Bridge Vibration: Can a bridge bounce?

Delaware River Bridge at Lackawaxen PA- one of the first suspension bridges built by John Roebling and Russell Lord. In use since 1849 and listed on the National Register of Historic Places. Photos courtesy of HABS HAER

To start off this terminology page under the word Bridge Vibration, there is a story that is connected with this bridge. The Lackawaxen Suspension Bridge was built in 1849 by Russell Lord and John Roebling and spans the Delaware River bordering Pennsylvania and New Jersey. Together with the suspension bridge in Nuremberg (Germany), they are the only bridges of its kind in the world where the roadway is supported by odd-numbered towers. This in addition to the fact that they were both built before 1870. But the story goes where teenagers in the 1920s and 30s would try and race their cars across the bridge, then stop abruptly in the middle, creating a wave of vibration that would shake the wooden planking of the 300 foot structure! A dangerous stunt for it could lead to the bridge to collapse, but in those days, a carefree attitude towards bridges did not include liability issues like we have nowadays.

And this is where we look at the topic of Bridge Vibration. Can a bridge vibrate and if so, to what extent can it vibrate in order to make it safe?  This is in connection with some discussion about bridge vibration and how unsafe it is. Three bridges- two in Battleboro, New Hampshire and one bridge at Sylvan Island in the Quad Cities were the primary focus of this issue. City officials in the Moline (IL) portion of the Quad Cities feared that bridge vibration would mean that the potential for bridge collapse was there and subsequentially closed the bridge to all traffic this past May. The 1911 Pratt through truss structure, once serving as the lone key access to Sylvan Island, is now scheduled to be replaced this fall with a concrete structure that is not meant to bounce. The Charles Dana and Anna Hunt Marsh Bridges in Battleboro were on the hot seat lately due to suspected negligence on the part of the New Hampshire DOT and vandalism by someone who justified his actions on and claimed that a 250 foot bridge does not bounce. Both bridges are scheduled for replacement in 5-10 years time.  This leads to the question of whether a bridge can or has to bounce. After inquiring about this with some bridge engineers who have worked with this topic, the answer to that question is yes, but with certain restrictions. Says Todd Vierendeel, who works for an engineering firm in South Dakota:  “All bridges will experience some amount of deflection under load. The repeated loading and un-loading of spans due to transient loads (truck and pedestrian) can generate the sensation of vibration, or “bouncing” as has been described here. Excessive deflection and/or vibration can cause structural issues, but it’s actually not desirable primarily from a user comfort perspective.”  Billy Wulff, a bridge engineer from Quickborn, Germany, compares this sort of vibration to a plank sitting on top of a box whose expansion and contraction is restricted in contrast to the plank.  Therefore, “…engineers build in tolerances (which they calculate) of movement.” He also added that engineers have tried to construct lighter bridges, using the same materials for both the structure and the flooring, in order for it to not move.

The danger to such vibration is that too much of it, combined with the usage of light-weight materials for bridge construction will lead to structural failure. Many bridges have collapsed because of what Wulff calls misunderstanding of science combined with unsuitable materials. The most classical example was the collapse of the Tacoma Narrows Bridge in Washington in 1940. There, too much light materials for the bridge deck on “Galloping Gertie” resulted in excessive bouncing in 40 mph wind, resulting in the bridge’s collapse.  Video of the collapse can be found here.  To regulate the vibration on all bridges, transportation agencies have bridge design codes to ensure that there is a certain tolerance to the bridge vibration; this applies to agencies responsible for highways and railroads, but as Vierendeel states, the guidelines are more stringent for pedestrian bridges as they can notice the vibrations more than automobile drivers or train conductors.

But for older bridges, like the aforementioned bridges, he adds that more care is needed to ensure that the vibrations do not cause any discomfort among drivers and pedestrians, namely because of the increase in loads going across the bridge.  Therefore, some adjustments, like additional beams, weight restrictions, and extensive maintenance are needed to prolong the bridge’s life. As for bridges that are closed to vehicular traffic but open to pedestrians, such bouncing is considered normal for as they were used to vehicles crossing it, its tolerance may have increased over the years, making the bouncing sensation more pronounced. Yet, as many experts have mentioned, it does not mean that the bridge is unsafe and sometimes, additional support and retrofitting the bridge deck to reduce the vibrations is what is needed to prevent any discomfort of bridge users. This happened with the Millenium Bridge in London, where fluid and mass dampers were retrofitted to reduce the vibration frequency caused by many people crossing the bridge.

