You are currently browsing the category archive for the ‘bridge’ category.

Here are previous installments in this series.

You might look at this top photo and ask yourself where are the people, and is this really about the sixth boro?

They’re there, and to me bridges like this are hybrid creatures, attached to land but in air over water.

I’d been here for at least half an hour before I noticed the bridge workers.

Then I noticed how crowded the wires were,

all strapped in and employing some ingenious conveyances.

 

I don’t think this is a windy or cold weather job, but I don’t know.

 

I believe I’d have a hard time working here, since I’d be looking around too much.  Has anyone been to the observation deck on the bridge in Bucksport ME?

If so, I’d love to hear about it.  Meanwhile, here’s what Gay Talese had to say about the VZ Bridge back in 1964:  ““The anonymous hard-hatted men who put the bridge together, who took risks and sometimes fell to their deaths in the sky, over the sea—they did it in such a way that it would last.”

Meanwhile I use the bridge both for passage to the other side and for framing photos like this of Meishan Bridge departing or

or Elsbeth III arriving.

All photos in October by Will Van Dorp, who tips his toque for the work these folks do.

One satisfying thing to me about these retro posts is noticing how much the local fleet has changed.  All these photos I took in November 2008.  Coral Queen was scrapped at least eight or nine years ago.  Maersk Donegal has had two name changes since 2008, now know as Santa Priscila, and no longer calls in the sixth boro.

SPT Guardian, still under the same name, is currently operating out of Lome, Togo.  Note the NJ State Police boat alongside.  I don’t know if they are still using that boat.

ITB Groton is gone as well.

The huge K-Sea fleet in the boro has dispersed.  Solomon Sea is now Emily Ann,

Falcon, I believe, is still Falcon but wears Vane livery,

Davis Sea still has the same name but Kirby colors and operates in the Gulf,

and Aegean Sea carries the same name but works for Burnham Associates in my old stomping grounds north of Boston.  NYK Diana has moved to the Pacific to the US West Coast.

This Rosemary McAllister has been replaced by another Rosemary McAllister, and has spent only part of one day in the sixth boro.

Stapleton Service takes the prize for the greatest number of name changes, three since 2008.  She’s now Michael Miller.

Buchanan 15 has become Dory, although I’ve not seen her in a while.

Coral Queen‘s smaller fleet mate was John B. Caddell, which became a hurricane Sandy victim:  grounded, sheriff auctioned, and scrapped.

I made a jaunt upriver aboard the only and only Half Moon–now sold abroad– in November 2008, and saw

Champion Polar but she’s now

–ice bow and all- dead and likely scrapped,  as well as

a more intact Bannerman’s Castle.

All photos by Will Van Dorp in November 2008.

 

 

There’s an expression about the excitement of watching paint dry.  Recording a large construction project is about as interesting unless you do a form of time lapse, which I’ve inadvertently done with the Bayonne Bridge. Change is happening all over the city, but here’s what I’ve watched since way before the raising began.

In August 2017, I rode over the new span for the first time.

 

I next got down to look what was happening at the Bridge in December,  the 16th.

Here’s January.  Notice above the old lower roadbed still spanned to the third arches inside Bayonne, and below, three arches (I’ll call them 4–6) remained without roadbed.

That’s Doris Moran, and notice that #6 arch has seen some erosive work.

In mid-February, #6 arch is gone, and work is happening

(here’s a closeup) on #5.

By 24 April, #4 is gone and #3 previously supporting a roadbed is now “freestanding”, as Joyce passes.

And on May 10, roadbed only linked the grid box with one of the arches, and the current inland most arch is only half its former size.

Here’s a closer up.

On June 20, this is what remained of arch #1.

Here’s a closeup.  I’m wondering if the workers in the lift basket held a camera so that the extension jack hammer could see what he was doing.

Then I noticed . . . about where arch #4 had been a new column was being erected in sections.

The tall crane does the lifting, and workers in two lift baskets–an orange and a green–guided the section into place, fitting the guide rods–it seems–into slots in the section being lowered.

All photos and interpretation by Will Van Dorp, who alone is responsible for any mis-reading of the process.

 

More of the Great Race soon . . . but a bit of back story.

