The Williamsburg Bridge is a suspension bridge in New York City across the East River connecting the Lower East Side of Manhattan at Delancey Street with the Williamsburg neighborhood of Brooklyn at Broadway near the Brooklyn-Queens Expressway (Interstate 278). Completed in 1903, it was the longest suspension bridge span in the world until 1924. The bridge is one of four toll-free vehicular bridges connecting Manhattan Island and Long Island. The others are the Queensboro Bridge to the north, and the Manhattan and Brooklyn Bridges to the south. The Williamsburg Bridge once carried New York State Route 27A and was planned to carry Interstate 78, though the planned I-78 designation was aborted by the cancellation of the Lower Manhattan Expressway and Bushwick Expressway.
Introduction
Williamsburg Bridge
Williamsburg Bridge | Introduction
No - The Williamsburg Bridge is a suspension bridge Yes, it is a suspension bridge. Yes. It is a suspension bridge. Yes even it is a suspension bridge
how much is robert f kennedy bridge toll
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drivers pay $9.50 per car or $4.00 per motorcycle for tolls by mail. Customer Service Center pay $6.12 per car or $2.66 per motorcycle.
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which locations are connected by this bridge?
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The bridges link the boroughs of Manhattan, Queens, and the Bronx.
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does it traverse a river?
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Yes -  East River, Harlem River, Bronx Kill
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where does the first river originate?
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Long Island Sound
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are there any other bridges on that river?
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Yes -  Brooklyn Bridge, Williamsburg Bridge, the Queensboro Bridge
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what type of bridge is the first one?
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cable-stayed/suspension bridge
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what types of vehicles use it?
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Only passenger vehicles and pedestrian and bicycle traffic are permitted.
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is the second bridge also same type as the first one?
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Construction on what was then known as the "East River Bridge", the second to span it, began in 1896 after approval by the Governor of New York on May 27, 1895. The new bridge was to be built north of the Grand Street Ferry, terminating at Delancey and Clinton Streets on the Manhattan side and at South Fifth Street and Driggs Avenue on the Brooklyn side. Leffert L. Buck was the chief engineer, Henry Hornbostel was the architect, and Holton D. Robinson was the assistant engineer. Engineers first constructed caissons on either side to support the future bridge. The caisson on the Manhattan side was completed in May 1897, upon which time the caisson on the Brooklyn side was launched.
Williamsburg Bridge | Construction
The Williamsburg and Manhattan bridges are the only suspension bridges in New York City that still carry both automobile and rail traffic. The Williamsburg once held four trolley tracks in addition to the two subway tracks currently on the bridge that connect the New York City Subway's BMT Nassau Street Line and BMT Jamaica Line. Two tracks on the south side carried streetcars from the Brooklyn side: Two north-side tracks carried Manhattan streetcars:
Williamsburg Bridge | Rail tracks
Workers later added several support towers on either side of the main span to supplement the suspension towers. In 1969, inspectors found varying degrees of corrosion under the bridge's outer roadways. A 1978 study of the Williamsburg Bridge, as well as of five other bridges in New York City, found that there were varying degrees of corrosion on the main cables' individual strands. Cracks were also found in the bridge structure itself. Out of the six bridges examined in 1978, the Williamsburg Bridge was the only crossing that was found to have corroded suspension cables. A subsequent study concluded that the bridge needed either new cables or a replacement.
Williamsburg Bridge | Rehabilitation
While they are similar in basic appearance, major differences can be seen between the original and second spans. The original span was constructed of riveted steel plates, and it has an open-grate shoulder access walk. In contrast, the second span was constructed mostly of welded steel plates (with heavy riveted joints in crucial areas) and it has concrete access walks. The original suspension span carries northbound traffic for Interstate 295, whereas the newer span carries the southbound traffic. Crossover lanes on each side of the bridge can allow for two-way traffic on one span if the other has to be closed for an extensive period of time.
Delaware Memorial Bridge | The second span
The bridge, including approaches, is long, its main span is , and its deck is wide. Measured from high water, the height at the center of the bridge is above the river and each tower is tall. The structure is unconventional among suspension bridges in having its main span hanging from cables in the usual manner but its side spans being supported entirely by their trusswork. The Brooklyn landing is between Grand Street and Broadway, which both had ferries prior to the bridge's construction. The five ferry routes operated from the landings went out of business by 1908. The bridge once carried New York State Route 27A.
Williamsburg Bridge | Description
It passes under the colonial-era "Restored Area" in a tunnel. With the exception of buses, commercial vehicles are not allowed on the Parkway.
Transportation in Williamsburg, Virginia | Highways
The caissons were manufactured in a shipyard in Williamsburg. In January 1898, Mayor Robert Anderson Van Wyck removed the members of the East River Bridge Commission due to "charges of extravagance". A commission of six people appointed by the state was proposed, but the bill was rejected. As part of the Williamsburg Bridge's construction, the section of Delancey Street between the bridge's western end and the Bowery was widened. The portion of Spring Street between the Bowery and Lafayette Street was also expanded. This was the third plan for the bridge's western approaches that was publicly announced. Public opposition had caused the cancellation of previous proposals, which included a wide street extending from the end of the bridge to either Cooper Square or the intersection of Houston Street and Second Avenue.
Williamsburg Bridge | Construction
Originally, the Williamsburg Bridge was used mainly by trolley lines and railways (see ). In January 1932, it was agreed to convert a pair of abandoned trolley tracks on the south side of the bridge that had been deemed unsafe to an roadway. Three more concrete roadways were added in 1941 as part of a Works Progress Administration project.
