Coraopolis Bridge | |
---|---|
Coordinates | 40°30′58″N80°09′07″W / 40.51611°N 80.15194°W |
Carries | PA 51 (Coraopolis)/ Grand Avenue (Neville Township) |
Crosses | Ohio River back channel at mile 9.6, CSX (formerly PLE railway ) |
Locale | Coraopolis, Pennsylvania, U.S. |
Official name | Neville Island – Coraopolis Bridge |
Maintained by | Allegheny County, Pennsylvania |
Characteristics | |
Design | Stringer girder bridge |
Total length | 1108 ft |
Longest span | 199 ft |
Clearance below | 45 ft |
History | |
Opened | 1995 |
Location | |
Coraopolis Bridge (formerly the Pittsburgh Sixth Street Bridge) | |
---|---|
Coordinates | 40°30′58″N80°09′07″W / 40.5161°N 80.1519°W |
Carries | Grand Avenue (Neville Twp)/Pennsylvania Route 51 (Coraopolis) |
Crosses | Ohio River back channel at mile 9.6, CSX (formerly PLE railway ) |
Locale | Coraopolis, Pennsylvania |
Official name | Neville Island – Coraopolis Bridge |
Maintained by | Allegheny County, Pennsylvania |
Characteristics | |
Design | 2 Pratt/Bowstring/Pennsylvania through truss main spans, 2 pony truss side spans |
Longest span | 2x 439 ft |
Clearance below | 45.5 ft |
History | |
Opened | 1892 (original location) October 5, 1927 (this location) |
Closed | 1986, replaced 1995 |
Coraopolis Bridge | |
Location | Ohio River Back Channel at Ferree St. and Grand Ave., Coraopolis, Pennsylvania |
Built | 1892 |
Architect | Theodore Cooper, Baird Bros. |
Architectural style | Bowstring Truss |
MPS | Allegheny County Owned River Bridges TR |
NRHP reference No. | 86000021 [1] |
Added to NRHP | January 7, 1986 |
Location | |
The Coraopolis Bridge [1] is a girder bridge over the back channel of the Ohio River connecting Grand Avenue on Neville Island to Ferree Street in Coraopolis, Pennsylvania. It opened in 1995 to replace a structure of historic significance. The original Pratt/Bowstring/Pennsylvania [2] through truss spans, designed by Theodore Cooper, were formerly the (third) Sixth Street Bridge, spanning the Allegheny River, in downtown Pittsburgh, and were built in 1892 by the Union Bridge Company. They were floated downstream by the Foundation Company in 1927 rather than being demolished when the bridge was removed to enable construction of the present (fourth) Three Sisters (Pittsburgh) Sixth Street Self-anchored suspension bridge. However, by the late 1980s, the old bridge could no longer support traffic volumes and was replaced by a newer structure.
The through truss spans incorporated in the present Coraopolis Bridge were originally erected across the Allegheny River at Sixth Street in Pittsburgh, linking Pittsburgh with the main business thoroughfare of neighboring Allegheny City. This was the third of four bridges to serve that location, which is considered among Pittsburgh's most important river crossings. The growth of Pittsburgh was strongly influenced by its numerous waterways, and the successful linking of the city with its neighboring communities by means of bridges was a significant factor in the development of its metropolitan identity. Allegheny City was annexed by Pittsburgh in 1907, becoming the city's "North Side".
The first bridge to cross the Allegheny at Sixth Street was a six-span, flat-roofed, covered wooden bridge constructed in 1819. This bridge had a total length of 1,037 feet (316 m), consisting of four 185-foot (56 m) spans, a 170-foot (52 m) span, and a 137-foot (42 m) span. The design and construction of this bridge have traditionally been attributed to a Mr. Lothrop; it was presumably a Burr arch truss, like the Ninth (Hand) Street Bridge, another of Lothrop's products. Physical evidence for this assumption survived until the 1890s, when an observer reported that the skewbacks from the wooden arches remained visible in the north abutment.
In 1860, a wire-suspension bridge, designed by John A. Roebling, replaced the decaying timber structure. This bridge was four spans long, with two 344-foot (105 m) main spans, and approach spans measuring 177 and 171 feet (54 and 52 m) each. The bridge was dominated by cast iron towers, each formed by four cast iron columns.
Although the Roebling bridge, with its iron superstructure, was generally believed non-flammable, it fell victim to fire on June 19, 1881. The bridge was not destroyed, but its floor system of white pine and white oak was severely damaged. John Harper, president of the Allegheny Bridge Company, which owned and operated the structure, stated that he believed the fire was the result of "sparks and perhaps flame from the stacks" of passing steamboats igniting bird nests located under the superstructure of the bridge. After heavy electric streetcars were introduced to the bridge in 1890, concern over its functional capacity grew, and in 1891 plans were begun to replace the suspension bridge with one that could better handle the steadily increasing traffic, as well as permit trolleys to cross without reducing their speed.
