Canton Viaduct: Difference between revisions
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APRIL 20, 1834"]] |
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The significance of the date when the foundation stone was laid, April 20, 1834 (a Sunday) is unknown but there may have been a [[Masonic]] |
The significance of the date when the foundation stone was laid, April 20, 1834 (a Sunday) is unknown but there may have been a [[Masonic]] foundation stone [http://www.flickr.com/photos/cantonviaduct/3379088084/in/set-72157615919936215 ceremony with prayer] to give the structure a "soul" and ensure its stability. The actual foundation stone has never been located but it would be in the northeastern corner according to Masonic tradition. The stone would most likely be inscribed with the Masonic emblem ([[square and compasses]]) and the date, and contain a [[time capsule]]. |
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==Renovations & repairs== |
==Renovations & repairs== |
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Revision as of 17:22, 8 April 2009
Canton Viaduct | |
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 Canton Viaduct with Revere Copper Mill in the background | |
| Coordinates | 42°09′32″N 71°09′14″W / 42.1589°N 71.1539°W |
| Carries | Presently services:
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| Crosses |
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| Locale | Canton, Massachusetts |
| Official name | Canton Viaduct
Nicknames:
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| Maintained by | Amtrak |
| Heritage status | |
| Preceded by | None, the Canton Viaduct was the first and only bridge to span the Neponset Valley |
| Followed by | NA, bridge still in active mainline use |
| Characteristics | |
| Design | Considered a "Multiple Arch" bridge but it is more accurately described as a Double Blind Arcade Viaduct. |
| Material | Granite from local quarries |
| Total length | 615', with 1 degree curve |
| Width | Varies:
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| Height | Varies:
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| Longest span | 26' (granite roadway arch) |
| No. of spans | 50 total:
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| Piers in water | 7 |
| Load limit | Unknown:
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| Clearance below | Varies:
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| History | |
| Designer | |
| Construction start | Foundation Stone laid on April 20, 1834 (construction phase started prior to this point) |
| Construction end | July 28, 1835, but it may have been completed prior to the Opening date from various accounts of horse-drawn cars passing over it starting in June. The Canton Viaduct is assumed to have been 'substantially complete' in June and 'finally complete' in July. |
| Opened | "Tuesday, July 28, 1835 saw the first regular passage over the viaduct", as reported by the Boston Advertiser, however The History Of Providence County, Rhode Island and Railroads: Their History And Problems by Charles Francis Adams, Jr. both state, "On the 11th of June (1835) the road was opened for traffic". There is confusion over "regular passage", which is assumed to be steam locomotives and "opened for traffic", which could mean horse drawn cars. Perhaps the structure was not considered 'finally complete' until "regular passage" was established between Boston, Massachusetts and Providence, Rhode Island via steam power. 'Irregular passage' may have existed prior in the form of horse drawn cars due to semi-functioning or late delivered steam locomotives. |
| Statistics | |
| Daily traffic |
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| Location | |
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Canton Viaduct is a stone viaduct in Canton, Massachusetts erected in 1835 by the Boston and Providence Railroad Corporation 0.3 mile (0.5 km) south of Canton Junction, for their mainline service between Boston, Massachusetts and Providence, Rhode Island. It is the only known structural Double Blind Arcade viaduct ever built in the United States. The "stone bridge" was eventually named after the town and was the largest bridge in the nation when it was built. It has been in continuous service for 174 years (as of 2009) and now carries high-speed passenger and freight rail service. Its location on Amtrak's Northeast Corridor is at milepost 213.74,[2] reckoned from Penn Station in New York City.
