William Lafayette Strong (March 22, 1827 – November 2, 1900) was the 90th Mayor of New York City from 1895 to 1897. He was the last mayor of New York City before the consolidation of the City of Greater New York on January 1, 1898.
142-855: The Williamsburg Bridge is a suspension bridge across the East River in New York City , connecting the Lower East Side of Manhattan with the Williamsburg neighborhood of Brooklyn . Originally known as the East River Bridge, the Williamsburg Bridge was completed in 1903 and, at 7,308 feet (2,227 m) long, was the longest suspension bridge span in the world until 1924. Proposed in January 1892,
284-410: A cable-stayed bridge in which the deck is in compression. Cable-stayed bridges and suspension bridges may appear to be similar, but are quite different in principle and in their construction. In suspension bridges, large main cables (normally two) hang between the towers and are anchored at each end to the ground. The main cables, which are free to move on bearings in the towers, bear the load of
426-460: A 200 feet span (also termed Beose Bridge) was constructed near Sagar, India during 1828–1830 by Duncan Presgrave, Mint and Assay Master. The Clifton Suspension Bridge (designed in 1831, completed in 1864 with a 214 m central span), is similar to the Sagar bridge. It is one of the longest of the parabolic arc chain type. The current Marlow suspension bridge was designed by William Tierney Clark and
568-569: A 200-foot-wide (61 m) strip of land next to Delancey Street was to be condemned. This strip included St. Rose of Lima Church, several schools, and Dutch row houses. The bridge commissioners took over a ferry slip at the end of Delancey Street that had belonged to the Brooklyn and New York Ferry Company in October 1896. In Williamsburg, the bridge commissioners considered either closing or widening South 5th Street. The commissioners negotiated with
710-714: A bill for the East River Bridge between Broadway in Brooklyn and Grand Street in Manhattan. The same month, the State Legislature considered a bill to terminate the East River Bridge Company's charter. Schieren and New York City mayor William L. Strong agreed in April to jointly fund the bridge and appoint a group of commissioners. Schieren appointed three commissioners that June, and the commissioners proposed hiring an engineer and issuing bonds
852-574: A bipartisan state commission in January 1899 to oversee the bridge's construction, but the bill was rejected. The state's high court, the New York Court of Appeals , ruled against the original commissioners in February 1899. Following the passage of further legislation in 1901, the East River Bridge commissioners were replaced with the city's Commissioner of Bridges effective January 1, 1902. There had been several deaths during construction, with
994-492: A bridge has a tendency to collapse simply because of the gravitational forces acting on the materials of which the bridge is made. Live load refers to traffic that moves across the bridge as well as normal environmental factors such as changes in temperature, precipitation, and winds. Dynamic load refers to environmental factors that go beyond normal weather conditions, factors such as sudden gusts of wind and earthquakes. All three factors must be taken into consideration when building
1136-468: A bridge. Silver Bridge (USA) was an eyebar chain highway bridge, built in 1928, that collapsed in late 1967, killing forty-six people. The bridge had a low-redundancy design that was difficult to inspect. The collapse inspired legislation to ensure that older bridges were regularly inspected and maintained. Following the collapse a bridge of similar design was immediately closed and eventually demolished. A second similarly-designed bridge had been built with
1278-788: A bridge. The principles of suspension used on a large scale also appear in contexts less dramatic than road or rail bridges. Light cable suspension may prove less expensive and seem more elegant for a cycle or footbridge than strong girder supports. An example of this is the Nescio Bridge in the Netherlands, and the Roebling designed 1904 Riegelsville suspension pedestrian bridge across the Delaware River in Pennsylvania. The longest pedestrian suspension bridge, which spans
1420-403: A higher margin of safety and remained in service until 1991. The Tacoma Narrows Bridge , (USA), 1940, was vulnerable to structural vibration in sustained and moderately strong winds due to its plate-girder deck structure. Wind caused a phenomenon called aeroelastic fluttering that led to its collapse only months after completion. The collapse was captured on film. There were no human deaths in
1562-576: A parade was held on June 22, 2003, to mark the bridge's 100th anniversary. 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. The bridge was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 2009. During 2011, the NYCDOT rebuilt the Manhattan end of
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#17327651958931704-583: A pedestrian suspension bridge over the Machchhu River in the city of Morbi, Gujarat, India collapsed, leading to the deaths of at least 141 people. William L. Strong Strong was born on March 22, 1827, near Loudonville , Ohio , in Ashland County . He was the son of Abel Strong, a farmer born in 1792 in Hartford , Connecticut . His mother, Hannah Burdine Strong was born in 1798, and
1846-466: A plan by mayor John Lindsay and the federal Environmental Protection Agency , the city government considered implementing tolls on the four free East River bridges, including the Williamsburg Bridge, in the early 1970s. The plan would have raised money for New York City's transit system and allowed the city to meet the Clean Air Act. Abraham Beame , who became mayor in 1974, refused to implement
1988-647: A proposal by Robert Stevenson for a bridge over the River Almond near Edinburgh . Roebling's Delaware Aqueduct (begun 1847) consists of three sections supported by cables. The timber structure essentially hides the cables; and from a quick view, it is not immediately apparent that it is even a suspension bridge. The main suspension cables in older bridges were often made from a chain or linked bars, but modern bridge cables are made from multiple strands of wire. This not only adds strength but improves reliability (often called redundancy in engineering terms) because
2130-462: A roadway. All streetcar service ceased in December 1948, and construction on the south inner roadway began immediately after streetcar service ended. The new roadway opened October 31, 1949. In conjunction with these projects, Delancey Street in Manhattan was widened to reduce congestion at the bridge's entrance. The Horn Construction Company was hired in late 1949 to construct a short viaduct from
2272-541: A sequence generally described as follows. Depending on length and size, construction may take anywhere between a year and a half (construction on the original Tacoma Narrows Bridge took only 19 months) up to as long as a decade (the Akashi-Kaikyō Bridge's construction began in May 1986 and was opened in May 1998 – a total of twelve years). Suspension bridges are typically ranked by the length of their main span. These are
2414-666: A sharp increase in traffic; the city's bridge commissioners denied that the bridge was unsafe. In 1911, the city government conducted a study and found that it had no authority to charge tolls on the Queensboro and Manhattan bridges. Tolls on all four bridges across the East River—the Queensboro, Williamsburg, Manhattan, and Brooklyn bridges—were abolished in July 1911 as part of a populist policy initiative headed by New York City mayor William Jay Gaynor . By 1912, some of
2556-490: A statewide bond issue that voters approved in November 1988. By early 1989, design work was underway for the deck, cables, and approach viaducts. Nets were also installed under the viaducts to catch falling concrete pieces. During the 1990s, the bridge underwent a seven-phase renovation that cost $ 750 million. A joint venture named NAB/Koch was hired in 1990 to install new suspender cables and retrofit ungalvanized wires with rubber sheaths for $ 95 million. The cast iron stairway on
