107-year old historic bridge brought down by explosives at 9:00 am CDT today. Fate of Webster uncertain
DONORA; WEBSTER; PITTSBURGH- The bridge once stood out over the Mongahela River as the symbol of unity between two villages located southeast of Pittsburgh. Many vehicles had crossed the 107-year old structure, at least 150 per day prior to its closing in 2009 due to structural concerns. Six years after its closing, the bridge is now a memory, with the river now dividing the two villages. The Donora-Webster Bridge was brought down by explosives this morning at 10:00am EDT (9:00am CDT/ 4:00pm Berlin Time). Prior to the historic event, two of the four Parker through truss approach spans on the Donora side plus the steel trestle approach spans on the Webster side had been removed, leaving the Pennsylvania petit main span and the remaining Parker truss spans on each end to be set up for implosion. Here’s a video of the implosion that happened this morning:
Hundreds of people from both villages paid their last respects to the bridge, yet the removal of the bridge, without any plans for a replacement span has left both villages reeling. Especially for the village of Webster, the fate is uncertain, as the community used to feed off its commerce from its sister village Donora, thanks to the bridge. It was built in 1908 by the Toledo-Massilon Bridge Company of Toledo, Ohio, with A.N. Nelson presiding over the construction of the bridge totalling 1547 feet (471.7 meters), with its main span being 517.5 feet- one of the longest in the country. A drone film of what the bridge looked like can be seen below:
When the bridge was closed in 2009, hundreds of locals still used the bridge to cross from point A to point B, while hundreds more from all over the US and Europe paid homage to the crossing in hopes that PennDOT will repair and reopen the bridge. The author was at the bridge as part of the tour itinerary of the 2010 Historic Bridge Weekend in western Pennsylvania. The bridge was quite massive and appeared to be in pristine condition with only a few rust spots that could have been repaired easily, as well as replacing the decking. Still, to the confusion of many locals and preservationists who do not understand the logic behind PennDOT’s decisions (especially as they had a tight budget), the fate of the bridge was sealed when bids were given out at the end of last year and the contractor agreed to remove the bridge by July of this year. No replacement has been planned yet, which is causing many businesses in Webster to either close up or relocate to the Donora side. Many residents are also moving away, which will eventually result in Webster becoming a ghost town by the end of this decade. Speaking from the experience of residents in Meadville, whose businesses were adversely affected by the closure of the Meade Avenue Bridge for seven years, this rippling effect of not having a bridge as its main link is understandable. And while the project to replace that bridge is underway, there are no plans for the Donora-Webster Bridge as of right now. And given the current situation, it appears the decision will be an indefinite one, which will be fatal for Webster and for residents being forced to drive seven miles to the nearest bridge on each end, especially for emergency crews, a true inconvenience that people will have to get used to, no matter what the cost.
Some more information about the bridge can be found via historicbridges.org here. The author took many photos of the bridge during his trip in 2010, all of which can be found via bridgehunter.com here.
During the Historic Bridge Conference in Pittsburgh last year, I was reminded by a fellow pontist, Nathan Holth who runs the Historic Bridges.org website, of how important it is to photograph and document every bridge that is threatened with demolition to better imform the public of the importance of historic bridges in connection with US history and the history of industrialization, architecture, and other social aspects as a whole, when we discovered that an 1873 bowstring pony arch bridge in Ohio was removed before we could photograph it. Although angry with the fact that the bridge was gone, he and I were lucky to visit and photograph the other bridges in the vicinity, for three of them are coming down and one has been taken out already. Â While the Venango Veterans Memorial Bridge in Crawford County was removed in November of last year with no plans of replacing it and its railroad overpass a mile up the road, three other bridges are facing the wrath of the digger and crane sometime this year or latest next, with others set to follow beginning in 2013, unless PennDOT streamlines these projects in order to begin the bridge replacement process earlier (more will come as the construction season starts in a couple months). Here are the bridges one must see before they’re gone forever:
Miller Station Bridge (Crawford County):
UPDATE: Should the bridge still be standing at the time of this article, it will not be for long. The 1887 Wrought Iron Bridge Company structure, consisting of a pin-connected Whipple through truss bridge with Town Lattice portal bracings and ornamental designs on the heel bracing and top chord is about to be replaced with three tunnel-like steel culverts, which will impede the flow of French Creek, a large stream resembling a river. The last update is that work on removing the road took place in the middle of February. If weather delays the demolition process, then it is not too late to get a pic. However, don’t count on it.
