Tokyo's River Crossings: Tobu Railway Bridge

South of the Sakura Bridge is the Kototoi Bridge, a 150 m long,  three span steel girder bridge that was built in 1931.

South of the Kototoi Bridge is the Tobu Railway Bridge over the Sumida River. It is a three-span, continuous steel deck-truss. The Tobu Railway must use electric trains, since there is an overhead wire above the deck. The truss is supported on reinforced concrete two column bents and abutments. The truss is deep and stiff in order to support several locomotives. The bridge was completed in 1931. The Tobu Railroad has the longest privately owned railway line in Japan (114.5 km from Tokyo to Isesaki).

Tokyo's River Crossings: Tobu Railway Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Tokyo's River Crossings: Horikiri Railway Bridge

The Arakawa River has a small channel that flows into the Sumida River near the Suijin Bridge. Just north of this channel are two bridges crossing over the Arakawa River: the Shuto Expressway Bridge and the Horikiri Railway Bridge.

The Horikiri Railway Bridge is a viaduct that includes three camelback truss spans over the Arakawa River. The Arakawa is substantially wider than the Sumida, which is its tributary.  Consequently, bridges crossing the Arawaka are several spans long. The Horikiri Bridge is supported by squat, two-column reinforced concrete piers. It caries the Keisei Electric Railway Line that goes between Tokyo and Narita. The bridge was built in 1967.

Tokyo's River Crossings: Horikiri Railway Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Tokyo's River Crossings: Suijin Bridge

A little north of the Sakura-bashi on the Sumida River is the Suijin-ohashi, a three span bridge with a through-arch center span. It is a steel bridge, painted bright blue to match it's name of 'water god.' It was built in 1989 but looks almost timeless in appearance. It has areas on the sidewalks (over the piers) where you can stand, lean against the railing, and watch the river flowing by.

Tokyo's River Crossings: Suijin Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Tokyo's River Crossings: Komagata Bridge across the Sumida RIver (1)

This overexposed photo is of the Komagata-bashi or Komagata Bridge across the Sumida River. It was named after the nearby Matsugata Buddhist Temple which is dedicated to the Bato-Kanon (the horse-headed Buddha). The bridge was built in 1927, four years after the Great Kanto Earthquake destroyed much of Tokyo. It is a three-span bridge, with a through-arch as the center span.

It is a couple bridges downstream from the Sakura (or cherry blossom) bridge we studied yesterday.

Like the Thames and the Seine, the Sumida River and its bridges has been a source of inspiration for Japanese artists such as Hiroshige and Hokusai. Today, one has to travel to one of Tokyo's less urbanized rivers like the Arakawa to get that same sense of peace and pleasure that was depicted in their prints.

Tokyo's River Crossings: Komagata Bridge across the Sumida River (1) by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Tokyo's RIver Crossings: Sakura Bridge

I thought we might look at some of the many fine, steel bridges in Japan. The Sakura-bashi (or Sakura Bridge) is a pedestrian bridge built across Tokyo's Sumidagawa (Sumida River) in 1985. The Sumidagawa runs for 27 km through Tokyo before emptying into Tokyo Bay. There are 26 bridges crossing the river, about one bridge per kilometer. I must have photographed the Sakura Bridge from the bus that we used to take into Tokyo from Tsukuba-shi (Tsukuba City), where we lived in 1994 (Tsukuba didn't get train service until quite recently).

The Sakura Bridge has an unusual 'X' shape, and it also has posts mounted on the outside of the bridge (on the downstream side). Perhaps the posts support a barrier for the big fireworks festival during the last Saturday in July.

I've noticed in more recent photos that a cone has been constructed where the arms (and legs) of the 'X' come together. The steel superstructure is supported on two single-column bents with hammer-head bent caps (and four ramped abutments).

