View allAll Photos Tagged Bridges_and_Tunnel
The Queens Midtown Tunnel flooded during Hurricane Sandy. MTA personnel were able to reopen the tunnel to buses on Tuesday, November 6, 2012, to cars on Friday, November 9, and to trucks on Friday, November 16.
Photo: MTA Bridges and Tunnels / Mark Valentin
On July 11, 2011, the MTA launched MTA App Quest, a competition challenging tech developers to create software applications that increase access to information and improve the travel experience for customers of New York’s subways, buses, railroads and bridges and tunnels. Photo by Metropolitan Transportation Authority / Patrick Cashin.
Second Narrows Bridge
From Wikipedia, the free encyclopedia
The Second Narrows Bridge is a vertical lift railway bridge that crosses the Burrard Inlet and connects Vancouver with the North Shore. As the name suggests, it is located at the second narrowing of the Burrard Inlet.
The original Second Narrows Bridge was constructed in 1925, and was the first bridge to connect Vancouver with the North Shore over the tidal bore of the narrows. This bridge was constructed, by John Stewart and Northern Construction, with a car deck and a year later in 1926 trains began using the bridge as well. After being hit by a number of ships and being out of service for 4 years, in 1933 the provincial government bought the bridge and installed a lift section of the deck.
In 1960 a new much larger (350 m, 1,150 ft, span) and higher 6 highway lane Second Narrows Bridge was completed alongside the original bridge, and the original bridge was converted exclusively for rail use. In 1994 the new bridge was renamed the Ironworkers Memorial Second Narrows Crossing in honor of the ironworkers who died in accidents while building it. However, the new bridge is still commonly referred to as the Second Narrows Bridge.
The 1926 railbridge was replaced in 1969 with a larger, higher lift bridge. A bridgetender activates cables and counterweights to raise the span. Unless moving a train across the Burrard inlet, the lift section is always in the up position to allow ships to go underneath. The Lions' Gate Bridge spans the first narrows of Burrard Inlet.
Background
Amid the hullaballoo of the Klondike Gold Rush were schemes to build a railway from Vancouver to the Dawson gold fields. Of course the first stage in this would be to bridge Burrard Inlet and then build a railway north. John Hendry floated the Vancouver, Westminster, and Yukon Railway which built a line from Ladner to Westminster and then to Vancouver via Burnaby Lake. This line was paired with the Great Northern Railway who also wanted trackage into Vancouver.
In the process, various other railroads all became involved in the bridging scheme: the Canadian Northern Railway, Milwaukee Road, and the Pacific Great Eastern Railway. The bridge itself would be owned by the Federal Government as they had control of harbours and shipping, and would lease access to the railways as they did with the rail bridge in New Westminster. One of the main reasons was that there was very little space on the south shore for wharves, thus railways wanted to develop the North Shore. The south side was occupied by another railway. A company was floated, the Burrard Inlet Bridge and Tunnel Company, and contracts were issued to span the tidal bore. A one point, a causeway was planned to dam the narrows and create bridges and wharves that way.
Alas, World War I intervened, as did the bankruptcy of all the interested railways. With it went dreams of the bridge and rails up Indian Arm, Capilano, or Howe Sound. However, the predecessor railways did sign contracts to build a bridge and a new Hotel Vancouver. Only after the war with huge increase in funding to improve harbours around the British Empire, partly due to problems associated with wartime shipping, did funds appear for the completion of the 1925 bridge. And so the north shore port became an amalgam of operations with Canadian National, Pacific Great Eastern and Harbour and Wharves Commission all using the bridge when it was not out of service. North Vancouver ferries operated at this time as well.
The essential wartime shipyards in North Vancouver, underscored the need for reliable industrial access. Further, the expansion of Lynnterm, Wheat elevators, coal and the sulphur port in the 1960s indicated the growing use of the North Shore.
Seven new peregrine falcon chicks are living in their parents’ nesting boxes high atop three MTA bridges. The new chicks include four newly hatched peregrines at Marine Parkway-Gil Hodges Memorial, two at Throgs Neck and one at the Verrazano-Narrows. They hatched in early May and were recently banded by wildlife specialist Chris Nadareski, of the New York City Department of Environmental Protection’s Wildlife Studies division. Photo: Metropolitan Transportation Authority / Patrick Cashin.
The line was built in 1867 by local mill owners[citation needed], but operated by the Midland Railway, which owned most of the rail network in the area, and was eventually bought by the Midland in part due to interest from the rival railway company at Keighley, the Great Northern. The Mill owners made a profit, which was abnormal for most lines of that type, as (for strategic reasons) the Midland wanted to prevent the GN from taking over its territory. After falling to the London, Midland and Scottish Railway in 1923 during the Grouping Act, ownership passed to British Railways following nationalisation in 1948. As a part of the rail cutbacks in the 1960s, British Railways closed the line at the end of 1962.
