Mystery Bridge Nr. 119: The Pony Trusses From Nowhere?

455737-l
Photo taken by James McCray

HOLBROOK, ARIZONA- Fellow pontist James McCray had an interesting found that was brought to the attention of the readers via bridgehunter.com. During his recent trip in Navajo County in Arizona, he found six pony trusses alongside a road west of Holbrook. They are near I-40 and US Highway 180 which used to be Route 66 before it was decommissioned by 1980. The trusses are double-intersecting Pratt with riveted connections, which pins the construction date to the earliest 1900. Each one is between 40 and 60 feet long. The question is where did they originate from? Were these spans part of a multiple-span crossing? Even a Route 66 crossing?

Click on the link here to get the coordinates and additional information including photos. Feel free to comment on them or even express interest in taking them. Currently they are in storage, standing side-by-side, awaiting relocation.

Happy Bridgehunting. 🙂

bhc-logo-newest1

 

Advertisements

The Bridges of Hof (Saale)

21272929_1619913651372611_2050393305575764682_o
Luftsteg at Hof Central Railway Station. Photo taken in 2017

Hof, in the far northeastern corner of Bavaria, is one of the most historically strategic cities in modern German history. The city, with a population of over 48,000 inhabitants, is located at two Dreiecken, with a history that dates back to the Cold War. To the southeast, there’s the Bayerische Dreieck near the town of Prex, where Bavaria, Saxony and the Czech Republic meet. To the northeast, there’s the Dreiländereck near Mödlareuth, where Bavaria, Saxony and Thuringia meet. Until 1990, Hof was an isthmus surrounded by the Iron Curtain and with that, the German Democratic Republic (or East Germany), with the borders barb-wired, walled and patrolled by soldiers to ensure that no escaped to the west. Hof was in the line of a possible invasion by Warsaw Pact Forces as they would’ve marched into West Germany via Fulda Gap, had the conflict reached the point where the first missiles had fired.

In 1989, when East Germans fled to the west via Prague in what was Czechoslovakia, Hof was the meeting point where trains loaded with refugees passed through before heading to West Germany. Gutenfürst, located 10 kilometers to the northeast, was its main transit station into Saxony. When the Wall fell on 9 November, 1989, tens of thousands passed through Hof to get their Welcome Money (Begrüßungsgeld) and buy western goods for the first time ever. Traffic jams of up to 50 kilometers at the Rudolphstein Viaduct were common until the Koditz Viaduct and the Motorway 72 opened to traffic for the first time in almost three decades.

Since the Fall of the Wall and its subsequent Reunification, Hof has transformed itself. It used to be a Cold War modern city with Americans stationed there. Businesses catered to the needs of the soldiers and those who successfully escaped. Nowadays, they have gone out of business, but life goes on in the now quiet small city which is situated between the Vogtland, the Fichtel Mountains and the Franconian Forest. It’s the third largest city in the regional district of Upper Franconia Franconia behind Bayreuth and Bamberg and like the two, it houses not only its own city government but also that of its district. Hof belongs to the Beer Mile where one can try over a thousand different sorts of beer in places like Bayreuth, Kulmbach and Bamberg. Hof is famous for its Schlappenbier, one of the strongest beers ever brewed. And while the Galleria Kaufhof has shut down since 2018, the historic city center, with classical houses lining up along the streets leading to the St. Michaeliskirche, is still bustling with activities with weekly markets and especially its Christmas Market (for more on that, click here.) The city is home to the University of Sciences, where over 5,600 students attend for classes.

While they play a very small role during the Cold War and thereafter, the bridges of Hof have undergone a transition of their own, just like with some of the architecture in the city. No longer known for their modern Cold War architecture, many structures have been replaced with post-Cold War modern architectures, where slabs of concrete built in the 50s and 60s are being replaced with fancier designs made of steel, wood or even a combination of the two plus concrete decking. This includes the likes of the Theresiensteg near the City Park and the Luftsteg at the railway station. Only a few historic structures remain in Hof, whether they are the truss bridges near Filzwerk, or the arch bridges at Obere Steinbrücke or the railway viaduct at Unterkotzau, the oldest bridge still standing. And while most of these structures can be found along the railway and the River Saale, each one has a history of its own that have yet to be discovered. Although the city has its own website and a page devoted on bridges, there is only information on the bridge projects that are either planned or completed, but next to none on the structure’s history in comparison with the one we know about; some of which are located at the former East-West German border.

