New England #8, 2012

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Equipment East is relativelynew to the equipment distributionbusiness, but the easternMassachusetts company has morethan 30 years of experience in theconstruction industry and has

already proven adept at knowingwhat it takes to make its customershappy: simply put, because of thecompany’s contracting back-ground, it knows how to workclosely with customers to providethe right equipment and attach-ments for the job at hand.Three of its customers recently

shared their success stories aboutworking with Equipment East.

GP AggregateLocated just north of Boston in

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Iron Bridges Were ‘Kings’ for Decades

THE NEW ENGLAND EDITION A Supplement to:

Your New England states connection • rachel slavid 1-800-225-8448 • kent Hogeboom 1-800-988-1203

“The Nation’s Best Read Construction Newspaper… Founded in 1957.”

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April 112012

Vol. XliX • No.8

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Equipment East Keeps Customers Happy

Jim Mullen (R), sales representative ofEquipment East, worked with KeithBuckley, director of grounds of EndicottCollege, on the purchase of a Yanmar V4-6articulated loader.

Spencer Contracting’s LiuGong915D excavator is equippedwith a Geith severe-duty buck-et and thumb for one of thecompany’s demolition projects. see EAsT page 8

By Jay AdamsCEG CORRESPONDENT

Allan King Sloan, 81, is the great-greatgrandson of Zenas King, founder, in 1858, ofthe once-famous King Bridge Company.When it closed 64 years later, it had built asmany as 5,000 (documented) iron bridgesacross New England and America, and, per-haps as many as 10,000 (undocumented, butbeing discovered over the century).Some of these spans are still in operation.

like “Old Nan,” the well-known NianticRiver Bridge in East Lyme, Conn., which isa 105 years old and counting.Sloan wasn’t born when the King Bridge

Company closed its doors in 1922. But hehas done extensive research on his family’spast.“In searching an old trunk in the family

attic, I found the pages of a book called the‘Encyclopedia of Biography,’ apparentlywritten in the 1920s, documenting the livesof prominent Cleveland families. It containedthe following entry for ‘Zenas King,Inventor, Executive’: ‘each great practicalscientific achievement that has meant com-

A King Bridge Company structure inManistee, Mich.A sign, pictured at right, from one of the5,000 bridges built by the King BridgeCompany during its 64-year history.see BriDgEs page 4

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fort, convenience and utility to the world has had connectedwith it one outstanding name, the name of a benefactor of hiskind for all time to come. What Bell is to the telephone,Morse to the telegraph, Fulton to the steamboat andGoodyear to the vulcanized rubber industry, Zenas King is tothe science of building iron bridges.’ I was astonished by thissweeping statement, and it certainly inspired me to keep onlooking,” said Sloan.

Vermont Birth, Ohio BoundBorn in Vermont in 1818, Zenas King was 40 when he

became involved in the iron bridge business. He had workedhis father’s farm in upstate New York before migrating toOhio at age 22, where he became a successful carpenter-builder and clothing merchant in Milan, Ohio.He built homes, and then became a salesman for a com-

pany manufacturing iron farm implements in Cincinnati. Afamily man, with a wife and four children to support, hedecided to make a fortune building iron bridges.“He got restless and had a mid-life crisis,” said Sloan. “In

1858, he became a salesman for Thomas Moseley, aCincinnati bridge builder who had invented one of the firstpractical tubular arch bridges made completely fromwrought iron boiler plate. Zenas represented Moseley atmany bridge lettings, mainly in southern Ohio. This experi-ence captured his imagination and he obviously thought hecould do well in the business.”According to an article written by Sloan, in the 1840s and

50s there were a number of people who saw the possibilitiesof iron bridges and began to patent designs, build production

facilities and market these new bridges to local officials. “These were the pioneers in a field that by the end of the

century would claim to have more than 600 companies asso-ciated in one way or another with the iron bridge buildingbusiness. However, in the 1850s, there were just a handful ofiron bridge builders located mostly in the Northeast andupper Midwest,” added Sloan.King had a vision as to how bridge building could evolve

from a local craft to a national industry. He systematicallycharted a course to achieve this end, which required, accord-ing to his great-great-grandson, “A number of bold initiativeswhich he undertook in the decade surrounding the Civil War.There was a tremendous boom all over the country. He hadsalesmen all over the place.”

The Five ‘P’s’Those initiatives involved five “P’s,” — patents, produc-

tion, pitch men, publicity and pecuniary insight. “He got a patent for a new bowstring arch truss, which

was supposedly more efficient than the Moseley. He fabri-cated them in Cleveland and then shipped them out. He andanother guy set up their operations in Cleveland where theiron bridge business and railroads were centered. It was agateway to the West,” added Sloan. “This was the reverse ofthe process for stone and wooden bridges where the majormaterials were often available at or near the site itself. Hiswere shipped quickly to the building sites, distant sites.”King also patented the “swing bridge,” one of the first

designed, and was able to recruit and organize a network ofsales agents all over the country. In the 1860s, King had paidrepresentatives in New York, Boston, Philadelphia, Iowa,

Missouri and Texas, in addition to those operating out of theoffice in Cleveland.

As for “pecuniary insight,” King was able to further hisambitions by creating a “well-capitalized” business structurewith the formation of a stock corporation (with a $225,000investment), peopled by Cleveland’s “merchant princes,”who were in enterprises that could complement and supportbridge building. Among them were the owners of a foundryand rolling mill company producing iron for railroad tracks,and a railroad tycoon, banker and civic leader who helpedfound the New York, Chicago and St. Louis Railroad and theOhio Central Railroad.By 1870, after a solid decade as a bridge builder, King was

well-established as an important member of Cleveland’sbusiness elite. He and his family had moved to a mansion onEuclid Avenue, known as “millionaire’s row,” where John D.Rockefeller lived.