2698-399: A stress test in 1984, which indicated that the weight of traffic was stretching the cables by up to 9 in (230 mm). An inspection in 1984–1985, which focused on the cables, rated the bridge's structural integrity at 1.6 on a scale of 1 to 7. By January 1987, engineers had determined that the main cables were only two-thirds as strong as they were supposed to be. Without any repairs to
2840-499: A temporary walkway. Poured sockets are used to make a high strength, permanent cable termination. They are created by inserting the suspender wire rope (at the bridge deck supports) into the narrow end of a conical cavity which is oriented in-line with the intended direction of strain. The individual wires are splayed out inside the cone or 'capel', and the cone is then filled with molten lead-antimony-tin (Pb80Sb15Sn5) solder. Most suspension bridges have open truss structures to support
2982-479: A vote on the latter issue, which Van Wyck could not approve until December. Buck estimated that the funding delays had pushed construction back by two and a half years. In February 1899, the New Jersey Steel and Iron Company received a $ 1,220,230 contract to build the towers and side spans; the contract was nearly twice the $ 620,000 cost estimate. A granite cutters' strike the next month slowed progress on
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#17327651958933124-645: Is considered the last remaining Inca rope bridge and is rebuilt annually. The first iron chain suspension bridge in the Western world was the Jacob's Creek Bridge (1801) in Westmoreland County, Pennsylvania , designed by inventor James Finley . Finley's bridge was the first to incorporate all of the necessary components of a modern suspension bridge, including a suspended deck which hung by trusses. Finley patented his design in 1808, and published it in
3266-698: Is one of four free vehicular bridges between Manhattan Island and Long Island maintained by the New York City Department of Transportation , along with the Queensboro Bridge to the north and the Manhattan and Brooklyn bridges to the south. The bridge also serves as a connector highway to and from the Brooklyn-Queens Expressway (I-278) in Brooklyn. Legislation to incorporate the East River Bridge Company
3408-486: The American Sugar Refining Company to acquire the latter's land on the Brooklyn shoreline; the commissioners offered the company $ 350,000 in late 1896, but the firm refused to sell. Negotiations for the land in Brooklyn were still ongoing, complicated by that city's lack of money. The commissioners requested bids for the caissons in October 1896, and Patrick H. Flynn received the contract for
3550-482: The Eastern District of Brooklyn (later known as Williamsburg). The United States Secretary of War approved the span to Williamsburg in January 1893 under the condition that the bridge be at least 140 feet (43 m) high at its center. The East River Bridge Company's capital stock was set at $ 2 million in mid-1893, and three men were appointed as bridge commissioners. An elevated rapid transit line on
3692-772: The Homer Lee Bank Note Company , Vice President of the New York Security and Trust Company and director for the Erie Railroad and the Plaza Bank . In the 1880s, Strong became active in politics. He ran for U.S. Congress in 1882 but was unsuccessful. Strong, a Republican , was elected on a Fusion Party ticket by Republican and anti- Tammany Hall Democrats . Strong served as mayor of New York from January 1, 1895, to December 31, 1897, gaining an extra year on his term because of
3834-836: The Mahakam River , located in Kutai Kartanegara Regency , East Kalimantan district on the Indonesia island of Borneo , was built in 1995, completed in 2001 and collapsed in 2011. Dozens of vehicles on the bridge fell into the Mahakam River . As a result of this incident, 24 people died and dozens of others were injured and were treated at the Aji Muhammad Parikesit Regional Hospital. Meanwhile, 12 people were reported missing, 31 people were seriously injured, and 8 people had minor injuries. Research findings indicate that
3976-612: The Panic of 1857 , the business failed and Strong moved on to work for Farnham, Dale, and Company. By 1870, he had his own dry goods company, called William L. Strong and Company. It was very successful, opening branches in many cities and eventually making Strong a millionaire. In 1890, Strong became president of the First National Bank. Strong was also president of the Central National Bank, president of
4118-596: The Public Works Administration provided a grant to help fund the replacement of the outer roadways, which was to cost $ 334,000. The pedestrian path was also to be replaced for $ 200,000. The city's Department of Public Works closed the northern outer roadway in April 1939 for reconstruction, and it reopened that June. Work on the southern outer roadway began in September, and that roadway reopened two months later, although workers were still rebuilding
4260-448: The live and dead loads of the deck below, upon which traffic crosses. This arrangement allows the deck to be level or to arc upward for additional clearance. Like other suspension bridge types, this type often is constructed without the use of falsework . The suspension cables must be anchored at each end of the bridge, since any load applied to the bridge is transformed into tension in these main cables. The main cables continue beyond
4402-540: The 14th Street Tunnel would not shut down completely. The New York City Department of Transportation (NYCDOT) contracted Skanska to renovate the bridge in November 2022. The project, budgeted at $ 167 million, was partially funded by the Infrastructure Investment and Jobs Act . Work began in late 2022 and is expected to be complete in 2025. The project involved replacing corroded steel beams, pipes, joints, and valves; patching concrete; and repairing
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4544-448: The BRT sent streetcars across the bridge without paying any fees. Plant and Structures commissioner John H. Delaney proposed constructing an extra roadway for motor vehicles in 1919; the southern walkway would have been converted for vehicular use, and all pedestrians would have been required to use the northern walkway. The bridge underwent emergency repairs in mid-1920 following a fire. At
4686-437: The BRT's successor, announced that it would replace the Williamsburg Bridge's subway tracks. The span carried an average of 35,000 vehicles daily by 1926. An engineering report, commissioned for the city government in November 1929, suggested that an overpass be built over Clinton Street in Manhattan, and that trolley tracks on the Brooklyn side be rerouted, to reduce congestion. City alderman Stephen A. Rudd also proposed linking
4828-403: The Brooklyn approach to Bushwick Avenue to alleviate congestion in that borough. The trolley lines on the north side of the Williamsburg Bridge stopped running in January 1932 because the operators could not afford to repair the degraded tracks. City officials immediately announced plans to convert the tracks into an 18-foot-wide (5.5 m) roadway; later that year, workers began strengthening
4970-451: The Brooklyn approach viaduct, was realigned during early 1902. A plaza was also to be created to the east of Driggs Avenue; the city acquired land for the plaza in July 1902. Roebling Street, which led to the bridge's Brooklyn plaza, was to be widened. In Manhattan, several competing proposals were put forth for a street connecting to the Manhattan approach viaduct, each of which cost several million dollars. One particularly contentious proposal
