Posts tagged with "Bridges":

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Venice fines Santiago Calatrava for slippery, inaccessible bridge

Santiago Calatrava is being fined—again—for his work.  This time it’s $87,000 for his Ponte della Costituzione, or Constitution Bridge, in Venice, Italy. An Italian court recently ruled that the Spanish architect needs to pay the city for cost over-runs and “negligence” in faulty design. According to The Telegraph, the 300-foot-long steel and glass piece of infrastructure ended up being weaker than intended.  Completed in 2008, the project was controversial from the beginning. Protests and heated criticism over its placement rang out upon its announcement in 1999. The biggest issues included its lack of accessibility for wheelchair users, the conflict between its modernist design and the city’s historic scenery, and the fact that it’s located very close to one of the other three walking bridges that span the Grand Canal. Nevertheless, the structure was installed after years of delays for a total of $12.9 million and now leads locals and tourists over the water from a bus terminal (many of them with rolling luggage in tow) in Santa Croce to the Stazione di Venezia Santa Lucia.  The Telegraph reports that one of the other unexpected problems that people have complained about over the years involves the glass steps. They noted how slippery the stairs get when it rains or the fog descends on Venice in the winter, but Calatrava's office recently told AN that the steps are "no more slippery than other parts of the city." In addition to this, due to the bridge’s location in a highly-trafficked area, the steps have become worn-down. Some of them have already been replaced, according to the ruling judges, even though they were expected to last 20 years.   Furthermore, the court determined that the steel tubes used on the bridge were too small and the egg-shaped glass elevator, which was later added for accessibility, overheated too much. A court found earlier this year it had to be removed for safety reasons, costing the city $44,000.  The Telegraph noted that when asked over a decade ago to respond to all the criticism, Calatrava noted that he had “no influence in the selection of the contracting company that built the structure.” His work, he said, was limited to the aesthetic. In a call with AN, the firm clarified that the stairlift was, in fact, incorporated into the initial design that was revealed in the late 90s, but it was rejected by the city council. They claimed wheelchair users could take the Vaporetto water taxi instead. Years later, a new mayor commissioned the glass elevator "against Calatrava's advice," the firm said.  This isn’t the first time the famed architect has gotten in trouble with a municipality over the complexity of his projects and the time it takes to build them. Despite that, bridges are one of his specialties having designed 35 total in his career. The first, located in Barcelona, was completed in 1987—which is why the fines against him due to the mistakes on the Constitution Bridge are so high, according to the court.  
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LMN is bridging the gaps between Washington communities

Two new bridges designed by Seattle-based LMN Architects are giving back to the Washington state communities of Spokane and Tukwila. The simple, soaring white structures span automobiles and railways bridge gaps between neighborhoods, reclaiming the pedestrian experience in both the historically underserved region of the Sprague and along the bucolic Green River trail.  The Tukwila Urban Center Bridge was a key component of the city’s 20-year expansion plan. The 220-foot-long bridge is located at a major regional crossroads just outside of Seattle that's poised for expansion. The project was conceptualized with boldness in mind, resulting in a statement piece accentuated by built-in LED lighting that, when activated, climbs up the cables to offer a “subtle web effect” and flashes a colorful light show that plays off the white metallic elements.  Its form was also inspired by the region’s history, taking cues from Pacific Northwest's tribal canoes, and designed with sensitivity to the river’s large migratory salmon population. Metal grills on either side of the bridge add structural support while also allowing for sunlight to permeate down to the water, keeping it warm and fast-moving for the river life. All the while, the highly visible 45-foot-high bowstring arch acts as a local landmark for the people of Tukwila to easily navigate between the commercial western bank of the city and the more residential east side, previously unnavigable to pedestrians and cyclists. The overall effect, according to LMN, is “Simplicity, clarity, and lightness.”  The University District Gateway Bridge was unveiled side-by-side, with its prominent 120-foot-tall arch rising sharply into the Spokane skyline and visible for miles around the low neighborhoods of the University District and the emerging South University area. The Gateway Bridge is anchored by organically sloping ramps and greenery, while stair options allow cyclists and pedestrians to safely cross a route formerly bisected by a BNSF freight rail and an arterial highway,  The 458-foot-long bridge seems to grow harmoniously out of the landscape on either side of the thoroughfare, opening new opportunities for economic and social growth for both neighborhoods: expanded access to housing and retail for the University and its students, and long-awaited economic sparks for South residents.  “One of the great things about public infrastructure projects is that they benefit the entire public,” said LMN principal Howard Fitzpatrick in a statement. “The Gateway Bridge will make a real difference in the lives of many people in Spokane, and the enthusiastic public reception of the project has been very rewarding for the design team.” While both bridges only span a few hundred feet each, their dimensions are less important than the impact on the communities they connect and carefree transport. While industry and vehicles have a long and well-recorded history of interrupting the traditional human-scaled urban fabric of 21st-century cities, these simple structures are small incisions with a goal for lasting impact. 
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Architects crowdfund to build a rolling bridge in London

