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Download This Article aptains steering nineteenth century heavy shipping-traffic remained vigi- Historic lant when navigating the waterway of the 850-foot wide Hell Gate Sector ofC New York City’s East River, which is flanked structures by two Manhattan islands and land eastward in Queens, New York. Notoriously ferocious waters, unexpected currents, and huge rocks significant structures of the past lurked below the turbulent surface. Yet this eco- nomically essential waterway provided major regional freight operations. Prior to the Hell Gate Bridge project, freight trains and trucks, for example from New England, stopped at rail termini, such as at Morris Point in the Bronx, and transferred their shipments onto floating barges bound for a des- ® tination terminal, such as in New Jersey, thereby facilitating distribution of goods westward. But the shipping back and forth in the waterways became so congested with ferried traffic that The New York connecting railroad route. Half of the project is viaducts and those involved called for modernization. bridges. Courtesy of Popular Mechanics CopyrightTo expedite a solution Magazine, v. XX: 621. 1913. to such overcrowding and for safety reasons, citizens evaluating opportunities for expansion, including Engineering History pressured Congress to construction of a monumental railroad bridge to finance a deeper channel- span the Hell Gate waterway, to connect New way. Congress, by 1885, England with Long Island through, and into, Gustav Lindenthal’s allocated approximately $600,000 for the U. S. New York City and westward. New York City Army Corps of Engineers to blast 9554 cubic Therefore, the New York Connecting Railroad yards of rock out of the Hell Gate channel using Company incorporated in 1892, by Oliver Barnes Hell Gate Bridge 11,808 pounds of nitroglycerine, along with and Alfred Boller, among others. By 1900, a dou- ~1917 1218 pounds of “giant powder” (TNT) and 8445 ble-track, light Cooper E-40 cantilever bridge pounds of magazine“black powder” (exploding TNT). design by Boller emerged for the site, but was S TBlasting R one cubic U yard of rockC required T about Unot accepted. R E By Alice Oviatt-Lawrence nine-tenths of a pound of nitroglycerine – the The existing bridge over the Hell Gate water- largest single blast removed 300,000 cubic yards way became a reality soon after the turn of the of rock. The Burleigh Drill, diamond drills, and 20th century. In 1900, the Pennsylvania Railroad, handwork removed more rock. Later, the East together with the New York, New Haven & River at Hell Gate was dredged from 26 feet of Hartford Railroad, acquired the 1892 New Alice Oviatt-Lawrence is original depth to 40 feet. York Connecting Railroad Charter, with rights principal of Preservation As marine traffic flourished, so too did the aggres- to traverse the Hell Gate waterway. To facilitate Enterprises, an architectural- sive pursuit of railroad expansion. Engineers after access to New York Pennsylvania Station, tun- engineering research and 1890 knew that the Pennsylvania Railroad was nels were in the works as well. After the definite historic-building analysis electrification of trains, the Pennsylvania Railroad organization. She serves on from 1904-1910 constructed two single-track the SEAoNY Publications tunnels under the Hudson River and four tun- Committee, and may be reached nels beneath the East River, all traveling through at [email protected]. Manhattan’s newly constructed, classical-style 1911 Pennsylvania Station (McKim, Mead and White; demol. 1965.) The President of the Pennsylvania Railroad selected Lindenthal as “Consulting Engineer and Bridge Architect” of the “East River Bridge Division” of the Hell Gate Bridge project in 1904, at the end of Lindenthal’s term as New York City Bridge Commissioner (1902-4). Recent overview of the project looking south, showing the flagship Hell Gate Bridge and the 4-span Little In 1905, Lindenthal, after first considering a The online version of this Hell Gate inverted bowstring arches in the foreground. three-span continuous truss and a three-span article contains detailed Towers probably by Henry Hornbostel, Architect. cantilever design, presented two steel-arch references. Please visit Courtesy of www.loc.gov. HAER. NY-121-16. G. designs: One a crescent arch, with the top and www.STRUCTUREmag.org. Weinstein, Photographer. 