Tuesday, February 28, 2023

1922+1929 Burgess Falls Dam, Flumes and 360kw Power House on Falling Water River

Dam: (Satellite)
Upstream Flume Suspension Bridge: (see below for satellite)
Power House: (Satellite, it was somewhere downstream of the falls)

"The first dam was completed in 1922. The dam was 26 feet high and 310 feet long and had a concrete section and an earthfill section with a concrete core wall. The project used the dam to divert the flow of the Falling Water River through a flume to a power house located below Burgess Falls. It had a 500 horse power turbine with a 360 kilowatt generator." The 1922 dam and power house were destroyed by a flood on Jun 29, 1928. Replacements were completed in Sep 1929. [Cookeville]

Alex Mullins, License: Creative Commons Attribution-Share-Alike (CC BY-SA)


"A new steel-reinforced-concrete dam and powerhouse were built in 1929, and the plant operated continually until 1951, and its contents were sold for salvage. In 1973, the City of Cookeville sold its interests in the property to the State of Tennessee which has developed the domain as a state natural area." [nps, p19]

Karen DeBruler, Released into the Public Domain
The falls is about 135' tall.

Karen DeBruler, Released into the Public Domain

Karen DeBruler, Released into the Public Domain

Karen DeBruler, Released into the Public Domain

The photos are of the northern bridge. If you look on the left side of the southern bridge, you can also see the suspension cables.
Satellite plus Paint



Monday, February 27, 2023

Trail/Erie/D&H Quadrangle Lattice Bridge over Starrucca Creek

(Bridge Hunter; no Historic Bridges; B&T; Satellite)

"1904 lattice through truss over Starrucca Creek. A parallel plate girder bridge was added in 1929. It appears that the truss was abandoned prior to the abandonment of the line itself." [BridgeHunter]
It was renovated for use by the D&H Trail in 2019-20. [B&T]

2015 Flickr Photo by Russ Nelson via BridgeHunter, License: Creative Commons Attribution-Share-Alike (CC BY-SA)

1 of 4 photos posted by Bridges & Tunnels
The Starrucca Creek Bridge, a unique quadrangular lattice through truss, was erected over Starrucca Creek on the Delaware & Hudson Railroad in northeast Pennsylvania. The quadrangle lattice through truss was built in 1904, and a parallel plate girder bridge was added in 1929. The route between Carbondale and Lanesboro, including this bridge, was abandoned in 1982.
The unique crossing has since been renovated and incorporated into a scenic rail-to-trail.
A history of the Delaware & Hudson Railroad Penn Division can be found at my partner site, Abandoned, at https://abandonedonline.net/.../delaware-hudson-railway.../
Jarrett Spamiels: I thought the Penn division was Closed by Guilford in 86.
Bridges & Tunnels shared
 
1 of several photos in B&T

We can see from the exposed eastern abutment that the girder bridge has been removed.
Satellite

This bridge is just a little over a 1000' upstream from the famous Erie Starrucca Viaduct. In fact, the viaduct went over the D&H.
Satellite

dcnr

Sunday, February 26, 2023

1857-1963 B&O Tunnels #15, #16, #17 and #18 near Cairo, WV and #22

B&O either daylighted or bypassed these tunnels in 1963. The abandoned Parkersburg Branch of the B&O is now the 72-mile North Bend Rail-Trail.
#15: (Bridge Hunter, daylighted in place)
#16: (Bridge Hunter, daylighted in place)
#17: (Bridge Hunter, see below for satellite, still exists because the new route bypassed the tunnel)
#18: (Bridge Hunter, daylighted in place)
#22: (Bridge Hunter; Satellite, by passed)


One of several photos uploaded by Robert Elder to BridgeHunter-#17
"I spent about an hour in this tunnel this morning [Oct 30, 2014]. I will upload photos as soon as I can. Because this tunnel was bypassed in 1963, it retains a very high degree of historical integrity. One can clearly see that the stone is the original material and the brick was just use for patch work. Although it is not the longest tunnel on the trail, it is perhaps one of the most significant given it's relatively unaltered condition."

This map illustrates that when an engineer designs a railroad route along a river in the mountains, she or he has to make a difficult decision concerning the height of the route. A higher route has shorter tunnels but more expensive bridges. A lower route has cheaper bridges but longer tunnels. 
1926 Harrisville Quad @ 62,500

The topo lines clearly shows where the cuts were made. The bypass for #17 is just south of the tunnel.
1964 Cairo Quad @ 24,000

#17 tunnel is highlighted with the red line.
Satellite plus Paint

2 of 4 photos posted by Jane Marshall-Cost with the comment: "Abandoned #17 Tunnel    Cornwallis, Ritchie Co., WV."
a, cropped

b

Neal Reynolds commented on Jane's post
from this website, a great read for rail buffs.
[But I could not find a link to the web site!]

