the bridge that turns into a tunnel is located at yerba buena island.
the bridge that turns into a tunnel is located at yerba buena island.
where is the bridge that turns into a tunnel?
yerba buena island
the southern terminus of the yellow line is adjacent to kings highway (virginia route 241) in fairfax county, virginia. the line heads northeast on a bridge over hunting creek and the washington beltway (interstate 95) to a station just south of eisenhower avenue, which serves a number of government office buildings including the united states patent office. the yellow line then merges with the blue line and follows the right-of-way of the csx railroad through the city of alexandria. the line enters a short tunnel under u.s. route 1. after crossing a bridge over four mile run, the line enters arlington county on an elevated structure above the national airport parking lots. at the north end of the airport, the yellow line enters a tunnel under 18th street south and south hayes street in crystal city. the tunnel continues along the southwest face of the pentagon which is a two level station to facilitate a fork with the blue line. after the pentagon station, the yellow line emerges from its tunnel east of the pentagon and crosses the charles r. fenwick bridge over the george washington memorial parkway, the potomac river, and ohio drive. at the end of the bridge, the yellow line re-enters a tunnel near the jefferson memorial and crosses under the washington channel. the tunnel merges with the green line tunnel under 7th street southwest just south of the l'enfant plaza. the joint yellow line — green line tunnel continues north through downtown washington under 7th street, turns west under florida avenue and u street, and then north under 14th street northwest. the tunnel then turns toward the northeast under park road and new hampshire avenue. the tunnel then bends eastward under rock creek cemetery and fort totten park to emerge just before entering the lower level of the fort totten station. the track continues northeast as just the green line to the greenbelt terminus.
yellow line (washington metro)
the united states department of war brought up concerns about the 57th street bridge plans: the span would need to be at least above the mean high water to avoid interfering with shipping. by comparison, the tunnel would be below mean water level. the interstate bridge commission, which had been renamed the new york state bridge and tunnel commission in april 1913, published a report that same month, stating that the canal street tunnel would cost $11 million while the 57th street bridge would cost $42 million. in october 1913, jacobs and davies stated that a pair of tunnels, with each tube carrying traffic in one direction, would cost only $11 million, while a bridge might cost over $50 million. moreover, the low elevation and deep bedrock of lower manhattan was more conducive to a tunnel than to a bridge. by the end of that year, the consulting engineers for both the 57th street bridge and the canal street tunnel had submitted their plans to the bridge and tunnel commission. new york city merchants mainly advocated for the tunnel plan, while new jerseyans and new york automobile drivers mostly supported the bridge plan. meanwhile, the new york state bridge and tunnel commission indicated that it favored the canal street tunnel plan. on the other hand, the 57th street bridge plan remained largely forgotten.
holland tunnel