Architect Thomas Randall-Page has started a crowdfunding campaign to support the construction of a unique rolling bridge in London. The project, which has been nicknamed the Cody Dock Rolling Bridge, proposes building a small-scale pedestrian span over the narrow canal of Cody Dock that flows into the River Lea, which in turn connects to the Thames. According to the crowdfunding page, the design will open Cody Dock to boats for the first time in half a century and has already received approval from the Newham Council and support from Mayor Sadiq Khan.

Randall-Page describes the project as both innovative and highly contextual. It makes material reference to the area’s history of iron production while taking certain stylistic cues from the industrial design of Britain’s Edwardian era. The most distinctive aspect of the proposed design, though, is its rolling motion. The bridge runs along a pair of twin, undulating rails that are attached to the brick walls on either side of the canal, and can roll a full 180-degrees so that its floor becomes its roof. In the latter position, the bridge’s arch can accommodate barges and other boats as they move through Cody Dock.

Compared to other operable bridges, the controls of the Cody Dock Rolling Bridge are quite simple. Teeth alongside the edge of the bridge’s frame fit into notches between teeth on each rail, enabling the entire structure to roll in a steady, gear-like motion. Counterweights are built into the rounded square frame of the bridge, which prevent it from rolling uncontrollably or getting stuck in any one position. A single cable attaches the structure’s frame to a crank handle, which a person can turn to invert the bridge.

The Cody Dock Rolling Bridge forms one link in the broader redevelopment of one of London’s industrial areas. The pedestrian bridge will connect walking and bike paths on either side of the canal, allowing easier access to new artists’ studios, exhibition spaces, fabrication workshops, and a cafe along the banks of the Lea. Proponents of the design hope that the structure will serve not only as a critical piece of infrastructure but also as a compelling landmark that will attract visitors from across the city. Now in the final stretch of their fundraising effort, Randall-Page and the bridge’s supporters hope to raise upwards of $200,000 towards the completion of the project.

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Leo Villareal and Lifschutz Davidson Sandilands architects to illuminate the Thames