So to answer the questions, yes it is possible for bridges to vibrate when crossing, but only within tolerances that are imposed in bridge designs approved by transportation agencies. Should bridges witness any excessive vibrations, it is possible to fix the problem by adding support to the decking and retrofitting bridge parts to ensure that the vibrations are at a minimum. There is no such thing as a bridge not vibrating because of factors involving temperature differences combined with the volume of traffic crossing the bridge.  This leads to the question of the necessity to tear down bridges that vibrate when it is all part of the way the structure functions. Sometimes some minor repairs to bridges like the ones mentioned combined with continuous maintenance is all that is needed to ensure that the bridge lasts longer and the tax payers do not have to suffer as a result of tearing down a bridge for something whose quality cannot match that of the one that is destined for the scrap heap.  While it may be too late to save the Sylvan Island Bridge, it is something officials in New Hampshire and other states should consider before deciding on replacement over restoration.

The author would like to thank Billy Wulff and Todd Vierendeel (the names and occupation were changed to protect their identity) for their help in clarifying this topic.


Presidential Elections and Historic Bridge Preservation: An Interview with James Garvin

Meadow Bridge in Shelburne. A bridge where two of its spans were moved onto shore. Its future is in doubt. Photo taken by Craig Hanchey

This article is the second part of the series on the dire state of New Hampshire’s historic bridges and its connection with historic bridge preservation policies and the upcoming Presidential election in November. While the first part focused on the dire state of historic bridge preservation policies based on the interview with Rep. Steve Lindsey (you can click here for more details), this part focuses on the problem with historic bridge preservation on an even wider scale, based on an interview with historian James Garvin, who has worked with historic bridge preservation in the state for over 25 years. While the answers to some of the questions are lengthy, they do present some light on some of the policies that exist and for the most part, should be improved. Mr. Garvin presented a proposal to President Obama in 2008 to integrate historic preservation into the grand scheme to faster economic growth despite the recession the country was in as a result of the Great Economic Meltdown. Was this issue addressed by President Obama? Or did he brush it past and allowed for challenger Mitt Romney, who resides in neighboring Massachusetts, to bring this issue to the public’s attention. We’ll find out as Mr. Garvin tackles the issues of policies and the shortcomings that still exist both in his state as well as the rest of the country. Here is the interview in full length:

How long have you been working with the topic of historic bridges and preservation? What aspects did your work focus on?

I began to work on the preservation of historic bridges some twenty years ago, shortly after joining the staff of the New Hampshire Division of Historical Resources (the State Historic Preservation Office).  My employment as state architectural historian entailed regular meetings with the New Hampshire Department of Transportation (NHDOT) on many bridge and highway projects, with particular emphasis on projects involving historic bridges.  While New Hampshire has a strong commitment to the preservation of wooden covered bridges, the commitment toward preservation of metal truss and concrete bridges was almost nonexistent when I started to work for the State Historic Preservation Office (SHPO).

The weak impetus toward preservation of these more modern bridge types was strengthened in 1987, the year I began to work for the SHPO, with the passage of the Surface Transportation and Uniform Relocation Assistance Act (STURAA). This act created a national historic bridge program that codified a Congressional finding that it is in the national interest to encourage the rehabilitation, reuse, and preservation of bridges that are significant in American history, architecture, engineering, and culture (23 U.S.C. 144(o)).  The passage of STURAA required (and funded) a statewide survey of historic bridges in New Hampshire, providing the state with the first inventory of bridges that should be given special consideration for preservation.  Despite the existence of that inventory, New Hampshire still has not made an earnest commitment to the preservation of historic bridges other than covered bridges, and about 50% of the metal truss bridges that were extant in 1987 have since been lost.

On a scale of 1 to 10 (one being best), how would you rate historic bridge preservation in New Hampshire in comparison  to the state’s infrastructure as a whole?

I would rate New Hampshire’s efforts at preservation of historic bridges at 8 on a scale of 10 (one being best).  As one example, New Hampshire has lost about half of its metal truss bridges during the past 25 years.  As mitigation for demolishing historic bridges, NHDOT several years ago made a theoretical commitment to drafting a bridge preservation plan and creating areas for the temporary storage of replaced metal bridges for re-use elsewhere, but there is little if any indication of actual progress on these fronts, at least in a way that guarantees the preservation of key bridges.