History
The Canton Viaduct was erected in 1835 by the Boston and Providence Railroad Corporation, one of the first New England railroads, shortly after its 1831 founding. Without the influence of a Patriot's son, Joseph Warren Revere, owner of the Revere Copper Company and a Director of the Boston and Providence Railroad Corporation, the Canton Viaduct would not have been built. There were comparable routes through other towns for the location of the railroad line from Boston to Providence. However, building the railroad through Canton placed the line close to his mill, where a spur connected the mill to Canton Junction[3] and undoubtedly gave a boost to his copper business. The other influencing factor that caused the Canton Viaduct's construction was a fatal accident on the Granite Railroad in 1832 which used inclined planes to cross a valley. Original plans called for the use of inclined planes to cross Neponset Valley that were changed to build a bridge instead after the accident. This unique bridge was designed by Army Captain William Gibbs McNeill and Army Major George Washington Whistler and built by Dodd & Baldwin. Tsar Nicholas I of Russia sent workmen to create technical drawings of the Canton Viaduct in order to build two duplicate bridges on the Moscow–Saint Petersburg Railway.
Design
The bridge resembles a giant, rusticated stone wall supporting a train deck about 60 feet (18 m)[1] above the Canton River, a tributary of the Neponset River. The river passes through six semi-circular arches in the bridge, coming to a waterfall about 50 feet further downstream. The coping is supported by 42 segmental arches (21 on each side) that join the tops of 22 buttresses visible on the exterior of the structure. The buttresses are more accurately described as piers because they pass through the entire structure and are tied to the walls externally and internally rather than being solely external supports. The structure is actually hollow, composed of two parallel (longitudinal) walls each five feet thick with a five foot gap between them with occasional tie stones.[4] Further details are available in the Construction Specifications. The structure is often identified as a "multiple arch" bridge, based on its appearance. However, bridges are classified by their support method, so it is more accurately described as a Double Blind Arcade viaduct, because the walls provide the main support for the deck (59%), with the arches providing the remaining 41%.
The overall length is 615 feet (187 m), built on a one degree arc (curve). If extended, this curvature would form a circle 42 miles in circumference (13.3 miles in diameter). The height (bow) of the arc at the center of the chord (middle of the bridge) is 16", which makes the wall and deck spans on the east side longer than those on the west side, producing a slight wedge shape between the piers.
Construction
The Canton Viaduct contained 14,483 cubic feet (15,800 perches) of granite, which weighs approximately 66,000,000 pounds (33,000 short tons), prior to its redecking with concrete in 1993. It is unknown if these values for the amount of material include the foundation, piers, deck, parapet walls and wing wall abutments or if the roadway and river arch openings were subtracted. The two major groups of men who built the Canton Viaduct were the Scottish (Freemasons) stone cutters and masons and the Irish, who laid the rough stone and built the gravel roadbed. Each facing stone has a Mason's mark to identify who cut the stone; see a collection of them here. The facing stone is Riebeckite from Moyles quarry (a.k.a. Canton Viaduct Quarry), now part of Borderland State Park. It is laid in a pattern closely resembling a Flemish Bond design. The foundation and backing stone is from a Dunbar's quarry in Canton.
The Canton Viaduct cost US$93,000 to build in 1835, which equates to $2.4 million in 2009 dollars. Construction took 15 months, 8 days from laying of the Foundation Stone to the day the viaduct saw its first "regular passage". The Foundation Stone itself was laid on April 20, 1834, however the construction phase, including surveying, excavating, mobilization, site preparation, etc. would have started well before then. In addition, construction of the wing wall abutments is assumed to have been completed prior to the Foundation Stone being laid.
The majority of the viaduct is over land (71%), while 29% is in the river. In addition to the six arches for the river, one large arch was provided in the original construction for Neponset Street. In 1786 the way leading from the Stone Factory Village to Washington Street under the viaduct was called Billings Lane, after William Billings II. In 1790 Billings Lane became known as "Ye Road from Ye Schoolhouse on Taunton Road to Ye Old Forge"; it is not certain when the name changed to Neponset Street.[5]
Railroad tracking
The original granite-slab deck had two troughs carved the entire length of the viaduct (discovered during the 1993 renovation) for longitudinal sleepers to provide continuous support of the rails. Typically, strap rails[6] or bridge rails[7] would be laid on longitudinal sleepers; if used, these early rails would have been replaced with flanged rails by 1840. An early report indicates T-rails being used on the railroad. However, it is unknown if longitudinally supported rails were actually used on the viaduct after it was completed. "The top of the viaduct was rounded by ballast and the rails were placed on the crown."[8] The original longitudinal sleepers may thus have been abandoned for traditional cross ties before the viaduct was opened for service, or shortly thereafter when the original rails were replaced around 1840. If not by then, they would have been replaced when the line was double-tracked in 1860.
