69-704: Second Street Bridge may refer to: Second Street Bridge (Little Rock, Arkansas) Second Street Bridge (Louisville, Kentucky) officially the George Rogers Clark Memorial Bridge, crosses between Louisville, Kentucky and Jeffersonville/Clarksville, Indiana Second Street Bridge (Allegan, Michigan) listed on the National Register of Historic Places (NRHP) Second Street Bridge (Chester, Pennsylvania) , NRHP-listed Second Street Bridge (Galesville, Wisconsin) , formerly listed on
138-503: A bridge had a widespread public and political appeal. Yet the task was too much of an engineering and economic challenge, since the bay was too wide and too deep there. In 1921, more than forty years after Norton's death, an underground tube was considered, but it became clear that one would be inadequate for vehicular traffic. Support for a trans-bay crossing increased in the 1920s based on the popularity and availability of automobiles. The California State Legislature and governor enacted
207-462: A center anchorage. Rincon Hill is the western anchorage and touch-down for the San Francisco landing of the bridge connected by three shorter truss spans. The eastern crossing, between Yerba Buena Island and Oakland, was a cantilever bridge with a double-tower span, five medium truss spans, and a 14-section truss causeway . Due to earthquake concerns, the eastern crossing was replaced by
276-505: A dynamite blast on the eastern side of the island at 12:58 p.m. local time. Former President Herbert Hoover and Governor James Rolph were onsite; the two men were the first to turn over the earth with ceremonial golden spades. Other ceremonies took place simultaneously in San Francisco (on Rincon Hill ) and Oakland Harbor. The Yerba Buena Tunnel opened, along with the rest of the Bay Bridge, on November 12, 1936. As of 2019,
345-604: A former U.S. Congressman from California, traveled to Washington to help persuade President Herbert Hoover and the Reconstruction Finance Corporation to advance $ 62 million to build the bridge. Before work began, 12 massive underwater telephone cables were moved 1,000 feet (300 m) of the proposed bridge route by crews of the Pacific Telephone and Telegraph Co. during the summer of 1931. Construction began on July 9, 1933 after
414-418: A groundbreaking ceremony attended by former president Herbert Hoover , dignitaries, and local beauty queens. The western section of the bridge between San Francisco and Yerba Buena Island presented an enormous engineering challenge. The bay was up to 100 feet (30 m) deep in places and the soil required new foundation-laying techniques. A single main suspension span some 4,100 feet (1.2 km) in length
483-751: A law, effective in 1929, to establish the California Toll Bridge Authority (Stats. 1929, Chap 763) and to authorize it and the State Department of Public Works to build a bridge connecting San Francisco and Alameda County (Stats. 1929, Chap 762). The state appointed a commission to evaluate the idea and various designs for a bridge across the Bay, the Hoover-Young Commission . Its conclusions were made public in 1930. In January 1931, Charles H. Purcell ,
552-425: A new crossing that opened on Labor Day 2013. On Yerba Buena Island, the double-decked crossing is a 321-foot (98 m) concrete viaduct east of the west span's cable anchorage, the 540-foot (160 m) Yerba Buena Tunnel through the island's rocky central hill, another 790.8-foot (241.0 m) concrete viaduct, and a longer curved high-level steel truss viaduct that spans the final 1,169.7 feet (356.5 m) to
621-559: A project which created the artificial Treasure Island . The contract to build the Yerba Buena Cable Anchorage, Tunnel & Viaduct segment was opened for bids on March 28, 1933, and awarded to the low bidder, Clinton Construction Company of California, for $ 1,821,129.50 (equivalent to $ 34 million in 2023 ). Yerba Buena Island was the main site of the official groundbreaking for the Bay Bridge on July 9, 1933, when President Franklin D. Roosevelt remotely set off
690-421: Is 76 feet (23 m) wide and 58 feet (18 m) high overall, and the dimensions of the tunnel interior are 66 feet (20 m) wide and 53 feet (16 m) high. In 1936, it was hailed as the world's largest-bore tunnel. The cross-sectional area of the upper half is 1,500 square feet (140 m ), and the lower half is 1,000 square feet (93 m ). Reminders of the long-gone bridge railway survive along
759-520: Is featured in a scene from the 1981 movie Stripes in which Bill Murray drives his cab to the middle of the span, gets out of the vehicle and then tosses his keys into the river below. Oakland Bay Bridge The San Francisco–Oakland Bay Bridge , commonly referred to as the Bay Bridge , is a complex of bridges spanning San Francisco Bay in California . As part of Interstate 80 and