Facebook Reel for #17
It is 452' (138m) long.

"I have not yet been able to determine the locations of all of the lost tunnels on the Parkersburg Branch of the B&O Railroad. But, looking at the topography between Cornwallis and Cairo, and noting the tunnel numbering sequence, the locations in this area are obvious. I have also field checked the locations of Tunnels #14-#17. Tunnel #17 is extant, just abandoned. The other tunnels between #13 (Bonds Creek Tunnel) and #19 (Silver Run Tunnel) have been daylighted." [Robert Elder comment on BridgeHunter-#18] Tunnels #13 and #19 not only still exist, the trail goes through them.

"North Bend Rail Trail stretches 72 miles across north-central and western West Virginia. This wilderness path takes travelers across 36 bridges and through 10 tunnels and is part of the 5,500-mile American Discovery Trail, which spans the length of the United States. The trail has become one of the most renowned recreational trails through the Appalachians, and is known for its mountainous scenery and varied views of shaded tree canopies, rock cuts and farmland. Highlights include a 2,297-foot tunnel and the 'haunted' Silver Run Tunnel." [wvstateparks]

The name of the longest tunnel is Central Station Tunnel, but I have not been able to find its location. [traillink, specifies a length of 2,207'.]

I had to hunt for a while, but I did find an overview map of the trail.
BikeWashington


Bonus: #22 (Rodimer)


Austin Greenlee posted three photos with the comment: "Rodimer's Tunnel."
Crew Heimer shared
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1957 Petroleum Quad @ 24,000

Satellite plus Paint

Saturday, February 25, 2023

1897-1938 Brown's Bridge over Monongahela River at Homestead, PA

(no Bridge Hunter; Satellite, at the end of the Old Browns Hill Road)

Stuff Thats Gone posted four images with the comment:
... the 1902 Fowler 'map' of Homestead PA shows the original 1897 Homestead & Highland Bridge aka Brown's Bridge... built for the streetcar line from Highland Park... it's eastern end landed at 2nd Avenue and was subject to congestion because of two 9-ft lanes... In 1937 the Homestead High Level Bridge now Homestead Grays Bridge was constructed which landed at 8th Avenue, flying over the multiple railroad lines... and was a wide four lanes... They dropped the "Low Level Bridge" span by Span in early 1938...
... The STG boys visited the remaining bridge abutments in the 1990s...
Photos courtesy of Library of Congress and Carnegie Library
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SquirrelHillHistory
"Brown’s Bridge, also called the Homestead & Highland Bridge, opened in 1895. The 1,300-foot truss bridge with five spans cost $150,000 to build. It rose 54 feet above water level."
[This article also talks about Homestead Grays Bridge.]

Friday, February 24, 2023

1939 124mwNet Guntersville Dam on Tennessee River near Guntersville, AL

(Satellite)

TVA posted
 
124mwNet with four units
nrc and TVA
"The dam is 94 feet high and stretches 3,979 feet across the Tennessee River....The larger of Guntersville’s two locks was built in 1965 to handle the growing river traffic."

Richard D. Hamilton Sr., Mar 2021
 
May 28, 2024:
Jerry Bevis commented on a post, cropped
13 Gates at Guntersville.

TVA posted

John Lisby posted
TVA Guntersville Dam

TVA-tour, 15th photo of 17

TennesseRiverValleyGeoTourism
In addition to fishing, "eagle watching has become popular on Guntersville Lake, where over 20 mating pairs visit each year. One of the most easily viewed nests is on the north side of Guntersville Dam and can be observed from a small parking area at the intersection of Dam Reservation Road and Painted Bluff Road." There are several trails, one of which goes to "a cave that was used during the Civil War to mine saltpeter, a basic ingredient of gunpowder."
This photo is also on NorthAlabama.

