EAST BLOOMSBURG BRIDGE COLUMBIA COUNTY 1894- 1986 HISTORIC AMERICAN ENGINEERING RECORD DOCUMENTATION built by: Superstructure - King Bridge Company, Cleveland, Ohio Substructure - Joseph Hendler Plans and Specifications - J. C. Brown Supervising Engineer - J. C. Brown prepared for Pennsylvania Department of Transportation prepared by Modjeski and Masters Consulting Engineers November 1985 Digitized by the Internet Archive in 2012 with funding from LYRASIS Members and Sloan Foundation http://archive.org/details/easbugbr85modj EAST BLOOMSBURG BRIDGE L. R. 283, SECTION 014 TOWN OF BLOOMSBURG COLUMBIA COUNTY, PA HISTORIC AMERICAN BUILDING SURVEY/ HISTORIC AMERICAN ENGINEERING RECORD MONOGRAPH Prepared for PENNSYLVANIA DEPARTMENT OF TRANSPORTATION Prepared by MODJESKI AND MASTERS Consulting Engineers Harrisburg, PA November, 1985 EAST BLOOMSBURG BRIDGE TABLE OF CONTENTS Page HAER TITLE SHEET 1 PROJECT INFORMATION STATEMENT 2 HISTORY OF CROSSING 3 SELECTION OF CONTRACTOR 4 DESCRIPTION OF BRIDGE 6 DECLINE AND RECENT HISTORY 9 COLUMBIA COUNTY HISTORY 10 EARLY BLOOMSBURG HISTORY 14 BLOOMSBURG IN 1893 15 TOWN OF BLOOMSBURG TODAY 17 SOURCES OF INFORMATION 20 LIST OF PREPARERS 22 ORIGINAL CONTRACT 23 LETTER 25 - ADVISORY COUNCIL ON HISTORIC PRESERVATION MEMORANDUM OF AGREEMENT 26 PHOTOGRAPH CAPTION LIST 28 PHOTOGRAPHS HISTORIC AMERICAN ENGINEERING RECORD EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 1) LOCATION: The East Bloomsburg Bridge carries PA Traffic Route 487 (L. R. 283), known as Ferry Street, over the North Branch of the Susquehanna River at Ferry The East Road in the Town of Bloomsburg, Columbia County, Pennsylvania. Bloomsburg Bridge is located on the U.S.G.S. Catawissa Quadrangle, Scale 1:24,000, Map Zone 18, at the following Universal Transverse Mercator E 45 38 750; N 3 78 880. Coordinates: DATE OF CONSTRUCTION : 1893 to 1894 ENGINEER/BUILDER/FABRICATOR : King Bridge Company - Superstructure Joseph Hendler - Substructure PRESENT OWNER : The East Bloomsburg Bridge is Department Transportation, of Harrisburg, Pennsylvania 17120. PRESENT USE presently owned by and Transportation the Pennsylvania Safety Building, : The East Bloomsburg Bridge carries vehicular traffic on Traffic Route 487 over the North Branch of the Susquehanna River from Ferry Road in the Town It provides direct of Bloomsburg to East Bloomsburg in Catawissa Township. access to U. S. Route 11, a major north-south highway serving east-central Pennsylvania. The current average daily traffic (ADT) on the bridge is 6,000. Demolition of the bridge is scheduled to occur in 1987. STATEMENT OF SIGNIFICANCE : The existing East Bloomsburg Bridge was completed in 1894 by the King Bridge Company of Cleveland, Ohio. It consists of six (6) equal pinconnected through-truss spans of 190 foot length with two feet between end bearings at the piers for a total length of 1150 feet. The truss spans are of the "Pennsylvania" (Petit) type with ten (10) equal panels of 19 feet each. The truss members are made of steel and wrought iron and the pins were made of steel. The significance of the structure is twofold; one, that it was constructed prior of 1900; and two, that it was built by the King Bridge Company, one of the most important truss bridge manufacturing companies in the United States in the 19th Century. The bridge also exhibits a high degree of its original integrity. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 2) PROJECT INFORMATION STATEMENT: Federal Highway Administration (FHWA) and the Pennsylvania Department Transportation (PennDOT) propose to replace the of existing Traffic Route 487 (L. R. 283) Bridge (locally known as the East Bloomsburg Bridge) over the North Branch of the Susquehanna River at the Town of Bloomsburg, Columbia County, Pennsylvania, with The existing through-truss bridge, determined elia new structure. gible for the National Register of Historic Places, would be demolpart the proposed bridge replacement project ished as of in accordance with the Memorandum of Agreement on the East Bloomsburg Bridge dated December 3, 1984, a copy of which is included in this report. The Pennsylvania Department of Transportation, in cooperation with the Federal Highway Administration, is the responsible agency for this bridge replacement project. The project is scheduled for the First Four Years of the Pennsylvania Department of Transportation Twelve Year Program and is in Act 235 (Billion Dollar Bridge Program). Federal Authority to undertake the project is found in Title 23, Chapter 1, of the U. S. Code of Federal Regulations. The The Memorandum of Agreement also stipulates that FHWA, PennDOT, the Pennsylvania State Historic Preservation Officer (SHPO), and the Advisory Council on Historic Preservation shall implement a documentation of the present bridge so that there will be a permanent record of its existence. The Historic American Engineering Record (HAER), Department of the Interior, Washington, D.C., shall be the accepting agency. This Historic Documentation has been prepared by Modjeski and Masters, Consulting Engineers, Harrisburg, Pennsylvania. EAST BL00MSBUR6 BRIDGE HAER NO. PA-lOO (PAGE 3) HISTORY OF CROSSING: On August 23, 1892, a petition was presented to the court by citizens asking for a free County bridge across the Susquehanna River at Bloomsburg, and on the same day the Court appointed C. H. Moore, M. C. Vance and Simon Hons, viewers, to report on the same. On September 21st a petition was presented by citizens of Catawissa to An answer was filed and depositions taken, stay the proceedings. of Sunbury Judge Savidge was called in by Judge Ikeler to hear and The latter petition was dismissed by Judge and decide the case. Savidge, and to this action exceptions were filed, and also a petition for reviewers, the first viewers having reported in favor of a bridge. After some skirmishing between the parties, C. W. Eves, W. S. Fisher and G. B. Hendershott were appointed, and on May 1, 1893, they reported in favor of a bridge; this report was laid before the Grand Jury on May 3rd and approved by them with the recommendation that the bridge be erected at the expense of the County. The nearby Borough of Catawissa had a covered wooden toll bridge, which was built in 1833, destroyed in 1875, rebuilt again in 1875, Due to the age of this structure and and made toll-free in 1893. the jeopardy to destruction from ice jams and floods, the citizens of Catawissa believed that available County funds should be first used for construction of a County bridge at the site of the existing bridge at Catawissa. The petition to stay the proceedings of the Bloomsburg Bridge was the result. On May 4th more exceptions were filed by opponents of the bridge, and the matter dragged along from time-to-time until November 9th, "And now, November 9, when the Court made the following order: 1893, all exceptions having been withdrawn in open court and all adverse proceedings abandoned, the report of the reviewers and Grand Jury is approved, and it is adjudged that the said bridge is necessary as a county bridge, and that the same is too expensive for the township of Catawissa and the Town of Bloomsburg to bear, and upon the concurrent approval of the same by the county commissioners the said bridge is ordered to be entered of record as a county bridge." The Commissioners concurred, and on November 24th they had a letting, and after due consideration awarded the contract for the superstructure to the King Bridge Company, and for the masonry and other work to Joseph Hendler. J. C. Brown was employed by the Commissioners to prepare the plans and specifications, and to make an estimate of cost, and also to be the Supervising Engineer of the work. The estimated cost was $69,256. Jesse Rittenhouse, B. F. Edgar and C. L. Sands were the County Commissioners at the time. The bridge is iron and steel, and is 1,150 feet long, with six spans. The cost of- the superstructure was $35,500; of the substructure $35,415.46, and the riprapping and filling $2,384.21, making the total cost $73,299.67. