(Update: Fred Hadley posted a history, photo and drone video.)
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| Albert R Brecken posted Section of the Hell Gate Bridge that spanned the Easr River as viewed without the massive "portal" towers at each end of the span. |
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| Underestimated Arsenal posted "Very few would have looked to the arch as a suitable type in this case," Othmar Ammann wrote in 1918 of the railroad bridge over New York's East River. An arch is usually built between steep rocky shores, which give it solid ends and cheap anchorages for the ties that hold it while it goes up. The East River at this crossing offered neither. It runs 850 feet wide between its shore lines, its tidal currents reach 7 miles an hour, and the car floats, barges loaded with railroad cars, and the tows that worked it were hard to control. The War Department also required 135 feet of clear height for ships. Not even a temporary support could stand in the channel. So each half of the arch was built out from its own bank, one panel at a time, with no support under it out in the river. But a half-built arch pulls backward on whatever holds it, and there was no rock at a reasonable depth to hold it. Therefore the builders made their own anchors: counterweights on the ground behind each tower, up to 5,300 tons on each side, tied to the arch by back-stays. A back-stay is a heavy steel tie, built as a truss, that holds the end of a half-built arch back from the river. The arch to be held weighed 14,500 tons, and each back-stay took a pull of up to 6,500. Gustav Lindenthal, the bridge's Consulting Engineer, had prepared the general erection plans before the design was settled, and to make the method economical they provided for the temporary use of parts of the permanent bridge in the back-stays. The American Bridge Company, which did the erecting, adopted the scheme. Ammann called its work "a very skillful utilization of available parts": floor stringers, the suspenders that would hang the deck from the arch, and girders made for the approaches. On the Long Island side the counterweight was a box of viaduct girders filled with earth dug out for the bottom strut. Wards Island had too little earth to spare, so the crews added more viaduct girders and flooring beams to make the weight. The work quickened as it went. The end panel on the Long Island side took about three weeks to erect. The tenth panel on the Wards Island side went up in seven and a half hours. On October 1, 1915, the two halves met. At 9:30 that morning the crew began working four hydraulic jacks, each rated at 3,000 tons, to lower the halves toward each other. The four had to move together, so the men at the jacks, at the center of the arch and in the field office kept in touch by telephone. The sky was overcast and the temperature nearly steady at 56 degrees. At 11:15 the ends of the two halves touched. By 2:15 in the afternoon the arch was holding itself up. Then the back-stays came down, in the reverse of the order they had gone up. The arch's floor stringers could not go in until they did, because the stringers were the back-stays' own compression chords. Of the 15,500 tons of steel in the back-stays, all but about 2,300 tons stayed in the finished bridge. Ammann gave the credit for the closing to the engineers and field force of the American Bridge Company, and named its Assistant Chief Engineer, C. G. E. Larsson, who took personal charge of it. Erection of the arch and its viaducts was completed on October 31, 1916, and the bridge was dedicated on March 9, 1917. About 40 Amtrak trains a day cross it now. Ammann's 1918 paper on this bridge, in the Transactions of the American Society of Civil Engineers, records the closing day, October 1, 1915, hour by hour. Before the jacks began lowering, the gap between the two halves at the center was 4 9/16 inches at 56 degrees, against 4 3/4 inches calculated for 60. The center points of the two halves were also about one inch lower, on average, than the theory said they would be. Ammann called that "a very small deviation for such a great span" and wrote that a difference of 10 degrees in temperature would have been enough to produce it. A figure often repeated about this bridge is a gap of 5/16 of an inch at the closing. Amtrak's history pages say the halves came to within 5/16 of an inch of one another, and a Library of Congress blog says adjustments of only 5/16 of an inch were needed. Ammann's paper does not use that number in its account of the erection or the closing. It gives the 4 9/16 inches above, so the long caption leaves 5/16 out. The pages may be describing a different joint or an adjustment, and this research did not find where the figure began. The tonnages in the post come from the same paper: 15,500 tons of steel in the back-stays on both sides, of which "only about 2,300 tons" were not used in the permanent structure. That leaves 13,200 tons, about 85 