Suburbs are fertile ground for such juxtapositions, with their abutments and encroachments.
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We need to invest in better infrastructure: stronger bridges and abutments, better drainage, berms and levies.
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The proposal also called for widening or raising bridges along the Main Line to reduce the chances of hitting abutments.
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Graffiti has come a long way since the 2000s when fly-by-night taggers sprayed their work on bridge abutments or subway cars then slipped away before the authorities arrived.
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London's Thames Barrier - a 520m span of steel gates, piers and abutments that looks as if it might have been inspired by the Sydney Opera House - has now been used more than 180 times to protect central London from tidal floods, East said.
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Chinese women were giving out Fiji Water and Tsingtao from the metal street carts that usually dispense stuffed lotus leaves and chicken on a stick; Chinese lanterns printed with Peter Saville's album covers for New Order and Joy Division swung lazily from the bridge's abutments.
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The article "At Core of 53Pointz Trial: Is Graffiti Art Protected by Law?" begins: Graffiti has come a long way since the 1970s when fly-by-night taggers sprayed their work on bridge abutments or subway cars then slipped away before the authorities arrived.
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In the book's final section, Sacks's lens expands from memoir and clinical tales to a helter-skeltering of topics: life on other planets; his love of herring ("Clupeophilia"); searching for ferns that burst through the meager soil on the railroad abutments on Park Avenue.
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1897 abutments and piers These abutments form part of the abutments of the 1915 bridge. They are massive but narrower than the 1865 abutments. Like the 1865 abutments they are set into the riverbank. The 1897 abutments are made of rusticated sandstone blocks darker in hue than the blocks of the earlier abutments.
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This was a common practice to award the bridge and abutments separately and even when awarded to one bidder the abutments sometimes were subcontracted anyway.
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Since the original abutments were in poor condition, the truss, or metal, portion of the bridge was lifted off the original abutments and placed on temporary supports while the contractor rebuilt new abutments. New I-beams were placed on the new abutments and the historic truss was placed on top. The new supports will help the over 100-year-old bridge carry modern traffic loads, while maintaining its historic character.
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The new bridge is of plate girder construction over concrete abutments and piers. In 1983, Amtrak replaced the superstructure of the Poplar Street bridge and refurbished the piers and abutments.
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The main piers have sculptures that represent the prows of Viking ships. Longfellow Bridge is a combination railway and highway bridge. It is wide, long between abutments, and nearly one-half mile in length, including abutments and approaches. It consists of eleven steel arch spans supported on ten masonry piers and two massive abutments.
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After that, the splint can be removed. With the aid of a registration template, the abutments can be attached and connected to the implants at the defined position. No less than a pair of abutments should be connected simultaneously to avoid any discrepancy. An important advantage of this technique is the parallel positioning of the abutments.
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South bank, 2016 The Bremer River Rail Bridge and old bridge abutments are made up of a railway bridge that is still in use and the sandstone abutments of two bridges, now removed, that were located immediately to the east of it. On the south side of the river, the bridge and abutments are set in riverside parklands in the business centre of Ipswich. The north side of the bridge and the adjacent north bank abutments are situated in a commercial development.
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The bridge has concrete abutments designed to match the adjacent sandstone abutments of the 1897 bridge. The cornicing of the 1897 abutments continues around the top of the 1915 abutments. A sandstone parapet wall similar to the one on the 1897 abutment runs along the western edge. At each of the support points for the 1897 bridge, a third pier, identical in design to the earlier ones, was erected and the supporting beam was extended to support the 1915 bridge.
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It was moved in 1992. At its original site, metal caisson abutments and concrete wingwalls supported the bridge. When it was relocated, concrete abutments were created. The steel bridge is long and has a roadway.
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This is the only iron lattice railway bridge with brick abutments.
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This design includes one movable connector, allowing differential movement between abutments.
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In a bridge, the wing walls are adjacent to the abutments and act as retaining walls. They are generally constructed of the same material as those of abutments. The wing walls can either be attached to the abutment or be independent of it. Wing walls are provided at both ends of the abutments to retain the earth filling of the approaches.
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The bridge is a single-span, one lane Pratt through truss. It is long and wide. Its abutments are made of fieldstone. Prior to removal from its abutments, the bridge carried Bell Road over the Huron River.
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Located at is a sandstone culvert. The culvert is arched, with stone wing walls, deck and abutments. Located at is a sandstone culvert. The culvert is arched with picked stone wing walls and stone deck and abutments.
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The substructure consisted of fieldstone abutments and wing walls capped with concrete.
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Warren County removed remaining bridges and abutments over the next several years.
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The bridge abutments are believed to stand on foundations dating to 1789.
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The overbridge abutments are situated on the north side of the Bremer River near the abutments of the 1865 Bremer River bridge and behind the early goods store (tarpaulin store), which was part of the first Railway Workshops at Ipswich. The overbridge carries a road, but the railway track that ran between the abutments has been removed. Traces of its route can still be discerned in some places by the presence of depressions formed under sleepers and hand forged spikes. The abutments are apart and are supported by flanking walls on each side.
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The abutments are connected to the model at a position in consideration of the prosthetic situation. The exact position of the abutments is registered. The dental technician can now manufacture the prosthesis. The fit of the surgical splint is clinically proved.
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There are stormwater channels in the spandrels between the arches and at the abutments.
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Bridge abutments can also be seen where the railroad crossed Route 85 and Interstate 495.
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The Blackledge River Railroad Bridge was rebuilt to increase the flood clearance and the load-bearing capacity of the bridge, but its abutments were integrated into the new bridge. Completed c. 1912, the replacement Blackledge River Railroad Bridge is a riveted steel, double- intersection Warren deck truss. The original granite stone abutments which supported the previous bridge was reported to be five feet lower, were integrated with the brownstone abutments of the rebuilt bridge.
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Mutianyu Great Wall Official Website. Qi Jiguang helped to maintain the 2000-li section of the Great Wall, which was finished in 1572. Qi Jiguang, upon noticing that the wall had no abutments, suggested the installation of abutments to officials. His suggestion was approved.
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The abutments are decorated with the coat of arms of Leeds looking towards the river. Their top parts are pierced, as are the parapet rails and the spandrels of the bridge arches. The lamp posts on the abutments were installed in the middle of the 20th century.
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The bridge abutments, constructed in 1936 for an earlier bridge, were said to be in fair condition.
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It does not cover the full width of the abutments and is finished with plain timber handrails.
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A characteristic of the regular arch is that the courses of stones run parallel to the abutments and perpendicular to the faces. Rankine, 1867, op. cit., p. 414. In an oblique arch these two conditions cannot both be met because the faces and the abutments are deliberately not perpendicular.
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In January 1899 a huge ice bridge threatened the bridge when ice piled around its abutments due to their close proximity to the river's surface. The bridge was subsequently fortified with a tall stone wall around the abutments. The protection around the abutments held for about another forty years: until January 27, 1938, when the bridge collapsed. A sudden wind storm on Lake Erie sent a massive amount of ice over the falls, resulting in nearly of ice pushing against the bridge.
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The culvert is arched, with brick wing walls and stone deck and abutments. Internally the arch and floor of the causeway are lined with bricks, coated in scale. Located between culverts at and is a brick culvert. The culvert is arched, with brick wing walls and stone deck and abutments. Internally, the arch and floor of the causeway are lined with bricks, coated in scale. Located at is a sandstone culvert. The culvert is arched, with stone wing walls, deck and abutments.
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In 1882 plans for a plate girder overbridge were drawn up for the Ruthven Street overbridge, at the range summit near Harlaxton. The plate girder replaced an earlier timber structure but the existing brick abutments were retained. Only a small number of railway bridges with brick abutments were ever built in Queensland. A report of the Main Range Railway line in March 1867 included a description of the brick abutments and stone facings of the overbridge on the road to Highfields.
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The bridge was designed by Italian engineer Riccardo Morandi, and constructed by Concor between 1953 and 1956. It spans and sits above the river. The main span of the bridge consists of a reinforced concrete arch structure spanning between two concrete abutments located on the western and eastern sides of the river. The deck of the bridge consists of three main spans, the center span between the two abutments and the two approach spans up to the joint above the abutments.
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The overbridge is constructed of rusticated sandstone abutments and a plate iron deck. The modern concrete bridge deck on iron girders was constructed in 1957 to accommodate the overhead wiring when the line was electrified. The eastern abutments are believed to be substantially as-built while the southern abutments were reconstructed or encased within new brickwork to accommodate widening for modern road traffic requirements. The bridge has an open chainmesh balustrade and pipe railing, which replaced original low stone parapet.
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The bridge carrying M-28 over the Sand River is a medium-span concrete bridge long and wide supported by concrete abutments. The span has a shallow arch, thick at the abutments and at the center of the span. It has a so-called rigid-frame construction, which was a new development by the highway department at the time the bridge was built. The bridge has concrete and steel guardrails and horizontal Art Moderne scoring on the sidewalls of the abutments.
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This is due to its having been placed on abutments that lift it high above the surrounding floodplain.
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Preston Pipe Bridge is a span tied arch bridge with concrete abutments and supplies water to southern Teesside.
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The design is also innovative for its early use of concrete in the piers, abutments and string courses.
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It has nine semicircular arches of 15.2 metres span, 7.6 metres rise, and is of red brick with yellow sandstone facings. The arches are supported on eight rectangular piers and abutments at either end of the structure. The curved wing walls of the abutments retain the ends of the embankments.
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The bridge spans a length of across the river, making the bridge the longest still-standing covered bridge in Virginia. Two stone abutments, which extend ten feet below the riverbed, support the bridge on the sides of the river. The rock used in the abutments was gathered from local quarries.
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Third, the abutments are connected to the implant via a locking taper. This is notable from both a medical and engineering standpoint as no other implant company offers an implant with a biological seal at the implant/abutment interface; almost all other implants possess an internal screw to connect their abutments.
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The bridge will have the same design as the old one abutting it, with two abutments and two piers.
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The bridge burned down in 1871; after the fire, steel arches and decking were installed on the old abutments.
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Partial denture abutments are unique in that they may incorporate elements such as rest seats, guide planes, and recontouring.
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Modern metal guardrails are bolted along the inner railing faces. It has a substructure of concrete abutments and wingwalls.
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Two rendered segmental arch spandrels with rock cliff abutments on both sides of the former overhead booking/parcels office structure.
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New cast iron railings were installed on the bridge. The abutments of the railings resemble these on the canal's embankment.
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The Howe Covered Bridge is located in southern Tunbridge, just east of Vermont 110 on Belknap Brook Road. It is a single-span multiple Kingpost truss structure, , resting on dry laid stone abutments. It has a roadway width of (one lane) and a total width of . The abutments are extended upriver by concrete wingwalls.
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The 1830 bridge was torn down in 1884, and a new structure built which opened in 1889. The Washington and Virginia abutments still survive. Both are located a short distance west of the Key Bridge. Between the two abutments, a pier remains in the river near the Virginia shore (See Demolition of Aqueduct Bridge).
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After a 190-meter-long temporary bridge was built downstream, the road bridge sections were taken apart, with the railway remaining in operation, albeit under restrictions. The superstructure of the old bridge, as well as the substructure, abutments and pillars were disassembled down to the water line. In the shelter of a sheet pile enclosed pit, timber piles with lengths of 18 to 20 m were driven into the river bottom, the abutments were extended downstream and the pillars were widened. New abutments were then built, using concrete with exposed brickwork from granite from Waldulm.
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Wing walls recede from the abutments into the banks in three stepped sections. Below the bridge in the river is visible some riprap, stone remnants of the old bridge's abutments and central pier. The bridge is of a "tied arch" design, in which the two arches are joined together by ties to distribute the active load. This is in contrast to the Justice Harlan Fiske Stone Bridge joining Brattleboro, Vermont and Chesterfield, New Hampshire, which was built about the same time, and distributes the active load to its abutments.
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Scour can be a problem for wing walls and abutments both, as the water in the stream erodes the supporting soil.
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The main deck of the disused viaduct has been removed although the central piers and the abutments of the viaduct remain.
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The sheeting and roof boards were fastened to the rafters with hand cut nails. The abutments were made of local fieldstone.
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The structure is supported by stone and concrete abutments with concrete pedestals and a single concrete-filled steel cylinder pier. Over the years the original deck has been replaced, and concrete has been applied to the stone abutments. Otherwise the structure has been unaltered. The bridge was listed on the National Register of Historic Places in 1998.
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The tallestPier 2 is approximately with a base by . The steel carrier rests on two fixed rocker supports on the central pierPier 3 with sliding rocker supports on the other four piers and at the abutments. The abutments were designed as stone faced. Within the embankment are a series (four each side) of mass concrete arches of approximately span.
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Both abutments and the piers of the bridge are RCC solid type.Principal Bridge Inspection Report Roads and Highways Department, Ministry of Communications, Bangladesh The piers of the bridge are hexagonal. Each pier is of in length and in width. The wing walls of the bridge are of RCC and are fixed with abutments and have no weep holes.
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In a two piece implant the abutment is morse tapered or cold welded on the implant. Microbial leakage and colonization between the implant and the abutments can result in inflammatory reactions and crestal bone loss. Morse taper conical abutments showed a cumulative implant survival rate of 98.23% in terms of seal performance, microgap formation, torque maintenance, and abutment stability.
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The Leatherwood Station Covered Bridge is a single span double Burr Arch Truss covered bridge structure that was built by Joseph A. Britton & Son in 1899. Originally it had sandstone abutments but when it was moved to Billie Creek Village they were replaced with concrete abutments with sandstone showing. Note: This includes , Site map, and Accompanying photographs.
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Instead of foundations, the bridge has abutments of limestone linked to wing walls along the waterside cliffs. Measuring from the summer water level of , abutments are erected to a height of , from which the arch springs to its high point. The start of the arch is emphasized by a molding in height. The rise of the arch is .
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The bridge was listed on the National Register of Historic Places in 1991. The bridge abutments consist of local fieldstone arranged in dry laid courses. The main span consists of large granite slabs laid across the narrow opening between the abutments. A layer of earth is built above these slabs, supporting the dirt roadway, which is about wide.
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The first phase included the bridge abutments and four of the bridge piers sunk to the bottom of the strait, over below.
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The remains of the wooden platform at Coryates slowly return to nature in the field next to the abutments of the former bridge.
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In the meanwhile, nothing had been done toward starting the work on the piers, abutments and approaches. In October, plans and specifications for the abutments, piers and approaches were made, and in the month of November proposals were asked for by advertisement. Rids were opened December 1. The three bids received were of $95,000.00, $89,542.50, and $53,387.50, all U.S. currency.
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The design is a wrought-iron arch bridge by Charles Neate and consulting engineer Harrison Haytor. The foundations of the abutments and piers are five cylindrical columns, deep and in diameter. The abutments are faced with granite and sandstone and are filled in with large stone rubble. The bridge has three arches – the centre arch is wide and the side arches are .
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It had substantial abutments (extant) made from sandstone, similar to that used in the abutments of the Heiner Road Bridge over the former Wharf Branch Line. The stone is believed to have been quarried locally at Denmark Hill. Comprising three spans of , it was above the high tide level. of the width of the bridge was reserved for rail and for general traffic.
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The bridge consists of two arches on each side spanning the length of the bridge and joining the abutments below the top of the abutments' stone construction. The arches are constructed of three sections each of by timbers bolted together. The vertical truss supports and horizontal roof supports are composed of by lumber. The diagonal truss supports are by timbers.
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This timber bridge incorporates stone abutments of rough rubble walling on the downhill side. The two-span timber trestle structure between the abutments is recent. It has recent round longitudinal stringers and planked decking. The stone walls on each side are coursed rubble work uncharacteristic of the other work in this area but similar to more modest work south of Mt. Manning.
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The bridge is long, measured between the abutments. Substructure of the bridge consists of the abutments, a pier on the western shore supporting a pretensioned girder and an anchoring pier on the eastern shore. Supported structure on the cable-stayed portion of the bridge consists of a composite girder, an A-shaped pylon and the cable stays. Overall span of the girder is .
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Construction of the bridge took 1½ years. Work on the abutments was started in June 1893 and bricklaying lasted until end of that year. On top of the abutments the bridge featured four towers by architect Hermann Muthesius. The scaffolding that supported the steel elements during construction was erected from November 1893 and assembly of the steel construction started in May 1894.
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The viaduct contains an estimated 3800 tons of metal, with a total cost (including the masonry abutments) of around 2 700 000 French francs.
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A detailed scale model (~7' long), complete with stone abutments, was donated to the Lancaster Mennonite Historical Society and may be available for viewing.
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The abutments are built of brick capped with concrete copings; they rest on timber piles. The timberwork is painted white and the ironwork black.
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It has an eight panel Pratt truss design, rests on cut stone abutments, and is long. It brings a wide roadway over Beech Fork.
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The abutments present at either end of the whole structure, where the viaduct connects with the adjacent embankments, are possess a thickness of 7meters.
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The lowest bid was accepted. The contract called for the piers and abutments by April l, and of the entire work by June 1, 1901.
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The walkway is covered with tarmac and has cast iron balustrades either side, while the abutments connecting the bridge to the river bank are brick.
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The cross- girders are placed at the abutments and the piers. The Dabar Bridge was designed by Jure Radnić and constructed by Hidroelektra niskogradnja, Zagreb.
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The formation of the tramway running east from the mill features a raised ramp with stone abutments to allow its passage under Birkby Street, Totley.
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The concrete spandrel walls are marked to imitate the voussoir layout common to stone arch bridges and the "coursed stonework of stone masonry bridge abutments".
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The Delhi Bridge was the first one-lane bridge in Michigan to receive LBP funds for rehabilitation. Rehabilitation began in July 2008 with restoration work, including the installation of new guardrails and traffic lights. In August 2008, cranes lifted the bridge off its abutments and set it on northeastern side of the river. The bridge was repaired and painted and both abutments were replaced.
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It also had wooden roofing which, judging by its size, had three tents and four internal wooden abutments. Then, a two-floor bell tower was built over the book depository. The construction was carried out in two stages. Eight wall- attached abutments and a stone roofing consisting of two pairs of intersecting arches were constructed in the book depository for the cross-plan superstructure.
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Multispan Plate girder bridge: deck type on concrete piers. Multispan plate-girder bridges may be an economical way to span gaps longer than can be spanned by a single girder. Spacing of piers between the abutments is dependent on the capacity of the selected plate girders. Separate plate girder bridges span between each pair of abutments in order to allow for expansion joints between the spans.
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J. J. Daniels had placed two bids for the construction of the bridge. The first was for $1,485 for just the superstructure and the second was $2,520 for the superstructure and the abutments. Meanwhile, Thomas Alward had placed a bid for $945 for the abutments. With Daniels bid of $1,485 and Alward's for $945 totaling $2,430 the contract was split between the two contractors.
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Eastern Abutment of the Bright Hope Railroad Bridge over Swift Creek The remains of the bridge are granite abutments that are twenty feet wide indicating that it was a Truss Bridge. The bridge was one thirty foot span. The abutments were made of granite that was mined using star drills as shown by the drill holes. The Petersburg granite is readily available in the area.
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The side walls of the abutments contain retaining prestressed tendons which were used to fix the deck to the abutment during the lift. Once tensioned, the 470 ton bowstring was raised 40 m, using a lifting machine, to its final level, taking just eight hours by subcontractor ALE Lastra. The arches were then joined, the tendons in the abutments released and the decks connected.
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The abutments are intact. Almost all of the trackbed is in Council ownership and in 2007 they expressed an interest in reopening as a commuter line.
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The construction date, "1930," is inscribed in the concrete near the ends of the railings. The abutments, wing walls, and piers are all of concrete construction.
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A concrete wall falling in height links them to the lower abutments. These carry decorative metal lamps, consisting of glass spheres lights on wrought metal bases.
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The 1901 superstructure of the footbridge is a typical example of standard steel beam structure supported on trestles and brick abutments with later concrete deck and steps.
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The bridge main span is 58.4 m. The structural system is a weathering steel frame with only one span, embedded on both ends into the concrete abutments.
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The name of the station is written in faience on the abutments of the station and with the Parisine font on enamelled plates on the central platform.
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They rest on concrete abutments and a central pier. Note: This includes and Accompanying photographs. It was added to the National Register of Historic Places in 2000.
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A new girder bridge was constructed over the road/cattle creep, with cast iron -beam girders resting on brick abutments, and the river bridge was also replaced.
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A metal guard rail serves as a railing. The bridge is supported with concrete abutments, and U-shaped concrete wing walls line the approach on each side.
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Multi-span bridges require piers to support ends of spans unsupported by abutments. Dam abutments are generally the sides of a valley or gorge, but may be artificial in order to support arch dams such as Kurobe Dam in Japan. The term may also refer to the structure supporting one side of an arch, or masonry used to resist the lateral forces of a vault.Pevsner, N. (1970) Cornwall; 2nd ed.
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The span is formed by five massive ledge stones laid on rubble abutments about above the stream. Additional rubble is laid above to form the bed of the gravel roadway. The bridge crosses the stream at a slight angle, so its abutments are extended with wingwalls to the northwest and southeast. The bridge is believed to have been built around 1797 by William Churchill, whose homestead was located nearby.
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The bridge required four abutments, one on each shoreline and one on either side of the draw (or bascule) span.Arlington Memorial Bridge, HAER No. DC-7, p. 4. The abutments had to be erected on bedrock. The bridge was relatively low to the water,Originally, there was no land west of the Washington Monument grounds and south of Constitution Avenue NW; this area was a tidal inlet of the Potomac River.
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The Brown Covered Bridge is set in a remote wooded ravine in northwestern Shrewsbury, about southeast of Rutland, Vermont. The bridge is a single span lattice truss of a type patented by architect Ithiel Town in 1820. It is in length, and rests on stone abutments that have been capped in concrete. One of the abutments includes an extremely large boulder, a clear adaptation of the bridge to its location.
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The place is important in demonstrating the principal characteristics of a particular class of cultural places. The 1865 and 1897 abutments are examples of masonry bridge abutments from the 19th Century and as such, are important in demonstrating the principal characteristics of this type of structure. They are wide, massive structures set into the banks of the river. Masonry parapet walls run along the edges at the top.
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Fair Brook bridge, upstream side Located just upstream of State Forest/West Hill Road (about ), where it cross Fair Brook about west of the intersection with Dam Road, is the largest of the four bridges. The arch has a span of about and rests on abutments that are part on a stone abutment and partly on bedrock. One of the abutments is angled, suggesting it was built for an earlier bridge.
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Knight Street Bridge, northward. Richmond in foreground In 2011, the bridge underwent a seismic retrofit of three abutments, which were vulnerable to settlement or collapse from movements during soil liquefaction. The subsurface conditions comprise dense till-like soils for the north bridge, but potentially liquefiable deltaic sediments for the south bridge. The north abutments and piers rest upon spread footings, whereas the south ones rest upon timber and steel-pipe piles.
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The Minortown Road Bridge is located in a rural setting of northeastern Woodbury, just south of US 6. It is oriented roughly north-south across the Nonewaug River, which is flanked by US 6 to the north and Minortown and Mill Roads to the south. The bridge is a single-span wrought iron lenticular truss, long. The trusses are mounted in concrete abutments land on top of the original rubblestone abutments.
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In 1972, it was torn down by East German officials to avoid refugees travelling from East Germany to the West. The piers and abutments were left in place.
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Construction contracts were drawn up in late February,"Key Bridge Ready in 1919." Washington Post. February 28, 1917. and excavation work on the D.C. abutments began in March.
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The abutments are granite, and the piers have metal plates on their upstream faces to protect against debris. It carries an unclassified public road known as Station Road.
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The bridge is made up of two skewed trusses that are supported by concrete abutments and piers. It was listed on the National Register of Historic Places in 1998.
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There are three pairs of single track deck Warren trusses which carry the main lines over Long Cove Creek. Each span is and supported by brick piers and abutments.
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The viaduct with the amphitheatre at Trimontium The viaduct stands from the floor of the river valley. The arches, each of span, are of brickwork, and the abutments, piers and walls are of rustic-faced red sandstone. Some later strengthening of the abutments and piers with old rails and buttresses on the southern valley side is very obvious. It is straight over its whole course, and runs in a broadly northerly direction.
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Donnington Bridge has a single arch span of 170 feet between supports and an overall width of 56 feet 8 inches. It is constructed of reinforced concrete deck slab cast integrally with 10 pre- stressed concrete legs triangulated to meet the hinges enclosed within the abutments. The abutments are clad externally with precast concrete units faced with Criggion Green and Blue Shap stone and the fascias of the bridge are calcined flint.
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Steep Rocky Creek bridge includes one RSJ span of three joists, five concrete arches and a final RSJ span of three joists, supported on six concrete piers and two abutments.
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In this design the connectors are rigid and there are one or more abutments at each end of the span; allowing load to be distributed more equally on abutment teeth.
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The bridge is in length between abutments, with a southern approach and a northern approach.(22 September 1952) Easily longest continuous plate web girder bridge in Australia, The Morning Bulletin.
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The remainder of the bridge has since collapsed, leaving only the stone abutments. The bridge and tollhouse were placed on the National Register of Historic Places on April 17, 1970.
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The pairs of lions at each of the abutments were added in 1852. It is popular culture in Hungary to point out that the lions in fact have no tongues.
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Ceramic Abutment connected to implant Ceramic crown bonded to abutment Dental bridge abutments are made such that the path of insertion of the teeth involved is nearly parallel with each other.
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About 5,000 common noctule and several other bat species hibernate inside the abutments. The population was examined by scientists of the Kiel University and is considered the largest in Northern Europe.
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Located at is a sandstone culvert. The culvert is largely obscured by vegetation and is arched, with stone wing walls, deck and abutments. Located at is a sandstone culvert. The culvert is arched, with stone wing walls deck and abutments. Internally arch and floor of the causeway is lined with cut and dressed stone. Located between the trolley shed and the platform of Spring Bluff, a wide drain with rendered stone walls passes underneath the track.
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The Iron Bridge Spanish Town is the site of an early cast-iron bridge, designed by Thomas Wilson and manufactured by Walker and Company of Rotherham, England. Spanning the Rio Cobre, the bridge was erected in 1801 at a cost of £4,000.Spanish Town , Jamaica National Heritage Trust Its four arched ribs are supported on massive masonry abutments. After the abutments deteriorated, endangering the structure, it was listed in the 1998 World Monuments Watch by the World Monuments Fund.
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The horizontal length of the bridge between the abutments is 14.6 m, while the roadway measures 28.1 m; width at the middle part is 2.6 m and near the abutments 3.5 m; height from the water level to the arch is 7.9 m and to the top of the arch 8.6m. Size of the holes for the arch-form are: 0.36 x 42 m and 0.38 x 0.32 m. The bridge underwent the government-funded conservation works in 2008.
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The Starr Mill Road Bridge is located in western Middletown, spanning the Coginchaug River just below (east of) the Starr Mill dam. It is accessible via Middlefield Road (Connecticut Route 157) on the south, and Beverly Heights, the mill access road, on the north. The bridge is long with a roadway wide, and stands about above the river on concrete abutments, which were poured over rubble abutments of earlier bridges. The bridge deck and structure are in deteriorating condition.
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A walkway of iron plates joins the two side-girders, which rest on brick abutments. The bridge dates from the construction of the Extension Canal, and is a grade II listed structure.
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The abutments are designed to handle considerable sway Because Haiwen Bridge crosses over a geological fault line, it is built to withstand earthquakes. The area was devastated by the 1605 Qiongshan earthquake.
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Stone from this quarry was used for the Clock Tower on Rock Island Arsenal, the first buildings on the Augustana College campus in Rock Island, and the abutments on the Government Bridge.
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By this arrangement the ballasted tracks are drained and do not get water logged. There is a low stone parapet wall on each side of the viaduct. The abutments are solid stonework.
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After having tried in vain to stop the supply to the castle, coming from east through the bridge, he decided to undercut one of the arch abutments, causing the bridge to collapse.
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The covered bridge was built in 1891. It was rebuilt in 1991, with extensive reinforcement work done on the abutments. A homemade explosive device caused minor damage to bridge deck in January 2006.
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Owned and operated by the Delaware River Port Authority, the bridge stretches between abutments and opened to traffic on April 30, 1976.Betsy Ross Bridge, Delaware River Port Authority. Accessed October 15, 2013.
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In 1971 the bridge deck was strengthened by the addition of 5 steel I beams underneath. In 1990 the original granite abutments were faced with concrete.Evans, Benjamin and June. New England's Covered Bridges.
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It is a single- span bridge with "vertical, high-boarded siding, a metal roof, projected portals, and cut-stone abutments." It is named for the Blackwood family which owned much of Lodi township.
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This bridge was begun December, 1900. The steel for the work arrived on time in March 1901, but the contractors for the masonry had not set a stone in the piers or abutments. The work was then taken from them and carried on by hired labor. To insure the most rapid progress it was decided to use concrete for the body of piers, abutments and approach walls instead of cut stone masonry, and to use a cap of hard cut stone coping.
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The new footbridge The 2006 footbridge built on the original abutments Today, all that remains at the original Patterson Viaduct is the single masonry roadway side arch of the 1829 construction on the west bank of the Patapsco and the stone abutment on the east bank, just south of the present railroad bridge. In 2006, a cable-stayed footbridge carrying the Grist Mill Trail, with a design that echoes the historic architecture and engineering of a Bollman Bridge, was added atop the abutments.
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On June 6, 1917, a tornado swept through the town causing significant damage to the bridge, lifting it off its abutments and leaving it collapsed in a twisted heap in the river. However, the abutments were undamaged. Local tradition states that Edward Outwater and Eli Gallup salvaged the bridge from the river using a team of horses. The bridge was rebuilt in 1918 using a significant number of its original trusses, as evidenced by damage apparently due to the tornado.
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Among the bridge's more distinctive features are its cut stone abutments, its metal roof, and the vertical siding. Although it has been open for well over one hundred years, it remains in strong structural condition, and it served daily traffic into the late twentieth century. A single-span structure completed in 1875, the bridge was constructed under the leadership of Marietta bridge builder William Meredith. One of his primary employees was stonemason Billy Gamble, who used locally quarried stone to construct the abutments.
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The shells were then filled with concrete to yield bridge abutments. In 1906, he did the concrete work for the Toronto and York Radial Railway bridge over Etobicoke Creek. Hicks built the substructure of the Scarlett Road Bridge which was completed in November 1909. > Some contractors considered him to be a bold and luck speculator (for > instance, in his contract on the Mimico abutments mentioned above.) The > writer, however, knows that he never gambled on a contract or took an > avoidable risk.
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Earthworks on the Air Line's right-of-way and some of the colossal concrete bridge abutments are still visible to this day, and much of the route is visible as property boundaries. The abutments are on the abandoned Pere Marquette and Monon railroad lines. Indiana Historical Bureau erected a historical marker in 1995 commemorating the scheme at CR250S & IN-39. The scanty ruins of the South La Porte power house cum car barn are extant near here, to the west of IN-39.
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The Bremer River Rail Bridge was the most important of four metal bridges and it, and the Heiner Road overpass had stone abutments in a similar style. The abutments of the bridge were later rebuilt and the bridge itself superseded, carrying road traffic only. The Wharf Line continued in importance until Ipswich was linked to Brisbane by rail in 1874, following which river traffic diminished in importance. The line was later extended to Hancock's sawmill and was in use for many years.
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The railway workshop activities soon outgrew the area near the overbridge and a new site for the North Ipswich Railway Workshops was chosen in 1884. Only the 1870s stores building remains on the original site. The importance of the Heiner Road overpass diminished considerably when the new David Trumpy Bridge across the Bremer was opened in 1965 and the (1865) road bridge was demolished, leaving only its abutments. The overbridge abutments have weathered considerably and some stone from the upper section is missing.
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Bridge Abutments are four pair of historic earthen bridge abutments located in Congaree National Park near Hopkins, Richland County, South Carolina. They were built by settlers (possibly Isaac Huger) in the 1780s in the Congaree Swamp to provide a means of transporting produce and livestock to markets in cities, such as Charleston. They vary in size from 5-to-10-feet high and 10-to-15-feet wide. It was added to the National Register of Historic Places in 1996.
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The covered bridge rests on abutments of stone and mortar, which have been reinforced with concrete. The portals are flanked by wing walls below the level of the road; these extend out from the abutments at an angle and "retain the soil of the approach embankment". Note: See page 80 and Figure 69 for more information on wing walls. Bridge interior showing the angular Burr arches, with the arch on the left (north side) taller than that on the right (south side).
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The Depot Covered Bridge is located near the geographic center of Pittsford, west of the main village, on Depot Hill Road, which provides access from the village to the western part of the community. It is single-span Town lattice structure, set on stone abutments that have been faced in concrete. It has a total span of , with the upper ends of the trusses extending beyond the abutments at either end. The bridge is wide, with a roadway width of (one lane).
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The bridge, which extends for almost between abutments, opened to traffic on May 16, 1957.Walt Whitman Bridge , Delaware River Port Authority. Accessed October 14, 2013. U.S. Route 130 also travels through Gloucester City.
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In addition to dental implants, Bicon also offers implant-abutments, β-tricalcium phosphate,K. Müller:Klinische Erfahrung mit Beta-Tricalciumphosphat in der oralen Chirurgie. Quintessenz zahnärztl.Lit. Nr. 4/5 1985 and other dental restorative materials.
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However, there is a picture of the first stone for the abutment loaded on a horse-drawn wagon. The Van Fossens tended to use poured concrete on their bridges while Daniels favored stone abutments.
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There are three pairs of double track, welded plate web girders which carry two local lines over Long Cove Creek. Each span of steel girders is and are supported by brick piers and abutments.
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There are three pairs of double track, welded plate web girders which carry two suburban lines over Long Cove Creek. The girders are made of steel and are supported on brick piers and abutments.
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The cast iron bridge with brick abutments which carries the towpath over the Walsall Canal to the north of the junction is a grade II listed structure, as is the similar bridge to the south.
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The carriage way of the bridge is . The foundations are supported on RCC caissons and piles. Piled foundation of abutments are buried. RCC caissons which are used as foundation under the piers are also buried.
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Little detail of this second viaduct has survived. This structure is no longer in place, but the remains of the abutments can still be seen in the River Irvine when the water is exceptionally low.
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There is a low stone parapet wall on each side of the viaduct supplemented by a timber fence for the safety of train shunters. The abutments are U-shaped in plan with three internal buttresses.
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Currently, the bridge is repainted every year and inspected. The abutments have been reinforced with concrete to add stability. The floor is made of oak planks with additional beams and supportive I-beams added later.
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By the end of the fiscal year in June, the concrete of both the piers and abutments, aggregating was in place. Advertising was done in attempt to secure a contract for erecting the bridge, with not one responsible and reasonable bid. On August 7, 1901, the present abutments were practically completed and erection of iron work begun. The falsework for the first span was in position, and with the exception of the erecting traveler all was ready to proceed with the erection of the first span.
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Sigiri Bridge is a multi span deck-type plate girder bridge. The bridge is supported by two abutments 100m apart and two piers located 25m from the abutments. The bridge deck is divided into three spans with each of the two flank spans extending beyond the piers by 9m resulting in a mid-span length of 32m. The three deck spans are designed as composite steel and reinforced concrete decks consisting of 12 steel I-beams which together with the concrete above act as composite T-beams.
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Five kilometres of the Moutohora branch remain open to Makaraka, functioning as an industrial siding to service a fruit storehouse. Many remains of the embankments, cuttings, bridge abutments and tunnels can be seen from State Highway 2 from near Ormond to Matawai. About 5 km of the old roadbed is now the Otoko recreational walkway. Just past the northern end of the walkway, the abutments and one of the steel piers of the 30m high Otoko viaduct are clearly visible to the east of the highway.
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These abutments can be made from a variety of materials, such as titanium, surgical stainless steel and gold. The adjacent images show how a ceramic abutment can enhance a ceramic crown by giving it a more lifelike appearance. Ceramic abutments have to be used with care, however, since their compressive strength is nowhere near that of titanium, gold or other noble metals. Most clinicians feel more comfortable using a metal prosthetic abutment in the posterior molar areas, due to the increased masticatory forces present in these areas.
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Arches 8 and 9, south side, silted up to the level of the arch abutments. The total height of the bridge could not be determined because most of the structure is silted up. However, the distance between the arches' abutments and the pavement surface could be determined at only . The surface level is almost horizontal: the roadway lies at a height of above sea level between arches 1 to 20, and falls slightly in its eastern section, between arches 21 and 26 to a level of .
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The rationale behind construction of this arc bridge over the Indus is rocks in the river bed which do not allow the pillars to withstand the constant flow and pressure of water for a long time. The construction phase of Ayub Bridge was interesting as first of all four huge cemented abutments, two on each side of the river banks, were made. These abutments have to bear weight of the arc. In arc bridges, construction work has to start simultaneously from both sides of the river.
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The red sandstone abutments of one of the bridges still lie in the Crichope Burn before the red sandstone gorge is reached. The paths are no longer maintained and in several places the route is hazardous.
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The bridge is about long. The bridge was built 1938–41 with funding from the Works Progress Administration. Fill surrounding the abutments was washed away in 1945, but replaced. The bridge deck was replaced in 1977.
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1800, spanning Owenmore River. Segmental arch resting on squared ashlar abutments with squared rubble-stone soffit. Arch ring of regular ashlar voussoirs, with rubble-stone spandrels. Rubble-stone parallel wing walls and parapets of even length.
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Five piers (one of which has been faced with mortar) and two abutments support the bridge. The downriver (south) side of Washington Crossing Bridge supports a cantilevered, wood planked pedestrian sidewalk that was added in 1926.
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Length between abutments: 3556 ft. Total Bays: 52 Standard Bays: 41 Undersluce Bays: 11 Normal Pond Level: 642 ft Maximum Storage Level: 649 ft. Maximum Flood Discharge: 950000 Cusecs Maximum Intensity of Discharge: 300Cs. Per ft.
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The trail crosses Goose Creek in Loudoun County on a span that NVRPA built on top of the piers and abutments of the highest and longest () bridge that the railroad constructed within the present boundaries of the regional park.Description and 1960 photograph of Goose Creek bridge in Williams, Appendix II, Bridges and Structures. Visitors can view these remnants and the intact span, pier and abutments of the railroad's deck girder bridge over Sycolin Creek from unpaved paths that travel between the streams in NVRPA's Two Creeks Trail Area on the north side of the trail.(1) (2) Description and 1972 photograph of Sycolin Creek bridge in Williams, Appendix II, Bridges and Structures. (3) 2007 photograph of trail bridge over Goose Creek . In (4) Undated photograph of trail bridge over Goose Creek (5) Coordinates of path to view of piers and abutments of former railroad bridge over Goose Creek: (6) Coordinates of path to view of span, piers and abutments of former railroad bridge over Sycolin Creek: Undated photograph of trail bridge over Sycolin Creek The Sycolin Creek bridge bears the only remaining span that once carried trains of the W&OD; Railroad.