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 4) The site proposed for a free County bridge across the Susquehanna This road River at Bloomsburg was at the foot of Bloom Ferry Road. The was the access to the ferry across the river in Bloomsburg. ferry crossing was the route to the area of the State south of the Susquehanna River, which also provided a connection to the toll road Existing Pennsylvania Route 61 from known as Centre Turnpike Road. Sunbury to Reading is the approximate location of the Centre Turnpike Road at that time. was then concluded that the bridge crossing of the river would This would give the Town of logically be at this same site. Bloomsburg a more direct connection to the coal regions to the south, and henceforth to Pottsville and Reading via the Centre Turnpike Road. This was at the exact time of the decline in the iron industry and canal systems and it enhanced the Bloomsburg area turning to the silk and textile industry, in addition to school furniture for industrial development. It SELECTION OF CONTRACTOR : copy of the original contract between the Columbia County Commissioners and the King Bridge Company to build the East Bloomsburg Bridge is attached. The contract stipulated that the King Bridge Company was to build, paint (two coats), and have ready by October 1, 1894, the superstructure for a Wrought Iron Bridge over the Susquehanna River at a point where the Bloom Ferry Road crossed said stream in the County of Columbia and State of Pennsylvania. A The above standard documents from the King Bridge Company also stipulated only the following details of the bridge: Extreme Length of Bridge Space between the face of the Abutments or Waterway Roadway Sidewalks Number of Spans 1,150 feet — feet 18 feet None Six (6) equal spans The contract cost was agreed to be $35,500. The King Iron Bridge and Manufacturing Company, founded by Zenas King, was established on January 26, 1871. By 1884 the Company was one of the leading bridge builders in the United States. Prior to the formation of the King Iron Bridge and Manufacturing Company, Zenas King had acquired a great deal of experience in manufacturing and engineering. King began his career in 1848 when he established a mercantile business in Milan, Ohio, with C. H. Buck. In 1856, EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 5) King became a traveling agent for Scott and Hedges Company and Traveling Agent for the Moseley Bridge Company which specialized in a unique triangular tubular Wrought Iron arch bridge. During this work with Moseley, King was impressed by the fallibility of wooden bridges and the potential offered by the metal arch. Thus, it is no surprise that his first of a number of bridge designs King substiwas the "King Patent Tubular Arch" patented in 1861. By tuted a square-shaped tube for the triangular Moseley design. this time King had relocated to Cleveland and established a boiler and bridge works, although the boiler manufacturing was soon dropped as the tubular arch grew in popularity. Mr. in 1858, King first met considerable resistance to his design. It had much less iron than earlier metal trusses, and its comparative inexpenFurthermore, the visual slendersive cost resulted in skepticism. ness of the truss components seemed too drastic a change from the King, however, was able to overcome these massive wooden members. obstacles to incorporate in 1871 what literally became one of the The Nation's largest and most successful iron bridge companies. firm manufactured an assortment of trusses, including a number of other King-patented trusses, but it was the tubular arch bridge that made the Company's reputation and fortune. The King Bridge Company sold bridges throughout the Nation through agents. The Contracting Agent for the East Bloomsburg Bridge was V. Morris. The Contracting Agents each had their own King Bridge Company brochure for prospective clients. Typically, each brochure contained the following: "GENERAL SPECIFICATIONS These structures are proportioned to sustain the passage of the heaviest travel. The iron-work will be so proportioned that the load, in addition to the weights of the structures themselves, shall not strain the iron over 12,000 pounds per square inch tensile, or 7,500 pounds per square inch shearing strain, and reducing the strain in compression in proportion to the ratio of length to diameter, by Gordon's formula. The iron used under tensile strain shall be of tough and ductile quality, and be capable of sustaining 60,000 pounds per square inch of section. Each superstructure to consist of plank and timber flooring, supported by two or more trusses of wrought iron. The trusses to be composed of Wrought Iron Arches, Chords, Uprights and Diagonals. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 6) the following Bridges, please give us requiring Persons Number of Spans required; length of each Span information: between face of piers at top; width of Roadway in the clear; width of Sidewalks, if any; if on a skew, give the angle. With the above mentioned data furnished, we will furnish estimates and plans." DESCRIPTION OF BRIDGE : The King Bridge Company of Cleveland, Ohio constructed the East Bloomsburg Bridge as a Pennsylvania (Petit) pin-connected, throughtruss bridge to span the Susquehanna River with six (6) spans of 190 feet length each. The original preliminary drawing of the bridge for one span was It indicated a ten-panel through-truss of dated November 29, 1893. The actual detail 18.9 foot panels for a total length of 189 feet. drawings dated January 17, 18 and 19, 1894, indicate panel lengths of 19 feet, for a total truss length, bearing-to-bearing, of 190 The truss has a polygonal top chord with subdivided panels feet. and is called a "Pennsylvania" truss. The "Pennsylvania" truss is also sometimes termed a "Petit" truss. The evolution of the In "Pennsylvania (Petit)" type truss began with a "Pratt" truss. order to use this truss for longer spans, C. H. Parker introduced the idea of making the top chord of the "Pratt" truss into a In polygonal shape and this is referred to as a "Parker" truss. 1871 the Pennsylvania Railroad Company developed a "Baltimore" truss by deepening and subdividing the panels of the "Pratt" truss for longer spans. They subsequently modified the "Parker" truss in the same manner by deepening and subdividing the panels and called it a Both the "Baltimore" and "Pennsylvania" "Pennsylvania" truss. trusses are sometimes referred to as "Petit" trusses and therefore the implication seems to be that a person by the name of Petit in the Pennsylvania Railroad Company organization was responsible for the conception of both of the above. The East Bloomsburg Bridge consists of six (6) 190 foot spans with two feet between end bearings at each pier, for a total length of Each span consists of ten 19-foot panels which vary in 1,150 feet. height from 22 feet to 34 feet. The trusses are spaced at 19 '-2" which provides a roadway width of 18 feet. The bridge contains no sidewalks. The abutments and five (5) piers were faced with stone masonry. The trusses were designed for a "Static Load of 732 lbs. per linear foot" and a "Rolling Load of 1440 lbs. per linear foot". The roadway plank, stringers and floorbeams were designed for "100 lbs. per square foot" and the "Factor of Safety was 4". EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 7) The material of the structural shapes, floorbeams and pins is steel Approximately in and the plates and eyebars are of Wrought Iron. 1893, steel became the predominant material for shapes such as angles, channels and I-beams, and for this bridge, the steel shapes The roadway floor consisted of came from Carnegie Steel Company. 2-1/2 inch oak flooring supported by stringers consisting of two lines of 7 inch channels by 8.5 lbs. and five lines of 7 inch chanThe stringers were supported by the steel floornels by 15.5 lbs. beams which are 15 inch I-beams by 41 lbs. The longer span trusses built by the King Bridge Company of the "Pennsylvania" type truss are almost extinct and this may be the They are noted by the ornate only remaining one in Pennsylvania. Wrought Iron finials which decorate the end posts and by the lattice work which runs along the portal struts and vertical and diagonal posts. The contract for the substructure of the bridge was given to Joseph Hendler of Wilkes-Barre, Pennsylvania. The contract for the substructure was an estimate, since the work was to be paid for at unit costs for excavation, both above and below water, and for It was indicated (Bloomsburg Daily, November 29, 1893) stonework. that Mr. Hendler has had considerable experience for this type of work. They were informed that he had constructed the masonry for "no less than six bridges across the river and that he did the work for the new Railroad bridge for the Lehigh Valley above Wilkes-Barre". The plans for the bridge required that the stonework to be of substantial character, each stone to be of great size and the piers and abutments when completed to be similar to those seen in the construction of railroad bridges. The actual plans only showed the outline dimensions of the piers and abutments. An inspection report filed by John A. Wilson, Civil Engineer, for the Columbia County Commissioners and reported in the Bloomsburg Daily of April 11, 1894, indicated substantial problems with the construction and design of the substructure. The following is a partial quote from Mr. Wilson's report: "The filed plans do not indicate the character of the proposed foundations, but the detailed masonry plans and Mr. Brown's verbal explanation indicate that Pier No. 1 (from the South side of the river) will be located on the rock, the foundation being put in through the medium of a coffer dam. For the other four piers EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 8) my understanding is that it is proposed to use timber platforms on the present bed of the river, the platform being floated into place, wooden sides being built up to