HAZELGREEN/ ST. LOUIS- In connection with the recent pull-out of Workin Bridges from the Gasconade Bridge Project, members of the Group, now known as the Route 66 Gasconade River Bridge Guardians, have been Meeting to come up with plans to save the Bridge itself but on a small scale. As mentioned in a release on Monday, the withdrawl of the Grinnell-based organization owned by Julie Bowers was due to a combination of lack of concept in restoring the multiple span through truss Bridge, built at the same time of the Establishment of the mother road Route 66 between Chicago, but also some restoration and funding techniques that were considered questionable. After the meeting of 12 February, members have agreed to continue on with their own concept and have drawn out guidelines as to how to save the bridge without all the hassle. As mentioned in a conversation with Rich Dinkela, the motivational factor presented by Workin Bridges was (and still is) the catalyst to continuing the strive to preserve a pure treasure like the Gasconade. Yet as seen in the stories and some literature written about the Mother Road and its crossings, despite many artefacts having been abandoned or replaced in the name of progress, one cannot save everything, just those that are considered attachments to the communities and friends of Route 66. And those that can be saved like the Gasconade and other bridges are best done in small steps and on a tiny scale, sometimes at low costs.
Here is the Press Release made by the Guardians. You can visit their Facebook page entitled The Rte. 66 Gasconade River Bridge Guardians. You can follow their page as they will be providing updates on fundraising and preservation plans:
The Route 66 Gasconade River Bridge Guardians (Guardians) have been working hard to raise awareness of the potential fate of the Bridge since MoDot closed it to traffic in December 2014. Our efforts during the past 3 plus years resulted in a “stay of execution” for the Bridge and brought a company, Workin’ Bridges into the picture. After 5 months of their own efforts however, they have backed out of the project. The Guardians met again Feb 11, 2018, to discuss new ideas for bringing life back into the rescue effort.
We will be working hard in the coming months to raise the money necessary to save our Bridge. 1. We need to finance an engineering assessment of the condition of the bridge and obtain an estimate of costs required to make the bridge safe – perhaps for bicycle and or light traffic. Anticipated cost of survey $8,000-$10,000. 2. We need to create a persona associated with the Bridge so that it becomes a travel destination point 3. We need to figure out how we can create a situation so that the Bridge can help pay for its costs (insurance & continued upkeep). 4. We’d like to find an organization, private or governmental, that’s willing to take ownership of the Bridge. We believe it has much potential.
The Guardians core group is 8 people strong – but we believe we have hundreds – no thousands – of folks that are ready and willing to help us. We (Guardians) pledge that we will be transparent to the public with what we do, what our goals are, how much money we raise, and how it’s spent. We need your help in spreading the word, and we need your help in raising the funds needed, and we will need whatever time and talent you can donate to the cause of saving this grand old lady – The Gasconade River Bridge.
Workin Bridges withdraws support due to questions about its transparency and methods of preservation; Friends of the Gasconade Bridge regrouping to find other ways of preserving the historic bridge.
HAZELGREEN, MISSOURI- Members of the Group Route 66 Gasconade River Bridge Guardians are regrouping after a major donor, Workin Bridges, has withdrawn support for preserving the historic bridge near Hazelgreen. According to a statement by the director Julie Bowers, the Grinell, Iowa-based organization plans to return the $6900 in donations to the members beginning this week after having been confronted by many members of the Route 66 Guardians about the organization’s credibility and transparency in terms of collecting donations and using the money for preserving the bridge.
In a statement provided by Ed Klein at Route 66 World, he stated that the lack of communication between Bowers and members affiliated with not only the efforts to preserve the historic bridge but other Route 66 organizations combined with a lack of vision was one of the key factors in leading to some discord during the project:
Actually, the Guardians were the ones who started it, and if I remember correctly they reached out to see who can help, and your group came in, on your white horse, to save the day. To be fair, it seemed like this is ‘what you do’ so at the time it seemed like a natural fit BUT as time went on and very little info was passed out and around, and the fact of any real transparency of where the money is going, we are here at this moment fighting about it.
— If you feel the bridge will not be saved in the alloted time, why the continuous fundraising and donations?
— If the bridge does not get saved, what happens to the funds that were given to you to save the BRIDGE, and not for admin and travel costs?
— Is there more than one “bucket” for funds (donations for particular bridge projection versus admin and other expenses)?
— If not, why not?
— If so, why is the donations for repairing the bridge (and engineering costs) going elsewhere (like road trips)?
And for the record, I can swear on the lives of my children the vast majority of us would be RIGHT behind you and helping you, but you never once asked (other than donations) and the information we all received as a sparse, if at all.