percent, which is what "most" means in the words on the photo. The account in The Engineer, quoted by Grace's Guide, gives the same figures. Neither says which approach span received which girders, so the post does not either. The photograph is a military aerial print. The typed note on its mount reads "Negative not sent in. Taken by Capt. Stevens, 1920." The National Archives hold it in Record Group 18, the records of the Army Air Forces, in the series Airscapes of American and Foreign Areas. The print was cut out of its cardboard mount, its faint warm tone turned to plain grey, and its sides trimmed to fit the frame. Nothing was painted in or out. It also has a real weakness: it shows the bridge about five years after the arch was closed. The back-stays and counterweights are long gone from it, so nothing in the picture points to the girders that once did that work. The curving approach on Wards Island belongs to the same job, but the paper does not say that these particular girders held the arch. Credit for the general erection plan goes to Gustav Lindenthal, the Consulting Engineer, and for its working out to the American Bridge Company, whose Assistant Chief Engineer, C. G. E. Larsson, took personal charge of the closing. No account by one of the ironworkers who raised the steel turned up in this research. Paul Gawkowski: The Hell Gate Bridge, a great bridge built by the great Pennsylvania Railroad, once known as the “Standard Railroad of the World”! Almost 110 years old and it not only is it crossed by 40 Amtrak trains per day, virtually all of the rail freight coming into the NYC/LI area comes over the Hell Gate Bridge! Patrick Reilly: The Sydney Harbour Bridge took its inspiration from the Hell Gate |
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| John Powers posted, cropped Hell Gate Bridge, NY [With the RFK Bridge in the background.] |
Arch bridges push out as well as down on their abutments. I always assumed the portal towers provided mass to help resist the outwards forces. But this indicates that they are just decorative. The bridge was completed in 1916 when railroads could afford to spend money on decoration. I then assumed that this must be one of the places in New York where the bedrock is at the surface so they could easily anchor the bridge to bedrock. But then I learned that caissons had to be sunk 90 feet to reach bedrock. [nycroads] I wonder how much of the expense for building to decorative portals was used to build foundations for all of that masonry.
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| nyc-architecture |
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| Jeffrey Gluck posted Hell Gate Bridge (NY Connecting Railroad)—Formally designated (on the dedication plaque) as the "East River Arch Bridge" |
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| Metrotrails posted A view of the Hell Gate Bridge between Randall's Islands and Astoria, Queens, New York City. The bridge was opened in 1917 by the New York Connecting Railroad as a connection between Pennsylvania Railroad and the New Haven Railroad. The combination five span structure with supported trestle sections of girder and truss is over 3 miles long. The waterway was so named by Dutch settlers. |
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| Historic Bridges |
It was the longest steel-arch bridge in the world when built, and it "was named after the narrow channel of strong waters and dangerous rocks in the East River running underneath the structure (known as Hell Gate)." [parachute] "The Hell Gate Bridge would be the last NYC bridge to collapse if humans disappeared, taking at least a millennium to do so.... Built by the Pennsylvania Railroad between 1912 and 1917 for the purpose of connecting the Pennsylvania and New Haven railways, its 20,000 tons of steel spans 1,107 feet from the shore of Astoria to the Bronx's Ward Island." [gothamist]
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| Rick Diliberto posted Hell Gate Bridge, NYC |
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| Fred Hadley posted Erecting the largest steel arch bridge in existence over Hell Gate, NYC in 1915 An important feature in the costly improvements which have been carried through during the past few years by the Pennsylvania and New Haven railroad systems in and around New York is the building of a connecting railway for uniting the two systems by way of Long Island City. This connection is being made by means of a crossing of the East River, the most important feature of which is a four-track steel arch bridge (the longest in the world) with a clean span of 1,000 feet. This steel arch, which is now within measurable distance of completion, forms part of a steel viaduct, itself the largest of its type in the world. The whole length of the structure (arch and two approaches) from abutment on Long Island to abutment in the Bronx, is 17,000 feet, or considerably over three miles. With a wide sweeping curve, the