BHC Pic of the Week Nr. 153: Tribute to James Baughn

Photo taken by James Baughn
This is our 151st Mystery Bridge as well!

This week’s Pic of the Week James Baughn series takes us to Osage City and this unusual railroad bridge. The Osage City Railroad Bridge spans the Osage River in the town of Osage City at the site where Water Street is located on the west bank. The bridge features from west to east: one pony plate girder span, one riveted Pratt through truss bridge with vertical endposts and heel portal braces, and five pony plate girders. It is unknown when the bridge was built, yet records indicate that the this span was built reusing parts from a previous bridge. There are two reasons behind it- one that is physically present and one that is theoretical. The practical point falls in line with the through truss span. Judging by the connections between the endpost and the upper chords, it appears this bridge span was imported from another bridge- a rather large one, be it a swing bridge bascule bridge, or a deck truss bridge. The reasons are that the markings indicate that a truss span was cut out of the bridge and imported to this location to serve as high-clearance span and encourage ships to pass under that span. This would have to have been done as the river bed of the Osage River was at its lowest below the water level.

The theoretical standpoint of having a patchwork bridge span may have come by the owner’s pursuit of reusing spans from another bridge in order to cut costs of building a new span. That story takes us to the Booneville Railroad Bridge, which spans the Missouri River and features a vertical lift span. That bridge used to belong to Union Pacific Railroad (UP) which had purchased the Missouri-Kansas-Texas Railroad (a.k.a. KATY Lines) in 1988 after it went out of business. Before UP’s purchase of KATY, an agreement was made with the State of Missouri a year earlier to designate the entire line into a state park trail and the Booneville Bridge was part of the incorporation plans. Unfortunately, UP wanted to demolish the vertical lift span and take the five spans to Osage City for use at the crossing. After the plan was announced in 2004, and the Department of Natural Resources ceded ownership of the bridge to UP, Missouri Attorney General Jay Nixon sued the DNR and later UP for breaching the 1987 agreement. At the same time, a preservation group was formed, and the bridge was ultimately spared demolition. UP backed off from the bridge and decided to pursue another unused bridge for reuse, hence this truss span.

It is obvious that the truss span at the Osage City crossing came from another bridge. The question is when was this patchwork bridge built? And why was it built?

The irony behind the Osage City Bridge is that UP did build a brand new bridge alongside the truss span and the line is now two-tracked, meaning this patchwork bridge now has one way traffic. This happened in 2014. As UP was working to expand its network and cutomers, the modernization and widening of the tracks were a necessity to compete with the likes of Burlington Northern Santa Fe, Norfolk & Southern, Canadian Pacific and Southern Pacific, though I would give UP credit for its attempts of reusing the truss bridges for cost-cutting purposes. Not every bridge that is over a century old means it’s the end of the road and it must be demolished.  This is something that the likes of BNSF should consider, especially as they’re pursuing the demolition of a prized piece of historic artwork in Bismarck, North Dakota.

I bet Ralph Mojeski is turning over multiple times in his grave for that.

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Mystery Bridge Nr. 149: An Inundated Bridge in Czechia with Possible Links to Melan and von Emperger

Photos taken by Lara Vajrychová

Our next mystery bridge returns us to Czechia, but this time to the far western part of the country, along the Odrava (CZ: Ohri/ D: Eger). The River Odrava starts in eastern Bavaria and snakes away along the foot of the Ore Mountains past Cheb and Carlsbad (Karoly Vary) before emptying into the River Elbe at Litomerice, south of Usti nad Labem (Aussig). The river is laden with dozens of historic bridges dating back to the early 1900s, many of which can even be seen via satillite in a geo-app, like Google Maps.

This bridge is one of them. The structure is located in the middle of Lake Jesenice, located east of the nearest city of Cheb. The structure features a through arch span made of concrete, yet the characteristics resemble the rainbow arch bridge that was invented and patented by James B. Marsh around 1909. While his patented rainbow arch bridges were built solely in the United States, his design was based on another bridge design that was patented by Austrian engineer, Josef Melan. Melan patented his arch design in 1890 and under the direction of another Austrian,  Frederick von Emperger, built the first arch bridge 1894 in Rock Rapids, Iowa. That bridge, now located at Emma Sater Park, was the first of its kind to use reinforced concrete arch in an elliptical fashion.