exclude the water, thus forming a caisson, and the caisson being sunk with the weight of On inquiry I am informed that the masonry built inside of it. the bottom of the river is formed of gravel and coal dirt, but that no examinations have been made to ascertain what is below the surface of the gravel. It seems to me that a great risk is being taken, in founding the piers of an expensive and important bridge in the river bottom, without any knowledge of what is below. Assuming, however, that the river bottom is hard gravel, it will be necessary to protect the timber bottom with riprap (which is not provided for in plans, specifications or contracts) and obstructions will thus be formed in the river, the result of which will be to cause the This, it is well channels in the river to deepen by washing. known, will occur in the hardest gravel, and in a few years the bottom of the piers might be above the rest of the river bed, with more or less tendency to be injured with heavy freshets or ice floods. My opinion is that the foundations of the piers should be placed not less than 3 to 4 feet below the present It might be found river bottom except where they rest on rock. by examination, that rock could be reached at a reasonable depth below the river bottom, in which case it would be advisable to use coffer dams and sink to it. The same question comes up relative to the foundations of the north abutment. When I was at the site the excavation had been made a few feet in depth. The material was hard gravel but with water flowing freely as if from springs, I was informed that after I left the place on March 30, the foundation timbers were hurried in for fear that quicksand might be struck. Mr. Brown, however, said to me that he had tested the place with bars and found several feet of gravel below the proposed foundation level. were professionally responsible for the work, I would want make more satisfactory examinations before constructing an abutment for a large river bridge of that kind, and if there were any quicksand there, I should want to know it before putting masonry on it. The south side abutment I understand is on rock which of course makes a good foundation. I have stated that the dimensions of the piers appear to be sufficient, but I regret that I cannot say the same of the abutments." If to I EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 9) As noted on the pier plans, the dates are April 12, 1894, and therefore, they were probably revised and founded on rock at a lower There is no evidence that the design of the abutments elevation. plan dimensions, and wingwalls was changed from the original The present conalthough the drawing plan dates are May 1, 1894. dition of the abutments and wingwalls can be observed and they can be described as excellent, with no evidence whatsoever of any movement or deterioration. DECLINE AND RECENT HISTORY : Originally opened to traffic in 1894, the existing East Bloomsburg Bridge is a six-span "Pennsylvania" through-truss structure, with The roadway consists of two 8' -3" lanes, spans of 190 feet each. Vertical clearance varies from with no shoulder or sidewalks. 16' -0" at the curb line to 16' -11" over the center 10 foot width of the bridge. The East Bloomsburg Bridge was in constant use until 1914, at which time, the Columbia County Commissioners let a contract to the Farris Bridge Company to redeck the bridge. This construction consisted of the placement of a 4 inch laminated wood floor, overlayed with a bituminous surface and resulted in an overall roadway width of 16 '-8" between curbs. In 1924, the County let a contract to lay new 3 inch White oak plank diagonally to the existing floor. By 1954, the bridge had begun to deteriorate structurally and, therefore, the Pennsylvania Department of Highways let a contract to the High Welding Company of Lancaster, Pennsylvania to redeck the bridge with an open steel grid, install steel guard rails and reinforce various structural members. The bridge, previously posted at 13 tons and limited to one truck, has recently been posted with a 10-ton weight limit, due to severe structural deterioration discovered in a PennDOT bridge inspection. According to the bridge inspection report, completed by PennDOT in March 1984, the structure had some serious deficiencies which required immediate emergency repairs. These deficiencies included severe rusting and critical section loss on most primary and secondary truss members and severe spot rust on stringers, floorbeams, portals and upper strut bracing, and bridge deck. Span 1 also had sectional loss on the floorbeams and stringers. Following the emergency repairs, the posting was raised to 10 tons; however, still with a restriction to one truck on the bridge at any given time. major traffic route for approximately 6,000 daily users, the existing narrow and deteriorating East Bloomsburg Bridge creates severe social and economic hardships for the local communities and businesses. The structure has recently been posted with a 10-ton weight limit. Trucks over 10 tons must detour approximately 20 miles to 1-80 at Mifflinville, or detour approximately 40 miles to A EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 10) The existing facility is not adethe Danville Bridge on Route 54. Replacement of the quate for present traffic volumes and loads. East Bloomsburg Bridge is included in the Federal Critical Bridge Program, the PennDOT 12-year Highway Program, and is also included in the Billion Dollar Bridge Program created by Act 235. age of the structure, combined with its lightweight truss construction, cause the bridge to be structurally inadequate for current transportation demands. This has also been established by detailed structural analysis. The restrictive horizontal clearance, as well as the bridge posting, indicate that the structure is funcThe bridge no longer serves the needs of the tionally obsolete. area. The COLUMBIA COUNTY HISTORY ; The boundaries of Columbia County are largely of straight lines, with sharply angular intersections, \/ery roughly fitting to an approximately oval shape. The airline length, north to south, is over 30 miles; east to west, 15 to 20 miles; area, 484 square miles; population, 1950 The North Branch the census, 53,460. of The Susquehanna River divides it into north and south portions. valleys have an east to west trend, followed, but not exactly, by the river entering at the east at Berwick, and leaving at the west boundary beyond Catawissa. The various tributary streams, with some exceptions, cut across ridges, north or south of the river. At the extreme north, the County touches the Allegheny plateau at North Mountain, giving rise to some beautiful and rugged scenery north of Benton in the vicinity of Central and Jamison City west of Ricketts Glen State Park. At the extreme south and southeast are other mountains with deposits of anthracite coal, now largely worked out, except in the vicinity of Central ia. Two mountain prongs extend from east, ending abruptly in the central parts. North of the river is Knob Mountain with Orangeville at the foot. South of the river is Catawissa Mountain with Catawissa nestled at its base. Many hills largely in ridges fill the intervening spaces where the slopes are gentle and in the broad intervening valleys is excellent farmland. Where the slopes are steep, there are only forested areas, with occasionally precipitous cliffs, as at the Catawissa Narrows. At this place, a great stone face is to be seen protruding over the highway. The bottom lands along the river and most of the streams also furnish excellent farmland. County was erected from part of Northumberland County, 1813. The name was taken from the then popular song, Hail Columbia, in the patriotic fervor engendered by the War of 1812. Dissatisfaction with the location of the County Seat at Danville, near the western boundary, led to the change to Bloomsburg in 1848 after a preference referendum. Further dissatisfaction led to the separation and erection of Montour County, 1850. This left Columbia with the boundaries substantially as they are now. Columbia EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 11) The general region had been controlled by the Susquehannock tribe of By the time of Indians during the early sixteen hundreds. had and York defeated practically William Penn, the Iroquois of New exterminated the Susquehannocks. The region then became the camping ground of roving bands of Indians, mostly Delawares and Shawnees. Fur traders and occasional squatters came into the County before its The extreme southern end of area was purchased from the Indians. the County was included in the purchase of 1749, and the remainder of the County in that of 1768, "The New Purchase". After 1768, settlers immediately began to pour into this region, as Quakers, Scotch well as into other areas of the "New Purchase". early settlements, with the Irish, and English predominated in the During the English coming in large numbers from New Jersey. Revolution, the