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|official_name= Susquehanna River Movable Bridge |official_name= Susquehanna River Movable Bridge
|image= Southbound Acela Express crossing the Susquehanna River Bridge.jpg |image= Southbound Acela Express crossing the Susquehanna River Bridge.jpg
|caption= Southbound ] crosses the bridge in 2008. The piers of the predecessor ] are to the right. |caption= A southbound '']'' crosses the bridge in 2008. The piers of the predecessor bridge are visible on the right.
|alt=A high-speed passenger train crossing a multi-span truss bridge over a wide river. Masonry piers are visible near the bridge.
|image_size=300px
|also_known_as= |also_known_as=
|carries= ] ] rail line |carries= ] ] rail line
|crosses= ] |crosses= ]
|locale= ] and ], ] |locale= ] and ], ], United States
|maint=] |maint=]
|id= |id=
Line 13: Line 15:
|design=Howe ] |design=Howe ]
|mainspan= |mainspan=
|length={{convert|4153|ft|m}}<ref name="RobertsBook">{{cite book | last = Roberts| first = Charles S. |author2=David W. Messer | title = Triumph VI: Philadelphia, Columbia, Harrisburg to Baltimore and Washington DC: 1827-2003 | publisher = Barnard, Roberts, and Co., Inc. | year = 2003 | location = Baltimore, Maryland | isbn = 0-934118-28-0 }}</ref>{{rp|119}} |length={{convert|4153.8|ft|m}}<ref name="RobertsBook">{{cite book |last1=Roberts |first1=Charles S. |first2=David W. |last2=Messer |title=Triumph VI: Philadelphia, Columbia, Harrisburg to Baltimore and Washington DC: 1827-2003 |publisher=Barnard, Roberts, and Co., Inc. |year=2003 |location=Baltimore, Maryland |isbn=0-934118-28-0 }}</ref>{{rp|119}}<ref name=eir1 />
|spans=18 (including center swing span)<ref name="RobertsBook" />{{rp|119}} |spans=17 fixed spans, 1 swing span<ref name=eir1 />
|width= |width=
|clearance_below={{convert|52|ft|m|1}} closed<br />{{convert|127|ft|m|1}} open<ref name=clearance />
|clearance_below={{convert|52|ft|m|1}} when closed; {{convert|127|ft|m|1}} when open <ref name="NauticalAmtrak">{{cite web|title=Nautical chart for Perryville vicinity |work=Maptech MapServer |url=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 |access-date=December 28, 2008 }}{{dead link|date=July 2017 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
|below= |below=
|num_track=2|track_gauge=Standard |num_track=2
|track_gauge={{track gauge|standard|allk=on}}
|builder=] and ] |builder=] and ]
|open=May 29, 1906<ref name="Baer1906">{{cite web | last=Baer | first = Christopher T. | title=PRR Chronology: 1906 | url= http://www.prrths.com/newprr_files/Hagley/PRR1906%20Mar%2005.pdf | access-date=June 4, 2015}}</ref> |open=November 26, 1866<ref name="Wilson">{{cite book |title=History of the Pennsylvania Railroad Company |last=Wilson |first=William B. |year=1895 |publisher=Henry T. Coates & Co |location=Philadelphia |url=https://archive.org/details/historypennsylv00wilsgoog}}</ref>
|rebuilt=1904–May 29, 1906<br />2025–2036
|closed=
⚫ |traffic=Up to 114 daily passenger and freight trains
|toll=
⚫ |traffic=Over 110 passenger and freight trains per day<ref name="MA20221118"/>
|coordinates = {{coord|39.5548|-76.0851|region:US-MD_type:landmark|display=inline,title}} |coordinates = {{coord|39.5548|-76.0851|region:US-MD_type:landmark|display=inline,title}}
}} }}
⚫ ] can be seen in the foreground. Other bridges visible upstream are, front to back: the ], the ], and the ]]]


The '''Amtrak Susquehanna River Bridge''' is a ] structure, opened in 1906, that carries two tracks of ]'s ] line across the ] between ] and ], ].<ref>{{cite web|url= http://www.northeastallianceforrail.org/2011/08/a-21st-century-nec-the-top-four-failing-bridges-on-the-nec.html| publisher=]| title=A 21st Century NEC: The Top Four Failing Bridges that Must Be Replaced| quote=In May 2011, Maryland was awarded a $22 million federal, high-speed rail grant to support initial design and engineering for the Susquehanna Bridge replacement. Priced at $500 million, the bridge is the most expensive to replace in Maryland.| author = Jeremy Steinemann| date =August 23, 2011}}</ref> The '''Amtrak Susquehanna River Bridge''' is a ] bridge that carries the ] ] line across the ] between ] and ], ]. The {{convert|4153.8|ft|m|adj=on}}-long two-track bridge has 17 fixed spans and one ] across the river's navigation channel. It carries up to 114 daily passenger and freight trains.

The first bridge at the site was opened in 1866 by the ], replacing a ] service in use since 1837. The ] opened the current bridge in 1906; the older bridge was reused as a road bridge from 1909 to 1940 and demolished in 1942–43. Several rounds of repairs and rehabilitation took place from the 1960s to the 2000s. Construction of a pair of two-track replacement bridges is expected to last from 2025 to 2036.

