Interview with Sue Threader and Kate Castle of Rochester Bridge

From Left: Pictured are Kate Castle (Senior Engineer) & Sue Threader (Bridge Clerk) at Rochester Bridge Trust.

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Love builds bridges where there are none, and bridges are built with the love and care that only bridge engineers can give them. Yet for a bridge to last forever, tender loving care is needed by the same engineers to ensure they are maintained not only by their function as a crossing but also by its outer appearance. In order to ensure they are properly maintained and to understand how bridges work, education and only education is the key. 

When looking at the Rochester Bridge, we look at a unique structure that features not only one crossing, but as many as four: Two roadway structures, one walkway for maintenance and one two-track railroad structure. Each one coming from different generations- a lattice iron bridge dating back to the Victorian era, a three-span steel arch bridge built in 1910s and the youngest bridge is over 50 years old and made of concrete and steel. But there are more things about the bridge that goes way beyond the structures that exist. We have the ornamental warden houses on each end of the arch bridge, the architecture mimicking the Roman times and each corner having a statue of the lion; the lion is the bridge’s mascot. There’s the bridge chapel which had many lives apart from being a church. It is now a meeting place for the bridge trust. And one mustn’t forget the Esplanade with its ornate walkway to allow for tourists to be in awe of the structure and get as many photos as possible.

The bridge has maintained its composure as a structure that not only functions, but also looks attractive to visitors but in part because of the regular maintenance it has received. It has also been a poster boy for learning about bridges and how they are built and maintained. After all, the first bridge at this site dates back to the Roman Empire, built using stone. The bridge has been rebuilt at least four times before the Victorian era when the present-day railroad bridge was built. And the rest was history.

To ensure that the public can appreciate the beauty of the bridge and understand how bridges are built and cared for, the bridge underwent an 18-month extensive rehabilitation project that included everything that needed to be fixed, cleaned and in some cases, renewed so that the bridge looks like new. In addition, further ways of educating the public about this bridge including the use of technology has brought the public closer to the topic of bridges, how they are built and more importantly, how they are maintained with tender loving care. This project has reaped awards as the bridge has received accolades from several institutions nationally and internationally.

And that includes the 2021 Bridgehunter Awards, where the Rochester Bridge won in the category Best Example of a Restored Historic Bridge and Kate Castle won in the category Lifetime Achievement. We decided to interview both her and Sue Threader, about the entire project to get an inside look at the bridge, the Rochester Bridge Trust, the bridges’ restoration project and how the bridge has become one of Rochester England’s prized attractions. So without further ado, here are some things we know about the bridge from their aspects:

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1. (Both) How would you summarize the Rochester Bridge in terms of its description and history?

The first Rochester Bridge was constructed by the Romans, around the time of their invasion in 43AD. The Roman bridge crossed the River Medway on the line of Watling Street, the main Roman road running from London to Richborough and Dover on the Kent coast. 

After centuries of maintenance and repair, the Roman bridge was washed away by flood waters and ice in 1381.

Ten years later we have the medieval stone bridge, which was constructed some hundred yards upriver of the Roman ruins. Then in the 1850s the Victorians replaced that bridge and Sir William Cubitt built his new bridge on the route of the original Roman crossing.

Today we have three bridges. The Old Bridge (1914) a reconstruction of the Victorian bridge; the New Bridge (1970) and the often-overlooked Service Bridge.

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2. What is the role of the Rochester Bridge Trust?

The Rochester Bridge Trust (RBT) was founded in 1399 by Sir John de Cobham and Sir Robert Knolles to ensure the provision of passage over, under or across the River Medway between Rochester and Strood, in perpetuity. They petitioned King Richard II for the organisation (now a registered charity) to be created, and they sought donations of land and money from other wealthy landowners. These donations formed the basis of the current estate of the Rochester Bridge Trust and fund all works.

