To listen to the podcast, click on the link here: https://anchor.fm/jason-smith-bhc19/episodes/BHC-Newsflyer-17-April-2020-ect4hb
To listen to the podcast, click on the link here: https://anchor.fm/jason-smith-bhc19/episodes/BHC-Newsflyer-17-April-2020-ect4hb
This Mystery Bridge entry takes us to the town of Castlewood in Hamlin County, The town is located east of the Big Sioux River, which snakes its way through the field in its infancy before it widens near Watertown. While Castlewood may be a typical rural American town, it does hold a treasure that is historically significant and one where we’re looking for.
The Castlewood Truss Bridge was a Thacher through truss bridge that had spanned the Big Sioux River southeast of town. It carries 184th street. The structure is 100 feet long with the main span having been 80 feet. The bridge was built by the King Bridge Company in 1894 under the direction of agent Milo Adams, and was the second of two bridges that was discovered and researched by the National Park Service in 1989. The second was at Yellow Bank Church Bridge in Laq Qui Parle County in neighboring Minnesota, built one year earlier. . Together with the Ellworth Ranch Bridge in Emmet County, Iowa, the Castlewood Bridge represented an example of the hybrid form of the Thacher Truss Bridge, which was patented by Edwin Thacher in 1881.
The bridge was listed on the National Register of Historic Places on December 9th, 1993, yet the bridge was replaced on a new alignment by a low-water crossing in the summer of 1990. According to recent satellite view, the Thacher Truss structure is no-more. All that is left are the wing-walls and the lally columns on the west bank of the river.
This leads us to the main question: What happened to the bridge?
Research in newspaper articles and correspondences have thus far come up with nothing concrete. The exception was the plan to replace the bridge in 1989 after reports revealed that the structure was rusting and no longer able to carry traffic, which ran parallel to the research into the bridge’s historic significance. Bridgehunter.com had pinpointed the replacement date as sometime after June 1990, even though the article mentioned August 1990 as its planned replacement date.
This leads us to why the Castlewood Bridge was listed before the end of 1993. According to the National Register of Historic Places, any historic structure can be listed on the register if they comply to the requirements of historic significance. Once it’s listed, then grants and funding are made available for restoring and protecting the place, and it is next to impossible to demolish the historic place unless plausible arguments are made justifying it, which includes understanding the consequences of destroying it, which is its delisting. If the Castlewood Bridge was demolished for any reason, the bridge would be delisted from the National Register, and all records pertaining to its nomination, history and the like would be archived and made unavailable for researchers. If the bridge was replaced before its nomination in 1993, why list the structure to begin with? And if it was destroyed after its listing in 1993, why is it still listed?
This leads us to the question of what happened to the Castlewood Bridge. One has to assume that the bridge was dismantled and put into storage to be reused elsewhere. This was what happened to the Yellow Bank Church Bridge, and the truss bridge now has a new home at the historic village park south of Hastings in Minnesota. Its role is mimicking the Famous Hastings Spiral Bridge, the first bridge in the world with a loop approach. With regards to the Castlewood Bridge, the question is: Where’s the bridge? And will it be reused somewhere, if it has not been re-erected already? If the bridge no longer exist, then the question is 1. Why justify its existence on the National Register, and 2. Were any bridge parts been preserved as a historical marker?
The research about the bridge’s fate has not born any fruit to date. Therefore, the question goes straight to the locals of Hamlin County, South Dakota and the residents of Castlewood with this in mind:
“Where’s the Bridge?”
Once scheduled for demolition, the contract is rescinded. Now discussion about its future is back on the table.
MILLBROOK, ILLINOIS- One will see the structure upon crossing the Fox River.A three-span Pratt through truss bridge with a total length of 500 feet. The bridge is 123 years old, although the largest of the two spans was relocated at around 1910. That span has riveted connections and Howe lattice portal and strut bracings. The two smaller spans, apparently original, have Town lattice portals, V-laced strut bracings and pinned connections. The bridge and the road both were bypassed in 1984 and since then, the structure has been used as a pedestrian and bike crossing. A beautiful accessory to the nearby forest.
Still, the Kendall County Forest Preserve wants to see the bridge be removed. The reason? Failing limestone piers.
