Broadway Rall-Bascule Bridge over Willamette River in Portland, OR

(Archived Bridge Hunter; Historic Bridges; HAER; Satellite, 1,241 photos)

I remember a rall-bascule bridge in Portland, but I could not find any notes on it. I sure hope this is not a duplicate.

Boat View, May 2017

Boat View, May 2017

Street View, Jun 2024

Significance: The Broadway Bridge was the first bascule span built in Portland, and at the time constructed, was the longest bascule span in the United States. It was the last bridge built across the Willamette River by the city of Portland, before the county took over construction and maintenance of bridges across the Willamette River. The bridge was designed by Ralph Modjeski, one of America's premier bridge designers. The Broadway Bridge is significant in design for its Rall-type bascule span, which has leaves that are engineered to roll backward as they swing upward, giving greater horizontal clearance for river traffic. It is one of only a few Rall bascule spans in the United States. [HAER_data]

 

Bridges Now and Then posted
Portland, Oregon's, Broadway Bridge open for river traffic, c. 1918. (Portland Archives)

HAER ORE,26-PORT,9- (sheet 1 of 3)
[Unfortunately, the source has a rather low resolution.]

HAER ORE,26-PORT,9- (sheet 2 of 3)

HAER ORE,26-PORT,9- (sheet 3 of 3)

1924 Pedestrian/US-81 Meridian Bridge over Missouri River at Yankton, SD

(Archived Bridge Hunter; no Historic Bridges; Satellite, 309 photos)

Gavins Point Dam is just a little upstream from here. I did not see a lock in a satellite image, so the lift span must be a relic of the steamship days. And that explains why the span can be left down for pedestrian use.

"Built 1924; rehabilitated 1953; bypassed by Discovery Bridge in 2008." The 2,887' (280m) long bridge has a 250' (76m) lift span. [BridgeHunter]

Street View, Nov 2021

Robert Elder via BridgeHunter

Looking closer, there are no cables or counterweights left on the towers.

Street View, Nov 2021

DOT
This source specifies a length of 3,013' (918m).
When built, the lower deck carried a railroad. "It is today distinguished as the only vertical lift span in Nebraska and South Dakota."

Obviously, each deck carried a lane of traffic by 2008.

Street View, Oct 2008

BridgeHunter says the railroad was Milwaukee and Great Northern. Great Northern seems to be a mistake. And the Milwaukee no longer crossed the river by 1955. The railroad that terminated at Croton was C&NW.

1955/67 Sioux City Quad @ 250,000

Stuart Foster posted three photos with the comment: "The old US Hwy 81 bridge over the Missouri River at Yankton, SD. A double Decker that I have driven semi over several times. Southbound is a tight fit, northbound, on top, is a spooky ride."

1

2

3, cropped

Trail/CGW overpasses for UP/C&NW and Grace Street in Lombard, IL

Grace: (Satellite)

UP/C&NW: (Satellite)

Rick Burn posted
Chicago Great Western westbound in January 1965 Grace Street Lombard IL

Dennis DeBruler commented on Rick's post
I wonder who paid for the new bridges for the Great Western Trail over Grace Street on the left and UP/C&NW on the right.
 https://maps.app.goo.gl/j7gAJmRJjPmHRiKN7

Mark Petersen: Dennis DeBruler You did as a taxpayer.

They put some sharp curves in the trail so that they could build shorter bridges.

Satellite

I got an old aerial photo to confirm that the CGW went straight over the C&NW. That is why the bridge in Rick's photo is so long for an overpass. I discovered that the route for St. Charles Road has been significantly changed.

1939 Aerial Photo from ILHAP

Amtrak Bush River SUC Bridge at Perryman, MD

(Archived Bridge Hunter was broke, no Historic Bridges; Satellite, 61 photos)

SUC = Strauss Underneath Counterweight

 

Douglas Butler posted
This Railroad Bascule Bridge is a Strauss Type located in Perryman, MD crossing the Bush River used by Amtrak and Northeast Corridor source: Tidal Fish.

Douglas Butler: Dennis DeBruler This is a Strauss Underneath Counterweight Bascule Bridge with a curved rack.

Douglas commented on his post
The Bridge in the Lowered position

Douglas commented on his post
This is the Patent of this bridge

1996 4,600' (1.4km) US-25E Cumberland Gap Tunnel near Middlesboro, KY

West Portal: (Satellite)

East Portal: (Satellite, 84 photos)

West Portal:

Street View, Aug 2022

East Portal:

Street View, Aug 2022

Historical Hive posted

The Cumberland Gap Tunnel: A Marvel of Modern Engineering

Nestled in the heart of the Appalachian Mountains, the Cumberland Gap Tunnel is a remarkable feat of engineering that seamlessly blends modern infrastructure with the natural beauty of the region. Completed in 1996, this impressive tunnel runs beneath the historic Cumberland Gap, a natural break in the mountains that once served as a vital passageway for early American pioneers.