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#1732802479793828-532: Is in use as an access to the EBMUD treatment plant) and onto 40th St. Due to falling ridership, Sacramento Northern and IER service ended in 1941. On September 13, 1942, a stop was opened at Yerba Buena Island to serve expanded wartime needs on adjacent Treasure Island. Despite the vital role the railroad played, the last train went over the bridge in April 1958. The tracks were removed and replaced with pavement on
897-676: 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
966-522: The Departments of War , Navy , and Commerce . The state applied for permits from the 3 federal departments as required. The permits were granted in January 1932, and formally presented in a ceremony on Yerba Buena Island on February 24, 1932. On May 25, 1931, Governor James Rolph Jr. signed into law two acts: one providing for the financing of state bridges by revenue bonds, and another creating
1035-570: The George Washington Bridge had a longer span between towers. As part of the celebration a United States commemorative coin was produced by the San Francisco Mint . A half dollar , the obverse portrays California's symbol, the grizzly bear , while the reverse presents a picture of the bridge spanning the bay. A total of 71,369 coins were sold, some from the bridge's tollbooths. The Yerba Buena passage utilizes
1104-528: The Golden Gate Bridge . It originally carried automobile traffic on its upper deck, with trucks, cars, buses and commuter trains on the lower, but after the Key System abandoned its rail service on April 20, 1958, the lower deck was converted to all-road traffic as well. On October 12, 1963, traffic was reconfigured to one way traffic on each deck, westbound on the upper deck, and eastbound on
1173-408: The Key System . Freight trains never used the bridge. The tracks left the lower deck in San Francisco just southwest of the end of 1st St. They then went along an elevated viaduct above city streets, looping around and into the terminal on its east end. Departing trains exited on the loop back onto the bridge. The loop continued to be used by buses until the terminal's closure in 2010. The tracks left
1242-593: The Lewis and Clark Bridge to connect I-265 in the two states. The two I-65 crossings and the I-265 bridge are now tolled to pay for the project. One consultant who worked on a transportation study for the Kentucky government predicted that traffic on the bridge would increase by 25% once tolling on the other bridges started, and the mayor of Jeffersonville expressed concern about the possible effects of increased traffic on
1311-649: The National Register of Historic Places listings in Trempealeau County, Wisconsin See also [ edit ] Second Street–Gun River Bridge , Hooper, Michigan, NRHP-listed West Second Street–Swartz Creek Bridge , Flint, Michigan, NRHP-listed Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Second Street Bridge . If an internal link led you here, you may wish to change
1380-531: 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 . Debate to build a highway bridge connecting Louisville to Jeffersonville began in 1919. Both cities and the public were in favor of building the bridge, but how to fund the project was unclear. In 1926 a ballot measure
1449-563: The Yerba Buena Tunnel , also known as the Yerba Buena Island Tunnel . The tunnel is 76 feet (23 m) wide, 58 feet (18 m) high, and 540 feet (160 m) long. It is the largest diameter transportation bore tunnel in the world. The large amount of material that was excavated in boring the tunnel was used for a portion of the landfill over the shoals lying adjacent to Yerba Buena Island to its north,
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#17328024797931518-656: The federal government . The bridge was placed on the National Register of Historic Places on March 8, 1984, as the Louisville Municipal Bridge, Pylons and Administration Building. In June 2010, Kentucky Governor Steve Beshear and Louisville Mayor Jerry Abramson announced a new $ 3 million streetscape improvement project directly underneath the Clark Memorial Bridge, a three-block area from Main Street to River Road, which transformed
1587-462: The median of the road for bridge employees; the parking lot is about 1,900 feet (580 m) long, stretching from about 800 feet (240 m) east of the toll plaza to about 100 feet (30 m) west of the metering lights. During the morning commute hours, traffic congestion on the westbound approach from Oakland stretches back through the MacArthur Maze interchange at the east end of
1656-544: The 2010 streetscape project. The bridge was expected to see significant increases in traffic following the completion of the Ohio River Bridges Project near the end of 2016. The project included repurposing the John F. Kennedy Memorial Bridge , which previously carried I-65 in both directions, for southbound traffic only; building the new Abraham Lincoln Bridge for northbound I-65 traffic; and building
