View source for Williamsburg Bridge

{{Short description|Suspension bridge in New York City}}
{{Use American English|date=June 2024}}
{{Use mdy dates|date=June 2024}}
{{Infobox Bridge
| bridge_name = Williamsburg Bridge
| image = Williamsburg Bridge full.jpg
| image_size = 350px
| caption = View from [[Brooklyn]] towards [[Manhattan]], 2022
| official_name =
| also_known_as =
| carries = 8 lanes of [[roadway]]<br />2 tracks of the {{NYCS trains|Williamsburg|time=bullets}} of the [[New York City Subway]]<br />Pedestrians and bicycles<br />[[Tram|Streetcar]] tracks (until 1948)
| crosses = [[East River]]
| locale = [[Manhattan]] and [[Brooklyn]], New York City
| maint = [[New York City Department of Transportation]]
| id = 2240039<ref>{{cite report|last=Vulcan|first=Michele N.|date=2015|title=NYC DOT Bridges & Tunnels Annual Condition Report 2015|url=https://www.nyc.gov/html/dot/downloads/pdf/dot_bridgereport15.pdf|publisher=New York City Department of Transportation|page=167|access-date=September 28, 2022|archive-date=February 1, 2017|archive-url=https://web.archive.org/web/20170201155934/https://www.nyc.gov/html/dot/downloads/pdf/dot_bridgereport15.pdf|url-status=live}}</ref>
| architect = [[Henry Hornbostel]]
| designer = [[Leffert L. Buck]]
| design = [[Suspension bridge]] and [[Truss bridge|truss causeways]]
| mainspan = {{convert|1600|ft|m}}
| length = {{convert|7308|ft|m}}
| width = {{convert|118|ft|m}}
| clearance = {{convert|10|ft|6|in|m|sigfig=2}} (inner roadways only)
| below = {{convert|135|ft|m}} at mean high water
| traffic = 105,465 (2016)<ref>{{cite web|url=https://www.nyc.gov/html/dot/downloads/pdf/nyc-bridge-traffic-report-2016.pdf|title=New York City Bridge Traffic Volumes|date=2016|publisher=New York City Department of Transportation|page=9|access-date=March 16, 2018|archive-date=March 11, 2018|archive-url=https://web.archive.org/web/20180311161313/https://www.nyc.gov/html/dot/downloads/pdf/nyc-bridge-traffic-report-2016.pdf|url-status=live}}</ref>
| open = {{start date and age|December 20, 1903}}
| closed =
| toll = [[Congestion pricing in New York City|Variable congestion charge]] (Manhattan-bound)
| coordinates = {{coord|40.71356|-73.97197|type:landmark_region:US-NY|display=title,inline}}
}}

The '''Williamsburg Bridge''' is a [[suspension bridge]] across the [[East River]] in [[New York City]], connecting the [[Lower East Side]] of [[Manhattan]] with the [[Williamsburg, Brooklyn|Williamsburg]] neighborhood of [[Brooklyn]]. Originally known as the East River Bridge, the Williamsburg Bridge was completed in 1903 and, at {{convert|7308|ft|m}} long, was the [[List of longest suspension bridge spans|longest suspension bridge span]] in the world until 1924.

Proposed in January 1892, the bridge project was approved in 1895. Work began on June 19, 1896, under chief engineer [[Leffert L. Buck]]. Despite delays and funding shortfalls, the bridge opened on December 19, 1903. In addition to roads, walkways, and [[New York City Subway]] tracks, the bridge had four trolley tracks, which were replaced with roads in 1936 and 1949. The bridge underwent a substantial renovation in the 1980s and 1990s following the discovery of severe structural defects, and it was again being renovated in the 2020s.

The Williamsburg Bridge's main span is {{convert|1600|ft}} long and is carried on four main cables, which are suspended from two {{convert|335|ft|adj=on}} towers. Unlike similar suspension bridges, the side spans are supported by trusswork and additional towers. The {{convert|118|ft|m|adj=mid|-wide}} deck carries eight lanes of vehicular traffic, two subway tracks, and two walkway and bike paths that merge in Manhattan. The bridge is one of four vehicular bridges directly connecting Manhattan Island and [[Long Island]], along with the [[Queensboro Bridge]] to the north and the [[Manhattan Bridge|Manhattan]] and [[Brooklyn Bridge|Brooklyn]] bridges to the south.<ref>{{cite web | last=Sharif | first=Mo | title=Protecting New York City's Bridge Assets | website=Federal Highway Administration | date=December 19, 1903 | url=https://highways.dot.gov/public-roads/mayjune-2005/protecting-new-york-citys-bridge-assets | archive-url=https://web.archive.org/web/20210429221316/https://highways.dot.gov/public-roads/mayjune-2005/protecting-new-york-citys-bridge-assets | url-status=dead | archive-date=April 29, 2021 | access-date=January 8, 2025}}</ref> The bridge also serves as a connector highway to and from the [[Brooklyn-Queens Expressway]] (I-278) in Brooklyn.

== Development<span class="anchor" id="History"></span> ==

=== Planning ===
Legislation to incorporate the East River Bridge Company was introduced in the [[New York State Legislature]] in January 1892. The company wished to build a [[suspension bridge]] across the [[East River]] from [[Manhattan]], within New York City, to the then-separate city of [[Brooklyn]].<ref>{{Cite news|date=January 19, 1892|title=The New Bill|pages=4, [https://www.newspapers.com/article/times-union-the-new-bridges/138413685/ 7]|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-the-new-bill/136236745/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=January 20, 1892|title=For a New East River Bridge: a Bill Authorizing Its Construction Ready for the Legislature|page=12|work=New-York Tribune|issn=1941-0646|id={{ProQuest|573672612}}}}</ref> The company was incorporated on March 9, 1892.<ref>{{Cite news|last=Flower|first=Roswell P.|date=March 10, 1892|title=Signed as Amended.; Gov. Flower on the East River Bridge and Railroad Bills.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1892/03/10/archives/signed-as-amended-gov-flower-on-the-east-river-bridge-and-railroad.html|access-date=December 4, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=March 10, 1892|title=Freedom of Worship|pages=1|work=The Olean Democrat|via=newspapers.com|url=https://www.newspapers.com/article/the-olean-democrat-freedom-of-worship/136262568/|access-date=December 4, 2023}}</ref> The East River Bridge Company, led by Frederick Uhlmann, was authorized to construct two bridges from Manhattan to Brooklyn, one of which would run to [[Broadway (Brooklyn)|Broadway]] in the [[Williamsburg, Brooklyn|Eastern District of Brooklyn]] (later known as Williamsburg).<ref>{{Cite news|date=October 4, 1892|title=The New Bridges|pages=1, [https://www.newspapers.com/article/times-union-the-new-bridges/136236491/ 7]|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-the-new-bridges/136236456/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=October 5, 1892|title=Plans for the Bridges|pages=5|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-plans-for-the-b/136236520/|access-date=December 4, 2023}}</ref> The [[United States Secretary of War]] approved the span to Williamsburg in January 1893 under the condition that the bridge be at least {{Convert|140|ft}} high at its center.<ref>{{Cite news|date=January 19, 1893|title=The Projectors Are Contented|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-the-projectors/136279418/|access-date=December 4, 2023|postscript=none}}; {{cite web|title=The East River Bridge.; Secretary Elkins Fixes the Centre Height at 140 Feet.|website=The New York Times|date=January 18, 1893|url=https://www.nytimes.com/1893/01/18/archives/the-east-river-bridge-secretary-elkins-fixes-the-centre-height-at.html|issn=0362-4331|access-date=December 4, 2023}}</ref>