However a preservation society was formed which bought the line from BR and reopened it in 1968 as a heritage railway. The line is now a major tourist attraction operated entirely by volunteers and carries more than 110,000 passengers every year[citation needed]. The KWVR is currently the only preserved railway that operates a complete branch line in its original form. It is celebrated among beer lovers for operating the only buffet car serving real ale.
The line and its bridges and tunnels including a deviation were built as single track but with provision for duplication, should the need arise. The deviation was built as a condition of the buy out of the Keighley and Worth Valley Railway by the Midland Railway. The need for the deviation was to avoid a large wooden trestle viaduct that crossed a mill pond, as the locals believed the viaduct was unsafe, and supposedly many alighted at Oakworth and continued on foot to Haworth to avoid crossing the viaduct. The original design for the deviation was to skirt the mill pond then through a cutting to rejoin the original formation. However during construction the material in the cutting proved to be unstable, resulting in the construction of the short Mytholmes Tunnel. The original trestle viaduct can be seen in a picture hanging above the fire in the booking hall of Oakworth station.
On 10 July 2008, the Duke of Kent visited the railway following the 40th anniversary of its reopening.[3][4][5] While at the railway, the Duke travelled on a specially prepared "Royal Train", consisting of tank locomotive 41241, an LMS Class 2MT, pulling a single carriage, The Old Gentleman's Saloon, as featured in The Railway Children, which is a former North Eastern Railway directors Saloon. While visiting, the Duke travelled in the carriage and on the locomotive footplate.
Persistent toll violator vehicles interdicted by TBTA at the Verrazzano-Narrows Bridge.
(Marc A. Hermann / MTA)
Seven new peregrine falcon chicks are living in their parents’ nesting boxes high atop three MTA bridges. The new chicks include four newly hatched peregrines at Marine Parkway-Gil Hodges Memorial, two at Throgs Neck and one at the Verrazano-Narrows. They hatched in early May and were recently banded by wildlife specialist Chris Nadareski, of the New York City Department of Environmental Protection’s Wildlife Studies division. Photo: Metropolitan Transportation Authority / Patrick Cashin.
This is the Pont du Gard, a famous Roman Aqueduct on the Gardon River in France.
This monumental structure spanning the Gardon River valley is 275 metres long, 49 metres high, 6 metres wide at the base, 3 metres wide at the top and has a total of fifty three arches. It is only one part of a fifty kilometre aqueduct which supplied Roman Nimes with fresh water. It is estimated to have carried twenty thousand cubic metres per day.
It was built using six-ton stone blocks, coloured a delicate shade of pink, laid dry, and is a technological and aesthetic masterpiece.
Through poor maintenance, the aqueduct gradually became unusable in the 9th Century.
But the many times restored Pont du Gard, still remains its haughty air even after nearly two thousand years.
From a tourist book on La Provence (English version)
Begun around 19 BC, this bridge is part of an aqueduct which transported water from a spring near Uzes to Roman Nimes. An underground channel, bridges and tunnels were engineered to carry the 20 million litre (4.4 million gallon) daily water supply 50 km (31 miles).
The three-tiered structure of the Pont du Gard spans the Gardon valley and was the tallest aqueduct in the Roman empire.
Its huge limestone blocks, some as heavy as 6 tonnes, were erected without mortar. The water channel covered by stone slabs, was in the top tier of the three. Skillfully designed cutwaters ensured that the bridge has resisted many violent floods.
It is not known for certain how long the aqueduct continued in use but it may still have been functioning as late as the 9th century AD.
The adjacent road bridge was erected in the 1700s.
Taken from DK Eyewitness Travel: Provence & The Cote D'Azur
Sign on the left is like the one I found on the right side.
A sign saying No stepping on the monument. Also says Please do not climb over this parapet.
New York City- Joint Task Force Empire Shield (JTF-ES) 2nd Lieutenant Kay Ann Stewart, 145th Service Maintenance Company, 369th Sustainment Brigade and Sergeant Arden Pickering, 427th Charlie Company Brigade Support Battalion, 27th Brigade Combat Team, New York Army National Guard assigned to Alpha Company JTF- ES, patrol JFK International Airport Terminal One, as one of their assigned patrol locations with JTF -ES.
JTF -ES is the state’s standing military organization that plans and prepares for defense support to civil authority missions throughout the New York City area and is jointly staffed with Army and Air National Guard personnel along with members of the New York Naval Militia and New York Guard.
The service members on JTF-ES augment the Metropolitan Transportation Authority (MTA) Police at Penn Station, Grand Central Station in New York City and the Port Authority of New York and New Jersey Police Department (PAPD) at John F. Kennedy International and LaGuardia Airports, the New State Police and the Tunnel Bridge and Toll Authority (TBTA) at the various bridges and tunnels in the New York City area. Division of Military and Naval Affairs Photos by New York Guard Captain Mark Getman.