viaduct passes over Hell Gate, Ward's Island, Little Hell Gate, Randall's Island, and the Bronx Kills. Not only is it the longest, but it is considerably the heaviest steel bridge in the world, over 80,000 tons of steel having been required for its construction. The method of construction is an interesting feature. The arch, as will be noticed from our illustration, is being built by overhang in two halves, which are carried out simultaneously from each main pier, the steel work being guyed back by massive temporary anchorages. When the two halves of the arch meet at the center, this anchorage will be removed. Then the suspenders will be attached at their upper ends to the panel points of the arches and at their lower ends to the floor beams. The floor system will be built on the customary method of heavy cross girders and longitudinal stringers. Wind bracing is carried in the plane of the upper and lower arches, from bearing to crown; but the main wind bracing is carried in the plane of the roadway, and it is arranged as a cantilever truss system. We are indebted to Gustav Lindenthal, the designer of the bridge, for assistance rendered in the preparation of this article. Scientific American article excerpt and colorized photo, 1915 |
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| Albert R Brecken posted Hell Gate Bridge of the New York Connecting RR which "linked" the New Haven RR with the Pennsylvania RR. This was the most direct route for freight and passenger traffic between New England and points South and West of Philadelphia. The degree of precision in fitting in place the members that "Closed the arch" was astonishing. |
I've seen both 1916 and 1917 for completion dates. The following explains that the bridge was done in 1916, but evidently more track had to be laid elsewhere before through trains could run over it.
The arch bridge, the two smaller bridges and the viaduct were completed in September 1916. On March 9, 1917, the first Pennsylvania Railroad train - the Federal Express service between Washington and Boston - went over the Hell Gate Bridge, completing the first uninterrupted rail service between the two cities. [nycroads]And now I see 1919.
Niel Fenn Davis posted two photos with the comment: "The building of Hell Gate bridge, finished in 1919 it cost more than the NYNH&H Railroad could pay , some people believe it’s cost is what drove the NYNH&H Railroad into its first bankruptcy, regardless it was an impressive achievement."
Joe Dockrill shared
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William Hayslip posted two photos with the comment:
2 views of Hell Gate bridge under construction.New York 1915-16Photo by H.F. Brown
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| Library of Congress: HAER NY,31-NEYO,167--18 |
I did not realize until I saw some of the HAER photos on the Bridge Hunter site that the approach viaducts are non-trivial structures in their own right.
Little Hell Gate Bridge now spans land instead of water. Historic Bridges notes:
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| Library of Congress: HAER NY,31-NEYO,167--16 |
It uses a design that is rare anywhere, but almost unheard of in North American, the inverted bowstring truss. It is a deck truss where the bottom chord takes on an arch-like shape.
The reason this unusual design was chosen was as unusual as the design itself: the engineer wanted to give a greater clearance for boats near the piers. This is odd because boats usually would want to pass under the bridge as far away from the piers as possible.I was able to manipulate a 3D Satellite image to capture much of the length of the structure. Historic Bridges estimates it to be 3.6 miles long based on a diagram of the East River Bridge Division of the New York Connecting Railroad.
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| 3D Satellite |
THE HELL GATE BRIDGE TODAY: The Hell Gate Bridge, which today has the 17th longest main steel arch span in the world, continues to play a central role in rail transportation in the Northeast. Only three of the four tracks are used on the bridge. The two south tracks carry Amtrak Northeast Corridor trains, while the north inner track carries CSX and Norfolk Southern (the owners of the former Conrail routes) freight trains. The north outer track is no longer in operation. [nycroads]
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| Joseph Fiorini posted Hell Gate Bridge from roof of my work. This is on Randall's/Ward's Island in NYC. The bridge runs across to connect The Bronx and Queens. This is only half the bridge. Jurgen Sachs: Taken from Wards Island between Queens, Manhattan and The Bronx. Name comes from the strait between Long Island Sound and the East River it crosses known as Hells Gate the current is about 5 or 6 knots during the tide change. It has three rails two electric for the Amtrack North East Corridor and one rail for CSX. |
Another photo that includes some of the approach viaducts.
