Skip to main content

Colemanville Covered Bridge - Lancaster County, Pennsylvania

  


The Colemanville Covered Bridge is the second longest covered bridges in Lancaster County and also one of the longer covered bridges in the entire Commonwealth of Pennsylvania, spanning 156 across the Pequea Creek on the border between Conestoga and Martic Townships. Given the alternate name of Pequea # 12 in Lancaster County's list of covered bridges, the Colemanville Covered Bridge was first built in 1856 by James C. Carpenter at the cost of $2,224. It is Lancaster County's second longest single span covered bridge that is still in use. The bridge has a single span with double Burr arch trusses design with the addition of steel hanger rods. The bridge deck is made from oak planks. Like most bridges in Lancaster County, the Colemanville Covered Bridge is painted red, which is the traditional color used for covered bridges in the county.

The bridge was partially rebuilt in 1938 and 1973 after flooding events caused damage to the covered bridge. Then in 1992, the Colemanville Covered Bridge was completely rebuilt at the tune of $350,000. During the rebuilding, the bridge was raised by six feet and moved slightly to the west in order to prevent future flooding from damaging the bridge. As a result, the bridge can be enjoyed for generations to come. I managed to visit the bridge on a day following plenty of rain and am happy to report that the bridge remained high and dry.











How to Get There:



Sources and Links:
Bridgehunter.com - Colemanville Covered Bridge 38-36-55
Galenfrysinger.com - Colemanville Covered Bridge
Visit Lancaster PA - Covered Bridges in Lancaster PA
Interesting Pennsylvania and Beyond - Colemanville Covered Bridge, Lancaster County


Update Log:
January 14, 2022 - Crossposted to Quintessential Pennsylvania - https://quintessentialpa.blogspot.com/2022/01/colemanville-covered-bridge.html

Comments

Popular posts from this blog

I-40 rockslide uncovers old debates on highway

The Asheville Citizen-Times continues to do a great job covering all the angles of the Interstate 40 Haywood County rock slide. An article in Sunday's edition provides a strong historical perspective on how the Pigeon River routing of Interstate 40 came about. And perhaps most strikingly, in an article that ran just prior to the highway's opening in the fall of 1968, how engineers from both Tennessee and North Carolina warned "...that slides would probably be a major problem along the route for many years." On February 12, 1969, not long after the Interstate opened, the first rock slide that would close I-40 occurred. Like many other Interstates within North Carolina, Interstate 40 through the mountains has a history prior to formation of the Interstate Highway System and was also a heated political battle between local communities. The discussion for a road that would eventually become Interstate 40 dates back to the 1940's as the idea for interregional high

Mines Road

Mines Road is an approximately twenty-eight-mile highway located in the rural parts of the Diablo Range east of the San Francisco Bay Area.  Mines Road begins in San Antonio Valley in Santa Clara County and terminates at Tesla Road near Livermore of Alameda County.  The highway essentially is a modern overlay of the 1840s Mexican haul trail up Arroyo Mocho known as La Vereda del Monte.  The modern corridor of Mines Road took shape in the early twentieth century following development of San Antonio Valley amid a magnesite mining boom.  Part 1; the history of Mines Road Modern Mines Road partially overlays the historic corridor used by La Vereda del Monte (Mountain Trail).  La Vereda del Monte was part of a remote overland route through the Diablo Range primarily used to drive cattle from Alta California to Sonora.  The trail was most heavily used during the latter days of Alta California during the 1840s. La Vereda del Monte originated at Point of Timber between modern day Byron and Bre

Former California State Route 41 past Bates Station

When California State Route 41 was commissioned during August 1934 it was aligned along the then existing Fresno-Yosemite Road north of the San Joaquin River.  Within the Sierra Nevada foothills of Madera County, the original highway alignment ran past Bates Station via what is now Madera County Road 209, part of eastern Road 406 and Road 207.   Bates Station was a stage station plotted during the early 1880s at what was the intersection of the Coarsegold Road and Stockton-Los Angeles Road.   The modern alignment bypassing Bates Station to the east would be reopened to traffic during late 1939.   Part 1; the history of California State Route 41 past Bates Station Bates Station was featured as one of the many 1875-1899 Madera County era towns in the May 21, 1968, Madera Tribune .  Post Office Service at Bates Station is noted to have been established on November 23, 1883 and ran continuously until October 31, 1903.  The postal name was sourced from Bates Station owner/operator George Ba