TOURNAIS, BELGIUM- This article pays a tribute to the Pont de Trous, a bridge spanning the River Scheldt in the City of Tournai in Belgium. At the time of this posting, this bridge is all but a memory as it was pushed aside in the name of progress. The project to demolish the bridge started on August 9th as part of the project to deepen and widen the River Scheldt to allow ships to sail through France to join the Seine, which flows into the Atlantic. The bridge was built in 1290 to replace a wooden crossing and was the last of the military crossings of its kind in the world. However, as the city claimed the bridge is being rebuilt with the stones being saved for reuse, this was the scene of this “reconstruction project:”
A news report shows the details of this senseless destruction:
A new bridge mimicking the original historic character of the crossing is expected to be in place by the end of 2020. However, despite its McDonald’s arches that are being proposed, one has to ask if this was really necessary, given the fact that the bridge was part of Tournai’s old town. Featuring historic buildings, inside the fort and a cathedral, all from the same era as the bridge, the old town of Tournai has been a UNSESCO World Heritage Site since 2000. With the proposed rebuilding of the bridge, one has to ask himself if this was really a necessity. Do we need larger ships to pass through or if it makes sense to transport by land, which has enough highways and railways taking goods and persons to ports in the areas mentioned? Is it really necessary to have the bigger is better mentality or is less really more? And lastly, how much do we care about history in general?
With this demolition of one of the most historic bridges in the world, I’m reminded of a comment one of my students mentioned about history in class: “History is history. We need to worry about the future.” Yet history is important to understand the present and change it for our future and that of the next generation. Without history we will never know how we got to where we are now and what is expected to come. We will never know how we progressed with our infrastructure and how it contributed to forming a nation, partnerships with other nations and society that we have today. It’s like the environment we fighting to save: We’ll never know until there’s nothing left…….
……but a memory. If we even remember this bridge a generation later, or if all that is left in memory are Ronald’s Golden Arches…….
After a long delay due to illness and other non-column related items, voting has now commenced for this year’s Othmar H. Ammann Awards, presented by the Bridgehunter’s Chronicles. This year’s entries feature a vast array of bridges- old and new from almost every single aspect. We even have a new entry from Africa and that bridge is unique because of its historic and aethetic features that warranted its candidacy endorsement by one of our followers. For the first time, we have a re-entry of one candidate because of missing bridges and/or information provided by the locals which had not existed from last year’s entry. And for the third time, a lifetime legacy candidate entered the category and it appears he might finally win this one, assuming he can beat out a massive amount of compatition.
So who will win the Ammann Awards this year? This is where you as the reader can decide. Just simply click onto the link here. This will take you to the wordpress version of the Chronicles, where the ballot is posted. Follow the instructions there and you are free to choose which bridges and persons deserve to win the Awards.
Voting will close on January 7thwith the winners of the Ammann Awards to be announced afterwards. As usual, it will be done after the author presents his Author’s Choice Awards.
While the category of Best Photo features the finest photos on the ballot, the candidates in the other categories each have a link and/or short summaries so that you can easily decide which ones deserve the awards. For instance:
Nels Raynor of BACH Steel- For over two decades, Nels has successfully restored dozens of historic truss bridges made of metal thanks to his expertise in welding and his steadfast assistance with other bridge preservationists in identifying and restoring relict crossings of the path. This includes the most recent completion of the restoration of Springfield Bowstring Arch Bridge in Arkansas. More details on him and BACH Steel you will find here.
James Baughn of Bridgehunter.com- In 2002, James created a database devoted to historic bridges in the Midwestern part of the United States. Fast-forward to the present, and you will find one of the most comprehensive bridge database websites in the country with information and photos of almost every bridge available, both present and past and regardless of its listing on the National Register of Historic Places. His website you will find here.
Nathan Holth of HistoricBridges.org- A product of a high school genius who later became a history teacher and advocate of preserving historic bridges, Nathan Holth’s website focuses on historic bridges and its documentation that is more detailed than with the nationally-known documentation of historic artefacts, such as HABS/HAER and the National Register in which he recommends alternatives to demolishing historic bridges. In its 15th year, Nathan has covered two-thirds of the US plus half of Canada. The website with all his work can be found here.