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This design is simple without the requirement of linking abutments at each end of the bridge span. However, it is the most mechanically unsound out of all the designs as the load is transmitted to one abutment.
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Steering the bridge under the Manchester Bridge and the railroad bridge at Brunot's Island, the tugboat captains went through the Ohio River lock and up the back channel toward Coraopolis, where piers and abutments had been constructed.
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The West Second Street Bridge is a 70-foot Luten arch bridge. The roadway is asphalt, flanked by cantilevered concrete sidewalks. The bridge is heavily skewed across the creek. Massive concrete abutments support the elliptical filled arch.
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This carries a concrete deck and full-height abutments over solid concrete piers with bullnosed cutwaters. In total, it used some of concrete in the design. The girder walls feature rectangular recessed panels capped by concrete copings.
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The main span of the bridge consists of two Warren trusses resting on the abutments and a central pier in the Ten Mile River. The bridge was listed on the National Register of Historic Places in 1980.
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To intersect an embankment without a high flyover, a series of tunnels can consist of a section of high tensile strength viaduct (typically built of brick and/or metal) or pair of facing abutments for a bridge.
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The trade-off between the proportionately increased horizontal thrust at their abutments and their decreased weight and quantity of materials may make them more economical, but they are more vulnerable to damage from movement in their supports.
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On occasion of the upgrade of the line in 1988 it was replaced by a temporary structure. Replacement of the abutments and construction of a new bridge, planned for between 1991 and 1995, were not carried out.
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The transepts are formed by gabled abutments to the principal roof and the eastern end of the roof is separated from the principal by a secondary gabled parapet from which an octagonal hipped section roofs the chancel.
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Today the station is in private ownership. The waiting room and goods shed have been converted to accommodation, whilst part of the platform, as well as the abutments for the bridge over the Mullafernaghan Road, still stand.
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The bridge abutments and wing walls are of brick with stone facings at the corners. There are deep cuts in the ironwork of the bridges caused by the abrasion of tow-ropes. Both bridges are grade II listed structures, but the one to the west is in the best condition, as the eastern bridge has had one of its abutments repaired in the twentieth century with modern brick and concrete. From the junction, the main line heads eastwards, and is level for to Worcester Bar, the junction with the Worcester and Birmingham Canal.
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The West Fifth Street Bridge is a cantilever girder bridge made of reinforced concrete designed to imitate the appearance of an arch bridge. It is long and wide, with a central arch that spans between two rounded concrete piers on the bed of Shoal Creek, flanked by two cantilevered spans that rest against concrete abutments at both ends. The deck rests on nine arched concrete girders, and wing walls extend onto the abutments. The bridge has a concrete guard rail running along each side and onto the wing walls.
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They also pushed for listing the bridge on the National Register of Historic Places; the bridge was listed on November 29, 1996. It is the third oldest known bridge built by the Wrought Iron Bridge Company still in existence. It also one of about ten metal through truss bridges in Michigan that date from the nineteenth century. By 1997, the abutments were in such poor condition that it was feared that the bridge would be washed away in a spring flood, so it was removed from its abutments and placed on the southeastern riverbank.
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The Carpenter Bridge is located in central Rehoboth, in a rural area north of the town center. Carpenter Street runs roughly east–west between Danforth and Perryville Roads, crossing the West Branch Palmer River in its western third. There is a double span stone structure consisting of cap stones laid on two stone abutments and a central pier, all made of locally gathered fieldstone. The load-bearing cap stones are up to ten feet long, three feet wide, and eighteen inches thick, and the piers and abutments consist of dry-laid stone.
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The site includes the 1911 road bridge at Cumberland Street, abutments to the bridge with small obelisk shaped pylons on either side of the road (at the north and south approaches to the bridge), and intact original light fittings. The parapet of the part of the bridge directly over Argyle Street was replaced in the 1950s. The original parapet of the bridge can still be seen to the south of the southern abutments. In 2008 structural cracks and areas of concrete cancer were detected and remedial works carried out to repair the damage.
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Teeth with active disease such as caries or periodontal disease should not be used as abutments until the disease has been stabilised. Once stable periodontally compromised teeth may be used as abutments, depending on the crown to root ratio described below. Ante's law, states that the roots of abutment teeth must have a combined periodontal surface area in three dimensions that is more than that of the missing root structures of the teeth replaced with a bridge, is used in bridgework design. This law remains controversial in terms of supporting clinical evidence.
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This problem was solved by a particularly innovative construction of the abutments which were built onto 2000 wooden piles, 400 of which were rammed obliquely into the grounds. A very similar arrangement of the abutments had also been implemented slightly earlier at the Rialto bridge, leading to speculations about a technology transfer from Venice, with which Nuremberg shared close trade links. A recent in-depth research, however, stresses the originality of the Fleisch Bridge on grounds of technical differences between the two bridges.Kaiser, Christiane: Die Fleischbrücke in Nürnberg (1596-1598), Cottbus, 2005, Dissertation, Vol.
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From the south, the arch is also a prominent part of the streetscape. The Dornoch Terrace roadway is supported by a painted concrete vault, generated by a basket-handle arch and sprung from concrete abutments on either side of Boundary Street. The abutments stand proud of the surrounding stone retaining walls and feature a plinth and impost painted in a contrasting green. The off-form striated finish of the vault's soffit is evident beneath the paintwork, whereas other parts of the bridge appear to be rendered and painted.
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Excavations began in May 2014 at Terminus Bridge; the arch was missing and the abutments were found to be in poor condition; an earth bund between the abutments carried the public footpath and stopped the water draining from the Paulton and Timsbury Basins. A new earth bund was installed about west of Terminus Bridge to stop the water and allow work to continue on the bridge. During excavations a drainage culvert was discovered about west of Terminus bridge. Work resumed in September and November 2014 to batter and reshape the canal embankments.
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The horizontal curvature of the dam decreases from the center of the dam towards its abutments and the curvature from the center of the arches increases from the crest down to the foundation. The thickness is constant with the exception of where the dam is received by its abutments; here it is thicker to reduce pressure on the rock. The strong rock can accept stresses of 70 kg/cm2. Vertically, the thickness of the dam increases from the crest down to the foundation and has a slight curve from the center towards the crest.
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The bridges were first built by contractors Johnston & Co. in 1885-87 along with the extension of the railway from Bungendore to Michelago through Queanbeyan. The Molonglo River bridge was completed in May 1886 and the Queanbeyan River bridge in July 1887, both opening with the line in September 1887. The original bridges consisted of arched hardwood timber girders on brick piers and stone abutments, featuring four spans (Molonglo River) and five spans (Queanbeyan River) of each. The stone for the abutments came from the quarries at Pyrmont in Sydney.
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The bridge was originally designed by architect in 1760 to be a pontoon bridge consisting of 11 pontoon sections. In 1765, the pontoons were replaced with a floating bridge and was connected to the river abutments on piles.
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The balustrade was solid over the piers and abutments but turned spindles over the spans to permit maximum views of the river by motorists using the bridge."White House Drives Are Made Dustless." Washington Post. August 3, 1926.
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The deck is made up of lateral timber cross girders supporting longitudinal timber decking. The cross girders are bearing on the bottom chords of the trusses. The substructure consists of two sandstone abutments and a central concrete pier.
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Both trusses are long, consisting of nine identical panels. The web is deep. Two concrete abutments support the bridge above mean water level. Its pin-connected superstructure uses wrought iron Phoenix columns in its top chord and compression members.
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The steel girder was prefabricated in three segments. The three pieces were lifted to their final position, using two auxiliary supports, and finally welded together. Thereafter, the two concrete abutments were cast in place to complete the final structure.
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Portions of the roadway south of Wayne run along an old Norfolk and Western Railroad bed. There is an abandoned depot at Dunlow. Under some of the highway bridges, you can find shared abutments with the old railroad crossing.
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Griesemer's Mill Bridge is a historic wooden covered bridge located at Oley Township in Berks County, Pennsylvania. It is a , Burr Truss bridge, constructed in 1832. It has a gable roof and stone abutments. It crosses the Manatawny Creek.
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Sherman built a new "Childs Truss covered Bridge." He purchased the stone for the abutments from the Lewisburg quarry. The bridge was named for a family who lived nearby. The Warnke Bridge was the last bridge built by Sherman.
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It is made of cast iron with abutments of brick and sandstone, and the balustrades consist of a latticework of saltire crosses. The footbridge to the east of the junction is of a similar design, and is also listed.
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Except for Mr. Britton's bid, the others may or may not include the cost for the abutments or other costs. At any rate, all of the bids were rejected. J. A. Britton was later awarded the contract for $3,400.
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The current bridge is approximately 100 m north (downstream) of the old bridge's abutments, visible on the river banks from the Leigh Arms car park. It has been subject to periodic strengthening (e.g. in 1987) and repair (e.g. in 2015).
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It was a grey metallic construction, resting on a central concrete pier, and on concrete abutments at each extremity. Completed in 1964, and inaugurated by Ho Chi Minh himself, the final bridge was long, wide, and about above the river.
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The structure is a single arch bridge, consisting a vaulted arc, reinforced on either side of the margin. It has very narrow, long staves with irregular extrados, and reinforced with rectangular abutments. Constructed in granite stonework, the pavement was asphalted.
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Major construction on Sherwood Park Freeway and Yellowhead Trail was also largely complete including all new lanes and ramps. Only minor aesthetic work remained such as landscaping, completion of mechanically stabilized earth walls, and painting of wing walls, piers, and abutments.
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Located at is a brick culvert. The culvert is arched, with brick wing walls and stone decking and abutments. Internally the arch of the culvert is lined with bricks of varying colour, coated in scale. Located at is a brick culvert.
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The stonework also extends beyond each end of the bridge into the abutments and flared wing walls. Below the roadway, the spans are defined by broad archivolts outlined by narrow voussoirs. The surface of the arch barrels are lined with concrete.
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Headroom below the bridge is between . Holes were formed through the deck for the drainage of surface water. The bridge abutments are reinforced concrete faced with engineering bricks. The eastern abutment is faced by a slope paved with concrete slabs.
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Three span, double track, sandstone arch railway bridge with clear central span between solid stone piers and abutments, with a low stone parapet. The arches are half circles in elevation with sandstone imposts at the junction of the arches and piers.
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VirtualAni: The Bridge Over the Akhurian River The bridge's single arch has fallen, leaving only tall abutments that were perhaps part of a fortified gate. Nineteenth-century travelers reported a guardhouse next to the bridge, but this has since disappeared.
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The bridge is a three-span steel Warren Truss structure, set on concrete piers and abutments. Each span is about long, and the bridge has a total length of . Its travel surface is wide, with a total structure width of .
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As the rise, i. e. height, of the arch decreases the outward thrust increases. In order to preserve arch action and prevent collapse of the arch, the thrust must be restrained, either by internal ties or external bracing, such as abutments.
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All that remains in place of the original bridge are the sandstone abutments situated on both sides of the cove approximately south of the current bridge. The abutment on the Drummoyne side is listed on the local government heritage list.
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Concrete caps were added to the abutments and steel -beams were added just below the deck, so that only an overload condition would require the additional support of the beams.The trusses also received attention. In 1989 the deck was replaced.
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The entire bridge has been reinforced with steel girders, including vertical beams. In 2006 the red bridge was repainted, which took about three weeks. In 2015, the bridge was briefly closed for $162,000 in waterproofing and concrete repairs to its abutments.
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The bridge spans over a length of 330 meters with 13 abutments. It was designed with Baroque-style archway located at its entrance with red tiles. It is also equipped with benches for resting area. The bridge crosses the Dahan River.
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That is, there must be proper parallelism for the bridge to seat properly on the margins. Sometimes, the bridge does not seat, but the dentist is unsure whether it is because the spatial relationship between the abutments is incorrect, or whether the abutments do not actually fit the preparations. The only way to determine this is to section the bridge and try in each abutment by itself. If they each fit individually, the spatial relationship was incorrect, and the abutment that was sectioned from the pontic must now be reattached to the pontic according to the newly confirmed spatial relationship.
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Implant retained fixed bridge / implant supported bridge An implant supported bridge (or fixed denture) is a group of teeth secured to dental implants so the prosthetic cannot be removed by the user. They are similar to conventional bridges, except that the prosthesis is supported and retained by one or more implants instead of natural teeth. Bridges typically connect to more than one implant and may also connect to teeth as anchor points. Typically the number of teeth will outnumber the anchor points with the teeth that are directly over the implants referred to as abutments and those between abutments referred to as pontics.
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In conical fit abutments, the collar of the abutment sits inside the implant which allows a stronger junction between implant and abutment and a better seal against bacteria into the implant body. To improve the gingival seal around the abutment collar, a narrowed collar on the abutment is used, referred to as platform switching. The combination of conical fits and platform switching gives marginally better long term periodontal conditions compared to flat-top abutments. Regardless of the abutment material or technique, an impression of the abutment is then taken and a crown secured to the abutment with dental cement.
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Even though the Grange Corner Covered Bridge was eventually lost to a flood in 1968 when one of the abutments washed away the real reason can be traced back to politics. It could be said that the bridge was lost to a bureaucratic game of "chicken." The abutments had been inspected and declared unsafe, but with the Parke County Highway Department trying to maintain county roads with a limited budget often conflicting with Parke County Incorporated's goal of maintaining covered bridge, Grange Corner Covered Bridge was stuck in the middle. Repairs had to be deferred while funding for the repairs was sought.
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Central R. Co. of N. J. v. Mills, 113 U.S. 249 (1885), involved a case where the Court of Claims had dismissed a petition of the claimants, regarding the rejection of two items sued for: (1) labor done and materials furnished by the claimants in constructing the coffer dams, and in performing the work necessarily connected therewith and preliminary to the masonry work for the piers and abutments, (2) loss and damages resulting to the claimants in consequence of the reduction of the dimensions of the piers and abutments made subsequently to the making of the contract..
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Wildhorse Dam near Mountain City, Nevada, in the United States is an example of the type. This method of construction minimizes the amount of concrete necessary for construction but transmits large loads to the foundation and abutments. The appearance is similar to a single-arch dam but with a distinct vertical curvature to it as well lending it the vague appearance of a concave lens as viewed from downstream. The multiple-arch dam consists of a number of single-arch dams with concrete buttresses as the supporting abutments, as for example the Daniel-Johnson Dam, Québec, Canada.
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Thrusts downwards on a tied-arch bridge deck are translated, as tension, by vertical ties between the deck and the arch, tending to flatten it and thereby to push its tips outward into the abutments, like for other arch bridges. However, in a tied-arch or bowstring bridge, these movements are restrained not by the abutments but by the strengthened chord, which ties these tips together, taking the thrusts as tension, rather like the string of a bow that is being flattened. Therefore, the design is also called a bowstring-arch or bowstring-girder bridge.See, e.g.
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The bridge at Gairloch, which pre-dates the Lamington Bridge by five years, demonstrates one of the earliest uses of concrete in bridge construction in Queensland. Prior to the introduction of reinforced concrete to Australia in the 1890s, concrete as a component of bridges took the form of un-reinforced abutments, piers and mass concrete culverts, the earliest known being railway culverts constructed in South Australia in 1878. In 1882, concrete culverts were used on the Warwick-to-Stanthorpe railway line in Queensland. The original bridge across the railway in Edward Street Brisbane, designed by FDG Stanley in 1887 had concrete abutments.
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St. Clair Shores: Somerset, 1999, 1399. Built of weatherboarded walls with stone abutments and a metal roof,, Ohio Historical Society, 2007. Accessed 2011-03-11. the bridge features vertical siding, and its portals have remained vertical and resisted creeping into another shape.
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The roots of trees growing by a stream are undercut by such erosion. As the roots bind the soil tightly, they form abutments which jut out over the water. These have a significant effect upon the rate and progress of the erosion.
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The camelback design is a specific type of Parker truss, where the polygonal top chord is composed of exactly five sections. Each span of the Old Sartell Bridge is composed of six panels. The bridge is supported by concrete piers and abutments.
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The bridge was brought down on February 27, 2014. Explosive charges meant to accomplish the feat failed to do so, apparently because the aging concrete of the abutments absorbed the force of the blast. Large jackhammers were brought in to finish the job.
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The Chinworth Bridge was built by the Bellefontaine Bridge and Iron Company of Bellefontaine, Ohio. It is a Pratt through truss. The trusses has eight panels, each long, set on abutments of cut stone. The southern abutment has been altered over the years.
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Both rested on concrete abutments. Near Yankeetown the tracks were carried over a ravine on a wood trestle which was planned to be displaced later by a fill. The heaviest grading was necessary near Yankeetown where some 22-ft. cuts were made.
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Accelerated Bridge Construction(ABC) alternatives consist of ABC components and ABC techniques. Components can be categorized into prefabricated bridge elements (e.g. beams, bridge decks, footings, columns, pier caps, abutments etc.) or prefabricated bridge systems (e.g. bridge modules with superstructures and/or substructures).
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The bridge was built by the New Jersey Steel & Iron Company in Trenton, New Jersey, and placed on abutments designed by Cheney & Trumbull. It also carries foot traffic.MHC Inventory form The bridge was listed on the National Register of Historic Places in 1990.
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A secondary span, in length, connects the bridge to the eastern shore. This span is uncovered; its trusses are sheathed in vertical siding with peaked caps. The bridge abutments are a combination of unmortared rubblestone and cut granite. The bridge was built in 1840.
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The Oxford history of modern war. Oxford: Oxford University Press. 2000, p. 28. Fortresses with abutments with gentler angles were difficult to breach; cannonballs and mortar shells often had little impact on the walls, or impact that could be readily repaired after night fell.
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If this were to break, a third of the castle would be destroyed. Geologists placed sensors against the rock in order to observe further changes. Using abutments on the ground, the rock was secured, but these measures were very expensive and time-consuming.Die Rheinpfalz, 25.
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The low abutments determine the size of the upstretched arches. The proportionally diminishing architectural shapes create the impression of airiness and space. Today this space has large wooden log tables and chairs, and is where receptions take place after marriages or baptisms at the monastery.
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In the following years, its stone abutments were faced in concrete. Its roof partially collapsed under heavy snow in 1975, but was restored by town volunteers. It was closed for safety reasons in 1985, and reopened to vehicular traffic in November 2013 after renovations.
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The centre span is , with a span each end. The abutments and embankments were constructed using the reinforced earth system and completed in 1983. The main bridge work was awarded to Baulderstone. It was commenced in January 1984 and was completed in 13 months.
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The pilings of the abutment sank into the sand on the river bottom. Therefore, concrete abutments sitting on rock were specified. Hick's solution was to sink square concrete shells through twenty feet of sand. The shells sank as the inside sand was scooped out.
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Once completed onshore, they were attached to pontoons, floated along the river and jacked into position between the abutments; steam-powered hydraulic engines lifted the bridge elements into place. On 6 March 1848, the first tube was floated; its installation took nine days to complete.
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The line laid out the foundation of future transportation and helped to define the area as it is today. The line's path is clearly visible in satellite photos, and is marked by paved roads, modern rail lines, historic buildings, overgrown paths, and old stone abutments.
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Its architect was probably Sedefkar Mehmet Aga who was also the architect of Sultan Ahmed Mosque in İstanbul . Its construction period was between 1608-1615. It is an arch bridge with 11 abutments and 10 arches. There is also a small tower in the midpoint.
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The main span is long. Due to its sheer size, the viaduct was designed in four segments comprising box girders and grillage systems and expansion joints atop three piers and both abutments. The piers comprise a box cross section, with 30 cm thick walls.
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In 1916 a passing tugboat sent a spark that caused a fire on the wooden structures and the bridge perished in flames. The former construction spot of the bridge is distinguished today by bank abutments fettled with granite steps leading down to the water.
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Built of wood with steel elements, the Ponn Humpback Bridge was constructed atop abutments of sandstone., Ohio Historical Society, 2007. Accessed 2103-08-26. Its Burr arch truss design featured a camber of , both at the base of the walls and at their top.
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Much of the beauty and appeal of the bridge is its appearance of floating (from many profile views up and downstream on both banks of the gently winding river). That is owed to its strung-bow shape and its light placement at its very tips upon modest granite abutments — a feature rare among more modern tied-arch bridges. These abutments bear the passive vertical load of the open structure itself. However, the varying 'live' thrust forces of traffic downward on its deck are translated by the bowed chord above into horizontal tensions along the longitudinal iron eyebars of the 'string' or bottom chord running parallel to the deck.
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The Winooski Street Bridge is located in southern Waterbury and northern Duxbury, where the west-flowing Winooski River forms the border between the two communities. It is located a short way south of downtown Waterbury and west of the rural center of Duxbury, and is one of two bridges joining the two communities (the other carries United States Route 2 further to the east). Winooski Street runs south from downtown Waterbury to the bridge, at whose southern end River Street in Duxbury parallels the river. The bridge is a single-span Parker through truss, long, set on concrete abutments which are themselves set partially on remnants of older stone abutments.
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Sketch of the first railway bridge over the Bremer River, circa 1866 The Bremer River Railway Bridge (1915) and the adjacent cast-iron piers (1897) and masonry bridge abutments (1897 and 1865) are located on the banks of the Bremer River near the business centre of Ipswich. The 1865 abutments are the remains of the most substantial bridge on the Main line railway, the first railway to be constructed in Queensland. Queensland's colonial government fostered the development of railways as a means of developing Queensland and providing social benefits. It was argued that rail would reduce freight costs and save travel time for passengers.
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The Bremer River Rail Bridge and pylons and abutments of old bridges were listed on the Queensland Heritage Register on 11 December 2006 having satisfied the following criteria. The place is important in demonstrating the evolution or pattern of Queensland's history. The earliest masonry bridge abutments (1865), adjacent to the Bremer River Rail Bridge in Ipswich, are important in demonstrating the development of Queensland's history insofar that they constitute physical evidence of the establishment of Queensland's first railway, an important step in the development of the State. They are all that remain of the first Bremer River Road-Rail Bridge, the most substantial structure on this railway.
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Alternatively, stock abutments are used to retain dentures using a male-adapter attached to the implant and a female adapter in the denture. Two common types of adapters are the ball-and-socket style retainer and the button-style adapter. These types of stock abutments allow movement of the denture, but enough retention to improve the quality of life for denture wearers, compared to conventional dentures. Regardless of the type of adapter, the female portion of the adapter that is housed in the denture will require periodic replacement, however the number and adapter type does not seem to affect patient satisfaction with the prosthetic for various removable alternatives.
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The normal component of the weight of the arch ring may be taken by the arch action, while the normal hydrostatic pressure will be distributed as described above. For this type of dam, firm reliable supports at the abutments (either buttress or canyon side wall) are more important. The most desirable place for an arch dam is a narrow canyon with steep side walls composed of sound rock. The safety of an arch dam is dependent on the strength of the side wall abutments, hence not only should the arch be well seated on the side walls but also the character of the rock should be carefully inspected.
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Like two of the other three, the Bell is a multiple king post truss design, which became popular nationwide following its use on the National Road in a past version of the Y-bridge in Zanesville to the north. An ordinary gable-roofed bridge with windows just below the roofline, the bridge spans ; the deck is approximately wide, with of interior width, and the height permits slightly more than of interior clearance. It rests on abutments built of sandstone, quarried locally, while the roof is made of tin. The abutments are similar, with their faces underlying the bridge decks and wing walls to the side.
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This required the stonecutters to work with more precision than they were used to, but a skilled foreman helped to organize the work. The abutments, piers, and wing walls were built with a variety of gray limestone locally quarried in St. Paul, while the voussoirs, ring stones, coping and spandrel walls were built with a buff-colored limestone quarried in Kasota, Minnesota. Construction on the bridge began in September 1883, with Michael O'Brien of St. Paul doing general contracting for excavation, foundation, and abutments. McArthur Brothers of Chicago was responsible for the final construction of the bridge, which opened for traffic on December 18, 1884.
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Modern demountable buildings within the depot sites are excluded from the listing. A (1907) Monier Arch overbridge lies outside the curtilage and is located northeast of the island platform. It consists of a concrete arch with abutments set in rock cutting. The bridge was widened in 2009.
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Germany Bridge was a historic Whipple Truss bridge located near Rochester, Fulton County, Indiana. It was built in 1879 by the Wrought Iron Bridge Co., and spanned the Tippecanoe River. It was a single span iron bridge on cut stone abutments. Note: This includes and Accompanying photographs.
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The concrete, poured onto the limestone abutments and wing walls, was added in 1975; other than that, the bridge is essentially in original condition. A fragmentary abutment, which supported an earlier, shorter structure at the same crossing, is located west of the current east bank abutment.
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It is the oldest known structure of its kind in Iowa. A.C. Boyle was paid $184.50 to erect the bridge. In 1907 A.J. Nading was paid $471 to build two new stone abutments. This bridge was listed on the National Register of Historic Places in 1998.
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Wood Siding was removed from the timetable by 1931, although trains continued to stop on request. While Wood Siding station was demolished shortly after closure, the abutments of the bridge which carried the station and sidings remain intact. The porter's hut survives as a nearby garden shed.
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There are a minimum of eight parallel main girders in the width. The spans are of lengths , and , and the structure contains of steel. The total length of the bridge between the abutments is . The bridge varies in width from , and carries up to ten tracks.
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The technique, which results in a spiral effect in the arch masonry, provides extra strength in the arch to compensate for the angled abutments. The bridge is still in use at Rainhill station, and carries traffic on the A57 (Warrington Road). The bridge is a listed structure.
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7th ed. Yarmouth: DeLorme, 2004, 77. . The bridge is a wooden Smith truss bridge, built in 1873 according to a design patented by Ohioan Robert Smith in the late 1860s. Eight wooden panels wide, it rests on stone abutments and is covered with a metal roof.
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The bridge consists of eighteen concrete slabs, each in length, resting on a series of concrete piers, with wing-walled concrete abutments at both ends. The bridge is closed and posted for no trespassing. The bridge was listed on the National Register of Historic Places in 1993.
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A masonry cornice runs around the top of the wall. A sandstone parapet wall runs along the eastern edge at the top of each abutment. The walls terminate in rectangular sandstone columns. These columns extend downwards to form pilasters on the eastern facades of the abutments.
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Owen, Lorrie K., ed. Dictionary of Ohio Historic Places. Vol. 2. St. Clair Shores: Somerset, 1999, 1393. One of three covered bridges that span the Little Muskingum, the Hildreth Bridge is a single-span wooden Howe truss bridge that rests on abutments and piers of ashlar.
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In 1963 the bridge abutments were augmented by a system of concrete piers and steel beams. Ownership of the bridge was transferred from the county to the city in 1972. The bridge burned in 1981, and has since then been replaced by a multi-use pedestrian structure.
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It has three main spans upon reinforced concrete abutments and piers. It is long in total, with four approach spans, two deck truss spans, and a deck truss main span. The bridge is wide, supporting a roadway. This Pratt deck truss design is visually pleasing and rare.
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The collapsed span was removed after the attack, and the rest of the bridge was subsequently demolished after the war. All that remained were the stone abutments on either side and parts of the central columns. The breakwater and lighthouse were subsequently only accessible by boat.
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Fred Boedeker was awarded a contract for $7,058 to build this concrete deck girder bridge designed by the Iowa State Highway Commission. The three span structure features concrete abutments and piers with bullnosed cutwaters. The bridge was listed on the National Register of Historic Places in 1998.
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The bridge consists of a single-span, concrete filled spandrel arch, with a substructure consisting of two abutments and several flared wingwalls. The span has a length of while the bridge has a total length of . The roadway width along the bridge is .Hess 1992, p.
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An archaeological excavation of part of the structure was carried out as part of the Kilkenny Flood Relief scheme. One arch of the former bridge spans the Greensbridge mill‐race to the east; four or five of its central pier abutments are visible in low water.
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Parallel to this step, the new implant supported prosthesis is constructed. The dental technician, using the data resulting from the previous scans, manufactures a model representing the situation after the implant placement. The prosthetic compounds, abutments, are already prefabricated. The length and the inclination can be chosen.
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The new prosthesis is fitted using a construction of telescope double cone crowns. At the end position, the prosthesis buttons down on the abutments to ensure an adequate hold. At the same sitting, the patient receives the implants and the prosthesis. An interim prosthesis is not necessary.
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It rests on abutments built out of large granite blocks. The bridge has a gabled roof, giving it a total height of . Its sides are sheathed in vertical boards, and the gable ends have been trimmed. The bridge was reinforced in 1984 to support local traffic.
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Each block was carefully dressed to accurate dimensions and laid in courses 0.6m high. The dam wall extended about 4m into the abutments on each bank. At Moriarty's suggestion the stones were bonded together with cement mortar to ensure watertightness. Two different cements were imported from England.
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Each block was carefully dressed to accurate dimensions and laid in courses 0.6m high. The dam wall extended about 4m into the abutments on each bank. The stone blocks were bonded together with cement mortar to ensure water-tightness. Two different cements were imported from England.
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The Redesdale Bridge is one of the oldest iron lattice-truss bridges in Victoria, Australia. The Redesdale Bridge is a wrought iron and timber structure with bluestone abutments, located over the Campaspe River near the town of Redesdale.O'Connor, Colin (1985). Spanning Two Centuries: Historic Bridges of Australia.
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The height of the nave is sixteen meters, proportioned at a 2:1 ratio. The chancel is supported by eight back rests of the same type as in the nave, but now twice graded and more massive. Between the abutments there are six high lancet windows.
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The Argyle Street railway bridge is a large steel through Pratt truss bridge on a 40.54 m (133 feet) skew span with brick abutments and wing walls. It was reported to be in good condition as at 16 March 2006. The bridge retains its original fabric.
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The red- brick piers are thick and high. They are solid up to above the springings above which they have thick walls filled with ballast. The piers at the abutments have rusticated facings. The original trackbed was wide, ballasted with sandstone taken from cuttings along the railway.
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The Valley Pike Covered Bridge is a historic covered bridge located in Mason County, Kentucky, United States. It crosses the Frasure Branch of Lee Creek. It was added to the National Register of Historic Places in 1976. The bridge construction is single kingpost, resting on stone abutments.
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The bridge contains over of concrete and of steel. The 1929 structure consists of seven spans of each, with a total span of . The bridge is wide, and has an asphalt-over-concrete deck. The substructure is made up of concrete abutments and wingwalls with solid concrete piers.
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The Rekem Inscription before it was buried by the bridge abutments The name 'Rekem' (rqm) was inscribed in the rock wall of the Wadi Musa opposite the entrance to the Siq. However, Jordan built a bridge over the wadi and this inscription was buried beneath tons of concrete.
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The length of the bridge is between abutments. The east bank is soft clay not capable of supporting a bridge. A causeway carries the highway across this softer base, supported by four piers built on piles driven up to into the clay. The bridge deck is constructed of steel.
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The weight of the ironwork has been estimated at about 500 tonnes. The ironwork was cast by the Coalbrookdale Company. The bridge abutments are made of rusticated sandstone ashlar, topped by plain parapets. Each abutment has a single 12-ring blue brick arch to provide river-side access.
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Brown chose a seven-panel Howe truss design for the bridge, which measures in length.Moore, Elma Lee. Ohio's Covered Bridges. Charleston: Arcadia, 2010, 52. Built of wood with iron elements on abutments of limestone and covered with a metal roof,, Ohio Historical Society, 2007. Accessed 2013-01-15.
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18 Nov. 2010. Geofoam was also used in embankments and bridge abutments for base stability. Subsequently, because of the success of usage of geofoam for the I-15 Reconstruction Project, the Utah Transit Authority has used geofoam embankment for its light rail (i.e., TRAX) and commuter rail lines (i.e.
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This was the only death associated with the hurricane on the island. In Holyrood, the local highway was washed out in areas. A small trestle with two concrete abutments were swept off into the adjacent bay. Another road leading to Cape Saint Francis suffered wash outs as deep as .
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Occlusion of the pontic with the opposing tooth should be assessed. This may determine which type of design is most appropriate and therefore how many abutments are required. For resin bonded bridges the pontic should have light contact in intercuspal position (ICP) and no contact in lateral excursions.
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An abutment is selected depending on the application. In many single crown and fixed partial denture scenarios (bridgework), custom abutments are used. An impression of the top of the implant is made with the adjacent teeth and gingiva. A dental lab then simultaneously fabricates an abutment and crown.
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The bridge consists of two truss spans supported at each end by sandstone masonry abutments. The centre pier was built as stone but replaced with a reinforced concrete pier in the 1980s following flood damage. The bridge is between kerbs at its narrowest point. There is no footway.
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The bridge uses an Ithiel Town lattice truss design including authentic wooden trunnels. Lengthwise planks cover the roadway area with macadam filling the gaps. The entire deck area is supported by six I-beam stringers. The bridge rests on concrete abutments which extend to form road-level wing walls.
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The Winnebago River Bridge was a historic structure located north of Mason City, Iowa, United States. The span carried U.S. Route 65 over the Winnebago River for . with This is the second span at this location. The stone abutments from the previous bridge were utilized in this one.
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As the trail travels on the concrete deck of the bridge, visitors can only see the span and the structures below if they leave the trail. The piers and abutments of the railroad's bridge over Tuscarora Creek are visible south of the trail near the east end of Leesburg.
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The Tidewater and Western Railroad bought the bankrupt Farmville and Powhatan in 1905 and went bankrupt themselves in 1917. Creditors sold the rails and other assets to the World War One Effort in France. Only the granite abutments remain today. Another bridge takes Beach Road across Swift Creek.
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The station buildings have been demolished but one platform remains in good condition and the bridge abutments with the trackbed in use as part of the Deeside Way.Camore Peterculter railway station The Royal Deeside Railway is located at Milton of Crathes some distance down the line towards Ballater.
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It rests on five piers, with abutments at either end. One of the piers contains the machinery for operating the bascule. Each pier has concrete foundations set into the bed of the sea. A cofferdam was placed around each pier site, before excavating and then filling with concrete.
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The new bridge had a two-tier design: rail traffic would pass over its upper level while horse-drawn transport and pedestrians would use the bottom. The bridge reused the abutments and tollhouse of its predecessor but its central pier was replaced with two columns in the river.
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Cream-colored concrete abutment gives vertical support to the small red rail bridge, and to the earthen fill of the bridge approach embankment. Kurobe Dam in Japan rests on artificial concrete abutments. Abutment for a large steel arch bridge Brick abutment supporting disused tramway over the Yass River in Yass, New South Wales In engineering, abutment refers to the substructure at the ends of a bridge span or dam whereon the structure's superstructure rests or contacts. Single-span bridges have abutments at each end which provide vertical and lateral support for the bridge, as well as acting as retaining walls to resist lateral movement of the earthen fill of the bridge approach.
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The railway line between Guildford and Horsham, the Cranleigh Line, crossed the Wey just south of the entrance to the Wey and Arun Canal. The line for building materials, agricultural goods, wood and coal was in direct competition with that canal and accelerated its demise. However, the railway closed in 1965, as a result of the Beeching Axe, and the bridge across the combined river and canal was demolished soon after, leaving just the supporting abutments. To mark the 21st anniversary of the opening of the Downs Link national trail a footbridge has been constructed at the same location using the existing abutments to link the trails which run along the former trackbed.
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There is a ford at Dally, but the right bank of the Chirdon is steep and craggy and a narrow pack-horse or foot bridge of timber on stone abutments was thrown across the water, probably at some period when either Dally Castle or Dally Mill was in occupation. The stone abutments are well built of rubble in mortar and have the unusual feature of terminating in semicircular ends facing across the stream.History of Northumberland, Volume 14, Published 1940 Dally Castle was purchased from the Earl of Suffolk in 1664 by William Charlton of the Bower, and in 1841 when the rest of the estate passed to Sir Edward Haggerston.N.C.H. vol. iv.
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Since skew angles greater than about 15° are required for many applications, mathematicians and engineers such as Chapman abandoned the idea of laying the courses of stones parallel to the abutments and considered the alternative of laying the courses perpendicular to the faces of the arch, and accepting the fact that they would then no longer run parallel to the abutments. Though Outram's Store Street Aqueduct was constructed with this principle in mind, it was done so empirically, with the masons cutting each voussoir stone as it was required, and it was not until 1828 that details of the technique were published in a form that was useful to other engineers and stonemasons.
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Its substructure, including abutments and piers, as well as electric mechanisms for the swing span, were replaced. The original trusses were restored to maintain the bridge's historic appearance. The project was largely funded through the American Recovery and Reinvestment Act of 2009. which provided $17.2 million for the $19.8 million project.
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Owatonna, April 9, 1970."Bridge Will Remain, But Closed To Traffic", Photo News. Owatonna, April 16, 1970. The situation was resolved when Reuben Kaplan, owner of the locally founded Owatonna Tool Company, donated the money to repair the abutments and cement work and put in new wood planks and railings.
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St. Clair Shores: Somerset, 1999. Constructed with weatherboarded walls on stone abutments and equipped with a metal roof and elements of iron and steel,, Ohio Historical Society, 2007. Accessed 2011-03-12. the Root Bridge was named for the nearby community of Root Town, which has since become a ghost town.
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Initially, there was little concern that the bridge's construction would be lengthy. Major Joseph Mehaffey of the Army Corps of Engineers stated in November 1925 that it would take two years to construct the abutments, two years to build the spans, and a year to erect the draw or bascule.
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Additionally, a thin layer of sand and gravel was discovered under the eastern abutment of the main bridge. Both had to be removed and the abutments stabilized before construction could proceed further. This work caused extensive delay in the bridge's completion. Work on Columbia Island and the D.C. approaches continued, however.
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Abutments of a former Hampden Railroad bridges in Bondsville, Massachusetts The Hampden Railroad (1910−1925) was an unused railroad built in central Massachusetts on behalf of the Boston and Maine Railroad (B&M;) and New York, New Haven and Hartford Railroad (NYNH&H;) and intended to be leased to the former.
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The North Jackson Street Bridge is a historic bridge in De Witt, Arkansas. Built c. 1910, it carries North Jackson Street over Holt Branch, just south of North Circle Drive. It consists of two spans of steel girders, resting on concrete abutments and a concrete central pier, with concrete decking.
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Slack is the mixture of coal fragments, coal dust and dirt that remains after screening coal. The concrete abutments at the mine site were also removed. There were two ponds where coal was washed after it was dug for the mines. These ponds have mostly been filled in and become overgrown.
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It features a number of distinctive Victorian era features such as steeply pitched and intersecting gable roofs; stone elements such as lintels, belt courses, sills, and chimney abutments and caps; and terra cotta wall surfaces and ridge blocks.See also: It was listed on the National Register of Historic Places in 1996.
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Much of its original form and detailing remain, including poly-chromatic decorative brickwork around the windows and doors, and masonry retaining walls that extend north to the railroad where they form the abutments of the Webster A venue Bridge. The words "The Knickerbocker Press" are still visible on the roof.
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Solid abutment supports were constructed on each river bank. A wooden frame shaped like the underside of the bridge, was constructed over the river. The stones where then set on the frame, without mortar. The bridge was filled in with rubble and dirt, which over time would compress against the abutments.