A few New Hampshire bridges have been selected for preservation as mitigation for the removal of others of their kind, but NHDOT has several times reneged on its commitment to preserve even these few.  One such bridge, the open-spandrel concrete arch Vilas Bridge (1930) over the Connecticut River between New Hampshire and Vermont, was guaranteed perpetual preservation when a similar bridge was demolished, yet Vilas Bridge is now closed to traffic with a severely deteriorating deck, and NHDOT has not included its rehabilitation in the state’s next ten-year highway work plan.  As a result, the Hampshire Preservation Alliance, a statewide non-profit preservation advocacy organization, designated Vilas Bridge as one of New Hampshire’s most endangered historic structures in October 2012.

Another theoretically preserved bridge, a double-intersection Warren pony truss of 1925 in Dover, was replaced but safely set aside on new piers for perpetual preservation in 1986.  It was not maintained or interpreted as a historic engineering structure, but just placed next to the new bridge.  Because of its ensuing cosmetic deterioration and pressures from neighbors, the bridge has reportedly been removed from preserved status and offered for sale.  It will be demolished if no buyer appears.

One bridge of national significance, the state-owned 1897 pin-connected multi-span Pratt truss Meadow Bridge in Shelburne, N. H., won a Save America’s Treasures grant in 2005–only the second SAT grant ever made for a historic bridge.  Despite this, Meadow Bridge faces potential demolition.  This threat derives from a NHDOT policy that, if rehabilitated, the bridge must become the property and responsibility of the Town of Shelburne, a community of fewer than 400 people.  Because of this impasse, the Save America’s Treasures grant has lapsed and been forfeited.  The bridge is deteriorating with no action plan for its rehabilitation and interpretation.

This poor record of preservation caused the New Hampshire Preservation Alliance to declare all surviving metal truss bridges, as a group, to be among the state’s most endangered historical resources in 2008.   Despite this designation, such bridges continue to be demolished.  Few if any have been permanently preserved since 2008.

Rumor has it that the number of HBs in the state are dropping rapidly because of policies that encourage replacement over rehabilitation.  Do you agree with this and what are your reason for your argument?

When New Hampshire carried out a federally mandated bridge inventory under STURAA in the 1980s, the state had 92 metal truss bridges, 79 of them in vehicular use. Today, New Hampshire has 63 metal truss highway bridges, a number of them bypassed, abandoned, or in ruinous condition.  The number of such bridges still in service has dwindled to 39—a loss of nearly 50% in two decades.  Some of the 92 bridges of twenty years ago have been bypassed rather than demolished, but their preservation is not guaranteed.  Most of those 92 bridges that are no longer in service have been destroyed.

Federal laws encourage the preservation and continued use of historic bridges, but these laws have proven to be only marginally effective as a preservation tool. The loss of historic bridges is a national phenomenon as well as a New Hampshire crisis.  Despite the pervasive recognition of the significance of these structures, a workshop on historic bridges held in Washington, D. C., in December 2003, came to a dire conclusion:

. . . recent statistics suggest that half, if not more, of our Nation’s historic bridges have been lost in the last twenty years—two decades in which transportation and preservation consciousness was at a high level. This is an alarming and sobering statistic. (Author’s note: this comment was stated by Eric DeLony, historian emeritus of the Historic American Builders Society and the father of historic bridge preservation.)

This “alarming and sobering” nation-wide loss of fifty percent of historic bridges over twenty years is mirrored almost exactly by New Hampshire’s statistics.

Many statements by Congress and the American Association of State Highway and Transportation Officials (AASHTO) assert that historic bridges are significant elements of our national heritage and should be preserved.  Yet there is a widespread perception among bridge preservationists that highway engineers, who often lack historical perspective and sympathy for the work of their predecessors, have discovered an effective antidote to the expressed will of Congress.  By  delaying maintenance on such bridges long enough, these structure can often be found, after a decade or so of neglect, to be “beyond rehabilitation,” with “no alternative” but replacement.