This is not new as some have reported that there have been other historic bridge projects that were burned by the organization’s politicking, including one in Iowa where members of that group are seeking returned funding collected by Workin Bridges through legal action.
Bowers said according to MoDOT estimates, repairing the bridge would take $3.1 million, including $1.2 million in removing lead paint. This was disputed by Rich Dinkela, one of the members of the Guardians Group, claiming that the removal of lead paint from the bridge may not be a necessity in restoring the bridge. Dinkela is one of the leaders of the group and has a collection of videos on youtube that is devoted to Route 66 (click here for details). A Revive 66 website had been planned where donations of $66 per person would go towards projects along the Mother Road, including the Gasconade Bridge. A total of $7000 had been collected before Bowers cut the cord on the project last week. That money collected was meant for marketing, yet as Dinkela mention in an interview, it was one of many grandiose ideas for the project, which included establishing an investment account, where the interest accrued from the thousands of dollars donated would be used for insurance and inspections. Another was converting the bridge into the longest bar on the route- a concept mentioned by John McNulty, manager of Grand Canyon Caverns in Arizona.
With many ideas out there that were met with scrutiny and opposition because of the practicality, combined with the lack of information regarding the actual sum for the preservation project and what is needed to restore the bridge, both sides agreed to part ways, with Bowers moving onto other bridge projects and Dinkela and other members returning to the drawing table to conceive a new plan as to how this 94-year old bridge can be saved.
But time is running out. The Missouri Department of Transportation wants to construct a replacement parallel to the historic bridge in 2019 and hopes to integrate it into some park or recreation area. However if no funds are collected to restore the bridge before the completion of the bridge and no owner is willing to step forward to own it, the Gasconade Bridge may find itself in a pile of scrap heap by 2021 at the latest.
To follow up on the events with the Gasconade Bridge, please click on the following webpages:
A summary of my interview with Rich Dinkela about this bridge can be found here. This includes the bridge’s history as well as its connection with the beloved highway many even outside the US love.
The Bridgehunter’s Chronicles will keep you updated on the latest with this historic bridge, whose future is still clouded but it is hoped the organization will come up with plans to save it as they see fit. 🙂
150-year old historic bridge to be closed until Fall 2019 for renovations.
CHEMNITZ, GERMANY- When travelling through Chemnitz in central Saxony, one will be amazed by the architecture the city has to offer. Be it from the age of industrialization, the Communist era or even the present, the city has a wide-array to choose from, which will please the eyes of the tourists, making them want to spend time there in the third largest city in the state. Chemnitz has over 100 historic bridges that are a century old or more, most of them are arch structures made of stone, concrete or a combination of the two. But each one tells a story of how it was built and how it has served the city.
Take for instance, the Karl-Schmidt-Rottluft Bridge, on the west side of the city center. Spanning the Chemnitz River and Fabrikstrasse carrying the Ramp leading to the suburb of Kassberg, this bridge has a character in itself. The dark brown-colored stone arch bridge has been serving traffic for over 150 years, running parallel to the Bierbrücke located just to the north by about 80 meters. The five-span arch bridge features variable sizes of the arches to accomodate the ravine: two of the largest for the river, one of the widest for Fabrikstrasse and the narrowest for pedestrians, all totalling approximately 120 meters- three times as long as the Bierbrücke. The bridge was named after Karl-Schmidt-Rottluft, an expressionist painter during the (inter) war period.
Despite its services over the year, the City of Chemnitz plans to shut down the bridge beginning in the Spring 2018 allow for extensive rennovations. The 2.8 million Euro project ($4.3 million) will include extensive work on the retaining walls and stairway connecting crossing and Fabrikstrasse below. Furthermore, repairs to the arches and renewing the decking and railings will be in the plans. The State of Saxony provided two million ($3.2 million) for the project as part of the initiative “Bridges in the Future”, which was started in 2015 and is designed to restore many of the state’s historic bridges while replacing many in dire need and beyond repair. The City of Chemnitz needed to cover the rest of the cost. The project is scheduled to be completed by October 2019.
Despite the inconvenience people will have to deal with during the 1.5 year closure, the renovation is a must, based on my many visits since the beginning of this year. Many cracks were showing in the arches and attempts to shore up the spans using concrete made the under half of the arch appear derelict. Furthermore, debris on the stone materials made the bridge in general appear dirty. Then there is the multiple spider webs hanging from the bridge, making the structure really spooky, as seen in the picture below.
Yet on hindsight, the bridge and the nearby pub, bearing Kassberg’s name, have a unique setting which warrants such a project. While many engineers and planners have evicted owners from their businesses because of new bridges to be built, the planners for this project ensured that this will never happen, especially as the pub crafts its own microbrew, hosts many cultural events and even has a museum focusing on the district. For this bridge, it is a blessing that it will be restored to its natural beauty, while ensuring that it will continue to safely provide services to drivers and pedestrians alike.