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The total cost of construction was $24,283.36. The bridge features three arched concrete deck girder spans that are cantilevered from concrete abutments and piers. It is considered one of the most technologically significant of Iowa's concrete girder bridges. The bridge was listed on the National Register of Historic Places in 1998.
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Reconstruction of the bridge was discussed until the 1950s. The priority of Deutsche Bundesbahn (German Federal Railways) was to rebuild the Emperor Bridge in Mainz and from 1954 it had no interest in another bridge over the Rhine.Scharf (2003), p. 158f In 1970 the abutments were demolished to improve road safety.
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The Packsaddle Bridge is a historic covered bridge in Fairhope Township, Somerset County, Pennsylvania. It was built in 1877, and is a Kingpost truss bridge, with full vertical plank siding and large cut stone abutments. The bridge crosses Brush Creek. It is one of 10 covered bridges in Somerset County.
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The bridge sits on concrete abutments at either end, flanked with concrete wingwalls. This bridge is one of the first three Parker pony truss bridges built in Michigan, and is one of the first bridges to have a welded steel plate floor, which was added after the bridge was moved.
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At the Carntyne Road/Todd Street intersection,SPW035658 SPW035659 SCOTLAND (1931). Carntyne Housing Estate and Haghill, Glasgow. An oblique aerial photograph taken facing east. [Switchback Line with Carntyne Road viaduct at lower right], Britain From Above only the western part of the substantial NBR stone abutments stands after 2016 demolition work.
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Commemorative plate showing the bridge as reconstructed in 1857 From 1857 to 1859 it was reconstructed by Robert Stephenson, who stripped the bridge back to its six iron ribs and levelled the roadway by raising the abutments. The bridge was reopened in March 1859, with the toll completely abolished in 1885.
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Not only does this design help relieve the impact of waves on the bride, but it creates symmetrical circles in the water. The construction of the bridge began in 1929. In 1936, it was opened to traffic. The length of the bridge is , including abutments, with between the stone parapets.
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The bridge consists of a single-span steel truss, measuring , resting on cut stone abutments. It is a pin-connected, camelback Parker truss design, set about above the river. The ends of the bridge retain the original metal cresting and decorative plates bearing the bridge company name and former town names.
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By 2013 aerial images show the trackbed through the station site had become "Central Way" used by the West Cumbria Cycle Network. The line's bridge over the River Derwent north of the station had had its railway spans replaced with ones suitable for a foot and cycleway, using the original abutments.
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The Ballindalloch Railway Bridge crosses the Spey at Ballindaloch, linking the parishes of Inveravon in Banffshire and Knockando in Moray. It is a wrought iron lattice girder bridge, with a single-span of , supported by rubble abutments, and with plate girder spans at either end giving an overall length of around .
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The Upton Road bridge is a single-span steel Parker truss bridge with pinned connections, sitting on concrete abutments. It spans 160 feet and is 16 feet wide. The deck consists of wooden planks laid atop the steel stingers, with wooden paving blocks on top, and a final layer of asphalt.
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Its abutments were of stone, but its piers were wood. Construction of the bridge allowed Pennsylvania Avenue to be extended across the Anacostia River for the first time. A major flood struck the Anacostia River on July 8, 1804, and piled logs and fence posts against the bridge. It survived.
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Shoffner (secretary), Dallett H. Wilson (counsel) and C.W. Hudson (engineer). Construction on the Hill to Hill Bridge began on August 1, 1921, after many previous plans. As constructed, the bridge had nine approaches, eleven abutments, forty-eight piers, and fifty-eight spans. It was considered an engineering marvel of its time.
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The Center Road Bridge was a multiple-span bridge constructed of concrete and steel. The bridge had five steel stringer spans, each 65 feet long. Each span contained nine lines of rolled I-beams supported by concrete abutments and piers. The outside webs of the spandrel stringers were encased in concrete.
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Construction of the bridge started in 1928, and it was opened by Donald Cemeron on 24 May 1932 to coincide with the celebration of Empire Day. The span of the bridge is about half a mile, and the distance between abutments is .MADE A BARON AFTER DEATH. (1932, May 25).
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Appleby built the massive concrete pier and concrete abutments with wing walls. Lett, the engineer, was on site to supervise the construction. Local labor was readily available, as were materials. Sycamore logs were cut and hauled to the bridge site by wagon and a team of horses to use for scaffolding.
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Over the next few decades the dam was raised and retrofitted several times from its original height of . In 1916, a heavy flood caused both abutments of the dam to fail. The rest of the dam did not sustain heavy damage and it remains in use for flood control, water storage and recreation.
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Ornamental railings on the bridge The bridge is in length, consisting of four parallel cord through Pratt trusses made of wrought iron. The roadway is narrow at wide with two lanes. Along each side is a sidewalk with ornamental railings. The piers and abutments are masonry and built of local Grand River limestone.
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There are also prefabricated pile sleeve options to reduce negative skin friction on piles embedded behind MSE bridge abutments. Sometimes steel grids or meshes are also used as reinforcement. Several types of geosynthetics can be used including geogrids and geotextiles. The reinforcing geosynthetics can be made of high-density polyethylene, polyester, and polypropylene.
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There is a minimal amount of ornamentation on the structure. It is composed of of reinforcing steel and 157 cubic yards of concrete. The bridge's concrete abutments and wing walls required almost 125 cubic yards of excavation. It was built a year before the Iowa State Highway Commission began developing standard bridge plans.
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The Second Street Bridge has a single-span Whipple truss design, made of steel and iron. The bridge is wide and spans over the Kalamazoo River with of water clearance. Its abutments are made of granite fieldstone. The structure is decorated with lattice work, iron end post finials, and latticed metal handrails.
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Some prolonged high floods can delay traffic in areas which lack elevated roadways. Floods can interfere with drainage and economical use of lands, such as interfering with farming. Structural damage can occur in bridge abutments, bank lines, sewer lines, and other structures within floodways. Waterway navigation and hydroelectric power are often impaired.
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The bridge is raised up to 20 times per day to allow ships to pass underneath The bridge abutments are of cellular concrete construction. Pier 1, 2, 5 and 6 comprise five reinforced concrete circular caisson piles, formed as piers. They have a diameter of and are spaced at intervals of between centres.
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Stone bridge construction started with the excavation of foundations for the abutments. Then a temporary structure known as a center or centering would be built of wood or iron. This structure supported the stone arch during construction. Once the stone arch was built, the spandrel walls and wing walls could be added.
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The original bridge was built in 1843 by John Russell at a cost of $1,988. It was and is a double Burr Arch truss system. It has been swept away in flooding numerous times, most recently in 1972 after Hurricane Agnes. Waters lifted the original structure off its abutments and carried it downstream.
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The bridge was a total loss, leaving only the concrete bridge abutments. Immediately after the Portage Bridge fire, officials of the Erie Railroad Company moved quickly to replace the wooden bridge with an iron and steel design. Construction began June 8, 1875 and the Portage Viaduct opened for traffic July 31, 1875.
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The Eldorado Bridge is a historic structure located in Eldorado, Iowa, United States. It spans the Turkey River for . with The Fayette County Board of Supervisors contracted with J.G. Ratcliffe of Waukon, Iowa to design and build this Camelback through truss bridge. It features a single pin-connected span and stone abutments.
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These are usually called prosthetic implant abutments and are responsible for making the connection between the prosthesis and the implant.Cardoso AC, Junior WA, Vasconcellos DK, Souza DC. O passo-a-passo da prótese sobre implantes – Da 2ª etapa cirúrgica à reabilitação oral. São Paulo: Santos; 2007\. p. 41-63 e p. 271-182.
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The 14th century saw major changes to the church. Early in the 14th century, the square tower was added at the west end, strengthened by supporting abutments or flying arches. On the north side, the wall was reconstructed so the top half of the crusader cross was lost. New windows were built in.
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A short spur to Thorverton Mill remained for a few years longer. The old station was converted into a private home knowingly named "Beeching's Way". The line crossed Silver Street on a bridge, now removed, although the bridge abutments have been removed the embankments are clearly visible on either side of the road.
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A large sandstone arched bridge spanning the Prospect Creek. The single arch has supporting buttresses. The clear span is 110 feet while the clearance above mean water level is 76 feet at the centre. It has curved abutments and approaches, while the parapets and mouldings are simple and devoid of unnecessary ornamentation.
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These in turn supported the permanent way. The viaduct is high, has four spans, each span composed of four cast iron arched ribs, carried on masonry piers thick and wide. The overall span between end abutments is . The structure was seriously damaged in the Irish Civil War in 1922, but was subsequently repaired.
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The Division Avenue Bridge was a 50-foot long, 43-foot wide spandrel arch bridge. It had an asphalt- surfaced roadway that with concrete sidewalks on each side. Standard steel rails lined the outside of the bridge. The arch was elliptical, and ended in massive concrete abutments on each end of the bridge.
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The bridge was built in 1959 by constructor Dowsett to carry two diameter water pipes across the Tees. The bridge arch, weighing 200 tonnes was assembled on the Durham bank from prefabricated parts and rolled out across the river on a temporary Bailey bridge, then moved sideways onto its pre-prepared concrete abutments.
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North lodge The bridge crossing the lake dates from about 1843, and is constructed in brick with stone dressings. It consists of five segmental arches, with abutments running down to the banks. The arches have rusticated voussoirs and keystones, and above the voussoirs are hood moulds. Between the arches are brick pilasters.
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The facades have no steady contours. In the spirit of the Gothic style, it is dominated by the split form, which doesn't leave any larger surfaces, but instead surrounds the whole structure with alternating with abutments and window hinges. The roofs are covered with different coloured glazed tiles that build small diamond patterns.
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It passes about over the typical water level of the river. The trusses are set on abutments of rough-cut stone, with box girder columns supporting the ends of the trusses. Truss joints are pinned together. and there are numerous diagonal and cross-bracing elements of narrower gauge than the main chords.
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Lake Ditch Bridge is a historic plate girder bridge located in Monroe Township, Morgan County, Indiana. It was built in 1895 by the Chicago Bridge and Iron Co. It is 58 feet, 6 inches, long and 24 feet, 9 inches wide. It is supported by timber planks and concrete abutments. Note: This includes .
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The arch is semicircular, with a radius of . The abutments are formed out of rough-cut limestone blocks, while the voussoirs of the arch face are slightly better dressed. The spandrels are faced randomly coursed rough-cut limestone. The bridge originally had limestone railings capped by dressed stone, but these have been removed.
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They are of constant depth with seven triangulations and are connected together above the track by characteristic arched, latticed braces. The abutments are of brick. The super structure was fabricated by J. and C. Brettell, Worcester, England; A. and R. Amos were the principal contractors. The bridge was placed in service on 2 August 1882.
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The Spring River Bridge, is a historic bridge carrying Riverview Drive over the Spring River south of Mammoth Spring, Arkansas. The bridge is a concrete girder structure with five spans, and a total length of . The bridge is about wide, with simple cast concrete guard rails. The bridge rests on concrete abutments and piers.
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Rush County Bridge No. 188 is a historic Pratt through Truss bridge located in Anderson Township, Rush County, Indiana. It was built in 1901 by the New Castle Bridge Company and spans the Little Flatrock River. It meaures long and rests on cut stone abutments with wing walls. Note: This includes and Accompanying photographs.
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The former C5MW site produced components for hip and knee joints, disc replacements in spine surgery, seeds for brachytherapy, cochlear implants, neuro-stimulators, neuro-sensors and crowns, bridges, abutments and implants for dental applications."C5 Medical Werks Reaches Million Mark," Ceramic Industry, 11 Aug 2008. The Colorado plant added ceramic injection molding capabilities in 2008.
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Roadway sections that formerly dipped downward to meet the old bridge are now gravel embankments for the new bridge. Old abutments remain in place as old bridge is still in place. Mesh fencing closes off either end of the Bailey bridge to discourage trespassing. The bridge was an early example of a bailey bridge.
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The arches vary in length from at the abutments to at the center, and in rise from to . Headroom under the central arch is at mean high water. The two large central piers, long and wide, feature four carved, ornamental stone towers. The towers are ornamented with the prows of Viking ships, carved in granite.
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The Center Point Covered Bridge is a historic covered bridge near Center Point, Doddridge County, West Virginia, USA. It was commissioned by the County Court and was built between 1888 and 1890. It spans Pike's Fork (Middle Fork) of McElroy Creek. The masons were T.C. Ancell and E. Underwood (who charged $976.54 for all abutments).
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They also drove about 1,500 wood and 3,200 concrete piles to support the piers and abutments. They also constructed 13 arches on the bridge. In total, Merrill Butler spent about $2 million on the construction of the bridge. Butler decided to put in a section for trolley cars to cross the bridge along with cars.
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Bridge piers comprise a box cross-section measuring by with a constant wall thickness of . The top of each of the piers is closed by an Omnia slab deep. Each motorway carriageway is supported by a separate set of piers. The abutments, on the other hand, are designed to support both of the carriageways.
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The development of decoration in fan vaults is notable in later forms, such as pendant vaulting. In pendant vaulting the form and ornamentation of the vault evolve as “pendants as elongated voussoirs are dropped from a constructive pointed arch, concealed above the vaulting, and form abutments to support the pendant conoids.”Banister 1905, p. 290.
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Its replacement, a pile-supported bridge, was built in 1845. A covered Burr arch truss was then built in 1867, of which the ruins of its abutments remain. The former covered bridge ( long and wide) was sold at auctions to Ray Berger, a farmer who used the wood to build a barn in 1927.
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The Bridge was designed by S.G. Frazier. The three metal spans are each 95ft long, each consisting of pairs of twin cross braced bow-string girders of part N-truss and part latticed members. The piers and bridge abutments are made of local limestone. The bridge was repaired in 1950 and closed in 1960.
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Little is known about the construction of the dam. Efforts made to find photographs of the dam, pump station and electrical generation works have so far proved unsuccessful. The remaining abutments appear to be built of large blocks of limestone varying in dimensions with the largest approximately 4 feet by 3 feet by 2 feet.
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The bridge has brick abutments and a curved concrete arch. ;Landscape/Natural Features The station is sited within a leafy environment below the Illawarra escarpment. Large native trees provide an immediate backdrop to the station and the platform buildings. Views of the escarpment are available from the Hill Street overbridge and the station itself.
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It rests on abutments of dry laid stone capped with concrete. The trusses incorporate iron rods extending from the top of the diagonal bracing to the bottom chords. The bridge deck is wooden planking laid over steel I-beams, which carry the active load. with The bridge was built about 1877 by an unknown builder.
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The 1929 Yanco Weir is located approximately downstream of Narrandera. The Weir measures between abutments. It consists of concrete sill floor surmounted by several concrete piers of about high. The concrete sill floor, originally reinforced with timber piles and sheet pilings, has been further reinforced with concrete piles and sheet piling during the 1980 reconstruction.
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A short section of the station site at its north end is occupied by Network Rail sidings alongside which are traces of the platform ends. The remains of part of the embankment forming the southern approach to the station can still be seen, including the abutments for the bridge taking the line over Park Avenue.
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It lies to the north of East Fourth Street in the southeast corner of the district. The rest of the berm and the bridge that spanned Fourth Street were removed in the 1970s. The original stone bridge abutments on the north side of Fourth Street remain in a deteriorated condition and without the facing stone.
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The Indian Lake Road Stone Arch Bridge is a single-span arch constructed of yellowish-brown rock-faced sandstone. The arch spans 19 feet between abutments and is 12 feet high. The entire bridge is nearly 16 feet high and is 21 feet wide from face to face. The bridge formerly carried a railroad line.
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The granite bridgeThe granite came from quarries at Mabe in Cornwall; Mee, Arthur (1937) Cornwall. London: Hodder & Stoughton, p. 132 had nine arches, each of span, separated by double Doric stone columns, and was long, including approaches– between abutments–and wide between the parapets. Before its opening it was known as the Strand Bridge.
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Cassady, p. 48. The Boswell mine closed on March 29, 1939, due to the excessive cost of transporting coal to the surface (the Jerome mine worked until 1954). The Boswell tipple was dismantled in 1940, though some of the tipple's abutments still stand today. After the mine closed a slow economic decline set in.
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The stone elements of the collapsed bridge were moved to Milan for the construction of the Napoleonic Arena. The first initiatives to preserve the remains of the castle were taken in the second half of the 19th century. The surviving parts are today reduced to the tower, the bridge abutments, some walls, and the casemates.
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The Kenyon Bridge is located in a wooded rural setting, a short way east of Town House Road about south of its junction with Center Road. It spans Mill Brook in a roughly east- west orientation. It is long and wide, with a roadbed long and wide. The bridge rests on dry-laid stone abutments.
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Chandler Mill Bridge, also known as Chester County Bridge No. 236, is a historic steel bridge located in Kennett Township, Chester County, Pennsylvania. It spans the West Branch of Red Clay Creek. It is a single span, , built up steel plate girder bridge. The bridge was constructed in 1910, and features stone abutments and wingwalls.
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The building introduces a bold textural and planning concept to an unremarkable outer suburban campus. The arc read as a metallic fuselage, while in an ironic twist, the rock textured concrete abutments are perforated with circular windows. The educational building is a formal reflections on texture, tectonics, and colour as expressed through a building skin.
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The bridge itself has been replaced at least once and the current concrete and timber bridge does not extend across the full width of the abutments. It is now surfaced with gravel. The rail and sleepers of the wharf line were subject to replacement over the years and have been removed, as has the wharf.
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It is one of five surviving bridges in the community, three of which are found on Cox Brook Road in the span of . In 1963 the bridge deck was strengthened by the addition of 4 steel -beams underneath, and the unmortared stone abutments were faced with concrete.Evans, Benjamin and June. New England's Covered Bridges.
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The First Winter Bridge is in Dvortsovy Municipal Okrug, part of the Tsentralny District of the city. It carries Millionnaya Street across the Winter Canal close to the Winter Palace. It is a stone single-span arched bridge long and wide. Its abutments rest on a pile foundation, with its facades faced with granite.
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When dismantled in 1965, one half of the swing span was moved on Penniac Road (the Penniac Road Bridge was rebuilt in 2018 as a modern concrete bridge). The abutments from the original 1919 Jemseg Bridge can still be found approximately under the current Jemseg River Bridge and immediately adjacent to the Jemseg River.
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The Chicago Drive Bridge is a , filled spandrel arch bridge. Each end of the bridge has massive concrete abutments, with an elliptically shaped arch running between. The arch features a tapered arch ring cast integrally with the concrete spandrel walls. The bridge is topped with an asphalt roadway with concrete sidewalks on each side.
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The Detroit Bridge & Iron Works was contracted to build the steel superstructure of the bridge for $2,590. With planking, abutments, and labor, the total cost of the bridge was $3,228.57. In 1912, the current earth-and-concrete Elsie Mill Pond dam was constructed, replacing the 1865 timber version. The mill continued operating until 1950.
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Igloo no. 3 has skillion roofed side annexes and the name HASTINGS DEERING on the northern wall above the entrance which has evidence of early sliding door mechanisms. Internally this igloo shows some signs of structural movement, with the cracking of some narrow timber members and cracking of concrete surrounds to abutments. Igloo no.
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The Middle Fork is suitable for boating by a wide variety of watercraft for its entire length. It is rated Class I (easy) on the International Scale of River Difficulty. Dangers include bridge abutments on the upper reaches and black and grizzly bears. The river is highly accessible from various points along the Dalton Highway.
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Lamb's Creek Bridge, also known as Morgan County Bridge No. 146 and Burnett's Creek Bridge, is a historic Pratt through truss bridge located in Jefferson Township, Morgan County, Indiana. It was built in 1893 by the Wrought Iron Bridge Company. It is long and wide. It is supported by cast-in-place concrete abutments.
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The Holmes Street Bridge is long and wide. The bridge has four spans over the river and two approach spans over land on either end. The load-bearing structure consists of three parallel Warren trusses, an unusual configuration as two parallel trusses were the norm. Neoclassical elements appear on the bridge piers, abutments, and parapet railings.
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The concrete finish to the original structure is shutter or board finished and is aesthetically laid in the soffit area and horizontal on the abutments and piers. The bridge was reported to be in good condition as at 15 June 2005, but had been damaged by fire as a result of a fuel tanker accident in June 1999.
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Bridge in Bangor Borough is a historic concrete arch bridge spanning Martins Creek at Bangor, Northampton County, Pennsylvania. It was built in 1915, and is a small, single arched bridge spanning 45 feet. It features molded ornamental designs on the spandrel walls and abutments. Note: This includes It was added to the National Register of Historic Places in 1988.
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The trough is wide with an wide channel of water and a towpath on either side. The Staffordshire blue brick abutments have stone dressings. During 1961–62, the road under the aqueduct was lowered by about to allow taller vehicles to pass underneath. It was one of Telford's last aqueducts and has been grade II listed since 1985.
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The central dome is supported by two pillars on the eastern side, while on the west, annexes act as abutments. The roof has a two tiered, inclined style covered with large tiles. The inside and outside walls are covered with hewn stones. The walls and dome have narrow windows that allow the nave to be illuminated.
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The Thornapple River Drive bridge is a concrete camelback bridge, consisting of two spans, each long. The bridge is wide and rests on concrete piers and abutments. The bridge supported with concrete reinforced steel girders and has distinctive camelback arches extending above the roadway. Each arch contains five openings occurring above a line of recessed panels.
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Beginning in 2013, MassDOT will replace the existing structurally deficient arch bridge with a new bridge. The estimated cost is $7 million. The project is funded as part of the Accelerated Bridge Program and will use an innovative construction. The new bridge will consist of new concrete reinforced abutments and a new concrete NEXT beam superstructure.
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The total length of the bridge over abutments is . It was opened for traffic on 27 February 1900. When it was built, it was the longest bridge in India and was believed to be the second longest bridge in the world. Subsequently, longer road bridges were built but it remained the longest rail bridge for many years.
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In the early 2000s developers purchased the property on either side of the trestle's abutments, but the developers, the New York City Department of Transportation, and the New York City Transit Authority all claimed ownership of it. Consequently, townhouses have built up against both sides of it.Arrochar and South Beach: In the Shadow of the 'Zano .
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The Mackinac Trail–Carp River Bridge is an arch bridge, in length, with a roadway width of . The arch sits on large concrete abutments with angled wingwalls. The roadway approaches are flanked with cobblestone retaining walls. The original guardrail was removed during the 1929–30 road widening and replaced with ornamental steel rails with concrete bulkheads.
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Portland Cement Association, "Analysis of Rigid Frame Concrete Bridges", Chicago, 1936. Therefore, a much shallower cross section at mid-span can be used. Additional benefits are that less space is required for the approaches and structural details for where the deck bears on the abutments are not necessary. Engineers have also noted some disadvantages of rigid frame bridges.
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Cleveland Railway's now-demolished line, of which the abutments can still be seen The helmet was discovered on 19 August 1864 at Barnaby Grange Farm, about 2 miles west of Guisborough town centre. It was found buried deep in a bed of gravel during road works carried out for the Cleveland Railway Company.Elgee, Frank. Romans in Cleveland, p. 13.
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Between 1811 and 1813, Project Engineer Agustín de Betancourt replaced the floating bridge with a seven span wooden arch bridge on timber foundations with stone abutments. The total length of the bridge in this form was . In 1859, Project Engineer conducted a complete reconstruction of the bridge. The arch design was replaced with a complex strut-frame system.
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Further north are the concrete bridge abutments where the line crossed 9th Street running up grade from the north abutment to Ridge Road. This can be walked at present. trolleys -Perkasie, PA - Menlo Park - Perkasie Park - trolley mapgrassroots.pennridge.org › p-trolleyloca Sellersville: The former LVT Sellersville station at Main and Walnut streets is now (2015) a dental office.
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The abutments splay outwards and are terminated with square piers. William Hayward also designed the bridge over the River Tern at Atcham, Shropshire and the bridge over the Thames at Henley, Oxfordshire in 1781. Note that Walcot Hall, named for the Walcot family, is in the village of Lydbury North, 40 km (25 miles) south-west of Shrewsbury.
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Western end of Blekholmsbron with Kungsholmen in the background. Blekholmsbron (Swedish: "Bridge of Bleaching Islet") is a pedestrian bridge in central Stockholm, Sweden. Stretching over Klara Sjö, it connects Norrmalm to Kungsholmen. The bridge is about 55 metres long between the abutments, of which some 32 metres passes over water with a horizontal clearance of 3,3 metres.
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The architect added elements of the Eastern architecture, taking traditions of Islamic architecture as a principle of that time to his project. Planning structure of Juma Mosque should be supplemented with dynamic content and special picturesqueness in Józef Plośko’s interpretation. Eliminating side abutments of the warship hall, the architect tried to create most solid and monumental interior.
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Abutments of the dismantled bridge, in 2016 The Long Drax swing bridge (also known as the Hull and Barnsley railway Ouse swing bridge) was a swing bridge on the River Ouse near Barmby on the Marsh and Drax, built in the 1880s for the Hull and Barnsley Railway (HBR). The bridge was dismantled in the late 1970s.
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The center span of the bridge has been removed. The abutments and piers remain in place. The New Jersey Department of Transportation is considering building a new bridge along the alignment. Studies are being conducted as part of an extensive project conceived to facilitate freight transshipment through the Port of New York and New Jersey known as Portway.
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Contract to Mr. Stagg. Joseph W. Stagg, House Mover and Bridge Builder, resided in the Highland section of Englewood. In the final week of August 1888, Joseph Stagg commenced tearing down the bridge at New Bridge and began laying stone for the abutments. By the close of November 1888, the people of New Bridge were indignant.
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The Maxwell Street Bridge is a historic bridge in De Witt, Arkansas. Built c. 1910, it carries West Maxwell Avenue over a small creek, between Adams and Jefferson Streets. It consists of a single spans of steel girders, resting on concrete abutments with diagonal wing walls, and is covered with concrete decking that has an asphalt road surface.
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The Second Street–Gun River Bridge consisted of a single concrete through-girder span, 48 feet in length. The substructure contained concrete abutments with both T-shaped and flared. The bridge's concrete girders had curved tops with six cast window-like recesses. The deck was 29.3 feet wide, with a 22 feet wide roadway covered with blacktop.
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This was a permanent bridge with concrete abutments. A rise in the river level of complicated work, but the bridge opened to traffic on 17 February.Casey, Airfield and Base Development, p. 202 Local labour was supplied by an Australian New Guinea Administrative Unit (ANGAU) detachment, initially consisting of eight Australian Army officers and eleven native police.
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The wooden approaches at each end remained in place when the iron bridge was built. The western approach caught fire in 1884, and was repaired. The UP installed girder spans and granite abutments to strengthen the bridge in 1885. Engineers installed guy wires on both the wooden bridge and its iron replacement in an attempt to stabilize the structures.
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The original abutments still remain at this site. The conservation plan also recommended allocating a tract of land at the stream's mouth for use as a greenway linking to the Lackawanna River Heritage Trail. Rush Brook flows through Pennsylvania State Game Lands Number 307. The area along the stream is the lowest point in these game lands.
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Therefore, Bell & Miller were ordered to make a new design. After making some changes to the structural features of the work, a new bid for £48,000 came in. The contractors were Hanna, Donald & Wilson from Paisley, Scotland. Albert Bridge is founded on concrete piers and abutments filled with cast iron caissons, sunk some 86 ft below water level.
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From the autumn of 2003, Tharandt station was served again from Freiberg and services on the remainder of the line were restored on 14 December 2003. During the construction work, the need for protection from future floods was taken into account. Among other things, the bridge abutments were built at a right angle to the direction of flow.
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The first bridge at this site was built in 1872. It consisted of a swing span in length with two shore spans. In 1907, each of the approach spans was divided into three plate-girder spans carried on new granite piers and abutments. However, funding was insufficient to replace the swing span, so its length was merely increased to .
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During the 1910s, the Canadian Northern Railway constructed a new line to provide passenger service from Toronto to Trenton. A bridge over the Devil's Den was completed in March 1910. While the bridge itself has been demolished, remains of cement abutments and piers that served as a foundation of the bridge can still be found in the area.
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Around 1980, a two lane concrete bridge was built immediately upstream of the Akatarawa Road concrete bridge built in 1917 and because that bridge was no longer safe to use it was demolished. The remains of this first concrete bridge's piers and abutments can still be seen in the riverbed and on the river banks today.
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These forces are transmitted to the abutment(s) via the prosthesis. Vital teeth are preferred to endodontically treated ones for bridge abutments. Endodontically treated teeth have lost a large amount of tooth structure, weakening them and making them less able to tolerate additional occlusal loading. Post crowns have been shown in some studies to have a higher failure rate.
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The taper of each preparation on the abutment teeth must be the same. This is known as parallelism among the abutments and allows the bridge to fit onto the abutment teeth. Adhesive bridges require minimal preparation. # Master impressions: An accurate impression should be made of the prepared teeth, along with an impression of the opposing arch.
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This arrangement is strong and ideal for the curved form. The stainless steel bridge is met by concrete abutments at either side. The 280 m bridge is made up of three 65 m spans and two 45 m end spans. If the steel were stretched out straight from end to end, it would measure 2.25 km in length.
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In October 1943 the construction of a permanent concrete weir at this location began. This was completed and began use in January 1944 and became known as Aplin's Weir. The weir consisted of a hollow buttress weir with sloped walls on both sides of the weir and concrete abutments. repairs occurred several times during the 1950s after flood damage.
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1912 as an improved version of the previous bridge. The new bridge integrated the previous abutments into the design and was elevated a further above the Blackledge River. The railroad bridge was abandoned in the 1960s and sold to the Connecticut Department of Transportation. The bridge was added to the National Register of Historic Places on July 31, 1986.
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It was a much-needed bridge because 4 years earlier the nearest bridge, located at Clyde (upstream), was washed away in a flood. All that remains of the old bridge are the piers, abutments, and towers. The decking and cables were removed in 1958. These are listed as a Category I historic place by Heritage New Zealand.
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The Harshaville Covered Bridge is a historic covered bridge spanning the Cherry Fork Creek at Harshaville, Adams County, Ohio. Built in 1855, it is a Burr truss bridge with a 110-foot span. It has sheet metal siding, a metal roof and stone abutments. It was listed on the National Register of Historic Places in 1976.
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The Gogeldrie Weir is one of seven major weirs on the Murrumbidgee River. It is approximately downstream of Narrandera. The weir is between abutments. The weir structure comprises concrete sill floor reinforced with steel sheet piling cut-off walls, the floor is surmounted by concrete piers and steel superstructure providing supports for the steel sluice gates.
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The Schell Memorial Bridge is a steel cantilever Pennsylvania (Petit) truss bridge spanning the Connecticut River in the town of Northfield, Massachusetts. Designed by Edward S. Shaw, the bridge abutments and piers were built by the firm of Ellis & Buswell of Woburn, Massachusetts, and the superstructure was built by the New England Structural Company of East Everett, Massachusetts.
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The bridge is seated on stone abutments. The deck surface is not original and is currently concrete. The bridge, nearly 300 feet in length, is a single span pin connected triple intersection Whipple through truss, and is the only example in the world of this truss type. The name bridge's nickname, "Triple Whipple Bridge" is a play on words.
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Note: This includes , Site map, and Accompanying photographs. The bridge was closed in 1969, because the abutments were declared unsafe. In March 1979, a nearby concrete bridge collapsed. This, along with the earlier closing of the Beeson Covered Bridge, caused a severe problem with access to Marshall, and nearby Turkey Run High School and Turkey Run State Park.
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The Alawwa rail bridge, which crosses the Maha Oya, consists of three spans on masonry abutments and piers anchored into the bedrock. In August 2001 thirteen people died in a train derailment near Alawwa. In September 2011 five people were killed and over thirty injured when a passenger train collided with a stationary train at the station.
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The bridge carries Station Lane over the River Trent and its floodplains which mark the boundary between Staffordshire and Derbyshire. The bridge is owned by Derbyshire County Council. It has a total span of and a width of . It consists of a metal truss vehicular bridge supported on two brick abutments with a concrete central pier.
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It is lit by two street lights. The main structure consists of a steel truss with steel plate decking with a thin anti-skid coating. The brick abutments date from an earlier bridge, with the central pier being contemporary to the steel structure. A separate steel footway is attached to the northern side of the bridge.
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Westport Covered Bridge is a historic covered bridge located in Sand Creek Township, Decatur County, Indiana. It was built in 1880, and is a single span, Burr arch bridge on limestone abutments. It measures 130 feet long, 16 feet wide and 13 feet high. It is topped by a gable roof and sided with shiplap siding.
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From 2 April 1928, Alphington had a halt on the old Teign Valley railway-line, but this was closed on 9 June 1958. It is still possible to see the abutments of the bridge that used to carry the railway-line over Church Road, and also smaller scale masonry remains at the previous overbridge in Ide Lane.
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Cracks were also found in some of the abutments, arches and spandrel arches, concrete deck, and piers. The sonic echo/impulse response method was used to identify areas within the concrete where cables had disintegrated or where corrosion had created voids. JMT restored some deteriorated portions of the deck. The bridge was rated "structurally deficient" after these tests.
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The abutments are founded on rock and consist of random rubble mortared sandstone. They are long, wide at the base, have a batter of 1/2 inch per foot (1:24), and are about high above low water. Concrete pedestals have replaced the original stone-bearing seats. Wing walls extend approximately with a slight flare on the south side.
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Plans for preservation were discussed, but the poor state of repair made this impossible, and the viaduct was dismantled in 1967. Even while demolition work was in progress, scenes for the film Arabesque which starred Sophia Loren and Gregory Peck were being shot on it. As of 2019 the abutments remain visible on the valley sides.
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The South Dakota Dept. of Transportation Bridge No. 30-257-400 is a historic bridge in rural Hand County, South Dakota. It is located south of Miller and east, and carries a local road over Sand Creek. The bridge is a single-span steel beam stringer bridge, resting on I-beam pile abutments with concrete wings.
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University Press of New England, 2004. The bridge was extensively rehabilitated and re-dedicated on October 6, 2000. On August 28, 2011, one of the abutments of the bridge received damage due to flooding caused by Hurricane Irene. It appears the bridge itself was not damaged and as of 2020 the bridge is open to traffic.
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This prompted the railroad to coat its rail ties with tin while replacing its wooden bridges with ones made of stone. The bridge's original abutments were made of Shawangunk conglomerate. It was rebuilt in 1912, and crosses the Plattekill Creek at a height of .A placard affixed to the Plattekill Creek bridge by the Wallkill Valley Rail Trail Association.
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The bridge's oldest features are its abutments and single pier, all of which are dry laid rubblestone. These elements place the wooden bridge deck about above typical water level. The southern abutment includes a wing wall that extends for some as a base and retaining wall for the roadway. The bridge deck is long and about wide.
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Victor Louis offered to move the outer walls beyond the abutments of the side aisles and to merge the two side chapels to build two additional naves. The works lasted until 1787. The campanile added in 1610 was demolished and a new façade (dated 1785) was built. The façade is a Classical portico with pediments and pillars.
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The span in Benwood contains stone piers with iron truss-work supporting the railway above. The span comes in from the south and curves 270 degrees to the west. The span traverses several manufacturing sites and comes within feet of West Virginia Route 2. In total, the entire span contains of masonry, the piers and abutments contain .
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The bridge crosses the river from New York on its northeast portal to Pennsylvania on its southwest, just downstream from a bend. It is a polygonal Warren through truss steel bridge with alternating vertical members. Three spans, supported by concrete piers and abutments, comprise the bridge. The longest of those spans is ; the bridge's total length is .
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The bridge is set on concrete abutments. The trusses are built primarily out of steel I-beams, which have been fastened together using bolts. A truss system supports a wooden road bed, and guard rails are bolted to the trusses. The bridge was built in 1939, following flooding that washed away the previous bridge at the site.
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The bridge is in a rural setting, crossing the river just upstream of the mouth of Lemon Stream. The bridge is long and wide, sufficient to carry a single lane of traffic. The bridge towers are , and are set on abutments of large rough- quarried granite. The towers are covered in wooden shingles, and are constructed of beams.
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The bridge was a total loss, leaving only the stone bridge abutments. Immediately after the fire, officials of the Erie Railroad Company moved quickly to replace the wooden bridge with one built of iron and steel. Construction began on June 8, 1875, and the bridge opened for traffic on July 31, 1875. The bridge was long and high.
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The Joliet Bridge, in Carbon County, Montana near Joliet, Montana, is a Pratt through truss bridge which was built in 1901. It was listed on the National Register of Historic Places in 1986. It is a multiple span road bridge. The main span is a pin-connected steel Pratt truss, about long, resting on concrete abutments and cylindrical piers.
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The Middlesex–Winooski River Bridge is located northwest of the village center of Middlesex, in the Winooski River floodplain. The river flows north at the crossing, ultimately heading northwesterly to Burlington and Lake Champlain. The bridge is set at an angle on concrete abutments and pier, with an orientation from southeast to northwest. The bridge was built in 2010.
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The Saddle Club Footbridge in 1993 The Saddle Club Footbridge is a pedestrian bridge over Rock Creek in Washington, D.C. completed in 1934. It is one of eight such pedestrian bridges completed during the Great Depression. It has square-cut ashlar stone abutments, a concrete arch deck, and wooden railings. The bridge cost $3,830 to construct.
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The original bridge measured overall from anchorage to anchorage and was wide, with a clear cable span of . The walkway, whose abutments were located between the towers, had a span of with a clearance of about over the river. The suspension span was supported by wire rope with wire rope suspenders apart. The deck and railings are wood.
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Burnett Bridge joins Quay Street, Bundaberg with Perry Street, North Bundaberg, across the Burnett River. It is in length and has eight 51.9 long spans with cylindrical piers and concrete abutments. The bridge carries a roadway and a footpath. The road is on transverse metal troughing spanning between the lower chords of hog-back lattice trusses.
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The bridge comprises sandstone abutments and wing walls, with four laminated timber arch ribs of span, set in cast iron sockets and supporting a timber deck carrying a roadway wide. The bridge was opened by the on Wednesday 22 November 1876 by Commissioner of Public Works Hon. J. Colton with Miss Heaslip taking the honour of cutting the ribbon.
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A concrete girder bridge pier during construction prior to installation of the bridge deck and parapets, consisting of multiple angled pylons for support (bottom), a horizontal concrete cap (center), and girders (top) with temporary wood bracing Quadruple support piers for the fly- over at the traffic junction 24 Oktoberplein (Utrecht, Netherlands) Single- span bridges have abutments at each end that support the weight of the bridge and serve as retaining walls to resist lateral movement of the earthen fill of the bridge approach. Multi-span bridges require piers to support the ends of spans between these abutments. In cold climates, the upstream edge of a pier may include a starkwater to prevent accumulation of broken ice during peak snowmelt flows. The starkwater has a sharpened upstream edge sometimes called a cutwater.