The East River Bridge Company's [[capital stock]] was set at $2 million in mid-1893,<ref>{{Cite news|date=June 1, 1893|title=Little Cash to Begin With; Facts About the East River Bridge Company's Capital.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1893/06/01/archives/little-cash-to-begin-with-facts-about-the-east-river-bridge.html|access-date=December 4, 2023|issn=0362-4331}}</ref><ref name="The Brooklyn Citizen 1895">{{Cite news|date=July 11, 1895|title=First Call for Bonds|pages=6|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-first-call-for-bond/136278716/|access-date=December 4, 2023}}</ref> and three men were appointed as bridge commissioners.<ref>{{Cite news|date=May 19, 1893|title=Organized for Work|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-organized-for-work/136279317/|access-date=December 4, 2023}}</ref> An elevated [[rapid transit]] line on the bridge was approved in September.<ref>{{Cite news|date=September 2, 1893|title=Those "L" Roads|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-those-l-roads/136279806/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=September 2, 1893|title=May Go Ahead|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-may-go-ahead/136279795/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=September 3, 1893|title=The East River Bridge|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-the-east-river/136279863/|access-date=December 4, 2023}}</ref> The commissioners submitted a report on the planned bridge to the [[New York Supreme Court]] in October,<ref>{{Cite news|date=October 6, 1893|title=More East River Bridges|pages=10|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-more-east-river/136279940/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=October 6, 1893|title=The East River Bridge|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-the-east-river-brid/136279989/|access-date=December 4, 2023}}</ref> but the Supreme Court ruled in January 1894 that the $2 million in capital stock was not sufficient to fund the bridge's construction.<ref>{{cite web|title=Cannot Build Its Elevated Road; Supreme Court, General Term, Decides Against the East River Bridge Company.|website=The New York Times|date=January 13, 1894|url=https://www.nytimes.com/1894/01/13/archives/cannot-build-its-elevated-road-supreme-court-general-term-decides.html|issn=0362-4331|access-date=December 4, 2023|postscript=none}}; {{Cite news|id={{ProQuest|573895871}}|title=East River Bridge Company Fails|date=January 13, 1894|page=8|work=New-York Tribune|issn=1941-0646}}</ref> The East River Bridge Company dug a hole for one of the bridge's piers in Brooklyn on February 15, 1894, to prevent the company's charter from expiring.<ref>{{Cite news|date=February 16, 1894|title=Work Begun in a Back Yard|pages=10|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-work-begun-in-a/136280953/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=February 16, 1894|title=The New Bridge|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-the-new-bridge/136280786/|access-date=December 4, 2023}}</ref>  The [[New York Court of Appeals]], the state's high court, upheld the Supreme Court ruling October.<ref>{{Cite news|date=October 11, 1894|title=No East River Bridge Plans|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-no-east-river-b/136281355/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=October 9, 1894|title=Can't Have a Crosstown L|pages=3|work=The Evening World|via=newspapers.com|url=https://www.newspapers.com/article/the-evening-world-cant-have-a-crosstown/136281328/|access-date=December 4, 2023}}</ref> The company's directors held a meeting that November to devise a timeline for the bridge's construction.<ref>{{Cite news|date=November 6, 1894|title=East River Bridge Plans|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-east-river-brid/136281145/|access-date=December 4, 2023}}</ref> Concurrently, a London-based firm offered to finance the bridge, and the company moved to [[Condemnation action|condemn]] a property in the path of the bridge's Manhattan approach.<ref name="The Brooklyn Citizen 1895" />

In March 1895, [[Charles A. Schieren]], mayor of Brooklyn, requested that his corporation council draft a bill for the East River Bridge between [[Broadway (Brooklyn)|Broadway]] in Brooklyn and [[Grand Street (Manhattan)|Grand Street]] in Manhattan.<ref>{{cite web|date=March 11, 1895|title=New East River Bridge Plans; Mayor Schieren Has Had a Bill Prepared Giving New-York And Brooklyn the Right to Build It.|url=https://www.nytimes.com/1895/03/11/archives/new-east-river-bridge-plans-mayor-schieren-has-had-a-bill-prepared.html|access-date=December 4, 2023|website=The New York Times|issn=0362-4331}}</ref> The same month, the State Legislature considered a bill to terminate the East River Bridge Company's charter.<ref>{{Cite news|date=March 10, 1895|title=An East River Bridge Bill|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-an-east-river-b/136236921/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=March 8, 1895|title=Two Bridges|pages=2|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-two-bridges/136237162/|access-date=December 4, 2023}}</ref> Schieren and New York City mayor [[William L. Strong]] agreed in April to jointly fund the bridge<ref>{{Cite news|date=April 10, 1895|title=New York to Pay Half; Agreement of Mayors as to the New East River Bridge Bill|language=en-US|work=The New York Times|url=https://www.nytimes.com/1895/04/10/archives/new-york-to-pay-half-agreement-of-mayors-as-to-the-new-east-river.html|access-date=December 4, 2023|issn=0362-4331}}</ref> and appoint a group of commissioners.<ref>{{Cite news|date=April 9, 1895|title=Schieren and Strong|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-schieren-and-strong/136281737/|access-date=December 4, 2023}}</ref> Schieren appointed three commissioners that June,<ref>{{cite web|title=New Bridge Commissioners; Mayor Schieren Appoints the Brooklyn Members of the Board for the Proposed East River Structure.|website=The New York Times|date=June 2, 1895|url=https://www.nytimes.com/1895/06/02/archives/new-bridge-commissioners-mayor-schieren-appoints-the-brooklyn.html|issn=0362-4331|access-date=December 4, 2023|postscript=none}}; {{Cite news|id={{ProQuest|574047105}}|title=Commissioners for the New Bridge: Mayor Schieren Appoints Andrew D. Baird, James A. Sperry and Henry Batterman for Brooklyn|date=June 2, 1895|page=17|work=New-York Tribune|issn=1941-0646}}</ref> and the commissioners proposed hiring an engineer and issuing bonds the next month.<ref name="The Brooklyn Citizen 1895" /> Uhlmann proposed turning over his company's assets to the commissioners,<ref>{{Cite news|date=July 11, 1895|title=The New Bridge|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-the-new-bridge/136235875/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=July 11, 1895|title=Terms for New Bridge; East River Rights and Property Offered to the Commissioners|language=en-US|work=The New York Times|url=https://www.nytimes.com/1895/07/11/archives/terms-for-new-bridge-east-river-rights-and-property-offered-to-the.html|access-date=December 4, 2023|issn=0362-4331}}</ref> who initially rejected his offer.<ref>{{Cite news|date=August 22, 1895|title=Two Bridges Perhaps; East River Company's Offers Rejected by the Commissioners|language=en-US|work=The New York Times|url=https://www.nytimes.com/1895/08/22/archives/two-bridges-perhaps-east-river-companys-offers-rejected-by-the.html|access-date=December 4, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=August 22, 1895|title=The New Bridge|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-the-new-bridge/136282197/|access-date=December 4, 2023}}</ref> The commission decided to buy Uhlmann's charter in December 1895.<ref>{{Cite news|date=December 19, 1895|title=Site of the New Bridge|pages=5|work=The Sun|via=newspapers.com|url=https://www.newspapers.com/article/the-sun-site-of-the-new-bridge/136281954/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=December 19, 1895|title=Leavy and Hoye Object|pages=5|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-leavy-and-hoye/136265376/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=December 19, 1895|title=To Buy the Franchise; East River Bridge Commission Has So Decided|language=en-US|work=The New York Times|url=https://www.nytimes.com/1895/12/19/archives/to-buy-the-franchise-east-river-bridge-commission-has-so-decided.html|access-date=December 4, 2023|issn=0362-4331}}</ref> A State Supreme Court justice issued an injunction against this purchase in March 1896;<ref>{{Cite news|date=March 16, 1896|title=Can't Buy Uhlmann Franchise|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-cant-buy-uhlma/136283396/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=March 17, 1896|title=Injunction in the Way; Justice Gaynor Restrains East River Bridge Commissioners. Should Not Be Allowed to Purchase the Uhlmann Franchise, Because That Company Would Receive $200,000 of the Public Funds for Not Building a Bridge Under a Franchise to Build Given to It by the People.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1896/03/17/archives/injunction-in-the-way-justice-gaynor-restrains-east-river-bridge.html|access-date=December 4, 2023|issn=0362-4331}}</ref> this decision was reversed on appeal,<ref>{{cite news|id={{ProQuest|1016068596}}|title=Judge Gaynor Reversed: East River Bridge Commissioners' Contract Valid|date=April 29, 1896|page=14|work=The New York Times|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|574161532}}|title=Gaynor's Decision Reversed: Uhlmann Franchise May Be Purchased|date=April 29, 1896|page=14|work=New-York Tribune|issn=1941-0646}}</ref> and another Supreme Court justice ratified this purchase that June.<ref>{{Cite news|date=June 17, 1896|title=Gordon Must Pay Heavy Costs|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-gordon-must-pay/136286371/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=June 18, 1896|title=The Contract Sustained: Justice Clement Further Ratifies the Purchase of the East River Bridge Charter|page=14|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574189054}}}}</ref>

