Spanning The Industrial Revolution

This is the last of two posts that talk about the materials used in Indiana's historic bridges. From iron to steel in the last half of the nineteenth century, to concrete in the early twentieth century.

It only seems natural that the two earlier forms of bridges made of stone and wood would someday be emulated with man-made materials that would attempt to capture the benefits of their predecessors while offering improvements in strength and durability.

Truss bridges would be the first to experience this phenomenon, as the labor-intensive hand hewn wooden beams were replaced with components formed from cast and wrought iron, and later of steel. The benefits were numerous indeed...from allowing for larger and longer span that didn't require a roof and siding to protect the trusses from the elements, to components that could be manufactured in a factory and easily assembled at the site. This allowed for mass production of bridges that would help to improve the transportation infrastructure as a whole.

Where wooden trusses were limited to a handful of "trusted and true" types, the introduction of metal allowed for designers to experiment and look for constant improvements to reduce weight and save materials. Wood had definite limitations in form that was easily solved within it's metal counterpart. Although wooden covered spans would continue to be built on occasion into the 1920's, their heyday had pretty much passed by the early 1880's.

Warrick County can likely lay claim to the oldest metal bridge in the state.

The earliest metal spans started appearing in Indiana by the late 1860's, with Warrick County's 1869 Boner Road Bridge the oldest survivor today. This is a rare example of a Bowstring truss that was popular only into the 1880's. Thomas and Caleb Pratt's truss, on the other hand, would enjoy a popularity that would not be exceeded by any other type to come along. The Pratt truss was found in pony and through trusses and would also be transformed into many other variations over the course of it's existence. The Whipple truss was a Pratt that featured verticals that extended across more than one panel to allow for much longer spans with less weight. When designers looked to reduce material even more, the Camelback and Parker versions of the Pratt were introduced that featured polygonal upper chords. And when the railroads were looking for even stronger versions of the Pratt, they found that sub-dividing the panels within the trusses would give them what they needed. The Baltimore and Pennsylvania trusses were the results of their efforts.

A limited number of metal truss bridges remain in Indiana today. Sadly, the last quarter of the twentieth century saw about two-thirds of these remaining spans obliterated. Now we are scrambling to save the best examples of what remain, and fortunately Indiana is now one of the better states at working to accomplish this.

Dearborn County's incomparable Laughery Creek Bridge, the only triple-intersection Pratt truss remaining today. Often referred to as the "Triple Whipple".



The introduction of concrete would have even a bigger impact on the future of bridge building that has continued to this day. Concrete first appeared in the sub-structures of wooden and metal spans at about the turn of the century. Cut stone abutments were expensive and often cost more than the bridge superstructure. Concrete had actually been used by the ancient Romans in many of there structures but the technology was basically "lost" for centuries until the mid-1700's. Just why it's use in bridge building wouldn't surface for almost another 150 years is uncertain. It would quickly become evident that concrete abutments and piers offered great savings over their stone siblings.

It didn't take long for designers to discover that concrete could be used for much more than substructures. Concrete by nature is very strong when in compression but falls short under the stress of tension. Reinforcing bars (better known as rebar) were added to the concrete to give it the tensile strength needed for Indiana's first concrete arches. Although a couple pre-1900 examples may survive, large scale construction would begin in the first decade of the twentieth century. Arches were the first type of concrete span to appear, perhaps an emulation of the stone arches that were built in the previous century. But much like the metal trusses to the wooden ones, concrete spans would evolve past the arch design and take on many shapes and sizes even into modern day.

Many wonderful examples of historic concrete bridges remain in the state today, and like the metal trusses some are enjoying a revival through rehabilitation and continued use. Although moving a concrete span is rather impractical compared to a truss bridge, it is hoped that creativity can help to save the best survivors.

Wayne County's Teetor Bridge dates to 1912. A rehabilitation has been proposed.



I started writing this way back in December and I thank you all for your patience between this and my last one. Sometimes family and work constraints can distract one from the other pleasures of life.

