Northern Avenue Swing Bridge Spanning Fort Point Channel ...lcweb2.loc.gov/master/pnp/habshaer/ma/ma1200/ma1233/data/ma1… · The swing bridge is located on Fort Point Channel between

Northern Avenue Swing Bridge Spanning Fort Point Channel at Northern Ave. Boston Suffolk County Massachusetts

HAER MA-37

WRITTEN HISTORICAL AND DESCRIPTIVE DATA

PHOTOGRAPHS

Historic American Engineering Record National Park Service

Department of the Interior Washington, D.C. 20240

Date:

Location:

Builder:

Owner:

Significance:

Transmitted by:

HISTORIC AMERICAN ENGINEERING RECORD

HAERMA-37

NORTHERN AVENUE SWING BRIDGE

1908

Spanning Fort Point Channel at Northern Avenue.

City of Boston

City of Boston

HAEtt MA~ l3-8D51;

14-

The Northern Avenue Bridge, built in 1908, is one of only three surviving swing bridges built by the city of Boston in the late 19th and early 20th century. Today, still operated infrequently on its original compressed-air system, it is the only operable bridge in Boston of its type. The bridge is 80 feet in width, encompassing betweeen four sets of pin connected trusses, two sidewalks, two roadways and a center lane reserved for a doubl&-track freight railroad. The swing span is 283 feet in length. the "rim bearing swing span is carried by a 40 foot diameter drum, in turn supported by 56 steel wheels running on a track along the rim of the granite island pier.

Dan Clement, 1984. Historical information written by Peter Stott.

ADDENDUM TO HAER No. MA-37 NORTHERN AVENUE SWING BRIDGE Spanning Fort Point Channel, on the boundary between Boston Proper and South Boston City of Boston Suffolk County Massachusetts

PHOTOGRAPHS

WRITTEN HISTORICAL AND DESCRIPTIVE DATA

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ADDENDUMTO NORTHERN A VENUE SWING BRIDGE

HAER No. MA-37 (Page 2)

HISTORIC AMERICAN ENGINEERING RECORD

NORTHERN A VENUE SWING BRIDGE

This report is an addendum to a 1 page report previously transmitted to the Library of Congress.

Location:

Date of Construction:

Present Owner:

Present Use:

Significance:

Project Information:

Spanning the Fort Point Channel, located on the boundary between Boston Proper and South Boston, City of Boston, Suffolk County, Massachusetts.

UTM: 19.331180.4690940

Quad: Boston South, Massachusetts

1907-8. Altered, Repaired: 1935, 1957, 1974, 1986

City of Boston Public Works Department 1 City Hall Plaza Boston, MA 02201

Vehicular/ Pedestrian Bridge (and former Railroad Bridge)

The Northern A venue Swing Bridge is one of only two triple-barrelled swing bridges in the MDPW Bridge Inventory, and the only movable bridge still operating on its original compressed air system. The original Tender's House survives with its compressed air tanks and compressors intact. A former double-track freight railway ran down the center barrel. The bridge sidewalks are heavily used by pedestrians. The bridge is an integral part of the propgsed. Fort Point Channel Historic District, and a visual landmark on the Boston waterfront.

This documentation was initiated in June 1989 in accordance with the conditions outlined in a Letter of Permission (dated March 13,1989) from the Department of the Army, New England Division Corps of Engineers, LTC Stanley J. Murphy, District Engineer, to the City of Boston Public Works Department, Joseph F. Casazza, Commissioner, as a mitigative measure prior to construction of a new fixed replacement bridge, and the stabilization and adaptive reuse of this bridge. This document was prepared by:

McGinley Hart & Associates 77 North Washington Street Boston, MA 02114

Under Subcontract to: STY/Seelye Stevenson Value and Knecht 230 Congress Street Boston, MA 02110

NORTHERN A VENUE SWING BRIDGE HAER No. MA-37 (page 3)

Site Description - Context

The Fort Point Channel area was developed during the nineteenth century as a result of the filling of the South Boston Flats. Originally known as Dorchester Neck, South Boston was annexed to the City of Boston in 1804. The peninsula initially attracted residential development as a result of the toll bridge built by South Boston Associates on the alignment of the present Dover Street in 1805. The marshy area known as the Flats and the intervening South Bay later became available for commercial development as a result of the efforts of three entities, the Boston Wharf Company, the Commonwealth of Massachusetts and various railroad companies. The Boston Wharf Company was incorporated in 1836 to capitalize on new wharf development, acquiring areas along Fort Point Channel. Throughout the nineteenth century the Company built 45 buildings which are potentially eligible for listing on the National Register as part of the Fort Point Channel Historic District. 1

This construction was promoted by the reclamation and filling of the area by the Commonwealth for industrial and commercial development in the last quarter of the nineteenth century, culminating in the construction of the Commonwealth and Fish Piers in 1913. The railroad, attracted to the waterfront by the Wharf Company in the 1850's, began a large rail yard in the 1880's which became the New York, New Haven and Hartford Railroad's principal Boston freight depot in 1893. The existing row of five movable bridges were built across Fort Point Channel between 1870 and 1930. These include those at Broadway (swing span, 1875/1915), South Station Old Colony Railroad Bridge (Scherzer rolling lift,1900, HAER MA-35), Summer Street (paired retractile draw, 1899, HAER MA-41), Northern Avenue (Pratt truss swing span, 1908, HAER MA-37) and Congress Street (Strauss overhead counterweight bascule, 1930, HAER MA-38).2

