Sunday, October 22, 2017

BNSF/CB&Q Bridges over Mississippi River at Quincy, IL

(Bridge Hunter, Old Bridge Hunter, Oldest Bridge HunterJohn A. Weeks III, no Historic Bridges, Satellite)

This high, 63' clearance, fixed-span bridge was built in 1960 to replace an 1899 swing bridge. The 300' navigation channel is on the east side of the river.
John Weeks
John Lewis posted
The calendar on the wall tells me that on this day in 1960, the CB&Q bridge over the Mississippi River at Quincy Illinois opened for traffic. The photo of the Illinois Railway Museum’s Nebraska Zephyr with E5 9911A was taken on 23 Sep 2012.
John van Loon The Q of CB&Q.
John also posted in CB&Q Railfans
Paul D. French I heard stories about the old Quincy bridge from old heads. That bridge did not have a solid foundation and the whole thing would shake when a train crossed. I was also told that the CB&Q had been planning to build a new Burlington bridge. But the sad shape of the Quincy bridge made them change their plans.

This 1899 swing bridge had wagon decks until a road bridge was built in 1930. The navigation channel was on the west side of the river, and according to John Week The 1960 "configuration has resulted in fewer accidents and bridge strikes." This bridge replaced an 1866 bridge.

Photo from Bridge Hunter Old, Public Domain: Published Prior to 1923

Photo from Bridge Hunter Old, Public Domain: Published Prior to 1923
This 1866 bridge was a Whipple Truss. I can't tell if it had a movable span. It looks rather low for steamboat smokestacks.
Bridge Hunter Oldest, Public Domain: Published Prior to 1923
John Week said the predecessor of the 1960 bridge was about 500' downstream on the western side. It looks like the embankment still exists. Modern trains have to do a S-curve on the Missouri side to cross the current bridge. Looking at an old aerial photo, the tree line going west on the Missouri side is an abandoned railroad route. The northern part of the Quinsippi Island Road is on the old alignment.

1938 Aerial Photo from ILHAP

Saturday, October 21, 2017

Rockford Watch Company

The Rockford Watch Company was at 300 South Madison Street: originally built in 1876.
On May 1st in 1876 the first key-wind 18" watch was on the market.
By the year 1877 Rockford was producing their highest grade of watches. Those were watches were engraved with: Ruby, Ruby Jewels and then eventually R.
Three railroads went through Rockford during that time and so railroad men were fond of them.
The watches made in the years after were engraved with "RG," meaning railroad grade.
They were closed by 1915.
( source: Rockford library, digital archives; Illinois and pocket watch repair )
Street View
It looks like the factory originally occupied the two blocks between Grove and Walnut Streets.

1939 Aerial Photo from ILHAP

I was aware that Rockford had a time museum. But I notice the operative word is "had." "It was closed in March, 1999. The collection then moved to Chicago's Museum of Science and Industry, where it was viewed by over two million visitors from January 2001 through February 2004. This exhibition is now closed, and the collection has been sold." [TimeMuseum] It has been on my todo list since the 1970s to go see it. When it comes to history and preservation, one needs to do stuff sooner instead of later. I wonder if the collection was sold intact and who got the money.

(On the satellite image I noticed Ingersoll Centennial Park. I wonder what Ingersoll used to make here.)

IC 67th Street Tower

(3D Satellite)
NorthAmericanInterlockings:    1990    1993    1903
Chicago and Northern Indiana Railroad Interlocking Towers

Mark Llanuza posted five photos with the comment: "Its the year 2006 at 67th st tower it was really hanging around this place."

1, Vince Shelton I miss the old Highliners


Ron Wesolowski Machine from 51st TowerRon Wesolowski CTC box on right was the IC freight between 64th and 18th

Aaron Sims what tracks are covered up?Ron Wesolowski The IC freight mains by 2006 the IC had cut over new CTC and controlled their side of 67th from Homewood Dispatcher Desk1

Marshall Beecher Eric Penson! Now a CUS DIST engineer!Ron Wesolowski Marshall did you know He was the only Metra Train Dispatcher to go running ... until me lolCraig Willett Paul Angarone, who worked the Heritage Corridor, was a Milwaukee Road dispatcher before becoming a Metra engineer.Marshall Beecher So did Bobby Peacock

Iowa Northern/Rock Island Bridge over Cedar River near Cedar Rapids, IA

(Bridge Hunter, no Historic Bridges, 3D Satellite)

