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This less common fixed pony truss design used on the Barge Canal construction was used here to provide a canal crossing. The shorter pony span may have been feasible here due to the narrow channel next to Lock E-21.
One might think that this uncommon variety of Erie Canal bridge located next to a historic lock in a state park setting would be preserved. A historic bridge next to a historic lock. The two structures go together and compliment each other. Preservation makes sense. This certainly would be the reasonable approach as rehabilitation of a bridge of this type is feasible. However nothing could be further from the truth, as this bridge was targeted for demolition and replacement with a modern bridge with no hertiage value whatsoever. This is a disturbing development especially considering that this does not appear to be a busy or essential road (it has been closed for some years). This is a disturbing trend as it seems completely unfair to commit to preserving other aspects of the Erie Canal, but not the bridges. Preservation of the bridges has occured elsewhere, but why not with this pony truss? The pony truss design is actually more rare than other bridge types on the canal. It should be given preservation priority. Demolition is a complete waste of money especially when news articles indicated that allowing ambulance access was one reason for the project. A metal truss of this type could have and should have been restored for ambulance traffic. Ambulances are nowhere near as heavy as more challenging emergency loads like big city fire trucks. This bridge in neighboring Canada is posted at a mere five tons, but an exception is made for ambulances (meaning this unrestored bridge can occassionally handle higher loads than 5 tons). If that is true for a bridge that has not been restored, it absolutely is clear that the Lock Road Bridge could have and should have been restored.
This news article has more info. It states the main reason for replacement was ambulances but then later references the weight of big city firetrucks, etc. Often people who want to see historic bridges destroyed just try to throw every possible excuse for demolition at the wall and hope something sticks so they can justify the destruction of a historic bridge. It is likely the main need was ambulences. In truth, the bridge is largely non-essential with a state highway crossing that would support unlimited loads located 1.32 miles to the east. And here is the real shocker... located right next to the state highway crossing? The New London Fire Hall! So they likely don't even need to use the Lock 21 bridge as the NY-46 Bridge is right next to the station!
The news article also had some history, which conflicts with the 1912 construction date given by the National Bridge Inventory:
The bridge was built in 1908. It connected the Route 46 corridor, which includes the Verona town offices and the town garage on Germany Road, with Sylvan Beach. It’s located on the border between the towns of Verona and Vienna. In the 1930's the bridge was raised to make room for large cargo boats and in the 1950’s the wooden planking was replaced with steel.
Perhaps the most comical statement in the news article? The sand and wind corroded the steel and that’s damage caused the bridge to be shut down
What are they talking about?! Is this area of New York State a desert? Are the Great Sand Dunes of New York State surrounding this bridge? (There is no such place!) And if sand and wind are so corrosive to truss bridges than why is it when we look at bridges in Arizona and New Mexico they are (even unpainted) in such good condition that the mill scale remains on the trusses?! Sounds like they didn't want to admit that winter deicing salt and lack of paint (compounded by a metal deck that cannot drain water away from floorbeams) is the cause. In other words they have nobody to blame but themselves... deferred maintenance... for the condition of the bridge.
The Erie Canal is one of the most famous and historically significant canals in the United States. Aside from the widely recognized historical significance of the canal as a transportation facility itself, a lesser known fact is that the canal is historically significant for the bridges that have spanned the canal over the years. It was here on the Erie Canal where Squire Whipple found a place to successfully get his "Whipple Arch" bowstring truss bridges constructed in significant quantities in the mid-1800s. The success of his Whipple Arch bridges helped contribute to the nationwide transition from wooden bridges to metal bridges. The period of time from 1905-1918 where the Erie Canal was upgraded and widened to become part of the larger New York State Barge Canal was a time of change for the bridges of the canal. Between the process of widening and upgrading the canal, and the nationwide trend to build more substantial bridges in the early 20th Century, the previous generation of bridges (many undoubtedly those Whipple Arch bridges) were replaced by a series of new bridges. These bridges have proved to be very durable and thanks to a clear commitment to preservation on the part of New York State Department of Transportation and other agencies, the Erie Canal and the New York State Barge Canal system, particularly the western section from Lockport to Spencerport boasts one of the highest densities of historic bridges of any waterway in the country. The vast majority of bridges on this section are maintained in beautiful condition.
Although the new bridges from the early 20th Century took a variety of forms, two forms were by far the most common. In rural or spacious areas, a fixed double-intersection Warren through truss was used, with a dirt approach providing the modest elevation needed for a fixed bridge over the canal. Double-intersection Warren truss bridges are generally considered an uncommon truss type on a nationwide basis. In urban and less spacious areas, a vertical lift bridge was used. The vertical lift bridges are an unusual design. Instead of towers that rise above the bridge in a traditional vertical lift bridge and pull the truss span up using cables, these bridges have vertical endposts which extend below the deck and into the ground. When operated, these extended endposts (called the lifting frame) rise out of the ground. In an engineering sense, these unusual vertical lift bridges might be thought of as bedstead truss bridges. Another unique feature of these lift bridges are the stairways found at each end of the bridge on the sidewalks. These stairways allow pedestrians to continue to cross the bridge when the structure is in the raised position. These vertical lift bridges continue to operate for boats today, so observing these unique bridges remains possible.
Elsewhere, the New York State Barge Canal System boasts other types of historically significant bridges.
View National Register of Historic Places Nomination Form for the New York State Barge Canal (Alternate ZIP Version In Sections) - Note this impressive document contains modern color photos of the bridges, some from unique angles, historical photos showing bridge construction, and original plan sheets for some bridges too.
View a HistoricBridges.org photo gallery of the historical photos, modern photos, and original plans contained in the National Register Nomination. This photo gallery can also be found in the Fairport Bridge's page.
View Historic American Engineering Record (HAER) Overview of Erie Canal Locks at Lockport, NY (Data Pages)
View Historic American Engineering Record (HAER) Index - Has a list of structures including bridges that were individually documented for HAER.
Erie Canalway National Heritage Corridor
Annual Reports on the New York State Barge Canal (Order By Fiscal Years): 1908, 1909, 1910, 1911, 1912, 1913, 1914, 1915, 1916, 1917, 1918, 1919, 1920, 1921
Story of the New York State Canals (1916)
New York State Barge Canal (1915 Overview of Project)
This bridge is tagged with the following special condition(s): Unorganized Photos
This historic bridge has been demolished. This map is shown for reference purposes only.
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