settlements of this region were on the frontier and suffered from Indian incursions and massacres. Three frontier forts were constructed, Wheeler on lower Fishing Creek, Jenkins on the river below Berwick, and McClure above the mouth of Fishing Creek in the present Town limits of Bloomsburg. Wheeler and Jenkins were attacked more than once by Tories and Indians. The latter was abandoned and destroyed. McClure was stockaded by a noted Indian figKter, Moses VanCampan, who used it as a center for patrolling the Migrations and settlements frontier. He also had built Wheeler. continued after the Revolution, and within a generation or so after 1800, the region had definitely become one of settled communities. Later developments have brought a cosmopolitan population fairly typical of the Commonwealth as a whole. Transportation was at first by Indian trails. These trails gave access to the southeast and also to the Susquehanna headwaters in present New York. Gradually, roads and turnpikes were built. Theodore Burr, the great bridge builder, built one of his first pioneering bridges across the North Branch at Berwick in 1814. On the river, canoes, durham boats, keel boats, arks and rafts, the latter two only downstream, carried a heavy burden of traffic for those days, reaching its peak about 1830 when 2,000 craft of various kinds carried cargoes estimated at over $1,500,000 in value. Although a larger proportion of this traffic originated farther up the river, this region participated to a very important extent. The North Branch Canal, part of the Pennsylvania Canal System, by 1850 had taken over a large portion of this traffic until the canals declined in competition with the railroads, finally ending by 1900. Railroads were secured beginning in 1854 and by 1900, they had reached their peak of importance when branch lines of four Class 1 railroads, and two local lines besides, brought railroad communication to practically every section of the County. Since the improvement of highways and the growth of automobile passenger and truck traffic, the passenger traffic on the railroads has completely disappeared and its freight traffic has seriously declined. The EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 12) important U. S. Route 11, traverses the County east to west; the new Keystone Shortway, U. S. 80 also crosses the County from east to Further, the Anthracite Expressway, under construction, north west. A network of to south, will be readily available at the southeast. Legislative Routes and County roads make all sections readily accessible. An economy based on pioneer farming, hunting, fishing, and lumbering was early enlarged to include locally based industries of grist mills, saw mills and wood working establishments, potteries, brick Locally, rich deposits of iron in the making, and tanneries. centrally located Montour Ridge led to iron furnaces and foundries, This industry was especially important for Bloomsburg and Berwick. The ore workings further aided by important deposits of limestone. are abandoned, but the limestone industries are still important, A soft shale rock, the Bloomsburg Red although on a reduced scale. Shale, gave rise to a brick industry at Bloomsburg, no longer operating. Similar deposits near Mifflinville support brick and tile industry at that place. The 150,000 acres of farmland in upwards of 2,000 farms have come to be devoted in considerable part to cattle and dairies, orchards, truck crops, poultry, and Christmas trees. The once continuous forests were almost completely cut down by 1900. The approximate 150,000 acres of forest lands are coming to be managed on a sustained yield basis. Mine timbers and pulp logs take some of the output, while all types of woodworking - furniture, pallets, rough and fine lumber are now produced from the timber — lands. Since 1960, the production of metal and metal parts is the County's most valuable industry, in which Berwick is the leader. The American Car and Foundry Company, Division of the ACF industries, is Berwick's most important industry. The ACF tanks made an important contribution toward winning World War II. Berwick, the largest Borough in the County, had 14,000 inhabitants, 1950 census. Nearby Salem Township and Nescopeck, both in Luzerne County, increase the urban district by several thousands. Berwick is also important for It was the a large potato chip factory and textile industries. first town to be laid out in the county in 1783. Evan Owen, the founder, named it for his birthplace, Berwick-On-The-Tweed. Bloomsburg, the only incorporated town in Pennsylvania had a population of 10,633 in 1950. Textiles are its most important industry: carpets, rayon processing, and undergarments. It has one of the Country's largest carpet mills. Textile production in the County as a whole, is about half that of metal and metal parts. An extensive floral business is centered in Bloomsburg. It is one of the largest EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 13) A single foundry conflower producing communities in the State. tinues the tradition of the once important iron industries in Bloomsburg is also the seat of one of the largest Bloomsburg. It has a Class Pennsylvania State Colleges, 1,600 students in 1960. 2 Airport. The Bloomsburg Fair, annually held for a week in the in Pennsylvania. early fall, is the largest Horse racing, agricultural, horticultural, mechanical, educational exhibits, and high class entertainment features brought 150,000 paid admission in 1959. The remaining Boroughs in approximate order of size: Catawissa: Benton: Millville: Orangeville: Mifflinville: Metal valves and textiles. Lumber industries and foundry products. Lumber industries and dairy machinery, the latter for a national and international market. Hand and factory trucks with a national market. As mentioned earlier, brick and tile. Certain conspicuous County episodes: During the Civil War, rumors of draft resistance led to the military occupation of the County by a regiment of regular soldiers. These incidents were accompanied by some violence and are sometimes referred to as the Fishing Creek Confederacy or the Military Occupation of Columbia County. The Mollie Maguire disorders southern end of the County. Bloomsburg and hanged. of the Three 1860's the of 1870 involved the accused were tried at and Columbia Countians who have gained more than local distinction: Moses VanCampen, referred to before, scout and frontier leader of ranger forces guarding the Susquehanna frontiers during the Revolution. Charles Roll in Buckalew, State Senator, 1858-1861; United States Minister to Ecuador, 1861-1863; United States Senator, 1863-1869. William Hartman Woodin, 1868-1934; prominent manufacturer Berwick; Secretary of Treasury under Franklin D. Roosevelt. at Dr. George Edward Pfahler, 1874-1957; recognized internationally leader in radium therapy; named internaas the pioneer and tionally as one of the world's five pioneers in radiology. 1884Frank Charles Laubach, Missionary, educator, ; preacher; missionary activities include the co-authorship of primers for illiterate adults in over 165 languages, bringing literacy to millions by the plan of "each one teach one". Dr. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 14) Colonel, United States Army, Ret., John Edwin Bakeless, 1894; university teacher, journalist, author, editor, in fields of literature, history, biography, economics, public affairs. EARLY BLOOMSBURG HISTORY : Bloomsburg's earliest development was closely associated with the The Susquehannock Indians were Indian period of American History. the first occupants of the Susquehanna River Valley which served as Early contact route into Central New York State. a major travel between white settlers and the Indians was not peaceful, but after the French and Indian War, relationships stabilized and the entire Valley became open for development. The only reminder of the origiinhabitants the legacy of colorful Indian names, such as nal is Susquehanna, Catawissa, Nescopeck, and Shickshinny. Peaceful settlement brought about an influx of early squatters and land speculators. The protected bottom lands along the river were In 1772, occupied first, followed by the occupancy of higher lands. James McClure came to the area from Lancaster and built a log cabin near the banks of the Susquehanna, within the present Town limits. In 1774, James McClure, Jr., was born in the cabin, becoming the first white child born in this region. In a wooden stockade was constructed around the McClure 1781, dwelling to offer settlers in the vicinity refuge from Indian attacks. Today, all that remains of the Fort McClure site is a restored one-room cabin which is maintained and opened to the public by members of the Fort McClure Chapter of the D.A.R. The Bloomsburg area was largely self-sufficient at first, but gradually developed a need to find markets for surplus products. The construction of improved roads encouraged the influx of new settlers and stimulated the economy. The opening of