Williamsburg Bridge | 20th century
The Williamsburg Bridge is a suspension bridge in New York City across the East River connecting the Lower East Side of Manhattan at Delancey Street with the Williamsburg neighborhood of Brooklyn at Broadway near the Brooklyn-Queens Expressway (Interstate 278). Completed in 1903, it was the longest suspension bridge span in the world until 1924. The bridge is one of four toll-free vehicular bridges connecting Manhattan Island and Long Island. The others are the Queensboro Bridge to the north, and the Manhattan and Brooklyn Bridges to the south. The Williamsburg Bridge once carried New York State Route 27A and was planned to carry Interstate 78, though the planned I-78 designation was aborted by the cancellation of the Lower Manhattan Expressway and Bushwick Expressway.
Williamsburg Bridge | Introduction
The first bridge was an iron bowstring arch truss completed in summer 1873 by the Wrought Iron Bridge Company of Canton, Ohio. It had a total length of . Each of its two spans were . They were supported by one pier in the Allegheny River. Revenues for all traffic were collected at a tollhouse. A decade later the bridge was replaced when the Pittsburgh and Western Railroad (later part of the Baltimore and Ohio Railroad) laid a line through the area. Due to the demands of a steam haulage, the second bridge was a Howe truss type built of wood.
Foxburg Bridge (1921) | Predecessors
Horse-drawn carriages have been allowed to use the Brooklyn Bridge's roadways since its opening. Originally, each of the two roadways carried two lanes of a different direction of traffic. The lanes were relatively narrow at only wide. In 1922, motor vehicles were banned from the bridge, while horse-drawn carriages were restricted from the Manhattan Bridge. Thereafter, the only vehicles allowed on the Brooklyn Bridge were horse-drawn. Since 1950, the main roadway has carried six lanes of automobile traffic. Because of the roadway's height ( posted) and weight ( posted) restrictions, commercial vehicles and buses are prohibited from using the Brooklyn Bridge.
Brooklyn Bridge | Vehicular traffic
In 1888, a hand-operated swing bridge of limited load capacity was built for rail and foot traffic only.
Johnson Street Bridge | Second bridge, 1888 - 1923
This bridge was replaced by a more sturdy eleven-arch wooden bridge in 1778. By 1840 this bridge had become dilapidated and the owner appealed to the Corporation of London to support reconstruction. Among their arguments were that since the bridge was built, the City had created Molesey Lock and Weir and as a consequence navigation through the bridge was dangerous. The bridge was described at about this time as "crazy, hog-backed, inconvenient and obstructive of the navigation".
Hampton Court Bridge | Second bridge
Sometime after 1846, a double-track railway was added, linking the Philadelphia and Columbia Railroad to the Northern Central Railway. Due to fear of fire caused by locomotives, rail cars were pulled across the bridge by teams of mules or horses.
Columbia–Wrightsville Bridge | Second bridge
The New York State Department of Transportation applied for funding to rebuild the bridge, which was projected to cost $250 million and take ten years. Every third rope in the suspension had already been replaced in 1985. However, more than 200 cables in the suspension had snapped, and pieces of concrete were falling from the bridge. The bridge's structural integrity was rated as 1.6 out of a scale of 1 to 7.
Williamsburg Bridge | Rehabilitation
Although a second deck for the Brooklyn Bridge was proposed, it was thought to be infeasible because doing so would overload the bridge's structural capacity. The first new bridge across the East River, the Williamsburg Bridge, opened upstream in 1903 and connected Williamsburg, Brooklyn, with the Lower East Side of Manhattan. This was followed by the Queensboro Bridge between Queens and Manhattan in March 1909, and the Manhattan Bridge between Brooklyn and Manhattan in December 1909. Several subway, railroad, and road tunnels were also constructed, which helped to accelerate the development of Manhattan, Brooklyn, and Queens. Though tolls had been instituted for carriages and cable-car customers since the bridge's opening, pedestrians were spared from the tolls originally.
Brooklyn Bridge | Late 19th through early 20th centuries
Had the Lower Manhattan Expressway been built, the Williamsburg Bridge would have been designated Interstate 78.
Williamsburg Bridge | Description
Starting in 1855, there was a ferry tied to a pier in the river to prevent it from being washed downstream. This was succeeded in 1886 with a suspension bridge built by the Windsor Locks and Warehouse Point Bridge and Ferry Company. The second bridge was a 7-span through Pratt truss structure completed in 1921. Each span was approximately long, consisting of six panels for a total of approximately between abutments, and a curb-to-curb width. The design load limit was , though this was reduced to in 1977. The truss structure was built by the Berlin Construction Company, directly north of the previous bridge.
Bridge Street Bridge (Connecticut River) | History
The current bridge has a height restriction for boats of only 12 feet except when opened. VDOT closed the bridge several times for limited periods in 2004 when the swing mechanism failed to completely close the bridge, said state officials. The closure inconvenienced residents who regularly used the bridge, forcing on them a 63-mile detour to cross the river. Some frustrated residents parked vehicles at each end of the disabled bridge and either walked or rode golf carts across it. That was when the state decided to replace the aging bridge, which was traveled by an estimated 3,500 vehicles per day, said VDOT Williamsburg Resident Administrator Todd Halacy.