It is unknown if longitudinal sleepers were used throughout the railroad but photos[9] appear to show longitudinal sleepers at Canton Junction in 1871. A 1829 report from the Massachusetts Board of Directors of Internal Improvements describes how the railroad from Boston to Providence was to be built. The report states, "It consists of one pair of tracks composed of long blocks of granite, about one foot square, resting upon a foundation wall extending to the depth of 2-1/2' below the surface of the ground, and two feet wide at the bottom". It seems clear from the estimate that longitudinal sleepers were originally to be used throughout the railroad, however railroad technology was developing rapidly at this time so when the railroad was built two years later a more modern method of track laying may have been used. This report also calls for using horse drawn wagons and carriages at 3 MPH instead of steam locomotives.
If longitudinal sleepers were used on the viaduct the channels would have held the sleepers in place so the viaduct's original tracks may have been non-ballasted. The tracks may have been ballasted when the longitudinal sleepers were abandoned for traditional cross ties unless the cross ties were fastened to the sleepers. If not then, the viaduct tracks would have been ballasted when the line was double tracked in 1860. A photo from 1910 of the top of the viaduct shows dirt between the ties and tracks so this material may have been used before traditional gravel ballast.
Cornerstone
"This Viaduct Erected by the
B. & P. R. R. Co.
Directors T. B. WALES. Pre.
W. W. WOOLSEY. P. T. JACKSON.
J. W. REVERE. J. F. LORING.
C. H. RUSSELL. C. POTTER. J. G. KING."
As the structure neared completion the cornerstone was set in the south end of the west parapet, due to that location being the farthest from the foundation stone. Presumably the cornerstone was the final stone laid in the structure.
During the 1860 renovations the cornerstone was tossed off the viaduct, broke and lay in a field at the bottom for a long while. It was then raised to the top and set at the northern end, west side (visible above the wing wall abutment) facing east. In 1995 it was relocated to Canton Viaduct Park facing west.
The cornerstone is actually two stones; the overall dimensions are 5' long x 3' high x 18" wide and the weight is 3,780 lbs. The cornerstone was originally about 2" taller than it is today, due to its breaking in 1860; the damage obscured two directors' names, W. W. Woolsey and P. T. Jackson. There are no Mason's marks on the front or back but there may be some on the other surfaces.
"FOUNDATION STONE LAID
APRIL 20, 1834"
The significance of the date when the foundation stone was laid, April 20, 1834 (a Sunday) is unknown but there may have been a Masonic foundation stone ceremony with prayer to give the structure a "soul" and ensure its stability. The actual foundation stone has never been located but it would be in the northeastern corner according to Masonic tradition. The stone would most likely be inscribed with the Masonic emblem (square and compasses) and the date, and contain a time capsule.
Renovations & repairs
- 1860 - The 3'-8" high x 18" wide granite parapets (photo) were removed; the cornerstone was tossed off the viaduct; this stone is the last known remnant of the parapet walls; it is not known if any parapet stones fell into the river during the renovation. The granite parapets were replaced with a heavy wooden fence; a hard pine timber guard rail was bolted to the tops of the walls to retain the new ballast and a second track was added. The roadbed was originally built to accommodate two sets of tracks, but only one set was installed.
- 1880 - The wooden fence was removed and replaced with a cantilevered iron fence from the Edgemoor Iron Company.