Henceforth, a tour guide has been created with the focus on the bridges of Hof. Based on the author’s visit this year, they will feature pictures of every bridge photographed in Hof with the information that is known about the bridge, with some gaps that need to be filled with regards to the bridges’ history. They include the structures along the River Saale from Oberkotzau to Unterkotzau, as well as those along the railline, including one at the railway station. Click onto the pictures and if you know of the history of one or more bridges, contact Jason Smith at the Chronicles, using the contact information by clicking here. The information will then be added in the tour guide that is powered by GoogleMaps. Old photos of the bridges (including the spans that are long since been replaced or removed) are more than welcome.

Hof has a wide selection of bridges in terms of style, materials and different eras. The question is what were the stories behind them? What were they like before World War II? This is where the podium is now open.

Click onto the tour guide, click onto the bridges marked and Good Luck! 🙂

bhc-logo-newest1  FF new logo

Mystery Bridge Nr. 118: Wichert Truss Viaduct Serving Industrial Trains

68245433_2594450313918935_4158535383509893120_o

BHC FORUM

bhc history

This Mystery Bridge is in connection with last week’s photo of the week. It is a unique find and one that will come up fast when approaching the city of Mittweida, located 15 kilometers north-northeast of Chemnitz. The city of 15,000 inhabitants is home to the college of applied sciences and has a unique historic setting, which straddles the valley of the River Zschopau and its tributaries.

This bridge is located at the junction of Burgstädter Strasse and Stadtring, which heads north towards the college. It’s a three span railroad viaduct that features a combination Pratt and Wichert Truss designs supported on steel, A-shaped piers. The total length is approximately 100 meters. The Wichert truss was designed by E.M. Wichert in Pittsburgh in 1930 and is characterized by its deck arch design with a diamond-shaped panel above each pier. The curved lower chord gives the bridge the form of an arch, but it does not rely on arch action to carry the load, according to sources. Wichert trusses were experimented with numerous deck-truss-arch bridges in and around Pittsburgh, and many of them still exist today. The most common Wichert truss bridge is the Homestead Grays Bridge near Pittsburgh. The 3,100-foot long bridge was built in 1936 and was last rehabilitated in 2006. Other Wichert truss spans can be found in Maryland and West Virginia.

Yet the viaduct in Mittweida had the characteristics of the Wichert truss design in it, which leads to the question of how Wichert developed and patented the truss design. Was it based on his observations of the previous designs, directly or indirectly? There is little known information written about Wichert, except the fact that his family name is predominantly German, meaning he may have emigrated from Germany to the US during one point in his life to start his career in Civil Engineering, just like the bridge builders before him, such as Albert Fink, Gustav Lindenthal, John Roebling, and Fritz Leonhardt. Finding out more about Wichert would open the doors to find out about his life and career. It would also help answer the question of the origin of his patented truss span.

As far as the bridge itself is concerned, the structure was built between 1906 and 1907 as part of the project to build a railroad line connecting Mittweida and Dreiwerden, located 12 km to the southeast. The line was built to allow trains to carry goods to the paper factory in Dreiwerden. The northern branch connecting Mittweida and Ringenthal was built at the same time to transport raw materials to the power plant. That line was dismantled after 1974. As for the southern branch where this viaduct is located, train service continued until its abandonment in 1997. The line has since been partially dismantled, but the bridge still stands today. It is unknown who built the bridge during that time, but the line was built under the auspisces of the Saxony Railroad Company (Sächsische Eisenbahngesellschaft GmbH) and financed by the Kingdom of Saxony during that time.

To summarize the points on this mystery bridge:

  1. The bridge was built between 1906 and 1907, serving the Mittweida-Dreiwerden southern branch, connecting the main train station with the paper factory.
  2. The bridge features one of the earliest of the Wichert truss designs even though it was patented in 1930.
  3. Little is known about E.M. Wichert, the inventor of the truss design, except that he may have been one of the German-immigrants that started his career in the States as a bridge builder and engineer.

Now it’s your turn to provide some information about this bridge and the inventor of the Wichert truss. If you have some useful information for either the bridge or the engineer, feel free to contact the Chronicles, using the channels available. The information will be updated as it comes in. A biography of E.M. Wichert will be included in the Chronicles under the category Bridge Builders Directory. Wishing you happy hunting and many thanks for your help.