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Because Ipswich was a river port and the majority of components for the railway were delivered by ship from Britain, the line connecting the government wharf with the workshops, where assembly took place, was laid first and was an essential part of the construction strategy. The plans for the substantial masonry abutments that carried the road connecting with the rail and road bridge over the Bremer River over this line survive and are evidence for the importance accorded to this overpass and to the inauguration of the transport network essential to develop the colony. The place demonstrates rare, uncommon or endangered aspects of Queensland's cultural heritage. It is a rare survivor of the earliest railway infrastructure in Queensland and is also one of the very few overpass abutments in Queensland carried out in stone.
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The Happy Isles Bridge on the Happy Isles Road was built in 1929 with one span of and two equestrian subways in its abutments similar to those of the Clark Bridge, its near twin. The bridge's total length is . Cost was $46,673.03. The Stoneman Bridge (1933) resembles the Clark and Happy Isles bridges, with a main span carrying a road and two sidewalks.
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The equestrian subways in the abutments were slightly enlarged in width to and were extended out from the surface of the wing walls for greater emphasis. It is located at the Camp Curry intersection. Cost was $71,675.08. The bridge replaced a wooden bridge that had carried the former "Royal Arch Avenue" to the Stoneman Hotel, which had been demolished by the 1920s.
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Dental bridges are used to replace one or more missing teeth. Teeth on both sides of the space left by the missing teeth are prepared. A bridge is made up of abutments, the teeth that are prepped, and the missing, false teeth, which are called pontics. This procedure is used to replace one or more missing teeth and is cemented in.
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Carbon Canal Company. 1953. Contractor agreement between the Carbon Canal Company and Thomas E. Lamph and John Bene. On file at the Carbon Canal Company, Price. In 1957, the canal company borrowed $4,000 (at 7% interest) from the Carbon Emery Bank of Price to pay for raising the flume and replacing the abutments where the Carbon Canal crosses Pinnacle Wash.
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The Haggard Ford Swinging Bridge is a historic suspension bridge in Boone County, Arkansas. It is located adjacent to Cottonwood Road (which it once carried), about north of Harrison, and spans Bear Creek. It has poured concrete abutments, towers, and anchorages, and is supported by steel cables. A wooden deck, one travel lane in width, is suspended from steel hangers.
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The bridge piers and rock fill were completed by May 1966. Construction of the Kinzua Creek bridge was affected by mud, though construction of the bridge remained on schedule. In June 1966, right-of-way negotiations were underway between Red Bridge and PA 59. On June 3, 1966, pilings began to be driven for the bridge abutments at Kinzua Creek.
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Wing walls can be classified according to their position in plan with respect to banks and abutments. The classification is as follows: #Straight wing walls: used for small bridges, on drains with low banks and for railway bridges in cities (weep holes are provided). #Splayed wing walls: used for bridges across rivers. They provide smooth entry and exit to the water.
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Construction had to be in a Gothic style. Barry designed a bridge with two bridge towers built on piers. The central span was split into two equal bascules or leaves, which could be raised to allow river traffic to pass. The two side-spans were suspension bridges, with rods anchored both at the abutments and through rods contained in the bridge's upper walkways.
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The Sebastian County Road 4G Bridge is a historic bridge in rural Sebastian County, Arkansas. The bridge carries County Road 4 across an unnamed creek southwest of Hartford, between County Roads 1 and 243. It has two spans with a total length of . Its abutments, pier, and decking are all made of concrete, and it has simple concrete railings on the sides.
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The Crossman Bridge is located just west of West Warren, on Gilbert Road just south of its junction with Main Street (Massachusetts Route 67). The bridge is long and wide, and is mounted on concrete abutments topped with granite slabs. The lenticular trusses have a maximum depth of about . The bridge deck is supported by a modern system of steel beams and stringers.
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Non-integral bridges incorporate at least one expansion joint (pictured) to accommodate movement An integral bridge contains no expansion joints, spanning monolithically from abutment to abutment. Movement due to thermal expansion and contraction or braking loads is accommodated by the end walls or abutments. Where intermediate supports are specified (e.g. bridge piers) these may also serve to resist thermal expansion movements.
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The turbine and generator room is long, wide, and deep. The total volume of excavated material for all halls, rooms, and abutments was . The structure has eight overflow gates which channel water into four spillways. The spillways incorporate side piers on the upstream face to more correctly channel water over the dam so that each spillway discharges the same amount of water.
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These walls were approximately 7' on center, and it was thought > that they might have carried a timber approach structure. The locations of > the walls conflicted with new abutments for the PPC beams, and they made it > difficult to install sheet piling for the contractor's support of excavation > system. The walls were left in place undisturbed beneath the new track > structure. HDR, Inc.
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The St. Mary's Covered Bridge, also known as Shade Gap Covered Bridge and Huntingdon County Bridge No. 8, is a historic wooden covered bridge located at Cromwell Township in Huntingdon County, Pennsylvania. It is a , Howe truss bridge with cut stone abutments, constructed in 1889. It crosses the Shade Creek. It is the only remaining covered bridge in Huntingdon County.
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Franciscan friars settled in Lipova, Orșova and other places, Dominicans in Timișoara, and Pauliens in Gătaia before the middle of the . The Franciscans promoted a simplified version of Gothic architecture. Abutments excavated in Berzovia suggest that a Gothic church was built in the village after around 1350. Agricultural techniques are documented from the . Manured plowing lots were first mentioned in 1323.
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The viaduct crosses the River Lagan. It is roughly 101m long, and 6m wide- It was only ever built to carry a single track. The viaduct consists of seven arches, 10m apart, with the piers being 1.5m wide. The piers and abutments are made of ashlar blackstone, whilst the parapets, which stand a metre above arch level, are coped with chamfered sandstone.
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Sitting above the drain is a rough timber beam and a small leaning timber guardrail. Located underneath the platform at Spring Bluff between the station building and a large clump of bamboo is a stone culvert. The culvert is arched, with stone wing walls, deck and abutments. Internally the arch and floor of the causeway is lined with cut and dressed stone.
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The Ruthven Street overbridge is Queensland's oldest extant metal rail overbridge with a length of approximately . The overbridge features a now rare use of brick abutments for a railway bridge. They are thought to be the oldest surviving examples of this type in Queensland. The place has potential to yield information that will contribute to an understanding of Queensland's history.
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The trusses rest on abutments that have been faced in concrete. The exterior is finished in vertical board siding, which extends from the sides, around the portals, and just inside the portals. It has a roof of corrugated metal. The bridge bears a sign claiming to have been built in 1836, but the National Register nomination claims a construction date of about 1870.
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The bridge was a three-span, six-panel, through Pratt truss design resting on concrete filled cylinder piers. It is believed to have been the first bridge to use a Pratt truss on Queensland railways. Like the earlier bridge, it had masonry abutments; these, together with the piers, are still extant. The new bridge only carried a single set of rails.
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A sandstone parapet wall is extant along the eastern and western ends at the top of each abutment. Shallow buttresses project from the corners facing the river. Narrow, horizontal sandstone mouldings running the length of each face divide the facades into horizontal sections. On both abutments a moulding runs along the top of the bottom section, the upper section and the wall.
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The roadway is flanked by sidewalks and standard moderne metal guard rails. On the downstream side of the north pier is the single-story bridge tender's house. When raised, a navigable channel is available for marine vessels. The concrete abutments are founded on timber pilings and the two concrete piers rest on concrete footings supported by compact gravel below the river surface.
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Wooden bridges would be replaced about every eight years. The construction of bridges was accomplished by the help of many workers. It implied first of all the constructions of abutments, normally made of stone both rough and dressed. The masonry could even be extremely well fitted, with no evidence of any mortar being used to keep the stones in place.
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Each bridge rail consists of nine panels in three sections, posts separate the sections. Each section features three alternating panels displaying stylized designs recalling the Confederate battle flag and the Union's stars and stripes flag. Four concrete obelisks, tall, stand on the bridge abutments. and Accompanying four photos The bridge was listed on the National Register of Historic Places in 2005.
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Great Lakes Dredge and Dock Company was the contractor for the substructure, and the Ketler–Elliot Company was the contractor for the superstructure. Original electrical equipment was installed by C. H. Norwood. The bridge is an example of a trunnion bascule bridge, with each half of the roadway is cantilevered out from shore abutments. The bridge is extremely efficient to operate.
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Zirconia, conventional porcelain-to-metal, and traditional gold and other all-metal crowns block x-ray radiation, disallowing evaluation over time. Therefore, doctors have to examine restorations visually and with a dental explorer to diagnose decay. Crowns and bridges require a precise fit on tooth abutments or stumps. Fit accuracy varies according to the CAD/CAD system utilized and from user to user.
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The bridge is built of blocks of limestone, and, including the abutments at each end, totals 429 m in length, with a width of 9.85 m and a height of up to 10 m. The bridge rests on seven main arches. The central five arches span ranges from 23 to 24.5 m, with the piers between them ca. 6 m thick.
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The Carleton Bridge is located in central eastern Swanzey, in a rural setting on Carlton Road east of New Hampshire Route 32. Carlton Road is one of the main routes connecting Swanzey village with East Swanzey. The bridge is a single span in length and wide, resting on granite abutments. Its roadway is wide, sufficient for one lane of traffic.
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The Coon Creek Bridge is a historic bridge in rural western Benton County, Arkansas. The bridge carries County Road 24 (Coon Hollow Road) across Coon Creek between Decatur and the Oklahoma state line. It is a single-span Warren pony truss bridge, with a span of , that rests on concrete abutments. It was built in 1930 and underwent major rehabilitation in 1975.
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His contracting business built bridges and abutments. The firm also did more mundane work such as building a cinder path for bicyclists, earth moving, pile driving, and sand blasting. In 1904, his first commission was Musson’s Bridge which carried the old Albion Road (now Flindon Road) over the Humber River. It was the first all-riveted steel bridge with a permanent floor.
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The Ocqueoc Falls Highway–Ocqueoc River Bridge is long, with a structure width of and a roadway width of . The structure of the bridge is as a filled spandrel arch with an elliptical profile sitting on concrete abutments. The ring arch is corbelled and the concrete guardrails include panels. Bronze plates reading "Trunk Line Bridge" are mounted inside the guardrail walls.
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The Callicoon Bridge uses the multi-girder design, with steel stringers supported by concrete piers and abutments. There are no overhead members. Traffic crosses on an asphalt deck wide, enough to hold one lane in each direction as well as a concrete sidewalk and steel guardrails. The bridge has seven spans of roughly equal length, making it a total of long.
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At the time, its centre span of was one of the largest in the world. The lions at each of the abutments were carved in stone by the sculptor and installed in 1852. They are similar in design to the bronze lions of Trafalgar Square (commissioned in 1858 and installed in 1867). The bridge was given its current name in 1898.
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When he joined the Chicago Bridge & Iron Company late in the decade, he took the county with him as a client. Chicago B&I; was responsible for providing the county's bridges in the 1890s. This bridge was completed about 1892, but its concrete abutments are not original. While it remains in place, but it has been replaced by a newer span.
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Overview of the three Belgrade bridges: Gazela Bridge, Old Railroad Bridge, and New Railroad Bridge. The bridge is long and wide, with three lanes in each direction, and total road width of . It is constructed as a combination of beam and arch, with shallow-frame beam and diagonal steel-concrete abutments. The maximum height of the span centre is at median water level.
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Sherman's Dam was an impoundment built on Hinkson Creek, Boone County, Missouri. The dam was operational between 1894 and 1920. The dam was constructed to provide a water supply for the city of Columbia, Missouri. The remains of the stone abutments can still be seen and accessed from the walking trail at Stephen Lake Park just upstream of the East Broadway bridge.
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Two old-rail Pratt truss overbridges (vehicular bridges over a rail line) either side of Wambool. One bridge is located approximately from Central railway station and carries the Wambool Road with a span of . The other bridge is located approximately from Central and carries the Tarana-O'Connell Road with a span of . Both bridges are constructed of steel with brick abutments.
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Five span wooden bridge existed at the location since 1910. It took the traffic load previously carried by Egyptian Bridge after the latter collapsed in 1905. Modern bridge was built in 1962–1963 to the designs of architects Areshev and Vasilkovsky under the supervision of engineer Kerlikov. The construction is a three span bridge set on ferroconcrete abutments with granite cover.
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The bridge was built in 1870, several decades before the eponymous power plant was built upriver. It is one of three surviving 19th-century bridges in Johnson. In 1960, minor repairs were conducted to the abutments, approaches and floor. In 1995, it was recommended to reinforce the deck due to the large number of trucks using the road as a short cut.
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The bridge is a Paddleford truss bridge, a type of truss in which diagonal cross members are connected to King posts, fastened by metal bolts. It is in length, resting on granite abutments. Its total width is 16'8", with an interior roadway width of 14'8". Its total height is (from roadbed to top of gable), with a portal clearance of .
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County Bridge No. 45 is a historic Pratt Through Truss bridge located in Washington Township, Daviess County, Indiana. It was built by the Indiana Bridge Company and erected in 1903. It carries County Road 150N over the White River and into Knox County, Indiana. The bridge consists of three 140 foot long spans on concrete abutments, with an overall length of 422 feet.
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Jeffers Bridge, also known as the Birch Creek Bridge and Clay County Bridge #127, is a historic Pratt through truss bridge located in Perry Township and Sugar Ridge Township, Clay County, Indiana. It was built by the Vincennes Bridge Company in 1926. It carries County Road 200S over Birch Creek. The bridge measures 91 feet long and rests on concrete abutments and wingwalls.
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Some bridges lost their entire roadway, while others have gaping holes at the abutments (ends) of the bridge. All these missing sections are bypassed using gravel detours. Some of these detours are short & easy, while others wind down canyons & cross the wash a hundred or more feet below the bridge. All are passable (slowly) in a passenger car in good weather.
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The bridge is of a slab and girder design with concrete piers and steel plate girder decking. The bridge has three spans – the centre span is 40 metres with two side spans of 30 metres each. The bridge has four steel plate girders with composite concrete decking and the abutments and piers are supported on steel H piles driven to sandstone bedrock.
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The bridge was retired from vehicle use in 1963, but is still accessible to pedestrians only. One of the dry stacked stone abutments was damaged heavily during Hurricanes Irene and Lee in August 2011. FEMA, Local and County resources are currently working to restore it to pre-storm condition. It is one of 22 covered bridges in New York State.
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The Bollman Bridge is a two-span through-truss, resting on granite abutments at each end and a granite pier in the middle of the river. The truss structure is a mixture of wrought and cast iron. The truss configuration is the design patented by Bollman as the "Bollman suspension truss" in 1852. Each span is long, wide and about tall.
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Quart Pot Creek Rail Bridge, viewed from downstream, 2015 01 The Quart Pot Creek Rail Bridge comprises 7 spans of 3 rivetted deck type metal double lattice girders supported on six concrete piers and two abutments. It has a total length of . The centre girders, the pier tops and bedplates have been altered. The No.7 span has been braced.
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The following year, bridge abutments were put into place for new replacement bridges for the project. Final work on the Edgerton Street bridge was completed, for a total cost of $3 million.Minnesota Senate update on Unweave the Weave, published January 2006. Accessed 12/6/2007 Cranes began coming onto the project to haul steel material into staging areas for bridge replacement.
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A new helium tight seal may be advantageous and prevent biofilm formation. This will also allow the surgeon to use longer abutments should a need exist. Three to six weeks later or even earlier, the audiologist will fit and adjust the hearing processor according to the patient's hearing level. The fitting will be made using a special program in a computer.
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Originally, the bridge was built across the Charles River connecting West Chester Park, in Boston, with Front Street, in Cambridge. This is now called Massachusetts Avenue on both sides of the river. As originally built, the total length between centers of bearings on abutments was with a draw wide between centers. The width of the bridge was except near and on the draw.
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This dance hall was in a wharf adjacent to the Victoria Street Bridge at South Brisbane and was designed by architect Ronald Martin Wilson. It offered weekly dances from 1935 until the 1950s. However it mainly functioned as a roller skating rink as it had a steel floor. This building was demolished to provide for abutments to the new bridge.
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There are two cast iron towpath bridges at the junction, both made at Horseley Ironworks in Tipton. The one over the Spon Lane Locks Branch has an elliptical arch, with abutments made of brick and sandstone dressings. Each side is made in two parts, which are bolted together. It carries the inscription "Horseley Iron Works 1829", and is a grade II listed structure.
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The bridge was built by the Pennsylvania Railroad as part of its New York Tunnel Extension project, which also included the Sawtooth Bridges, North River Tunnels, and Manhattan Transfer station. The bridge shortly after its construction in 1910. Note the electric third-rail prior to catenary electrification in the early 1930s. The Portal Bridge is a steel structure with masonry abutments.
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The bridge railings are topped with double sawtooth-shaped rows of gabbro. Overall, the bridge is about wide. The bridge embodies mid-19th-century Picturesque traditions in its abrupt appearance on a secluded bend, high abutments emphasizing its height, arcing curve, pointed boulders lining the approach, and spiky railings. The City of Duluth rehabilitated the bridge from 2012 to 2013.
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Numbering on the cast iron arch sections. The bridge circa 1905. The lower courses of ashlar- Ashlar on the bridge abutments and central pier were vermiculate.- Vermiculate stonework At some point the height of the weir beneath had been raised using an odd assortment of re-used stonework; this would have increased the depth and extent of the waters behind it.
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They are arranged in a vertical mode. The arch and the sides of the bridge are covered with a series of neatly hewn stone blocks. The bridge rests on abutments cut into the rock on both banks. The stones used for the lower face of the arch are packed symmetrically with the voussoirs, so that the arch looks like a monolith.
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Chesters Bridge was a Roman bridge over the River North Tyne at Chollerford, Northumberland, England, and adjacent to Chesters Roman fort on Hadrian's Wall. The fort, mentioned in the Notitia Dignitatum, and now identified with the fort found at Chesters, was known as Cilurnum or Cilurvum. In 2016, public access to Chesters Roman bridge abutments was suspended due to flood damage.
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The present bridge was built in spring 1928. The Berlin Construction Company, who built it, was in some ways a successor to the Berlin Iron Bridge Company, having been formed by employees of that company after its acquisition by the American Bridge Company. The bridge was built on older abutments, raising them to a point below the 1927 flood's high water mark.
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The bridge construction is a combination of Queen post and King post type truss. The sides are completely enclosed and the exterior is painted white. It is 75 feet in length, has a horizontal clearance of 14 feet, and a vertical clearance of 13 feet and six inches. The bridge is built of poplar and rests atop two stone abutments.
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This technique has been applied elsewhere throughout California to improve freeway overpass abutments and some overpass central supports that have unconventional shapes. (Other techniques such as jacket and grout are applied to simple vertical posts; see the seismic retrofit article.) The western approaches have also been retrofitted in part, but mostly these have been replaced with new construction of reinforced concrete.
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21 m, with a span- to-rise ratio of 3.3:1. The arch rip, measured at the springing, was 2.25 m thick, corresponding to a favourable ratio of rib thickness to clear span of only 1/32. The sandstone bridge was almost 9 m wide. Today, the two abutments with overhanging remnants of the arch vault are all that remain.
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Rapps Bridge, also known as Rapps Dam Bridge, is one of fifteen surviving historic wooden covered bridges in Chester County, Pennsylvania. Rapps Bridge is located on Rapps Dam Road in East Pikeland Township. It is a , Burr truss bridge, constructed in 1866 by Benjamin F. Hartman.Pennsylvania Covered Bridges website It has fieldstone abutments, horizontal siding and boxed cornices with returns at its portals.
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Milepost 13: high fill with granite masonry abutments for a short timber stringer span over Willett Brook. Milepost 13.5: Sandy Creek - agent's station with passing siding serving a sawmill. Milepost 15.8: Bridgton - had the largest population of any village served by the Maine gauge railroads. The yard was on the stub of a wye with branches to Harrison and Bridgton Junction.
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The structure is supported by four concrete piers in the river, three piers on land, and two abutments. Carrying a single track on a concrete deck, the bridge includes six deck girder spans used on the approaches. The black-colored bridge was designed and built by Hensel Phelps Construction. Constructed of weathering steel, the bridge superstructure is oxidized, which prevents rust.
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Lower Road Bridge is a historic structure located northwest of Anamosa, Iowa, United States. It spans Buffalo Creek for . with 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.
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It consisted of walls five thousand steps in length, seventy watchtowers and two thousand battlements. The castle hosted a mosque, a Turkish bath and a small shopping center. Seaside walls of Samsun Castle (1870). The castle walls on the seaside were reinforced by abutments at every twelve step distance to enable the walls to resist the rogue waves of the Black Sea.
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The track was lifted and the bridge towards Climpy removed. The station site was used as a storage depot and nothing remains of the station buildings. The embankment towards Haywood is extant as are the bridge abutments. Part of the trackbed is in use as footpaths related to the old Wilsontown Ironworks site and its visitor interpretation as a tourist attraction.
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The steel reinforcements of the arch rings extend deep into the bridge's piers and abutments, allowing the piers to be substantially thinner. This design was inspired by the works of Edwin Thacher. Although this bridge is made of concrete, a series of recessed panels, which have the aggregate exposed, provides texture and contrast. Three plaques are embedded into the railing of the bridge.
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The Sunday River Bridge is a Paddleford truss bridge spanning the Sunday River in western Newry, Maine, a small town in western Oxford County. It is long and wide, with a total height of , and rests on cut granite abutments. Its internal clearance is in height and in width. The trusses consist of a series of crossed braces between King posts.
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Underside of the bridge looking east, in 2012 The covered bridge rests on abutments of stone and mortar, which have been reinforced with concrete. There are no parapets. The bridge beams are reinforced in places with steel beams.Note: Follow these links for photographs of steel reinforcements on kingposts and the Burr arch and steel I-beams on the underside of the bridge.
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The Mower Road – Cole Drain Bridge is a three-span concrete structure, consisting of three concrete through girder spans. The spans are supported by concrete abutments and piers with bullnosed cutwaters. The bridge contains straight 45-foot girders, which form the guardrails on either side of the concrete slab deck. Rectangular recessed panels on the exterior of the girders provide a minimal decoration.
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The concrete mass is reinforced with curved steel girders. The arch is a closed spandrel, in which the structural load of the deck is carried to the arch ribs via spandrel walls. It has a radius of , and its vertical clearance of is sufficient for vessels to navigate underneath. The deck is wide, and spans over the lake, anchored by reinforced concrete abutments.
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The Ash Street bridge is a concrete T-beam bridge with a 29-foot span, skewed over Sycamore Creek. It has a 56.6-foot wide deck with a 36-foot wide roadway, which is lined with solid concrete parapet railings with four recessed panels. Sidewalks are on both sides inside the railings. The substructure has straight concrete abutments with angled wing walls.
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The interior walls were lined with a protective wheel guard about one foot above the deck. The abutments are made of fieldstone set in white mortar. They are wide where they meet the deck of the bridge, widening toward the ground to about . The center abutment was originally also made of fieldstone, but sometime before 1937 was replaced with concrete.
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Best's Covered Bridge is located about west of Windsor's village center, just south of VT 44 on Churchill Road. It is a single-span laminated arch structure, with a total length of and a roadway width of (one lane). It rests on stone abutments. The arch is formed out of five layers of planking that have been laminated and bolted together.
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New Hope Bridge, also known as Bartholomew County Bridge No. 133, is a historic Pratt through truss bridge spanning the Flatrock River at Columbus Township, Bartholomew County, Indiana. It was designed by the Caldwell & Drake ironworks and built in 1913. It consists of two spans, with each measuring 128 feet long. It rests on concrete abutments and a concrete pier.
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However in this case the bridge is of cast iron, which would be weak in tension. Although the aqueduct channel is in the right position to act in tying the arch, it would have no strength in this direction. At Stanley Ferry, the outward sideways thrust of the arch is retained by its abutments, as for the simple arch bridge.
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Bridge 12 is located in a rural area of northern Enosburg, northeast of the village of Enosburgh Falls. It carries Boston Post Road (Town Highway 2) across the Missisquoi River, just south of its junction with Vermont Route 105, a major regional east-west road. The bridge is long, and rests on concrete abutments. It has an overall width of , and a roadway width of .
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The tunnel was long. The arch at its highest measured above the water. It was normally about above the Rhine. The structure cost about 2.1 million marks when it was built during World War I. Since the bridge was a major military construction project, both abutments of the bridge were flanked by stone towers with fortified foundations that could shelter up to a full battalion of men.
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The Hackett Creek Bridge is a historic bridge near Hackett, Arkansas, which carries Arkansas Highway 45 across Hackett Creek. The bridge is a three-span concrete structure set on abutments and piers of stone and concrete. The longest single span is long, and the total bridge length is . The deck is asphalt laid over concrete, and there are simple concrete railings on either side.
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The Lafayette Street Overpass is a historic bridge in Fayetteville, Arkansas. It is a three-span open masonry structure, carrying Lafayette Street over the tracks of the St. Louis–San Francisco Railway. The bridge is about long and wide, and consists of reinforced concrete spans resting on concrete abutments. It features an Art Deco railing, with a metal balustrade covering concrete piers with inset light fixtures.
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This primary support is supplemented by a queen post truss system that flank the king truss walls. The trusses are mounted on abutments that are primarily fieldstone, but were capped in concrete in the 20th century. The mounting is secured by iron tension rods. The exterior walls of the bridge are vertical boarding with four windows; this finish was also rehabilitated in the 1960s.
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Shields' Mill Covered Bridge, also known as Shieldstown Covered Bridge, is a historic covered bridge located in Brownstown Township and Hamilton Township, Jackson County, Indiana. It spans the White River and is a multiple kingpost Burr Arch Truss bridge. It was built 1876, and is a two-span wooden bridge resting on cut limestone pier and abutments. It measures 365 feet, 6 inches, long.
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The total length of the new bridge is again 127.8 m, but this one is 26.95 m wide. The roadway was widened to 10.0 m. This bridge has separate superstructures for the road, the railway and the non-motorized lanes. The piers and abutments for the railway bridge were designed to carry two single-track superstructures, of which only the eastern one has been implemented.
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Grace Pegram Truss Railroad Bridge is a Pegram through truss bridge over the Bear River near Grace, Idaho. It was originally built in 1894 and was moved to its current location by the Union Pacific in 1913. It is a single-span pin- connected Pegram through truss bridge consisting of seven panels, supported by concrete abutments, which is long and about wide, about above the riverbed. With .
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The bridge was again relocated in 2007 to a location east of Meyersdale, where is now carries the Great Allegheny Passage trail over Scratch Hill Road at . Though it was designed by Wendell Bollman, it does not employ his famous Bollman truss, but rather a Warren truss. It is long and wide. The east abutments are constructed of concrete, while the west are earthen with wood ties.
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The bridge's portal sign was reused, though the portal webbing had to be replaced. During reconstruction of the bridge, the abutments were also rebuilt. At some point prior to renovation, the northern abutment was covered or replaced with concrete, whereas the southern abutment was fieldstone and likely original. The Delhi Metropark, created in the 1950s, has contributed to the bridge's popularity as a tourist attraction.
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Roadway The Ten Curves Road–Manistique River Bridge in Germfask consisted of two 90 foot, arched concrete through girders sitting on concrete brackets cantilevered from concrete abutments. The roadway was 22.3 feet wide, with an overall structure width of 25.3 feet. Twelve concrete floor beams, integrally cast into the deck, ran between the main spans. The walls of the bridge were punctured with five small arched cutouts.
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The Foundry Bridge is located in the village of North Tunbridge, providing access across the First Branch White River to rural eastern parts of the town via Foundry Road. The bridge is a single-span Warren pony truss, set on abutments of dry laid stone. The bridge is trapezoidal in profile, its trusses in length. The roadway width is , with a total structure width of .
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The bridge is long and carries a span with a deck with a roadway bordered by sidewalks. The deck is edged by railings made of concrete posts with ornamental metal lattice sections fixed in between. Approach railings are bolted to the inner face of each endpost. The substructure of the bridge is made up of concrete abutments and wing walls with a decorative stepped motif.
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Wooden bridges east of the Kremlin have existed since the fifteenth century, as witnessed by Venetian Ambrogio Contarini, who travelled through Moscow in 1476. The first permanent Moskvoretsky bridge was built in 1829, about west of the present site. Three wooden arches, each long, were supported by stone abutments. It was loosely based on Kamennoostrovsky Bridge in Saint Petersburg designed by Agustín de Betancourt.
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Church of St Boniface, Nursling, Hampshire At Onna (Nursling)Section taken from the "Map of Roman Britain". Ordnance Survey (1956). Archived from the original on 21 December 2005. Romans erected a bridge (probably a wooden one as no trace of stone abutments remains) across the River Test, below which it widens into its estuary, and there are traces of the Roman road from Nursling to Stoney Cross.
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The covered bridge was built in the Howe style, a type of construction, which introduced iron rods into the bridge trusses. That popular design served as a transition from wooden bridges to those built of iron and steel. The bridge was 30 feet high and spanned 163 feet over Long Cane Creek. It rested on two stone abutments with four supporting piers in the creek bed.
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This bridge was designed by H.L. Shoemaker, and its truss elements were fabricated by the Bethlehem Steel Company. Its abutments were rebuilt in the 1970s, and the bridge itself underwent rehabilitation in the 2000s. The first bridge on the site was probably a covered bridge, built c. 1890. By 1924, it had been replaced by a steel truss bridge, which was washed away by the 1927 flood.
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The three semi-circular arches are about 78 feet (23.8m) above water level, with spans of approximately 60 feet (18.3m) at 72 feet (22m) centres. The lower parts are of red sandstone from the nearby Hyde Bank quarry. The upper parts are of white stone from a quarry at Chapel Milton. The abutments widen in well-proportioned curves and batter or diminish upwards in the same manner.
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The North Washington Street Bridge is a historic bridge in DeWitt, Arkansas. Built in 1910, it carries North Washington Street over Holt Branch, just south of Holt Lane, and is the oldest known concrete bridge span in the state. It consists of two spans of steel girders, resting on concrete abutments and a concrete central pier, with concrete decking. It is long and has a roadbed wide.
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Located at , over an unnamed gully near the top of the Toowoomba Range, is Swansons Rail Bridge. It is an unreinforced concrete arch construction, in length, built on a steep slope. It is curved in plan and consists of three circular concrete arches, two concrete piers and two abutments. It carries a single gauge railway and is built to a 12-ton axle load.
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The 1865 abutments are physically separate from the other structures a short distance to the east of them. Made of light coloured, rusticated sandstone blocks, they are wide, massive structures set into the banks of the river. The lower section of the northern abutment is wider than the upper section, forming a kind of plinth. On the southern abutment, the lower courses of sandstone are mostly buried.
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An official Massachusetts railroad map shows the entire right-of-way in the state as being of "abandoned" type, and of "unknown" ownership. Most of the grade is overgrown, rock cuts flooded, and embankments quarried out for their gravel. Many sections have passed into private ownership and have been built over by modern developments. Still, many of the old concrete bridge abutments are still visible.
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Three of these bridges were the Josiah Hess Covered Bridge No. 122, the Davis Covered Bridge, and the Rupert Covered Bridge No. 56. The Josiah Hess Covered Bridge No. 122 received some damage to its abutments. The Davis Covered Bridge was closed after the tropical storm. The Rupert Covered Bridge No. 56 sustained minor damage from a tree branch that went through its side.
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Closeup of the decorative openings and recesses The bridge was built from standardized plans developed by the Michigan State Highway Department by the early 1920s. It is located at the western edge of the Village of Mottville. At in length, it is the longest surviving camelback bridge in Michigan. It consists of three identical, spans built of reinforced concrete, supported by concrete piers and abutments.
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The monuments register described the bridge in August 2017 as follows: a single seesaw or drawbridge with passage, designed by the Public Works Department. It has abutments made of brick and dimension stone, a frame with simple steel girders and a (still) partially wooden bridge deck. The frame and balance are made of riveted steel with half-timbering. The lifting cables are also made of steel.
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Opened in 1863, the quarry employed as many as 100 men in the 19th century. It was closed for two decades from the 1960s to the 1980s, but now employs ten people. Wallace sandstone has a marked olive hue and can be found in many buildings around the Maritimes and eastern Canada. Originally used for foundations, breakwaters and bridge abutments, it is now a facing stone.
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Hikers may ascend from Wolf Gap via the Mill Mountain trail, or a circuit hike coming from FDR Rt. 92. The Potomac Appalachian Trail Club maintains the trails leading up to Big Schloss. A bridge provides access to the Big Schloss rock outcropping. In the Fall of 2010, the bridge was replaced with new stairs, 20' of new handrails, and two new concrete abutments.
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The architect Francis Thompson (architect) dressed the pylons at either end as barbicans, with crenellated turrets, arrow slits and bartizans to complement the adjacent Conwy Castle. Unusually, the tubes were completed onshore before being attached to pontoons, floated along the river and jacked into position between the abutments. The bridge was officially opened in 1849. The bridge endorsed the construction of the larger Britannia Bridge.
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The Wallace Bridge, also known as the Nimrod Bridge, is a historic bridge in rural Perry County, Arkansas. It is located southeast of the hamlet of Nimrod, carrying County Road 18 (Wallace Bridge Road) across the Fourche La Fave River. It is a single-span camelback through truss structure, set on concrete abutments. The bridge has a truss length of and a roadway width of (one lane).
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The 1890 Pennsylvania Avenue Bridge was slightly upstream from the location of an earlier 1815 bridge. It had two northwestern abutments made of stone, both of which rose above the low-water mark. The single southwestern abutment was made of compacted earth covered with stone slabs. There were nine piers in the river itself, each made of brownstone masonry and rising above the low-water mark.
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Cascades of water flowed over a dam while waterfalls migrated up-river along it. Most lava dams lasted for around 10,000 to 20,000 years. However others have proposed that the lava dams were much more ephemeral and failed catastrophically before overtopping. In this model dams would fail due to fluid flow through fractures in the dams and around dam abutments, through permeable river deposits and alluvium.
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The Wooddale Bridge is a Town lattice truss bridge following a design by Ithiel Town and is approximately long. It originally sat on mortared rough- cut stone abutments, with rock-slab-capped poured concrete guard walls. The floor of the bridge was diagonal planking, with vertical boarding on the sides that had square window openings to expose the white painted truss on either side.
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The Green River Covered Bridge is located in far western Guilford, at the junction of Green River Road with the Jacksonville Stage Road. The bridge spans the Green River, a generally south- flowing tributary of the Deerfield and Connecticut Rivers. The bridge is long, with a road width of and a total width of . It rests on dry-laid stone abutments that have been capped in concrete.
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The Fort Sumner Railroad Bridge, over the Pecos River west of Fort Sumner, New Mexico, was built in 1905. It was listed on the National Register of Historic Places in 1979. It is a plate-girder design bridge, in length, built by the Atchison, Topeka & Santa Fe Railway. It consists of fifteen Class AA Deck Plate Girders supported by 14 concrete piers and two concrete winged abutments.
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The bridge is long and feet wide, and is composed of eight panels. It rests on granite abutments. The bridge was photographed in 1979 by Jet Lowe of the Historic American Engineering Record, and documented in 1990 as part of the Massachusetts Historic Bridge Project. At that time, it was one of only two known examples of the Post type of truss still surviving.
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The bridge comprises 22 twin track bridge-deck sections together with two abutments at the ends. The deck sections are supported by five stone support pillars and sixteen tamped concrete pillars, manufactured using a technique that was new at the time of the viaduct's construction. Each bridge-deck section is long and weighs approximately 260 tons. The combined length of the 22 sections is .
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The Federal Building, U.S. Courthouse and Custom House was listed in the National Register of Historic Places as part of the Duluth Civic Center Historic District in 1986. The building is faced with polished granite and has a terra-cotta cornice. A flight of granite stairs with granite abutments leads to the first level of the building. A terrace enclosed by a classical balustrade encircles the building.
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Both sets of embankments run in arcs which are roughly parallel to the curve of the bank of the Bremer River to the south. The larger of the two embankments (the 1867/8 alignment) runs in a gentler curve and is located furthest from the river. The embankments terminate at steep slopes on either side of Mihi Creek where the bridge abutments once stood.
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The Countryman Press, 1996. . (Incidentally, the Cambridge Covered Bridge was moved and became the Shelburne Museum Covered Bridge). In 1994, after years of neglect, and with its new location in a flood plain, the bridge suffered deterioration and was removed from its abutments. In 1995 it was restored, in the process, making the interior clearance higher to allow larger farm equipment to pass through.
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Indiana State Highway Bridge 46-11-1316, also known as Bowling Bridge, is a historic Parker through truss bridge located in Washington Township, Clay County, Indiana. It was built by the Vincennes Bridge Company and erected in 1939. It carries State Road 46 over the Eel River. It consists of two 196 foot long spans and rests on concrete abutments and a concrete pier.
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Feeder Dam Bridge, also known as the Eel River Bridge and Clay County Bridge No. 208, is a historic Whipple through truss bridge located in Harrison Township and Sugar Ridge Township, Clay County, Indiana. It was built in 1894 and carries Towpath Road over the Eel River. It consists of a single span and rests on stone abutments. Note: This includes and accompanying photographs.
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The Chicago, Burlington and Quincy Railroad (CB&Q;) acquired the AK&D;'s assets in 1875 and completed the line. Initially, the tracks did not cross the Des Moines River where the railroad employed ferries or a temporary bridge. The CB&Q; contracted with the American Bridge Company in 1878 to fabricate the wrought iron Pratt through truss span. Stone abutments and piers support the bridge.
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The Butts Bridge is located in a rural setting of southeastern Canterbury, spanning the Quinebaug River in a roughly east-west orientation. The bridge is a single-span steel Parker truss design that typifies truss bridges of the early automotive age. It is long, and is between the centers of the trusses. The trusses are mounted on concrete abutments, and the roadway is supported by concrete decking.
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The War Eagle Creek Bridge is a historic bridge in northern Madison County, Arkansas. It carries County Road 1650 across War Eagle Creek northeast of Huntsville, and just north of creek crossing of United States Route 412. The bridge is a two-span open-spandrel concrete arch bridge, with a total length of . Each arch spans , and they are mounted on concrete abutments and a central pier.
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The arch of the bridge begins atop the fifth course of masonry above ground level. Two pairs of side-by-side voussoirs support a single regular horizontal block of stone, which flank the central four voussoirs and the keystone. Atop the arch is a projecting one course high stone cap. The bridge wingwalls are built of regular blocks of stone, with the courses aligned to the abutments.
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The bridge has two steel A-frame towers, each in height, mounted on concrete abutments. Cables are suspended from the tower, supporting a wooden plank deck suspended from the cable by metal rods, and railings high. The span across the river between the towers is , and the distance between the cable anchor points is . The cable is in diameter, with seven wires each composed of seven strands.
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The Centre Covered Bridge is located just west (downstream) of US 5 on the northern outskirts of the village of Lyndonville. It is a single-span Paddleford truss structure, set on concrete abutments, and is oriented north–south across the Passumpsic River. It is long and wide, with a roadway width of . What is left of its deteriorating deck is made of wooden planking.
