Major Bibliographical References (Cite the books, articles, and other sources used in preparing this form on one or more continuation sheets.) Previous documentation on file (NPS): Primary location of additional data: - preliminary determination of individual listing (36 - State Historic Preservation Office CFR 67) has been requested - Other State agency - previously listed in the National Register - Federal agency - previously determined eligible by the National x Local government Register - University - designated a National Historic Landmark XOther _ recorded by Historic American Buildings Survey Name of repository: # Heath Historical Documents (Charlemont H. C.) - recorded by Historic American Engineering Record # NPS Form 1 10-900-a Approval No.
1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number _ 8 Page 1 STATEMENT OF SIGNIFICANCE OMB Bissell Bridge Charlemont (Franklin), MA The Bissell Bridge is significant in the historical and cultural development of the town of Charlemont both as a symbol of the small town's agrarian past and its present community pride and cohesiveness. In addition, the bridge is an important gateway from the north to the Charlemont Village Historic District, which is on the National timber-frame bridge built in Massachusetts in the 20" century, and as recently as 1998, it was one of only four extant timber bridges built by the Commonwealth since 1950.
These facts, coupled with the town's commitment to building a covered bridge that was as similar as possible to that of the first Bissell Bridge brought regional recognition to Charlemont. An iconic covered bridge, the Bissell contributes significantly to the scenic beauty of its historic crossing over the Mill Brook. Described as "gorgeous" by the President of the National Society for the Preservation of Covered Bridges and "highly picturesque" by the Massachusetts Highway Department's bridge specialist, the Bissell Bridge retains integrity of design, location, setting, materials, feeling, workmanship, and association; and fulfills National Register criteria A and C at the local level. Brief History of Charlemont A 1736 survey of what is now the Town of Charlemont showed the area as Boston Township No.
1, extending north to the territory that now comprises of the towns of Rowe and Heath. Early use of the land appears to have been for hunting and fishing by the Pocumtuck Indians, whose tribal center was located on the Connecticut River in Deerfield. The first white inhabitant of Charlemont area was Moses Rice, who settled there in the early 1740s. The Charlemont name has been traced back to the village's original plantation, Charley's Mount. Between 1740 and 1750, during the French and Indian War, a line of forts was constructed along the northern hills of Massachusetts and into New York. In 1746 Indians attacked and destroyed Fort Massachusetts, located in nearby North Adams, along with Moses Rice's home. Frightened settlers took refuge in Deerfield until the War passed, at which time Rice returned to Charlemont with the Taylor and Hawk families.
By 1752 with eleven families making their homes in Charlemont, Moses Rice began to campaign for a tax to be levied upon absentee landowners to provide funds for construction of a meetinghouse, mills, roads, and bridges. As a result, Charlemont was formally organized as a plantation in 1753. Captain Moses Rice and Phinneas Arms lost their lives in 1754 during an Indian attack known as the "Rice Massacre." Fear of further attacks held development at a standstill until 1762. For the next three years, however, Charlemont experienced a population explosion, growing to 665 residents by the end of 1765. The newly bustling plantation petitioned the state for incorporation as a township during that same year, coming under self-rule on June 21,1765.
Settlers in Charlemont led an agrarian life based primarily upon crop growth and grazing of livestock in the (continued) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number _ 8 Page 2 OMB Bissell Bridge Charlemont (Franklin), MA Deerfield River floodplain. Industry and manufacture, however, quickly became an important part of the development of the small town, as the utility of the many brooks and streams and the area's abundant supply of wood began to be recognized. Aaron Rice had established the earliest mill, a gristmill, upon the west bank of the Mill Brook during the 1740s. Rice's operations expanded in 1753 and again in 1763, when the proprietors granted him additional money to establish both a corn mill and a sawmill.
Rice's mills were destroyed in the floods of 1775. Sylvanus Rice, Aaron's brother, also became involved in the business of milling on the Mill Brook, establishing a saw mill on the east bank that remained active until 1822 when David Crittenden built a much larger operation. Another small saw mill, owned by A. P. Maxwell, operated at the upper reaches of the Brook. Owing to the town's plentiful supplies of wood and water power, Charlemont's many mills provided the perfect opportunity for the manufacture of lumber products and other industrial endeavors which required a ready supply of energy. Thus, as early as 1800 Aaron Lyman joined a small building to Sylvanus Rice's saw mill on the Mill Brook for the purpose of a wool carding business. Lyman's son Josiah later established a similar arrangement at the gristmill.
By 1836 another carding factory, owned by Eugene Field and later by Dexter Hawkes, operated further north on the Mill Brook until being destroyed by fire in 1852. Carding was not the only enterprise in which Mr. Field engaged, however. In two buildings on the Brook owned by Joseph White, Field ran a snath factory, and a company named Fuller and Rugg operated a trip hammer. Both of these were destroyed in an 1852 fire. A further product of the town's many saw mills was the proliferation of chair stock factories. Three operated on the Mill Brook during the mid 19" century, one owned by Dennis Baker, another by A. L. Cooley, and the other by Leonard Green. Perhaps the largest and most successful business to operate upon the Mill Brook was that of the H. H. Frary and Sons manufacturing company, established in 1892.
