress.
James Baughn’s Individual Bridge: Awarded to a bridge, whose unique design and history deserves recognition. This category replaces the old one, Best Kept Secret Individual Bridge.
Lost Bridge Tour Guide: Awarded to a region that used to have an abundance of historic bridges but have long since been wiped out or reduced to only one or two.
Best Bridge Book/ Bridge Literature: Awarded to a literary piece that is devoted to bridges. This can be homemade by the submitter or a book written by somebody else but deserves an award.
While some entries have already been added in some of the categories, you have time to submit your entries between now and December 1st. Afterwards, voting will commence throughout all of December and the first half of January. How the voting will be done will be announced once the ballots are ready for you to use for voting. Voting will end on January 21st, 2022 with the winners to be announced a day later on the 22nd.
This year’s awards will be special for many reasons, all of which will be focused on one thing: Giving thanks to many who have devoted their time, money and efforts to documenting, photographing and spearheading efforts to restoring historic bridges, not only in the United States and Canada as well as in Europe, Asia and elsewhere. There are many people who deserve a large amount of thanks for their work. The Bridgehunter’s Awards, in its tenth year, is going to put these people and the bridges in the spotlight, no matter where we travel to, to visit the bridges.
Looking forward to your entries between now and December 1st and as always, happy bridgehunting and happy trails, folks. ❤ 🙂
LONE ROCK, WISCONSIN- Three historic truss bridges in and around the Lone Rock area are being marketed off to those who are interested in purchasing a piece of history and repurposing it for recreational use.
The Wisconsin Department of Transportation is replacing three truss bridges in 2024, yet they would like to give the structures away with hopes their historical integrity are maintained under the care of the new owner(s). They are all located along Wisconsin State Highways 130 and 133, two of them span the Wisconsin River and feature multiple-span through truss spans, one of them is a pony truss span. They date back to the 1930s. All are within two miles (4km) of each other. The details are below:
Location: Wisconsin River at the junction WI Hwy. 130 & 133
Year of Construction: 1942
Bridge Type: Three-span polygonal Warren through truss with subdivided vertical beams, riveted connections and W-frame portal bracing
Dimensions: 682.4 feet long (212 feet per truss span); 24 feet wide
Location: Small Branch Wisconsin River on WI Hwys. 130 & 133
Bridge type: Four-span Warren through truss with riveted connections, W-frame portal bracing and X-frame strut bracings.
Construction Date/ Builder: 1933 by the Clinton Bridge Company of Clinton, Iowa
According to a press release provided by WIDOT, recipients must agree to relocate the structure (or structures) to a suitable spot and assume all obligations and responsibilities for maintaining it. Funding is available for relocating the structure, yet the transfer of ownership will be made once the structures are dismantled and loaded onto the truck beds for transport to their new homes, at no additional cost. Further information on the bridges on the market can be found in the link by clicking here.
The company Michael Baker International is overseeing the project of replacing the three crossings and giving the historic structures away to the new owners. If you are interested in obtaining a package and providing proposals for relocating one or all of the crossings mentioned here, please contact Sue Barker via e-mail at: Susan.Barker@mbakerintl.com or via phone at 608-821-8712. She is your contact for additional questions and other items you may have about the bridge project. Deadline for obtaining the informational packages is October 31, 2021. Further information on the procedures to nominate parties willing to take the bridge(s) will be made available after the deadline.
Wisconsin has already had an attempt to relocate the historic Cobban Bridge in Chipewa County, only to be met with failure and the two-span Pennsylvania through truss spans being doomed to demolition. It’s scheduled to come down next year. It is hoped that something can be done with the Lone Rock crossings between now and 2024 in terms of preserving them for future use. All it takes is the will of the public and all parties involved to make it happen.
All photos courtesy of the late JR Manning. He took the pics in 2012.
With bridgehunting come one event that happens each year in the summertime. The Historic Bridge Weekend was introduced in 2009 through a coalition which featured Todd Wilson, Nathan Holth, Kitty Henderson and James Baughn, among others. The 3-4 day conference brought in many experts in bridge preservation and maintenance, as well as engineers, historians, and many interested bridge enthusiasts and locals with a passion for history.