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Vermont Route 102 crosses the Nulhegan River just south of the village center and west of the Connecticut River. The bridge carrying the highway is a six-panel single- span steel Pratt through truss bridge, resting on concrete abutments. Its length is and its width is , with a portal clearance height of . It stands about above the river and carries two lanes of traffic.
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The North Pine Dam is a mass concrete gravity dam with earth-fill embankments on abutments with a gated spillway across the North Pine River that is located in the South East region of Queensland, Australia. The main purpose of the dam is for supply of potable water for the Moreton Bay region and Brisbane's northern suburbs. The impounded reservoir is called Lake Samsonvale.
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The bridge has two spans, resting on granite block abutments and a central pier. The total length of the bridge is , and it is from the flooring to the peak of the gable roof. The total width is ; the portals have an internal width of and height of . The bridge trusses are from a design by Peter Paddleford, a modification of the more common Long truss.
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Furnas Mill Bridge, also known as County Bridge No. 7080, is a historic Pratt through truss located in Blue River Township, Johnson County, Indiana. It was built in 1891 by the King Iron Bridge Co. The bridge consists of two 120 foot long spans, with a 16 foot wide roadway. The bridge rests on limestone block abutments and a central pier. Note: This includes and Accompanying photographs.
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Removable partial dentures are for patients who are missing some of their teeth on a particular arch. Fixed partial dentures, also known as "crown and bridge" dentures, are made from crowns that are fitted on the remaining teeth. They act as abutments and pontics and are made from materials resembling the missing teeth. Fixed bridges are more expensive than removable appliances but are more stable.
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The Pine Bluff Arsenal Access Road Bridge No. 2280 is a historic bridge near White Hall, Arkansas. It carries East Hoadley Road (Arkansas Highway 256) over Caney Creek, between the town and the Pine Bluff Arsenal. It is a concrete arch structure, with a total length of . It consists of a concrete deck supported by abutments and four cast concrete piers, carrying a roadway in width.
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Except for occasional siding and cedar roof shingle replacement, White's Bridge retained its original form and structure. Historical Marker at the site The bridge was listed with the Michigan State Register on February 17, 1965. It was awarded a Michigan Historical Marker (site L0042) on July 2, 1965.MI State Historic Preservation Objects The bridge was briefly closed in 1995 to allow for repair of the abutments.
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The trusses have 22 panels, each wide, with the chords fastened to the posts by iron rods. The bridge was built about 1880 by James Tasker of nearby Cornish, a well-known regional builder of covered bridges. It underwent rehabilitation several times in the 20th century, including a complete rebuilding in 1963, when concrete abutments were laid, and steel beams were added to carry the active load.
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The triple span, tubular metallic arch construction was supported by two shore abutments and two mid-river piers. Four pairs of arches per span (upper and lower) were set apart, supporting an upper deck for vehicular traffic and a lower deck for rail traffic. Construction involved varied and confusing design elements and pressures. State and federal charters precluded suspension or draw bridges, or wood construction.
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At that time, side chapels were placed between the abutments of the buttresses. The end result was a Gothic structure characteristic of late-Medieval Norman architecture, but it underwent later transformations. The decoration of the portal, for example, was defaced during the Wars of Religion (1562–1598). Also, in August 1744, lightning struck the wooden bell tower and the resulting fire destroyed the choir and transepts.
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Joseph J. Daniels had sent in a bid for the bridge on May 18, 1899, for $1,485 for the superstructure or $2,520 including the abutments. D.M. Brown was awarded the contract so apparently his bid was for less. However, Mr. Brown had so much trouble getting the bridge started that he had to hire William Hendricks, who had more experience, for the direct construction.
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Also present are the abutments of a bridge which crossed the Antietam at the mill as part of an 18th-century road leading from Hagerstown to the Old Forge about one and a half miles upstream. The structure contains much of the original woodwork as well as a significant part of the milling machinery. It was listed on the National Register of Historic Places in 1975.
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The Trezzo Bridge was built between 1370 and 1377 by order of the lord of Milan Bernabò Visconti. Fortified with towers, it provided access to a Visconti castle high above the Adda. During a siege in 1416, the condottiero Carmagnola deliberately caused the structure to collapse by weakening one of its abutments. Its single arch featured a span of 72 m,Leonardo Fernández Troyano (2003), p.
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From April 1994 to December 1995, the bridge was reconstructed and widened from to , which required the abutments to be widened too. It received a new surface, structural work and new bicycle and pedestrian access. The work strengthened the bridge, widened the lanes from to , widened the sidewalks to accommodate bicycles, created a barrier between the sidewalks and the roadway and added a median barrier.
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The siding does not rise all the way to the roof, and extends a shortway into the portals, sheltering the projecting upper ends. The abutments are made of roughly coursed dry laid stone. The trusses incorporate iron rods, which extend vertically from the bracing diagonals to the bottom chords. with The bridge was built about 1890 by Herman F. Townsend, a prominent local bridgewright.
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The Marantette Bridge is a single span, eight panel steel Pratt through truss bridge with pinned connections. It measures 141 feet in length and 16 feet in width, and is supported with rubble fieldstone abutments. The bridge has a wooden plank deck, now severely deteriorated, set atop steel stringers and supported by transverse girders. The upper structure is constructed of channels connected by cover plates.
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Rails remain in the pavement, near Castle Hill Bus interchange.Little trace remains of the line, the route having been absorbed by road widening and residential development. The abutments and two concrete piers for the rail bridge over Toongabbie Creek still stand between Westmead and Northmead. There is also a well preserved wall of the cutting in the council car park off Raemot Lane in Baulkham Hills.
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When the bridge was surveyed for consideration for the NRHP, it was described as being constructed of "hewn logs and log supports." The survey notes abutments originally constructed of stone which were later reinforced by concrete as part of a Civilian Conservation Corps retrofit in the 1930s. The bridge measures and was noted to be "in fairly good condition" upon completion of the survey in 1974.
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The bridge was long and high. It was built in 1860 and demolished in 1971. It was designed by the railway's engineer Thomas Bouch, who also designed the ill-fated Tay Bridge, which famously collapsed in 1879, ending his career. The abutments of the old bridge remained after demolition, and there is now a council-approved proposal to build a pedestrian suspension rope bridge in its place.
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When situated across the Trout River on Gibou Road, it sat on irregularly laid stone abutments faced in concrete. with The bridge's construction date is not known. It is known to have been built by the town's Jewett brothers, who are credited with building Montgomery's other surviving covered bridges. This assemblage is one of the most concentrated in Vermont all attributable to a single builder.
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The substructure consists of concrete abutments and piers, on which sit timber stringers, supporting a timber deck which is covered with asphalt. The superstructure consists of a riveted steel, 6-panel Pratt pony truss. There are two spans, 75 feet in length and 14 feet 8 inches in width, with a total length of 190 feet, when the on and off ramps are taken into account.
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Both of these buildings had disappeared by 1999. The NRHP form states that the bridge had been recently repaired in 1969, and that additional maintenance work was needed. The repairs done at that time included replacing some of the siding panels, reinforcing the abutments with concrete, and "very minor addition of steel to the truss structure". In January 1996, there was major flooding throughout Pennsylvania.
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The Union Village Covered Bridge stands in southern Thetford, in rural Union Village, spanning the south- flowing Ompompanoosuc River on Academy Road. It is a single-span multiple kingpost truss structure, long with portals that flare outward. It rests on original abutments of dry-laid stone that have been faced or capped in concrete. It is wide, with a roadway width of (one lane).
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Caerhowel Bridge is located approximately south of the A483 road at Garthmyl and the bridge carries the B4385 road. The bridge is made of cast-iron, with stone abutments and one central pier. It is wide and is broader than its equivalents in the villages of Llandinam and Abermule. The bridge's pier extends to the east (upstream) side which forms a low-level cutwater.
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Historic American Buildings Survey sketch The Covered Bridge is situated in a north-south orientation over Cedarburg Creek. It is a timber lattice truss bridge, and was originally long. It is wide, and has a height of about from the top of the abutments to the tip of the roof. The interior, from the deck to the top of the knee braces is approximately .
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The M-28–Tahquamenon River Bridge is plate girder bridge built of nine steel girders encased in concrete. The girders are braced by concrete diaphragms and sit on large concrete abutments. The bridge spans , and is wide with a roadway. A concrete deck covered with asphalt sits atop the bridge, and the roadway is lined with concrete guardrails made from fluted balusters and paneled bulkheads.
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Pugh Ford Bridge, also known as Bartholomew County Bridge No. 73, is a historic Pratt through truss bridge spanning the Flatrock River at Flat Rock Township and German Township, Bartholomew County, Indiana. It was built by the Elkhart Bridge and Iron Co. and built in 1911. It consists of two spans, with each measuring 128 feet long. It rests on concrete abutments and a concrete pier.
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The high flood > waters surged upstream in Oregon Creek, lifted the bridge from its abutments > and carried it away. When the flood waters subsided, the bridge was found > some 50 yards below its original location. Mr. Freeman hired a logging > contractor, Solon Chatfield, to return the bridge to its abutments. However, > during the flood the bridge had been turned end for end and the west end of > the bridge was placed on the east abutment and the east end on the west > abutment as it has remained to the present time (Adams 1963:134) (Smith > 3-29-64) Historically, the bridge served local mining and logging communities and carried traffic on what was called Allegheny Ridge Road, part of the Henness Pass Road, a major freight hauling route over the Sierra Nevada via Henness Pass after the Comstock Lode discovery in Virginia City in 1859 sparked a Nevada mining boom.
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The bridge cables are attached to two steel towers which stretch above the stone piers. These stone piers along with concrete stub abutments and steel bents make up the substructure. The vertical clearance of the deck is exactly and the bridge is estimated to suspend above the water. The original design of the bridge contained decorative finials placed on top of the towers and elaborate cresting on the towers and portals.
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The Osage Creek Bridge is a historic bridge in southern Benton County, Arkansas. The bridge formerly carried County Road 71 (Colonel Myers Road) across Osage Creek, about north of Tontitown, but it has been closed. It is a single-span iron Pratt through truss structure, with a span of , resting on concrete abutments. It has a lattice guardrail on one side, a feature that rarely survives on bridges of this type.
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Galgano, Carolyn; March 23, 2005; 133-Year-Old Bridge To Be Dismantled; Preservation Online; retrieved July 4, 2007. Three stone abutments laid in randomly coursed ashlar remain in the river, with one steel stringer and some utility pipes. They supported three spans in length for a total span of . The bowstrings, arched hollow tubes which once carried the load but later only became guardrails, were the bridge's distinctive structural feature.
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Bridge 9 is located just northeast of the village of Sheldon Springs, carrying Shawville Road over the Missisquoi River between that village and the rural hamlet of Shawville. It is a single-span Parker through truss structure, in length, resting on stone and concrete abutments. The bridge has nine truss panels, those at the center reaching a total height of . The bridge is wide, with a roadway width of .
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There are a number of complications that can arise once overdentures are fitted in the mouth. These can range from post insertion tissue changes to fracture of the prosthesis. Damage to Periodontal Tissues The most common reason for changes within the periodontal tissues is the lack of adequate oral hygiene. Plaque build up around overdenture abutments or precision attachments can lead to inflammation and hyperplasia of the gingiva.
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Ohio Street Bridge, also known as the Joan Marchand Overlook, is a historic Pratt through Truss bridge located at Evansville, Indiana. It was built in 1891 by the Pittsburgh Bridge Company and the sandstone abutments constructed by Eigenmann & Hoolerbach. It is a single span steel truss bridge and measures 198 feet long and 24 feet wide. It is closed to vehicular traffic but is used by pedestrian traffic.
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The Dalton Covered Bridge, also called the Dalton Bridge, is a historic covered bridge that carries Joppa Road over the Warner River in Warner, New Hampshire. Its name refers to a nearby resident (first "Mrs. Dalton", then "Widow Dalton") at the time of its construction. The bridge was built in 1853 by Joshua Sanborn, and its original abutments were built by George Sawyer and Webster Davis; all were local residents.
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It is a rolling lift type moveable bridge, and was prefabricated by the American Bridge Company, to replace a previous unsafe bridge on the site. It has a total length of , divided into 11 spans. Seven of these are deck truss spans, while the others are deck girder spans, all set on stone abutments. The main movable span is long; four of the truss spans are in length.
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The abutments can still be distinguished. The Takapu Road interchange was the first motorway interchange in New Zealand. A feature of the first section, built on the eastern side of the Tawa Valley, is the split level construction with the northbound lanes built at a lower level than the southbound lanes over part of the route. This reduced construction costs and largely eliminated headlight glare from oncoming traffic.
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Their design depends upon the nature of the embankment and does not depend upon the type or parts of the bridge. The soil and fill supporting the roadway and approach embankment are retained by the wing walls, which can be at a right angle to the abutment or splayed at different angles. The wing walls are generally constructed at the same time and of the same materials as the abutments.
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The Toston Bridge is a site on the National Register of Historic Places spanning the Missouri River, on an abandoned segment of old U.S. Route 287, at Toston, Montana. It was added to the Register on July 20, 2005. It is a steel, three-span riveted Warren through truss bridge supported by two reinforced concrete piers and by reinforced concrete abutments. It is long, with three -long spans.
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The two main abutments support high, upside-down Y-shaped towers (or pylons) from which the supporting cables are strung. There are two two-meter-wide sightseeing sidewalks on both sides of the river. East pylon The bridge was originally unpainted; it was coated with red paint for the millennium. The name Yangpu Bridge (杨浦大桥) inscribed on each pylon was originally hand-written by Deng Xiaoping.
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The length is . Material used in the construction included of steelwork, 9,000 tons of structural steel and 800 tons of reinforcing steel in the concrete abutments. The Peace Bridge was named to commemorate 100 years of peace between the United States and Canada. It was constructed as a highway bridge to address pedestrian and motor vehicle traffic which could not be accommodated on the International Railway Bridge, built in 1873.
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In 1938, the bridge was renovated. Metal I-beams replaced the wooden girders, granite facing replaced old stone abutments, and the intermediate supports were renovated. In 1953, under Project Engineers and B. B. Levin work began to improve the bridge again. Project architects P. A. Areshev and V. S. Vasilyev designed a new five span metal bridge including a central draw span to accommodate increased traffic and load weights.
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The Pennsylvania through truss design is relatively uncommon in Minnesota. An August 2014 report on the bridge points out that the bridge is in fair to poor condition and is posted with a weight limit of 5 tons. When the bridge was inspected, the stringers and floorbeams were corroded, the paint was failing, the bridge bearings were frozen in place, and the concrete abutments and wing walls were scaled and cracked.
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The load-bearing sections are made of 80 tonnes hot-rolled duplex stainless steel gauge plates, 25 mm thick, which were water cut, flanged, and welded before being reassembled on the site. From the concrete abutments tension cables stretches the central part of the bridge, an arched box girder triangular in section. The lighting is built-in into the stainless steel handrails, while the pathway is covered with asphalt.
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The bridge was built by Nordic Construction Company (NCC) in 2000-2002 as the first part of an extension of the light rail. 379 metres in length, it rests on 15 pillars of which 2 are anchored into the bedrock while the others are steel point-bearing piles. The bridge deck is formed as a non-tensioned reinforced concrete tray rounded underneath. (PDF ) Abutments and revetments are dressed in slate.
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The final design for the bridge was approved in January 1952 by the New York State Department of Transportation (previously the New York State Department of Public Works). The design described a crossing consisting of five simply supported spans with nominal lengths of , , , , and . The bridge was supported with pier frames along with abutments at each end. The pier frames were constructed of two slightly tapered columns with tie beams.
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The deck structure consists of longitudinal girders, cross-girders, and the deck. The abutments and the outermost piers support the structure through bearings while the remaining four piers are fixed to the deck structure. The longitudinal girders are executed as prefabricated, pretensioned girders and there are 10 longitudinal girders comprising the cross-section of the bridge, i.e. five of them, with axes set apart, supporting each of the carriageways.
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The bridge was a standard truss design by the Colorado Highway Department, several of which were built from 1922 to 1945. The single span was a Parker through truss, subdivided into eight panels. The bridge was supported at the four corners on cast steel bearing shoes, with one end fixed and the other able to rock. These were bolted to large concrete abutments with an "unusual" U-shaped wingwall design.
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The Melrose Road Bridge is located in a rural area of northeastern East Windsor, at the western end of Melrose Road, where it would otherwise cross the Scantic River. This portion of the river is now part of Scantic River State Park. The bridge now consists of a wrought iron lenticular truss structure, spanning the river and mounted on brownstone abutments. The truss elements are joined by pins.
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Precast concrete retaining wall A diagram of a mechanically stabilized earth wall as it would be modeled in a finite element analysis. Mechanically stabilized earth (MSE or reinforced soil) is soil constructed with artificial reinforcing. It can be used for retaining walls, bridge abutments, seawalls, and dikes. Although the basic principles of MSE have been used throughout history, MSE was developed in its current form in the 1960s.
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The Go Between Bridge is a four-lane bridge with dedicated pedestrian and cycle pathways. It is a three span, twin concrete box girder structure built using balanced cantilever construction. The main bridge span is 117 metres long, supported by two river piers located 74 metres north and 80 metres south of the abutments on each river bank. The pathways are 3.6 metres wide and designed for equitable access.
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At the site of the turnaround, the former abutments and supports of the WB&A;'s railway bridge can be seen, and on the far side of the river (on the Anne Arundel County side), the WB&A;'s formation can be seen continuing northeast alongside the BG&E; distribution line. A wooden sign, facing to the north, can also be seen from the turnaround near the riverbank.
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In 1988, the Bureau of Reclamation completed a study that concluded that the dam needed modifications to prevent a failure should a significant flood or an earthquake occur. Earlier floods that had resulted in water topping the dam had eroded the abutments, and the buttresses were judged to be unstable. Work started in 1991 and included an access road to the downstream side of the dam. The work concluded in 1995.
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Construction of abutments was to start soon in May 1969. The process was so rapidly advancing that despite the late delivery of steel in October 1969 for the new structure, it failed to stop the construction. The rapid pace continued into 1970, with the construction ahead of the new November 15, 1970 deadline. However, construction continued until the bridge opened on November 9, 1970 to traffic at 11 am.
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The bridge is believed to be the only standing covered bridge in the United States with a slate roof, a once-common local variant feature of area covered bridges. It has vertical weatherboard siding, with a small opening at the eaves. The bridge has a roadway width of . The bridge has received only routine maintenance throughout its lifespan, most recently in 2002, when it was resided and its abutments treated.
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"Derailed Trolleys, Yarmouth, ca. 1925" - Maine Memory Network In 1906, a bridge was built over the Royal River, connecting the Brunswick and Portland trolleys at the Grand Trunk depot in town. The tracks ran down what is today's walkers' path to the Rowe School. The pedestrian bridge in the Royal River Park is built on old abutments for a trolley line which ran between Yarmouth and Freeport between 1906 and 1933.
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The structure is designed as a 3-span steel cable-stayed bridge, with the two piers in the river bed. The bridge maximum height of is reached in midspan of the central span. The length between the abutments is , with a central span. The total length of the pedestrian crossing is , which includes a ramp at the East Perth end to route pedestrians away from nearby residential areas.
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The Arlington Green Covered Bridge is located at the village of West Arlington, crossing Batten Kill just south of Route 313. It is a single span structure, with a length of , a total width of , and a roadway width of (one lane). It rests on mortared stone abutments, of which the northern one has since been faced in concrete. Guying cables are fastened near each of its corners.
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It was built by Emil Prahl and Henry Sawtell, both of Miles City, to standardized plans provided by the Montana Highway Department. It is a five-span continuous treated timber stringer bridge which is long and wide with roadway width of . Its ends are supported by timber abutments and wingwalls braced with wood pilings. The spans are between four sets of treated timber pile bents made of Douglas fir.
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After the 1929 flood, which damaged the Union Street vehicle bridge, it was repaired and furnished with ornamental bluestone and ironwork to match the buildings.The Union Street bridge is a Category 2 historic place Heritage New Zealand Pouhere Taonga (List no. 2231). The bluestone abutments were built in 1912 and remain. There were repairs after the 1923 flood and major reconstruction after the 1929 one. Cable 2005 p.5.
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The Gorham Covered Bridge joins northern Proctor and southern Pittsford, both rural communities in central-northern Rutland County, Vermont. It carries Gorham Bridge Road across Otter Creek, a minor side road which forms the town boundary at that point. The bridge is oriented east-west across the north-flowing creek. It is a single span Town lattice truss, in length, resting on stone abutments that have been faced in concrete.
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The bridge is supported by two fieldstone abutments and a pier. Its two spans are identical in construction, with one being much longer than the other. The span at the south end is an end-post three-panel pony truss with both cast and wrought iron elements. Its upper chord is a riveted steel girder supported by lattice-braced members riveted to the flanges of the plate girder.
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It rests on brownstone abutments and carries a roadway for a span of . and It has a wooden plank deck suitable for foot traffic, and its sides are adorned with planters that are seasonally filled with flowers. The bridge was built in 1892, and is one of three 19th- century Parker trusses to survive in the state. All three were designed by J.H. Buddington, an engineer for the state highway department.
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The bridge was rededicated on July 22, 1979, only to be blown away again by a windstorm on September 14, 1979. The state park, as well as the abutments and a pier in the river, are all that remain. When first built, the bridge was in private ownership, and a toll was charged to cross it. In 1916, the towns of Newbury and Haverhill purchased the bridge and eliminated the toll.
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The bridge span is supported by stone masonry abutments and piers. The steel components of the bridge were rolled by Carnegie, Gillette-Herzog in Pittsburgh. The pony truss bridge is typical of those built in the same era in Iowa, however, like County Line Bridge it has an unusual lower chord configuration with end panels that slope downward from the bearing shoes to the center panels. It has subsequently been abandoned.
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The Boston and Providence Railroad Bridge in East Providence is a railroad bridge on the East Junction Branch spanning Ten Mile River. A portion of the bridge also spans Roger Williams Avenue. The bridge was built in 1884 by the Boston and Providence Railroad, replacing an earlier structure on the line. The bridge abutments are faced in coursed ashlar stone, with brick-faced segmental-arch tunnels piercing them.
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Including the approach roads, the total length of the bridge is 590 metres, of which 380 metres are over water. The current bridge, the third to be built, was originally opened on 10 September 1959 but by the 1990s was suffering from severe corrosion. In 1997, therefore, over a 10-week period, the whole superstructure was broken up, the piers and abutments reconstructed, and the roadway replaced by composite concrete slabs.
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The County Farm Bridge location is in a rural setting in western Dover. It directly abuts the large county complex, housing the county prison, a courthouse, and other facilities. The bridge site is northwest of the complex, oriented in a northwest-southeast direction across the Cocheco River, which meanders south and then east around the county complex. The bridge was a single-span Howe truss structure, set on stone abutments.
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The Sawyers Crossing Covered Bridge is located north of Swanzey's village center, spanning the Ashuelot River in a roughly east-west orientation. It is a two-span Town truss construction, resting on abutments and a central pier made of split granite. Its exterior is finished in vertical board siding, and it is covered by a metal gabled roof. The portals are rectangular with rounded corners at the top.
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High Translucent zirconium fixed - fixed bridge built with VM9 vita porcelain and stained with luster paste. The upper first premolar is considered the pontic and the teeth prepared are abutments. Conventional bridges are bridges that are supported by full coverage crowns, three-quarter crowns, post-retained crowns, onlays and inlays on the abutment teeth. In these types of bridges, the abutment teeth require preparation and reduction to support the prosthesis.
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The citizens again rallied, this time with the help of the Amway corporation, headquartered in Ada, and rebuilt it once again. The replica bridge, now resting on concrete abutments, is wide and long. The bridge is now open only to pedestrian traffic and connects the Village of Ada on one side of the Thornapple River with a park on the other side. It is maintained by the Kent County Park system.
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The Stancer Road Bridge is a six-panel pin-connected Pratt through truss bridge, spanning 88 feet and 14 feet wide. The substructure consists of concrete abutments with concrete wing walls over stone. The truss is wrought iron, made of back-to-back channels or paired bars. A modern metal guard rail is installed on the bridge, and a wooden deck is laid across the I-beam flooring.
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Grafton Bridge is a road bridge spanning Grafton Gully in Auckland, New Zealand. Built of reinforced concrete in 1910, it connects the Auckland CBD and Karangahape Road with Grafton. It spans about 97.6 metres (320 feet), rises 25.6 metres (84 feet) above the abutments to a height of around 43 metres (142 feet) over the gully. When the bridge was constructed, it contained the largest reinforced concrete arch in the world.
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An increase in traffic necessitated a new bridge in 1900, which was built on 4 new stone piers with a single swing section. That bridge was swept away in the Ohio flood of 1913.Historical Plaque at site. The 1913 bridge in 1996 In 1913-4 a new bridge was built on the same piers and abutments, but was raised up to reduce the risk of further flood damage.
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The Mount Orne Covered Bridge is located in a rural area of eastern Lunenburg and southwestern Lancaster. It spans the Connecticut River in a roughly northwest-southeast orientation. It consists of two spans of wood-and-iron Howe trusses, resting on stone abutments and piers which have been partially faced in concrete. The overall length of the bridge is , with the western span measuring and the eastern span one foot less.
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Large concrete bridge abutments remain at Hutchinson Boulevard in northern Willson's Woods Park in Mount Vernon. Lorraine Terrace, a residential street, runs along the former rail line. Remains of the Columbus Avenue station in Mount Vernon, including the abutment on the opposite (north) side of the NH line, are still in place. The East Third Street Station building in Mount Vernon, east of South Fulton Avenue, temporarily and partially remains.
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The old loading gauge at the former Mislingford goods yard. The site of a brick under-bridge near Farringdon. The bridge was dug out of the railway embankment in the 1970s and the site used for agriculture. The only remains of the West Meon Viaduct are the two huge embankments approaching either end, the abutments and the concrete pedestals that formed the foundations for the cast iron pillars.
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The bridge was oriented roughly northwest to southeast, crossing the Sandy River adjacent to the center of New Sharon. It was a single-span, pin-connected, Pennsylvania truss, one of only three such bridges built in the state. The bridge was manufactured by the Groton Bridge Co. and erected in 1916 on concrete abutments with ashlar granite wingwalls. The bridge was long and had a sidewalk cantilevered over its upstream side.
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The Atherton Bridge has iron compression posts that incline inward towards the center of the span and diagonal tension rods that incline outward towards the abutments. Unusual features include double end posts with adjustable turnbuckles, channeled castings to join the lower chord bars, and patented Phoenix columns for all inclined posts. This bridge does not make use of Simeon Post's patented joints. The floor beams support a wood plank deck.
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The Harp Creek Bridge is a historic bridge in rural northern Newton County, Arkansas, carrying Arkansas Highway 7 across Harp Creek in the hamlet of Harrison. It is an open spandred arch bridge, built out of steel and concrete in 1928 by the Luten Bridge Company. The arches span , and are mounted on piers set from the abutments. The total structure length is , and the deck is wide.
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The Geeting Covered Bridge, also known as Geeting Bridge, is a historic covered bridge crossing Price's Creek on Price Road west of Lewisburg, Ohio, United States. It was built in 1894 by Everett S. Sherman, one of at least 20 covered bridges built by Sherman in Preble County, Ohio. The abutments were built by the Koppee Brothers. It was listed on the National Register of Historic Places in 1975.
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The crossing is a two barrel steel arch bridge that consists of two separate structures supporting eastbound and westbound traffic. Each structure is an 870-foot-long, five-span, open spandrel steel-tied deck arch, supported on two concrete abutments and four perched pile caps. The two structures both carry three traffic lanes, a bike lane, and a pedestrian walkway, with overlooks provided for scenic views of the lake.
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The ashlar also forms the abutments for the overpasses carrying the railroad tracks across city streets, which are steel plate through girder or deck girder bridges. The fill carries three tracks for much of its length; sidings, some now abandoned, descend to street level by ramps at various points. It was topped with of ballast before tracks were laid. A section of the arch viaduct soon after its construction.
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The Lake Leelanau Narrows Bridge is a three-span structure crossing the narrowest part of the Lake Leelanau. Each span is long and consists of nine rolled steel beams, sitting on concrete mid- stream piers and skewed end abutments. The base of each pier are formed into pointed cutwaters at each end. Four posts on each pier support the bridge, with the exterior post ending with a graceful Streamline Moderne curve.
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The Martin's Mill Covered Bridge is located about east of United States Route 5 on Martinsville Road in a rural wooded area of southern Hartland, with the highway bridges of Interstate 91 rising just to its east. The bridge is a single span Town lattice truss, resting on concrete abutments. It is long, with portals overhanging the ends by . Its total width is , with a roadway width of (one lane).
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Yet there were still floods and other problems. By 1872, so many vessels were unfit for navigation that the company required boats to undergo annual inspections and registration. In July 1876, the crew of the Lezan Ragan stayed afloat while loading in Cumberland only by her crew's pumping. She hit some abutments of the locks near Great Falls, and finally sank at the opening Lock 15 (at the head of Widewater).
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In 1897, at the age of 24, Pearly Weaver and his brother George agreed to build the bridge, at $2.50/day, for J.H. Russell. Securing a book, because he had no experience building bridges, he drew up the plans himself. He hired a craftsman, who had just finishied a similar job nearby, to construct the abutments. A derrick was set up and stones from the stream bed were lifted into place.
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However, construction of the line was never undertaken by Dutch Railways (NS), for reasons of cost and relative lack of benefits. The reservation and abutments for the rail line were utilized instead for a second carriageway for the dike's two-lane highway in the 1970s, transforming the latter into today's four-lane A7 motorway. On 12 and 13 May 1940 it was the site of the Battle of the Afsluitdijk.
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The Sanderson Covered Bridge is located about west of Brandon's village center, on Pearl Street, a secondary road providing access to Brandon's west side and neighboring Sudbury. The bridge is a single-span Town lattice truss, with a truss length of and a total structure length of . The bridge rests on abutments built out of marble slabs reinforced with concrete. It has a roadway width of and a total width of .
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The third contract, known as Contract B1 in official documents, which covers construction of the bridge abutments and pier foundations for the northbound lanes was let on October 31, 2007. Four construction firms submitted bids for this $137 million contract February 6, 2008, according to bid results from CONNDOT. The contract was awarded to a joint venture between the Middlesex Company and Pittsfield, Maine-based Cianbro Corporation in April 2008.
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The bridge presents the clearest, most original structure of its type, as the others incorporate significant structural modifications. The main trusses are double Town lattice and are continuous over a central pier to form two spans of approximately each. It has reportedly been said that they were "built by the mile and cut off by the yard." The center pier is skewed to match the river flow, as are the abutments.
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The spillways, designed for short-term use, soon underwent cavitation and began to fail. Emergency installation of eight-foot flashboards and other efforts narrowly averted total failure. Siltation, concrete degradation, spillway operational problems, and unstable dam abutments are all key factors that affect the safe operation of the dam. It is estimated that a breach of the dam would produce a floodwave that would overtop the Hoover Dam.
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Congress balked at paying. But citizen pressure and the danger of Aqueduct Bridge's collapse due to ice flows in the spring(1) (2) convinced Congress to pay the money. Construction contracts were drawn up in late February, and excavation work on the D.C. abutments began in March. The first coffer dam for construction of the piers was sunk in May 1918, and the old Aqueduct Bridge formally closed on July 9.
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The BBC is overconsolidated up to a depth of approximately . The substructure originally consisted of two masonry abutments and twenty-three masonry piers, as well as one pile foundation with a fender pier for the draw span. The superstructure was originally twenty-three cantilevered fixed spans and suspended spans, of plate girders with one swing span. The Boston abutment rests on vertical piles, while the Cambridge end is directly on gravel.
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All major components of the Straumann Dental Implant System are currently manufactured at Straumann's factory in Villeret, Switzerland. Villeret became operational in 2000. Continued global volume growth made it necessary to expand capacity, and a second production floor was fitted out in 2005. As a result, Villeret now operates two fully independent production lines, one producing surgical products (implants) and the other manufacturing components for the range of implant prosthetics (abutments).
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This is the third-oldest bridge on the Rhone. In 1826, is first constructed a bridge, the Pont Charles X or Bridge Concert from 1828. 214 m long and 13 m wide, it consisted of timber resting on abutments and masonry piers. On 5 September 1829 the Marquis de La Fayette made a triumphal entry into Lyon via the bridge, which was renamed in his honour on 19 September 1830.
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Since the New London & East Lyme ran primarily along unpaved roads, its trackage was largely removed when the roads were later widened and paved, and no sign of the line remains there. Evidence of the Smith Cove trestle - the only portion of the line not along roads - still exists; the western abutment is in place, as are several intermediate abutments which are visible when water levels are low.
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It is covered by a metal gabled roof, and its exterior is sheathed in vertical board siding. The siding extends around a short way inside the portals to shelter the ends of the trusses, and extends upward only partway to the roof eave, leaving an open strip between them. The bridge rests on stone abutments faced in concrete. with The bridge was built in 1872; its designed is unknown.
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On June 19, 1996, a flash flood knocked the bridge from one of its abutments and it incurred substantial damage; an iron bridge on the Marsh Creek was also heavily damaged and another destroyed. A $500,000 restoration on the bridge was already in progress before the flood; an additional $100,000 was raised to repair the damage incurred. The bridge was rededicated on July 21, 1997.Loski, p. 7.
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Slawston bridge, at , is about south- east of Leicester and about one and a half miles down Slawston Road. The bridge is the abutments of a former railway bridge from which the span has been demolished. The bridge has become popular for rock climbing. As a climbing area it has of three types of rock; ironstone, gritstone and smooth blue engineers bricks, offering the best local climbing with some vertical heights.
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A half-mile trail along the cliff top offers views of the gorge, the river, and the forest. A railing runs along the length of the cliff for safety. Along the cliff ledge are fields of boulders, some of which are quite massive. Stone abutments of a bridge that once spanned the river are all that remain of the old post road between Boston, Massachusetts and Albany, New York.
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The bridge rests on concrete abutments that date to 1960. The trusses are unusually short and lack internal bracing, and their corner joints have been reinforced with metal plates. with The bridge's construction date and builder are not known. It has been determined that the bridge was originally an uncovered Pony truss bridge, due to the relatively low height of the queen post trusses and the discovery of supporting documents.
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The Old M-95–Michigamme River Bridge is long with a main span length of . It spans the Michigamme River on an abandoned roadway (now used as a private road) that was once M-95, immediately west of the current highway. The bridge has two filled spandrel arches, with continuous elliptical arch rings. The arches sit on concrete abutments on each shore pier located in the center of the river.
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Two struts (connecting the base of each of the arches and the end of the longitudinal beam) avoid horizontal reaction on the abutments. The main structure weighs and is made of duplex stainless steel with a grade of 1.4462, which exhibits a high resistance to corrosion by chlorides. The deck is made of reinforced concrete, connected to a series of transverse beams. It was completed at a cost of Є2.6 million.
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The Elche Dam in Elche, Spain was a post-medieval arch dam built in the 1630s by Joanes del Temple and the first in Europe since the Romans. The dam was high and long, and had a radius of . This arch dam also rests on winged walls that served as abutments. In the 20th century, the world's first variable-radius arch dam was built on the Salmon Creek near Juneau, Alaska.
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It remained closed and a large section of the eastern span was destroyed by the spring flood of 1857. It was superseded by the Conowingo Bridge, which reopened in 1859, further upstream. The ruins of the abutments are still clearly visible from the western shore or from above. The Jersey Toll House, located at the southwestern end of the bridge still exists as part of Susquehanna State Park.
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Steel bracing beneath the arches forms a walkway and the spandrels contain diamond-shaped latticework. At the top is a decorative balustrade, also of cast iron. The abutments are of brick construction, twelve arches on the south bank and three on the north. The bridge has a plaque that claims that the Nene Viaduct is the last surviving cast-iron structure on a main railway line in Britain.
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The Chinook Pass Entrance Arch marks the east entrance to Mount Rainier National Park. The rectangular log entry arch is one of several placed at the entrances to the park. It was designed in 1933 by the National Park Service Branch of Plans and Designs, and was built in 1936 by the Civilian Conservation Corps. The arch consists of two stone abutments carrying horizontal logs over the road.
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Clay County contracted with Clinton Bridge and Iron Works from Clinton, Iowa in 1900 to build this Pennsylvania through truss span. Completed the following year, it is the rare example of this type of bridge built in Iowa. A concrete arch span replaced this bridge in 1915, and it was moved to its current location the same year. The concrete abutments were built by Thor Construction Company from Cedar Falls, Iowa.
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Ruhle Road Stone Arch Bridge Ruhle Road Stone Arch Bridge was a historic stone arch bridge located at Malta in Saratoga County, New York. It was constructed about 1873 and spanned the Ballston Creek. The arch measured 26 feet from the creek surface and 23.5 feet between the abutments. See also: It collapsed in 1993 and was replaced in 2001 with the Ruhle Road Lenticular Metal Truss Bridge.
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In the garden below the house is a little grotto dedicated to Delia. North Parade Bridge was built almost 100 years later in 1836 by William Tierney Clark. His original bridge was made of cast iron on stone abutments, with lodges and staircases. This was rebuilt in 1936, being refaced in stone over a new reinforced concrete superstructure which replaced the two outside ribs of the original eight cast-iron arches.
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In 1956 the viaduct was completely repainted, which "might have implied to some that BR valued the line as a long-term proposition", but the closure of the line was announced in 1959 and the final passenger train ran on 20 January 1962. The iron structure of the viaduct was demolished in the summer of 1963. The stone abutments at either side of the Belah valley still remain.
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The 1930 bridge was a four-span structure, mounted on concrete piers and abutments. The piers had rusticated and rounded ends, and the northernmost pier had an arch set between the I-beam spans. It was long, with three approach spans consisting of steel I-beam construction, and a main span consisting of Warren trusses in length. The guard rail consisted of T-shaped stanchions joined by a decorative metal latticework.
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The State Street Bridge is a two-span, steel, Pratt Through Truss bridge with pinned connections. Each span is 126 feet long, and is supported by concrete abutments on each end and a steel I-beam on concrete piers in the center of the river. The center I-beam replaced an original large concrete pier which was destroyed by ice in 1927. Each span is identical, and consists of eight panels.
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The bridge is wide, with a roadway width of , carrying one lane of traffic. It is covered by a metal gabled roof with broad eaves. The side walls are covered to about half their height with vertical board siding, which is extended around the full height of the portals. The bridge rests on abutments of stone and concrete; the northern one has been rebuilt after its original stone abutment collapsed.
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All three unbuilt interchanges incorporate interchanges with local roads. The first is located near Exit 50 in Baltimore; it is the site of the planned eastern terminus of Interstate 70 within the city. The only remnants of the interchange that remain in situ today are the mainline bridges built to grade-separate I-95 and the exit ramps to and from I-70, several ramp stubs, a few grassy abutments.