Londoners will see the Thames in a whole new light beginning this summer. In a collaboration between British architecture firm Lifschutz Davidson Sandilands (LDS) and U.S. artist Leo Villareal, up to 15 London bridges—including UNESCO World Heritage sites—will be outfitted with an array of new lighting for at least the next decade. The project, called Illuminated River, will highlight the bridges' unique sculptural and environmental qualities, breathe new life into urban spaces, and connect communities all along the waterway. This summer, Illuminated River will begin with four bridges—Southwark, Cannon Street, London and Millennium bridges—getting lit up. The massive installation will continue to be built over the next few years, with a further section to be completed in 2020, and an aimed completion date of 2022. The collaboration between artist and architect was natural, said LDS’s Alex Lifschutz in a statement. “Architects collaborate with many different species of being. Indeed, architects are many species of being,” he said. Villareal, who has previously illuminated bridges like San Francisco’s Bay Bridge, felt similarly. “We rely on each other’s views to achieve this great ambition," Villareal said. "The collaboration is so far a success because it is based on trust and the respect of one another’s expertise and unique vision.” The architects and artist worked together to use the latest in LED technology, along with custom software, to outfit the bridges to produce an effect that is, according to Villarreal, “gently kinetic.” While, Lifschutz pointed out, there's been a “huge revolution” in LED technology—in terms of efficiency, scalability, cost, color, control, and other attributes—in the wrong hands LED fittings are “a very potent destructive mechanism.” Lifschutz explained: “LED fittings are maybe five times more efficient than standard fittings. People have thought, ‘Well, that's fantastic. We'll save a lot of energy and the world will be all the better for it. And climate change will be that much further away.’ The unintended consequence of this high efficiency is that people use more of them. And the world has become brighter and jazzier as a result, which is a great shame." LDS and Villareal's answer is to use light “very judicially.” The architects and artist did a huge number of studies using the latest laser techniques. While the top surfaces of bridges are “straightforward,” the undersides—with all their supports and trusses—are “incredibly interesting and abstract,” said Lifschutz. “Each bridge has its own character,” he said. "It's like having 15 children—not that I do—but each one has a different character and each one deserve a different way of talking about it, of dealing with it.” They considered how to light the bridge as both a piece of art and architecture, working where the two intersected to manage the relationship between structure, form, and function in order find the best places to provide light and fix fittings, all while not affecting the structure, especially on the “very precious bridges.” “Both [Villareal and I] have a technical background in the color of light, the spread of light, the way in which light falls on surfaces, and the kinds of fittings or kinds of technical fittings that are available to make the magic happen,” explained Lifschutz. “And light is very magical, obviously.” Additionally, the river is not only a site of architectural life and preservation, but also of ecological vibrancy and conservation. The team had to do a number of ecological studies, some reportedly more thorough and substantive than those that had been done before, and research the effect of light on the creatures living in the Thames. “If you have a line of light that lies across the water, fish generally don't like to cross that,” explained Lifschutz. “It may affect spawning patterns in the shoreline and so on.” In their research, they discovered much of the existing lighting on London’s bridges was already detrimental to wildlife. “[The lighting] is spraying light everywhere; it’s the wrong color.” Many naturally uncommon colors and color temperatures—many of which are currently in use before the team’s intervention—negatively affect the wildlife swimming below. The competition to develop the river project was supported by the office of Mayor Sadiq Khan, received over 105 entries, and was done in collaboration with over 100 local organizations on and around the river. It required numerous approvals to work with listed structures. The local groups have "mostly been hugely enthusiastic,” reported Lifschutz. And it is apt that the project is titled Illuminated River—working at a scale Lifschutz calls “epic,” there will be integration across all 15 bridges to create a cohesive, unified effect and artwork “painting with light,” as Villareal put it, across the whole of London’s main waterway. “We hope Illuminated River will open up the riverside public realm spaces for people to linger, appreciate the enhanced architecture of the bridges, cultivate new opportunities, and encourage tourists to come to London and enjoy nightlife activities,” said Villareal. “It will celebrate the unique character and the amazing landmarks of the city through art.”
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Designers imagine a metal bridge connecting Hudson Yards to Midtown New York