The forest preserve is cash-strapped for any funding to even fix the bridge. Even the money coughed up for removing the bridge was from scraping the bottom of the funding pot. When the contract was let to demolish the bridge in 2018, the amount was more than what was estimated- 476,000 to D-Construction instead of $200,000. The cost for rehabilitating the bridge: over one million Dollars. And this for repairing the bridge piers, the paint job and possible repairs.
Theory and practice reveal that even repairing or replacing the piers alone is approximately 50% cheaper than removing the bridge alone. With the restoration work needed for the bridge, if one chooses the right firm, such as Workin Bridges, BACH or Mead and Hunt, the cost for the above-mentioned job is 20% cheaper. Even if trusses are dismantled and stored while funding is collected for rebuilding the piers, the cost would be much cheaper. The act to remove the bridge without a slight hint of possible restoration and incorporating it into a trail, let alone the possibility of seeking resources and grants is very short-sighted and thus should be reconsidered.
Already the first attempt to form an intergovernmental partnership with the village of Millbrook failed to bear fruit. Still a larger attempt to include the county and state authorities, let alone private actors is needed to ensure any action with the bridge is carried out without emptying the pockets in the process. This also applies to removing the bridge which if done, pedestrians and cyclists would be forced to use the current crossing 100 yards away, which would increase the risk of accidents and fatalities, thus putting the liability onto the forest service and the county.
At the present time, the contract with D-Construction has been rescinded for the purpose of the state attorney needing to examine it. Yet in the news release on February 4th, the Forest Commission is planning to vote on the proposed demolition of the bridge on February 18th. The meeting is scheduled to take place at 9:00am on the second floor of the County Office Building at 111 W. Fox St. in Yorkville. Furthermore, discussions on the attempts to save the bridge will also be included. Instead of proceeding with the project of simply wiping away a bridge that is loaded with history and is one of Millbrook’s prized treasures, one should look at other alternatives, including any partnership possibilities and contacting resources who can help with restoring the bridge. Even by dismantling and storing the bridge temporarily until funding found for the trail and restoring the bridge, it would be a starting point and one that the parties involve would be willing to take as the first step. What is important is that bridge can be saved and there are ways of doing that.
It’s just a matter of taking that first step, even as the clock runs out.
There’s a facebook page that is focused on saving the Millbrook Truss Bridge which you can join and follow the developments. Click on the link below and you’ll be directed to the site.
If the demolition was approved, the work wouldn’t start until earliest July of this year. The Chronicles will keep you posted on the developments involving this bridge.
The Kern Bowstring Arch Bridge to be dismantled and stored awaiting relocation to a new home.
MANKATO, MINNESOTA- It finally happened. After 147 years spanning the LeSueur River south of Mankato as the longest bowstring arch bridge in the US (and second longest in the world behind the Blackfriars Road Bridge in Canada), the Kern Bowstring Arch Bridge is off the river and awaiting for a new home. Construction crews on Thursday lifted the 189-foot long bowstring arch bridge, in one piece, off its stone foundations and placed it in the field to the east of where it once stood.
One of the main obstacles that workers faced was the issues with the crumbling eastern abutment. “We were all kind of holding our breath,” said Lisa Bigham, state aid engineer for the Minnesota Department of Transportation’s District 7 in an interview with Minnesota Public Radio News. “It took a while to get everything kind of in place, the cranes to be positioned where they needed to be. Then, we were just kind of watching. And then, all of a sudden you could see air in between the bridge and the abutment. And it actually went very smoothly.” The eastern abutment had been coming apart, piece by piece in the past 5-10 years thanks to years of erosion and neglect, raising concerns across the board, from engineers and preservationists to even locals that the historic structure could potentially collapse. The structure had been closed to all traffic since 1989, with the township road having been abandoned. But nonetheless, the workers were satisfied with the lifting as it went smoothly as it could.
With the bridge standing in the nearby field, the wrought iron structure will be disassembled and stored in containers awaiting relocation for reuse as a bike and pedestrian crossing. Currently, MnDOT is soliciting proposals for reusing the bridge at a different location on a statewide level. “The pieces will be kept safe and dry,” Bigham said. “And so then whoever gets to take this bridge in the future, will be able to put the pieces back together and they’ll have a really cool bridge.” Federal and state funding has been placed aside for the project, with some funding having already been collected prior to the move. Carlton Companies of Mankato bidded $595,660 for the move itself. Because many bridge parts may need to be sandblasted and/or repaired before being reassembled, the cost for completing the whole project, including rehabilitation and reassembly is still unknown. The bottom line is the bridge is out of the water and is safe on land. The question will be what the future will hold for the bridge. That will be answered in the coming months.