=== Initial construction<span class="anchor" id="Construction"></span> ===

==== Borings and land negotiations ====
[[File:Williamsburg Bridge NY2.jpg|thumb|300x300px|Eastward view of the bridge]]
[[Leffert L. Buck]] was hired as the East River Bridge's chief engineer at the beginning of August 1895.<ref>{{cite news|date=August 3, 1895|title=L. L. Buck Appointed Chief Engineer: He Is Selected by the New East River Bridge Commission Over Many Competitors—Mr. Martin May Be Consulting Engineer|page=12|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574073162}}|postscript=none}}; {{Cite news|date=August 3, 1895|title=Mr. Buck the Engineer; Will Look After the New East River Bridge|language=en-US|work=The New York Times|url=https://www.nytimes.com/1895/08/03/archives/mr-buck-the-engineer-will-look-after-the-new-east-river-bridge-cc.html|access-date=December 4, 2023|issn=0362-4331}}</ref> The next month, a contractor was hired to create five preliminary borings for the bridge.<ref>{{Cite news|date=September 5, 1895|title=Borings to Be Made at Once|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-borings-to-be-made-at-once/136282480/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=September 5, 1895|title=Borings for the New Bridge; Commissioners Order Three on the Brooklyn and Two on the New-York Side – The Contract Awarded.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1895/09/05/archives/borings-for-the-new-bridge-commissioners-order-three-on-the.html|access-date=December 4, 2023|issn=0362-4331}}</ref> Early the next year, the mayors of Brooklyn and New York City agreed to appropriate $250,000 each for the bridge's construction.<ref>{{cite news|date=January 31, 1896|title=For Preliminary Work: Mayors Agree to an Appropriation of $500,000|page=13|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574126565}}}}</ref> Buck presented revised plans for the East River Bridge in February 1896, lowering its maximum height to {{Convert|135|ft}}.<ref>{{cite news|id={{ProQuest|574146278}}|title=The New East River Bridge: Proposed Changes in the Plans—The Commission Wants Money|date=February 6, 1896|page=4|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{cite web|title=Twelve-million-dollar Bridge: Engineer Buck's Plan for New East River Structure. Stiffest Suspension Spans in the World and the Longest – The Tracks and Promenades.|website=The New York Times|date=February 7, 1896|url=https://www.nytimes.com/1896/02/07/archives/twelvemilliondollar-bridge-engineer-bucks-plan-for-new-east-river.html|issn=0362-4331|access-date=December 4, 2023}}</ref> The revisions were approved by the War Department<ref>{{cite news|id={{ProQuest|554645111}}|title=East River Bridge: Secretary Lamont Approves Plans for the New Structure|date=February 29, 1896|page=1|work=The Hartford Courant|issn=1047-4153|postscript=none}}; {{cite web|title=Cities Will Save $1,000,000; Secretary Lamont's Action in the Matter of the New East River Bridge Highly Commended.|website=The New York Times|date=March 1, 1896|url=https://www.nytimes.com/1896/03/01/archives/cities-will-save-1000000-secretary-lamonts-action-in-the-matter-of.html|access-date=December 4, 2023|issn=0362-4331}}</ref> and the [[New York Harbor]] Line Board shortly thereafter, and the commissioners decided to issue $1 million in bonds to fund construction.<ref>{{Cite news|date=March 5, 1896|title=Issue of Bonds|pages=3|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-issue-of-bonds/136285602/|access-date=December 4, 2023|postscript=none}}; {{cite web|title=East River Bridge Plans; Those for the New Structure Approved by the Harbor Line Board – $1,000,000 to be Raised.|website=The New York Times|date=March 5, 1896|url=https://www.nytimes.com/1896/03/05/archives/east-river-bridge-plans-those-for-the-new-structure-approved-by-the.html|issn=0362-4331|access-date=December 4, 2023}}</ref> In March, the East River Bridge Commission requested bids for the excavation of holes for the bridge's [[Caisson (engineering)|caissons]].<ref>{{cite news|date=March 14, 1896|title=To Open Bids for Boring: Preliminary Work on the New East River Bridge to Begin Soon Secrecy Regarding Plans for the ... May Be Acquired by Right of Eminent Domain—waiting for Judge Gaynor's Decision|page=14|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574155874}}}}</ref> As workers excavated the holes, Buck prepared plans for the bridge's anchorages and [[Pier (architecture)|piers]].<ref>{{Cite news|date=April 22, 1896|title=East River Bridge|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-east-river-bridge/136284577/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=April 22, 1896|title=Getting Ready for Caissons|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-getting-ready-for-caissons/136284531/|access-date=December 4, 2023}}</ref>

