Go Fund Me campaign to raise $15,000 to hire an independent contractor to look at options to restore the 1932 historic truss bridge
BRUNSWICK & TOPSHAM, MAINE- Conflicts between the Maine Department of Transportation on one end and locals from both Brunswick and Topsham as well as preservation officials have reached new heights for recent public meetings regarding the future of the three-span polygonal Warren through truss bridge have produced intensive strife, and locals have turned to other alternatives to ensure the 1932 product of Boston Bridge Works remains in place for years to come.
Since 30 March, the Friends of the Frank J. Wood Memorial Bridge has undertaken a campaign to raise funds for an independent contractor to conduct a structural survey and present an objective alternative to replacing the historic bridge- favoring the preservation and restoration of the structure. The contractor has had experience in restoring bridges of this caliber in the New England states and East Coast, and the cost for such an engineering study is estimated to be $15,000. To donate to the project, please click onto the link here: https://www.gofundme.com/save-the-frank-j-wood-bridge
Every single dollar will help a great deal for the project. Already at the time of this posting, over half of the funds have been raised. Your help will ensure the other half will be raised, and the counterarguments to MaineDOT’s claim of the bridge being at the end of its useful life be presented as objectively and professionally as possible.
During the last meeting, which spawned this fund-raising effort, officials from MaineDOT presented proposals for replacing the historic bridge using studies conducted by a bridge engineering firm that had no experience in restoring historic bridges. All the proposals presented were rejected flatly by residents and officials from the National Advisory on the Council for Historic Preservation and Maine Preservation, both of whom had requested the DOT to look at the cost for restoring the historic bridge, but was met with refusal. According to members of the Friends committee as well as locals, the meeting between both sides produced biased results and little room to comment on the alternatives to replacing the bridge, angering locals and proponents of restoring the truss bridge to a point where the committee has decided to forego the findings of the DOT and embark on this daring measure. Public sentiment for the bridge is very strong for reasons that restoring the bridge is cost-efficient and presents the two communities and their historic mills and wetlands with a sense of historic pride and heritage. A youtube video of the bridge and the two communities is an excellent example of the willingness to fight to keep the bridge:
Furthermore, at 30 feet wide, the bridge can hold two lanes of vehicular traffic plus an additional lane for bikes and pedestrians, even though a pedestrian portion practically exists on the truss bridge.
The battle for the objective truth is getting intense and it will set the precedent for any future preservation plans for other historic bridges in the region, nationwide and beyond. As mentioned in an interview with the Chronicles last year (click here for details) , the communities will even take the legal path if MaineDOT continues to refuse to listen to the needs of the residents affected by the bridge controversy and shove its new bridge down their throats against their will. Last month’s meeting has taken this matter one step closer to the danger zone. Whether this independent study on the future of the historic bridge, which especially includes alternatives to replacing the bridge that still has years of life left, will defuse the conflict depends solely on the willingness of both sides to come away with a proposal that will satisfy everyone.
The Chronicles will continue to monitor the latest developments on the bridge. In the meantime, if you have a dime to help, take a couple minutes of your time and do the right thing. Donate to save the bridge.
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.
This photo was taken by fellow pontist Will Truax which needs no explanation. This sign can be found at the Springfield Armory in Massachusetts, which is a National Historical Site. Albeit not a historic bridge, you can find our more about its history here. This saying applies to all historic places, inlcuding bridges, something that we seem to forget nowadays, in the age of modernization and waste.
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.
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: email@example.com 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 firstname.lastname@example.org. 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. 🙂
City Council pursuing Replacement Options in the Face of Opposition after a Reversal Voting
WAVERLY, IOWA- This story opens up with a comment mentioned by one of the residents living near the Green Bridge in Waverly: “River Cities work when bridges work.” This was during the time when the Waverly City Council voted to overturn a decision to repair the three-span truss bridge. Little do people realize that even modern bridges have the potential of failing during floods, and most modern bridges lack the aesthetic character as the crossing we are talking about here.
