The Mauks Pond Bridge is a highly attractive state
standard plan structure on account of its combination pony and through truss
design, with a central through span flanked on each side by a pony
truss approach span.
Indiana decided that the best way to deal with the nearby
Mt. Carmel Bridge and the Maucks Pond
Bridge, both beautiful and historically significant bridges, is to demolish
them. Such a decision is a clear display of how broken both surface
transportation and historic preservation policy truly is in the United
States. Since a new bridge is under construction on a new alignment, the
historic bridge is not in the way of anything. There is absolutely no reason
or point to waste money demolishing this bridge!
With the new bridge constructed next to its replacement,
demolishing this bridge serves no other purpose than to destroy history,
waste taxpayer dollars, and fill the pockets of greedy scrap steel dealers
who get to cash in on historic bridge tragedies such as this.
What should be done instead? The bridge is currently safe
for vehicular traffic and has no extremely serious problems, and as such,
the bridge could likely stand next to its replacement either for pedestrian
use or completely abandoned as a historic relic, for decades to come even
without preservation work done on it. As such, the bridge should be left
standing next to its replacement. The money that would have been used to
demolish the bridge could be used to make repairs to the worst conditions on
Information and Findings From DHPA Historic Bridge Survey
Statement of Significance
Except for added stiffening of the portal braces,
the Parker span is a typical representative of the IDH's longest
standard truss. It is, though, a late example of the prevailing design
from 1921 into 1932. The Warren spans are also standard. The structure
retains its original members, including latticed guardrails.
The Indiana Department of Highways selected its
longest standard Parker through-truss and Warren pony-truss designs, as
well as its traditional concrete substructure and coped and paneled
approachh rails, for this setting. The structure consists of a 198'
Parker flanked by a 72' Warren approach on each end.
Parker's riveted superstructure is divided into eleven panels, each with
a differently-sloped top-chord segment. The verticals are made from
laced channels. A pair of angles and battens, lighter toward midspan,
provide the diagonals and counters (used only in the three central
panels). The lower chord consists of two pairs of heavy angles riveted
together with battens. Substantial protals and cross-frames brace the
trusses. The heavy I floor beams are riveted to the verticals at and
above the lower chord and carry a 22' concrete roadway.
six-panel Warren pony trusses are also riveted. The verticals consist of
two pairs of angles riveted together with battens, some of which also
serve the external sway braces. A pair of angles and battens, lighter
toward midspan, supply the diagonals. The lower chord is made from a
pair of angles and battnes in the two outer panels and are doubled for
the more central ones. ALTERATIONS: 1963: Portal, Sway Frame, Top
Lateral and Struts Repaired, Reinforce Floor Beam Connections 1975:
Concrete Deck Reconstruction, New Rails, Sway Frame Repair
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