Century-old through truss bridge gives way after center pier crumbles. Future of last standing truss bridge remains open.
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OKAY, OK- At this time last year, the Jefferson Highway Bridge, spanning the Verdigris River at Okay, in Oklahoma, was being written up as the first Endangered TRUSS Bridge article in the Bridgehunter’s Chronicles, reincarnating the original TRUSS Awards that was created by the late James Baughn for bridgehunter.com. It finished tied for fifth with two other bridges in the 2021 Bridgehunter Awards in the category of Endangered Truss. The bridge appeared to have some hope although one of the two standing Parker through trusses is hanging by a thread due to a crumbling center pier.
That crumbling center pier may have put the last nails in the coffin for the bridge, as we fast forward to the present.
During the early morning hours of February 22-23rd, it took only a half minute for the through truss span to finally give out, taking with it the outer pony truss approach span. The bridge collapse is symbolic for it happened one day before its 100th anniversary of the infamous bridge collapse- ironically involving the same span- during the time of its construction. Winds from a storm blew down the span into the Old Channel of the Verdigris River, killing three people that were on the bridge. That bridge span was later rebuilt and opened to traffic later that year, incorporating it into the second oldest highway in the US, the Jefferson Highway, which opened seven years earlier and connected Winnepeg, Canada to New Orleans and Dallas.
With the latest collapse involving the bridge span, which was built by a Tulsa-based bridge building company, chances of rebuilding the bridge, which had been abandoned for over two decades, is close to zero. The only chance to save the last standing through truss span, would have to be done by lifting the span off the crumbling pier and relocating it to a different location on land. But with the finances and questions involving the stability of the standing truss span, chances of salvaging it are slim. According to information by Tim Alexander, who together with Payden Metzger have provided photos of the collapsed bridge, there is no word from the mayor of Okay regarding the future of the remaining standing truss span.
The collapse of the Okay Bridge should serve as a reminder that historic bridges require maintenance just as much as a original bridge. If a bridge has as much value as the bridge in Okay, or any other historic bridge, then it should be repurposed with the goal of maintaining it for future use. In the case of the Okay Bridge, years of abandonment may have doomed it to removal. While there may be a chance to salvage the last standing span, the question at this point is: Is it worth it?
A gallery of photos can be found here. As mentioned before, Tim Alexander took the on ground shots shortly after the collapse. Payden Metzger did the drone shots. Many thanks for the use of photos. An article by Rhys Martin looks at not only the collapse of this bridge but also the state of the town of Okay as it slowly becomes a ghost town. You can click here to see it, but it will also appear in the Chronicles as well.
OKAY, OKLAHOMA- There are many historic structures that are endangered because of the need to have a concrete bridge to move traffic from point A to point B. There are some that have been sitting abandoned- many of which for too long and need the attention of the public to save it from its ultimate doom. When I think of the first endangered TRUSS candidate, the first bridge that comes to mind is this one: The Okay Truss Bridge. The bridge spans the old channel of the Verdigris River to the west of the town of Okay in Wagoner County. The structure was first discovered a decade ago and even though it has been abandoned for several decades, records have indicated that the structure was once part of the Jefferson Highway, the second oldest intercontinental highway that was built in 1915 and went from Winnepeg, Canada to New Orleans, cutting through parts of Missouri, Kansas, Texas and Oklahoma in the process.
There is not much information on the bridge’s history except to say that given the materials needed to build the structure, let alone the features, the bridge must have been built between 1910 and 1915, as part of the project to extend the Jefferson Highway through the small community. The bridge features two Parker through truss main spans. Each span features a 3-rhombus Howe Lattice portal bracings with angled heels, latticed struts and V-laced vertical beams. There is also a Pratt pony truss span on each outer end of the bridge. The connections are pinned and the material: steel for the trusses and wood for the decking.
Westernmost pony truss approach span
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The bridge was later bypassed by another structure to the south, as part of the project to rechannel the Verdigris and the truss span has been sitting abandoned and in disarray ever since. The easternmost pony truss span collapsed many years ago and it would take a lot of climbing just to get onto the bridge itself.
The gravest problem though lies with the through truss spans because of a failing pier. It is unknown when and how this occurred, but the center pier is crumbling, causing the end post of the western through truss span to slip.
While the damage may be minimal when looking at it from a bird’s eye view, when on the bridge, it is far worse than it seems, as the crumbling pier, combined with the sagging of the endpost, is causing the western truss span to lean and twist on its side.
The twisted metal brought a reminder of one bridge that fell victim to flooding in 1990, which was the Rockport Bridge in Arkansas. Prior to its downfall, flooding in 1987 caused severe damage to the center piers causing the center span to tilt and twist. This is exactly what is happening to the Okay Truss Bridge, and if nothing is done with the truss span, the next flooding may be the bridge’s last.
What can be done to save the truss bridge? The easiest is to take the truss spans off the piers and dismantle them for storage. As it happened with the Bridgeport Bridge in Michigan, the twisted western Parker truss span could be straightened through welding, whereas the trusses in general would need to be sandblasted and repainted. The piers would need to be replaced and because the easternmost pony span is considered a total loss, a replacement span could take its place if one reerects the restored truss span and converts the area on the east end and the island between the old and new channels of the Verdigris into a park area. As this bridge is part of the original Jefferson Highway, research is needed on the structure’s history to nominate it to the National Register.