Head West, Head OutKing was obsessed with heading west to the new frontier.

After two years of bridge making, with the production ofnearly 100 structures for clients in Kansas, Minnesota,Arkansas, Nebraska, Iowa and Texas, King aggressivelypursued the western market from the sales operation he setup in Des Moines, Iowa. By the mid-1870s, the King BridgeCompany had built more than 2,700 bridges, many of thempatented bowstrings, and was building up to 300 new spansper year (more than half of them were showcased in threestates — Ohio, New York and Pennsylvania, where the com-petition from other bridge companies was toughest, accord-ing to Sloan.)However, there were a number of “bragging bridges” built

west of the Mississippi, including a 1,000-ft. (305 m), six-span bridge across the Mississippi River at Minneapolis.Two bridges of this era — bowstrings with the King

patent — must have brought particular pride to the companyfounder, said Sloan. The first was a two-span, 210-ft. (64 m)bridge built for the Centennial Exhibition in Fairmount Park,Philadelphia. “The publicity given to the King Bridge Company as a

result of being awarded this contract was a large feather inthe company’s cap, even though the bridge has long sincedisappeared,” said Sloan.Not so with one other King bridge of the period, which

still stands today. Protected as a national historic landmarkand mentioned in Eric DeLony’s “Landmark AmericanBridges,” Zenas King would undoubtedly take even morepride in the 400-ft. (122 m), three-span King patent bow-string arch bridge built for the U.S. Army across the NorthPlatte River at Fort Laramie, Wyo., on the Oregon Trail.

Built in 1875, it is believed to be the oldest existing mili-tary bridge west of the Mississippi. The bridge became avital link between Cheyenne, Fort Laramie and the militaryoutposts, Indian agencies and gold fields of the Black HillDakota region. “That is still there. It is probably the most famous of the

bowstrings,” said Sloan.

80 Miles of BridgesThe fear of collapse was a feature of the iron bridge indus-

try in the early days, King included. Two King-built bridgeswere involved in collapses, both in New England. The firstwas a railroad bridge near Rutland, Vt., which collapsed as arailroad engine was making its way across. The engineer waspinned under the overturned tender that crushed his leg, andhe later died. The second was the famous collapse of one

Mid-Life Crisis Inspires Salesman to Pioneer in IndustryBRIDGES from page 1

see BRIDGES page 6

For advertising rates: Contact Edwin M. McKeon Jr.

215/885-2900Toll Free 800/523-2200

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• New York • New England

315/823-7668Toll Free 800/988-1203

Fax 315/823-4136


Contact Rachel Slavid

Contractors Equipment Guide28 Waterford DriveWorcester, MA 01602

508/755-1585Toll Free 800/225-8448

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Contact John LaCamera800/225-8448

Construction Equipment Guide NortheastEdition (ISSN 1081-7034) is published bi-weekly by Construction Equipment GuideLtd. Advertising and Editorial Offices arelocated at 470 Maryland Dr., Ft. Washington, PA 19034. Toll Free800/523-2200 or Fax 215/885-2910.Annual Subscription Rate $65.00. Call forCanadian and foreign rates.

Periodicals postage paid at Ft. Washington,PA and at additional mailing offices. POSTMASTER: Send address changes toConstruction Equipment Guide NortheastEdition, 470 Maryland Dr, Ft. Washington,PA 19034.

Contents Copyrighted ©2012, byConstruction Equipment Guide, which is aRegistered Trademark, registered in the U.S.Patent Office. Registration number0957323. All rights reserved, nothing maybe reprinted or reproduced(including framing) in whole or part without writtenpermission from the publisher. All editorialmaterial, photographs, drawings, letters, and other material will be treated as unconditionally assigned for publicationand copyright purposes and are subject toConstruction Equipment Guide's unrestrictedright to edit and comment editorially.Contributor articles do not necessarily reflectthe policy or opinions of this publication.

Call or write for advertising rates, publica-tion schedule and media kit. TheConstruction Equipment Guide is not respon-sible for clerical or printer's errors, everycare is taken to avoid mistakes.Photographs of equipment used in adver-tisements are not necessarily actual photo-graphs of the specific machine. Similar pho-tographs are used occasionally and everyeffort is taken to depict the actual equip-ment advertised. The right is reserved toreject any advertising.

Founder, Publisher & CEO Edwin M. McKeon Sr.

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Common Practice of ‘BridgeTrusts’ Falls to Legislationspan of the King bowstring bridge built in1872 across the Merrimac River inGroveland, Mass., less than 10 years after itwas put in operation.“That caused quite a stir in the civil engi-

neering fraternity, adding fuel to the fire ofthe campaign against the King designsbegun in 1878 by Professor Vose of the CivilEngineering Department of BowdoinCollege in Maine, objecting to the design ofthis bridge between Brunswick and neigh-boring Topsham across the AndroscogginRiver,” added Sloan. “Vose was pushing for‘disinterested trained engineers’ to consultand inspect bridges. The collapse of theGroveland Bridge was used as the example.”By 1882, the King Bridge Company had

produced 5,000 structures or the equivalentof 80 miles of bridges all over the country.More than 600 specific bridges were listed inthe company catalogue, distributed in fourmajor regions; close to 200 in New Englandand the Mid-Atlantic states with more thanhalf of these in New York alone.