When I moved to our fair metropolis in 2000 and started paying attention, I was taken by the Bayonne Bridge, so enamored in fact that I choose it as the header image for this blog in 2006, and now out of stubbornness– or something– have kept the old view.

I renewed my focus on the Bridge in 2011, “turning” became the key word in the titles.  Click here to see posts I did for its 80th, 84th, and 86th anniversary of initial construction, and here I marked the 80 mark again twice.   Over 10 years ago I alluded to the raising for the first time here.

Here’s a single post that looks at the change from 2011 until 2017.

For a baseline, let’s use sunrise April 24, 2008, looking from the west, those two boats are Justine McAllister and Huron Service, now Genesis Victory.

And from the east, December 2011, and that boat was Barents Sea, currently known as Atlantic Enterprise.   As to the bridge, note the box-grid work (not a technical term) on the Bayonne side of the arch.

From Richmond Terrace (Staten Island) perspective, here’s the bridge in February 2012.

By September 13, the box grid was covered, possibly to allow sand blasting.

By January 2014, the cover was off the box grid.  Yes, that’s Specialist.

By October 2015, the box grid was being extended upward, as

the vertical supports were being erected farther into Bayonne.

Here’s a December 15 view, showing the symmetry of the construction.

Here’s March 2016, and you can begin to see the location of the raised roadbed.

Here’s a view from May 2016 from the west side of the Bayonne shore.

By August 2016, the new span has been completely defined.

Here’s a closer up, showing the old level–still poet traffic–and the new level, along with the device used to place pre-cast portions of the new road bed.   The tug is Taft Beach.

Here, as seen from the west side, is most of the bridge in September 2016.  Note the gap still remaining on the Staten Island side.

By March 23,  2017, the upper deck was open to wheeled traffic, and the lower deck was ready to be dismantled.

Here’s a closer-up of that opening.

By April 2, a gap existed, and

by April 11, 2017, ships that might have scrapped  year before were shooting through the opening that grew wider by the week.

All photos by Will Van Dorp, who will continue this progression soon.

Thanks to John Paul for this photo of the big crane as seen the land area called Spuyten Duyvil in the Bronx.   The tidal strait–entrance/exit of the Harlem river–is also called Spuyten Duyvil.  That 328′ boom shrinks the swing bridge it’s assisting with the repair of.  Of course the crane is the one that arrived from California 4.5 years ago here to raise components of the new TZ Bridge and lower the old one.

Paul Strubeck caught the crane from the water side, showing relative size of crane and swing bridge.  The higher bridge is Henry Hudson crossing.  For much more info on that bridge, click here.

I got these photos yesterday from Inwood Hill Park.  The railroad swing bridge was opened in 1900, although it was closed for most of the 1980s.  Now it carries 30 trains a day and opens about 1000 times a year, mostly for Circle Line boats.

According to this source, maintenance will focus on mechanical and electrical equipment damaged by Hurricane Sandy.   “Navigation strikes” may be another explanation.

The crane is rated at lifting capacity of 1929 tons, powered by three diesel 601 kW (806 hp) main generators and one 91 kW (122 hp) auxiliary generator provide its lifting power.  It has no propulsion power of its own.

The manufacturer is ZPMC, the same Chinese firm that provides state-of-the-art port gantry cranes here and here.

I’m not sure whose crew boat this is,

but the tugs on the scene are Dorothy J and

Robert.

Maybe I’ll find time to go back up that way tomorrow.

 

Only 13 months ago, Cosco Glory could not have entered Port Elizabeth.  Now the +14,000-teu boats –more accurately called NYC’s 1200-footers, have become routine like T. Roosevelt, J. Adams, and Chongqing.

The geese are not even spooked.

Jonathan takes the starboard, and Kirby . . . port

while JRT and Margaret leverage the stern.

 

 

 

 

As of this writing, this crewman has most recently been treated to views of the Savannah waterfront.

All photos by Will Van Dorp.

 

Here are previous installments and related ones.

Technically, infrastructure could include launch services, without which port activities would slow.

Survey services ensure that channels and depths at docks allow activity without literal impediment.

USACE overlaps with Rogers in some areas.