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Erie Canal: Second Genesee Aqueduct, also known as the Broad Street Aqueduct or Broad Street Bridge, is a historic stone aqueduct located at Rochester in Monroe County, New York. It was constructed in 1836–1842 and originally carried the Erie Canal over the Genesee River. The overall length of the aqueduct including the wings and abutments is . The aqueduct is wide and has massive parapets on either side.
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The Springfield Bridge is a historic bowstring truss bridge, located in Beaverfork Lake Park in Conway, Arkansas, USA. It originally spanned Cadron Creek in rural Faulkner County east of Springfield. It is long, set on stone abutments, with tubular metal top chords that rise above the bottom chords. Built circa 1871–74, it is the oldest documented highway bridge in the state and its only documented bowstring arch bridge.
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The Cold River flows westward across northern Clarendon, en route to its confluence with Otter Creek. The Cold River Bridge carried VT 7B, a former alignment of US 7, across the river, a short way south of VT 7B's northern junction with US 7\. It was about in length, with a deck wide, and rested on poured concrete abutments. Its trusses consisted of rolled steel I-beams, fastened together by rivets.
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The Galston Bridge is a single-span timber McDonald truss bridge located on Galston Road. It was built between 1893 and 1894 by the NSW Department of Public Works and crosses Tunks Creek in Galston Gorge, east of Hornsby. At , the bridge is the shortest of all the remaining timber truss bridges in NSW. The bridge is supported at each end on timber abutments which also retain the road earthworks.
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Upstream from this, a viaduct was needed to span the River Trym and the remains of a Roman harbour. It was composed of six 42-foot, 6-inch (12.95 m) arches, with abutments embedded in the rock below. It was supported by three piers at , and below road level. Construction of the viaduct was delayed owing to the tidal flow of the River Avon and the irregularity of the rock.
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As an uncommon conjunction on one site of a railway bridge and the remains of two earlier bridges (1865 abutments, 1897 abutments and piers, and 1915 bridge), the Bremer River Bridge structures, as a group, are important in demonstrating the evolution of bridge abutment design and the effect of changing locomotive technology on bridges in Queensland's rail system from its inception until the construction of the most recent bridge in 1915. Three bridges were successively built on the site because of the need to continually upgrade infrastructure as Queensland Government Railways adopted more powerful, heavier, locomotives. Together with the important Railway Signal Cabin and Turntable located at their southern end, the bridges formed important infrastructure supporting the operation of the North Ipswich Railway Workshops. This infrastructure contributes to our knowledge of the operations of the Workshops, which was Queensland's largest facility for the manufacture and maintenance of steam locomotives and rolling stock.
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Discussions between the city and railroad ensued, and it was not until August 1909 that both sides agreed to a $275,000 ($ in dollars), long rolling lift bridge. Built by the Pennsylvania Steel Co., construction took nearly 18 months. Taking into account its piers, abutments, and approaches, it was the largest rolling lift bridge in the world. The company also repaired a swing bridge just downstream from what is now the Center Street Bridge.
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The four-span, concrete girder bridge, simply supported continuous-over-pier bridge on a 26 degree skew, is supported on three internal piers and abutments on both ends. The north end is anchored on to the abutment and the remaining supports have rocker bearings to allow movement to the bridge deck. The deck was widened in 1994. Each of the three piers consists of two octagonal columns about from the top of the pile cap.
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The Larkinn Covered Bridge stands a short way north of the village center of North Tunbridge, on Larkin Road a short way east of its junction with Vermont Route 110. It is a single-span multiple kingpost truss structure, long and wide, with a roadway (one lane). It rests on abutments of stone and concrete, and is covered by a metal roof. Its side walls are made of vertical board siding and have no openings.
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The dam is 26m tall and 55m wide and was constructed for irrigation water supply. It was originally 24m tall but 2m of height was added in either the beginning or middle of the 17th century. The arch of the dam was of normal curvature with a radius of 35m and angle of 45-degrees. While the dam sat on limestone, its curve rested on two winged walls that served as abutments.
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Egyptian Bridge showing sphinx chimera and sign Egyptian Bridge (Египетский мост) in St. Petersburg, Russia, carries Lermontovsky Avenue (Лермонтовский проспект) over the Fontanka River. The one-span suspension bridge that it replaced was of historical interest as a monument to early 19th-century Egyptomania. It was constructed in 1825–1826 based on designs by two civil engineers, Von Traitteur and Christianowicz. Its granite abutments were topped with cast-iron sphinxes and hexagonal lanterns.
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Five houses and five college buildings were also damaged. Two bridges on Toccoa Falls Drive and a culvert at County Farm Road were completely destroyed. The embankments at Georgia State Route 17 were destroyed on either side of the bridge, and one of the bridge abutments at Highview Road was destroyed. The water-supply pipe for the city of Toccoa was damaged and the city's water supply was contaminated for several days.
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Shown by Google satellite view, dated 2018, accessed October 10, 2018, as well as by 2006 and 2012 photos. It is a single-span Parker through truss steel bridge fabricated by the Kansas City Structural Steel Company and built by F.D. Shufflebarger in 1933. Its substructure includes two concrete piers and massive concrete abutments set upon timber pilings. The total bridge length is , including the span, which has ten panels, and two approaches.
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As part of MassDOT's Accelerated Bridge Program, the New Bedford–Fairhaven Bridge and two other bridges will be rehabilitated. Work will include replacing joints and bearings, and cleaning, painting, and repairing steel, including repairing the existing granite piers and abutments. Construction is expected to begin in Spring 2011 and is expected to cost $24 million.search on MassDOT project ID 604329 New Bedford - Fairhaven bridge postcard of the bridge predating the 1899 bridge.
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The trackbed of the main line was initially preserved, before becoming the Formartine and Buchan Way, a long-distance cycle path. At the station site itself, no buildings survive, however the platforms and base of the water tower are still extant. A council depot was built on the former Goods Yard. The bridge over station road has been removed to the south, with the abutments being converted to allow graded access to cross the road.
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No bridges remain intact and all rails have been removed. Timber piers and stone pitched abutments of several bridges including the Six Mile Creek bridge east of Mount Cuthbert have survived. The formation passes through a series of curved cuttings and embankments on its final approach to the town. From a spur loop north of the smelter three rail formations are discernible to the smelter, tranship stage, and the Mount Cuthbert mine.
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Construction on the $1.35 billion Phase II began in June 1998. This phase called for the construction of the new power house for 11 x Francis turbines and the completion of the navigation lock-system. The new power house is located to the left of the old one and the locks are on the north side of the dam's abutments. Phase II was expected to be completed in 2006 but is behind schedule.
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In the 1930s, the road in El Paso County (which would become U.S. 24) underwent major reconstruction, including the addition of several new bridges. The bridge at Black Squirrel Creek was contracted to Charles B. Owen and A. S. Horner. The truss was built by the Minneapolis-Moline Power Implement Company, and construction of the bridge was complete in 1935. The bridge's concrete abutments are hollow, each with a pair of barred "windows".
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The substantial piers have two cylindrical legs founded on rock with up to three lateral tie beams. The lower sections bell out to larger diameter below the bottom cross beam. Above the upper cross beam the columns are capped with octagonal capitals which support the bridge bearings which are of rocker type. Monumental style is used in the abutments which are of U shape, but with bold corners capped with imposing endposts.
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The Montopolis Bridge is a historic Parker through truss bridge in Austin, Texas. It is located in the Montopolis neighborhood where a bicycle and pedestrian walkway crosses the Colorado River in southeastern Travis County. The bridge consists of five 200-foot Parker through truss spans and four 52-foot steel I-beam approach spans resting on reinforced concrete abutments. It was added to the National Register of Historic Places on October 10, 1996.
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Final collapse occurred at 4:20 pm, before thousands of onlookers who had come to watch the bridge go. The structure collapsed in one piece into the river. Demolition of what was left of the bridge took place from February to April 1938 when all of the pieces were either removed or had sunk. Construction of a replacement bridge was undertaken shortly thereafter, this time with the abutments much higher off the river.
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The Golden Hill Bridge is located in a rural setting in northern Lee, carrying Golden Hill Road, a local through street, across the Housatonic River in an east-west orientation. It is a single-span iron lenticular pony truss structure, long and wide, resting on concrete abutments. The truss depth at the center of the span is . The bridge deck consists of modern steel I-beam stringers supporting a concrete road surface.
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There have been two structures with the name. The first bridge was opened in 1864 and was designed by Joseph Cubitt for the London, Chatham and Dover Railway. Massive abutments at each end carried the railway's insignia, preserved and restored on the south side. Following the formation of the Southern Railway in 1924, inter- city and continental services were concentrated on Waterloo, and St Paul's Station became a local and suburban stop.
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Featured on the bridge standing on tall granite columns are four Old Norse gods, sculpted by Rold Adlersparre: Heimdall blowing in his Gjallarhorn; Odin's wife Frigg holding a rod; Freyja with a falcon (one of her guises) in her hand; and Thor with his hammer Mjolnir resting on his shoulder. Flanking the pathways are cast iron railings displaying stylized plants and the abutments and candelabras designed by the architect Erik Josephson (1864–1929).
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In the 1960s, a Town of Rockingham gravel truck fell through the bridge cutting off cars from Lower Bartonsville Village from the direct link to Vermont Route 103 until the floor was replaced. In the early 1980s extensive renovations were conducted on the bridge, including replacing the abutment on the north side of the bridge, reinforcing the original stone abutments on the south side of the bridge, and replacing the roof and the weathered siding.
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The work included assessing damage to and repairing the concrete piers under the bridge, replacing masonry and repairing the abutments, and repairing and maintaining the steel girders which form the bridge's superstructure. It is unclear how safe the bridge actually is, or what its current lifespan is projected to be. According to the Federal Railroad Administration (FRA), the federal government does not maintain an inventory of rail bridges or their condition.Federal Railroad Administration.
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The Coop Creek Bridge is a historic bridge in Sebastian County, Arkansas, just outside the city of Mansfield. It carries Broadway, designated County Route 62, across Coop Creek just north of Mansfield Lake. It is a two-span open masonry structure, with one span of and one of , with a total structure length of . The bridge is set on masonry abutments and piers, with a reinforced concrete deck that is lined by simple concrete railings.
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The Ross and Monmouth Railway line opened in 1873 terminating at Monmouth Mayhill railway station. A further single line and three-span bridge of almost 300 feet was constructed to join the two Monmouth railway stations, opening on 1 May 1874. It consists of 3 spans of steel- lattice girders on paired steel tubular piers with squared rubble abutments. The main span is 46 metres long and the shorter spans are 18 metres each.
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The foundation consists of four cast-in-situ R.C.C. bored piles for piers and eight 1.2-metre-diameter piles for abutments. The superstructure was with a single post-tensioned box girder for 33 m spans and three precast pretensioned I girders for 22 m spans. This bridge at Honnavar was awarded second prize in the competition for Most outstanding Bridge National Awards 1995 – Category I by Indian Institute of Bridge Engineers in 1995.
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Contracts for timber and for masons to work on the bridge were authorized at vestry meetings. Between 1881 and 1915, the floor of the bridge was washed away and later re-floored with iron girders and buckle plates taken from the original flooring of the May Pen bridge.“Historic Structures – Flat Bridge” in Jamaica Journal Vol. 16, No. 4, 1983 Today, the bridge of three spans is supported by two piers and two abutments.
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The Chesterfield Railroad is commemorated by two Virginia Historical Markers and an exhibit in the Chesterfield Museum. This is the railroad bed, looking West, of the Chesterfield Railroad over Pocoshock Creek in Chesterfield County, Virginia. This is the railroad bridge of the Chesterfield Railroad over Pocoshock Creek in Chesterfield County, Virginia. The now damaged granite block eastern and western abutments that were part of the Falling Creek Railroad Bridge of the Chesterfield Railroad.
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Potter's Covered Bridge, also known as Potter's Bridge and Potter's Ford Bridge, is a historic covered bridge located in Potter's Bridge Park in Noblesville in Noblesville Township, Hamilton County, Indiana. It was built in 1871, and is a Howe truss structure measuring 260 feet long, 22 feet wide, and 20 feet tall. The single span bridge rests on limestone abutments and has walls clad in vertical board siding. Note: This includes and Accompanying photographs.
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Bridge over North Fork of Roanoke River was a historic Pratt truss bridge located near Ironto, Montgomery County, Virginia. It was built by the King Bridge Company in 1892, and was a pin-connected through Pratt truss spanning between cast-in-place concrete abutments. It had ornamental steel lattice portal bracing around the top of the portals. and Accompanying photo The bridge was removed in 1995–1996, and replaced with new bridge.
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The aqueduct is a stone masonry structure with a waterway of 19 feet at the bottom and 20 feet at the top. The towpath parapet wall is 8 feet wide and the upstream wall is 6 feet wide. Benjamin Wright, the project's chief engineer, drew the plans with 6 piers, 2 abutments and 7 arches, each with a span of 54 feet. The piers are 10 feet thick with a pilaster at each end.
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As at 4 February 2009, in 2008 remedial works were carried out on the bridge to repair structural cracks and areas of concrete cancer. At the same time the Bridge was thoroughly inspected for any other damage and necessary repairs undertaken. The parapet of the part of the bridge directly over Argyle Street was replaced in the 1950s. The original parapet can still be seen to the south of the southern abutments.
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Divergent roots of posteriors provide increased support compared to converging, fused or conical roots. Roots that curve apically provide increased support compared to those which have a fixed taper. The number of abutments required depends on both the position of the tooth to be replaced and the length of the span. Cantilever designs utilising one abutment is the design of choice for replacing a single tooth anteriorly and can also be used posteriorly.
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Work began in June 2012, and the track is being raised in two stages: 5 feet in 2012, and another 5 feet in 2013. Two bridges and their abutments are also being raised. When the track raise is complete, the top-of-rail elevation will be . This is 10 feet above the level at which the lake will naturally overflow and will thus be a permanent solution to the Devils Lake flooding.
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The bridge was originally completed in 1893 by the Berlin Iron Bridge Company, East Berlin, Connecticut. It was closed "temporarily" in 1990 for safety reasons. Due to the perseverance of Vermont State Representative Janice L. Peaslee, it underwent a total rebuild which was completed in 2005. In order to facilitate reconstruction of the abutments, the bridge was placed on land for repairs while the foundations were rebuilt and a new approach was created.
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A bridge to the south of the house was built in 1836/7, although all that remains today are the abutments. A new church for the locals was built at his expense across the river at Girsby. In about 1870, Henry's widow, Theophania, erected another footbridge some way north of the house, to enable the faithful to access their church without using a ford near the house.The Northern Echo: Bridge over Troubled Water.
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Hawkeye Creek Bridge is a historic structure located in a rural area northeast of Mediapolis, Iowa, United States. The Des Moines County Board of Supervisors contracted with Clinton Bridge and Iron Works on September 23, 1909 to design and build this bridge. It is a span that carries traffic of a gravel road over Hawkeye Creek. with The structure is a single rigid-connected Pratt through truss that is supported by concrete abutments.
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Because bedrock could not be located in the riverbed, the piers rested on pilings and grillage. The substructure of the bridge consisted of iron Pegram trusses. On the northwestern side of the bridge, the trusses from the shore to the first and second abutments were above the bridge, so as not to interfere with the passage of the B≺ trains below the bridge. The other trusses were all slung below the bridge.
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But yet more construction delays occurred. Due to the heavily silted bottom of the river, the Army Corps of Engineers could not find solid ground on which to build the bridge's piers and abutments. A cofferdam was constructed and extensive excavation and investigation of the riverbed occurred before the second abutment on the northwestern side could be sited. The riverbottom also played havoc with siting and sinking of the piers for the bridge.
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It had a steel grid deck giving a roadway in width. When the current alignment of US 2 was built in 1959, a modern span was built downstream to carry it, and the road this bridge carried was designated Main Street. The bridge was closed by the state in the 1990s because of its deteriorating condition. Further cracking in the abutments over time led to the decision in 2013 to demolish it.
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It is roughly west of the very similar Elm Street Stone Arch Bridge. Structurally, the bridge is a 12-foot–long (4 m) arch 7 feet (2.1 m) above the creek level, carrying the paved street. It is built of locally quarried stone using rough voussoirs with a central keystone, anchored in abutments of larger stone courses dressed to allow for tight mortar joints. The spandrel walls are of random coursed stone mortared in place.
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The east end of the tunnel with its associated concrete arch is located next to one of the bridge abutments that carried the C&P; horseshoe curve over the creek at that point. Tunnels such as the Hoffman Drainage Tunnel have been a cause of acid mine drainage. The water flow in February 2000 was quite brisk, with no obvious smell of sulfur, but with a decided red tinge to the water.
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The Power House Covered Bridge is located east of the village of Johnson, on School Street just west of Vermont Route 100C. It cross the Gihon River, a tributary of the Lamoille River in a roughly east–west orientation. It is a single-span Queen post truss structure, long and , with a roadway width of (one lane). The bridge rests on stone abutments faced in concrete, and is covered by a gabled metal roof.
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The Vehicle Maintenance Facility was to be reduced by roughly half, with storage for 44 Green Line vehicles instead of 88 in the previous design. Three bridges, at Lowell, Medford and School Streets, that were to be replaced will be retained, with the westbound GLX track tunneling behind abutments. The College Avenue Bridge will not be widened. The Broadway Bridge project was simplified and the bridge will be fully closed during reconstruction.
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It is built of locally quarried stone using rough voussoirs with a central keystone, anchored in abutments of larger stone courses dressed to allow for tight mortar joints. The spandrel walls are of random coursed stone mortared in place. In 1897 the Shandaken Town Board approved the construction of the two bridges in Pine Hill. Three years later it hired local mason Matthew G. Thompson to build the bridge for $208 ($ in contemporary dollars).
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The Main Avenue (or Gregory Avenue) Bridge was built in 1906 by the Oswego Bridge Company. It is a swing bridge thru truss rim-bearing swing bridge that rests on ashlar abutments, and carries two vehicular lanes and two sidewalks. Most of the bridge is riveted together, but the center tower uses eyebars in its construction. In 1985 both the operator's house on the bridge and the machinery below it were removed.
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The M80 motorway obliterated the Germiston Junction–Blochairn Junction track bed. The Glasgow Wholesale Market and other commercial premises occupy the former Blochairn Iron Works site. The Monkland Canal was infilled prior to constructing the M8 around 1980. Abutments of demolished bridge over Dalmarnock Road at Dalmarnock station, 2011, prior to being removed entirely in the station's redevelopment Road bridges over the railway cutting exist at Gadie Street (c.1902),SPW035658 SCOTLAND (1931).
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The Ben Laney Bridge is a historic bridge carrying U.S. Route 79 Business (US 79 Bus.) over the Ouachita River in Camden, Arkansas. The steel Pratt truss bridge was built in 1945–47, and dedicated to Acting Governor (and former Camden mayor) Benjamin Travis Laney. Its construction was delayed due to a shortage of steel. The bridge consists of three trusses with a total span of , resting on reinforced concrete piers and abutments.
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The listed property is in area and includes parts of three real estate parcels. It includes of the original roadbed of the historic Savannah-Bolivar Road approaching the Hatchie River on the east side, plus ferry landing area on both east and west banks of the road, and concrete bridge abutments in the river which date from the early 1900s. The site is deemed significant for its association with the Trail of Tears. With .
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In a constant-angle dam, also known as a variable radius dam, this subtended angle is kept a constant and the variation in distance between the abutments at various levels are taken care of by varying the radii. Constant- radius dams are much less common than constant-angle dams. Parker Dam on the Colorado River is a constant-angle arch dam. A similar type is the double- curvature or thin-shell dam.
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In 1807, the road was completed, and Henry Gallatin, the United States Secretary of the Treasury, reported that the alignment of the long turnpike was nearly straight except for an "obstruction" at Sand Hills, where they had to dig into the hill to create the highway. The new turnpike was wide and had stone abutments for the new wooden bridges. The turnpike was heavily trafficked, with several forms of transportation using it at a time.
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First, the Titanodont implant allowed for complete interchangeability with abutments of varying diameters and angles. This interchangeability allowed for a more natural biological width. Second, the implant was grit blasted and acid etched, which provided both a larger surface area and preferable substrate for cells involved in osseointegration. Third, and perhaps most importantly, the Titanodont implant had a locking taper abutment connection, which allowed 360° of abutment positioning, along with a bacterial seal.
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A unique feature of the dam is its spillway. The spillway is located on the embankment, rather than on one of the rock abutments. This had never been successfully attempted before in the design of dams of any significant height, due to problems in making allowance for embankment settlements. In the case of Crotty Dam, the embankment was partly composed of well graded gravels, and thus a very high modulus of embankment deformation was achieved.
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The two towns established an agreement whereby maintenance costs would be shouldered two- thirds by Walpole and one-third by Rockingham. Design restrictions included the objection by the Bellows Falls Canal Company to any abutments obstructing the river near their canal, as well as the river bed conditions in the area, which are roughly deep, with no firm location for a pier. This situation was thought to necessitate a single span structure.Worcester, p.
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The arch is formed out of mortared granite blocks, with a slightly projecting keystone at the top of the arch. The stones are laid in a mostly regular pattern, and the bridge spandrels are filled in with more irregularly-laid stone. Three layers of stone are laid on top of the arch, above which is the gravel roadbed. The bridge abutments and adjoining wing walls are of irregularly coursed rubblestone laid without mortar.
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The Sylamore Creek Bridge is a historic bridge in east central Stone County, Arkansas, just south of the Ozark-St. Francis National Forest. It carries County Road 283 across Sylamore Creek, a short way west of Arkansas Highway 9 and north of the Holiday Mountain Resort in Allison. It is a wire-cable suspension bridge, with steel towers mounted on concrete piers supporting four main cables that are anchored into concrete abutments.
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Construction was underway for abutments and column footings of the bridge as of early 2011. While Jacob's Ladder access was restored in time for the Rugby World Cup 2011, the new bridge was to be completed some time later. In August 2011, the two trusses had been installed, and the floor slabs for the bridge were beginning to be installed, transport in place by a temporary "monorail" attached to the top of the truss.
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Pedestrians walk along the bridge as part of The Goods Line. The 1879 underbridge over Ultimo Road consists of cast-iron columns supporting wrought iron riveted plate web girders and wrought iron cross beams. Structurally it is a half-through, triple-girder bridge, the centre girder is located between the two tracks. Brick abutments are located on the north and south side of Ultimo Road and add extra support to the underbridge.
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A radiological control is necessary to verify the correct placement and connection of implant and abutment. In a further step, abutments are covered by gold cone caps, which represent the secondary crowns. Where necessary, the transition of the gold cone caps to the mucosa can be isolated with rubber dam rings. The new prosthesis corresponds to a conventional total prosthesis but the basis contains cavities so that the secondary crowns can be incorporated.
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Remnants of the red tailings from the Pyrites Works are located at the north-east base of Towers Hill. White tailings sands and recent retreatment tanks are located at the eastern base of the hill below the chlorination works. The stone base of an original chimney and flue, and the formation of the Pyrites branch railway with stone bridge abutments, are located further south of the works, near an area of early camp sites.
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French for "beautiful green", this was the name chosen by both Noah Speers for his little community on the Monongahela River and later by his son Louis, who founded a town with nearly the same name just up the hill (North Belle Vernon, Pennsylvania). Directly across the river lies the borough of Speers, anchoring the far side of the landmark I-70 bridge as the east bridge abutments lie in adjacent Rostraver Township.
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The Guadalupe Bridge which is part of the Epifanio De los Santos Avenue consists of an inner bridge and two outer bridges. The two outer bridges were constructed in 1979 with Umali-Pajara Construction Company as its general contractor. The length of the bridge from its two abutments is . The outer bridges have 10 lanes in total and a junction at the Makati side of the bridge connects to J. P. Rizal Avenue.
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The Agassiz Road bridge, which connects Park Drive and the Fenway through the middle of the Fens, was designed by John Olmsted. It has five small brick arches, with granite abutments and piers supported by spruce piles driven into the marsh. The bridge is faced with Roxbury puddingstone salvaged from old walls in Franklin Park. Construction began in 1887 and was completed in February 1888; parapets were added when the road was paved in 1891.
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The Fen Bridge connects Park Drive and the Fenway at the west end of the Fens opposite Avenue Louis Pasteur. Also designed by John Olmsted, it is a masonry arch with a span. Like the Agassiz Road bridge, its abutments are granite supported by spruce piles and the facing is reused Roxbury puddingstone. Construction lasted from February to November 1891; the bridge opened with Audubon Road (now Park Drive) on January 3, 1892.
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Common uses are in concrete blocks, concrete slabs, geotechnical fillings, lightweight concrete, water treatment, hydroponics, aquaponics and hydroculture. substrate. LECA is a versatile material and is utilized in an increasing number of applications. In the construction industry, it is used extensively in the production of lightweight concrete, blocks and precast or incast structural elements (panels, partitions, bricks and light tiles). LECA used in structural backfill against foundations, retaining walls, bridge abutments etc.
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Due to concerns over its structural integrity, the bridge was rebuilt in 1908 reusing the existing piers and abutments to a design by the London & South Western Railway's chief engineer, J W Jacomb-Hood. The main bridge girders and decking were replaced in 1984. The bridge and the approach viaduct, which crosses Richmond's Old Deer Park, was declared a Grade II listed structure in 2008, providing protection to preserve its special character from unsympathetic development.
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As part of the Baltimore Red Line project, the stub of Interstate 70 that exists inside the Beltway was planned to be removed; bicycling advocates in Baltimore City proposed retaining the bridge structure over Security Boulevard or its abutments for a safer crossing and a Gwynns Falls Trail extension. However, the Red Line project was cancelled in early 2015; Interstate 70 was truncated to the Beltway in 2014, leaving the stub end unnumbered.
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Brown and Company had finished the masonry work, that had been subcontracted out to them, for the abutments by September 16, and Mr. Daniels was given $6,000 to pay for the work. This was to be the only bridge in Parke County built by J. J. Daniels that would contain a cornerstone in the abutment. The cornerstone is located in the south upstream side of the bridge and reads, "Builder J. J. Daniels 1861".
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What remains of the bridge are massive masonry blocks that formed at least five piers. The lower courses of one of the abutments still stand, partially complete, and it is possible to see the holes into which the wooden structure of the bridge would have fitted. All of the timber has disappeared in the nearly 16 centuries since the end of the Roman occupation. The remains were discovered in 1972 during gravel quarrying.
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Sidewall of bridge The Old M-94–Au Train River Bridge uses a span MSHD standard through girder bridge design to carry Wolkoff Road over the Au Train River. The structure has a single plate girder span, with a steel stringer approach span on each end. The stringers are supported by concrete abutments and concrete-filled steel cylinder piers. The main span consistes of two through girders, joined by four I-beams underneath.
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The first bridge to be constructed was a three-arch stone bridge, which was built in 1746. It was destroyed by a heavy storm which caused the River Taff to flood about two years later. A large amount of debris came down the river, which then become trapped against the two abutments supporting the bridge. The weight and force of the debris ultimately destroyed the bridge, which was then swept away down the river.
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The County Road 557–West Branch Escanaba River Bridge is in length with a roadway width of and a complete structure width of . The structure is a steel stringer bridge, constructed of rolled I-beams supported simply by straight-walled concrete abutments on each side of the river. The outside of the stringers are encased in concrete, giving the bridge the appearance af an all-concrete construction. The deck is concrete, resurfaced with asphalt.
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The Five Mile Drive-Sutter Creek Bridge, in Amador County, California near Ione, California, is a Pony Pratt half-truss bridge built in 1910. It was listed on the United States National Register of Historic Places in 1986. The United States National Register nomination describes it as a: > steel, pin-connected, pony Pratt half-hip truss bridge on concrete wall > abutments with flared wing walls. It crosses Sutter Creek in a wooded, rural > setting.
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But yet more construction delays occurred. Due to the heavily silted bottom of the river, the Army Corps of Engineers could not find solid ground on which to build the bridge's piers and abutments, requiring construction of a cofferdam and extensive excavation and investigation of the riverbed. A major flood in 1888 damaged some of the work, and caused further delays. The new Pennsylvania Avenue Bridge, as it became known, was complete in June 1890.
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The Katse Dam, a 185m high concrete arch dam in Lesotho. The Morrow Point Dam is a double-curvature arch dam. An arch dam is a concrete dam that is curved upstream in plan. The arch dam is designed so that the force of the water against it, known as hydrostatic pressure, presses against the arch, causing the arch to straighten slightly and strengthening the structure as it pushes into its foundation or abutments.
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The Tilton Island Park Bridge is located at the eastern end of downtown Tilton, extending from the northwest shore of the Winnipesaukee River to the wooded Tilton Island Park. It consists of two Truesdell truss spans, which rest on granite abutments and a central granite pier. The bridge is in length, and wide. Its trusses are made of cast iron, using a patented design similar to that of Ithiel Town for wooden lattice bridges.
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Throughout its existence the bridge had carried passenger and freight traffic, but both gradually declined and in the 1960s, the passenger service was replaced by a four-wheeled railbus. Trains continued to bring coal to the swing bridge engine house until this was fixed in the open position for river traffic in May 1970. The connecting lines and the deck were dismantled in 1971, leaving only the piers and abutments, which remain as of 2020.
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The western pier is to in width, whilst the eastern pier is to wide. Both have pointed cutwaters, much eroded on the east pier downstream, and are faced with large granite blocks, rough and weathered on the west pier, dressed and squared on the east pier. The three openings beneath the bridge vary from to wide and are roughly square in section. The abutments and causeways have masonry walls of roughly dressed granite and rubble.
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The Watson Settlement Bridge is located in southeastern Littleton, a rural community in southern Aroostook County. The Meduxnekeag River flows north from Houlton into southeastern Littleton before turning east and crossing the international border into New Brunswick, Canada. Framingham Road, which the bridge formerly carried, crosses just south of the bridge on a modern structure. The covered bridge is about long, with two spans resting on stone abutments and a central pier.
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The Winooski River Bridge stands in a somewhat rural area of eastern Richmond, set roughly east–west across the Winooski River just north of the bridges carrying Interstate 89 (I-89). It is a single- span Pennsylvania through truss structure, in length and wide. Its portals have a clearance of , and the bridge stands about above the water on concrete abutments. Its trusses have extra reinforcing sub-struts to improve its performance under heavy loads.
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The Cedar Swamp Covered Bridge stood in a rural area of southeastern Cornwall and western Salisbury, connecting Cornwall's Swamp Road with Salisbury's Creek Road. The bridge was a Town lattice truss structure, built as a single span long. It rested on abutments of marble that had were faced in concrete, and was supported near its center by a concrete pier added in 1969. The bridge was wide, with a roadway width of (one lane).
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The bridge rests on abutments of stone and concrete; the north abutment includes a large granite outcrop. The bridge deck is supported by steel I-beams installed in 1971 to carry the active load. with The bridge was built in 1896, one of the last known to be built in the 19th century in Vermont. Its construction is somewhat unusual, with distinctively thicker bottom chords on the trusses, built out of twelve layers of planking.
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See Methler, Methler: Biographie … p31 Today the Henriette-Davidis-Museum in Wetter-Wengern keeps her memory alive with cookbook exhibitions and a monograph series. Parts of a stone-built stove from the Wengern vicary together with a memorial plaque were bricked in the local railway bridge abutments, completed in 1934 and for which the vicary had to be demolished.Harald Vogelsang: Das Bw Bochum-Dahlhausen und die Eisenbahn im mittleren Ruhrtal. Eisenbahn-Kurier-Verlag, , p.132.
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Lake Kurobe The Kurobe Dam is a long and high, with variable-radius (dome) arch dam. The dam is wide at its base, wide at its crest and contains of concrete. The dam is flanked and supported by two "wing" dams which form the abutments; the one on the left bank is long and the right is . The dam withholds a reservoir with a capacity of of which is live (active or "useful") storage.
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The viaduct is a beam or girder bridge. It has reinforced concrete piers and pier bends supporting steel-plate girder beams and a composite deck with some 200 moving parts. The viaduct is 2.9 km long and 1.95 km between abutments and was at the time the largest such bridge in the British Isles. It has 68 spans on the main north south route--the largest span being that over the river at 117 m.
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According to the Italian scholar Galliazzo, though, the characteristic pattern of alternating brick and stone layers in the arch rip (see picture showing the arch of eastern abutment) rather points at an early Byzantine reconstruction from the second half of the 5th or the first of the 6th century AD, during the reign of Justinian. In his view, only the pier foundations and the abutments with their minor arches are unequivocally of Roman origin.
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The Milford Suspension Bridge is located a short walk east of the Milford Oval in downtown Milford, extending from the eastern end of Bridge Street across the Souhegan River. The bridge is long, and is built out of a combination of riveted iron work and cabling. Its deck is made of wood, and its sides have been protected by modern chain link fencing. It rests on abutments fashioned out of roughly quarried local granite.
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A bridge at Diyarbakır, Turkey, still stands from this period of the road's use. The road also helped Persia increase long-distance trade, which reached its peak during the time of Alexander the Great (Alexander III of Macedon). In 1961, under a grant from the American Philosophical Society, S. F. Starr traced the stretch of road from Gordium to Sardis, identifying river crossings by ancient bridge abutments. It was maintained by personal guards.
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Skew bridge near the Ouse Valley Viaduct on the London to Brighton main line was to be one end of the line - the abutments in the foreground were built for the Ouse Valley line. The Ouse Valley Railway was to have been part of the London, Brighton & South Coast Railway (LBSCR). It was authorised by an Act of Parliament and construction of the long line was begun, but not completed. It never opened to traffic.
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Tributaries include the Sally River and the Brewery River at Dunmanway, the "Small Blackwater" near Ballineen, and the Bridewell River at Bandon. The river is crossed by a total of 15 bridges (including two footbridges). There were also four railway bridges, one of which is still intact (on farmland near Dunmanway). The remains of the others -- near Murragh, Bandon, and Innishannon -- consist only of abutments and/or piers, with the spans having been removed.
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The trusses are set on stone abutments that have been faced in concrete. with The bridge was built for the town in 1905 by Henry Norton, and was dedicated to Gilbert and Olive Spaulding. It is one of a small number of surviving pin-connected truss bridges in the state; this style of construction was already falling out of fashion when this bridge was built, replaced by field riveting. The bridge underwent a major restoration in 2005.
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Ivory Mills is a , historic grist mill complex located at White Hall, Harford County, Maryland, United States. It consists of six standing 19th century frame buildings and structures: mill, miller's house, barn, corncrib, carriage house, and chicken house. The property also includes the ruins of a stone spring house, and the stone abutments of a frame, Federal-era covered bridge. The focus of the complex is the three-story stone and frame mill building built about 1818.
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A standard concrete slab structure supported on original brick abutments and two steel trestles with new stairs to the platform and bridge with new concrete deck over the tracks spanning between the Great Western Highway and Railway Parade. The footbridge marks the northern end of the station. A concrete level crossing with relatively new fabric is also located on the southern end of the station. 1994 metal balustrades provides safety along the edges of the stairs and the bridge.
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The bed averaged twelve feet in width, with cross-ties set at what is by today's standards an extraordinary interval of four feet. The bridge across Oatka Creek was one hundred feet long and rested atop two masonry abutments and three piers. By one accounting, the total cost, including land, labour, and rolling stock (eight freight cars), was around $4,000 a mile, for a total of eight miles and $32,000. Horse cars were used on this railroad.
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The total length of the Upper Soane Bridge across the Soane, as the river was then called, over abutments is . It was opened for traffic on 27 February 1900. When it was built, it was the longest bridge in India and was believed to be the second longest bridge in the world, short of the Tay bridge near Dundee. Subsequently, longer road bridges were built but it remained the longest rail bridge in India for many years.
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The general management of the bridge construction was carried out by colonel E. A. Adam. The special popularity of the bridge was gained through angular sculptures of four winged lions crowning the abutments. They were designed by sculptor Pavel Sokolov (1764-1835), who also contributed lions for Bridge of Lions and sphinxes for Egyptian Bridge. The bridge is in front of the former Assignation Bank building (now housing the Saint Petersburg State University of Economics and Finance).
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The original design by the Arizona Highway Department consisted of a multi-span concrete slab-and-girder structure, with concrete abutments and piers. The bridge is an example of a standard construction structure used during the 1920s and 1930s, four-rib concrete deck girder. It consists of seven spans, and is considered one of the more noteworthy examples of its type in Arizona. On September 30, 1988, the bridge was listed on the National Register of Historic Places.
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Papinville Marais des Cygnes River Bridge, is a historic Pinned Pratt through truss located at Papinville, Bates County, Missouri. It was built in 1884 by the Kansas City Bridge and Iron Co. and spans the Marais des Cygnes River. It is a three span bridge with a central Pratt truss measuring 116 feet and two connected Warren-pony truss spans. It rests on stone abutments with concrete and steel piers and measures a total 234 feet long.
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The total length of the Upper Soane Bridge across the Soane, as the river was then called, over abutments is . It was opened for traffic on 27 February 1900. When it was built, it was the longest bridge in India and was believed to be the second longest bridge in the world, short of the Tay bridge near Dundee. Subsequently, longer road bridges were built but it remained the longest rail bridge in India for many years.
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The Frog Bayou Bridge is a historic bridge in Crawford County, Arkansas, just south of Mountainburg. It is a single-span steel Parker through truss, which formerly carried Arkansas Highway 282 across Frog Bayou, a tributary of the Arkansas River. The bridge is now closed to traffic, and is located at the southern end of Silver Bridge Road. The bridge has a span of and a total structure length of , and rests on abutments of stone and concrete.
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The former Cockermouth, Keswick and Penrith Railway runs through the north end of the village, where a station was situated. Opened in 1865, it was initially a single-track line, but the section between Redhills and Blencow railway station was widened to double track in 1901. The extension to the stonework required for the bridge abutments can still be seen on those close to Newbiggin. It was originally planned to name the station after the village.
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The Coburn Covered Bridge stands in far eastern East Montpelier, about east of the town center. Coburn Road runs north from United States Route 2, roughly paralleling the south-flowing Winooski River and eventually crossing it. The bridge is oriented east-west, and is a single-span queenpost truss structure with embedded iron rods. It is long and wide, with a roadway width of (one lane), and rests on abutments of concrete and stone faced with concrete.
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The Lyme-East Thetford Bridge is located in a rural setting between the village of East Thetford on the Vermont side and Lyme village to the east in New Hampshire. It consists of two Parker truss spans, set on concrete abutments and a central concrete pier. The trusses are fabricated out of rolled steel I-beams, and the main deck is steel covered by asphalt. The bridge location was the site of a ferry as early as 1780.
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The 1929 bridge was a Parker through truss structure, built out of rolled steel I-beams riveted together. It was virtually identical to the bridge in Sharon, several miles upriver, which was built about the same time. It was long and wide, with poured concrete abutments. with The 1927 floods, the worst in the state's history, washed away all of the bridges along the White River downstream from Rochester, in the foothills of the Green Mountains.