Peter Schierloh posted
Another interesting former Rock Island bridge, this one over the Cedar River near Cedar Rapids, Iowa. Still in use by the Iowa Northern Railway, the main section of the bridge includes five riveted through plate girders resting on some rather unusual, and extremely stout, riveted steel piers. The columns are all driven H-pile that have been framed together with an extensive array of braces, struts, caps, and cross caps, all of which where pre-fabricated in a shop and field riveted to the H-piles in the field.
The lone stone pier is from the original Burlington, Cedar Rapids, & Northern and dates to late 19th century. There was another stone pier and a sixth TPG at the far end of the bridge, but both where destroyed in a 1971 Rock Island derailment. The timber trestle the Rock built to carry trains after span was destroyed was finally replaced by the Iowa Northern with a more permanent structure a couple years ago.
Near the end of the Bridge Hunter photos is the concrete trestle that replaced the wooden trestle that replaced the spans broken by the 1971 Rock Island derailment.

Friday, October 20, 2017

Chicago Great Western Ingalton Yard

Mark Llanuza posted
Its Jan 1975 I'm at Ingalton yard on the old CGW line in West Chicago IL looking west .This also was used as the training center for training engineer's along the main line inside the train station. went back again same location in 2014
Fortunately, in the suburbs much of the CGW right-of-way is now the Great Western Trail, which makes it much easier to find CGW stuff. In this 1939 aerial photo, the white line going north/south is IL-59.

1939 Aerial Photo from ILHAP

Wednesday, October 18, 2017

CN/EJ&E Griffith Yard

Steven W Panek posted
The CN decided to yard an empty auto rack train on the American Chemical Service lead at Griffith, Indiana. The east end of Griffith Yard is blocked from what l can see. Photo taken this morning [Oct 12, 2017] from the S. Broad St grade crossing
[The engines are on the interchange track that goes to the remnants of the C&O mainline that serves the American Chemical Services plant. The track in the foreground is the interchange track between CN/EJ&E and CN/GTW. Griffith Junction is to the right and behind Steven.]

Below I saved a closeup of a satellite image because it shows the variety of industry still left in Northwestern Indiana and, judging from the white ballast, either four tracks have been added or they have recently had maintenance done to them. Looking at old aerial photos, the yard has not grown. But it may be that they have rather recently restored the yard to its original size after letting the outer tracks deteriorate.

I believe the orange cars are covered coil cars, which makes sense considering both ArcelorMittal and US Steel have big plants up north by the Lake Michigan shore. After all, the EJ&E used to be owned by US Steel. And the tank cars are probably because of the British Petroleum Refinery and companies in the area that service tank cars. What I found particularly interesting was the variety of covered hoppers. I spotted a couple that had 10 hatches on top. That is the most I have seen. And some short ones that have just three hatches. In the lower-left corner is the east end of a tank car loading facility for the pipeline facilities near this yard. I spotted MarathonBuckeye Norco, and Enbridge. Judging from some Bing images, this loading facility is rather new.


Tuesday, October 17, 2017

Fruehauf Trailer Company

I know of Fruehauf because they had a plant in Fort Wayne, IN across the Pontiac Parkway from the first house in which I lived.

August Fruehauf was a Detroit blacksmith. In 1914 a Mr. Sibly requested that he make a trailer for his boat so that he could pull it with his new Model T Ford. He liked it so well that he requested more trailers for use in his lumber business. Other people started requesting trailers, which Fruehauf called semi-trailers. Making semi-trailers provided a new business opportunity as his traditional business of making wagons and horseshoes for horses was drying up with the increasing success of the internal combustion engine.
This copy from AutoWeek
Fruehauf's first lumber-hauling semi-trailer, built for a Detroit lumber merchant.PHOTO BY FRUEHAUF HISTORICAL SOCIETY
He developed the slogan: "a horse can pull more than it can carry, so can a truck." The company had over a 2000 patents. Of note were the supporting jack in 1919, the fifth wheel in 1923, and the automatic trailer coupling in 1926. These made it possible for a truck driver to hitch and unhitch a trailer by himself. August prided himself in being customer driven and developed tank trailers, hydraulic dumper trailers, special trailers to transport race cars, missile carriers for the US government, etc. The Fruehauf Company patented the container that they developed in the mid-1950s for Malcom McLean, who was the pioneer in containerized transport and formed the Sea-Land company. Fruehauf grew by acquiring other companies and established a strong international presence. [Wikipedia, AutoWeek, Inventions