Tokyo's River Crossings: Sakura Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Tokyo River Crossings: Hinode Sanbashi

A big, single span arch bridge (in front of flood control gates) that connects manmade islands on the west side of Tokyo Bay near the mouth of the Sumida River.

Tokyo River Crossings: Hinode Sanbashi by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Washington State Bridges: East 34th Street Bridge

Many thanks to Craig Holstine, the Washington State DOT historian for recognizing and identifying my photo. He writes:

The attached photo shows the East 34th St. Bridge between B and D Streets in Tacoma. Built in 1948 by Guy F. Atkinson of San Francisco, the concrete structure has a total length of 563 feet. The 287-foot open spandrel, twin-ribbed arch rises 83 feet above State Route 7 just south of Interstate 5. The arch span is flanked by three 42-foot girder spans on its west approach, and three 42-foot and one 24-foot girder spans on its east approach. Tacoma city engineers designed the bridge.

Washington State Bridges: East 34th Street Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Washington State Bridges: Fourth Avenue Bridge

The Fourth Avenue Bridge was built in 1920 across the southern end of Puget Sound. The east spans were earth-filled concrete arches while the west-approach structure was two parallel, 15 simple-span reinforced concrete slabs with stubby ‘T’ girders separated by a longitudinal expansion joint. The approach was supported by three-column bents that were split for longitudinal movement in the bent cap. The outside columns had a 24” by 24” section and a flare turned longitudinally while the center column had a 28” by 28” section and a flare turned transversely. The columns were connected with longitudinal and transverse struts.

Like many of the bridges that were damaged by the 2001 Nisqually earthquake, the Fourth Avenue Bridge was an old, deteriorated structure that was already scheduled for replacement when the earthquake occurred. The reinforcement had corroded, expanded, and caused the concrete to spall from the bents. In fact, this bridge was damaged by earthquakes that struck the region in 1949 and 1965. The Nisqually earthquake was the final event that caused its closure until a replacement bridge was completed in 2004.

Washington State Bridges: Fourth Avenue Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Washington State Bridges: Capitol Blvd Overcrossing

Capitol Boulevard Overcrossing (Bridge 5/322) on I-5 in Olympia, Washington was originally a four span steel plate girder bridge on concrete piers that was built in 1957. When Interstate 5 was widened in the 1980’s, the existing superstructure was retained, and elliptical, twin cell box arches were designed to replace the existing concrete piers. The cost of the reconstruction was $3,900,000, including $1,600,000 for the tieback retaining wall system.

Washington State Bridges: Capitol Blvd Overcrossing by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Washington State Bridges: Aurora Bridge (2)

Before the building of the Aurora Bridge, traffic had to wait for the raising and lowering of one of the many bascule bridges that crossed the Lake Washington Ship Canal.  With the construction of the Pacific Highway (State Route 99), pressure mounted to build a bridge that didn't need to be opened and closed for ship traffic. The Aurora Bridge was the city's answer to that problem. It was also the first major highway bridge in Seattle built without streetcar tracks.

The 800 ft long deck arch is composed of two 325 ft long cantilever arms and a 150 ft long dropped-in Warren truss.

Washington State Bridges: Aurora Bridge (2) by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Washington State Bridges: Aurora Bridge

From the last few day's photos, Seattle looks like it has many large bodies of water and many large bridges. At least it looked that way to me during my two visits to Seattle.

The Aurora Bridge (also called the George Washington Memorial Bridge) crosses the Ship Canal just west of Lake Union. The double-deck Ship Canal Bridge (from Tuesday's blog) is just east of Lake Union.  The canal carries ships from Puget Sound to Lake Washington. Consequently, both bridges provide vertical clearance to all but the tallest masted schooners.

I would call the Aurora Bridge a truss arch, although it could also be called a cantilever bridge.  It was completed in 1932 and was the tallest bridge (with 167 ft vertical clearance) in Seattle for many years. It is 2,945 ft long with a 475 ft long arch span and a 70 ft width.  Seattle has a lot of traffic with many commuters and this bridge carries over 71,000 vehicles every day.

