Garratt Road Bridge

Garratt Road Bridge

Garratt Road Bridge 1

Garratt Road Bridge consists of two adjacent bridges over the Swan River, linking the suburbs of Bayswater and Ascot in Perth, Western Australia. The upstream bridge was built in 1935, while the matching downstream bridge was built in 1972. The site was significant prior to the construction of Garratt Road Bridge - it featured in Aboriginal mythology, and was in the near vicinity of 1880s bridges for pedestrians and trains. From that time there were various proposal to provide a vehicular crossing between Bayswater and Bassendean. Interest peaked in 1928, but plans were delayed due to the Great Depression. The first bridge, designed by Main Roads Chief Engineer Ernest Godfrey, was constructed in 1934-35. It allowed two lanes of traffic to cross the Swan River, alongside pedestrians on an adjacent footbridge. Increasing traffic volume led to the bridge being widened by one and a half metres (5 ft) in 1962. By the end of that decade, a second bridge was being planned to cope with rising levels of congestion. It was constructed during 1971-72, but with only a 40-year design life as it was expected to be redundant once the planned Beechboro-Gosnells Highway (modern-day Tonkin Highway) opened. From the 1970s, Main Roads has maintained the bridges with procedures that vastly extended the bridges' lifespans, including concrete overlays on the decks, and retrofitting of steel girders. The heritage value of the structure was recognised in 1998, and Garratt Road Bridge was included in the City of Bayswater's Municipal Heritage Inventory. Eleven years later, in 2009, it was added to the state heritage list, and a permanent entry was given on 23 March 2010.

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Albert Road Bridge Halt railway station

Albert Road Bridge Halt (sometimes called Highland Road) was an intermediate station situated on the Southsea Railway, between Jessie Road Bridge Halt and East Southsea. The Southsea Railway opened on 1 July 1885, and on that line, Albert Road Bridge Halt was opened on 1 July 1904 and closed a decade later on 6 August 1914, it was part of a concerted effort to boost revenue and thus see off competition from the burgeoning tramway network. The Southsea Railway was jointly owned by the London and South Western Railway and the London, Brighton and South Coast Railway, and very unusually, the two companies ran the line in alternate years. The final nail in the line's coffin was a government directive issued shortly after the declaration of war that railways unable to support themselves would cease operations at the earliest opportunity; and, as the line clearly fell into this category, the last train ran early in August 1914.

Garratt Road Bridge 2

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Lower Road Bridge

Lower Road Bridge is a historic structure located northwest of Anamosa, Iowa, United States. It spans Buffalo Creek for 160 feet (49 m). The King Iron Bridge and Manufacturing Co. of Cleveland erected a bowstring through arch truss and a shorter pony arch in 1878 for what was historically called Lower Road. The bridge's superstructure consists of a large stone masonry pier and abutments. It was listed on the National Register of Historic Places in 1998. The county abandoned the bridge and it is now privately owned.

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Atkinson Road Bridge

Atkinson Road Bridge, also known as County Bridge 305, is a historic stone arch bridge located in Solebury Township, Bucks County, Pennsylvania. It spans Pidcock's Creek. It has three spans, each approximately 20 feet long, and was constructed in 1873. It is of random rubble construction and built of native fieldstone. It was listed on the National Register of Historic Places in 2002.

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Construction of the new Fulton Road Bridge

The replacement bridge overlooks the Cleveland Metroparks Zoo and spans a historic footbridge, two railroad tracks, a major water main, and several maintenance roads and footpaths - as did the original. It has four traffic lanes, two bicycle lanes, and sidewalks. The building contractor for the new bridge, Kokosing Construction Company, estimated the cost of replacing the bridge at $45,859,138.00. The new structure is an eleven-span, pre-cast, open-spandrel arch bridge. According to the contractor, nearly "1,800 cubic yards of self-leveling mass concrete are contained in the bridge piers. These seven piers were post-tensioned to support the pre-cast arches, which were erected in segments on shoring towers and then post-tensioned as well. Following the erection of the arches, the spandrel columns and caps were poured. Pre-cast concrete beams were also erected to support the bridge deck." There were several delays during the replacement project, some due to weather conditions. The original opening estimate for mid-2009 was pushed back several times, eventually as far as July, 2010, when the new bridge was finally opened for traffic. Cleveland city Councilman Kevin Kelley called the delays "incredibly frustrating", noting they were "beyond reasonable and not fair to merchants" many of whom had gone out of business due to rerouted traffic.

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