1725-494: The Bay Bridge, including the construction of the Yerba Buena Tunnel. Before starting excavation, the ground through which the western half of the tunnel would be bored was stabilized by injecting cement grout under pressure through 25 1.5-inch (38 mm) holes bored into the loose rock over the crown of the tunnel. After excavating the western and eastern open portals, three drifts were bored from west to east along
1794-516: The Board of Supervisors, in which compromise with the Central Pacific was recommended; also the bridging of the bay at Ravenswood and the granting of railroad facilities at Mission Bay and on the water front. Wm. C. Ralston, ex-Mayor Selby and James Otis were on this committee. A daily newspaper attempts to account for the advice of these gentlemen to the city by hinting that they were afraid of
1863-487: The San Francisco entrance to the bridge, was jammed with a slowly moving auto caravan. Every available policeman in the department was called to duty to aid in regulating the city's greatest parade of autos. One of the greatest traffic congestions of the evening was at Fifth and Mission Streets, with downtown traffic and bridge-bound traffic snarled in an almost hopeless mass. To add to the confusion, traffic signals jammed and did not synchronize. Police reported that there
1932-524: The San Francisco–Oakland Bay Bridge Division of the State Department of Public Works. On September 15, 1931, this new division opened its offices at 500 Sansome Street in San Francisco. During 1931, numerous aerial photographs were taken of the chosen route for the bridge and its approaches. That year, engineers had not determined the final design concept for the western span between San Francisco and Yerba Buena Island, although
2001-554: The State Highway Engineer of California, who had also served as the secretary of the Hoover-Young Commission, assumed the position of Chief Engineer for the Bay Bridge. Glenn B. Woodruff served as design engineer for the project. He explained in a 1936 article that several elements of the bridge required not only new designs, but also new theories of design. To make the bridge feasible, a route
2070-514: The annual Thunder Over Louisville event, when a waterfall of fireworks flows along the entire length of the bridge during the fireworks show. This involves traffic being closed for much of the week. This is criticized as it cuts off both the only non-interstate and, prior to the Big Four Bridge reopening, the only pedestrian route between Louisville and southern Indiana, which can impact local businesses such as bicycle couriers. The bridge
2139-502: The area into a plaza. It included a new decorative lighting system under the refurbished Clark Memorial Bridge, wide sidewalks, seats, new pedestrian and festival areas, and extensive plantings, making it an inviting promenade for the recently constructed and neighboring KFC Yum! Center . The project was completed in time for the October 2010 opening of the arena. CARMAN provided the landscape architecture and civil engineering services for
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2208-411: The bay to Oakland was spanned by a 10,176-foot (3.102 km) combination of double cantilever, five long-span through-trusses, and a truss causeway, forming the longest bridge of its kind at the time. The cantilever section was longest in the nation and third-longest anywhere. Much of the original eastern section was founded upon treated wood pilings. Because of the very deep mud on the bay bottom, it
2277-425: The bridge and landing on a barge. President Herbert Hoover dedicated the bridge at its opening. It was opened to the public on October 31, 1929, as the Louisville Municipal Bridge and operated as a toll bridge. The toll was 35 cents until December 31, 1936, when it was lowered to 25 cents. The last of the bonds that financed the construction were redeemed in 1946, and the tolls were removed. On January 17, 1949,
2346-404: The bridge onto the three feeder highways, Interstate 580 , Interstate 880 , and I-80 toward Richmond . Since the number of lanes on the eastbound approach from San Francisco is structurally restricted, eastbound backups are also frequent during evening commute hours. The eastbound bottleneck is not the bridge itself, but the approach, which has just three lanes in each direction, in contrast to
2415-496: The bridge was renamed in honor of George Rogers Clark , recognized as the founder of Louisville and neighboring Clark County, Indiana. The bridge was rehabilitated in 1958. There was a movement in the 1950s to restore tolls, as traffic on the bridge had reached capacity and funding was needed for an additional bridge, but a toll was opposed strongly by most residents. Ultimately most of the funds for two additional bridges (for motor vehicles only) that carry interstate highways came from