Oklahoma has seen a big drop in the number of truss bridges in the last two decades, yet efforts are being taken to save what is left of the bridges. There is little doubt that the Okay Truss Bridge can be saved if action is taken to salvage the trusses and rebuild the entire structure, while erecting a park to honor its history. It takes the will of not only the locals but also members of the Jefferson Highway Association to make it happen. Yet time is running out and we’re fighting windmills regarding even saving the truss structure before the next floodwaters. If there is a tiny sense of hope, removing and storing the trusses should be top priority. Afterwards, time and finances could be allotted to restore and rebuild the bridge to its former glory.
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Author’s Note:A big thanks to Mark W. Brown for allowing me to use his pictures for this article.
Photographer Nicolas Beauchamp and other bridge enthusiasts need your help in solving this case. This towering viaduct, which features a deck plate girder bridge, supported by A-framed towers, was found recently by accident. Given its age and the number of years it has been sitting abandoned, the viaduct appears to be between 90 and 100 years old, and it features a pair of finial towers at the center of the bridge deck. Given the density of the forest, one needs to narrow down the location of the bridge to the western half of the US. As there is speculation that the bridge used to go along the Mother Highway US 66, this means that somewhere in Oklahoma, New Mexico or eastern California was where this bridge was located. It is possible that because of its narrowness, it may have been the first highway crossing before it was relocated on a different alignment, where the newer highway was wider and had two-lanes accommodating traffic. One cannot even rule out the possibility that prior to it becoming a highway crossing, it used to serve rail traffic, providing train service to southern California from an unknown destination in the East.
So let’s summarize what we know:
1. The bridge is a viaduct featuring a steel girder (three spans) supported by A-frame concrete towers spanning a deep valley
2. The viaduct is around a century old
3. The viaduct may have been a railroad crossing before becoming a highway one.
4. The bridge may have been part of a major highway before it was rendered functionally obsolete. Many claim that it was part of US Hwy. 66 but other highways may have played a role.
5. The bridge is located in southwestern US- if confirmed with the Route 66 theory, then it is located in Oklahoma, New Mexico or California. Arizona has mostly desert regions with little trees, making its location more unlikely.
What do we need to know?
1. Where exactly is the bridge located?
2. When was it exactly built and who was the bridge builder?
3. If it used to serve a railroad and/or main highway, which routes were they?
We have to keep in mind that despite state aid highways having existed since the turn of the century in general, the US highway system was introduced in 1926, the same year that US 66 was designated as a highway connecting Chicago with Los Angeles via St. Louis, Tulsa and Santa Fe.
What do you know about this bridge? Provide your comments here as well as in the Chronicles’ social media pages. Whatever information is useful will be added here.
And as for the photo taken by Mr. Beauchamp, many thanks and the bridge does have a nice green background to it. 🙂
ST LOUIS/ GASCONADE- Looking at this picture taken by Roamin Rich, it presents more volumes than words can ever describe. The Great Flash Flood of 2017, which has been occurring since 30 April but the worst of it was during the date between then and 3 May, can be compared to the one from 2008 in the Midwest in terms of its massive flow of water and the destruction that was left behind. Hundreds of houses and businesses, many of them more than 80 years old and considered historic, were washed away, and with that the livelihoods of families and business owners.
Many roads were washed away, however, as you can see in the Route 66 Bridge at Gasconade, closed to traffic since 2015, the undermining of asphalt uncovered the original concrete roadway that was laid there when the highway connecting Chicago and Los Angeles via Tulsa was designated and built in 1926. This leads to the question of whether to uncover the rest of the roadway and restore the concrete or pave it over. This is important because the debate is heating up regarding ownership and planned restoration of the structure and the Missouri Department of Transportation’s plan to construct a new bridge alongside the two-span truss bridge and defer ownership to a party willing to repurpose it for recreational use. But that is another story (click here for more about this bridge).
But the Gasconade Bridge also represents several bridges that were negatively affected by the floods. Several structures in Missouri alone have been destroyed- not just historic bridges but also modern bridges built in the 1970s and 80s, thus making them just as vulnerable to catastrophes like this as their predecessors. James Baughn has compiled a list of bridges affected by the flooding for the Bridgehunter.com website (which you can click here for more details). The Chronicles will summarize the top five that are affected besides the Gasconade Bridge, whose repair work will obviously will be needed in order to make it passable again. We will keep you informed on the latest in Missouri, as clean-up efforts are underway.
The Author’s Top Five:
Bruns Bridge- Located over the Meramec River south of Moselle in Franklin County, this 1888 structure was the product of the King Bridge Company of Cleveland, where they fabricated the steel and one of Zenas’ sons, George, whose bridge company was located in Des Moines, oversaw the construction of the pinned connected Pratt through truss with X-frame portal bracings. The 193-foot span was knocked off its foundations and rushing waters slammed it into its replacement span, turning it into twisted metal. A video of the disaster describes it in details. With Franklin County eager on demolishing the remaining truss bridges in the county because of liability issues, one cannot expect this bridge to be restored unless it is relocated out of state, which is currently being sought in Winneshiek County, Iowa after the collapse of the Gilliece Bridge because of an overweight truck.