5112-412: The Brooklyn side were supposed to have been compensated in 1902, the compensation was delayed by one year. A street (now Borinquen Place) was planned to run diagonally from the end of the Brooklyn approach viaduct to the intersection of Grand Street and Union Avenue, and the bridge commissioners and local merchants agreed to build the street in 1900. South 5th Street in Brooklyn, which had been replaced by
5254-540: The East River. The final plans were adopted on July 22, allowing the commissioners to request bids for construction contracts. Buck's plans were adopted that August. By September 1896, the bridge's completion had been delayed by one year due to a lack of money. The Brooklyn government and the New York City government both attempted to sell bonds to little avail. As part of the Williamsburg Bridge's construction,
5396-494: The Lower East Side, Allen Street was also widened after the bridge was finished. Gustav Lindenthal took office as the city's bridge commissioner on January 1, 1902, and predicted the bridge could be finished within 20 months. The anchorages, towers, and approaches were finished at the time, but the main cables were only one-fifth completed. Edward M. Grout , who became city controller the same year, decided to acquire
5538-544: The Manhattan side and could not be used. The Williamsburg Bridge was initially a toll bridge , charging the same fees as the Brooklyn Bridge did. Both pedestrians and vehicles shared the southern roadway; pedestrians were allowed to use the northern roadway starting January 21, 1904. George B. McClellan Jr. , who had become mayor at the beginning of the year, wanted streetcar service across the bridge as soon as possible. The city's bridge commissioner received bids for
5680-639: The Manhattan side, and the steep ramp from Driggs Avenue on the Williamsburg side, were replaced to allow handicapped access in compliance with the Americans with Disabilities Act of 1990 . A decrepit walkway on the Williamsburg Bridge was closed in June 1991, and it reopened as a bike path in March 1992. Cable replacement started in April 1992. A painting crew began sandblasting the bridge in June 1992. This work
5822-449: The Manhattan viaduct was proceeding slowly due to steel shortages. That September, public hearings on the widening and extension of Delancey Street were held, and Low approved changes of grade for several streets around the bridge's approach viaducts. The Roebling Company negotiated a contract with Lindenthal in October to avoid paying a fine for the cables, and they also began wrapping the cables with duck cloth . A judge ruled in 1905 that
Williamsburg Bridge - Misplaced Pages Continue
5964-577: The Pennsylvania Steel Company received the contract for the viaducts. Van Wyck approved another bond issue of $ 4 million in November 1900, most of which was to be used to pay the Pennsylvania Steel Company. For the approaches, the commissioners acquired hundreds of land lots and relocated 10,000 people. Condemnation commissioners were appointed to seize land for the viaducts in both Manhattan and Brooklyn. The Brooklyn commissioners were appointed in November 1900. There were disputes over
6106-777: The Philadelphia journal, The Port Folio , in 1810. Early British chain bridges included the Dryburgh Abbey Bridge (1817) and 137 m Union Bridge (1820), with spans rapidly increasing to 176 m with the Menai Bridge (1826), "the first important modern suspension bridge". The first chain bridge on the German speaking territories was the Chain Bridge in Nuremberg . The Sagar Iron Suspension Bridge with
6248-500: The River Paiva, Arouca Geopark , Portugal, opened in April 2021. The 516 metres bridge hangs 175 meters above the river. Where such a bridge spans a gap between two buildings, there is no need to construct towers, as the buildings can anchor the cables. Cable suspension may also be augmented by the inherent stiffness of a structure that has much in common with a tubular bridge . Typical suspension bridges are constructed using
6390-650: The War Department and the New York Harbor Line Board shortly thereafter, and the commissioners decided to issue $ 1 million in bonds to fund construction. In March, the East River Bridge Commission requested bids for the excavation of holes for the bridge's caissons . As workers excavated the holes, Buck prepared plans for the bridge's anchorages and piers . As late as June 1896, the commissioners considered placing
6532-439: The Williamsburg Bridge as one of the 15 most deteriorated in the New York City area. The Metropolitan Transportation Authority (MTA) announced plans in early 1984 to replace the bridge's subway tracks. One out of every three suspension cables had been replaced by 1985, even as the bridge remained open. The towers, anchorages, and main cables also had to be replaced, and new stiffening trusses had to be installed. Engineers conducted
6674-485: The Williamsburg Bridge's cables a few years later. During the 1966 New York City transit strike , four of the lanes were converted to reversible lanes. Inspectors found varying degrees of corrosion under the bridge's outer roadways in 1969, and the approach viaducts were again repaved the next year. In 1970, the federal government enacted the Clean Air Act , a series of federal air pollution regulations. As part of
6816-450: The anchorages briefly. By late 1899, falsework was being installed in advance of the suspension towers' construction. That November, the bridge commissioners began requesting bids for the construction of the cables. Washington Roebling , the sole bidder, received the cable contract in December 1899 for $ 1.4 million, nearly $ 600,000 more than the bridge commission's original estimate. The pier foundations and anchorages were almost complete by
6958-448: The anchorages were leaking. The two additional lanes, forming the northern inner roadway, ultimately cost $ 400,000 and opened on December 22, 1936, bringing the bridge's vehicular capacity to six lanes. The northern inner roadway initially functioned as a reversible traffic lane. By then, the bridge carried up to 50,000 vehicles a day (up from 2,900 daily vehicles in 1904), and other East River bridges were similarly congested. In June 1938,
7100-495: The anti-rust treatment was actually trapping water in the cables rather than keeping water out. Cracks were also found in the bridge structure, and the bridge was also found to have corroded suspension cables. The city's transportation commissioner predicted that large holes would form on the outer roadways by the early 1980s if the bridge were not repaired immediately. By 1980, the bridge was used by about 82,400 vehicles per day, and an engineering study found severe corrosion in some of
7242-417: The approaches in June, but the viaducts' construction were delayed because bonds had not been issued and because of disputes over the bids. The commissioners rejected the initial bids for the viaducts and solicited new proposals in July 1900. The following month, a state justice placed an injunction preventing the commissioners from awarding a contract for the viaducts. The injunction was lifted that October, and
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#17327651958937384-401: The approaches. The bridge partially reopened to cars at the end of May, then to subways that June; all lanes were reopened by July 1988. After five finalists were selected in an architectural design competition for a new bridge in June 1988, mayor Koch decided the same month to rebuild the bridge instead of replacing it. Part of the $ 350 million repair cost was to be funded by $ 30 million from
7526-504: The beginning of 1899, and contracts for the side spans had not even been awarded. A continued lack of funds slowed down construction on the bridge during most of 1899. The Board of Estimate approved $ 1.5 million in bonds for the towers and side spans in January 1899; it also approved $ 500,000 in bonds that May for land acquisition and $ 4 million for cables and land acquisition in July, though the New York City Council delayed