2484-455: The bridge's five. The western section of the Bay Bridge is currently restricted to motorized freeway traffic. Pedestrians, bicycles, and other non-freeway vehicles are not allowed to cross this section. A project to add bicycle/pedestrian lanes to the western section has been proposed but is not finalized. A Caltrans bicycle shuttle operates between Oakland and San Francisco during peak commute hours for $ 1.00 each way. Freeway ramps next to
2553-411: The bridge's structural integrity. These concerns were heightened by the discovery of a cracked girder and other structural issues (since repaired) during a routine 2014 inspection. On March 1, 2024, a Sysco semi-truck headed towards Indiana was hit by an oncoming pickup truck, causing the semi driver to immediately lose control just north of the middle pier. The semi hurtled through the west railing of
2622-526: The bridge, leaving the cab hanging perilously over the Ohio River. The semi driver, who suffered minor injuries in the actual collision, was rescued 45 minutes after the crash, which also involved three other vehicles and sent one driver to the hospital with life-threatening injuries. Due to the incident, the bridge was partially closed for repairs for more than a month. Locally, the Clark Bridge
2691-423: The bridge, the new eastern section is a single deck carrying all eastbound and westbound lanes. Demolition of the old east span was completed on September 8, 2018. The bridge consists of two crossings, east and west of Yerba Buena Island , a natural mid-bay outcropping inside San Francisco city limits. The western crossing between Yerba Buena and downtown San Francisco has two complete suspension spans connected at
2760-608: The cantilever bridge. The toll plaza on the Oakland side (westbound traffic only since 1969) has eighteen toll lanes, with all charges now made either through the FasTrak electronic toll collection system or through invoices mailed through the USPS , based on the license plate of the car per Department of Motor Vehicle records. Metering signals are about 1,000 feet (300 m) west of the toll plaza. Two full-time bus-only lanes bypass
2829-703: The city would lose its position as the regional center of trade. Businessmen had considered the concept of a bridge spanning the San Francisco Bay since the Gold Rush days. During the 1870s, several newspaper articles explored the idea. In early 1872, a "Bay Bridge Committee" was hard at work on plans to construct a railroad bridge. The April 1872 issue of the San Francisco Real Estate Circular reported on this committee: The Bay Bridge Committee lately submitted its report to
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2898-422: The construction of the Bay Bridge was part of the upper deck lining in late summer 1936. This included the emplacement of regularly spaced refuge bays ("deadman holes") along the south wall of the lower deck tunnel, escape alcoves common in all railway tunnels into which track maintenance workers could duck if a train came along. These remain and are visible to eastbound motorists today. The completed tunnel bore
2967-562: The direct road between San Francisco and Oakland , it carries about 260,000 vehicles a day on its two decks. It includes one of the longest bridge spans in the United States . The toll bridge was conceived as early as the California gold rush days, with "Emperor" Joshua Norton famously advocating for it, but construction did not begin until 1933. Designed by Charles H. Purcell , and built by American Bridge Company , it opened on Thursday, November 12, 1936, six months before
3036-470: The entrance to the bay, San Francisco was well placed to prosper during the California Gold Rush . Almost all goods not produced locally arrived by ship, as did numerous travelers and erstwhile miners. But after the first transcontinental railroad was completed in May 1869, San Francisco was on the wrong side of the Bay, and separated from the new rail link. Many San Franciscans feared that
3105-555: The former US president Herbert Hoover , Senator William G. McAdoo , and the Governor of California , Frank Merriam . Governor Merriam opened the bridge by cutting gold chains across it with an acetylene cutting torch . The San Francisco Chronicle report of November 13, 1936, read: the greatest traffic jam in the history of S.F., a dozen old-fashioned New Year's eves thrown into one – the biggest and most good-natured crowd of tens of thousands ever to try and walk
3174-434: The idea of a double-span suspension bridge was already favored. In April 1932, the preliminary final plan and design of the bridge was presented by Chief Engineer Charles Purcell to Col. Walter E. Garrison, Director of the State Department of Public Works, and to Ralph Modjeski , head of the Board of Engineering Consultants. Both agencies approved and preparation of the final design proceeded. In 1932, Joseph R. Knowland ,