From a historian’s point of view, this bridge warrants more information on its history. If you have some to share, please use the contact details here and write to the author. A tour guide in English will be made available in the next year, in connection with the city’s 875th anniversary celebrations.
Our next stop on the bridgehunting tour, especially along the Zwickauer Mulde in western Saxony is the town of Bad Schlema. This town of 5,600 inhabitants is located deep in the Erzgebirge (Ore Mountains) where the river meets the River Schlema. It was once a key junction of two rail lines: the still existing north-south railroad that connects the community with Aue and Johanngeorgenstadt to the south as well as to Zwickau-Werdau-Leipzig to the north. The other is a short line going west to Schneeberg that used to provide passenger and freight serviceS but has been extant for over 60 years. Both lines were vital for transporting iron ore from the mined regions to the processing plants in the larger cities in the mountains. Nowadays the current line provides access for people wishing to visit the radon health resort in Bad Schlema, which has existed for over a century as well as the Christmas markets in Aue, Schwarzenberg and Schneeberg.
And while the train station at Bad Schlema still provides passenger service on the north-south axis, the surroundings that made the station famous are all but a faded memory. This included the Leonhardt Paper Company, the Hoffmann Machine Factory and Tölle Machinery, the third of which manufactured iron products. By 2006, the last remaining factory, the paper manufacturer, became a memory thanks to the wrecking ball. The only relict remaining that serves as a reminder of the good old days of mining and paper production are a pair of historic bridges spanning the Zwickauer Mulde: a truss bridge dating back to the Communist era and a stone arch bridge that had existed since the creation of the rail line, but is in disarray to a point where questions are being raised as to which bridge should be saved and which one should go.
Before going to my investigative reporting, look at the slide show below and ask yourselves this question: Which bridge would you want to see saved and which one would you like to see gone? And what are your reasons for your decision? And how old do you think these two structures are?
After doing some thinking about it, let’s take a look at the history behind the two bridges, which is in connection with the railroad itself. Between 1856 and 1860, the railroad company decided to construct a line going into the Ore Mountain region in western Saxony, where it was rich in various metals and miners had been working the region for generations. The line started from Zwickau and by 1860, the line arrived in Aue before terminating at Johanngeorgenstadt, near the present-day Czech border by 1868. Between Aue and Schlema, the rail line made a hook going around the mountain, running parallel to the Zwickauer Mulde. Because of its narrowness, combined with dangers of rock slides and curves, a decision was made to straighten the line in 1895, which included building a tunnel between the stations of Aue and Schlema, the latter was named Niederschlema at that time. As seen in the map and illustration, the distance was trimmed by half, and a single-span duo-truss bridge eliminated a single-lane bridge, thus making it easier and quicker to ship people and goods between Aue and points to the north and west. At the same time, another bypass north of Niederschlema was built going north to Hartenstein, which ran parallel to the Zwickauer Mulde and the present-day road connecting both towns. The realignment project was completely finished by 1900, but it came at the cost of the original rail line and the Stone Arch Bridge itself.
The response, according to Dr. Oliver Titzmann was an overwhelming support by the paper company to take the redundant line and bridge and make it their property. In an interview with the Bridgehunter’s Chronicles, Dr. Titzmann, the town historian and member of the Bad Schlema City Council, has done a lot of research on the railroad and the Stone Arch Bridge itself. That bridge was built in 1860 and featured two Luten arches as main spans, plus a pair of shorter arch spans as approaches. Upon personal observations, the bridge was built using two different types of rock: sandstone and quartzite, the first of which appears harder on the surface. The spans are skewed at 30°, which is unusual for arch bridges, yet its purpose still remains the same: to provide the river with free-flowing passage without damaging the structure. While there is no concrete information on the structure’s dimensions, upon personal visit, it appeared to be 65-70 meters long and 12-14 meters wide. According to information by the historian, as well as reports by the Chemnitz Free Press, the Bridge was made redundant by a Communist-era through truss bridge, built using a Warren design in the 1980s, and served the line going through the paper factory until it was closed down in the mid-1990s. Abandoned since then and fenced off to prevent trespassers from crossing it, the community would like to see the Stone Arch Bridge rehabilitated and reused with the truss bridge being removed because it’s an eyesore. Dr. Titzmann has been a vocal supporter for saving the Stone Arch Bridge, the last of the original crossings along the Zwickau-Aue branch of the north-south line and integrating it into the Mulde Bike Trail, which currently shares the road to Hartenstein from the train Station in Bad Schlema. Like the overwhelming support by the now extant paper factory during ist existence a century ago, support is enormous among the community for reusing the Stone Arch Bridge, which has been abandoned for almost four decades. Already the company owning the eastern bank of the river where the Bridge is located, Wismut Mining Works, has worked on clearing space for the bike trail, which has cost them over 300,000 Euros to date. The State of Saxony has already contributed 145,000 Euros for the rehabilitation of the structure.