Harvey was the second son of August. He could not accept the ideas of his brother Roy, who was 15 years younger and had a college education. But the board sided with Roy. So Harvey sold all of his shares to a corporate raider in 1953. This led to a bitter proxy fight, which Roy finally won. But after his death in 1965, the executive officers mismanaged the company, and it was bought in bankruptcy by Wabash Trailers in 1997. [PowerStruggle]

Wabash National's plant is in Lafayette, IN. They probably kept just the patent portfolio, and maybe the sales channels, when they bought Fruehauf. I'm just glad that some trailers are still made in America.

US-50 over Ohio River at Parkersburg, WV

(Bridge Hunter, Wikipedia has a better photo gallery, Satellite, Street View)
The Blennerhassett Island Bridge was built in 2008 to help bypass US-50 traffic around Parkersburg, WV. It is a network arch bridge. The crossing of the hangers in a network arch bridge makes the span act more like a truss than a tied arch.

You can tell this bridge is not in the Chicago area. I would never have all three lanes to myself in the daylight.
At the beginning of our trip to Parkersburg, WV as we are entering West Virginia on the main span. My daughter was taking the pictures.
East elevation taken as we were driving West on OH-7 at the end of our trip to Parkersburg, WV

Taken while further east on OH-7. We got past the buildings of Kraton Polymers, but not the fence.

Monday, October 16, 2017

Illinois Central 1905 Bridge over Tennessee River near Gilbertsville, KY

(no Bridge Hunter, bridge no longer exists)

Illinois Central Railroad Scrapbook posted
You definitely need some serious G-U-T-S to work on a bridge gang. This photo was taken March 28, 1905, during construction of the IC's new drawbridge over the Tennessee River at Gilbertsville, KY (this is about 25 miles east of Paducah, but north by timetable direction). This new drawbridge replaced the original drawbridge at this location, built in the early 1870's.
A small crane has installed some temporary trestework and a temporary span, all in preparation for construction of the drawspan. The drawspan will be erected atop the pivot pier in the background.
The new bridge at Gilbertsville opened to traffic in mid-1905. Then in 1944 IC's tracks were rerouted across Kentucky Dam, which was built about 300 yards upstream from the bridge. Afterwards, several spans of the old IC bridge were moved to New Johnsonville, TN, where they were used to build a "new" bridge for the NC&StL (whose old bridge was flooded out by Kentucky Lake).
I copied the following from the Kentucky Dam posting because you can see this old bridge in the left background.

Illinois Central Railroad Scrapbook posted
Back on October 10, 1945, U.S. President Harry S. Truman formally dedicated Kentucky Dam along the Tennessee River at Gilbertsville, KY. The dam stands 206 feet tall, is 8,422 feet long, and creates a reservoir (Kentucky Lake) that stretches 184 miles south into Tennessee.
The dam was built about 100 yards upstream from IC's drawbridge across the Tennessee River. This drawbridge was built in 1904-05 and replaced an older bridge dating back to the 1870's.
During construction of Kentucky Dam the IC's Kentucky Division mainline was rerouted atop Kentucky Dam. The new route atop the dam opened to train service on Nov. 2, 1944. The attached photo was taken early that morning, prior to the arrival of the first train, northbound passenger train 102, with Lewis "Pop" Cofer at the throttle, making his last run after a 61 year career that began in 1883 with the Chesapeake Ohio & Southwestern Railroad. A portion of the old IC drawbridge is visible at far left.
Numerous changes have been made to Kentucky Dam over the years. A highway was added to the side of the dam, then a few years ago the highway and railroad tracks were relocated to new bridges below the dam so the locks at Kentucky Dam could be enlarged
The new bridge that moved the railroad off the Kentucky Dam.

Rock Island 12th Street Piggyback Yard

(12th Street was renamed Roosevelt Road.)
Rock Island built a piggyback yard between their LaSalle Station tracks and B&OCT's tracks. This is the first view I have seen of the yard from the B&OCT (West) side. The office part of the Erie freight house is in the right background. posted
Taken from Chicago's Roosevelt Road Bridge, Baltimore & Ohio RS1 #9186 totes a single baggage car along Grand Central Station's lead tracks on December 26, 1967. Roger Puta photo.
Bob Lalich There is so much to take in here! The Rock Island single TOFC car train looks to be a transfer. Wonder which of the eastern roads it went to? I remember seeing those outside braced cabooses around the area.James Corbett Started out as a C&O Unit, switching Huntington WV.