As late as June 1896, the commissioners considered placing the bridge's Manhattan terminus at Grand Street.<ref>{{cite news|id={{ProQuest|574195568}}|title=Terminals in Dispute: Fault Found With the Proposed Sites of the Bridge Entrances|date=June 8, 1896|page=12|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{cite web|title=East River Bridge Terminals; Public Hearing to be Had on the Plans Proposed.|website=The New York Times|date=June 4, 1896|url=https://www.nytimes.com/1896/06/04/archives/east-river-bridge-terminals-public-hearing-to-be-had-on-the-plans.html|issn=0362-4331|access-date=December 4, 2023}}</ref> That month, the commissioners decided to move the bridge's Manhattan terminus to Delancey and Clinton streets to avoid the narrowness of Grand Street.<ref>{{Cite news|date=June 18, 1896|title=Now for a New Bridge|pages=8|work=The World|via=newspapers.com|url=https://www.newspapers.com/article/the-world-now-for-a-new-bridge/136286618/|access-date=December 4, 2023|postscript=none}}; {{Cite news|date=June 17, 1896|title=Straight Plan|pages=2|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-straight-plan/136286719/|access-date=December 4, 2023}}</ref> In Brooklyn, the approach was straightened to avoid the [[Williamsburgh Savings Bank Building (175 Broadway)|Williamsburgh Savings Bank Building]].<ref name="The Brooklyn Citizen 1899">{{Cite news|date=September 17, 1899|title=The New Bridge as It Is To-Day|pages=13|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-the-new-bridge-as-i/136648807/|access-date=December 11, 2023}}</ref> Work on the bridge commenced in earnest on June 19, 1896, when contractors began excavating holes for the towers' foundations in the East River.<ref>{{cite news|id={{ProQuest|574190310}}|title=The Great Work Begun: Preliminary Borings for the New East River Bridge|date=June 20, 1896|page=14|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=June 19, 1896|title=Taking Soundings for the New East River Bridge|pages=7|work=The World|via=newspapers.com|url=https://www.newspapers.com/article/the-world-taking-soundings-for-the-new-e/136286242/|access-date=December 4, 2023}}</ref> The final plans were adopted on July 22,<ref>{{cite news|id={{ProQuest|574201797}}|title=New East River Bridge Plans: Commissioners Sign Them, But Will Make Changes If Authorized|date=July 23, 1896|page=1|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|id={{ProQuest|95422210}}|title=Bridge Plans Approved: Signatures of All the Commissioners Affixed|date=July 23, 1896|page=9|work=The New York Times|issn=0362-4331}}</ref> allowing the commissioners to request bids for construction contracts.<ref>{{Cite news|date=July 29, 1896|title=Now Ready to Receive Bids|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-not-ready-to-re/136351918/|access-date=December 6, 2023}}</ref> Buck's plans were adopted that August.<ref name="n137244761">{{Cite news|date=December 19, 1903|title=History of the Bridge|pages=24|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-history-of-the/137244761/|access-date=December 22, 2023}}</ref> By September 1896, the bridge's completion had been delayed by one year due to a lack of money.<ref>{{cite news|date=September 17, 1896|title=No Money Available: Work on the New East River Bridge Must Be Delayed|page=13|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574272176}}}}</ref> The Brooklyn government<ref>{{Cite news|date=November 5, 1896|title=Bond Sale a Failure|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-bond-sale-a-failure/136358104/|access-date=December 6, 2023}}</ref> and the New York City government both attempted to sell bonds to little avail.<ref>{{cite news|id={{ProQuest|574199452}}|title=Bond Sale Postponed: Only Two Bidders Made Application for Brooklyn City Paper|date=July 28, 1896|page=14|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=July 28, 1896|title=Both Bond Sales Failures|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-both-bond-sales/136351521/|access-date=December 6, 2023|postscript=none}}; {{Cite news|date=July 28, 1896|title=Did Not Sell|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-did-not-sell/136351554/|access-date=December 6, 2023}}</ref>

As part of the Williamsburg Bridge's construction, a {{convert|200|ft|m|-wide|adj=mid}} strip of land next to Delancey Street was to be condemned.<ref>{{Cite news|date=July 2, 1896|title=Widening of Delancey Street; It May Be Done the Whole Length of the Thoroughfare.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1896/07/02/archives/widening-of-delancey-street-it-may-be-done-the-whole-length-of-the.html|access-date=December 6, 2023|issn=0362-4331}}</ref> This strip included St. Rose of Lima Church,<!-- different from [[St. Rose of Lima Church (Manhattan)]] --> several schools,<ref>{{cite news|date=September 21, 1896|title=Landmarks to Be Removed: Church and School Sites Needed for New East River Bridge Approach|page=3|work=The New York Times|issn=0362-4331|id={{ProQuest|1016135376}}}}</ref> and Dutch row houses.<ref>{{cite news|date=March 23, 1902|title=Old Houses Wiped Out: Making Way for the Approach to the New East River Bridge|page=A1|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571103793}}}}</ref> The bridge commissioners took over a ferry slip at the end of Delancey Street that had belonged to the Brooklyn and New York Ferry Company in October 1896.<ref>{{Cite news|date=October 5, 1896|title=A Water Front|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-a-water-front/136357747/|access-date=December 6, 2023}}</ref> In Williamsburg, the bridge commissioners considered either closing or widening South 5th Street.<ref>{{Cite news|date=July 2, 1896|title=New East River Bridge|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-east-river-brid/136355731/|access-date=December 6, 2023|postscript=none}}; {{Cite news|date=July 1, 1896|title=To Widen South Fifth Street|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-to-widen-south/136355910/|access-date=December 6, 2023}}</ref> The commissioners negotiated with the [[American Sugar Refining Company]] to acquire the latter's land on the Brooklyn shoreline;<ref>{{Cite news|date=November 11, 1896|title=Trouble Ahead|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-trouble-ahead/136358225/|access-date=December 6, 2023}}</ref> the commissioners offered the company $350,000 in late 1896, but the firm refused to sell.<ref>{{Cite news|date=December 29, 1896|title=Refinery Will Not Sell|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-refinery-will-not-s/136400944/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=December 29, 1896|title=Is Compromise Possible?|pages=4|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-is-compromise-p/136402238/|access-date=December 7, 2023}}</ref> Negotiations for the land in Brooklyn were still ongoing, complicated by that city's lack of money.<ref>{{cite news|date=February 6, 1897|title=Slow Work on the New Bridge: Brooklyn Has No Money, And the Commission Can Only Wait|page=7|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574273708}}}}</ref>