The first two years of the conference took place in western Pennsylvania, which had one of the highest number of iroan and steel truss bridges in the country, yet it was the same state where the rate of replacing historic bridges was one of the highest in the US. Many of the bridges lost to modernization had ties to bridge building firms in the greater Pittsburgh and Cleveland areas. In fact most of the bridge building companies building bridges west of the Mississippi River prior to 1900 came from Pennsylvania, Michigan, Ohio and New York, with the likes of King, Groton, Nelson and Buchanan, Lassig and Wrought Iron among others stamping their labels on the portals and endposts, with some ornamental decoration that went along with it.
This picture was taken of the Quaker Bridge by James Baughn in 2010. It was my first year attending the conference and the very first time I met Mr. Baughn, with whom we worked together on his website bridgehunter.com, which is now owned by the Historic Bridge Foundaton. It was this bridge and the movement to save it that caused the Pennsylvania Department of Transportation (PennDOT) to turn the tide towards bridge replacement and decided that instead of tearing down history, one can save it, even if it meant relocating the structure for reuse, for the agency had been notorious for being too passive in its policies towards historic bridge preservation.
The Quaker Bridge was built in 1898 by the Cleveland Bridge Company with James R. Gemmill overseeing the project. The bridge is a Pratt through truss span with pinned connections, Town lattice portal bracings and finials on each corner. PennDOT had originally pushed for plans to tear down and replace the bridge as far back as 2004. Yet it took the efforts of Nathan Clark to purchase the bridge and persuade the agency to retract its plan and construct a bridge on a new alignment. The project was completed in 2006 and the truss bridge has remained in place ever since- still in pristine condition as shown in the picture taken over a decade ago but now part a hiking trail, although one can use the bridge for fishing and picnicking.
The Historic Bridge Weekend focused on efforts to preserve historic bridges and maintain them for future use, visiting historic bridges that are frequently visited, while some of them were the focus of preservation efforts. We included a lot of bridgehunting tours in addition to the talks that were given by many including myself. It drew hundreds of people to the event, many from the far outreaches of the country. After the first two events in Pennsylvania, we had our next one in Missouri in 2011, Indiana in 2012, Iowa in 2013 and Michigan in 2014 before it became an informal event afterwards where bridgeshunters gathered to just visit the bridges in the areas of interest. The event in Missouri (James’ home state) included tours of bridges in St. Louis and Kansas City with a big gathering to save the Riverside Bridge in Ozark, an event that reunited friends and made the preservation attempt at Riverside a smashing success. 🙂 The event in Iowa in 2013 was one I coordinated with an open-air speech on James Hippen’s legacy by his wife Elaine at a restaurant in Stone City, a large scale informal event at Sutliff Bridge and its nearby Bar and Grill and in Pella at the golf course with a chance to explore the bridges in the Bluffs region, Des Moines and Boone and along the Mississippi.
What we learned from these events was that there was a large interest in saving these historic bridges by the public, yet the problem is trying to convince government officials to cater to the demands of the public. In some cases, we were greeted with lip service, while behind-the-door deals were carried out to have it their way and not with the people. Sometimes, the media sometimes distorts the information on the bridge without thinking that the bridge has a unique value in terms of its history and its association with the community. Still, the word gets around faster with social media than what modernists and government officials championing bridge replacement try conveying, which led to the creation of this online column and its social media pages in 2010. In turn, we have over three dozen pages devoted to historic bridges and preservation around the world on facebook, twitter and even Instagram. Some focus on bridge photography, which is the most liked because they contain brief information on the structures’ history. Yet there are individual pages that focus on preserving a bridge which has gained thousands of supporters each bridge. Save the Riverside Bridge in Ozark had over 3000 supporters on its facebook page, for example. In any case, the Historic Bridge Weekend has produced a large interest in bridges around the world, and when word on a historic bridge being a target for replacement comes around, the interest in saving the structure will be there, each with ideas on how to save it and each one with ties to the bridge and the memories that go along with it.