The plan, according to Dr. Titzmann is simple: as seen in the map, the bike trail is to follow the original railroad line, but running underneath the tunnel at the Bad Schlema train station, utilizing the Stone Arch Bridge, and going past the Wismut Mining Works, using the Poppenwald Road that goes there, as it was originally part of the line, before joining the current bike trail in use at Hartenstein.
The problem, according to Dr. Titzmann, is more complicated than expected: “The center pier of the bridge has been undermined over the years, thanks to flooding and erosion,” Titzmann stated during the interview. “Therefore, as a person can see, the roadway at the center of the bridge is sinking.” Aware of the complications, the community is working together with the state in securing additional funding to rebuild the bridge, keeping it in its original form to avoid being scratched from the Denkmalschutz book. This is the German equivalent to the National Register of Historic Places in the United States, except the bridge is listed on the state level because of its design and connection with the history of the paper and mining industries in the Erzgebirge. The state level is one of three that are used to list historic places in the Denkmalschutz Book, along with local and national levels. Had the Stone Arch Bridge been listed in American standards, it would have fallen under the criterien of A (Events) and C (Design and Construction). Yet while funding for rehabilitating bridges in the States has become scarce, in Germany, money is kept available by the federal and state governments to encourage ambitious projects like this one, even if the project is complicated because of the aforementioned reasons.
The reconstruction project falls on the state level and it is a matter of time before the state of Saxony provides some additional funding in order for the project to move forward. The cost for rebuilding the bridge alone will take between 120,000 and 150,000 Euros, which consists of stripping the bridge down, while retaining the original stonework, rebuild the center pier, and then rebuild the structure, piece by piece before adding the decking and railing. The reconstruction of bridges in this style is very common in Germany, with the Camsdorf Bridge in Jena (Thuringia) being the closest example to the Stone Arch Bridge in Bad Schlema. That bridge, built in 1913 and rebuilt in 1946, was reconstructed and widened to accommodate more trams and cyclists. Completed in 2005, the project had taken two years.
Once the Stone Arch Bridge is completed, the rest of the bike trail can be built, thus reactivating a part of history that had not existed for over a century. Already a section of the bike trail north of the train station had been built on the west end of the river approaching the bridge but if funding and support arrive in a timely manner, the project could be finished in two years or less. This includes the removal of the truss bridge.
In the meantime, as funding and technical know-how is being pursued to realize this project, cyclists are still fighting with traffic along the road between Bad Schlema and Hartenstein, one of a few stretches of the 240-km long Zwickauer Mulde Bike Trail. And even though a stretch of rail line between Aue and Wolfsgrün has been part of the Mulde system for seven-plus years, when the renovation of the bridge and realignment of the bike trail are both completed, an additional 10 km of rails to trails will be added, which will mean less stress while on the road, but at the same time, more opportunity to enjoy the Zwickauer Mulde, the natural landscape and a little history about the line passing through the region, which had once connected Leipzig with the Czech Republic and provided goods and services.
And when the bridge is finished, one will only see the arch bridge that was once abandoned but is now a historic site- seen by the train leaving Bad Schlema for Zwickau instead of the Communist eyesore, which many will not shed a tear once it’s gone.
CHIPPEWA FALLS, WISCONSIN- Imagine this situation for a second: You have an old but very unique historic bridge with a history that binds two communities together. After being built 120 years ago, it was relocated to its present site during its 20th year and remains in use until structural problems force the county to close the bridge and plan its replacement. The bridge is located near a bike trail that used to be a railroad line connecting the two communities. While the public is really attached to the bridge, the county insists on building a new bridge at its current site because the cost for even restoring the bridge is far more than just tearing it down and replacing it. Because of its history and unique design, the bridge is listed on the National Register of Historic Places, which makes funding for restoring the structure easier to achieve than it is when removing it using federal funds. Yet funding for restoring the bridge is hard to find. What do you do?
Proceed to tear the bridge down and replace it?
Get a second opinion about the cost of evaluating the bridge and find ways to fix the bridge for continued use?
Build a bridge alongside the sturcture and convert the old bridge into a pedestrian crossing?
Build a new bridge at its original site but find constructive ways to relocate the bridge or use part of the structure- especially along the bike trail?
