MacArthur Bridge Approach Viaduct (East)

View an article discussing the construction of this viaduct

During the 1890s, the Terminal Railroad Association of St. Louis was growing in power, owning both the Merchants Bridge and the Eads Bridge, the only crossings of the Mississippi River at St. Louis. Because the TRRA owned both bridges, the TRRA could set tariff rates for freight and passengers crossing the Mississippi River at St. Louis. During the early 20th Century, the City of St. Louis desired a "free bridge", which would provide toll free passage of railroad and roadway traffic across the Mississippi River. A Municipal Bridge Commission was formed in 1905 by the Mayor Rolla Wells to study and construct a toll-free crossing of the Mississippi River. A bond issue was voted on in 1906, authorizing money to construct the bridge.

Several ideas were considered for the location of the eastern approach. Providing the best connection to existing railroads in East St. Louis, as well as providing points for expansion were key to constructing the viaduct and using the bridge to its full potential.

In 1908, acquisition would begin on the right-of-way for the bridge. After a rejected design, it was decided to construct the main bridge with three large main spans, with a double track railroad deck on the lower portion of the bridge and a roadway portion on an upper deck. A series of viaducts would need to be constructed to the bridge to allow railroad and roadway traffic to use the main spans. The viaduct would be designed by Boller, Hodge and Baird . The main bridge would utilize three large through truss spans to cross the Mississippi River near Chouteau Avenue. With a 677-foot main span, these spans were the highest, longest and heaviest constructed at the time. Construction on the main bridge was started in late 1909, and completed in 1912. In 1911, construction had begun on a west approach, which was completed in 1913. The west approach viaduct carried both the roadway and railroad deck, with both ending near 7th Street.

Construction of an east approach viaduct was delayed as discussions and negotiations were had regarding the location of the approach. Several options had been proposed, with most being abandoned due to the impracticability and economic reasons. The east approach viaduct would need to provide the best connections and opportunities for expansion, particularly for the railroad approach. The final alignment chosen was known as the "Extended Reber" approach. The railroad and roadway viaducts would run together from the main bridge to a point near the Gulf, Mobile & Ohio Railroad; where the roadway approach would divert to the northeast, ending near 10th Street and Piggott Avenue. The railroad approach would continue east, crossing two separate lines of the Illinois Central Railroad, before coming a large curve near 15th Street and Boismenue Avenue. From here, the viaduct would continue along Boismenue Avenue, crossing several streets and the Illinois Transfer Railway before ending at the Alton & Southern Railroad near 20th Street and Baker Avenue. After the passage of a bond issue renewing the funding for the project, the American Bridge Company would be awarded a contract for the entire superstructure, with City of St. Louis Public Works labor completing the substructure. Charles Lund was awarded a contract for driving the concrete piles of the structure. Like the west approach, the east approach consisted mainly of deck plate girder viaduct, using steel towers for supports. The substructures of the bridge would be constructed of concrete pedestals, piers and abutments. Several truss spans were included in the approach, mainly to cross railroad lines. Like the remainder of the roadway portion of the bridge, streetcar tracks would be installed along the roadway viaduct.

Construction began on the bridge in March 1915, with the original schedule calling for the completion of the roadway deck in 1916. Throughout much of the summer of 1915, work was delayed due to flooding in the low areas around the Mississippi River. Work was completed in 1917, completing the roadway portion of the bridge, and allowing railroad traffic to cross the bridge. The final cost of the east approach was $1,099,453, and the viaduct used 23,920 tons of steel. While the railroad deck was completed in 1917, trains would not use the bridge until 1928, due to the inability of the railroads and the City of St. Louis to agree on terms of the use. Four turnouts were provided on the bridge for future expansions, with three facing south and one facing north.

Beginning at the east end of the main spans, the roadway deck immediately curved to the north side of the railroad deck, running adjacent to the railroad deck for approximately 2,300 feet over 33 deck plate girder spans. This segment of the viaduct mainly crossed the flood plain and a Southern Railway line. In later years, a levee would be constructed under the eleventh span east of the main spans. The roadway spans would use combined towers with the railroad span, with the roadway running significantly higher than the railroad. This portion of the viaduct would consist mainly of 45-foot deck plate girder tower spans, and 75-foot deck plate girder clear spans. Spans of 90 feet and 60 feet would also be used in a number of spans. To cross the Gulf, Mobile & Ohio Railroad; a unique 296-foot skewed truss span would be installed on concrete pedestal piers. The roadway portion of the viaduct would consist of a 10-panel, pin-connected Baltimore deck truss span for the northern truss line. The center truss line and southern truss line both consisted of 10-panel, pin-connected Pratt through truss spans, which carried the railroad deck. The railroad portion of the truss is considered a "half-through truss" span, as the railroad deck runs midway up the truss web. This unique design was utilized to minimize the number of truss lines needed for the span. The truss span utilizes built up members, heavily constructed truss webs and girder style floorbeams. Immediately east of this span, the roadway viaduct diverged to the northeast.

