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

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No.

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the County of-

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'SS.itncsscth, That the said party of the

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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^&*
lA/,-'>r&-i^a.Zt../[~^:^trrw

.

<?^
<-&

and

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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
\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

//
•

.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/

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pttrt

further agrove

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to lot tho

cf treat In icarh

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party of the

athrr purpanrn

fi ret
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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 /

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^

In
t

employ of the

first

i

r'f

i

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i

j

i

n

i

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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

>

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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