Posts tagged with "Bridges":

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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.
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Almost 10 percent of U.S. bridges are structurally deficient

News of the bridge collapse in Genoa, Italy, has urbanists, lawmakers, and everyday citizens alike rethinking the safety of aged infrastructure across the globe. A reported 39 people were killed on Tuesday when part of the cable-stayed Morandi Bridge snapped during a torrential downpour, causing dozens of vehicles to fall 148 feet to the ground. Completed in 1967, the 0.8 mile-long bridge underwent a restructuring effort two years ago and work on the foundation was underway this summer when the collapse occurred. Experts say both the design and maintenance of the 51-year-old bridge may be at fault for the catastrophic event. Many of the 614,387 bridges in the United States are nearing the end of their useful life, says to the American Society of Civil Engineers. Nearly four in ten are 50 years old or more, according to an ASCE report updated last year, but some significant repair work has been done over the last decade to ensure the future safety of a few of these structures. The ASCE reported that the percentage of structurally-deficient bridges in the U.S. has decreased from 12.1 percent to 9.1 percent since 2009 and that about 13.6 percent of the nation’s bridges are functionally obsolete. The ASCE also estimated that 15 percent were built between 40 and 49 years ago and will soon reach the end of their functional lifespan. With 188 million people traveling across poor bridges each year, these figures beg the question: How can the U.S. maintain its aging infrastructure? Though the U.S. has made advances on the state of its bridges, there’s still a long way to go. The ASCE said that it will cost $123 million to fix the nation’s deteriorating bridges and the American Road & Transportation Builders Association adds it will take nearly 37 years to do so. In January, Sen. Sherrod Brown (D-Ohio) introduced the Bridge Investment Act in Congress, a $75 million measure that would help fund a 10-year federal grant for state bridge repairs, reports Construction Dive. The proposal is currently being reviewed by the Senate’s Committee on Environment and Public Works.
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Morandi Bridge collapse raises questions about the future of concrete

The Morandi Bridge in Genoa, Italy, collapsed yesterday, apparently struck by lightning during a period of heavy rain, and about 30 people died and several others were injured. A viaduct on the A10 motorway, it was built between 1964 and 1967 and became a symbol of Italian post-World War II development. The bridge was designed by talented structural engineer Riccardo Morandi, then a prominent figure along with other Italian designers, including Pier Luigi Nervi and Sergio Musmeci. Morandi designed a similar project in Venezuela several years earlier. The entire viaduct was about one kilometer in length with a maximum span of around 200 meters. It consisted of a reinforced concrete structure with hybrid pre-stressed cable-stayed spans. Aside from its elegant design, it succeeded functionally because of its three piers that allowed it to fly over the existing buildings below. The viaduct was apparently weakened because the concrete was mixed with the incorrect viscosity, which created wave-like movement in the vehicle deck. Over the years, new steel cables were introduced to reinforce the inefficient pre-stressed stays while the whole bridge was facing constantly increasing traffic, reportedly more than 25 million passages a year, nearly four times the number initially planned. A proposed bypass highway project to decrease truck transit had been discussed since 2009, but local committees—apparently the 5 Stelle (5 Stars) populist movement governing Italy jointly with nationalist Lega Party since last June—rejected the proposal, with a sarcastic mention of “the fairy tale of the collapsing bridge." More recently, in 2016 independent senator Maurizio Rossi sent the former minister of transportation a written Q&A that pointed out potential structural issues of the bridge and highlighted the maintenance of the viaduct as a critical matter to be dealt with by Società Autostrade (formerly the State Highway Company). Professional engineers and designers have also suggested that reinforced concrete micro-fractures in the structure created by shaking from overloaded traffic were the potential reason for the collapse. Will this finally be a turning point for concrete as a hybrid construction material for bridges? It has long been seen as a poor material used by modernist egos for its formal plasticity even though it fails in durability. The Morandi Bridge was a national symbol of elegance and a crucial piece of infrastructure, and its collapse demands an appropriate infrastructure policy that deals with maintenance, management, and public procurement. This will avoid similar mass-murder. This is true not just in Italy, but worldwide since reinforced concrete is the most common material for bridges all over the planet. In the meantime, social media has been filled with self-proclaimed structural engineers insulting each other, stimulated by divisive politicians.
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Detroit’s bridge to Canada ready for construction but faces political challenges