But more commonly when one thinks of infrastructure, it’s what allows terrestrial activity,

like bridges and their on- and off-ramps.

With all the bridge building and innovation going on the the greater land area around the sixth boro, it’s not surprising to see bridge components arrive this way.   And what travels on the waterways post-demolition isn’t only parts of roadways; here large pieces of scrapped vessel traveled.

New bridge component above, old bridge component below . . .

Without liquid infrastructure, these would not be moving.

Thanks to Glenn Raymo for use of his photos.  All others by Will Van Dorp.

 

Looking from the Anthony’s Nose side of the bridge down toward Jones Point, you can sense the scale of the terrain from the way it shrinks the ship,

BBC Seine on the Hudson passing Iona Island.

That’s the south slope of  Bear Mountain to the right.  I’m not sure whether the other peaks have separate names.  More of that mountain can be seen below and was included in this post from almost half a year ago.

BBC Seine was moving quite fast with a favorable current . . . 15+ kts, I believe.

How’s that for a wake.  Is there another word for this indication of turbulence?  Anyhow, at that point, I heard a noise from high up on the bridge that

sounded like this.

Such was the occurrence.   Can anyone identify the prey by the feet?

All photos by Will Van Dorp.

 

By now, many of you have read about the governor’s April 17 decision to use “33 barges of Tappan Zee Bridge recycled materials and 30 vessels” to build reefs at six locations north and south of Long Island.    Well, an expeditious eight days later, the first two vessels were already on the Hudson headed south.  Glenn Raymo and I positioned ourselves to document this first shipment.

Glenn positioned himself at the Walkway, where the tugs/barges were soon after daybreak.

Brian Nicholas led the procession with Witte 1405.  The Canal tender–aka T6–seemed like a toy on the barge.  For photos of some off the tenders, including T6 from four years ago, click here.

Here’s a great shot of the stripped, decapitated, and “environmentally clean”  tender.

Rebecca Ann followed pushing a dump scow.  A source says that T6 dates from the 1920s, and I’d guess that the dump scow vintage is similar.  To put this in context, check out this video of a 1928 Mack dump truck.

If you’ve never been on the Walkway, it’s a repurposed rail bridge with a “walk way.”   To catch the tow on the south side of the walkway, Glenn just stepped about 20 feet and got the next two shots.

 

Four and a half hours later, the day was bright, sun having burnt off the fog, and the tow was approaching Bear Mountain Bridge.  Walkways exist on either side of the Bridge, but one needs to cross three lanes of traffic to get from one side to the other, so I opted to take photos from the upstream side only.

Given the size of Witte 1405 relative to the single tender, I’m wondering why the urgency.  More fodder for the reef could have fit.

 

 

Note the chains used to

open the dump doors.

Many thanks to Glenn for use of his photos.  All other by Will Van Dorp, who’s thinking that if the governor holds to his word, 28 more Erie/Barge Canal vessels will descend the Hudson as part of the Reef Express.

If there exists a need for someone to document the final journey–ie, sixth boro to an actual reef location, I’d gladly step forward.

For interior shots–and more–of T6 not that long ago, click here, thanks to Tug44.

Before 2000, the Canal was operated by the Panama Canal Commission; beginning on January 1, 2000 (Y2K), the Commission was replaced by the Panama Canal Authority (ACP).  It appears the first tugs purchased by the ACP were from Canada, specifically from Irving Shipbuilding.  One was Colón.  It arrived in Panama in late 2001.  

We encountered this tug near the Atlantic Bridge project, which will span both the 1914 locks and the latest set, Aqua Clara on the north end.

Compared with the US-built ones in yesterday’s post, the Canadians are about 5′ longer and 2′ wider. Colón is rated at 54 tons bollard pull generated by two Deutz SBV-8M-628s produced 4400 hp transmitted by Schottel SRP 1212s with Kort nozzles.

Coclé, shown here in Miraflores Lake, was the other tug in that contract.

Herrera, shown here assisting a bunker from the Miraflores lock to the Pedro Miguel, fits the same dimensions and arrival time in the Canal, although I’ve not sure how to explain how the Irving order went from two to more.

All photos by Will Van Dorp, who offers more tomorrow.

 

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