Persistent toll violator vehicles interdicted by TBTA at the Verrazzano-Narrows Bridge.
(Marc A. Hermann / MTA)
I followed a path up to the top to get shots of the Pont du Gard from above.
This is the Pont du Gard, a famous Roman Aqueduct on the Gardon River in France.
This monumental structure spanning the Gardon River valley is 275 metres long, 49 metres high, 6 metres wide at the base, 3 metres wide at the top and has a total of fifty three arches. It is only one part of a fifty kilometre aqueduct which supplied Roman Nimes with fresh water. It is estimated to have carried twenty thousand cubic metres per day.
It was built using six-ton stone blocks, coloured a delicate shade of pink, laid dry, and is a technological and aesthetic masterpiece.
Through poor maintenance, the aqueduct gradually became unusable in the 9th Century.
But the many times restored Pont du Gard, still remains its haughty air even after nearly two thousand years.
From a tourist book on La Provence (English version)
Begun around 19 BC, this bridge is part of an aqueduct which transported water from a spring near Uzes to Roman Nimes. An underground channel, bridges and tunnels were engineered to carry the 20 million litre (4.4 million gallon) daily water supply 50 km (31 miles).
The three-tiered structure of the Pont du Gard spans the Gardon valley and was the tallest aqueduct in the Roman empire.
Its huge limestone blocks, some as heavy as 6 tonnes, were erected without mortar. The water channel covered by stone slabs, was in the top tier of the three. Skillfully designed cutwaters ensured that the bridge has resisted many violent floods.
It is not known for certain how long the aqueduct continued in use but it may still have been functioning as late as the 9th century AD.
The adjacent road bridge was erected in the 1700s.
Taken from DK Eyewitness Travel: Provence & The Cote D'Azur
Back at the bottom level.
The Queens Midtown Tunnel flooded during Hurricane Sandy. MTA personnel were able to reopen the tunnel to buses on Tuesday, November 6, 2012, to cars on Friday, November 9, and to trucks on Friday, November 16.
Photo: MTA Bridges and Tunnels / Mark Valentin
The Chesapeake Bay Bridge–Tunnel (CBBT) is a 23-mile-long (37 km) fixed link crossing the mouth of the United States Chesapeake Bay and connecting the Delmarva Peninsula's Eastern Shore of the state of Virginia with Virginia Beach and the metropolitan area of Hampton Roads, Virginia.
The bridge–tunnel originally combined 12 miles (19 km) of trestle, two 1-mile-long (1.6 km) tunnels, four artificial islands, four high-level bridges, approximately 2 miles (3.2 km) of causeway, and 5.5 miles (8.9 km) of approach roads—crossing the Chesapeake Bay and preserving traffic on the Thimble Shoals and Chesapeake shipping channels. It replaced vehicle ferry services which operated from South Hampton Roads and from the Virginia Peninsula from the 1930s until completion of the bridge–tunnel in 1964. The system remains one of only ten bridge–tunnel systems in the world, three of which are located in Hampton Roads, Virginia.
The CBBT complex carries U.S. Route 13, the main north–south highway on Virginia's Eastern Shore, and, as part of the East Coast's longstanding Ocean Highway, provides the only direct link between the Eastern Shore and South Hampton Roads regions, as well as an alternate route to link the Northeast and points in between with Norfolk and the Carolinas. The bridge–tunnel saves motorists 95 miles (153 km) and 1½ hours on a trip between Virginia Beach/Norfolk and points north and east of the Delaware Valley without going through the traffic congestion in the Baltimore–Washington Metropolitan Area.
Initially, high-level bridges were contemplated to cross over the two main shipping channels on the selected route, Thimble Shoals Channel, which leads to Hampton Roads, and the Chesapeake Channel, which leads to points north in the Bay, notably the Port of Baltimore. However, the U.S. Navy objected, due to concerns that collapse of high level bridge(s) (due to either accidental or deliberate action) could cause a large portion of the Atlantic fleet based at the Norfolk Navy Base at Sewell's Point and other craft within the Hampton Roads harbor area to be blocked from access to the Atlantic Ocean.
To address these concerns, the engineers recommended a series of bridges and tunnels known as a bridge–tunnel, similar in design to the Hampton Roads Bridge–Tunnel, which had been completed in 1957, but a considerably longer and larger facility. The tunnel portions, anchored by four man-made islands of approximately 5 acres (2.0 ha) each, would be extended under the two main shipping channels.
en.wikipedia.org/wiki/Chesapeake_Bay_Bridge%E2%80%93Tunnel
en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...
MTA Bridges and Tunnels personnel fought snow and kept the RFK Bridge plowed, salted and sanded during the snowstorm of February 8-9, 2013.
Photo: MTA Bridges and Tunnels / Charles Passarella.