James Bridge- Ozark County faces at least 20 bridges that either have approach spans wiped out, severely damaged by flooding, both or completely destroyed. The James Bridge over the North Fork White River at Highway PP represents the last variant but in a spectacular fashion. The 1958 bridge, consisting of two polygonal Warren spans with riveted connections that were built by J.W. Githens, was flipped over by rushing waters, crushing the trusses under the weight of its own decking. Originally slated for replacement, this disaster will surely expedite the process as the highway is heavily traveled. But motorists will have to wait a few months before a crossing can be built.
Irwin C. Cudworth Memorial Bridge- Also known as the Hammond Bridge, this North White River Crossing at Highway CC represents a bridge type that is modern on one hand but is still not safe from the floodwaters. The 1975 steel stringer span was wiped out by floodwaters, leaving just the piers and abutments in tact. Despite plans for rebuilding the bridge, one will really need to examine what type of bridge to be built and how high it should be built. Regardless of material and type, no modern bridge is safe from mother nature. This bridge is the eighth modern bridge built after 1975 that has been destroyed since 2012. This includes the infamous interstate bridge collapse in Atlanta, which happened on 30 March, which was caused by a fire. That bridge, which carries Interstate 85, is being rebuilt and should reopen later this summer.
Devil’s Elbow Bridge- Another US 66 Bridge located over Big Piney River in Pulaski County, this two-span Parker through truss structure, which was built in 1923, had been restored and reopened to traffic in 2014, yet flooding put the structure partially underwater. Fortunately, because of the success of the restoration, the bridge withstood the pressure from the rushing water, plus debris from the nearby historic hotel and houses that succumbed under the pressure. Plans are underway to rebuild the hotel.
Windsor Harbor Bridge- Located over Rock Creek near the Mississippi River in Kimmswick in Jefferson County, this bridge is of growing concern as floodwaters of the mighty river has inundated the structure, causing concern for undermining the piers and abutments of this through truss bridge. The bridge was built by the Keystone Bridge Company in 1874 at its original location in St. Louis. It was relocated to its present site in 1930 and was converted to pedestrian traffic when it was restored and repurposed in 1985. It’s well noted because of its Keystone columns and ornamental portals, all constructed with wrought and cast iron.
Boyd Bridge at Greensburg City Park in Craig, Indiana- a fine product of CSBC. Photo taken by Tony Dillon
This article is in connection with the creation of the database for the Bridge Builder’s Directory in the Bridgehunter’s Chronicles’ wordpress page, which you can click here to view.
Indiana, together with Minnesota, Ohio, Illinois, Pennsylvania and New York, were considered the big six in terms of steel construction and bridge building during the heyday of architectural and infrastructural expansion between 1880 and 1920. Steel mills were found between Minneapolis and Pittsburgh, including the metropolises of Chicago, Indianapolis, Canton and Cleveland. Several schools of bridge building existed, which churned out the finest bridge builders and businessmen in the field. This included the Indiana school, which had over a dozen bridge builders, including the longest known bridge builder in the state, The Central States Bridge Company (CSBC). But what do we know about the company and its founder to date?
The company was created in 1895 as the New Castle Steel Sewer Pipe Company by Eugene Runyan and others, with its headquarters in New Castle, IN. It later expanded its services and began building bridges. In 1897, in response to the changing trends in infrastructural work that included the increasing demand for metal truss bridges, the company changed its name to New Castle Bridge Company and would later receive contracts for bridge building in Iowa, Virginia, and Michigan. In 1905, the company relocated to Indianapolis and was renamed the Central States Bridge Company. Prior to World War I, the bridge company constructed dozens of bridges of its kind in 10 states, including: Indiana, Minnesota, Oklahoma, Montana, Wisconsin, Illinois, Ohio, Michigan, Nebraska and New York.
Lilleberg Bridge in Jackson County, MN (1910-1976) Source: Jackson Co. Hwy. Dept.
Many of these bridges have been either documented by the State Historical Societies, HABS/HAER or both and are either listed on the National Register of Historic Places or are considered eligible. Yet many of these CSBC bridges are disappearing fast as they have been either replaced or demolished in the past 20 years. This includes the following bridges:
Lefarge Bridge in Wisconsin: This bridge used to be the Hudson Toll Bridge until it was relocated in 1953 to its final destination. It was documented by HABS/HAER before it was removed in 1983.
Standing Rock Bridge in Montana: This three-span polygonal Warren through truss bridge was one of the key historic sites along the Yellowstone River until its replacement in 1991
Little Flatrock Bridge in Indiana: Decatur County was CSBC’s primary customer as a half dozen of its bridges were built there between 1900 and 1916. This one had a fancy portal bracing, yet efforts to save the bridge from the wrecking ball failed, as the bridge was removed in 2000 after its replacement was built. However, the Applegate Bridge has a similar feature and is in storage, awaiting relocation for reuse.
Lilleberg Bridge in Minnesota: The Lilleberg Bridge was one of the younger bridges built by Central States, for it was constructed in 1911. It was the fourth structure at the location and used to be a centerpiece for the now extant village of Belmont. Sadly, flood damage in 1969 resulted in its replacement in 1976 on a new alignment. One can still see the lally columns from the current structure today.
Structures that are still standing include:
Boyd Bridge in Indiana: This used to span Sand Creek at CR 700 before it was relocated to Greensburg Park in Craig in 2006, nicely restored and now part of a bike path.
