New Uses for Old Bridges

Under Section 106 of the National Historic Preservation Act, federal agencies must consider the effect of their projects on historic properties which are defined as resources listed in or eligible for listing in the National Register of Historic Places. It is the role of the Pennsylvania State Historic Preservation Office to participate in consultation with the federal agency to seek ways to avoid or minimize adverse effects of projects on historic properties.

Historic bridges are one of the most common property types affected by federal projects. When a bridge cannot be rehabilitated to meet local traffic needs, the Pennsylvania Department of Transportation (PennDOT), acting on behalf of the Federal Highway Administration (FHWA), is required to seek alternatives to the demolition of the bridge that enable its preservation or rehabilitation for another use. Alternatives to demolition could include adaptive reuse of the bridge for pedestrian or bicycle use, preservation of the bridge in its current location (for use as a tourist attraction or park), or relocation of the bridge to a new location for use by another entity.

If a bridge cannot be preserved, then FHWA requires it be “marketed” prior to demolition. Marketing is an attempt to make the bridge available to a government, public entity, individual, or private group, that is willing to accept ownership. In turn, the recipient must be able to demonstrate the financial capability to rehabilitate and continue the maintenance of the bridge.

 While some bridge types have little potential for reuse, such as concrete or masonry spans, historic metal truss bridges are the most common candidates due to their ability to be dismantled and reconstructed.  To date, six bridges have been successfully marketed for relocation and use by the public on bike paths, nature trails, and state universities throughout Pennsylvania.

 When historic bridges are transferred out of PennDOT ownership, the new owner is required to maintain the bridge in accordance with the Secretary of the Interior’s Standards for Rehabilitation and Guidelines for Rehabilitating Historic Buildings. These guidelines provide for the preservation of the historic and architectural integrity of the bridge. For truss bridges, rehabilitation focuses on the preservation of the trusses and the connections between members.

There are real benefits to the reuse of historic bridges:

• Recycling a historic bridge is sustainable, eliminating the need for a new pre-fab structure.
• Adopting a historic bridge could be cheaper than building a new one. PennDOT will apply the estimated demolition costs for the bridge towards the rehabilitation, moving, and/or installation costs incurred by the recipient.
• Having a bridge as a component of a pedestrian or bicycle route adds character and can serve as an educational tool.

To find out more details on the bridge marketing program and a list of available bridges please go to http://paprojectpath.org/penndot-crm/bridges/bridges-for-sale. If you are interested in adopting a bridge and would like additional information about PennDOT’s bridge marketing program, please contact Kara Russell at krussell@pa.gov.

 

Green Bank Mill Bridge

This 1882 pin-connected Pratt pony truss bridge once carried Wawa Station Road over Chester Creek in Delaware County. The bridge was relocated in 2010 and now carries visitors across the Red Clay Creek to the historic Greenbank Mill and Phillips Farm. The bridge was relocated on the abutments of an 1885 metal truss bridge that was washed away in 2003 during Tropical Storm Henri. Source: Greenbank Mill Associates.

Green Bank Mill Bridge in new location

Greenbank Mill Associates Inc is a not-for-profit organization dedicated to preserving the Green Bank Mill National Historic District as a public museum, and expanding public knowledge of Red Clay Valley industrial, agricultural, and social history through on-site educational and recreational programming. The site is located outside of Wilmington, Delaware and includes a grist mill, textile factory, the 1794 Philips House, and a nineteenth-century farm with heritage livestock. For more information on the living history museum and programs, please visit http://www.greenbankmill.com/. Source: Greenbank Mill Associates.

Bollman Truss Bridge

Wendall Bollman was a designer of bridges for the Baltimore & Ohio Railroad. This pin-connected Warren truss originally carried the B&O over Wells Creek north of Meyersdale. By 1910, the bridge could no longer carry the newer and heavier locomotives and was recycled to carry vehicular traffic over the B&O. Source: Lawrence Biemiller.

Henszey Bridge

Henszey’s Bridge was originally designed to carry Main Street over Trout Creek in Slatington, Pennsylvania. In 1900, it was moved to Wanamakers, Lehigh County, to span the Ontelaunee Creek. Nineteenth-century wrought iron bowstring arch bridges of this type have all but vanished from the landscape. The bridge is listed in the National Register. The bridge was closed to vehicular traffic in 1987 after it was found that it could no longer support local traffic. Source: Lawrence Biemiller.

trucking henzsey

Central Penn College agreed to take ownership of Henszey’s Bridge in 2001. It was lifted from its home of 100 years and traveled to Griner Industries in Mount Joy where it was rehabilitated. Source: Lawrence Biemiller.

HenszeyBridgeRelocated

The newly rehabilitated bridge traveled across three counties to finally rest on the campus of Central Penn College in Summerdale, Pennsylvania. The bridge was converted to pedestrian use and is ADA complaint, complete with handrails. It retains its notable historic trusses and was set on concrete piers with formliners to replicate the old stone piers on which the bridge once rested. Source: Lawrence Biemiller.

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