Washington State Bridges: Aurora Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Washington State Bridges: West Seattle Bridges

The high level West Seattle Bridge stands 140 ft above the Duwamish River at Elliott Bay in Seattle. It is a cast-in-place, segmentally constructed, prestressed concrete bridge. This means the bridge was built as two balanced cantilevers, with the formwork being pushed out from each end, until it met in the middle. The superstructure is two box girders and the substructure is two column bents. It was completed in 1984, after a freighter rammed into the previous bascule bridge at this site. The low-level West Seattle Swing Bridge, constructed at about the same time, is immediately north of the bridge and carries Spokane Street traffic over the Bay. These two bridges, one wide and high and the other swinging out the way, provide plenty of room for ships moving in and out of the Duwamish River.

Washington State Bridges: West Seattle Bridges by Mark Yashinsky is licensed under a Creative Commons Attribution 3.0 United States License.

Washington State Bridges: Ship Canal Bridge

We'll spend the next few days looking at bridges in the Seattle Area.

The Ship Canal Bridge carries I-5 over Portage Bay in northern Seattle. It was completed in 1961, a year before the opening of I-5. It is a 4429 ft long bridge that includes a six span (2294 ft long) double deck truss structure over the water. The top deck is 82 ft wide and carries eight lanes of two-way traffic. The bottom deck has four lanes that carry southbound traffic in the morning and northbound traffic in the afternoon. At almost 200' tall, it is a very impresive structure.

Washington State Bridges: Ship Canal Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-Noncommercial-No Derivative Works 3.0 United States License.

Pittsburgh's Bridges: Birmingham Bridge

The Birmingham Bridge is a 1662 ft (507 m) long viaduct with a 607 ft (185 m)  steel, bow string arch over the Monongahela River. It has six traffic lanes and one pedestrian walkway. It was built in 1976, just downstream from the Brady Street Bridge, which it replaced.

This bridge was built to be part of a beltway through the city that never happened. To the south, it is a six lane expressway with lanes that end abruptly.  To the north, it crosses the Penn Link Parkway without any connector ramps. It's also had a few structural problems. In 2008, one span of the bridge came off its bearings and fell onto the bent cap.

Pittsburgh's Bridges: Birmingham Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh's Bridges: Liberty Bridge

The Liberty Bridge is called a cantilever truss but it looks like a truss arch. A cantilever truss is build from both sides until it meets in the middle.   However, truss arches are often built as cantilevers, but after they're constructed they support the load by arch action.

Since I'm writing about arch bridges across the Monongahela River, I wanted to include the Liberty and the Smithfield Bridges, because they have some characteristics of an arch.

Liberty Bridge was built between 1926 and 1928 (along with a pair of tunnels) to carry traffic from the factories in downtown Pittsburgh to bedroom communities south of Mount Washington.  Pittsburgh is like a bowl; with trams, tunnels, and bridges to help move people in and out of the city.

Liberty Bridge is a 2663 ft (811 m) steel viaduct that includes two cantilever spans over the Monongahela River on concrete piers faced with stone.  The bridge provides 44.4 ft (13.5 m) vertical clearance over the river. It was the longest, tallest and most expensive bridge in Pittsburgh when it was built.

Pittsburgh's Bridges: Liberty Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh's Bridges: Smithfield Street Bridge (3)

One last look at the Smithfield Street Bridge (with downtown Pittsburgh in the background).

The portals at the ends of the truss spans are as well decorated as a Parisian bridge. The portal arches are supported by a worker holding a gear and a miner holding a pick. Above the arches are coats of arms, crenellation, and tridents. There's even some ivy growing (and the ubiquitous graffiti).

The portals contain vertical elements that carry the dead and live loads from the trusses to the piers. There are also big laced members between the the top and bottom chords and smaller steel rods that support the deck (at the ends of the spans). 