Date: 22.03.2011
Location: Amsterdam Noord, Mosveld
Wall: 650 m2 of the complete bridge and tunnel walls
All artists of the Urban Art Exchange SH(OUT)!!! painted together the complete bridge and tunnel walls at the Mosplein in Amsterdam Noord. A common color scheme for the styels and the background was chosen by the organisation crew. During a preparation meeting the wall space was divided amon the artists in order to get a good composition of stylewriters and characters.
URBAN ART MURALISM - ARTIST EXCHANGE in AMSTERDAM
A group of 36 Urban Artists coming from six European countries – Netherlands, Denmark, Germany, Italy, France and Austria – took part in the European Art Exchange Project “SH(OUT)!!!” from 18.03.11 to 27.03.11 in Amsterdam.
The main activities included several mural paintings in the city of Amsterdam, an exhibition in the Dokhuis Gallery as well as a common art workshop with local young people.
Nowadays Urban Art has worldwide acceptance as a young art form. Urban Artists form and transform public spaces and present their work, free of charge, throughout the cities. The event gives respect and pays tribute to art from the streets and makes this art form more accessible to a broader audience through various live painting activities in the city, two innovative group exhibitions and workshops.
Visit our website: www.urban-art-muralism.com/
Check our Facebook Page: www.facebook.com/urbanartattack
On a ferry from Macao to Shenzhen crossing under the Hong Kong–Zhuhai–Macao Bridge. A 55-kilometre (34 mi) bridge and tunnel.
The four-year, nearly $200 million project to reconstruct the Bronx approach roadway at the Bronx-Whitestone Bridge, providing drivers with wider 12-foot lanes and brand new safety shoulders, is entering the final phase of construction.
Overnight concrete pours will take place over two weeks starting Wednesday night April 11th, which requires the closure of two southbound lanes heading into Queens. Motorists should expect delays and use the Throgs Neck Bridge as an alternate. The work is dependent on good weather.
The project included the reconstruction of 1,785-feet of elevated roadway at the Bronx end of the bridge as well as the construction of 15 new double-arch concrete piers beneath the bridge that helped support the wider 12-foot lanes and the new safety shoulders.
All of this was accomplished while an average 104,000 vehicles continued using the bridge each day. During the year-long permanent lane closure a reversible lane was used to maintain three traffic lanes during peak drive times to the Bronx in the morning and to Queens in the evening.
Roadway level work will be completed by the summer and the entire project, including final work below the roadway, will be finished on schedule by the end of the year. The contractor on the project, which began in December 2008, is Conti of New York, LLC.
Photo courtesy of GPI/Parsons and Conti.
Fellow "Flickr-holic" Bridges and Tunnels and I took our annual trip to Sydney's Northwest on 29 December 2015 to review progress on Metro Northwest (AKA the North West Rail Link).
Five photos describing activity at the corner of Windsor and Schofields Road during the construction of the sky bridge at this point.
MTA Bridges & Tunnels Vice President and Chief of Operations Richard Hildebrand presents commendations to Sgt. Orlando Caholo and BTO Heather Minutello at the Queens Midtown Tunnel on Tue., June 22, 2021.
The officers spotted runaway dog Indie running through the tunnel, and contacted her owner, Heather Angus, leading to their reunion.
Photo: Marc A. Hermann / MTA
IRT R-33S 9306 (1963)
Manufacturer: St. Louis Car Company, St. Louis, Missouri, 1963
Service: 1963-1976
Route: IRT Flushing line (7)
Many of the 51 million visitors to the 1964-65 World's Fair in Flushing MEadows Park arrived on 11-car "World's Fair Express" trains. Taking just 20 minutes to travel from Times Square to the fair site, these trains consisted of new R-36 and R-335 "Bluebirds," painted in a unique powder blue and off-white color scheme. To make a full train, 5 sets of R-36 cars coupled together in "married pairs" ran with one R-335. An order of 40 R-335 cars (the "S" denotes "single") completed the longer than usual trains. A single unit has motorman's controls at both ends, to allow operation from either end of the car, as needed.
While car 9306 was removed from service in 1976 to be displayed at the New York Transit exhibit, the rest of the fleet remained in service on the number 7 line. Rebuilt in 1985 at the Coney Island Overhaul Shop, these R-335 and R-36 cars were repainted as "Redbirds." Beginning in 2001 the fleet is being scrapped and replaced by R-142 and R-142A cars.
The New York Transit Museum, located in the decommissioned Court Street subway station at Boerum Place, was opened 1976 by the New York City Transit Authority and taken over in the mid-1990s by the Metropolitan Transportation Authority (MTA). The museum includes subway, bus, railway, bridge, and tunnel memorabilia; and other exhibits including vintage signage and in-vehicle advertisements; and models and dioramas of subway, bus, and other equipment.