The Gordie Howe International Bridge, a six-lane span between Detroit and Windsor, Ontario, is set to begin construction this fall after the Windsor-Detroit Bridge Authority (WDBA) selected a team to design and build the structure. Bridging North America, an architecture, engineering, and construction 'whos-who' team including ACS Infrastructure Canada Inc., Dragados Canada Inc., Fluor Canada Ltd., AECOM, RBC Dominion Securities Inc., Carlos Fernandez Casado S.L/FHECOR Ingenieros Consultores, S.A., Moriyama and Teshima Architects, and Smith-Miller + Hawkinson Architects, LLP, will oversee construction of the $3.7 billion bridge. The WDBA touted the bridge’s benefits in a project update on July 5. The Detroit-Windsor crossing is currently serviced by four separate crossings and accounts for 25 percent of the trade between the U.S. and Canada. Gordie Howe is supposed to streamline entry and exit across both countries for the 2.6 million trucks that make the crossing annually. The 1.5-mile-long span would be the largest cable-stayed bridge in North America and would be supported by two enormous, A-shaped structural towers. In addition to the six lanes for vehicles, three in each direction, bike lanes have been planned for the side of the bridge facing Detroit. The bridge project includes new ports of entry on both borders and a new connection to I-75. Not everyone is on board with speeding up the flow of goods from Canada. Reflecting the sometimes tumultuous relationship that the Trump administration has had with America's neighbor to the north, owners of the nearby Ambassador Bridge, the Moroun family, are reportedly trying to kill the project. The Ambassador Bridge currently handles 60 to 70 percent of truck traffic across the Detroit River, and the Canadian Government, owners of the WDBA, have stipulated that the Ambassador Bridge will need to be torn down once the Gordie Howe is complete. In response, the Morouns have been buying commercial airtime on Washington, D.C.-area Fox News stations in an attempt to influence Trump to scrap the Gordie Howe. The family has also been trying to get the Trump administration to inject the Gordie Howe into NAFTA negotiations and to pressure the Canadian government to drop its requirement that the Ambassador Bridge be dismantled. The Morouns are also fighting to keep the Michigan Department of Transportation from using eminent domain to acquire the land it needs to build a 167-acre port-of-entry in Detroit’s Delray neighborhood. The WDBA is still negotiating contract details with Bridging North America, and if everything proceeds as planned, work on the Gordie Howe should begin by the end of September.
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Chicago offers up historic Chicago Avenue bridge for free

Looking for a gift that truly shows you care? Give the gift of infrastructure! The Chicago Department of Transportation (CDOT) has announced it is offering up one of its historic bascule bridges for free to any state, local or responsible entity willing to haul it away. Built in 1914 by the Ketler-Elliot Erection Company of Chicago, the Chicago Avenue Bridge spans the north branch of the river and is one of many pony truss style bascule bridges. The bridges’ leaves are suspended on axles underneath the street, with the counterweight hidden within a riverbank pit tucked behind a limestone enclosure. This type of bridge was developed in Chicago in 1900, with the first one constructed in 1902 still in operation at Cortland Street and the Chicago River. Bascule bridges opened easily and did not obstruct the river with a central pier, a must to accommodate a busy early 20th century waterway serving Chicago’s commercial route to the Mississippi River system. The bridge replacement is a component to proposed traffic improvements along Chicago Avenue in advance of the construction of One Chicago Square, a massive 869 residential structure proposed at State Street and Chicago Avenue. Designed by Goettsch Partners and Hartshorne Plunkard Architecture, One Chicago Square calls for two glassy towers atop a podium, the tallest of which tops out at 1,011 feet, making it what could be Chicago’s sixth tallest building. The future owner of the bridge assumes all costs for moving the bridge and maintaining historically significant features. The City of Chicago intends to replace the bridge with a modern concrete and steel structure this fall. Those interested must submit a proposal by July 13.  Thus far, the CDOT has received no offers for the bridge. The bridge comes with a determination of eligibility for the National Register of Historic Places (NRHP), which requires the City of Chicago to make a reasonable effort to offer the bridge up for restoration to interested parties. The gift includes the embedded counterweights and the two bridge houses.
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Disastrous Miami bridge collapse raises serious engineering and oversight questions