Barrett's Ferry Bridge | 1939 bridge
The design of the second East Washington Avenue Bridge is unknown, but the survey in 1916 for its replacement documented a cantilever through truss swing that was long. The bridge was heavily repaired and remodeled in 1893, around this same period a trolley line was added. Two decades later, the bridge needed to be replaced and restrictions were made to extend the service life of the bridge, with trolleys, then heavy trucks being banned. The bridge's service life ended in 1917 with its closure.
East Washington Avenue Bridge | Second bridge
At the foot of the bridge in Williamsburg between South 5th place and Havemeyer Street in Brooklyn are three public areas that, collectively, comprise the Williamsburg Bridge Plaza, also known as Washington Plaza or George Washington Monument Park. It contains Continental Army Plaza and LaGuardia Playground, both operated by the Parks Department, as well as the Williamsburg Bridge Plaza Bus Terminal, which serves numerous bus lines to Brooklyn and Queens. The plaza is named after the large statue of George Washington in Continental Army Plaza erected in 1906.
Williamsburg Bridge | Plazas
They also completely destroyed the pier in the centre of the river.
Duisburg-Hochfeld Railway Bridge | The second bridge
Decades of deferred maintenance caused the Williamsburg Bridge to deteriorate significantly. This was worsened by a design flaw during construction: instead of galvanizing the main cables to prevent their corrosion, workers placed a mixture of "slushing oil" as a cost-saving measure. By 1912, some of the smaller cables in the bridge's anchorages had already snapped. In 1922, a galvanized sheath was placed around each of the main cables. However, damage still occurred, and in 1934, water in the main cables caused the wires to rust. In 1944 and again in 1963, workers poured oil treatments onto the cables in attempts to prevent the corrosion.
Williamsburg Bridge | Rehabilitation
Current bus routes include:
Williamsburg Bridge Plaza Bus Terminal | As a bus terminal
The second bridge was a concrete arch structure that included a coloured aggregate of red granite, crushed to pass through a screen, exposed by scrubbing with steel brushes, and cleaned by several washings of muriatic acid and water.
Maryland Bridge | Second bridge
McClellan Jr. operating the first streetcar over the bridge into the terminal. The new terminal allowed the BRT to double the capacity of its streetcar operations over the bridge. On December 1, 1923, service on the now-Brooklyn–Manhattan Transit Corporation (BMT) lines over the Williamsburg Bridge ended, due to decreasing profits and a dispute with the city over tolls. BMT service was truncated to Washington Plaza in Williamsburg, and bridge service was replaced with municipal shuttle service. On February 15, 1931, BMT streetcars once again began running to Manhattan after municipal shuttle service ended. Only the Nostrand, Ralph, Reid, and Tompkins lines resumed traveling over the bridge, while the remaining lines continued to terminate in Brooklyn.
Williamsburg Bridge Trolley Terminal | History
By 1947, the Broadway Bridge was carrying traffic for a spur of State Road A1A and State Road 600. The State Road Department determined a new four-lane drawbridge was needed to replace the old structure. Tidewater Construction Corporation of Norfolk, Virginia, was awarded the contract to construct the bridge, and started work on February 6, 1947. The overall length was 1777 feet with a channel span of 104 feet, allowing 90-foot clearance with the double-leaf bascule (drawbridge) open. The second Broadway Bridge over the Halifax River was officially opened on November 8, 1948, and dedicated in honor of Robert T.
Broadway Bridge (Daytona Beach) | Second bridge
It was seen as more economical to build a new crossing.
Redheugh Bridge | The second crossing
In 1860, a wire-suspension bridge, designed by John A. Roebling, replaced the decaying timber structure. This bridge was four spans long, with two main spans, and approach spans measuring each. The bridge was dominated by cast iron towers, each formed by four cast iron columns. Although the Roebling bridge, with its iron superstructure, was generally believed non-flammable, it fell victim to fire on June 19, 1881. The bridge was not destroyed, but its floor system of white pine and white oak was severely damaged. John Harper, president of the Allegheny Bridge Company, which owned and operated the structure, stated that he believed the fire was the result of "sparks and perhaps flame from the stacks" of passing steamboats igniting bird nests located under the superstructure of the bridge.
Coraopolis Bridge | Second Sixth Street Bridge
It was decided to replace the cables because that cost less than a wholesale replacement. However, engineers also considered the option of replacing the bridge if the cable replacement project became too expensive. The cable replacement was also complex, since the process had to occur while the bridge was still in operation. The bridge continued to decay: in May 1987, two support bars fell from the outer roadway. By January 1988, it was determined that the four main suspension cables were only two-thirds as strong as they were supposed to be. Without any maintenance, the main cables would only be able to hold up the span until 1995.
Williamsburg Bridge | Rehabilitation
The navigation span was a steel through-truss swing span which the city would open on four hours' notice. In 1953, it opened 79 times. Even in its later years, it was opened once or twice a week. The trusses of the swing span projected through the bridge deck, dividing the two outer lanes from the two inner lanes. This contributed to many motor vehicle collisions. In April 1915, the creosoted wood deck caught fire, with the collapse of a steel side span.
Cambie Bridge | Second bridge
The use of logs instead of chains effectively increased the bridge's general buoyancy at the cost of its stability during low tide - the bridge often serpentined its way across the water while the inclination of the roadway at the two ends made use of extra horses necessary. Heavy trucks started to use the bridge, for which it was not constructed. Ice break-up destroyed a third of the bridge in 1918.
Lidingöbron | Second pontoon bridge
This included those from Nostrand Avenue surface line and Reid Avenue Line, among several that went over the bridge to Manhattan. The northern half of the terminal has since been replaced by LaGuardia Playground, named after former New York City mayor Fiorello H. La Guardia.