Of Sticks And Stones

This is the first of two posts that talk about the materials used in Indiana's historic bridges. Wood and stone are the natural materials used in the state's oldest spans.

In man's earliest attempts to cross rivers and streams, available materials were limited and so ingenuity had to prevail. And it only seems natural that two of the most prevalent elements, wood and stone, would play a dominant role. Although the earliest wooden structures were found to be of limited longevity, substantial stone structures dating back several centuries remain today. The same holds true in the Hoosier state, where the oldest remaining documented bridges come from these materials. Although earlier simple open wooden spans were built, documents show that they typically only lasted a decade or so, or until the first big flood hit. It wasn't until more organized efforts were made to build these structures stronger and cover them with a roof and siding that any great longevity was realized.

Indiana's earliest stone bridges were built for railroads and canals. The Pike Street underpass of the Madison Railroad might be the oldest remaining, dating to 1837. It is located in the historic community of Vernon in Jennings County. The Camp Creek Bridge at Dupont in Jefferson County likely dates from the same period. Another very unique stone arch spans Burnetts Creek in Carroll County and has an interesting story. The little bridge was built about 1840 and originally carried the Wabash & Erie Canal across the creek. At some time after the canal failed, the bridge was converted for roadway use and now carries Towpath Road across the stream.

Today, with the exception of a bridge scattered here and there, the majority of Indiana's remaining stone arches exist in the Southeastern part of the state. Decatur, Franklin & Ripley Counties yield the highest concentration, with Decatur retaining well over two dozen of these spans. These range from tiny single spans to ones that have as many as 5 arches in them. Some of them look almost as good as the day they were built (late 1800's on most of these), while others have been badly altered to keep them in service. Today, thanks to Indiana's Historic Bridge Inventory, many of the nicer examples will hopefully be preserved for a long time.

Vernon Fork Stone Arch Bridge near Milhousen in Decatur County


Today, Indiana's covered bridges enjoy an almost enigmatic status...thanks largely in part to Parke County and it's rightful claim as the "Covered Bridge Capital of the United States". Around 90 of these quaint structures remain statewide, and most have been well cared for. Several of them are at the center of festivals which attract thousands of tourists to them each year, with the 10 day Parke County festival ranking as one of the largest in the US. Unlike Indiana's other types of historic bridges, it has been over 30 years since a covered bridge was willingly replaced with a newer span. Arson fires and Mother Nature have claimed the only casualties since the Moore Covered Bridge in Gibson County was replaced in 1978.

The Hoosier State's earliest covered bridge is believed to have been the Mooresville Bridge (also known by the peculiar name of Shelf Bracket), built at the community now known as Floyd's Knob in Floyd County about 1822. This bridge, along with a pair of spans in nearby Greenville, was built by the Albany & Paoli Turnpike Company. By the 1830's, many covered spans were being constructed on the National Road (US40) with the first being completed West of Dublin (in Henry County)over Symon's Creek in 1834. In 1838, two bridges were built in Putnam County as part of a turnpike from Greencastle to Crawfordsville. One of these spans was known as the Ramp Creek Bridge and served until 1932, when it was replaced by a new bridge. However, instead of being demolished, this unique 2-laned structure was moved by the state to cross Salt Creek at the North entrance to Brown County State Park. It stands there today as Indiana's oldest remaining covered bridge. Covered spans continued to be built into the 20th century, despite the competition from metal and concrete spans. The last known public built covered bridge was erected in 1922, also in Putnam County. Known as the Edna Collings Bridge, this little span also remains today over Little Walnut Creek in the Western part of the county. Nearly half of Indiana's remaining covered bridges are located in adjoining Parke and Putnam Counties, and many of these can be attributed to 2 of the state's most prominent builders J.J. Daniels and J.A. Britton who both lived in Rockville. Many of the bridges remaining in Southeast Indiana were built by the Kennedy family of Rushville, and feature some very distinctive Victorian embellishments. Most of the other remaining covered spans were built by either local carpenters or by larger bridge building firms.