Todd Wilson and Lauren Winkler of Bridgemapper.com- Like Nathan Holth and James Baughn, this duo from Pittsburgh has a website that is focused on the historic bridges in western Pennsylvania with a focus on the greater Pittsburgh area. An interactive map with information on the existence and evolution of these geniune structures can be found here.
Nic Janberg of Structurae.net- While James Baughn plans to expand Bridgrhunter.com to include the international bridges, he may want to take some lessons from this man from Dusseldorf, Germany, home of the International Structural Database, Structurae.net. Created and maintained by Janberg and running since 2001, this database features information and photos of not only bridges- past and present, but other unique architectural works as well as their engineers and architects. To look at the website and information, click here.
Mary Charlotte Aubry Costello- In the mid-1980s, the social studies teacher from Waterloo, Iowa started travelling and sketching historic bridges along the Mississippi River as part of a book project presenting some interesting facts and images of these unique structures from her eyes. In the end, there were two volumes of work (produced in 1998 and 2002, respectively) that are still being read to this day. More on the book here.
Dave King- A bridge photographer who has contributed to Bridgehunter.com, Dave has presented some unique bridges for the state of Iowa, many of which are still standing albeit closed to traffic.
Royce and Bobette Haley- A husband-wife photo-duo, this couple has lit up the Bridgehunter.com website with their bridges as part of their cross-country bridgehunting tour. They have been doing this since 2013 and are still going strong.
Best Example of a Restored Historic Bridge:
Green Bridge in Des Moines, Iowa- This three-span through truss bridge received a massive make-over last year and part of this year, which included new decking, new paint, new pin-connected joints and new LED lighting. Some information on this bridge can be found here.
Springfield Bowstring Arch Bridge in Conway County, Arkansas- This 1870s iron bridge literally was brought back from the brink. Found leaning to one side, Raynor, Julie Bowers and crew worked together to relocate it and restore it to its former glory. Details here.
Marine’s Bridge in Wisconsin
Gospel Street Bridge in Paoli County, Indiana- Destroyed by a semi-truck on Christmas Day, workers put the old truss bridge together, piece-by-piece to make it look like new again. A Christmas gift for the people of Paoli.
Allan’s Mill Covered Bridge in Miami County, Ohio
Bowstring Arch Bridge at Merrimack College in Boston
Bowstring Arch Bridge at Columbiana County Fairgrounds in Ohio
Ponte Pince Sao Vincente in Santos, Brazil- This suspension bridge, built in the 1910s, received a massive make-over which included new decking and cables as well as some work on the towers. More on this project here.
War Eagle Bridge in Benton County, Arkansas
Tour Guide International (Click onto the name to access the websites):
Glauchau (Saxony), Germany- This was reentered due to additional bridges and information contributed by locals and historians. It had finished fifth in last year’s standings.
Aue/Schneeberg (Saxony), Germany- This is a combination of tour guides for Aue, Schlema, Schneeberg and Zschorlau. There are two parts: Part I and Part II. As a bonus, an exclusive on the Stone Arch Bridge at Schlema is included here. Zschorlau’s Bridges are under the Category of Mystery Bridges.
St. Petersburg, Russia- There are several websites but they have been bundled into one mini-library guide here.
Green Bridge in Waverly, Iowa- This 1910s bridge is the focus of politics where three sides (preservationists, proponents of a 2-lane bridge abd proponents of a pedestrian bridge) are vying for its future.
Goteik Viaduct in Myammar– a find by a pair of tourists that is unheard of at present. Really tall but over a century old steel railroad viaduct
Cobban Bridge in Chippewa County, WI– the future of the two-span Pennsylvania through truss bridge is in the balance after it was closed off to all traffic. Again, progressives and preservations are fighting over its future.
The Bridges of Boone County, Iowa– Minus the now removed Wagon Wheel Bridge, this county is rich with history involving its bridges, one of which involved a hero who averted a potential disaster in Kate Shelley.
The Crossings along the Chesapeake-Ohio Canal– Built in 1828, the canal system serves four states and provides water to Washington. It also features some of the oldest arch bridges in the country, some of which have been restored since 2005.
The Arch Bridges of Cowley County, Kansas– Until this year, 17 arch bridges served the county, most of which were built between 1890 and 1920 and made of stone. One of the bridges succumbed to flooding this spring.