Williamsburg Bridge Plaza Bus Terminal | As a streetcar terminal
The current bus terminal lies on the southern block of the former trolley terminal, with Broadway to the south and South 5th Street to the north. The terminal consists of five lanes or bays, numbered 1 to 5 from north to south. Lane 6 was rebuilt as a station house with MetroCard Vending Machines, and as of 2015, is out of service. Each bay contains a low-level sidewalk platform with several shelters. Buses enter the terminal from the west, where there is a layover area. Buses can exit the terminal to either Broadway or South 5th Street at the east end of the block.
Williamsburg Bridge Plaza Bus Terminal | As a bus terminal
It also has several differences, such as the lack of stone quoins, while the plain uncut bricks form a jagged pattern where they meet the faces of the bridge. The second bridge is also somewhat narrower than the first, having been built to carry a pair of standard gauge tracks. In relation to the original bridge, it is often referred to as the 'east' or 'relief' bridge. The second bridge has typically been regarded as possessing less intrinsic merit than the first one.
Moulsford Railway Bridge | Second bridge
The upper level has a vertical clearance of , and all trucks and other oversize vehicles must use the upper level. Trucks are banned from the lower level, which has a clearance of . All lanes on both levels are wide. Vehicles carrying hazardous materials (HAZMATs) are prohibited on the lower level due to its enclosed nature. HAZMAT-carrying vehicles may use the upper level, provided that they conform to strict guidelines as outlined in the Port Authority's "Red Book". There are two sidewalks on the upper span of the bridge, one on each side. However, cyclists and pedestrians can usually only utilize the southern sidewalk, since the northern sidewalk is normally closed.
George Washington Bridge | Decks
The bus terminal is one of three plazas at the foot of the bridge that constitute Washington Plaza, along with Continental Army Plaza and LaGuardia Playground across South 5th Street, which are run by the Parks Department.
Williamsburg Bridge Plaza Bus Terminal | Introduction
The first bridge at the location was opened on July 3, 1797. It was a wooden covered bridge, and rotted and collapsed in 1804. The second bridge, of similar type, burned six months after it was built. The third bridge was built four years later in 1808, and its method of construction gave subsequent iterations their names. It was a chain suspension bridge, using 1¼ inch bars. It was designed by Judge James E. Finley, and was 136 feet long by 15 feet wide. It was destroyed by flood in 1810 or 1812. The fourth bridge was also a chain suspension bridge, and though damaged by floods in 1815, it lasted until 1840.
Chain Bridge (Potomac River) | History
To accommodate the bridge's approaches, 600 houses were demolished in total, including 330 on the Manhattan side and 270 on the Brooklyn side. More than 10,000 people were evicted from these houses during construction.
Williamsburg Bridge | Construction
Today it is limited only to pedestrian use, and is closed in winter. The City of Albany approved a small-scale restoration project in 2012.
Whipple Cast and Wrought Iron Bowstring Truss Bridge | Introduction
The bridge was built under the supervision of Mayor Carter Harrison, Jr. and Frederick W. Block, the Commissioner of Public Works. This is the second bridge built on this site which replaced a swing design which was characterized by a mid-river pier supporting the swing span. The current bridge eliminated the need for the mid-river pier, allowing more room in the shipping channel. While the machinery of the current bridge is intact, the bridge is no longer operable and the leaves are clamped together.
Cortland Street Drawbridge | History
It is the second oldest surviving covered bridge in the state, although it is also the only one not being maintained.
Waldo Covered Bridge | Introduction
In 1968, the original 1926 railbridge was replaced by CN Rail with a larger, higher lift bridge. A bridgetender activates cables and counterweights to raise the span. Unless moving a train across Burrard Inlet, the lift section is always in the up position to allow ships to go underneath. The current bridge has a vertical clearance of at the main lift span fully raised (open position). The vertical lift section of the Second Narrows Railway Bridge provides clear navigation width between rubbing fenders. However, the Ironworkers Second Narrows road bridge has a vertical clearance of and the shipping channel where the maximum vertical clearance is available is wide.
Second Narrows Bridge | Second bridge (1968)
At ground-level was an additional terminal for through-trolley service from the New York Railways Company and Third Avenue Railway, whose lines traveled from Manhattan along the north side of the bridge to the Washington Plaza trolley terminal in Williamsburg, Brooklyn. The covered exit stairs from the subway and underground terminal led directly to the shelters serving the Manhattan surface trolleys. Both the staircases and shelters were designed with terracotta features. The exit stairs were designed as kiosks constructed of concrete, and finished with blue and white tiling.
Williamsburg Bridge Trolley Terminal | Surface terminal
The roadway deck through the cantilevered span was an open steel-grid deck, similar to that of the Castleton Bridge just south of Albany, New York, or the now-demolished Sikorsky Bridge on the Merritt Parkway in Connecticut. The deck proved to be extremely slippery when wet. After the bridge began to show structural problems with age, RIDOT began construction of the Jamestown-Verrazano Bridge in 1985. The new bridge, which opened on October 8, 1992, includes four divided lanes of traffic with shoulders.
Jamestown Bridge | Structure
The first bridge on this position, constructed on wooden piers, was built in 1810–12. The roadway was level with the east bank, meaning that the bridge had to be reached via a ramp from the lower west bank. This bridge was replaced in 1824. Over the first few years of the second bridge's existence, buildings began to be constructed along the bridge, a situation legally permitted due to fact that the river is not navigable at this point. In 1827 a market was constructed on the north side, its west end resting on the Front Street wall and its east end supported by the westernmost pier of the bridge.