Till we meet again. 🙂

bhc-logo-newest1

Newsflyer: 5 August, 2019

246107-l
Champ Clark Bridge before its replacement bridge was built. Photo taken by Steve Conro in 2012.

 

bhc newsflyer new

To listen to the podcast in detail, please click here.

Articles in connection with the headlines:

Pont des Trous in Tournais. Photo taken by Jean-Pol Grandmond (wikiCommons)

Historic Bridge in Tournai (Belgium) Dating back to the 13th Century Removed

News article on the Bridge removal

Information on the City of Tournai

Flooding Destroys Historic Bridge in Yorkshire (UK), threatens Cycling World Cup

News article on the flooding

Information on the Cycling World Cup.

Anderson Bridge in Singapore: One of three bridges gazetted as national Monuments. Photo by Kensang via wikiCommons

Three historic bridges and an open park in Singapore to be declared national Monuments

News article via Strait Times

Details on the three bridges via Strait Times

Tour Guide on the Bridges of Singapore (now a candidate for the 2019 Bridgehunter  Awards in Tour Guide International).

New Harmony Bridge in Indiana Gets a New Owner: Rehabilitation and Reopening Planned

Article on the Harmony Way Bridge Act

Information on the Harmony Way Bridge via bridgehunter.com

 

Champ Clark Bridge’s replacement span open; old Bridge coming down

Information on the Bridge and replacement project

Karnin Lift Bridge as of today. Photo by Kläuser via wikiCommons

The Reactivation of the railroad line to Usedom Island (Germany) and the Karnin Lift Bridge Close to Reality

Article on the Reactivation Project

Information on the Karnin Lift Bridge

The Bridge of Asel when water levels of Lake Eder are at its lowest. Photo taken in 2017 by Hubert Beberich via wikiCommons Levels have reached even lower since this photo was taken.

Low Waters make for Discovery of Atlantis in a Lake in Hesse

Article via FFH Frankfurt

Information on Findings via Lake Eder website

 

The Future of the Meadowbrook Park Truss Bridge after the Fire of 2017:

Article (poll included)

Information on the bridge

Feel free to comment in the Comment section below

 

bhc est 2010b

 

Mystery Bridge Nr. 116: A unique bridge in the mountains built by a well-known engineer?

64785953_2494640367233264_7540109933337903104_o

The next mystery bridge takes us further towards the Czech Republic, right into the town of Olbernhau. With a population of 11,000 inhabitants, the community is known as the City of Seven Valleys, because of the valley of the River Flöha and ist six other tributaries that meet there. Because of that, the community has many historic bridges that one needs plenty of time to visit, even though the length of the crossings are short enough to equal either one 50 foot pony truss span or one arch span of between 15 and 20 meters.

Nevertheless, our focus of this mystery bridge is the longest of the spans, a railroad bridge spanning the River Flöha on the far eastern edge of town, right at the Czech Border. Its exact location can be found in the map below. The bridge is easy to find for when heading east, you cross both the railroad tracks and the bridge before turning right. The railroad bridge is on the right-hand side.

The railroad bridge is one of the most unusual of truss bridges in Europe and beyond. The 68-meter long crossing features a skewed span, where the truss panels are placed parallel of each other along the tracks but in a slanted position at around 60°. That means the truss panel on the left side starts first and after 20 meters, the right one. While there are no portal bracings that support the two truss panelings, the horizontal strut bracings- five panels of them- hold the trusses together. The struts consist of the system of Pratt-heel bracings angled at 15° with the center portion being M-framed. The truss bridge itself is a camelback Lattice truss design with riveted connections, yet they are not the typical truss designs used for the bridges. These have stiffened connections similar to the designs patented by Claus Köpke, an engineer responsible for the construction of the Blaue Wunder Brücke, Marienbrücke and the Alberthafenbrücken all in Dresden as well as a railroad bridge in Riesa. Köpke started his career as a bridge engineer, building bridges from 1872 until his death in 1911. And while he left his mark in the greater Dresden area and parts of Thuringia, it is unknown whether he built many crossings in the Ore Mountains, let alone at this location.