The construction of the Cumberland Gap Tunnel was an ambitious project aimed at preserving the historical and environmental significance of the Cumberland Gap while improving transportation safety and efficiency. Before the tunnel's construction, U.S. Route 25E, which traversed the gap, was a narrow, winding road fraught with hazards. The tunnel now provides a safe, direct route, significantly reducing travel time and accident risk.

Construction on the project began in 1991. Engineers and construction crews faced the daunting task of boring through the Cumberland Mountain, a process that involved drilling and blasting through solid rock. The tunnel stretches 4,600 feet and consists of twin bores, each accommodating two lanes of traffic. This design ensures a smooth flow of vehicles in both directions, minimizing congestion and delays.

Cumberland Gap Tunnel is also notable for being one of only two tunnels in the United States to begin in one state and end in another, sharing the honor with the East River Mountain Tunnel crossing Virginia and West Virginia.  The Cumberland Gap Tunnel crosses begins in Kentucky and ends in Tennessee, or vice versa depending on which way you enter.  Some say you even touch on a third state (Virginia) while passing through the tunnel. 

Additionally, a visitor center was established to educate the public about the region's cultural and natural history.

The successful completion of the Cumberland Gap Tunnel stands as a testament to innovative engineering and a commitment to preserving America's natural and historical heritage. Today, it not only facilitates efficient transportation but also enhances the visitor experience to this storied region, allowing travelers to explore the same path once tread by Native Americans, explorers, and pioneers.

Whether you're a history enthusiast, an engineering aficionado, or simply a traveler passing through, the Cumberland Gap Tunnel is a marvel worth appreciating. It embodies the spirit of progress while honoring the past, ensuring that the legacy of the Cumberland Gap continues to inspire future generations.

Rob Little posted

The Cumberland Gap Tunnel: A Marvel of Modern Engineering

Nestled in the heart of the Appalachian Mountains, the Cumberland Gap Tunnel is a remarkable feat of engineering that seamlessly blends modern infrastructure with the natural beauty of the region. Completed in 1996, this impressive tunnel runs beneath the historic Cumberland Gap, a natural break in the mountains that once served as a vital passageway for early American pioneers.

Marvin Meyers posted
Early Fall photograph of the Claiborne County Tennessee entrance to the Cumberland Gap Tunnel on Highway 25E.

Marvin Meyers posted
Construction of the Cumberland Gap Tunnel

The first pilot tunnel was drilled in the early 1980s. It " revealed many characteristics of the mountain that would later pose challenges in excavation. Thick clay infillings, limestone formations, and caves, along with underground streams and a lake were encountered. Numerous underground streams were a major challenge as well." In 1985, a second pilot tunnel was drilled to better understand the inner geology of the Cumberland Mountain. Construction began on June 21, 1991. "The former US Route 25E alignment through Cumberland Gap was removed in 2002 and the land recontoured as to resemble the original wagon trail at the cost of $5 million. The National Park Service utilized tons of rock excavated from the tunnel to reshape the topography of the trail as to what it resembled in the 1700s." The tunnel construction used blasting rather than TBMs. [B&T]

Spending $5 million to erase the old highway explains why I could not find it on a satellite map.

The tunnel itself cost $280m, twice the original estimate. [fha]

Since it was drilled and blasted rather than dug with a TBM, the shape was a more efficient horseshoe rather than a circle.

cgtunnel

 

20th of 59 photos

At least one end used cut-and-cover.

43rd of 59 photos

dr-sauer has some construction photos with an emphasis on the lining.

The Old Wilderness Road:

1991 Middlesboro South @ 24,000

1900,2010 Alexandra Bridge over Ottawa River at Gatineau, QC

(Historic Bridges; Satellite)

Boat View, Oct 2021

HistoricBridges, Source: William James Topley/Library and Archives Canada/PA-009430 
"A bridge with more than just a truss as a cantilever, the deck of this bridge is extremely unusual because it includes a design where the floorbeams are cantilevered far out beyond the truss lines to provide lanes originally for both vehicular and electric rail, while the traditional roadway space between the trusses was reserved for steam rail. This feature is particularly unusual because it is an original design feature of the bridge. This sort of deck expansion is sometimes added to a bridge in later years, usually with deck trusses. With most original designs for through truss bridges, pedestrian sidewalks are usually the only things cantilevered out beyond the truss lines."