Bridges and PoolsIn 1883, King, age 65 and in the later

stages of his career, signed an agreementwith 16 other bridge companies to form apool to control and share profits from high-way bridge projects. In exchange for prefer-ential treatment in its home area of opera-tion, each company would contribute 13 per-cent of its profits on a specific job into thepool, which would then distribute the accu-mulated sums to the participants based onthe size of the company. The King Bridge Company and the

Wrought Iron Company of Canton (Ohio)were the largest in the pool and thus the chiefbeneficiaries of the arrangement. King wasappointed to an executive committee to con-trol and arbitrate among the pool partici-pants. “Such ‘bridge trusts’ were common in the

industry at the time but were later targets forantitrust litigation after the ShermanAntitrust Act was passed by Congress in1890 and parallel legislation was adopted invarious states, including Ohio,” added Sloan.Bridge builders were backing away from

the old bowstrings and the American stan-dard design was being used by more andmore builders, including King. There wasless prestige in producing relatively smalliron bridges across small rivers and streamsthan by the large, dramatic engineering andarchitectural marvels spanning the majorwaterways. Those spans produced fame for the great

civil engineers of the age — the Roeblings,father and son, whose Brooklyn Bridgebecame the hallmark of the bridge builders,and also Gustav Lindenthal, GeorgeMorison, James B. Eads and others.

Family ExpansionMost construction companies are family

affairs, and the King Bridge Company wasno exception. In the 1870s and 1880s, Kinghad three sons, a son-in-law, a nephew andhis grandson working in the firm.Youngest son Harry King was named sec-

retary and a director when he became of agein 1887. He would be involved in the opera-tions of the company with eldest brother

BRIDGES from page 4

see BRIDGES page 14

Zenas and Maranda King in photos taken in 1848.

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area, sells its processed gravel tolocal contractors and municipali-ties.The pit needed to invest in a new

rubber-tired loader and was look-ing to buy a larger, more stableloader than it currently had in itsfleet. After considering manymakes and models, GP Aggregatedecided to purchase a LiuGongmodel 856 4.5 cu. yd. (3.4 cu m)loader equipped with a Cumminsengine.“We looked at quite a number of

comparable sized and equippedloaders and decided that theLiuGong 856 best suited ourneeds,” said Paul Butman, thedirector of the gravel pit. “It issized perfectly to handle the needsof our quarry,” “LiuGong was not a brand that

we were familiar with so we askedEquipment East’s sales representa-tive, Jim Mullen, if they would bewilling to bring the machine to ourquarry and let us try it out for awhile. They were more than happyto accommodate us. Within a fewdays we were very comfortablewith the LiuGong machine.” Although the LiuGong machine

was not equipped with all of thebells and whistles that are availablein [other] brands, added Butman,he saw some very good engineer-ing thought behind it, including anautomatic greasing system.“That’s great when you are rely-

ing on your employees to keepmachines properly maintained,” hesaid. “I have always lived with thephilosophy of keeping things sim-ple. Here at our quarry, we have a

very simple application. We don’tneed to spend piles of extra cash tohave a cab loaded up with a lot ofextras, which in reality, compli-cates the operation of the machine,and frankly, it’s just more thingsthat can go wrong with themachine.”

Endicott CollegeLocated on Hale Street in

Beverly, Mass., Endicott College islocated on a 235-acre oceanfrontcampus. During winter, removing snow

from the acres of parking lots,recreational areas, sidewalks andhiking paths throughout the cam-pus is challenging enough. Add tothat, though, the hazards of plow-ing around the thousands of stu-dents and hundreds of faculty

members who make their way inand out of the campus and thatmakes for a very high potential forliability problems. Keith Buckley, director of

grounds of the university, had beenlooking for a safer, yet effectiveway to approach snow removal. By the nature of their design, the

skid steers Buckley had been usingdid an adequate job in snowremoval. But they had some visi-bility issues, making it difficult forthe operator to be completelyaware of people moving in and outof his line of sight. As a first step inrelieving some of this stress,Buckley investigated alternativesthat would offer better visibilityand, because of the tight quarters ofmany of the walkways and parkinglots, a machine that would improve

maneuverability.The solution was a Yanmar

model V4-6 compact articulatedloader. “This machine has proven to be

everything that we were lookingfor,” Buckley said. “It’s very sta-ble, smooth to operate and hastremendous mobility and maneu-verability.”“One of the most desirable

aspects of this machine is the ele-vated position in the cab that theoperator is working from,” headded. “He has an almost totallyunobstructed view of everythinggoing on around him. In addition,the Yanmar diesel engine operatesvery quietly, which gives the oper-ator a better chance of hearing anywarnings that may be shouted outto him. We have been very satis-fied with the services provided byJim Mullen and the rest of the staffat Equipment East. Jim [Mullen]was able to work with us to initial-ly rent this machine to make surethat it was going to meet our needs,and we are now in the process ofconverting the machine rental overto a purchase.”

Spencer ContractingSpencer Contracting of Salem,

Mass., is involved in a wide rangeof construction projects, includingunderground utility work, sitedevelopment, and demolitionwork. in March 2011, owner PeterSpencer purchased a LiuGong915D excavator from EquipmentEast. When Spencer first began

exploring the idea of puttingLiuGong machines from

Equipment East in hisfleet, which includes27 machines, he wasdrawn to the savings.But, he was aware thatequipment reliability,serviceability and sup-port also were criticalto his bottom line. Sohe initially workedwith Rich Zibell ofEquipment East toarrange a rental of theLiuGong 915D exca-vator. “After renting the

machine and putting itthrough its paces, Idecided that movingahead with the pur-chase was a goodidea,” Spencer said.

“We have operated the LiuGongmachine since last spring and haveput about 1,000 hours on it. Wewere already pretty confident ofthe support that we would receivefrom Equipment East. In the past,we had rented crushers from theirfleet and we have been very com-fortable with the service andresponse time Equipment East hasgiven us.”After operating the LiuGong

machine for a year, Spencer said heknows he made the right decision.“The machine has very strongcycle times, which really comesinto play when doing demolitionwork. We recently tore down fivehouses with the LiuGong and myoperators noticed that the machinewas very tight, very fast, just agood overall machine.”