Crews work during Phase One of repairs to the upper level of the Verrazano-Narrows Bridge. Work is expected to continue through summer 2017. Photo: Metropolitan Transportation Authority / Patrick Cashin
DSB - May 31st 1997, last day of the ferries traffic on the Storebaelt. There was a special train for the Danish Modeltrains Association : Copenhagen-Odense (town of the Railway Museum next to the station) and back with traditional material. Between Nyborg and Odense, the My 1156 was used. Here we see the locomotive, which came until inside the boat, waiting for departure. A few hours later, the ferry line was definitely closed and, following morning, officially replaced by the actual connection through bridge and tunnel... unfortunately !
Photo: J.J.B.
On April 14, 2014 Bronx-Whitestone Bridge employees installed banners on the toll canopy and along roadway celebrating the 75th anniversary of the bridge’s opening on April 29, 1939. Photo:Metropolitan Transportation Authority / Patrick Cashin.
This is the Pont du Gard, a famous Roman Aqueduct on the Gardon River in France.
This monumental structure spanning the Gardon River valley is 275 metres long, 49 metres high, 6 metres wide at the base, 3 metres wide at the top and has a total of fifty three arches. It is only one part of a fifty kilometre aqueduct which supplied Roman Nimes with fresh water. It is estimated to have carried twenty thousand cubic metres per day.
It was built using six-ton stone blocks, coloured a delicate shade of pink, laid dry, and is a technological and aesthetic masterpiece.
Through poor maintenance, the aqueduct gradually became unusable in the 9th Century.
But the many times restored Pont du Gard, still remains its haughty air even after nearly two thousand years.
From a tourist book on La Provence (English version)
Begun around 19 BC, this bridge is part of an aqueduct which transported water from a spring near Uzes to Roman Nimes. An underground channel, bridges and tunnels were engineered to carry the 20 million litre (4.4 million gallon) daily water supply 50 km (31 miles).
The three-tiered structure of the Pont du Gard spans the Gardon valley and was the tallest aqueduct in the Roman empire.
Its huge limestone blocks, some as heavy as 6 tonnes, were erected without mortar. The water channel covered by stone slabs, was in the top tier of the three. Skillfully designed cutwaters ensured that the bridge has resisted many violent floods.
It is not known for certain how long the aqueduct continued in use but it may still have been functioning as late as the 9th century AD.
The adjacent road bridge was erected in the 1700s.
Taken from DK Eyewitness Travel: Provence & The Cote D'Azur
A sign saying No stepping on the monument. Also says Please do not climb over this parapet.
MTA Bridges and Tunnels personnel fought snow and kept the RFK Bridge plowed, salted and sanded during the snowstorm of February 8-9, 2013.
Photo: MTA Bridges and Tunnels / Charles Passarella.
I followed a path up to the top to get shots of the Pont du Gard from above.
This is the Pont du Gard, a famous Roman Aqueduct on the Gardon River in France.
This monumental structure spanning the Gardon River valley is 275 metres long, 49 metres high, 6 metres wide at the base, 3 metres wide at the top and has a total of fifty three arches. It is only one part of a fifty kilometre aqueduct which supplied Roman Nimes with fresh water. It is estimated to have carried twenty thousand cubic metres per day.
It was built using six-ton stone blocks, coloured a delicate shade of pink, laid dry, and is a technological and aesthetic masterpiece.
Through poor maintenance, the aqueduct gradually became unusable in the 9th Century.
But the many times restored Pont du Gard, still remains its haughty air even after nearly two thousand years.
From a tourist book on La Provence (English version)
Begun around 19 BC, this bridge is part of an aqueduct which transported water from a spring near Uzes to Roman Nimes. An underground channel, bridges and tunnels were engineered to carry the 20 million litre (4.4 million gallon) daily water supply 50 km (31 miles).
The three-tiered structure of the Pont du Gard spans the Gardon valley and was the tallest aqueduct in the Roman empire.
Its huge limestone blocks, some as heavy as 6 tonnes, were erected without mortar. The water channel covered by stone slabs, was in the top tier of the three. Skillfully designed cutwaters ensured that the bridge has resisted many violent floods.
It is not known for certain how long the aqueduct continued in use but it may still have been functioning as late as the 9th century AD.
The adjacent road bridge was erected in the 1700s.
Taken from DK Eyewitness Travel: Provence & The Cote D'Azur
Path going up.
Persistent toll violator vehicles interdicted by TBTA at the Verrazzano-Narrows Bridge.
(Marc A. Hermann / MTA)
At the 2013 Atlantic Antic in Brooklyn, MTA Bridges and Tunnels showcased a number of the trucks and heavy machinery it uses to maintain the MTA's vehicular bridges and tunnels.
Photo: MTA Bridges and Tunnels.