The collapse of a pedestrian bridge at Florida International University (FIU) in Miami yesterday that left six dead is raising questions over how the supposedly state-of-the-art project could fail. The 174-foot-long, 950-ton span was assembled on the side of the road and later rotated into place by Munilla Construction Management over the course of only 6 hours, after testing by structural firm BDI. The FIU bridge, meant to cross eight lanes of traffic at a particularly dangerous intersection in front of the school, was designed to double as an amenity deck and would have featured a bike lane for students. Instead of being constructed in situ, the span that collapsed was built on temporary supports on the side of the road, and rotated 90 degrees into position on March 10th. Using this “Accelerated Bridge Construction (ABC) method” to build the bridge’s superstructure elsewhere was touted as a way to cut costs and minimize disruptions to traffic below. According to a press release from LIU, the bridge would have also been the first in the world to have been constructed from self-cleaning concrete. It’s currently unclear whether the construction methods used to build the span played a part in the collapse, which flattened the cars underneath at the time. Miami-Dade Mayor Carlos Gimenez had said earlier that day that the bridge had just successfully completed stress testing. In a statement given to the Miami Herald, FIU President Mark Rosenberg said that the testing was done in accordance with best practices. “I know that tests occurred today. And I know, I believe, that they did not prove to lead anyone to the conclusion that we would have this kind of a result. But I do not know that as a fact.” Florida Senator Marco Rubio took to Twitter to discuss the work being done on the bridge before its collapse, saying “The cables that suspend the Miami bridge had loosened & the engineering firm ordered that they be tightened. They were being tightened when it collapsed today”. The engineering firm Rubio is referring to is FIGG Bridge Design, who were collaborating with Munilla to build the bridge. While the span was to be supported by steel suspension cables installed from a central column later on, Rubio may have been referring to tension cables inside of the bridge itself. It's unclear what form of temporary support was holding up the bridge at the time of the accident. At the time of writing, it’s unclear why engineers had chosen to stress test the bridge while allowing traffic to pass underneath, or if the cable tightening had played a role in the failure. The $14.2 million bridge, financed through a US Department of Transportation TIGER grant, had originally been slated to open in early 2019.
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Santiago Calatrava’s second Dallas bridge faces engineering questions

After a highly anticipated opening last summer, the Santiago Calatrava-designed Margaret McDermott Bridge in Dallas, Texas, has been plagued with cable rod issues, according to the Dallas Observer. The Margaret McDermott Bridge spans the Trinity River and is part of the Dallas-Fort Worth region’s Horseshoe Project, a plan meant to revitalize downtown Dallas by addressing the city’s traffic congestion. Work on the Margaret McDermott Bridge was spurred on by the public’s reception to the iconic Margaret Hunt Hill Bridge in 2012, a cable-stayed bridge supported by a 400-foot-tall, central, arched pylon. While the concrete core of the Margaret McDermott Bridge, which extends Interstate 30 and supports vehicle traffic, opened in 2013, the 1,200-foot-long suspension arches, designed by Calatrava, were appended to both sides of the bridge separately to give it a “signature element.” The east span was supposed to support the bike and pedestrian lanes, but has remained closed due to safety concerns after several engineering issues came to light. In a bid to save as much money as possible, the construction contractors and city of Dallas worked out an agreement to skip stress testing for the design, which would have spotted the vulnerability earlier. The use of smaller, cheaper adjustment rods, has led to the cables vibrating in the intense wind over the river, and both the walking and bike paths remain closed since the bridge’s completion. Heavy dampers were later installed to minimize the movement of the cables after several failed, owing to the undue stress caused by the vibrations. Both lanes currently remain blocked with notices that threaten legal action against trespassers. The spans have been causing problems since their inception. After Calatrava initially proposed a $200 million bridge with four arches, the city was only able to wrangle $92 million, knocking the two interior archways off the bridge. The cost soon ballooned to $115 million, which the city promised to make up for through donations and value engineering; it now seems that original decision will end up costing the city even more money down the line. Calatrava argued that the testing should have gone ahead and offered to pay out of pocket. Some have questioned the installation of a suspension bridge near Dallas, real or fake, in the first place. “We are not a city with a large navigable river that would warrant a suspension bridge,” said Dallas City Council member Scott Griggs. “This is Texas, not Spain.” Calatrava's projects are no stranger to controversy, from the highly publicized leaks in the lower Manhattan Oculus to the recent halt in construction on the World Trade Center complex Saint Nicholas Greek Orthodox National Shrine. It remains to be seen how much it will cost to fix these engineering oversights, or how much of the blame will fall on Calatrava.
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D.C.’s Frederick Douglass Memorial Bridge will be replaced by new AECOM design