1938 Aerial Photo from ILHAP
The photo is facing southeast. Rock Island's tracks to the LaSalle Street Station would be on the other side of their piggyback yard. This photo turns out to be one of the best views I have seen of the piggyback yard. The tracks we see are the B&OCT tracks to the Grand Central Station. I always wondered what got torn down to make room for a piggyback yard because that is a rather late development in railroading. I now think RI got the old riverbed after the river was straightened and it became the piggyback yard. This 1938 aerial photo shows the new Chicago River channel along the left side and the old riverbed was still undeveloped.

Paul Enenback Flickr photos from 1968: looking northwestlooking southwest.
Bill Molony posted
Rock Island EMD E9A #662, pushing two Pullman-Standard bi-level cars towards La Salle Street Station in July of 1972.
John Foster Its great to see a locomotive/ bi-level consist that matches liveries.
Bill Molony posted
New York Central Railroad EMD E7A #4028, assisted by an E7B, leading an eastbound passenger train out of La Salle Street Station. Undated, but most likely circa 1965.
[NYC and Rock Island shared La Salle Stree Station, so NYC action also has the piggyback yard in the background.]

Wednesday, October 11, 2017

Trail/Penn Bridge over Schuylkill River sout of Reading, PA

(no Bridge Hunter?, 3D Satellite)

Gregory D. Pawelski posted two photos with the comment: "Pennsylvania Railroad Schuylkill Branch Angelica bridge over the Schuylkill River in Popular Neck south of Reading, Pa. - Then and Then"

Pennsylvania Railroad Schuylkill Branch Angelica bridge over the Schuylkill River in Popular Neck south of Reading, Pa. circa 1885. (Historical Society of Berks County)

Pennsylvania Railroad Schuylkill Branch Angelica bridge over the Schuylkill River in Popular Neck south of Reading, Pa. circa 1955. (John W. Barriger III Photo) Although this photo was taken in 1955, it still looks the same today. I'm not going out on the NS bridge to get a Now photo unless Brian Artim wants to get one when he returns from shifting at Ridgeview industrial track.

Chicago's $200 million transit station to nowhere

I have read about new bridges that went to nowhere because funding was obtained for the bridge, but not for new roads to connect the bridge to existing roads. Hopefully, the needed roads got built and the bridges became useful. But this is the first time I have read about a new train (subway) station that has no trains. Furthermore, it is a big station. It is part of the Block 37 fiasco. I have mentioned that our family had the Christmas tradition of eating in the Walnut Room of Marshal Fields when our girls were young. One year we had a table next to a window that overlooked State Street. It struck me as odd that there was a skating rink on the other side of State Street. And that was about all there was. Looking at a 1999 historical aerial, you can see a rectangle with rounded corners. That was the rink. In 2002 you see a vacant block except for a little buidling along the middle of Dearborn Street. In 2005 it still looks empty. In 2007 you finally see some buildings again. I haven't done serious research about Block 37 because I'm sure it would be depressing. My understanding is the city bought the land and tore down the buildings with the expectation that a developer would do great things with the land. But it turned out to be like the old post office --- one developer after another would draw some nice looking pictures of what they planned to build, but nothing got built. As part of the city's vision to build a great new block, they built the Block 37 superstation under the block that ran the full diaganol of the block from Randolf and Dearborn southeast to State and Washington.

Crain's Chicago Business
It was to connect with the Blue Line at the Dearborn Street corner and the Red Line at the State Street corner. If I understand the Crain article, they were also planning to lay tracks between the two lines to offer express service using their two most popular lines. They got the 28-foot high hole dug under Block 37 before the recession of 2008 hit. Another $150 million is needed to finish the station. Maybe they could spiff it up a bit and use it as an "event space" for large weddings and corporate meetings. Perhaps add some folding walls so they could rent multiple rooms of variable size. Or maybe a rich person could buy it and build a model train layout. With that much space one could do several levels of G-scale tracks. If I understand the financing correctly, no federal tax dollars were wasted building this concrete lined hole in the ground.