Last month, Metals in Construction magazine and the Steel Institute of New York gathered at TheTimesCenter in New York City to announce the winner and five finalists for their 2019 Design Challenge, titled “Create A New Urban Pathway.” The competition asked architects, planners, and engineers to design a pedestrian bridge that connects the forthcoming Moynihan Train Hall, situated across Eighth Avenue from Penn Station, with Chelsea’s Hudson Yards, the city’s largest private real estate development, the first phase of which opens this week. The pathway between the Moynihan Train Hall and Hudson Yards would serve as an anchor for the rising development of Manhattan’s Far West Side, which is expected to receive roughly 100,000 pedestrians traveling between the two destinations each day. With midtown’s upcoming surge of foot traffic, the design challenge sought to think of ways to make pedestrian travel more safe, efficient, and appealing to city dwellers, particularly through the construction of floating promenades—elevated, landscaped walkways that not only reduce inner-city congestion, but also prove beneficial to the health and overall well-being of citizens. Judges and participants of the competition looked for inspiration from the immensely popular High Line—the now iconic urban pathway that, in 2014, dramatically transformed from an abandoned railway into a picturesque walkway. Metals in Construction magazine awarded a $15,000 grand prize to the winning team from New York–based DXA Studio. The team’s proposal, titled “The Midtown Viaduct,” was chosen from a group of 45 qualifying entries and was praised by the panel of four judges for its structural practicality and streamlined design, which would offer city dwellers a new and exciting urban experience. The Midtown Viaduct is composed of interlaced steel plate work, drawing from the industrial components of the High Line and the steel of the original Penn Station, to create a winding and dynamic walkway that would connect the two destinations and give pedestrians a recreational space to stride. “[The Midtown Viaduct] employs forward-thinking approaches to form, fabrication, assembly, and urban solutions that mitigate/synthesize the complex forces of contemporary cities,” wrote the team from DXA Studio. While DXA studio's pedestrian bridge will probably never materialize in real life, the proposal serves as an innovative approach to topics concerning the livability and walkability of cities. Metals in Construction magazine will be holding another design competition next year, themed “Create A New Urban Identity,” which will challenge participants to reimagine the skin of an existing building in New York City. More details about the competition will be announced in September 2019.
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Detroit's Packard Plant pedestrian bridge collapses after ice storm

Detroit’s Packard Plant pedestrian bridge collapsed Wednesday following an ice storm, creating despair among the city’s historians who had hoped to see it restored and resignation among local photographers, urban explorers and city admirers who anticipated the collapse. The Packard Plant has been undergoing a massive restoration in recent years, going from one of Detroit’s most photographed pieces of “ruin porn” to a possible symbol of its resurgence. But the bridge collapse Wednesday just reminded people on social media and local news outlets of the challenges of renovating structures that have long been neglected. For decades, Detroit’s automotive history and its declining population came together symbolically in that pedestrian bridge along East Grand Boulevard. The Packard Plant once served as a sign of the city’s manufacturing might. But the city's fall from a population of 2 million to about 673,000 in recent years showed how Motown’s reliance on the automotive industry proved challenging at best, disastrous at worst. Arte Express, whose owner, Peruvian developer Fernando Palazuelo, bought the plant in 2013 at a Wayne County tax auction, told the Detroit Free Press that the ice storm combined with warming temperatures throughout the day Wednesday were the pedestrian bridge’s final straw. According to an Arte Express spokesman, the city owns the building at 1539 E. Grand Blvd. that connects to the bridge, and the bridge is jointly owned by the city and Arte Express. The city of Detroit released a statement about the collapse, indicating that there were no injuries and that the affected portion of East Grand Boulevard was closed by the Detroit Police Department: "Our first priority is to ensure the area is made safe for the public and the roadway is reopened as soon as possible,” the city said in a statement. “The City is taking the lead on clearing debris (and) we are making plans to bring in a contractor to remove the debris as quickly as possible."
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The longest bridge in the world will be finished this year in Kuwait

What will soon be the longest bridge over water in the world is nearing completion in Kuwait, according to KHL. The Sheikh Jaber Al-Ahmad Al-Sabah Causeway will stretch over 30 miles total in two parts, spanning Kuwait Bay to shorten the travel distance between Kuwait City and a planned megadevelopment in Subiya to the north. The $2.6 billion project is part of a massive development effort that could link Kuwait City to a new port and the Subiyah megadevelopment. Now the drive around the bay takes over an hour, but the bridge could shorten that time to less than twenty minutes. The causeway features a 1,100-foot-long span with an asymmetric cable-stayed construction that will be the most visually recognizable part of the bridge, aside from its miles and miles of road. Korean company Hyundai E&C and local consortium Combined Group Contracting Company won the project in 2013, and the project is scheduled to open this year. The extremely short construction time frame for a project of this scale was ambitious and unusual, but Hyundai says that it has met and exceeded timeline expectations. Correction: An earlier version of this article incorrectly reported the span of the bridge to be about 22 miles, when the total span is over 30 miles. The main segment of the bridge is about 22 miles long.
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CRÈME proposes floating timber bridge to connect Brooklyn and Queens