7668-492: The beginning of 1900. The foundation of the Brooklyn suspension tower was finished that February, while the Manhattan tower's foundations were still under construction. Workers used derricks to erect the pieces of the suspension towers, which measured 15 to 20 short tons (13 to 18 long tons; 14 to 18 t). Because of the extreme heights of each tower, one reporter for the Buffalo Courier-Express described
7810-512: The bridge at the beginning of that May, and he agreed to retain Buck as a consulting engineer. Mayor Seth Low visited the bridge in June, and the main cables were completed later that month. Hornbostel filed modified plans for the piers and anchorages in July and announced that the bridge would be illuminated at night. Railings were being installed on the nearly-complete Brooklyn approach viaduct, workers began installing vertical suspender cables, and
7952-443: The bridge commissioners to lease space under the approaches and close part of South 5th Street for the bridge's Brooklyn approach. The first caisson was completed the same month and towed to Delancey Street in Manhattan on May 15. The contract for the Brooklyn suspension tower's foundation was put up for bidding the following day. A cofferdam was built around each caisson to prevent them from being flooded, and workers excavated dirt for
8094-446: The bridge could not run until the misalignment was fixed. The Wall Street Journal wrote in 1907 that, even as the rapid transit tracks lay unused, vehicular congestion on the Williamsburg Bridge rivaled that on the Brooklyn Bridge; another critic said that only ten percent of the bridge's capacity was actively being used. The underground streetcar terminal in Manhattan opened in May 1908. When rapid transit service began running across
8236-432: The bridge deck. Before the deck is installed, the cables are under tension from their own weight. Along the main cables smaller cables or rods connect to the bridge deck, which is lifted in sections. As this is done, the tension in the cables increases, as it does with the live load of traffic crossing the bridge. The tension on the main cables is transferred to the ground at the anchorages and by downwards compression on
8378-490: The bridge during rush hours. The Karl Koch Erecting Co. received a $ 3.2 million contract for further repairs in early 1983, and some of the main span's steel was replaced that year. By then, state engineers were considering building an entirely new bridge. The cost of repairs had increased to $ 200 million because all four main cables likely needed full replacement; the Association for Bridge Construction and Design had listed
8520-404: The bridge in 1915 due to disagreements over streetcar fees. A state judge ruled the next year that the BRT did not have to pay any fees because it also ran rapid transit across the bridge. Through the late 1910s, there were continued disputes over whether streetcar companies should pay to use the bridge. One city official claimed in 1918 that congestion on the Williamsburg Bridge had worsened because
8662-419: The bridge project was approved in 1895. Work began on June 19, 1896, under chief engineer Leffert L. Buck . Despite delays and funding shortfalls, the bridge opened on December 19, 1903. In addition to roads, walkways, and New York City Subway tracks, the bridge had four trolley tracks, which were replaced with roads in 1936 and 1949. The bridge underwent a substantial renovation in the 1980s and 1990s following
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#17327651958938804-470: The bridge that September, the Brooklyn Daily Eagle wrote that the bridge's capacity had increased by several hundred percent. The opening of the bridge's rapid transit tracks had been expected to draw passengers away from the streetcars. The City Club of New York , later that year, requested that engineers inspect the bridge. Engineers were planning to strengthen the bridge by late 1909, amid
8946-407: The bridge to accommodate the roadway. The tracks were being removed by 1933, but further progress was delayed because of a labor shortage, and work was halted at one point due to a lack of funds. The work also involved correcting the settlement of seven columns in Manhattan, as well as new recreation areas at the bridge's Brooklyn end. Workers also discovered in 1934 that the portions of the cables in
9088-599: The bridge was approved in September. The commissioners submitted a report on the planned bridge to the New York Supreme Court in October, but the Supreme Court ruled in January 1894 that the $ 2 million in capital stock was not sufficient to fund the bridge's construction. The East River Bridge Company dug a hole for one of the bridge's piers in Brooklyn on February 15, 1894, to prevent the company's charter from expiring. The New York Court of Appeals ,
9230-431: The bridge were closed from April to September 1999. Also in 1999, Gandhi Engineering designed and rebuilt the other pedestrian pathway along the Williamsburg Bridge. The rebuilt walkways carried both pedestrian and bike traffic because the pathways were only 12 feet (3.7 m) wide, and were too narrow to carry segregated traffic. The final two vehicular lanes on the renovated span were reopened in 2002. A celebration with
9372-506: The bridge with a concrete barrier, despite opposition from cyclists. In 2016, a local resident launched a campaign to rename the bridge for jazz musician Sonny Rollins , whose 1962 album The Bridge was named in its honor. City officials announced in 2017 that the entire bridge would be restricted to high-occupancy vehicles during the daytime, in anticipation of the 14th Street Tunnel shutdown during 2019 and 2020, but these restrictions were canceled after officials announced in 2019 that
9514-423: The bridge would not open as scheduled at the end of that year. The next month, Lindenthal requested bids to infill the tops of the anchorages with concrete, and he received bids for the completion of the roadways and the approach viaducts' decks. Workers also cleared land for the Williamsburg Bridge's Brooklyn plaza and began constructing a playground beneath the Brooklyn approach viaduct. Lindenthal requested bids for
9656-572: The bridge's Brooklyn end to the Brooklyn–Queens Expressway . This viaduct was completed in 1952, along with a section of the expressway to the Kosciuszko Bridge . During that decade, the city government employed one man to inspect the bridge regularly for cracks in the steelwork and the roadway. The bridge's roadways were repaved, and the structure itself was repainted, starting in late 1961; workers again poured oil treatments on
9798-514: The bridge's Manhattan terminus at Grand Street. That month, the commissioners decided to move the bridge's Manhattan terminus to Delancey and Clinton streets to avoid the narrowness of Grand Street. In Brooklyn, the approach was straightened to avoid the Williamsburgh Savings Bank Building . Work on the bridge commenced in earnest on June 19, 1896, when contractors began excavating holes for the towers' foundations in
9940-483: The bridge's opening. Low inspected the bridge on December 12, a week before its scheduled opening. The bridge opened on December 19, 1903, with fireworks and parades. The span had cost $ 11 million ($ 299.5 million in 2023). The footpaths and northern roadway were not complete. No streetcar tracks had been laid, and the rapid transit tracks (carrying the New York City Subway ) ended in midair on
10082-415: The bridge's supports. The city was planning to repair the four free bridges across the East River, including the Williamsburg Bridge, for a combined $ 1 billion. In the early 1980s, the city planned to spend $ 85 million to repair the bridge. One suspension cable had already snapped, while others were rusting; the accumulations of rust on many cables were very hard to remove. The city announced plans to rebuild