The third Sixth Street Bridge was designed by the nationally significant engineer Theodore Cooper (1839–1919). This bridge has been identified as the last surviving structure entirely designed by Cooper, whose involvement extended even to such details as the bridge's handrail, lamps, and fascia.
The third Sixth Street Bridge, like most roadway river bridges in the 19th century, was privately built and operated as a toll crossing. The total cost of construction was $560,000. This cost was underwritten by the Sixth Street Bridge Company and Fidelity Title and Trust Company, successors to the Allegheny Bridge Company, which had received its charter in 1810. When the bridge was opened in 1893, the toll was set at two cents for each man, while women crossed at no charge. Beginning in the late 1890s, Allegheny County and the City of Pittsburgh undertook a systematic program of acquiring the privately owned bridges within their jurisdiction and eliminating their tolls. The Sixth Street Bridge was purchased by Allegheny County in 1911 along with nine other bridges at the combined price of $2,851,000; all ten of these bridges were subsequently declared free.
The trusses for the third Sixth Street Bridge were fabricated by the Union Bridge Company. This company had been formed in 1884 by the merging of the Central Bridge Company of Buffalo, New York, and Kellogg and Maurice of Athens, Pennsylvania. The Buffalo plant was closed around 1890, so presumably the trusses were produced in the shops which remained at Athens.
The superstructure was erected by the Baird Brothers, John and William, who first advertised in the Pittsburgh and Allegheny City Directory in 1886 as contractors located at Home and Valley Streets. In the 1891 and 1892 editions of the Directory they were listed as bridge builders; their listings no longer appeared by 1900, and by 1911 William Baird had left the construction business and had begun managing a hotel.
The Baird Brothers had been involved with numerous bridge projects and companies in the late nineteenth century. William Baird had worked on seven bridges crossing the Missouri River, the Merchants Bridge across the Mississippi River at St. Louis, two bridges crossing the Ohio River at Wheeling, West Virginia, the bridge carrying the Baltimore and Ohio Railroad across the Susquehanna River, and bridges at Steubenville, Ohio, and Poughkeepsie, New York. John Baird had also been involved in the construction of the Eads Bridge in St. Louis and the Cairo bridge in Memphis, and was employed by the McCann Construction Company, the Keystone Bridge Company, and American Bridge Company.
This bridge was also outgrown.
While the Pittsburgh City Council and the Municipal Affairs Committee of the Pittsburgh Chamber of Commerce argued for the retention and upgrading of the existing bridges, the issue was ultimately decided by the Department of War, acting under the authority of Section 18 of the Rivers and Harbors Act of March 3, 1890 (30 Stat., 1121–1153). This act empowered the Secretary of War to require the removal or alteration of any bridge which " ... is an unreasonable obstruction to the free navigation . . . on account of insufficient height, width of span, or otherwise". So, unfortunately, the War Department decreed that the numerous bridges over the Allegheny with their differing spacing of piers, main spans, and generally low clearances, were an impediment to navigation, and decreed that all bridges would have to be replaced. Although the decree was discussed in the early 1900s, and first issued in 1917, serious work did not begin till 1924. As part of the Three Sisters (Pittsburgh) project, the bridges at Sixth, Seventh, and Ninth Streets were to be demolished and replaced. The other two bridges were destroyed and scrapped, but the Cooper Bowstring trusses were moved to Coraopolis and reused.
Note: The material in this section is taken from a different HAER report. [4]
The 1892 Sixth Street Bridge (as described above, a pair of camelback Pratt trusses and the third bridge built in this location) had a second chance. In 1927, it was lowered from its piers, the top chords partially disassembled. The structure was floated downriver to a new location over the Ohio River back channel between Coraopolis and Neville Island to make way for the current Sixth Street Bridge structure.
The Cooper spans remained in good shape, and concerns for economizing in public works projects led to recycling of the 1892 bridge. Commissioner Armstrong took credit for proposing to reuse the Cooper bridge instead of building an entirely new structure in nearby Coraopolis, saving Allegheny County $350,000. The Foundation Company bid on a contract to move the Sixth Street Bridge from its site in downtown Pittsburgh to Coraopolis, twelve miles away. Winning the contract at a bid of $316,200, the company also assumed any risk that the spans would sink or be damaged during the project. The company allowed pedestrians to cross the structure while roadway removal proceeded in the fall of 1926 in order to reduce the inconvenience for residents. Workers took off half of the roadway at a time, leaving pedestrian areas accessible until final segments were taken away
The bowstring trusses, in addition to weighing 1,600 tons each, presented the difficult problem of being slightly too tall to fit under two bridges along the journey. Because of the stresses inherent in a bowstring truss, the Foundation Company could not merely disassemble them; instead, the firm had to transport the entire 450-foot (140 m) spans, which were 44 feet (13 m) wide and 80 feet (24 m) high.
