Covered bridges have long captured the imagination of travelers and photographers alike, their quaint charm evoking a slower, more deliberate era. But tucked away across the United States is an even rarer breed—the double-barrel covered bridge. With two lanes running side-by-side under a shared roof, these bridges were marvels of early American engineering, built to handle heavier traffic long before modern highways. Today, only a handful remain, each one with its own fascinating history and enduring beauty.

The Ramp Creek Covered Bridge holds a unique place in Indiana history—it is not only the oldest standing covered bridge in the state, but also the only one with two lanes (a rare double-barrel design). Built in 1838 by Henry Wolf just south of Fincastle in Putnam County, the bridge originally crossed Ramp Creek.

Constructed as a single-span Burr Arch Truss, it measures 96 feet in length with an additional 7-foot overhang at each end. Each of its two lanes is 11 feet wide and 12 feet high, making it one of the few covered bridges in America built to handle side-by-side traffic in its day. Its total length is 109.9 feet, with a deck width of 23.9 feet and a vertical clearance of 9 feet above the deck.

By 1932, road construction threatened its demolition, but Indiana State Parks founder Richard Lieber led a successful effort to preserve the bridge. It was carefully dismantled and relocated to span Salt Creek at the north entrance of Brown County State Park—where it still serves traffic today, welcoming visitors with a distinctive historic charm.

The bridge was added to the National Register of Historic Places on December 21, 1993. Visitors can find it at coordinates N39 11.729 W86 12.987 (WGCB #14-07-02). With its rich history and enduring functionality, Ramp Creek stands as both a gateway to one of Indiana’s most scenic parks and a rare example of double-barrel covered bridge engineering.

Built in 1829, the Roberts Covered Bridge is Ohio’s oldest covered bridge and one of only six surviving double-barrel—or dual wagon-way—covered bridges in the United States. It is the oldest double-barrel covered bridge in the country and the second oldest covered bridge of any type in the nation.

Erected just over 25 years after settlement began in Preble County, the Roberts Bridge stands as one of the county’s earliest surviving non-domestic structures. The U.S. government awarded the construction contract to Orlistus Roberts, who, with the help of his apprentice James Campbell, began building the bridge about two and a half miles south of Eaton. Crafted from local poplar, beech, and oak, the bridge was anchored on limestone abutments quarried from nearby Rocky Run. Every bolt, nut, and nail was hand-forged by the builders. Tragically, Roberts passed away before the bridge’s completion, and Campbell finished the project.

For nearly 160 years, the Roberts Bridge served its original location. It underwent restoration in 1962 and major structural repairs in 1974, though by the 1980s much of the protective exterior was no longer original. The core load-bearing framework, however, remained intact.

On August 5, 1986, tragedy struck when vandals set the bridge on fire, causing extensive damage. The following day, local citizens rallied with a determination to save it. Recognizing the need for a more secure and accessible site, officials prepared a new location in the city of Eaton. On September 20, 1990, the historic trusses were carefully moved and reassembled at their new home in a city park, where the Roberts Covered Bridge now stands preserved as both a landmark and a testament to community pride.

The Philippi Covered Bridge over the Tygart Valley River is West Virginia’s oldest and longest covered bridge, and one of only two remaining in Barbour County. Built in 1852 by famed Appalachian bridgewright Lemuel Chenoweth, it was commissioned to connect a key segment of the Beverly-Fairmont Turnpike.

Chenoweth famously won the construction contract with a bold demonstration in Richmond—placing his plain hickory wood model between two chairs and standing on it, daring his competitors to do the same. None would try, and the contract was his.

At 285½ feet long and 26 feet wide, the bridge uses a combination Long Truss with Burr Arch design, originally supported by three massive sandstone piers. Its history is intertwined with the Civil War—serving both Union and Confederate troops during the Battle of Philippi in 1861 and narrowly escaping destruction during Confederate raids in 1863.

The bridge has survived numerous floods, accidents, and fires—most notably a devastating 1989 gasoline fire that led to a $1.4 million restoration under historian Emory Kemp. Today, it remains the only covered bridge on the U.S. Federal Highway system (U.S. Route 250) and is listed on the National Register of Historic Places.

The Pulp Mill Covered Bridge, also known as the Paper Mill Covered Bridge, spans Otter Creek between Middlebury and Weybridge, Vermont, carrying Seymour Street over the water. It is one of the most historically significant covered bridges in the country—one of only six remaining double-barrel bridges in the United States, one of only two in Vermont, and the only one in the state still carrying regular traffic.

Long celebrated for its longevity, the Pulp Mill Bridge’s exact age has been debated for decades. A sign on the bridge claims it was built between 1808 and 1820, making it potentially the oldest covered bridge in Vermont. However, covered bridge expert Jan Lewandowsky, after reviewing the Middlebury Selectboard’s meeting minutes and applying his expertise in construction styles, places its construction closer to 1850. That year, town officials reportedly examined a newly built Burr Arch bridge in Essex, Vermont, intending to copy its design—but errors in replication led to structural flaws.

Originally built using the Burr Arch Truss design, the bridge underwent a major structural change around 1860, when the original arches were removed and laminated ones were added to King Post trusses, creating a hybrid King Post with Burr Arch style. Over its long service life, design weaknesses and heavy use required frequent repairs and modifications. At one point, two piers were added in Otter Creek, effectively dividing the span into three sections for added stability.