Melan Bridge at Emma Sater Park in Rock Rapids, Iowa. Photo taken in 2009

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The Melan System, which links steel and concrete construction, won significant market-shares in European and American bridge-building as early as the 1890s and was awarded a gold medal at the World Exposition in Paris in 1900. Melan had published his work on concrete arches in conjunction with iron arches in 1893. Many Melan arch spans followed after the construction in Rock Rapids, including a multiple span arch bridge in Steyr in 1898 and the Dragon Bridge in Ljubljana.  While he left a mark in terms of bridges and buildings especially in the New York and Boston areas, von Emperger’s stay in the US was short-lived and therefore, only this example of the Melan Arch Bridge still exists. He returned to Vienna in 1898, where he was active both as a bridge builder as well as in politics until his death in 1942, one year after Melan’s and six years after Marsh’s.

When looking at the crossing at Lake Jesenice, the structure has a rainbow arch feature, yet unlike the Marsh arch, where the arches are anchored in the wingwall above the water level, the arches here start at the abutment on deck level. Nevertheless, as the region was once part of the Habsburg Kingdom (Austrian-Hungarian Empire) until their defeat after World War I in 1918, the possibility of either Melan or von Emperger having built this bridge exists, yet the question is solely, when was the bridge built. Judging by its appearance, the bridge is well over a century old, which falls into the era when the Marsh Arch bridges were being built by the dozens in the USA. It would be a possibility that Marsh’s design was modified in order for it to stand out in comparison with the original. Yet records revealed that Marsh had abandoned  the Melan arches and had developed his signature arch in order to avoid paying Melan royalties. The bridge at Lake Jenesice was most likely built between 1898 and 1912 using the Austrian design.

As for the history of Lake Jesenice , this is an artificial lake that was created through a dam project which ran from 1957 to its completion in 1961. The bridge used to carry a road between Velká Všeboř and Cheb. It used to span the Wondreb which was a tributary of the Odrava. When the dam was completed, the Wondreb and other smaller tributaries became part of the lake and the bridge was left to inundate. The towns of Jesenice and Dřenice also disappeared because of the creation of the lake.  At high levels one can only see the arch stick out, yet during the drough in recent years in Europe, the bridge has become fully accessible by foot.  The Lake has become a recreational point for campers and tourists wishing to explore the region along the Odrava, as the area has campgrounds and other natural parks. In the past, this lake as well as neighboring city Carlsbad were health resort regions where children and their families could recover from the illnesses caused by emissions of coal and other pollutants in the nearby Black Triangle Region, where the former Czechoslovakia, Poland and East Germany met. Yet with new forests being grown since the Revolution of 1989 and the subsequent Reunification of Germany in 1990, the area where Czechia, Poland and Germany meet today is becoming as equally important as the area around Lake Jenesice.

Close-up of the railings and its deteriorating state

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The days of the arch bridge at Lake Jesenice may be numbered, sadly. According to bridgehunter, Lara Vajrychová, there have been talks of tearing down the arch bridge for safety reasons. Whether or not that will happen remains open. Still it would be a sad loss to see a piece of architectural work that had once belonged to one of the villages that was inundated by the dam project disappear, especially one that may have been built by the founding fathers of the Melan arch whose design was picked up by James Marsh for his design. Nevertheless, before its final demise, one needs to find out more about the bridge in terms of the date of construction and the bridge contractor to answer the questions that were made with regard to its possible connection with either Melan or von Emperger.

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Mystery Bridge Nr. 146: An Abandoned Railroad Bridge at a Once Important Airbase in Czechia

Our next mystery bridge takes us into the mountains, but this time to the area between Ustí nad Labem (Aussig) and Liberec in northern Czechia in the region of Bohemia. The Hradčany Airport is a former military airbase located near the town of Ralsko. It’s situated in the area of confluence between the Ralsko and Ploučnice Rivers.  Originally, the area was used for military combat training during the times of the Austro-Hungarian Empire as well as after the establishment of Czechoslovakia. When Nazi Germany occupied the country in 1938, the area was converted to a military airbase by the Wehrmacht, which included new runways and hangers for their fighter jets. It was one of the most important bases fort he eastern front during World War II. 

As part of the measure to expel German residents out of their country, Czechoslovakia reclaimed the airbase but only for a short time, as it later became part of Soviet Army when it became a socialist republic. Again, the airbase became an important point of axis for the Soviet Union, especially during the Prague Spring of 1968, when troops entered the city and ended the revolution with military force. For 30 years, the  Hradčany Airbase was an important military base for the Soviets to ensure that none of the communist states were influenced by the capitalist West.