Photo of the Ramp Creek Covered Bridge taken by Jonathan Parrish


Indiana's wooden and stone bridges are a historic resource that deserve to be maintained for our future generations to enjoy. It will take enough caring people from each of those generations stepping forward to make it happen.

Where Did The Salt Creek Bridge Go?

One of Indiana's oldest wrought iron bridges has seemingly vanished.

The 1876 span over Salt Creek was on an old alignment of State Road 158 just West of Bedford in Lawrence County. The bridge had been abandoned for many years and was slowly being overgrown with foliage, especially on the West side. After much speculation arose about the span's age, documentation was found that dated it to the year of America's centennial. It is now believed to have possibly been the oldest remaining metal truss bridge credited to the Smith Bridge Company. The Toledo, Ohio firm had become one of the largest builders of covered bridges in the Midwest, with many examples of their work still standing in Indiana. They would normally erect their covered spans using the Howe truss or with Robert Smith's own patented truss. In the 1870's, as preferences started to shift from wood to metal, the firm began erecting wrought iron spans normally using either the Pratt or Whipple truss configuration. It wasn't until the early 1880's however that metal spans would surpass their covered counterparts. I have found no other bridges in Indiana or Ohio, past or present, that appear similar to the 1876 structure.

So where did it go? There are several theories out there as to what happened. Did it succumb to flooding in the spring or a tornado that hit the area in May? Or did metal thiefs simply seize the opportunity to make some money? I personally think that the West abutment may have collapsed and caused the bridge to fall into the creek. Pictures have shown the stones in that foundation to be suspect and it has been mentioned that the West foundation is now a pile of rubble. There has been nothing on the internet about the bridge or it's disposition. I would assume now that it has ended up in a scrapyard somewhere...but also hold out some hope that it might have been dismantled and stored to someday be rebuilt.

Whatever the answers might be, as for now Lawrence County and Indiana has apparently lost an irreplaceable 135 year old piece of it's history.

More On Medora

I had the chance to visit the Medora Covered Bridge in September, and seeing it restored was almost like a dream to me. Having first visited it as a young teenager, I had always longed to see it repaired. It was always an amazing structure, reaching far across the White River. But it was also frail and weary looking...the many years of deferred maintenance taking it's toll. I always kept it in the back of my mind that it could someday fall...like the Bell's Ford Bridge had several years before it. I have been amazed at the sturdy resolve it has show, as it waiting patiently for it's revival. For me...a time that has been more than 30 years in the making has finally come.

And so today, the Medora Bridge stands proud. The tired and weary look has been replaced with one of strength and beauty. Barring an act of mother nature or that of a senseless individual, it should be ready to finish another century...and more.

Tioga Bridge Revival

After years in the making, the restoration of the stunning Tioga Bridge in Northwest Indiana is complete.

Erected in 1890 by the iconic Wrought Iron Bridge Company,this majestic 2-span Whipple Truss stretches over 450 feet across the Tippecanoe River near Monticello. Also known as the Paper Mill Bridge, the bridge was designed by engineer Craven Smith. It sports some very impressive portal decorations including cresting and finials that have been painstakingly replicated in the reconstruction. It also features unique ribbon lacing of the eyebars that make up the lower chords, a trait that is only found in a handful of bridges remaining today. I was surprised by the lack of sway bracing between the trusses of such a tall bridge, but apparently Mr. Smith felt that the massive portal bracing would be adequate to keep everything aligned properly. Over 120 years have passed since it was erected and so far he seems to have been right.

The bridge has been a local landmark of the area for a long time, having been featured on post cards as early as the 1920's. The bridge is also noted for sitting very low to the water, an attribute that likely comes from the building of the Oakdale Dam in 1925 which led to the creation of Lake Freeman and Lake Shafer. There was talk of raising the bridge up several feet, but at this point I'm not sure if that was included in the restoration or not. Having been this height for some 85 years doesn't seem to have caused any problems.