Main Street Bridge (Rochester, New York) | Previous structures
Pedestrians and cyclists had to use one of the closed road lanes (depending on the reconstructed bridge side).
Kennedy Bridge (Bonn) | Second reconstruction
On June 5, 1995, at 6:18 a.m. (EDT), a New York City Subway J train crashed into the back of a stopped M train on the Williamsburg Bridge, which connects Brooklyn and Manhattan in New York City. The motorman of the J train died upon impact and 54 passengers were injured.
1995 Williamsburg Bridge subway collision | Introduction
In 1994, the new road bridge was renamed the Ironworkers Memorial Second Narrows Crossing in honour of the ironworkers who died in accidents while building it. However, the new bridge is still commonly referred to as the Second Narrows Bridge.
Second Narrows Bridge | Original bridge (1925)
Second Street Bridge was a historic concrete Bowstring arch bridge located in Chester, Pennsylvania. It was built in 1919, and was a , single-span arch bridge. The original patent issued to James B. Marsh in 1911 for the bridge design used included this experimental use of concrete. The bridge allowed traffic on Pennsylvania Route 291 to cross Chester Creek. The bridge has been demolished. It was listed on the National Register of Historic Places in 1988.
Second Street Bridge (Chester, Pennsylvania) | Introduction
The second bridge was opened in 1918 to replace the old Broadway bridge. Instead of linking with Broadway, it was oriented slightly to the north; traffic crossing from the east was sent even further north, eventually connecting with Main Street about 500 metres from Broadway. Construction began in 1911 and was completed in 1912. Streetcars began operating on the bridge on December 3, 1925. The second bridge was dismantled in 2001 for the opening of the third (current) bridge.
Provencher Bridge | The second bridge
The construction of the $95 million second portion of the HRBT was funded as part of the Interstate Highway System as authorized under the Federal-Aid Highway Act of 1956, as a portion of I-64, which means that it was funded with 90% FHWA funds from the Highway Trust Fund and 10% state DOT funds. The second span opened on November 1, 1976 as a toll-free roadway.
Hampton Roads Bridge–Tunnel | History and design
The second bridge was erected in 1886 by the Reading Railroad to carry increasingly heavy freight traffic. It was a two-track, wrought-iron Pratt truss bridge that served until 1920.
Columbia Railroad Bridge | Second bridge
The new swing span was constructed in fall 1900, and it was made stronger than its predecessor by an additional tower built over the middle pier, connected to the outer ends of the span by iron or steel rods. On June 21, 1902, a fire that destroyed six blocks of east-side waterfront property also heavily damaged the bridge's eastern approach viaduct, closing the bridge to all traffic for several weeks. It reopened to pedestrians on July 18, to horse-drawn vehicles on August 5, and subsequently to streetcars. By 1907, planning was under way for the bridge to be replaced by a new structure that would be positioned at a higher elevation over the water and be constructed of steel instead of wood.
Madison Street Bridge (Portland, Oregon) | Second bridge
The second bridge made of stone (and internally of brick) was permitted, with additional tolls, under an Act of Parliament obtained by the nephew of Mr Dicker, Dicker Sanders and designed by James Paine, whose bridge Chertsey Bridge still stands. This was opened in 1788. This bridge inspired three paintings by Turner in 1805 of different scenes featuring the bridge following some sketches which have also been preserved; most of these works are kept by the Tate Gallery, though one painting was sold at Sotheby’s in July 2018 for £3.4 million, its export then being blocked by the government for the national benefit.
Walton Bridge | Second bridge
The Second Street Bridge has a single-span Whipple truss design, made of steel and iron. The bridge is wide and spans over the Kalamazoo River with of water clearance. Its abutments are made of granite fieldstone. The structure is decorated with lattice work, iron end post finials, and latticed metal handrails. On one side of the bridge is a pedestrian walkway with wood flooring.
Second Street Bridge (Allegan, Michigan) | Design
When the bridge was opened southbound traffic was moved onto the new bridge and all four lanes of the original bridge were used for northbound traffic.
Shibanpo Yangtze River Bridge | Second Bridge
For most roads it crosses it does not have an intersection with that road. It normally goes on a bridge, under a bridge, or in a tunnel (the only tunnel is the tunnel under Colonial Williamsburg). Examples of this happening: when it crosses Interstate 64 and US Route 60. When it crosses a road (if it even has an intersection with it) it is more like an interchange than a crossroad. Almost every overpass is made of brick and made to look like it was made in the Colonial era (most roads that go over the Colonial Parkway instead of the bridges that the Colonial Parkway uses to travel over other roads, like Interstate 64).
Colonial Parkway | Bridges and interchanges
The bridge consisted of 69 spans with a large continuous cantilever Warren truss centerpiece. The 600 ft (183 m) main span was 135 ft (41 m) above the western portion of the Narragansett Bay. The bridge was long thought to be a danger to motorists, consisting of only two undivided lanes, and during the summer months, the eastbound lane was usually at a standstill due to vacationers traveling to Newport via the main route from the mainland. Its steep climb proved challenging for some vehicles and with no passing lanes or shoulders, hazardous conditions resulted when stalled vehicles were on the bridge.