The Northern Avenue Swing Bridge was constructed during 1905-8 for the City of Boston, under the direction of its Engineering Department, linking downtown Boston on the northwest with the South Boston waterfront on the southeast. The swing bridge is located on Fort Point Channel between Atlantic Avenue on the northwest and the Fan Pier on the southeast. The swing section is at the center of the bridge and is supported by two polygonal approach span masonry piers and one circular draw span pier between the west abutment and a South Boston pier. The Hook Lobster Company is at the west end and the Neptune Lobster Company at the east end of the bridge on the south or upstream side. On the north side toward the harbor, at the west end is the U.S. Appraiser's Building, and on the east end, the fan pier belonging to Anthony's Pier 4 Inc. 3

Fort Point Channel is a tidal estuary which serves as anchorage for fishing, shellfishing and lobstering vessels as well as pleasure boats and rowing shells. Boston Harbor is located on the northeast with commercial marinas and businesses, including the Boston Tea Party Ship Museum on the Congress Street Bridge, upstream to the southwest. The Northern Avenue Swing Bridge is the most visible of the five remaining movable bridges on Fort Point Channel, and a principal marine landmark as viewed from Boston Harbor. The bridge has been determined eligible for listing on the National Register of Historic Places.4

NORTHERN AVENUE SWING BRIDGE HAER No. MA- 37 (page 4)

Construction and Alterations

The entire history of the Northern Avenue Swing Bridge, including its original construction, rebuilding, repairs and maintenance are well documented in the collections of the Boston Public Works Department Bridge Division, as well as the Annual Reports of the earlier City Engineer's Department, Bridge and Ferry Division, and other photographic collections such as those of the Boston Public Library, the Bostonian Society, and the archives of the Boston Herald. The original and existing conditions of both the site and the bridge are documented by the drawings and photographs accompanying the following text. Additional photos and drawings appear in published sources cited in the bibliography.

The Northern Avenue Swing Bridge, the first crossing at this site, was preceded by earlier structures at the other four bridge crossings along Fort Point Channel, the nearest of which is the Congress Street Bascule Bridge. Northern Avenue's compressed-air movable bridge was built according to the design precedent (and with some interchangeable parts) of the North Washington Street Charlestown Bridge which was constructed under the direction of the city engineers in 1896-9 across the entrance to the Charles River at the North End of the city. The Northern Avenue Swing Bridge, a triple-barrelled swing bridge with a Pratt-type truss and two similar approach spans, was constructed in 1905-8 as part of a general upgrading of vehicular, railroad and pedestrian service to the South Boston wharfs and warehouses which were expanding at a rapid rate. 5

The existing swing bridge has undergone several repairs and alterations as follows:

1918 (ca.) -Track laid over bridge by Union Railway, as originally planned.

1930-1 -

1934-6-

1957 -

1970-

1974-5 -

Draw pier concrete and masonry repaired; new compressed air tanks.

Bridge draw pier, foundation, and draw superstructure rebuilt with minor modifications; new air compressor installed (original retained as backup). End lifts repaired. 6

Redecking of approach span 3.

Railroad track abandoned.

Approach and draw spans redecked.

1986-9 - Approach span deck bracing repairs; new draw span compressor installed to replace 1934 compressor; original compressor functioning as backup.

General maintenance over the years has included painting and miscellaneous minor repairs such as installation of steel patch plates; machinery, gate and railing repairs; and grouting of the mortar joints in the granite piers. 7


Key Individuals

The bridge was designed by the City Engineer, William Jackson, based on his earlier design of the Charlestown Bridge (1896-9) for which John E. Cheney was Assistant Engineer. The widely utilized Pratt truss used in the bridge's construction was originally patented in 1844 by Boston Assistant City Engineer, T. Willis Pratt. The W. H. Ellis Co. built the masonry piers and abutments and the New England Structural Company of Everett, Massachusetts built the superstucture which was completed in 1908. In 1930, W.H. Ellis & Son Co. repaired the draw fender and fender guards, while A.G. Tomasello & Son Co. repaired the drawbridge masonry pier. In 1931, Rideout Chandler & Joyce installed eight new compressed air tanks, piping and valves. The major work of the 1934-5 rebuilding was performed by M.F. Gaddis, under the direction of J.R. Worcester & Co., Consulting Engineers; new steelwork was fabricated by the Lehigh Structural Steel Co. In 1936 the end lifts were repaired by the Boston Bridge Works. Other Boston Public Works Department engineers worked on bridge alterations in the succeeding years, including John J. McCall, Division Engineer, who superintended the 1957 repairs. More recent repairs have been done under the direction of Universal Engineering Corporation, and most recently STV/Seelye Stevenson, Value and Knecht, Lawrence J. McCluskey, P.E., Senior Vice-President. In the past decade Balfour Engineering Co. Inc. and recently their mechanic, Dave Rowell, have executed repairs and provided mechanical services to keep the bridge in operating condition. 8

Construction Techniques - Technical Description

F ound.ations - The granite masonry piers were built on concrete footings which rest on wood pilings below the river bed. The westerly abutment on the Boston side is a composite masonry structure, consisting of a front pier on a Portland Cement concrete foundation supported ~y piles and five lines of longitudinal piers which extend back to the face of the old dock wall and support steel I-Beams which carry concrete arches. The easterly abutment on the South Boston side was constructed over the site of a granite seawall built in 1878; the mass of large granite blocks was consolidated with concrete since its removal for the driving of piles was not possible. The two channel piers which support the draw ends are curved on the draw-side face to approximate the arc of the end of the draw span swing which rests upon it when the draw is closed. The center draw pier has a circular concrete foundation resting on wood piles; the concrete of this and other piers was formed by splined plank caissons. The draw fender pier, comprised of oak wood piles braced and partially decked with hard pine, was the largest ever built by the city at the time of its construction. The pier measured from the center of the bridge 290 feet downstream, 215 feet upstream, and 88 feet across. The extension of the triangular ends, 44 feet measured along the center line, made the total length of the draw fender pier 593 feet.