The Bridges of Cincinnati/ Covington– Several bridges, big and small, old and young can be found in this metropolis, including John Roebling’s suspension bridge built in 1869, one year before his death on the Brooklyn Bridge.
The Bridges of Washington County, Maryland– 22 historic stone arch structures span Conococheague Creek and Antietam Creek, and its tributaries, including Wilson’s Bridge, a 210-foot long bridge built in 1819. Most of the structures are almost 200-years old.
Glauchau (Saxony)– Several arch bridges span the Mulde as well as on the hill leading to the castles. As a bonus, a covered bridge and an iron bridge can be found here.
Zwickau (Saxony) – It is extremely rare for a town to have a 500-year old covered bridge with a very unusual design, a cantilever pony truss bridge and an unusual through truss bridge in a community, but Zwickau has that and more.
BACH STEEL: Nels Raynor, Derek Pung, Lee Pung, Andy Hufnagle, Brock Raynor and Nathan Holth- Several Bridges saved through in-kind restoration (restoring to its original form, including Farm Lane, Paper Mill and Martin Road, as well as their newest project: Springfield Bowstring Arch.
Royce and Bobette Haley: Known as Bridge Road Warriors, this couple has found and photographed more bridges in a span of two years than anyone in his/her lifetime. More on their work here: http://bridgehunter.com/profile/roycehaleyIII
John Marvig: Before 2010, no one really dared to photograph railroad bridges, that is until John arrived. Since then, 10 states and thousands of bridges profiled and photographed as can be seen here: http://johnmarvigbridges.org/
Ian Heigh: For many years, this engineer has been responsible for maintaining the Scottish National Railway and especially the longest bridges in the country: Firth of Forth and Firth of Tay. More here: https://www.youtube.com/watch?v=z_vZjvTuSJw
Before voting, check out the information on the bridges being voted by clicking here. If any problems, please type in Mystery Bridge. The following candidates are numbered from 62 to 76. Two votes for the US and two for the international versions are allotted here.
The Bridgehunter’s Chronicles is doing an upgrade of the tour guides of the bridge-laden regions the author visited, by relocating them to the wordpress version of the column and updating them with maps and information. This includes the series on the Bridges along the Baltic-North Sea Canal in the German state of Schleswig-Holstein, which the author visited in 2011. Unlike the areavoices version, the tour will be done in reverse order starting with part I on the Grand Canal, followed by part II on the Rendsburg High Bridge, part III on the Alter Eider Canal, which runs parallel to the Grand Canal between Rendsburg and Kiel, and lastly, the bridges in Kiel, the state capital and where the canal empties into the Baltic Sea after a 90-km trip across the state.
Our first stop on the tour of the canal area in northern and central Schleswig-Holstein is the bridges along the Grand Canal itself, known as the Baltic-North Sea Canal (in German: Nord-Ostsee Kanal.To understand more about the canal, one has to look at the history of it, which is plentiful in color. We already know that the first canal followed the same path as the river Eider, swerving about like a snake through Knoop, Rathmannsdorf, Kluvensiek and Schinkeln, running parallel to the present day canal between Kiel and Rendsburg before taking a more northerly route in the direction of Friedrichstadt and Tönnern before emptying into the North Sea. As the decades wore on however, the boat traffic increased in size and volume and despite its unique construction, the canal locks, let alone the double-leaf bascule bridges built to cater to horse and buggy at that time, were no longer able to accommodate the marine traffic. Therefore beginning in 1887, engineers of the German Navy embarked on a plan to construct a newer and wider canal that would run straighter than the Alter Eider and on a shorter length than its predecessor so that in the end, the Grand Canal would flow southwesterly from Rendsburg, past Gruenental and Hochdonn, and emptying into the North Sea at Brunsbüttel, approximately 65 km south of Friedrichstadt. The length totalled 90 km, which is more than half the distance of the Eider Canal. While the canal was built as a means of providing a short naval route instead of going around Denmark, the Grand Canal today serves as a shortcut for the shipping and commerce.