==== Caisson and anchorage contracts ====
The commissioners requested bids for the caissons in October 1896,<ref>{{Cite news|date=October 21, 1896|title=Delancy Street Foundation|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-delancy-street-foundation/136357827/|access-date=December 6, 2023}}</ref> and Patrick H. Flynn received the contract for the caissons the same month.<ref name="n137244761" /><ref>{{Cite news|date=October 22, 1896|title=P. H. Flynn Victorious|pages=8|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-p-h-flynn-victori/136357846/|access-date=December 6, 2023|postscript=none}}; {{Cite news|date=October 22, 1896|title=P. H. Flynn Wins|pages=3|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-p-h-flynn-wins/136357890/|access-date=December 6, 2023}}</ref> Flynn obtained land at  North 2nd Street in Brooklyn soon afterward<ref>{{Cite news|date=November 6, 1896|title=New Bridge Caisson|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-new-bridge-caisson/136357998/|access-date=December 6, 2023|postscript=none}}; {{Cite news|date=November 10, 1896|title=East River Bridge Under Way|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-east-river-brid/136287124/|access-date=December 6, 2023}}</ref> and manufactured his caissons at a shipyard there.<ref>{{Cite news|date=March 31, 1897|title=Flynn's Money Waiting|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-flynns-money-w/136427921/|access-date=December 7, 2023}}</ref> Caisson workers toiled in three eight-hour shifts of 30 to 50 men each.<ref name="The Standard Union 1897">{{Cite news|date=January 6, 1897|title=Hard at Work|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-hard-at-work/136404473/|access-date=December 7, 2023}}</ref><ref name="nyt-1897-03-28">{{Cite news|date=March 28, 1897|title=Building Bridge Caissons; Their Construction Described – How They Will Be Sunk – Atmospheric Density in the Air Chambers.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1897/03/28/archives/building-bridge-caissons-their-construction-described-how-they-will.html|access-date=December 7, 2023|issn=0362-4331}}</ref> After the caissons were complete, they were floated to either side of the river.<ref>{{Cite news|date=July 25, 1897|title=The New East River Bridge.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1897/07/25/100428848.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082917/https://timesmachine.nytimes.com/timesmachine/1897/07/25/100428848.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref> During February 1897, the bridge commissioners took over the land at the end of Delancey Street.<ref>{{Cite news|date=February 10, 1897|title=The New East River Bridge|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-the-new-east-river-br/136404164/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=February 11, 1897|title=New East River Bridge|pages=3|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-new-east-river-bridge/136404207/|access-date=December 7, 2023}}</ref> New York governor [[Frank S. Black]] signed two bills in May 1897, which allowed the bridge commissioners to lease space under the approaches and close part of South 5th Street for the bridge's Brooklyn approach.<ref>{{Cite news|date=May 13, 1897|title=Signed the Bills|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-signed-the-bills/136435951/|access-date=December 7, 2023|postscript=none}}; {{cite web|title=East River Bridge Bills; Members of the Commission Go to Albany to Urge Prompt Action by the Governor.|website=The New York Times|date=May 13, 1897|url=https://www.nytimes.com/1897/05/13/archives/east-river-bridge-bills-members-of-the-commission-go-to-albany-to.html|issn=0362-4331|access-date=December 7, 2023}}</ref>  The first caisson was completed the same month<ref>{{Cite news|date=May 7, 1897|title=East River Bridge Work; One of the Caissons Completed – Its Launching Will Be Celebrated – Why Progress Is Slow.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1897/05/07/102059748.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082912/https://timesmachine.nytimes.com/timesmachine/1897/05/07/102059748.pdf|archive-date=May 29, 2021|issn=0362-4331|postscript=none}}; {{Cite news|date=May 7, 1897|title=Ready Now for Launching|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-ready-now-for-l/136437884/|access-date=December 7, 2023}}</ref> and towed to Delancey Street in Manhattan on May 15.<ref>{{cite news|title=Bridge Caisson Launched; Hydraulic Jacks and Three Powerful Sea-Going Tugs Were Used|url=https://timesmachine.nytimes.com/timesmachine/1897/05/16/117903614.pdf|date=May 16, 1897|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=May 29, 2021|archive-url=https://web.archive.org/web/20210529082928/https://timesmachine.nytimes.com/timesmachine/1897/05/16/117903614.pdf|url-status=live|postscript=none}}; {{Cite news|date=May 15, 1897|title=The Caisson Launched|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-the-caisson-launched/136437711/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=May 15, 1897|title=It Is Launched|pages=4|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-it-is-launched/136437800/|access-date=December 7, 2023}}</ref><ref name="The Brooklyn Daily Eagle 1897">{{Cite news|date=May 15, 1897|title=Caisson Launch Successful|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-caisson-launch/136437605/|access-date=December 7, 2023}}</ref> The contract for the Brooklyn suspension tower's foundation was put up for bidding the following day.<ref name="The Brooklyn Daily Eagle 1897" /><ref>{{Cite news|date=May 15, 1897|title=Brooklyn Tower|pages=6|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-brooklyn-tower/136437668/|access-date=December 7, 2023}}</ref> A [[cofferdam]] was built around each caisson to prevent them from being flooded,<ref name="Scientific American 1897" />{{Rp|page=90}}<ref name="Railroad Gazette 1897 2">{{Cite magazine|date=May 28, 1897|title=Brooklyn Tower Foundations of the New East River Bridge|magazine=Railroad Gazette|volume=|issue=1|pages=368–369|id={{proQuest|879744165}}}}</ref> and workers excavated dirt for the foundations from within the caissons.<ref>{{Cite news|date=August 15, 1897|title=In a Caisson's Depths|pages=40|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-in-a-caissons-depths/136441264/|access-date=December 7, 2023}}</ref> Colin McLean was hired to build the Brooklyn suspension tower's foundations in June,<ref name="n137244761" /> and the last of the bridge's four caissons was launched in December 1897.<ref name="The Standard Union 1897 2">{{Cite news|date=December 14, 1897|title=Fourth Caisson|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-fourth-caisson/136443278/|access-date=December 7, 2023}}</ref>