The Kern Bowstring Arch Bridge was built by the Wrought Iron Bridge Company in 1873, 15 years after the creation of the State of Minnesota. It was also known as the Yaeger Bridge, named after the nearby farm owned by George Yaeger. The structure is all wrought iron with pinned connections. It was listed on the National Register of Historic Places in 1980, and the relocation project will not affect its status. The bridge is the last of its kind in Minnesota, even though dozens of them had existed mainly in the southern half of the state up until the 1970s. The bridge was closed to traffic in 1989 and was taken off the highway and bridge data bank in 2003. The structure has been the focus of literary works and also attempts to refurbish it for future use, all of whom had failed to date. This attempt came because of its historic significance and popularity among pontists and (bridge) photographers and locals familiar with the bridge and its enriched history. Since 2019, a facebook page on Relocating the Kern Bridge has been in use, where people can share ideas on how to reuse the bowstring arch structure, as well as photos, stories and the like. A link to the page is at the end of the article.
The Bridgehunter’s Chronicles will keep you posted on the latest with the Kern Bridge and its future.
Bridge Removal Project:
Starting in the Fichtel Mountains in northeastern Bavaria, the River Pegnitz snakes its way through steep cliffs and deep forests enroute to Nuremberg. It’s hard to believe that one could build dozens of bridges and tunnels to accommodate rail traffic. But that was part of the concept for the construction of the Pegnitztal Railway in 1874. Using the section of the Dresden-Hof-Nuremberg Magistral at Schnabelwald as its starting point, the project to build the line took three years to complete, ending in 1877 to provide direct access to Bayreuth from Nuremberg. Originally the Magistral went through Bamberg but railroad officials chose Bayreuth as the quicker alternative. At Schnabelwald, the line branched off to the east, reaching Marktredwitz and ending at Cheb in the Czech Republic by 1879. As many as 23 railroad bridges and seven tunnels occupy the stretch between Schnabelwald and Hersbruck near Nuremberg. Many of them are of original construction. Two thirds of these bridges are truss spans mainly of Warren design.
Sadly, these bridges are in danger of being demolished and replaced. The German Railways (Deutsche Bahn) is planning to electrify the entire rail line to Nuremberg from Dresden (via Bayreuth and Hof) and Cheb (via Marktredwitz), respectively, to provide better and faster service among the cities. The plan is to have more passenger and freight service running on electricity by 2030, including Inter-City trains. And with that, all the bridges should be replaced.
Or should they? Residents of the communities have voiced their opposition to replacing the bridges due to their historic character, high costs for the concrete structures and the increase in noise in the region. Since 2012, the initiative to save the Pegnitztal Bridges has been in place with the goal of saving as many of the 23 structures as possible. There have been meetings, hiking events and the like since the initiative started and as of date, many people from the area have joined in the fight to protect these bridges and find more constructive ways to restore them and reuse them as part of the modern route. To determine what these bridges are all about, here’s a tour guide video on the bridges along the Pegnitztal Railroad with close-ups of them all.
The fight to save them have been mixed. Engineering surveys have recommended five of the 23 structures to be rehabilitated and fit for further use. Yet sadly, five of them are scheduled to be replaced. While one of them, a short, 20 meter span, was replaced in 2013, the following three were replaced in 2018, as seen in the video below. Currently, temporary bridges are being built while designs for the new structures are being determined. It is still unknown what will happen with the remaining 16 structures. But one thing is clear, the Initiative will continue to fight for every bridge until either the renovation or replacement job is completed. The German Railways have recently introduce measures to provide 180 billion Euros for rehabilitatinig bridges over the next ten years and have been able to compromise on some of the bridges. Yet still, they are baby steps in the name of progress, and more will have to be done to ensure a peaceful co-existence between a modern railline going northeast running on electricity and protecting the history of the structures, typical of the Pegnitztal Rail line, historically significant and definitely one that fits in the nature and is worth seeing while traveling along the Pegnitz.
Link with Information on the Bridges and the Initiative to Save them: http://www.bahnbruecken.info/
What is considered the impossible became the impossible. David never gave up on the notion of beating Goliath until it actually happened. Some heavily favorites can fall to the underdogs. All it takes is patience, preserverence, passion and persistence- the four Ps to success. Five if you want to include politics.
