THE PRESERVATION OF HISTORIC BRIDGES
(paper prepared for the 8th
Historic Bridge Conference – Columbus ,Ohio – April 2008)
By Allan King Sloan
Thanks to enthusiastic supporters of historic bridge
preservation, there is an emerging awareness of the value of saving old bridges
on the part of citizens and communities all over the country. While not designed
and built to serve the needs of modern traffic, many of these structures
continue to provide useful service and are recognized as amenities rather than
problems or hazards to the communities in which they are located. Many of these
old bridges may be an integral part of local history or may be historic in terms
of their design and engineering characteristics, or both. Efforts to preserve
them has not been easy and, indeed, most of the iron and steel bridges in the
country built in the great period of economic growth and expansion after the
Civil War have long since disappeared. However, there are some interesting
examples of successful efforts at preservation which are worthy of mention and
possible emulation.
This paper will focus on the efforts to preserve bridges
built by the King Bridge Company of Cleveland, Ohio. It was founded by my
great-great grandfather, Zenas King in 1858, and later run by my great
grandfather, James A. King and his younger brother, Harry Wheelock King, after
Zenas died in 1892. By the late 1890s the company claimed to have built over
10,000 bridges all over North America. The company started building simple
wrought-iron bowstring bridges in the 1860s and 70s, then went on to build
standard trusses and a variety of movable bridges later on. They became a
specialist in cantilever bridges and even built a notable suspension bridge in
St. Louis. By the turn of the century, they had built a number of bascule
bridges, trestles, and scores of solid beam girders for the railroads. During
the six decades the company was in business, it experienced vast changes in the
technology and business operations of the independent bridge builders and by the
early 1920s, its functions had been taken over by the big steel companies,
highway departments, and large civil engineering firms, some of which were “spun
out” of the company.
However, King bridges from each of these eras still
exist. Over the past few years a number have been preserved. Some have been
fixed up to continue to serve vehicular traffic; some have had traffic removed
and are now used as key elements of parks and other local amenities; some have
been physically removed to a new location to provide a new and different
function; some bridges built for the railroads now serve as features of hiking
and biking trails; and some historic bridges have been carefully maintained to
serve traffic as well as to represent the engineering and design concepts of
earlier bridge-building art.
In each of these cases, a particular dynamic of
socio-political forces have come into play that have made the project
successful. While the technical and engineering solutions to preserving old
bridges are often relatively easy and straightforward, the “politics” of
preservation is often more complicated. Yet it is the essential ingredient in a
successful preservation program. By far the easiest course for the owner of most
old bridges be it a town, county or state highway department (or a railroad
company) is to remove them when no longer able to carry modern traffic. The
tougher decision is to preserve them which may involve safety and liability
issues as well as pressure to “modernize”. The following are the stories of some
old bridges that have successfully dodged extinction and have found new life.
SCENARIO #1 –FIX-UP INSTEAD OF REPLACEMENT
There are some communities in which the local highway
authorities, with the strong support of the affected community, decided to fix
up old bridges to continue to carry normal traffic instead of replacing them.
While this is generally a rare occurrence, there are three recent examples that
buck the trend.
In Hopewell Township, New Jersey, the oldest bridges in
this suburban community in Mercer County (near Princeton and Trenton) are two
King through trusses which “history-conscious” local citizens wanted to keep
operating instead of replacing with modern structures.
The Bear Tavern Road Bridge (1)
built in 1882 is a Pratt truss that carries a
relatively high volume of auto traffic for an old bridge but has remained in
good enough shape for the Mercer County Highway Department to reinforce
abutments and replace the stringers and flooring to keep it in operation. The
Mine Road Bridge built in 1885 is the other Pratt truss that still
carries vehicular traffic and has needed little structural alteration over the
years. Both bridges have earned the affection of the local citizenry and have
been the subject of study by local school children interested in their
preservation. Given their status in the community, it was easy for the Mercer
County highway engineers to justify their rehabilitation instead of replacement
as the best solution.