MTA Bridges and Tunnels is sprucing up its toll plazas, repainting toll booths at all nine crossings a uniform and familiar color, MTA blue. The actual color is called “safety blue” but it happens to also coincides closely with the color of the MTA logo. The last time all 150 toll booths and their surrounding concrete islands, curbs, and bullnoses were painted was 2001.
This photo shows a toll booth prior to cleaning. Photo: Metropolitan Transportation Authority / Brian Mendonca.
The Queens Midtown Tunnel flooded during Hurricane Sandy. MTA personnel were able to reopen the tunnel to buses on Tuesday, November 6, 2012, to cars on Friday, November 9, and to trucks on Friday, November 16.
Photo: MTA Bridges and Tunnels / Mark Valentin
The Queens Midtown Tunnel flooded during Hurricane Sandy. MTA personnel were able to reopen the tunnel to buses on Tuesday, November 6, 2012, to cars on Friday, November 9, and to trucks on Friday, November 16.
Photo: MTA Bridges and Tunnels / Mark Valentin
MTA Bridges & Tunnels Vice President and Chief of Operations Richard Hildebrand presents commendations to Sgt. Orlando Caholo and BTO Heather Minutello at the Queens Midtown Tunnel on Tue., June 22, 2021.
The officers spotted runaway dog Indie running through the tunnel, and contacted her owner, Heather Angus, leading to their reunion.
Photo: Marc A. Hermann / MTA
The Stephen Siller Tunnel to Towers Foundation held a scaled down version of its annual memorial run & walk on Sun., September 27, 2020. Led by Frank Siller, and accompanied by MTA Bridges & Tunnels President Daniel DeCrescenzo and Acting Vice President and Chief of Operations Richard Hildebrand, the walk commemorates FDNY Firefighter Stephen Siller’s run through the Brooklyn Battery Tunnel (now the Hugh L. Carey Tunnel) on September 11, 2001, before his death at the World Trade Center.
(Marc A. Hermann / MTA New York City Transit)
Austria's "20-Schilling view." The rocky face of the Polleroswand dominates this scene at Breitenstein, below which sits the most remarkable stretch of the Semmering Railway. At lower right is the Krauselklause Tunnel and Viaduct, with the upper level of the Kalte Rinne Viaduct visible at left, separated by the Polleroswand Tunnel. A northbound intermodal freight train stretches across both bridges and tunnels. Austria's 20 Schilling banknote from 1967 featured this scene. Today a hiking trail and a lookout tower provide easy access to this famous vantage.
The Chesapeake Bay Bridge–Tunnel (CBBT) is a 23-mile-long (37 km) fixed link crossing the mouth of the United States Chesapeake Bay and connecting the Delmarva Peninsula's Eastern Shore of the state of Virginia with Virginia Beach and the metropolitan area of Hampton Roads, Virginia.
The bridge–tunnel originally combined 12 miles (19 km) of trestle, two 1-mile-long (1.6 km) tunnels, four artificial islands, four high-level bridges, approximately 2 miles (3.2 km) of causeway, and 5.5 miles (8.9 km) of approach roads—crossing the Chesapeake Bay and preserving traffic on the Thimble Shoals and Chesapeake shipping channels. It replaced vehicle ferry services which operated from South Hampton Roads and from the Virginia Peninsula from the 1930s until completion of the bridge–tunnel in 1964. The system remains one of only ten bridge–tunnel systems in the world, three of which are located in Hampton Roads, Virginia.
The CBBT complex carries U.S. Route 13, the main north–south highway on Virginia's Eastern Shore, and, as part of the East Coast's longstanding Ocean Highway, provides the only direct link between the Eastern Shore and South Hampton Roads regions, as well as an alternate route to link the Northeast and points in between with Norfolk and the Carolinas. The bridge–tunnel saves motorists 95 miles (153 km) and 1½ hours on a trip between Virginia Beach/Norfolk and points north and east of the Delaware Valley without going through the traffic congestion in the Baltimore–Washington Metropolitan Area.
Initially, high-level bridges were contemplated to cross over the two main shipping channels on the selected route, Thimble Shoals Channel, which leads to Hampton Roads, and the Chesapeake Channel, which leads to points north in the Bay, notably the Port of Baltimore. However, the U.S. Navy objected, due to concerns that collapse of high level bridge(s) (due to either accidental or deliberate action) could cause a large portion of the Atlantic fleet based at the Norfolk Navy Base at Sewell's Point and other craft within the Hampton Roads harbor area to be blocked from access to the Atlantic Ocean.
To address these concerns, the engineers recommended a series of bridges and tunnels known as a bridge–tunnel, similar in design to the Hampton Roads Bridge–Tunnel, which had been completed in 1957, but a considerably longer and larger facility. The tunnel portions, anchored by four man-made islands of approximately 5 acres (2.0 ha) each, would be extended under the two main shipping channels.
en.wikipedia.org/wiki/Chesapeake_Bay_Bridge%E2%80%93Tunnel
en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...