Today, that means maintaining the three bridges (two road, and one carrying services). This includes managing the Trust’s historic estate to ensure there are enough funds to carry out any work; and supporting engineering and agricultural education, to ensure the expertise we require continues to be developed.

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3. In the RBT Website, there is a lion named Langdon, who entertains the younger visitors who want to see the bridge. Who was behind the creation of Langdon and why? What role does he play with the bridge?

Langdon the Lion is our education mascot and has his own dedicated website: https://rochesterbridgetrust.org.uk/

His inspiration comes from the lion statues that decorate the Old Bridge, with his name taken from Langdon Manor Farm, one of the first properties to be donated to the Trust and still under the charity’s ownership today.

We introduce Langdon to children with this story: https://rochesterbridgetrust.org.uk/meet-langdon/legend-langdon-lion/

His role is to help inspire young people to take an interest in bridges and civil engineering.

4. Tell us in simple terms about the restoration project on the Rochester Bridge based on the following questions

    a. Why was the restoration needed?  

It is essential that large bridges are properly maintained. Although our team carries out regular routine maintenance, there comes a time when more extensive work is needed to make sure the crossings remain safe and secure. It’s a bit like the schedule of services you might have with a car – you routinely keep it clean, change the oil and replace the bulbs, but after a large number of miles, the timing belt needs to be replaced. We had reached the point where the Trust’s three bridges at Rochester needed some more major work, and so we carried out the Rochester Bridge Refurbishment Project.

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    b. What areas of the bridge needed to be restored?

This is a brief introduction to the works. The New Bridge was built in the late 1960s and some parts, such as the lighting, parapet and expansion joints, had reached the end of their serviceable life and needed to be replaced.

The lighting on the Old Bridge needed a review and it was time to improve its efficiency and install LEDs to reduce the environmental impact. Because of the bridge’s Grade II listed status, the existing lights were refurbished and upgraded and some additional matching lanterns were specially designed. We also carried out numerous unseen works to repair steel and concrete, as well as a complete re-waterproofing and re-laying of the roadway.

A new roof was installed on the Service Bridge.

Rochester Esplanade was constructed in 1856, from the remains of the old medieval bridge. The structure and river wall needed some attention and a new drainage system was installed. The whole area in front of the Bridge Chamber was landscaped and new benches added, together with information about the history of the bridges.

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    c. How was the bridge restored?

A major programme of engineering works was carried out over a period of 18 months. Hundreds of different activities took place along the length of the bridges and surrounding area. Much of the work was unseen by the public because it took place on the huge scaffold beneath the deck, which alone cost well over a million pounds.

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    d. How was traffic impacted by the restoration project?

Traffic impact was kept to a minimum. During the whole 18-month project there were fewer than 100 hours of bridge closure, and then only in one direction. Works were carried out in phases and mostly at night, using single lane closures to ensure traffic could continue to flow.

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    e. How was the project financed? Did you do any fundraisers prior to the project?

The £12m project was paid for privately, by the Rochester Bridge Trust, using funds generated by the historic estate. There was no cost to the public.

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    f. Which engineering firms/ construction companies were involved with the project?

The work was carried out by lead contractor FM Conway and a team of specialist sub-contractors.

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    g. When did the restoration begin and how long did the project last?

The refurbishment began in April 2019. There was a temporary closure while covid-safety measures were implemented at the start of the pandemic, with the works taking 18 months. The project was completed ahead of schedule in December 2021.

All the carbon generated during this project has been offset with the planting of more than 8,000 trees to create a new woodland.

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    h. How is the Rochester Bridge different now than before the project?

The three bridges have now been put into the best possible condition for the future, meaning that no major interventions – excluding the unexpected – should be required for many years to come.

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  1. Are there any missing items that need to be taken care of on the bridge?

There are no missing items on the bridge. The nature of bridge maintenance means there are always activities to be carried out.

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5. What was your reaction to winning the 2021 Bridgehunter Awards in the category of Best Example of a Restored Historic Bridge? What statement does it have with historic bridge preservation in your opinion?