(1)
The Bear Tavern Road Bridge during and after rehabilitation
In Marion, Virginia, an 85-foot Pratt through
truss, called Happy’s Bridge (2) built by the King Bridge Company in1885,
connects a road intersecting Main Street in downtown across a small river with a
riverside park and some other public buildings. The local community decided it
wanted to keep rather than replace the old bridge and in 2005 it was
rehabilitated as a joint venture of Virginia DOT and the Town of Marion for
total project costs of $481,088, 80% funded by the state through Federal T-21
grant money and 20% by the town. The reopening of the bridge was a cause for a
community celebration that provided an excuse for owners of old wagons and cars
to proudly parade their vehicles.
(2) Happy’s Bridge before and after restoration
In Lewis and Clark County, Montana, the
Dearborn River High Bridge (3) is a unique four span 160 foot deck truss
listed on the National Register of Historic places. It was built by the King
Bridge Company in 1897. Located in a spectacular site on a remote county road in
the foothills of the Rockies, it is not particularly well known to local
inhabitants who would have little reason to use it. However, the historian of
the Montana Department of Transportation, Jon Axline, was able to persuade his
peers that this historic structure was well worth preserving, and in 2003 the
department contracted with HDR Engineering to do the repair of the truss
components, piers, decking and abutments with spectacular results.
(3) The Dearborn River deck truss restored
The more likely scenario to preserving an old bridge
is by insuring that the structure is taken out of harm’s way; that is removing
it from an active of vehicular traffic system This can occur either if the
location of the bridge lends itself for a non-traffic use as part of an
“amenity” or if it can be relocated to a “safe” location. There are a number of
recent examples of each of these situations.
SCENARIO #2 – USING THE BRIDGE IN AN “AMENITY PACKAGE”
A number of communities have used their old bridges in
projects to create an “amenity package.” This may include reducing or
eliminating their use for vehicular traffic, turning them into pedestrian
facilities, or integrating them into parks or public spaces. Three of these
have been undertaken recently in upstate New York.
In Chili Mills, Monroe County, the Stuart Road Bridge (4)
is 74-foot bowstring sitting adjacent to a picturesque mill pond surrounded
by the original buildings carefully tended to for years by the Wilcox family,
the owners of the mill site. It has been known to the locals as the “Squire
Whipple” bridge in honor of the inventor of this bowstring design and was built
by the King Bridge Company in 1877. It has played a role in an annual village
celebration of “the Squire” in full period dress. After persistent efforts of
the Wilcox family and their friends, the Monroe County Department of
Transportation undertook the rehabilitation of the bridge in 2002 using their
own manpower and at minimal cost.
(4) The Stuart Road Bowstring restored
In Newfield, Tompkins County, the Beech Road Bridge
(5) is a 54-foot Zenas King patented Bowstring and one of two historic
bridges in this village near Ithaca. The covered bridge in the center of the
village has long been celebrated. The bowstring built in 1873 had not been
subject to the same esteem until recently. Long closed to vehicular traffic, the
bowstring plays and important role as a pedestrian crossing of a deep ravine,
particularly for school children. For years the responsibly for the upkeep of
the bridge was debated between village and county officials until a local ad hoc
citizens group headed by local citizen, Karen Van Etten, organized the effort to
rehabilitate the structure. After years of lobbying and fund raising, the
bowstring was and rehabilitated in 2004 and the grand reopening covered by the
New York Times. The project costs of $77,000 were contributed by the
county with funding from Historic Ithaca, the local historic preservation
organization. As a follow up, a local land owner has contributed property next
to the bridge for a new village park.
(5) The Beach Road Bowstring before and after restoration
In Canton, St. Lawrence County, the Grasse River
Bowstring (6) is a long-abandoned 1870-vintage King tubular arch
bowstring across the Grasse River near the center of this college town. It has
the potential to provide pedestrian access to an island in the middle of the
river which a local preservation group, the Grasse River Heritage Area
Development Corporation, is creating a park celebrating the industrial history
of the town. Rehabilitation will allow the bridge to be used as pedestrian
access to river islands once populated by mills. The bridge and island
restoration was funded by a grant of $177.353 from New York State and $110,000
raised by the Development Corporation from local citizens. Barton and Loguidice
Engineering of Syracuse managed the project starting with the rehabilitation of
the bowstring completed in November, 2007.