After the fall of the communist party from power in 1989, withdrawal of Soviet troops was negotiated in February 1990. The last soldier left the district in May 1991. The district lost its military status in the same year. On January 1, 1992 the village of Ralsko was established by joining of nine villages together. Between 1993 and 2004 the area was extensively cleaned up from chemical contamination and searched for unexploded ammunition. To this day, all that remains are ruins of the airport that are beset by vandals. The area has been also used for drag racing and dance parties, yet there have been plans to convert the former base into a recreational area.

And this takes us to this bridge, the Stary zeleznicni most, a former railroad bridge located north of the former airbase. This was discovered by Czech bridgehunter Lara Vajrychová during a recent trip to the area. The structure is approximately 200 meters long and features a combination Lattice and Bailey truss design. The portal bracings are I-beam with bedstead endposts. The connections are for the most part pinned, based on Bailey truss building techniques, yet the top and bottom chords have riveted connections.

It is unknown when the structure was built but we do know that the railroad line served as an important link to the airbase from the north. It could be that the Germans had built this prior to the start of World War II as soon as Czechoslovakia was taken over in 1938. Should this argument be true, then the bridge survived the bombings unscathed, which enabled Soviet and American troops to use the bridge and the rail line to march into Germany in 1945.  By the same token, if the crossing was damaged, it was likely that the Soviets rebuilt the bridge and used it to provide materials and artillery to quash any uprisings, yet that would have happened between the time the country became a communist state in 1948 and the time before the Prague Spring, 20 years later.

And this is where your help is needed here: In your opinion, were the Germans or the Russians responsible for this important crossing that made the now former airbase a key axis point (Stützpunkt) until 1990.  What kind of truss design is this and who was behind ist construction? 

And for that, the forum is open.

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Photos:

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Czechoslovakia was split into Czech Republic and Slovakia through a Velvet Divorce, which happened on January 1, 1993. On January 1, 2021, the Czech Republic was renamed Czechia.

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BHC Pic of the Week Nr. 149: Tribute to James Baughn

Shortly after taking office in 1933, President Franklin D. Roosevelt went to work to provide help to over a third of the population in the USA who were beset by unemployment caused by the Great Crash on October 29, 1929 which later ushered in the Great Depression. Two of the programs that were introduced were the Civilian Conservation Corps (CCC), which started on March 21, 1933, and the Works Progress Administration, which was founded on May 6, 1935. Both organizations had a general purpose: to provide employment to people who needed, whereas the CCC was mainly for those between the ages of 18 and 25. Much of the projects that were undertaken during the time of the two programs were outdoors, which included erosion control, planting trees, renaturalizing areas near bodies of water and building infrastructure to accomodate waterways and vehicular traffic, including dams and bridges.

And this is where this Pic of the Week, which is also our 145th Mystery Bridge comes into being. James Baughn photographed this unique bridge, which goes by the local name, Geode Bridge. The structure spans Saunder’s Creek at the park which also bears the stream’s name in Mount Pleasant, located in Henry County in southeastern Iowa.  The build date of this very unique stone bridge goes back to 1933, which would mean that the CCC would have constructed the bridge. The bridge is no more than 40 feet long and is relativey short- between 10 and 15 feet. The bridge design is a pony girder with triangular pointed vertical posts at the end, resembling high heels. The railings are art deco.

There are some questions that surround this story about the bridge. The first one is who was behind the design of the bridge, for it is one of the most unique bridges- a rare structure that is one of a kind in Iowa.  The second question is where the stones used were quarried and hauled to the site while the last one is the most important: How was it built and how long did it take to build it?  For the third question, it is important to note that modern techniques in today’s standards would have this bridge completed between 3-6 months. But if we go back tot he Depression Era, where vehicles are smaller and slower, the building techniques are more hands-on, the machinery was sometimes old and outdated and the fuel needed was rationed due tot he lack of supply, the time to build a structure like the Geode Bridge was probably much longer than six months; presumably it was in the range of 12 months.  More research into the bridge’s history, including interviews and like, would be needed to answer the aforementioned questions.

Saunders Park features this bridge as one of its masterpieces, together with a historic log house and a pair of gazeebos along with some shelter houses, playground and some forest, thus making it one of the most attractive places in the city. It showcases some natural scenery to those working or being treated for injuries/ illnesses at the nearby hospital as well as school children, who attend Manning School only a couple blocks away. It’s a stop that is worth a couple hours, especially if you travel long distances or are visiting friends and relatives in Mt. Pleasant.