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| Metrotrails posted A view of the Hell Gate Bridge over Randall's Island, from Triborough Bridge, New York City. The bridge was opened in 1917 by the New York Connecting Railroad as a connection between Pennsylvania Railroad and the New Haven Railroad. The combination five span structure with supported trestle sections of girder and truss is over 3 miles long. The waterway was so named by Dutch settlers. |
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| Timothy Fugmann posted Hell’s Gate from Randall’s Island. |
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| Mark Hayden commented on Joseph's post Recent view from flight approach into LGA. |
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| Jurgen Sachs commented on Joseph's post Taken from Wards Island between Queens, Manhattan and The Bronx. Name comes from the strait between Long Island Sound and the East River it crosses known as Hells Gate the current is about 5 or 6 knots during the tide change. It has three rails two electric for the Amtrack North East Corridor and one rail for CSX. Picture of one the piers on Wards Island. |
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| Albert R Brecken posted Hell Gate Bridge section of the New York Connecting RR; in the foreground is the Queens section of the bridge; 4-track electrified line. Thomas Jones The New York Connecting Railroad was a joint venture of the Pennsylvania and New Haven Railroads. The Queens section of the bridge is known as Astoria, Queens. |
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| Fred Guenther posted Providence & Worcester train FPCH crosses Little Hell Gate bridge, NYC. The train is returning empty hopper cars to Connecticut that were filed with processed stone. Seen here 08-20-21. J.B. Rail Photog shared |
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| River Rail Photo posted Phase III On The New York Connecting Railroad. On June 14, 2022, Amtrak 662 (Phase III, ACS-64) led Train 148, seen crossing the Hell Gate Bridge over Randalls and Wards Islands toward the Bronx, New York. The bridge spans more than 3 miles between Astoria in Queens, New York and the Bronx. Completed in 1917, the Hell Gate is part of the New York Connecting Railroad which was jointly owned by the New York, New Haven and Hartford and Pennsylvania Railroads and created to provide a through route on the east coast. Today it carries Amtrak, CSX, and G&W Providence & Worcester trains, and soon is projected to carry Metro-North trains as well. AMTK 662 is displaying a special "wrap" that was sponsored by Train Sim World 2 to celebrate Amtrak's 50th Anniversary in 2021. More on Amtrak's Commemorative 50th Anniversary Locomotives: https://media.amtrak.com/.../amtrak-releasing-six-50th.../ Full resolution and prints: https://www.riverrailphoto.com/amtrak/e35e46d8e J.B. Rail Photog shared |
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| Pdro Ramos posted The Hellgate Bridge John H Campbell III It is said that the Sidney Harbour Bridge is based on the Hell Gate, just 60% bigger.Pedro RamosPedro and 704 others joined RAILROAD BRIDGES, TRESTLES, TUNNELS AND CUTS within the last two weeks. Give them a warm welcome into your community! Yes it is |
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| Charlie Bowyer posted April 16, 1978. Hell Gate |
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| Charlie Bowyer posted Another view of Hell Gate from the rear of the Colonial April, 1978. |
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| Robert J Ruotolo posted Hell Gate - NYC |
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| CatskillArchive |
Hell Gate bridge, New-York.
I’ve heard that “one of the piles sits on a geological fault that had to be bridged underwater”. But I haven’t been able to find anything about that.
Would anyone have pointers to this, like diagrams of the substructure?
Michael Sprintz Very much still standing. It’s how every Amtrak NEC train gets between NY-BOS.
There is also a freight link via a third unelectrified track, which connects to Fresh Pond Yard of the New York and Atlantic.
At first I thought this was a drone shot. But then I saw it is a painting!
There is also a freight link via a third unelectrified track, which connects to Fresh Pond Yard of the New York and Atlantic.