Locust Street Bridge in New York: Located in the town of Waterloo, this 1914 arch structure was the only known bridge of its kind built by CSBC and is still in service today.
Little is known what happened to the Central States except to say that even though the founder, Mr. Runyan, died in 1913, the business continued building bridges well into the 1970s and 80s, according to the Indiana Historical Society during the author’s correspondance in 2007. Whether the company still exists today, either as an independent entity or as part of a larger steel and/or bridge company remains unknown to date, nor do we have much information on the later structures built by CSBC.
If you know more about the company, especially regarding Euguene Runyan’s life and the company’s existence sice 1919 in terms of bridge examples, advertising or other information, please contact Jason Smith at the Chronicles, under the following address: flensburg.bridgehunter.av@googlemail.com. Further information will be added to this page pending on the information that is received at that time.
In the meantime, check out the list of bridges built by CSBC by clicking on the following links below:
Our 79th Mystery Bridge takes us to Oklahoma; specifically to Whitesboro in LeFlore County and this bridge. Spanning the Kiamichi River at Township Rd. 4044C south of Whitesboro, this bridge is one of the most unusual through truss bridges a person will ever see in the United States. According to the data from Bridgehunter.com, the total length of the bridge was 270 feet with the largest span being 127 feet, the width of the bridge is around 13-14 feet and the vertical clearance is 13.3 feet. Yet despite the date of construction being ca. 1940, this bridge is unusual as it is a pinned connected through truss, thus bucking the standards of truss bridge construction. As many resources have indicated, most truss bridges built at this time had riveted or welded connections, making the structure sturdier and able to carry heavier loads. Pinned connections had a tendency of dislocating or even having the bolts connecting the beams to break off, causing bridge failure. This resulted in many of the structures being taken off the state highway system and relocated onto less-used township roads beginning in the 1920s and extending well into the 1950s, especially as the US was lacking materials and engineers as a result of World War II. Judging by the appearance of the bridge, it appears to have been built between 1910 and 1915 as this was the cut-off period for constructing truss bridges with pinned connections. It was congruent to the time standardized bridges were approved by the state governments, which included not just focusing on truss bridges with riveted connections and either Howe lattice or lettered portal bracings (namely, A, X, M and West Virginia framed), but also the key truss designs, which were the Pratt, Parker, K-truss, Warren, Polygonal Warren and in some cases, Pennsylvania petit.
The Whitesboro Bridge features a Warren through truss, but looking at the structure further, it appeared that in its former life, it was a deck truss bridge that had many spans, totaling at least 500-600 feet. One can see how the overhead bracings were added, which consisted of thin cylindrical steel beams. Furthermore, there is no portal bracing, like other truss bridges, and lastly, when looking at the joint where the upper beam and the diagonal end posts meet, the upper beam appears to have been sawed off. According to observation by fellow pontist, Mark W. Brown, the piers are 2-3 feet wider on each side and 1-2 feet higher, thus creating a slight slope when entering and crossing the structure. Two theories go along with the piers: either they were installed when the bridge was built or they were reinforced after the bridge sustained structural damage because of flooding.
It is possible that this crossing was the first to have been built as the town expanded because of the baby boomer population. But the expansion did not last as many people moved to bigger cities for job opportunities. As of the 2008 Census, the population of the town incorporated in 1908 and named after one of the founders is only 1298. The hunch is that the highest population of Whitesboro was about 3,400 by 1960.
The Whitesboro Bridge has a design that is not like any unusual designs developed by the engineers at all. It is neither a Pegram nor a Kellogg, now is it a Schaper truss, which you can see in many truss bridges built in Germany and other parts of Europe. This bridge is definitely a repurposed truss bridge, having gone from its previous life as a deck truss spanning one of the state’s greatest rivers, like the Red and the Canadian, to one spanning a smaller river but on whose width justified a through truss span.
This leads us to the following questions:
When exactly was this bridge built and was there a previous structure?
Who was the mastermind behind this repurposing project and why did the engineer choose this?
Where did the bridge originate from?
When was this built and who was the bridge builder?
Are there other remnants of that bridge left besides the one at Whitesboro?
What do we know about Whitesboro aside the facts and figures presented in wikipedia?
Got any leads, please share in the comment sections here as well as in the Chronicles’ facebook pages. You can also contact Jason Smith at the Chronicles, using the link here. As this bridge is eligible for the National Register of Historic Places, any information you have or can find will help build a solid case for its nomination, let alone preserving it for future generations. As Oklahoma is losing historic bridges in large quantities in the past 8 years, the time is ripe to preserve what’s left of its culture, especially when it comes to unusual designs like this bridge in Whitesboro.
Special thanks to Mark W. Brown for bringing this to the author’s attention and for providing some interesting pics of this bridge.