== Design and operations ==
⚫ ], the ], and the ]-->|alt=A truss swing bridge span in the center of a wide river]]
The bridge crosses the ] between ] and ], ], {{convert|1.0|miles}} above its mouth.<ref name=clearance /> It is {{convert|4153.8|feet}} long with 18 steel truss spans on masonry supports.<ref name="construction"/><ref name=eir1 />{{rp|Fig. 1–5}} From north to south, there is one span of {{convert|197|feet|2|in}}, eight of {{convert|260|feet}}, a ] of {{convert|280|feet}}, seven spans of {{convert|200|ft}}, and one of {{convert|196|feet|6|in}}. The northernmost two and southernmost two spans are primarily over land; the end spans cross over Broad Street in Perryville and North Union Avenue in Havre de Grace.<ref name=eir1>{{cite book |chapter-url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/susquehanna-river-bridge/environmental-assessment/susquehanna-river-rail-bridge-project-environmental-assessment-chapter-1.pdf |url=https://amtraknewera.com/srb/resources/ |title=Susquehanna River Rail Bridge Project Environmental Assessment And Draft 4(f) Evaluation |date=March 2017 |publisher=Federal Railroad Administration |chapter=Chapter 1: Purpose and Need}}</ref>{{rp|Fig. 1–5}}

The bridge carries two tracks of the ] rail line.<ref name=eir1 />{{rp|1}} It is used by up to 90 ] intercity trains and 14 ] ] commuter trains per day.<ref name=factsheet>{{cite web |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/susquehanna-river-bridge/srb-fact-sheet-2024.pdf |title=Susquehanna River Rail Bridge Project |date=2024 |publisher=Amtrak}}</ref> Maximum speed over the bridge is {{convert|90|mph|km/h}}, slower than the {{convert|135|mph}} allowed on adjacent sections of the Northeast Corridor.<ref name=eir1 />{{rp|4}} The bridge is also used by up to 10 daily freight trains, which are operated by ] under a ] agreement.<ref name=factsheet /> Freight trains are limited to {{convert|30|mph|km/h}} over the bridge and are generally operated during nighttime hours to avoid interfering with passenger operations.<ref>{{cite web |title=Hot Spots: Perryville and Havre de Grace, Md. |last=Volin |first=Rudy |work=Trains Magazine |date=July 6, 2006 |url=http://www.trains.com/trn/default.aspx?c=a&id=532 |archive-url= https://web.archive.org/web/20081204214928/http://www.trains.com/trn/default.aspx?c=a&id=532 |archive-date=December 4, 2008}}</ref><ref name=eir1 />{{rp|4}}

Vertical clearance under the swing span is {{convert|52|ft|m|1}} above ] when closed and {{convert|127|feet|m|1}} when open.<ref name=clearance>{{cite magazine |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/susquehanna-river-bridge/public-outreach/susquehanna-river-rail-bridge-project-newsletter-may-2023.pdf |title=What's Happening Here? |magazine=Susquehanna River Rail Bridge Project Newsletter |issue=2 |date=May 2023 |publisher=Amtrak |page=1}}</ref><ref name=eir1 />{{rp|6}} It has two channels, each {{convert|100|feet}} wide.<ref name=construction /><ref name=eir1 />{{rp|6}} The only significant commercial water traffic under the bridge consists of barges from a ] quarry just upstream of Havre de Grace.<ref>{{cite book |last=Brubaker |first=John H. |title=Down the Susquehanna to the Chesapeake |publisher=Penn State Press |year=2002 |url=https://books.google.com/books?id=l3VccowaxDoC |isbn=0-271-02184-5}}</ref>{{rp|233}} The bridge's swing span is opened about 10 times a year; vessels that require such an opening must provide 24-hour advance notice.<ref name=clearance /><ref name=eir1 />{{rp|4}}<ref name=eir3>{{cite book |chapter-url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/susquehanna-river-bridge/environmental-assessment/susquehanna-river-rail-bridge-project-environmental-assessment-chapter-3.pdf |url=https://amtraknewera.com/srb/resources/ |title=Susquehanna River Rail Bridge Project Environmental Assessment And Draft 4(f) Evaluation |date=March 2017 |publisher=Federal Railroad Administration |chapter=Chapter 3: Transportation}}</ref>{{rp|4}} Due to the older design of the swing span, each opening requires more than 30 Amtrak workers on site.<ref name=eir1 />{{rp|3}}


== History == == History ==
===First bridge===
The vicinity of the bridge has been used as a river crossing for more than 300 years. In 1695, the colonial ] granted the first licenses to operate a ferry between Perryville and what is now Havre de Grace. In 1837, railroad lines south from ], and north from ] arrived at the riverbanks. For 29 years, including the duration of the ], a ] carried passengers (on foot) and freight cars between the two towns. In 1854, a larger ferryboat began to transport entire passenger cars across the river.<ref name="RobertsBook" />{{rp|37–40,111}}
]
] opened north from ] to Havre de Grace on July 6, 1837.<ref name=potter />{{rp|64}} The ] opened south from ], to Perryville on July 31, 1837.<ref name=potter>{{cite thesis |url=https://udspace.udel.edu/handle/19716/32804 |title=The Philadelphia, Wilmington and Baltimore Railroad, 1831-1840: a study in early railroad transportation |first=Jack C. |last=Potter |year=1960 |publisher=University of Delaware |degree=MSc}}</ref>{{rp|90}} This completed a rail line between Baltimore and Wilmington (and soon Philadelphia) save for the crossing of the Susquehanna.<ref name=Wilson />{{rp|300}} The railroads were merged in 1838 as the ] (PW&B).<ref name=Wilson />{{rp|293}} A ], the ''Susquehanna'', carried passengers (on foot) and freight cars across the river. It was replaced in 1854 by the larger ''Maryland'', which also transported passenger cars.<ref name="RobertsBook" />{{rp|37–40,111}}<ref name=Wilson />{{rp|301}}

Despite winter ice often stopping ferry service, opposition from upstream interests prevented the PW&B from obtaining legislative permission to bridge the river. Not until May 1852 – after a winter where temporary tracks were laid upon the thick ice to maintain service – was permission issued. The PW&B began construction of a wooden truss bridge in 1862. The masonry and most of the wooden spans were complete in 1866, but a ] severely damaged the wooden components on July 25, 1866. Repairs were quickly made and the first ] crossed the bridge on November 20, 1866. The cost of construction, including rebuilding most of the truss portions, was $2.3 million. ]s began service over the bridge on November 26, 1866.<ref name="Wilson" />{{rp|309–311}} The bridge was {{convert|3269|ft|m}} long with 13 spans.<ref name="RobertsBook" />