The company's primary product was spools, which it shipped to Belding Brothers, among others, in sacks of 120 each. As many as forty townspeople worked the plant's nine lathes turning 1000 cords of birch per year into spools, toys, tea sets, and puzzles. Just north of Frary and Sons on the Mill Brook, John Gerry operated a blacksmithing shop at what was known as the Maxwell Flats. Gerry established his business in 1880 after purchasing the blacksmithing operation from W. S. Bemis. Bemis had rented one room in his shop to a Fred Smith, who repaired carriages. Gerry expanded the established operation to a full carriage manufacturing shop in the following years.
At the southern end of the Mill Brook below the "lower bridge" Asa Taylor ran a tannery that passed through the hands of Alfred Olds and Charles Richards before becoming one of the largest and most noteworthy industries in Charlemont under the ownership of Barnard and Hammond, makers of shoes and boots. In addition to the many industrial and manufacturing roles played by members of the Charlemont community, a number of citizens operated general stores for the purchase of daily necessities. Among them was H. W. Bissell, for whom the Bissell Bridge is named. Henry Bissell employed his young nephew, A. L. Tyler as a clerk for a short time before taking on a business partner in 1846. At that time Tyler made a trip to Boston for supplies and returned to establish his own store on the Mill Brook.
Among Bissell's other investment ventures was the establishment of a stove store and tin shop with S. L. Chapman in the years following 1846. (continued) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 8 Page 3 OMB Bissell Bridge Charlemont (Franklin), MA The First Bissell Bridge Clearly the Mill Brook was an important waterway in the Charlemont community, providing the power for the gristmills, saw mills, and factories that operated on its banks. Town records have little to say about the building of the first Bissell Bridge, but they do indicate that the subject was initially discussed in 1879. In 1880, the citizens supported the appropriation of $600 for construction.
The next notation in the 1881 town report indicated that $1000 would be raised to construct a bridge near the home of Adna Bissell. It has been assumed that the bridge was constructed shortly thereafter, hence the ca. 1881 date. It is believed that N.G. Warner, C.B. Mayhew, and A.L. Bernard oversaw construction of the bridge. While little is known about the events that led to the building of the first Bissell Bridge, a great deal is known about its design and engineering. The Long Through Truss was a product of the creative genius of Colonel Stephen Harriman Long of the U.S. Topographical Engineers. In 1829, Long was employed by the War Department to build bridges for the Baltimore and Ohio Railroad. During this time he built the first bridge to have a Long Through Truss superstructure -- the Jackson Bridge.
A short description (see Edwards) of this first truss explains, "the trusses were of the parallel chord, counterbraced paneled web type." Further, "the improvements embodied in this bridge are conceded to be the second step toward simplicity and concentration of parts in wooden bridge truss types." A patent issued to Colonel Long on the 23rd of January 1836 indicated that the function of the counterbraces was to be a means by which "the truss frames are rendered stiff and unyielding, and the bridge kept in uniform action whether loaded or unloaded." Though new to the United States, this system had been in operation in Europe for more than seventy years. Throughout his career Colonel Long received five different patents for his bridge improvements. His widely distributed pamphlets advertised his designs.
Long's bridge design became common in both highway and railroad construction, but not nearly so much as the Burr or Town trusses. Most often the Long Through Truss was used in conjunction with the wooden arch. Sources also suggest that it "... is worth noting that Colonel Long's first patent contemplated the use of both wooden and cast iron chord splices.... The cast iron gib plates were formed with lugs, or to use Colonel Long's nomenclature, 'trusscoms' for the transmittal of stresses."2 Stephen Long lists many other firsts of bridge engineering among his accolades. He is credited with having been the first American engineer to seriously contemplate mathematical theory in the design of bridges, as well as the first to give special consideration to load reaction problems.
At the time during which Long's designs gained initial popularity, most bridges were designed in accordance with the then popular Town Truss, which neglected to include vertical columns intended to transfer superstructure loads to the substructure at abutments and piers. By contrast, Long's construction pamphlets provided specific directions based upon a principle he described as "the parallelogram of forces" to provide such vertical bracing. Ultimately the Long Through Truss bridge was very nearly a multiple kingpost design of the panel type with counterbraces, wooden posts, and single timbers in between. Most Long Through Truss bridges now in use differ slightly from the patented design because the patented design showed two single diagonals, whereas the bridges were consistently built with two braces and one counterbrace in each panel. (continued) 2 Edwards, L. N. p.61.
NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 8 _Page_ 4 OMB Bissell Bridge Charlemont (Franklin), MA Engineering Significance: The significance of the Bissell Bridge of 1951 as demonstrative of a particular type, period, and method of construction is evidenced in its use of innovative TECO timber connectors and shear plates on a Timber Structures, Inc. prefabricated truss at a time when concrete and steel had reached the forefront of highway bridge construction The timber connector was widely accepted as the preferable connection choice for heavy, prefabricated lumber structures because fewer connectors are required to serve the same purpose as bolts, thus requiring less boring and drilling, and consequently fewer opportunities for errors.
It is for this reason that the TECO connection system was considered to be much more economical and efficient than other fastenings. Harry Parker, Professor of Civil Engineering at the University of Pennsylvania, noted in his 1953 textbook on design of roof trusses, that the TECO system was responsible for making possible the continued use of large timber trusses for efficient highway bridge construction in situations where it would otherwise have been impractical.
Howard Hansen, Professor of Civil Engineering at the Agricultural and Mechanical College of Texas and author of Modern Timber Design, also praised the TECO connection stating: "no single factor was more responsible for revolutionizing timber design than the development of the modern timber connector." Although TECO is responsible for bringing timber connectors to the United States, the technology originated in Europe at the close of World War 1. Faced with depleted metal stores and the need to rebuild, European engineers required a joint connection for timbers of limited cross-section that could withstand heavy loads. The common system of connection necessitated excessively large lumber, unavailable at that time, so they designed what became known in the United States as the modern timber connector.
TECO, founded in 1933, is famous for its pioneering work in the design, manufacture, and patent of timber bridge construction elements in the United States, including joist hangers, wood fasteners, and the split ring connectors, which often, as in the case of Bissell Bridge, substituted for tree nails. TECO engaged in all manner of education, testing, and promotion of their product lines. As a subsidiary of the National Lumber Company, testing was also done for the U.S. Forest Products Association at TECO's state-of-the-art laboratory. As a further service to the U.S.F.P.A., TECO published many small books and pamphlets encouraging the use of lumber for its many attributes: renewability, flexibility, and through the introduction of their product, increased strength.
The primary focus of TECO's literature was newly developed clear span wooden trusses and the world of possibilities they presented for auditoriums, churches, airplane hangars, and bridges. The TECO name gained prominence in the field of timber construction products in the years following 1952, as a result of aggressive advertising in twenty-eight separate architectural, engineering and building publications throughout the United States and Canada during that year, including American Builder,Engineering News-Record, and Building Standards Monthly. The Company garnered further recognition as a sponsor of the Timber Symposium held in Chicago that same year, as well as for its exhibits at a number of other conventions throughout the country. TECO literature became integral text for use in 306 engineering courses at 217 different schools nationwide.
(continued) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 8 Page 5 OMB Bissell Bridge Charlemont (Franklin), MA As a further service to the professional community, TECO designed literature specifically for the use of architects and engineers including diagrams and building plans. TECO developed more than 270 truss and structure designs, distributing 13,000 copies of the first edition of Typical Design of Timber Structures to students and professionals throughout the country. Four hundred job specific inquiries were made to the TECO by engineering departments as of 1952, and at the time of the second edition of the Typical Design book, 35,000 copies were requested.
The true success of TECO, however, was the introduction of its line of timber connectors including the split ring and shear plate used in the Bissell Bridge. The timber connector allowed for the development of clear-span, trussed- rafters to lengths previously unheard of, due to the fact that the connector allowed for the full distribution of the load stresses throughout the whole of a heavy timber. The TECO engineered trussed rafter enjoyed incredible success in applications where independent lumber fabrication services were unavailable or unaffordable, particularly in rural areas. The economy and efficiency of this advanced technology also made it particularly well adapted to the constraints of low cost housing development; thus, a full 30% of the houses built under the Housing Act of 1949 made use of the TECO truss.
In this way TECO revolutionized the development of bridges as well as other trussed structures. In contrast to the innovative timber connector, the first timber bridges used strong wooden pins that came to be known as "trunnels", short for tree nails, to bind members. Because of its durability, trunnels were typically made of oak, cut to approximately eight inches in length and two inches in diameter. Split rings operated in an entirely different manner from the trunnel and other binding strategies. The TECO split ring connector was manufactured from hot-rolled carbon steel formed to a closed, true circle save a single tongue and groove split at one point in its circumference. As described by TECO, this joint is important because: "A solid ring, in transmitting loads, may bear against only the wood outside the groove, or only the wood core within.
The split ring bears against both and is therefore able to transmit higher loads."A special tool is used to pry apart the ring upon its insertion to the grooves. This assures that the ring is performing its dual bearing role at all times. The ring, created with beveled edges, is embedded in two adjacent pre-grooved timber faces to a point about three-eighths of an inch deep, becoming snug as the bevel ends just prior to its resting depth. For optimal performance the split "should be placed nearest the edge of the member stressed parallel with the grain." A bolt is then placed tightly at the circle's center.