Underestimated Arsenal posted
"Foundation conditions at Guntersville Dam presented interesting engineering and construction problems, the solutions of which are thought to be unique," Verne Gongwer, the Tennessee Valley Authority's project engineer on the dam in Alabama, wrote in the Proceedings of the American Society of Civil Engineers in March 1940.
The problems were under the river. The Tennessee there runs over limestone, and over time water had dissolved parts of it. Test borings showed a fairly level rock floor. They did not show what was inside it: cracks and bedding planes widened by water into open seams and channels, some only partly filled with loose, porous material.
This Army aerial photograph was taken on December 22, 1938, from 1,500 feet. You are looking upstream. The river is pouring over the new spillway. The lock walls stand on the far bank. On the near bank, behind a curved row of round steel cells, the powerhouse is going up. The dam was built in three stages: the navigation lock first, then the spillway, then the powerhouse and its intakes.
To build on the riverbed, each stage needed its own cofferdam: a ring of round cells made of interlocking steel sheet piles, driven down to the rock, filled with gravel, and then pumped dry inside so the work could go on.
The first went round the lock. When it was driven, the piles seated firmly on the rock, and their tops looked "very uniform and satisfactory." But one open seam ran the full distance beneath it. Several times the river came in underneath, in leaks the engineers called blows, and filled the cofferdam.
Crews ran barge loads of sand bags, gravel and baled hay out to the river side to plug the openings. Nobody could find every entrance to the seams. About six weeks of work were lost.
So for the second cofferdam, the one for the spillway, the engineers changed the order of the work. Before pumping it out, they drilled down through the center of the cells every 10 feet and pumped grout, a thin cement mix, into every seam in the rock below. Men watched the river and the cofferdam for bubbles, froth or the color of cement, the signs that grout was escaping, and slowed or stopped until it began to stiffen.
It held. The filling of Wheeler Reservoir, the next lake downstream, had raised the water outside as high as the river rises that had always flooded the first cofferdam. Yet the leakage was so small that one 6-inch pump, running part time, could handle it.
The work inside took about four months. The drilling and grouting cost less than all the patching on the first one.
The speed mattered. The engineers needed to close the third cofferdam, for the powerhouse, and turn the whole river through the spillway before the winter floods. Between December 14 and 18, 1937, they did it, and the third cofferdam was grouted the same way. That is the curved row of cells in this photo, a year later, with the Tennessee still running over the spillway beside it.
On January 16, 1939, less than four weeks after this picture, the lake behind the dam began to fill. Today Guntersville Dam stands 94 feet [28.7m] high and 3,979 feet [1213m] across the river, with a visitor center and hiking trails on both banks.
Most of the laborers and tradesmen who built it came from within 60 miles of the site. The lake they made is now the largest in Alabama.

The grout worked almost too well. In some cells of the second cofferdam it rose up into the gravel fill and set hard, and Verne Gongwer wrote that it "produced concrete-like masses, many of which were of sufficient hardness to require drilling and blasting." That gravel was meant to be dredged out and reused to fill the third cofferdam. He called it "one minor drawback," and the third cofferdam was grouted the same way.
About the photograph. It is an Army aerial print, lettered on its face with the date, December 22, 1938, the time, 10 A.M., and the height, 1,500 feet. The mount says it was received from Maxwell Field, Alabama, on January 12, 1939. Today it is in the National Archives at College Park, Maryland, among the records of the Army Air Forces, numbered 18-AA-1-18. I cropped off the archive's mount with its handwritten notes, and the bottom strip of the print, where the photographer's lettering is written in white across the trees. Nothing else was changed.
What the photo cannot show is the grouting itself. It happened down in the rock, out of sight. What you see is the result: the river going over the spillway, and the powerhouse being built beside it. In those last weeks of 1938, Gongwer notes, a suction dredge was pumping gravel out of the cofferdam cells.
One honest note on dates. The Encyclopedia of Alabama gives January 24, 1939 as the day the dam was completed. I have used the date in Gongwer's own paper instead, January 16, 1939, when the filling of the lake actually began.
The words on the photo rest on the same paper. The first steel wall is the lock cofferdam, which filled with river water several times and cost about six weeks. The next wall is the spillway cofferdam, grouted before it was pumped out, which needed only part-time use of one 6-inch pump.
The main source is Verne Gongwer's paper "Foundation Conditions and Treatment at Guntersville Dam", in the Proceedings of the American Society of Civil Engineers, March 1940. The magazine Construction Methods, in its December 1938 issue, named him as the Tennessee Valley Authority's project engineer and described the three stages: lock, spillway, then powerhouse.
The dam was not built by a contractor. The introduction to the set of TVA papers in that issue says it plainly: "The projects were built with the Authority's forces." That means the Tennessee Valley Authority's own crews, most of them laborers and tradesmen from within 60 miles of the site. They were the men on the barges with the sand bags and baled hay, and the drill crews who sealed the rock.
Guntersville Dam is at 3464 Snow Point Road, Guntersville, Alabama, and the Tennessee Valley Authority keeps a visitor center there.

6:47 video tour @ 0:38 via tva-virtual-tour

@ 2:09

It uses Kaplan turbines.
@ 4:40

lecbiz
To clean the stators, walnut shell blasting is used.
[I think the worker is standing on the stator.]