(6) The Grasse River Bowstring rehabilitation underway
In River Edge, Bergen County, New Jersey, a
110-foot Pratt swing bridge was built by the King Bridge Company 1889 and known
ironically as “New Bridge” (7). It is listed on the National Register of
Historic Places. Owned by the county, it was rehabilitated some years ago to
serve as a pedestrian crossing over the Hackensack River. It connects to the
headquarters of the Bergen County Historical Society at Steuben House, an
important historical site dating from the War for Independence to a town park on
the other side of the river. Although now stationary, the mechanical elements of
the turntable used to move the bridge (by hand) are still in place.
(7) The New Bridge at River Edge before and after
restoration
In Unadilla, New York, a two-span Pratt
through truss bridge crosses the Susquehanna River in the hamlet of Wellsbridge
(8), located adjacent to State Route 44. When the bridge became unsuitable for
modern traffic, state highway officials, in their wisdom, decided to leave the
old bridge in place and build the new bridge in a parallel alignment. The result
is an interesting combination of old and new structures with the King, built
1886 trusses providing a pedestrian crossing and viewpoint for river watching.
For “safety” reasons, the old bridge’s capacity has been restricted to only
eight people at a time. In the view of some local bridge enthusiasts, this
prevents its use as a place to watch rafting and other river sports, a major
attraction in the area.
(8) The old spans at Wellsbridge beside the replacement
bridge
SCENARIO #3 – MOVING TO A NEW SITE
A number of interesting examples of old bridges were
moved to new locations to insure their preservation. These efforts pose a number
of logistical problems and sometimes require heroic efforts, but the results are
often spectacular.
In Jones County, Iowa, the Hale Bridge (9)
a Zenas King patent bowstring comprising two 80-foot spans and one 100-foot span
was built in 1879 and listed on the National Register and in HAER. On
Wednesday, March 8, 2006, Iowa Army National Guard Chinook helicopters moved the
rehabilitated trusses from the staging site to their new home at the
Wapsipinnicon State Park in Anamosa This landmark event drew an excited crowd of
Iowans and was covered by the History Channel’s new series MEGA MOVERS that was
aired on June 27, 2006, as well as the New York Times and the local
press. The restoration was completed in late summer of 2006 and the bridge now
serves as the new entrance to a hiking and biking trail in the park. The Jones
County Historical Society headed by Rose Rohr took the lead in organizing and
orchestrating this highly successful multi-year bridge preservation effort in
which a large number of state and local governmental agencies were involved.
(9)The spectacular relocation of the Hale Bridge,
Anamosa, Iowa
Ashtabula County in northeastern Ohio is known for
its historic covered and iron bridges. The Mill Creek Road Bridge (10) is
a 104-foot Pratt Through Truss built by the King Bridge Company in 1897
that was rehabilitated and relocated from Mill Creek Road to the Western Reserve
Greenway Trail. The project was supervised by the Ashtabula County engineer’s
office and Union Industrial Co. of Ashtabula was the contractor. The project
cost included $81,311 for removal and disassembly and $ 209,570 for structural
rehabilitation for a total of $291000. The Grand River Partnership, a private
group devoted to the protection and enhancement of the rivers in northeastern
Ohio, hopes to protect a similar bridge on Johnson Road by including it in a
scenic easement being acquired on adjacent land along the river.
(10) The Relocated Mill Creek Bridge, Ashtabula County
In Northport, Alabama, the Black Warrior
(Espy) Bridge (11) is a single 203-foot bowstring built in 1882 as part
of a three span bridge across the river that was removed many years ago to a
remote location in the county. It is the oldest iron bridge in the state. Now it
is being relocated back to near its original location on the levee system in
Northport as part of a walking trail system. Funds are being provided by the
Alabama DOT using Federal T-21 money with 20% to be provided by the City of
Northport. This effort has required years of hard work by the Friends of
Historic Northport, a local citizens group led by
Ken Willis and others which had to develop the concept for relocating the
structure, raise money, and persuade the public authorities to undertake the
project. Plans for the disassembly and moving of the bridge have been completed
and the project is finally underway at an estimated cost of about $115,000.
