Records give a date of 1936 for these two 150-foot long pin-connected Pratt through spans. However, the spans, with their heavy construction and several other details tell us they are converted railroad spans. The view above, looking through the spans shows the generous height of 20 feet 7 inches.
Below, a view along side the structure.
Above, a view behind the lattice portal. You can clearly see where the portal was cut in half and extra material added in. Note that in the added filler, the angles of the lattice do not match the original.
Below, this detail of the end of one of the spans shows some of the bridge's heavy construction. Note also the use of paired eye bars for the hip vertical. These two bars are practically the same size as the largest eye bars in most of the bridges we've seen that were built for roadway use.
Above, like the portal frames, the sway bracing was also modified when the bridge was added by additional material. And just like the portal, the added new material doesn't quite match. Do not misunderstand us, we are not trying to point out poor workmanship in the conversion, but simply indicating this is a tell-tale sign of alteration.
Below, an oblique view of one of the spans. You can see that the stringers are quite heavy, and that the middle two are very deep.
Above, Ken Parker, our resident highways expert, illustrates how massive the eye bars are in this structure.
Below, this is the only bridge we have ever seen the Oliver Steel mark on.
Above, looking through the portal on one of the spans. These are solid bridges, and an excellent example of the adaptability of trusses: consider that they were probably moved, definitely widened, and still in use. These were probably originally built circa 1900-1910.
Below, the remains of a previous bridge; an overturned abutment still complete with wingwalls.
Above and below, two photos we took of this bridge when we first visited it in early 2001. The bridge takes on a stately appearance in silhouette.