64378224_2494077090622925_756408375788437504_o

The bridge was built in 1895, according to historic records and is the longest of the bridges, not only in Olbernhau but also along the rail line and the River Flöha. The construction of the bridge was part of the extension of the rail line from Olbernhau to Neuhausen, running along the Czech border. The crossing is part of the rail line that connected Pockau-Lengenfeld and Neuhausen, where the line was completed at Olbernhau in 1873, and 12 years later, extended to Nauhausen. The line was shut down in 2001 due to structural issues along the tracks and other infrastructure, yet was reactivated in 2011 after years of campaigning on the part of the mayor of Olbernhau combined with renovating the line, its train stations, and the crossings along the River Flöha. Today, the Deutsche Bahn Regional Services operates the line as it terminates in Flöha.

64479249_2494066207290680_9058579866898661376_o

The bridge is listed as a German heritage site and has been since 1998, yet still its historical significance is unknown. Did Köpke oversee the construction of the bridge as part of the rail project? If not, was he responsible for the design and another bridge builder took to the task? If neither that nor that, who was the genius behind this design? This question remains open for both the readers and bridge fans, as well as the locals in and around Olbernhau. If you have any information on the bridge builder behind this bridge, please contact the Chronicles. Whatever information is useful will be added here and the Office of German Heritage (Büro für Denkmalschutz) will be able to add this to the file that exists to this day. Whatever you can find will be much useful for the region and its enriched historic heritage.

64562807_2494647473899220_467439531549786112_o

In other words, your contribution will be of utmost use. Thank you for your support.

bhc-logo-newest1

BHC Pic of the Week Nr. 50

60348074_2428639390500029_8081718061121404928_o

Co-written with sister column FF new logo

Our 50th Pic of the Week keeps us at the former West and East German border (now Thuringia-Bavaria) but takes us to what was one of the most important crossings during the Cold War.

The Rudolphstein Viaduct, known since 2006 at The Bridge of German Unification, spans the River Saale between the towns of Rudolphstein on the Bavarian side and Hirschberg on the Thuringian side. Another town that is even closer to the bridge is Sparnberg, which is only a kilometer away. The 255 meter long bridge carries the Autobahn 9, which connects Berlin with Munich, passing through Leipzig/Halle, Hof, Nuremberg and Augsburg. The bridge was the work of Fritz Limpert and Paul Bonatz, built in 1936 as part of the project to build the Autobahn that still connects the two major cities. It featured two identical bridges with eight arches made of granite stone, with a height of 35 meters and a width for each bridge of 22 meters. It was one of the first crossings and served as a polster boy for Adolf Hitler’s Autobahn construction project which expanded until 1942 and included dozens of bridges similar to this crossing. Another bridge nearby, the Koditz Viaduct in Hof, was built in 1940 as part of the Autobahn project connecting Hof with Chemnitz.

The bridge was severely damaged before the end of World War II with one of the arches having been detonated by Nazi soldiers in a desperate attempt to slow the advancement of American troops from the south and the Soviets from the east. The bridge sat idle for 21 years until 1966, when an agreement between both East and West Germany allowed for the bridge to be repaired and reopened to traffic. It served as a border control crossing until the Fall of the Wall in 1989. Seven years later, an extension was built which serves northbound traffic to Berlin. The original spans serve southbound traffic.

A lot of the relicts from this viaduct and nearby can still be found today. This includes a path where the Soviets and East German police patrolled the Thuringian side to ensure that no one attempted to cross the border over to Bavarian side. This includes a unique pic which can be found here. South of the bridge is a former Bavarian crossing point, which is now a rest area with convenience store, restaurant and souvenir shop. And then we have this pic:

 

This was found on the north end of the bridge. The question here is what was this part of the bridge used for? We do know that parking at this bridge has been banned since 1989, but what was this place used for prior to that? This question goes to any historian, local, traveler or the like that is willing to answer this .

 

bhc-logo-newest1

Mystery Bridge Nr. 112: A double-barreled concrete bridge that used to serve a major road?

img_20190410_172652080_hdr

This is the first video podcast of the bridge. The bridge is between 90 and 110 years old, spans a tributary of the River Zschopau south of Wolkenstein in central Saxony in the suburb of Niederau. The rest can be found by clicking here.

Video:

Map:

 

57162505_2374752982555337_3308002687760465920_o

Questions:

1. When was the bridge built? Who was the bridge builder?

2. What kind of road did it serve and what industries existed in the area of the bridge?

 

bhc-logo-newest1