Each truss consisted of sixteen eye-bar panels pinned together. Removing one part would break the structure's rigidity and make moving it very difficult. Instead of shifting the spans off piers for lowering or pivoting them from their present support, the Foundation Company lowered the structure in position, taking off the masonry and using substitute supports for resting the structure without getting in the way of the process. The contractor attached a frame to each of the piers and abutments, used straps to bind the trusses to each frame, and lowered them using the straps.
With twenty-six 7-inch (18 cm) holes punched in the strap, the company used a matching chain to counter the eight straps. Using pins to move the strap by hole sets, the company brought the spans downward 15 inches (38 cm) at a time with jacks. The pins attached to the plungers of eight 500-ton jacks. The jacks remained in place while the pins moved 15 inches (38 cm). The water-cylinder jacks were also 15 inches (38 cm) high, capable of exerting 3,200 pounds per square inch (22 MPa) after pumping. By bleeding water out of the cylinders of the jacks all at once, workers used the four jacks on each side of the bridge to lower the spans on alternate sides to the full depth of 16 feet (4.9 m).
Workers made a pontoon out of two pairs of barges, spaced to create a platform 400 feet (120 m) long and 52 feet (16 m) wide, which carried the bridge with 20 feet (6.1 m) of overhang. [5] Stringers supported the bridge in forty-two places, with a 40-ton screw jack at each stringer for easier loading and unloading. When workers reached the Manchester Bridge, they had to adjust the bridge to fit the clearance, which was 14 feet (4.3 m) and 12 feet (3.7 m) less than the bridge's height. After supporting the bridge under the floor beams, they disassembled the top chord and stabilized each panel point on the trusses. Steering the bridge under the Manchester Bridge and the railroad bridge at Brunot's Island, the tugboat captains went through the Ohio River lock and up the back channel toward Coraopolis, where piers and abutments had been constructed.
Reversing the process and using the same jacks and steel frames to raise the structure 32 feet (9.8 m), the company erected the Cooper bridge 30 days after the project began.
The Farris Engineering Company, a Pittsburgh company located in the Empire Building, performed a great deal of work on the bridge at its new location. The original approved contract for their work had a price total of $271,811.50. They built portions of the substructure that the Foundation Company had not done. Farris also erected the two pony truss approach spans, repaired and painted the main superstructure, and paved the bridge deck and the two approaches.
The approach spans, and the end bearings for the main spans, were fabricated by the American Bridge Company at its shops located in Ambridge, Pennsylvania.
Allegheny County ended up replacing the Coraopolis Bridge with a new bridge at this location. By the 1980s, due to its deteriorated condition and inadequate load carrying capacity, the four span truss bridge did not meet the transportation needs of its location.
After nearly 50 years of additional service, which included weight restrictions and closings during cold weather (for a time it was restricted to carrying vehicles with a maximum weight of three tons, and it was only open to vehicular traffic during periods when the temperature is above 30 degrees Fahrenheit), the old bridge was replaced by a deck girder bridge which was completed in 1995.
Thus, eventually it was closed, demolished, and replaced, ending a unique chapter in American bridge history.
The current Coraopolis-Neville Island Bridge at this location (OB02) was built in 1994 and completed in 1995. This steel deck girder bridge spans the back channel of the Ohio River between Coraopolis, Pennsylvania, and Neville Township, Pennsylvania. The main span is approximately 199 feet (61 m), and the height of the deck is approximately 45 feet (14 m). [2]
Neville Township is a township in Allegheny County, Pennsylvania, United States. Its land area consists entirely of Neville Island, which is an island on the Ohio River. The population was 1,108 at the 2020 census.
The Three Sisters are three similar self-anchored suspension bridges spanning the Allegheny River in downtown Pittsburgh, Pennsylvania at 6th, 7th, and 9th streets, generally running north–south. The bridges have been given formal names to honor important Pittsburgh residents:
The Roberto Clemente Bridge, also known as the Sixth Street Bridge, spans the Allegheny River in downtown Pittsburgh, Pennsylvania, United States.
The Fort Duquesne Bridge is a steel bowstring arch bridge that spans the Allegheny River in Pittsburgh, Pennsylvania. It was colloquially referred to as "The Bridge to Nowhere" prior to its completion.
Theodore Cooper was an American civil engineer. He may be best known as consulting engineer on the Quebec Bridge that collapsed in 1907.
The Sewickley Bridge is a steel continuous truss bridge spanning the Ohio River between Sewickley and Moon Township, Pennsylvania, carrying State Route 4025 and the Orange Belt. It was built by American Bridge Company and opened on October 21, 1981.