Tuesday, October 10, 2017

Tay Rail Bridge

The Tay Bridge is famous in bridge history. Finished in February 1878, it was the longest (nearly two miles) bridge in the world. But what made it famous is that at approximately 7:15pm on December 28, 1879, during a terrible storm, as a train with 75 passengers crossed the "high girders," they collapsed. No one survived. The piers of the replacement bridge were built next to the masonry piers of the original bridge to help combat tidal erosion. [Paul Johnson's comment on his posting] Because of the shadows from the bridge, it is hard to see the old piers. I chose this excerpt from the satellite image because two of the three piers stand out. The wrought iron girder spans did not collapse, and they were transferred to the present Tay Bridge where they are still in use today! [TayBridgeDisaster]
Denny Quartieri posted
Ladies and Gentlemen: First Tay Bridge. Unfortunatly it became a Creepy Halloween Tale but in Christmas' Eve.
Photo from National Library of Scotland
Tay Bridge from north
Photograph of the first Tay Bridge before its collapse.
Photo from National Library of Scotland
Tay Bridge from south after accident
Photograph of the first Tay Bridge after the collapse of a large section.

Photo from National Library of Scotland
Pier no. 8: looking west

Paul Johnson posted
Paul Johnson Bouch was pilloried at the enquiry. He relied upon the foremost authority in the country for wind pressure and wind speed figures. The expert hadn't even been to the Tay. Poor workmanship, design of the jibs and cotters of the columns by a sub contractor, employing someone who knew little of maintaining metal structures, missing rivets, and patched castings all had an effect. The carriages of the time were lightweight and it was not unknown for a carriage to be lifted from the rails in strong winds all contributed to the disaster. Bouch built a six times safety margin into the bridge based on the figures he was given. There is some conjecture that the train derailed and struck the bridge.
This is the first time I have read that Bouch consulted with a wind pressure expert. So it was really the expert that was at fault. Some descriptions I read implied that Bouch did not even consider the lateral force of winds. But he did consider it. However the figure he used, 10 lbsf/sq ft, was not large enough for the weather conditions in a river near the open seas. [TayBridgeDisaster]

I-95 Bridge over Piscataqua River between NH and ME

(Bridge Hunter3D Satellite)

Bridge Hunter indicates the span is 756 feet long, but it does not mention the clearance above water.

Photo by Will Truax taken in July 2014, License: Creative Commons Attribution-NonCommercial-ShareAlike (CC BY-NC-SA)
Street View
Three of the five photos posted by Joe Dingley with the comment: "The bridge between new Hampshire and Maine over the naval ship yard." (Portsmouth Naval Shipyard, 95+ photos)



Monday, October 9, 2017

Fore River Bridges in Quincy, MA

(Old Bridge Hunter, Temporary Bridge Hunter, New Bridge Hunter, no Historic Bridges, Satellite)

A video of the removal of the lift span of the temporary bridge while the lift span of the new bridge goes up and down. Note the height of the blue aerial platform on this side of the old bridge tower. That looks very top-heavy to me.

Screenshot (source)
Copying a couple of satellite views because they catch the new bridge in different stages of construction.


A swing bridge was built in 1902.
Photo from MassDOTdesc
[The swing span is in the background of this photo of a shipyard]
The original deck truss bridge was built in 1936 and rehabilitated in 1954. "Route 3A has been the main route to the South Shore, ever since the Hingham and Quincy Bridge and Turnpike Corporation was formed in 1808. A swing bridge was built here in 1901-1902, but proved a bottleneck, both to shipping, with the shipyard upstream, and to extensive South Shore traffic. The new bridge, with a total length of 2,216 feet, and a 60 foot roadway, included a 175-foot draw span, of the double leaf rolling lift type, designed to open or close in one and a half minutes." [HAER]
Photo from HAER

Boston Public Library, CC BY
Chicago still has several truss drawbridges that are much older than this one. The survival of Chicago's bridges is a testament to Chicago's willingness to maintain their brides and/or to the corrosive affects of salt water. Bridge Hunter indicates that both the superstructure (steel) and substructure (concrete) were in poor condition. It might also be a testament to the silly federal funding policy --- they will pay 80% of the cost of a new bridge but nothing for maintenance.

