ARTA, GREECE- It took a few seconds to bring down the largest bridge of its kind in the Balkans Region. Flash flooding from the Arachthos River washed away the Plaka Bridge in February 2015, an 1866 stone arch bridge built by Constantinos Bekas.
With the bridge, or shall we say its “twin” back over the river and the scaffolding now gone, crews are going to observe the bridge closely to see how well it can survive the extreme weather conditions, such as flooding and other storms, the same extremities that destroyed the original structure. Afterwards, it will be reopened to the traffic and the Katsanohoria villages in the region of Epirus will reclaim ownership of this unique structure. When the Plaka Bridge finally reopens to traffic remains unclear.
The Plaka Bridge is located at the borders of Arta and Ioannina prefectures, spanning the River Arachthos. With its arch of 40 metres (130 ft) width and 17.61 m (57 ft 9 in) height, it is the largest single-arch stone bridge in Greece and the Balkans. It is also the third largest bridge of its kind in Europe. The central, monumental arch also has two small auxiliary arches on either side, each measured at six meters wide. Like with the reconstruction, it was the most difficult bridge ever built.
The bridge will be in the running for the 2020 Bridgehunter Awards in the category Best Example of a Restored Historic Bridge.
The 85th Pic of the Week takes us to a lone relict of history in the State of Iowa. The Kirby-Flynn Bridge is the only bridge of its kind that is left in Palo Alto County in north central Iowa. The six-panel Pratt through truss bridge features A-framed portal bracings and pinned connections. The truss span itself is 121 feet with the total length being 161 feet. The bridge was built in 1883 but was relocated here in 1919 as part of the project to dredge and rechannel the West Branch Des Moines River. At that time, as many as 20 bridges had spanned the river and its snake-like flow. As flat as the county was, vast areas at and within a 10 mile width of the river had been prone to flooding. This bridge was one of an additional 14 spans that were needed to span the new channel, whereas an undisclosed number of original bridges- namely wooden and iron crossings were either replaced or removed.
When I first visited the bridge in 1998, the truss span was in very bad shaped with missing and/or broken wooden decking, damages to the stringers and railings and lots of rust. My original prediction had been that the structure would eventually have been removed due to damage or neglect. In fact, a fire caused by fireworks in 2006 surely would have sealed the bridge’s fate.
However, fast forward to 2010 and one can see that Kirby Flynn is still standing. The bridge was given a thorough make-over, which included new decking, new steel columns for the endposts, new painting and a clearance bar to ensure that no trucks would cross. The project lasted a year, and the bridge was reopened in April 2010.
This photo was taken during my visit in August 2010. I was revisiting some of the bridges I had photographed 12 years earlier and was taken aback at the work that was done at this bridge. The photo was taken in the late afternoon with no cloud in the sky. This scene was symbolic for two reasons: 1. A movement towards preserving and restoring many historic bridges was in full swing, as a response to the increase in the demolition of bridges that were unwanted in the name of progress yet there were louder responses from those wanting to save them for future generations. While the movement to save historic bridges started by Eric Delony and company in the 1970s, it didn’t really gain as much momentum until the early 2000s, thanks to the rise of information technology, especially the internet but also later social media. With that came the exchange of information and preservation techniques that made restoring bridges easier to do.
This brings us to number 2. The Kirby Flynn as a poster boy of what can be done if there are enough expertise and interest in saving it. One could cleanse the county of all the bridges and have bland pieces of concrete in their places. Yet many in the county wanted this bridge because of its history. It’s an artefact that is part of the county’s history and one where a field trip with some stories behind the bridge’s history, let alone the restoration is worth it.
Even in my visit to this bridge, the structure shone brighter than it did during my visit in 1998 which made it and the photo taken worth it. Sometimes a quick stop off the highway for the purpose of a photo opp. will bring you surprises you would least expect it.
And like the visit to the bridge, the surprises you encounter and the education behind your discoveries and observations are well worth it.
HOLT, MICHIGAN/ GRINELL, IOWA- The long-awaited documentary by Ultimate Restorations on historic truss bridge restoration is now available for viewing at www.ultimaterestorations.com or Amazon Prime. Featuring the 1874 Springfield Des-Arc Bridge, an historic King Iron Bridge Co. bowstring truss in Conway, Faulkner County, Arkansas, the two episodes document how an engineer, craftsmen, two nonprofits, a city, county and state worked together to save a rare historic bridge in the USA. Local screening are also being scheduled.