1996. bottom chord termini converging, and the other 16 October 2013 STRUCTURE magazine Completing Hell Gate arch top chord over rough waters. structural members manufactured for the floor first act as backstays and counterweights. (Left& Right). The tremendous weights of the towers at the Inside Hell Gate Truss® arch, looking down onto abutments resist the thrust of the bottom chord of the arch where almost all of the forces are transmitted. the tracks. The truss is 53 feet wide over 4 tracks. www.loc.gov HAER 3616-11 Taken 9/30/1915.Accessed Nov. 2012. Note the lateral bracing and the heaviness of the structural materials. The sidewalks flanking the a spandrel arch design, with the termini of solely to resist the arch thrust and place 20 tracks are capable of supporting an overhead trolley. the top and bottom chords splaying apart. tons per square foot pressure on the bedrock. Courtesy of DaveFrieder.com. All Rights Reserved. While the Pennsylvania Railroad aspired to On the Long Island (Queens) side, the exca- a world-class railroad, Lindenthal worked to vated tower base,Copyright with its foundation weight create an historically noteworthy, substantial of eight and one half tons per square foot, various loads. Carbon content in the and visually unforgettable railroad entrance to is 49 feet thick. It rests on Gneiss bedrock hard steel measured 0.27 to 0.34 percent. New York City. Lindenthal’s natural European encountered at 15 to 38 feet below the ground Chemical content was controlled, result- attention to quality, long service-life, and surface, and is 104 feet by 140 feet at the base. ing in maximum sulphur of 0.05 percent, aesthetics coincided with contemporary urban Architect Henry Hornbostel designed the and phosphorus ranging from 0.04 to 0.06 movements working to improve the aesthetics 225-foot high portal towers in the proj- percent. Tests of the hard steel yield point of the built environment. ect. The Romanesque-Revival towers have calculated as +/- 38,000 pounds per square Lindenthal and his 95 assistants, including ground-level footprints of 103 feet by 139 inch, and the ultimate tensile strength +/- Othmar Ammann and David Steinman, feet, with the towers then tapering slightly 71,000 pounds per square inch. prepared the designs and specifications for inward up to an entablature, above which an While Lindenthal with certainty used several miles of viaducts running from the arraymagazine of simple, well crafted, stepped cornice- nickel steel alloy for the eye bars and pins Bronx, into Queens, and Sthree bridges; T a Rmoldings Usupport a parapetC of repeatedT smallU in hisR 1909 cantileveredE Queensborough fixed metal truss bridge over Bronx Kill, Roman arches. A large Roman arch perforates bridge, and considered its use for parts of the noteworthy Little Hell Gate skew-deck each of the four tower wall elevations, flanked Hell Gate, he based his decision to not use four-span reverse bowstring, and the flag- by two loopholes (medieval vertical slits). it on price ($40 more than carbon steel per ship four-track spandrel-arch bridge over The design concept of the portal towers is a ton) and on what was thought at the time Hell Gate. Construction began with the synthesis of historic meaning with new materi- to be a comparatively insignificant structural July, 1912 ground breaking. als and technologies. The towers, appearing to advantage. Lindenthal originally specified be solid, protective, load-bearing stone castle- some structural steel for some parts (floor The Masonry Footings, Tower keeps, become instead grand-arched open City system and suspenders only) of Hell Gate Foundations and Towers Gates, built of concrete with vertical and hori- Bridge but the American Bridge Company zontal steel reinforcing rods and granite facings. provided 100% hard steel for the same price. The Pennsylvania Railroad’s Joseph N. The concrete is waterproofed via its careful In 1910, Lindenthal upgraded the origi- Crawford, Consulting Engineer, made the mix, by smooth-finish toweling before set- nal specifications of the 1904 Pennsylvania initial surveys and wash-borings. Later, core- ting, by proper sloping of the concrete for Railroad standard live loading of Cooper E-50 borings ordered by Lindenthal established the quick water run off, and by the provision to the New York, New Haven and Hartford’s depth to bedrock, confirming on the Wards of good drain holes. The mortar mix is one Cooper E-60 loading. Island side depths of 55 feet to 140 feet below part Portland cement, two parts sand, and the mean high water line. four parts gravel. There are steel girders in The Hell Gate Arch Geological problems on the Wards Island the track floor and roof where the trains pass Superstructure side necessitated difficult, dangerous and through the portals. complex caisson construction, which was han- The two-hinged spandrel arch Hell Gate dled by the New York Connecting Railroad’s The Steel Bridge, including the towers, is 1017 feet, Chief Engineer, P. G. Brown, Civil Engineer. six inches long (977 feet between towers), 93 Here, the tower base and foundation rest on The bridge is constructed of 18,900 tons feet wide at the floor trusses (60 feet between 21 caissons sunk to great depths. Of interest of extra-heavy hard steel. All the rolled truss centers), and is comprised of 100% hard are two rows of deep interlocking reinforced steel – and the forged and cast steel pieces steel. The ratio of rise to span is 1: 4.5, with caissons of 30 feet by 125 feet, which act after annealing – was tested for bending the height of the arch from mean high water and tension, multiple times and under at 305 feet.
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