Spanning the Cedar River at 3rd Street SE, this century year old structure was built by the Illinois Steel Company, using standardized bridge designs approved by the Iowa Department of Transportation a couple years earlier. In this case, the structure features three spans of Pratt through trusses with A-frame portal bracings, V-laced overhead strut lacings with 45° heel supports and riveted connections. The total length of the bridge is 363 feet; each span is 121 feet. The width is 17 feet and the vertical clearance is 12 feet. It is unknown when the bridge was painted green, nor do we know of its predecessor, but for 100 years, this bridge provided a link between the Park districts to the south and the rest of Waverly, including the city center. Prior to its closing in 2015, the bridge was restricted to one lane of traffic, controlled by a traffic light, and the decking was steel gridded.
According to information by the local newspapers, the bridge had to be closed due to deterioration of the lower chord of the trusses, combined with cracks in the concrete piers. Much of which was caused by too much salt, combined with damages due to flooding and weather extremities. Still, the bridge retained its structural integrity and its character until most recently.
The Green Bridge has been a subject of controversy lately because of developments by the Waverly City Council. After its closure in February 2015, the city council voted unanimously in favor of rehabilitating the bridge exactly a year later, by a vote of 5-2. The original plan was to replace the decking of the bridge as well as the bearings and floor beams. The bids were later solicited with the lowest one having the cost of $2.3 million for the work. This was well under the city’s budget by about $300,000, according to the facebook page supporting restoring the Green Bridge. Just as the bid was to be signed and contract let out, the vote for repairing the bridge was reversed- exactly one year later! Thanks to five people speaking for and six against the repairs of the bridge, plus 13 letters for the project in comparison with 9 against, the city council on 22 February this year voted against the plan to repair the Green Bridge, by a vote of 4-3.
Councilman Dave Reznicek’s comment after the vote was best put as follows: “Tonight, we’ve effectively set a precedent that we can go back and undo any vote.” The factors that led to the reversal decision was obvious:
Costs. At the time of the reversal vote, the city had too many irons in the fire regarding construction projects in the city. This included the reconstruction of several streets, including Cedar Lane and the River Parkway and bridge. While the streets were in dire need of reconstruction, the consensus is the lack of priority as to which streets are a necessity and which ones can wait. Waverly has four Cedar River bridges, but only two that are functioning: The Adams Parkway Bridge to the north and the Hwy. 3 Bridge at downtown. The Green Bridge is closed to traffic and the nearest bridge detour would be through downtown- a waste of gas and money. A fourth bridge is a former railroad crossing that is now a bike trail. A fifth bridge at Cedar River Parkway is being planned and would be the southernmost bridge in the city. The decision to reverse the repair work on the bridge set the precedent for projects that were being undertaken but are now threatened with delays.
Lack of interest. With the costs for several city projects come the lack of interest from residents. The costs for such projects would come at taxpayer’s expense. Letters flooding into the city council and speeches argued that the bridge should be neither repaired nor replaced because of costs. Some argued for replacing the bridge because in the long term, it would be cost effective, even when constructing bridges at grade with the truss structure. However, even modern bridges cannot take high water too well, as seen in a couple video examples below:
Those who support repairing the Green Bridge have two really legitimate excuses: 1. It would retain the historic integrity of the structure and prolong its lifespan by at least 20 years, 2. It would be cost effective in a way that the bridge would still continue to serve traffic in its original state, meaning one-lane with traffic lights to regulate traffic.
Personal interest. Politicking was another key factor in the decision to reverse the decision to repair the bridge. One of the leading opponents of the Green Bridge repair project was Edith Waldstein, who not only voted twice against repairing the bridge but rather replacing it, but also twisted the facts to win influence. In a statement after the 4-3 defeat, when members and residents demanded that the vote to repair the bridge be honored, she replied as follows: “What we approved a year ago was not to repair the bridge, it was to go ahead with the process in seeking bids.” Yet her opposition was not new, for previous projects to restore the Green Bridge also failed because of opposition in the city government. This included a task force to restore the bridge in 2003, where both the city and the State of Iowa were to split the cost. The notion seems to be that modernity is better and there is no place for saving anything antique, this despite pleas from members like Hank Bagelman and Mike Sherer to make it a referendum, despite the latter’s statement that there isn’t a consensus from people living in the district where the bridge is located.