In 1866, after 12 years of intermittent construction, the ] (PW&B) completed a wooden ] ]. Iron reinforcements were added between 1874 and 1880. In 1881, when the ] (PRR) formally took control of the PW&B, it cut rival ]'s access to the PW&B. The B&O was forced to construct a parallel route between Baltimore and ], including ] about {{convert|1|mi|km}} upstream. Iron reinforcements were added between 1874 and 1879, followed by a new swing span in March 1880.<ref name="Wilson" />{{rp|311}} Granite for the rebuilt piers was mined in nearby ].<ref name=dec2024 /> The ] (PRR) took control of the PW&B in 1881. Its rival, the ] (B&O), used trackage rights over the PW&B. The PRR ended the agreement in 1884 before the B&O finished ] between Baltimore and ]. That route, which included ] about {{convert|1|mi|km}} upstream from the PW&B bridge, opened in 1886.<ref name=Harwood2>{{cite book | last=Harwood, Jr. | first=Herbert H. | title=Royal Blue Line: The Classic B&O Train Between Washington and New York | publisher=Johns Hopkins University Press | year=2002 | url=https://books.google.com/books?id=1xFtQGUUaxYC | isbn=0-8018-7061-5 |pages=29–43}}</ref>
{{clear left}}


===Second bridge===
In 1904-06, the PRR replaced the PW&B crossing with a new bridge just a few yards upstream.<ref name="RobertsBook" />{{rp|40–43,117–118}} Construction on the main structure started on August 5, 1905, and the first train rode over the bridge on May 26, 1906. The bridge was made parallel to the old bridge. The ] erected the west half of the bridge and the ] erected the east half. A strike of American Bridge Company's employees delayed construction. The bridge was 4,154 feet in length: eight spans 260 feet in length, seven spans 200 feet and 9 inches in length and a draw span of 260 feet.<ref name="construction">{{Cite news |url=https://www.newspapers.com/article/the-cecil-whig-pennsy-to-use-the-big-bri/127437063/ |title=Pennsy to Use the Big Bridge Today |date=1906-05-26 |newspaper=] |page=1 |via=] |access-date=2023-07-01}}{{Open access}}</ref> Opened on May 29, 1906,<ref name="Baer1906" /> it includes a center swing span to increase vertical clearance for water traffic from the nominal {{convert|52|ft|m|1}}.<ref name="NauticalAmtrak" /><ref name="construction"/> In 1934, the PRR began installing ] on the span to help extend ] south from Wilmington to ] Regular electrified passenger service across the bridge began on February 10, 1935.<ref name="RobertsBook" />{{rp|44–45}}
]
In 1904–06, the PRR replaced the PW&B crossing with a new bridge just upstream from the old bridge.<ref name="Baer1906">{{cite web |last=Baer |first=Christopher T. |title=1906 |url=http://www.prrths.com/newprr_files/Hagley/PRR1906.pdf |work=A General Chronology of the Pennsylvania Railroad Company Predecessors and Successors and its Historical Context |date=May 2016 |publisher=Pennsylvania Technical and Historical Society}}</ref><ref name="RobertsBook" />{{rp|40–43,117–118}} Construction on the main structure started on August 5, 1905, and the first train rode over the bridge on May 26, 1906. The ] erected the west half of the bridge; the ] erected the east half. A strike of American Bridge Company's employees delayed construction.<ref name="construction">{{Cite news |url=https://www.newspapers.com/article/the-cecil-whig-pennsy-to-use-the-big-bri/127437063/ |title=Pennsy to Use the Big Bridge Today |date=May 26, 1906 |newspaper=] |page=1 |via=] |archive-date=July 1, 2023 |archive-url=https://web.archive.org/web/20230701223240/https://www.newspapers.com/article/the-cecil-whig-pennsy-to-use-the-big-bri/127437063/ |url-status=live}}{{Open access}}</ref> The bridge opened for regular traffic on May 29, 1906.<ref name="Baer1906" />


The PRR offered the old bridge to the city of Havre de Grace and the counties as a road bridge, but the offer was declined.<ref name="construction" /> The swing span was removed by request of the ] to aid navigation. In 1909, the PRR spent about $100,000 (equivalent to ${{Format price|{{Inflation|US-GDP|100000|1909}}}} in {{Inflation/year|US}}) to convert it to a road bridge with a new swing span and a wider deck.<ref name=apr1909>{{cite news |url=https://www.newspapers.com/article/altoona-tribune/161391364/ |title=Vehicles and Pedestrians |newspaper=Altoona Tribune |date=April 22, 1909 |page=4 |via=Newspapers.com}}</ref><ref name=dec1909 /> The railroad sold the bridge for $700 ({{Inflation|US|700|1909|fmt=eq|r=-3}}) to a private firm, which reopened it as a toll bridge on December 15, 1909.<ref name=dec1942>{{cite news |url=https://www.newspapers.com/article/the-news-journal/161385735/ |title=Havre de Grace 'Gold Mine' Bridge Being Razed For Scrap |newspaper=The News Journal |date=December 17, 1942 |page=29 |via=Newspapers.com}}</ref><ref name=dec1909 /> This allowed the PRR to shed its obligation to carry passengers for free between Perryville and Havre de Grace on some trains, which had been a condition of the original construction of the bridge.<ref name=dec1909>{{cite news |url=https://www.newspapers.com/article/the-philadelphia-inquirer/161393496/ |title=New Susquehanna Bridge |newspaper=The Philadelphia Inquirer |date=December 12, 1909 |page=27 |via=Newspapers.com}}</ref><ref name=apr1909 />
Ownership of the bridge passed to Amtrak in 1976 when it acquired much of the Northeast Corridor infrastructure.<ref name="Baer1976">{{cite web | last=Baer | first = Christopher T. | title=PRR Chronology: 1976 | url=http://www.prrths.com/newprr_files/Hagley/PRR1976.pdf | access-date=June 4, 2015}}</ref>