Ten Bridges serve the Canal, including the Rendsburg High Bridge. Yet because of its historic and technical significance, a separate article accompanies this one as part of the series on the Bridges of the Grand Canal. The following profiles features bridges that you can see when travelling along the canal, going from Kiel to Brunsbüttel:
Prince Heinrich and Olympia Bridges: The twin bridges, with the identical shape and color are the first bridges to see when entering the Grand Canal from the Kiel side. They are located 700 meters from the first canal lock from the side of the Baltic Sea. Yet they have been together since 1996. Before that, there was a true landmark that was part of Kiel’s heritage. While the first bridge consisted of a combination of a pontoon and swing bridge, which opened to allow ships to pass, the 1912 truss and trestle bridge replaced the 17-year old temporary structure. It was one of the first architectural artwork designed by Friedrich Voss, the same person who built the Rendsburg High Bridge (which will be discussed in a separate article), and the Friedrichstadt Arch Bridge (which you will find here). The 320 meter long bridge featured two deck trusses supported by steel trestles resembling a bow tie and a 110 meter long subdivided Warren through truss with riveted connections and a V-frame portal bracing (also subdivided). A link with post cards of the bridge can be found here. While the bridge sustained substantial damage during World War II, it was repaired and served as a single lane bridge connecting Kiel and its suburb Holtenau until 1972, when an additional bridge was deemed necessary as part of the plan to convert the road into an expressway. The Olympia Bridge was 150 meters longer than Prince Heinrich, yet the decision on which bridge type to build remains to this day a controversial subject. While the majority of the residents favored an identical truss design, their plea fell on deaf ears as the Kiel city council voted for a steel deck girder bridge. For 19 years, the two bridges served traffic, with the Olympia Bridge serving traffic going to Holtenau; Prince Heinrich going to Kiel. Yet due to extreme corrosion on the truss bridge, the two communities voted unanimously in 1990 to replace the 1912 bridge with an identical deck girder bridge. Again the decision was against the will of the majority who favored a cable-stayed bridge instead of the design chosen by then state representative Gerhard Stoltenberg. The truss bridge was demolished during the summer of 1992. During the dismantling process, the eastern approach span collapsed on its own in August, taking two cranes with. Fortunately no one was injured. As soon as the bridge was removed, the replacement span was built, taking 58 months complete. Reason: design and construction flaws combined with increasing costs resulted in delays in its construction and impatience among the Kiel city council. Yet when the new span was completed, the bridge resembled its sister span the Olympia Bridge. Since 1997, both bridges have been serving the expressway connecting Kiel and Holtenau with the replacement bridge serving the role once taken by Prince Heinrich. Yet for many in Kiel, the bridges serve as an eyesore for the decision to build a modern bridge was against their will for they wanted something that the city can be proud of and not something bland. The aesthetics of the bridge today are questionable even from the author’s point of view, but if there is a consolation, the bridges serve as a marker
Located just 10 km west of the Olympia and Prince Heinrich Bridges, this bridge is unique because of its unique design. Made of steel, this bridge features a half-pony and half deck arch design. Built in 1894 by Hermann Muthesius, it used to feature a through truss design in a form of a Howe design. Its decking featured rail traffic between Kiel and Flensburg for the eastern half and vehicular traffic for the western half. A picture of the bridge can be found here. Yet, as mentioned in the bridge quiz a few weeks ago, the bridge became a safety hazard by the early 1950s, as collisions at the portal entry were the norm- in many cases with injuries involved. Henceforth, beginning in 1952 and lasting for two years, the through truss portion and the concrete portal entries were removed, the roadways were reallocated and separated with a barrier to ensure through traffic and better passage, additional steel supports were added to the deck arch sections, and the entire bridge was stripped down to resemble its present form today. The stripped down version of the Levensau Bridge was reopened to traffic in 1954 and continued to be the lone link between Kiel and Levensau for another 20 years. An additional bridge was added to relieve the bridge of heavy masses of traffic in 1974. The bridge still remains in use, yet its days will soon be numbered. Plans are in the making to demolish the bridge and replace it with a tied arch span as part of the plans to widen and deepen the Grand Canal. Specifically, the new span will be built on top of the old span, which will then be dismantled one-by-one until only the abutments are left. They will be preserved and used as observation points as well as a place of habitats for a rare species of bats that exist inside. At present, no work has been done on the bridge due to funding and regulatory issues. Yet when the green light is given, the project is expected to be completed with three years.