the North Branch Canal and the subsequent development of railroads intensified economic growth and the area began to prosper. The discovery of iron ore nearby gave rise to industry that lasted three-quarters of a century. a flourishing iron Bloom Township, as it was known until the mid-1800' s, was one of the original 12 townships which comprised Columbia County in 1913. Various portions were taken from it to be added to surrounding townships and in 1870, the remainder was organized as the Town of Bloomsburg. Bloomsburg has the distinction of being the only incorporated Town in Pennsylvania. A special act of incorporation was passed by the General Assembly on March 4, 1870. The community leaders at that time, found it difficult to set off the built-up section from Bloom EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 15) Township in such a manner that it would not leave the remainder of the Township with population too small to support a government. Charles B. Buckalew, a native of the Town and member of the Senate, solved the difficulty by securing the passage of a special set of incorporation. The turn of the century brought about a substantial change in The iron ore was exhausted, and the agriBloomsburg's economy. New types of business were introduced. cultural base was depleted. Textile mills began to locate here, such as Magee Carpet, and brought These were supplemented by increased employment opportunities. numerous small manufacturing enterprises that established the diversified pattern that characterizes the present economy. BLOOMSBURG IN 1893 : (Bloomsburg Daily, December 7, 1893) "We are not in a new country. While yet the revolution for independence was in its incipiency, and the dusky trite and grizzly game roamed the undeveloped wilds, the same silvery Fishingcreek and the majestic Susquehanna navigated same was explored and by Mr. James McClure, whose name is associated with Wyoming Township as early as 1772. While it is not deemed essential to this work that we enter a detailed description of the history and development of this locality, it is proper that there should be embodied a few important facts which have marked the transformation of this prosperous and populous locality from the once trackless wilderness. The town of Bloomsburg was laid out in 1802 by Ludwig Eyer, and was then known as Oyersburg. Bloom's township was one of the original twelve which comprised the county in the organization in 1813. What remained after taking from it a part of Mount Pleasant, a part of Orange, a part of Centre and the whole of Scott, was organized by Act of Assembly of March 4, 1870, as the "Town of Bloomsburg". The town is built on a high bluff on Fishingcreek, about two miles northeast of the mouth of the creek, and about one-half mile north of the There is no more healthy locality in the state Susquehanna river. a pure atmosphere and a perfect natural sewerage make it in no wise wonderful that the community has enjoyed so successful a past, so prosperous a present, and promises so bright a future. STATISTICAL. The population of Bloomsburg has shown continuous and rapid growth, and in the past three years has increased in a manner quite indicative of its constituency—a citizenship of liberality, energy, push. In 1880 there were resident in the town, 3,702 people; in 1890, 4,635, and at the present time a modest estimate places the number at 6,000. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 16) A TOWN OF HOMES. From his first arrival, the visitor Truly, 'tis a town of homes. must admire the substantiality and artistic beauty of the residences which line every street; and which, from the palatial habitation to the neat but inexpensive domicile are owned in most instances by the Land may be had at reasonable prices, and the landlords occupant. of are that liberal and enterprising disposition which permeates the whole people. MANUFACTURES. Given an accumulation of raw material, cheap power and proper faciliBloomsburg has ties for transportation, and there must be industry. all of these. Iron ore in abundance; easy access to the lumber and coal regions; a water course capable of developing eight hundred horse power; a canal; three railroads in the town and one more to be The inducements to manufacturers connected by the new river bridge. are superior to those of large towns, since while here all the conditions to business are so favorable, the cost of living and therefore of labor and again of production is much lower. There are now in operation over thirty manufacturing establishment, engaged in the production of as many classes of commodities, beside It is a remarkable fact that during the many small enterprises. present season while almost all industry has been stagnant, not only through this section and the state, but throughout the whole country, there has not been an idle wheel here, but everybody busy and all content. The community is especially fortunate in possessing men qualified in capital and energy to push the town to the far front position which it now occupies; and these are the men who have lent encouragement to many of the present industries, and who are ever ready to offer inducement to anything which means prosperity to the town and advantage to its citizens. EDUCATIONAL FACILITIES AND CHURCHES. The question of education has received considerable might reasonably be expected in such a community. attention as The Public Schools occupy three commodious and well -equipped buildings, situated: one on Fifth street, one on Third street, and the High School at First and Centre Streets. In all, there are thirteen departments or grades, engaging twenty teachers and one Principal, whose duties are not unlike those of city a The enrollment varies between nine hundred and superintendent. fifty, and one thousand students, to whom three courses are offered in the High School--Scientif ic, Business and Normal; and graduates from the Normal Course are admitted to the Senior Class in the State Normal School. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 17) The religious denominations, of which there are nine, have large These comprehend the followings and occupy handsome edifices. Baptist, Lutheran, Evangelical Association, Methodist, Presbyterian, Episcopal, Reformed, Catholic and African Methodist. WATER WORKS, STREETS, ETC. Good water is an essential to any community; and is here supplied from an inexhaustable supply clear, sparkling and pure. The natural topography of the town affords a perfect sewerage both to the river and the mouth of Fishingcreek, while the canal serves to drain a considerable section of any malarial or other infectious danger. — protection against the ravages of fire, there is a wellorganized fire department, comprising three volunteer companies, composed of experienced and valiant workers. As a Electric light, both arc and incandescent, is well and continuously served; and being freely distributed through the streets renders the town attractive and safe to the nocturnal pedestrian. remarkable feature are the broad, clean, well-paved streets. From south Second Street, looking toward the Normal School buildings, one is reminded of admiring Philadelphia's Public Buildings from North Broad Street. Nor is there but one such, for what may be said of one, may be said of eyery thoroughfare in the town. A most PROSPECTS. And how could mortal mind foretell the future of such a community? An intellectual and religious people, aggressive and conscientious leaders, numerous advantages both natural and and resources developed, and with all plenty of capital to push themselves to the front, Bloomsburg may confidently expect, and will certainly realize: peace, prosperity, plenteousness— a bountiful future." TOWN OF BLOOMSBURG TODAY : Bloomsburg is the Seat of Columbia County, the home of Bloomsburg University of Pennsylvania, a thriving industrial community and is Pennsylvania's only officially designated town. Situated on the North Branch of the Susquehanna River between Sunbury and Wilkes-Barre, Bloomsburg lies between the river and low-lying mountains to the north. It is 18 miles north of Central i a and 38 miles south of Wilkes-Barre. This pleasant little town has been nicknamed the "parlor town of the Susquehanna Valley", because of its wide, well-kept streets lined with spreading trees and well -maintained homes. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 18) look at Bloomsburg's charming town. A history shows that this always has been a In 1769, Francis Stewart surveyed a large tract of land here and In 1772, called it Beauchamp, a French word for "beautiful field". James McClure secured title to the land, which then was called NlcClure's Choice. In the next few years, it had Ludwig Eyer laid out the Town in 1802. Eyertown, Eyerstown, Oyertown, Oyerstown, variety of names: a By Eyerburgh, Eyerburg, Eyerstaedtel , Eyerstraetel and Oyerstraetel. 