The first closure week would begin on Jan. 9, 2017. The compression capacity of the existing box allowed no more than 2 feet of existing web and two panels of lacing be removed at one time. In May, upon hearing that the cleanup had uncovered nitroglycerin and other potential explosives, Elizabeth’s mayor Thomas G. Dunn declared a state of emergency in the area a half mile around the site, restricting pedestrian and vehicular traffic. The city was granted a further $1,000,000 in 2010 for more rehabilitation work. This approach proved to be highly advantageous and is one of the reasons behind the project’s success. The property, bordering on the southeastern end of the bridge, was originally marshland, but was filled in when Elizabeth developed much of its land for industrial use during the latter half of the 19th century. NJDEP continued its cleanup and investigations after the fire; unfortunately, many of the records of which companies were connected to which hazardous materials were stored on-site and therefore lost.Bridges in the New York Metropolitan AreaPlans for a movable bridge at South Front Street were approved on July 3, 1916 by the Secretary of War. Transition to a four-day closure week and detailed step-by-step construction sequences for each major work item provided confidence to the stakeholders that one panelized floor system and bottom chord panel could be replaced within one four-day closure week. Upon completion, the bascule span had an acceptable bearing condition, the span locks had acceptable clearances, and the rail had consistent signal.Existing built-up riveted bottom chords, comprised of web plates, angles and double lacing, were replaced with two types of chords. Six panels of ballast beams were added outboard and inboard of each truss, beginning at the bascule toe, to counter removal of the cantilevered roadways.The construction matrix was further refined to incorporate agreements brokered by the Port of New Orleans with the Norfolk Southern Railroad and the U.S. Coast Guard that changed the closures from 16 three-day closure weeks to 14 four-day closure weeks that coincided with 86-hour continuous marine closures. At panels with low dead load, located at the first bascule span panel and the rear tower panel, in-kind chord replacements were designed comprising of inward-facing built-up welded channels and stay plates. From the time design began through to the end of construction, the effort expended by all involved to provide a robust replacement culminated in giving the Port of New Orleans a retrofitted bridge that could now carry current rail traffic for the next 100 years.Remediation of these bridge components began with the removal of the existing cantilevered roadways comprised of floorbeams, stringers, bottom laterals and decking during an emergency project in 2014 to keep these components from falling into the channel and becoming a navigation hazard.

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