KCT - Highline Bridge

I saw the derailment video on Facebook.Amazing how the lumber cars broke apart.Thank god they weren't loaded.That would've been a real mess.

Jan 2 2022 west column 36 on the east approach was struck by derailed centerbeam that rode up over other cars .

Jan 3 repairs to the column , added a series of strengthening plates to the area damaged .

image taken from Virtualrailfan camera ( with permission.)

footage of the derailment is posted on youtube

https://www.youtube.com/watch?v=vFLJvpwm52Q

Lift system added 1961 according to:

http://wikimapia.org/7016898/Highline-Bridge-Kansas-City-Ter...

Both ends of the bridge open = North West end with train is the SE end

I have added Jackson County, MO to Other location for this bridge. All of the truss spans are on the Kansas side, but the eastern approach extends into Missouri, forming part of the triple crossing at Santa Fe Junction.

I believe that it was about 2002 when they reinforced this bridge to allow both tracks on the upper deck to be used at the same time and to increase the speed from 10 MPH to 30 MPH. I thought that I had more pictures, but this is the only decent one I found.

I believe this bridge originally had a screw-jack lifting mechanism similar to Railroad Bridge 3 & 4. I vividly recall the installation of the hydraulic jacks in the early 60's.

Prior to the start of the 1993 flood, the hydraulics were in disrepair and evidently had not been tested for years. Rumor had it that it was cheaper for the railroad to pay the fine for not testing the mechanism than to disrupt traffic. There was a mad scramble to find parts and hydraulic fluid, and in the end, only 2 sections were lifted. For years, a large tree dangled from the span that didn't lift.

Somewhere, I have slides of the KCT crews closing the stop-log gap in the floodwall during the 1993 flood.

Mr. McClanahan is correct. The three river spans can be raised during high water. The lifting mechanisms were added sometime after the 1951 flood.

During the 1993 flood one or two spans were not able to be lifted. I'm not sure of why they were not able to be lifted.

For many years a portion of the upper deck was restricted to a single track. The entire structure was strengthened a couple of years ago. The concrete deck was replaced, additional steel added, and the second track restored across the entire length. Train speed, which was limited to 10-15 mph, was raised to 40 mph.

On 3/13/93 an oversized load derailed and caused the collaspe of two approach spans on the west side of the bridge. An east bound train on the Highline was able to stop a few hundred feet west of the collaspe.

This very well could be, although I have no first hand knowledge, I have heard that the bridges over the Kaw (Kansas River)can be raised due to flooding.

Can anyone tell me when the vertical steel structures at the ends of the spans that cross the river were added and what they are for? A photo from the mid-fifties shows no such structure, but on in the mid-sixties do show them. Are they additions made because of the 1950 flood?