James photographed this unique structure in 2013 during the Historic Bridge Weekend, tying it in with the visit to the Oakland Mills Bridge. While the bridge may be small, it’s worth a photo session, regardless of how it is done- wedding, graduation or for a simple calendar. While there has never been a calendar on Iowa’s historic bridges, should there be one, this bridge should be one of them that should be added, regardless of who took the shot.

Author’s Note: If you have any information about the bridge’s history, feel free to add this in the Comment section below. You can also include the info in the BHC’s facebook pages or that of Historic Bridges of Iowa as well as Iowa Bridges Past and Today.

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Endangered TRUSS: The Jefferson Highway Bridge at Okay, Oklahoma

All photos courtesy of Mark W. Brown

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OKAY, OKLAHOMA- There are many historic structures that are endangered because of the need to have a concrete bridge to move traffic from point A to point B. There are some that have been sitting abandoned- many of which for too long and need the attention of the public to save it from its ultimate doom. When I think of the first endangered TRUSS candidate, the first bridge that comes to mind is this one: The Okay Truss Bridge. The bridge spans the old channel of the Verdigris River to the west of the town of Okay in Wagoner County. The structure was first discovered a decade ago and even though it has been abandoned for several decades, records have indicated that the structure was once part of the Jefferson Highway, the second oldest intercontinental highway that was built in 1915 and went from Winnepeg, Canada to New Orleans, cutting through parts of Missouri, Kansas, Texas and Oklahoma in the process.

There is not much information on the bridge’s history except to say that given the materials needed to build the structure, let alone the features, the bridge must have been built between 1910 and 1915, as part of the project to extend the Jefferson Highway through the small community. The bridge features two Parker through truss main spans. Each span features a 3-rhombus Howe Lattice portal bracings with angled heels, latticed struts and V-laced vertical beams. There is also a Pratt pony truss span on each outer end of the bridge. The connections are pinned and the material: steel for the trusses and wood for the decking.

Westernmost pony truss approach span

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The bridge was later bypassed by another structure to the south, as part of the project to rechannel the Verdigris and the truss span has been sitting abandoned and in disarray ever since. The easternmost pony truss span collapsed many years ago and it would take a lot of climbing just to get onto the bridge itself.

The gravest problem though lies with the through truss spans because of a failing pier. It is unknown when and how this occurred, but the center pier is crumbling, causing the end post of the western through truss span to slip.

While the damage may be minimal when looking at it from a bird’s eye view, when on the bridge, it is far worse than it seems, as the crumbling pier, combined with the sagging of the endpost, is causing the western truss span to lean and twist on its side.

The twisted metal brought a reminder of one bridge that fell victim to flooding in 1990, which was the Rockport Bridge in Arkansas. Prior to its downfall, flooding in 1987 caused severe damage to the center piers causing the center span to tilt and twist. This is exactly what is happening to the Okay Truss Bridge, and if nothing is done with the truss span, the next flooding may be the bridge’s last.

What can be done to save the truss bridge? The easiest is to take the truss spans off the piers and dismantle them for storage. As it happened with the Bridgeport Bridge in Michigan, the twisted western Parker truss span could be straightened through welding, whereas the trusses in general would need to be sandblasted and repainted. The piers would need to be replaced and because the easternmost pony span is considered a total loss, a replacement span could take its place if one reerects the restored truss span and converts the area on the east end and the island between the old and new channels of the Verdigris into a park area. As this bridge is part of the original Jefferson Highway, research is needed on the structure’s history to nominate it to the National Register.

Oklahoma has seen a big drop in the number of truss bridges in the last two decades, yet efforts are being taken to save what is left of the bridges. There is little doubt that the Okay Truss Bridge can be saved if action is taken to salvage the trusses and rebuild the entire structure, while erecting a park to honor its history. It takes the will of not only the locals but also members of the Jefferson Highway Association to make it happen. Yet time is running out and we’re fighting windmills regarding even saving the truss structure before the next floodwaters. If there is a tiny sense of hope, removing and storing the trusses should be top priority. Afterwards, time and finances could be allotted to restore and rebuild the bridge to its former glory.

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Author’s Note: A big thanks to Mark W. Brown for allowing me to use his pictures for this article.

