Brooklyn Bridge
Upgrades

The first major upgrade to the Brooklyn Bridge commenced in 1948, when a contract to entirely reconstruct the approach ramps was awarded to David B. Steinman. The renovation was expected to double the capacity of the bridge's roadways to nearly 6,000 cars per hour, at a projected cost of $7 million. The renovation included the demolition of both the elevated and the trolley tracks on the roadways, the removal of trusses separating the inner elevated tracks from the existing vehicle lanes and the widening of each roadway from two to three lanes, as well as the construction of a new steel-and-concrete floor. In addition, new ramps were added to Adams Street, Cadman Plaza, and the Brooklyn Queens Expressway (BQE) on the Brooklyn side, and to Park Row on the Manhattan side. The bridge was briefly closed to all traffic for the first time ever in January 1950, and the trolley tracks closed that March to allow the widening work to occur. During the construction project, one roadway at a time was closed, allowing reduced traffic flows to cross the bridge in one direction only.

The widened south roadway was completed in May 1951, followed by the north roadway in October 1953. The restoration was finished in May 1954 with the completion of the reconstructed elevated promenade. While the rebuilding of the span was ongoing, a fallout shelter was constructed beneath the Manhattan approach in anticipation of the Cold War. The abandoned space in one of the masonry arches was stocked with emergency survival supplies for a potential nuclear attack by the Soviet Union; these supplies remained in place half a century later. In addition, defensive barriers were added to the bridge as a safeguard against sabotage.

Simultaneous with the rebuilding of the Brooklyn Bridge, a double-decked viaduct for the BQE was being built through an existing steel overpass of the bridge's Brooklyn approach ramp. The segment of the BQE from Brooklyn Bridge south to Atlantic Avenue opened in June 1954, but the direct ramp from the northbound BQE to the Manhattan-bound Brooklyn Bridge did not open until 1959. The city also widened the Adams Street approach in Brooklyn, between the bridge and Fulton Street, from 60 to 160 feet (18 to 49 m) between 1954 and 1955. Subsequently, Boerum Place from Fulton Street south to Atlantic Avenue was also widened. This required the demolition of the old Kings County courthouse. The towers were cleaned in 1958 and the Brooklyn anchorage was repaired the next year.

On the Manhattan side, the city approved a controversial rebuilding of the Manhattan entrance plaza in 1953. The project, which would add a grade-separated junction over Park Row, was hotly contested because it would require the demolition of 21 structures, including the old New York World Building. The reconstruction also necessitated the relocation of 410 families on Park Row. In December 1956, the city started a two-year renovation of the plaza. This required the closure of one roadway at a time, as was done during the rebuilding of the bridge itself. Work on redeveloping the area around the Manhattan approach started in the mid-1960s. At the same time, plans were announced for direct ramps to the FDR Drive elevated highway to alleviate congestion at the approach. The ramp from the FDR Drive to the Brooklyn Bridge was opened in 1968, followed by the ramp from the bridge to the FDR Drive the next year. A single ramp from the Manhattan-bound Brooklyn Bridge to northbound Park Row was constructed in 1970. A repainting of the bridge was announced two years later in advance of its 90th anniversary.
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