The Historic Bridge Weekend brought back a lot of memories of friends and bridges, ideas and stories and with that, a circle of pontists that has gotten tenfold bigger since its inauguration. It is hoped that the tradition will continue in the US, Europe and beyond, so that more people can take interest in bridges, its design and especially ways to preserve them for generations to come. The event is not just for pontists but for everyone with an interest in bridges, their histories and how they are tied together with community.
While the truck driver, a rather inexperienced Bible-thumper, got jail time for the incident, and the trucking firm was forced to close down, questions still linger as to how the truck driver managed to ignore the “No Trucks Allowed” sign, bigger than the Weight Limit sign! We know that the driver didn’t figure the math and that the GPS put her in the wrong location. But really: How much bigger can the sign be?
Sometimes, a sign like this one may be needed in order for drivers to pay attention:
The bright side to this bridge disaster is that it made for an example of how the police should handle situations like this in the classroom, for regardless of country, the police officer has to know how to handle such a situation in his/her own language, let alone the fines for disobeying the traffic signs and other restructions. In my classroom in the German state of Saxony, it has been a hit for discussion both in English as well as in German, especially as the state has a few metal and wooden truss bridges left including five covered bridges.
The bridge has been restored to its former glory, with the trucking company having paid for the whole project. You can see it in the video below:
And even with the headache bars and other restrictions, there’s still work to be done to ensure that truckers must obey the traffic laws, even if it means having to redo some of the features in the GPS system to ensure that they stay off the roads where light-weight, small but historic bridges are located. But at the same time, tougher measures will still be needed to hold the truck driver and the company responsible. Jail time, fines and other sanctions are one thing, but education in trucking and law enforcement are just as important. After all, even if we live in a democracy, we have laws and laws are there to save lives and protect persons and property.
And that tops all the money being spent on more modern but bland concrete slabs whose value will never top a structure like the Gospel Twins of Paoli. 🙂 ❤
OZARK, MISSOURI- Ten years ago at this time, the community of Ozark, Missouri, with the help of many dedicated pontists from all over the US and Europe, came together to save a historic gem of a bridge, which had spanned Finley Creek at Riverside Drive- a product of the Canton Bridge Company of Ohio, built in 1909. An organization was formed in 2010 to save the two-span Pratt through truss bridge and to this day, this organization has almost 3000 members. The bridge was one of the main attractions of the 2011 Historic Bridge Weekend in August, together with the bridges of St. Louis and Kansas City, as well as the Gasconade Bridge and the now demolished structure at Enochs Knob. It was where old friends from high school reunited and new friends were made, some of which we are still in contact to this day.
It was through these efforts that the Riverside Bridge was restored in its place and reopened in 2013. It took another challenge through a monstrous flood in 2015 and the knee jerk reaction of the special road district officials and the Missouri Department of Transportation (MoDOT) to turn to removing the bridge because of damage to the piers and parts of the bridge deck.
Enter Bass Pro and Finley Farms who fell in love with the bridge and decided it would be a wonderful accessory to their facility. Since March 30th, 2021, the truss bridge is up and over Finley Creek again, yet in a new home 1.3 miles from its original location. Crews lifted the two-span bridge onto new piers, one truss span at a time, in a ceremonial event which brought friends, families, locals and bridge lovers together, including Kris Dyer, who heads the organization devoted to saving the historic structure, and Johnny Morris, the owner of Bass Pro and Finley Farms who made it happen, not just through money and power, but with dedication and love.