Charleroi-Monessen Bridge (Washington County)
Spanning the Monongahela River southwest of Pittsburgh, bordering Washington and Westmoreland Counties, this three-span pin-connected Parker and Pennsylvania Petit through truss bridge built in 1905 by the Merchantile Bridge Company was suddenly closed in 2009 due to poor conditions on the bridge deck. Since that time, there was a lot of political wrangling due to the fact that the bridge was (and still is) listed on the National Register of Historic Places and therefore had to go through the mitigation process in order to find alternatives to replacing the bridge outright. This included Pennsylvania Senator’s Barry Stout’s comment of abolishing the National Preservation Act as it is time and cost consuming and impedes the progress of bridge replacement, which resulted in a clash between preservationists and the politicians. Although Stout is now retired, the end result of the Section 106 Mitigation Process was keeping the deck truss approaches, but dropping the three through truss spans into the Monongahela. This is the general plan for the contractor Joseph B. Fay Co. of Tarentum, while replacing them with a new span, which has not been revealed as of present, for a total of $26 million. The process will begin at the end of April of this year, making it a possibility for bridge enthusiasts to see the structure for one last time before it is dropped by implosion and cut up for scrap metal. Once this happens, questions will be raised on whether to keep the bridge listed on the National Register as this technically does not count as bridge rehabilitation as PennDOT sees it, but as an outright bridge replacement project according to preservationists. To the residents and business owners in Charleroi-Monessen areas, it does not matter as they will have their main structure back in service by 2012, eliminating the need to detour to the nearby bridges located over 30 miles (60 km) away in both directions and thus hurting business in the two communities, at the same time.
Wightman Road Bridge (Crawford County)
Also known as Stopp Road Bridge, this single span pin-connected Pratt through truss bridge with Town lattice portal bracing and geometric shaped heal bracings represented a classic example of a bridge built by the King Bridge Company, which built the bridge in 1887. Unfortunately, as it can be seen with other structures, like the Mead Avenue Bridge in Meadville, the county commissioners made their point explicitly clear that despite the fact that the bridge is listed on the National Register of Historic Places and therefore has to go through the Section 106 mitigation process prior to replacement, that the bridge will be demolished and replaced no matter what alternatives to bridge replacement may be brought to the table. Should the stance remain, the county may risk losing federal funding for this project and the bridge will be taken off the National Regsiter list. Â While the structure is located in some heavily forested areas, one could move the bridge over and convert it into a small park, like it is being done with the Quaker Bridge in neighboring Mercer County. However, the county has not thought that far yet and it is unknown whether they will think that far ahead. Good news is that the bridge is still standing and can be visited, but for how long?
At the present time, there are plenty of candidates out there that may be demolished as soon as possible. However for these bridges, the two variants working in their favor at the moment are: 1. No bridge replacement date has been set yet and 2. No decision on the bridge’s fate has been set yet. Who knows how long that might be the case, but as the lessons have been learned over and over again, one should visit the bridges before they’re gone as one will never have an opportunity to see what they look like. These candidiates include:
MEAD AVENUE BRIDGE IN MEADVILLE (CRAWFORD COUNTY)- While the community wants to see this unusual through truss bridge gone at the earliest possible convenience, there are still discussions as to what to do with the truss structure, let alone when the replacement will actually take place. More will come soon.
DONORA WEBSTER BRIDGE IN DONORA (WASHINGTON AND WESTMORELAND COUNTIES)- Spanning the Monongahela River, this six span through truss (5 Parker and 1 Pennsylvania Petit- center span and the longest in the state) has been closed since July 2009 and there are still discussions about the bridge’s fate still happening, even though most sceptics will claim that this bridge is doomed and it’s just a matter of time before it is removed.
CARLTON BRIDGE (MERCER COUNTY)-Â The future of this two-span Pratt through truss bridge over French Creek is in question as this Columbia Bridge Company structure is nearing its end of its useful life despite being rehabilitated in 1990. The question is should the truss bridge stay or should it go? Many claim that it should and will stay and some believe the structure can be rehabilitated again but for recreational and non-vehicular use. But the question is will it happen? We will see….
To summarize, that the bridges are disappearing fast does lead to two conclusions: 1. A person wanting to visit a certain historic bridge should do so before it is gone, as the replacement process can occur as quickly as possible and sometimes without notice and 2. If there is even the slightest hint of a historic bridge slated for replacement, one should take action as early as possible to ensure that it is preserved for future use, even if it means informing the media about it before the replacement plans are put on the table at a city council meeting. The Bridgehunter’s Chronicles will continue to present these bridges to the public (in addition to presenting the cities and regions that are rich in bridges and profiling historic bridges) to better inform the public on the importance of these bridges and their connection with history and culture, tourism and commerce, and preservation and reuse for purposes other than vehicular use so that people have a chance to either see them before they are gone, or take action and save them before they are gone.