1807, the Town needed a post office and a name. The origin of Bloomsburg's several theories: It was named for Samuel name Bloom, is a a mystery, although there are Northumberland County Treasurer and Commissioner. It was named by travelers who saw the hills covered with blooming Laurel trees. It was named for created iron bars. It was named after settlers came. the "bloomeries", Bloomsburg, N.J., ironmaking from which furnaces some that earlier Whatever the origin of the name, the Town was called Bloomsburgh for In two decades. Eventually, the "h" was dropped from the name. 1847, after a long battle with Danville, Bloomsburg became the County Seat. In those days, the midstate had a network of canals that followed the Susquehanna River. The canal here converted Bloomsburg into a trading center, and by the middle of the century, Bloomsburg was the site of extensive iron ore mining. Forges converted the iron ore into usable metal and sent it down-river to southeast Pennsylvania. In 1870, legislation that a State senator successfully sponsored created towns as distinct from villages and boroughs. Bloomsburg applied for such status and became the State's first and only town. After the iron industry and canal system declined, Bloomsburg turned In 1889, James Magee, II, founded Magee to the textile industry. Carpet Company with a few carpet looms, a handful of employees, a small building, a little money and a lot of energy and determination. EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 19) The Company grew slowly and steadily, making ingrain and Brussels carpets and rugs. Now, it is part of Magee Industrial Enterprises, which owns the Hotel Magee, a charming, old-fashioned inn with a popular restaurant; Magee Glanz Carpet Company, MIE Hospitality Inc., WHLM radio station and Arthur Treacher's, as well as Magee Carpet Company. Today, Bloomsburg is home to 11,700 people, including Bloomsburg University students. Mayor Daniel J. Bauman, a six-member Town Council and a 12-member police force operates out of a beautifully Bloomsburg has its own restored turn-of-the-century firehouse. hospital, a well-stocked library, and a newspaper, the Press-Enterprise. Residents get fire protection from four fire stations - Friendship, Liberty, Rescue Hose & Ladder Co. and Winona - and emergency medical services from Bloomsburg Volunteer Ambulance Association. In a town, the mayor is president of council All our Council people are elected at large. and a member of council. Bloomsburg today is one of the most progressive northeast Pennsylvania, if not in the State. communities in EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 20) SOURCES OF INFORMATION: A. Columbia County Courthouse B. Bloomsburg University Library C. Bloomsburg Area Chamber of Commerce D. Columbia County Historical Society E. Local Historians F. Bibliography - - Orangeville, Pa. Messrs. Edwin M. Barton, Ted Fenstemaker and Dr. Craig Newton "Bloomsburg Spotlighted", Sunday Patriot-News, Harrisburg, Pa., September 22, 1985 "The New Bridge", Bloomsburg Daily, Bloomsburg, Pa., November 29, 1893 "The River Bridge", Bloomsburg Daily, Bloomsburg, Pa., December 4, 1893 "Bloomsburg", Bloomsburg Daily, Bloomsburg, Pa., December 7, 1893 "The River Bridge", Bloomsburg Daily, Bloomsburg, Pa., April 11, 1894 "Commissioners Resolution", Bloomsburg Daily, Bloomsburg, Pa., April 12, 1894 "The River Bridge", Bloomsburg Daily, Bloomsburg, Pa., July 25, 1894 "Bridge Meeting", Bloomsburg Daily, Bloomsburg, Pa., August 25, 1894 "Open for Travel", Bloomsburg Daily, Bloomsburg, Pa., September 18, 1894 "Report Made", Bloomsburg Daily, Bloomsburg, Pa., September 24, 1894 "Bloomsburg - Pennsylvania's Only Incorporated Town", Pennsylvanian, November 1966 EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 21) J. H. Beers & Co., 1915, Historical and Biographical Annals of Columbia and Montour Counties, Pennsylvania, Containing a Concise History of the Two Counties The Ohio Historic Bridge Inventory Evaluation, Plan, Columbus, Ohio, 1983 and Preservation Bridge Engineering, J. A. L. Waddell, Volume 1916 1, Nomenclature and Bridge Types, Truss Identification: Sheets 1 and 2 of 2, Historic American Engineering Record, National Park Service, United States Department of Interior Brochure of King Iron Bridge & Manufacturing Company, Wrought Iron Bridges, Designs, 1872 Specifications for Repairs and Additions, Bloomsburg River Bridge over Susquehanna River, Columbia County, Pa., J. B. Long, Consulting Engineer, Norristown, Pa. Federal Highway Administration and Pennsylvania Department of Transportation. "Environmental Asseessment - Section 4(f) Evaluation", East Bloomsburg Bridge Replacement Study, July 1985 Federal Highway Administration and Pennsylvania Department of Transportation. "Determination of Eligibility Report", East Bloomsburg Bridge Replacement Study, March 1984 Federal Highway Administration and Pennsylvania Department of Transportation. "Preliminary Case Report", East Bloomsburg Replacement Study, May 1984 Federal Highway Administration and Pennsylvania Department of Transportation. "Composite Technical Basis Report", East Bloomsburg Bridge Replacement Study, September 1984 EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 22) LIST OF PREPARERS: FINAL DESIGN CONSULTANT AND PREPARER OF HISTORIC AMERICAN ENGINEER RECORD HISTORIC DOCUMENTATION OF EAST BLOOMSBURG BRIDGE: MODJESKI AND MASTERS, CONSULTING ENGINEERS, HARRISBURG, PA Text Written By: Russell W. Christie, P. E., Project Manager, Modjeski and Masters EAST BLOOMSBURG': BRIDGE HAER NO. PA-100 (PAGE 23) CO * si —a o Co Sk co si co Ci ~3 Sk o si Css © CO CO CO CO s*. si co co CO CO CO co .1 k. -si O 05 • —a i-. Q o O w o Q s PQ O "CS CO co —-^> CO ac !>A^^3 C2 4 ^ CO CO 03 C2 € sk Oh CO No. ^of LZtrt^.*. <^ l^rLrx. the County of- CO., .... 'SS.itncsscth, That the said party of the M ^J*.^... JhiS COUtraCt, Madethif and between THE KING BRIDGE by EAST BLOOMSBURG BRIDGE HAER NO.. PA- 100 (PAGE 24) .. ..day of and State ofr^M^.^-y first part_epntracts for the party of the second part the superstructure for a , y^JiuL. . . O— Wand day . 189&. D. State of Ohio, party of the first part, Z^i. . . party of the second part , with the party of the second part, to build, oj'.. . . . {Lz^&*<tr&-<- y~ lA/,-'>r&-i^a.Zt../[~^:^trrw . <?^<j&Zt^C <. <* Jf*^ <-& and +^i*y4e<-L*z^.+ and agrees paint »nt seat a t ehop t, and have ready by the... i^y'/^.'V^X over the stream called ...//s-L^i^*^6e^~._A. of the City of Cleveland 189^. \^Jj? 2<C43L&~<^._ \JC*u<.. *"< 3~r at appoint - where the crosses said stream in the County of. ana State o/y^ aV**-»«. t*J. *jl Li. T^.-^ctaccording ^il'T^Z -------.... Extreme Length of Bridge, Sidewalks, Number of Spans, part to Delay ..feet. Jeet. • .../S" ...feet. The center Contract. this to be furnished by the party of the firs/ part. approving plans or furnishing necessary data, plans, specifications, in Speci- line of bridge to be at right angles to the etc., abut- by party of the second party of the first part shall extend the time of completion an equal number of days. And the party of thejecond part contracts and agrees cf^c^t^y/ fer said bridge by the sum //<SD. • .4^. (6)^<~<*z£_ y&jLa,^^ and Plans approved form a part of ments and piers. - - All the materials for said bridge, except the abutments and piers, are fications following dimensions, viz - Space between the face of Abutments or Waterway, Roadway, to the to fumieh, ready for the day of .£* sui>/>r:tn,rtnre. tJ,» n luim«ni. a ~d I89^r and A. D. to pay the party of ,»;<,,-. the first part the of .\^JfX^-. for the said BriagY, payable as follows, viz the ground, and estimate, the remaining ten per cent, from date of n*~*n^k~±e-rrrrrt,o rlny rf iMi' i ioji cpcmfiffl St a tion In monthly estimates upon acceptable material, at the shops, delivered on : course of erection, ninety per cent, of the amount cf such estimates, to be paid in cash within five days in nnd the remaining emo half i f P l. t be paid in cash on final completion to 'n i .l « Ill an the eomplotien of if II triiil l' -I | nf mill Fnid^f i ti l i i hj u and acceptance of the work herein \lt In case the abutments and piers are not ready for the superstructure on the date agreed as above, eighty per cent, of contract price (less previous estimates) shall be paid on delivery of the iron, and the remaining twenty per cent, as provided above And awn'/ tho party of tht ' 1 -y r?u Yft ls£- 1/ 'u'l ii 1 l ," 1 pttrt further agrove ' 1 1 1 1 'n , j n'i'r' i i Tff iij- to lot tho cf treat In icarh md party of the athrr purpanrn fi ret «(t pari have free uic if tho old br idge at o f n ear tht may ' It fer mnirnt'rnrr the party of the first part are not to be held responsible for unavoidable delays caused mobs, enemies of the Government, strikes of workingmen with it 1 / ' ^ In t employ of the first i r'f i ' i j i n i ' 'f ii And ' i ii i j transportation or by the elements, party or of manufacturers under contract for the furnishing of materials for such work, acts of Providence, or delays over which they have no control. Signed the day and year K.f-a-rx. in the in • f' , M first Presence T ^ above written, of > '" M ^ -^ TH^KJNG BRIDGE CO., :/-Z^t^[seal.] *-&e^.