What is next for the bridge?
If the city council has it their way, by February of next year, bid could go out to replace the Green Bridge with a pedestrian bridge, being either a concrete span or a prefabricated truss span similar to the current structure. And by February of 2019, we will have a new crossing in place. However, despite looking at the possibilities for the new structure, the city council is not paying attention to three key components:
There needs to be a crossing in the south end of Waverly at any cost. Until the Parkway Bridge is built, people are still going to have to detour in order to get to the Park District where the bridge is located.
The Green Bridge is eligible for listing on the National Register of Historic Places because of its design corresponding to the standard design introduced a century ago, plus its association with the Illinois Steel Company, one of many steel mills and bridge companies based in the greater Chicago area that contributed to the construction of bridges as part of the expansion of America’s infrastructure between 1880 and 1930. Keeping that in mind, before replacing the bridge, the city council will need to cooperate with the Iowa Historical Society and carry out environmental and cultural impact surveys, the latter in accordance to Section 106 4f of the Historic Preservation Act of 1966. These surveys are time consuming and will look at ways of mitigating replacement of the bridge. As one of the members of the group advocating repairing the bridge, Mary Schildroth stated in an interview: “To those who are simply looking at the cost, we want to remind ourselves that history can’t be replaced; once it’s gone, it’s gone.”
Public consensus is definitely needed in the Green Bridge project. While cooperation with state and federal authorities will be needed for the project- be it repair, rehabilitation, restoration or replacement- the input from the public over the bridge is needed at any cost. Therefore, heeding to the demands of those who have been advocating repairing the bridge- including those who had voted in 2016 but changed their minds the second time around, it is imperative that a referendum is carried out in the fall. By having people go to the polls in November, they can decide on two options
Repair the bridge and if so, how?
Replace the bridge and if so with what for a structure?
In addition, should the public favor option A, the question there would be whether the bridge should be reused or recycled. One will need to keep in mind that surveys in connection with Section 106 4f will need to be undertaken before it is replaced; no circumvention is possible in this case.
Times will be interesting for the City of Waverly, as it is struggling to maintain its checks and balances, while at the same time please residents, especially in the Park District and places to the south. But one thing is for sure, the Green Bridge still remains as the key link between the south and the city’s business district, and will be even after the Parkway Bridge opens to traffic in a couple years. This is why it is important that people have a say in what they want for a bridge. And the best way to answer that question is to have a referendum. Only there can the city council plan around who votes for repairing the bridge and who votes for replacing it. And with this referendum, there is no reversal as it happened earlier this year. Once the people have spoken, the city will have to act to fulfill their wishes and restore their reputation.
The whole story on the Green Bridge can be found by clicking here. There you can find previous articles involving the project. The Save the Green Bridge facebook page can be found here. Like to join and share your thoughts and support for the bridge. The Chronicles will keep you posted on the latest on this bridge.
1875 covered bridge returning home to Fairfield County after residing in Perry County for over three decades.
LANCASTER/ THORNVILLE (OHIO)- When driving along Ohio Highway 13 in the direction of Thornville, one will not miss a unique covered bridge located off to the side of the highway, spanning a small lake. The bridge partially covered, revealing the skeletal truss design along the top half. With the exception of a metal roof and concrete abutments, the entire structure is made of wood. The bridge has been serving a narrow path to a farmstead for 30 years, crossing a small lake. The bridge is no longer in use today and the only way to access the structure is by foot through the weed-covered pathway, which used to be a driveway.
The farmstead used to be owned by Carroll Moore, who bought the bridge in 1986 and relocated it to its current location for private use. Now owned by George Censky, he offered Fairfield County the covered bridge for its journal home to its new site.
After two years of planning, the wish to return home will be realized come this fall. But why Fairfield County instead of Perry County, where the bridge is located? Easy question to answer: because the covered bridge originated from there.
