Eads Bridge

Modifications to the Bridge

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East Approach - ca 1900

Around 1900, the iron viaduct at the east approach, with its unusual “Phoenix” columns, was replaced with a steel structure.[1]

Deck Reinforcement - 1888 and 1902-06

In order to accommodate heavier trains, the wrought-iron framing of the railroad deck was replaced with steel in 1888, The new deck was further strengthened and the highway deck was reinforced between 1902 and1906. As part of this work, portions of the original iron-rod transverse bracing between the arch ribs were replaced with steel-angle braces.[1]

Arch Tube Envelopes - 1906

During the 1906 intervention, it was found that the steel jackets on arch tubes near the east and west abutments were badly corroded due to drainage of snow-melting salt from the highway deck. These tubes were encased in new steel envelopes designed to stabilize the existing jackets, which were left in place.[1]

Lateral Support for Uprights - 1906

Also during the 1906 intervention, a system of struts and braces was added between the uprights which support the decks. The braces are curved in profile, giving them the appearance of small metal arches inserted between the uprights. Their purpose is to limit vibration of the uprights caused by traffic moving across the bridge.[1] (See the Spandrel Bracing page.)

Street Overpasses - ca. 1920

The masonry arcade of the west approach is interrupted by 1st Street, 2nd Street, and the alley between 1st and 2nd. Originally, the streets were spanned by wrought-iron girders located at the railroad level. These supported the railroad directly and the highway on a row of slender iron columns centered above each girder. During the first half of the 20th century, the overpasses were replaced with steel plate-girders at railroad level and reinforced concrete beams at the highway deck.[2] [3]

West Approach - ca. 1920

About 1920, to improve the clearance above the railroad viaduct that parallels the St. Louis Levee, one of the masonry arches of the west approach was removed and replaced with steel beams. (Photo at top of page) [3]

West Approach and East Arcade - 1921

In 1921 the wooden highway deck on the masonry approaches to the bridge was replaced with reinforced concrete beams and slabs.[8]

Highway Deck Replacement on the Main Spans - 1947

In 1946-47, after several campaigns of repair "in kind", the wooden highway deck on the main spans was replaced with lightweight-concrete filled steel grating over new steel deck beams. The new deck was attached to the original wrought-iron columns which were shortened, altering the camber of the deck in order to "reduce highway grades and improve sight distances". This change lowered the highway by about three feet at the center of the bridge. Headroom for the lower deck was preserved by removing lateral bracing that previously extended over the tracks. The upper deck's ornamental balustrade was replaced with a simple welded steel guardrail.[9]

Ornamental lighting - ca. 1980

In the 1980s, the arches were outlined by a system of ornamental lighting.[3]

Renovation 1989 - 2003

To prepare it for Metrolink commuter train service and to re-open the highway deck, the bridge was extensively renovated between 1989 and 2003. New tracks were installed on the lower level and the 1947 upper deck was replaced. The work included construction of a Metrolink station concealed inside the west approach. This reinstated the "Main St. Station" that was eliminated shortly after the bridge opened. The viaduct at the Illinois end of the bridge was replaced. A second Metrolink station was constructed as part of the new viaduct.

New guardrails, reminicent of the original design, were installed on the highway deck.

Rehabilitation Project 2012 - 2016

Between 2012 and 2016, an ambitious $48 million "Eads Bridge Rehabitation Project" performed additional maintenance, with the goal of extending the life of the bridge by another 75 years. Work included patching and repointing masonry on the approaches, upgrades to Metrolink track and power systems, and abatement, abrasive-blast cleaning, structural repair, and repainting of the main spans.[6] [7]

Towers

The design for the bridge called for a pair of masonry towers at each end of the bridge. These would create ceremonial “gateways” onto the bridge and would enclose stairways and elevators giving access to the bridge from the riverbanks.

The towers fell victim to cost-cutting. Only one of the four was executed in stone matching the abutments. The tower on the north side of the St. Louis abutment was not built and the two Illinois structures were changed to less-expensive brick. The portion of the towers above the bridge deck was reduced to the stature of gate houses. The elevators were never installed.

When the highway was reconstructed in the 1920s, the tops of the towers were demolished. The portion below deck level remained, serving as platforms for toll booths.

During the1989-2003 renovation of the bridge, the Illinois towers, which were badly deteriorated, were removed. Only the stone tower on the south side of the St. Louis abutment remains. (Partially visible at left edge of photo at top of this page)

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Footnotes
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