Bach Steel of Holt and St. Johns, Michigan provided the iron restoration expertise. The craftsmen, Nels Raynor, Derek Pung, Brock Raynor and Lee Pung put their backs into this project from riveting to pack rust removal, repairing splice plates, lifting and resetting old iron. Jim Schiffer, PE of Schiffer Group Engineering, Traverse City, Michigan. (SGI) worked with Bach Steel to detail the repairs. SGI also engineered the caissons by request from Julie Bowers at Workin’ Bridges who just didn’t want to see another concrete abutment for the historic truss. “These are the kinds of projects we relish. The reuse and preservation of durable cast and wrought iron and steel, that are still serviceable with a little coaxing, to recreate elegant functional forms that the communities can enjoy is really fun. These are the projects that we enjoy applying our technical experience and training to bring to successful completion.” stated Jim Schiffer after viewing the video. Though you don’t see him in the site work, without his engineering neither Workin’ Bridges nor Bach Steel would be able to act on these jobs.
Working with the City of Conway and Faulkner County, the planning and iron work for the restoration of this bowstring took well over a year after lifting it from the North Fork of the Cadron River. The bridge was restored and reset at Lake Beaverfork in August of 2016. The project began, however, with a site visit in 2010 to discuss the potential of the oldest road bridge in Arkansas, also a King Iron bridge. The project required the aid of the Prof. Kenneth Barnes, then a director of the Faulkner County Historic Society to continue raising the awareness that this vintage bridge needed help. Many of these stories can be seen on the video.
Bach Steel has worked on over 40 historic bridge projects across the country, winning awards for their work in Texas, Michigan and Arkansas since the 1990s. “The Springfield Bridge tells a story of one of the projects that we started with Workin’ Bridges in 2010 and it took years to fund it. There are so many bridges across the country that can be restored but it takes political will, our engineer, money and us to get it done….and big cranes!” stated Nels Raynor at the shop in St. Johns.
Ultimate Restorations produced the shows out of the bay area. Producer Terry Strauss along with Executive Producers Bill Hersey, Loren Lovgren, and Bob McNeil have documented the restoration of some of America’s beloved treasures. “The story of this bridge is what Ultimate Restorations is all about. The vision to save the iconic pieces of our history that would otherwise be lost, plus the skills, passion and talent to bring them back to life. Walking over that bridge, is like being told a story, reminding us of who we are and where we’ve been.” said Terry Strauss, who directed the film in Arkansas. More info at www.ultimaterestorations.com. You can view the Ultimate Restorations episodes on our bridge restoration as well as the full Season 2 of Ultimate Restorations on Amazon Prime with1874 Des-Arc Springfield Bridge Part 1: Moving Day and Part 2: Another Hundred Years at https://www.amazon.com/gp/video/detail/B07ZZZJ8D5/ref=atv_dp
One of the red-carpet premieres of Springfield Bridge documentary will be at 2 pm on Sunday, November 24, 2019 in Burlington, Iowa at the restored Capital Theater. Community screening dates are also being pursued in Conway, Arkansas, Lansing / Traverse City, Michigan and Grinnell, Iowa and will be announced soon.
Questions and screening requests can be addressed to Julie Bowers at 641.260.1262 – email@example.com. You can access more information on the web at www.workinbridges.org and on Facebook at Workin’ Bridges, www.bachsteel.com and on Facebook at Bach Steel and www.schiffergroup.com. Restoration photos can be seen at Springfield Bridge on Facebook where the process was also documented.
To honor the reopening of a key historic icon, this Pic of the Week takes us back ten years and to Winona in Minnesota. During my visit in 2010, I took a ton of photos of the Winona Bridge, a 1942 cantilever through truss bridge that spans the Mississippi River at the Minnesota-Wisconsin border, carrying Highway 43. While I got a lot of angles and listened to some interesting stories about the bridge, including one from a gas station attendant who used to be a female wrestler (she even looked like one of my heroes, Sara Del Rey), this shot from the Wisconsin side was probably the best one of the bunch. Even with the new bridge running alongside the newly restored historic bridge, this photo vantage point would be highly recommended if you want to get a shot of just the cantilever bridge itself, even when lit with LED at night.
To learn more about the restoration of the Winona Bridge, click here to listen to the Newsflyer podcast and access the links and videos of the project. More photos of the bridge plus facts about the bridge can be accessed here.