Our 79th Mystery Bridge takes us to Oklahoma; specifically to Whitesboro in LeFlore County and this bridge. Spanning the Kiamichi River at Township Rd. 4044C south of Whitesboro, this bridge is one of the most unusual through truss bridges a person will ever see in the United States. According to the data from Bridgehunter.com, the total length of the bridge was 270 feet with the largest span being 127 feet, the width of the bridge is around 13-14 feet and the vertical clearance is 13.3 feet. Yet despite the date of construction being ca. 1940, this bridge is unusual as it is a pinned connected through truss, thus bucking the standards of truss bridge construction. As many resources have indicated, most truss bridges built at this time had riveted or welded connections, making the structure sturdier and able to carry heavier loads. Pinned connections had a tendency of dislocating or even having the bolts connecting the beams to break off, causing bridge failure. This resulted in many of the structures being taken off the state highway system and relocated onto less-used township roads beginning in the 1920s and extending well into the 1950s, especially as the US was lacking materials and engineers as a result of World War II. Judging by the appearance of the bridge, it appears to have been built between 1910 and 1915 as this was the cut-off period for constructing truss bridges with pinned connections. It was congruent to the time standardized bridges were approved by the state governments, which included not just focusing on truss bridges with riveted connections and either Howe lattice or lettered portal bracings (namely, A, X, M and West Virginia framed), but also the key truss designs, which were the Pratt, Parker, K-truss, Warren, Polygonal Warren and in some cases, Pennsylvania petit.
The Whitesboro Bridge features a Warren through truss, but looking at the structure further, it appeared that in its former life, it was a deck truss bridge that had many spans, totaling at least 500-600 feet. One can see how the overhead bracings were added, which consisted of thin cylindrical steel beams. Furthermore, there is no portal bracing, like other truss bridges, and lastly, when looking at the joint where the upper beam and the diagonal end posts meet, the upper beam appears to have been sawed off. According to observation by fellow pontist, Mark W. Brown, the piers are 2-3 feet wider on each side and 1-2 feet higher, thus creating a slight slope when entering and crossing the structure. Two theories go along with the piers: either they were installed when the bridge was built or they were reinforced after the bridge sustained structural damage because of flooding.
It is possible that this crossing was the first to have been built as the town expanded because of the baby boomer population. But the expansion did not last as many people moved to bigger cities for job opportunities. As of the 2008 Census, the population of the town incorporated in 1908 and named after one of the founders is only 1298. The hunch is that the highest population of Whitesboro was about 3,400 by 1960.
The Whitesboro Bridge has a design that is not like any unusual designs developed by the engineers at all. It is neither a Pegram nor a Kellogg, now is it a Schaper truss, which you can see in many truss bridges built in Germany and other parts of Europe. This bridge is definitely a repurposed truss bridge, having gone from its previous life as a deck truss spanning one of the state’s greatest rivers, like the Red and the Canadian, to one spanning a smaller river but on whose width justified a through truss span.
This leads us to the following questions:
When exactly was this bridge built and was there a previous structure?
Who was the mastermind behind this repurposing project and why did the engineer choose this?
Where did the bridge originate from?
When was this built and who was the bridge builder?
Are there other remnants of that bridge left besides the one at Whitesboro?
What do we know about Whitesboro aside the facts and figures presented in wikipedia?
Got any leads, please share in the comment sections here as well as in the Chronicles’ facebook pages. You can also contact Jason Smith at the Chronicles, using the link here. As this bridge is eligible for the National Register of Historic Places, any information you have or can find will help build a solid case for its nomination, let alone preserving it for future generations. As Oklahoma is losing historic bridges in large quantities in the past 8 years, the time is ripe to preserve what’s left of its culture, especially when it comes to unusual designs like this bridge in Whitesboro.
Special thanks to Mark W. Brown for bringing this to the author’s attention and for providing some interesting pics of this bridge.
All it took was a combination of heat, dry weather and a spark from a passing train, and a 900-foot long wooden trestle bridge with a more than 100-year history, was engulfed in flames. 30 seconds later, it all came tumbling down, like a stack of dominoes. The San Saba Trestle Bridge near Lometa (located 90 miles west of Waco) spanned the Colorado River and featured a steel through truss span over the river and hundreds of feet of wooden trestle on the west end. Yet its demise created some curiosity among the readers as seen in the videohere. If a teacher shows this disaster to the students in class and they are awed by the sequential cascading disaster, as one of the voters noted, then there is no wonder that the San Saba Bridge would receive the devious prize it deserves. After a week-long run-off vote, the Texas trestle received the Spectacular Disaster Award because of the intense effects of the fire and the bridge’s sequential disaster that followed seconds later. The video shown of the disaster will definitely be shown in many engineering and physics classes to show how dangerous a fire can do to a structure, whose melting temperature is low enough for it to collapse. A devastating loss for the railroad, for it needs $10 million to replace the trestle approach spans, but one that created a lot of curiosity among bridge engineers and scientists alike.
The Trestle beat out the New Castle and Skagit River Bridge Disasters, as they were tied for second place, missing out by only two votes each. This marks the first time in the history of the (recently changed) Author’s Choice Award, that two bridges received two different awards or honorable mentions in two different categories. The New Castle Bridge west of Oklahoma City had already received the Award for the Worst Preservation Example as the 10-span through truss bridge over the Canadian River was reduced to only one span, thanks to a tornado that destroyed two spans and the city government’s decision to demolish all but one of the remaining spans. It was the same tornado that destroyed Moore and devastated vast parts of Oklahoma City.
The Skagit River crossing in Washington state had received the honorable mention for the Biggest Bonehead Story, as a truck driver dropped the southernmost span into the river after hitting the portal bracing. While this incident raised the debate on what to do with through truss bridges, suggestions by local politicians were above and beyond. The collapsed span has since been replaced and I-5 has returned to normal.