The functional superiority of the split ring system arises from the fact that the split "permits simultaneous ring bearing against the core wall and outer wall of the groove into which the ring is placed." Further, this system allows all the timbers to be held securely together rather than individually, as would be the case when using nuts and bolts. The split-ring connection system allows full transmission of loads to and from adjacent members, thereby decreasing joint stress by spreading it over a larger area. This system has been recognized by engineers as the most beneficial for minimizing a bridge's propensity to sway in strong winds, as well as being the strongest binding system in existence in 1951.
Connector tests conducted at the TECO labs proving the reliability of the new system included long duration loading on individual joints of full scale twenty-six and forty-eight foot span heavy timber trusses. As a result of such tests, the split ring connector system was found to be five times stronger than the tradition nut and bolt connection. TECO shear plates were also used in the construction of the Bissell Bridge. The shear plate is a circular element of (continued) 3 Timber Engineering Company. Manual of Timber Connector Construction. 1935. NPS Form 1 10-900-a Approval No.
1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 8 OMB _Page 6 Bissell Bridge Charlemont (Franklin), MA malleable cast iron fixed with a solid perimeter of metal teeth, coupled with a cylindrical hub on the opposite face. The plate is designed to transmit tension loads from wood to steel in order to "eliminate crushing of the timber surface under the bolt, thereby developing the full shearing value of the bolt itself." The primary uses of the shear plate are to form a footing connection for timber columns at a foundation or to tie trusses to a building wall. The imbedded. The entire assembly is then secured by means of a bolt through the center portion of the circles.
TECO embraced its role as an innovator in timber highway bridge engineering with the publication of Modern Highway Bridges, a booklet devoted exclusively to timber bridge designs that utilized TECO connections. The booklet begins with an introduction to the benefits gained by and growing popularity of timber connector bridges. The text explains that compared to other types of bridge construction, the TECO system is economical to construct and maintain, simple to erect, requires less hardware and other material and has a high salvage value. In addition, since local labor and materials could be utilized, it keeps jobs and money in the community. The booklet lists thirty states, in addition to the District of Columbia and Canada, as having built timber bridges using the TECO connector system.
The New Bissell Bridge The local significance of the present 1951 Bissell Bridge is exemplified by its having provoked one of the most heated political battles in the history of Charlemont. The Massachusetts Highway Department condemned the old Bissell bridge, and recommended replacing it with a modern concrete and steel structure. The Town of Charlemont vehemently opposed the plan, preferring to erect a copy of their beloved covered bridge. The controversy attracted the attention of avid covered bridge enthusiast and internationally renowned Boston Pops concert pianist Leo Litwin, who wrote of the plight in the Boston Globe, as well as the National Society for the Preservation of Covered Bridge's "Covered Bridge Topics".
In the early 1950s only twelve covered bridges remained in the state of Massachusetts, and the Bissell was the last of nine pre-1900 bridges in the Franklin County region. The passionate efforts of the Charlemont area residents to ensure that the new structure reflected the history, setting, and agricultural nature of the community resulted in a near replica of the previous Bissell Bridge, down to recreating streaks, stains, and other cosmetic signs of weathering. Constructed at a cost of approximately $50,000, the new bridge is eight feet wider, four feet taller and about thirty feet longer than the first Bissell Bridge. Changes in dimensions were necessary to comply with modern safety standards and to accommodate modern vehicles. For example, the height of the bridge opening was increased from ten feet to fourteen feet in order to provide adequate clearance for trucks.
The designer of record for the new Bissell Bridge was Michael J. Mahiljan of the Massachusetts State Department of Public Works, the agency responsible for the overall project. The department's bridge division, under the direction of John C. Rundlett, bridge engineer, was the overall designer, and the engineer on the job was N. William Heino of Granville, MA. Constructed to the specifications of TECO, the bridge was built by the firm of T.J. Harvey and Son of Adams, Massachusetts. Drawing on twenty-three years of construction experience that included railroad, house, and road-building throughout New England, the Harvey firm put out a successful bid for the bridge (continued) NPS Form 1 10-900-a OMB Approval No.
1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Bissell Bridge Charlemont (Franklin), MA Section number _ 8 7 Page reconstruction project, estimating it would cost $49,000. Paid for by a combination of municipal, county, and state funds, the actual cost of the town-owned bridge appears to have been between $50,000 and $55,000. Thomas O. Harvey, son of the firm's founder, was a Rennsaelear Polytechnic Institute-trained engineer, who followed the footsteps of his Canadian-born father, T.J. Harvey. At the time of the Bissell bid, the firm had built roads and bridges from Adams and Williamstown, Massachusetts to Bennington, Manchester and Wilmington, Vermont. In 1940 the father and son pair began building runways at the United States Air Force Base in Dexter, Maine.