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Williams, p. 493-494. In September 1852, determined to get a bridge built at the Three Sisters, Georgetown city officials commissioned a study from engineer Charles Ellet. Ellet proposed a single-span bridge at the Three Sisters whose main arch would be more than long and whose deck would be above the water. Stone abutments high on the Georgetown side would arch over the C&O; Canal and connect the C&O; Canal abutment to the high ground.
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Much of the tramroad was obliterated when the later railway was built, but a number of remnants can be found. The Redbrook Incline Bridge over the B4231 road at Redbrook (SO537102) is now protected as a Scheduled Ancient Monument. Near Coleford, the stone abutments of a former wooden bridge exist either side of a minor road at SO563101.Near High Meadow Farm; note this is not the intact stone arch bridge, which was for the later Coleford Railway.
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Coopersburg: About one quarter mile west of Main Street in Coopersburg are very distinct signs of the former right-of- way. This includes cut and fill terrain on both sides of Trolley Bridge Road, and the abutments of a former long bridge just north of the same road. Within Coopersburg itself, residential Liberty Street named for the Liberty Bell line was placed on top of the former road bed. Portions both south and north are now private driveways.
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The former right-of-way is very distinct here and is a jeep trail and pole line. About one mile south are the very distinct two abutments of the former Gehman trestle over Township Line Road north of Cowpath Road. Hatield and Lansdale: The house-like two story Hatfield former LVT station at Main Street is now the Trolley Station cafe. Inside this cafe there are photographs of LVT equipment and locations plus a 1938 weekend schedule.
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A reinforced cantilevered concrete deck was also added, which provided extra space for new footways; the cast iron parapet railings were re-erected on the outside of the new footways. In 1978, a new reinforced concrete deck was added and the masonry abutments were also strengthened. In May 1996, the bridge was Grade I listed as "a highly important and imaginatively-designed iron road bridge by Thomas Telford, engineer, a significant example of early iron technology".
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The bridge is of aesthetic significance, being an impressive structure of considerable length crossing a major waterway and having landmark qualities on the Yass-Tumut road. The monumental style of the abutments reflects the importance ascribed to the crossing by the Public Works Department and the community. The bridge has local social significance. The loss of the previous bridge in record flood was a major blow to the local community using this important transport and communication route.
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The Samuel Morey Memorial Bridge is a historic bridge carrying New Hampshire Route 25A across the Connecticut River between Orford, New Hampshire and Fairlee, Vermont. The steel through-arch bridge was built in 1937–38 to replace an older wooden bridge which had been damaged by flooding in 1936. It spans , stands about above the river, and its arches rise above the roadway. It rests on poured concrete abutments that have a light Art Deco or Moderne styling.
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The bridge rests on concrete-faced stone abutments and is covered by a metal gabled roof. The bridge was built in 1869 at one of two major crossing points of the Cold River (the other at Whiteface village to the northwest). This one was located not far from the mill of James Durgin, and eventually came to be known by his name. It replaced bridges that had been swept away by floods in 1844, 1855, and 1869.
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The East Fairfield Covered Bridge is located at the western end of East Fairfield village, on Bridge Street a short way south of Vermont Route 36. It spans Black Creek, a tributary of the Missisquoi River, in a roughly northeast-southwest orientation. It is a Queen post truss structure, long and wide, with a roadway width of (one lane). It rests on abutments of dry laid stone, which have been further finished in concrete and mortar.
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Opened by the Midland Railway, it became part of the London, Midland and Scottish Railway during the Grouping of 1923. Passing on to the Eastern Region of British Railways on nationalisation in 1948, it was then closed by the British Railways Board as part of the Beeching Axe in March 1965. It was demolished several years later and the site is now a housing estate. The bridge and abutments have also been demolished, but an embankment remains.
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Gavit The gavit of S. Astvatsatsin Church belongs to the most common square plan, with roofing supported by four internal abutments. It has a squat octahedral tents above the central section, making it similar in structure to the Armenian peasant home of the glkhatun type. The gavit has small annexes in the corners of the eastern side of the building. Decorated with various rosettes, these sections contain sculptures of human figures in monks' attires, carrying crosses, staffs, and birds.
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By July 1934, the D.C. Commissioners and National Capital Planning Commission (which had approval over all major structures and all roads, bridges, and memorials in the metropolitan area) had given their approval as well,"Anacostia River Bridge Changes Are Approved," The Washington Post, July 7, 1934. and construction went forward. The new structure had abutments which extended an additional onto the shore on either side of the bridge, and it was rather than above the water.
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The chords taper up toward a square section in the center of the span, which is topped by four finials. On the Manhattan side, there is a plaque stating the year 1894, the words "Central Bridge", and the name of the bridge's major engineers. The design has been compared to a "raffish tiara" due to the presence of the Gothic Revival-style abutments. The span is located between two pairs of stone end piers with shelter houses.
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The Bissell Bridge is a historic covered bridge on Heath Road (Massachusetts Route 8A) over Mill Brook in Charlemont, Massachusetts. The TECO Enhanced Long through truss bridge was built in 1951 by the T. J. Harvey Company, to a design by the Timber Engineering Company (TECO) and the Massachusetts Department of Transportation (DOT). The bridge is long, and rests on stone- faced reinforced concrete abutments. Mill Brook passes fifteen to twenty feet below the bridge at normal water levels.
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Some remnants of the railway still exist in and around Valetta: the station's goods shed, minor bridge abutments, and some of the line's formation.David Leitch and Brian Scott, Exploring New Zealand's Ghost Railways, revised edition (Wellington: Grantham House, 1998 [1995]), 75-6. Valetta has been identified as potentially at risk in the event of a major flood. Construction of flood protection stopbanks along the southern branch of the Ashburton River is proposed but currently on hold.
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The bridge comprises two carriageways each of which as its own concrete pillars and each of which is constructed as a continuous beam with a hollow box-section with a constant height of . The concrete beams incorporate 22 internal and 4 external steel reinforcement tendon-supports. The overall length between abutments is . The total width of the two carriageways from one side to the other is , but that includes a gap between the two parallel bridges which is wide.
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The High Speed Railway line connecting Barcelona and the French border crosses the Municipality of Vilafant 19 ft (6 m) below the ground level. To cross the sunken railroad, two pedestrian bridges were constructed. The structure, with one span of 150 ft (46 m), is monolithically connected with the abutments. The use of unusual geometric shapes fabricated using stainless-steel and GFRP are blended in an innovative fashion, giving rise to an austere and elegant solution.
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Since the Class 47s were considered 'life expired' by EWS management, and there were other depot facilities relatively close by (Toton, Bescot and Doncaster), and the other RFD locomotives were all electrics based at Crewe Electric TMD, the need for the Sheffield depot was deemed unnecessary. In 1998 the shed closed and by June 2006 the site had been completely cleared for new development and all that remained was the abutments of the rail overbridge used for access.
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The Amboy Overpass was a historic bridge in North Little Rock, Arkansas. Built in 1941, it carried MacArthur Drive (Arkansas Highway 365) across the railroad tracks of the Union Pacific Railroad in the northwestern part of the city. It was a twelve-span structure with a total length of , whose longest span was . The carrying piers and abutments were all fashioned out of reinforced concrete, and a concrete balustrade ran along each side of the deck.
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The bridge deck width was , and its roadway was wide, which could accommodate only a single lane of traffic. Just before the flood that led to the bridge's destruction, about 450 vehicles crossed the bridge daily. The outside corners of the wing walls were apart, which combined with the overall length of led to a total area of being listed on the NRHP. The bridge rested on abutments which had been jacketed with concrete after its original construction.
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The Beach–Garland Street Bridge was a two-span Luten arch concrete bridge, constructed from two heavily skewed filled spandrel arches spanning 80 feet. The arches were supported by massive concrete abutments on each bank and a central pier with bullnosed cutwaters. The arches were elliptically shaped with tapered arch rings marked with incised lines in the concrete. The arches supported an asphalt-surfaced roadway, flanked on both sides by concrete sidewalks which were cantilevered over the arch supports.
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The construction of the Dinkey Creek Bridge was part of a wider effort to improve access to recreation and timber resources in the area. The bridge was designed by engineer T.K. "Tank" May. The concrete abutments were designed by the Fresno County Surveyor in June 1938, and construction on the bridge completed that year. Designed as a highway bridge to carry McKinley Grove Road, it was built by the U.S. Forest Service with Civilian Conservation Corps labor.
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The Lewisham sewage aqueduct, completed in 1900, is a key and highly visible component of the Southern and Western Suburbs Ocean Outfall Sewer system. The extension of this system into Dobroyd Point provided for a sewerage service to the emerging suburbs of Haberfield and Ashfield. The aqueduct is considered unique in Australia for its riveted oviform steel carrier. The functional nature of the carrier is embellished by decorative metal lattice work, and worked sandstone faced piers and abutments.
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The Cold River Bridge is located in a rural setting in eastern Langdon, spanning the Cold River just to the east of Crane Brook Road, which it used to carry. The bridge is long and wide, with a roadway width of just over . It is a single-span modified Town lattice truss with a reinforcing laminated arch, set on stone abutments. It is covered by a metal roof and its sides are sheathed in vertical board siding.
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Bridges standing here were documented by the town as undergoing either major repairs or reconstructions in the 19th century. The bridge preceding this one was washed off the abutments by flooding in 1869, and was rebuilt on commission from Henry Banks, proprietor of the West Ossipee Hotel. It is named for poet John Greenleaf Whittier, who summered at the hotel for several years in the 1870s. Like its predecessors, it has undergone a number of renovations and alterations.
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Cartersville Bridge is a historic bridge located near Cartersville, Cumberland County, Virginia. The original bridge was constructed in 1822, and its five stone piers of rough cut ashlar and rubble and two stone abutments remain. Atop them is a superstructure constructed in 1883-84 of heavy timber members with cast-iron connections arranged to form a truss configuration based on the Pratt truss. The bridge is composed of six spans with an end-to-end length of .
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It is long with a span of , and is wide, carrying an wide roadway and two sidewalks. The shore ends of the bridge rest on abutments of granite stone, while the center of the bridge is supported by a reinforced concrete pier, which is flared on the upstream side to deflect debris. The bridge is reinforced with steel beams, giving it a carrying capacity of 15 tons. It is decorated with pendant acorn finials and painted bright white.
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The tram stops will be moved as part of the widening of Treskowallee under the bridge, with each new stop now sited next to the station. The corresponding planning approval was published on 14 October 2011. After several postponements, construction began in early 2012, with an estimated construction period of two years and four months. In May 2012, the old bridge decks were dismantled over Treskowallee and replaced by temporary bridges so that the abutments could be rebuilt.
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A fixed-fixed bridge refers to a pontic which is attached to a retainer at both sides of the space with only one path of insertion. This type of design has a rigid connector at each end which connects the abutment to the pontic. As the abutments are connected together rigidly it is critical that during tooth preparation the proximal surfaces of the abutment teeth must be prepared so that they are parallel to each other.
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The amount of deflection is 8 times greater when the length of the span increases to 2 pontics, and increases to 27 times greater with 3 pontics in comparison to a single pontic. It is likely that increased span length will result in the abutments being subjected to increased torquing forces. The thinner the pontic, the more deflection occurs. If the thickness of the pontic is reduced by 50% this causes an 8 times increase in deflection.
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There the framework was reassembled on the bridge abutments. Bolts were used to hold all of the large pieces together, while cross-pieces and small braces were nailed in place. Underside of the bridge looking west The Cogan House Covered Bridge was added to the NRHP in 1980 and was listed on the 2009 National Bridge Inventory (NBI). According to the NBI, the covered bridge is long, with a roadway wide, and a maximum load of .
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This is unusual, given the expansion of . The opening in the middle of the bridge will not be oval like that of the previous bridge. In March 2017, following the installment of the new abutments, two heavy-goods vehicles delivered each a steel triangle measuring long, wide, almost tall and weighing 25 tons from Steinach am Brenner. These triangles were put in place with a crane and welded into place with connecting tubes over the River Dreisam.
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Black Weir over in 2007. Black Weir, formerly Black School Weir, is the most upstream weir of those on Ross River. Built in the early 1930s, Black Weir is a hollow buttress weir with an ogee shaped face on the downstream side, a sloped face on the upstream face and stone pitched abutments. The weir's name is derived from the name of Black School which abutted Ross River near the location of weir when it was constructed.
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Both the viaduct's abutments and the five rectilinear-plan piers located to the west of the river, each featuring two round-arch openings, were composed of masonry. The rest of the piers consisted of timber trestles that were arranged from 406mm square uprights, complete with two, three or four legs founded on either timber piles or masonry pads; the difference in the number of legs used being dependent upon the specific ground conditions for each pier.
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The bridge has a single span of across the Thames with 18 encased steel arches bearing the load of a concrete deck. There are two smaller spans, on land, at the abutments, taking the total length to . As built, it had a width of . The architectural treatment of the bridge was considered of great importance because of its proximity to Runnymede (the water-meadow) and the structure is finished with hand-made brick facings, white cement and Portland stone.
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Work was to be done quickly with the intent of completing the project by the end of summer. As part of the project, Amboy Avenue would be depressed by , and the tracks would be raised to provide of clearance. The crossing was to be wide with sidewalks, and the structure over the road was to consist of steel on concrete abutments. The project was estimated to cost $78,240, with $19,560 in funding coming from the state.
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The right-of-way within New York City ends at a parking garage for an apartment building in Yonkers. To the north of the apartment building, another parking lot was built. The bridge over the adjacent street was walled in where the ROW used to pass underneath. Abutments of the former branch can be found at School Street across from Herriott Street, McLean Avenue near South Broadway, and the former Lowerre Station on Lawrence Street at Western Avenue.
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The white oak walls are vertically sided and covered with a metal roof; its builder was anonymous, although the stone abutments are known to have been constructed by Isaiah Cline. When the bridge was erected, it took the name of a family named Foreaker, which owned an adjacent farm; the Foreakers sold the property in 1925 to a Mr. Weddle,Owen, Lorrie K., ed. Dictionary of Ohio Historic Places. Vol. 2. St. Clair Shores: Somerset, 1999, 1020.
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Yarmouth: DeLorme, 2004, 72-73. . Local bridge builder Rollin Meredith erected it in 1879, using the Long Truss style of truss bridge design; the single-span bridge was named for the locally prominent Hune family. Among its design features are a metal roof, abutments of cut stone, and vertical siding. As a Long Truss, the Hune Bridge is a valuable example of nineteenth-century architecture: few examples of this complicated style survive to the present day.
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The ground floor has three arches to the central section, with one arch to either side, with coursed render expressing voussoirs and a vermiculated base. The central arches open to an entrance portico and are accessed via wide steps, with the side arches housing window displays. The first floor is composed similarly, with the three central arches originally to a loggia, but now glazed. These arches have expressed imposts, vermiculated keystones, and decorative mouldings to voussoir and abutments.
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Although rehabilitation was performed in 1992, additional repairs were completed in 2007. . The 1916 bridge was demolished in the 1950s, although its high stone abutments remain. Popolopen Bridge and the smaller pedestrian walkway as viewed from the Bear Mountain Bridge As noted above a new footbridge (built 2002) has been constructed across the Popolopen Creek's just downstream from this bridge. The concept design of this bridge was proposed by Bruce Ramsay & Jim Hume of Cleveland Bridge Pty. Ltd.
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Copeland Bridge, also known as Copeland Farm Bridge or Copeland Covered Bridge is a wooden covered bridge over Beecher Creek in the town of Edinburg in Saratoga County, New York. It was built in 1879, and is a small, timber framed, queenpost truss bridge with a gable roof. It has a 30-foot span carried on fieldstone abutments. Note: This includes and Accompanying photographs It was listed on the National Register of Historic Places in 1998.
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The Gates Farm Covered Bridge is located a short way east of the main village of Cambridge, on a farm property on the south side of Vermont Route 15. It is oriented east-west across the Seymour River, a tributary of the Lamoille River, which the roadway roughly parallels. The bridge is a single-span Burr arch truss, long and wide, with a roadway width of . It is covered by a gabled metal roof and rests on concrete abutments.
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The site of Durham Elvet station, near Whinney Hill, is now occupied by a student accommodation for the University of Durham. Where the line crossed the River Wear, the abutments of the bridge can still be seen. Durham is now only served by Durham railway station (East Coast Main Line) on Wharton Hill. Sections of the line have been converted into scenic cycle tracks, namely Regional Cycle Network route 20 and National Cycle Network route 14.
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Lade Bank Pumping Station Lade Bank lock was built on the Hobhole Drain in 1805 by John Rennie and 1867 the Lade Bank pumping station was built of red and yellow brick. Originally a lock of four cutwaters and two abutments with grooves and fixings for lock gates. In 1867 an engine house and pumping station with tall chimney were built above. The engine house contained six boilers to raise the steam to operate the two pumps.
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Many wooded tree lines and hedgerows follow field lines depicted on old Civil War-era map sketches. The remnants of many old roadways also remain, evidenced by stonework, fences, tree lines, and bridge abutments. The field lines include numerous large black walnut, hackberry, black locust, honey locust, chinquapin oak, and eastern redcedar trees. The western side of the property is a steep hill which old photos from the 1930s show as farmed but which are now wooded.
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Side of bridge The King Road–Whitefish River Bridge is a girder bridge built on two skewed through girders, supported by concrete abutments and a center pier. The deck is a concrete slab, with the girders rising above to form the guardrails on either side. A bronze plate designating the bridge as a "Trunk Line Bridge" is mounted on the girders’ inside walls. The structure is fundamentally unaltered, but has undergone a considerable amount of concrete spalling and chipping.
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The Water Authority changed the route of the proposed pipeline to avoid destruction of the stone bridge abutments, and the pipeline was constructed in 2006.Hoeft, "Authority Realigns Pipeline Route Near Devils River," Green Bay Press-Gazette, June 11, 2005; "Pipeline Work May Cause Traffic Headaches," Green Bay Press-Gazette, May 6, 2006. The $80 million pipeline opened in August 2007.Millard, "Brown County Cities Find Water Crisis Solution in Manitowoc County," Business Journal of Milwaukee, December 7, 2007.
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The railroad tracks ran beneath one of the arches of the bridge. The railroad dock was moved upstream in 1917 to accommodate construction of the western abutments of the bridge. In December 1959, the Cleveland Metropolitan Housing Authority (CMHA) purchased of land along the Irishtown Bend with the intent of building public housing on the site. The area encompassed by the purchase was bounded by Bridge Avenue, W. 25th Street, Detroit Avenue, and the railroad tracks.
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The Burrington Covered Bridge is in a rural area northeast of downtown Lyndon, just south of Vermont Route 114 and west of Burrington Bridge Road. VT 114 parallels the Passumpsic River's north bank, and Burrington Bridge Road spans the river just upstream from the covered bridge. The bridge is a single-span queenpost truss structure, long and wide, with a roadway. It rests on abutments of either stone faced in concrete or rebuilt out of concrete.
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The Bridgewater Corners Bridge stands just south of United States Route 4 on Route 100A, and just east of the Long Trail Brewing Company plant. It is a single-span Pratt through truss, in length and in width, resting on rusticated poured concrete abutments. It carries the road about above the river, and has a portal clearance of . The truss elements are of lighter weight than other bridges of the period, and its trusses are fastened by rivets.
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When built in 1897–1898 a total of 96 wooden poles, each long, were driven into the clay terrain to inforce the foundation. The bridge abutments are stone masonry—the bridge having only one span measuring between the main bearings on each bank. The steelwork for the bridge was supplied by Harkort AG from Duisburg, Germany. On April 24, 1918, during the height of the Finnish Civil War, there was an attempt to sabotage the bridge.
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Zhivopisny Bridge in Moscow is a multiple-span design. Cable-stayed bridges with more than three spans involve significantly more challenging designs than do 2-span or 3-span structures. In a 2-span or 3-span cable- stayed bridge, the loads from the main spans are normally anchored back near the end abutments by stays in the end spans. For more spans, this is not the case and the bridge structure is less stiff overall.
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The upstream (southern) piers have triangular cutwaters. Probably higher originally, they would have formed pedestrian refuges. The refuges were in-filled and the cutwaters capped with half-pyramid shaped stones when the parapet was raised. A well-preserved paved stone invert was found under the easternmost arch during repair works in 1992. The single span plate girder Ivel Navigation bridge of five curved cast iron beams resting on abutments of large sandstone blocks was built in 1823.
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The Gilead Brook Bridge is located in northern Bethel, carrying Vermont Route 12 across Gilead Brook just south of its junction with Gilead Brook Road. It is a four-span Warren deck truss bridge, resting on concrete abutments and piers. It is long and wide, and rises about above the brook. The trusses are assembled with rivets, and the approach spans consist of rolled I-beams with extra plates on the lower flange for additional reinforcement.
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It was nominated for being the most picturesque stone arch road bridge in design and setting in Minnesota. The Stewart Creek Bridge is built of locally quarried, dark green gabbro, which is abundant in the Duluth area. The single-span arch over a deep ravine is built on rubble abutments, springing about above grade and rising over a span of . The rubble spandrel walls continue back in straight lines to form the retaining walls for the approaches.
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However, after three years the company had exhausted most of the limestone as well as the redwood used to fire the kilns. Today an easy trail leads to the lime smelting ruins, which include four kilns and some stone walls and bridge abutments. The redwood forest recovered from this industrial use, but in 1984 a private landowner planned to log the west fork of Limekiln Creek. Conservationists objected and succeeded in getting the land preserved as a public park.
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The siding extends a short way into each portal. The bridge rests on abutments that are either stone faced in concrete, or have been completely rebuilt in concrete. The wooden bridge deck is supported by four steel I-beams; the trusses now carry only the bridge's superstructure. with Another view This locality is the only place in Vermont where one can see a historic covered bridge over one stream from another one over a different stream.
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Later supervision of the work was handed over to Edward Orpen Moriarty, a civil engineer in private practice. In November 1853, the tender of W. Randle was accepted. Before dam construction could begin, it was necessary to cut and shape stones from the quarry and to excavate steps in the abutments to receive each course of masonry. By June 1855, sufficient work had been done for the first stone to be ceremoniously laid in the dam wall.
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Those tunnels emerge through one structure on the left abutment, downstream of the dam, augmented by a plunge pool structure. A system of drainage tunnels was excavated into the left and right abutments at the foot of the main dam. The Bekhme Dam is designed with a central clay core, two upstream and downstream filter zones, and rockfill shoulders (limestone). The upstream and downstream faces of the dam are designed with gradients of 1 vertical to 2.5 horizontal.
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It has two identical Pegram truss through spans, each long and wide. The total length of the bridge, including across concrete abutments, is about . It was fabricated in 1896 by the Pencoyd Iron Works in Philadelphia, Pennsylvania and was originally used to span either the Weiser River near Weiser, Idaho or the Payette River near Payette, Idaho. It was moved to its current location in 1914 during construction of the West Belt Branch of the Oregon Short Line.
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1854 engraving depicting the Cleveland, Painesville & Ashtabula Railroad bridge over Euclid Creek. One of the most important infrastructure changes to affect Euclid Creek came in early 1851 when the Cleveland, Painesville and Ashtabula Railroad (CP&A;) constructed a bridge over the creek at St. Clair Avenue. Construction on the CP&A; began in January 1851, and by the end of the month grading had reached Willoughby. The masonry arch bridge had a single span and extensive abutments.
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The Grist Mill Dam is approximately 150 feet long and twelve to fifteen feet high. The main body of the dam is constructed from rock and earth-fill, and a concrete cap and spillway is placed on top. The spillway spans the entirety of the dam, and empties onto a nearly flat concrete apron five to seven feet in wide, and then onto a lower spillway. Concrete abutments are built at each end of the dam.
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The West Woodstock Bridge stands just north of Woodstock Union High School, spanning the Ottauquechee River east of U.S. Route 4 (US 4) in an east–west orientation. It is a single-span Pennsylvania through truss, a variant of the Pratt truss with additional vertical members, and its elements are connected by pins instead of rivets. It is in length, and rests on rubblestone abutments. It is wide, carrying two lanes of traffic, and has a portal height of .
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The view eastwards from the platform. The entrance to the station is across the footbridge from the car park on the north side of the line. The garage in the middle of the car park is the station’s original goods shed, and the remaining goods sidings are at the end of the car park. Descending from the footbridge to the platform brings passengers to the main station offices, which are built from red bricks with red glazed abutments.
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The structures also have translucent sheeting at regular intervals, approximately located between each box truss, which provide adequate lighting levels. The igloos have ridge ventilators, concrete floors, and the abutments are fixed by timber plates into concrete footings. Original external stormwater drains along the side of each igloo are still in use, some with grates known as 'Bailey's matting'. Internally, the igloos are used for a range purposes including storage and manufacturing, and consequently have various free- standing structures.
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The Thetford Center Covered Bridge is located a short way west of the village of Thetford Center, spanning the south-flowing Ompompanoosuc River, a tributary of the Connecticut River. The bridge has a span of , and rests on dry laid stone abutments that have been capped in concrete and a central concrete pier. The bridge is covered by a metal roof and sheathed in vertical board siding. The portal ends project beyond the deck by about .
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The original studies made for construction of the bridge had also underestimated the challenges associated with construction, this also caused budget and time overruns. As a result, the total cost finished at €131.5 million. The bridge is supported at three points: one at each end (abutments) and one that is closer to the top of the pier. This last is the most important: it is basically a giant 'prefab', which ensures the stability of the bridge.
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The Cilley Covered Bridge stands in a rural area about south of the central village of Tunbridge. It carries Howe Lane, a side loop off Vermont Route 110, across the First Branch White River. It is a single-span Kingspost truss structure, long and wide, with a road bed wide (one lane). The bridge is set on abutments of stone, one of which has been faced in concrete, and is covered in vertical board siding and a metal roof.
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The Weir is founded on a solid granite bar extending across the river. It is 82.3m (270') between abutments, and is divided into a sluiceway 12.19m (40') wide, a lock chamber 12.19m (40') wide, and a concrete weir 50.29m (165') wide. The sluiceway and lock chamber area each controlled at their upstream ends by single iron-framed sluice gates of the "Stoney" pattern manufactured by Ransomes & Rapier of Ipswich, England. The total lift of the gates is 10.67m (35').
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However, the replacement ironwork was delivered to Sydney in December 1862. Construction of the locally quarried sandstone abutments and piers were completed in October 1862 and the iron bridge was assembled ready for service by June 1863. Load testing, by three locomotives in full steam, followed and the line to Picton was opened on 1 July 1863. The use of a continuous superstructure was technically significant because the analysis of such structures was a relatively new, sophisticated procedure.
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Since 1907, when intermediate piers were built in the middle of the three original spans, the bridge has six spans. Between the original stone abutments, these additional brick piers alternate with the original stone piers. The superstructure consists of two massive, wrought iron, cellular (box) girders, continuous from abutment to abutment, no breaks at the piers. These deep girders are at centres which allows for a double track between them, supported on a series of closely spaced cross girders.
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The East Shoreham Bridge is located in a rural area of southeastern Shoreham, on the Lemon Fair River. It is located about west of the Shoreham-Depot Road, and is accessible on foot via the former railroad right-of-way, now (along with the bridge) a state- owned property. It is a single-span Howe truss structure, in length, and set on dry-laid stone abutments faced in concrete. The trusses consist of wooden diagonals and iron rod verticals.
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The bridge is sheathed in vertical board siding, and its roof is slate. The bridge deck is now supported by steel stringers. The bridge was built about 1840, and was one of four surviving 19th-century covered bridges in Pittsford in 1974, when it was listed on the National Register of Historic Places. It underwent restoration in 1974, at which time the abutments were faced in concrete, and in 2006 its deck was supported by steel stringers.
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1900), a vaulted stone spring house, a one-story brick servants quarters (c. 1880), a cinder block store with an upstairs apartment and an accompanying privy (1950s), a frame vehicle repair shop (c. 1920s), a stone reservoir (1880s) two corn crib, a frame gambrel-roofed barn, a one-story tenant house (c. 1920), stone bridge abutments, and the site of the Hematite Iron Company Mine (late 1880s), a complex of rock formations and tram line beds.
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Elm Spring Farm is a historic home and farm located in Jefferson Township, Morgan County, Indiana. The farmhouse was built about 1844, and is a 1 1/2-story, single pen log dwelling with a frame kitchen addition. Also on the property are the contributing single corn crib converted to a garage, second single corn crib, privy, brick outdoor fireplace, spring, and sandstone abutments for two absent foot bridges. The building represents an assemblage of pioneer log buildings.
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The Powell Bridge consists of a 140’ 8-panel pin- connected Pratt through truss main span of wrought iron with a square arch and 70’ 4-panel pin-connected Pratt pony truss approach span, which equals a total bridge length of more than 210 feet. It was constructed to have a 12’ wide roadway. The substructure includes concrete abutments, wing walls and a pier cap reinforced with steel plate. The floor/decking is timber deck over steel stringers.
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There is still much to be seen of the line between Haywards Heath and Uckfield. Skew Bridge across Borde Hill Lane between Haywards Heath and Balcombe () has extended abutments where the railway would have passed over the road. Each side of the road at Borde Hill () embankments survive, with a remnant of the bridge abutment on the southern side, visible from Copyhold Lane. A cutting leads to what would have been a tunnel at Kenwards Farm ().
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Lost Braceville metal arch bridge Nearly all bridges along old Route 66 in Illinois are constructed from concrete, with very few exceptions. These concrete bridges are simple, lack ornamentation, and all of their major components—abutments, piers, floor beams, decks, stringers, and railings—were constructed from concrete. The only ornamentation is found in the railings, which sometimes contained balusters. Between 1926 and 1940, most of the Route 66 bridges in Illinois were built as two-lane spans.
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Alternatively, patients missing enough teeth to compromise the predictable retention of a palatal lift prosthesis may become candidates for the fabrication of a palatal lift prosthesis with the placement of endosseous titanium implants and abutments designed to serve as retentive elements in partially edentulous and edentulous patients. Interim Palatal Lift Prostheses Retentive Clasp Assembly Retentive clasp assemblies responsible for securing interim palatal lift prostheses often benefit from the development of exaggerated retentive undercuts. Such undercuts can be bilaterally added to the most posterior dental abutments by bonding a bulk of composite resin to the buccal surface of the proposed retainers if they are adult teeth and the surfaces to which the composite resin is to be added are not restored with metallic or ceramic restorative material. When providing supplemental retentive undercuts for interim palatal lift prostheses to be retained by primary teeth or teeth whose buccal surfaces have been replaced by metallic or ceramic restorative material, the placement of orthodontic bands that harbor large buccal orthodontic brackets can serve as an alternative to the placement of composite resin.
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Aylmer also established a wire-rope ferry which carried hundreds of tons of grains and military stores for the campaign. In May–June 1893, a new suspension bridge across the Indus was constructed by the Maharaja Pratap Singh's government, along with a neighbouring Ramghat Bridge across the Astore River. Steel wire ropes for the suspension were imported from England (made by Roger Bullivant ). They were laced with wooden girders and attached to masonry abutments, designed to withstand strain of 500 pounds per foot.
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The single span Pennsylvania (petit) truss bridge on brownstone ashlar abutments. It was completed in 1907, using the substructure which had been built for an earlier bridge that had washed away in Passaic River Flood of 1903. The truss type was originally designed for the Pennsylvania Railroad to support the heavy loads required for rail traffic and were seldom used on roads, the industrial setting of Paterson at the time influenced the decision to build a stronger bridge at that location.
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Camden Lock panorama at sunset. The lock is to the west of the Camden High Street road bridge. When the canal was built, the road was carried over it by a brick bridge, but this was found to be inadequate, and was replaced by a cast iron girder bridge in 1878. The cost was met by the St Pancras Vestry and the Metropolitan Board of Works, and the bridge, which has brick abutments with stone coping, carries a plaque recording this fact.
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The Jackknife (or Jack-knife) Bascule Bridge is a bascule bridge that spans the Kaministiquia River at Thunder Bay, Ontario, Canada, to link the city to Mission Island, one of two islands in the Kaministiquia River delta. The bridge was built by the Canadian Pacific Railway between August 1910 and April 1913. The contractor for the abutments and piers was Alexander Charles Stewart (1867–1944). The bridge had two decks, the lower deck for trains and the upper deck for vehicular road traffic.
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The Mill Covered Bridge is located on the north side of Tunbridge village, where it carries Spring Road across the First Branch White River, west of Vermont Route 110. It is located among the buildings of the former Hayward and Kibby Mill, a 19th- century mill complex. It is a single-span structure, with multiple kingpost trusses resting on abutments of stone and concrete. It is long and has a total width of and a roadway width of (one lane).
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Under the western span of the Surtees Bridge The design of the bridge was by A1 Integrated Highway Services and the design consultant Halcrow. The bridge is 150 m long and approximately 125 m between abutments with three lane dual carriageways and a pedestrian and cycle track. The bridge is a slab and girder design constructed from reinforced concrete and steel plate girders. It has three spans – the centre span being 50 m and the two side spans 48 m.
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During the last few years of the Spanish Government in the islands, a bridge was in the project to span across the Pasig from the district of Santa Cruz at Plaza Goiti (now Plaza Lacson) to the south bank of the river connecting to Calle Arroceros (now Padre Burgos St.). The foundations were put down and the piers, two in number, and abutments were built to low-water mark, when the work ceased due to the growing instability in the country.
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Designated as City Engineer of Manila, P.I.; in charge of the Department of Public Works, Lieutenant Lytle Brown was in charge of the construction at a cost of about $150,000. The work on the piers and abutments of the bridge was completed in August and the superstructure in November, 1901. Annual Report of the Secretary Of War, 1902:2. p.52 The work continued till the following year and the Santa Cruz Bridge was completed and officially opened on March 1, 1902.
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The Moxley Covered Bridge stands in southern Chelsea, about south of the village center, on Moxley Road a short way east of Vermont Route 110. It is a single span multiple kingpost truss structure, resting on abutments of dry laid stone and concrete facing. The southern abutment is set on a prominent rock outcrop. The bridge is covered by a metal roof, and its exterior is finished in vertical board siding, which extends a short way to the interior of the portals.
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In 1867, the people of Steele County voted to build a covered bridge for approximately $3,000 (). It is believed that some of the abutments for that original bridge were used in the present one. On May 19, 1894, the Clinton Falls Township Board voted to build an "iron bridge" with steel joists over the river and awarded a contract to the George E. King Bridge Company of Des Moines, Iowa. The existing covered bridge was demolished in late September 1894.
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On 14 December 1927 the old Ravenna bridge that crossed the Ravennaschlucht (Ravenna ravine), close to Hinterzarten, was replaced with a new viaduct, because it could not cope with the demand anymore. With the construction of the new viaduct, the railway section of the Höllentalbahn was straightened in that area. The costs were about 1,7 million Reichsmark, and only the abutments are still leftovers of the old bridge. The Ravenna tunnel which follows immediately after the bridge was originally 85 metres long.
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They had also started a new railroad bridge north of the old triple bridge group. The steel cantilever railroad bridge on the west still stood despite Far East Air Forces attempts to destroy it. For almost four weeks the Air Force bombed this bridge daily using bombs with fuze settings that were intended to damage both the superstructure and the abutments. On August 19, nine B-29s of the 19th Bombardment Group dropped of bombs on the bridge, but it still stood.
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The AR 289 Bridge Over English Creek is a historic bridge in rural eastern Fulton County, Arkansas. The bridge, a single-span steel Pratt through-truss structure, carries Arkansas Highway 289 over English Creek south of Mammoth Spring. The span is long and wide, and rests on concrete abutments. Built in 1929 by the Virginia Bridge and Iron Company, it is important as a well- preserved example of its type in Fulton County, and for its historical role in transportation in the region.
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A footbridge is still present at Laigh Castleton and a weir existed close to Lainshaw House, raising the water level to form an area which was ideal for water fowl. A small weir is still present beneath the surviving bridge into the Lainshaw Holm. Wooden carriageway bridges existed at two places on the Lainshaw estate; the stone built abutments are still visible. A number of old bridges cross the Annick Water along its entire length, such as at Stewarton and Chapeltoun.
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Jackson's Furnace Site, also known as Stroup's Furnace, is a historic archaeological site located near Smyrna, York County, South Carolina. The site includes an earthen sluiceway, stone dam abutments, the stone foundation of an iron furnace and slag heaps. It is one of only two sites that can be associated with the King's Mountain Iron Company, which operated in present- day Cherokee County from about 1815 to about 1860. The other site is King's Creek Furnace Site in Cherokee County.
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There are only nineteen bridges remaining in Pennsylvania using the Town lattice, and the Waterford Covered Bridge is only one in Erie County. It is the also the only covered bridge in the county to have been painted, with the exterior of the bridge painted barn red. The bridge also has "an unusual, blue, metal pipe structure" attached to the abutments on the bridge's south side. The structure is supported with a king post framework and, presumably, connects to nearby pipelines.
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The Chestnut Street Bridge spans the Dequindre Cut, and is constructed of two steel-stringer spans 31 feet in length sitting on concrete abutments and a concrete-post pier. The stringers are encased in concrete and support a 50.3-foot-wide concrete deck covered with asphalt to make a 30 foot wide roadway. The parapets railings are solid concrete with eight recessed panels arranged in pairs between five concrete posts. A wooden pole luminaire is located at each end of the sidewalk.
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The pier is box-like and supports all machinery for the operation of the bascule, including the operator's cabin. The approaches and abutments at each end are varied due to the nature of the topography. The southern abutment is built up from the sandy beach level and has a retaining wall faced with stone on either side. The northern abutment is resting directly on the rock on the western side and is built up on the eastern side with a retaining wall.
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The Gould's Mill bridge stands in the village of Goulds Mill, south of the main village center of Springfield, and a short way west of the Eureka Schoolhouse. The bridge is a single-span steel Baltimore through truss structure, resting on concrete abutments. The span is , with a roadway width of and a portal clearance of . The Baltimore truss is a variant of the Pratt truss in which extra vertical members are added to the lower sections of each panel.
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The dedication plaque The structure of the bridge The General Stefan "Grot" Rowecki Bridge (sometimes called the Toruń Bridge, the Grot-Roweckiego Bridge or the Grot Bridge) is a bridge over the Vistula River in Warsaw. It was built from 1977 to 1981 as part of the Trasa Toruńska major thoroughfare by Przedsiębiorstwo Robót Kolejowych No. 15 (the abutments and supports) and Mostostal (the supporting structure and installation). Currently, it is also part of the planned S8 bypass of Warsaw.
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The Little Cypress Creek Brook is a historic bridge in rural western Phillips County, Arkansas. Located south of the hamlet of Postelle, it carries County Road 600 over Little Cypress Creek, west of Arkansas Highway 39. It consists of two spans of an aluminum-beam substructure, resting on concrete abutments and piers, with textured metal deck plating as the road surface. The bridge was built in 1942, and was probably designed by the engineering staff of the Arkansas State Highway Commission.