The civil engineering department of the University of Alabama is also assisting
in the program.
(11)The Black Warrior Bridge awaiting relocation
While moving an old bridge to a new location requires a
substantial logistical effort, local acceptance, and cost, there are other
situations in which an old structure abandoned for its original use can still
serve a new function. This is particularly true of railroad bridges that have
been left standing after the rail services have been terminated and current
owners are willing to change the function of the structure.
SCENARIO #4 – CREATIVE USE OF OLD RAILROAD STRUCTURES
As the importance of nation’s railroads have faded, there
are a number of abandoned or underutilized bridges of various types that have
been put to new use, particularly as part of “rails to trails” and similar
programs. A number of old King bridges have been in this situation.
In Venango County, Pennsylvania, the Belmar Bridge
(12) is a 1,361-foot long structure built for the Jamestown, Franklin and
Clearfield Railroad in 1906 by the King Bridge Company under a subcontract to
the Thomas McNally Company of Pittsburgh. The bridge is now part of the East
Sandy Creek Bicycle Trail operated by the Allegheny Valley Trails Association
and offers panoramic views of the Allegheny River and the surroundings. 
(12) The Belmar Bridge across the Allegheny River
There are other examples of rail to trail
conversions, including the Tunnel Hill State Trail in Southern Illinois between
Harrisburg and Karnak. Five King bridges originally built in 1912 for the Old
Big Four Railroad are now used by hikers and bikers through one of the most
picturesque areas of the state. The trail itself recognizes a variety of
railroad bridge engineering.
In Ulster County, New York, the King Bridge
Company built a 925-foot trestle across Esopus Creek in Rosendale for the
Wallkill Valley Railroad in 1895, called the Rosendale Viaduct (13). When
all service on this line was abandoned in 1976, a local railroad enthusiast and
entrepreneur, John Rahl, used his research of state law regarding railroad
abandonment to purchase the structure and eleven miles of adjacent rail bed for
a minimal cost and converted the viaduct for pedestrian use as part of the
Wallkill Valley Rail Trail.
The bridge is in good condition and has been equipped with wooden
planking and railings so that people can walk out onto the bridge to take in the
spectacular views across the valley and the Hudson River beyond. The viaduct is
considered to be unique landmark and an asset to the village of Rosendale.
(13)The Rosendale Viaduct pictured in an1890s King
Bridge Co. catalogue and today
In St. Francisville, Illinois, the Wabash Cannonball
Bridge (14) built in 1906 once carried the famous Wabash Cannon Ball
train across the Wabash River. When the railroad abandoned the line, the bridge
was purchased by a local farmer to haul his produce across the river but is now
owned and maintained by the town of St. Francisville as an historic artifact.
Its one lane is still open for trans-river vehicular traffic.
(14) The Wabash Cannonball Bridge today
Two imposing bridges built for the New York Central
Railroad on the Buffalo to Rochester line by the King Bridge Company are still
standing. The first is a 124-foot Deck Truss Bridge (15) across the New
York State Barge (Erie) Canal in Lockport, near Buffalo. It was built in
1902 and is still used today for occasional passenger excursion and local
freight trains. Tom Callahan owns the old water works facilities adjacent to the
canal for development as an exhibition of historic hydraulic technology. He is
leading efforts to restore the footbridge along side the track, traditionally
one of the best places to view the five step locks of the canal, one of the
areas important tourist attractions. The second is the 304-foot Hojack Swing
Bridge (16) near the mouth of the Genesee River in Rochester, built in 1905 and
abandoned in 1993. Despite the valiant multi-year effort of a group of local
preservationists headed by Richard Margolis, the U.S. Coast Guard has ordered
the removal of the bridge, as it is no longer used for transportation and is a
“hindrance to navigation”. Public officials in Rochester have shown remarkable
indifference to the preservation of this fine example of swing bridge
technology. Since the costs to the owner (CONRAIL) of its removal will be
substantial and the impact on the river of the removal of the turntable
substructure unknown, the bridge is still in place.