Rendsburg’s Highway Bridge and Tunnel:
About a third of the way down the canal we come to Rendsburg, a city of 30,000 that once prided itself on the cast iron industry, but is now simply a tourist trap. Rendsburg is a rather quiet community with friendly people who enjoy talking about its heritage and history. And the city should be proud of it, especially when it comes to its bridges. Several bascule bridges were erected over the Alt Eider Canal in and around Rendsburg, most of which were built by the cast iron company Carlshütte (for more information, please refer to Part I and the Kluvensiek Bridge). Yet as iron became a fad of the past thanks to the coming of steel, so was the canal itself as the Grand Canal replaced it and effectively made these bridges obsolete. Today another landmark overshadows the city, which we’ll talk about in the next article with the Rendsburg High Bridge, yet two other crossings existed over the Grand Canal: The City Tunnel and the Europe Bridge. The City Tunnel was built in 1961, replacing the steel swing bridge, built using a cantilever truss design. That bridge featured two spans, each with a turning wheel, that would turn outwards to allow ships to pass. Because of the traffic congestion along the main street going through Rendsburg which the bridge carried, combined with the rust and corrosion and the hindrance of marine traffic, that bridge was taken out of service in favor of two tunnels, each one carrying one-way traffic. Two additional tunnels for bikes and pedestrians were added in 1965. At the same time of the construction of the tunnel, plans were approved to construct an Autobahn-Bridge spanning the Grand Canal. The 1491 meter long bridge (with a 221 meter main span) was christened the Raderbrücke (or Europabrücke), as it not only connected Flensburg and Hamburg via A7, but it created the longest Autobahn in not only Germany (at 961 kilometers in length), but Europe, connecting Flensburg with Füssen in Bavaria, but Scandanavia (namely Kolding, Aalborg, Copenhagen and Stockholm) with the Alps region (and with it, Austria and Switzerland). The bridge has been serving traffic since its opening in 1972. However, plans are in place to replace the entire structure to better accommodate Motorway A7 beginning in 2018. A new span will be built alongside the current one, which after that bridge is open to traffic, will be torn down and replaced. All in all, two bridges with three lanes in each direction will be in service by 2026.
Oblique view of Grünental Bridge. Photo taken in 1987 by Rainer Butenschön, used with permission
Located near the town of Beldorf, this 1892 structure, featuring a half through and half arch bridge and serving a local road and railroad line. Little has been mentioned about this bridge except for the fact that it is most likely the second bridge built along the canal by Hermann Muthesius, the same person who built the Levensau Bridge near Kiel. Furthermore, it was one of two bridges in Schleswig-Holstein that carried both vehicular and rail traffic (the Heide- Neumuenster Line). The Lindaunis Schlei drawbridge is the other bridge. The bridge served traffic for 92 years before severe rust and corrosion on the superstructure led to first a severe weight restriction, forbidding trucks from using the bridge, later the German Railways to cease train service across the bridge, and finally its eventual replacement with the present structure, a Warren through truss bridge with no vertical beams. The arch bridge, deemed unsafe even for pedestrian use, was taken off its foundation using two massive cranes in 1988 and cut up and hauled away for scrap metal. Only the brick abutments, once used as portal entrance before its partial demolition in 1952, remain as observation decks. Unique is the fact that the state shield of Schleswig-Holstein, made of iron, can be seen while passing under the new bridge.
Main span of Hochdonn Bridge. Photo taken by Rainer Butenschön. Used with permission
Featuring Warren deck truss approaches supported by steel bowtie-like trestle towers and a Camelback Warren through truss main span over the canal, the 2218 meter long Hochdonn Viaduct cannot be missed while travelling along the Grand Canal. Built between 1913 and 1920, this bridge is possibly the third bridge built by Friedrich Voss, who had previously built the Prince Heinrich Bridge near Kiel in 1912 and the Rendsburg High Bridge , one year later. It replaced a swing bridge located west of Hochdonn, which was removed and replaced with a ferry today. Since its opening in 1920, the bridge has been serving rail traffic between Hamburg and the Island of Sylt, located at the German-Danish border. The only work done on this bridge was between 2005 and 2008, when the deck truss trestle spans were rehabilitated and the 42 meter high main span was replaced with a replica of the original bridge. In historic standards, it would have compromised the bridge’s historical integrity, but given the circumstances, and the fact that the truss swapping was necessary because the original span sustained severe corrosion making the rehabilitation impossible, it was deemed necessary to carry out this work while keeping the bridge’s integrity in tact. It has worked, as the bridge is still considered historically significant on the state level. A link with detailed photos of the bridge can be found here.
