Amtrak Susquehanna River Bridge
| Amtrak Susquehanna River Bridge | |
|---|---|
 Southbound Acela Express crossing the bridge; the piers of the predecessor P.W. & B. Railroad Bridge are to the right. |
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| Official name | Susquehanna River Movable Bridge |
| Carries | Amtrak Northeast Corridor rail line |
| Crosses | Susquehanna River |
| Locale | Havre de Grace and Perryville, Maryland |
| Maintained by | Amtrak |
| Design | Howe deck truss |
| Material | Steel |
| Total length | 4,153 feet (1,266 m)[1]:119 |
| Number of spans | 18 (including center swing span)[1]:119 |
| Vertical clearance | 52 feet (15.8 m) when closed; 127 feet (38.7 m) when open [2] |
| Opened | May 29, 1906[3] |
| Coordinates | 39°33′15.8142″N 76°05′10.0494″W / 39.554392833°N 76.086124833°WCoordinates: 39°33′15.8142″N 76°05′10.0494″W / 39.554392833°N 76.086124833°W |
The Amtrak Susquehanna River Bridge is a Howe deck truss structure which carries two tracks of Amtrak's Northeast Corridor line across the Susquehanna River between Havre de Grace and Perryville, Maryland.
[edit] History
The vicinity of the bridge has been used as a river crossing for over 300 years. In 1695, the colonial General Assembly granted the first licenses to operate a toll ferry service between Perryville and what is now Havre de Grace. In 1837, railroad lines extending south from Wilmington, Delaware and north from Baltimore arrived at the riverbanks. For 29 years, including the duration of the American Civil War, a train ferry exchanged passengers (on foot) and freight cars between the two towns. Passenger cars could not be transported until the introduction of a larger ferryboat in 1854.[1]:37-40,111
In 1866, the wooden, single track Philadelphia, Wilmington, and Baltimore (PW&B) railroad bridge was completed after 12 years of intermittent construction. Iron reinforcements were added between 1874 and 1880. In 1881, the Pennsylvania Railroad formally took control of the PW&B. Rival Baltimore & Ohio Railroad, cut off from access to the PW&B and its links to Philadelphia, was forced to construct a parallel route between Baltimore and Philadelphia, including a new bridge located about 1 mile (1.6 km) upstream. The present (1906) bridge was built immediately adjacent to the PW&B structure and completely replaced it.[1]:40-43,117-118
The structure was built by the Pennsylvania Railroad (PRR) during 1904–1906, opening on May 29, 1906.[3] It includes a center swing span to increase vertical clearance for water traffic from the nominal 52 feet (15.8 m).[2] In 1934–1935, the PRR installed catenary on the span when 11,000 volt electrification was extended south from Wilmington, Delaware, to Washington, D.C. Regular electrified passenger service across the bridge began on February 10, 1935.[1]:44-45
Ownership of the bridge passed to Amtrak in 1976 when it acquired much of the Northeast Corridor infrastructure.[4]
[edit] Present status
Approximately 100 Amtrak and MARC passenger trains cross the bridge on weekdays at a maximum speed of 90 miles per hour (140 km/h). Approximately 12 freight trains a day cross at a maximum speed of 30 miles per hour (48 km/h). Freight traffic, operated by Norfolk Southern Railway under a trackage rights agreement, is generally restricted to nighttime hours to avoid interference with passenger operations.[5]
The only significant commercial water traffic under the bridge consists of barges from a large granite quarry just upstream of Havre de Grace.[6]:233 The bridge's swing span rarely needs to be opened; vessels which require such an opening must provide 24-hour advance notice.[1]:125
In 2005 and 2007, Amtrak replaced the ties on the bridge, installed continuous welded rail, and installed new deck-level maintenance walkways. They believe these changes will extend the life of the bridge for another 20–25 years.[7] In May 2011, the U.S. Department of Transportation announced $22 million in funding for engineering and environmental work to replace the bridge.[8] The Bush River and Gunpowder River bridges, two spans of similar age on the Northeast Corridor in Maryland, are also under consideration for replacement.[9]
[edit] References
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Wikimedia Commons has media related to: Amtrak Susquehanna River Bridge |
- ^ a b c d e f Roberts, Charles S.; David W. Messer (2003). Triumph VI: Philadelphia, Columbia, Harrisburg to Baltimore and Washington DC: 1827-2003. Baltimore, Maryland: Barnard, Roberts, and Co., Inc.. ISBN 0-934118-28-0.
- ^ a b "Nautical chart for Perryville vicinity". Maptech MapServer. http://mapserver.maptech.com/homepage/index.cfm?lat=39.5567335002&lon=-76.0739287001&scale=40000&zoom=100&type=0&height=498&width=498&icon=0. Retrieved December 28, 2008.
- ^ a b Baer, Christopher T.. "PRR Chronology: 1906". http://www.prrths.com/Hagley/PRR1906%20Mar%2005.pdf. Retrieved December 27, 2008.
- ^ Baer, Christopher T.. "PRR Chronology: 1976". http://www.prrths.com/Hagley/PRR1976%20Nov%2005.pdf. Retrieved January 3, 2009.
- ^ Volin, Rudy (July 6, 2006). "Hot Spots: Perryville and Havre de Grace, Md.". TRAINS Magazine. http://www.trains.com/trn/default.aspx?c=a&id=532. Retrieved December 28, 2008.
- ^ Brubaker, John H. (2002). Down the Susquehanna to the Chesapeake. Penn State Press. ISBN 0271021845. http://books.google.com/books?id=l3VccowaxDoC.
- ^ "Capital Investment in Bridge Aims to Improve Reliability". Amtrak Ink. March, 2007. pp. 1–7. http://www.amtrak.com/pdf/ink/AmtrakInk-032207.pdf. Retrieved December 28, 2008.
- ^ U.S. Department of Transportation (May 9, 2011). "U.S. Transportation Secretary LaHood Announces $2 Billion for High-Speed Intercity Rail Projects to Grow Jobs, Boost U.S. Manufacturing and Transform Travel in America". http://www.dot.gov/affairs/2011/dot5711.html. Retrieved May 9, 2011.
- ^ Decker, Caroline. "Amtrak Update: CSG-ERC Executive Committee". http://www.csgeast.org/Annual_Meeting/2007/present/amtrakdecker.ppt. Retrieved December 28, 2008.
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