Built in 1875, the covered bridge was originally constructed over Little Rush Creek on Gun Barrell Road, three miles north-northeast of Rushville. The covered bridge is 83 feet long, has a width of 13.5 feet and a height of 11.5 feet. The covered bridge is a Smith truss, a design that features interwoven diagonal beams but a cross between a Town Lattice and a Howe Lattice (whose X or Rhombus feature is found in per one panel).
The bridge was named after Mary Ann Ruffner, who emigrated with her family to Fairfield County, but whose life was very short and tragic. She was born on 26 May 1802 to Emanuel and Magdalene Ruffner but emigrated to the area at the age of three, carried by her mother on horseback. She married William Hill, son of George and Elizabeth Hill on 30 November, 1823, and later bore their only son, John, on 24 March, 1828. Unfortunately, under unusual circumstances, Mary Ann died six months later on 26 September, 1828. Her faith was Methodist and was therefore buried in a Protestant cemetary.
The bridge was deemed functionally obsolete because of the size of traffic crossing the bridge and was therefore put up for sale in 1986. Caroll Moore bought the structure with the intent to relocate it to Perry County, to be erected over a small lake on his farmstead near Thornville, which was completed later that year. Like in the upcoming project, the bridge was disassembled, hauled by trucks to its new home and then reassembled on new abutments. Although a necessity for reasons of cost, that option presents some concern for both Censky and Lancaster Parks Director Dave Fey because of the age of the structure and possible need to refurbish some of the parts already considered too worn for another move. Relocating the covered bridge in tact was ruled out because of prohibitive costs, plus the need to take down utility lines enroute.
Nevertheless, the Mary Ruffner Bridge is coming home but not to its original location. According to Fey, the plan is to erect the covered bridge at its new site in Landcaster: along the Sensory Trail, which is part of the Greater Landcaster Heritage Trail Network, which contains a series of bike and pedestrian trails that go through and around the city and surrounding areas (a link to the site where you can find the trails can be found here). Specifically, the bridge will be built near the Forest Rose School, a special school for students with developmental disabilities, even though the crossing will be open to everyone to enjoy.
Fairfield County was once home to over 200 covered bridges. After relocating the Mary Ruffner back home again, there will be 20 covered bridges still in service. For locals with a fond memory of the bridge on Gun Barrel Road, it will be a reunion with an old friend with a long history. For the new generation, it is a chance to learn about historic covered bridges and how they played a role in the development of roads in Fairfield County. For the families of Mary Ann Ruffner, a piece of their family heritage is coming home to stay.
And for Mary Ann Ruffner herself, knowing that her bridge will be moved home this fall, she’s already informed her Mama that she is coming home, and is working to have Ozzy Osbourne play for her bridge at its newly dedicated site, once open next year. 😉
111-year old product of a Chicago bridge builder to be rehabilitated and reopened to traffic after being closed since last year.
DECORAH, IOWA- Winneshiek County has made headlines in the past couple years due to its problems with functionally obsolete bridges, many of them being over 80 years old and in need of extensive repairs in order to keep them open longer. With a lack of funding, the county is having problems with making the necessary repairs and replacements, while at the same time, enforce the laws involving weight limits. The collapse of the Gilliece Bridge last month by an overweight and oversized truck stressed the importance of laws to protect bridges, especially this bowstring arch bridge, as it is still listed on the National Register of Historic Places but its future is rather bleak at the moment. The driver of the rig has since been formally charged for reckless driving, damage to property and disobeying traffic laws.
But there is a silver lining behind one of the county’s few remaining historic bridges in the Chimney Rock Bridge. Built in 1906 by the Continental Bridge Company at an unknown location, the 162-foot long bridge has spanned the Upper Iowa River at its current location since 1952. The pin-connected Parker through truss bridge with Town Lattice portal and heel bracings has been closed since flooding devastated the region late last summer. Now it will be given new life as supervisors of Winneshiek County have recommended repairing the bridge instead of tearing it down. According to county engineer, Lee Bjerke in an interview with Decorah News, the cost for totally replacing the historic bridge would be at least $780,000, whereas making repairs to the bridge would cost $400,000 less. Furthermore, with the Federal Emergency Management Agency chipping in for most of the expenses, the county would only have to pay $57,000 for the work.