Deck truss approach spans. Photo taken by Rainer Butenschön, used with permission
The last two bridges crossing the canal are not only the westernmost bridges, but they serve the main artery connecting Hamburg and the Island of Sylt, passing through the cities of Itzehoe, Husum and Heide. The Hohenhorn Viaduct, built in 1989, is the younger of the two bridges, and serves the Autobahn motorway 23, which connects Heide and Hamburg. It was built as a relief to the main highway 5, although stretches of them have been replaced by the motorway since then. It still serves traffic today. The 390 meter long bridge features a similar main-span steel cantilever bridge to that of the Europa Bridge, but it one of the shortest bridges along the canal.
At 2831 meters long, the Brunsbüttel Bridge, the last bridge before approaching the North Sea, serves the Main Highway 5, which runs along the North Sea coast. Built in 1983, the bridge, which featured a Warren through truss main span and two deck girder approach spans, is not only the longest bridge over the Grand Canal, but it is also one of the longest bridges in Germany. Given the landscape where the bridge is located, the bridge can be easily seen from a distance of as far as 10 kilometers in both directions.
To sum up the tour of the Bridges along the Baltic-North Sea Canal, the canal is rich in history, not only in its construction and how the towns profited from it, but also the bridges that either used to cross it or still cross it. There are many bridges in shapes and sized that a person can see. Yet there is one bridge that was left out of all this, which we will get to as we approach Part II: The Rendsburg High Bridge.
Here’s a map with the complete guide of the bridges along the Baltic North Sea Canal, which features both the Grand Canal and the Alt Eider, which the former supplanted. This includes both the Rendsburg High Bridge, which will be in part II and the Alt Eider, which will be in part III. Kiel is not included in the map as there is a separate one, but will be featured in Part IV.
Special Thanks to Rainer Butenschön for the photos of the Hochdonn and Grünental Bridges and for allowing the author to use a couple of them for this article.
As we close in on the end of the year, we find that the number eleven is the magical number. Eleven is a tribute to the people who have made a difference, big or small, but whose lives were cut short because of tragedy. Eleven is the number which has been popping up recently because of three events that have hit home:
It marks an end of 27 years of sorrow and worries as an 11-year old boy has come home to rest. Jacob Wetterling was kidnapped on 22 October, 1989 while returning home on a rural road near St. Joesph, Minnesota. His remains were found on 1 September, 2016, by a man who later admitted that he had kidnapped and murdered him. While he is currently behind bars awaiting sentencing, millions of people have cried, stopped by the site of the murder to lay flowers and have even done tributes for the boy, whose dreams of being an athlete were shattered one cold fall night. Jacob’s mother Patty addressed a crowd of people asking what can be done for the family (which you can read here) Even a poem in his memory can be found on sister column The Flensburg Files for you to read here.
It marks the 15th anniversary of another tragedy but with larger proportions as two planes, on the morning of 11 September, 2001, crashed into the World Trade Center in New York, another into the Pentagon in Washington and another in Pennsylvania despite being enroute to the White House. This event has changed the world in many aspects, yet we still don’t understand how this could happen.
It symbolizes the ongoing Spring Revolution in the Middle East and northern Africa, which happened five years ago in seven countries, including the conflicting country of Syria.
In honor of those, whose lives were unnecessarily cut short and whose dreams of becoming a professional in their field of interest were shattered, the Bridgehunter’s Chronicles will be wearing a special avatar between now and the end of the 2016 Othmar Ammann Awards on its areavoices website and in some posts in the wordpress website. This is an important way of showing solidarity with the families and friends of those whose lives ended too early. You will find the logo here, and it will be used in all articles to come:
It’s an arch bridge at sunrise, crossing a large body of water, showing solidarity between parties, and bring peace and prosperity to all. Jacob’s name symbolizes every child’s dream and hope for a better life, which can only happen if we as parents, teachers, historians and the like can help them make it happen.
Othmar H. Ammann Awards underway earlier than expected.