Superstructure - The Northern A venue Swing Bridge employs a riveted steel frame on both the approach and the draw spans. The active leaf of the bridge is a triple-barrelled pinned through-truss swing bridge with a flat-topped single-panel tower. Approach spans 1 and 2 are similar throughtruss spans each with four pin-connected trusses about 150 feet long, spaced at 22 foot-eight inches

NORTHERN A VENUE SWING BRIDGE HAER No. MA- 37 (page 6)

on center. These support three roadways and two outboard cantilevered sidewalks. Span 3, which formerly carried a freight-railway track transversely across the bridge near the South Boston abutment, is a deck plate girder span made up of six plate girders at fourteen feet-nine inches on center with an average length of 55 feet. The approach span floor paving, resting on six-inch hard pine plank covered with waterproofing and sand, originally consisted of six-inch granite blocks laid with pitch and pebble joints. Sidewalks were originally of four inches of asphalt laid on four-inch thick plank.

The 283 feet long by 80 feet wide draw span, a Pratt-type truss with five sloped upper chords in cantilever arms, is visually continuous to the top of the tower. The steel truss towers provide lateral stability to the swing bridge. Each opposing leaf acts as the other's counterweight upon opening, with the truss towers resting on a turntable. The draw span of the bridge was built in an open position, supported by its wood-pile fender pier, and closed upon completion of the truss and machinery assembly. When closed, the swing bridge ends are supported on sliding blocks, after the lowering of the end lifts. The draw span roadway was five-inch hard pine plank sheathed with spruce plank, and sidewalks were of two-inch hard pine.

Repairs and Alterations - A fireboat house and public landing pier were added to the north side of the South Boston approach span circa 1912. This auxiliary structure, visible in older views, disappeared within the last decade when it collapsed into the Channel. The two side spans were built originally to accommodate vehicular traffic, and the center span was constructed to accommodate a freight railway spur as well. The tracks were added ten years after the initial construction ca.1918, and removed in 1970. In 1924, the Boston Public Works Commissioner, J.A. Rourke nailed down the first rubber paving tile in Boston on the Northern A venue Bridge, but this innovative technology apparently disappeared with the wood planks in later repavings. In 1931 Rideout, Chandler and Joyce installed eight new compressed air tanks, new piping and valves in the Tenders' House.

The proximity of salt-water to the draw turntable pit led to its deterioration and eventual reconstruction in 1934-5. On January 26, 1934 one of the links connecting the upper chord of one of the center trusses to the draw span tower failed and the adjacent links also parted. Because of the possibility of a complete collapse, a comprehensive engineering survey was made and it was determined that it would be necessary to entirely dismantle the draw, rebuild the draw pit from grade up and rebuild the drawspan superstructure. At that time the draw span was completely dissassembled in order to rebuild the draw pit with reinforced concrete along the lines of the original design. The draw was then completely rebuilt in its original form with replacement of deteriorated members and some repairs using welded, rather than riveted construction techniques. J.R. Worcester & Company, Consulting Engineers, superintended the rebuilding which was done by M.F. Gaddis, Contractor. This work on the bridge was carried on as a W.P.A. Project which provided federal funding for the rebuilding. The structure was rebuilt using the old floor beams, truss posts and minor members of the drawspan, and included repairing the fixed spans and redecking of the entire structure. New steelwork of the superstructure, fabricated by the Lehigh Structural Steel Company of Allentown, Pennsylvania, very nearly duplicated the original design as there are no apparent visual differences before and after rebuilding. The original roadway gates remain with some later repairs.

NORTHERN AVENUE SWING BRIDGE HAER No. MA-37 (page 7)

The wood decking of the draw span, covered with rubber tile pavement in 1924 said to be "the first in Boston", has since been replaced with open steel grate decking; the granite block paving of the approach spans has likewise been superseded by asphalt pavement. The wood fender piers and Draw Tenders' house have deteriorated in intervening years, although they retain much of their original form. Recent repairs have included replacement of the 1934 Pennsylvania Compressor with an A. C. powered Joy compressor in 1989, although the original Union Steam Pump, made in Battle Creek Michigan in 1908, still operates under D.C. power with a rectifier, as a backup. The bridge is presently in a somewhat deteriorated state, and requires constant repairs; its inventory rating (type 3S2) of 30 tons has been reduced to (type 3S2) 15 tons.8

Description and Operation

The three-barren bridge has a steel superstructure which rests on granite block piers and abutments; these in turn are supported by the concrete foundations and friction piles. The Northern A venue Swing Bridge consists of three spans: the two approach spans are fixed, paved-deck, steel through-girders averaging 145 feet, each carrying steel stringers. The center draw span is a doubleleaf, open-deck steel rim-bearing swing bridge which is 283 feet in length from end to end. The deck width is eighty feet (out to out) and now consists of two vehicular lanes in each barren and two cantilevered sidewalks projecting outboard. The approach spans are paired, pinned Pratt through trusses with vertical end posts. There is no upper lateral bracing between the two inner lines of trusses. The center draw span has lateral bracing among all four Pratt truss lines. The center tower, 46 feet high measured from the bridge deck, carries the weight of the two independent 125 feet 2 inch swing spans to eight points on a circular drum, 40 feet in diameter. The draw weighs about 1,300 tons and rests on fifty-six steel wheels running between steel-faced tracks. The total length of the bridge is 643 feet from abutment to abutment. The minimum horizontal clearance through each of the two channel ways of the draw is 75 feet between fenders; the vertical 9learance is 7 feet from mean high water to bottom of steel, and unlimited when the bridge is open.