Washington, D.C. will replace the Frederick Douglass Memorial Bridge to the tune of $441 million. Engineering firm AECOM is leading the design of the new bridge with Archer Western Construction and Granite Construction carrying out the project. The Frederick Douglass Memorial Bridge originally opened 67 years ago in 1950. A swing bridge, it allows South Capitol Street to span the Anacostia River, connecting Nationals Park and Anacostia Park. More than 75,000 commuters have been taking advantage of the bridge on a daily basis since 2007. The new design will include traffic ovals on either side with greenery and pedestrian plazas added to South Capitol Street around its entrances. In 2014, the District of Columbia Department of Transportation (DDOT) asked four teams to submit proposals for a new bridge; their schemes would also have to include the current bridge's demolition. The winning submission from "South Capitol Bridge Builders" (comprised of AECOM, Archer Western Construction, and Granite Construction) saw off competition from three other teams: Tutor Perini, T.Y. Lin International Group, and StantecSkanska AB, Facchina Group, and Parsons Transportation; and Kiewit Corporation, Corman Construction, and URS Corporation. AECOM's proposal does away with the original swing design and implements a wider (six-lane), fixed span bridge instead. Scheduled to be complete in 2021, it will be the largest construction undertaking in the District's history, with the project including a remodelling of the Suitland Parkway and Interstate 295 interchange.  “Investing in our infrastructure is key to how we can continue to be a growing city and the best city in the world, and improving our bridges is very critical to this mission,” D.C. Mayor Muriel Bowser told the Washington Post. The project is a long time coming. In 1974 the bridge was re-decked, a process which was repeated just 14 years later. In 2007 it was closed for more than a month while a $27 million renovation took place, the work of which was supposed to extend its lifespan by 20 years.
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Chicago moves forward with lakefront 41st Street bridge project

After multiple delays, the City of Chicago is set to move forward with the construction of a new pedestrian bridge over lake shore drive. The 41st Street bridge would connect the Oakland and Bronzeville neighborhoods to the lake over multiple railroad tracks and eight lanes of high-speed traffic. The project, which was initially announced to begin last fall, is part of Mayor Rahm Emanuel’s plan to build multiple Lake Shore Drive pedestrian crossings on the city’s South Side. The new bridge will join a recently completed suspension bridge at 35th Street. In the original announcement of the bridge, a second “twin” bridge was also announced for 43rd street. Aurora, Illinois–based Cordogan, Clark & Associates is responsible for the design of both bridges; the firm's proposal won the “Bridge the Drive” competition in 2004. The bridges will be double-curved mono-truss structures that will echo the curves of the walkways in Burnham Park, where they will land. The building of the bridge highlights the tension between the City of Chicago and the State of Illinois as portion of the money will be coming from the state. Earlier this month plans to move forward with the bridge were delayed due to the state’s refusal to contribute an extra $2 million to the project. Since the initial proposal and budget, the project has seen a sharp rise in estimated cost. Early estimates by the city were 33% lower than the current estimate of around $34 million. Transportation Commissioner Rebekah Scheinfeld told the Chicago Tribune that the city would seek “alternative sources” to fill the funding gap. Currently, a large portion of the money will come from federal and state grants, with the remainder coming from the federal Surface Transportation Program. The F.H. Paschen construction company, who has worked on other projects for the city, was the low bidder at around $29 million. Once a contract with them is reached, the project is expected to begin in late spring.
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Six teams of top global architecture firms battle to light up London’s bridges

Six finalists from the U.K., U.S., and France are competing for a $24.8 million commission which will see their designs be used to illuminate all 17 bridges that span the River Thames in central London. Battling for the dazzling commission is David Adjaye, Amanda Levete Architects (AL_A), Sam Jacob Studio, and Lifschutz Davidson Sandilands from London, along with New York firm Diller Scofidio + Renfro and Lyon-based practice Les Éclairagistes Associés. Initially, 105 teams had entered the Illuminated River competition run by Malcolm Reading Consultants. The winners will see their lighting proposals realized as a permanent installation that aims to "breath new life" into the Thames. Chair of the Illuminated River Foundation, Hannah Rothschild said on the competition's website:
Since the founding of London, the mighty Thames has been the city’s main artery, linking north and south, east and west, encouraging business, activity and recreation. But at night, the river becomes a ribbon of darkness, a place that few enjoy and at odds with the ambition to make London a 24 hour city. This project will bring light, energy, beauty and recreation to the river and at the flick of a switch, transform the city at night.
Despite waxing lyrical, Rothschild's words did not impress critic Oliver Wainwright of The Guardian. "[It’s] simply not true. The river already shines with a series of conflicting color schemes that speaks more of London’s chaotic character than a curated nightly show," he said. Wainwright also poured scorn on Adjaye's proposal, remarking that the 17 pavilions the architect proposes alongside each of the bridges adds "more clutter to the streetscape." The project will be privately funded. So far, though, $11.8 million is still required. It's also worth pointing out that the infamously costly (and not yet built) Garden Bridge by Thomas Heatherwick started life in a similar vein. The shortlisted six's videos can be found below meanwhile images are in the gallery above. Blurring Boundaries Adjaye Associates with Cai Guo-Qiang, Chris Ofili, Larry Bell, Jeremy Deller, Philippe Parreno, Richard Woods, Mariko Mori, Lorna Simpson, Teresita Fernández, Joana Vasconcelos, Angela Bulloch, Thukral & Tagra, Katharina Grosse, Glenn Ligon, Doug Aitken, Tomás Saraceno, onedotzero digital consultants, Plan A Consultants, DHA, Hurley Palmer Flatt, AKT II, AECOM, Arup, Sir Robert McAlpine, Tavernor Consultancy, DP9, Four Communications, Hayes Davidson digital visualizers, Bosch, and iGuzzini.
The Eternal Story of the River Thames AL_A, Asif Kapadia, Simon Stephens, SEAM Design, Arup, GROSS. MAX., Mark Filip, Soundings, and DP9.
Synchronizing the City: Its Natural and Urban Rhythms Diller Scofidio + Renfro with Oliver Beer, Arup, Copper Consultancy, L’Observatoire International, Penoyre & Prasad, Jennifer Tipton, and Transsolar.
Thames Nocturne Sam Jacob Studio and Simon Heijdens with Studio Dekka, Daisy Froud, Elliott Wood, Jackson Coles, and Professor John Tyrer.
A River Ain’t Too Much To Light Les Éclairagistes Associés (L.E.A.), ecqi ltd. and Federico Pietrella in association with GVA Lighting Europe Limited and ewo srl.
Current Leo Villareal with Lifschutz Davidson Sandilands and Future\Pace. Atelier Ten, Beckett Rankine, Bradley Hemmings, Core Five, Futurecity, Greenwich +Docklands International Festival, MBNA Thames Clippers, Montagu Evans, Pentagram, and Price & Myers.
Winners are due to be announced in early December with work on the 17 bridges being completed in phases between 2018 and 2020.
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Faulty concrete delays construction of new upper Manhattan pedestrian bridge