About Equipment EastLocated in eastern

Massachusetts, the company offerssales and rentals throughout mostof New England. The company isowned and operated by GiovanniAlbanese and Andrea Ciano. Thecompany’s support staff includessales representatives on the road,factory-trained technicians andmechanics ready to service, sup-port, maintain and troubleshoot allthe equipment lines the companyrepresents.Although Equipment East is a

relatively new name for equipmentdistribution in New England, theAlbanese name is well recognizedwithin construction circles. In 1978 Giovanni and his broth-

er, Marco, founded AlbaneseBrothers as a large utility contract-ing company doing major water,sewer and pump station projects.In 1991, Giovanni and Marco sep-arated their companies. Giovanniand Andrea founded AlbaneseD&S Inc., and in September 2009the pair started Equipment East,turning the day-to-day operation ofAlbanese D&S over to the youngergeneration.Equipment East represents

LiuGong, Yanmar, CEC, Geithattachments, BTI, Ramfos,hydraulic hammer and otherattachments, and Keestrackportable crushing and screeningequipment.For more information, visit

www.equipmenteast.com. CEG

From Moving Rock to Clearing Snow, Dealer Gets it RightEAST from page 1

(L-R, back row): Jeff Davidson, John LeBoeuf, Tim Elliot, AdamHeavey, Rich Zibell, Marco Albanese, Jim Mullen, GiovanniAlbanese. (Front row): Nicolle Monoxelos; and (kneeling): Dawn-Marie Charette, Gilda Albanese.

Paul Butman, director of GP Aggregate quarry in Gloucester, Mass.,operates the LiuGong model 856 4.5 cu. yd. (3.4 cu m) loader, whileEquipment East sales representative looks on.

The LiuGong back blade has proven tobe a valuable accessory to PeterSpencer of Spencer Contracting inSalem, Mass.


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The New Hampshire State Departmentof Transportation received bids fortransportation-related improvementprojects.Following is a list of some of the proj-

ects let.

Counties: Cheshire and HillsboroughProject:Alstead 16286 and Lyndeborough16285.Scope of Work: Culvert replacement.Location:N.H. Route 12A in Alstead andN.H. Route 31 in Lyndeborough.Contractors and Bid Amounts:

• Weaver Bros. Construction CompanyInc. — $156,550

• Northeast Earth Mechanics Inc. —$157,588

• R.M. Piper Inc. — $169,989• Frank W. Whitcomb Construction

Corporation — $256,827• New England Infrastructure Inc. —

$276,660Scheduled Completion Date:Aug. 17,2012

County: CoosProject: Berlin X-A001(225), 12958F.Scope of Work: Building demolition.Location: Eleven state-owned parcels inthe city of Berlin.Contractors and Bid Amounts:

• Spears Bros. — $200,627

• Concord Building Services Inc. —$287,321

• All-Ways Wrecking — $289,075• A.R. Couture Construction Corp. —

$308,925• Northeast Earth Mechanics Inc. —

$489,850Scheduled Completion Date: June 29,2012

County: RockinghamProject:New Castle 15895.Scope of Work:Guardrail replacement.Location:N.H. Route 1B between GoatIsland and New Castle Island.Contractors and Bid Amounts:

• Wyman and Simpson, Inc. —$284,076

• Jamco Excavators LLC — $297,182• R.M. Piper Inc. — $322,605• Northeast Earth Mechanics Inc. —

$347,979• CPM Constructors — $371,715

Scheduled Completion Date:May 18,2012

County: RockinghamProject: Portsmouth 15760.Scope of Work: Bridge mounted soundabatement wall.Location: I-95 Piscataqua River Bridge.Contractors and Bid Amounts:

Hillsborough • Rockingham • Cheshire • Merrimack • Coos • Grafton• Sullivan • Carroll • Belknap •Strafford • Hillsborough •Rockingham • Cheshire • Merrimack • Coos • Grafton • Sullivan •Carroll • Belknap •Strafford • Hillsborough • Rockingham • Cheshire• Merrimack • Coos • Grafton • Sullivan • Carroll • Belknap

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By Lisa RathkeASSOCIATED PRESS

MONTPELIER, Vt. (AP) Gov.Peter Shumlin on announced an addi-tional $5 million to repair some of themost damaged roads in Vermont, say-ing that the money became avail-able partly because of the state’smild winter. With the extra funds, a total of

about $11 million will be spent thisconstruction season to level andimprove about 123 mi. of road afterthe winter thaw. “As tough as this winter has

been for ski areas and snowmobil-ers, as tough as it has been thisspring for our maple sugar makers,it’s been very good to those of usthat have to maintain roads,whether it’s the state or our munic-ipalities,” Shumlin said. A boost in Federal Emergency

Management Agency funding afterTropical Storm Irene will enable

the state to increase transportationspending by $103 million — to morethan $639 million, said HouseTransportation Committee ChairmanPat Brennan. The biggest beneficiarieswill be paving projects, interstate high-way bridges, state roads and town

bridges. About half the $5 million that will

be used to smooth roads comes frommoney that would have been used toremove snow and spread salt in thewinter. The rest comes from projectsdelayed by Irene in August, which

damaged more than 500 mi. ofroads and dozens of bridges. Thestate is able to redirect the fundsthrough a budget adjustment lawpassed by the Legislature. In 2009, 34 percent of

Vermont’s roads were in “verypoor condition.” By last year, thenumber had dropped to 25 percent. “We are seeing steady progress

in our effort to improve the overallcondition of our pavementstatewide,” TransportationSecretary Brian Searles said. “Thepractice of leveling helps us getmore life out of existing pavement,reduces the cost of winter mainte-nance and improves safety for ourtraveling public.”

“As tough as this winter hasbeen for ski areas and snowmobilers, as tough as ithas been this spring for ourmaple sugar makers, it’sbeen very good to those ofus that have to maintainroads, whether it’s the stateor our municipalities.”