The Donora-Webster Bridge ober the Monongahela River in Washington County, Pennsylvania. Â Walking across the bridge during a bridgehunting tour in Pennslyvania, I was awed by the beauty of the structure as it stood at least 20 feet tall above the water. Its grey color matched the color of the landscape, which had a mixture of green vegetation, brown to light-colored houses, and a dark aqua color of the Monongahela River, as it meanders its way towards Pittsburgh to join the Allegheny River to form the Ohio River. This bridge had a unique design as all but one span consisted of a Parker through truss design. The lone span, which was also the center span, consisted of a Pennsylvania Petit design, with a span of almost 600 feet. And the portal bracings, the entrance to a through truss bridge, are different between the main span and the other four spans, but both were unique and worth looking at as a tourist. Sadly however, this bridge is slated for demolition within the next 3 years as structural concerns have prompted its closure. However, looking at the bridge more closely, one can assume that due to the fact that if a bridge could not carry vehicular traffic anymore that it would be at least converted to pedestrian and cyclar traffic, right?
Not in the eyes of the Pennsylvania Department of Transportation and the state legislation, as both agencies have been taking proactive steps towards demolishing and replacing any bridges that are 70 years of age and older as well as those considered structurally deficient, meaning that they are unable to handle the increasing amount of traffic on a daily basis. In the past 10 years, about 60% of the bridges that were built of iron and/or steel and belong into the aforementioned categories have met the wrecking ball with many more yet to come. Most of them were built using a truss or cantilever truss design (a description of the two can be found in the link in the education section of the front page). The hardest hit areas are in the western and northern sections of the state where these gems of American history are located in sparsely populated areas but are most prone to demolition. There 70% of the bridges have been lost since 2003. This includes not only simple span truss bridges with ornamental truss designs like the Kreitz Road Bridge in Crawford County and the Tunnelton Bridge in Indiana County (both in 2010), but also multiple span bridges such as the Ulster Bridge in Bradford County (2007) and the Shanley Road Bridge in Elk County (2004), and rarities, like the Foxburg Bridge in Clarion County (2008). And more are yet to come as the campaign to replace these rarities with sturdier structures will continue until every bridge has a new structure. Unfortunately, the structures that replace these unique bridges consist of mainly concrete bridges that are mudane and many times do not conform with the landscape provided by the communities they used to serve. And to add insult to injury, these multi-million dollar projects come at the cost of the common person’s billfold.
This alarming trend has led to a pair of questions that have to this day not been answered: 1. What factors are leading to this rapid demise of these historic bridges Â and 2. Are there measures that can be taken to halt this trend and preserve what is left to be preserved?
It is no secret that if one compares the US infrastructure to that of many countries in Europe (including Germany where the author is residing) that the quality of the infrastructure, in particular the bridges is far better in Europe than in America. In fact, recent reports by the American Society of Civil Engineers rated the American infrastructure as a grade D. The bridges were given a grade of a C, the second highest result behind waste treatment (with a C+). This means that despite improvements in the repairs and replacement of many structurally deficient bridges, there are still tens of thousands left to pay attention to. Of these, Pennsylvania leads the nation with as many as 6,000 structurally deficient bridges out of the 31,600 bridges that exist in the state, even though initiatives have been carried out by Governor Ed Rendell to invest as much as $500- 700 million annually in bridge projects. Pennsylvania has one of the most rigorous bridge inspection programs in the country where each bridge is inspected biannually, with the structurally deficient ones being examined more often to monitor any further deterioration. Bridges considered structurally deficient are closed and are either repaired or replaced at the earliest possible convenience. Unfortunately, many of the bridges affected by this thorough inspection happen to be truss and cantilever bridges whose average lifespan on the roadways can range from 60 years to 120 years. Despite attempts by PennDOT to market these bridges to interested parties, these attempts have failed to bear fruit and subsequentially they are replaced. This is in part because of the lack of financial resources and interest in purchasing the bridges, although the last bridge purchased in Pennsylvania- a pony truss bridge- was eventually relocated to neighboring Delaware, a deal that was finalized in May of this year. This rapid decline in historic bridges leads to the next question of the possibility of leaving the historic bridge to stand while the new structure built right next to it serves regular traffic. While such practices can be seen in places like Iowa, Tenessee, Michigan, and Texas (just to name a few), laws in Pennsylvania dating back to 1966 literally forbid such practices and puts the liability of such property on those interested in purchasing them, resulting in the withdrawl in the party’s interest in buying the historic bridge. This contributed greatly to the demise of many bridges affected, such as the Shanley Road, Tunnelton, and Ulster Bridges, respectively.
Despite attempts of cooperating between both sides of the spectrum, the issue of the historic bridges has become a focus of debate as many have taken sides and pointed fingers at each other. Those wanting to see the rest of the historic bridges saved have accused PennDOT of having poor preservation policies and historic bridge marketing practices, ranking it as the worst in the country. On the other side of the spectrum, legislators and PennDOT officials have attacked the historic bridge mitigation policies in connection with Section 106 of the Historic Preservation Act and the mandated environmental impact surveys claiming that they are delaying the replacement process. One Pennsylvania Senator, Barry Stout even went as far as retorting the historic bridge preservationists and stated that historic bridges are not meant for museum displays, while at the same time, claimed that the delays in replacing the bridges because of the Section 106 process is costing money and time and opposes such procedures. This was in response to two bridges that are slated for replacement in the next year, the Donora-Webster and the Chareloi-Monessen Bridges.