Last fall, AN reported on a $24.4 million bicycle and pedestrian bridge that was due to be constructed at 151st Street in Manhattan. However, as locals to the area may have noticed, footing that was put in place in April this year is now being torn down. What does this mean for those who had been longing for a connection between West Harlem with the Hudson River Greenway? Cyclists and pedestrians, fear not. After speaking with the New York State Department of Transportation (NYDOT) Public Information Officer Diane Park, AN can confirm that, due to a faulty concrete pour, the western abutment of the bridge falls short of NYDOT's standards and is being removed. https://twitter.com/DanielJBarchi/status/753647748910546948 "This will not impact the project's schedule" said Park, adding that the contractor will also foot the bill for the new work required as well as the cost of removal. In addition to this, Park was able to disclose that the bridge is due for completion in spring of next year. For cyclists, the bridge will be a welcome addition to the area as it is set to provide stair-free access between the greenway and the intersection of 151st Street and Riverside Drive. Spanning 270 feet, the new bridge will feature ADA-compliant ramps on both sides and a dramatic archway overhead. This is the second and final installment from the NYDOT within the 71st Assembly District to improve access to the Hudson River waterfront, the first of which came in 2006 with the $2 million ramp and stairway at 158th street. When announcing the project last year, NYDOT Commissioner Matthew J. Driscoll said the project will cost $24.4 million, with some funds going toward new landscaping and lighting within the area.
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Construction starts on a 605-foot-long pedestrian bridge designed by Studio Pali Fekete

Dubbed Riptide, the 6-span, 605-foot-long pedestrian bridge by Studio Pali Fekete architects (SPF:a) will move the heart of downtown Long Beach. Located at the southern edge of the Los Angeles, Long Beach is home to an important regional, late modernist civic center as well as the Port of Long Beach, an economic powerhouse for the region. The downtown area, the nucleus of an independent municipality, features a smattering of smattering of mid-rise office towers housing municipal functions along Ocean Avenue and Shoreline Drive. Buildings on these roads are connected by a network of pedestrianized bridges; SPF:a’s bridge aims to close a missing link in that system by connecting the Performing Arts Center Plaza with the Convention Center Promenade to the south. The designers drew inspiration from the city’s seaside locale and mercantile traditions, abstracting the geometry of an ocean wave into a series of metallic sections connected via crisscrossing lengths of metal rope and strings of LED lights. The breaking wave shape is pulled across the length of the span above a paved boardwalk populated with seating. In some sections, the boardwalk is planted along its western edge, with trees piercing the wave armature in one location. The bridge, conceived more as a potential node for conversation and commerce emanating from the nearby convention center, will also feature electrical outlets. New construction on the $9.3 million bridge will be accompanied by the replacement of damaged curbs, gutters, driveways, alley entrances, and sidewalks in the area. The project is due for completion in February of 2017.