10224-484: The bridge, the Manhattan end became congested. By 1905, officials planned to build underground terminals for both rapid transit and streetcar lines. Upon the bridge's second anniversary in December 1905, the bridge received over $ 100,000 annually in revenue, but, by the next year, the bridge's revenues were almost entirely canceled out by its expenses. In addition, the bridge's main span had shifted 3 inches (76 mm) toward Brooklyn by late 1906, and rapid transit service on
10366-529: The bridge. Engineers conducted another stress test of the bridge that year and found that it might be possible to repair the bridge. Thirty engineering firms were invited in early 1988 to submit designs for a potential replacement of the span, which by then was carrying 104,000 vehicles and 85,000 subway passengers a day. The bridge was closed to motor and subway traffic on April 12, 1988, after large cracks were found in floor beams and cables. Inspectors discovered that at least 30 support beams were severely corroded;
10508-509: The bridge. The southern outer roadway was closed for repairs starting in April 1947, and rollers under the bridge's suspension towers were replaced the same year. The south outer roadway was completed in November 1947, and the north outer roadway was closed in February 1948. Meanwhile, the New York City Board of Estimate allocated $ 2.6 million in the city's 1948 capital budget to replace the bridge's south-side streetcar tracks with
10650-403: The cables, engineers predicted that the bridge might have to be closed by 1995. The eastbound outer roadway was repaired after two bars fell from the deck in May 1987. At the time, engineers were still drawing up plans for replacing the main cables, and the bridge was also slated for a repainting. Regular inspections of the bridge found that one of the main cables was decaying much more rapidly than
10792-476: The caissons the same month. Flynn obtained land at North 2nd Street in Brooklyn soon afterward and manufactured his caissons at a shipyard there. Caisson workers toiled in three eight-hour shifts of 30 to 50 men each. After the caissons were complete, they were floated to either side of the river. During February 1897, the bridge commissioners took over the land at the end of Delancey Street. New York governor Frank S. Black signed two bills in May 1897, which allowed
10934-491: The chains are not attached to abutments as is usual, but instead are attached to the main girders, which are thus in compression. Here, the chains are made from flat wrought iron plates, eight inches (203 mm) wide by an inch and a half (38 mm) thick, rivetted together. The first wire-cable suspension bridge was the Spider Bridge at Falls of Schuylkill (1816), a modest and temporary footbridge built following
11076-473: The city could not penalize the Roeblings for the delays. Following a fire on the Brooklyn side in November 1902, the cables sustained $ 50,000 in damage. Work on the cables resumed in mid-December 1902. By the beginning of 1903, the Manhattan approach was still less than half complete; workers were also constructing the main span across the East River, starting at either suspension tower and progressing toward
11218-631: The collapse of James Finley's nearby Chain Bridge at Falls of Schuylkill (1808). The footbridge's span was 124 m, although its deck was only 0.45 m wide. Development of wire-cable suspension bridges dates to the temporary simple suspension bridge at Annonay built by Marc Seguin and his brothers in 1822. It spanned only 18 m. The first permanent wire cable suspension bridge was Guillaume Henri Dufour 's Saint Antoine Bridge in Geneva of 1823, with two 40 m spans. The first with cables assembled in mid-air in
11360-529: The collapse was largely caused by the construction failure of the vertical hanging clamp. It was also found that poor maintenance, fatigue in the cable hanger construction materials, material quality, and bridge loads that exceed vehicle capacity, can also have an impact on bridge collapse. In 2013 the Kutai Kartanegara Bridge rebuilt the same location and completed in 2015 with a Through arch bridge design. On 30 October 2022, Jhulto Pul ,
11502-467: The collapse; several drivers escaped their cars on foot and reached the anchorages before the span dropped. Yarmouth suspension bridge (England) was built in 1829 and collapsed in 1845, killing 79 people. Peace River Suspension Bridge (Canada), which was completed in 1943, collapsed when the north anchor's soil support for the suspension bridge failed in October 1957. The entire bridge subsequently collapsed. Kutai Kartanegara Bridge (Indonesia) over
11644-525: The construction of streetcar tracks that April, and one of the dedicated pedestrian paths opened without ceremony on April 23. At the end of May, the north roadway formally opened to vehicles, and the bridge's lights were turned on for the first time. A street vendors' market opened under the Manhattan approach in mid-1904, despite opposition from some street vendors. Streetcar service on the bridge commenced November 4, 1904; there were surface-level streetcar terminals at both ends. After streetcar service began on
11786-500: The contract to a competing bidder. Shanly & Ryan, who had been hired to build the Manhattan anchorage, began constructing their anchorage that October. The next month, the bridge commissioners obtained underwater land on the Brooklyn side for the bridge's abutments. By the end of 1897, Brooklyn and Manhattan were about to be merged into the City of Greater New York . The first mayor of the unified city, Robert Anderson Van Wyck , removed
11928-426: The damage to the beams had not been detected during the 1984–1985 inspection. The businessman Donald Trump offered to fix the span, while U.S. presidential candidate Jesse L. Jackson walked across the bridge shortly after its closure. An inspection found over 400 instances of hazardous conditions on the bridge, mainly on the approach viaducts. The bridge underwent emergency repairs, which included steel supports under
12070-589: The daughter of Robert W. Aborn of New Jersey. Together, Mary and William were the parents of two children: Strong died in his home on November 2, 1900. After complaining of not feeling well, he retired to his room. During the night, he worsened very quickly, and he died early that morning, leaving behind a wife and two adult children. He was interred at Woodlawn Cemetery in the borough of The Bronx in New York City. His widow died of heart disease at The Mount , their daughter's residence in Lenox, Massachusetts (and
12212-483: The design was nearly completed at this point. The bridge commission again met in August 1898 to decide whether to solicit bids for the towers and decks. That September, workers complained that they were not being paid; by then, the foundations were near completion. The commission received $ 2 million the same month, enough to pay off debts through the end of the year. The bridge commission would still be $ 500,000 in debt at
12354-518: The discovery of severe structural defects, and it was again being renovated in the 2020s. The Williamsburg Bridge's main span is 1,600 feet (490 m) long and is carried on four main cables, which are suspended from two 335-foot (102 m) towers. Unlike similar suspension bridges, the side spans are supported by trusswork and additional towers. The 118-foot-wide (36 m) deck carries eight lanes of vehicular traffic, two subway tracks, and two walkway and bike paths that merge in Manhattan. The bridge
12496-441: The existing bridge commissioners in January 1898, citing extravagance and delays; he appointed six new commissioners. The old commissioners' removal prompted state legislation for their reinstatement and a lawsuit against the New York City government. A New York Supreme Court justice ruled in June that the old commissioners had to be reinstated, although the decision was overturned on appeal the following month. A state senator proposed