In the case of the Cobban Bridge, a two-span Pennsylvania through truss bridge spanning the Chippewa River southwest of Cornell in western Wisconsin, the situation is very precarious, for the historic bridge, considered eligible for the National Register of Historic Places because of its history and unique design, has met the end of its useful life as a vehicular crossing. Yet costs for restoring vs. replacing the bridge have forced county officials to look at other options apart from rehabilitating the bridge in place or building a new structure alongside the old one. In other words, the bridge cannot remain in its current place and must go.
Since August 2, the bridge has been shut down to all traffic including pedestrians, and talks are underway for securing funding for the bridge’s removal in place of a new strucure. This also includes looking at options for reusing the bridge, which when looking at the drone video, it’s a real beauty:
Yet inspite of its beauty, the Cobban Bridge will most likely have to make its third move in its lifetime, unless financial support for reconstructing the bridge at its current location combined with constructing a new bridge alongside the structure is realized, not just on the government level but also from the private sector.
When the bridge was first built in 1908 by the Modern Steel Structures Company, based Waukesha, the two-span Pennsylvania through truss bridge was over the Chippewa River between the townships of Anson and Eagle Point. The bridge was christened the Yellow River Bridge even though it was located one mile north of the Yellow River itself. Replacing the iron bridge built years before, the structure had the same features as the one at its present location: it was made of steel, had pinned connections, overhead V-laced strut bracings and a three-rhombus Howe lattice portal bracings with 45° heel bracings. Ten years later, as part of the plan to construct a dam along the river near Chippewa Falls (and subsequentially inundate the crossing upstream), the bridge was relocated 15 miles downstream to cross the same river between Cornell and Jim Falls near the village of Cobban. The bridge has been in service since then- all 486.5 feet in length; each span, being identical and having a length of 241 feet.
Despite this, planning has been in the works to replace the Cobban Bridge, even though the two-span Pennsylvania through truss bridge is not only the last one of its truss type left in the state, but it is the only multiple-span bridge of its kind in the country! Inspections and estimates have revealed that restoring the bridge to be reused even for pedestrian purposes would be $13-14 million. A report presented by a well-known bridge builder, AECOM (whose regional office is based in Stevens Point in northern Wisconsin) revealed that replacing the bridge on a new alignment would cost $11 million, up from an estimated $7.2 million that was figured in March 2016. If delayed until 2025, the price would be lowered from $12.9 million to $8.6 million at the site where the bridge is located. Tearing the bridge down would cost $1.6 million. Established as a conglomerate in 1990, AECOM has its headquarters in New York but dozens of offices throughout the country as well as Europe. While its specialty is designing and building state-of-the-art buildings and modern bridges, for restoring historic bridges, its only focus has been on stone arch bridges, which included Grobler’s Bridges in South Africa and the Railroad Viaduct over the Neisse in Görlitz, at the German-Polish border. County officials and supporters of the Cobban Bridge are dissatisfied with the results provided by AECOM. Yet all parties have agreed to one thing, if the bridge is unsafe, then something has to be done about it.
Because of its design and historical integrity, the bridge is elgible for listing on the National Register of Historic Places, which means environmental and cultural impact surveys (especially those in connection with Section 106 of the Preservation Laws) are to be undertaken before any work on replacing the bridge was to commence. According to Marilyn Murphy, who has started a facebook page on Saving the Cobban Bridge and has over 2000 followers, the surveys are already underway. As the project will require federal money, state and local authorities are mandated to allow the surveys be undertaken to determine the impact of replacing the Cobban Bridge, while looking at alternatives for reusing the bridge. Several other agencies have been involved in looking for options for the bridge, including the Texas-based Historic Bridge Foundation, as well as the Chippewa County Historical Society. The key variable that is known, according to Murphy, is that the county would like to relieve themselves of legal responsibilities for the bridge and would gladly like to give the bridge to any third party member wishing to take responsibility for maintaining the structure, including its relocation.
So with the bridge available for the taking, what options are available for the Cobban Bridge?
In the interview with the Bridgehunter’s Chronicles, Murphy presented a long list of possibilities for reuse. This includes using portions of the bridge along the Old Abe Bike Trail, which runs along the Chippewa between Lake Wissota and Brunet Island State Parks, relocating one or both spans back to the original Yellow River site, using one span for a state park, or even purchasing parts of the dismantled span (boards or beams) as remembrances. However, as mentioned earlier, there is interest in keeping the two spans in its original spot- a practical and most logical choice, yet two variables are lacking: funding and expertise. Funding because it is likely that regardless of ownership- be it through the state with the Department of Natural Resources (which owns the Old Abe Bike Trail), private-public partnership or simply pure ownership- funding will need to be found mostly through private sources, including donations from companies and citizens. This would be needed to renovate the bridge to make it a viable crossing for pedestrians and cyclists and incorporate it into the bike trail. Expertise would mean looking at companies that have restored bridges like this for recreational use, and there are enough both in-state as well as out-of-state to go around. Even if the bridge is to be relocated again, these two variables are going to be key in order for the bridge to live on.