(15) The Deck Truss at Lockport
(16) The Hojack Swing Bridge at Rochester
Fortunately, there are communities that appreciate the
value of their old bridges and have taken measures to insure their protection
and continued use, even if extensive maintenance and rebuilding is required.
Cleveland, the home of the King Bridge Company, and New York City, which was in
effect created and developed by its historic bridges. Two King built bridges
represent the best of this tradition.
SCENARIO #5 – CARE AND MAINTENANCE OF IMPORTANT BRIDGES
In Cleveland, Ohio, the Center Street Swing Bridge
(17) is a famous bob-tailed swing bridge built in 1901. It is now part of
the Cleveland’s impressive inventory of historic bridges, three of which were
built by the King Bridge Company. It still functions as a vehicular crossing of
the Cuyahoga River providing access to the entertainment complex in the Cuyahoga
River Flats. It is historically important, both for its design and role as a
working swing bridge. It is often described in historic bridge literature and is
kept in operation through the enlightened maintenance program of the city’s
bridge engineering department.
(17) Cleveland’s Center Street Swing Bridge today
In New York City, the University Heights Swing
Bridge (18) crossing the Harlem River at 207th Street in Manhattan to
West Fordham Road in the Bronx, began life as a swing bridge across the Harlem
Ship Canal at Knightsbridge Road in 1895 and was featured in the King Bridge
Company catalogues of that era. To make room for a larger bridge that would
carry the Broadway subway line across the canal, this bridge was loaded on
barges and floated to its present site in 1905 and reconstructed with new piers
and approaches. The bridge was considered to be a significant engineering and
architectural structure was awarded landmark status in 1983 by the City’s
Landmark Preservation Commission. The bridge now serves both vehicular and
pedestrian traffic moving between the Inwood Community in Upper Manhattan and
the Fordham University area in the Bronx, and a visit to the bridge is well
worth the experience.
(18) The Harlem Ship Canal Swing Bridge pictured in the King Bridge
Company Catalogue
(18) The University Heights Bridge today
SUCCESS FACTORS IN OLD BRIDGE PRESERVATION
These examples of preservation efforts each represent one
or a variety of factors that have been key to a successful outcome. While these
examples are selective and do not necessarily represent the universe of
successful programs, they do demonstrate the main characteristics that appear to
be essential. These are:
1.
THE NEED FOR A “CHAMPION”
It is clear that these preservation efforts would never
have been mounted unless there was a “champion” leading the charge. This
champion might be a local historical or environmental group, a dedicated
individual with lots of energy, patience and fortitude, an enlightened local
highway department, state DOT, or an engineering firm willing to undertake
projects with often modest funding. These champions must be willing to work hard
to understand the “politics” of the situation, organize community support, find
funding sources, pull strings, and make sure the process works. Without such a
champion, most efforts will fail.
2.
AN APPROPRIATE “SETTING” AND “ENVIRONMENT”
There needs to be the realistic opportunity for the old
bridge to be put out of harms way (ie, not put in the position of continually
having to carry high volumes of modern traffic, unless extensively rebuilt).
Public parks or reservations, riverside conservation areas, hiking-biking trails
give the old bridge a chance to become a local “amenity” rather than a traffic
bottleneck, a danger point, or an eyesore. If the bridge is still to be used for
traffic, restraints and restrictions have to be honored, particularly by the
drivers of large and heavy vehicles.
3.
A “SYMPATHETIC AND SUPPORTIVE” LOCAL COMMUNITY
Local village, town, city or county officials must be
supportive rather than hostile to the preservation effort. They must recognize
the potential role the bridge can play in enhancing the community’s image and in
celebrating its history The indifference or hostility of local, county or state
highway officials can be a serious impediment to old bridge preservation It is
often the role of the “champion” to lobby for this support with whatever methods
of persuasion are available..