Following World War II the company operated for 2½ years in Kylertown, Pennsylvania prior to returning to Adams, MA. The Bissell Bridge was a new experience for the company, as it was the first timber bridge they had actually constructed, having torn down nearly fifteen such structures. The project proved to be a challenge due to the weight of the massive timbers. Assembly required that the various sections be constructed and then lifted into place. On the State level the construction of the Bissell Bridge was of particular importance because it was the first timber- framed, covered bridge built in Massachusetts in the twentieth century.^ Further, the then Commissioner of Public Works for the Commonwealth of Massachusetts, William F.
Callahan, publicly praised the decision to replace the Bissell Bridge with a similar timber covered bridge, stating: The notion that a covered bridge can't do the work of new steel and concrete structure is all wrong. We can build a covered wooden bridge that will be an exact replica of an old-fashioned New England covered bridge and it will carry the load of steel, and last just as long.... The covered bridge is a New England symbol of romance, and a symbol too, of its rich, historic past. It represents the sweat and toil of New Englanders of over 100 years ago who risked their lives to bridge fast-running streams. Such bridges enabled them to live in closer community and relieved the hardships of self-dependence through the encouraging of commerce and trade.
In another comment, Callahan said: "Unfortunately, these rare antiques cannot be preserved indefinitely for posterity, but they should be replaced whenever possible. Travelers can speed to their New England destinations on wide, modern highways of concrete, macadam and steel. But...when they come to a covered bridge, they know they have seen New England.® The factors that eventually won over Commissioner Callahan included the tourist potential of the bridge along with the sentimentality and romance associated with covered bridges. In addition, the economics were compelling, in that constructing a timber bridge is generally less expensive than a comparable concrete and steel structure? No doubt the Charlemont Board of Selectmen's final request for re-creation of the historic Bissell Bridge appealed to those monetary concerns.
A poem sent to the Commissioner and published in the local newspapers indicated as much: (continued) *Elon E. Ellis, "Reader Comment." Engineering News-Record, Feb. 17, 1954. 5 Ellis. ' John B. Knox. "Ancient Covered Bridges Win Sentimental Reprieve." Springfield Republican. January 28, 1951. 7 Knox. NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 8 _Page 8 OMB Bissell Bridge Charlemont (Franklin), MA Listen, Dear Voter, and you shall hear from a Board of Selectmen crazed by fear, That in the dead of night, with a mighty roar, the Bissell Bridge will be no more. For one hundred years this bridge has stood, but for the last fifteen has been no good, And loving hands have patched its pants, till naught remains but food for ants.
By Grace of God it stands today, exactly why, no man can say. But in the breeze its sways and jerks should give the chills to Public Works. On all the Board the hair is raised and daily we avert our gaze. At night to sleep we daren't start, for fear the bridge will fall apart. So weak and feeble is the spanny that birds no longer park their fanny, For fear this structure old and hoary, will any minute go to glory. And so Dear Voters, with pen in hand, we let you know how matters stand; how every time the planking flops, beneath, the river licks it chops. The Bissell Bridge is falling down, right in the middle of our Town; Please view this matter with alarm, and do vote yes unto our plan. More than 700 people in a town of less than 1,000 celebrated the opening of the new Bissell covered bridge in 1951.
The town marked the day with a full schedule of activities; a parade, luncheon, and evening square dance held in the Bridge itself. The parade, recalling the early days of the original Bissell Bridge, featuring a covered wagon drawn by oxen, a hand fire pump, and large ore wagons drawn by teams of horses. The Shelburne Falls band even gave a celebration concert at the fairgrounds. Newspapers from all over the country covered both the recreation and re-opening of the Bissell covered bridge.
The Heath Historical Documents alone contain more than thirty newspaper clippings of the events, including one from the New England Homestead in which a writer from New Jersey explained, "As one of the annual visitors and a lover of the unique attraction of the Covered Bridges in the New England landscape I believe it is possible to speak for a majority, and say the traveling public extends its gratitude..." for the replica of the Bissell Bridge.® There is ample evidence to support this contention, not the least of which is the inclusion of the Bissell Bridge and the story of its re-creation in both Covered Bridges of The Northeast and World Guide To Covered Bridges.
In fact, in the introduction to the second edition of Clara Wagemann's book on New England's covered bridges, the publishers cite the enormous interest and "hundreds of indignant letters from every state in the country" written to the Massachusetts Highway Department "when the Associated Press carried a feature story this year about the replacement of the old span at Charlemont, Massachusetts" as part of the reason for their bringing forth a second edition of the work. Further still, two entire pages of the book are devoted to the Bissell Bridge and a sketch of the original bridge. Recent History In the early 1990s, Charlemont's highway superintendent, Wallace McLean, called the selectmen's' attention to the poor condition of the Bissell Bridge. Little or no maintenance had been performed since the bridge was built in 1951.
