This bridge is still in place (spring 2019),but the town has recently been required to remove it by the DNR. It may still be open to foot traffic (if you feel lucky).
Grosse Rd. was originally part of the county highway, it was obviously turned over to the town when it was bypassed but I don't think they ever attempted to paint or maintain it, they just kept lowering the weight limit.
If anyone is actually curious about the footings they are concrete, they seemed to include provisions for a wider bridge. I spent a lot of time climbing on there when I was young.
My recent research failed to find information on this bridge. However, the one other double truss along the Omaha Road route is of identical length and was confirmed to have been built out of recycled trusses of the 1881 bridge at Hudson, Wisconsin. I suspect it may be a similar situation here.
I just saw this Bridge yesterday while looking for The Town of Columbia, WI. On one of the main Roads into Columbia, WI there is a Railroad Grade that goes into the abandoned Town of Sidney, WI very close to Neillsville, WI. The Grade comes up to the old Highway 10 (Now County Trunk B). And there used to be a overpass over Old Highway 10 (Now County Trunk B). That Grade goes all the way to the Railroad Bridge across Wedges Creek.
Here is a sheet for this bridge, scanned from the physical document located at the Chicago & North Western Railway Historical Society Archives. It sheds no information on the 110' truss or through girder, or the original location of the 160' truss. One note is that the bridge was built in 1911 and rebuilt in 1913, although it is unknown what was erected when.
In addition, I had been contacted by a fisherman who found the clear remains of a quadrangular truss on the river bottom next to the middle span.
Been able to confirm that this bridge was built after 1919. Unfortunately, the station valuation map is too badly faded to give the rebuild date, located near the middle of the image attached below.
Confirmed that this bridge was built in 1919, as it does not show up in the 1918 valuation records, but does show up on a 1919 map as the current configuration. I am currently looking for structural plans for this bridge, which I believe will confirm that this bridge is indeed from Rochester, Minnesota (see my previous comment).
Destroyed by Flood in August of 2018
To be replaced in 2020 according to WisDOT information. This one appears to be a recycled and reconstructed railroad girder, likely dating to the 19th century.
to be replaced 2019
As someone who lives in Lily, I can confirm this bridge has been replaced. Was sure sad to see it go!
Appears thee three abandoned trestles will get a new life.
Unfortunately, Wisconsin is like the Grim Reaper when it comes to historic bridges! Although not quite as nice as the Turtleville/Lathers Road Bridge, this is still a neat bridge and pairs beautifully with the stone arches nearby!
Isn't is ironic that they apparently used an old photo in the newspaper article as it appears the bridge has been painted Green for many years now!
Shame that they want to replace a nice truss with nice views of the nearby stone arch viaduct.
The ones I see around here are usually on driven pilings or poured concrete. I like the stone--it lends an air of permanence that most of these wooden structures lack.
This design is common for these types of spans:
Probably the only reason why the substructure of this bridge isn’t rated worse.
It appears to be similar to this bridge
It appears that it may have originally been a traditional pony truss designed for the CNW such as:
But later heavily altered with the original end posts removed.
Unusual stone footings?
Might this be a double intersection warren bedstead?
Found an image of this bridge:
Appears that it was a heavily modified recycled railroad truss.
This appears to be a railroad bridge that was gutted and rebuild for road use, a common technique on the C&NW.
This 1918 valuation scan from the Chicago & North Western Railway Historical Society lists this structure as having been constructed in 1898, although the Bram Street Bridge nearby says the same thing, with a note stating an 1880 plan for the bridge. The Bram Street Bridge also appears to have been widened, as does this bridge (photo 8). Is it possible that this bridge was also recorded only partially correct, and both the 1880 and 1898 dates are valid?
This 1918 valuation scan from the Chicago & North Western Railway Historical Society lists this structure as having been constructed in 1898, and a correction states 1880. Photo 5 clearly shows this bridge was widened, so both dates appear to be correct.
The bridge could've come from a myriad of manufacturers, as trade magazines show that the Milwaukee Structural Steel Co. built a building, and Chicago Bridge & Iron Co. built a water tower.
American Bridge Co. is a possibility, but not a guarantee.
Additionally this lawsuit from the Michigan Department of Conservation mentions the bridge, alluding to reuse over the Prequet Isle River on a logging railroad:
Thanks Luke !
The railroad bridge has already been added: http://bridgehunter.com/wi/sauk/bh46753/
This appears to be a Charles M. Horton patent bowstring, like the ones in La Crosse County.
Here is a picture circa 1985 of this bridge looking north from the Wisconsin side.
After a day of research with former C&NW bridge records, I found this bridge was not at this location in 1918. However, it was clearly brought in from another location. The attatched photo is a truss across the Zumbro River near Rochester, Minnesota. The spans at Rochester and here match lengths, and are identical trusses. The Rochester bridge was replaced between 1919 and 1920. Could these be the same spans?