A pedestrian walkway—non-structural but practical—was later attached to the outside of the bridge through cooperation between Middlebury and Weybridge. In recent decades, the Pulp Mill Bridge has undergone multiple rounds of rehabilitation, the most recent major closure lasting from January 2, 2012, to November 9, 2012.

Built in 1845, the Shelburne Museum Covered Bridge—originally known as the Cambridge Village or “Big Bridge”—once spanned the Lamoille River in Cambridge, Vermont. This impressive double-barrel structure, one of only five remaining in the United States, was assembled in a field beside its original location before being placed across the river. Measuring 168 feet long, it was constructed with two vehicle lanes side-by-side and later outfitted with a pedestrian walkway, making it an unusually versatile 19th-century crossing. Before the bridge, a ferry served this route, connecting two neighborhoods of Cambridge.

Like many bridges of its time, it relied on the Burr Arch Truss design, a patented innovation by inventor Theodore Burr that combined the stability of a king-post truss with a single arched timber. This design allowed for greater spans and stronger support, enabling bridges like this one to withstand Vermont’s harsh weather and heavy use. The Cambridge Village Bridge was originally lit by kerosene lamps and endured many natural challenges, including the devastating flood of 1927, when the water rose seven feet above the bridge floor.

In the late 1940s, Electra Havemeyer Webb, founder of the Shelburne Museum and a passionate preservationist of early American life, sought to save the bridge after learning it was slated for replacement. With help from the Vermont Highway Department, the bridge was carefully dismantled in 1949, its beams marked with identifying numbers for reassembly, and moved to the museum grounds. There, it was reconstructed over a man-made pond, surrounded by thoughtfully landscaped grounds.

For many years, the bridge served as the museum’s main entrance, welcoming visitors as both a functional roadway and a striking historical landmark. Eventually, automobile traffic took its toll, and the museum relocated its entrance, retiring the bridge from active use. Today, visitors can still walk through this preserved piece of Vermont history and admire its craftsmanship up close—a testament not only to 19th-century engineering but also to the dedication of those who worked to save it.

Known as the “Queen of Covered Bridges,” the original Blenheim Covered Bridge was a marvel of 19th-century engineering and once held the title of the world’s longest single-span covered bridge. Built in 1855 by master bridge builder Nicholas Montgomery Powers of Vermont, it stretched an incredible 232 feet between abutments, carrying two lanes of traffic over the Schoharie Creek.

The need for such a bridge arose in the early 1800s when local businessmen—led by Major Dickerman—struggled to transport hemlock bark and other goods across the creek. For years, heavy wagons had to ford the waters, a risky and inefficient method. In 1828, they formed the Blenheim Bridge Company, and nearly three decades later contracted Powers to build the bridge for $6,000. Skeptics dubbed the project “Powers’ Folly,” doubting that such a span could hold. To prove them wrong, Powers sat atop the ridgepole as the last supports were removed, declaring, “If she goes, I’ll go with her.” The bridge settled less than an inch and went on to stand for more than 150 years.

The Blenheim Bridge was more than a crossing—it was the center of community life. It once housed a toll booth charging a penny for pedestrians and twelve cents for horse teams, with a $5 fine for crossing faster than a walk. In winter, snow was spread across the deck to help sleighs glide more easily. Over the years, it sheltered courting couples, hosted weddings and art walks, and served as a backdrop for countless daily journeys to school, markets, and neighboring towns.

Its unique construction earned it a National Historic Landmark designation in 1964 and recognition from the American Society of Civil Engineers in 1984 for its innovative engineering. But the same Schoharie Creek that sustained the valley also brought destruction. On August 28, 2011, during Tropical Storm Irene, a catastrophic flood lifted the bridge from its abutments and swept it away, leaving behind only fragments and an irreplaceable sense of loss.

Determined to rebuild, the citizens of Blenheim rallied together. With the support of the town, county, and state, along with federal funding, the bridge was meticulously reconstructed in 2018 by 3G Construction of New Hampshire, a third-generation timber bridge–building family. Every detail—down to the trusses, pegs, and siding—was faithfully reproduced from the original blueprints, using 13 species of timber. The only change was elevating the bridge 12 feet higher on new abutments to protect it from future flooding.

Throughout its history, the Blenheim Bridge endured its share of misadventures, from collapsed extensions in the late 1800s to its retirement from active service in 1930 after an iron span cracked beneath a load of ice. Today, the rebuilt Blenheim Covered Bridge stands not only as a link between riverbanks but also as a monument to resilience—honoring the craftsmanship of Powers and the determination of a community that refused to let its landmark vanish forever.

Coordinates: N42 28.307, W74 26.490 – WGCB #32-48-01 #2

Double-barrel covered bridges are extremely rare—only six survive in the United States. Their extra width and dual lanes required more complex engineering than single-lane bridges, making them both functional and visually striking. Each surviving example carries a story of adaptation, preservation, and community pride.

If your travels take you near one of these rare double-barrel covered bridges, take the time to stop. Walk through them. Study the joinery, the weathered wood, and the central truss that divides their lanes. In a world that moves ever faster, these bridges stand as timeless reminders of a slower, sturdier way of life—double the charm, double the history, and double the reason to explore.

As I’ve explored these bridges, I’ve realized they’re more than just historic crossings—they’re living history. Standing inside one, you can almost hear the clatter of horse-drawn carriages and the hum of early automobiles that once passed through. My journey to see the Ramp Creek Covered Bridge in Indiana left me with a deep appreciation for the skill it took to create something so enduring. These structures deserve our admiration and protection so that future generations can experience their beauty and significance.