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| Tommy Byrne posted Construction of stanchions for New York Connecting Railroad to the Hell Gate Bridge. Ellis Simon The New York Connecting Railroad, a joint venture of the Pennsylvania and New Haven Railroads, built and owned the bridge and the rail lines on Long Island. The railroad’s main (freight) line connected with the LIRR Bay Ridge branch at Fresh Pond Jct. and a (passenger) branch line connected with the LIRR at Harold interlocking for access to the East River tunnel and Penn Station.Marc Dufour shared Building the Hell Gate bridge piers. Marc Dufour  I read somewhere that one of the abutments of the arch section is directly above a geological fault, so they had to build an underground/underwater bridge to span the fault.Would you have some information regarding that? |
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| Robby Cavada commented on Tommy's post |
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| Albert R Brecken posted The Hell Gate Bridge of the NEW York Connecting RR. This rail-line, fully electrified, eventually became the most direct route for an enormous volume of passenger and freight between New England and points West and South of Philidelphia via the PRR. When complete in 1918, it was the World's largest arch-type bridge. In the center of the group is chief engineer , Gustav Lindenthal. Francis Kelly This was all part of PRR’s ambitious New York Terminal project. |
At first I thought this was a drone shot. But then I saw it is a painting!
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| David Oram posted Finished Today. [Oct 9, 2020] New Haven FL9 #2058 on the Hell Gate Bridge 30” x 40”, Oil on Linen, 2020 Webb Rail LLC - WEBX CollectionJimy Takvinsson shared |
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| Brian Radovich posted Locomotive Engineer “Fast” Freddy Higgins on the west end of the Hell Gate Bridge back on August 14, 2003. 1630 hours. Jose Jimenez shared with the same comment. |
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| Matthew Smith posted Hell Gate Bridge. Carries the Northeast Corridor in Queens over the East River in NYC. Some CSX freight trains use this bridge too. |
Two of the four photos posted by Robert Reichenbach with the comment: "I walked across the Triborough Bridge twice today and, both times, I caught an Amtrak train enroute on either the Hellgate Bridge or the viaduct."
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| Jake Oster posted Hell Gate Bridge |
Christopher R Hernandez posted five photos with the comment: "Hell Gate Bridge, NYC opened in 1917 to carry railroad trains. Photos 2009 & 2017."
Peter A. Greenberg: Great bridge and great pictures. It originally carried the New Haven Railroad. Today it carries Amtrak's Northeast Corridor between New York and Boston, as well as CSX freight trains. It is part of the only direct rail freight connection between Long Island and the mainland of North America (some freight is still floated across NY Harbor on barges).
Bill Feldman: Peter A. Greenberg Although it's true that it connects Long Island and the mainland, its real purpose was to connect New England to the rest of the U.S. rail system, overcoming the limitations of the Poughkeepsie bridge over the Hudson. Freight traffic was car floated to Bay Ridge in Brooklyn, where it was assembled into 100+ car trains and hauled over the Long Island Rail Road's Bay Ridge Branch and the New York Connecting Railroad over the bridge, joining the New Haven's ROW at Shell interlocking near New Rochelle. Passenger trains of the New Haven, many of them coming up from Washington, DC, traveled the route Amtrak trains do now (though many other New Haven trains departed from Grand Central and did not use the Hell Gate route). The bridge lost most of its freight traffic with the discontinuation of the Bay Ridge car float operation by Penn Central and Conrail, but gained passenger traffic when Amtrak shifted all passenger operations out of Grand Central and into Penn Station. An unused potential for the bridge, IMHO, would be to enable direct passenger service between Long Island and New England, though some construction would be required to eliminate the need for a reverse move and either diesel or some form of dual mode would also be required.
Peter A. Greenberg: Bill Feldman I imagine a lot of the freight traffic over the Hell Gate back in the day was unloaded from ships coming from overseas on the Brooklyn waterfront. There is still some cross harbor rail cars on barges traffic, but much of the traffic seems to be waste (going out of LI) and some lumber and construction supplies coming in. But yeah, most of the trains are Amtrak. There are plans to bring MetroNorth into Penn Station that way. And maybe just maybe a stop in Sunnyside Yards so Long Islanders and Queens folk will be able to skip Manhattan on their way to New England.
oldnyc has several pictures including a couple of the Randall Island Viaduct and one of a bearing.
Dave Frieder has an interesting collection of photos of this and other bridges in the New York area.
A drone video of the bridge
Dale van Ingen posted four photos and a video taken from the river.
beautiful bridge
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