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Mystery Bridge Nr. 148: Red Arrow Road Bridge (HYB)

Photo by Greg Saurbier

Our first Mystery Bridge of 2021 and the 148th in the series takes us to Michigan and the Red Arrow Highway Bridge. The bridge is 28 feet long and is located near Benton Heights, spanning Blue Creek. The bridge has been out of use for well over 110 years and is currently privately owned. Yet the bridge has a lot of ornamental features that makes visiting it a must. Satolli Glassmeyer from History in Your Own Backyard produced a film about this phantom bridge, the historic Red Arrow Highway and the history that we know to date. What we don’t know is who built it and who designed the rail piers?

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Mystery Bridge Nr. 139: The Lucile Bridge with its Double-Trusses

Photos by Karl Sweitzer

The next Mystery Bridge takes us to the State of Idaho and this bridge. It’s a Pennsylvania through truss span with Howe Lattice portals supported by 45° heel bracings. The bridge has a total length of 344 feet, with the main span having a total length of 233 feet. The decking is 16 feet wide. Unique about this bridge is the arch that is found in the truss span itself, thus making it a “double-truss” bridge. These are rare to find, for there are 12 truss bridges of this kind known to exist, including the Currie Parkway Bridge in Michigan, the Southwind Rail to Trail Bridge in Kansas and the LeSeuer Railroad Bridge in Minnesota. Another bridge of its kind, the Meade Avenue Bridge in Pennsylvania, is currently in storage awaiting re-erection in Delaware. These bridges are supported with an additional truss to provide a sturdier structure for traffic. This bridge appears to have had its arch span added in 1975, given its age, rust and appearance as shown in the photos on bridgehunter.com by Karl Sweitzer.

Portal view

The construction date for the Lucile Bridge is 1937 according to records. Yet the bridge has pinned connected trusses which had been phased out for bridge construction before 1920 thanks to the introduction of standardized bridge designs on the state level which began in 1910 and featured trusses that had riveted connections. While some Pennsylvania trusses were used in some states, only the Pratt, Parker, Warren and polygonal Warren designs were preferred for bridge construction. This leads to the possibility that the Lucile Bridge was relocated to its present site: the Salmon River at Cow Creek Road not far from US Hwy. 95. and just outside the village. If that is the case, then the following questions arise that should require research to answer them:

1. Was there a crossing in Lucile prior to 1937?

2. Where did this truss span originate from?

3. When was it built at its original site and by whom?

4. When was it dismantled and transported to its current location?

If you have some information on the bridge’s history, feel free to add it here in the comment section and/or that of bridgehunter.com. Your help in solving this mystery would be much appreciated. Happy research and happy bridgehunting.

Mystery Bridge Nr. 138: The Unknown Bridge at the German-Danish Border

This Mystery Bridge entry is a joint-article written with The Flensburg Files as part of the series on the 100th Anniversary of the German-Danish Border and German-Danish Friendship.

One can see it from Google-Maps and if the skies are clear, from an airplane. Yet this mystery bridge is rather hidden in the forest and can only be reached by bike or on foot- assuming you don’t have a border to cross. This bridge is located right at the German-Danish border at Zollsiedlung, a district of Harrislee that is north of Flensburg and south of the Danish cities of Krusau and Pattburg.

Zollsiedlung at the Border. Here was where a hotel and border station located.

It’s three kilometers north of the Bridge of Friendship at Wassersleben, which is also a German-Danish pedestrian crossing. And like that bridge, this one crosses the Stream Krusau, which empties into the Flensburg Fjord. The crossing is known as the northermost in Germany and this since the creation of the German-Danish border in 1920. The bridge is accessible only by bike or on foot for there’s no cars allowed at the border.

What is known is that the bridge is a concrete beam bridge, yet judging by its wear and tear, it was probably built in the 1970s or 80s. It’s 12-15 meters long and narrow enough for one car to cross, even though the Madeskovvej is solely for bike and pedestrian use, unless you have a private residence nearby.

What is unknown is when exactly it was built and whether there was a previous structure at this location. If there was, then what did it look like?