4.
FUNDS FOR PRESERVATION
In the preservation efforts noted above, the level of
funding required for preservation have ranged from minimal (Chili Mills) to
moderate (Mercer County’s annual maintenance program for the Hopewell bridges)
to major (for the large relocation efforts ( in Iowa). Funds have come from a
variety of sources with Federal Transportation Act T-21 funds playing a key role
in large projects. Local taxes and funds raised by private non-profit
organizations like historical and environmental groups are very important
catalysts for obtaining public funding. Bundling old bridge preservation funding
in with larger park development programs (Canton, New York) is often a good way
to get adequate funding levels. However, unless those officials who control
major funding sources are brought on board, the preservation efforts will be
hard to achieve.
5.
THE HISTORIC BRIDGE FRATERNITY HAS AN IMPORTANT ROLE TO PLAY
Putting the old bridge into its appropriate historical
context is most often a key factor in justifying efforts to preserve it. The
members of the historic bridge fraternity are the holders and purveyors of this
information. Federally mandated state-wide historic bridge inventories are often
a good starting point for a particular preservation program, but being included
on an historic bridge list does not guarantee survival. The growing number of
bridge preservationists are now connected through the internet. Websites created
by Nathan Holth, James Baughn, Daniel Alward and others are extremely important
in flashing the warning signals when an old bridge is in danger. Local champions
need to be supported by the historic bridge fraternity in their efforts to
justify preservation by providing “bridge history” to supplement to role of the
bridge in “local history”. Both types of justification are usually needed for
success.
In the successful examples cited above all five of these
factors were favorable. Where one or more of these factors are missing, the
efforts are most often frustrated.
Author’s note:
In preparing this paper, the preservation examples
selected are those in which I have some direct personal knowledge, including
visits. Thus they are heavily concentrated in New York, Ohio, and other eastern
states which are near my home base. There are many other examples that should be
included in any complete list of successful preservation efforts, particularly
in Texas, (The Faust Street, Moore’s Crossing, Alton in Denton, and the Bullman
Bowstring bridges) Indiana (The Boner Bowstring, Madison, and Atterbury
bridges), Michigan (the bridges in Allegan and Belle Isle), Kentucky (the
Singing Bridge in Frankfurt and the Bowling Green Bowstring), Minnesota, (the
Merriam Street Bridge), Wyoming, (the Fort Laramie Army Bridge), as well as
Iowa, Missouri, Nebraska, Kansas, Arkansas, and even Nova Scotia. Historic
bridge preservation programs in many of the Midwestern states have very strong
backing from State DOTs. This has been important in the number of successful
programs implemented there.
Photo Credits;
1.
The Bear Tavern Road Bridge – Charlotte Pashley and A.K.Sloan
2.
Happy’s Bridge –A.K. Sloan and S.Wilson – Thompson&Litton
3.
Dearborn River Bridge – Montana State Department of Transportation
4.
The Stuart Road Bowstring - A.K.Sloan and J. Stewart
5.
The Beech Road Bowstring – A.K.Sloan and N.Holth
6.
The Grasse River Bowstring –J.Stewart and Grasse River Heritage
7.
The New Bridge at River Edge – Bergen County Historical Society and A.K.
Sloan
8.
Old spans at Wellsbridge –J.Stewart and A.K.Sloan
9.
The Hale Bridge relocation – A.K.Sloan, Cedar Rapids Gazette, and Jones
County Historical Commission
10.
Relocated Mill Creek Bridge – A.K.Sloan
11.
The Black Warrior Bridge – K.Willis
12.
The Belmar Bridge – D. Alward – Venangoil website
13.
The Rosendale Viaduct – A.K. Sloan
14.
The Wabash Cannonball Bridge – P. Kennedy
15.
Deck Truss at Lockport – A.K.Sloan
16.
The Hojack Swing Bridge – A.K.Sloan
17.
Center Street Swing Bridge – W.Vermes
18.
The University Heights Bridge – A.K.Sloan
