Cape Cod Canal Railroad Bridge

The Cape Cod Canal Railroad Bridge was built in 1935 as part if the Cape Cod Canal construction. This bridge was the longest lift span in the world when it was built, and it held that until the Arthur Kill Vertical Lift Bridge was built in 1959. It remains the second longest lift bridge in the USA. The bridge is also noted for its ornamental detailing, including large, riveted finials on top of the towers and an ornamental portal brace cresting that includes the logo of the Army Corps of Engineers. The lift span is an 18-panel rivet-connected polygonal Warren through truss.

The Cape Cod Canal itself was first discussed all the way back in the 1620’s. Numerous feasibility studies were done over the years, and some groups actually purchased the charter and began construction. However, they all ran out of money or were overwhelmed at the enormity of the project, and abandoned it. It wasn’t until 1904, when August Belmont II purchased the charter, that any real progress was made on the canal. He broke ground on June 22, 1909, and the canal was opened on July 29, 1914. This is notably 17 days before the Panama Canal opened on August 15, 1914. However, work continued on the canal to increase the depth, and it was not officially opened until April 10, 1916.

The original Buzzards Bay Railroad Bridge was built as a single span bascule bridge in 1910. This bridge was one of the first Strauss heel-trunnion bascule bridge ever built. The original Bourne and Sagamore Bridges were completed in 1911 and 1913 respectively. These were both moveable bridges, which consisted of two eighty-foot cantilever spans. All three of the bridges were electrically operated, and provided a navigational opening of 140 feet. This narrow opening soon proved to be a navigational hazard for vessels moving in the Canal’s swift currents. There were numerous serious accidents in the canal, which cause lengthy closures. The canal never saw level of traffic that Belmont and the investors envisioned, and the canal was ultimately a financial failure.

In 1927, the Cape Cod Canal was sold to the Federal Government, and Congress directed the U.S. Army Corps of Engineers to operate and improve the canal. One of the main problems with the canal was the bridges. The bridges were typically left in the lowered position, which required boats to fight the swift current while they waited for the bridges to open. Therefore, the Corps began a project to replace the bridges with elevated, fixed span bridges. At the same time, the railroad lift bridge was replaced. This allowed the canal to be deepened and widened from 1935 to 1940. At that time, it was the widest sea level canal in the world.

The new railroad bridge was built near the site of the previous bridge, since the location of the existing railroad tracks and terminals made it impractical to relocate the bridge. A fixed bridge was not practical, due to the gradual grades required for locomotives. The 2,200-ton center span is supported by 271-foot towers and counter-balanced with 1,100 ton weights on either side. The center span remains in the raised position 135 above mean high water except when it is briefly lowered to allow rail traffic onto or off Cape Cod.

Operation of the railroad bridge is completely funded by the Corps of Engineers. This was the primary means of transportation to and from the Cape for people and goods for many years. However, the train trips across the bridge dropped off significantly by the late 1960s. At this point, the bridge is used almost exclusively by trash trains servicing the Cape. In 2002, the bridge underwent a major rehabilitation project, which included replacing the cables, machinery, and electrical systems.