Seven new peregrine falcon chicks are living in their parents’ nesting boxes high atop three MTA bridges. The new chicks include four newly hatched peregrines at Marine Parkway-Gil Hodges Memorial, two at Throgs Neck and one at the Verrazano-Narrows. They hatched in early May and were recently banded by wildlife specialist Chris Nadareski, of the New York City Department of Environmental Protection’s Wildlife Studies division.
While the chicks are being cared for, MTA Bridges and Tunnels personnel keep their parents at bay by using two upside down brooms. B&T Maintainer Massimo Vincenzi does the honors at the Throgs Neck Bridge.
Photo: Metropolitan Transportation Authority / Patrick Cashin.
New York City- Sergeant Allison and Sergeant McMillan, New York Army National Guard, Alpha Company Joint Task Force Empire Shied (JTF-ES),patrol LaGuardia Airport Terminal B as part of their duties assigned to Alpha Company JTF-ES. .
JTF -ES is the state’s standing military organization that plans and prepares for defense support to civil authority missions throughout the New York City area and is jointly staffed with Army and Air National Guard personnel along with members of the New York Naval Militia and New York Guard.
The service members on JTF-ES augment the Metropolitan Transportation Authority (MTA) Police at Penn Station, Grand Central Station in New York City and the Port Authority of New York and New Jersey Police Department (PAPD) at John F. Kennedy International and LaGuardia Airports, the New State Police and the Tunnel Bridge and Toll Authority (TBTA) at the various bridges and tunnels in the New York City area. Division of Military and Naval Affairs Photos by New York Guard Captain Mark Getman.
Crews work during Phase One of repairs to the upper level of the Verrazano-Narrows Bridge. Work is expected to continue through summer 2017. Photo: Metropolitan Transportation Authority / Patrick Cashin
The aqueduct of Aspendos transported water from the hills to the north to the town over a distance of 19 km. There are two sources, the Gökçepinar (pleasant spring) at 550 m, with a discharge of 30-40 l/sec and the Pinarbas i (springhead) at 440 m, with a discharge of 40 l/sec. The Aspendos acropolis lies at 60m above sea level, so that the aqueduct has a mean slope of 26 m/km.
The aqueduct is the usual assemblage of a buried masonry channel and an array of bridges and tunnels. The channel is mostly 0,60 m wide and 0,90 m high (two by three roman feet) with walls 0,40 m thick. Remains of several bridges and tunnels can be observed along its course, as mentioned below. The main importance of this aqueduct, however, lies in the last 2 km of the conduct, immediately north of the acropolis hill of Aspendos. Here are the well-preserved remains of the Aspendos inverted siphon which made this aqueduct famous.
National Museum of Transportation
St. Louis, Missouri
The American Locomotive Company (ALCO) built this custom made, model MRS-1 military road switcher. It is a multi-gauge locomotive, designed at the height of the Cold War for use in any future land war. It can operate on standard gauge (4’ 8.5” used in N. America, most of Europe. Turkey, Korea, China and parts of Australia) and broad gauge track (5’ in Russia and Panama, 5’ 3” in Ireland and parts of Australia, or 5’ 6” in Spain, Portugal, parts of India and Pakistan). Its wheel assemblies (trucks) have wide side frames and the wheels can be moved on the axles.
It has both air and vacuum brakes and can be equipped with different kinds of couplers, using the various mounting holes on its ends. ALCO built 83 units and EMD built an additional thirteen. It has a turbocharged, four-cycle, V-12 diesel engine producing 1,600 HP. It weighs 246,000 lbs., has 40 wheels, all powered (C-C classification), and a top speed of 65 mph. Its design is also compact, to fit the limited bridge and tunnel clearances on foreign railways. It is 56’ 9.24” long. 9’ 6.75” wide, and 13’ 5” high (compare it to the ALCO RS-1 on exhibit).
The "B in its number shows it has a steam generator (boiler) in its short hood, used to heat passenger trains. This can evaporate 330 gallons of water per hour. It carries 800 gallons of fuel and another 800 gallons of water for train heating. It was last used at the Radford Army Ammunition Plant in Virginia. It was obtained in 1993 through the surplus government property system.
Crews work during Phase One of repairs to the upper level of the Verrazano-Narrows Bridge. Work is expected to continue through summer 2017. Photo: Metropolitan Transportation Authority / Patrick Cashin
At the 2013 Atlantic Antic in Brooklyn, MTA Bridges and Tunnels showcased a number of the trucks and heavy machinery it uses to maintain the MTA's vehicular bridges and tunnels.
Photo: MTA Bridges and Tunnels.
A Nissan Rogue sits in the lot at Runway Towing, after it was impounded June 8 by Bridge & Tunnel Officers at the Verrazzano-Narrows Bridge for non-payment of tens of thousands of dollars in tolls.