The state legislature passed a bill in May 1897 to straighten the bridge's Brooklyn approach.<ref name="n137244761" /> The East River Bridge Commission paid the American Sugar Refining Company $350,000 for their land in July.<ref name="The Hartford Courant 1896" /> The next month, the mayors of Brooklyn and New York City sued several property owners whose land was in the path of the bridge's approaches,<ref>{{Cite news|date=August 12, 1897|title=For East River Bridge|pages=14|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-for-east-river/136441146/|access-date=December 7, 2023}}</ref> and a judge ruled that one Brooklyn landowner who had refused to sell had to give up their land.<ref>{{Cite news|date=August 30, 1897|title=Land for Bridge Piers|pages=12|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-land-for-bridge/136439351/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=August 30, 1897|title=Must Give It Up|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-must-give-it-up/136439320/|access-date=December 7, 2023}}</ref> The commissioners began soliciting bids for the anchorages in September.<ref>{{cite news|date=September 21, 1897|title=To Build the Anchorages: Bids for Work on the East River Bridge to Be Opened To-Morrow Two Big Contracts to Be Placed—work on the Caissons Going Ahead Rapidly|page=4|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574345185}}}}</ref><ref name="The Brooklyn Daily Eagle 1897 2">{{Cite news|date=September 3, 1897|title=Anchorage Plan Details|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-anchorage-plan/136442585/|access-date=December 7, 2023}}</ref> The Degnon-McLean Construction Company was hired to build the Brooklyn anchorage;<ref>{{cite news|id={{ProQuest|574349389}}|title=Fraud Charged in a Bridge Contract: The East River Bridge Commission Manda-Mused—the Brooklyn Anchorage Work in Question|date=October 7, 1897|page=9|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{cite web|title=O'Brien Charges Fraud; Says Contract for Brooklyn Anchorage Was Wrongfully Awarded|website=The New York Times|date=October 7, 1897|url=https://www.nytimes.com/1897/10/07/archives/obrien-charges-fraud-says-contract-for-brooklyn-anchorage-was.html|issn=0362-4331|access-date=December 7, 2023}}</ref> a state judge refused to re-award the contract to a competing bidder.<ref>{{Cite news|date=October 30, 1897|title=Contractor O'Brien Defeated|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-contractor-obrien-defeated/136442721/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=October 30, 1897|title=O'Brien Loses His Case|pages=16|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-obrien-loses-h/136442801/|access-date=December 7, 2023}}</ref> Shanly & Ryan, who had been hired to build the Manhattan anchorage, began constructing their anchorage that October.<ref>{{Cite news|date=October 20, 1897|title=Await Court Decision|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-await-court-dec/136442182/|access-date=December 7, 2023}}</ref> The next month, the bridge commissioners obtained underwater land on the Brooklyn side for the bridge's abutments.<ref>{{cite web|date=December 1, 1897|title=East River Bridge Abutments.|url=https://www.nytimes.com/1897/12/01/archives/east-river-bridge-abutments.html|access-date=December 7, 2023|website=The New York Times|issn=0362-4331}}</ref>

=== Progress between 1898 and 1901 ===
By the end of 1897, Brooklyn and Manhattan were about to be merged into the [[City of Greater New York]].<ref>{{Cite news|date=December 29, 1896|title=New Bridge and the Charter|pages=4|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-bridge-and/136348523/|access-date=December 6, 2023}}</ref> The first mayor of the unified city, [[Robert Anderson Van Wyck]], removed the existing bridge commissioners in January 1898, citing extravagance and delays; he appointed six new commissioners.<ref>{{Cite news|date=January 21, 1898|title=East River Bridge Affairs; Mayor Van Wyck's Charges of Extravagance Denied on Behalf of the Old Commissioners|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1898/01/21/105961176.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082920/https://timesmachine.nytimes.com/timesmachine/1898/01/21/105961176.pdf|archive-date=May 29, 2021|issn=0362-4331|postscript=none}}; {{Cite news|date=January 19, 1898|title=Van Wyck Lops Off E. R. Bridge Heads|pages=1, [https://www.newspapers.com/article/the-brooklyn-daily-eagle-van-wyck-lops-o/136443776/ 2]|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-van-wyck-lops-o/136443512/|access-date=December 7, 2023|postscript=none}}; {{Cite news|id={{ProQuest|574393676}}|title=Hustled Out by the Mayor: Strong's East River Bridge Commission Dismissed With Scant Courtesy|date=January 20, 1898|page=2|work=New-York Tribune|issn=1941-0646}}</ref> The old commissioners' removal prompted state legislation for their reinstatement<ref>{{Cite news|date=January 26, 1898|title=To Fire Out the New Board|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-to-fire-out-the-new-board/136444017/|access-date=December 7, 2023}}</ref> and a lawsuit against the New York City government.<ref>{{Cite news|date=February 26, 1898|title=To Fight for Their Places|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-to-fight-for-their-places/136444099/|access-date=December 7, 2023|postscript=none}}; {{cite web|title=The East River Bridge; Removed Commissioners Begin Proceedings Looking to Reinstatement.|website=The New York Times|date=February 27, 1898|url=https://www.nytimes.com/1898/02/27/archives/the-east-river-bridge-removed-commissioners-begin-proceedings.html|issn=0362-4331|access-date=December 7, 2023}}</ref> A New York Supreme Court justice ruled in June that the old commissioners had to be reinstated,<ref>{{Cite news|date=June 16, 1898|title=Setback for the Mayor|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-setback-for-the-mayor/136444407/|access-date=December 7, 2023|postscript=none}}; {{cite web|title=The New East River Bridge; Removals of the Old Commissioners by Mayor Van Wyck Held to be Illegal.|website=The New York Times|date=June 17, 1898|url=https://www.nytimes.com/1898/06/17/archives/the-new-east-river-bridge-removals-of-the-old-commissioners-by.html|issn=0362-4331|access-date=December 7, 2023|postscript=none}}; {{Cite news|id={{ProQuest|554800613}}|title=No Right to Remove Them: Decision for the Former East River Bridge Commissioners|date=June 17, 1898|page=8|work=The Hartford Courant|issn=1047-4153}}</ref> although the decision was overturned on appeal the following month.<ref>{{cite news|id={{ProQuest|574470639}}|title=Old Commissioners Lose: The Appellate Division Gives a Decision in the East River Bridge Case|date=July 24, 1898|page=A5|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=July 25, 1898|title=Decision Suits Them|pages=8|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-decision-suits-them/136607605/|access-date=December 10, 2023}}</ref> A state senator proposed a bipartisan state commission in January 1899 to oversee the bridge's construction,<ref>{{Cite news|date=January 12, 1899|title=The Proposed East River Bridge; Assemblyman Brennan Proposes a Bi-Partisan State Commission.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1899/01/12/archives/the-proposed-east-river-bridge-assemblyman-brennan-proposes-a.html|access-date=December 11, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=January 11, 1899|title=To Rob Tammany of the Bridges|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-to-rob-tammany-of-the-bridge/136614478/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=January 12, 1899|title=The Legislature|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-the-legislature/136614548/|access-date=December 11, 2023}}</ref> but the bill was rejected.<ref>{{Cite news|date=April 26, 1899|title=No State Bridge Commission.; Assemblyman Brennan's East River Bill Defeated in the Senate.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1899/04/26/118935735.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082910/https://timesmachine.nytimes.com/timesmachine/1899/04/26/118935735.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref> The state's high court, the [[New York Court of Appeals]], ruled against the original commissioners in February 1899.<ref>{{Cite news|date=February 28, 1899|title=Old Commissioners Lose|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-old-commissione/136645107/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=February 28, 1899|title=No Hope for Baird|pages=10|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-no-hope-for-baird/136645220/|access-date=December 11, 2023}}</ref> Following the passage of further legislation in 1901, the East River Bridge commissioners were replaced with the city's Commissioner of Bridges effective January 1, 1902.<ref>{{Cite news|date=April 23, 1901|title=Features of the New Act|pages=7|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-features-of-the/137025389/|access-date=December 18, 2023}}</ref>