For Julie Bowers and the crew at Workin Bridges, those five Ps were needed plus some personnel with expertise and just as much of the five Ps to bring a bowstring arch bridge back from the rubble, resurrect the structure, restore it to its former glory and now, it’s being reused for recreation. That is the story behind the history of the Marshall Bostring Arch Bridge located now at the Auburn Heights Preserve in Delaware. It has gone by many names, but two come out as the most commonly used aside from its official name: the McIntyre Bowstring Arch Bridge when it was in Iowa, and most recently, Paper Mills Bridge. The bridge has come a long way after it was destroyed by flooding in August 2009 at its original location in Poweshiek County, spanning the Skunk River. After it was pulled from the river and stored, efforts were undertaken to restore it, which included a long journey to its new home in Yorklyn, Delaware. The Odyssey came with a lot of challenges, as you will see in the interview I did with Julie Bowers before Christmas. I wanted to find out how the 5 Ps played a role in bringing the bowstring arch bridge that is like a family to her and the crew who restored it back to life. Here’s how the story happened. Enjoy! 🙂
1. Tell us briefly about yourself and your role in restoring historic bridges. I’ve been doing this for ten years. I knew nothing about bridges or restoration or bureaucratic politics when our bridge was lost to the N. Skunk River. I did have a background in construction, architecture and databases and used that as a base to build on. I don’t give up and have been called stubborn. We could not do this without a lot of sacrifice by everyone that travels to save a bridge but mostly we couldn’t do it without Bach Steel and Nels Raynor and our board of directors, both current and past.
It was erected in 1883, built by the King Iron Bridge Company. We think it is from around 1878 production design based on the lacing in the vertical outriggers and the castings. The bridge of many names (Skunk River Bridge, Humpback Bridge, McDowell for a minute then McIntyre, then Paper Mill) now the Marshall Family Bridge, is the heart of the Auburn Heights Preserve in Yorklyn, Delaware. A public / private partnership to clean up zinc laden habitat, to rebuild old warehouses including the Paper Mill and to build a trail system using historic bridges. If we had not had this project we would not have saved our bridge. It was a lot more work after falling in the river but it will live on.
The bridge was located on River Road over the N. Skunk River in SE Poweshiek County. Our family had ties to the area and found ourselves there often for fall and winter picnics. When I returned to Iowa in 2001, we restarted those picnics. It ﬁt it’s location perfectly and was safely in a park until ﬂooding pushed it off it’s piers.
My daughter and I found the bridge on the Sunday following Friday the 13th. We heard later the county crews were pulling trees up river that were compromising a concrete span. They came on down river and the roots entangled with the cable railing and pushed the span off the piers. It was our bridge, my family had been tied to that place for generations and I got the call. What are you going to do? We started educating ourselves, making calls, and ﬁguring out our options. Turns out, all we needed was Bach Steel at that time, before the bridge went down.
It was just decisions that let us keep trying to ﬁgure out how much it cost and how to ﬁnd the funds. There were setbacks, grant rejections, a lot of them, but we persevered. Our ﬁrst plan was research, we were referred to Vern Mesler and Nathan Holth and had them come to Iowa. We raised $3000 for that consult. The bridge was still up at that point. When the bridge fell we were told about Nels Raynor and we proceeded with Nels to pull the bridge from the river and to work with us on this bridge and others. My daughter, Laran Bowers is on the board now, has been for years and that makes sense. She was the one that found the bridge. Jaydine Good rounds out the board and we have about 5 advisors that we utilize all the time for their perspectives. We wrote grants to the State Historic Preservation Office (SHPO), getting our County involved.
They subsequently reneged on their commitment to a TAP grant and we knew grants would never be our solution. When the county commissioners took back their backing, we knew that the solution was not going to be there and started looking. Flooding in August of 2009 changed everything from restoration plans to salvage, then restoration. No one ever decided not to save the bridge, it was always our number 1 priority through all of our eﬀorts. We’ve educated a lot of folks on knowing the project before deciding to continue or not. We always knew our project costs from the beginning.
Author’s Note: TAP stands for Transportation Alternative Program which focuses mainly on bridge rehabilitation/restoration instead of replacement.