"In the late 1990's the 1936 bridge was found to be badly deteriorated and in 2002, traffic was directed off it and onto the current temporary bridge. In 2004, after appropriate historical documentation under Section 106 of the National Historic Preservation Act of 1966, the 1936 span was demolished. Though the temporary bridge is safe today and regularly inspected by MassDOT, it is rapidly reaching the end of its useful life and must be replaced. The new permanent vertical lift bridge will cost approximately $244 million to build and will carry the 32,000 vehicles that use the 3A corridor for at least 75 years to come."  It will improve the vertical clearance from 175 to 250 feet. And in the closed position it has a clearance of 60 feet allowing most sailboats to pass underneath without impacting traffic flow.

weirdpix, License: Creative Commons Attribution-NonCommercial-NoDerivs (CC BY-NC-ND)
USNSM USS Salem CA139 & Vertical Lift Drawbridge
The following three photos were extracted from a handout for the 2/9/2012 public meeting from MassDOTdocuments. There are several more renderings on MassDOTviews.

Figure 2: Rendering of the proposed vertical lift bridge in the closed position.  
Figure 3: Rendering of the proposed vertical lift bridge in the open position.  
Figure 4: Rendering of the proposed vertical lift bridge at night.  
The project was delayed by 650 days (about 1.75 years) "due to fabrication issues with the counterweight sheaves and the time needed to manufacture and deliver replacements for them. The sheaves are an essential component of the bridge designed to last for the structure's lifespan." [MassDOTdesc]

I wonder which country the sheaves were made in. The contractor should have sent someone there to test the metal during fabrication. Some of the eight sheaves were shipped with cracks! Each sheave is 20 feet in diameter, weighs 85 tons, and costs $1.4 million. I'll bet they sent someone to supervise the construction of the replacements. "State transportation officials declined to say who manufactured the sheaves, where they came from, what happened during the fabrication process, or how many broke....Mayor Susan Kay of Weymouth said she was told that the sheaves were made in Alabama and that the delay would be about 10 months." As I suspected, I helped pay for that bridge: "About 80 percent of the Fore River Bridge funding will come from federal grant anticipation notes, which are bonds backed by the future federal grant money. The other 20 percent will come from Massachusetts taxpayers." [BostonGlobe] As mentioned above, the 1.75 year delay turned out to be about another year past 10 months.

May 18, 2017, Presentation from MassDOTdocuments
The temporary lift bridge, nicknamed the Erector Set, taught the local residents that they wanted the new bridge to use bascule spans rather than a lift span to avoid the ugliness of the towers. While researching the new bridge, I noticed that many public meetings were held. But towers were built anyhow. Page 5 of the Vollmer Study Presentation indicated that Bascule, as well as Fixed and Tunnel, alternatives were considered in addition to Vertical Lift. The drawspan for the 1936 bridge was 175 feet. [HAER] (The Vollmer Study Report indicates the drawspan was 220 feet.) The requirement for the movable span for the replacement bridge is 350 feet. [p16 VollmerStudyReport]

The disadvantages of the two types of movable spans are discussed starting on page 18 of the Vollmer Study. One I had thought of: "a larger substructure." I guess no one on the study committee bothered to look at how the Chicago engineers alleviated this disadvantage --- the pony truss. In fact, page 86 of the report indicates that they looked at only one bascule bridge for reference. The three joint disadvantage was new to me. I guess they couldn't invent some sort of gutter to alleviate this disadvantage. The disadvantage of wind load when the bridge is open is serious because they wanted a solid deck. By the way, in Chicago the first non-swing bridge was for Halstead Street, and it was a lift bridge. But a lift bridge was not tolerated for streets closer to the loop for aesthetics reasons. Aesthetic considerations is why Chicago was forced to learn how to design bascule bridges.

On page 23 of the Vollmer Report they provide a cost estimate for each of the options considered. They don't indicate if the bascule bridge had 40 or 70 feet of clearance. But the movable options differ by just a few tens of millions of dollars. I'll but the cost overrun because of the delay caused by the bad sheaves cost much more than that. At least I did not have to help pay for the tunnel option, which was much more expensive. Considering how badly Massacusettes screwed up the Big Dig through Boston, I'm very relieved they did not choose the tunnel option.

Furthermore, they never considered the option that came to my mind about half way through the report. Since the need for such a high and wide movable span is because of oil tankers going to the Citgo Terminal, build a pipeline north from Citgo to share the dock at Sprague Terminal. Then you can have a fixed bridge at just 70 feet, which would have been much cheaper than any of the considered options and had the advantages of low maintenance and no traffic disruption.

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This video made by the company operating the "blue stuff" has such bad (way too "jerky") editing that it makes me glad we have the above video from the bridge contractor.
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This video of the span move was much easier to watch.
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