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Lordville–Equinunk Bridge

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Coordinates: 41°52′04″N 75°12′50″W / 41.867779°N 75.213880°W / 41.867779; -75.213880
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Lordville–Equinunk Bridge
Coordinates41°52′04″N 75°12′50″W / 41.867779°N 75.213880°W / 41.867779; -75.213880
CarriedLordville Road
CrossedDelaware River
LocaleLordville, New York to Equinunk, Pennsylvania
Official nameLordville Equinunk Bridge
Other name(s)Lordville Bridge
OwnerNew York–Pennsylvania Joint Interstate Bridge Commission
Maintained byNew York–Pennsylvania Joint Interstate Bridge Commission
Characteristics
DesignGirder bridge
No. of spans2
Piers in water1
History
Construction startMay 1991[2]
Construction end1870, 1904, July 24, 1992[1]
Collapsed1903; November 24, 1986[1]
Statistics
TollNone
Location
Map

The Lordville–Equinunk Bridge is a girder bridge that connects Lordville, New York with Equinunk, Pennsylvania, United States over the Delaware River. The current structure opened on July 24, 1992, five and a half years after the previous suspension bridge was demolished after quick deterioration.[1]

History

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Second suspension bridge, 1904–1986

In 1850, George Lord was granted a license to operate a ferry over the Delaware River on this site.[3] In time, the area outgrew the ferry and planned a bridge. This bridge was designed by E. F. Harrington of the John A. Roebling's Sons company as a wire suspension bridge with wooden towers.[4] It opened on January 1, 1870 and was destroyed by flood on October 10, 1903.[5] It was replaced by an eye-bar suspension bridge which opened June 4, 1904.[6] This second bridge lasted until February 1984 when it was closed due to an undermined pier, which caused one tower to lean and the bridge to sag.[7] The bridge was demolished on November 24, 1986.[2] Construction of the replacement bridge started in May 1991, and the new bridge opened in 1992.[2]

The current bridge is the furthest crossing upstream after the Delaware River converges from the east and west branches at Hancock, New York.

Closure and demolition (1984–1986)

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Discussions between New York State Department of Transportation (NYSDOT) and Pennsylvania Department of Transportation (PennDOT) about movement in the Pennsylvania abutment in January 1984 resulted in an emergency order to shut down the Lordville–Equinunk Bridge, which occurred on February 28, 1984.[8] For the next six months, the New York–Pennsylvania Joint Interstate Bridge Commission did an investigation of the abutment and its soils, determining in August 1984 that the bridge was beyond repairable and would need to be demolished.[9]

The movement in the soil of the land on the Pennsylvania caused the entire abutment to move with it, causing the tower on that side to twist and cause the bridge deck sag. The bridge problems caused a short trip between Lordville and Equinunk to become a 32-mile (51 km) drive because they would need to use the Hancock Bridge or Kellams Bridge to cross the Delaware River. Locals in Lordville were also concerned about the lack of fire services due to the closure of the bridge, as Lordville relied on the Equinunk Volunteer Fire Department for services. Due to the closure, they would require the Hancock Fire Department in an emergency. Despite the closure to vehicular traffic, people kept walking across the bridge. At least one person in Lordville requested that the New York–Pennsylvania Joint Interstate Bridge Commission pay for lost income.[8]

Engineers from NYSDOT stated that any studies on the possibility of preserving the structure through repair were unlikely to come with a positive result. NYSDOT stated that they would consider building a new bridge and were doing studies to determine if the proposed $2.5 million cost to build a new bridge was worth the money due to the limited traffic. They also stated that both states agreed that if an engineering firm suggested a new bridge built, they would split costs on a new bridge. Expectations in February 1985 is that a preliminary decision would be made in May when the New York–Pennsylvania Joint Interstate Bridge Commission would meet in person.[8]

In June, the Commission voted unanimously to replace the Lordvile–Equinunk Bridge. The Commission determined that the one-lane bridge was no longer viable and that the bridge would be replaced by a two-lane span. However, the Commission stated they would be required to do one more study to determine if they could repair the closed bridge. This study would determine if it would be worth repairing it to the point it could hold 15-ton vehicles or if the replacement would be the only feasible approach. The new bridge would likely not be in the same spot, but would be in the same area between Lordville and Equinunk. If a new bridge were to occur, speculation came that the construction would begin in 1988 and be finished in 1989.[10] Funding of $295,000 went to A. G. Lichtenstein Associates of Fair Lawn, New Jersey in November 1985 for the study the Commission requested.[11]