6. What happened to the McIntyre Bridge afterwards?
It went to Bach Steel for storage while we tried raising funds. Then we brought it back to Iowa because SHPO said we had moved the bridge out of Iowa. Then SHPO delisted the bridge because it was moved off it’s piers, they didn’t believe our scope and estimate, and the bridge was stored while we worked on other projects, became a contractor and tried earning funds rather than asking for funds.
Author’s Note: The bridge was listed on the National Register of Historic Places in the 1980s along with two dozen other bowstring arch bridges in Iowa. Because of its significance, grants were available to restore the bridge but only at its original location. The bridge can be delisted if it’s either altered beyond historic recognition, destroyed by natural disaster or demolition or moved to another location. Some exceptions do apply.
7. How and when did the opportunity to relocate and restore the McIntyre Bridge come about?
Nels Raynor and I worked with Project PATH at PennDOT with Kara Russell and Preservation Pennsylvania, providing scope and estimates on several bridges. Without that information it is very hard to sell a bridge in their program. That lead to a call from DNREC. McIntyre Bridge was certainly our choice although Nels would have preferred others that might not have had as much damage. It was a lot of work and the care that Derek and Lee and their crew put into the restoration was immense. There was twisting along the box chord but if you look close today, you will see very little distortion.
More on PATH: https://path.penndot.gov/
8. How was the bridge reconstructed?
Very carefully. It’s a bridge that will take pedestrians and we care. This is a bowstring truss. The eye-bars are connected with castings and pins to make the length of the bridge and the verticals hit the eye-bars, connected with cast parts. The trusses were laid opposite to each other, so that they could be picked up nearly in place and then the lateral connections were put in. Miles of angle were welded together to make the vertical “star iron / cruciform posts that were beyond repair. This is what we call in-kind restoration which means if we have to recreate parts we do that. The trusses required mending, heat straightening, pack rust removal and it took a long time to essentially rebuild our bridge. Nels did that for us because he said he would.
9. Who were the actors involved in the restoration?
There were no actors involved. It took the expertise of Nels Raynor at Bach Steel along with his crew over years. It also took ﬁnding James Schiffer, P.E. Now he does some work for others but the original team of Workin Bridges was Nels, Jim and I. Derek and Lee Pung worked the most on the bridge, along with Nels son Brock and others that have learned iron working arts during this project.
10. What other factors led to the success in restoring the bridge?
Perseverance, not patience, and ﬁnding other work along the way, not just waiting around for grants and then deciding grants and donations aren’t enough. We started working the construction angle to have the funds to pay for overhead while some grants were pursued. Remember, you can’t do anything after the grant goes in. 6 months to wait for denial is no fun. As we went along we found more and more opportunities and we know what failure looks like. The board, under the direction of my father Dick Bowers, Gary Sanders, Diane Roth, Laran Bowers and now Jaydine Good have kept me pursuing the best outcome for our bridge and helping other people with their bridges.
11. The bridge was renamed Paper Mill Bridge and later Marshall? Why was that?
The Marshall Family owned the Paper Mill and the Mansion and a collection of vintage Stanley Steemers and other collectible vehicles. They donated this to the state parks system and DNREC wanted to honor the family by naming the bowstring after them. Marshall Family Bridge was dedicated last year while Mr. Marshall could be there.
12. Paper Mill Bridge is now in Delaware, but there is talk of adding some bridges, a couple from Pennsylvania. Can you elaborate further on this?
Part of Project PATH was a pony truss bridge for sale that we added to the complement of bridges from York County, PA. The project criteria were to ﬁnd bridges with different builders, types and ages from different states to complement the mills being restored. That bridge, now called Farm Lane, is a pony truss that we modiﬁed for strength and width with girders. We also widened it to allow for a pedestrian lane, and engineered it for vehicular trafﬁc with a moveable railing if emergency or agricultural vehicles need to cross. Martin Road will become Snuff Mill. A pratt truss from Michigan has been restored and is being painted, awaiting installation at NVF. Another large truss, the Portland Water Works bridge is in storage in Delaware for future installation after we purchased and transported it across country two years ago.
13. How would you theme the project, Saving the Paper Mill Bridge either as a title or in one sentence? The Skunk River Bridge Story – 1883 to present
14. What future bridge restoration projects do you have on the agenda, especially the bowstring arch bridge, like the Paper Mill?
