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Brooklyn Bridge: Els, Trolleys, But No Buses
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NEW YORK OMNIBUS 2629
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Joined: 18 Dec 2007
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Location: NEW JOISEY

PostPosted: Sun Oct 19, 2014 5:33 pm    Post subject: Reply with quote

VOID

Last edited by NEW YORK OMNIBUS 2629 on Wed Oct 22, 2014 1:10 pm; edited 1 time in total
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NEW YORK OMNIBUS 2629
BusTalk's Offical Welcoming Committee



Joined: 18 Dec 2007
Posts: 22290
Location: NEW JOISEY

PostPosted: Sun Oct 19, 2014 9:17 pm    Post subject: Reply with quote

VOID

Last edited by NEW YORK OMNIBUS 2629 on Wed Oct 22, 2014 1:09 pm; edited 1 time in total
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NEW YORK OMNIBUS 2629
BusTalk's Offical Welcoming Committee



Joined: 18 Dec 2007
Posts: 22290
Location: NEW JOISEY

PostPosted: Mon Oct 20, 2014 11:28 am    Post subject: Reply with quote

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N4 Jamaica




Joined: 16 Apr 2007
Posts: 858
Location: Long Island

PostPosted: Sat Oct 25, 2014 12:49 pm    Post subject: Reply with quote

Many thanks to the BusTalk member who pointed me to Mary Shapiro's book, "A Picture History of the Brooklyn Bridge," which I found in a public library. I was trying to explain how Fred Zuhmuhlen's work of 1950 extended the box from just covering the trolley tracks to covering the widened 3-lane roadway. On page 119, photo 165 looks towards Brooklyn during reconstruction. The view shows the remaining Brooklyn-bound track meeting the box of the new roadway. On the north side Brooklyn-bound traffic flows, including a small bus. The box there surrounds only the trolley track.
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I am neither engineer nor architect, so my language, especially the term "box," may be misleading. Trusswork may be the more important consideration. There was trusswork either side of the el tracks, the trusswork between which the trolleys ran from 1944 to 1950. One line of trusswork had to be repositioned in each direction to allow for the three traffic lanes. I presume they first had to construct the new trusswork on the outside of the roadway before removing the old trusswork between the streetcars and vehicular traffic. After all, trusswork with its triangles stiffens the bridge and (I presume) provides support for the underlying steel floor beams, which this book shows as having trapazoidal elements.
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Nowadays, one drives an automobile through a three-lane box. However, I now realize that the trusses to the right and left of the roadways are the more important element. In each direction, one row of trusses in each direction had to be replaced by trusses on the edge of the bridge. That is the work that took several years after 1950.
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On May 24, 1973, vehicles were forbidden for the day. Page 120 of Shapiro's book has a good look at the trusswork one sees from the roadway.
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