Such a scenario unfolded with Memorial Bridge between Portsmouth, N. H. (1923), a vertical lift bridge designed by the eminent engineer J. A. L. Waddell as  the first major bridge of its kind in the eastern United States.  At its dedication, Memorial Bridge had the longest lift span in the country (297 feet), making it the direct prototype for later vertical lift bridges with clear spans of over 300 feet.  Plans for the rehabilitation of this bridge were approved by the New Hampshire and Maine DOTs, the two states’ SHPOs, and the Federal  Highway Administration in 2006.  When rehabilitation bids came in higher than predicted by the DOTs, the bridge was patched and kept in service for a few more years.  Because of its vulnerability, the National Trust for Historic Preservation declared Memorial Bridge to be one of the “Eleven Most Endangered” historic properties in the United States in 2009.

Memorial Bridge, a structure of national significance, was ultimately found to be “beyond rehabilitation” and demolished in 2012.  A replacement is now being designed.

Chesterfield- Battlebro Bridge over the Connecticut River. The 1937 steel through arch bridge (right) was replaced by the 2003 version (left) but was left in place. It is one of many success stories of bridges along the border with Vermont. Photo taken by Craig Hanchey

How about on the federal level: are you satisfied with the policies pertaining to bridges and historic bridge preservation?  What improvements do you think should be made here?

Commitments to bridge preservation at the federal level are theoretically strong, yet have proven to be ineffectual.

Section 4(f) of the Department of Transportation Act of 1966 allows the federal Secretary of Transportation to approve a transportation project that requires the “use” of a historic resource only if (1) there if no feasible and prudent alternative to such “use,” and (2) the project includes all possible planning to minimize harm to the historic resource resulting from such “use” (49  U.S.C. 303 §771.135 Section 4(f)).2

The National Historic Preservation Act of 1966 similarly requires that every federally-funded or -permitted project must avoid doing harm to National Register-eligible resources whenever possible.  If harm cannot be avoided, it must be minimized and/or mitigated.  The public must be invited to participate in the process of planning for preservation.

The directive in the Department of Transportation Act of 1966 to the Federal Highway Administration to work toward bridge preservation was strengthened in 1987 with the passage of the Surface Transportation and Uniform Relocation Assistance Act (STURAA). This act created a historic bridge program that codified a Congressional finding that it is in the national interest to encourage the rehabilitation, reuse, and preservation of bridges that are significant in American history, architecture, engineering, and culture (23 U.S.C. 144(o)).

The American Society of Civil Engineers (ASCE) has likewise developed a policy on the rehabilitation of historic bridges for continued vehicular use when possible, noting that

historic bridges are important links in our past, serve as safe and vital transportation routes in the present, and can represent significant resources for the future. . . . Bridges are the single most visible icon of the civil engineer’s art. By demonstrating interest in the rehabilitation and reuse of historic bridges, the civil engineering profession acknowledges concern with these resources and an awareness of the historic built environment.3

Perceiving the gap between these theoretical commitments and the catastrophic losses in the field, the Standing Committee on the Environment of the American Association of State Highway and Transportation Officials (AASHTO) entered into an agreement with the National Cooperative Highway Research Program of the Transportation Research Board to produce general guidelines for bridge rehabilitation and replacement, hoping that such protocols might be adopted across the nation. The resulting report, Guidelines for Historic Bridge Rehabilitation and Replacement (March 2007), states that:

while the National Historic Preservation Act of 1966 (amended) and Section 4(f) of the US Department of Transportation Act of 1966 specify nationally applicable processes for considering preservation or replacement of historic bridges (defined as those that are listed in or have been determined eligible for inclusion in the National Register of Historic Places), there is no corresponding protocol that ensures a nationally consistent approach to determining when rehabilitation is the appropriate decision or when replacement is justified. State and local transportation agencies have developed a wide variety of approaches for managing historic bridges . . . but few of the processes are founded on written protocols or guidelines that ensure balanced decision making that spells out to all stakeholders when rehabilitation is the prudent alternative. (Source: Guidelines for Historic Bridge Rehabilitation and Replacement, published by Patrick Harshberger, et. al. in 2007)

Guidelines for Historic Bridge Rehabilitation and Replacement is a relatively recent offering that so far is unsupported by any mandate or initiative from AASHTO. As yet, it seems to have had little impact on individual states and certainly has not yet had the anticipated effect of standardizing the treatment and preservation of historic bridges across the nation.

Instead, state and regional highway agencies, intent on building anew instead of preserving, often fail to perform adequate maintenance to ensure the preservation of historic bridges.  When the resulting deterioration reaches a critical stage, agencies commonly ignore the Congressional mandate to engage in all possible planning to avoid harm to historic bridges.  Moving quickly, often with minimal public participation, to a decision that there is no “prudent” alternative to the removal of a bridge, these agencies consistently condemn historic bridges to oblivion.