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The bridge previously had a dark red, rusted color, and the new color was intended to be similar, so its industrial orange shade surprised some members of the conservancy. In July 2009, the bridge was lifted off the ground and returned to its abutments, an event attended by about fifty spectators. The bridge was reopened to vehicular traffic in August 2009. A dedication ceremony was held on September 13, 2009; in lieu of a proper ribbon, yellow caution tape was used.
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The halt was one of three that the GWR opened on the line in September 1906 to try to encourage passenger traffic in the face of increased competition from buses. It was southeast of Lewknor, on the western side of a bridge carrying the Watlington and Princes Risborough Railway over a lane known as "Shiftcutts". The bridge (no. 6m 74c), which had wrought iron girders, spanned and was supported by brick and flint abutments; it had a minimum headroom of .
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Diagram of how scour holes are generated Bridge scour is the removal of sediment such as sand and gravel from around bridge abutments or piers. Scour, caused by swiftly moving water, can scoop out scour holes, compromising the integrity of a structure.Linda P. Warren, Scour at Bridges: Stream Stability and Scour Assessment at Bridges in Massachusetts, U.S. Geological Survey, 2011. In the United States, bridge scour is one of the three main causes of bridge failure (the others being collision and overloading).
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Mississippi Highway 33 bridge over the Homochitto River failed due to flood induced erosion Water normally flows faster around piers and abutments making them susceptible to local scour. At bridge openings, contraction scour can occur when water accelerates as it flows through an opening that is narrower than the channel upstream from the bridge. Degradation scour occurs both upstream and downstream from a bridge over large areas. Over long periods of time, this can result in lowering of the stream bed.
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Some of the stones were left with rough surfaces, while others were hammered smooth. In contrast to the fine stonework of the arch, the abutments and retaining walls are constructed of split-faced granite in irregular courses, wedged in place by stone chips. The northeast abutment continues along the river as a wing wall up to a massive stone pier, the former site of a mill dam. The southeast abutment is a granite reconstruction of coursed ashlar over concrete, done in 1951.
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The bridge has local social significance. The loss of the previous bridge in record flood was a major blow to the local community using this important transport and communication route. The community was involved in the debate surrounding the siting of the existing bridge, and continued to express dismay at the lengthy delay in its construction. The monumental style of the abutments would seem to reflect the importance ascribed to the crossing by the Public Works Department and the community.
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The abutments are extended by low retaining walls for a short distance on either side, and the central piers upper tiers are flared to lengthen the bridge span. Layers of sand and gravel separate the bridge structure from the road surface. In early colonial times, Carpenter Street was an Indian trail, whose route was eventually taken over by English colonists. The first bridge on the site was a wooden structure built about 1720, probably when the street was accepted as a town road.
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The historic bridge, in storage as of 2012, was a single-span Pratt through truss built out of wrought and cast iron with elements connected by pins. The bridge was in length, with a roadway width of (one lane), and a portal height of . It was set on uncoursed fieldstone abutments. with The bridge was built in 1890 by the Groton Bridge Co., and is one of a small number of 19th-century pin- connected truss bridges in the state.
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What was dubbed, Phase II, of needed pavilion repairs by the Parks Department, engineers Rangaswamy, Yost and Associates were once again contracted for their recommendations. On June 30, 1983 some painting and repairs were made to the smoke hood and flue. The creek stone on the abutments was also tended to for the amount of $850. On July 15, 1983, work began to encase the water damaged beams #1, #3, #5 and #8 in steel at a cost of $16,000.
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Facing east over the Duke Ellington Bridge Originally called the "Calvert Street Bridge", it was designed by Paul Philippe Cret in a neoclassical style and built in 1935. It was rededicated as the Duke Ellington Bridge following the death of the Washington native and famous band leader in 1974.Rock Creek' Bridges from the National Park Service It is a limestone structure with three graceful arches. There are four sculptural reliefs on the abutments measuring three feet high by four feet wide.
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At the entrance of the culvert are stone retaining walls. There is stonework above the abutments and timber beams attached to the platform sit above the entrance. A circular pipe draining from the station building is placed in a retaining wall of stone to the right of the culvert. Located among the gardens below the residences, a wide winding waterway, lined with sections of large rock and stone retaining walls, empties to a large circular concrete pipe, continuing underneath the track.
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The bridge sits high above the railway, situated close to the site of the former Harlaxton Station and carries northbound traffic on Ruthven Street. The bridge is a riveted plate girder bridge, decked in concrete and supported on brick abutments with stone quoins. The features of the bridge are largely obscured by a pipework pedestrian bridge on its east face and a duplicate concrete bridge on its west face. These are later bridges and are not considered of cultural heritage significance.
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The Red Bridge is located in south Meriden, crossing the Quinnipiac River just upriver from the bridge that now carries Oregon Road. It is a single-span wrought iron lenticular pony truss structure, measuring long with a roadway width of , resting on brownstone abutments. Its bridge deck is wooden, of recent construction. With The bridge was built in 1891 for the city by the Berlin Iron Bridge Company, the largest fabricator of metal bridges in New England at the time.
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The Grist Mill Covered Bridge is located south of the village of Jeffersonville, on Canyon Road a short way east of its junction with Vermont 108. The bridge is oriented east-west across the Brewster River, and rests on abutments of stone and concrete. It is a single-span Burr arch truss design, with a length of , a total width of , and a roadway width of (one lane). It is covered by a metal gabled roof, which projects beyond the truss ends.
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Abutments of a former flyover over what is now the CSX Columbus Subdivision outside Delaware The Columbus, Delaware, and Marion Railway was formed in 1901 to establish interurban service north of Columbus, Ohio. The CD&M; Railway purchased the Columbus, Clinton and Worthington Street Railway. At the same time, a rival company, the Columbus, Delaware and Northern Railroad, acquired a right-of-way between Columbus and Marion. The CD&M; Railway bought its rival and the railroad began interurban service in 1903.
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The official description of the coat of arms (translation): Split; to the right in black a golden church tower, which comes out of the shield bottom, with two square basements, one octagonal upper floor with abutments, and an octagonal pitched roof, crowned with bowl and cross, the floors separated by cornices, in the lowest floor two rectangular apertures, in the upper floor one lancet arched window; to the left in silver a blue wavy pile. The municipal colours are white and blue.
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The Eldean Covered Bridge is located north of the city of Troy, spanning the Great Miami River between Concord Township and Staunton Township on a now- bypassed segment of County Road 33. It is a two-span structure, mounted on cut stone abutments and a central pier. The western abutment and central pier have been capped in concrete, and the pier has a cutwater feature on its northern (upstream) side. The total structure length is , with each span about and wide.
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The Stamford Bridge, also known as Bridge No. 48-102-010, is a historic bridge in rural Mellette County, South Dakota, southeast of Stamford. Built in 1930, it is a three-span Bedstead Pony Truss bridge, carrying a local road over the White River, off County Road Ch 1. Each span measures in length, and the rest on two concrete piers and two concrete abutments with wing walls. The deck consists of steel I-beams, with wooden stringers topped by steel plates.
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The line continued west to Gupworthy with modest earthworks; these are still visible, together with some bridge abutments, where minor roads cross the alignment. There is a private house at the former Gupworthy station (at ); this was the railway house and the alignment is visible there. The Grade II listed incline site is owned by Exmoor National Park. The Carnarvon New Pit iron mine and a section of the mineral railway track-bed adjacent to it has been scheduled as an ancient monument.
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Slightly downstream from this, the sandstone abutments and piers of a three span former railway bridge can be seen at Majeston Farm . This carried a short lived mineral line from Dunrod to the sandstone quarries in the late 19thC.RMWeb Dunrod Quarry Branch A wooden farm bridge also crosses the river at this point. Millhouse Road crosses the river on a stone arched bridge, from which can be seen the impressive single span of the 'Roman Bridge' in the private grounds of Millhouse.
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The Bedell Bridge was a Burr truss covered bridge that spanned the Connecticut River between Newbury, Vermont and Haverhill, New Hampshire. Until its most recent destruction in 1979, it was, with a total length of , the second- longest covered bridge in the United States. The bridge was divided into two spans of roughly equal length, and rested on a central pier and shore abutments constructed from mortared rough stone. The eastern abutment has been shored up by the addition of a concrete footing.
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In figures the viaduct was 178m long with 12 arches, 11 columns, 2 abutments and a height of 18.60m. During World War II the Maquis blew up the two arches closest to Privas to prevent German trains from running. It was rebuilt with the work completed 28 days after the end of the war on 30 September 1945. The line was closed down on 8 October 1950 for passenger traffic but continued to carry freight trains until 31 May 1994.
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The seawall on the north coast with Puqian Bridge in the background In 2018, the Puqian Bridge was built. Some of the abutments are situated on the northwest part of the island. To aid in construction, a service bridge was built along the north side of the Puqian Bridge to bring construction supplies from the west coast of the harbor to Beigang Island. The residents of the island have used this bridge to bring house construction materials to their island.
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Detail of east doors of barn, said (with some exaggeration) to be able to accommodate a "ten-horse wagon laden with hay." The foundation was set on stone abutments quarried from rock in a canyon located about away. Armstrong stated they were driven twelve feet below the water table and set on bedrock. The walls were of wooden planks, made of three thicknesses of lumber deep, said to be insulated with "double sheets of building paper" between each layer of lumber.
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Arches are complete, but spandrels are not. The current bridge is a fixed structure, consisting of four pre-cast arch spans with closed spandrel walls of cast-in-place concrete, with approximately the same footprint as the previous bridge, using pile-supported abutments and piers. The finished bridge was made such that it appears to be constructed of stone masonry rather than concrete. The two end spans are and the two center spans are for a total bridge length of approximately .
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The southern arch of the Washington abutment shelters rowing shells belonging to members of the Potomac Boat Club. Between the abutments, the preserved pier remains in place near the river's Virginia shoreline. A coalition of Georgetown business groups and residents have joined with Georgetown University to advocate the construction of a gondola that would cross the river along the former path of the Aqueduct Bridge. Conceptual images show that a pole supporting the gondola's cables would rise from the bridge's remaining pier.
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It was an iron bowstring truss bridge built shortly after the Civil War that carried South Avenue across the Fishkill. It was listed on the National Register of Historic Places in 1976, but it had deteriorated so much that by the end of the 20th century it had been closed even to pedestrians. In 2006 the city dismantled it, preserving the bowstring trusses for possible reuse on a rebuilt bridge. The abutments remain in the stream, carrying some utility pipes only.
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The abutments at the south end had to be moved eastwards to avoid scouring of the river at its original site. Both weight and speed restrictions have always been a feature of the bridge. The bridge was reportedly damaged by floods in August 1948 and was given temporary repairs sufficient to keep the line open for a time. The condition of the bridge was a major factor in the eventual closure of the line, the cost of repairs being considered prohibitive.
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The former location of the bridge before it was burnt The Risser's Mill Covered Bridge or Horst's Mill Covered Bridge was a covered bridge that spanned Little Chickie's Creek in Lancaster County, Pennsylvania, United States. It was burnt by an arsonist on July 8, 2002. As of October, 2006, a concrete bridge is being built 100 feet north of the site of the bridge. Plans exist to rebuild a replica of the bridge on the original hand-laid stone bridge abutments.
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The Williams River Bridge is located in central eastern Rockingham, not far above the mouth of the Williams River, where it empties into the Connecticut River. The bridge has a total length of about , consisting of a main span and approach spans of and . The main span is a Warren deck truss, mounted on concrete abutments, with an I-beam sub-floor and concrete road bed set on top of the truss structure. The approaches are supported by I-section plate girders.
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The Peterborough railway line was built from a new junction at Roseworthy (north of Gawler on what was then the Morgan railway line) to Tarlee during 1868. A bridge was required over the River Light. The bridge is long and high, in two spans on stone abutments and a cast iron cylindrical pier in diameter. This bridge was replaced in 1925 in conjunction with the works to convert the narrow gauge line to broad gauge, despite this bridge already being broad gauge.
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The abutments are dry-laid large granite blocks reinforced by concrete. Bridges have been documented at this location as early as 1792. The roadway was cut in the 1770s by Captain John Dudley on behalf of Ossipee's proprietors, predating the town's incorporation. Known locally as the Great Bridge, it served as part of the major east-west route (now NH 25) in the region, later joined by an important north-south (now NH 16), with the two meeting in West Ossipee.
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The Coombs Covered Bridge is located roughly midway between the village centers of Winchester and Swanzey, carrying Coombs Bridge Road across the Ashuelot River between New Hampshire Route 10 and Old Swanzey Road. The bridge consists of a single span long and wide, with a span of just under . It rests on unmortared stone abutments, and has a clearance over the river of about . Its Town lattice trusses are sheathed in vertical board siding, and it is covered by a metal gabled roof.
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Cumberland Street had previously been located to the west of its current location. The Cumberland Street bridge replaced the lower Gloucester Street Bridge and the higher Cumberland Street Bridge over the Argyle Cut. The work also involved the demolition of 22-24 Gloucester Street, part of View Terrace (now 26-30 Gloucester Street), and construction of the abutments to the bridge and the Argyle Stairs. The parapet of the part of the bridge directly over Argyle Street was replaced in the 1950s.
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It was also in 1843, on 15 October, that the first train crossed the Hammer Bridge, en route from Aachen to Hegernrath. Just two days later a train ran through from Aachen to Verviers in Belgium: Verviers already had a rail connection to Liege, which meant that from 17 October 1843 the bridge was able to fulfill its role as a link on the route connecting the industrial regions of Prussia and Belgium. This bridge was long between abutments and wide.
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The western approaches and abutments of the New York Avenue Bridge were built on this land. To further aid in construction, a temporary bridge was built over the Anacostia River and used by construction crews in building the new permanent span. In February 1954, construction on the bridge had advanced to the point where officials believed it would open on time in the fall of 1954. In May 1954, BPR advertised for bids to build the eastern and western approaches to the bridge.
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Furthermore, the Russians utilized several natural defensive positions. The chain of hillocks could be enhanced by the construction of redans; the Russians were able to shape abutments from which to fire down upon the Prussians; they also constructed bastions, especially on the Spitzberge. Despite the murderous fire, Frederick's troops eventually turned the Russian left, but to little benefit. The terrain allowed the Russians and Austrians to form a compact front up to 100 men deep, shielded by the hills and marshes.
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The supports for the main span are located within the river with the abutments located behind the existing quay walls. The central navigation height at mean water height is . It was officially opened on 18 September 2006 by Glasgow City Council leader Steven Purcell, although pedestrians were allowed to walk across it the previous two days as part of Glasgow's annual "Doors Open" Weekend. The bridge connects Finnieston Street on the north bank of the river to Govan Road on the southern bank.
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It rests on lightly-mortared split granite abutments topped with concrete footings. The roof is made of corrugated metal, and the sides are sheathed in vertical planking to a height of eight feet, leaving an exposed area above. Its portals are also covered in vertical planking, but do not extend all the way to the ground. The bridge, the fourth on the site, was built in 1849; the first two bridges, dating back to 1810, were washed away by floods.
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In 1984, the reservoir levels were limited to below maximum, and at those levels it was able to operate safely though at reduced capacities. Notwithstanding these remedial actions, a long-term solution was required. This came in the form of a tall "thrust block" that had to be constructed at the downstream base of the dam in order to absorb load from the dam and pressure on its abutments. Its construction was approved in 1988 and executed between 1989 and 1992.
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The 1913 stone cider mill, its 2½-foot–thick () walls built partly with stones from the ruined cotton mill, sits to the south of the creek a short distance east of Route 82. It has since been converted into a house. A small shed behind it is the other non- contributing property in the district. To the house's northwest on either side of the creek are the remaining stone abutments from the 18th-century road and bridge at the site.
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The tramway lift bridge is a low-level timber bridge that spans the Maroochy River between the former depot near River Store Road on the south bank and Store Road on the north bank. It runs between the banks of the river within formal abutments, though the bank beneath has been reinforced with stones. The bridge is supported on timber piers sheathed in concrete. A span near the southern bank is moveable and is situated between two timber lift towers.
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Because of the name change the Star Mills Covered Bridge has sometimes been referred to as the Harrison #1 Bridge. With no photographs available it is unclear if the Harrison Bridge resembled the Jackson Covered Bridge or the later West Union Covered Bridge. It is known though that an earlier bid for the bridge was $18,000 so it may be that Daniels was able to reuse some of the materials that he had recovered from the earlier bridge, also the same abutments.
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Prior to that, one of the earliest suspension bridges in the United States, the 1808 Chain Bridge at Falls of Schuylkill (collapsed 1816), was built at this location. That was replaced by an 1818 covered bridge, built on the chain bridge's abutments, which washed away in 1822. The P&R; built the viaduct, 1853–56, to carry coal cars to the company's coal terminal on the Delaware River in the Port Richmond neighborhood of Philadelphia. The bridge's design is unusual.
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Construction of MOSE was authorised by the "Comitatone" on 3April 2003 and the associated construction sites opened the same year. Work began simultaneously and continues in parallel at the three inlets of Lido, Malamocco and Chioggia. Work on the structural parts (foundations, mobile barrier abutments, gate housing structures), associated structures (breakwaters, small craft harbours, locks) and parts for operating the system (technical buildings, plant) is now at an advanced stage. Currently about 4000 people are employed in the construction of MOSE.
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He employed construction techniques dating to the early 18th century, in which the abutments were built first on a small span, followed by a temporary wooden centering to support the arch. Its interior would be filled with earth or stone, and often waterproofed with coal tar or mortar on the inside of the stonework. On the exterior joints packed as tightly as possible prior to mortaring. The centering would be left in place until the mortar had completely set, which could take weeks.
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It crossed the river some five metres above water level at an angle of 51°, and it was completed and put into use in 1875. There were no reasons for complaint, even after serious local floods on the river Birs in 1881, but it was repaired and modified thereafter. One of the abutments was destroyed, leaving the bridge resting on just three points rather than the intended four piers. As one corner sank under its own weight, serious cracks developed.
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The Bradley Covered Bridge is located north of central Lyndon, crossing Miller Run on Central Street just south of its junction with Gilman Road. The latter carries Vermont Route 122 on the north side of Miller Run, while Central Street runs south to the downtown area. The bridge is a single-span queenpost truss design, long and wide, with a roadway width of . It is covered by a metal roof, and rests on abutments either faced or built out of concrete.
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Anchiskhati Basilica is a three-span basilica, divided by two abutments forming horseshoe shaped conches, which indicates the antiquity of its construction. Originally constructed of blocks of yellow tuff stone, the 1958-1964 restoration made extensive use of brick. The structure has entrances on three sides, but today only the western entrance is in use. Aside from the altarpiece, which was painted in 1683 by order of Catholicos Nikoloz Amilakhvari, all of the remaining paintings in the church date from the 19th century.
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There are also cases of bridges over full circles. The pillars in the water include a wedge-shaped structures called abutments to redirect the flow of water, which create a pier on which the bridge itself sits. Model of the construction of a Roman abutment This successful model construction model lasted until late Middle Ages, and today it is difficult to know in some cases if some bridges are actually Roman or if they were built later to the original design.
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Abutments of the two bridges carrying WB Interstate 694 traffic into the commons area was completed, and steel beams were erected and placed along the bridges.Middle October 2006 Unweave the Weave construction project update Bridge construction continued through November 2006, and one bypass of a bridge spanning from NB Interstate 35E to WB Interstate 694 prevented access to the Rice Street exit. This would be remedied through the construction of the Edgerton Street bypass that would be set up for use in 2007.
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The arch length to span ratio is 1.1, less than the arch-to-span ratio of 1.57 of a semicircle arch bridge by 43%, thus the saving in material is about 40%, making the bridge lighter in weight. The elevation of the arch is about 45°, which subjects the abutments of the bridge to downward force and sideways force. This bridge was built in 605. The central arch is made of 28 thin, curved limestone slabs which are joined with iron dovetails.
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The Waterman Covered Bridge was located in rural southern Johnson, carrying Waterman Road, a secondary road, across Waterman Creek. It was a two-span structure, with a main span that was a queen post truss, and a secondary span of post-and-beam construction. It rested on abutments of stone and concrete, with a timber bent supporting the inner ends of the two spans. The main span was long, and the secondary span , giving the structure a total length of .
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It comprises a wrought iron structure of eight spans, standing on stone piers and abutments and dating from 1848. Two spans are long, and six are long. Each consists of six lattice girders: two , which also form the parapets, flanking four which are deep. This viaduct, together with a shorter one of similar construction on the same line (over the River Croal at Burnden) was claimed by the Bolton Chronicle (18 November 1848) to be "the first of their kind in England".
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Most of the work, like the deviation itself, was undertaken by volunteers who, in many cases, assumed full responsibility for the design as well as the execution of discrete projects, each under a volunteer project leader. There were four decrepit footbridges each needing to be demolished and rebuilt to the new FR loading gauge. The decrepit steel bridge across the Afon Barlwyd required total replacement, with timber (Karri) beams using the original abutments and piers. The new deck is formed of old rails.
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Two years later, a new metal structure was built with piles of Porcieu- Amblagnieu stone. In 1936, a barge struck a pile of the bridge, which collapsed, taking with it most of the structure and a number of bystanders, most of whom drowned. It was then replaced by a steel bridge with multiple arches, which was totally destroyed by the Germans in 1944. The engineer Mogaray it wider in rebuilt in 1949, with two cantilevers embedded in shore abutments covered in stone.
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The first bridge was a six span, wooden, covered bridge built upon five stone and masonry piers and two abutments. The six spans totalled more than one thousand feet in length and the bridge, completed in about one year at a total cost of $20,000, opened in the early part of 1844. The worst recorded flood at that time had occurred in 1841, thus sparing the new bridge possible catastrophe. It sustained some repairable superstructure damage in the flood of 1862.
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The Stony Creek Bridge is a wrought iron pin-connected queen post pony truss bridge measuring long and wide, with a road width of . It is a single span sitting on concrete abutments with stone masonry wingwalls. The bridge is constructed using double channels for the upper beam and inclined end posts, and two punched rectangular I-bars for the lower beam and queen posts. A diagonal brace on each side is constructed from a round eyerod with a turnbuckle.
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Water began to fill the reservoir on March 12, 1926. It rose steadily and rather uneventfully, although several temperature and contraction cracks did appear in the dam and a minor amount of seepage began to flow from under the abutments. In accord with the protocol for design, which had been established by the engineering department during construction of the Mulholland dam, no contraction joints were incorporated. The most notable incidents were two vertical cracks that ran down through the dam from the top.
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During this time though, several new cracks appeared in the wing dike and new areas of seepage began from under both abutments. Near the end of February, a notable leak began at the base of the wing dike approximately west of the main dam. It was discharging about 0.60 cubic feet per second (4.5 U.S. gallons, or 17 liters, per second) and was inspected by Mulholland who judged it to be another contraction or temperature crack and left it open to drain.
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Construction on the bridge's abutments began in August 1870 by A. L. Dolby & Company, but work on the superstructure by the Waston Manufacturing Company did not begin until the following year due to problems with quicksand during the excavation. Sections of the superstructure were built in Paterson, New Jersey. The bridge originally had seven wrought-iron spans and two shorter wooden spans; the longer spans were each in length. The bridge cost $250,000 to build, and followed a Post truss design.
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The track reached the Kingston Union Station in November 1872. By this time, trains were running regularly to and from Kingston. By 1885, the bridge supports were reinforced and the track was converted from broad gauge to standard gauge. In 1888, the Wallkill Valley Railroad received a permit from the town of Rosendale to "construct and maintain abutments to support [the] trestle" as long as such work did not interfere with traffic along the underlying highway (present-day NY 213).
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The arches were included because of "aesthetic considerations", but are actually cantilever beams, because true arches would have required excessively large abutments. The girders over each pier are each long by deep, weighing each. They were made in New Jersey and shipped from Delaware to New York, then pulled by 52 horses from the East River. The deck of the viaduct, above the steel arches, contains railings with plain and foliate panels, as well as lampposts atop each granite pier.
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Not a great deal of evidence remains; a wall section of the bridge at Standish Street is still in existence, as is the engine shed - however for many years this has been part of a factory building. Sections of heavily overgrown viaduct abutments and piers further east still remain but as for the immediate station, goods yard, booking office, signal box, turntable and track, these are long since gone, having been replaced by a large car park, Police station, offices and court buildings.
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The Salmon Creek Dam's upstream face bulged upstream, which relieved pressure on the stronger, curved lower arches near the abutments. The dam also had a larger toe, which off-set pressure on the upstream heel of the dam, which now curved more downstream. The technology and economical benefits of the Salmon Creek Dam allowed for larger and taller dam designs. The dam was, therefore, revolutionary, and similar designs were soon adopted around the world, in particular by the U.S. Bureau of Reclamation.
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The Creamery Covered Bridge is about west of downtown Brattleboro, just south of Vermont Route 9 and west (upstream) of the current alignment of Guilford Road, which it previously carried. The bridge is long and wide, and rests on stone abutments, one of which has been faced in concrete. The roadway is wide, and an attached sidewalk on the downstream side is wide. The bridge is topped by a roof that is slate over the roadway and metal over the sidewalk.
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The decision to construct the bridge was taken by parliament on 9 December 1987, but they demanded that a larger ship channel be constructed. Detailed planning started in March 1990, and at first two technical methods for constructing the pontoon bridge were considered: a continuous concrete floating caisson between the abutments, and a steel version incorporating a truss bridge carrying concrete pontoons. However, they were both rejected in favor of a concrete or steel box section borne on concrete pontoons.
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Although the form of the bridge is principally dictated by technical requirements, it also has aesthetic appeal and is an important landmark in the city. The spans of the bridge are supported by pairs of piers in the form of Tuscan order columns with circular cross bracing between them producing a striking effect. The bridge is approached by classically inspired abutments and pylons cast in concrete. The pylons flanking the roadway are square in form and have Doric style entablatures on rusticated bases.
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The West Dummerston Covered Bridge is located in west-central Dummerston, a short way north of the village of West Dummerston. It spans the West River in a roughly east–west direction, and is mounted on stone abutments and a central stone pier. The bridge consists of two spans, each supported by Town lattice trusses, and has a total structure length of . The sides of the bridge are finished in flush vertical boards, and the ends are sheathed in wooden clapboards.
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During the end of 2008, Lake Banook had its canoe course upgraded by Dexter Construction Limited. Water that had been pumped out of lake ceased on 15 December 2008, allowing the lake to rise back to its regular level by February 2009. Cleanup, restoration and landscaping was completed in the spring of 2009. By May 2009, this construction included new concrete abutments at the , , , and finish points, debris and abutment cleanup, ten new lane wires, four new cross wires, and 800 new buoys.
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The Cooley Covered Bridge is located about south of the village of Pittsford, carrying Elm Street across Furnace Brook, which at that point flows northwest toward Otter Creek. The bridge is a single-span Town lattice truss, with a span of and a total structure length of , caused by portals that overhang the ends by . The bridge is wide, with a roadway width of (one lane). The bridge originally rested on stone abutments, which have either been rebuilt or faced in concrete.
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Designed by the federal Department of Railways and Canals, the bridge was built in 1905. The original design was for a concrete arch bridge typical of its era. Before construction began, the design was updated by integrating reinforced concrete using a modified Melan System of bridge reinforcement, which had been pioneered by its namesake Josef Melan in the 1890s. Among the changes were the installation of struts underneath the arch, and a reduction in the mass of the arch and its abutments.
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Roadway The Grayling Bridge is a , rigid-frame steel stringer structure, with the superstructure securely connected to the abutments using of the arched brackets. Nine rolled I-beams carrying the concrete roadway and sidewalks to each side. Ornamental steel guardrails, now supplemented with Armco guardrails, line the exterior. The bridge is significant as perhaps the earliest rigid-frame bridge built by the Michigan State Highway Department, and is the only example of a steel (as opposed to concrete) rigid-frame bridge in Michigan.
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The concrete piers and abutments of the Gairloch Bridge, designed in 1889, are among the earliest known in Queensland. From , the greater availability of locally made Portland cement made the use of this material in bridge construction much more common. The Gairloch Bridge is a submersible bridge designed to withstand inundation during major floods. It is the first submersible road bridge known to have been designed by Brady who is recognised for his important contributions to the development of this type of bridge.
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The River Road Covered Bridge is located in a rural area of central Troy, near the eastern end of Veilleux Road. It spans the Missisquoi in a roughly east–west orientation, resting on abutments of stone and concrete. It is a single-span Town lattice truss, long and wide, with a roadway width of (one lane). It is covered by a metal roof, and its exterior is clad in vertical board siding, which extends around to the insides of the portals.
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In 1960, Ozaukee County bought the bridge and surrounding land for $7,500 and developed the area into Covered Bridge County Park. After nearly a century of continuous use, the bridge began to suffer, with the heavy traffic loosening the planks. It was decided that the only way to preserve the bridge was to alleviate the burden. In 1962, the Park Commission made the choice to relocate the bridge by moving it off the abutments to a location approximately east of where it was.
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In the late 18th and the 19th centuries, the lumbering and naval stores industries were critical to the region's economy. The Lumber River became a vital route for transporting 100-foot logs downriver to the seaport of Georgetown, South Carolina. Lumberton, North Carolina was important for the timber industry and associated production of turpentine. The visible remaining bridge abutments, tram bridges, and dock pilings are reminders of the critical importance of lumbering and naval stores industries to the area as a whole.
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The Parker Road–Charlotte River Bridge is a three-panel, rigid-connected Warren Pony Truss bridge; the structural members of the bridge are made pairs of steel angles connected back-to-back, rather than the more traditional box beams. I-beams supporting the wooden deck are bolted to the upright truss. The bridge spans with a width of , and sits on concrete abutments with angled wingwalls. The span has been recently braced with timber pilings in the center, but otherwise is relatively unchanged.
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The Prentiss Bridge is located in a rural setting in southern Langdon, spanning Great Brook east of Chester Turnpike, about south of its junction with Lower Cemetery Road. It is a Town lattice truss, 36 feet long and wide, set on stone abutments. Its exterior is finished in vertical board siding, with a ventilation gap between the siding and the gabled roof. Bridges are known to have stood on the site since at least 1791, when the town requested a report on a bridge standing here.
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The Lee Creek Bridge in Natural Dam, Arkansas is a Pennsylvania through-truss bridge that was built in 1934. It is a twin-span bridge with a total length of , which carries Arkansas Highway 59 across Lee Creek. It rests on concrete piers and abutments, has a vertical clearance of and has a roadbed wide. The bridge was listed on the National Register of Historic Places in 1990, at which time it was one of four surviving Pennsylvania through-truss bridges in the state.
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The Jubilee Bridge is a balanced cantilever design, 150 m long with 3 spans and a main span of 106 m. It is constructed from reinforced concrete and T-section steel plate girders. It carries dual two lane carriageways and additionally on the western side, a pedestrian cycle track linking in to the local pedestrian cycle tracks on the southern bank of the River Tees. The piers are supported on 914 mm concrete-filled tubular steel piles and the abutments are supported by steel 'H' piles.
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The section of the Etheridge Railway over the Newcastle range and through the Delaney Gorge has more earthworks than the rest of the railway. The railway track runs along the north face of the Delaney Gorge and along the bed of the Delaney River for a short distance. The significant elements within this section of the railway include any stone pitched bridge piers and abutments, stone pitched culverts, and stone cuttings. A large stone pitched culvert is located near Native Well, east of Wirra Wirra.
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The bridge carries U.S. Route 18 from Iowa to Wisconsin. The design of the bridge is a cable-supported tied arch bridge, with the two ends of the arch terminating at abutments located in the middle of the river. In the winter after its opening, the bridge developed several cracks and had to be closed for repair. In more recent years, the approach on the Iowa side of the bridge was rebuilt as part of the U.S. 18 bypass that was built around Marquette and McGregor, Iowa.
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The trackage was mostly covered by pavement or recycled for scrap, but portions remained visible along various areas of Lorton. During construction of the I-95 HOV expansion project in the 1980's, the railroad tunnel that went under I-95 and over Pohick Creek was demolished and the tunnel entrances covered over. In May 2006, much of the right-of-way was converted into the Gerry Connolly Cross County Trail. The bridge over Giles Run is built on the extant abutments from the railroad.
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Most bridges can be seen to have abutments wide enough for two lines even although the steel bridges present today are single. Parallel tunnels exist at both Whinhill and Inverkip where one tunnel has been closed and the second tunnel was retrofitted for Electrification and remains in use today. A pair of viaducts existed in Inverkip. During Electrification the steel bridge to the north was removed but the supports that once carried the second line are very much still evident when walking up the Glen.
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The new truss bridge is a single-span steel structure, supported by granite abutments and consists of two parallel-braced rib steel arches placed 12.5 metres apart. The characteristic features of the bridge are four decorative Art Nouveau obelisks made of red sandstone. The bridge is also illuminated at night by bespoke period street lamps. During the siege of Festung Breslau in 1945, German soldiers, who wanted to prevent an expected attack from the east of the city, prepared to blow the bridge up by planting explosives.
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A few weeks later the action took place for which Cloutman won his VC. The official citation read: The bridge had been prepared for demolition by the Germans, and was well defended. By cutting the wires, Cloutman prevented the enemy from blowing it up at the time. He was seen at the bridge, however, and escaped under an intense fire from its guards. The fact that the abutments were not destroyed later meant that the bridge could be more quickly replaced by the Allies.
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60 metres long and 10,3 metres wide, the bridge passes over three spans with a maximum span of 23 metres and an average horizontal clearance over the canal of 4,6 metres. The supports are built on a foundation of concrete poles, while the abutments are resting directly on the bedrock. The bridge was originally built with a future widening in mind, something which had to wait until 1979 when a 2,6 metres wide cantilevering pathway was added on the south side of the roadway.
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Major bridges were at Baltimore Avenue, Naylor's Run, Darby Creek, and Bryn Mawr Avenue. The stone piers from the Darby Creek bridge are still extant, while large concrete abutments remain visible on the west side of Bryn Mawr Avenue south of Goshen Road. Service past Grassland station ended in 1963 due to the deterioration of the bridges past that point and all service on the line ceased by 1981. Conrail obtained permission to abandon the line in 1982 and removed the tracks and bridges in 1985.
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By June 30, 1927, about 70 percent of the substructure was complete.Office of Public Buildings and Public Parks of the National Capital, 1928, p. 50. Abutments No. 1 and No. 2 and Piers No. 1, No. 2, No. 3, and No. 4 were constructed up to below the mean water line (where the granite masonry was to begin), and some granite facing was in place. The cofferdam for Pier No. 6 and Abutment No. 4 had been driven to bedrock, and Abutment No. 4 excavated.
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By the end of June, excavation of the foundations for the grassy plaza and watergate were nearly finished. Grier- Lowrance then began work on the cofferdams that would allow construction of the foundation for the parkway approaches. Work on the bridge's abutments resumed once stability issues were addressed, and the two structures were almost complete by mid-1929. The H.P. Converse Company finished the western abutment (except for exterior masonry facing) in June, and construction raised the eastern abutment to just below the average low water level.
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Parts of the channel were dredged in 2010 to improve flood defences. The canal is no longer navigable, and is maintained by the Environment Agency as a main drainage channel. The remains of the lower five lock chambers and the abutments of the tow-path bridge where the River Ancholme towpath crossed the canal are now grade II listed structures.West Lindsey Local Plan: Appendix 4: Schedule of listed buildings (Entries for South Kelsey) Despite being closed, two narrowboats successfully reached the first lock in 2002.
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The 12th-century gavit abutting St. Grigor Church is of the most common type of plan. It is a square building, with roofing supported by four internal abutments, and with squat octahedral tents above the central sections, somewhat similar to the Armenian peasant home of the "glkhatun" type. The gavit has ornamented corner sections. Decorated with rosettes, these sections contain sculptures of human figures in monks' attires, carrying crosses, staffs, and birds. The framing of the central window of Haghardzin’s gavit is cross-shaped.
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Location map The eastern end of the bridge terminates at the town of Puqian. The western end has abutments on, and crosses over, a small island named Beigang Island. It then terminates on the western side of the mouth of Dongzhai Harbor. There, it connects to the nearly complete Jiangdong Avenue () which runs west to connect to the Haikou New East Bridge and to start of Haidian No. 5 East Road which leads through Xinbu Island and into Haidian Island, part of Haikou City.
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The Lover's Leap Bridge is located south of downtown New Milford, in the northern part of Lovers Leap State Park. It spans the Housatonic River a short way downstream of its confluence with the Still River, and just south of a bridge carrying Still River Drive. It is accessible on foot from parking areas near either end, along the former alignment of Pumpkin Hill Road, which it originally carried. It is a single-span wrought-iron lenticular truss, in length, resting on coursed stone abutments.
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One of two sets of abutments that carried the railway near Praze Praze railway station was built near the village of Praze-An-Beeble, Cornwall, England, on the Helston Railway. Includes several photos of the station on 3 November 1962 The station is between Gwinear Road and Nancegollan. Since closure a house has been built on the site of the station, and the girder road bridges have been dismantled. The only sign of a station in the village is the road name "Station Hill".
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As the only rail link to the Workshops from the early 1870s, the Bremer River Bridges were a vital part of its operations and had a relationship to the weight and power of the locomotives being manufactured and serviced by the Workshops at this time. The place demonstrates rare, uncommon or endangered aspects of Queensland's cultural heritage. The 1865 abutments are rare surviving remnants of Queensland's first railway line. The only other known extant components of the line include some masonry culverts and Grandchester railway station.
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The 1915 bridge is important as an intact example of a through Pratt truss railway bridge from the early 20th Century. Introduced , the Pratt truss became a popular design for major spans. The place has a special association with the life or work of a particular person, group or organisation of importance in Queensland's history. As part of the first Queensland railway line, the 1865 bridge abutments are closely linked to the inception of Queensland Rail and so have a special association with this important Queensland organisation.
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Interior of the bridge showing railroad tracks The Fisher Covered Railroad Bridge stands in a rural area southeast of the village center of Wolcott, south of Vermont Route 15. It spans the Lamoille River in a northwest-southeast orientation, and is accessed from a small parking area just to the north. The bridge is a two-span doubled Town lattice truss, with a total length of and a width of , with an inside track width of . It rests on stone abutments capped in concrete.
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The queen snake is in a period of brumation throughout the winter months, and groups of them can be found in "hibernacula", near water. These hibernation dens can be inside old bridge abutments, cracked concrete retaining walls and dams, and in niches of bedrock. During this time, the snakes are lethargic, and their main prey, crayfish, may become the predator, particularly of the young snakes. Basking. It is a diurnal species, but it can be found moving about and hunting at night as well.
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GO Transit was considering rerouting its Richmond Hill line trains over the Don Branch and the Leaside Spur in order to avoid the Bala division south of Oriole which is vulnerable to Don River flooding. The idea was dropped when the City of Toronto purchased it for a key link in the bike trail network, now the Don Mills Trail. There was one bridge on the Leaside Spur over Bond Avenue; it took 6 years to construct between 1912 and 1918. The abutments are concrete slabs high.
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