3243-464: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Second_Street_Bridge&oldid=598490403 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Second Street Bridge (Louisville, Kentucky) The George Rogers Clark Memorial Bridge , known locally as
3312-430: The lower deck and the bridge was closed for a month. Reconstruction of the eastern section of the bridge as a causeway connected to a self-anchored suspension bridge began in 2002; the new eastern section opened September 2, 2013, at a reported cost of over $ 6.5 billion; the original estimate of $ 250 million was for a seismic retrofit of the existing span. Unlike the western section and the original eastern section of
3381-571: The lower deck in Oakland. The Interurban Electric Railway tracks ran along Engineer Road and over the Southern Pacific yard on trestles (some of it is still standing and visible from nearby roadways) onto the streets and dedicated right-of-ways in Berkeley, Albany, Oakland and Alameda. The Sacramento Northern and Key System tracks went under the SP tracks through a tunnel (which still exists and
3450-514: The lower deck, with trucks and buses also allowed on the upper deck. In 1986, the bridge was unofficially dedicated to former California governor James Rolph . The bridge has two sections of roughly equal length; the older western section, officially known as the Willie L. Brown Jr. Bridge (after former San Francisco Mayor and California State Assembly Speaker Willie L. Brown Jr. ), connects downtown San Francisco to Yerba Buena Island , and
3519-402: The newer east bay section connects the island to Oakland. The western section is a double suspension bridge with two decks, westbound traffic being carried on the upper deck while eastbound is carried on the lower one. The largest span of the original eastern section was a cantilever bridge . During the 1989 Loma Prieta earthquake , a portion of the eastern section's upper deck collapsed onto
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#17328024797933588-451: The path of the tunnel: one at the crown and the other two at the lower corners. The first drift broke through in July 1934, approximately one year after the start of construction. A ceremonial party led by Governor Merriam celebrated the completion of the first 12-foot-square (3.7 m) drift on July 24 by walking through it, followed by a short speech. The space between the three drifts
3657-504: The railroad company, and therefore made their recommendations to suit its interests. The self-proclaimed Emperor Norton decreed three times in 1872 that a suspension bridge be constructed to connect Oakland with San Francisco. In the third of these decrees, in September 1872, Norton, frustrated that nothing had happened, proclaimed: WHEREAS, we issued our decree ordering the citizens of San Francisco and Oakland to appropriate funds for
3726-548: The shore, the bridge was constructed from the center towards land. The new method proved successful, and was subsequently used in the construction of many other bridges including the Oakland Bay Bridge in San Francisco a few years later. Newspapers reported two deaths during the construction of the bridge. The first worker died in 1929 after being struck by an iron crank, and a second worker died falling from
3795-412: The south side of the lower Yerba Buena Tunnel. These are the regularly spaced refuge bays ("deadman holes"), escape alcoves common in all railway tunnels, along the wall, into which track maintenance workers could safely retreat if a train came along. (The north side, which always carried only motor traffic, lacks these holes.) The bridge opened on November 12, 1936, at 12:30 p.m. In attendance were
3864-426: The streets and guide their autos on them – This was the city last night, the night of the bridge opening with every auto owner in the bay region, seemingly, trying to crowd his machine onto the great bridge. And those who tried to view the brilliantly lighted structure from the hilltops and also view the fireworks display were numbered also in the thousands. Every intersection in the city, particularly those near
3933-633: The survey of a suspension bridge from Oakland Point via Goat Island; also for a tunnel; and to ascertain which is the best project; and whereas the said citizens have hitherto neglected to notice our said decree; and whereas we are determined our authority shall be fully respected; now, therefore, we do hereby command the arrest by the army of both the Boards of City Fathers if they persist in neglecting our decrees. Given under our royal hand and seal at San Francisco, this 17th day of September, 1872. Unlike most of Emperor Norton's eccentric ideas, his decree to build
4002-407: The toll booths and metering lights around the right (north) side of the toll plaza; other high occupancy vehicles can use these lanes during weekday morning and afternoon commute periods. The two far-left toll lanes are high-occupancy vehicle lanes during weekday commute periods. Radio and television traffic reports will often refer to congestion at the toll plaza, metering lights, or a parking lot in