The original cedar shingle roof and ridge cap had seriously deteriorated. Original drainage holes between the bridge and the abutments had filled, first with sand and gravel and later with asphalt. When Rt. 8A was repaved in (continued) 8 Loekle, Lucy Gray. "The Bissell Bridge." The New England Homestead. May 10, 1952. NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 8 Page 9 OMB Bissell Bridge Charlemont (Franklin), MA the late 1980s, the pavement was extended over the bridge deck. The town hired engineer, Jim Bianchi of JDB Associates, to assess the condition of the bridge. Bianchi concluded that the bridge's capacity should be reduced from the original unrestricted rating to 9 tons, then 7 tons, and eventually, 3 tons.
Given these limitations, fire trucks, town plows, fuel delivery truck, and other essential vehicles could not use the bridge. In 1992, at the Town's request, the State stepped in to close the covered bridge, building a temporary Acrow Panel bridge adjacent to it on the upstream (north) side. Over the course of the past 10 years, the Bissell Bridge has stood vacant while discussions took place over whether or not to bring the 1951 Bissell Bridge back into service. Reminiscent of the controversy regarding the 1881 Bissell Bridge and its 1951 replacement, the decision has recently been made to restore the covered bridge. The Bissell Bridge stands as a magnificent example of significant innovation in the design and erection of timber bridges in the United States, and particularly in the Commonwealth of Massachusetts.
At a time when the art of timber bridge building had been all but abandoned in the name of cheaper and more efficient concrete and metal designs, the citizens of Charlemont, were able to save money and employ local laborers to maintain the historic image and association of their beloved covered bridge. It is in part its exemplification of engineering innovation and in part its representation of the enduring efforts of the Charlemont community to retain a connection with their past that centered on the Mill Brook that make the Bissell Bridge worthy of a place on the National Register of Historic Places. Archaeological Significance Structural evidence from 1880 bridge abutments and retaining walls may contribute information on materials and methods relating to 19" century bridge construction including their supporting structures.
Archaeological research may also document the extent that the 1880 abutments were used in conjunction with later reinforced concrete for the 1951 bridge construction. Analysis of the stratigraphy associated with the carriage road and its approach to the bridge may contribute information relating to 19* century (or earlier) road construction and maintenance. (end) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 9 Page 1 OMB Bissell Bridge Charlemont (Franklin), MA Bibliography Books, Periodicals, Maps Allen, Richard Sanders. Covered Bridges of The Northeast (Revised Edition). American Society Of Civil Engineers. "American Wooden Bridges." 1976. Beers, F. W. Atlas Of Franklin County. 1871. Buffum, J. Howard, Jr.
"New Covered Bridge Takes Shape on Charlemont Creek." The North Adams Massachusetts Transcript. August 15, 1951. "Connectors Cut Wood Building Cost." Popular Science Monthly, October 1933, p.44. Edwards, Llewelyn Nathaniel. A Record Of History And Evolution of Early American Bridges. University Press 1959. Ellis, Elon E. "Reader Comment." Engineering News-Record, Feb. 17, 1954. (Ellis was the Manager for Eastern Division Timber Structures, Inc., the company which supplied the prefabricated structural members of Douglas Fir timber for the Bissell Bridge of 1951.) Hansen, Howard J. Modern Timber Design. John Wiley and Sons, Inc. Healy, Allan, ed. Charlemont, Massachusetts: Frontier Village And Hill Town. Vermont Printing Company. 1965. Kneeland, Paul F. "Why Sheffield Is Going to Have a New Covered Bridge." Boston Sunday Globe, March 12, 1951. Knox, John B.
"Ancient Covered Bridges Win Sentimental Reprieve." Springfield Republican, January 28, 1951. Kostof, Spiro. America By Design (based on the PBS series). Oxford University Press.1987. Lane, Oscar F., ed., World Guide To Covered Bridges. 1972. Litwin, Leo. "Who Said Covered Bridges Are Corny? --Here's A New One !" Boston Sunday Globe, Sept. 23, Loelke, Lucy Gray. "The Bissell Bridge." The New England Homestead. May 10, 1952. Malcolm, David J. "Charlemont Turns Back Clock on N. E. Scene.", Springfield Times, Sept. 23, 1951. "Modern Connectors for Timberjoints." Scientific American. July 1933. (continued) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number _ 9 _Page_ 2 OMB Bissell Bridge Charlemont (Franklin), MA Nason, Elias. Gazetteer Of Massachusetts. 1856.