This refurbishment was a significant project for us and we are very pleased to see Rochester Bridge recognised in these international awards.

We spent many years preparing for this project and ensuring everything would be carried out to the best possible standard, prioritising quality over cost. To see such an interest in our refurbishment, and to have people from all over the world voting for our bridge shows how much they appreciated our efforts and our Old Bridge.

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6. What roles did you play in the project (including title and description):

    a. Kate Castle
As the Bridge Programme Manager I worked alongside the Bridge Clerk to ensure all elements of the Rochester Bridge Refurbishment Project were carried out according to plan.

    b. Sue Threader

I am the Bridge Clerk [Chief Executive] of the Rochester Bridge Trust, and I oversaw the whole project.

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7. What is your career background prior to joining the RBT?

    a. Kate Castle
I graduated with a degree in civil engineering at the University of Surrey in 2002 and my background is in traffic and road safety engineering. I’ve worked for both the client and consultancy design sign, including Transport for London and Hyder Consulting. During these differing roles I gained project management experience which gave me a combination of skills that was vital during the refurbishment project. I joined the Trust in 2020, having been part of the wider team at then Bridge Engineer Arcadis since early 2013.

    b. Sue Threader
I graduated with a degree in civil and structural engineering from the University of Sheffield in 1988. I’ve worked for several local authorities as a civil engineer and transportation planner before joining the international engineering consultancy, WSP Group plc, in 1998 as a Technical Director. Moving back to the public sector in 2001, I held the post of Deputy Chief Executive and firstly Director of Services, then Director of Resources, for a district council in Surrey. I joined the Rochester Bridge Trust in 2006.

I am also a Fellow of the Institution of Civil Engineers, a Liveryman of the Worshipful Company of Engineers and a member of the Institution of Civil Engineers (ICE) Archives Panel. I was awarded an honorary doctorate of science by the University of West London and an Outstanding Contribution Award from the ICE in recognition of my work to promote civil engineering to young people.

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8. Why did you choose your respective posts at RBT?

    a. Kate Castle
Having worked with the Rochester Bridge Trust for many years I already knew the structures and the breadth of interesting engineering involved in the site. It’s great to be able to contribute to this important historic river crossing.

    b. Sue Threader

As a civil engineer with an interest in history, the Rochester Bridge Trust brings together two of my favourite topics. It’s also a pleasure to be able to work for the same organisation that previously employed my engineering hero, Sir William Cubitt.

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9. Kate Castle, the crew at Bridge Boys, based in California, nominated you for Lifetime Achievement which you won decisively in the voting. Congratulations on winning the title! What are your reactions to winning the awards?

I’m overwhelmed! It’s wonderful to have my work recognised. During the project I took a lot of trouble creating virtual tours of the bridges as a replacement to the hard hat tours that covid prevented. To know that my explanations were appreciated and helped to bring the engineering to life all around the world is really special. Thank you to the Bridge Boys for nominating me and to everyone who felt my work was worthy of this award.

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10. (Kate Castle) What makes this bridge special to you, in your opinion?

All bridges are brilliant because they do an important job connecting people. This set of bridges is particularly special because of the extensive history that came before us – our archives om the Trust’s history are amazing and to be continuing that story is both a challenge and a joy. It’s also great to work on a local landmark, the Old Bridge’s bowstring-shaped trusses are an integral part of the Rochester landscape.

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11. (Kate Castle) What elements of a historic bridge are important and that people should appreciate? 

For me it’s the little details, such as ornamentation. We have lots of lions, heraldry, fruit, rams, crowns and more and it really emphasises the care and attention lavished on the Old Bridge when it was constructed. The Victorians who built our bridge wanted it to be beautiful as well as functional.

Some historic bridges tell their story in their structure too, for example the piers of our Old Bridge are older than the bowstring-shaped trusses – identifying the different phases within the structure can lead to the discovery of interesting stories.