The roadway portion of the viaduct would continue northeast, with approximately 720 feet of deck plate girder reaching the St. Louis, Belleville and Southern Railroad (later Illinois Central). Immediately west of this railroad, the viaduct utilized a 100-foot, 6-panel riveted Warren deck truss. To cross the St. Louis, Belleville and Southern, a 126-foot, 8-panel Warren deck truss span would be installed, followed by a 98-foot, 6-panel span and a 100-foot, 6-panel span of the same design to cross Mississippi Avenue. These deck trusses were separated by steel towers, utilized inclined endposts and had laced members. The viaduct would continue northeast, with ten more deck plate girder spans of alternating clear and tower spans. A 263-foot, 10-panel pin-connected Parker through truss span would be installed to cross the Illinois Central, followed by five more deck plate girder spans, crossing Baker Street. The roadway would then reach street level at 10th Street and Piggott Avenue after a concrete retaining wall approach. The through truss span across the IC utilized laced members, a lattice style portal and pinned connections. The floor system of the roadway approach was constructed of concrete slabs, formed in steel pans.

From the divergence point near the GM&O, the railroad approach would continue east, using twelve deck plate girder spans with alternating 75-foot clear spans and 45-foot tower spans. To cross the St. Louis, Belleville and Southern, the viaduct utilized a 184-foot, 7-panel pin connected Pratt through truss span, set onto concrete piers. These concrete piers utilized an arch shape, a design used by railroads in the early 20th Century to reduce costs. This truss span would be more traditionally built, using lightly laced members, a lattice portal and large pin connections. The truss was immediately approached by a 45-foot deck plate girder span on either side, disrupting the alternating pattern of the viaduct. An additional 20 spans of alternating deck plate girders of the same size would cross Mississippi Avenue and Hickory Street, with a 55-foot deck plate girder span immediately west of the Illinois Central Railroad. To cross the Illinois Central, a skewed 227-foot, 9-panel pin-connected Parker through truss span would be installed, set onto a concrete west pier and a steel tower east pier. This truss span would be heavier built than the smaller 184-foot span, with heavily laced members, a deep truss web and lattice portals. The viaduct would then utilize 31 more deck plate girders of differing tower and clear span lengths, crossing Russell Avenue and 14th Street.

At 15th Street and Boismenue Avenue, two 70-foot deck plate girder spans would cross the two streets, with an angled tower allowing for the intersection underneath. Between 14th and 16th Street, the viaduct would curve southeast, following Boismenue Avenue. The remainder of the viaduct would consist of 67 additional deck plate girder spans, with varying lengths of tower and clear spans. The viaduct would cross 16th, 17th, 18th, 19th and 20th Streets, as well as the Illinois Transfer Railway. 55-foot through plate girder spans would be installed to cross 19th Street and the railroad line. As an approach to the viaduct, a concrete retaining wall carried the tracks to ground level, where it would meet the Alton & Southern Railroad near 29th Street.

While the bridge is mainly constructed of deck plate girder spans, the variety of truss spans makes this viaduct unique. The span over the GM&O is an unusual example of a combined railroad and highway structure, sharing three truss lines of different designs. In addition, the configuration of this span as a "half-through truss" span adds to the uniqueness of the structure. All of the through truss spans utilized pinned connections, which was unusual as bridge construction had shifted mainly to riveted structures by this time. It is believed that pinned connections were likely used due to the length of the spans, and the loading capacity required for them. The Pratt design was undoubtedly the most popular truss bridge design in the late 19th Century, before being superseded by the stronger Warren design. While most railroads had stopped using the Pratt design by the time this structure was constructed, the design was occasionally used by some railroads into the 20th Century, due to the strength and economy of the design. The Parker through truss was a variant of the Pratt design, and was typically used for longer truss spans. This design also grew out of favor in the early 20th Century, as riveted designs provided stronger and more economic alternatives to the design.

Since the initial construction, the viaduct has undergone a number of changes. In 1931, a northeast approach viaduct was added, leaving the railroad deck near the east end of the main spans, connecting to the east end of the Eads Bridge. In the mid-1930s, an additional viaduct was added at the east end of the viaduct, leaving the main viaduct near 19th Street to connect to the Illinois Transfer Railway. Illinois Route 3 would later be constructed near the St. Louis, Belleville & Southern span. From 1929 until the completion of the Poplar Street Bridge in 1955, the bridge would carry the famed US Highway 66. In 1942, the bridge was renamed from the Municipal Bridge to the MacArthur Bridge in honor of General Douglas MacArthur. Due to the heavy use of the bridge, the roadway deck would gradually grow into disrepair. After the completion of the additional railroad viaducts, railroad traffic steadily increased on the bridge. By 1981, the bridge would be closed to automobile traffic. The bridge would be given to the Terminal Railroad Association in 1989 as part of a swap, with St. Louis acquiring the Eads Bridge.

The roadway viaduct had sat unused since 1981, posing a hazard to the public below. A portion of the roadway viaduct was removed in the late 1980s, possibly due to damage. The portion of the roadway viaduct between the main spans and the former St. Louis, Belleville & Southern was removed between 2003 and 2005, leaving the truss span over the former GM&O. The TRRA has done occasional repairs to the bridge, mainly consisting of strengthening spans and replacing rivets. As of 2024, the TRRA is planning to alter the first several spans of the east approach, by replacing them with a retaining wall and box culverts. Due to the age of the viaduct, it is likely that more work will be required in the near future to keep the viaduct operational. Overall, the viaduct appears to be in fair condition, with some deterioration seen throughout the structure at various points. Several towers and spans have been strengthened, mainly by replacing members and rivets. The author has ranked this structure as being highly significant, due to the length, history, unique spans and relation to the main bridge.