Modern MOB bridges are a scam. Cheap Walmart bridges. These companies claim the weathering steel will last forever yet some of these are replaced after 25 years, others require blasting and painting to halt deterioration. I have also heard that these companies will suggest a low price, but that they like to "nickel and dime" the customer.
This is generally true. The marketing has similarities as well. The problem is history (both American and engineering) is being lost because the bureaucracy isn't set up to maintain, only replace. The replaced bridge is generic, it really doesn't matter what truss type is used, that's merely decoration, in this case a 'pretty, white bowstring'.
This historic bridge was adequate for the purpose. However, having it maintained or restored required much more back-office work than simply marking the 'replace' box. Hopefully, the movement to preserve (metal) truss bridges will accelerate as covered bridges (wooden truss bridges) may outnumber historic metal trusses soon.
Oddly/fortunately, there are pockets of preservation such as Hunterdon County, NJ and large swaths of Indiana where people 'get it.' These areas actually feature the bridges in tourism materials and understand that if the infrastructure can be put in place to maintain these bridges, the cost/benefit can work.
Many of the bridges that we love were also mail order bridges, although they were assembled on site. Look at how similar many of them from a given company are.
I wonder if, 140 years ago, people lamented covered bridges being replaced by mail order iron bridges.
After some research about the bridge photo shown here:
I believe that the bridge in the photo is not the "State Street Bridge" but it is the "Main Street Bridge" that was built in Racine in 1906 which agrees with various newspaper articles that I have. That 1906 Main Street Bridge was replaced in 1928.
The 1928 Main Street Bridge was replaced with this:
A "mail order bridge" is a mass-produced, single-piece bridge built to a cookie-cutter pattern, welded together, and lifted into place with a crane. They are normally prefab trusses or arches and have no distinguishing features to set them apart from one another. This is one of two identical footbridges in this area; the other is about 1000 feet to the north over the same river. That bridge did not replace any previous bridge. I live around here, so I see these on a regular basis.
What about the replacement makes it a MOB?
I'll agree that the original bridge didn't look anywhere near like a bridge that would have warranted replacing and that doing so really wasn't necessary, but...I'm confused by what makes the new one a "mail order bridge", so to speak, when there's only the side view to go on.
There was NOTHING WRONG with this bridge!!!!!!!
……………… Briefcase Plaque...…..
Unfortunately, park/golf course use doesn't mean these bridges are safe.
An example that I have personal ties to/find more egregiously short-sighted/wasteful: https://bridgehunter.com/ia/story/veekner-golf-course/
Label me a damn fool for thinking this bridge might be around for the long term, as it was in a park-type setting and was in excellent condition—I drove by today and saw an ugly Walmart-inspired MOB where this bridge once stood!
Older bridge built 1902 after being proposed in 1899.
The replacement to that was built in 1941; Contracted to the Midland Bridge Co. https://books.google.com/books?id=-YI4AQAAIAAJ&dq=%22blue+ri... and that was replaced in 2001.
A predecessor swing bridge?
Found the jackpot of information, the tough part is access.
This bridge is located in Illinois Central valuation section WI-2. Complete circa 1917 bridge records can be found in College Park, Maryland:
In addition, the National Archives appears to have a complete set of bridge records for the entire IC system. These will likely provide a complete description and build date of the structure. Since this route was originally built by the Chicago, Madison & Northern, construction cost records between the 1880s and 1903 (Box 15, Folder 100/101). This source also seems to have a limited amount of IC bridge and culvert information, including contracts with Keystone Bridge Company for the Dubuque bridge:
In addition, there are inspection photos of Illinois Central bridges available at the University of Illinois
Valuation maps from the same year show that four more of the 122' trusses existed (two near Dodds, one confirmed identical span near Argyle, and one near Blanchardville). This mystery is certainly possible to crack.
It's worth noting that John and I have been searching for confirmation on the link for a while (>2yrs), to no avail, but design cues + proximity, as well as the fact the owning bridge company sold off the 1870s Pratts after replacement gives both John & I a solid basis for our hunch.
I’ve been searching for something to conform or deny the possibility it came from Dubuque. An Illinois Central valuation map from 1918 gives the stations of these trusses, which are a pair of 122’ spans. However, the spans in question were seen at the bottom of the river in the 1911 photo. Is it possible they were saved and rebuilt? Is it possible they could have been “cut down” from 250’ (length of the Dubuque spans) to 122’? Or are the 122’ measurements from the valuation map for a replacement bridge? Preliminary research has been unsuccessful in confirming or denying it. There are however quite a few trusses that were on this branch line.