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Centennial Exhibition in Phila. Featured King BridgeJames until the end. By 1887, the company’smanagement and board of directors includedfive Kings out of nine directors. When ZenasKing began withdrawing from active man-agement of the firm, James was designatedto succeed his father as the president andHarry was elevated to vice president.On Oct. 25, 1892, Zenas King died at the

age 74, just 18 months after his wife’s death.The legacy that Zenas King left to his heirswas impressive. It included a nationallyknown bridge- building company, one of thetop dozen such firms in the country, andenough wealth so that his sons and daughterand their spouses could live very comfort-ably in Cleveland society. Despite his death, the company flour-

ished. In the period from 1894 to 1903, itwas able to increase the output of its bridgeshop from 18,000 tons to 30,000 tons a yearand to maintain its position as the largestbridge company based in Ohio, and secondonly to the American Bridge Company inthe near Midwest. Most of the King bridgesthat can still be found in operation were builtduring the time when James led the compa-ny.To meet the challenges of the times, the

company began to put more stress on build-ing bigger bridges for the railroads, includ-ing swings, trusses, cantilevers, etc. andmore emphasis on non-bridge building,including steel framing for structures likeshopping arcades, office buildings, factories,grandstands, etc. It also began to featuremore of its considerable talent in civil engi-neering, represented by some of the out-standing engineers of the era, like AlbertPorter and Frank Osborn, who started out inthe company then went on to have brilliantcareers and establish their own companies.While the King Bridge Company’s strate-

gy was apparently to remain a family-con-trolled concern, one of its chief rivals, theAmerican Bridge Company of Chicago, hadsuccessfully moved in another direction. By1890, American Bridge was controlled by J.P. Morgan & Company and was about to beabsorbed into Morgan’s massive conglomer-ate, the U.S. Steel Corporation. “The strategy of American Bridge was to

expand by purchasing other bridge compa-nies. While the Kings were busy cementingtheir family firmly into control of their busi-ness, American Bridge was busy buying uptheir rivals, 24 of them representing overfifty percent of the nation’s bridge buildingcapacity in the first year alone. Apparentlythe King family was approached to join inthe combine, but resisted and decided to goit alone,” said Sloan “J.P. Morgan andAndrew Carnegie were forming what wouldbe, eventually, U.S. Steel. They were buyingup all the mid-level companies, like John D.

Rockefeller did with oil companies. Kingdecided to remain independent, but…”

Taken Down by the GovernmentThe new century landed hard for King

Bridge. The pooling arrangement started inthe 1880s caused “bridge trusts” to be active-ly pursued by the federal and state govern-ments for seeming violations of anti-trustlaws. Since King had played a leading role insetting up the pooling arrangements, his firmwas a prime target for government lawyers.The state of Ohio brought suit against 13bridge companies, including King, to oustthe offending corporations.James King was the victim of a botched

appendix operation. He was laid up formonths with a wound that never did heal.From then on, he was bedridden and miser-able, hardly able to function in a businesscapacity. Harry King was forced to play alarge role in running the company. The courtcase was lost, and the King Bridge and othercompanies were stripped of their Ohio fran-chises. To stay in business, the King Bridge

Company had to be reincorporated under themore tolerant laws of the state of New Jerseyin May 1906.During their final decade, there was one

more outstanding engineering triumph, theDetroit-Superior High Level Bridge acrossthe Cuyahoga River in Cleveland. It func-tions today as one of the main connectionsbetween the east and west sides of the city.This bridge was designed by the CuyahogaCounty Engineers office, and the KingBridge Company won the contract to buildthe center span of the structure. It took the years 1912 to 1918 to complete

and at the time it was the largest doubledecked reinforced concrete structure in theworld. It was to be the last important projectof the company and is currently being reha-bilitated to continue in operation into thenext century.

‘Old Nan’ Still Running TrainsKing bridges are scattered throughout

New England. The most famous of which is“Old Nan,” officially called Amtrak BasculeBridge No. 116.74 between East Lyme andWaterford over the Niantic River. Built in1907, it is still carrying trains in Amtrak’sbusiest northeast corridor between NewYork and Boston.Because it is no longer feasible to repair, it

will be fully replaced by May 2013. Itsreplacement will allow Amtrak to increasespeeds on and near the bridge and minimizetraffic delays. The old bridge, one of the old-est movable bridges in the nation, will havelasted 107 years when removed.The estimated $104.7 million contract is a

joint venture between Cianbro Corp. ofPittsfield, Maine, and MiddlesexCorporation of Littleton, Mass.Other King Bridges that were prominent

throughout New England included theBrunswick-Topsham Bridge in Brunswick,Maine, which lasted from the early 1880sthrough 1914 when it was washed out in aflood; three truss bridges across theAndroscoggin River from the 1890s in Jay,Maine; The Summer Street Retractile Bridgein Boston, built in 1892, which lasted until2003 when it was replaced as part of the“Big Dig” project (the bridge plate was sal-vaged for the King family); and the Beverly-Salem Swing Bridge in Salem, Mass., builtin the 1890s and in service until the 1970s,

when it was replaced by a modern fixedbridge.“In New England, we haven’t got much

left,” said Sloan. “The King BridgeCompany always put a bridge plate on theirwork so people could identify them. The‘Old Nan’ has the 1907 bridge plate on it,although it’s about ready to fall off. It’s rust-ed, but hanging in there.”