For many, this is a win-win situation not only for its preservation of a key crossing that has been in service for over a century- 65 years of which has been at this site. For county supervisor Dean Thompson, this might be the best shot at preserving a historic bridge in Winneshiek County. The county has lost several bridges since 2005, which includes the demolition of the beloved Fifth Avenue Bridge in Decorah in 2005, the last-minute decision to tear down the Turkey River Bowstring Arch Bridge in 2009, salvaging only the Queenpost portion of the Upper Bluffton Bridge in 2012, and lastly the most recent destruction of the Gilliece Bowstring Arch Bridge last month. The truss bridge at the Diversion Canal west of Decorah is slated for replacement very soon, while the Ft. Atkinson and Henry Bridge‘s futures are questionable, the former having been closed since 2013. With Eureka, Ten Mile Creek and Freeport preserved as historic sites, the county may have to think ahead about preserving the remaining bridges before they are met with the wrecking ball. With F.W. Kent Park up and running, followed by another one set to open in Winterset in the near future, having a historic bridge park similar to the one in Michigan may be the most viable option left on the table together with a bike trail connecting Decorah and points along the Upper Iowa or to the southwest.
Whether residents are of the same opinion and are willing to chip in their money and manpower has yet to be seen. Yet, saving the Chimney Rock Bridge is taking a step forward in the right direction. If anything, it provides access to the park and campground again and will be a recreational treat for hikers and fishers alike.
Click here to read an essay the author wrote 12-years ago about the Chimney Rock Bridge and the Continental Bridge Company. You can also find it on the wordpress version of the Chronicles. Enjoy the pics by clicking on the links above in the article. The Chronicles will keep you informed on the latest on the bridges in the county.
Record voter turnout for the Awards. Saxony, Route 66, and Elvis Bridges in Kansas dominating the categories. Eric Delony and John Marvig honored for Lifetime Achievement.
Since 2011 the Bridgehunter’s Chronicles has been hosting the Othmar H. Ammann Awards for historic bridges, focusing on successful efforts in preserving them as well as places with a wide array of historic bridges to see as a pontist, tourist, photographer, historian/teacher or a simple passer-by. In its sixth year of the awards, we saw records getting smashed for the most number of votes, let alone the lead changes that came about in some categories, complete blow-outs in others, thus making this race the most exciting and nail-biting in history. No matter which category you were watching, you probably saw your favorite going from worst to first in as many votes as in the category Best Photo, which saw votes in the thousands, plus a voting arms race among three candidates. We also saw some deadlocks for Tour Guide International, Lifetime Achievement (for second place) and Mystery Bridge, which got people wondering what characteristics led to the votes, because they must have been this good. For some that lucked out, the Author’s Choice Awards were given as consolation, which will be mentioned here as well.
So without further ado, let’s have a look at the results, each of whom has a brief summary:
This category was the most exciting and nerve-racking as we saw a battle for first place take place among three candidates: The MacArthur Bridge in St. Louis (Taken by Roamin Rich), Bull Creek Bridge in Kansas (Taken by Nick Schmiedeler) and the Paradiesbrücke in Zwickau, Germany (Taken by Michael Droste). Despite Zwickau’s early lead in the polls and regaining the lead for a couple days a week ago, MacArthur Bridge won the voting arms race with 38.5% of the votes, outlasting Bull Creek, which received 28.2%. Paradiesbrücke got only 16%. Devil’s Elbow Bridge in Missouri received 4.2% with fifth place going to the same person who photographed the Paradiesbrücke but in the daytime (2.2%). The remaining results can be seen here. For the next three months, the winner of the Best Photo Award will have his photos displayed on the Chronicle’s areavoices website (here) and the Chronicles’ facebook page (here), second place winner will have his photo on the Chronicles’ facebook group page (here), and the third place winner on the Chronicles’ twitter page (here). All three will also be in the Chronicles’ wordpress page (here), rotating in gallery format in the header.