-£-&<&2-~ [seal.] [seal.] .[seal.] .(2^ . [seal.] [seal.] EAST BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 25) Advisory Council On Historic Preservation Post Office Building The Old 1100 Pennsylvania Avenue. Washington. nsc i o NW. #809 DC 20004 19?-! Mr. Louis M. Pap«t Division Administrator Federal Highway Administration 228 Walnut Street P.O. Box 1086 Harrisburg, PA 17108-1086 REF: East Bloomsburg Bridge Replacement Bloomsburg, Pennsylvania Dear Mr. Papet: The enclosed Memorandum of Agreement for the referenced project has been ratified by the Chairman of the Council. This document constitutes Che comments of the Council required by Section 106 of the National Historic Preservation Act of 1966, as amended, and the Council's regulations. A copy of the ratified Agreement has also been sent to the Pennsylvania State Historic Preservation Officer. The Council appreciates your cooperation in reaching a satisfactory resolution of this matter. Din L. Cpief, taatern Division fof Project Review Enclosure EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 26) MEMORANDUM OF AGREEMENT WHEREAS, the Federal Highway Administration (FHWA) , and the Pennsylvania Department of Transportation (PennDOT) have determined that replacement of the the East Bloomsburg Bridge over the Susquehanna River at Bloomsburg, Columbia County, Pennsylvania, will have an effect upon properties Included in, or eligible for inclusion in, the National Register of Historic Places and have requested the comments of the Advisory Council on Historic Preservation pursuant to Section 106 of the National Historic Preservation Act (16 U.S.C. 470) and its Implementing regulations, "Protection of Historic and Cultural Properties (36 CFR, Part 800)," FHWA, PennDOT, the the Pennsylvania State Historic THEREFORE, (SHPO) , and Historic Officer the Council Advisory on Preservation Preservation agree that the undertaking shall be Implemented in accordance with the following stipulations in order to take into account the effect of the undertaking on historic properties: NOW, Stipulations FHWA will Insure that the following measures are carried out: 1. Prior to the demolition of the East Bloomsburg Bridge, it will be recorded so that there will be a permanent record of its existence. The Historic Architectural and Engineering Record (HAER) (National Park Service, Department of the Interior, Washington, D.C. 20243 (202)343-9629); will first be contacted to determine what documentation is required. All documentation must be accepted in writing by HAER and the Council notified of its acceptance prior to Copies of this documentation will be made available the demolition. to the SHPO and appropriate local archives designated by the SHPO. 2. Within 90 days after demolition of the East Bloomsburg Bridge, FHWA will notify the Keeper of the National Register so that the bridge may be removed from the list of eligible properties. 3. FHWA will Insure that a permanent plaque commemorating the history and significance of the East Bloomsburg Bridge will be placed near the site, within TR 487 's right-of-way, once construction has been completed. The Pennsylvania SHPO will be given an opportunity to review the content of the plaque before it is erected. >r«- EAST BLOOMSBURG BRIDGE HAER NO. PA-lOO (PAGE 27) -2- Execution of this Memorandum of Agreement evidences that the FHWA and PennDOT have afforded the Council a reasonable opportunity to comment on the proposed bridge replacement and its effects on historic properties and that the FHWA and PennDOT have taken into account the effects of its undertaking on historic properties. Pennsylvania Division Administrator Federal Highway Administration U.S. Departaent of Transportation DATE \^AjjjjL(lJlry^i' Deputy Secretary for Highway Administration Pennsylvania Department of Transportation DATE 9-C8-84- t.\j ^V -fc\ Pennsylvania State Historic Preservation Officer Executive Director Advisory Council on Historic Preservation DATE Chairman Advisory Council on Historic Preservation DATE /*• LL t-i *{rt/*f BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 28) EAST PHOTOGRAPH CAPTION 1. North End Span - North Portal showing Commemorative Plaque and 2. North End End 3. REFERENCE SOURCE CAPTION NUMBER End Original Photograph November Finial Span - View looking south at Span - View looking south at Portal with close-up of Portal 20, 20, 20, - 1985 Original Photograph November - 1985 Original Photograph November Portal North End LIST - 1985 Bracing 4. North End Span - East Side view at 5. North End Span - View of West Bearing 7. 8. 9. North End Span complete truss - November North End Span Close-up of Panel U2 Close-up of Panel M3 Close-up of Panel North End Span - Close-up of Panel North End Span Close-up of Panel M4 North End Span U5 Close-up of Panel 20, 20, 20, 20, - 1985 - 1985 - 1985 Original Photograph November - 1985 Original Photograph November - 20, - 1985 Original Photograph November U4 20, - 1985 Original Photograph November U3 20, - 1985 Original Photograph November North End Span 20, Original Photograph November North End Span Point Close-up of Panel November - 1985 Original Photograph Point 14. 20, North End Span Point U1 at finial Point 13. Original Photograph November - 1985 Original Photograph Point 12. 20, - 1985 - View showing sway bracing frame at Panel Points 2 and 4 and also top lateral bracing Point 11. West side view of North End Span Point 10. - 20, Original Photograph November at Panel Point L0 6. Original Photograph November Floor Level 1985 - BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 29) EAST PHOTOGRAPH CAPTION NUMBER 1 5. 16. 17. 18. LIST (Continued) REFERENCE SOURCE CAPTION Close-up of bearings at Panel Point LO on Pier 5 Original Photograph View of north abutment and east Original Photograph wingwall November View of north abutment and west Original Photograph wingwall November North End Span - West side view of under part of floor system at Panel Original Photograph November November 20, 20, 20, 20, 1985 North End Span - view looking south at Pier 5 and truss floor system Original Photograph 20. View looking east showing flood gauge station at northeast wingwall Original Photograph View of east side of bridge showing Original Photograph Span No. 5 November 21. 22. 23. 24. 25. View of east side of bridge showing six spans 20, 20, 1985 1985 1985 Original Photograph November 20, 1985 View of east side of north end span (Span No. 6) Original Photograph View of west side of bridge showing Original Photograph Span No. 5 and November North End beam and 26. all November Span Piers - 4 and 5 View showing floor- stringers at Panel Point L1 November 20, 20, 1985 1985 Original Photograph November 20, 1985 View looking south showing flood Original Photograph gauge November station at northeast corner of 20, 1985 bridge 27. View of full bridge looking southeast Original Photograph November 20, - 1985 19. 20, - 1985 Point L2 November - 1985 1985 - BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 30) EAST PHOTOGRAPH CAPTION NUMBER 28. 30. 31 REFERENCE SOURCE Close-up of commemorative nameplate plaaue located at top of portal 34. 35. 36. 38. 1985 South End Span - View looking north at Original Photograph end November portal November 20, 20, 1985 1985 South End Span - View looking north at Original Photograph end November portal with close-up of portal 20, 1985 finial South End Span - West side view at Original Photograph November South End Span Panel Point L1 South End Span Panel Point L0 - West side view of View of bearing at 1985 Original Photograph November - 20, 20, 1985 Original Photograph November 20, 1985 South End Span - View showing sway bracing frame at Panel Points 2 and 4 and also top lateral bracing Original Photograph South End Span Original Photograph South End Span Panel Point U1 South End Span Point 39. 20, Original Photograph - Close-up of Panel Point - Close-up of finial at - Close-up of Panel M3 Close-up of Panel 20, 1985 1985 20, 1985 Original Photograph November - 20, Original Photograph November U2 South End Span November November Point U1 at finial 37. November Close-up of commemorative plaaue designating the re-flooring of the bridge in 1914 floor level 33. Original Photograph end span bracing and 32. (Continued) CAPTION of north 29. LIST 20, 1985 Original Photograph November 20, 1985 - BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 31) EAST PHOTOGRAPH CAPTION NUMBER 40. LIST (Continued) REFERENCE SOURCE CAPTION South End Span Close-up of Panel November Point U3 41. South End Span Point 42. 43. 46. 