This bridge is a traditional riveted Warren pony truss
with fair historic integrity. A vertical member has been replaced with a
welded replacement. Modern Armco guardrails were bolted onto the bridge
sometime between 2007 and 2009, although original lattice railings remain
behind the Armco guardrail. The Armco guardrail is improperly mounted on the
bridge. A frequent problem encountered with historic bridges is lazy
government agency bridge owners who bolt Armco guardrail directly to the
fracture critical members of a truss bridge. When a vehicle collides with a
bridge with guardrails mounted in this way, the impact damage is transferred
directly to the truss members, which may result in member damage or member
failure which leads to bridge closure, or in a worst case scenario bridge
collapse. The needs of public safety and historic bridge preservation are
equally being short-changed by this improper guardrail mounting.
There are one of two scenarios at this bridge. Either
traffic volumes and speeds are low, and there is little risk of a vehicle
colliding with the bridge, in which case the Armco guardrails are not needed
as all and are simply ruining the aesthetic qualities of the bridge. The
other scenario is that indeed, Armco guardrails or other form of
crash-tested barriers are needed, and if so then they should be mounted
correctly to protect the bridge as well as vehicles. Correct mounting of
Armco or other forms of crash-tested barriers is to attach them to railing
posts that are devoted to just holding the guardrail and are not directly
attached to the truss web.
Information and Findings From Ohio's Historic Bridge
The bridge carries a 2 lane road over a stream in a rural area of active farms.
The 1-span, 59'-long, rivet-connected Warren pony truss bridge is traditionally composed of built-up members. It has stock lattice railings.
Summary of Significance
The 1922 Warren pony truss has no distinguishing features. It has riveted connections, typical of Warren trusses from about 1900 to the 1940s when riveted connections began to be phased out in favor of welded
connections. The weld-connected Warren trusses continue to be a popular bridge type/design on county roads in Ohio. The survey has identified more than 500 pre-1961 Warren pony truss bridges, making them the most common truss
type/design surviving in the state. This example is not historically significant for its technology or context. More distinguished examples better represent the significance of the type/design in the development of the state's road
systems. The not eligible recommendation of the prior inventory remains appropriate.
Warren trusses are the most common design found in Ohio and the nation. The Ohio Phase 1A survey (2008) has identified more than 500
examples dating from 1897 to 1961, accounting for well over half of the approximately 800 pre-1961 metal trusses. The Warren design was particularly well suited to rigid (riveted, and later welded connections), but not as well
suited to pin connections; this helps to explain its popularity in the 20th century rather than the 19th century, although it is based on a British patent issued to engineers James Warren and Willoughby Monzani in 1848. In the U.S.,
the popularity of the Warren truss coincided with improvements in pneumatic field riveting equipment starting about 1900. The Warren, which is based on a series of equilateral triangles, is identified by its simplicity of design,
ease of construction with equal-sized members, and ability of some diagonals to act in both tensions and compression. Warren trusses are often stiffened by the addition of verticals; they can also have polygonal (sloped) upper
chords to achieve greatest depth at midspan.
Warren trusses were a standard design of the Ohio State Highway Department in the 1910s and 1920s, but they achieved their greatest popularity with county engineers, who purchased
the bridges from Ohio fabricators such as the Champion Bridge Co. and the Mt. Vernon Bridge Co. Fewer than 25 surviving rivet-connected Warren trusses date prior to 1915, and they represent the period when the rivet-connected design
solidified its position as the most popular prefabricated county truss design.
A noteworthy change in the technological development of Warren trusses was the transition from riveted to welded connections that began in the
mid to late 1930s. The development was based on improvements in arc-welding equipment and the propagation of welding techniques as a substitute for riveting in many fields of construction, such as steel-hull ships and steel-frame
buildings. While most of Ohio's remaining truss fabricators went out of business in the depression of the 1930s, Ohio Bridge Corporation (OBC) of Cambridge grew its business on the development of a standard weld-connected Warren
pony truss with polygonal upper chords in the years immediately following WWII. OBC remains in operation and many Ohio counties continue to find the weld-connected Warren trusses to be a desirable economical alternative to other
bridge types. More than 360 of the 500 Warren trusses in the study are weld-connected and most are attributable to OBC from the late 1940s to 1960. It is the early examples of weld-connected Warren trusses dating from the mid 1930s
to mid 1940s that are the technologically significant examples.
Bridge Considered Historic By Survey: No
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