Jamestown Bridge | Structure
Locally, the Clark Bridge is known as the Second Street Bridge due to its direct alignment onto Second Street in Louisville. There is a pedestrian sidewalk on each side of the bridge deck. The Clark Bridge was previously the only regional Ohio River bridge open to non-motorized traffic, until the opening of the Indiana side of the nearby Big Four Bridge to pedestrian and bicycle traffic in May 2014. Since 1991, the bridge has been used as "ground zero" for the annual Thunder Over Louisville event, when a waterfall of fireworks flows along the entire length of the bridge during the fireworks show.
George Rogers Clark Memorial Bridge | Culture
At the time of the bridge construction, a typical family automobile was the Ford Model T, with a weight of about . The maximum permitted truck gross weight was about . By contrast, at the time of the collapse, a typical family automobile weighed about and the large truck limit was or more. Bumper-to-bumper traffic jams on the bridge were also much more common, occurring several times a day, five days each week, thus causing more stress to the bridge elements.
Silver Bridge | Design loads
A celebration was held on June 22, 2003, to mark the bridge's 100th anniversary. The area surrounding Continental Army Plaza was filled with musical performers, history exhibits, and street vendors. Dignitaries marched across the bridge carrying the 45-star American flag used in a game of capture the flag played by workers after the placement of the final cable in June 1902. A truck-sized birthday cake was specially made for the event by Domino Sugar, which had a factory on the East River waterfront near the bridge. The ornamental lights on the bridge were re-lighted in November of that year after being turned off for eight months due to a lack of funds.
Williamsburg Bridge | 21st century
The bridge was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 2009. In 2016, a local resident launched a campaign to rename the bridge for jazz musician Sonny Rollins, who practiced on the bridge almost every day from 1959 to 1961, while he was living on the Lower East Side of Manhattan. His 1962 album "The Bridge", produced on his return from his 3-year sabbatical, was named in its honor.
Williamsburg Bridge | 21st century
The second bridge was completed in 1909. It was a longer, medium-level steel bridge with a through truss swing span.
Granville Street Bridge | Second bridge 1909
In 1905, a bridge was constructed that could accommodate for the extension of the IRT subway line into the Bronx. The 1905 Broadway Bridge was also a swinging bridge, but a second deck was added to allow for subway traffic on the upper deck, and pedestrian and highway traffic on the lower deck. The last subway train crossed the previous Broadway Bridge on December 23, 1960. Over the next two days (Christmas Eve and Christmas Day), the old bridge was removed and the already assembled new bridge floated and hoisted into position, opening to subway traffic on December 26, 1960.
Broadway Bridge (Manhattan) | Second span
In 1859, the second Sixth Street Bridge was built by John Roebling, who built this bridge as his third and final bridge in Pittsburgh. It had two main spans of with shore spans of . The floors were suspended from wire hangers that were then suspended from wire catenaries. This bridge was demolished in 1892, as modern transportation rendered it too narrow and fragile.
Roberto Clemente Bridge | Second bridge
The Brooklyn Bridge, the world's first major steel-wire suspension bridge, uses a hybrid cable-stayed/suspension bridge design, with both horizontal and diagonal suspender cables. Its stone towers are neo-Gothic, with characteristic pointed arches. The New York City Department of Transportation (NYCDOT), which maintains the bridge, says that its original paint scheme was "Brooklyn Bridge Tan" and "Silver", although a writer for "The New York Post" states that it was originally entirely "Rawlins Red".
Brooklyn Bridge | Description
The railways used the upper deck, and wagons, livestock and pedestrians used the lower deck. This bridge was long, and was located near the Rock Island shore. During the 1880s, it accommodated horse-drawn trolley cars and electric trolleys; this tradition was continued on the fourth bridge until 1940.
Government Bridge | Third bridge
At some point, the bridge was altered with the addition of a sewer pipe.
Blackledge River Railroad Bridge | Second Bridge
The original Washington Plaza trolley terminal occupied both blocks between Broadway to the south and South Fourth Street to the north. The right-of-way of South 5th Street ran through the center of the plaza, occupied entirely by a pair of trolley tracks which fed into the Williamsburg Bridge. These tracks were used by the lines of the New York Railways Company and Third Avenue Railway from Manhattan. Both blocks were occupied by numerous balloon loops, which streetcars used to reverse direction. The plaza was originally open-aired. At some point afterwards, shelters were added for loading and unloading passengers. The plaza served as a hub for Brooklyn surface trolleys, particularly those of the Brooklyn Rapid Transit Company (BRT).
Williamsburg Bridge Plaza Bus Terminal | As a streetcar terminal
The costs were recovered from the insurer for the shipping company following a lawsuit in U.S. District Court. Working in conjunction with the College of William and Mary in Williamsburg, the Benjamin Harrison Bridge and its VDOT staff host a successful breeding program for peregrine falcons on its high towers.
Benjamin Harrison Memorial Bridge | Introduction
The Monitor-Merrimac Memorial Bridge-Tunnel prohibits bicycles, but bicyclists may take the Jamestown Ferry. After a fatal accident on the Boulevard Bridge , the City of Richmond requires bicycles to travel on the sidewalk for the length of the bridge.
James River | Bicycles
Originally built in 1952, it was reconstructed and widened in 1995 through an unusual process which greatly reduced the time the important commuter artery was out-of-service from conventional methods. The current -long double-swing-span bridge carries United States Route 17, a four-lane arterial highway. The movable span is needed to allow ship access to several military installations that are upstream of the bridge, most notably, the United States Navy's Naval Weapons Station Yorktown. The roadways are almost above the river at the highest point of the bridge. The bridge is the largest double-swing-span bridge in the United States, and second largest in the world.
