The viaducts are supported by steel-plate girders that rest on concrete piers 60 to feet apart. Steel I-beams and cross-breams were overlaid with concrete slabs section-by-section. For all Moses' previous construction feats, it dwarfed any other single enterprise he had undertaken.
Its approach ramps would be so huge that houses - not only single-family homes but also sizable apartment buildings - would have to be demolished by the hundreds to give them footing. Its approaches, the masses of concrete in which its cables would be embedded, would be as big as any pyramid built by an Egyptian Pharaoh, its roadways wider than the widest roadways built by the Caesars of Rome.
To construct those anchorages and to pave those roadways just the roadways of the bridge proper itself, not the approach roads would require enough concrete to pave a four-lane highway from New York to Philadelphia, enough to reopen Depression-shuttered cement factories from Maine to the Mississippi. To make the girders on which that concrete would be laid, Depression-banked furnaces would have to be fired up at no fewer than fifty separate Pennsylvania steel mills.
Triborough was not a bridge so much as a traffic machine, the largest ever built. The amount of human energy that would be expended in its construction gives some idea of its immensity: more than five thousand men would be working at the site, and these men would be putting into place the materials furnished by the labor of many times five thousand men; before the Triborough Bridge was completed, its construction would have generated more than 31,, man-hours of work in cities in twenty states.
And the size of the bridge is also shown by the amount of money involved. In an average month, about 1, construction workers were at the site of the Triborough Bridge.
However, in the months leading to the July deadline, the number of construction workers swelled to about 2, A motorcade led by President Franklin D. Roosevelt opens the Harlem River lift span in this photo. Photo by New Deal Network.
It is a great artery, connecting three boroughs of the city, and reaching out at its borders into adjacent counties and states. It is not merely a road for automobiles and trucks, but a general city improvement, reclaiming dead areas and providing for residence along its borders, esplanades, play facilities, landscaping and access to the great new parks.
The bonds were backed by cent tolls. Federal, state and city outlays financed the remainder of the costs. Moses made the following remarks at the opening ceremony: This is a city of unparalleled natural advantages, most of which have been neglected.
We have never lacked plans. What we have lacked is elbow grease and execution. New York is an old community. Dig down anywhere and you will find the relics and mementos of the early white settlers of the country - old coins, pipes, substructures and all the evidences of city growth and change. Every plot of land has a history, structural, financial and legal.
Every new project runs into endless difficulties and obstacles, the most serious of which can never be anticipated. It is for this reason that our planners and the men and women of vision carry their enterprises beyond the shelves of libraries and the forgotten files of newspapers.
There is literally nothing new in New York. Everything has been thought of at one time or another and for every successful accomplishment, there are scores who claim the paternity for themselves and their ancestors.
I have heard from not less than a hundred people in the past week, all claiming recognition for one or another person as the inventor of the Triborough Bridge and demanding everything from the re-christening of the bridge to a dozen good tickets to the ceremony.
In the last decade, we have really begun to tackle the problems of this city and to make it livable, attractive and accessible. In reclaiming the natural beauties of our waterfronts, in opening up the avenues by which this great metropolis, which has justly been called insular, can establish contact with the rest of the country.
The Triborough is one of these great new arteries. The Triborough is not just a bridge nor yet a crossing. We recommend updating your browser to the latest version. Robert F. Kennedy Bridge Updated Mar 30, Kennedy Bridge. Ammann and architect Aymar Embury II. It carries eight lanes of Interstate , four in each direction, as well as a sidewalk on the northeastern side. Originally it connected to the intersection of 25th Avenue and 31st Street; the former was later renamed Hoyt Avenue.
The suspension span was designed by chief engineer Othmar Ammann. The span was originally designed to be double-decked, with eight lanes on each deck. When the construction of the Triborough Bridge was paused in due to lack of funding, the suspension span was downsized to a single deck. There are Warren trusses on each side of the span, which stiffen the deck.
The center span between the two suspension towers is long, and the side spans between the suspension towers and the anchorages are each long. The total length of the bridge is , and the deck is wide. At mean high water, the towers are tall, and there is of clearance under the middle of the main span.
The suspension towers were originally designed by Arthur I. Each tower was supposed to have two ornate arches at the top, similar to the Brooklyn Bridge, and was to have been supported by four legs: two on the outside and two in the center.
A article described that each tower would be made of 5, tons of material, including 3, tons of steel. The final design of the suspension towers, by Ammann, consists of comparatively simple cross bracing supported by two legs. The tops of each tower contain cast iron saddles in the Art Deco style, over which the bridge's main cables run. These are topped by decorative lanterns with red aircraft warning lights.
The span is supported by two main cables, which suspend the deck and are held up by the suspension towers. Each cable is in diameter and contains of individual wires. At the Wards Island and Astoria ends of the suspension span, there are two anchorages that hold the main cables. The anchorages contain a combined , tons of concrete. The Harlem River span is a lift bridge that connects Manhattan with Randalls Island, designed by chief engineer Ammann. A direct-access ramp leads from the westbound bridge to the northbound Harlem River Drive.
At the time of its completion, the Harlem River lift bridge had the largest deck of any lift bridge in the world, with a surface area of. Flickr Gallery Find Nearby Photos. Wikimedia Commons Find Nearby Photos. Directions Via Sygic For Android. All Rights Reserved. Disclaimer: HistoricBridges. While we strive for accuracy in our factual content, HistoricBridges. Information is provided "as is" without warranty of any kind, either expressed or implied.
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