12638-584: The failure of a few flawed strands in the hundreds used pose very little threat of failure, whereas a single bad link or eyebar can cause failure of an entire bridge. (The failure of a single eyebar was found to be the cause of the collapse of the Silver Bridge over the Ohio River .) Another reason is that as spans increased, engineers were unable to lift larger chains into position, whereas wire strand cables can be formulated one by one in mid-air from
12780-403: The first fatal accident in December 1897. Another worker was killed by a derrick's boom in 1898; two workers were killed in separate falls from the bridge in May 1900; the main steelwork engineer died after falling from the Brooklyn approach in September 1900; and a foreman drowned in March 1902. The commissioners had planned to award a contract for the suspension towers in February 1898, but this
12922-439: The footpaths that September. The flooring and pavement of the bridge's north roadway was laid first, followed by that of the south roadway. By late October, paving had commenced at the Brooklyn end, and Lindenthal had received bids for the paving of the Brooklyn plaza. Almost everything was complete the following month, aside from paving, some riveting, and anchorage arches. Local civic organizations planned celebrations in advance of
13064-559: The foundations from within the caissons. Colin McLean was hired to build the Brooklyn suspension tower's foundations in June, and the last of the bridge's four caissons was launched in December 1897. The state legislature passed a bill in May 1897 to straighten the bridge's Brooklyn approach. The East River Bridge Commission paid the American Sugar Refining Company $ 350,000 for their land in July. The next month,
13206-495: The four cables proceeded simultaneously. Workers were able to string 50 wires in each strand during a 10-hour workday, or 400 wires per day in total. After each strand was completed, it was permanently attached to the eyebars in either anchorage. To save money, the wires were covered with oil and graphite, rather than galvanized ; the Roebling Company was hesitant to use ungalvanized wire, but city officials claimed that
13348-432: The highway, which may be supported by suspender cables or their own trusswork . In cases where trusswork supports the spans, there will be very little arc in the outboard main cables. The earliest suspension bridges were ropes slung across a chasm, with a deck possibly at the same level or hung below the ropes such that the rope had a catenary shape. The Tibetan siddha and bridge-builder Thangtong Gyalpo originated
13490-603: The impending consolidation of New York City, which moved elections to odd-numbered years. He won by a decisive majority of more than 42,000 votes and was joined in victory by John W. Goff , the Republican candidate for city recorder and a new Republican majority for the New York City Board of Aldermen . Strong's victory was optimistically hailed by the New York press as representative of an epic defeat of Tammany Hall's "fraud, chicane, trickery, double-dealing and contempt for
13632-534: The live loads. In an underspanned suspension bridge, also called under-deck cable-stayed bridge, the main cables hang entirely below the bridge deck, but are still anchored into the ground in a similar way to the conventional type. Very few bridges of this nature have been built, as the deck is inherently less stable than when suspended below the cables. Examples include the Pont des Bergues of 1834 designed by Guillaume Henri Dufour ; James Smith's Micklewood Bridge; and
13774-405: The main cables. The cable saddles on the tops of the towers were completed the next month. The Carbon Steel Company received a contract in January 1901 for 6,000 short tons (5,400 long tons; 5,400 t) of steel wire. The wires were manufactured in pieces measuring 4,000 feet (1,200 m) long and weighing 325 pounds (147 kg). The first wires were ready to be installed by February 1901, after
13916-423: The main span's steel underfloor and wood pavements were awarded that June. The Williamsburg Bridge was 98 percent complete as of that month, and the damaged cables were still being repaired, and workers were painting and riveting the bridge and its approach viaducts. The Board of Estimate appropriated $ 1.55 million for the bridge at the beginning of July. By then, residents of Williamsburg had expressed concerns that
14058-410: The mayors of Brooklyn and New York City sued several property owners whose land was in the path of the bridge's approaches, and a judge ruled that one Brooklyn landowner who had refused to sell had to give up their land. The commissioners began soliciting bids for the anchorages in September. The Degnon-McLean Construction Company was hired to build the Brooklyn anchorage; a state judge refused to re-award
14200-502: The middle. The same month, the waterproofing of the main cables was finished, and the Municipal Art Commission approved some of Henry Hornbostel 's proposed decorations for the bridge. After asking Hornbostel to redesign minarets atop the towers, although the revised plans were rejected as too expensive. The Manhattan and Brooklyn halves of the main span were riveted together at the end of February 1903. Contracts for
14342-702: The modern method was Joseph Chaley 's Grand Pont Suspendu in Fribourg , in 1834. In the United States, the first major wire-cable suspension bridge was the Wire Bridge at Fairmount in Philadelphia, Pennsylvania. Designed by Charles Ellet Jr. and completed in 1842, it had a span of 109 m. Ellet's Niagara Falls suspension bridge (1847–48) was abandoned before completion. It was used as scaffolding for John A. Roebling 's double decker railroad and carriage bridge (1855). The Otto Beit Bridge (1938–1939)
14484-650: The moral sense of the community" and the new mayor cast as standard-bearer of "a revolution that closes a dark and opens a bright era in the municipal affairs of New York." The reform-minded Strong established the New York City Board of Education, created small parks, and is credited as the "father" of the city's Department of Correction. The Department of Public Charities and Correction had been split by Governor Levi Morton in 1894 into two departments. Strong appointed former U.S. Civil Service Commissioner Theodore Roosevelt as Police Commissioner . Roosevelt
14626-401: The next month. Uhlmann proposed turning over his company's assets to the commissioners, who initially rejected his offer. The commission decided to buy Uhlmann's charter in December 1895. A State Supreme Court justice issued an injunction against this purchase in March 1896; this decision was reversed on appeal, and another Supreme Court justice ratified this purchase that June. Leffert L. Buck
14768-478: The north roadway and all eastbound vehicles use the south roadway. There was an unsuccessful petition in 1921 to rename the bridge after former U.S. president Theodore Roosevelt ; another effort in 1922 sought to rename the span the Broadway Bridge, after the street at its Brooklyn end. A galvanized sheath was placed around each of the main cables in 1922 to reduce damage, but water in the main cables caused
14910-630: The oil and graphite mix was adequate. The last major contract for the bridge was for the central span's deck. The bridge commissioners solicited bids for the deck in April 1901, and the Pennsylvania Steel Company submitted the lowest bid. Though a local resident sued to stop Pennsylvania Steel from receiving the contract, the city allowed the firm to sublease the work to the United Engineering and Construction Company. The bridge commissioners were authorized to finalize
15052-662: The others; in addition, large cracks had formed on approach viaducts. Traffic engineer Sam Schwartz attributed the issues to the bridge's lack of galvanization. After the New York State Department of Transportation started examining four alternatives for replacing the bridge entirely, the Federal Highway Administration provided $ 1 million to allow the state to study the replacement of the cables. Through late 1987, city, state, and federal officials discussed whether to replace or repair