However, the bridge continued to deteriorate through 1986 and by July, the bridge continued to tilt further towards the Delaware River, noting a movement of 1.5 feet (0.46 m) downwards. Continued movement in the soil affected the bridge and that the support towers on the Pennsylvania side were developing a separation that caued the bridge to keep falling towards the river. As part of the escalated concern, NYSDOT and PennDOT both installed further barricades on the structure, preventing the pedestrian traffic from using the bridge. NYSDOT also posted signs that people would have to stay 50 feet (15 m) from the bridge when fishing or boating due to concerns about imminent collapse. NYSDOT stated that they hoped to remove the bridge by the Spring of 1987, and that if the bridge was on the verge of collapsing, the bridge would be demolished. NYSDOT stated they would employee an engineer to determine what they could do to keep the bridge from falling apart, but expected any project would not be worth the cost. However, the final determination had not been made yet by the Commission.[12]

On October 3, NYSDOT announced that the bridge would be demolished and replaced at the cost of $2 million, rather than spend $400,000 in repairs trying to fix the bridge. NYSDOT would have an emergency contract filed and the bridge would be demolished. Bids for the demolition began on September 18, but no contract had been awarded up to that point.[13] A week later, NYSDOT engineers stated that they would attempt to save a bridge pier in the river for historical purposes before demolishing the bridge. Pennsylvania declared the bridge eligible for the National Register of Historic Places in 1981, but any repairs would take away the structure's historical value to reach a 4-ton capacity. They also stated that the bridge's imminent failure would probably occur in the Spring of 1987 if something was not done. NYSDOT planned to announce a contract for demolition on November 4, 1986.[14] Demolition occurred on November 24, 1986.[15]

See also

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References

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  1. ^ a b c DiStasio, Thomas M. (March 14, 1993). "Bridge Restoration to Bring Wayne County Award". The Times-Tribune. Scranton, Pennsylvania. p. 30. Retrieved May 20, 2019 – via Newspapers.com. Open access icon
  2. ^ a b c Dale, p.157
  3. ^ Dale, p.149
  4. ^ Dale, p.150
  5. ^ Dale, pp.151–152
  6. ^ Dale, p.153
  7. ^ Dale, p.156
  8. ^ a b c Marsi, Rick (February 5, 1984). "Hamlets Torn by Bridge Closing". The Evening Press. Binghamton, New York. pp. 1A, 6A. Retrieved December 27, 2024 – via Newspapers.com.
  9. ^ "Del. River Span Remains Closed". The Scrantonian-Tribune. August 17, 1984. p. 6. Retrieved December 27, 2024 – via Newspapers.com.
  10. ^ Marsi, Rick (June 15, 1985). "Shut Bridge on Delaware River to be Replaced". The Saturday Press. Binghamton, New York. pp. 1A, 6A. Retrieved December 27, 2024 – via Newspapers.com.
  11. ^ Levine, Steven (November 20, 1985). "Hancock-Area Bridge Gets $295,000 Study". The Press & Sun-Bulletin. Binghamton, New York. p. B1. Retrieved December 27, 2024 – via Newspapers.com.
  12. ^ Marsi, Rick (July 22, 1986). "DOT Urges Demolition of Bridge". The Press & Sun-Bulletin. Binghamton, New York. p. 2B. Retrieved December 27, 2024 – via Newspapers.com.
  13. ^ Levine, Steven (October 4, 1986). "DOT Plans to Replace Wood Bridge". Press & Sun-Bulletin. Binghamton, New York. pp. 1B–2B. Retrieved December 27, 2024 – via Newspapers.com.
  14. ^ Levine, Steven (October 11, 1986). "DOT to Spare Bridge's Civil War Pier". Press & Sun-Bulletin. Binghamton, New York. p. 1B. Retrieved December 27, 2024 – via Newspapers.com.
  15. ^ "Span Plan Gains". Press & Sun-Bulletin. Binghamton, New York. November 25, 1986. p. 1B. Retrieved December 27, 2024 – via Newspapers.com.

Bibliography

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  • Dale, Frank T. (2003). Bridges Over the Delaware River: A History of Crossings. Rutgers University Press. ISBN 978-0-8135-3213-4.
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