George P. Coleman Memorial Bridge | History
The Grand Street Line, meanwhile, traveled via the Junction Boulevard Line to the North Beach amusement area in northern Queens, now the site of LaGuardia Airport.
Williamsburg Bridge Trolley Terminal | Transfers
In 1850, George Lord was granted a license to operate a ferry over the Delaware River on this site. In time, the area outgrew the ferry and planned a bridge. This bridge was designed by E. F. Harrington of the John A. Roebling's Sons company as a wire suspension bridge with wooden towers. It opened on January 1, 1870 and was destroyed by flood on October 10, 1903. It was replaced by an eye-bar suspension bridge which opened June 4,1904. This second bridge lasted until February 1984 when it was closed due to an undermined pier, which caused one tower to lean and the bridge to sag.
Lordville–Equinunk Bridge | History
This first single-lane cart bridge was replaced by a structure wide in February 1856. Construction took 13 days, during which it was closed for traffic, was supervised by the Provincial Engineer, Edward Dobson, and cost £294. By 1857, Papanui Bush was exhausted and timber had to be carted from much further away, and carts with 16 to 20 bullocks regularly crossed the bridge. A one-day traffic count from January 1862 shows the following survey results: In March 1862, the Christchurch Town Council was set up, but the bridge initially remained under the control of the Canterbury Provincial Council due to its strategic importance.
Hamish Hay Bridge | Second bridge (1856)
Armstrong for a bridge at Clifton. Part of the roadway on the land side of the piers of the Hammersmith Bridge was constructed in this manner. In the late 19th century and into the 20th century a few bridges of this type were constructed. The Micklewood Bridge, constructed at Doune in Scotland, was the very first of this type. It had a span of 103 feet, and the main cables were chains, making this an instance of a chain bridge. The deck was stiff and relatively stable, owing to heavy cross-braces. The only remaining underspanned suspension bridge in the United States is the Kellams Bridge crossing the upper Delaware River between New York and Pennsylvania.
Underspanned suspension bridge | Introduction
This is the third bridge in the same location, replacing a swing bridge that caused traffic delays when it opened for boats. The first bridge opened in 1920 and was a single lane swing span which was opened manually by the bridge tender. Funds to build the bridge came from $6,000 in bonds sold by the Township Commissioners for Edisto Island. The sale of bonds being authorized by the General Assembly. The second bridge opened in 1950. It was a two-lane electrically powered swing span. When closed, it only provided for eight feet of clearance below the bridge for boat traffic.
McKinley Washington Jr. Bridge | History of the crossing
The hook of the crane was then passed through the head of the lewis and the stone was ready for lifting. From this solid abutment there sprang an elegant bridge with four arches supported on three substantial river piers, apart. Its overall length was and was intended to take a road carriageway. Few voussoirs (wedge-shaped stones from arches) have been found, but there is sufficient other evidence in the form of cornice blocks, grooved to take vertical parapet slabs, and angled mouldings, to show that the bridge was of stone, although others state that the second bridge had a timber superstructure.
Chesters Bridge | Second bridge
The new lines included the B44 route, which replaced the Nostrand Avenue line in 1951.
Williamsburg Bridge Plaza Bus Terminal | History
The Bridge Street Ferry was a ferry route connecting Manhattan and Williamsburg, Brooklyn, New York City, United States, joining James Slip (Manhattan) and Bridge Street (Brooklyn) across the East River.
Bridge Street Ferry | Introduction
Completed in 1890, the second bridge was an iron cantilever deck-truss bridge, which was an advanced engineering feat at the time. That bridge was listed in the National Register of Historic Places in 1989. Unfortunately, that bridge had increasing problems with repair and maintenance because of its age, and after city engineers assessed the condition of the old bridge, the decision was made to replace the bridge.
Wabasha Street Bridge | 1886 Bridge
The Jefferson Street Bridge, or the Paulsboro Draw, is a railroad movable bridge over Mantua Creek upstream from its mouth. The "A-Frame", shear pole, swing bridge was originally constructed in 1917 and rebuilt in 1940. Once part of Pennsylvania-Reading Seashore Lines (PRSL), it is now part of Conrail's Penns Grove Secondary. Originally manually opened, it was partially automated sometime between 2000 and 2003. Buckling of the bridge caused a derailment of a coal train in 2009. More than 15 rail cars left the tracks, though none toppled. In November 2012, seven cars derailed while crossing the bridge. Of the four cars that fell into the creek, one was punctured, releasing of highly toxic vinyl chloride, which required an evacuation in the region and Paulsboro school lock-downs.
Penns Grove Secondary | Jefferson Street Bridge
On December 6, 1948, the last of the streetcar lines to run over the bridge, the "Williamsburg Bridge Local" shuttle between the Manhattan and Brooklyn trolley terminals, was converted into the bus route. Afterwards, the Essex Street terminal was closed, and the kiosks to the terminal and subway station were removed from Delancey Street.
Williamsburg Bridge Trolley Terminal | History
The construction docks remain in situ.
Hawkesbury River railway bridge | Second bridge
The George Rogers Clark Memorial Bridge, known locally as the Second Street Bridge, is a four-lane cantilevered truss bridge crossing the Ohio River between Louisville, Kentucky and Jeffersonville, Indiana, that carries US 31.
George Rogers Clark Memorial Bridge | Introduction
one of only two bridges left in the state with similar construction (the other being the School House Covered Bridge).