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12. (Kate Castle) And that of the Rochester Bridge in your opinion?

That also.

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13. (Both of you) If there is a historic bridge that has as high value as the Rochester Bridge, what advice would you give to the group wanting to save the bridge?

Keep up with regular maintenance because it’s more efficient to do that, in terms of both cost and carbon usage, than having to completely replace a bridge when it’s been allowed to deteriorate too much to save.

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14. What is next for the bridge: Are you planning on writing a book about the project?

The project is fully documented in our archives which cover more than 600 years of the bridge’s history (the period since the foundation of the Rochester Bridge Trust).

As for what’s next? We never sit back and think, we fixed that bridge, so we can stop. We’re constantly looking for the next challenge and improvement.

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Thank you to Sue Threader and Kate Castle for the exclusive interview and for the stories behind the bridge. Congratulations once again on winning the 2021 Bridgehunter Awards for Best Example of a Restored Historic Bridge and to Kate Castle for Lifetime Achievement. 🙂

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Before ending this article, I would like to present you with a small clip of the bridge and the restoration project. While this was released in 2020, it will show you all the aspects of the project, as well as provide you with an overview of the bridge from ariel to ground view. Enjoy!

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Sheepford Road Bridge in Pennsylvania to be Restored for Pedestrian Traffic

$1.4 million awarded to the bridge by PennDOT to restore and repurpose the bridge for pedestrians.

HARRISBURG, PENNSYLVANIA (USA)- An early example of an iron through truss bridge built by a local bridge company in Pennsylvania is going to be restored after receiving a sizable amount of money from the state government. State Senator Mike Regan (Republican- Cumberland) announced on April 21st that the Friends of the Sheepford Road Bridge will receive $1.4 million from the Transportation Alternatives Set-Aside (TASA) Funds from the Pennsylvania Department of Transportation (PennDOT). The TASA Funds is money set aside for projects and activities considered transportation alternatives, including on- and off-road pedestrian and bicycle facilities, infrastructure projects for improving non-driver access to public transportation and enhanced mobility, community improvement activities, and environmental mitigation, trails that serve a transportation purpose, and safe routes to school projects. It also includes restoration of historic bridges considered vital for areas where recreation is popular.

The Sheepford Road Bridge was one of two bridges that received TASA Funding in the announcement. The bridge was built by Dean and Westbrook of New York City as well as the Phoenix Bridge Company of Phoenixville, Pennsylvania in 1887. It’s one of a handful of bridges remaining in the eastern US that was built using cast and wrought iron and has two unique features: Phoenix columns on its end posts and ornamental portal bracings with builder’s plaque on each end. The Pratt through truss bridge is eligible for listing on the National Register of Historic Places. Rehabilitated in 1975, the 133-foot long bridge was closed to all traffic in 2000 and since then, efforts had been undertaken to secure funding to repurpose the bridge as a pedestrian crossing, especially as it’s located near a park spanning Yellow Breeches Creek at the Cumberland-York County border. With the awarding of the funding, the Friends of the Sheepford Road Bridge, who have their own website (here), the funding has been secured and construction will begin shortly on restoring the historic bridge and making it a pedestrian crossing. Apart from repainting the bridge, there will be other work on repairing truss parts and renewing the decking, all of which will be done with a firm specializing in restoring historic bridges.

“Two and a half years ago we started this incredible journey to Save Our Bridge, a story with many twists and turns,” stated Janice Lynx, director of the Friends of the Sheepford Bridge, in an interview with the Bridgehunter’s Chronicles. “We stumbled many times and on occasion thought all was lost.  But in the end we brought our community, local representatives, and historical organizations  together to save a piece of our history.” The Sheepford Road Bridge has already received grants and recognition on the international scale. This included winning the 2021 William Foshag Awards by the Cumberland County Historical Society. The bridge received a silver and bronze medal in the 2021 Bridgehunter Awards in the categories Endangered TRUSS and Bridge of the Year, respectively. The winner in both went to the Historic Bridges in Keeseville, New York. “Grassroots activism works and you can make a different,” stated Lynx. And indeed the Sheepford Road Bridge represents an example of how one local group can make a difference and keep a piece of history that others will enjoy, especially once the restoration is completed.