Information supplied from official railroad blueprints for various railroads certainly provides the possibility for unique situations. I’ve seen blueprints of bridges lengthened, strengthened, shortened, converted between deck and through trusses and girders, and many other unique situations. Railroad engineers were very creative, giving us a plethora of unique structures. Unfortunately, many of these ended up on branch lines which were removed and the bridges scrapped.
The portals and design would seem to match the Dubuque bridge. Some bridges used very unique designs not seen on other bridges. Could this be one, or was it a standardized design to an extent?
I’ll look into and see what records I can find for this railroad. However, it may be hard to find pre-1911 information. It really varies by company. Some I’ve had tremendous luck on (Milwaukee Road, Chicago & North Western, Santa Fe, etc). I’ve also had some railroads with zero luck (Rock Island).
The original bridges - yes. What is the evidence that these sections were from that bridge?
Here are two patents awarded to Linville.
This appears to be the original Linville Patent: https://patents.google.com/patent/US34183A/en?oq=USNNo.+34%2... ()
This appears to be the early/basic Linville & Piper varaint patent: https://patents.google.com/patent/US50723A/en?oq=US50%2c723
And you'd be wrong that Keystone didn't make it:
And this Structuremag article says that Linville himself designed it, so I'm fairly certain that it's a further evolution of his own truss design, as Linville, like Wendell Bollman (Whom he replaced at B&O) he was fond of using his own designs over any other design:
Further supporting that idea is this historic article, which mentions Linville & Piper trusses as an option, so I think these may be smaller scale versions of the L-P truss, which I've yet to find a patent diagram for (And the article with the most info is locked behind the ASCE's paywall.
While I highly doubt Keystone made this bridge, it definitely does not conform to the Linville patents. The design details are different.
Information was provided to me by the Milwaukee Road Archives, including blueprints showing the relocation and reconstruction of the five steel spans of this bridge. I have included the information provided in the entry.
This bridge is listed in a 1959 track chart as being a "secondhand" girder.
The bridge has not been operational for some time, limiting the size of watercraft that have been able to use the Fox Locks since they were restored. The Fox Locks Authority has announced the bridge has been repaired and the navigation channel is once again open to larger watercraft.
Proposed designs to reuse the bridge have been released:
In 1918, this bridge was listed as a pile trestle. This would seem to indicate that these spans were relocated to this location, probably from two different locations. Further research will be conducted.
A Wisconsin Historical Survey appears to give only the main span an 1882 build date.
My grandparents had a summer cottage over by hwy 23 and county ZZ emerald lake estates and i remember riding my bike over to see this bridge.
Clark,this is the bridge the woman fell into and was rescued.Thanks for finding it.
Bridge's fault; tear it down! :^)
Yeah and people don't realize its not like computer games and movies... its not like its a smooth ramp up to the top... the gap between approach and bridge leaf is huge.
Those gates come down for a reason!
(Condensing multiple posts into one.)
An 1869 article in the Railway Locomotives and Cars, Volume 42 explicitly states Keystone, and a later publication from the Journal of the Western Society of Engineers and an HAER document on one of the 1870s approaches cite Keystone as the builder of the 1868 spans.
Railway Locomotives & Cars Article (1869):
Journal of the Western Society of Engineers Article (1908):
HAER documentation on a relocated 1870s Pratt:
The photo appears to show Phoenix Columns. Perhaps Keystone Bridge Company erected the bridge, but purchased the Phoenix Columns from Phoenix Bridge Company. Maybe they purchased raw columns and used them for their own fabrication, which might explain the portal looking like Keystone's design. The company did indeed sell the columns individually. Note that the connection detail between columns is unusual, they are not the castings used by Phoenix Bridge Company. This further suggests a possibility that the columns were purchased by Keystone with other bridge fabrication carried out by Keystone. On the other hand, if Keystone did fabricate these columns, we would be looking at a patent violation.
Regardless of builder, these were unique spans. This bridge reused two spans,and there were two spans in Linn County Iowa that were replaced in the 20s. This leaves one or two 1868 spans unaccounted for. With some of the 1870s spans ending up in Mississippi, the unaccounted spans could have ended up virtually anywhere in the central US. However, I doubt they still exist.
I realized that I missed your point - the bridge was manufactured in 1868, relocated in 1900 and washed out in 1911. That timeline makes sense.
It still wasn't made by Keystone :^)
I failed to mention this. The 1872 spans added to the Dubuque bridge were keystone spans. I agree that the spans aren’t Keystone. More research is required to find who indeed built the 1860s spans.
The compression members in the photo are Phoenix Columns. Keystone (Carnegie) fought Phoenix all the way up to the Supreme Court regarding the column patents. I highly doubt they would use their competitors products.