The Bridgehunter’s Chronicles would like to thank everybody for voting in this year’s Ammann Awards and parts of the Author’s Choice Awards. As mentioned in the previous article, the voting format and the dates of the voting for this year’s 2014 Ammann Awards will be different as there will be more options but more simplicity to encourage people to vote on their candidates. It may be like the Bridge Bowl, but it might serve as a way to talk about the bridge candidates at the table, while serving traditional foods over the holidays. Entries will be taken in November, as usual, so go out there and get some pics, write about your favorite bridges and nominate your favorite historian.
Minus the Post Humous version of the Lifetime Legacy, let’s head back out there and look at the bridges that need your help regarding preservation, shall we?
Bergfeld Pond Bridge in Dubuque, Iowa. One of the nine-span 1868 Mississippi River crossing that had existed until 1898 when it was dismantled. Photo taken in August 2013 by John Marvig.
While many people are taking last minute attempts to submit their ballots for the 2013 Ammann Awards, as the deadline was extended to January 11th due to the extreme severe cold weather that kept many from voting, the author of the Chronicles went ahead and chose the select few bridges that deserve the best attention possible. In its third year, the Smith Awards go out to the bridges that serve as examples of how they should be preserved from the author’s point of view. This year’s Smith Awards also hit a record for the number of entries, for many examples were presented that should be brought to the attention to those whose historic bridge may be deemed unsafe in their eyes, but restorable in the eyes of those who have the experience in preservation as those who have close ties with the structure.
So without commenting further, let’s give out the Smith Awards beginning with:
Quinn Creek Kingpost Bridge in Fayette County, Iowa. Photo taken in August 2013 by James Baughn
BEST BRIDGE FIND:
USA:
This year’s Smith Awards for the Best Bridge Find in the United States is given to three Iowa bridges because of their unique features. The first one goes out to the Kingpost through truss bridge spanning Quinn Creek in Fayette County. Built around 1885 by Horace Horton, this bridge was thought to have disappeared from view in the 1990s when it was replaced by a series of culverts. Bill Moellering, the former county engineer and Ammann Award for Lifetime Achievement candidate was the first person to prove us wrong, for he mentioned of the bridge’s existence during our correspondence in March of last year (I had asked him to speak at the Historic Bridge Weekend, which he accepted). Dave King and James Baughn provided the pictorial evidence a few months later. Albeit not listed on the National Register of Historic Places, this one will most likely be listed in the near future. And given the county’s staunch stance regarding its historic bridges, this bridge will remain in its place for many generations to come.
The second one goes to the Bergfeld Pond Bridge in Dubuque. This span was one of the nine spans of the 1868 bridge that had spanned the Mississippi River for 30 years before it was dismantled and the spans were dispersed all over the country. This one is in its third home, as it used to span Whitewater Creek near Monticello before its relocation to its present spot in 2006-7. The next question is: what happened to the rest of the spans? The Chronicles will have an article on this unique span in the near future.
Photo taken by the author in September 2010
And the last one goes to the Lincoln Highway Bridge in Tama in Tama County. The bridge was built by Paul Kingsley in 1915, two years after the Lincoln Highway, which the bridge carried this route for many years, was created. Its unique feature is the lettering on the concrete railings, something that cannot be found with any other concrete bridge in the US, or even Europe. The bridge was part of the 100th anniversary of the Lincoln Highway celebrations last year and will surely have a celebration of its own in 2015, the same year as the 100th anniversary of the Jefferson Highway, which meets the Lincoln Highway at Colo, located west of this bridge. As James Baughn commented through his bridgehunter.com facebook page: “It is a true crime to visit Iowa and NOT photograph this bridge.” This one I have to agree.
Photo taken by S. Moeller. Public domain through wikipedia
International:
Fehmarn Sound Bridge in Schleswig-Holstein, Germany: Spanning the channel connecting mainland Germany and Fehmarn Island, this 1963 bridge was unique for it was the first bridge in the world to use the basket-style tied arch design. It has since been recognized a national historical landmark. Yet another unique bridge in North Rhine-Westphalia received larger recognition this year, and because this bridge type was used extensively beginning in the 1990s, this bridge fell to the wayside. Yet it at least deserves this honor for the work engineers and construction crews put in to make this span possible, especially as it is one of the key landmarks to see, while visiting northern Germany. The bridge still serves rail and vehicular traffic today, albeit it will receive a sibling in a form of another crossing that will connect Fehmarn Island with Denmark, thus eliminating the need for ferry service and completing the direct rail connection between Berlin and Copenhagen through Hamburg and this location. Construction is expected to begin in 2018.
BIGGEST BONEHEAD STORY:
International:
St Jean Baptiste Bridge in Manitoba, Canada. What is much worse than replacing a historic bridge against the will of the people? How about tearing down a historic bridge that is a key crossing to a small community and NOT rebuilding it. This is what happened to this three-span polygonal Warren through truss bridge in February 2013. Extreme hot weather combined with flooding from the rains in the fall of 2012 undermined the easternmost abutment and bank of the crossing, prompting officials in Winnepeg to not only close down the bridge, but dropped the entire structure into the Red River of the North. The implosion occurred in February 2013. This has created widespread pandemonium not only because of its historic significance (it was built in 1947), but because of the detour of up to 50 kilometers either to Morris Bridge or to Dominion City to cross the river. There is still no word from Winnipeg regarding whether or when the bridge will be rebuilt, angering them even more. A sin that is not forgiven, and politicians making that unintelligent decision will most likely be voted out of office in the upcoming parliamentary elections, if they have not been relieved of duties already.