Your bridge matters, and therefore, congratulatons and best of luck with your next steps in restoring it. ❤ 🙂

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All photos courtesy of the Friends of the Sheepford Road Bridge via facebook page.

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The other historic bridge that is receiving funding through PennDOT’s TASA Program is the Bogert’s Covered Bridge in Allentown in Lehigh County. The Burr truss bridge was built in 1841 and spans Little Lehigh River. It can be seen north of I-78. The bridge has been on the National Register of Historic Places since 1980. PennDOT awarded $1.3 million to the City of Allentown, which will be used for a complete restoration of the covered bridge, which includes diassembly, restoration of parts and reassembly. When this will take place remains open. But it will continue to serve pedestrians once the restoration project in completed.

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Best Kept Secret: Munksbrücke near Ockholm

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.

Contrary to the tire tracks left on the bridge and the wear and tear, this bridge was restored in 2019. According to the engineering firm Grassl, the abutments were rebuilt, mimicking the original ones when it was built in 1886. Furthermore, the bridge itself was restored, in-kind. This means truss parts were sandblasted , strengthened and then repainted to protect them from corrosion. Some parts were most likely replaced in the process. Furthermore, a new wooden decking was installed which includes a drainage mechanism where the water is drained into the canal. The bridge was never widened, which means the one-lane bridge restriction was left in place. Based on my observation during our visit in 2021, road-users were paying attention to the oncoming traffic to ensure that those who have the right-of-way can use it. In American standards, it would be considered impossible for today’s bridges must have a minimum of three lanes- two for cars and one for pedestrians and sidewalks. A total of at least 35 feet in width, which puts the remaining truss bridges in service in danger of being replaced; the trusses sent to the recycling centers for reuse. One of the caveats I have as an American is when the bridge wobbles.
From an American bridge building perspective, it would call for an immediate replacement for a crossing must sit still when something crosses it. However if one does the homework correctly, he/she will find that a truss bridge vibration is normal as it undergoes regular stress caused by loads going across it. It’s just a mere question of how much of a load the bridge can tolerate. Yet from a neutral perspective, one needs to check and ensure that no damage is done to the diagonal beams or better yet, havea weight limit to ensure only light vehicles can cross the bridge. After all, a concrete bridge, built in the 1960s is located just a kilometer away from the bridge, clearly visible from the truss bridge.

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.

The (now shuttered) Restaurant bearing the bridge’s name.

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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.

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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.

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💉🌉BHC

The Bridges of Grimma (Saxony), Germany

Poppelmann Bridge at Volkshausplatz and City Center. Photos taken in August 2021

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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

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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 ornamental monument with the seal of Saxony, constructed with the bridge in 1719. Source: Joeb07, CC BY 3.0 https://creativecommons.org/licenses/by/3.0, via Wikimedia Commons

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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.

The Poppelmann Bridge after the 2002 Floods. When this was taken in 2009, two additional arches were removed. Source: Joeb07, CC BY 3.0 https://creativecommons.org/licenses/by/3.0, via Wikimedia Commons

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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.

More on the bridge, including historic photos and the like here: http://www.poeppelmannbruecke.de/

Grimma Suspension Bridge

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.

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Source: Falk2, CC BY-SA 3.0 https://creativecommons.org/licenses/by-sa/3.0, via Wikimedia Commons

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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.

Source: Brück & Sohn Kunstverlag Meißen, CC0, via Wikimedia Commons

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.

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Mulde Bike Trail Arch Bridge

Location: Small hiking path near the Grimma Dam and Suspension Bridge

Type: Stone Arch Bridge

Built: 1876

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.