We are working on Watts Mill Road Bridge, a rare continuous pony truss, we have tried to take on Aetnaville Bridge in Wheeling as a restoration project knowing that $2.5 million could be useful for preservation. We saved the Springﬁeld Des-Arc bridge in a new park, that was another bowstring. I think we are instrumental in Pennsylvania and Ohio utilizing Bach Steel to save bowstrings now. If they are the Kings of Kings, we know where that started. Any that we can ﬁnd now will go into the “Bridge in a Box” sales program that we are developing. Of course we expanded on the Old Richardsville Bridge and are hopeful that the engineers will be required to work with us on the restoration needs. We found little to ﬁx but the Kentucky Cabinet likes spending funds on local certiﬁed engineers, lots of money. We got the process started to showcase that it was much older and it will be preserved as a vehicular bridge. That took historical research from the bridge hunting community which was great to dial in the history that negated the NPS dates for NRHP.
15. What words of advice would you give to those who are pursuing preserving and reusing a historic bridge, based on your personal experiences with this bridge?
It is always political. Find the economic beneﬁts for the bridge to the local community. You can’t assume that they will take it on like Beaver County did with Watts Mill Road Bridge after it is reset. Engineers estimates are overly high so get another opinion. Engineers are asked speciﬁc questions by their clients that they answer – their answers don’t always look at preservation. For instance, the engineers estimate for Broadway Bridge in Frankfort assumes putting concrete back on it and doesn’t even consider planks or an engineered decking system. Some DOTS are really working hard at ﬁnding solutions, but we have to become competitive in selling a “Bridge in a Box – by Bach” if we want to be competitive with those selling welded steel spans. Convincing and branding a membership driven “Workin'” non proﬁt would create funds annually to help save bridges and other structures. We’ve looked into many ideas, some have merit, some do not. For now we do site visits that give real costs for restoration so that our clients can have enough information for good decisions to be made. We will be crafting more stories on video and perhaps a book on the McIntyre – we have footage of my father and other locals when we ﬁrst started. We also have content on a lot of site visits that we will start to analyze and put out as well. Having a wonderful board that won’t let you give up even in the face of struggles is the secret. There will be struggles and set backs. Engineers want to build new bridges and cities don’t want the risks of old ones. We try to mitigate the risks.
It’s hard. We’ve learned a lot of valuable lessons as we pursued this. No good deed ever goes unpunished but there are a lot of great people and wonderful stories across the US. We saved our bridge but it took a lot out of all of us and it wasn’t the outcome we wanted but it was the best outcome for the bridge. Can’t wait to walk it again soon.
Epilog: The Paper Mill/ Marshall Bridge has received a lot of national and international recognition after its reconstruction and re-erecting at its new home in Delaware, including the 2018 Ammann Awards for Best Example of a Restored Historic Bridge and Bridge of the Year, edging out the Blackfriar’s Bridge in Canada, whose design is similar to this bridge. While Blackfriar’s still retains the role of being the world’s longest of its kind, this bridge will definitely go down in the history books as one which was resurrected after a tragedy and is now being used again after years of hard work and lots of expertise. It sets the foundation for other historic bridge restorations that will come in the new decade, for they are becoming more important to save for future generations as the numbers dwindle due to progress and environmental disasters that are partly due to that progress. Progress is not welcomed unless we see some advantages in these. And as we learned this year with Greta Thunberg’s world tour, the environment will indeed be priority number one in our future plans for making things better. This is one of the projects that will benefit many.
Click here to listen to the Podcast. The links and photos of the bridges in detail are below:
Historic Staffeler Bridge in Limburg to be replaced. Old bridge to be repurposed for recreational use:
Historic Gänsetorbrücke in Ulm/ Neu-Ulm to be torn down and replaced after losing its historic status:
Ulrich Finsterwalder Biography: https://www.b-tu.de/great-engineers-lexikon/ingenieure/finsterwalder-ulrich-1897-1988
Historic King William Bridge in Adelaide, Australia to either close or be replaced by 2030:
Historic Bridge Stones stolen by vandals at historic bridge in Yorkshire. Police investigating:
Historic Hammersmith Bridge in London to be Rehabilitated. Closed for three years.
Mangaweka Bridge in New Zealand spared demolition- will remain as a pedestrian/ bike crossing:
Brunel’s historic bridge in Bristol celebrating its birthday milestone (not the suspension bridge though):
And Information on preservation and fundraising efforts (Contact Details included):
Historic drawbridge in Florida rehabbed and reopened to traffic:
Historic bridge in Costa Rica faces unknown future as community mulls at replacement:
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