Pittsburgh's Bridges: Smithfield Street Bridge (3) by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh's Bridges: Smithfield Street Bridge (2)

I thought we'd take a closer look at the Smithfield Street Bridge before we continue up the Monongahela River.

In this photo we can see that the lower, tension member is actually a suspended cable. As the top (arch) member is flattened and stretched by the deck load, it is restrained by the bottom (suspended) member, which puts the arch in compression and the cable in tension.

There are three lenticular truss members per span, probably with the upstream member added when the bridge was widened. The three trusses are restrained transversely by cross members at the top of the arch.

The lenticular truss is an effective structural shape; skinny at the ends and thick in the middle, but the long flexible members must allow a lot of deflection whenever a big truck drives over the bridge.

More information on lenticular trusses is available at the excellent website by Thomas Boothby.  http://www.historycooperative.org/journals/sia/30.1/boothby.html

Pittsburgh's Bridges: Smithfield Street Bridge (2) by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh's Bridges: Smithfield Street Bridge (1)

We are leaving the Allegheny to look at bridges crossing the Monongahela River in Pittsburgh, Pennsylvania. When I first saw this bridge, I thought it was some kind of arch bridge, but its actually a lenticular truss, which was invented by the 19th century engineer Isabard Kingdom Brunel. He used this design for the Royal Albert Railway Bridge between Devon and Cornwall in England. Like that bridge, the Smithfield Street Bridge has an upper (arch-shaped) compression member and a lower (suspension-shaped) tension member. Since the bridge doesn't rely on the substructure to resist the compressive forces, it can be built on the ground before being lifted into place. The lenticular (lens-shaped) truss carries the deck along its span to the pier at each end.

The Royal Albert Bridge has huge tubular compression members. The compression member's cross-section on the Smithfield Street Bridge looks about the same size as the tension members' cross-section. Still, the Smithfield Street Bridge has been supporting itself and various live loads since 1883, so it must be working. It was designed by another famous bridge engineer, Gustav Lindenthal who created the Hell Gate Arch Bridge in New York City.

This was the third bridge to be built at this site. The covered Monongahela Bridge was built in 1818 but it was destroyed by a fire. John Roebling designed a suspension bridge at this site in 1845, but the increasing live loads were causing excessive deflections and so it was replaced by the current bridge.

There are two main lenticular truss spans, each having a length of 360 ft (110 m). The entire bridge is 1184 ft (360m) long. There are portals that you drive through on entering and exiting the bridge above handsome stone masonry piers. I'm not sure how much of the original Smithfield Street Bridge still exists, since many of its members have been replaced. The structure was widened and the steel deck was replaced by aluminum, which reduced the dead load. More information on the Smithfield Bridge can be found on the following website:

http://pghbridges.com/pittsburghW/0584-4476/smithfield.htm

Pittsburgh's Bridges: Smithfield Street Bridge (1) by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh Bridges: 31st Street Bridge

Continuing upstream along the Allegheny River we come to Herr's Island and the 31st Street Bridge. It is another 3 span arch, but with the arches below the deck.  The main span is 360 ft (110 m) long and the side spans are 180 ft (55 m) in length. The bridge has long approaches on both sides of the river for a total length of 2681 ft (816.5 m).

It looks like they are replacing the deck. The decks of Pittsburgh's bridges must get a workout due to freezing winters and heavy truck traffic, especially when the city was a center of industry.  This bridge was built in 1927, which means its 82 years old. It's relatively straightforward to replace the deck of an open spandrel arch bridge, but it may be impossible to replace the deck of a through arch, because the deck is in tension.

I wish I had continued upstream to photograph the equally handsome Washington Crossing Bridge, but you can get more information on both bridges at  http://pghbridges.com/.