- 1887 - Safety tracks are placed on the viaduct on April 15 to prevent trains from falling off the side of the bridge when derailed.
- 1906 - Heavy timbers are supporting a work platform in this post card dated October, 15. It appears the deck arch (to the east of the granite roadway arch) is being repaired and suggests the deck arches were not strong enough to handle the ever-increasing loads or were deteriorating.
- 1909 - A deck arch stone dropped out of place and the arch was badly cracked (the fourth arch east of the granite roadway arch); stonemasons began repairing it on Sunday, December 19. An article titled, "More Trouble with the Viaduct at Canton Junction" in the December 24 edition of the Canton Journal describes this as the second arch to have given way within a month. It is unknown if this "second arch" was a deck arch, the roadway arch or a river arch, however the third river arch from the northern end was repaired that same year.
- 1910 - Reinforced concrete arches (42 total, 21 on each side) were added under each deck arch; the repairs took 2-1/2 years to complete. A report from this year may describe the first interior inspection.
- 1912 - An interior inspection occurred in late October; a large stone was removed to allow access and three platforms with ladders were erected inside to facilitate inspection of the walls and underside of the deck. There were no broken or cracked stones and all joints were still full of good hard mortar. A photo from the inspection shows the formation of stalactites under the deck indicating water penetration which may have caused the deck arch problems from freeze/thaw cycles resulting in frost disintegration.
- 1953 - A segmental roadway arch made from concrete was cut next to the original roadway arch to accommodate northbound traffic on Neponset Street. It is presumed the interior of that chamber was inspected during this time.
- 1965 - A USCGS benchmark (photo) was placed on west side of the concrete roadway arch.
- 1993 - The Massachusetts Bay Transportation Authority rehabilitated the bridge for Amtrak's high-speed Acela Express train service. The main objectives were to widen and strengthen the bridge with a new cantilevered, precast, prestressed concrete deck, replace the concrete arches added under each granite deck arch, and perform electrification. The original iron fence was also removed, refurbished, and attached to the new deck - this photo shows the fence partially removed. An article from Railway Track & Structures, September 1998 reads, "It was initially believed that the top of the viaduct was composed of solid granite blocks (originally carrying a single track). After the track and ballast were removed from the structure, troughs were discovered recessed into the granite capstones. The 18" deep troughs ran the entire length of the viaduct and were spaced approximately 56-1/2" apart (standard railroad gauge). In some locations, the trough contained a solid piece of oak, including some abandoned spikes. It is believed that the trough held a wood sleeper for the original single-track railroad. These loose materials were removed from the deck and lean concrete was placed to fill the voids. Archival photographs of the sleepers were taken and their remnants will be turned over to the local historical commission. At the approaches to the viaduct, a series of granite walls were uncovered running perpendicular to the tracks. These walls were approximately 7' on center and it was thought that they might have carried a timber approach structure. The locations of the walls conflicted with new abutments for the PPC beams and they made it difficult to install sheet piling for the contractor's support of excavation system. The walls were left in place undisturbed beneath the new track structure. HDR redesigned the abutments to minimize their depths, eliminate the conflicts and reduce the loading of the temporary support of excavation system." The abutment walls may have been there to reduce ground pressure, control erosion and provide stability as trains exited the bridge; a photo from 1871 may have captured one of these walls.
- 1995 - Three interior inspections were performed in the winter by structural engineers using rock climbing equipment. The inspectors noticed small, insignificant cracks in the walls and larger cracks in the deck stones that eventually lead to the deck being replaced. The stones of the viaduct were placed in such a way as to allow interior access at just three locations. Occasional tie stones connect the walls with some having large, loose stones placed on them, the purpose off which is unknown. The local film crew noticed rock crystal formation taking place, associated with the moist air inside and a rotting wooden platform. They also noticed some thin wood or iron pieces connecting the walls; it is unknown if these pieces or the platforms were used during construction or inspection. Other stones protrude into the airspace but do not reach the opposite side; it is presumed workers used these stone stiles to stand on or support planks to work from as the structure rose in height.
