There used to be four bascule spans here. Now there are only two. [HistoricBridges]
Part of the extensive terminal improvement program by the Boston & Maine Railroad, and the last element to be completed, was the replacement and realignment of the railroad's crossings of the Charles River. The Boston & Lowell was the first railroad in the U.S. to be faced with the need for a movable bridge, when in 1835 their tracks had to cross the Charles River in order to enter Boston. The railroad's solution was a movable span with a horizontal swing, hinged at the corner of one end. A system of cables supported the free end of the span. The structure was the forerunner of the jackknife bridge, invented in 1849. One by one, the three other railroads crossing the Charles River adopted this solution (and later the jackknife design), which became a characteristic feature of the railroads north of Boston. Beginning in the 1890s, most movable railroad bridges were replaced by steel bascule spans. Not until 1931, however, were the Charles River bridges replaces. To the very last, the bridges were air and steam operated. In 1931, after extensive filling and dredging, the channel of the Charles River was relocated further away from North Station to allow the terminal tracks to converge into eight main leads crossing the river. The four new structures were double-track, single-leaf, rolling-lift bascule bridges, a design made famous by the Scherzer Rolling Lift Bridge Company of Chicago. All four were nearly identical in design, varying only in their length and the degree of their skew, two spans crossing the channel at a slightly greater skew than the others. Two were 87 feet in length and two, 97 feet. Each span carried a single 629-ton overhead concrete counterweight and, operated by two electric motors, was controlled from the second floor of the new signal and interlocking station, located nearby on the north side of the river. The bridges were designed by Keller & Harrington, Chicago, while the steelwork was fabricated and erected by the Phoenix Bridge Company, Phoenixville, Pennsylvania. Today, only two of the bascule spans remain. [HAER-data]
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| HAER MASS,13-BOST,74--1 1. GENERAL VIEW SHOWING BRIDGE IN 'CLOSED' POSITION - Boston & Maine Railroad, Charles River Bridges, Charles River, North Station vicinity, Boston, Suffolk County, MA |
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| HAER MASS,13-BOST,74--2 2. GENERAL VIEW SHOWING BRIDGE IN OPEN POSITION |
Part of the extensive terminal improvement program by the Boston & Maine Railroad, and the last element to be completed, was the replacement and realignment of the railroad's crossings of the Charles River. The Boston & Lowell was the first railroad in the U.S. to be faced with the need for a movable bridge, when in 1835 their tracks had to cross the Charles River in order to enter Boston. The railroad's solution was a movable span with a horizontal swing, hinged at the corner of one end. A system of cables supported the free end of the span. The structure was the forerunner of the jackknife bridge, invented in 1849. One by one, the three other railroads crossing the Charles River adopted this solution (and later the jackknife design), which became a characteristic feature of the railroads north of Boston. Beginning in the 1890s, most movable railroad bridges were replaced by steel bascule spans. Not until 1931, however, were the Charles River bridges replaces. To the very last, the bridges were air and steam operated. In 1931, after extensive filling and dredging, the channel of the Charles River was relocated further away from North Station to allow the terminal tracks to converge into eight main leads crossing the river. The four new structures were double-track, single-leaf, rolling-lift bascule bridges, a design made famous by the Scherzer Rolling Lift Bridge Company of Chicago. All four were nearly identical in design, varying only in their length and the degree of their skew, two spans crossing the channel at a slightly greater skew than the others. Two were 87 feet in length and two, 97 feet. Each span carried a single 629-ton overhead concrete counterweight and, operated by two electric motors, was controlled from the second floor of the new signal and interlocking station, located nearby on the north side of the river. The bridges were designed by Keller & Harrington, Chicago, while the steelwork was fabricated and erected by the Phoenix Bridge Company, Phoenixville, Pennsylvania. Today, only two of the bascule spans remain. [HAER-data]
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| Douglas Butler posted Unknown Source Designed by Keller & Harrington a four track skewed Rolling Lift Bridges crossing the Charles River located in Boston, MA. Two were removed but two remains in service for the Amtrak, Commuter Rail Massachusetts Bay Transportation Authority Railroad connects North Station. |
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| safe_image for YouTube Video Charles Olson: They're getting replaced soon, which among other things will bring six tracks across the river instead of four. |
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| Dennis DeBruler commented on the "safe_image" post The ends of these spans are skewed. To the left of the counterweights, you can see the piles for the two spans that have been removed. 42°22'08.0"N 71°03'54.1"W |
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| Steven J. Brown posted Amtrak Downeaster crossing the Charles River in Boston, Massachusetts - May 5, 2021. |
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| Dave Blaze Rail Photography posted Proper Pan Am Pullers I don't miss Pan Am but I do miss this train...I sure wish CSXT would bring these beauties back! This is from the way back archives over a decade ago already and my first time shooting them in their Pan Am dress. While I've been fortunate to get them a handful more times since moving back east, at the time I got this shot I was EXCEPTIONALLY lucky. So here is what I wrote at the time when originally shared on RP: I live in Alaska and only make it "home" to New England once a year. I had two nights and one full day to spend in Boston with my sister who lives in Cambridge. While she was at work during the day I thought I'd do a little railfanning around what's left on the north side in former B&M territory. One thing I wanted to see while back east was the Pan Am executive F units. These are special to me, because my annual trip home every year is timed to coincide with Railfans' Weekend on the Conway Scenic Railroad which I've attended all but one year since 1994. I saw these Fs when they were delivered in VIA blue and yellow, chased them up and down the Notch dozen of times and had the pleasure of riding in the fireman's seat next to engineer Rudy Hood. Well, this was the first Railfans' weekend that they wouldn't be in the north country. The odds of seeing them seemed slim, though, since a trip to Maine where they normally reside just wasn't in the offing. But....lo and behold....on the ONE day I had in Beantown the F's were leading a two car OCS on a very rare trip in to the city for a quick drop and go at North Station. Fortunately for me, my good friend, fellow RP.net contributor, and MBCR dispatcher hooked me up with their schedule and graciously escorted me to some otherwise off limits areas. And here are the results. The "sisters" shove out the throat of North Station, over the Charles River drawbridge, and through Tower A interlocking in preparation to wye their train and then make a speedy run up the New Hampshire Route mainline to the Wildcat Branch and then up the Western Route to the Freight Main and then home rails to the Pine Tree state. The twin FP9s were built by GMDD and carried numbers 6505 and 6516 on the CN, VIA, and Conway Scenic. Boston, Massachusetts Thursday September 15, 2011 Randall Hampton shared Michael Irvin: They're stuck in waycross georgia. Dennis DeBruler: And a rare view of those bridges. |
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