Despite the laws and studies cited above, this pattern of behavior has been recognized among transportation agencies nationwide.  In some states, two-thirds of metal truss bridges have been lost since 1984. (These comments were made by DeLony and Terry Klein in a literary piece, Historic Bridges: A Heritage at Risk, published in 2004)

All this regulation is threatened by lack of funding for continued maintenance of such bridges.  Lack of funding for preservation leads to a culture of total replacement or removal, for which funding usually has been available.

The National Trust for Historic Preservation offered its “Vision for the Obama Administration” in 2008.  Because of the weaknesses of federal policy in guaranteeing effective bridge preservation, National Trust included four recommendations affecting historic bridges:

Promote the reuse rather than the demolition of historic bridges by removing current obstacles to their repair or relocation;

Include additional [enhanced] historic preservation-based language in the new 2009 Transportation Authorization Bill to encourage the adaptive reuse of the existing transportation infrastructure;

Ensure that Section 4(f) of the Department of Transportation Act of 1966 and the National Environmental Policy Act [NEPA] are not weakened in the 2009 Transportation Authorization Bill;

Continue to fund Transportation Enhancement [TE] grants, which have been instrumental in aiding the preservation of historic bridges.

In a similar vein, the New Hampshire Division of Historical Resources drafted a position paper to be conveyed to the Obama transition team in 2008.  This paper attempted to promote bridge preservation as an aspect of stimulus for a deeply damaged economy.  A stimulus package, the American Recovery and Reinvestment Act of 2009 (ARRA), was ultimately enacted, but it contained no special provisions for historic preservation of any kind.

The position paper of the New Hampshire Division of Historical Resources outlined the following recommendations for improving or strengthening federal bridge preservation initiatives:

A Federal Highway Administration (FHWA) mandate, with funding, to develop statewide bridge preservation programs;

An FHWA mandate, with funding, to develop a national context for historic bridges;

AASHTO backing for preservation and better maintenance for all bridges, with further studies like Guidelines for Historic Bridge Rehabilitation and Replacement (2007);

Congressional appropriation for the preservation of historic metal truss bridges, comparable to the National Historic Covered Bridge Preservation Program, including funding for study, planning, development of a national database of National Register-eligible bridges, and identification of national “best practices” for bridge preservation;

Enhancement of the provisions of Section 4(f) to allow 200% of the estimated cost of demolition (rather than 100%, as at present) to be applied toward the preservation of historic bridges that are bypassed, and to encourage the use of those bridges for alternate transportation uses such as hiking, bicycling, and off-highway recreational vehicles;

Provision of dedicated Transportation Enhancement [TE] funding specifically for historic bridge preservation.

Do you think President Obama has done a good job addressing the issue of infrastructure and the deficiencies involved?  If not, do you think Romney will do better if elected President?

As noted above, the New Hampshire Division of Historical Resources drafted a position paper to be conveyed to the Obama transition team in 2008.  Whether or not this paper was ever given careful study by that team or the Obama administration, none of its recommendations appear to have been implemented during the past four years, or even to have risen to the level of a national discussion.

Yet it must be said that the Transportation Authorization Bill, wherein most of these recommendations would be implemented, is the province of Congress, not the President.  The subject of bridge preservation is apparently regarded as of little importance by Congress; I know of no preservation leaders who presently serve in the House or Senate.  Given the apparent blindness of Congress to this issue, I do not see that progress in bridge preservation lies within the purview of a President, whether Obama or Romney.  Bridge preservation at the federal level is an issue to be debated in Congress.  A President could influence this issue through impassioned advocacy, but I cannot envision either Obama or Romney making such advocacy a priority in an economic climate in which any preservation effort is likely to be seen as elitist and branded as wasteful of funds that could be “better spent” on other national priorities.

Who do you think will win the election and why?

Political forecasting is outside of my fields of training or experience, but I do not expect the next president to make the preservation of historic bridges a high priority.  I have not heard either Obama or Romney mention historic preservation as an interest of theirs.

The author would like to thank Sheldon Perkins and Craig Hanchey for the use of their photos in the two-part series. These bridges represent clear examples of what improvements that need to be done in New Hampshire.