TOUR GUIDE INTERNATIONAL:
This category was perhaps the most watched by readers and pontists on both sides of the Atlantic Ocean, as four cities were vying for first and third place, respectively before another city decided to crash the party within a matter of only 24 hours before the polls closed, effectively deciding the winner and third place winners. Coincidence or a plot, that remains to be seen. It is known that these five bridge cities will receive further honorable mentions in the near future. The winner of this tight race was Zwickau (Saxony), Germany, which after battling with Calgary during the competition, edged the largest city in Alberta and fifth largest in Canada by a margin of 25.1% to 24%. The reason behind that was the city’s selection of the most unique bridges, one of which, the Röhrensteg, had received the Author’s Choice Award for Best Historic Bridge Finding. There is also the aforementioned Paradiesbrücke, the Zellstoff Truss Bridge and the Schedewitz Bridge, all along the Mulde River and a stone arch viaduct near the train station. The city is worth a treat.
Third place winner goes to Canal Bridges in Brugges, Belgium, which went from seventh place to its final spot in less than 24 hours, knocking the River Tyne Bridges in Great Britain and the Bridges in Glauchau (Saxony) to fourth and fifth places. Brugges had 13.5% of the votes, followed by The River Tyne with 12.6% and Glauchau with 10.5%. Glauchau also received the Author’s Choice Award for its historic bridge find because of its many arch bridges that don’t span the Mulde, like in neighboring Zwickau, but along the railroad line and along the high road leading to the two castles located on the hill overlooking the river valley.
TOUR GUIDE USA:
Unlike in the international competition, this category proved to be no competition at all, for the Bridges of Tompkins County, New York, laden with various types of bridges dating back 150 years, including two iron truss bridges, a covered bridge and some arch bridges, left the competition in the dust. Even at the beginning of the race, it garnered an average of 92% of the votes. In the end, the county won an astounding 89.3%. The closest second place winner was the Bridges in Washington County, Maryland, which had 3.2% of the votes, edging the third place winner, The Bridges of Boone County, Iowa with 2.9%. Having lost the Wagon Wheel Bridge in December to demolition and removal after years of neglect, the Marsh rainbow arch bridges and Kate Shelley’s Viaduct could not compensate of the loss and therefore, people looked to its winner as their bridges are still in used, most of them after having been restored.
BEST KEPT SECRET FOR A US BRIDGE:
Some bridges deserved to immersed in water and covered in coral, used for habitat for underwater life. Others deserved to be immersed and later exposed when the weather extremities are at their worst. The Colebrook Lake Bridge in Connecticut is one that definitely is in the second category. When Colebrook Lake was made in 1969, this Warren pony truss span with riveted connections became part of the lake bottom and a distant memory among local residents and historians. Its existence came as a surprise, thanks to a severe drought that lowered the lake to its pre-made stage and exposed this structure. Now residents and historians are finding more information on this structure while looking at ways to either reuse it or leave it for nature. Colebrook won the award in this category with 57.4% of the votes. Second place went to the Marais de Cygnes Bridge in Kansas, one of the rarest Parker through truss bridges in the state, with 22.8% of the votes. Clark’s Creek Bridge, one of many Elvis bridges discovered by Nick Schmiedeler this past year, finished third with 15.4%, yet it was the winner in another category! More on that later. The remaining finishers had an average of 1.5% of the votes, which were a lot given the number of voters having gone to the polls.
BEST KEPT SECRET FOR AN INTERNATIONAL BRIDGE:
Australia’s historic bridges are ones that are worth traveling to visit, for many of them were built by European immigrants with ties to the bridge building and steel industries in their homeland. Only a handful were built locally. The winner and second place winners in this category come not only from the Land Down Under, but also in the state of New South Wales, which is the most populated of the states. The Prince Alfred Bridge, a nearly 150-year old wooden trestle bridge, won the race with 31.4% of the votes. This was followed by another bridge in the state, the Bowenfels Railroad Viaduct, which received 15.9% and the Ribblehead Railroad Viaduct at Yorkshire Dales in Great Britain, which got 8.7%. Tied for fourth place with 7.7% were the Isabella Bridge in Puerto Rico and the Sinking Bridge in Corinth, Greece. And sixth place finisher was the Abteibrücke in Berlin, Germany, with 6.5%, edging its inner-state competitor Röhrensteg in Zwickau and the world’s smallest drawbridge in Sanford, Nova Scotia (Canada) with 6.2% of the votes.