The bridge is operated by a draw tender to allow the passage of boats, with assistant tenders manning the gates and end lift blocks. The original operating mechanism (rebuilt in similar form in 1934-5) consists of a rim-bearing turntable track and wheels with a rack-and-pinion drive system powered by compressed air. The concrete turntable pit contains the forty foot diameter drum which turns on fifty-six steel wheels running on tracks supported by granite blocks. The operating mechanism consists of a system of donkey engines driving turntable rack-and-pinion gears and plunger-actuated lever-action end lifts, all driven by compressed-air. The compressors in the Tenders' House on the fender pier are powered by direct current electric motors; the compressed air is stored in eight tanks located in an adjoining room. A manual drive system was designed for use in operating both the revolving mechanism and the end lifts, in the event of electrical failure.

Power for draw machinery operation was originally provided by two double-stage compressors each geared to a 50 horsepower electric motor using 500 volt direct current. The operating air pressure was kept at 200 pounds per square inch, with the compressors automatically started or stopped upon fifteen pounds pressure deviation from normal. The eight original steel


receiver tanks had a combined capacity of 1500 cubic feet. A four inch pipe main carried the air to the draw span center, directly under the operator's stand; from there the air is delivered at 200 pounds pressure to the end lifts, and at 70 pounds to the donkey engines which turn the draw.

The draw is opened by two 6 1/4 inch by 10 inch double-cylinder engines with drive trains attached to the draw; the final pinion of each train acts on a rack attached to the track on the draw pier. These two sets of turning apparatus can operate independently and rotate the draw if one is out of service. The eight end lifts, one at each free end of the four truss lines, are each actuated by a piston in a 16 inch diameter cylinder . The plunger rod actuates a lever using a cast-iron block on the stone pier as a fulcrum. This mechanism raises the free end of the truss approximately five inches to allow bearing blocks to be slid beneath it. The four blocks at each end of the bridge are connected to a shaft operated by a lever from the roadway deck by the gateman. The truss ends are then lowered half an inch onto the bearing blocks, the end lifts released, gates opened, and traffic passes onto the draw. The operator's stand is located at the center of the draw span between the two roadways, where both street traffic and navigation can be observed. Compressed-air power requires about two minutes to fully open the draw while the manual drive requires about twenty minutes.


Historical Significance

a. Engineering Significance

The primary significance of the Northern Avenue Swing Bridge is its engineering design. It is the only movable bridge still operating on a compressed air system; one of only two triple-barreled swing bridges in the MDPW bridge inventory list, where it is listed as one of nine remaining rimbearing swing bridges. The original Tenders' House survives with its compressed air tanks and one original compressor intact. A former double-track freight railway ran down the center barrel, making it one of very few multi-purpose bridges designed for horsedrawn and automotive vehicles, trains and pedestrians. It is a prominent structure as seen from Boston Harbor and the ferry landing at nearby Rowe's Wharf on the downtown Boston dockside. The bridge is an integral part of the proposed Fort Point Channel Historic District and a visual landmark on the Boston waterfront.

b. Cultural Significance

The bridge has secondary historical associations with the development of South Boston, since the construction of this bridge influenced the progress of commercial construction activity on the South Boston waterfront. Northern A venue's construction was an integral part of the promotion of the area by the Commonwealth which resulted in the building of the Commonwealth and Fish Piers in 1913.

c. Architectural Significance

The design of the bridge and the principles involved in its original construction and operation are significant features. The bridge has less importance from an architectural than from an engineering standpoint; however, the original approach span trusses remain intact and the draw span retains its original graceful appearance visually. The Tenders' House is a good example of the shingle style which enhances the waterfront character of the area. The bridge is a familiar landmark to Boston Harbor and automobile traffic; and visible from other nearby landmark bridges as well.

Contextual Information

The Northern Avenue Swing Bridge was built according to the design precedent (and with some interchangeable parts) of the North Washington Street Charlestown Bridge which was constructed under the direction of the City Engineers in 1896-9. Some of the operating machinery of the draw span for the Northern Avenue Bridge was identical to that of the Charlestown Bridge when originally constructed. Most notable was the gearing, made according to Holyoke Machinery Company Patterns, which was noted on drawing number 3715 in February of 1908 as "interchangeable with the Charlestown Bridge". Recent interviews with bridge tenders, mechanics and engineers reveal that these gears from the Charlestown Bridge were actually used to repair the Northern Avenue Swing Bridge. These were subsequently replaced when they were in turn destroyed by a tugboat which was being used to close the bridge which had jammed. One original


D.C. electrically powered air compressor continues to serve the bridge, functioning in a backup capacity since 1935, making this the only movable bridge of its type to remain functioning under its original compressed air system. The bridge was the subject of a recent study by Todd Lee/ Clark/ Rozas Associates, Inc. Nonhern Avenue Bridges Study, for the Boston Redevelopment Authority in May of 1988. In this report, the design of a nearby replacement bridge and alternatives for the adaptive reuse of the present bridge were explored, a process which is now continuing. The Fort Point Channel area was also the subject of a study the same year for the Greater Boston Chamber of Commerce, Physical Change and Programming in and around the Fort Point Channel, a Report of the Fort Point Channel Project. This was followed in March of 1989 with a Fort Point Channel Plan Progress Report, issued jointly by The City of Boston, the Fort Point Citizens Advisory Committee and the Boston Redevelopment Authority.

BIBLIOGRAPHY


Boston Engineering Department Annual Reports, 1900-1939, Published by the City of Boston, Boston Public Library. Views of bridge as constructed in 1909 Annual Report.

Darnell, Victor C., Directory of American Bridge Building Companies, 1840-1900, (Washington, D.C.: Society for Industrial Archeology, 1984).

Greater Boston Chamber of Commerce, Physical Change and Programming in and around the Fort Point Channel, a Report of the Fort Point Channel Project, M. David Lee, Chairperson, July 1988.