The state purchased the road bridge for $585,000 (equivalent to ${{Format price|{{Inflation|US-GDP|585000|1923}}}} in {{Inflation/year|US}}) in February 1923. During 1927, the state added a second deck at a cost of $450,000 (equivalent to ${{Format price|{{Inflation|US-GDP|450000|1927}}}} in {{Inflation/year|US}}) to separate directions of traffic.<ref name=doubledecker /><ref name=tobefree>{{cite news |url=https://www.newspapers.com/article/the-midland-journal/161437862/ |title=State Bridge To Be Free |newspaper=The Midland Journal |date=July 20, 1928 |page=1 |via=Newspapers.com}}</ref> It was claimed to be the first ] road bridge in the world.<ref name=doubledecker>{{cite news |url=https://www.newspapers.com/article/the-evening-journal/161417654/ |title=Will Complete Double Decker Span In Month |newspaper=The Evening Journal |date=August 16, 1927 |page=15 |via=Newspapers.com}}</ref> Tolls on the bridge were removed on September 15, 1928.<ref name=tobefree /> The ] upstream opened on August 28, 1940, and the older road bridge was closed.<ref>{{cite news |url=https://www.newspapers.com/article/the-morning-news/161441672/ |title=Double-Decker in Discard As New Span Opens Today |newspaper=The Morning News |date=August 28, 1940 |page=15 |via=Newspapers.com}}</ref> Demolition of the old bridge for ] began in December 1942 and was completed in April 1943.<ref name=dec1942 /><ref>{{cite news |url=https://www.newspapers.com/article/the-baltimore-sun/161448058/ |title=Counties With War Fever |newspaper=The Baltimore Sun |first=M.H. |last=Cadwalader |date=April 18, 1943 |page=66 |via=Newspapers.com}}</ref> The piers were not demolished and remained in the river next to the rail bridge.<ref name=eir1 />{{rp|2}}
== Present status ==
As of 2006, about 100 Amtrak and ] passenger trains crossed the bridge each weekday at {{convert|90|mph|km/h}}; about 12 freight trains a day crossed at {{convert|30|mph|km/h}}. Freight traffic, operated by ] under a ] agreement, is generally restricted to nighttime hours to avoid interfering with passenger operations.<ref>{{cite web | title=Hot Spots: Perryville and Havre de Grace, Md. | last=Volin | first=Rudy | work=TRAINS Magazine | date=July 6, 2006 | url=http://www.trains.com/trn/default.aspx?c=a&id=532 | access-date=December 28, 2008| archive-url= https://web.archive.org/web/20081204214928/http://www.trains.com/trn/default.aspx?c=a&id=532| archive-date= 4 December 2008 <!--DASHBot-->| url-status=live}}</ref>


In 1934, the PRR began installing ] on the 1906-built bridge to help extend ] south from Wilmington to ] Regular electrified passenger service across the bridge began on February 10, 1935.<ref name="RobertsBook" />{{rp|44–45}} Ownership of the bridge passed to Amtrak in 1976 when it acquired much of the Northeast Corridor infrastructure.<ref name="Baer1976">{{cite web |last=Baer |first=Christopher T. |title=1976 | url=http://www.prrths.com/newprr_files/Hagley/PRR1976.pdf |work=A General Chronology of the Pennsylvania Railroad Company Predecessors and Successors and its Historical Context |date=April 2015 |publisher=Pennsylvania Technical and Historical Society}}</ref><ref name=eir1 />{{rp|2}} Significant repairs and rehabilitation of the bridge took place in the 1960s, 1985, 1991, and 1998.<ref name=eir1 />{{rp|3}} In 2005 and 2007, Amtrak replaced the ] on the bridge, installed ], and installed new deck-level maintenance walkways – changes meant to extend the life of the bridge by 20 to 25 years.<ref>{{cite magazine |title=Capital Investment in Bridge Aims to Improve Reliability |url=http://www.amtrak.com/pdf/ink/AmtrakInk-032207.pdf |magazine=Amtrak Ink |pages=1–7 |date=March 2007 |archive-date=June 6, 2011 |archive-url=https://www.governmentattic.org/19docs/AmtrakInkNewsletters_2006-2010.pdf |publisher=Amtrak}}</ref>
The only significant commercial water traffic under the bridge consists of barges from a large granite quarry just upstream of Havre de Grace.<ref>{{cite book | last=Brubaker | first=John H. | title=Down the Susquehanna to the Chesapeake | publisher=Penn State Press | year=2002 | url=https://books.google.com/books?id=l3VccowaxDoC | isbn=0-271-02184-5}}</ref>{{rp|233}} The bridge's swing span rarely needs to be opened; vessels that require such an opening must provide 24-hour advance notice.<ref name="RobertsBook" />{{rp|125}}
{{clear left}}