Currently the only link between the rapidly developing neighborhoods of Long Island City, Queens, and Greenpoint, Brooklyn, is the Pulaski Bridge, a six-lane drawbridge with a narrow pathway where pedestrians and bikers jostle for space. Brooklyn-based CRÈME/Jun Aizaki Architecture & Design wants to change that by proposing the LongPoint Bridge, a 250-foot-long crossing dedicated to foot and bike traffic.

The bridge is distinguished from its counterparts across the city for its lightweight, floating timber construction. It is anchored on either end by a concrete and steel mast embedded into the waterbed of Newtown Creek (the East River canal that divides Queens and Brooklyn). Glulam beams joined by galvanized steel braces and pins rise in two trussed peaks of armature around the nearly 50-foot-tall masts. The structure is a nod to the area’s industrial past and present while also referencing the iconic profiles of other bridges in the city. Its height above the canal allows smaller vessels to pass underneath, but for larger boats, the bridge pivots open in the middle, with each section moving on propeller-driven pontoons. This floating feature also allows the bridge to rise and fall with the tides.

According to Jun Aizaki, the firm’s founder and principal, the bridge’s design and timber composition allows it to be assembled off-site and installed quickly and inexpensively; in the long term, it will require only minimal repairs. CRÈME also proposes public parks and loading docks to flank the bridge on both ends, along with a pedestrian crossing over the Long Island Railroad commuter rails just beyond the canal. Together with the timber bridge, the pathway would connect commuters to the G and 7 trains on either side.

With the impending L train shutdown in 2019 and the predicted growth of Long Island City as it hosts Amazon’s HQ2, the timing of a quickly constructed, relatively affordable bridge seems ideal. Aizaki and his team, which includes a community organizer, are busy raising support and funds through meetings with public officials and local community members. For Aizaki, the bridge is intended as “a grassroots, rather than developer-initiated, project,” which he hopes will “be a symbol of something the community can be proud of."

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Renzo Piano reveals replacement for collapsed Genoa Bridge

The Italian government has sped up plans to rebuild the Morandi Bridge that collapsed in Genoa this August, and taken up the Genoa-born Renzo Piano on his offer to design the replacement for free. Salini Impregilo, the country’s largest contractor, and Fincantieri, a state-run shipbuilding company, have been chosen to build the new bridge and will be forming a new conglomerate, “PERGENOVA” to do so. During a heavy storm on August 14, the concrete-and-cable-stay Morandi Bridge was hit by lightning and collapsed, killing 43 and injuring dozens more. The bridge originally opened in 1967 to span the Polcevera Viaduct and connected the coastal area with Genoa’s port. The Renzo Piano Building Workshop leaned heavily on steel for the replacement bridge, and Piano claimed in September that, “This will last for a thousand years and will be built of steel,”  and would “have elements of a boat because that is something from Genoa.” The final design seems to bear that out. A 3,600-foot-long main steel deck will run across 20 spans, supported by 19 concrete piers. For the most part, the piers will be spaced out in 164-foot increments, except for a pair that has been placed 328 feet apart on either side of the Polcevera River. The bridge will literally be a shining beacon, as it’s expected to reflect sunlight during the day and use stored solar energy to power its lights at night. Fincantieri will be building the structure’s steel elements at its Genoa-Sestri Ponente shipyard and may spread the work to its other shipyards if necessary. The steel deck will be assembled in parts and welded together on-site to reduce costs and speed up construction. The project is estimated to cost $229 million, and construction is expected to take 12 months once the site is cleared.
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People aren't using Kentucky's new $1.3 billion bridge and highway system