Guntersville Lock posted five photos with the comment:
Intermittent closures at Guntersville Lock have you scratchin your head, trying to figure out what’s going on? 
Lock and dam mechanics from Wilson Lock, Pickwick Lock, and Guntersville joined forces, and expertise to repair a bent valve stem in the Guntersville Lock main chamber. The functionality of the valve stem is crucial because it connects the valve machinery and the valve together to lift and lower the valve. Left in disrepair, Guntersville Lock and Dam would only have one filling valve. If it were to fail, Guntersville’s main lock would become completely inoperable bringing all commerce on the Tennessee River to a screeching halt. 
We want everything to...flow (like water) so, we’re working hard to get things up and running and resume normal operations soon!
Pickwick Lock shared
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Robert Pacheco posted
Sternwheeler Golden Eagle  The picture possibly at the  Guntersville Lock and Dam on the Tennessee River near Guntersville, Alabama. No date found. U.S. Corp of Engineers.
Bob Reynolds: Str. GOLDEN EAGLE, without a doubt. The “GOLDIE”, as she was referred to, was one of two of the older steamboats that ran the “tourist trade”, that is, catering to the passenger trade exclusively and no freight. The packet boat trade had played out due to increased rail service, but more importantly, better highways and truck service. The GOLDEN EAGLE was owned by the Eagle Packet Co of St Louis. The other boat that tried the tourist trade was the Str. GORDON C. GREENE for the Greene Line of Cincinnati. The GOLDEN EAGLE had a wood hull and was sunk near Grand Tower, IL. Ironically, the steel hulled GORDON C. GREENE had previously been owned by the Eagle Packet Co before being sold to the Greene Line. Had the GOLDIE had a steel hull, she might have survived the accident that caused her demise. As it was, that accident left the GCG as the only surviving overnight passenger steamboat on the Mississippi River system. Both the GOLDIE and the GCG ran trips all over the Mississippi system and both made trips up the Tennessee River to Chattanooga. These trips were very popular due to the fantastic scenery on the Tennessee and the public’s fascination with the then-new TVA system of locks and dams creating big, beautiful lakes on the Tennessee. These boats were also able to survive the Great Depression and the rationing during World War II. People who had money and wanted to travel could not go to Europe during the war, and so the Greenes found themselves with a great product for those able to afford travel during that time. They made money and were able to purchase the Str. DELTA QUEEN and bring her around from California after the war, refurbish her for Mississippi River system service and continue the overnight steamboat experience well into the 21st century.
R Dale Flick: *~*Thanks, Bob. You nailed it right. When autos, trucks with dependable tires, growing highway systems came along packet steamboating as we view it quickly died. Truck service eliminated 'double handling' of freight from landings and wharfboats to the receiver. Packet companies had 'experimented' early on with dabbling in the 'tourist angle' for pleasure trips. A number of boats promoted steamboat pleasure trips but still depended on the remaining freight business to supplement income. Capt, Fred Way ventured in the tourist angle with his BETSY ANN but soon found out he needed the freight business. Steamboat pleasure trips then, like years later, predicated to the warm weather months unless they repositioned in New Orleans. The Greenes were no fools in purchasing the larger steel hulled GIRARDEAU. Mary Greene-Stewart, daughter of Capt. Tom and Mrs. Letha Greene mentioned to me,"My grandfather Capt. Gordon C. Greene made his real money in freight, wharfboats and river terminals." Capt. Chris Greene, brother of Tom Greene, was interested in the freight angle for the GREENE LINE with others encouraging the company to diversify with freight and towboats, barges. Capt. Chris died early with brother Tom moving more to the tourist business only to be told by friends, advisors he should have gone with an entire new boat built from hull up with diesel engines, more and improved passenger amenities. Tom chose the DELTA QUEEN going with what he knew. Cheers.

Robert Pacheco commented on his post
Library of Congress - U,S, Corp of Engineers. No date.

TVA posted five photos with the comment: "Construction began in 1935, with initial operations starting on August 1, 1939. Nearly 90 years later, the dam continues to generate reliable power and help manage the Tennessee River system."
Jerry Bevis: My favorite place. I’ve worked at every dam on the Tennessee River and G’ville is the best. I live 12 minutes from Wheeler Dam and about 20 minutes from Wilson. I’d still rather drive 1hr and 53 minutes to Guntersville 😂
David Hawkins: I live 35 minutes from Guntersville and never got called into there.
Did: Wilson,Wheeler, KY,Fontana,Chatuge, Chickamauga and some more.
I think PSS like keeping us
Away from home
Brett Wanamaker shared
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[What is this a photo of? I'm shocked because there is a railcar barge in the left center.]

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