47. on 49. Pier 20, wingwall November View of south abutment and west Original Photograph wingwall November View of east side of bridge showing Original Photograph 2 and Piers 1 North End Span floor system - and November 2 View of side and 1 928 repairs and additions to floor system and plan and elevation of bridge 20, 20, Pennsylvania - 1985 - 1985 - 1985 Original Photograph November Original drawing showing 20, - 1985 Original Photograph 20, - 1985 Original Photograph November 1 20, - 1985 Original Photograph November U5 20, - 1985 Original Photograph November Close-up of Panel 20, - 1985 View of south abutment and east Span 48. M5 Close-up of bearings at Panel Points L0 45. Close-up of Panel 20, Original Photograph November U4 South End Span Point 44. Close-up of Panel South End Span Point Original Photograph - 1985 Depart- ment of Transportation Engineering District 3-0 Files 50. Original drawing by King Bridge Comdetails Columbia County Courthouse Basement Files Commember shop de- Columbia County Courthouse Basement Files pany showing truss member and elevation of bridge 51. Original drawing by King Bridge pany showing tails - truss Sheet 2 of 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 32) EAST PHOTOGRAPH CAPTION NUMBER 52. (Continued) REFERENCE SOURCE CAPTION Commember shop de- Columbia County Courthouse Basement Files Com- Columbia County Courthouse Basement Files Original drawing by King Bridge pany showing tails 53. LIST - truss Sheet 3 of 5 Original drawing by King Bridge pany showing joist and shoe details - Sheet 4 of 5 54. Original drawing by King Bridge Com- pany showing end portal shop details - Columbia County Courthouse Basement Files Sheet 5 of 5 by unknown - south abutment and wingwall details Columbia County Courthouse Basement Files unknown - details 1 to be founded Columbia County Courthouse Basement Files unknown - details 4 and 5 to be Columbia County Courthouse Basement Files 55. Original drawing 56. Original drawing by of cofferdam for Pier on rock 57. Original drawing by of caisson for Piers built 58. on soil 2, 3, overburden by unknown - Pier by unknown - Pier 2 Columbia County Courthouse Basement Files by unknown - Pier 3 Columbia County Courthouse Basement Files by unknown - Pier 4 Columbia County Courthouse Basement Files by unknown - Pier 5 Columbia County Courthouse Basement Files Original drawing by unknown north abutment and wingwall details Columbia County Courthouse Basement Files Original drawing 1 details 59. Original drawing details 60. Original drawing details 61 Original drawing details 62. Original drawing details 63. - Columbia County Courthouse Basement Files BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 33) EAST 1. 2. Span - North Portal showing Commemorative Plaque and Finial North End North End Portal Span - View looking south at End BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 34) EAST 3. North End Portal Span - View looking south at End Portal with close-up of Bracing 4. North End Span - East Side view at Floor Level BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 35) EAST 5. North End Point 6. North End Span - West side view of Span - View of West Bearing LO complete truss at Panel BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 36) EAST 7. North End Span -View showing sway bracing frame at Panel Points and 4 and also top lateral bracing 2 8. North End atfinial Span - Close-up of Panel Point U1 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 37) EAST 9. 10. Span - Close-up North End North End of Panel Point Span - Close-up U2 of Panel Point M3 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 38) EAST 11. North End Span - Close-up of Panel Point U3 12. North End Span - Close-up of Panel Point U4 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 39) EAST \ Span - Close-up 13. North End 14. North End Span of Panel Point M4 \ - Close-up of Panel Point U5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 40) EAST mi 15. 16. Close-up of bearings at Panel Point L0 on View of north abutment and east wingwall Pier 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 41) EAST 1 7. 18. View of north abutment and west wingwall North End Span Panel Point L2 - West side view of under part of floor system at BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 42) EAST 19. North End Span and 20. truss tloor View looking south at system - View looking east showing flood gauge station at northeast wingwall Pier 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 43) EAST 21. 22. View of east side of bridge showing Span No. 5 View of east side of bridge showing all six spans BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 44) EAST 23. 24. View of east side of north end span (Span No. View of west side of bridge showing Span No. 5 and 6) Piers 4 and 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 45) EAST 25. North End Span View showing floorbeam and - stringers at Panel Point L1 26. View looking south showing flood gauge tion at northeast corner of bridge sta- BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 46) EAST 27. View of full ww.\ bridge looking southeast L aj*ww &4r! r ' . cu5-*4siii ^ ."^ vi SSL .SA\ z$ i.C..J.\- m »F 28. w- W» \i< w.M, - "• » ^ «v Close-up of commemorative nameplate plaque located at top of portal of north end span BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 47) EAST — &i£ xZZ- &\x*&LLlVE\k 29. Close-up of commemorative plaque designating the re-flooring of the bridge in 1914 30. South End Span portal - View looking north at end BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 48) EAST 31 . South End Span - View looking north at end portal with close-up of portal bracing and finial 32. South End Span - West side view at floor level BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 49) EAST ^ •VC- 33. 'l 1 South End Span - West side view of Panel Point 34. L1 South End Span Point LO - View of bearing at Panel BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 50) EAST 35. South End Span - View showing sway bracing frame at Panel Points 2 and 4 and also top lateral bracing 36. South End Span at finial - Close-up of Panel Point U1 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 51) EAST 37. South End Span - Close-up of finial at Panel Point U1 38. South End Span - Close-up of Panel Point U2 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 52) EAST 39. South End Span - Close-up of Panel Point M3 i K I 40. South End Span - Close-up of Panel Point U3 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 53) EAST 41. South End Span - Close-up of Panel Point U4 42. South End Span - Close-up of Panel Point M5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 54) EAST 43. South End Span - Close-up of Panel Point U5 44. Close-up of bearings at Panel Points LO on Pier 1 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 55) EAST 45. View of south abutment and east wingwall 46. View of south abutment and west wingwall BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 56) EAST 47. View of east side of bridge showing Span 2 and 48. North End Span - View of side and floor Piers system 1 and 2 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 57) EAST 49. Original drawing showing 1928 repairs and additions and plan and elevation of bridge to floor system EAST BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 58) 50. Original bridge drawing by King Bridge Company showing truss member details and elevation of BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 59) EAST 51 Original drawing by King Bridge Company showing truss member shop details - Sheet 2 of 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 60) EAST 52. Original drawing by King Bridge Company showing truss member shop details - Sheet 3 of 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 61) EAST 53. Original drawing by King Bridge Company showing joist and shoe details - Sheet 4 ot 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 62) EAST 54. Original drawing by King Bridge Company showing end portal shop details - Sheet 5 of 5 BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 63) EAST 55. Original drawing by unknown - south abutment and wingwall details BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 64) EAST 56. Original drawing by unknown - details of cofferdam for Pier 1 to be founded on rock BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 65) EAST 57. Original drawing by unknown overburden - details of caisson for Piers 2, 3, 4 and 5 to be built on soil BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 66) EAST REVISED PLAN P.tn N?-l coMpli/»|Jcr W/7H f?ESOLUTlOd fJ-S/ ADOPTFiJ ay com's /tppn io<* P<\CPARCV 1 l(J m* flpri'J /t 58. Original drawing by unknown - Pier 1 details BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 67) EAST 59. Original drawing by unknown - Pier 2 details BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 68) EAST 60. Original drawing by unknown - Pier 3 details BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 69) EAST 61. Original drawing by unknown - Pier 4 details BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 70) EAST 62. Original drawing by unknown - Pier 5 details BLOOMSBURG BRIDGE HAER NO. PA-100 (PAGE 71) EAST 63. Original drawing by unknown - north abutment and wingwall details EAST BLOOMSBURG BRIDGE COLUMBIA COUNTY 1894- 1986 HISTORIC AMERICAN ENGINEERING RECORD