What needs to be done in order to prevent the demise of the Cobban Bridge?
We know that the bridge has been declared off limits for all traffic, including pedestrians and cyclists- at least until the environmental impact and cultural surveys are completed, which can take 6-12 months or more to complete (including alternatives for reusing the bridge both in place and elsewhere). Without that there is no federal funding that can cover 80% of the costs for the bridge. There has been a lot of public support and sentiment towards the Cobban Bridge and ways to save and reuse the structure, yet the approach of doing-nothing is not an option. This was already seen with the Wagon Wheel Bridge in Iowa, and its neglect, combined with vandalism and the lack of maintenance resulted in the “Triple GAU” consisting of arson, collapse and in the end, the removal of the remaining structure in 2016. There are a lot of ideas for reusing the bridge- be it in place or at a different location (even in segments), and the county is ready to hand over the keys that will unlock the gates that have closed off the structure since August, forcing travelers to detour to crossings at Jim Falls and Cornell. Yet, like with the Green Bridge in Des Moines, Iowa, which has been reopened since the end of last year, a group or alliance will be needed that will take over ownership and assume full responsibilities of the bridge and assure that it is safe for use. And speaking from experiences of others, the going may be tough at the beginning, but after a series of fundraisers and other events to help restore and reuse the bridge, the Cobban Bridge may have another life beyond that of horse and buggy, the Model T and lastly, the Audi.
If you would like to help restore and/or reuse the Cobban Bridge, you can visit its facebook page (here) and contact Marilyn Murphy at this address: email@example.com. She’s the main contact for the bridge and can also provide you with some other contact information of others involved with the project. She and her husband Jim were nice enough to provide some pics of the bridge for this article. The Chronicles will keep you posted on the latest on the Cobban Bridge and the steps that will be needed on the structure’s future, regardless of which direction it is taken.
Washington DOT (WSDOT) will pay up to $1 million for the dismantling, transporting and reassembling of the 1925 through truss bridge to be reused for any purpose.
TACOMA, WS- Sometimes historic bridges get into the way of progress and need to be replaced. This is especially true with bridges whose height, width and weight restrictions hamper the ability to get trucks and other means of transportation across. However, before they are removed, states are required to put them up for sale so that third parties can claim them and relocate them the way they see fit. In general, the bridge program has had a mix of successes and failures in selling off their historic assets, for on the one hand, third parties wishing to purchase the historic bridge for use are shirked away by the cost for transportation and reassembly. Furthermore bridges marketed by the department of transportation are often too big or in the case of arch, beam and suspension bridges, too entrenched or too fragile to relocate. On the other hand, however, one will see in each state a success story of a historic bridge that was given to a third party. This is especially true with truss bridges as they are easily taken apart, transported to a new location in segments and reassembled. One will see an example in every state, yet Indiana, Texas, Iowa, Ohio and Minnesota have multiple examples of success stories. Even some stone arch bridges have been relocated to new sites where they still serve their purpose.
However, there is one state department of transportation that is going the extra mile to sell their historic bridge by even paying for the relocation and reassembly of the historic bridge. Between now and 2019, the Washington Department of Transportation (WSDOT) can sell you this historic through truss bridge:
According to the information by the WSDOT and bridgehunter.com, this historic bridge was built in 1925 and used to cross the Puyallup River at State Highway 167 (Meridan Street) in Puyallup, located seven miles east of Tacoma, until it was replaced in 2011 by a modern crossing. It was then relocated on land, where it has been waiting for its new owner ever since. Washington has got a wide array of historic bridges, whose unique design makes it appealing for tourists. They have the Tacoma Narrows Bridge (with its name Galloping Gertie), the , the world’s only concrete pony truss bridge, and a housed through truss bridge made of wood in Whitman County that was once a railroad crossing, just to name a few. The Puyallup Bridge is a riveted Turner through truss bridge, a hybrid Warren truss design that features subdivided chords and A-framed panels. After the demolition of the Liberty Memorial Bridge in Bismarck, ND in 2009, this bridge is the last of its kind and one of two of its design left in the world- the other is a Turner pony truss crossing in the German city of Chemnitz. Normally, going by the standard marketing policy, the historic bridge is marketed first before it is replaced and then taken down if no one wants it. However, looking at that tactic done by many state DOTs, this has not allowed much time for third parties to step forward and save it, especially because of the costs involved. For some bridges, like the Champ-Clark Truss Bridge, spanning the Mississippi River at the Missouri-Illinois border, there was almost no information about the bridge being up for sale as well as a very small time window of three months, thus providing no interest for at least one of the spans. According to MoDOT representatives in an interview with the Chronicles a couple months ago, the spans now belong to the same contractor building the replacement, who in turn will remove the spans when the new bridge opens in 2019.