BEST EXAMPLE OF A RESTORED HISTORIC BRIDGE:
In this category, we looked at historic bridges that were preserved for reuse after being considered redundant for the highways due to age, functional and structural deficiencies and cost of maintenance. Like in Tour Guide USA, this competition was very lopsided for a covered bridge far outgained the metal truss bridges and arch bridges in the competition. The Beaverkill Covered Bridge, built in 1865 and located in the Catskills in New York, received a full makeover, using state-of-the art technology to strengthen existing bridge parts and replacing some with those of the exact shape and size. This bridge received 62.4% of the votes. Second place finisher was the Green Bridge (a.k.a. Jackson Street and Fifth Avenue Bridge in Des Moines, Iowa. The three-span Pratt through truss bridge, built in 1898 by George E. King, received its second makeover in 20+ years in order for it to continue serving a bike trail network serving Iowa’s state capital. It received 7.1% of the votes and would have soundly won the competition had one subtracted Beaverkill’s success. Third place finisher was the former Bird Creek Bridges along Route 66 in Oklahoma. The multiple-span K-truss bridges were relocated to Molly’s Landing on one side of the highway, Roger’s Landing on the opposite end, each serving as exhibits and entrances for light traffic. Bird Creek received 6.5% of the votes. Bottoming out the top six are Wolf Road Bridge near Cleveland, Ohio with 4.2%, the County Park Bridge in Hamilton County, Indiana with 3% and Houck Iron Bridge in Putnam County, Indiana with 2.4%.
MYSTERY BRIDGE- USA:
For this category, we’re looking at bridges that are unique but missing information that would potentially make them historically significant and therefore, ripe for many accolades. Although the votes were made into one category, the winners have been divided up into those in the US and the structures outside the country. For the US, the top six finishers originated from Iowa, with the top two finishers originating from Lyon County. The Bonnie Doon Bridge, located along a former railroad bearing her name between Doon and Rock Rapids, won the division with 19.8% of the total votes. Not far behind is the Beloit Bridge near Canton, South Dakota, which received 13.2%. Third Place goes to a now extant Thacher through truss bridge in Everly in Clay County, which received 7.7%, 0.6% more than its fourth place finisher, the Kiwanis Railroad Bridge in Rock Valley in Sioux County. Fifth place goes to the Pontiac Lane Bridge in Harrison County, with 6.1% of the votes. Yet latest developments in the form of photos is almost bringing the Whipple through truss bridge to a close. More later. In sixth place, we have a concrete arch viaduct built by H.E. Dudley near Richmond in Washington County, with 5.5% of the votes. According to John Marvig, that case was recently brought to a close as the now extant bridge was replaced with a steel girder viaduct in 1947.
MYSTERY BRIDGE- INTERNATIONAL:
All of our entries for the international aspect of mystery bridges were from Germany, specifically, the states of Thuringia, Saxony, Saxony-Anhalt and Brandenburg. Our first place finisher goes to the concrete camelback pony arch bridge near Altenburg. That structure was built between 1900 and 1920 and still retains its original form. Second place goes to the railroad viaduct in Grosskorbetha, located near Bad Durremberg in Saxony-Anhalt. The 1910 arch structure used to serve a local road to Wengelsdorf, but was removed in November this year, as the German Railways plan to modernize the Y-point where the raillines split to Leipzig and Halle from the south. The Railway Station Bridge in Halle finished in third, followed by an unusual wire truss bridge in Potsdam and finally, the truss bridge at Schkopau Station, south of Halle.