15194-446: The outer roadways in early 1981, and mayor Ed Koch provided $ 4.5 million that May for initial work on the bridge. The North Star Electrical Contracting Corporation was hired to rebuild the outer roadways. The eastbound outer roadway closed that October as part of the project, which was supposed to take 18 months. During that time, all eastbound truck traffic was banned from the bridge. Eastbound trucks were again allowed in July 1982, when
15336-406: The pillars to deck-level supports, and further continue to connections with anchors in the ground. The roadway is supported by vertical suspender cables or rods, called hangers. In some circumstances, the towers may sit on a bluff or canyon edge where the road may proceed directly to the main span. Otherwise, the bridge will typically have two smaller spans, running between either pair of pillars and
15478-455: The purchase of land for the Brooklyn approach in December 1899, but it took seven months for the Board of Estimate to approve bonds for the purchase. Buck estimated that it would take four to six months to raze all the buildings in the bridge's path. The bridge commissioners began soliciting bids for the approach viaducts in April 1900 and received bids the next month. More property was acquired for
15620-556: The qualifications of the Manhattan commissioners, so condemnation in Manhattan did not begin until March 1901. Work on the Brooklyn viaduct began in May 1901, and Pennsylvania Steel began delivering steel for the viaducts that July. The Manhattan viaduct commenced the next month, but a lack of steel delayed further work, and the buildings in Manhattan took longer to demolish than those in Brooklyn. The New-York Tribune estimated that it would cost about $ 10 million to construct 4,242 feet (1,293 m) of approach viaducts. Although landowners on
15762-413: The railing and the walking layer of Gyalpo's bridges used wires. The stress points that carried the screed were reinforced by the iron chains. Before the use of iron chains it is thought that Gyalpo used ropes from twisted willows or yak skins. He may have also used tightly bound cloth. The Inca used rope bridges , documented as early as 1615. It is not known when they were first made. Queshuachaca
15904-409: The railings on both of the outer roadways. As part of a Works Progress Administration project, the approach viaducts of all three roadways were repaved in concrete in 1941. Workers poured 600 U.S. gallons (2,300 L; 500 imp gal) of linseed oil onto the cables during the 1940s in attempts to prevent corrosion. By 1946, the city government planned to spend $ 127,000 on structural repairs to
16046-400: The remaining land for the bridge via private purchase rather than via condemnation. The East River Bridge was renamed the Williamsburg Bridge in March 1902. Soon after, several engineers working on the bridge resigned, and Lindenthal also asked for Buck's resignation. Lindenthal promised to fine the Roeblings $ 1,000 a day once their contract expired that April. He made his first official visit to
16188-479: The rent for its headquarters. Work on the anchorages was also delayed by labor strikes and stormy weather. The commissioners finally received $ 200,000 that May to pay off existing debts, but the city had yet to issue $ 4 million in bonds for the bridge's continued construction. The Board of Estimate approved $ 2.487 million in bonds in July 1898, which was used to pay for the anchorages and foundations. The commission still needed another $ 640,000 to compensate landowners;
16330-612: The roadbed, particularly owing to the unfavorable effects of using plate girders, discovered from the Tacoma Narrows Bridge (1940) bridge collapse. In the 1960s, developments in bridge aerodynamics allowed the re-introduction of plate structures as shallow box girders , first seen on the Severn bridge , built 1961–1966. In the picture of the Yichang Bridge , note the very sharp entry edge and sloping undergirders in
16472-419: The smaller cables in the bridge's anchorages had already snapped, as they had not been galvanized during construction. To strengthen the bridge, workers installed new pins to connect the trusses of the approach spans and main span, which was completed in 1914. Workers also added several support towers under either side span. The Brooklyn Rapid Transit Company (BRT) threatened to stop operating streetcars across
16614-432: The state's high court, upheld the Supreme Court ruling October. The company's directors held a meeting that November to devise a timeline for the bridge's construction. Concurrently, a London-based firm offered to finance the bridge, and the company moved to condemn a property in the path of the bridge's Manhattan approach. In March 1895, Charles A. Schieren , mayor of Brooklyn, requested that his corporation council draft
16756-462: The steelwork was not repaired; the bridge was repainted only haphazardly afterward, even though elements vulnerable to corrosion should have been painted every one or two years. The state government started inspecting the Williamsburg Bridge and five others in 1978; the same year, city controller Harrison J. Goldin said the bridge had structural deterioration. The study found that the bridge's main cables were experiencing varying degrees of corrosion, as
16898-401: The suspension bridge shown. This enables this type of construction to be used without the danger of vortex shedding and consequent aeroelastic effects, such as those that destroyed the original Tacoma Narrows bridge. Three kinds of forces operate on any bridge: the dead load, the live load, and the dynamic load. Dead load refers to the weight of the bridge itself. Like any other structure,
17040-514: The ten bridges with the longest spans, followed by the length of the span and the year the bridge opened for traffic: (Chronological) Broughton Suspension Bridge (England) was an iron chain bridge built in 1826. One of Europe's first suspension bridges, it collapsed in 1831 due to mechanical resonance induced by troops marching in step. As a result of the incident, the British Army issued an order that troops should "break step" when crossing
17182-418: The time, commercial vehicles used the north roadway and personal vehicles used the south roadway in both directions. In an attempt to alleviate congestion, during September 1920, the bridge carried westbound traffic only in the morning and eastbound traffic only in the afternoon; it carried traffic in both directions at other times. The next month, mayor John Francis Hylan decreed that all westbound vehicles use
17324-504: The tolls, and the United States Congress subsequently moved to forbid tolls on the free East River bridges. The United States Department of Transportation determined that the Williamsburg Bridge was built partially with federal funds and, under federal law, could not be tolled. An engineering consultant recommended in 1971 that the steelwork for the approaches be repaired. Although the approaches were repainted in 1973,
17466-489: The towers. In cable-stayed bridges, the towers are the primary load-bearing structures that transmit the bridge loads to the ground. A cantilever approach is often used to support the bridge deck near the towers, but lengths further from them are supported by cables running directly to the towers. By design, all static horizontal forces of the cable-stayed bridge are balanced so that the supporting towers do not tend to tilt or slide and so must only resist horizontal forces from
17608-410: The towers. The bridge, including approaches, is 7,308 feet (2,227 m) long and 118 feet (36 m) wide. The bridge reaches a maximum height of 135 feet (41 m) above mean high water at the middle of the river, and the deck is around 122 feet (37 m) above mean high water at either shoreline. Leffert L. Buck was the chief engineer, Henry Hornbostel was the architect, and Holton D. Robinson