A Virtual MuseumThe company has been commemorated in

several ways. There is a collection of KingBridge Company material in the archives ofCleveland State University.M.I.T.,Cambridge, Mass., once housed alarge collection of Berlin Bridge Companymemorabilia, donated by Victor Darnell, for-mer chief engineer at Berlin. “I believe, however, that M.I.T. closed the

library and shipped all of Darnell’s stuff toCalifornia to Cal Tech,” said Sloan. “UMassat Amherst has got a historical bridge collec-tion. They have a place at the Amherst cam-pus with an actual bridge park. They take oldbridges and put them there on campusthrough the Civil Engineering Department atUMass. We’ve been in touch with the peoplethere.”James A. King died in 1922 at 75, and

during the autumn of the following year, theKing Bridge Company was officially dis-banded. Zenas’ old boss had already movedto New England and had started the ThomasMoseley Bridge Company, which wasabsorbed into the Berlin Bridge Co., themajor iron bridge builder in New England.“The company went out of business in

1922, but left no records,” said Sloan. “Mygrandfather was the last man in the business.They did have a sales catalog of the bridgesthey sold, listing them and we got a lot of ourinformation from that.”Today, Zenas and Maranda King and their

children rest with their families in a ceme-tery plot in Lakeview (Ohio) Cemeteryunder the shadow of the imposing monu-ment to President Garfield and a few pacesfrom the obelisk erected on the gravesite ofJohn D. Rockefeller. The monument on Zenas’ plot is “modest

by the standards of some of the neighboringfamilies of Cleveland’s 19th-century ‘mer-chant princes’ as was his ‘fortune,’ modestby modern standards.” But the monumentsto his accomplishments, as an imaginativebridge-builder and a creative business entre-preneur remain, although disappearing fast.For old iron bridge buffs, beyond Sloan’s

www.kingbridgeco.com Web site, which isthe only virtual museum on the company,there are two other Web sites that can illumi-nate historians and the curious: www.bridge-hunter.com and www.historicbridges.org.

(This story also can be found onConstruction Equipment Guide’s Web siteat www.constructionequipmentguide.com.)CEG

Two bridges of this era — bowstrings with the Zenas patent — must have broughtparticular pride to the company founder. One was this two-span, 210-ft.-bridgebuilt for the Centennial Exhibition in Fairmount Park, Philadelphia.

BRIDGES from page 6


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Davis Auctions, Inc. will be conducting our next auction of utility and construction equipment and related supplies on April 28, 2012. This auction will consist of equipment from O & G Industries, Inc.; utility companies; municipalities; contractors; and others. As part of our regular commission auction, we will be holding an antique equipment auction.

Early consignments from Utility Company:Bucket Trucks; Digger Trucks; Pickups; Vans. Check our website in the beginning of April for a more specific list.

Early consignments:Wheel Excavators: 1991 CAT 214BFT, w/36” bucket & 60” grading bucket; 1988 GRADALL G880C, Detroit power upper & lower, 36” bucket, 72” grading bucket, 8’ grading

blade, ripper, & 8’ boom extension; 1965 CAT D7E Crawler Dozer, power shift, hyd. tilt, vg undercarriage; 1972 CAT 980B Wheel Loader, 5yd.; End Dumps: 1977 TEREX 33-03; 1966 EUCLID 74TD; (2) VOLVO A35 Art. Haul Trucks, heated body; (2) 1990-1989 FORD LTS9000 T/A Dumps, 3406 Cat; 8LL trans., 20K front, 20K push, 46K rear, 19’

alum. Body, Richards hyd. cover, <500,000 miles; 1961 MACK B61SX T/A Cab & Chassis, 673 engine; 20 sp. trans., 55K rears; 1996 GMC Topkick T/A Flatbed, w/forklifthookup, Cat dsl, Fuller trans., 218,000+/- miles; 1966 MACK DM600 Tandem Axle Asphalt Distributor, 250 engine, 20 sp. trans., 38K rears, 2900 gallons; Galion 5 ton Roller;

MASSEY FERGUSEN Forklift; 1987 CHEV. R30 Dump; 1999 FORD F450XL SD, w/crane & mechanic’s body; 2004 Chev. Silverado; 2002 FORD Explorer; 2002 CHEV. Blazer;2000 MAZDA MPV Van; 1999 NISSAN Altima; 1997 ACURA Integra Coupe; Lawn Mowers; Air Compressors; Generators; Shop Tools; Hand Tools;

Early Consignments for Classic/Antique Sale:BUCYRUS ERIE 15B Crawler Crane, w/log grapple, 40’ boom, dsl; Crawler Tractors: CLETRAC Machinery Mover, LPG, winch, rubber lined track pads, push plate; OLIVER

CLETRAC HG68, PTO, off-set hitch; OLIVER CLETRAC HG42, w/A.G. Anderson 57” hyd. blade; OLIVER CLETRAC OC42, w/hyd. blade; JOHN DEERE 40C, w/manual anglehyd. blade; JOHN DEERE 440, w/manual angle hyd. blade, gas; INT’L TD6, w/hyd. blade, dsl; INT’L TD9; INT’L TD14, w/Bucyrus Erie blade, gas/dsl engine; INT’L TD20B,

w/hyd. tilt blade, power shift, dsl; CATERPILLAR 15; CATERPILLAR 22; Crawler Loader: CATERPILLAR 933; ATC, w/Backhoe; ATC, gas; Wheel Tractor: 1959 JOHN DEERE430; 1955 MASSEY FERGUSEN 35; FORD 2N, w/hyd. loader, aux. trans.; FORD 800, 3 PtH, ice cleats; ECONOMY 12 HP, w/4’ deck mower; 1931 FORD Model A Doodlebug,