Inventory of Historic Resources, Central Artery/ Third Harbor Tunnel Agency Review Draft, Massachusetts Department of Public Works, Boston, April, 1989.

Kyper, Frank. The Railroad that Came Out At Night (Brattleboro, VT: The Stephen Greene Press, 1977) View of Union Freight train on bridge, 1969, p.37.

Roper, Stephen J., Massachusetts Department of Public Works Bridge Inventory, May -October 1984.

Stott, Peter, Bridge Row, The Drawbridges of Fort Point Channel, unpublished typescript, Boston, June 1987.

Todd Lee / CJark / Rozas Associates, Inc. Northern A venue Bridges Study , for the Boston Redevelopment Authority, Boston, May 1988.

Fort Point Channel Plan Progress Report, issued jointly by The City pf Boston, the Fort Point Citizens Advisory Committee, and the Boston Redevelopment Authority, March 1989.

U.S. Army Corps of Engineers, General- Conditions Letter of Permission No. MA-BOSS-487-L-89, January 1989

AR CHIV AL COLLECTIONS

Boston Public Works Department, Bridge Division Records, 400 Frontage Road, South Boston, Massachusetts 02118.

Boston Public Library, 666 Boylston Street, Boston, Massachusetts 02117, Government Records, Print Department

STV /Seelye Stevenson Value & Knecht, Engineers and Planners, 230 Congress Street, Boston, Massachusetts 02110, Engineering Files.

1

2

3

4

5

6

7

8


Inventory of Historic Resources, South Boston, pp. 59 - 66.

Stott, Peter, Bridge Row. The Drawbridges of Fort Point Channel. pp 1-11.

U.S. Army, General Conditions of Corps of Engineers, Attachment Maps 1-5.

Roper, Stephen J., Massachusetts DPW Bridge Inventory, Survey Form, May 1984.

Boston Engineering Department Annual Reports, 1900 - 1910.

Boston Engineering Department Annual Reports, 1930-1939

Boston Public Works Department, Bridge Division Records, STY/Seelye Stevenson Value & Knecht, Engineers and Planners, Engineering Files.

Boston and Massachusetts Public Works Departments, Bridge Division Records.

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.ll.il.u: Dwg. No, Drawing IitJe { Descrjptjon 1905 3747

1905 3748

1905 3749

1905 3750

1905 3751

1905 3752

1905 3753

1905 3754

1905 3755

1906 3653 MA-37-54

1906 3657 MA-37-56

1906 3659

1906 3600

1906 3600

Seawall Dock #1 General Plan

Seawall Dock #1 Cross Section & Details

Land Plan of NHHRR@ Docks 2&3

Sanding on Dock 2 & 3

Seawalls Dock 2 & Bulkhead Easterly from Wall

Seawalls Docks 2 & 3, Bulkhead @ Pier 3

Seawalls Docks 2 & 3, Details of wall @ Dock2 .

Proposed Grades Northern Ave.

Land Plan for Northern Ave. & Sleeper St

Plan of Location

General Plan Steel Superstructure -Draw Span

Steel Superstructure - Draw Span



1906 3661 Steel Superstructure - Draw Span

1906 3<i62 Steel Superstructure· Draw Span

1906 3663 Steel Superstructure - Draw Span MA-37-59

1906 3<i64 Steel Superstructure - Draw Span


1906 36<i6 Steel Superstructure- Draw Span


1906 3668 Steel Superstructure - Draw Span MA-37-60

NORTHERN A VENUE SWING BRIDGE HAER NO. MA.-37 LIST OF ORA WINGS (Page 15)

Also Section and Borings

Includes Half Sections, Tower, End,Drum

Truss Al, Section 2, Changes 1907, 1932

Truss Al - Section 3, Changes 1907

Agency Engineer Boston Engineering Dept.

Boston Engineering Dept


Boston Engineering Dept.






Boston Engineering Dept. William Jackson, City Eng.

Boston Engineering Dept William Jackson, City Eng.



Truss Al, Section 1, Changes 1907 Boston Engineering Dept William Jackson, City Eng.

Truss B - Section 1 Corrections 1907

Truss B - Section 2

Truss B - Section 3 (Inclined/Tower Posts)

Posts A-a, B-b and H-h

Posts C-c, D-d and E-e

Posts 1-i, K-k, L-1, M-m

Posts F-f,g, N-n,o

Towers Posts G-g and 0-o









Boston Public Works Department, Bridge Division

12.il.u: Dwg. No, Drawjng TitJe t Descrjptjon 1906 3Ci69 Steel Superstructure - Draw Span

MA-37-58



1906 3672 Steel Superstructure- Draw Span


1906 3674

1906 367S

1906 3676

1906 3677

1906 3678

1906 3679 MA-37-66

1906 3680 MA-37-65

1906 3681

1906 3687

1906 3688

1906 3689

1906 3690

1906 3691

1906 3692

1906 3693

1906 3694

1906 3696


Steel Superstructure.- Draw Span

Steele Superstructure - Draw Span






Steel Superstructure - Spans 1 & 2


Steel Supersturcture - Spans 1 & 2







NORTHERN A VENUE SWING BRIDGE HAER NO. MA.-37 LIST OF DRAWINGS (Page 16)

Towers Truss Chords, Struts and Bracing

End Portal - Corrections 1907

Inclined Portal and Strut 5 & 7

Top Lateral Bracing, Tie Rods

Bottom Lateral Bracing

Agency / Engjneer Boston Engineering DepL William Jackson, City Eng.

Boston Engineering DepL William Jackson, City Eng.




Floor Beams fl,2,6 - Brackets Sbl,2 Boston Engineering DepL etc. William Jackson, City Eng.