⚫ === Replacement ===
In 2005 and 2007, Amtrak replaced the ] on the bridge, installed ], and installed new deck-level maintenance walkways, changes meant to extend the life of the bridge by 20 to 25 years.<ref>{{cite web | title=Capital Investment in Bridge Aims to Improve Reliability | url= http://www.amtrak.com/pdf/ink/AmtrakInk-032207.pdf | work= Amtrak Ink | pages= 1–7 | date = March 2007 | access-date=December 28, 2008}}</ref>
]
Amtrak reports in 2009 and 2010 identified replacement of the bridge with a higher fixed span as a high priority for the railroad.<ref name=eir1 />{{rp|7, 9}} In May 2011, the ] awarded $22 million for engineering and environmental work.<ref>{{cite press release |publisher=U.S. Department of Transportation |date=May 9, 2011 |title=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 |archive-date=February 20, 2013 |url=http://www.fra.dot.gov/eLib/details/L01069 |archive-url=https://web.archive.org/web/20130220104534/http://www.fra.dot.gov/eLib/details/L01069}}</ref> Preliminary engineering work began in 2013. The ] was released in 2017.<ref>{{cite web |url=https://nec.amtrak.com/project/susquehanna-river-rail-bridge-project/ |title=Susquehanna River Rail Bridge Project |publisher=Amtrak |archive-date=February 20, 2020 |archive-url=https://web.archive.org/web/20200220030623/https://nec.amtrak.com/project/susquehanna-river-rail-bridge-project/}}</ref><ref name=faq /> The report analyzed 24 alternatives, including rehabilitation of the existing bridge and construction of one or two new bridges. Both chosen alternatives called for two 2-track bridges – one just upstream with a maximum speed of {{convert|90|mph}}, and one on the site of the existing bridge. They varied only in the maximum speed of the second bridge – {{convert|150|mph}} or {{convert|160|mph}} – with the latter requiring reconstruction of an overhead road bridge in Havre de Grace.<ref name=eir2>{{cite book |chapter-url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/susquehanna-river-bridge/environmental-assessment/susquehanna-river-rail-bridge-project-environmental-assessment-chapter-2.pdf |url=https://amtraknewera.com/srb/resources/ |title=Susquehanna River Rail Bridge Project Environmental Assessment And Draft 4(f) Evaluation |date=March 2017 |publisher=Federal Railroad Administration |chapter=Chapter 2: Project Alternatives}}</ref>{{rp|4, 7}} ] spans with a ] over the navigation channel were chosen.<ref name=eir2 />{{rp|8}} Reuse of the 1866 bridge piers for a bicycle and pedestrian bridge was considered, but was found infeasible due to their poor condition.<ref name=faq />


In November 2022, Amtrak announced plans to replace the bridge, with design and construction contracts to be awarded in 2023.<ref name="MA20221118">{{cite web |last1=Weinberg |first1=Harrison |title=Amtrak Advances Susquehanna River Bridge Project |url=https://media.amtrak.com/2022/11/amtrak-advances-susquehanna-river-rail-bridge-project/ |publisher=Amtrak |date=November 18, 2022 |archive-date=November 26, 2022 |archive-url=https://web.archive.org/web/20221126060325/https://media.amtrak.com/2022/11/amtrak-advances-susquehanna-river-rail-bridge-project/ |url-status=live }}</ref> In November 2023, Amtrak was awarded $2.1 billion for the project from the ].<ref>{{Cite press release |date=November 6, 2023 |title=Fact Sheet: President Biden Advances Vision for World Class Passenger Rail by Delivering Billions in New Funding |url=https://www.whitehouse.gov/briefing-room/statements-releases/2023/11/06/fact-sheet-president-biden-advances-vision-for-world-class-passenger-rail-by-delivering-billions-in-new-funding/ |website=The White House |language=en-US |archive-date=November 6, 2023 |archive-url=https://web.archive.org/web/20231106105454/https://www.whitehouse.gov/briefing-room/statements-releases/2023/11/06/fact-sheet-president-biden-advances-vision-for-world-class-passenger-rail-by-delivering-billions-in-new-funding/ |url-status=live }}</ref> Amtrak awarded the main construction contract and two supporting contracts in December 2023.<ref>{{cite press release |url=https://media.amtrak.com/2023/12/amtrak-awards-three-important-contracts-for-the-susquehanna-river-rail-bridge-replacement-program/ |title=Amtrak Awards Three Important Contracts for the Susquehanna River Rail Bridge Replacement Program |date=December 22, 2023 |publisher=Amtrak}}</ref> Removal of the ten remaining piers of the 1866 bridge began in early 2024 and was completed that December. Several stones were preserved for use by the municipalities of Perryville and Havre de Grace.<ref name=dec2024>{{cite press release |url=https://media.amtrak.com/2024/12/amtrak-completes-important-early-construction-activity-for-susquehanna-river-bridge-project/ |title=Amtrak Completes Important Early Construction Activity for Susquehanna River Bridge Project |date=December 17, 2024 |publisher=Amtrak}}</ref><ref>{{cite news |url=https://www.trains.com/trn/news-reviews/news-wire/removal-of-old-bridge-piers-completed-at-site-of-amtraks-new-susquehanna-river-bridge/ |title=Removal of old bridge piers completed at site of Amtrak’s new Susquehanna River Bridge |newspaper=Train News Wire |date=December 18, 2024 |access-date=December 21, 2024}}</ref>
⚫ == Replacement ==
Preparations to replace the 1906 bridge began in May 2011, when the ] said it would provide $22 million for engineering and environmental work.<ref>{{cite web |author=U.S. Department of Transportation |date=May 9, 2011 |title=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 |url=http://www.fra.dot.gov/eLib/details/L01069 |access-date=April 30, 2013 }}</ref> (The ] and ] bridges, two spans of similar age on the Northeast Corridor in Maryland, were also under consideration for replacement.<ref>{{cite web|title=Amtrak Update: CSG-ERC Executive Committee |last=Decker |first=Caroline |url=http://www.csgeast.org/Annual_Meeting/2007/present/amtrakdecker.ppt |archive-url=https://web.archive.org/web/20091016214336/http://www.csgeast.org/Annual_Meeting/2007/present/amtrakdecker.ppt |url-status=dead |archive-date=October 16, 2009 |access-date=December 28, 2008 }}</ref>) The project study began in 2013 and was completed in 2017.<ref>{{cite web|url=https://nec.amtrak.com/project/susquehanna-river-rail-bridge-project/|title=Susquehanna River Rail Bridge Project|publisher=Amtrak|access-date=February 19, 2020}}</ref> In 2017, Amtrak listed a new bridge among its "Ready To Build" projects on the Northeast Corridor.<ref>{{cite video|url=https://www.youtube.com/watch?v=0SqRAs3Toac |archive-url=https://ghostarchive.org/varchive/youtube/20211222/0SqRAs3Toac |archive-date=2021-12-22 |url-status=live|title=Ready To Build: Susquehanna River Bridge|publisher=Amtrak|website=YouTube.com|date=October 4, 2017|access-date=February 19, 2020}}{{cbignore}}</ref>