2 trans., truck rear; 1942? Doodlebug; FARMALL F20, w/Lanova dsl conversion; AUSTIN WESTIN 88 Grader, 6x6, 12” mold board, dsl; GALION Roll-O-Matic CRG 3 WheelRoller; 1983 PETERBILT 359 3 Axle Tractor, Cat 425 Engine, Double Sleeper, All New Rubber; 1970 FORD F600 Rack Body Truck, new body, gas, 4/2 speed trans., <26K

miles; 1939? CHEV. Flatbed Truck, 12’ body, just out of long storage; 1959 WILLYS Pickup, plow, rear PTO; 1954 WILLYS Overland Station Wagon; 1957 MICHIGAN ARROW23C Willys Backhoe, PTO driven, 16” bucket, hyd. outriggers, <8K original miles, FACTORY BUILT, VERY RARE; Composite Model T, flathead 4 cylinder, 3 sp. stick; World WarII German Towable Gun; CLARK AT Industrial Truck; LANE Sawmill; Air Compressors: JOY 75; IR 85; SMITHCO Red Ryder Utility Trike, 8 hp Kohler, fwd/rev ramp; Motorcycles:

1981 SUZUKI; HONDA 550 Super Sport; Eagle Ultra-Light Airplane; STEWART Steam Engine & Boiler; Steam Engine; 1930? Boat Engine; 40+ Antique Chainsaws & BrushSaws; Misc. Parts for 1946-1970 Classic Cars: Fenders, Grills, Bumpers, Door Panels, Hoods, Hubcaps, Wheels, & more, 2-3 box trailer loads of parts, Majority of parts are

labeled with year and model of car/truck, Will be sold in large lots; Farm Implements; Tools; and much more. You name it; it looks like it is coming!! More arriving daily.

This is our early tentative list. We accept consignments up thru WEDNESDAY prior to sale. We never know what will be consigned at the last minute – so come to our inspection and find out!

INSPECTION: FRIDAY, April 27, 2012

This is when/where you find out what is really here!!! 9:00 A.M. – 5:00 P.M.

TERMS: CASH OR GOOD CHECKS WITH IDENTIFICATION. ABSENTEE BIDS ACCEPTED.

Website list frequently updated. If you don't see what you want here, visit www.davisauctionsinc.com for updates.

For Online Bidding, Visit Realtimebid.com


PORTSMOUTH, N.H. (AP) A new Web site has beenlaunched to keep residents updated on the replacement of abridge linking Maine and New Hampshire.

The New Hampshire and Maine departments of trans-portation have created a Web site, www.memorialbridgepro-ject.com, that includes information regarding the design andconstruction process and timeline of the new MemorialBridge that is being built over the Piscataqua River connect-ing Portsmouth, N.H., and Kittery, Maine.

The project’s outreach coordinator, Jennifer Zorn, told thePortsmouth Herald the site also will include a history of theold bridge and interactive mapping.

Demolition of the old bridge is now under way. It wasclosed to vehicles last July after it was determined to beunsafe.

The new bridge is slated to open in 2013.

Staying Informed…

Web Site Launchedfor Maine-N.H.Bridge Project

(603) 623-3669Fax: (603) 624-8758

E-mail: [email protected] Rockingham Road • Londonderry, NH 03053

Komatsu PC 300 & 270’sw/60’ Long Reaches Available!Rental Rates: From $10,000 Monthly.

LONG REACH RENTALS

There are over 300 Machines for Your Rental Needs.Call: Randall Sanderson

WANTED!!!

MACK TRUCKS

CALL JOHNNY MACKHARTFORD, CT 860-883-1186

CAT, DEERE, BOBCAT EQUIPMENT IN ANY CONDITION

IMMEDIATEPAYMENT!

© 2008 Allied Construction Products, LLC

Where can you go to get high performance boom-mounted attachments?

Allied Construction Products, LLC For over 65 years, we’ve developed many attachments that are legendary in the construction and demolition industries that demand high performance. Names like Ho-Ram, Hy-Ram®, Rammer, Ho-Pac® and Pedestal Breaker System™ are names that equal: Simple, proven design (Our attachments have high resale or trade-in value) Reliable performance (If you purchased an Allied attachment, you’re probably still using it) Superior productivity (Compare AEM– formerly CIMA– ratings, our attachments get the job done faster) And, now Allied adds to that great family background with the Sandvik (Rammer) and AR Series™ hammers. Allied’s attachments don’t take a back seat to any competitor. In particular, our Sandvik (Rammer) product features a long-stroke design, all oil operation and ProControl. All of our high performance boom-mounted attachments are supported by the most respected parts and service organization in North America. Customer satisfaction is job one at Allied. Great products supported by people who know the industry and its customers. To put a high performance Allied attachment on your machine, call the Tyler Equipment Corporation office nearest you. We’ve become attached to your machines. Tyler Equipment Corporation

We’ve become attached to your machines.

Ho-Pac ® vibratory compactor/drivers

Pedestal Breaker System™ stationary boom systems

Sandvik (Rammer) G-Series hydraulic impact hammers

AR Series™ hydraulic impact hammers

Sandvik (Rammer) E -Series hydraulic impact hammers

Sandvik (Rammer) S-Series hydraulic impact hammers

Contractor’s Mechanical Grapplematerial and waste handling systems

Main Office251 Shaker RoadEast Longmeadow, MA 01028Tel: 413-525-6351

Prospect, CTTel: 203-758-3925

b

t

Reliable performance (If you purchased an Allied attachment, you’re probably still using it) attachments get the job done faster) ( t

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MAIN OFFICE:

251 Shaker RoadEast Longmeadow, MA 01028

1-800-292-6351

NEW CT LOCATION:1980 Berlin TurnpikeBerlin, CT 060371-800-352-4473



Tyler Equipment251 Shaker Road

East Longmeadow, MA 01028(413) 525-6351(800) 292-6351

1980 Berlin TurnpikeBerlin, CT 06037(860) 356-0840(800) 352-4473

Parts: (860) 356-0848


C.N. Wood Co., Inc.200 Merrimac St.