Floor Beams F 3-5, Bracket 5B3, Fascia

Stringers Details Rivet ConsL

Turntable Girder C and Shoe Casting

Turntable Girders D & E -Corrections 1907

Drum - Corrections made 1907

Details of Turntable, Additions 1909

Framing for Turning Mechanism

General Plan (Poor Condition)

Truss A2 - Section 1, Shoe Castings

Truss A2 - Section 2, (Tie Bars)

Truss B2- Section 1 Portals (Rollers) Changes 1907, 1910












Truss B2 - Section 2, Changes 1907 Boston Engineering DepL William Jackson, City Eng.

Truss B2, Section 3, Top Lateral Bracing

Middle floor Beams, changes 1907

Side Floor Beams & Brackets

Roadway and Track Stringers -Changes 1907





NORTHERN A VENUE SWING BRIDGE HAER NO. MA.-37

Boston Public Works Department, Bridge Division LIST OF DRAWINGS (Page 17)

ll..il.JJ: llll'.2, !Sa, llcall'.iD2 IUII: l ll1:1ii:cl12li12D ~ 421:Dl:I ED2iDl:l:C

1906 3745 (General) Draw Span and Fixed Spans Sections of Floor - "For Design Boston Engineering Dept. MA-37-55 See Final Plans for Modifications" William Jackson, City Eng.

1906 1698 Proposed Bridge Boston Engineering Dept. William Jackson, City Eng.

1906 3636 Profile on North Curb Line Boston Engineering Dept. William Jackson, City Eng.

1906 3637 South Boston Abutment Boston Engineering Dept. William Jackson, City Eng.

1906 3638 Piers & Abutments Details Pier 3 Boston Engineering Dept. William Jackson, City Eng.

1906 3639 Piers & Abutments Details Piers 1 & 2 Boston Engineering Dept. William Jackson, City Eng.

1906 3640 Course Plans Piers .1, 2, 3 Boston Engineering Dept. William Jackson, City Eng.

1906 3641 Details of Boston Abutment Piers & Abutments Boston Engineering Dept. William Jackson, City Eng.

1906 3642 Details of Boston Abutment Piers & Abutments Boston Engineering Dept. William Jackson, City Eng.

1906 3643 Pier & Abutments Details of Draw Pier Foundation Boston Engineering Dept. William Jackson, City Eng.

1906 3644 Details of Draw Pier Foundation above Grade Boston Engineering Dept. 0 William Jackson, City Eng.

1906 3645 Bearing Stones for Turntable Track Boston Engineering Dept. William Jackson, City Eng.

1906 3646 Draw Fender Pier Details Piers & Abutments (2) Parts Boston Engineering Dept. William Jackson, City Eng.

1906 3647 Draw Fender Pier Platform around Center Pier Boston Engineering Dept. William Jackson, City Eng.

1906 3648 Draw Fender Pier General Plan & Sections Boston Engineering Dept. William Jackson, City Eng.

1906 3649 Draw Fender Pier Plan & Section of Timbering Boston Engineering Dept. William Jackson, City Eng.

1906 3650 Proposed Location Power Plant Boston Engineering Dept. William Jackson, City Eng.

1906 3654 _Location & Grades of Bearing Plates & Boston Engineering Dept. Castings William Jackson, City Eng.

1906 3656 Diagram Showing Distributions of Loads on Boston Engineering Dept. Draw Turntables William Jackson, City Eng.

1906 3658 Steel Superstructure Draw Span Boston Engineering Dept. Truss Al Sec. 1 William Jackson, City Eng.

1906 3682 Steel Superstructure Draw Span Detail Top Chord Joint B Truss A Boston Engineering Dept. William Jackson, City Eng.

1906 3683 Steel Suprstructure Draw Span Detail Top Chord Joint I Truss B 1 Boston Engineering Dept. William Jackson, City Eng.


Jl.D.1s: Dwg. No, Drawjng IWe I Description 1906 3684 Steel Superstructure Draw Span

1906 368S Steel Superstructure Draw Span

NORTHERN A VENUE SWING BRIDGE HAER NO. MA.-37 LIST OF ORA WINGS (Page 18)

Agency f Engineer Slotted Hole in Chord F-G Truss A Boston Engineering Dept.

William Jackson, City Eng.

Slotted Hole in Choid N-0 Truss B Boston Engineering Dept. William Jackson, City Eng.

1906 3686 Assembly Drawing Showing End of Draw & With relation to Piers 1 & 2 Fixed Span Truss B


1906 3697

1906 3738

1906 3739

1906 3740

1906 3741

1906 3742

1906 3743

1906 3746

1907 3698

1907 3699

1907 3700

1907 3701

1907 3702

1907 3703

1907 3704

1907 370S

1907 3706

1907 3707

1907 3708

Steel Superstructure Spans 1 & 2

Fixed Span General Plan

Railing

General Arrangement of Gates & Details Burner Posts

Gates & Castings Pins

Gates & Castings Pins

Stress Sheet Fixed Span

Arrangement of Bars Draw & Fixed Spans

Steel Superstructure - Span 3











Castings at Fixed ends of Trusses Boston Engineering Dept.

Details

Details

General Plan

GirderK

GirderL

GirderM

GirderN

GirderO

GirderP

GirdersL&O

Side Floor Beams - Sidewalk Brackets

Skew Floor Beams and Bracket

Stringers

William Jackson, City Eng.



