17750-568: The use of iron chains in his version of simple suspension bridges . In 1433, Gyalpo built eight bridges in eastern Bhutan . The last surviving chain-linked bridge of Gyalpo's was the Thangtong Gyalpo Bridge in Duksum en route to Trashi Yangtse , which was finally washed away in 2004. Gyalpo's iron chain bridges did not include a suspended-deck bridge , which is the standard on all modern suspension bridges today. Instead, both
17892-423: The weight of the cables is small compared to the weight of the deck. One can see the shape from the constant increase of the gradient of the cable with linear (deck) distance, this increase in gradient at each connection with the deck providing a net upward support force. Combined with the relatively simple constraints placed upon the actual deck, that makes the suspension bridge much simpler to design and analyze than
18034-514: The westbound outer roadway was closed. The city government estimated that one out of three suspension cables needed to be replaced. At the end of the year, Congress passed a bill providing $ 10 million for the replacement of the bridge's suspension cables. The reconstruction of the outer roadways was finished in 1983. To reduce congestion, in the 1980s, the New York City Department of Transportation contemplated converting some lanes to reversible lanes and placing high-occupancy vehicle restrictions on
18176-511: The wires to rust. In 1925, Plant and Structures commissioner William Wirt Mills announced plans to construct two vehicular roadways on the bridge for $ 1.5 million. One of the roadways would have replaced the underused streetcar tracks on the north side of the bridge, while the other roadway would have been built above the remaining tracks on the south side. The same year, the Brooklyn–Manhattan Transit Corporation (BMT),
18318-420: The wooden falsework had been disassembled. Work on temporary cables for the footbridges began in April and was completed within a month. The first footbridge was completed in June and was quickly followed by the footbridges for the three other cables. By mid-1901, workers were ready to weave wires for the main cables, and the Roebling Company had received 100 short tons (89 long tons; 91 t) of wire. A machine
18460-459: The workers as "giving daily performances of a most daring character", while a reporter for the Brooklyn Daily Eagle described the workers as performing "daily circus feats". The suspension towers on either side of the river were half complete by May 1900, but work was delayed later that year by an ironworkers' strike. The cable contract was "well under way" by that November, and workers began planning four temporary footbridges to help them construct
18602-613: The world. Suspension bridge A suspension bridge is a type of bridge in which the deck is hung below suspension cables on vertical suspenders. The first modern examples of this type of bridge were built in the early 1800s. Simple suspension bridges , which lack vertical suspenders, have a long history in many mountainous parts of the world. Besides the bridge type most commonly called suspension bridges, covered in this article, there are other types of suspension bridges . The type covered here has cables suspended between towers , with vertical suspender cables that transfer
18744-661: Was built between 1829 and 1832, replacing a wooden bridge further downstream which collapsed in 1828. It is the only suspension bridge across the non-tidal Thames. The Széchenyi Chain Bridge , (designed in 1840, opened in 1849), spanning the River Danube in Budapest, was also designed by William Clark and it is a larger-scale version of Marlow Bridge. An interesting variation is Thornewill and Warham 's Ferry Bridge in Burton-on-Trent , Staffordshire (1889), where
18886-423: Was delayed because of the commission's financial shortfalls. Although the commission was promised $ 500,000 at the beginning of that March, it had less than $ 1,000 in its bank account and needed $ 4.14 million to award contracts and pay debts. By April 1898, work was progressing on the anchorages and the piers above each caisson, but the commission had so little money that it could not pay commissioners' salaries or even
19028-443: Was for a street running from the intersection of Delancey and Norfolk Street to Cooper Square . In December 1901, the city agreed to widen Delancey Street, build a plaza between Norfolk and Clinton streets, and extend Delancey Street west to Lafayette Street . A smaller plaza in Manhattan was approved between Suffolk and Clinton streets in early 1903, but there were delays in the widening of Delancey Street. To distribute traffic across
19170-539: Was from Pennsylvania . Strong was the oldest of five children, and despite only a rudimentary rural education, became a clerk in a Wooster dry goods store to help support his family after the death of his father in 1840. Strong later attended the Vermillion Institute in Hayesville , Ohio. In 1853, Strong moved to New York City, where he worked at the L.O. Wilson and Company dry goods firm. In
19312-448: Was halted after Brooklyn residents complained about lead dust, and city officials subsequently found dangerously high levels of lead in soil near the bridge. The northern roadway was replaced in 1996, followed by the southern roadway. Workers planned to construct a temporary viaduct for subway trains while the southern roadway was being rebuilt, but the NYCDOT decided to close the subway line entirely for five months. The subway tracks along
19454-460: Was hired as the East River Bridge's chief engineer at the beginning of August 1895. The next month, a contractor was hired to create five preliminary borings for the bridge. Early the next year, the mayors of Brooklyn and New York City agreed to appropriate $ 250,000 each for the bridge's construction. Buck presented revised plans for the East River Bridge in February 1896, lowering its maximum height to 135 feet (41 m). The revisions were approved by
19596-513: Was introduced in the New York State Legislature in January 1892. The company wished to build a suspension bridge across the East River from Manhattan , within New York City, to the then-separate city of Brooklyn . The company was incorporated on March 9, 1892. The East River Bridge Company, led by Frederick Uhlmann, was authorized to construct two bridges from Manhattan to Brooklyn, one of which would run to Broadway in
19738-589: Was noted for fighting corruption and making the police department more professional. Strong's leadership help pass the School Reform Law in 1896. In the late 1890s, New York State legislators passed a law mandating bath houses for cities with more than 50,000 people. Strong agreed with the law's necessity due to sanitation issues caused by overcrowding. The city's bath houses, originally built for cleanliness and bathing, were later used for recreation. In 1866, Strong married Mary Urania Aborn (1843–1921),
19880-414: Was placed on the Manhattan anchorage to weave the wires. The Roeblings also ordered eight guide wires for the wheels that would carry the main cables' wires across the river. The first wire was strung across the East River on November 27, 1901. The Roeblings requested ten months to finish the wires, but city bridge commissioner Gustav Lindenthal refused to extend the deadline past April 1902. Work on each of
20022-475: Was the assistant engineer. The bridge required an estimated 60,000 cubic yards (46,000 m) of concrete, 6.5 million feet (2,000,000 m) of timber, 130,000 cubic yards (99,000 m) of masonry, and at least 40,000 short tons (36,000 long tons; 36,000 t) of steel. From its opening until the Bear Mountain Bridge opened in 1924, the bridge was the longest suspension bridge span in
20164-404: Was the first modern suspension bridge outside the United States built with parallel wire cables. Two towers/pillars, two suspension cables, four suspension cable anchors, multiple suspender cables, the bridge deck. The main cables of a suspension bridge will form a catenary when hanging under their own weight only. When supporting the deck, the cables will instead form a parabola , assuming
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