Woburn, MA 01801(781) 935-1919

Avon, MA (508) 584-8484

Johnston, RI(401) 942-9191

www.cn-wood.com

Joseph EquipmentCompany

300 Gay StreetManchester, NH 03103

603-641-8608

www.josephequipment.com

E.W. Sleeper Company, Inc.391 Loudon Road

Concord, NH 03302603-225-3361

www.ewsleeper.com


• R.M. Piper Inc. — $2,714,744• CPM Constructors — $2,913,761• Alvin J. Coleman & Son Inc. —

$2,946,387• Northern Construction Service LLC

— $2,974,687• R.S. Audley Inc. — $3,231,320• Wyman and Simpson Inc. —

$3,244,975• Tbuck Construction Inc. —

$3,310,000Scheduled Completion Date:May 24,2013

County: RockinghamProject: Salem-Manchester BI-A001(243),13933N. Scope of Work: Replacement of bridges.Location: I-93 SB Mainline Bridges andapproach work over N.H. 111A and N.H.111, at Exit 3 in Windham.Contractors and Bid Amounts:

• E.D. Swett Inc. — $11,475,922• R. S. Audley Inc. — $11,545,419• The Middlesex Corporation —

$11,677,779• SPS New England Inc. —

$11,694,432• S&R Corporation — $11,937,366• Kubricky Construction Corporation —

$12,292,176 • R.M. Piper Inc. — $12,996,531• MIG Corporation Inc. — $13,765,151

Scheduled Completion Date: Sept. 13,2013

County: MerrimackProject: Sutton A001(268), 14899B.Scope of Work: Septic system replace-ment.Location: I-89 rest area in Sutton.Contractors and Bid Amounts:

• Connies Septic Services Inc. —$105,420

• Hopkinton Forestry and LandClearing Inc. — $113,074

• R.D. Edmunds & Sons Inc. —$115,800

• Sur Construction Inc — $117,916• R.J. Olszak Construction Inc. —

$126,000• United Construction Corp —

$128,500• Northeast Earth Mechanics Inc. —

$128,700

Scheduled Completion Date:May 4,2012

County: CoosProject: Stratford X-A001(004), 15866.Scope of Work: Pavement rehabilitation,guardrail improvements, drainage improve-ments.Location:U.S. Route 3 in the town ofStratford. Contractors and Bid Amounts:

• Pike Industries, Inc. — $2,277,200• Busby Construction Company Inc. —

$2,588,823Scheduled Completion Date:Oct. 12,2012

County: MerrimackProject: Bow-Concord 13742B.Scope of Work: Bridge replacement.Location:NB and SB on I-89.Contractors and Bid Amounts:

• R.S. Audley Inc. — $14,725,428• E.D. Swett Inc. — $15,635,370• SPS New England Inc. —

$15,980,279• Weaver Bros Construction Company

Inc. — $16,116,104• R. M. Piper Inc. — $16,465,029• S & R Corporation — $16,538,435• The Middlesex Corporation —

$17,125,532• MIG Corporation Inc. — $18,557,592• Reed & Reed Inc. — $19,169,916

Scheduled Completion Date: June 26,2015

County: CoosProject: Clarksville X-A001(176), 16183.Scope of Work:Deck and backwall reha-bilitation.Location:U.S. Route 3 bridge over theConnecticut River.Contractors and Bid Amounts:

• VR Concrete Inc. — $448,025• R.M. Piper Inc. — $459,941• Winterset Inc. — $466,708• Northern Construction Service LLC

— $551,735• Wyman and Simpson Inc. —

$574,835• Nelson Communication Services Inc.

— $582,608• Tbuck Construction Inc. — $799,625

Scheduled Completion Date: Sept. 28,2012

Hillsborough • Rockingham • Cheshire • Merrimack • Coos • Grafton• Sullivan • Carroll • Belknap •Strafford • Hillsborough •Rockingham • Cheshire • Merrimack • Coos • Grafton • Sullivan •Carroll • Belknap •Strafford • Hillsborough • Rockingham • Cheshire• Merrimack • Coos • Grafton • Sullivan • Carroll • Belknap

New Hampshire...

‘Granite State’ HighwayProjects Let

DOT from page 12

NEW ENGLAND SUPPLEMENTADVERTISER INDEX

The Advertisers Index is printed as a free editorial service to ouradvertisers and readership. Construction Equipment Guide is not

responsible for errors or omissions.

ACE EQUIPMENT SALES INC ................................9

ACR EQUIPMENT ....................................................13

ARGUS INDUSTRIAL COMPANY ..............................1

ASTRO CRANE ........................................................13

BARRY EQUIPMENT CO ..........................................6

C N WOOD CO INC..................................................20

CLASSIFIED..............................................................13

CONTRACTOR’S CORNER ....................................13

DAVIS AUCTIONS INC ............................................15

DOOSAN NORTHERN NEW ENGLAND ..............11

E W SLEEPER CO......................................................7

EQUIPMENT EAST ................................................10

FOLEY MARINE & INDUSTRIAL ENGINE ................1

GORILLA HAMMERS ..............................................1

HYUNDAI CONSTRUCTION EQUIPMENT ............19

J R VINAGRO CORPORATION ..............................1

KRAFT POWER CORP ..............................................1

LORUSSO HEAVY EQUIPMENT LLC ..................10

LOU GIZA EQUIPMENT ............................................1

MID CITY STEEL CO................................................13

MILTON CAT ............................................................13

MULTI MACHINE INC ................................................1

ROGERS BROTHERS..............................................17

T-QUIP SALES & RENTAL INC ................................16

THE N.I.C.E. COMPANY ........................................12

TYLER EQUIPMENT CO ......................................3,16

W I CLARK CO............................................................2

WANTED MACK TRUCKS ....................................16

WOODS CRW OF NH CORP ..................................5


Chappell Tractor Sales, Inc.Milford, NH

800/698-2640

Chappell Tractor East, LLC

Brentwood, NH800/616-5666

Kahn Tractor & Equipment, Inc.North Franklin, CT860/642-7596

New England #8, 2012

Documents

Transcript of New England #8, 2012