Presidential Elections and Historic Bridge Preservation Part II: New Hampshire’s Historic Bridges

Memorial Bridge at Portsmouth. A 1923 vertical lift through truss bridge that was demolished in February 2012. Photo taken by Craig Hanchey


This is the first of two parts dealing with the US Presidential Elections, Historic Bridge Preservation and in this case, New Hampshire.

One of the original 13 colonies of the United States, New Hampshire, the fifth smallest state with its mountainous features and historic small towns, is one of many states in the Union that has multiple covered bridges and prides itself with having one of the highest density of these bridge types in the country, with over 45 located in the state. It also has one of the highest density of stone and concrete arch bridges, with over 30 of them located in the state. And lastly up to now, it has a fair number of pre-1950s truss bridges. Sadly though, it appears that the state is following suit of many in the country in trying to eradicate “structurally deficient” bridges, making way for modern structures, whose aesthetic appeal is not to the liking of many residents growing up with the structures. The best example is the Memorial Bridge in Portsmouth, a vertical lift bridge with one of the most ornamental portal bracings a person can see in New England. The lift bridge and all of the Parker through truss spans, built as a memorial for the war veterans, was torn down to make way for another vertical bridge, trying to copy the feature of its predecessor, but to many residents, the design is too modern and too bland. Other bridges have been targeted for either replacement or removal, like the Depot Street Bridge in Boscawen or the Lilac Bridge in Hooksett.  According to James Garvin, a historian who has worked with the subject of historic bridges in the state for over 25 years, two thirds of the historic bridges in the state have been replaced since 1984, half of the metal truss bridges have been lost since 1987 with the trend that the state seems to be more concerned with protecting the covered bridges than other bridge types.  While some of these bridges have been preserved for pedestrian use, more is needed to preserve what is left of the state’s bridges. Yet, according to two people, it seems to be not happening.

Depot Street Bridge in Boscawen. Photo taken by Sheldon Perkins, used with permission

The Chronicles invited two people who are associated with the state’s historic bridges to put their two cents worth into the subject in hopes that the issue of decreasing historic bridges in the state is brought to the attention of the readers: Representative Steve Lindsey and historian James Garvin, the latter will be featured in part II which follows.  Mr. Lindsey has been advocating for the preserving New Hampshire’s remaining historic bridges- the other, more neglected bridge types- for many years and recorded his disdain towards the state’s preservation policies to a point where he even recommended tourists to visit neighboring Vermont if they want to visit historic bridges on one of the bridge websites. Unlike the majority of politicians who either are indifferent towards historic bridge preservation or would rather favor modern but tasteless structures to support an increasing amount of traffic, Mr. Lindsey is one of a few who are bucking the trend and is looking for answers to stop the progress, both on the state level but also to a certain degree, on the national level. Here is the interview with the state representative:

1. How would you rate the infrastructure in your state of New Hampshire in comparison to the rest of the US?  And with regard to bridges in general?

Poor and poor.  Lacking a broad-based tax and a hesitancy to tax overall, New Hampshire has a girdled revenue stream problem.  We have an aging roads system that was always behind the rest of the nation in modernity. The exception being the politically power Merrimack River Valley which receives a disproportionate share of state and federal infrastructure moneys.  The same goes for our bridges  We have a large percentage of Red List bridges.

2. How would you rate the policies regarding historic bridge preservation in your state in general (1-10 scale; 1 being best)? What factors contributed to the way historic bridges are being treated as they are?

I would rate New Hampshire a “8” or “9”.  While we do not seem to overtly target the replacement of historic bridges as appears to me to be the case with PennDot, New Hampshire has no love of historic metal truss or other bridges.  Some appreciation of covered bridges extant is supported weakly by the state government, but even here most of our covered bridges are supported by towns.

This year alone, we’ve lost two historic steel trusses bridges. At this rate, all will be gone in 30 years and the struggle to save them over.  This would almost be a relief.

It is so bad I am considering writing a Swiftian essay “Let’s Get it Over” advocating the state systematically demolish all its historic truss bridges except the Connecticut River spans, and put up road signs pointing tourists in the direction of Vermont should they want to see some of our nation’s civil engineering heritage.

Early in my bridge preservation years (1990s), I went to the NHDOT headquarters in Concord to garner some information.  The commissioner whom I did not know came down to talk to me without identifying himself.  In a sense spying.  Such was the condescending attitude.