Pittsburgh Bridges: 31st Street Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh Bridges: 16th Street Bridge

The Allegheny River is wider, deeper, and faster than the Seine, and so arch bridges crossing the Allegheny are longer and the arches are often placed above the deck.

The longest deck arch in the world is the New River Gorge Bridge in West Virginia with a span length of 1710 ft (520 m) while the longest through-arch is the Lupu Bridge in Shanghai with a span length of 1,815 ft (553 m). Through arches tend to be longer and they also don't interfere with ship navigation under the bridge. However, they do block the view, which is one reason they were only used at a couple of locations over the Seine in Paris. The other reason is that the technology to build them only became available in the 19th century.

The 16th Street Bridge is composed of three arch spans over the Allegheny River with many simply-supported approach spans over roads, a parking lot, and a railway yard.  The total bridge length is 1996 ft (608 m). The main arch span is 420 ft (128 m) long and the side spans are 240 ft (73 m) long. The bridge deck is 41 ft (12.6 m) above the Allegheny River, whose height is determined by the crest of Emsworth Dam a few miles west of the bridge across the Ohio River. At the ends of the arch spans are four tall pedestals that support bronze sculptures.

More information is at http://pghbridges.com/pittsburghE/0585-4478/16thst.htm

The 16th Street Bridge was constructed between the two World Wars (in 1922), which is when many of the surviving Pittsburgh bridges were built. The city grew during the American Civil War and went into decline in the last decades of the 20th century. In between, it was a thriving industrial city whose main product was steel. Today, Japan produces the best steel and it is typically shipped to and fabricated in Shanghai.

Pittsburgh Bridges: 16th Street Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh Bridges: Fort Duquesne Bridge

In the 1700s, France controlled the Ohio River Valley and built Fort Duquesne at the confluence of the Allegheny and Monongahela Rivers in 1754.  George Washington spent his early years as a soldier exploring the area and fighting a few battles against the French, which he lost.

The Fort Duquesne Bridge was built between 1958 and 1963 by the Pennsylvania Department of Transportation (PennDOT) across the Allegheny River a little east of where it flows into the Ohio River. The main span is a 426 ft (130 m) long, double-deck steel through arch. Unfortunately, PennDOT was having trouble acquiring right-of-way to the land north of the bridge and so for several years the bridge ended abruptly. In fact, a student at the University of Pennsylvania drove across 'The Bridge to Nowhere' in 1964 but fortunately landed safely on the ground. The northwest ramps were built in 1969 and the northeast ramps were completed in 1986. The Fort Duquesne Bridge funnels traffic in and out of Pittsburgh and on and off several interstate expressways to the north.

The north side of the bridge is between Heinz Field (home of the Steelers) and PNC Park (home of the Pirates) just west of the Andy Warhol Museum. In the photo you can see PNC Park and the Three Sisters Suspension Bridges across the Allegheny just east of the Fort Duquesne Bridge. 

Pittsburgh Bridges: Fort Duquesne Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Pittsburgh Bridges: West End Bridge

The City of Pittsburgh is located where the Allegheny and the Monongahela Rivers join to form the Ohio River.  A lot of bridges had to be built in order to cross these rivers.  In fact, it's called the City of Bridges and it hosts the International Bridge Conference every year.

A nice thing about Pittsburgh is how successfully it made the transition from an industrial to a service-based economy. However, there hasn't been a major bridge constructed in the city for many years.

The West End Bridge crosses the Ohio River about a mile west of the Allegheny and Monongahela Rivers in downtown Pittsburgh. Its a through arch, which means that the arch is above the deck.  The arch ribs are formed from steel trusses. The arch span is 780 ft (238 m) long and there are several truss approach spans.  The total length is 1980 ft (600 m) and inclides four traffic lanes and two walkways.  The bridge has handsome stone piers supporting the ends of the arch.  It was completed in 1932 by the American Bridge Company. 