Note: A new bridge would cost up to CDN $60 million and take five years to build.
Europa Bridge in Rendsburg, Germany.The incident in Canada far eclipses the incident involving the 42-year old bridge crossing the Baltic-North Sea Canal, where crews closed most important crossing connecting Flensburg and Denmark in the North with Hamburg and the rest of Germany in the South. And this during the peak of summer travel in July! While trying to squeeze across using the tunnel carrying a main street through Rendsburg, the closure left travelers with no choice but to use the rail line and the Rendsburg High Bridge. You can imagine how crowded the trains were at that time. Given the fact that the A-7, which crosses this bridge, is the main artery slicing through Germany, many residents are still scratching their heads and demanding the logic behind this abrupt closure of an important link between the south and north.
USA
Ponn Humpback Covered Bridge: Arsonism overtook the theft of metal components from bridges as the number one culprit that has either severely damaged or even destroyed historic bridges. At least a dozen reports of vandalism and arson on historic bridges were reported this year in Ohio, Pennsylvania, Michigan and even Iowa. What gets people to set bridges made of wood, or metal bridges with wooden decking is unknown, except for the fact that their ignorance is hurting the counties that maintain them as tourist attractions. The Ponn Humpback Covered Bridge in Vinton County, Ohio is a classic example of one of those victims of arson. Built in 1874, the bridge used to be one of two in the country with an arched bridge deck until fire engulfed the bridge in June 2013. This five years after the county had spent over $300,000 in restoring the bridge by adding a new roof and improving the trusses and decking. Police are still looking for the perpetrator to this day and more information about the incident can be found here. It’s unknown whether this bridge will be rebuilt, especially as there is a steel pony truss bridge built alongside the structure to accommodate traffic.
I-5 Skagit River Bridge in Washington: Not far behind the theme of arson is the collapse of the I-5 Skagit River Bridge in Washington state, which occurred in May 2013. A semi-truck exceeded the vertical clearance limit on the portal bracing of this 1950s through truss bridge, sending part of the bridge into the water. While the driver was not cited, it sparked a debate on how to deal with through truss bridges with many people wanting them taken off the roadways for good. One state senator even went further by advocating the elimination of the Section 106 and Environmental Impact Survey requirements for bridge replacement. Both of these are way too expensive and, as a political science professor at the University of Jena would say: “It will just not happen.” So we’re going to end this topic by travelling to a through truss bridge on any highway- on a reduced load- and cross it, appreciating its grace and beauty!
Ft. Lauderdale Railroad Bridge: There are many reasons why No Trespassing signs are posted on railroad bridges. Add this incident involving a railroad bridge in the Florida community. A 55-year old woman, walking home from her breast cancer walk, found herself hanging onto dear life from a bascule bridge that had lifted to allow ships to pass- and getting a pose in the process from thousands of onlookers who took pictures and posted them onto the social network pages! Being dressed in pink and in an outfit like that probably made many people react in strange way, but for her, it probably made her day. Fortunately she was rescued by fire crews, but it redefined the meaning of No Trespassing, which now ranks up there with being photographed by automated cameras in Europe if exceeding the speed limit on the motorways. Do as expected, or expect to shamed in the media! More on the story here.
SALVAGEABLE MENTIONED:
Photo taken in August 2011
Roof Truss Bridge at FW Kent Park in Iowa: This crossing has a unique story. The truss bridge was built using the steel trusses from a vintage automotive dealer in Iowa City, four miles east of the park, which were found in the ditch along the road in the late 1980s and converted into a bridge to serve the pedestrian path encircling the lake. The bridge is a must see, as it is located on the north end of the lake and is one of nine truss bridges that makes the core of the park. Click here for more about this story.
Honorably Mentioned
New Bennington Bridge in Vermont: Technically, this bridge should have gotten this award for it featured a one of a kind Moseley iron arch span whose superstructure was found along the road in the ditch, cut in half and was put together as a truss bridge now serving a park complex. Yet the difference is the creativity aspect, for this salvaged and restored span had once been a bridge before it was taken out of service. Hence its nomination in the Ammann Awards for Best Bridge Preservation Practice. It would not be surprising if these two bridges won their respective awards for 2013.
WORST EXAMPLE OF HOW TO PRESERVE A HISTORIC BRIDGE
View inside the bridge. Photo taken by Steve Conro, released into public domain through http://www.bridgehunter.com
New Castle Bridge near Oklahoma City:The 10-span Parker through truss bridge was a victim of a double-tragedy: a tornado that destroyed two of the spans and the demolition of all but one span, as directed by the local and state governments. It is unclear what the plans are for the remaining span, yet this act falls in line with eating up all but the head of the gingerbread man. A tortuous loss that should have gone one way or the other: dismantle and store the remaining trusses for restoration and reuse or tear down the whole structure and risk receiving the Bonehead Award for 2013, which was given to the arsonists who succeeded all the way in this type of business.