Now, the northern lane is westbound, the middle lane is eastbound and the southern lane is a trail.

Street View, Jun 2023

Note the traveler used to build the bridge. The close span is done because its traveler has been removed. HistoricBridges has more information on the construction.

HistoricBridges, Source: Topley Studio / Library and Archives Canada / PA-013866 

TripAdvisor, gitter49 Oct 2018

"A 123-year-old interprovincial bridge connecting downtown Ottawa with Gatineau, Que., is nearing its end thanks to the effects of six decades of road salt, federal officials said recently....The Alexandra Bridge typically carries around 18,000 vehicles a day — about 10 per cent of daily crossings on the Ottawa River — and another 4,000 pedestrians and cyclists." [ConstructConnect]

In addition to a myriad of rust issues, some of the truss members have local buckling.

canada, 1 of 7 photos showing problems with the bridge
"A truss member that should be straight and follow the yellow line, but is deformed (local buckling)."

Scott Radath posted

Here are the three preliminary design concepts introduced this week by Canada’s National Capital Commission (NCC) to replace the historic 1898-1901 Alexandra Bridge (shown in red) between Ottawa, Ontario and Gatineau, Quebec.

The three concepts, which all came from the same team of engineers, feature two car lanes (which someday might share the road with a tramline or be replaced with light rail tracks) on the east side, bi-directional bike lanes in the middle, and a combination pedestrian path and lookout on the west side. They also allow for a gathering space for public events.

According to the colourful Post-It Notes participants at a public consultation open house last night were encouraged to stick on the displays, there was no run-away winner. I didn’t fall in love with any of the concepts, but I liked Echo the most because it was an homage to the old bridge, blocked sightlines the least, had the widest pedestrian area, and looked nicest when lit up at night. I was assured by a NCC employee that based on public feedback, some aspects that people like in one concept might be incorporated into another. For example, I’d like it if Echo included the elevated seating featured in Motion.

Here is the Public Services and Procurement Canada page that argues why it’s not feasible to renovate the current bridge as many of us would like to do:

https://www.canada.ca/.../alexan.../replacement-project.html

Here are the NCC links to the project overview and history of the Alexandra, the details on the three designs with videos, and a public feedback survey due by October 24:

https://ncc-ccn.gc.ca/projects/alexandra-bridge-replacement

https://ncc-ccn.gc.ca/.../online-survey-proposed-design...

https://ncc-ccn.questionpro.ca/a/TakeSurvey?tt=iJb2Lkr0shD/voJ%2BZc0g4g%3D%3D

ncc-ccn_replacement

1965 WA-24 Vernita Bridge over Columbia River near Mattawa and Hanford, WA

(Archived Bridge Hunter; Historic Bridges; Satellite)

This 1,982' (604m) long bridge has a main span of 264' (80m).

Street View, Nov 2021

Historic Bridges
"The bridge is a late example of a metal truss bridge, and barely old enough to be considered historic. However, the bridge does stand out for its unusual false-continuous design. It also represents the end of the riveted truss era. Truss bridges built in the 60s like this bridge usually have details that show the decline in use of rivets and increase in the use of welds and bolts. What is unusual is that this bridge still used riveted connections, instead of bolted connections which are often found on 1960s bridges. In contrast, the built-up beams that compose the truss are welded, which is unusual since the built-up beams is one location where rivets are often still found on 1960s bridges."

It looks like one continuous truss span, but it is really three simple truss spans. Mark Bozanich's comment on BridgeHunter explains: "The Vernita Bridge was built with three simple trusses so that the center truss could be converted to a vertical lift span. There were plans at one time to build a dam downstream from Vernita and upstream from the Tri-Cities equipped with locks. The Columbia would thus be navigable at Vernita. The dam will not be built now that the dam site is part of the Hanford Reach National Monument."

In this photo we can see how the two piers for the middle span are wider. That was probably in anticipation of building the towers that would be needed to lift that span.

Darel Maden posted
Columbia River Central Washington

hwysofwastate
"The Vernita Bridge, opened to traffic in 1965, replaced a ferry a few miles upstream. Most of SR 24 from the bridge to Othello opened to traffic about the same time as the bridge. A toll was charged to cross the bridge for a few years. I think that the state ended up paying off the rest of the bonds from the state gas tax rather than tolls. The photo was taken in September 2001 from the rest area southwest of the bridge."
[This website has an index of the bridges and ferries across the Columbia River.]