GLAUCHAU (SAXONY), GERMANY- In a follow-up to the last article on the reconstruction of the Hirschgrund Bridge at the Castle Complex in Glauchau, I decided to attend the informational meeting and tour of the bridge, which took place on May 11th at the front court of the castle. This meeting and tour, which was divided up into three different time slots, was part of the Day of Funding and Support sponsored by the State of Saxony, and its main focus is the work that is being done to the castle itself, which started in 2017 and is scheduled to be finished by 2025. Already finished is the construction of the front court of the castle, which features a series of flower gardens, bike racks, picnic areas and a multifunctional facility that can be used year round, including for ice skating, which is Glauchau’s past time together with its Christmas Market.
This event was also tied in with the city’s first ever arts and crafts fair, which took place inside the castle and included exhibits, workshops and an auction. Due to inclimate weather, comprising of heavy rain and cold weather, the attendance was down across the board. However, we did come away with something for our own best interests- me with bridges, my daughter with arts and my wife with some ideas on how to better the arts and crafts fair. 🙂 Inspite of this, this article is on the bridge itself for based on my meeting with a representative from a construction firm working on the bridge, here are some facts that will need to be taken into account.
For instance, while newspapers and even my own previous reports had mentioned about the bridge being reopened by July, that assumption was proven false, both verbally and on the posters. Right now, if all goes well, the project should be finished and the bridge reopened by the end of November 2019 (this year). There are several factors that contributed to this delay.
The first one has to do with the demolition of the bridge. According to the spokesperson at the meeting, while attempts were made to keep only the foundations and piers of the 1700s- built arch bridge, combined with the two outer arches as part of an agreement with the State Ministry of Culture and Heritage to save them, demolition of the bridge took a little more out than expected as many elements from the original bridge had to be removed because they could no longer be used for the load bearings. That means they were worn out and would not be useful for the reconstruction. A good example of the extensive work on the bridge regarding that aspect can be seen in the picture above. If this was in American standards, this entire arch bridge would have been completely removed, going against the Historic Preservation Laws that were designed to protect historic structures like this from being destroyed. While the preservation of the outer arches and the piers were a compromise, it should be considered a stroke of luck in the face of modernization, which is becoming the norm in our society, even at our expense.
With the removal of most of the bridge comes the preservation of more than 12,000 different grey-colored granite stones from the original structure. According to the representative from the construction firm, they will be incorporated, like I mentioned. The question is: how?
As a facade! 🙂
This would make the best sense especially after my inquiry with the city’s civil engineer who also has been watching this project very closely. As mentioned in the previous article, the bridge is being rebuilt, first starting with the arches, then following with layers of concrete slabs supported by a skeletal system of vertical and horizontal support beams that would hold the bridge in place. The stones from the previous structure would be used as both decking as well as for the facade. While the reconstruction of the arch bridges will not be in-kind, meaning rebuilding it just like building the arch bridge from scratch beginning with the arches and then filling them in, layer by layer, the use of the skeletal system with concrete support beams as a skeleton will ensure that the new bridge will be sturdier than its original predecessor. I learned that in 2004, wooden support beams were put into place underneath the arches to keep them from collapsing. While this would have been considered useless if the bridge was coming down anyway, it did keep the bridge intact, thus helping the construction workers save as much of the materials for the rebuild as possible. Otherwise, allowing the bridge to sit derelict and let it collapse would not only eliminate that possibility, it would have been dangerous to even approach it.
Granted that there is wooden support for all four of the bridge’s arches for the new structure, yet they were meant for building the two inner arches from the ground up and reinforcing the outer arches- for the former, they were following the recipe Romans used when building their arch bridges during their peak in power.
With that comes the skeletal system and the layered concrete, which brings up another interesting fact I learned at the meeting. The vertical beams mentioned in the previous article feature a combination of concrete with steel wiring. This concept is often used for American bridges, in particular, with beam bridges. In Germany, it is hardly spoken of for the majority of modern bridges built after 1945 have focused solely on steel, fabricated from the mills in western Germany as well as parts of Saxony, Saxony-Anhalt and Brandenburg in the east. With very few quarries, concrete is used rationally- mainly for abutments, piers and decking- much of it with other materials. In this case, the vertical beams have the American style of steel wiring drowned with concrete with the wiring sticking out. The main purpose here is as the concrete layers are built up, the top layer will be covered with a decking made of stone and concrete, providing a sturdy crossing for years to come.
Add railings of up to 1.7 meters high to ensure the safety of those crossing it, the bridge will have a width of 3.7 meters and a total length of 55.3 meters from the castle to the park, with LED lighting, making the new crossing an attractive site in addition to the castle itself. The bridge will be 9 meters tall, a few centimeters taller than its was before the complete makeover started last year.