"Nostalgic Massachusetts Replaces Old Covered Bridge." Timber Structures TIM-PRESS. Nov. 16, 1951. "Opening of Covered Bridge Celebrated In Charlemont." The North Adams Massachusetts Transcript, Sept. 24, 1951. Parker, Harry. Simplified Design of Roof Trusses for Architects And Builders, 2nd Ed. John Wiley and Sons, Inc. 1953. "Town Fights To Save Its Covered Bridge." Boston Globe, Nov. 3, 1996. Wagemann, Clara E. Covered Bridges Of New England. Charles E. Tuttle Co. 1952. Timber Engineering Company Publications "Advancements In Wood Research And Timber Engineering." 1952 . "Engineering In Timber" 1939. "Manual Of Timber Connector Construction."1935. "Modern Timber Highway Bridges Designed With TECO Joint Connectors." 1954. "Modern Timber Roof Trusses Built With TECO Timber Connectors." 1952 "TECO Design Manual For TECO Timber Connector Construction" 1943.
"Timber Design And Construction Handbook" (F. W. Dodge Corp.) 1956. Heath Historical Files: "Bissell Bridge is Falling Down; Be Fair, Voters!" Feb. 2. "State Bows to Charlemont, Will Build Covered Bridge." May 10, 1950. Unpublished Resources Barnes and Jarnis, Inc. "Inspection Design Development Report: Bissell Bridge." August 1983. (On file with the Charlemont Historical Commission.) Coli, Norma. Chair, Charlemont Historical Commission. Letter to Massachusetts Historical Commission. 1998. Hammer, Gary, Director of Architectural Review, Massachusetts Historic Commission. Letter to Norma Coli, Chair, Charlemont Historic Commission, January 6, 1999. Jones, Margo. National Register District Application for Charlemont Village Historic District. May 1985. Massachusetts Highway Department, National Covered Bridge Program Application. 2000.
Roper, S.J., Massachusetts Department of Public Works Bridge Specialist. "MDPW Recommendation for National Register Eligibility" August 6, 1985. (end) Bissell Bridge Name of Property 10. Geographical Data. Eranklin, MA County and State Acreage of Property less than one acre UTM References See continuation sheet. (Place additional UTM references on a continuation sheet) 674700 Easting 4721980 Northing 3. Zone Easting Northing 2. Zone Easting Northing Zone Easting _ See continuation sheet Northing Verbal Boundary Description (Describe the boundaries of the property on a continuation sheet.) Boundary Justification (Explain why the boundaries were selected on a continuation sheet.) 11. Form Prepared By name/title Cara T.
Welch, with Nora Coli, Charlemont Historical Comm., and Betsy Friedberg, NR Director, MHC organization_Massachusetts Historical Commission date January, 2004 street & number220 Morrissey Boulevard telephone617-727-8470 city or town. Boston stateMA _ zip code_02125 Additional Documentation Submit the following items with the completed form: Continuation Sheets À USGS map (7.5 or 15 minute series) indicating the property's location. A sketch map for historic districts and properties having large acreage or numerous resources. Photographs Representative black and white photographs of the property. Additional items (Check with the SHPO or FPO for any additional items) Property Owner (Complete this item at the request of the SHPO or FPO.) name Town of Charlemont.
MA street & number 157 Main Street telephone_413-339-4335 city or town- Charlemont _ state_MA _ zip code_ 01339 Paperwork Reduction Act Statement: This information is being collected for applications to the National Register of Historic Places to nominate properties for listing or determine eligibility for listing, to list properties, and to amend existing listings. Response to this request is required to obtain a benefit in accordance with the National Historic Preservation Act, as amended (16 U.S.C. 470 et seq.). Estimated Burden Statement: Public reporting burden for this form is estimated to average 18.1 hours per response including the time for reviewing instructions, gathering and maintaining data, and completing and reviewing the form.
Direct comments regarding this burden estimate or any aspect of this form to the Chief, Administrative Services Division, National Park Service, P.0. Box 37127, Washington, DC 20013-7127; and the Office of Management and Budget, Paperwork Reductions Project (1024-0018), Washington, DC 20503.NPS Form 10-900 1024-0018 (Rev. 10-90) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number 10 _Page 1 OMB Bissell Bridge Charlemont (Franklin), MA Verbal Boundary Description The boundary includes the span, retaining wall, supports, and structure as it crosses over Mill Brook. It does not include the adjacent temporary bridge currently used to cross the brook.
Boundary Justification The boundary is that historically associated with the 1951 Bissell Bridge, which replaced an earlier bridge at the same site. (end) NPS Form 1 10-900-a Approval No. 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number photos _Page_ 1 OMB Bissell Bridge Charlemont (Franklin), MA PHOTOGRAPHS Taken by: Norma Coli, Charlemont Historical Commission Date: November 2003 Negatives at: Charlemont Historical Commission 1. 2. 3. 7. 9. Approach to southern end of bridge along Rte. 8A, facing N Southern entrance, facing NW Northern entrance, view facing SE. Temporary bridge on left.