- 1999 - Canton Viaduct Park was created from deck stones removed during the 1993 renovation. The Park, shown here prior to the commemorative plaque placement, is located next to the waterfall and contains the viaduct's cornerstone, a commemorative plaque, a walking path and a bench for visitors.
- Proposed renovations - Canton's Town Planner proposed the addition of a concrete roadway arch to match the semi-circular, granite roadway arch, add two pedestrian arches and widen the roadway in 1941. The concrete roadway arch was eventually built (12 years later) but it was much smaller due to its segmental arch design and shorter distance between piers; concrete was used instead of granite. The concrete roadway arch has caused the viaduct to be continually struck by large vehicles and become damaged for the past 57 years. These vehicles often get stuck under the smaller arch and cause major traffic delays. Neponset Street has a severe curve at the bridge causing poor sight distance. The road lanes narrow under the viaduct so any lane departure could lead to a hazardous situation for drivers, passengers and pedestrians along with potential damage to the viaduct; there is no margin for error in this passage.
Pedestrain passage under the viaduct has always been a dangerous undertaking due to the narrow sidewalk on the southbound lane and lack of sidewalk on the northbound lane; the 1993 renovation project included rebuilding the smaller roadway arch to match the semi-circular granite roadway arch, but it was not renovated. The passage is not ADA-compliant and remains one of America's most dangerous pedestrian crossings.
The latest proposed renovation is mentioned in the Canton Citizen's 3/25/09 online edition, "The state has narrowed the field of five alternatives to expand commuter rail service from Boston to Fall River and New Bedford down to three options—and one of them includes additional trains through Canton and Stoughton. Kristina Egan of the state’s Executive Office of Transportation told selectmen Tuesday night that another option, which involves expanding rail service from Readville through Canton Junction to Attleboro, will likely not be approved due to its estimated price tag of $2 billion. Egan said that expansion would have added 38 new trains through the Canton station, as well as a new 700-foot bridge next to the historic Canton Viaduct. She said planners are currently considering a Stoughton plan, which would add two new trains to Canton Junction and Canton Center in the morning and afternoon. She could not yet determine the impact of commuter trains on the weekend. Egan also could not guarantee whether more freight traffic would be coming through Canton as part of the plan, but said the current market conditions are bringing freight from Worcester to Attleboro to Middleboro and the Cape. Selectman Victor Del Vecchio brought up the freight train accident that occurred at Canton Junction last March, when a runaway boxcar collided with a commuter train filled with passengers. Del Vecchio, who sustained injuries in the crash, said the state should consider a grade separation for commuter train traffic—similar to what the town of Hingham did—and build a separate underground tunnel for freight traffic in Canton Center. In addition to the expansion of the Stoughton line, the two other options the state is considering for expansion include commuter rail service to Boston’s South Station via the Middleboro line, as well as express bus service using the current highway system. A final decision could be made by June."
Critical infrastructure
As World War I began, a detachment of the 9th Regiment National Guard arrived in April 1917 to guard, via sentry duty, the viaduct from sabotage.
During World War II Canton's Civil Defense Corps and railroad employees guarded the Canton Viaduct against sabotage since the train line was part of the direct link between Boston & New York. The structure was a critical transportation link between the two cities and had extra protection as a result.
Shortly after the terrorist attacks on September 11, 2001 the Canton Viaduct was guarded by personnel from various law enforcement entities until the U.S. threat level decreased.