I also submitted an essay to the NHDOT newsletter and they wouldn’t run it. I was told later by the PR man, a fine fellow, that he had never seen anything before censored in the newsletter and was himself taken aback and sadden by this.

The public just doesn’t support the preservation of our civil engineering heritage like they do in Indiana and Ohio.  There is nothing to work with.  The state’s newspaper, the Union Leader, did give us some positive coverage, but most New Hampshirites are preoccupied with national and state politics as we have the nation’s first in the nation primary.

Newport, NH even celebrated the razing of a rare iron arch truss in the late 70s by erected a plaque next to the I-beam bridge honoring the selectman for standing up to Concord.

Which leads to to the infamous “Bridge to Nowhere” incident with candidate Romney.  This spring he gave a speech about the waste of federal monies on projects and choose Hillsboro’s Sawyers Crossing bridge which was restored as a pocket park but no longer carries traffic—at its south end a channel was cut for future flood relief and even foot traffic stops at the second arch, making it more like a pier. This image of Romney pointing to the bridge hit the national TV with Romney denouncing such projects.

New Hampshire is largely a libertarian-conservative state and there is a distrust of big government and federal expenditures.  There also is the traditional distrust of cultural educated elites, of which historic preservations are considered part of.

Our preservations groups are weak and separated.  The NH Div of Historic Resources counts itself lucky to even survive, and have survived by being quite and little noticed.  Remember that the New Hampshire legislature is dominated by the ascendent Tea Party which is steeped “in” property rights activists.

The NH Preservation Alliance, an advocacy group is likewise cowed, circulating its newsletter and email missives among a self-selected group of preservationists, rarely taking public stances, instead, relying on its supporters for funding and for back discrete projects.

The Alliance would not even show up for hearings on a bill I sponsored for creating a historic bridge storage depot system based on Vermont’s successful model.  It would not have cost anything, and even the NHDOT, while weary, considered it.  I never forgave the Alliance for its betrayal.


3. Can you present a couple examples to support your argument?

Yes.  This year, the state replaced the Memorial Bridge in Portsmouth, the state’s most highly rated historic bridge.  In a nod to our port city and its heritage, a slightly modernized replica is being constructed.  Even this replica was criticized by some for not being modern-looking enough.

While our state does not target historic bridges for removal, it has no preservation ethic either.  The Canterbury-Boscawen bridge was to be removed this summer as an attractive nuisance and liability.  It was abandoned and unused.  But there was no support by either town, and the state of course, while one of the nation’s richest, has no monies either.

Local newspapers have shown no support for saving our dwindling number of historic iron and steel truss bridges.  One, the Concord Monitor, actually editorializes against saving one near its printing plant.  This would be the Sewells Falls bridge.  Some detractors say the paper wants its tractor trailer trucks to have access to that rural/suburban road that are now limited by the bridge, one of the few surviving designed by NH’s engineer John Storrs.


4. Why would you recommend people visiting other states to see historic bridges (you mentioned Vermont as the best bet for people to see Hbs)?

No, with the exception of the Connecticut River Valley.  New Hampshire has been loath to spend money on bridges to Vermont, so a number have survived.  Now with a greater appreciation of said structures, they may continue as they make attractive gateways from the Green Mountain State, seducing monied tourists over the river.  We need more than cheap cigarettes and state liquor stores to keep quality visitors around.


5. In your opinion, do you think the US government is doing a great job in terms of improving infrastructure in general?

No. We’re doing a terrible job.  We seem preoccupied with our ongoing wars and maintain a non viable tax structure that favors the owning-class


6. What about historic bridge preservation in general?

With notable exceptions, we are doing a poor job of saving the best of our civil engineering heritage.  The public hasn’t been educated.  The engineers and architects are mute about the work of their forebears.  There seems to be little understanding of its importance with rare media forays like the documentary on the Roeblings and their bridges.  History and culture just are not embraced by the masses and our ruling classes are not providing good leadership here.


7. What would you like to see improved regarding the policies involving infrastructure, bridges and historic bridge preservation?

I would like to see the American nation cherish its heritage as the British and Commonwealth nations seem to do.  Instead we seem distracted by our day-to-day needs and wants.


 8. Who do you think will win the Presidential elections in November and why?

I’m not sure.  Neither candidate projects a strong, clear image.  Rather a murky situation arises, encouraged by the media which benefits greatly from the horse race mentality.