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Hadley was experienced in building concrete ships and barges in Philadelphia during World War I for the Emergency Fleet Corporation. Hadley formally proposed his idea at a meeting of the American Society of Civil Engineers on October 1, 1921. In 1921, Hadley took a job with the Portland Cement Association, promoting the increased use of cement for large-scale projects.
In the mid-1930s, Homer Hadley designed one of the first paving machines in the United States. In the 1930s Hadley had also become well established with the Portland Cement Association, a fact that caused Murrow to encourage Hadley to step out of the limelight of the floating bridge project, now underway.
Giving up a lifelong pension within only four years of retirement, Homer Hadley struck out on his own as a private engineering consultant in 1947.
As a member of the Earthquake Committee, Seattle Section, American Society of Civil Engineers (ASCE), Hadley participated in reporting and making recommendations on the 1949 Pacific Northwest earthquake. Moving into the design of steel bridges later in his career, Hadley designed the Parker River Bridge, which was erected over the Yakima River between Benton City and Kiona.
Hadley designed several unique concrete bridges throughout the state of Washington during his lifetime, including many early American applications of the European innovation of concrete hollow-box, or cellular construction.
As would happen during and after World War II, steel shortages forced the Government to seek alternate sources of materials for use in shipbuilding. He was sent to Japan in 1923 after the Great Kanto earthquake to study the effects on different types of structures. While highly critical of Franklin Roosevelt's politics, he nonetheless went to see Lacey V.


2002) in 1967, claims that Homer Hadley designed the first concrete box-girder bridge in the United States.
The design of the Mercer Island Bridge (also called Lake Washington Floating Bridge) was considered radical, but was approved in 1937, and opened in 1940 to rave reviews. His son Richard joined him soon thereafter, and the pair designed several buildings in Juneau, Alaska, in the late 1950s and early 1960s. Neither the service provider nor the domain owner maintain any relationship with the advertisers. This economical method of construction was used extensively throughout Europe, but was not widely used in the United States until the 1940s and 1950s. In 1920, as a young engineer working in the architectural office of the Seattle School District, Hadley suggested a floating bridge across Lake Washington, supported by concrete pontoons.
Skeptics included Seattle civic leaders, The Seattle Times, and the Lake Washington Protective Association.
Murrow assured Hadley that he would be given credit for his contribution -- a promise he was not to keep.
Hadley had brought his experience of Kanto to bear, and all his buildings survived the Alaska earthquake of 1964, which measured 9.4 on the Richter scale. This is a bridge in which the superstructure is supported by cables or stays attached to a tower or towers located at the main pier(s). In case of trademark issues please contact the domain owner directly (contact information can be found in whois).
It was Hadley who originally conceived the design of a floating bridge across Lake Washington, the large lake that separates Seattle from Bellevue and Kirkland (the Eastside).


Before settling in Seattle, he worked on a surveyor crew for the Great Northern Railroad, Copper River Railroad in Alaska, and for the Canadian Northern Railroad in Vancouver.
Even the Navy, with its station at Sand Point, opposed the idea, citing aesthetic considerations. Murrow), director of the State Department of Highways, when federal monies became available to the states in the depth of the Great Depression.
Further research may be required to verify this claim, based on a letter from Homer Hadley to Pierce County road engineer, Keith Jones.
In 1993, Seattle's Mortar Board Alumni (University of Washington) led a successful statewide effort to name the newest Lake Washington floating bridge for Homer Hadley.
In 1961, the Hood Canal Bridge opened, carrying Route 104 from the Olympic Peninsula to the Kingston ferry landing, bridging Jefferson and Kitsap counties. He studied engineering intermittently at the University of Washington, attaining the equivalent of about three years of study. The latest floating bridge, running parallel to the original was opened in 1989, and named for Homer Hadley. Homer Hadley's unusual work reveals the effects of a single innovative engineer on bridge design within the state.



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