There had been several deaths during construction, with the first fatal accident in December 1897.<ref>{{Cite news|date=December 18, 1897|title=Killed in a Caisson|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-killed-in-a-caisson/136443135/|access-date=December 7, 2023}}</ref> Another worker was killed by a derrick's boom in 1898;<ref>{{Cite news|date=October 26, 1898|title=Man Instantly Killed|pages=16|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-man-instantly-k/136613788/|access-date=December 11, 2023}}</ref> two workers were killed in separate falls from the bridge in May 1900;<ref>{{Cite news|date=May 12, 1900|title=Two Men Fall Seventy Feet; One Killed, Other Terribly Injured at New East River Bridge Anchorage.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1900/05/12/106886188.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082927/https://timesmachine.nytimes.com/timesmachine/1900/05/12/106886188.pdf|archive-date=May 29, 2021|issn=0362-4331|postscript=none}}; {{cite web|title=East River Bridge Foreman Killed.|website=The New York Times|date=May 19, 1900|url=https://www.nytimes.com/1900/05/19/archives/east-river-bridge-foreman-killed.html|issn=0362-4331|access-date=December 16, 2023}}</ref> the main steelwork engineer died after falling from the Brooklyn approach in September 1900;<ref>{{Cite news|date=September 29, 1900|title=Fell 85 Feet to Death; Chief Engineer C.E. Bedell Slips Off New Bridge Span. Ambulance Surgeon Refused to Take the Dying Man to Hospital Unless Paid $5.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1900/09/29/101066686.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082929/https://timesmachine.nytimes.com/timesmachine/1900/09/29/101066686.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref> and a foreman drowned in March 1902.<ref>{{Cite news|date=March 25, 1902|title=WORKMAN DROPS 168 FEET FROM EAST RIVER BRIDGE.; George Shauer Is Drowned Before Boats Reach Him – Foreman Says Police Patrol Boat Had No Guard.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1902/03/25/101943645.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529083354/https://timesmachine.nytimes.com/timesmachine/1902/03/25/101943645.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref>

==== Financial shortfalls ====
The commissioners had planned to award a contract for the suspension towers in February 1898, but this was delayed because of the commission's financial shortfalls.<ref>{{Cite news|date=February 28, 1898|title=May Issue Bridge Bonds|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-may-issue-bridg/136444194/|access-date=December 7, 2023}}</ref> Although the commission was promised $500,000 at the beginning of that March,<ref>{{Cite news|date=March 1, 1898|title=Money in Sight for New Bridge|pages=3|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-money-in-sight-for-new-bridg/136444806/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=March 1, 1898|title=Half a Million Ready|pages=13|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-half-a-million/136444788/|access-date=December 7, 2023}}</ref> it had less than $1,000 in its bank account and needed $4.14 million to award contracts and pay debts.<ref>{{cite web|date=March 22, 1898|title=New Bridge Needs Money; An Appeal to the Mayor from the Commission in Charge of the East River Structure|url=https://www.nytimes.com/1898/03/22/archives/new-bridge-needs-money-an-appeal-to-the-mayor-from-the-commission.html|access-date=December 7, 2023|website=The New York Times|issn=0362-4331}}</ref><ref>{{Cite news|date=March 19, 1898|title=Finances in Bad Shape|pages=7|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-finances-in-bad/136445147/|access-date=December 7, 2023}}</ref> By April 1898, work was progressing on the anchorages and the piers above each caisson,<ref>{{Cite news|date=April 16, 1898|title=On Rock Bottom|pages=8|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-on-rock-bottom/136445284/|access-date=December 7, 2023}}</ref> but the commission had so little money that it could not pay commissioners' salaries or even the rent for its headquarters.<ref>{{Cite news|date=April 29, 1898|title=Salaries and Bills Unpaid|pages=14|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-salaries-and-bi/136445664/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=April 30, 1898|title=May Soon Stop Work|pages=8|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-may-soon-stop-work/136445701/|access-date=December 7, 2023}}</ref> Work on the anchorages was also delayed by [[labor strike]]s and stormy weather.<ref name="The Brooklyn Citizen 1899" />  The commissioners finally received $200,000 that May to pay off existing debts,<ref>{{Cite news|date=May 10, 1898|title=$200,000 Voted for New Bridge|pages=16|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-200000-voted/136445923/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=May 11, 1898|title=In the Council|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-in-the-council/136445897/|access-date=December 7, 2023}}</ref> but the city had yet to issue $4 million in bonds for the bridge's continued construction.<ref>{{Cite news|date=May 28, 1898|title=No Bonds Ready|pages=8|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-no-bonds-ready/136446063/|access-date=December 7, 2023|postscript=none}}; {{Cite news|date=May 28, 1898|title=$4,000,000 for the New Bridge|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-4000000-for-the-new-bridg/136446053/|access-date=December 7, 2023}}</ref> The Board of Estimate approved $2.487 million in bonds in July 1898,<ref>{{Cite news|date=July 26, 1898|title=Mayor Signs Bond Issue|pages=14|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mayor-signs-bon/136607718/|access-date=December 10, 2023|postscript=none}}; {{Cite news|date=July 25, 1898|title=Decision Suits Them|pages=8|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-decision-suits-them/136607605/|access-date=December 10, 2023}}</ref> which was used to pay for the anchorages and foundations.<ref>{{Cite news|date=July 21, 1898|title=To Pay New Bridge Debts|pages=4|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-to-pay-new-brid/136608685/|access-date=December 10, 2023|postscript=none}}; {{Cite news|date=July 22, 1898|title=Relief Partial|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-relief-partial/136607101/|access-date=December 10, 2023|postscript=none}}; {{Cite news|date=July 26, 1898|title=Opening of City Bids; Justice Pryor Lays Down the Law in Deciding the Woodlawn Road Improvement Case.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1898/07/26/archives/opening-of-city-bids-justice-pryor-lays-down-the-law-in-deciding.html|access-date=December 10, 2023|issn=0362-4331}}</ref> The commission still needed another $640,000 to compensate landowners; the design was nearly completed at this point.<ref>{{Cite news|date=July 31, 1898|title=New East River Bridge Will Not Be Delayed|pages=20|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-east-river/136608432/|access-date=December 10, 2023}}</ref>