To some cross-country travelers, Louisville, Kentucky, is considered the gateway to the East. For Southerners, it serves as a transition into the Midwest. From whichever direction you approach the city, it’s a metropolitan area that grants access to other major cities like St. Louis, Nashville, Cincinnati, and Pittsburgh. But it’s not just a pivotal bypass, it’s also a place where people actually live. As the symbolic southern border for Indiana, it’s home to tens of thousands of drivers who cross the Ohio River every day for work and play, making Louisville’s four major bridges vital to supporting the economies of two separate states.  Over the last decade, Kentucky and Indiana spent $1.3 billion on a 12-lane highway widening project that spliced through several new and old neighborhoods in downtown Louisville in an effort to ease congestion that’s long plagued commuters. The plan was part of the massive Ohio River Bridges Project that rehabilitated the I-65/John F. Kennedy Bridge and built out the new, cable-stayed Abraham Lincoln Bridge that stretches northbound over the Ohio River. According to Streetsblog, the project was critical to Louisville’s growth, but since officially reopening in late 2016, the Kennedy Bridge has proven of little use to drivers.  Per a post-construction study released by the State of Indiana, traffic has fallen 49 percent on the Kennedy bridge, which requires drivers to pay up to a $4 toll. Traffic has subsequently increased by 75 percent on the nearby US 31 Clark Memorial Bridge, a 90-year-old piece of infrastructure that’s completely free.  It’s no surprise that people are essentially boycotting the billion-dollar “transportation boondoggle,” as one local urbanist called it. The project received wide criticism from the start. Streetsblog reported that in 2013 a grassroots group got 11,000 people to sign a petition in support of tearing down the highway instead of expanding it. But with backing from two state governments, it was eventually built. Taxpayers will be paying for the project until 2053.  The result is a half-used bridge and a messy mixture of reconstructed roadway known as Spaghetti Junction. Louisville's crisscrossed 64, 65, 264, and 71 interstates were always tricky to navigate and still are despite this recent update. Throughout construction, thirty-three acres of urban forest and 30 storefronts in mostly minority neighborhoods were destroyed. Historic buildings were also leveled for the revamped highway system. In spite of plowing through these surrounding communities, the project has received national accolades. Louisvillians lament that new highways won’t solve the city's congestion problems, though the increased number of options to pass through the city are a bonus for anyone who doesn’t wish to make a pitstop on their way somewhere bigger and better. It’s a classic, tragic story that’s hurt many American cities suffering from mid-century highway build-outs. Some are making concerted efforts to replace aging infrastructure with beautiful boulevards and walkable, shared streets, but others aren't thinking as clearly about how to keep people in town, as opposed to letting them drive on by. Kentucky’s busiest bridge, the Sherman Minton, sits further outside downtown than its counterparts. As the city’s only toll-free link to Indiana, it sees 90,000 drivers per day. The 56-year-old structure is slated to begin a $90 million rehabilitation project in 2021. Time will tell whether or not its partial or full closure during construction will force people to start crossing the newer structures that spew out of the city’s core. The Indiana Department of Transportation and the Kentucky Transportation Cabinet just ended a public input period to figure out next steps. A recommendation will be made next fall.
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Design errors potentially responsible for deadly bridge collapse in Miami