In a letter to Canton's Board of Selectmen on February 27, 2002, former Police Chief Peter Bright wrote,
"Canton should be considered a target for terrorists. During training scenarios, the Massachusetts Emergency Management Agency (MEMA) often uses the destruction of the Neponset River viaduct as a worst-case situation for disruption of the national railroad system. The only producer of smallpox vaccine in the Western Hemisphere is housed in Canton. The son of the President of Pakistan also lives in town. The Federal Government considers each of these a high-risk target. If any group decides that these targets warrant an attack, a simultaneous attack on the Town's police and 9-1-1 communications would greatly enhance havoc..."[10]
Recognition
"CANTON VIADUCT
Constructed in 1835
NATIONAL REGISTER OF HISTORIC PLACES
Placed by the Canton Historical Commission
Dedicated on July 4, 1993
NATIONAL HISTORIC CIVIL ENGINEERING LANDMARK
(blue shield logo reads:) AMERICAN SOCIETY OF CIVIL ENGINEERS 1852
Designated by the American Society of Civil Engineers
Dedicated in 1999
The Canton Viaduct is one of the two oldest surviving multiple arch stone railroad bridges still in active mainline use in the United States"
- The Canton Viaduct was listed on the National Register of Historic Places in 1984.[11]
- The viaduct has been designated a National Historic Civil Engineering Landmark by the American Society of Civil Engineers.
- The bridge will celebrate its 175th anniversary (demisemiseptcentennial or quartoseptcentennial) on July 28, 2010.
- For Canton's 175th anniversary commemorative medals were created with the Canton Viaduct engraved.
- For the Boston Society of Civil Engineers' 150th Anniversary a commemorative pen and ink limited edition print was commissioned featuring 13 significant design and construction achievements in Massachusetts between 1804 and 2002. The Canton Viaduct is shown at the bottom right corner of the print.
- The Canton Police Department recognized the Canton Viaduct on their redesigned police badges.
- The Boston & Providence Railroad Corporation used an engraving of the structure on its stock certificates (in the vertical vignette) for 115 years (from 1835 to 1950)
- The Boston & Providence Railroad Corporation named the last locomotive to be built in its own shops "Viaduct" and it served the railroad for 20 years.
- An image of the bridge was used in the Canton Journal's masthead for many years. Many local businesses have used the Canton Viaduct's image and name throughout the years.
- A Lego model of the bridge is on display in the Canton Public Library's Reference room.
Gallery
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Canton Viaduct coping - A horizontal row of granite coping can be seen projecting beyond the wall between the granite arches and the concrete deck
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The Thomas Viaduct is the oldest surviving multiple arch stone railroad bridge still in active mainline use in the United State. It was completed on July 4 1835, just 24 days before the Canton Viaduct had its first "regular passage". The Canton Viaduct and Thomas Viaduct are both classified as "multiple arch" bridges; however the Canton Viaduct's deck arches do not penetrate the walls, unlike the Thomas Viaduct's full arches, and the Canton Viaduct's main support are the parallel walls whereras the Thomas Viaduct's main support are the semi-circular arches.
Footnotes
- ^ a b American Society of Civil Engineers article - Rebuilding History
- ^ Milepost at northern end of bridge
- ^ Spur track map
- ^ Photo of tie stones
- ^ Canton Historical Society: Old Canton Roads and Ways
- ^ Drawing of strap rails
- ^ Drawing of bridge rails
- ^ Galvin, Edward D. (1987). A History Of Canton Junction.
- ^ Canton Historical Society: Canton Junction
- ^ ex-Chief Bright's letter is public record, available at the Canton Police Department[1] and Canton's Board of Selectmen.[2]
- ^ "National Register Information System". National Register of Historic Places. National Park Service. 2008-04-15.
General references
- American Society of Civil Engineers article - Rebuilding History
- Canton Historical Society - A History of The Viaduct
External links
- Canton Historical Commission
- "Canton Viaduct". Historic American Engineering Record. National Park Service. Retrieved 2006-07-02.
{{cite web}}: Cite has empty unknown parameter:|accessyear=(help) - Canton Viaduct photosite
- Canton Viaduct website
- Moyles Quarry a.k.a Canton Viaduct Quarry
- Northeast Railroad Corridor Historic American Engineering Record. National Park Service.
- Paul Revere's Copper Rolling Mill
- West Point in the Making of America: William Gibbs McNeill and George Washington Whistler
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