Mill Brook, span showing truss, looking NE Underside of bridge, waterfall over stone dam, facing NE Northern exterior façade, looking SE Northern exterior façade, looking NW Shingle roof, view facing SW Retaining walls (end) CHARLEMONT Tax map 7 scale /"= 400' 2 5.62 Ac. Tax map 8 Scale /"= 400' 2169.54* 217.23 96- 3,76 Ac Brok 9 Ac. 1528* 30.16 95 8.8 Ac. 522.22 94 2.87 Ac. 281.4 UTE 66g. P/O 3-50 35 67.4 Ac. 36 20.0 Ac. map 8A NORTH PARK ST 37 24 Ac. 20 mAIn 19 Tax Map 2 scalel" = 400' River Deerfield P/O 3-1 BISSELL BRIDGE CHANLEMONT(FRANKIN MA NORMA COU, PHOTOGRAPH Nov. 2003 451 P1 APPROACH FROM S VIEW FACING N photo 1 BISSELL BRIDGE CHARLEMONT (FRANKLIN) MA NORMA COLI PHOTO NOV 2003 SOUTHERN ENTRANCE VIEW FACING NW pholo2 BISSELL BRIDGE CHAZLEMONT (FRANKUN) MA NORMA COLI PHOTO Nov.
2003 NORTHERN ENTRANCE VIEW FACING SE TEMPORARY BRIDGE ON L photo 3 MIC BISSELL BRIDGE CHARLEMONT (FRANKLIN) MA NORMA COLI PHOTO NOV. 2003 MILL BROOK SPAN SHOWING TRUSS VIeW LOOKING NE ploto 4 BISSELL BRIDGE CHARLEMONT (FRANKLIN) MA NORMA COLI PItOTO NOV. 2003 UNDERSIDE OF BRIDGE WATERFALL OVER STONE DAM VIEWING LOOKING NE photo 5 7! BISSELL BRIDGE CHAMLEMONT (FRANKLIN) MA NORMA COLI PItOTO NOV. 2003 NORTHERN FACADE VIEW LOOKING SE pluto 6 BISSELL BRIDGE CHAMEMONT (FRANKUIN) MA NORMA COLI PHOTO NOV 2003 NORTHERN FACADE VIEW LOOKING NW photo ? DISSELL BRIDGE CHARLEMONT (FRANKLIN) MA.= COLI PHOTO NOV 2003 SHINGLE ROOF sw VIEW FACING SW ploto 8 BISSELL BRIDGE CHANLEMONT (FRANKLIN) MA C.P1 COLI NOV PItOTO 2003 RETAINING WALLS ploto 9 The Commonwealth of Massachusetts William Francis Galvin, Secretary of the Commonwealth Massachusetts Historical Commission January 13, 2004 Ms.
Carol Shull National Register of Historic Places Department of the Interior National Park Service 1201 Eye Street, NW g'" floor Washington, DC 20005 Dear Ms. Shull: Enclosed please find the following nomination form: Bissell Bridge, Charlemont (Franklin), MA ICAEMED 2280 JAN 14 The nomination has been voted eligible by the State Review Board and has been signed by the State Historic Preservation Officer. The owners of the property were notified of pending State Review Board consideration 30 to 45 days before the meeting and were afforded the opportunity to comment.
Sincerely, betry Fredlerg Betsy Friedberg National Register Director Massachusetts Historical Commission enclosure CC: Steve Roper, Massachusetts Highway Department Charles Bellows, Board of Selectmen Norma Coli, Charlemont Historical Commission Charlotte Dewey, William Stephens, Charlemont Planning Board 220 Morrissey Boulevard, Boston, Massachusetts 02125 (617) 727-8470 - Fax: (617) 727-5128 www.state.ma.us/sec/mhc UNITED STATES DEPARTMENT OF THE INTERIOR NATIONAL PARK SERVICE NATIONAL REGISTER OF HISTORIC PLACES EVALUATION/RETURN SHEET REQUESTED ACTION: NOMINATION PROPERTY NAME: Bissell Bridge MULTIPLE NAME : STATE & COUNTY: MASSACHUSETTS, Franklin DATE RECEIVED: DATE OF 16TH DAY: DATE OF WEEKLY LIST: 1/14/04 2126/04 DATE OF PENDING LIST: 2/11/04 DATE OF 45TH DAY: 2/27/04 REFERENCE NUMBER: 04000083 REASONS FOR REVIEW: APPEAL: N DATA PROBLEM: N OTHER: N PDIL: REQUEST: N SAMPLE: COMMENT WAIVER: N LACCEPT RETURN ABSTRACT/ SUMMARY COMMENTS : LANDSCAPE: N LESS THAN 50 YEARS: N PERIOD: N PROGRAM UNAPPROVED: N SLR DRAFT: N NATIONAL: REJECT 2/26/04 DATE N N N smiered in the Mettonal Ragtste RECOM./CRITERIA REVIEWER DISCIPLINE TELEPHONE DATE DOCUMENTATION see attached comments Y/N see attached SLR Y/N If a nomination is returned to the nominating authority, the nomination is no longer under consideration by the NPS.
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