Last week, the National Transportation Safety Board (NTSB) revealed its latest investigative findings related to the deadly collapse of the Florida International University (FIU) pedestrian bridge that killed six in Miami earlier this year. The bridge, which hovered over eight lanes of traffic at an already hazardous intersection at the university, was designed to minimize disruptions to the transportation below, and it featured an amenity deck and bicycle lane for students. Its March 15, 2018, collapse, which completely flattened the cars underneath, could have been the result of errors in its design, according to the NTSB. Within the framework of the NTSB investigation, authorities from the Federal Highway Administration assessed the 174-foot-long, 950-ton span’s construction and found crucial design errors in the north end of the structure, where two trusses were connected diagonally to the bridge deck. According to the reports, the bridge's designers overestimated the capacity of a major section of the bridge and underestimated the load that section would have to carry. Examiners also discovered that the cracks found in the northernmost nodal region prior to the collapse were related to the aforementioned design errors. On August 9, 2018, the NTSB tested the concrete and steel used for the bridge, finding that there were no flaws in either of the materials. The report also included detailed pictures of the cracks at the north end of the bridge, which were minor before the span’s installation but transformed into fissure-like gaps by the time the structure was placed over the busy highway. Investigators believe the gaps contributed significantly to the bridge’s failure. The Occupational Safety and Health Administration (OSHA) recognized safety violations on March 15, the day of the collapse, and hired five contractors to inspect the structure and implement repairs, including Munilla Construction Management. However, OSHA issued FIGG Bridge Engineers, a designer on the project, a serious violation with a fine of over $12,000 for putting employees in physical danger by permitting them to work on the bridge after the dangerous cracks were discovered. The NTSB report is preliminary, and investigators are still searching for other design and technical flaws that led to the bridge’s failure.
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Governor Andrew Cuomo accused of dangerously rushing a major bridge opening

Ahead of Thursday's New York State primary, news has come out that in July Governor Andrew Cuomo's administration might have enticed the contractor building the new Mario M. Cuomo Bridge to speed up construction in order to finish it ahead of its late August deadline. The 1.3-mile bridge opened late last night instead, two days before voters hit the polls. Critics are claiming that Cuomo rushed the bridge's construction, potentially dangerously so, in order to tout its completion during his competitive primary race against Cynthia Nixon. The New York Times snagged an internal document this week reporting that Tappan Zee Constructors were incentivized to open the bridge’s eastbound span by August 24 in exchange for the New York Thruway Authority potentially absorbing “premium additional costs.” The state also said it would pay for any possible accidents that might occur if construction continued on the bridge while traffic flowed upon opening. Vox reported yesterday that the second section of the twin-span, cable-stayed bridge was set to open August 15, but due to construction delays the date was pushed back by 10 days. In the document, a letter from Jamey Barbas, the state official overseeing the project to TZC president Terry Towle, Barbas detailed her reasons for asking the contractors to ramp up their efforts. The NYT wrote that Barbas said the extension and concessions are “part of the normal give-and-take between the state and its contractors.” While Governor Cuomo said Sunday in a press conference that he denies having any influence over the bridge’s timetable, the letter suggests otherwise as the Thruway Authority is a key part of his administration. Additionally, according to the NYT, the Governor outright admitted his involvement. “We’ve been accelerating the second span,” he said. “And Jamey and Matt [Driscoll, Thruway Authority executive director] have been doing everything they can to shave time because the sooner we open the bridge, the sooner the traffic comes down.” After further schedule changes, the bridge was supposed to open last Saturday, but due to weather concerns and safety issues, cars only began passing through the second span into Westchester yesterday. The governor announced its completion in a big ceremony last Friday that included a congratulatory speech by Hillary Clinton. Throughout his campaign to be reelected as governor, Cuomo has repeatedly praised the many infrastructure projects his administration has achieved over the last 12 years. While the bridge, named after his late father and former New York Governor Mario Cuomo, is a much-needed project set to replace the 63-year-old Tappan Zee Bridge, critics argue that the Governor’s aim was to use its rapid completion as a ploy for good press. This weekend, Cuomo’s gubernatorial opponents Marc Molinaro and Cynthia Nixon both called for an investigation into the bridge controversy, according to ABC 7 New York. The administration claims that hours after Friday’s ceremony, workers found a flawed joint in the old Tappan Zee structure that could have caused part of it to fall. Because of its proximity to the new bridge, officials shut down construction and postponed Saturday's opening. The first span of the Mario M. Cuomo bridge was finished in August 2017. As of this year, both Cuomo and the Thruway Authority said it would be done by 2018, but, while cars are already crossing over part, construction is still underway. When finally finished, the bridge will include eight traffic lanes, a bike and pedestrian path, as well as room for future bus transit and commuter trains.