The new bridges will have {{convert|60|feet}} of vertical clearance and {{convert|235|feet}} of horizontal clearance.<ref name="faq">{{cite web |url=https://www.amtrak.com/content/dam/projects/dotcom/english/public/documents/susquehanna-river-bridge/susquehanna-river-rail-bridge-project-faq-2024.pdf |title=Susquehanna River Rail Bridge Project FAQ |work=Amtrak |date=March 12, 2024}}</ref> The south bridge will have a maximum speed of {{convert|160|mph}}.<ref name=kickoff>{{cite press release |url=https://media.amtrak.com/2024/07/amtrak-and-partners-kick-off-susquehanna-river-bridge-project/ |title=Amtrak and Partners Kick Off Susquehanna River Bridge Project |date=July 19, 2024 |publisher=Amtrak}}</ref> The project includes modernization of {{convert|5|miles}} of tracks around the bridge, including three ]s.<ref name=kickoff /> {{As of|March 2024}}, construction of the new bridges is scheduled to begin in 2025 and finish by 2036 with a total project cost of $2.7 billion.<ref name="faq"/>
In November 2022, Amtrak announced plans to replace the bridge, with design and construction contracts to be awarded in 2023 by Amtrak, the FRA, and MDOT MTA.<ref name="MA20221118">{{cite web |last1=Weinberg |first1=Harrison |title=Amtrak Advances Susquehanna River Bridge Project |url=https://media.amtrak.com/2022/11/amtrak-advances-susquehanna-river-rail-bridge-project/ |website=media.amtrak.com |publisher=Amtrak |date=November 18, 2022 |access-date=November 25, 2022}}</ref> In November 2023, Amtrak secured $2.1 billion for the project via the ]. The new bridge will include two 2-track spans and allow speeds up to 125 mph.<ref>{{Cite web |last= |first= |date=2023-11-06 |title=FACT SHEET: President Biden Advances Vision for World Class Passenger Rail by Delivering Billions in New Funding |url=https://www.whitehouse.gov/briefing-room/statements-releases/2023/11/06/fact-sheet-president-biden-advances-vision-for-world-class-passenger-rail-by-delivering-billions-in-new-funding/ |access-date=2023-11-06 |website=The White House |language=en-US}}</ref>


==References== ==References==
{{Commons category|Amtrak Susquehanna River Bridge}}
{{Reflist}} {{Reflist}}


==External links== ==External links==
{{Commons category-inline}}
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Latest revision as of 19:41, 8 January 2025

Bridge in Maryland, United States
Amtrak Susquehanna River Bridge
A high-speed passenger train crossing a multi-span truss bridge over a wide river. Masonry piers are visible near the bridge.A southbound Acela Express crosses the bridge in 2008. The piers of the predecessor bridge are visible on the right.
Coordinates39°33′17″N 76°05′06″W / 39.5548°N 76.0851°W / 39.5548; -76.0851
CarriesAmtrak Northeast Corridor rail line
CrossesSusquehanna River
LocaleHavre de Grace and Perryville, Maryland, United States
Official nameSusquehanna River Movable Bridge
Maintained byAmtrak
Characteristics
DesignHowe deck truss
MaterialSteel
Total length4,153.8 feet (1,266.1 m)
No. of spans17 fixed spans, 1 swing span
Clearance below52 feet (15.8 m) closed
127 feet (38.7 m) open
Rail characteristics
No. of tracks2
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
History
Constructed byPennsylvania Steel Company and American Bridge Company
OpenedNovember 26, 1866
Rebuilt1904–May 29, 1906
2025–2036
Statistics
Daily trafficUp to 114 daily passenger and freight trains
Location

The Amtrak Susquehanna River Bridge is a deck truss bridge that carries the Amtrak Northeast Corridor line across the Susquehanna River between Havre de Grace and Perryville, Maryland. The 4,153.8-foot (1,266.1 m)-long two-track bridge has 17 fixed spans and one swing span across the river's navigation channel. It carries up to 114 daily passenger and freight trains.

The first bridge at the site was opened in 1866 by the Philadelphia, Wilmington and Baltimore Railroad, replacing a train ferry service in use since 1837. The Pennsylvania Railroad opened the current bridge in 1906; the older bridge was reused as a road bridge from 1909 to 1940 and demolished in 1942–43. Several rounds of repairs and rehabilitation took place from the 1960s to the 2000s. Construction of a pair of two-track replacement bridges is expected to last from 2025 to 2036.

Design and operations

A truss swing bridge span in the center of a wide river
Aerial view of center swing span in 1977. Stone piers of the 1866 bridge can be seen in the foreground.

The bridge crosses the Susquehanna River between Havre de Grace and Perryville, Maryland, 1.0 mile (1.6 km) above its mouth. It is 4,153.8 feet (1,266.1 m) long with 18 steel truss spans on masonry supports. From north to south, there is one span of 197 feet 2 inches (60.10 m), eight of 260 feet (79 m), a swing span of 280 feet (85 m), seven spans of 200 feet (61 m), and one of 196 feet 6 inches (59.89 m). The northernmost two and southernmost two spans are primarily over land; the end spans cross over Broad Street in Perryville and North Union Avenue in Havre de Grace.

The bridge carries two tracks of the Northeast Corridor rail line. It is used by up to 90 Amtrak intercity trains and 14 MARC Penn Line commuter trains per day. Maximum speed over the bridge is 90 miles per hour (140 km/h), slower than the 135 miles per hour (217 km/h) allowed on adjacent sections of the Northeast Corridor. The bridge is also used by up to 10 daily freight trains, which are operated by Norfolk Southern Railway under a trackage rights agreement. Freight trains are limited to 30 miles per hour (48 km/h) over the bridge and are generally operated during nighttime hours to avoid interfering with passenger operations.

