Skip to main content

A Tale of Two Cities and Two Bridges - Durham's Can Opener and Raleigh's Peace Street Bridge

Image
By

Raleigh and Durham, North Carolina.  Two cities - roughly twenty miles apart.  Both are growing, have their own identity, and a little bit of a rivalry.  The major international airport is Raleigh-Durham, but don't tell anyone from Raleigh or Durham that they are the same city.

There are a variety of different yet similar things in both cities.  One example is two separate bridges - both carry trains, eat trucks annually, and are beloved in their unique way.

Raleigh's Peace Street Bridge and Durham's Can Opener Bridge (located at South Gregson at West Peabody) are both low-clearance Norfolk Southern railroad overpasses that for decades have taken out numerous unsuspecting tractor-trailers.  Each bridge resides near their respective city's downtowns - Durham's Brightleaf District and Raleigh's Glenwood South.  Over the years, the two bridges have generated media attention and a social media following.

Durham's Can Opener Bridge:


The bridge opened in 1940 carrying the Southern Railway over Gregson Street.  Today, the tracks remain in operation with Durham's Amtrak Station a few hundred yards to the southeast.  Initially built with a clearance of 11 feet and 8 inches, the Gregson Bridge had a well-known and earned reputation as a truck eater by the late 1960s.

The bridge became a local and later worldwide celebrity in 2008.  A local professional, Jürgen Henn, placed a video camera in his Brightleaf Square office to record traffic.  A few weeks later, he captured his first crash.  A year later, he added a second camera.  A YouTube channel was created - the videos were so successful that Henn created a website documenting the bridge's mishaps.  In addition, you can buy bridge merchandise.

Durham's formerly 11'8" Gregson Street Bridge now has a 12'4" clearance.

It wasn't until 2019 that the Gregson Street Bridge saw clearance improvements.  A $500,000 safety improvement allowed transportation officials to raise the Gregson Street Bridge another eight inches to a 12-foot-4-inch clearance.

Raleigh's Peace Street Bridge:

The Gregson Street Bridge clearance now matches the clearance of the other Triangle truck-scalping bridge, Raleigh's Peace Street Bridge.   The 12'4" low-clearance bridge is the second rail bridge to sit just east of the Glenwood Ave. and Peace St. intersection.  

Raleigh's Peace Street Bridge - the current version has been in place since 1963. (Adam Prince - September 2023)

The first Peace Street Bridge was a basic plate girder design erected in 1948 that carried over the Southern, now Norfolk Southern, Railway at a 12-foot clearance.  That bridge was replaced in 1963 by the current bridge.  When completed clearance was only improved by 4".

Annually since then, the bridge has claimed its share of 18-wheelers, moving trucks, and more.  The bridge is a staple of Raleigh social media - and has its 'own' Twitter account.

Tale of the Tape:

Both bridges are local community iconic landmarks. So how do they measure up against each other?

* - Number calculated from 11foot8 data of 178 trucks over 15 years. 
** - Raleigh Peace Street Bridge merchandise is done by a local clothing company.

Durham's bridge is older, and from its years at a lower clearance has eaten more trucks annually.  However, Peace Street's numbers are from trucks that were physically stuck under the bridge.  The Durham bridge stats count partial shaves and trucks that have been able to get through the underpass.  

The Peace Street Bridge does NOT, to my knowledge, have an active webcam that monitors the bridge and then has any incidents shared online.

In the end, the victory goes to Durham.  The bridge's video documentation and internet presence are far greater than its feisty neighbor down the line in Raleigh.

Further Reading:

Sources & Links:

Where To Find Them:
Labels:

Comments

Post a Comment

Popular posts from this blog

Abandoned US Route 40 in the Truckee River Canyon

By
Within the Truckee River Canyon in the Sierra Nevada range numerous abandoned portions of US Route 40 can be found alongside modern Interstate 80.   This segment of highway was opened during 1926 as a bypass of the Dog Valley Grade which carried the early North Lincoln Highway and Victory Highway. The corridor of the Truckee River Canyon State Highway would be assigned as US Route 40 when the US Route System was commissioned during November 1926. During 1958 the segment of Interstate 80 between Boca, California and the Nevada state line was complete. When Interstate 80 opened east of Boca numerous obsolete portions of US Route 40 were abandoned. Some of these abandoned segments have been incorporated into the Tahoe-Pyramid Trail.  Part 1; the history of US Route 40 in the Truckee River Canyon The Truckee River Canyon for centuries has been an established corridor of travel known to native tribes crossing the Sierra Nevada range.  The first documented wagon crossi...
Post a Comment
Read more

Former US Route 50 and the Pioneer Route Lincoln Highway on Johnson's Pass Road

By
Johnson's Pass Road is one of the oldest highway corridors in California.  Johnson's Pass was part of the Lake Tahoe Wagon Road as it was completed during 1856 over the Sierra Nevada.  The pass would later be incorporated into the Pioneer Branch of the Lincoln Highway in 1913 and US Route 50 in 1926.  Johnson's Pass Road would be bypassed by a new alignment of US Route 50 over Echo Summit in 1938.  A replacement of the Meyers Grade east of Johnson's Pass would be opened to traffic in 1947.   Johnson's Pass Road remains accessible to traffic and is still signed by the Lincoln Highway Association.  Pictured as the blog cover is the view from the top of Johnson's Pass Road overlooking modern US Route 50 and Lake Tahoe.   Part 1; the history of Johnson's Pass Much of the history of what become the Lake Tahoe Wagon Road is discussed in the  September 1950 California Highways & Public Works  during its Centennial Edition.  The or...
Post a Comment
Read more

Former California State Route 41 past Bates Station

By
When California State Route 41 was commissioned during August 1934 it was aligned along the then existing Fresno-Yosemite Road north of the San Joaquin River.  Within the Sierra Nevada foothills of Madera County, the original highway alignment ran past Bates Station via what is now Madera County Road 209, part of eastern Road 406 and Road 207.   Bates Station was a stage station plotted during the early 1880s at what was the intersection of the Coarsegold Road and Stockton-Los Angeles Road.   The modern alignment bypassing Bates Station to the east would be reopened to traffic during late 1939.   Part 1; the history of California State Route 41 past Bates Station Bates Station was featured as one of the many 1875-1899 Madera County era towns in the May 21, 1968, Madera Tribune .  Post Office Service at Bates Station is noted to have been established on November 23, 1883 and ran continuously until October 31, 1903.  The postal name was sourced...
Post a Comment
Read more