While there were only a few people at each of the three tours in the morning due to the weather, most were eager to know more about the project and even some of them shared some memories of crossing the bridge before it was closed off due for safety reasons many years ago. Many had a chance to ask the representative more in details about what was being done with the bridge with a lot of curiosity. The atmosphere was mostly positive when I was there. But all had one thing in common- they would love to see their bridge back as it is part of the Castle Complex, connects with the park and is part of Glauchau’s history in general. In November of this year, this will come true.
There are three projects that are going on around Glauchau’s Castle Complex- all of them being funded by the state. The front courtyard at the castle’s entrance was finished in December, right in time for the Christmas market. The bridge will be finished by the end of November. The third project scheduled to begin in 2020 will be redeveloping the grounds inside the castle as much of the markets and festivals take place there. That project is expected to last 2-3 years.
T-shirts and apparel with the theme of the bridges along the Zwickau Mulde, with exemplaries of the ones in Glauchau, Zwickau and Rochlitz can be found in the online shop via word press. Click here and order one today. 🙂
ZSCHOPAU (SAXONY), GERMANY- Four kilometers to the south of Zschopau in the village of Wilischthal, deep in the valley of the river that bears the same name as the city of 9,600 is a piece of artwork that most recently got a much-needed facelift. The Wilischthal Viaduct was built in 1901 and features a series of different arch types. The main span is an open-spandrel arch bridge which stretches 31 meters across the River Zschopau. The three approach spans, each of which are over 10 meters, spans a rail line connecting Annaberg-Buchholz with Riesa and Chemnitz on the east side next to the main highway, S228, a state highway. The entire bridge was built using natural stone, taking well over a year to build. It was open in 1901. For 10 years, the bridge had been open for only one lane of traffic. Now the bridge has been reopened to traffic and two cars can meet from each direction. Furthermore, pedestrians can cross it without any hindrance. According to news story from the Chemnitz Free Press, bridge was rehabilitated at the cost of 1.3 million Euros ($2.1 million) and included replacing the decking with a wider one (the original deck width was 6 meters; the new one is now three meters wider) and installing beautiful blue railings. Furthermore, the arches were strengthened to accomodate heavier loads. All of the renovation work lasted two years and it included partial and full closures, thus making access to nearby villages Gelenau and Scharfenstein difficult.
Nevertheless, the renovation was worth it during my visit at the bridge. There will be more photos of the bridge to come as the tour guide on the bridges in Zschopau is being made, but the whole bridge itself looks just like new.
And then we have this bridge- a pedestrian bridge between Schlema and Aue that is now closed to all traffic. Workers recently closed the over 115-year old structure as they plan to rehabilitate the two-span Parker through truss span, whose predecessor was a wooden covered bridge. According to the Free Press in Aue, the decking of the bridge will be rebuilt and then integrated into the Mulde Bike Trail network. The trail itself is in the middle of construction and when completed this fall, it will run parallel to the river from Aue to Schlema, crossing the Iron Bridge. It currently shares a street connecting the two communities, but sharp curves and steep hills make it dangerous for cyclists and drivers alike. The catch to the problem however is with the railroad crossing. Because the current gates, used for pedestrians, are not suitable for cyclists, officials are looking at three options, all of them will cost as much as the project itself, which is 500,000 Euros (ca. $620,000). The first option is a modern railroad crossing guards like at the train station Bad Schlema. Another is a tunnel under the railroad tracks, which will require multiple closures of the rail line between Aue and Zwickau. And then there is a bridge that would cross over the tracks before gliding down towards the historic structure. Officials believe the third variant would be built and open by 2019. In either case while the bridge renovations may be cheap, the solution for the railroad crossing on the east end may be the one that could break the bank. Still, when the project is finish, cyclists can go from Eibenstock to Schlema without having any interruptions with detours, etc. There is hope that this stretch can be extended to Hartenstein (five river kilometers from Schlema), which would include restoring the Schlema Stone Arch Bridge. But because of lack of funding, chances are likely that after the fusion between Aue and Schlema, financial resources will be available to make both projects happen. The interest is there but in praxis, it is a different ball game.
But for now, the Aue-Schlema has priority while the story continues with the other stretch….
Australian Traveller that loves to "Roam" our globe, creator of ENDLESSROAMING.COM sharing the experience through word and photography. Currently residing in my home of Newtown Sydney but hope to be back on the road late 2020. Feedback / questions are more than welcome, happy travels