The bridge was built using spans relocated from Dubuque, Iowa. They were originally fabricated 1868.
Keystone is unlikely as the builder as the bridge was made using Phoenix Columns. Also, the build date is considerably earlier than 1900.
I was the bridge tender on this bridge as well as two bridges on the KK river during the late ‘70’s and early ‘80’s. My favorite time there was when the circus train would come to town and cross the bridge to be unloaded at CJ Transport, now Summerfest parking lot.
David, your postcard is of the road bridge at Portage: https://bridgehunter.com/wi/columbia/bh81626/
Manners Matter on One Lane Bridge. Car waiting on south side, while one crosses from the north. According to WisDOT, Smith Road Bridge is slated for replacement in 2019.
Current conditions abutments. North side and south side, close up of missing rubber/plate on northeast side.
I placed photos of the wreckage with the others--be sure you have a barf bag handy before you view them.
I stopped to see this bridge earlier today, and I wish I hadn’t. It’s a truly heartbreaking sight. Damage is far worse than I imagined. It would take a miracle worker to fix this one :’(
The geography from google maps for the given location seems to match Luke's photo's foot hill.
Some local photos might confirm this.
This was the bridge over the Chippewa River before it was torn down in 2004.
A very interesting bridge. The trusses are confirmed to have been relocated from St. Paul, Minnesota. They were originally built in 1888 and moved here in 1915. However, the approach girders are also interesting. They are examples of some of the earliest girders I've seen for railroad use. A bridge in Minnesota built by the same railroad used 1879 deck girders (as confirmed by blueprints and railroad records):
Thoughts to the idea of the approach girders?
Quite a unique bridge. According to blueprints, the bridge was originally built in 1908, but the bridge was rebuilt and widened in 1912, hence the center girder being larger.
Does anyone happen to know what the clearance is under Spans D through M-48' Deck Girders? Wondering if my Hobiecat sailboat mast (26'6") would clear. Thanks.
Recent photo of South Smith Road Bridge is attached
Attached a recent photo I took of this beautiful bridge.
Hey man, I never said it was a GOOD idea. There are just some cool spots along the road that I thought would make good photos. I realize the road isn't really supposed to be driven. It would be a pain in the ass to get over that bridge anyway, the re bar is literally poking out of the concrete.
It's not open to cars, so...
Yo that bridge is falling apart, kinda dangerous, but pretty cool. That is so interesting that it was built in the 20's. Either way, hopefully I can get my car over that bridge safely so I can get the photo op I've been dying to get. Probably not though, that bridge seriously needs work, my friend who lives near it is just waiting for it to fall into the creek. Also I should point out it is presently vandalized to hell, some hicks from my class in high school drove their trucks out there to spray paint the living crap out of it. Either way, cool road, cool bridge, seems like a good place to drive on pavement with non-road legal vehicles if you feel like cruising on a minibike or something.
Unfortunate that they will not be reusing the truss..just one more span to bring in a new trail span for.
I've been getting pics almost daily of the work crews dismantling the bridge. Here's one of them bringing the truss span over to the work area by barge. It was then rolled off on dollies and cut up and hauled away.
Another one bites the dust.
Work has begun on replacing one of the few steel truss spans on the State Highway system with a modern UECB.
This bridge now bears a sign which states "Joseph Brault Memorial Bridge 1824-1888".
Below is a link to Peshtigo Times Newspaper dedication.
You've gotten the bricked-up CNW tunnel confused with the still in use MILW tunnel: https://bridgehunter.com/wi/monroe/bh54347/
cp Railway is currently looking at putting in a cellular repeater in the tunnel. I don't know of any collapse or that it was ever bricked but it is in use.
The Cobban Bridge has been receiving news lately in light of winning the Ammann Awards for Bridge of the Year. A decision on the bridge's future and its replacement will come before month's end. More here: http://chippewa.com/news/local/cobban-bridge-wins-internatio...
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Bridge removed September 2015.
Source: Ozaukee Press newspapers,
09/09/2015 "HIGHLAND DRIVE TO BE CLOSED THREE WEEKS FOR RECONSTRUCTION"
10/07/2015 "HIGHLAND DRIVE EXPECTED TO REOPEN IN TOWN THIS WEEK"
According to "History of Waupaca County, Wisconsin" from 1890, this was the first bridge: https://books.google.com/books?id=VGZCAAAAYAAJ&pg=PA121&dq=f...
I enjoy seeing pictures of this bridge. However, they are slightly misplaced. They should be located on the page for the successor bridge:
I've heard rumors that this tunnel is currently being daylighted as part of a frac sand operation. Can anyone confirm this?
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Photo 1 of 2
This bridge was razed on November 9, 2017. Pre-and-post razing photos to follow