Pittsburgh Bridges: West End Bridge by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Seine River Bridges: Pont de Bir-Hakeim, Pont Rouelle, Pont de Grenelle, and Pont Mirabeau

My last photo of the River Seine was taken while looking to the southwest from the Eiffel Tower. In the middle of the photo is the Pont de Bir-Hakeim, which we studied yesterday.

The next bridge is the Pont Rouelle, which is one of the few bridges that cross the Seine on a skew and a curve. It is a railway bridge that was built for the 1900 World's Fair, closed in 1924,  and reopened in 1985. It is composed of a stone masonry deck arch on the right bank, an iron through arch across the right side of the Seine, a stone arch on the island, and a four span iron deck arch on a spiral curve across the left side of the Seine. The stone piers and railing were designed in the Art Nouveau style. Its total length is about 370 m (1215 ft).

At the south end of the Ile de Cygnes is the Pont de Grenelle, which is a continuous two span steel, haunched girder bridge. It was built in 1966 and replaced a lovely arch bridge that was built in 1873.

We can barely see the Pont Mirabeau at the top of the photo, but it is a very attractive three span metal deck arch decorated with statues at the piers. The main span is 93 m (385 ft) long and the approach spans are 32.4 m (106 ft).

More information on the Seine River bridges is available from Wikipedia from Structurae or from an excellent book Quais et Ponts de Paris which can be ordered for less than 20 Euros from the French Amazon.

Seine River Bridges: Pont de Bir-Hakeim, Pont Rouelle, Pont de Grenelle, and Pont Mirabeau by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Seine River Bridges: Pont de Bir-Hakeim

The River Seine makes a giant 'U' as it flows through the City of Paris. The next bridge downstream (the Pont de Bir-Hakeim) crosses the Seine as it turns to the south on it's way out of Paris. It is actually two bridges that connect the 15th and 16th arrondissements to the Ile de Cygnes. The river widens around the island and so the bridge is 237 m (778 ft) long compared to 155 m (510 ft) for the Pont d'Iena just upstream. The island was built to protect the Port de Grenelle along it's Left Bank, although the slow-moving river tends to build islands and sand bars on it's own.

The Pont de Bir-Hakeim is a six span, double-deck, steel arch that carries trains and light rail on the top deck and cars and pedestrians on the bottom deck. The top deck is on columns supported by the deck arches below. The bottom deck is considerably wider (24.7 m) than the top deck (7.3 m). It is similar to the Pont de Bercy upstream, only in steel instead of stone.

The bridge was built in 1905 but it was called the Passy Viaduct until 1948 when it was renamed after a battle in the Libyan Desert during WWII.  It's covered by a variety of decorations.  The large, stone arch at the center of the bridge supports statues represent science and commerce, while riveters and boatmen decorate every pier, the top deck has plates commemorating fallen soldiers of WWII, and the supporting columns had ornamentation that was removed when the bridge was strengthened. 

Seine River Bridges: Pont de Bir-Hakeim by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.

Seine River Bridges: Pont d'Iena

Napoleon had a big impact on the bridges over the Seine, which he used to commemorate his military victories. The Pont d'Iena is a good example of Napoleon's impact on bridges over the Seine. Its a five span stone masonry arch (built in 1814) with large pedestals at the corners supporting heroic statues of Greek, Roman, Gallic, and Arab warriors and decorated with imperial eagles at the piers. More recent bridges commemorate poets and writers, and the next bridge downstream (the Pont de Bir-Hakeim) commemorates the Free French soldiers who lost their lives during WWII.

A nice feature of the Pont d'Iena is that it is directly in front of the Tour de Eiffel, which was built sixty years later. This bridge didn't suffer the fate of the nearby Pont de l'Alma (another of Napoleon's bridges), which was replaced in the 1970's. The Pont d'Iena was widened and strengthened in 1937 and it was put in the historic register in 1975.

Seine River Bridges: Pont d'Iena by Mark Yashinsky is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 United States License.