Vertical clearance under the swing span is 52 feet (15.8 m) above mean high water when closed and 127 feet (38.7 m) when open. It has two channels, each 100 feet (30 m) wide. The only significant commercial water traffic under the bridge consists of barges from a Vulcan Materials Company quarry just upstream of Havre de Grace. The bridge's swing span is opened about 10 times a year; vessels that require such an opening must provide 24-hour advance notice. Due to the older design of the swing span, each opening requires more than 30 Amtrak workers on site.

History

First bridge

A drawing of a multi-span wooden truss bridge under construction
1866 illustration of bridge construction

The Philadelphia, Wilmington and Baltimore Railroad opened north from Baltimore to Havre de Grace on July 6, 1837. The Wilmington and Susquehanna Railroad opened south from Wilmington, Delaware, to Perryville on July 31, 1837. This completed a rail line between Baltimore and Wilmington (and soon Philadelphia) save for the crossing of the Susquehanna. The railroads were merged in 1838 as the Philadelphia, Wilmington and Baltimore Railroad (PW&B). A train ferry, the Susquehanna, carried passengers (on foot) and freight cars across the river. It was replaced in 1854 by the larger Maryland, which also transported passenger cars.

Despite winter ice often stopping ferry service, opposition from upstream interests prevented the PW&B from obtaining legislative permission to bridge the river. Not until May 1852 – after a winter where temporary tracks were laid upon the thick ice to maintain service – was permission issued. The PW&B began construction of a wooden truss bridge in 1862. The masonry and most of the wooden spans were complete in 1866, but a tornado severely damaged the wooden components on July 25, 1866. Repairs were quickly made and the first locomotive crossed the bridge on November 20, 1866. The cost of construction, including rebuilding most of the truss portions, was $2.3 million. Passenger trains began service over the bridge on November 26, 1866. The bridge was 3,269 feet (996 m) long with 13 spans.

Iron reinforcements were added between 1874 and 1879, followed by a new swing span in March 1880. Granite for the rebuilt piers was mined in nearby Port Deposit, Maryland. The Pennsylvania Railroad (PRR) took control of the PW&B in 1881. Its rival, the Baltimore and Ohio Railroad (B&O), used trackage rights over the PW&B. The PRR ended the agreement in 1884 before the B&O finished a parallel route between Baltimore and Philadelphia. That route, which included a new bridge about 1 mile (1.6 km) upstream from the PW&B bridge, opened in 1886.

Second bridge

A truss swing bridge span being constructed in the middle of a river
Construction of the bridge in 1906

In 1904–06, the PRR replaced the PW&B crossing with a new bridge just upstream from the old bridge. Construction on the main structure started on August 5, 1905, and the first train rode over the bridge on May 26, 1906. The Pennsylvania Steel Company erected the west half of the bridge; the American Bridge Company erected the east half. A strike of American Bridge Company's employees delayed construction. The bridge opened for regular traffic on May 29, 1906.

The PRR offered the old bridge to the city of Havre de Grace and the counties as a road bridge, but the offer was declined. The swing span was removed by request of the War Department to aid navigation. In 1909, the PRR spent about $100,000 (equivalent to $2.43 million in 2023) to convert it to a road bridge with a new swing span and a wider deck. The railroad sold the bridge for $700 (equivalent to $24,000 in 2023) to a private firm, which reopened it as a toll bridge on December 15, 1909. This allowed the PRR to shed its obligation to carry passengers for free between Perryville and Havre de Grace on some trains, which had been a condition of the original construction of the bridge.

The state purchased the road bridge for $585,000 (equivalent to $8.15 million in 2023) in February 1923. During 1927, the state added a second deck at a cost of $450,000 (equivalent to $6.35 million in 2023) to separate directions of traffic. It was claimed to be the first double-deck road bridge in the world. Tolls on the bridge were removed on September 15, 1928. The Susquehanna River Toll Bridge upstream opened on August 28, 1940, and the older road bridge was closed. Demolition of the old bridge for wartime scrap metal began in December 1942 and was completed in April 1943. The piers were not demolished and remained in the river next to the rail bridge.

In 1934, the PRR began installing catenary on the 1906-built bridge to help extend 11,000-volt electrification south from Wilmington to Washington, D.C. Regular electrified passenger service across the bridge began on February 10, 1935. Ownership of the bridge passed to Amtrak in 1976 when it acquired much of the Northeast Corridor infrastructure. Significant repairs and rehabilitation of the bridge took place in the 1960s, 1985, 1991, and 1998. In 2005 and 2007, Amtrak replaced the ties on the bridge, installed continuous welded rail, and installed new deck-level maintenance walkways – changes meant to extend the life of the bridge by 20 to 25 years.

Replacement

Several masonry bridge piers in a wide river
Remaining piers of the 1866-built bridge, which were removed in 2024

Amtrak reports in 2009 and 2010 identified replacement of the bridge with a higher fixed span as a high priority for the railroad. In May 2011, the U.S. Department of Transportation awarded $22 million for engineering and environmental work. Preliminary engineering work began in 2013. The environmental impact report was released in 2017. The report analyzed 24 alternatives, including rehabilitation of the existing bridge and construction of one or two new bridges. Both chosen alternatives called for two 2-track bridges – one just upstream with a maximum speed of 90 miles per hour (140 km/h), and one on the site of the existing bridge. They varied only in the maximum speed of the second bridge – 150 miles per hour (240 km/h) or 160 miles per hour (260 km/h) – with the latter requiring reconstruction of an overhead road bridge in Havre de Grace. Girder spans with a tied arch over the navigation channel were chosen. Reuse of the 1866 bridge piers for a bicycle and pedestrian bridge was considered, but was found infeasible due to their poor condition.