NORTHERN A VENUE SWING BRIDGE HAER NO. MA.-37

Boston Public Works Department, Bridge Division LIST OF DRAWINGS (Page 19)

~ Dwg, No, Drawjng Tjtle t Descrjptjon ~

1907 31(1} Steel Superslructure - Span 3 Fascia - (Rail Detail)

1907 3710 Steel Superslructure- Span 3 Lateral Bracing

1907 3734 Flooring General Plan Details of Paving and Waterproofing- Revisions 1934 MA-37-61

1907 373S Flooring - Draw Span Spruce Plank"+ 1 1/2" Mineral Asphalt

1907 3736 Timber Flooring Details - Spans 1 & 2 "Superceded" - "Adjusted to Fit"

1907 3737 Flooring - Span 3 "Wooden Underflooring"

1907 1701

1907 1702

1907 1703

1907 1704

1907 170S

1907 1706

1907 1708

1907 11(1}

1907 1710

1907 1711

1908 36SS MA-37-57

1908 3711 MA-37-62

1908 3712

1908 3713 MA-37-63

1908 3714

1908 371S MA-37-67

Details of Island ends

Boston Abutment Course Plan

Details of Drain Pipes

Span 3

Layout Span 3

Boston Approach Line & Grade

Ballast & Filling @ Dock #1

500' East of Sleeper SL to Commonwealth Grades for Const Part 1 Lands

500' East-of Sleeper SL to Commonwealth Grades for ConsL Part 2 Lands

500' East of Sleeper SL to Commonwealth Grades for ConsL Part 3 Lands

Cross Section - Draw Title - "Northern Avenue Draw"

General Plan Operating Machinery, Draw Elevation /Section Details Span, Piping/Air Cylinders at End Lifts

Feneral Arr. Op. Mach. Draw Piping Levers, Sheet 3712 Superceded Valves, etc. at Center

Operating Machinery, Draw Span, Arrange- Mar. 11: "This sheet supercedes ment of Piping, Levers, Valves, etc. at Centre sheet No.2 dated Feb. 15, 1908"

Oper. Mach. Draw Span, Spring Joints, Levers, and Stands, etc.

Operating Machinery - Draw Span General Plan

Air Brake, Gearing, Turning Mechanism

Agency I Engineer Boston Engineering DepL William Jackson, City Eng.



















Boston Engineering DepL Boston Engineering DepL




~ Dwg, No, Drawjng IitJe t Pescrjptjon 1908 3716 Oper. Mach. Rack and Pinion for Turntable

1908 3718 Oper. Mach. Part Plan/Elev. Shafting and Levexs on Fixed Spans

1908 3719 Op«ating Machinery- Draw Span MA-37-64

1908 3720 Operating Machinery - Draw Span


"Removed 1948"

General Plans of End Lifts -Trusses Bl

Agency I Eugiueec Boston Engineering Dept. William Jackson, City Eng.



General Plans of End Lifts - Trusses Boston Engineering Dept. Al William Jackson, City Eng.

1908 3726 General Plan/Details - Draw Centering Device "Not Used" (in pencil) Boston Engineering Dept. William Jackson, City Eng.

1908 1712

1908 1713

1908 1714

1908 3717

1908 3721

1908 3722

1908 3723

1908 3724

1908 3725

1908 3727

1908 3728

1908 37']!)

1908 3730

1908 3731

1908 3732

1908 3733

1909 1715

Cross Sections Showing Grading

Cross Sections Showing Grading

Catch Basin

Operating Machinery Draw Span

Op«ating Machinery Draw Span


Op«ating Machinery Draw Span




Receivers for Power Plant

Details of Turning Mechanism

Air Cylinders for End Lifts

Pedestals, Blocks & Castings for End Lifts

Levers, Links & Shafting for End Lifts

Framing for Air Cylindexs

General Plan & Details of Emergency Lifts

Plan & Section of Re- ceiver of Power Rooms

Structure over Center & Frame for Supporting Operating Machinery Receivers

.1/l Plan & Section of Flooring Inside Drum Operating Machinery

Ladders & Changes for Machinery Draw

Details of Platform @ Piers 1 & 2

Details of Housing over Operating Valves

Fences on Docks 1, 2, 3



















ll..ilJ.c Dwg. No, Drawjng IUJe t Pescrjptjon 1910 3910 Proposed Ferry Landing off Sleeper SL

1910 3911 Public Landing for Boats Proposed

1910 3912 Public Landing for Boats Proposed

1910 3913 Berth for Fire Boat

1910 3914 Wharf & Pier for Fire Boat

1910 3915 Prop Extension of Fender Guard

1910 3916 Wharf &Pier

1910 3917 For Fire Boat House

1910 3918 Draw Span Operating Machinery Piston for End Left Cylinders

1912 4671 Public Boat Landing



1914 5487 Electrical Signals for End Lifts

1916 4982 Draw Centering Device Alternative Design

1916 4983 Repairs on Bottom Chord Span 1

1918 4984 Repairs on Bottom Chord Span 1

1920 5053 Repairs on Draw Span

1920 5099 Navigation Light, Ladders & Platforms Sheet 2

1920 5100 Navigation Light, Ladders & Platform Sheet 1

1920 5116 Prop Additional Piling in Draw Fender

1920 5128 Repairs for Air Compressor

1922 5129 Foundation for ~ Compressor


Both Summer & Northern Ave.