Hopefully this restoration will promote more visits from tourists in this very popular region of the state. The bridge no longer carries motorized traffic, but should see plenty of pedestrian use in the coming years.

Photo taken by Tom Hall. This and many other can be seen on Bridgehunter

http://bridgehunter.com/in/carroll/tioga-road/

Options For Reusing Abandoned Spans

In my many years of traveling Indiana's highways and byways, I have documented bridges in all kinds of places. Some reside in major cities like Indianapolis and Fort Wayne. Others are nestled in scenic rural settings that beckon to be seen. And, unfortunately, there is a sizable list of historic spans that have been all but forgotten in the overgrowth. These unique structures are a hidden resource that deserve to be explored for possible reuse.

Dr. Jim Cooper and myself have been compiling a list of these bridges with the hope that many will eventually find new life in one way or another. Each has it's own unique character, and likely a very interesting story to go with it. When I research one of these spans, I try to encompass the possibilities that may exist within them. Many pony trusses and some of the smaller through trusses are candidates to be moved to parks and trails. While I always like to see a bridge retained in it's original setting, I acknowledge that this isn't always possible. A park or other public place offers the bridge a chance to be rehabilitated and made accessible for people to see and enjoy. In some cases, like the Portersville and Rothrock Mill Bridges, even a much larger structure can be dismantled and moved to a new location. This is a great way to promote a piece of history, but the cost involved keeps it limited to a small number of cases. Recent efforts to reuse iron bridges in Cass and Jefferson Counties have been cancelled due to budget constraints.

A few weeks ago I had the chance to visit the Hendricks Ford Bridge in Bartholomew County. This impressively large iron bridge dates from about 1880 and is credited to the renowned King Bridge Company. It's two spans gracefully cross the Driftwood River in a very scenic spot. I'm not sure when this landmark last saw any traffic, but considering the road leading to it from the East has been reduced to a mere dirt path... I would simply say it was long ago. But this is the only way to currently access the bridge because it is still considered government property as a part of Camp Atterbury. Two other iron through trusses reside in the public accessible Atterbury Fish & Wildlife area to the North of here. One of these, the Furnas Mill Bridge, has even been recently restored by the state and is open once again for traffic. But the Hendrickson span sits idle and waits for it's turn. The structure is still very solid on it's massive stone substructure, but is slowly being overgrown on the West side with a dead tree leaning precariously on it's frame.

What are the options in a situation like this? Moving a bridge of this size is doable, but only as a last resort. It doesn't appear that the National Guard base has any use for it, or desire to use it for that matter. So why couldn't it, along with a small piece of land on the West side, be deeded over to local government or a private organization that could develop it into something special? The trail back to it could be widened and improved to allow for pedestrian traffic. There is also an equestrian camp nearby which would probably enjoy having the bridge accessible. The view from the bridge is likely an impressive one, although I didn't cross the "No Tresspassing" sign to find out... But boy would I sure like to!

Public awareness is the key to making this happen. And although funds for this type of project have dwindled the past few years, they are still available. It just takes people with the interest and desire to make it happen. 

Portersville Bridge Starts A Second Life

After gracefully spanning the East Fork of the White River for 95 years, The Portersville Bridge has recently been renovated and turned into a pedestrian bridge over Fourteen Mile Creek in Clark County.

Originally built in 1912 by the Vincennes Bridge Company of Vincennes, Indiana, the 360 foot long structure towered over the mighty White on the Dubois & Daviess County line until the two counties decided a new bridge was needed. The two spans were carefully dismantled in 2008 by CLR Construction and moved to Charlestown State Park for reuse.

At it's new home the bridge sports a shiny new black paint job and has had it's truss members carefully restored. The bridge now also carries the name Rose Island Bridge as it will be used to connect the park to the long abandoned isle. Rose Island once featured a resort as well as a rollercoaster and was a prominent area attraction until a flood destroyed much of it in the 1930's.

Hopefully the Portersville/Rose Island Bridge is now ready for another 95 or more years of life.

Photo taken by Jonathan Parrish