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Kössern Bridge

Location: Mulde River near Grossboden

Bridge Type: Eight-span stone arch bridge

Built: 1887-88

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.

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Fazit:

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. 🙂

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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. 🙂

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Stone Arch Road Bridge near Nineveh, Indiana

Photo taken by Tony Dillon in 2012

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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.

Enjoy! 🙂

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History in Your Own Backyard:

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Mike Daffron:

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Riverside Bridge Reset at a New Home

The Riverside Bridge being put into place at Finley Farms. Source: 407 Drone Imaging

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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.

Riverside Bridge at its original location before its first restoration project in 2013. Photo taken at the HB Weekend in 2011

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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! 🙂 ❤

The Riverside Bridge in the background and the Ozark Mill Bridge in the foreground. Source: 407 Drone Imaging

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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).

Both spans in place. Now comes the decking. Source: 407 Drone Imaging

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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.

Photo taken in 2011

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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. 🙂

Article and website in connection with the event:

https://eu.news-leader.com/story/news/local/ozarks/2021/03/30/bass-pro-finley-farms-touts-raising-historic-riverside-bridge-ozark/4799036001/

Finley Farms: https://finleyfarmsmo.com/

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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. 🙂

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BHC Pic of the Week Nr. 139: Tribute to James Baughn

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.

BHC Pic of the Week Nr. 137- A Tribute to James Baughn

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).

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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?

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Well?

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Photo taken by Neil Krout

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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.

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Kern Bridge Stays Home in Mankato

Longest Bowstring Arch Bridge in the States Stays in Mankato, to be Re-erected between Sibley and Land of Memories Parks

MANKATO, MINNESOTA- What was built from home stays home. That is the slogan behind the Kern Bowstring Arch Bridge, a 189-foot long product of the Wrought Iron Bridge Company, which was built over the LeSeuer River on a township road south of Mankato in 1873. Until last year, the bridge stood in its place until efforts were undertaken to dismantle and remove the structure because of a failing abutment.

Now, the bridge is staying put, but will be the centerpiece, crossing over the Blue Earth River connecting two of Mankato’s largest parks.

The 148-year-old historic iron structure will span the Blue Earth River between two of the city’s largest parks, providing a pedestrian and bike crossing that also will fill a gap in the local trail system, and create a vital link between the Sakatah Singing Hills State Trail on Mankato’s northeast side and Minneopa State Park to the southwest. “From an engineering perspective, it’s an exciting project, but it’s also one that’s great for our community and the region on whole,” said Assistant City Engineer Michael McCarty in an interview with the Mankato Free Press. He was in charge of putting together the winning application in an eight-way competition for the one-of-a-kind bridge. Four finalists had submitted full applications to the Minnesota Department of Transportation (MnDOT) for the structure. Aside from Mankato, the other three finalists came from Watonwan County, Fergus Falls and Sherburne County. “It was a close race. The applications were all really good,” said historian Katie Haun Schuring of MnDOT’s Cultural Resources Unit, one of the members of the steering committee of engineers and historians that ultimately decided Mankato’s plan was the best. “… All of the locations would have been good. I think Mankato’s just rose to the top after a lot of great discussion.”

The decision to keep the Kern Bridge home made a lot of sense as the last surviving bridge of its kind in Minnesota is also one of the Blue Earth County’s “Seven historical wonders” when it comes to architecture that had shaped the county in the past 150 years. Furthermore, the county is diverse in the number of different types of bridges that still exist and can be seen today. They include the Dodd Ford Bridge and, the Maple River Railroad Truss Bridge both near Amboy, as well as a Marsh arch bridge and the Red Jacket Trestle. Another truss bridge, the Hungry Hollow Bridge is sitting in storage and awaiting reuse elsewhere. When people think of Blue Earth County and bridges, the Kern Bridge would definitely go on top as it was the structure that spearheaded efforts by other engineers to leave their marks over rivers and ravines while expanding the network of roads and railroads that connected Mankato with Minneapolis and other points to the north and east.