The Pullayup Bridge is different because of its large size and rare design, which goes along with the history of its construction. It was built in 1925 by Maury Morton Caldwell, a bridge engineer who had established his mark for the Seattle-Tacoma area. This event was important for its completion came at the heels of the introduction of the US Highway System a year later. Born in Waynesboro, Virginia in 1875, Caldwell moved to the Seattle area in 1904. He worked as a civil engineer for the City of Tacoma from 1910 to 1916 before starting his own engineering business. Prior to the construction of this bridge in 1925, Caldwell had been responsible for the construction of the Carbon River Bridge in 1921, the Pasco-Kennewick Bridge in 1922 and the Wiskah River Drawbridge in Aberdeen in 1925. Yet the 371-foot long Pullayup Bridge proved to be one of his masterpieces that he built in 1925, thus leaving an important mark on his legacy of bridge building in the Seattle-Tacoma metropolitan area. It is unknown how many other bridges were credited to his name, but from the historic research conducted by WSDOT, he was never a licensed professional engineer for Washington State and only practiced the profession for the Seattle-Tacoma area, which means the highly likelihood of more bridges having been designed by Caldwell and located strictly in north and western Washington and possibly British Columbia. He died in 1942, having been survived by his wife, Amy, whom he married in 1915, and his sister Nettle, who resided in Virginia state.
The Pullayup Bridge is being offered to those interested by WSDOT between now and 2019. The catch to this is the DOT will pay for the dismantling, relocation and reassembling costs- up to $1 million for the whole process. The only cost that the party may have to pay is for the abutments and possibly the road approaching it. The deal provided by WSDOT is a great steal for those wishing to have a unique historic bridge for reuse as a park or bike trail crossing. Even the thought of using it as a monument describing the history of the bridge, bridge engineering and M.M. Caldwell is realistic. Some parties who have called up wished to convert it into a house, similar to one of the reused spans of the now demolished eastern half of the San Fransisco-Oakland Bay Bridge, which had been built in 1936 and was replaced with a cable-stayed span in 2013. The main slogan is if you have an idea for the bridge, WSDOT can pay for it, and you can make your dream a reality. With many successful projects, stemming from creating historic bridge parks in Iowa, Michigan and coming soon to Delaware (where historic bridges were imported from other regions) to numerous bridges along the bike trails throughout the US, Europe and elsewhere, this deal to have the bridge for free, with a transportation agency having to pay for the relocation and reerection at its new home, is something that one cannot really afford to miss out on.
If you are interested in this unique historic bridge, please contact Steve Fuchs at WSDOT, using this link, which will also provide you with more information on this structure. The agency is also looking for more information on M.M. Caldwell and other bridges that he may have designed and contributed to construction. If you know of other bridges built by this local engineer, please contact Craig Holstine, using the following contact details: firstname.lastname@example.org or by phone: 360-570-6639.
Historic Bowstring Arch Bridge Restored after a nearly one-year project to relocate the structure to a city park. Dedication ceremony on 23 September in Conway.
CONWAY, ARKANSAS- Bridge crews and preservationists are celebrating the rebirth of one of the oldest surviving historic bridges in Arkansas. The Springfield Bowstring Arch Bridge is back in use after a record-breaking stint, which featured the disassembling, relocation, restoration and rassembling of the 1871 structure, a product of the King Bridge Company of Cleveland, Ohio, all within a span of ca. nine months! Usually, such projects last between 1-2 years, pending on the truss type, length and width and the way it should be restored. For other bridges, such as arches, suspension bridges and viaduct, it may take up to five years, pending on how it is restored. The Springfield Bridge, with its main span of 146 feet and a width of 12 feet, is one of the longest of its kind built by King that is left. However when looking back at the bridge before its relocation from the Faulkner-Conway county line to Conway City in November 2016, it presented a totally different picture- a rather sad one when looking at it through the lens of Julie Bowers of Workin Bridges and Nels Raynor of BACH Steel.