Warren Covered Bridge | Introduction
That year, New York Railway cars ceased operating to the plaza from Manhattan, while Third Avenue service continued to operate. On December 1, 1923, service on the now-Brooklyn–Manhattan Transit Corporation (BMT) lines over the Williamsburg Bridge ended, due to decreasing profits and a dispute with the city over tolls. BMT service was truncated to Washington Plaza, and bridge service was replaced with municipal shuttle service. To promote the new service, the city constructed a shed on the south side of the plaza. On February 15, 1931, BMT streetcars once again began running to Manhattan, after municipal shuttle service ended. Only the Nostrand, Ralph, Reid, and Tompkins lines resumed traveling over the bridge, while the remaining lines continued to terminate at Washington Plaza.
Williamsburg Bridge Plaza Bus Terminal | History
The arches at either end are small, having a span of about fifty feet, while, the remaining space is divided between the other three arches, the centre one being apparently somewhat larger than the two others. There are two distinct lines of roadway, separated by the middle support of the bridge: one for carriages passing eastward, and another for those passing in an opposite direction. No separate provision has yet been made for foot passengers, but I believe it is contemplated to add that accommodation at a future time. The roadway is formed of wood, not otherwise covered than with a coating of preparation to resist the action of the weather, mixed with some rough material to give foothold to the horses passing over.
Denison Bridge | First Denison Bridge
On January 20, 1932, bridge service from Third Avenue's Grand Street and Post Office Lines was discontinued, due to the northern bridge tracks being deemed unsafe. In Spring 1935, the northern portion of the trolley terminal was converted into LaGuardia Playground. Construction began on April 1, and the playground opened on July 2. On December 6, 1948, the last of the streetcar lines to run over the bridge, the "Williamsburg Bridge Local" shuttle between the Manhattan and Brooklyn trolley terminals, was converted into the bus route, which ran between the plaza and Lower Manhattan. By 1951, the New York City Board of Transportation (later succeeded by the New York City Transit Authority) motorized all the trolley routes into bus routes, and established the current bus terminal.
Williamsburg Bridge Plaza Bus Terminal | History
In addition, 54 passengers were injured, including one who was critically injured. The two trains were carrying a combined total of 200 passengers at the time.
1995 Williamsburg Bridge subway collision | Accident
Cable vibrations were experienced during construction and secondary cables were added to eliminate this. To avoid detracting from the aesthetics of the primary cables, the secondary cables are very slender and are not very noticeable.
Second Severn Crossing | Construction
The second Bridgeton Covered Bridge was built in 2006, by local citizens and the state of Indiana.
Bridgeton Covered Bridge | Second bridge
Roush and the Allegheny County Department of Public Works. The Roberto Clemente Bridge (formerly Sixth Street Bridge) and the Andy Warhol Bridge (formerly Seventh Street Bridge) complete the trio of bridges. They are the only trio of nearly identical bridges and were the first self-anchored suspension spans built in the United States. They are among the only surviving examples of large eyebar-chain suspension bridges in the country. Other notable alumnae include:
Chatham University | Notable alumni
The first bridge in this general location was constructed in 1793, when John Brown's Providence South Bridge Company built a covered drawbridge. This bridge served as part of a turnpike that followed Taunton Avenue from Watchemoket Square to Taunton, Massachusetts. The same year, Brown's brother Moses built the Central Bridge (red bridge) to the north, connecting what are now the Providence and East Providence ends of Waterman Avenue. Replacements were built in 1807 and 1815 after each existing bridge was destroyed by weather. A swing bridge was then built in 1885, and carried a street car line.
Washington Bridge (Providence, Rhode Island) | Previous spans
Both were swing bridges, whereas their successor, the Hawthorne Bridge, is a vertical-lift-type.
Madison Street Bridge (Portland, Oregon) | Introduction
The present bridge is the third bridge at the site and remains the second oldest steel bridge in the United States. In 1818, a wooden bridge was built across the Monongahela by Louis Wernwag at a cost of $102,000. This bridge was destroyed in Pittsburgh's Great Fire of 1845. The second bridge on the site was a wire rope suspension bridge built by John A. Roebling. Increases in both bridge traffic and river traffic eventually made the lightly built bridge with eight short spans inadequate. The present Lindenthal bridge was built in its place, using the Roebling bridge's stone masonry piers.
Smithfield Street Bridge | History
The West Second Street Bridge is a 70-foot Luten arch bridge. The roadway is asphalt, flanked by cantilevered concrete sidewalks. The bridge is heavily skewed across the creek. Massive concrete abutments support the elliptical filled arch. It has a corbeled arch ring, and cast concrete balusters lining the bridge.
West Second Street–Swartz Creek Bridge | Description
According to VDOT, it features two 12-foot travel lanes, two 10-foot shoulders and a 10-foot shared-use path (separated from the main roadway by a divider) incorporated into the Virginia Capital Trail project. The bridge is named for Judith Stewart Dresser, who died in 2003 at the age of 57. She lived on the river near the bridge and was a leader in the preservation of historic Route 5 and the establishment of a hospice house in Williamsburg.
Barrett's Ferry Bridge | 2009 bridge
The second bridge, which opened on 17 October 1987, also comprises nine spans (in order to place the piers in line with those of the first bridge) of three identical steel box girders, composite with a cast-in-place reinforced concrete deck; the major spans are in length with end spans of . The new bridge was designed to carry four lanes of traffic. During repair work on the 1929 bridge, when it was temporarily closed to traffic, the 1987 bridge was configured both for one lane northbound and three lanes southbound.
Tom Uglys Bridge | The 1987 bridge