Once the decking is put into place and the path is in place, the bridge will serve as key connection between Ozark Mill- a grain mill that dates back to the 1830s- and the wedding chapel. It will be a popular attraction not only for weddings and other formal events, but also for tourists who want to see the entire Finley Farms complex, with its historic buildings and experiencing living history including the local delicacies. The Riverside Bridge will have the company of another two-span through truss bridge that was built 13 years later (in 1922) by the Pioneer Bridge Company and features Baltimore spans. For a true pontists, a day trip to Ozark Mill and to the two bridges will be well worth it. For families, it is an experience with lots of memories! 🙂 ❤
From a columnist’s point of view, the restoration of the Riverside Bridge would not be possible without the support of locals, historians and people who wish to keep the bridge and consider its value as a tourist sttraction. We have seen many structures disappear because there was a lack of support among the public and connections through businesses and the local government. Speaking from personal experience, having the interest in the bridge’s history, let alone a plan on how to reuse the structure once its days as a vehicular crossing, are keys to winning the support needed and making the efforts to saving the bridge possible. It takes a lot of marketing efforts, wit and especially patience to pull it off. If one party says it’s impossible, the other has to counter with not only a why, but also a reason why restoring a bridge is possible. One can learn from the experience of those who have been successful in their efforts but also those who tried and failed for whatever reason it may be (mostly, they are political).
The Riverside Bridge represents a classic example of a bridge that got the love and support of the local community to save but also connections and a good plan to make the preservation happen. When we started on the campaign in 2010, we had a lot of ideas on how the bridge could be kept into place and shared lots of success stories with Kris (Dyer) and others involved to give them ideas on how it could be done. We did fundraisers and even produced some shirts dedicated to saving the bridge, two of which I bought and are still at home in Germany. 🙂 After the Historic Bridge Weekend in 2011, the local government stepped in, realizing that the bridge was indeed a valuable commodity to the community, and the bridge was subsequentially restored and reopened to traffic.
The flooding of 2013 put the bridge in danger again due to damage to the piers and there was doubt that it could ever be restored because it would have required the bridge to be raised to meet certain flood level requirements. Also, the historic Riverside Inn, which had been closed for many years, had to be removed as part of the plan to have a flood plain. That area is now a park next to the replacement structure, opened to traffic last year.
Still, the love for the bridge did not wane and thanks to our efforts in 2011, new actors came in with a plan to not only save the bridge but also find a new home for it. While buying a bridge for a buck ($1) is the easiest way to save a structure, that’s just the start. A good plan for moving it or even converting it to a park just off the road where the replacement structure is needed as well ensurance that the bridge is safe for use. In the case of Riverside Bridge, the idea of showcasing it in an area flanked by a mill and nearby parks was the best idea and the safest way to preserve the structure and prevent its ultimate doom. What is needed is a bit of love, creative ideas and also back-up plans in case plan A failed to bear fruit. Most importantly, it needs the support from the community and businesses who are willing work with the project to ensure future generations will enjoy it. The Riverside Bridge, who is up for its second Bridgehunter Award in the Category Best Example of a Restored Historic Bridge this winter, represents just that.
When there is a will, there is a way. The slogan for saving the bridge, for a second time. While many historic bridges have met their doom despite efforts to save them, there are others that are still in the fight to be preserved and reused for future generations. There’s a lot to learn from the Riverside Bridge experience, something that can be used for other projects. And if there is a doubt, Ozark is in southwestern Missouri near Springfield. Have a look at Finley Farms and its new accessory and you will see success in historic bridge preservation right in front of you. 🙂
Quick Fact: This will be the third home of Riverside Bridge, yet as it was built at the Ozark Mill site in 1909, it’s a welcome home celebration. It had first served the mill until the Baltimore truss bridge replaced it in 1924 and it was relocated to the site at Riverside Dr.
The Author would like to thank 407 Drone Imaging for use of the photos, plus to Kris Dyer, Bill Hart, Todd Wilson, Nathan Holth and the community of Ozark and Christian County for many years of efforts, ideas and all for making it happen not only once but twice. Also a shout out to the heavens to James Baughn, who is probably watching this right now with the Lord at his side, enjoying some shots and a good beer. This one’s for you, bud. 🙂
Our next Pic of the Week takes us to Booneville, Missouri. The city is located on the Missouri River in Cooper County, yet the city was famous for saving this prized railroad bridge. The Booneville Bridge is a multiple-span through truss bridge with a vertical lift span, all of the spans are polygonal Warren with A-frame portal bracings. This bridge is the third crossing over the Missouri, having been built in 1932 replacing another multiple-span truss bridge with a swing span that was built in 1896 by the American Bridge Company of New York. The first crossing had been built in 1874 by another American Bridge Company, but one in Chicago.