BEST EXAMPLE OF HOW TO PRESERVE A HISTORIC BRIDGE
USA:
The Petit Jean Bridge in front of Danville City Hall. Photos courtesy of J. Randall Houp
Petit Jean Bridge in Arkansas: While looking at this 1880 bowstring arch bridge, one would say that it is a typical vintage bridge that deserves to be honored, even if it is demolished with the information being placed in the books. Yet apart from its history with an infamous lynching incident in 1883 that scarred Yell County, the Petit Jean Bridge receives this award and is in the running for the Ammann Awards for Best Preservation Practice for a good reason: It is the only bridge in the state, let alone one of a few rare bridges that was relocated more than one time in its lifetime- and still retained its original form! The bridge was relocated three times, including one to its final resting point this past October: in front of the Danville City Hall to be part of a city bike trail network. If the Petit Jean Bridge wins the Ammann Awards in addition to this one, it will be because of the care that the county took in relocating and restoring the bridge multiple times. What other historic bridge can make this prestigious claim?
International:
Three bridges in the UK have received the Smith Rewards for the best example of preserving a historic bridge. The first one goes to the Llangollen Chain Bridge in the Northeastern Part of Wales. The cantilever suspension bridge was built in 1929, even though the crossing has a 200-year tradition, yet it was closed to all traffic 30 years ago due to safety concerns. Since that time, efforts were undertaken to raise funds for restoring and reopening the structure connecting the Llangollen Canal and the railway. This was successful and the bridge is currently being restored, awaiting reassembly this year. The second one goes to the Whitby Swing Bridge in North Yorkshire, a duo-span deck girder swing bridge that underwent renovations totaling £250,000 last year to redo and waterproof the electric wiring, strengthen and paint the girders. It worked wonders for while flooding this past December left the swing spans in the open position, no damage was done to the electrical wiring and the superstructure itself. Something that people can take pride in and show others how restoring a swing bridge can actually work. And lastly, theSutton Weaver Swing Bridge, located near Chester (England) is currently undergoing an extensive rehabilitation to rework the swing mechanism, strength the Howe trusses and improve the decking for a total of £4.5 million, with the goal of prolonging its lifespan by 50 years. The preparations for this project was herculean for a temporary span was constructed prior to the closure of the 90-year old structure, for the bridge provides the only vital link between the two communities. Once the bridge reopens next year, it will show to the public that the project and its difficulties in arrangement and processes was really worth it, especially as the people of the two communities have a close relationship with the bridge.
For more information on these bridges, click on the links marked in the text. As you can see in the selections, it is just as difficult in choosing them as it is for people voting for the candidates for the Ammann Awards. Yet despite the fear that 2013 would usher in the year of destruction of historic bridges- and we’ve seen a lion’s share this year- it actually was a good year for many unique examples were restored for reuse, marking a sign that the interest in historic bridges is huge- both in the United States, as well as elsewhere. How 2014 will take shape depends on numerous factors, which include the interest in historic bridges, the increasing number of preservationists and technical personnel willing to restore them, and lastly the financial standpoint. There was speculation that the Crash of 2008 in the US marked the end of the preservation movement, yet that did not seem to move the people whose close ties with these structures remain steadfast. If communities cooperate with private groups and provide support towards preserving the remaining historic bridges, as seen with the Bunker Mill, Riverside and Green Bridges, then there is a great chance that they will receive new life and will be greeted by the new generations interested in them. Without cooperation and funding, the structures will simply sit there rotting until they are swept away by the ages of time.
On to the results of the Ammann Awards; even though the deadline is January 11th to submit your votes, the results will be given out on the 13th. Stay tuned.
Leo Frigo Memorial Bridge in Green Bay, Wisconsin: One of many bridges that was in the news because of a collapse of an approach span. Photo courtesy of Robert Thompson, used with permission
Aside from new categories for the 2013 Othmar H. Ammann Awards, the Smith Awards, where the author picks the best and worst news in the world of (historic) bridges, also has a new category that will be featured this year. With all the bridge disasters that have happened so far this year, caused by Mother Nature, recklessness and freak accidents, the Smith Awards will introduce the category for Spectacular Disasters. And unlike other categories for the Smith Awards, you will have an opportunity to vote to see which story should receive the award. Already nominated for this year’s Award includes the following (click on the link for more details):
Do you have any other bridge disaster stories that are worth nominating? If so, you have until December 1st at 12:00am Central Standard Time to submit your stories to Jason Smith at the Chronicles at flensburg.bridgehunter.av@googlemail.com. The nominations are open to all bridges in the US, Canada, Europe and elsewhere, and you must include a link to the bridges, so that people can have a look at the entries and vote for them. Bridges destroyed by arson are not included for they belong to the Bonehead Category. Voting will commence at the same time as with the Ammann Awards and the winners will be announced the same time as the winners will be announced- namely before Christmas.
This year has been an unusual year as far as bridge disasters are concerned for they have affected all bridges, young and old and regardless of bridge type. We’re hoping that we can work to address the safety on the bridges, which starts off with maintaining them to ensure that they are safe to cross. Then it is followed by addressing the rules of crossing them, and lastly ensure that their importance in history and as a reference to bridge building is stressed. Only then will disasters like these (and more entries to come) can be avoided.
This is a blog about my project of visiting every bridge over the Genesee River and what I learned about the history, structure, and natural surroundings of each bridge.
The Bridgehunter's Chronicles 