BRIDGE OF THE YEAR:
The category Bridge of the Year goes out to bridges that made waves in the headlines because of (successful) attempts of restoring them, as well as interesting findings. Our top six finishers in this year’s category consists of those by Julie Bowers and crew at BACH Steel, Elvis Bridge finder Nick Schmiedeler and those along Route 66. Clark’s Creek Bridge in Kansas came out the winner with 53.4% of the votes. This bridge was discovered by Schmiedeler and was one of the first bridges that were dubbed Elvis Bridges, meaning these bridges had been abandoned and hidden under vegetation for many decades. Clark’s Creek is a King Bridge product having been built in 1876. Second place finisher is the Springfield Bowstring Arch Bridge with 18.1% of the vote. Thanks to Julie’s efforts, this 1870s structure is expected to be restored, relocated to a park and reused after years sitting abandoned, leaning to one side. Third place finisher is the Times Beach Bridge spanning the Meramec River along Route 66 west of St. Louis, with 6.9% of the votes. This bridge was a subject of fundraising efforts to be restored as part of the Route 66 State Park Complex and bike trail. The bridge was recently given a reprieve from demolition by Missouri Dept. of Transportation. More later. Rounding off the top six include Gasconade Bridge along Route 66 with 5.4%, Hayden Bridge in Oregon, another project by BACH, with 4.9% and Fehmarn Bridge in Germany with 3.2%. Word has gotten out that the sixth place finisher will receive a rehabilitation job, which will prolong its life by 30 years and keep its symbol as the icon of Fehmarn Island.
Our last category for the 2016 Ammann Awards is for Lifetime Achievement. Unlike this year, there are two winners for this prize, one emeritus and one who is the youngest to win the awards. Eric Delony, who spearheaded efforts in preserving historic bridges through a nationwide program and was director of HABS-HAER for 32 years, received the Lifetime Achievement Emeritus Award. More on his work can be seen here. John Marvig became the youngest pontist to win the Lifetime Achievement thanks to his efforts in identifying, photographing and working with authorities in preserving railroad bridges in the northern part of the US. Since having his website in 2010, his focus went from railroad bridges in Minnesota and Iowa to as many as 9 states. The freshman at Iowa State University received 49.3% of the votes, outfoxing the second place finishers, Royce and Bobette Haley as well as Nick Schmiedeler. Christopher Marston finished fourth with 5.4% of the votes, which was followed by Ian Heigh (4%), Kaitlin O’shea (3.5%) and BACH Steel (2.9%).
And with that comes the closing of one of the most intensive competitions involving historic bridges in the history of the Ammann Awards. It was one that got everyone excited from start to finish, and for many bridges, there is a ray of hope in their future as more and more officials and the communities have become interested in preserving what is left of their history for the younger generations to enjoy. For some profiled that have a questionable future, not to worry. If one person refuses to preserve, another one will step up in his place, just like the electors in the US elections. The interest in historic bridges is there and growing. And that will continue with no interruptions of any kind.
The full results of the Ammann Award results can be found in the Chronicles’ wordpress page by clicking here. Note there are two parts just like the ballots themselves. The links to the pages are also there for you to click on.
This is the last entry carrying the Jacob slogan. Since September 2016 the Chronicles has been carrying the slogan in memory of Jacob Wetterling, an 11-year old boy who was kidnapped on 22 October, 1989 and subsequentially murdered. His remains were discovered in September 2016 bringing a 27-year old case to a close. The murderer has since been sentenced to 20 years in prison with a lifetime incarceration in a state mental hospital to follow. His house was demolished on Christmas Day. As the murder happened closer to home (the author originates from Minnesota), the Chronicles started its Ammann Awards nominations early and carried this unique slogan in his memory. To his parents and friends, he will be remembered as a boy with dreams that never came true, yet he came home to rest and now is the time to bridge the gaps among friends, family and acquaintences, while keeping in mind, dreams can come true only if we let them, and help them along the way to fulfilling them with success and respect.
From the next entry on, the Chronicles will be carrying its present slogan, which is an upgrade from its last one. Some changes will be coming to the Chronicles, which includes establishing a Hall of Fame for the bridges nominated for the Ammann Awards as well as other interesting parts that will be added. Stay tuned, while at the same time, have a look at some mystery bridges that are in the pipelines and are on the way. 🙂