Along with the wrought-iron bridge, now disassembled and stored in shipping containers, Mankato will be receiving federal funding that will cover 80% of the $1.8 million cost of reassembling it. According to the Free Press, numerous regulatory hurdles will need to be cleared because of the historic nature of the bridge, the need to build piers in the Blue Earth River, the existence of the flood-control system in the area, the design work on the bridge approaches, and the regulations related to federal funding. The Kern Bridge will be the main span over the river but will be flanked by steel gorders which will make the historic structure the centerpiece for the two parks. If all goes well, the bridge will be back in service by 2024 but as a pedestrian and bike crossing.

And while its 150th birthday celebration will most likely be in storage, the reestablishment and reopening of the longest bowstring arch bridge, combined with its reinstatement as a National Landmark, will serve as a much-deserved belated birthday gift in itself. Even the best things come if we wait long enough and work to make it happen. 🙂

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The Kern Bridge finished second in the 2020 Bridgehunter Awards in the category Bridge of the Year because of the efforts to save the structure from its potential collapse.

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The news came just as the Newsflyer podcast was released. To listen to the other news stories, click here.

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Kern Bowstring Arch Bridge Available for Reuse: Any Takers?

Photo by James Baughn

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MANKATO, MINNESOTA-  The longest bowstring arch bridge in the United States and second longest in the world is available for reuse. The question is who has some ideas for the structure?  The Minnesota Department of Transportation  is soliciting interest in the purchase and relocation of the Kern Bowstring Arch Bridge, which had spanned the Le Seuer River on Township Rd. 190 south of Mankato between now and August 31st.

The bridge was built by the Wrought Iron Bridge Company under the direction of John Mahowald in 1873 and was originally named the Yaeger Bridge, after the farmer George Yaeger. The 189 foot long bowstring arch span served traffic until its closure in 1989. Crews lifted the span off its crumbling limestone piers on 7 February of this year and carefully dismantled the structure; the pieces are in storage and the new owner that acquires it will have a herculean challenge of not only putting it back together again but also restoring it for recreational reuse.

According to information on the MnDoT website, the bridge must be rehabilitated to meet historic standards as stated in the Secretary of the Interior’s Standards for the Treatment of Historic Projects. The restoration project must comply to the guidelines of both MnDOT and the Federal Highway and Safety Administration. Currently, costs for reconstructing and restoring the historic bridge is estimated to be at approximately $1.5 million.  Fortunately, federal funding is available to cover 80% of the costs for the whole project, which means 20% must to brought up by the party owning the bridge.  The bridge has currently been delisted from the National Register, yet it can be re-listed once the structure is reconstructed and reopened for use.

Letters of intent are currently being collected by cities as well as county and state agencies, with cities having 5000 of less inhabitants being required to have a county sponsor. At present two suitors are in the running, both cities and both outside Blue Earth County, where the bridge once stood for almost a century and a half: Fergus Falls in Otter Tail County and North Mankato in Nicollet County. Both plan to have the structure span a body of water and be used as a pedestrian bridge. It is unknown who else is interested in acquiring the structure at present.

If you are interested in acquiring the bridge, you should click onto link that will usher you to MnDOT’s Historic Bridge website. There, information, contact details and applications are available. The Letter of Intent is to be submitted by no later than 31 August. Applications for the bridge must then be filled out and the deadline is 30 September.

We have seen many bowstring arch bridges being reused for various recreational purposes. The Freeport and Eureka Bridges in Winneshiek County, Iowa are now picnic areas in parks.  Springfield in Arkansas and Paper Millin Delaware are now pedestrian crossings. The interest in reusing the Kern Bridge as a crossing for pedestrians and cyclists is strong among those in Minnesota and beyond who wish to see her in action again. The question is where will it go and how will it be reused?

The story of the bridge’s fate is unraveling and we’ll keep you posted……

 

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