Union Pacific Railroad (UP) used to operate the structure until the bridge and the line were abandoned in 1992. That is where the problems started. The railroad company wanted to remove the tracks and subsequentially the bridge. The community of Booneville, plus bike organizations and preservationists wanted to save the bridge and incorporate it into the KATY Trail. There were petitions, phone calls and the like, but UP ignored every plea and started arrangements to demolish the bridge, with the backing of the US Coast Guard and the Department of Natural Resources (DNR), which saw the bridge as a hindrance towards navigation. This was where one person stepped in and halted the plan: Jay Nixon. As Attorney General, he took on the DNR over the bridge before extending the lawsuit to UP in 2005-06. Yet his ascension to governor of Missouri in 2009 sealed the deal and with that, the defendants stepped down and UP handed over ownership to the City of Booneville. Rehabilitation followed and the bridge reopened in 2016.
Fast forward to 2021 and we see the bridge open to the public. It’s still not part of the KATY Bike Trail as of yet because of technical issues involving the lift span and the expenses involved to repair and renew them. But that’s no stranger as this was seen with the rehabilitation of the Stillwater Lift Bridge in Minnesota, which has been open to traffic since May 2020. But it is hoped that the problem will be fixed and there is a chance that the trail is relocated to the historic bridge from the highway bridge, to reduce the risks of accidents and personal injury. Nevertheless, the bridge is still a monument that can be accessed with a newly constructed bridge deck and has a great observation deck viewing the Missouri River and the city’s skyline.
James Baughn, who photographed this bridge in 2005, documented the bridge story quite well in his bridge profile, one that is ripe enough for a book on the trials and successes in saving and restoring the Booneville Railroad Bridge. It is hoped that when the bridge is finally in use as a bike trail crossing that the story is updated and someone, like Jay Nixon, whose state park is named after him, will write about it, let alone tell us about how he saved the bridge.
This week’s Pic of the Week still has the Whipple as the motif but this time we go to the Historic Bridge Park in Michigan, where James Baughn photographed this bridge. It’s perhaps the centerpiece of installments for the park which has attracted tens of thousands on a yearly basis. The Charlotte Road Bridge was built by the Buckeye Bridge Works Company of Cleveland in 1886 with H.P. Hepburn presiding over the design and construction of the 173 foot long Whipple through truss structure, which featured pinned connections and two different Town Lattice portal bracings that sandwich the middle X-frame, as seen in the portal view taken by Baughn during the Historic Bridge Weekend in 2014. The bridge was relocated to this spot in 2006 and has served as a pedestrian crossing spanning Bridge Park Road. You can see this and many other bridges in this tour guide Nathan Holth produced for his website (click here).
And with that come the answer to last week’s Guessing Quiz on Whipple trusses. Here, we wanted to know where this bridge is located, which was also photographed by James Baughn. As a hint, it’s one of only three that are left in Missouri. Any guesses?
It’s the BONANZA BRIDGE!
This Whipple through truss bridge features a similar design like the one in Michigan. Yet it is unknown who built it, though the build date is 1883. This bridge used to span Shoal Creek near the Bonanza Conservation Site in Caldwell County. The structure was in service until its replacement in 1994. Instead of tearing it down, the county moved the bridge offsite onto a field and has since been preserved. The 175 foot long span is elgible for the National Register of Historic Places and has a perfect natural backdrop for photos taken either from the car or up close by foot. You can see more photos and read up on other information by clicking here, courtesy of bridgehunter.com.
The Osborne County Hall of Fame Honors celebrates the Osborne County Sesquicentennial Year of 2021, marking the first 150 years of the county's existence. The "Honors" will present, recognize, and appreciate the various aspects of Osborne County, Kansas heritage and culture both past and present in a different manner than its parent organization, the Osborne County Hall of Fame. The series of lists that comprise the "Honors" will be revealed throughout the year on this site and via other social media. All Individuals already enshrined in the Osborne County Hall of Fame are excluded from the "Honors". Happy 150th Birthday, Osborne County!