Agency t Engineer Boston Engineering Dept























12.iw: Dwg. No. Drawing Title I Descrjptjon 1922 5272

1922 5273

1922 5275

1922 5310

1922 5486

1929 5777

1930 2720

1930 2700

1930 2764

1930 2764A

1930 2319

1930 2320

1930 2321

1930 2322

1930 2323

1930 2324

1930 2325

1930 2326

1934 6096

1935 «m

1935 6100

1935 6101

Changes in Draw Fender Pier for Addition to Tenders House

Strengthening compressor Foundation

Resetting Draw Track Piles for Supporting Ends of Draw

Alterations & Additions to Power Plant & Tenders House

Wharf & Pier for Fire Boat

Compressor Foundation

Steel Face for Compressor Gear

Compressor Circulating Water Returns to Emergency Tank

Arrangement of Piping & New Steel Tank for Compressed Air

Tanks for Compressed Air

Crib - Actual & Theoritical Positions

Operating Machinery, Details of Fulcrum Springs

Proposed Alterations of Air Piping near Centre

Modification of Shoes

Iron Ladder set in Face of Draw Fender Pier

Boxing for Electric Heater

Sump inside the Concrete Draw Pier

. Fence around Draw Pit

Rebuilding Pit of Draw Pier

Borings

Draw Span Top Lateral Bracing@ Tower & Framing @ Fnd Lifts

Draw Span Repairs


Plans Showing Additons & Repairs

Over Sump inside Concrete Draw Pier

Details of Pedestals, Blocks, Castings, End Lifts

Agency I Engineer Boston Engineering Dept.





Boston Public Works Dept. Bridge Division


















.12.DJ.i: Dwg. No. Drawing TltJe t Description 1935 6102

1935 6103

1935 6104

1935 6105

1935 6106

1935 6107

1935 6968

1935 6969

1935 (UlO

1935 (Ull

1935 (fJ'l2

1935 (U73

1935 (U74

1935 6975

1935 6976A

1935 (U16

1935 6977

1935 (U18

1935 6979

1935 6980

1935 6981

1935 6982

Draw Span Electrically Operated Machinery for Sliding Blocks

Electric Equipment Layout Wiring & Details

Electric Equipment Layout Wiring & Details

Draw Span General Arrangement of Piping & Operating Machinery

Draw Span Prop Arrangement of Air Pipes & Centring Cylender

Draw Span Prop Arrangement of Air Pipes & Controls

GirderF5





Girders T5A, CR, CL

Steel Super Structure Draw Span

Pin Diameters

Steel Super Structure Spans 1 & 2

Steel Super Structure Top Chord Shop Spliters








On Pier S

On Super Structure

At Air Receivers in Power House

At Center of Draw Span

Lehigh Structural Sheet Co.

Agepcy t Rpgjpeer Boston Public Works Dept. Bridge Division























ll..D..11 Dwg, No, Drawjng IitJe t Descrjptjon 1935 6983 A Top Chord Mark B (N-0)

1935 6984 EndPostAaR

1935 6985 PostKK

1935 6098 Pin Elevators Draw On - Draw Off Lower Chords

1935c 6099 Elevators on Center of Truss M Lower Chord

1957 7183 Redecking Spans - Span 3

1957 7184 Redecking Spans - Span 3

1957 7184A Redecking Span 3 Surface Grades

1959 5052 Study for Replacement Bridge or Culvert

1964 9001 Condition Survey Pier 1

1964 9002 Condition Survey Pier 2

1964 9003 Condition Survey & Repairs Pier 1

1964 9004 Condition Survey & Repairs Pier 2

1971 6990 Title Sheet

1971 6991 General Plan - Elevation & Details

1971 6992 Top Chord & Diagonal Splices

1971 6993 New End Portals

1971 6993 New End Portals

1971 6994 Method for Temporary Construction Support

1971 6994 Method for Temporary Construction Support

1971 6995A 3 l/2" I Beam Weld Flooring 7/8" H. S. Bolts

1971 6995B Jacking Beam 7/8" H. S. Bolts


Plan and Sections, "Fence" Post

Sections and Details

T&L

T&L

DeMarione

DeMarione

Truss Repair Details





Agency t Engineer Boston Public Works Dept. Bridge Division






















Iloston Public Works Department, Ilridge Division

Jl.a1c Dwg, No, Drawing TitJe t Descrjptjon 1971 6995C Weld 3/16" Fillet U.N.

1974 f,()82 Reconstruction Draw Span

1974 6083 Reconstruction Draw Span

1974 6084 Reconstruction Draw Span

1974 6085 Reconstruction Approach Spans

1974 6086 Reconstruction Approach and Draw Spans

1974 6087 Reconstruction Approach and Draw Spans

1974 6088A Reconstruction Draw Span

1974 6088B Decking

1974 6088C Type Fabrication

1974 6089 Typical Fabrication Flooring [Decking]

1979 A Location Plan

1986 Approach Span Repairs

1989 B Photo Key Plan


Deck Removal

Framing Plan

Deck Plan

Removal and Framing Plan

Deck Plan

Miscellaneous Detail

Deflection Restraining Devices issued for Construction 1 lfl4

5" Weldlock Type "H" Open and Type "C"

Details of Bridge Flooring

Agency t Engineer Boston Public Works DepL Bridge Division

Boston Public Works DepL Bridge Division









3 1/2 I Beam Weld Flooring 3 11/2 Boston Public Works DepL x 3/8 Open type flooring Bridge Division

USGS Boston South - UTM Zone Massachusetts Department 19 of Public Works

Deck Bracing Repairs, D~

Locates Existing Conditions photograph viewpoints.

Boston P W D / Seelye Stevenson Value & Knecht

McGinley-Hart & Associates on Boston PWD base plan.

FIELD RECORDS

HAER MA-37HAER MASS,13-BOST,84-

ADDENDUM TO:NORTHERN AVENUE SWING BRIDGESpanning Fort Point Channel at boundary between Boston & SouthBostonBostonSuffolk CountyMassachusetts

HISTORIC AMERICAN ENGINEERING RECORDNational Park Service

U.S. Department of the Interior1849 C Street NW

Washington, DC 20240-0001

Documents

Northern Avenue Swing Bridge Spanning Fort Point Channel ...lcweb2.loc.gov/master/pnp/habshaer/ma/ma1200/ma1233/data/ma1… · The swing bridge is located on Fort Point Channel between