The South Tenth Street Bridge, most often called the Tenth Street Bridge, but officially dubbed the Philip Murray Bridge, is a suspension bridge that spans the Monongahela River in Downtown Pittsburgh, Pennsylvania.
The Birmingham Bridge is a bowstring arch bridge that is located in Pittsburgh, Pennsylvania and spans the Monongahela River.
The Hot Metal Bridge is a truss bridge in Pittsburgh, Pennsylvania, that crosses the Monongahela River. The bridge consists of two parallel spans on a single set of piers: the former Monongahela Connecting Railroad Bridge, built in 1887, on the upstream side and the former Hot Metal Bridge, built in 1900, on the downstream side. The Monongahela Connecting Railroad Bridge carried conventional railroad traffic, while the Hot Metal Bridge connected parts of the J&L Steel mill, carrying crucibles of molten iron from the blast furnaces in ladle transfer cars to the open hearth furnaces on the opposite bank to be converted to steel. During World War II 15% of America's steel making capacity crossed over the Hot Metal Bridge, up to 180 tons per hour. The upstream span was converted to road use after a $14.6 million restoration, and opened by Mayor Tom Murphy with a ceremony honoring former steel workers on June 23, 2000. The bridge connects 2nd Avenue at the Pittsburgh Technology Center in South Oakland with Hot Metal Street in the South Side. The downstream span reopened for pedestrian and bicycle use in late 2007 after two years of work. The Great Allegheny Passage hiker/biker trail passes over this bridge as it approaches Pittsburgh's Golden Triangle area.
The West End Bridge is a steel tied-arch bridge over the Ohio River in Pittsburgh, Pennsylvania, approximately 1 mile (1.6 km) below the confluence of the Allegheny and Monongahela Rivers. It connects the West End to the Chateau neighborhood on the North Side of Pittsburgh.
The Rachel Carson Bridge, also known as the Ninth Street Bridge, spans the Allegheny River in Downtown Pittsburgh, Pennsylvania in the United States.
The Ohio Connecting Railroad Bridge is a steel bridge which crosses the Ohio River at Brunot's Island at the west end of Pittsburgh, Pennsylvania, United States. It consists of two major through truss spans over the main and back channels of the river, of 508 feet (155 m) and 406 feet (124 m) respectively, with deck truss approaches.
The David McCullough Bridge, commonly and historically known as the 16th Street Bridge, is a steel trussed through arch bridge that spans the Allegheny River in Pittsburgh, Pennsylvania.
Schenley Tunnel is a railroad tunnel in Pittsburgh, Pennsylvania, United States. The tunnel runs beneath Neville Street in the city's North Oakland neighborhood; the south portal is at the upper end of Junction Hollow emerging from under Filmore St., the north emerges from under Centre Ave. into a ravine that opens into Skunk Hollow, between North Oakland and Bloomfield.
The Tioronda Bridge once carried South Avenue in Beacon, New York, across Fishkill Creek. Built between 1869 and 1873 by the Ohio Bridge Company, it was demolished by the city in December 2006. The bridge had been listed on the National Register of Historic Places in 1976, but a decade later had deteriorated to the point that it had to be closed.
Foxburg Bridge was a steel-built truss bridge in Foxburg, Pennsylvania. The crossing, which spanned the Allegheny River, was built by the Baltimore and Ohio Railroad in the 1920s. It originally had a two-tier design in which the top level carried a branch of Northern Subdivision railroad while the lower level was used by road traffic and pedestrians.
The Brady Street Bridge, also known as the South 22nd Street Bridge, was a steel bowstring arch bridge in Pittsburgh, Pennsylvania, which crossed over the Monongahela River at South 22nd Street. Its main span was a tied arch with a suspended road deck, with two through-truss side spans, carrying two traffic lanes between Brady Street on the Pittsburgh side and South 22nd Street on the south side. Approach viaducts were built at either end. The bridge was built by the Schultz Bridge and Iron Company.
The Fleming Park Bridge is a through truss bridge which spans the back channel of the Ohio River, between Neville Island and Stowe Township, PA. Although the Ohio River's back channel is only 590 feet wide, roughly 660 feet of this newer bridge was erected over water due to the unique 65-degree angle of the structure's trajectory.
The Herr's Island Railroad Bridge, also known as the West Penn Railroad Bridge, is a truss bridge across the Allegheny River in the United States between the Pittsburgh neighborhoods of Troy Hill and Herrs Island.
The Senator Robert D. Fleming Bridge, commonly known as the 62nd Street Bridge, is a truss bridge that carries Pennsylvania Route 8 across the Allegheny River between the Pittsburgh neighborhoods of Morningside and Lawrenceville and Sharpsburg, Pennsylvania.