Workin’ Bridges is a non profit organization based in Grinnell, Iowa that is dedicated to historic bridge preservation, and Bach Structural and Oranmental Steel (BACH Steel) of Holt, Michigan. Six years after the completion of a study by Raynor and Bowers , the historic bridge restoration project was successfully completed. The success was due to a rare collaboration between the City of Conway, Faulkner County, and Dr. Ken Barnes of the Faulkner County Historical Society who was essential in the writing and successful grant application and petitioning the City of Conway to find a place to move the bridge. Permission to move was granted by the National Park Service for this structure that is listed on the National Register of Historic Places. A dedication to the restoration and future of this iron bowstring will be held Saturday, September 23rd at 10:00 am at Beaverfork Lake Park in Conway, Arkansas.
The iron truss was fabricated in 1871 and erected in 1874 over E. Cadron Creek between Faulkner and Conway Counties as the first and oldest highway bridge built for farm to market requirements by the Arkansas Department of Transportation. The bridge restoration was funded by City of Conway tourism dollars used for parks, Faulkner County equipment, expertise and funds for the extra crane, with the help of Metroplan which allowed the restructuring of grant funding to allow preservation to move forward.
The bridge was removed from the Cadron in November of 2016. The BACH Steel Rivet Gang went to work with the disassembly and marking the members for transportation to a paint removal company in Little Rock, managed by Snyder Environmental. Workin’ Bridges was then given the job of designing the new substructure at Lake Beaverfork, engineered by James Schiffer of Schiffer Engineering Group of Traverse City, Michigan.
Once the caissons were designed, drilled, formed and poured, and covered with riveted columns repairs to the bridge trusses began. Nels Raynor of BACH Steel is the premier bridge restoration craftsman throughout the United States that specializes in restoring bridges the old fashioned way. “In Kind” restoration means that parts are replaced with similar parts, rivets replaced with rivets and if new parts are required they are fashioned with care. When asked Raynor stated: “This one stands out as one of the most beautiful. I wish there were more people like those of Conway and Faulkner County. Those who wish to protect and save their hesitate. It’s part of my life’s work to preserve those structures. My company has been bless with finding those with the same passion inmy partners Derek and Lee Pung, Andy Hufnagel and Brock. Behind the scenes we have my daughter Heather Raynor, Nathan Holth and Jim Schiffer. We want to thank everyone for giving us the creative freedom to make this one of the most memorable and beautiful bridges we have ever been involved with.”
Jack Bell, Chief of Staff for the City of Conway, Mark Ledbetter, Director of Roads for Faulkner County, Steve Ibbotson, Director of Parks for the City of Conway and Judge Baker were the team that provided the collaborative efforts to make this a successful project. They teamed up for all of the site requirements, from building a road and crane pad to the old location on Cadron Creek, to building the roads and crane pad for the reset at Lake Beaverfork. They utilized reclaimed stone from the original abutments to sculpt the new location with retaining walls and provide a bench for viewing. Bell said, “The partnership between Workin’ Bridges, BACH Steel, Faulkner and the City of Conway was essential to bring this project to fruition. A significant piece of Faulkner County history has been saved and an iconic amenity has been added to our Parks system.”
New railings, as required by law, were designed by Raynor and company, who were able to provide historically accurate laced and riveted railing, using requirements for today’s pedestrians. The rail was then sent to Conway, where the local historical society teamed up with Workin’ Bridges to promote the “Paint the Rail” campaign. The campaign successfully contributed the funds needed to coat the rail, using a PPG product delivered by Furgerson Brothers Painting.
The restoration will be featured in a documentary filmed by Terry Strauss of Ultimate Restorations and should be available for viewing on PBS and through Amazon Prime in the fall of 2017. It will be featured in a later article provided by the Bridgehunter’s Chronicles. The project was also documented by Workin’ Bridges with the aid of Nathan Holth of HistoricBridges.org. The bridge was built by craftsmen and the record of their work, the “craftsman’s record” was evident in each cast and riveted piece in the bridge said Raynor. “To think that this all started six years ago with a site visit to Arkansas with my son Brock and Bowers with Workin’ Bridges. What this bridge has become today is just amazing to me and I have been involved with many bridge projects”.
It is a testament to the fact that we work better together, always have. The collaboration made a very big bridge project manageable, and used resources in a way that reduced time and material cost”, stated Bowers from her office in Holt, Michigan. “One never knows if a site visit that renders real numbers for project evaluation will become a job. These bridges take a lot of time, craftsmanship and money, but in the end it is all about making memories. The collaboration worked well and rendered a project that could have cost far more into an affordable package for the parks system.”
More information about the bridge, pictures from the process can be found at Springfield Bridge on Facebook. Questions may be directed to Julie Bowers at email@example.com. The Chronicles would like to congratulations to Julie, Nels and the rest of the crew for bringing a relict back to life. Thanks to you, you’ve just given people a chance to learn more about the history of Conway County, King and American infrastructure. 🙂