Furthermore, entries are being taken earlier than expected for this year’s Othmar H. Ammann Awards, the awards where we take pride in the areas historic and unique bridges in the USA, Europe and elsewhere. The reason behind this is twofold:
This year is the fifth anniversary of the Ammann Awards. To commemorate the event, the Chronicles’ Hall of Fame will be established, which will feature the top six finishers of each category, plus the inductees from the Lifetime Legacy. Therefore, there will be two rounds of voting for this year’s awards: The first round will be for the 2016 Awards, while the second round will feature the voting of all the winners and runners-up in each of the categories dating back to 2011, with the top six overall being inducted. The Hall of Fame page will appear in the Chronicles’ wordpress page.
In light of the recent tragedy in Minnesota, but also in connection with the 50th anniversary of the National Register of Historic Places and the 100th anniversary of the National Park Service, starting the contest early will help families take their children on photo tours of several historic bridges in the US to show them the importance of bridges in the development of the US infrastructure. As Europe has some gorgeous historic bridges that are two centuries old in many places, people there can share their experiences in preserving them with their American counterparts. So taking a parent’s advice, take your kids out and show them how bridges shaped your countries, spend some time with them taking pictures and writing essays about your favorite bridge(s), and send them to Jason Smith at the Chronicles at: firstname.lastname@example.org. Entries in other languages are welcomed.
More information on how to enter the 2016 Ammann Awards in the categories of best photo, bridge of the year, lifetime achievement, tour guide of the bridges in the region, and best kept secret can be found here. Deadline for all entries is 1 December 2016 with voting to follow. The winners will be announced on 11 January, 2017 for both the annual awards as well as the Hall of Fame.
Please note, the contest is open for everyone both in the US as well as Europe and elsewhere.
A series on the National Register of Historic Places and the role of historic bridges is in the works which includes interviews and other comments. They will be posted in both wordpress and areavoices versions. In addition, the author has several bridge tours in eastern Germany, which will be added in the coming weeks. Stay tuned for more from the Chronicles.
There is something very special about this particular crossing, especially when I visited it in 2011. We can start with the design features of the Red Bridge, located over the Blue River at Minor Park in the southern part of Kansas City. While it is rare to have bedstead trusses- truss spans with vertical endposts- this 1932 bridge features a curved version of a bedstead endpost, as you can see in the picture above. This is a common bridge type found in Europe, yet this bridge, whose name is because of its color, is most likely the only surviving structure of its kind in the US. According to historical accounts, this bridge is located at the site where Daniel Boone and Jim Bridger used to settle in the 1820s. The Santa Fe Trail once ran at this location. And the original crossing used to be a covered bridge, built in 1859 by a Scotsman named George Todd, on masonry piers. It was replaced 33 years later.
When the present Red Bridge was built as the third crossing in 1932, Harry S. Truman, oversaw the design, bid and construction of the structure- as Presiding Judge of the Jackson County Court (akin to today’s County Legislature)! This was the same Truman who later became US President, taking over after the death of Franklin Roosevelt in 1945 and serving eight years. Sources indicated that the Red Bridge was his favorite of all the bridges in Jackson County, Missouri, where he spent most of his life.
Now, after 80 years, the bridge has a new purpose in life- to serve as a lover’s crossing. Since 2012, the bridge has been integrated into the bike trail network serving Kansas City, as it still crosses Blue River and goes through Minor Park and Golf Course. And given the fact that the bridge is almost 300 feet long, which includes the Art Deco-style approach spans and main piers, lovers are making use of the 93-foot curved Bedstead Parker through truss main span by doing something that was adopted by the people in Cologne, Germany with their beloved Hollernzollern Bridge: putting locks on the bridge’s railings, as a sign of permanent love and affection toward each other, and throwing the key into the river. This tradition was first used after the bridge was converted to a pedestrian crossing in 2012 and, according to latest reports, hundreds of locks have been placed on the railings.
An interesting concept that had existed for many decades with the famous Rhine River crossing, yet it is making its way to the US. It leads to the question of whether and where such practice exists on other (historic) bridges in the USA and Europe. Furthermore, are there other “Lover’s Bridges” where people don’t use locks and keys to show their love but other traditions. If you know of some stories about such bridges, place them in the comment section at the end of this article, or in the Chronicles’ facebook page. Readers would be happy to hear about such bridges that exist and the stories that go along with them.
In the nearest future, another Red Bridge article will be featured in the Chronicles. My question to you is as there are many Red Bridges in the US, where are they located? Apart from the one in Kansas City, there are two in Iowa, one in…… Any ideas?