4071-548: The tunnel lacks an official name. Construction of the Bridge Railway began on November 29, 1937, with the laying of the first ties. The first train was run across the Bay Bridge on September 23, 1938, a test run utilizing a Key System train consisting of two articulated units with California Governor Frank Merriam at the controls. On January 14, 1939, the San Francisco Transbay Terminal
4140-428: The tunnel provide access to Yerba Buena Island and Treasure Island . Because the toll plaza is on the Oakland side, the western span is a de facto non-tolled bridge; traffic between the island and the main part of San Francisco can freely cross back and forth. Those who only travel from Oakland to Yerba Buena Island, and not the entire length to the main part of San Francisco, still must pay the full toll. Developed at
4209-414: The tunnel roof and lower deck was excavated using a power shovel. By May 1935, work on removing the core was progressing and 40 steel ribs had been placed; concrete embedment was just starting. Removal of the core was completed on November 18, 1935. Once the excavation was complete, the upper deck was placed and the interior ceiling above the upper deck was lined with tiles. The last concrete poured during
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#17328024797934278-440: Was chosen via Yerba Buena Island , which would reduce both the material and the labor needed. Since Yerba Buena Island was a U.S. Navy base at the time, the state had to gain approval from Congress for this purpose as it regulates and controls all federal lands and the armed services . After a great deal of lobbying, California received Congressional approval to use the island on February 20, 1931, subject to final approvals by
4347-418: Was considered but rejected, as it would have required too much fill and reduced wharfage space at San Francisco, had less vertical clearance for shipping, and cost more than the design ultimately adopted. The solution was to construct a massive concrete anchorage halfway between San Francisco and the island, and to build a main suspension span on each side of this central anchorage. East of Yerba Buena Island,
4416-608: Was dedicated. The following morning, January 15, 1939, the electric interurban trains started in revenue service, running along the south side of the lower deck of the bridge. The terminal originally was supposed to open at the same time as the Bay Bridge, but had been delayed. Trains over the Bridge Railway were operated by the Sacramento Northern Railroad ( Western Pacific ), the Interurban Electric Railway ( Southern Pacific ) and
4485-547: Was designed by Ralph Modjeski and Frank Masters with architectural details handled by Paul Philippe Cret of Philadelphia . Construction of the approaches and administration buildings began in 1926, and construction of the bridge itself began in June 1928 by the American Bridge Company of Pittsburgh at a cost of $ 4.7 million. The bridge was constructed using a newly invented method. Rather than build out from
4554-436: Was no lessening of the traffic over the bridge, all lanes being crowded with Oakland- or San-Francisco-bound machines far into the night. The total cost was US$ 77 million. Before opening the bridge was blessed by Cardinal Secretary of State Eugene Cardinal Pacelli , later Pope Pius XII . Because it was in effect two bridges strung together, the western spans were ranked the second and third largest suspension bridges . Only
4623-428: Was not practical to reach bedrock, although the lower levels of the mud are quite firm. Long wooden pilings were crafted from entire old-growth Douglas fir trees, which were driven through the soft mud to the firmer bottom layers. The construction project had casualties: twenty-four men would die while constructing the bridge. California Department of Transportation engineer C.H. Purcell served as chief engineer for
4692-429: Was then excavated, resulting in a single arch-shaped bore (in cross-section), and the tunnel roof was constructed using 16-inch (410 mm) steel I-beam ribs spaced 3 feet (0.91 m) apart to support the rock, which were then embedded in concrete up to 3 feet (0.91 m) thick at the crown. No cave-ins occurred during the excavation of the tunnel. After the roof was completed, the remaining core of rock between
4761-402: Was voted down by residents which would have allowed the government to fund the bridge construction. A similar measure to fund the bridge construction with municipal insured bonds was voted down shortly after. Officials finally agreed to authorize a private company to construct the bridge using private funds, and they were granted authority to toll the bridge to recoup their investment. The bridge
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