(Marc A. Hermann / MTA)
BMT D-Type Triplex Car 6095 (1927)
Car Manufacturer: Pressed Steel Car Company, Pittsburgh, Pennsylvania, 1927
Service: 1938-1965
Routes: BMT Brighton (D,Q), Sea Beach (N), 4th Avenue (R), and West End (B) lines
As subway service increased in the 1910s and 1920s, the private operating companies began to search for economical ways to increase passenger capacity. The BMT looked to new technology to offer a solution and in 1924 introduced plans for the Triplex, an articulated subway car. By the 1920s the concept of articulation--hinged, multi-sectioned vehicle body construction--had attracted a number of American street railways and inter-city electric "interurban" lines.
At 137 feet long and with seating for 160, the Triplex consisted of 3 car sections equivalent to 2 Standard cars in size and passenger capacity. At a time when many elevated lines operated with wooden cars, the Triplex represented the height of transit modernity. Soundproofing resulting from new truck design, produced a quieter ride. Illuminated signs, used for the first time, displayed both route destinations and "color-coded" numbers on car ends. Green signs indicated operation via the Manhattan Bridge; and white the Montague Street Tunnel.
The New York Transit Museum, located in the decommissioned Court Street subway station at Boerum Place, was opened 1976 by the New York City Transit Authority and taken over in the mid-1990s by the Metropolitan Transportation Authority (MTA). The museum includes subway, bus, railway, bridge, and tunnel memorabilia; and other exhibits including vintage signage and in-vehicle advertisements; and models and dioramas of subway, bus, and other equipment.
This is the Pont du Gard, a famous Roman Aqueduct on the Gardon River in France.
This monumental structure spanning the Gardon River valley is 275 metres long, 49 metres high, 6 metres wide at the base, 3 metres wide at the top and has a total of fifty three arches. It is only one part of a fifty kilometre aqueduct which supplied Roman Nimes with fresh water. It is estimated to have carried twenty thousand cubic metres per day.
It was built using six-ton stone blocks, coloured a delicate shade of pink, laid dry, and is a technological and aesthetic masterpiece.
Through poor maintenance, the aqueduct gradually became unusable in the 9th Century.
But the many times restored Pont du Gard, still remains its haughty air even after nearly two thousand years.
From a tourist book on La Provence (English version)
Begun around 19 BC, this bridge is part of an aqueduct which transported water from a spring near Uzes to Roman Nimes. An underground channel, bridges and tunnels were engineered to carry the 20 million litre (4.4 million gallon) daily water supply 50 km (31 miles).
The three-tiered structure of the Pont du Gard spans the Gardon valley and was the tallest aqueduct in the Roman empire.
Its huge limestone blocks, some as heavy as 6 tonnes, were erected without mortar. The water channel covered by stone slabs, was in the top tier of the three. Skillfully designed cutwaters ensured that the bridge has resisted many violent floods.
It is not known for certain how long the aqueduct continued in use but it may still have been functioning as late as the 9th century AD.
The adjacent road bridge was erected in the 1700s.
Taken from DK Eyewitness Travel: Provence & The Cote D'Azur
Looking over the wall of the road bridge, below the aqueduct. Other side of the river. Soon I would walk up the path on the left to get better views of the bridge.
This is the Pont du Gard, a famous Roman Aqueduct on the Gardon River in France.
This monumental structure spanning the Gardon River valley is 275 metres long, 49 metres high, 6 metres wide at the base, 3 metres wide at the top and has a total of fifty three arches. It is only one part of a fifty kilometre aqueduct which supplied Roman Nimes with fresh water. It is estimated to have carried twenty thousand cubic metres per day.
It was built using six-ton stone blocks, coloured a delicate shade of pink, laid dry, and is a technological and aesthetic masterpiece.
Through poor maintenance, the aqueduct gradually became unusable in the 9th Century.
But the many times restored Pont du Gard, still remains its haughty air even after nearly two thousand years.
From a tourist book on La Provence (English version)
Begun around 19 BC, this bridge is part of an aqueduct which transported water from a spring near Uzes to Roman Nimes. An underground channel, bridges and tunnels were engineered to carry the 20 million litre (4.4 million gallon) daily water supply 50 km (31 miles).
The three-tiered structure of the Pont du Gard spans the Gardon valley and was the tallest aqueduct in the Roman empire.
Its huge limestone blocks, some as heavy as 6 tonnes, were erected without mortar. The water channel covered by stone slabs, was in the top tier of the three. Skillfully designed cutwaters ensured that the bridge has resisted many violent floods.
It is not known for certain how long the aqueduct continued in use but it may still have been functioning as late as the 9th century AD.
The adjacent road bridge was erected in the 1700s.
Taken from DK Eyewitness Travel: Provence & The Cote D'Azur