In November 2022, Amtrak announced plans to replace the bridge, with design and construction contracts to be awarded in 2023. In November 2023, Amtrak was awarded $2.1 billion for the project from the Infrastructure Investment and Jobs Act. Amtrak awarded the main construction contract and two supporting contracts in December 2023. Removal of the ten remaining piers of the 1866 bridge began in early 2024 and was completed that December. Several stones were preserved for use by the municipalities of Perryville and Havre de Grace.

The new bridges will have 60 feet (18 m) of vertical clearance and 235 feet (72 m) of horizontal clearance. The south bridge will have a maximum speed of 160 miles per hour (260 km/h). The project includes modernization of 5 miles (8.0 km) of tracks around the bridge, including three interlockings. As of March 2024, construction of the new bridges is scheduled to begin in 2025 and finish by 2036 with a total project cost of $2.7 billion.

References

  1. ^ Roberts, Charles S.; Messer, David W. (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.
  2. ^ "Chapter 1: Purpose and Need" (PDF). Susquehanna River Rail Bridge Project Environmental Assessment And Draft 4(f) Evaluation. Federal Railroad Administration. March 2017.
  3. ^ "What's Happening Here?" (PDF). Susquehanna River Rail Bridge Project Newsletter. No. 2. Amtrak. May 2023. p. 1.
  4. ^ Wilson, William B. (1895). History of the Pennsylvania Railroad Company. Philadelphia: Henry T. Coates & Co.
  5. ^ "Pennsy to Use the Big Bridge Today". Cecil Whig. May 26, 1906. p. 1. Archived from the original on July 1, 2023 – via Newspapers.com.Open access icon
  6. ^ "Susquehanna River Rail Bridge Project" (PDF). Amtrak. 2024.
  7. Volin, Rudy (July 6, 2006). "Hot Spots: Perryville and Havre de Grace, Md". Trains Magazine. Archived from the original on December 4, 2008.
  8. Brubaker, John H. (2002). Down the Susquehanna to the Chesapeake. Penn State Press. ISBN 0-271-02184-5.
  9. "Chapter 3: Transportation" (PDF). Susquehanna River Rail Bridge Project Environmental Assessment And Draft 4(f) Evaluation. Federal Railroad Administration. March 2017.
  10. ^ Potter, Jack C. (1960). The Philadelphia, Wilmington and Baltimore Railroad, 1831-1840: a study in early railroad transportation (MSc thesis). University of Delaware.
  11. ^ "Amtrak Completes Important Early Construction Activity for Susquehanna River Bridge Project" (Press release). Amtrak. December 17, 2024.
  12. Harwood, Jr., Herbert H. (2002). Royal Blue Line: The Classic B&O Train Between Washington and New York. Johns Hopkins University Press. pp. 29–43. ISBN 0-8018-7061-5.
  13. ^ Baer, Christopher T. (May 2016). "1906" (PDF). A General Chronology of the Pennsylvania Railroad Company Predecessors and Successors and its Historical Context. Pennsylvania Technical and Historical Society.
  14. ^ "Vehicles and Pedestrians". Altoona Tribune. April 22, 1909. p. 4 – via Newspapers.com.
  15. ^ "New Susquehanna Bridge". The Philadelphia Inquirer. December 12, 1909. p. 27 – via Newspapers.com.
  16. ^ "Havre de Grace 'Gold Mine' Bridge Being Razed For Scrap". The News Journal. December 17, 1942. p. 29 – via Newspapers.com.
  17. ^ "Will Complete Double Decker Span In Month". The Evening Journal. August 16, 1927. p. 15 – via Newspapers.com.
  18. ^ "State Bridge To Be Free". The Midland Journal. July 20, 1928. p. 1 – via Newspapers.com.
  19. "Double-Decker in Discard As New Span Opens Today". The Morning News. August 28, 1940. p. 15 – via Newspapers.com.
  20. Cadwalader, M.H. (April 18, 1943). "Counties With War Fever". The Baltimore Sun. p. 66 – via Newspapers.com.
  21. Baer, Christopher T. (April 2015). "1976" (PDF). A General Chronology of the Pennsylvania Railroad Company Predecessors and Successors and its Historical Context. Pennsylvania Technical and Historical Society.
  22. "Capital Investment in Bridge Aims to Improve Reliability" (PDF). Amtrak Ink. Amtrak. March 2007. pp. 1–7. Archived from the original (PDF) on June 6, 2011.
  23. "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" (Press release). U.S. Department of Transportation. May 9, 2011. Archived from the original on February 20, 2013.
  24. "Susquehanna River Rail Bridge Project". Amtrak. Archived from the original on February 20, 2020.
  25. ^ "Susquehanna River Rail Bridge Project FAQ" (PDF). Amtrak. March 12, 2024.
  26. ^ "Chapter 2: Project Alternatives" (PDF). Susquehanna River Rail Bridge Project Environmental Assessment And Draft 4(f) Evaluation. Federal Railroad Administration. March 2017.
  27. Weinberg, Harrison (November 18, 2022). "Amtrak Advances Susquehanna River Bridge Project". Amtrak. Archived from the original on November 26, 2022.
  28. "Fact Sheet: President Biden Advances Vision for World Class Passenger Rail by Delivering Billions in New Funding". The White House (Press release). November 6, 2023. Archived from the original on November 6, 2023.
  29. "Amtrak Awards Three Important Contracts for the Susquehanna River Rail Bridge Replacement Program" (Press release). Amtrak. December 22, 2023.
  30. "Removal of old bridge piers completed at site of Amtrak's new Susquehanna River Bridge". Train News Wire. December 18, 2024. Retrieved December 21, 2024.
  31. ^ "Amtrak and Partners Kick Off Susquehanna River Bridge Project" (Press release). Amtrak. July 19, 2024.

External links

Media related to Amtrak Susquehanna River Bridge at Wikimedia Commons

Bridges of the Susquehanna River
Upstream
Thomas J. Hatem Memorial Bridge
 Amtrak Susquehanna River Bridge
 Downstream
Chesapeake Bay Bridge (Chesapeake Bay)
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