N&W in 1911--Kenova bridge

[NW Mailing List]

Jim,

The Railway Age Gazette article that I referred to states, in relation to the girders put on top of the piers to support the new trusses outside of the old trusses, "The girders are necessarily very deep, and as there was to be practically no change in grade on the bridge [emphasis mine], it was necessary to cut off the tops of the old piers to provide clearance for the girders below the bottoms of the trusses."

The station was on the approach viaduct near the east end of the bridge, and there was a change in grade on this viaduct when the new bridge was built, but not enough to put it on a different level of the station.  The same article states, "It was desired to reduce the grade of this viaduct approach from 0.5 to 0.3 percent by raising the east end of the viaduct about 5 ft., and the remainder of it by correspondingly lesser amounts, reaching the old grade line about over the second pier of the bridge."  If the grade line on the new bridge had been higher than the grade line on the old bridge that would have increased the grade on the approach viaduct instead of reducing it.

The Railway Age Gazette article is quite interesting, and I recommend it to anyone interested in how such things were done a century ago.

Gordon Hamilton
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  From: NW Mailing List 
  To: NW Mailing List 
  Sent: Friday, October 15, 2010 10:36 AM
  Subject: Re: N&W in 1911--Kenova bridge


  Oh, but the rails WERE raised, Gordon. That is why the upper (open air) waiting area of the station was below track level after the new bridge and viaduct were built. I have my father's word on this. His first job was at Kenova in 1914.    Jim Nichols




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    [  The new truss bridge was built around the old truss bridge, but the old piers were retained, although shortened to accommodate the heaver members of the new bridge while keeping the rail at the same level as previously.  For more details on the bridge replacement, see the interesting article in Railway Age Gazette, Vol. 55, Sep. 5, 1913, p. 407, at Google Books.]


    Gordon Hamilton


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