We do know is that the bridge is owned by the Danes and is at the border that was established through a referendum in 1920. Flensburg and the areas of Tondern, Sonderburg, Apenrade, Hoyer, Husum, Schleswig and Rendsburg belonged to the former state of Schleswig which had been fought over three times between Denmark and the former Prussian (and later German) Empire. With Germany having lost World War I and being forced to pay reparations to France, Britain and the USA, the Versailles Treaty included a clause that allowed residents in the region to vote on moving the border, which had stopped at Sonderburg and Tonder in the north but had a potential to be pushed as far south as the Baltic-North Sea Canal . The present border was established through a referendum that was conducted on 10 February and 14 March, 1920, respectively, where the northern half (Sonderburg, Apenrade and Tondern) voted to be annexed by Denmark, while the southern half and Flensburg voted to remain in Germany. The votes were unanimous despite both areas having strong minorities. Flensburg remained a border town, despite having survived World War II with damages due to the bomb raids. Today, both the Danes and German are able to cross the border and do their shopping and commerce in their respective neighboring countries.

While at the bridge, it was fenced off because of restrictions due to the Corona Virus but also due to the Swine Flu that has been a major concern since 2015. Still, it didn’t stop the photographer from stealing a couple pics before moving on with hiking in the Tunnel Valley (Tunneltal), where the Krusau flows towards Niehuus. While walking towards the area, one has to wonder how this bridge came about? Any ideas?

A separate article on the German-Danish border will be posted in the Flensburg Files. If you want to tour Flensburg’s bridges, click here.

     

Mystery Bridge Nr. 134: The Bridge “Daheim”

Photo by Geoff Hobbs

BHC Mystery Bridge

The 132nd mystery bridge takes us to Duchess County, New York and to the Hitchcock Estate near Millbrook. The estate was originally established through the purchase and consolidation of five farmsin 1889  by Charles Dieterich, a German entrepreneuer and acetylene gas mongul, who founded the Union Carbide Company in 1917.  Addison Mizner designed the four-story 38-room mansion which Dieterich named “Daheim” (“Home”) in 1912. The mansion was characterized for being late-Victorian, interpreted for having Queen Anne style or Bavarian Baroque architecture by many critics. The mansion has turrets, verandas, and gardens, as well as large gatehouse, horse stables, and other outbuildings.The mansion changed hands many times before the Hitchcock Family (William, Thomas and Margaret (Peggy). It was later handed down to Timothy Leary, who was famous for the psychedelic movement in the 1960s. The complex has been sitting vacant for over four decades, yet it has a lot of surprises in terms of its history- not just in terms oft he architecture, but also oft he families who had owned Daheim.

And this takes us to one of the accessories of the Hitchcock Estate, the stone arch bridge. Geoff Hubbs found this postcard and posted it to bridgehunter.com recently, although another postcard with another view of the bridge can be found on eBay. It features a three-span stone arch bridge spanning a body of water that has long since been covered in soil and grass. It featured a guard house also made of stone. Judging by the angle of the bridge compared to the other postcards, the roadway and the arches seemed curved. The bridge has long since been removed but its missing history can be added to the mysteries that Daheim has in general.

In particular:

  1. When was the bridge built?
  2. Who designed and constructed the bridge?
  3. How long was it in service before it was torn down?
  4. When was the bridge removed and why?

These bridge questions can be tied into the questions we have about the families that had owned the estate prior to ist abandonment, including their lifestyles, their backgrounds in business and the like, their role in the expansion and/or upkeep of the estate, etc. What we do know is a circumneutral bog lake (a spring fed calcareous body of water that usually supports the vegetation of both acidic bogs and calcareous marshes) was discovered by scientists in 2003 and efforts were being taken to preserve and restore it because of ist rarity. It is unknown how this is in direct relation with the estate and whether it plays a role in restoring the estate itself in the future. We do know that it belongs to one of the secrets that the Hitchcock Estate has to offer.

It’s doubtful that there is a connection between the Hitchcock Family and Alfred Hitchcock, the famous horror story producer. But we do know that the Hitchcock Estate- Daheim- would be a perfect scene for an Alfred Hitchcock film because of all the dirt it can dig up. The bridge itself is one of many examples of mysteries the estate has to offer……

 

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Mystery Bridge Nr. 129: The Phantom Bridge at Moss Run

Film clip

BHC Mystery Bridge

In the second film from History in Your Backyard (HYB), we stay in Alleghany County, Virginia but look at one of six phantom bridges along the original route VA Hwy. 159. The highway was rerouted in 1928 leaving the original road, plus its bridges abandoned. The culvert found in this clip dates back to 1920. Satolli Glassmeyer explains more about this bridge and highway, but most importantly, the definition and characteristics of a “Phantom Road” and a “Phantom Bridge”

To view the bridges of Alleghany County and two of the bridge replacements on the present alignment of Hwy. 159, click here.

 

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