If there are dark sides to historic bridge preservation policies in Pennsylvania, there is almost a guarantee that there is a ray of light that might not only steer the course that has been taken by PennDOT and other agencies, but also bring the sides together to collaborate on this topic and save what is left of the historic bridges in Pennsylvania. Already, many large cities in the state have taken vast efforts to preserve and maintain their historic bridges not only to be used for recreational purposes but also for vehicular traffic. For instance, the 1860 Walnut Street Bridge in Northhampton County, the oldest surviving cast iron through truss bridge in the country, was reincorporated into a bike trail after years of rehabilitation and now serves as a link to Lehigh University. The Walnut Street Bridge over the Sushquehanna River in Harrisburg (the state’s capital) was convertedto pedestrian traffic and was even rebuilt after flooding took out the eastern spans in 2006. Many of Pittsburgh’s bridges have been refurbished and are now serving traffic again. This includes the Hot Metal Bridge over the Monogahela River, which used to be a a pair of railroad bridges before being converted into a roadway bridge for one span and a bike trail bridge for the span next to it.
The latest attempt at trying to preserve a historic bridge is converting it into a park. This is actually being done with the Quaker Bridge in Mercer County. Spearheaded by Nathan Clark, the 1898 bridge was bypassed by a new bridge in 2006. Despite some legal entanglements, Clark hopes to have sole possession of the bridge in which it will be converted to a park, providing the tourists with a splendid view of the Little Shenango River and a chance to do some picnicking on the Pratt through truss bridge. This bridge, together with the Meadville Bridge were the centerpieces of the Historic Bridge Conference, which took place this past August (for more information on the Meadville Bridge, please refer to the 11 October entry).
Despite these steps that are being taken, it is not enough to stem the number of historic bridges that are being replaced with many more yet to follow in the next five years. Part of the problem with bridges that are 70 years and older is that there is not enough money and resources to maintain them, thus many of the structures are left to decay. The bridge types that are hardest hit are the metal truss and cantilever bridges and those built using steel and/or iron, as the wear and tear, combined with the weather extremities and the usage of salt and other materials have led to the rust and corrosion of the truss parts to a point of beyond repair, thus resulting in the need to replace the bridges. This applies to all crossings including the Greensburg Pike Bridge near Pittsburgh, where rust and corrosion on the superstructure has prompted a request to replace the multiple-span through truss bridge.
But it is not that the people in Pennsylvania want to see the historic bridges disappear. While many feel that the bridge needs to be safe- especially in light of the bridge disaster in Minneapolis, Minnesota on 2 August, 2007- but many feel that maintaining the structures would not only make them safe but prolong their lives further. A survey conducted by the author for the Historic Bridge Conference in August reinforced this claim. Â Comparing the attitudes between the Europeans and the Americans, studies show that 2/3 of the participants in both sides of the Atlantic Ocean were of the opinion that a bridge must be safe but it also has to be maintained properly in order to make it safe. Â Various sources have claimed that maintaining and rehabilitating historic bridges are more cost-effective than replacing them outright. However, many of the historic bridges today are no longer able to carry large amounts of traffic in terms of numbers and size and this has created a paralysis between maintaining what is there and replacing those that are deemed unsafe period. This is especially noticeable in Pennsylvania during a bridgehunting tour in August, as many bridges are decaying because of the lack of maintenance. With that plus the problem with the infrastructure itself because of many roads that are an average of 30 years old and are in dire need of a makeover, and dealing with the future of the historic bridges, the state is at risk of becoming not only a third world country, but also a battleground between those wanting to see the historic bridges replaced at any cost because of their structural obsoleteness and those who want to see at least some of the bridges preserved as a piece of American culture and history. And with this battle, we will see many more historic bridges fall prey to neglect and eventually the wrecking ball. When this happens, many people will shake their heads and wonder why this happened when it did, while others will try and salvage pieces of American history to show to others, as one can see in the photo below.
To close, here is the answer to the riddle from last week: The sagging of one of the spans on the Venengo Veterans Memorial Bridge was clearly the result of a bent endpost and a roller which no longer functioned. A roller serves as an expension and contraction device on truss bridges and are ideal in extreme weather conditions. Because the roller no longer worked because of too much debris that could have been cleaned out, the only way the truss structure was able to contract and expand was through the superstructure itself.
Some helpful links:
Pennsylvania Department of Transportation Bridge Information Online:
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