Barryville–Shohola Bridge
41.47597 - 74.912805Koordinaten: 41 ° 28 ' 33.5 "N, 74 ° 54' 46.1 " W
F1
PA 434 and NY 55
The current building is the fifth bridge at the site.
The current Barryville - Shohola Bridge is the fifth bridge, which spans the Delaware River at this point and the Shohola Township (Pennsylvania) with Barryville (New York) connects. The two-lane road bridge is part of the Pennsylvania State Route 434 and New York State Route 55/Sullivan County Route 11
The present bridge was built on behalf of the Joint Bridge Commission Delaware 2007. It is a T-beam construction with a bridge deck reinforced concrete and steel beams. Of the four previous buildings served only a likewise of State Routes 434 PA and NY 55, which released in December 1941 steel truss bridge, whose construction costs to 174,300 U.S. dollars ( 1941) amounted. It replaced a steel cable suspension bridge with a single lane, which was built in 1866 by Chauncey Thomas.
Prior to the 1866 -built suspension bridge, there was a probably built in 1856 by John A. Roebling Bridge, which was destroyed in 1859 and a new building, which collapsed on 1 January 1865.
Before the Bridge
Towards the end of the 18th century, a ferry was established at the site of the present bridge connection that linked Shohola with the precursor settlement of Barryville. The construction of the Delaware and Hudson Canals 1827 on the New York side of the river and the Erie Railroad in 1849 trade and traffic increased in the area, so that the construction of a bridge was necessary.
The first two bridges (1856-1865)
The bridge was first planned in 1854 by a private company, of Shohola and Barryville Bridge Company. The president of the company, Chauncey Thomas, tried to bridge expert John Augustus Roebling to win for the order, at the time was considered the construction of a 250 m long two-tier bridge at Niagara River between New York and Canada, the world's first railway suspension bridge.
Roebling refused to accept the additional order, Thomas was but oral and written instructions, based on which the bridge was built. Thomas supervised the construction work personally. These led by inexperienced men that Thomas had recruited locally. The result of the work was a three- meter wide and 151 meter long bridge with two spans. The bridge was located about 7.5 m above the river, to be safe from flood waters. The cost was $ 9,000 (1856 inflation- adjusted 265,000 ).
According to historian John Willard Johnston, who knew him personally, told Chauncey Thomas, he was very inexperienced in bridge construction. The new bridge was opened but immediately accepted and used by dealers, their customers and farmers.
For the weather in the upper reaches of the Delaware River as severe storms were not unusual. Thomas ' rope bridge is not held on July 2, 1859 was a particularly bad storm and was almost completely destroyed almost exactly three years after the opening. Only the bridgeheads and pillars weathered the storm. There were two injured, a man and his wife who just crossed the bridge when it collapsed. The ferry, which was no longer used after the construction of the bridge was still in good condition and was initially put back into operation.
The bridge was quickly rebuilt, again under the supervision of Chauncey Thomas, the cost to U.S. $ 4000 (1859 inflation- adjusted $ 120,000 ) came. The treasurer of Shohola and Barryville Bridge Company, however, did not have enough money to pay the construction costs. He promised Thomas that amount for a later date. About the same time Thomas was voted out as president of the company and replaced by James E. Gardner, who died shortly after his commencement of work and was replaced by Napoleon B. Johnson. Johnson managed the company well and remained some years head of the bridge operator.
On New Year's 1865, then came to a new misfortune. At the time, more mules and carts were on the bridge when were actually admitted. The wire ropes tore under the weight, and the bridge deck collapsed into the river. The drivers were injured in the crash in the icy river, but managed to escape. Three of the mules were not so lucky.
Third bridge (1866-1939)
The destruction of the second bridge in 1865 became the Shohola and Barryville Bridge Company in the crisis. At the time of the collapse Johnson had taken a loan for the company, which he now could not repay. In addition, the company now had no money to put the bridge repaired. At the auction by the sheriff Chauncey Thomas bought the bankrupt company for 1979 U.S. dollars ( in 1865 inflation- adjusted 30,352 U.S. dollars). Thomas became the sole owners of the destroyed bridge, and the end of Shohola and Barryville Bridge Company was sealed.
To restore the connection again put the ferry traffic across the river. Another pillars built to improve the stability of the bridge. 1866, the bridge was finished. Meanwhile, was also thanks to the bridge, the township grew, and increasing traffic brought prosperity to the area.
Chauncey Thomas died on October 5, 1882 in his home in Shohola, to have disposed of without his will. His property was divided between his children and grandchildren. Stephen St. John Gardiner, a family friend, was appointed as executor. Later he bought shares in the bridge and finally thus gained control of the building.
The 1866 finished margin was much better constructed than the first two buildings. The old cables were replaced by better and stronger. In addition, the bridge was better entertained, and so it survived 1903 without prejudice to a flood and 1904 an ice storm.
With the turn of the 20th century changed around a few things. The Delaware and Hudson Canal Company had ceased operations, as well as the local Holzfällunternehmen and mines. Shohola and Barryville had developed holiday destinations and the now antiquated bridge was the attraction for day trippers. (1923 inflation- adjusted 323 359 ) On January 20, 1923, the building of the Bridge Joint Commission of Pennsylvania and New York for a price of U.S. $ 22,789 was purchased. At this time, the toll for driving on the bridge was lifted.
The single-track, outdated bridge served until 1939 the traffic, then closed the bridge commission the building because of structural deficiencies and sought alternatives for a new building. The bridge was released again in 1940 for local traffic with light vehicles. After 1941, the fourth bridge was opened, followed by the demolition.
Fourth Bridge (1941-2007)
The Bridge Commission contracted in early 1941, the company Whittaker and Diehl the construction of a steel truss bridge with two lanes. For the construction cost 174,300 U.S. dollars ( in 1941 inflation- adjusted 2.865 million U.S. dollars) were estimated. As part of the construction was built on the Pennsylvania side of a tunnel for the Erie Railroad, which helped to eliminate the delays at the level crossing and the prevention of accidents. The building was located downstream a little.
This fourth bridge was completed only a few days before the attack on Pearl Harbor in December 1941. She was thus just finished in time, since the entry of the United States into the Second World War construction activities virtually came to a standstill. The building survived several floods on the river and was several decades in operation. At the beginning of the 21st century, the bridge was out of date, and plans were made to replace the steel truss construction.
Fifth Bridge (from 2007)
As the condition of the fourth bridge deteriorated, the Pennsylvania Department of Transportation began construction of a concrete bridge with steel beams, were estimated for the construction cost of 9.38 million U.S. dollars to the Route 434 on the Pennsylvania side with the Sullivan County Route 11 to join. It was completed in October 2006. The new building has two lanes and a sidewalk on each side; the appearance of the landscape of the Delaware River Valley was fitted. After the release of the new bridge predecessor was demolished.