The bridge commission again met in August 1898 to decide whether to solicit bids for the towers and decks.<ref>{{Cite news|date=August 12, 1898|title=Waiting for Mr. Whalen|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-waiting-for-mr-whalen/136610193/|access-date=December 10, 2023|postscript=none}}; {{Cite news|date=August 12, 1898|title=New Bridge Towers|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-bridge-towers/136610225/|access-date=December 10, 2023}}</ref> That September, workers complained that they were not being paid;<ref>{{Cite news|date=September 8, 1898|title=Seek Redress|pages=8|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-seek-redress/136612220/|access-date=December 11, 2023}}</ref> by then, the foundations were near completion.<ref>{{Cite news|date=September 4, 1898|title=Rearing the New Span Over the East River|pages=7|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-rearing-the-new/136612527/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=September 16, 1898|title=How It Will Go on|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-how-it-will-go-on/136612869/|access-date=December 11, 2023}}</ref> The commission received $2 million the same month, enough to pay off debts through the end of the year.<ref>{{Cite news|date=September 21, 1898|title=Money for the Commission|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-money-for-the-c/136613108/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=September 23, 1898|title=New East River Bridge|pages=10|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-new-east-river-bridge/136613368/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=September 23, 1898|title=Pays Its Debts|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-pays-its-debts/136613402/|access-date=December 11, 2023}}</ref>  The bridge commission would still be $500,000 in debt at the beginning of 1899,<ref>{{Cite news|date=October 21, 1898|title=New East River Bridge|pages=14|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-east-river/136606837/|access-date=December 10, 2023}}</ref> and contracts for the side spans had not even been awarded.<ref>{{Cite news|date=December 23, 1898|title=Cause of Delay|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-cause-of-delay/136614275/|access-date=December 11, 2023}}</ref> A continued lack of funds slowed down construction on the bridge during most of 1899.<ref>{{Cite news|date=January 6, 1900|title=East River Bridge Work|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-east-river-bridge-w/136932620/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=January 6, 1900|title=Over Five Millions for the New Bridge|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-over-five-millions-for-the-n/136922785/|access-date=December 16, 2023|postscript=none}}; {{Cite news|date=January 6, 1900|title=Slow Progress on Bridge|pages=9|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-slow-progress-o/136922758/|access-date=December 16, 2023}}</ref> The Board of Estimate approved $1.5 million in bonds for the towers and side spans in January 1899;<ref>{{Cite news|date=January 11, 1899|title=$1,500,000 Bonds Voted for East River Bridge|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-1500000-bond/136614630/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=January 11, 1899|title=To Issue Bonds|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-to-issue-bonds/136614647/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=January 11, 1899|title=Steel Towers and End Spans|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-steel-towers-and-end-spans/136614739/|access-date=December 11, 2023}}</ref> it also approved $500,000 in bonds that May for land acquisition<ref>{{Cite news|date=May 25, 1899|title=Hall of Records to Be Gorgeous|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-hall-of-records-to-be/136647510/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=May 25, 1899|title=Tammany Wants a Roman Palace|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-tammany-wants-a-roman-palace/136647650/|access-date=December 11, 2023}}</ref> and $4 million for cables and land acquisition in July,<ref>{{Cite news|date=July 13, 1899|title=New East River Bridge Gets $4,000,000|pages=11|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-east-river-brid/136649301/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=July 13, 1899|title=New East River Bridge Booming|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-new-east-river-bridge/136649251/|access-date=December 11, 2023}}</ref> though the [[New York City Council]] delayed a vote on the latter issue, which Van Wyck could not approve until December.<ref name="Times Union 1899">{{Cite news|date=December 7, 1899|title=For the New Bridge|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-for-the-new-bridge/136651458/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=December 7, 1899|title=Only One Bid Received for New Bridge Cables|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-only-one-bid-re/136651549/|access-date=December 11, 2023}}</ref> Buck estimated that the funding delays had pushed construction back by two and a half years.<ref name="New-York Tribune 1899">{{cite news|date=June 4, 1899|title=Money for New Bridge: That Is All That Is Needed to Insure Quick Completion Chief Engineer Buck Estimates|page=B2|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574628331}}}}</ref>

==== Tower, deck, and cable contracts ====
In February 1899, the New Jersey Steel and Iron Company received a $1,220,230 contract to build the towers and side spans;<ref>{{Cite news|date=February 24, 1899|title=Bridge Contract to High Bidder|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-bridge-contract-to-high-bidd/136644324/|access-date=December 11, 2023|postscript=none}}; {{cite web|title=Lowest Bridge Bid Rejected; Contract Awarded at $1,220,230 to a New Jersey Company – Political Reasons Alleged.|website=The New York Times|date=February 25, 1899|url=https://www.nytimes.com/1899/02/25/archives/lowest-bridge-bid-rejected-contract-awarded-at-1220230-to-a-new.html|issn=0362-4331|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=February 28, 1899|title=Mr. Whalen Sums Up His First Year's Work|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mr-whalen-sums/136644298/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=February 23, 1899|title=New East River Bridge|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-new-east-river-bridge/136644418/|access-date=December 11, 2023}}</ref> the contract was nearly twice the $620,000 cost estimate.<ref>{{Cite news|date=March 3, 1899|title=Engineer Buck's Two Estimates|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-engineer-bucks-two-estimate/136645865/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=March 3, 1899|title=The News of Brooklyn: Estimated Cost Exceeded Contracts for East River Bridge Work Cause Surprise|page=5|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574586640}}}}</ref> A granite cutters' strike the next month slowed progress on the anchorages briefly.<ref>For the start of the strike, see: {{Cite news|date=March 19, 1899|title=Granite Cutters' Strike on East River Bridge|pages=36|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-granite-cutters/136645766/|access-date=December 11, 2023}} For the strike having ended, see: {{Cite news|date=August 20, 1899|title=New East River Bridge Ready for Use in 1902|pages=8|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-east-river/136649720/|access-date=December 11, 2023}}</ref> By late 1899, [[falsework]] was being installed in advance of the suspension towers' construction.<ref name="New-York Tribune 1899 2">{{cite news|date=October 15, 1899|title=East River Bridge Work: Stone Piers and Iron Frames Conspicuous on the Waterfront|page=B3|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574666432}}}}</ref><ref name="The Brooklyn Daily Eagle 1899">{{Cite news|date=November 14, 1899|title=Bids for Bridge Cables Can Now Be Turned In|pages=16|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bids-for-bridge/136650762/|access-date=December 11, 2023}}</ref> That November, the bridge commissioners began requesting bids for the construction of the cables.<ref name="The Brooklyn Daily Eagle 1899" /><ref>{{Cite news|date=November 15, 1899|title=New Bridge Progressing|pages=7|work=The World|via=newspapers.com|url=https://www.newspapers.com/article/the-world-new-bridge-progressing/136650948/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=November 14, 1899|title=New East River Bridge|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-new-east-river-bridge/136650750/|access-date=December 11, 2023}}</ref> [[Washington Roebling]], the sole bidder, received the cable contract in December 1899 for $1.4 million,<ref name="Times Union 1899" /> nearly $600,000 more than the bridge commission's original estimate.<ref>{{Cite news|date=December 8, 1899|title=Roebling Gets the Contract|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-roebling-gets-the-contract/136652948/|access-date=December 11, 2023}}</ref> The pier foundations and anchorages were almost complete by the beginning of 1900.<ref>{{Cite news|date=January 14, 1900|title=Work on the New East River Bridge Approaches the Spectacular Stage|pages=17|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-work-on-the-new/136659749/|access-date=December 11, 2023}}</ref> The foundation of the Brooklyn suspension tower was finished that February,<ref>{{Cite news|date=February 16, 1900|title=Foundations Completed|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-foundations-complet/136933449/|access-date=December 17, 2023}}</ref> while the Manhattan tower's foundations were still under construction.<ref>{{Cite news|date=March 2, 1900|title=Work on East River Bridge|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-work-on-east-river/136934504/|access-date=December 17, 2023}}</ref> Workers used [[derrick]]s to erect the pieces of the suspension towers, which measured {{convert|15|to|20|ST|LT t}}.<ref>{{Cite news|date=March 20, 1900|title=Engineers Resume Work on the New Bridge|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-engineers-resum/136936516/|access-date=December 17, 2023}}</ref> Because of the extreme heights of each tower, one reporter for the ''[[Buffalo Courier-Express]]'' described the workers as "giving daily performances of a most daring character",<ref>{{Cite news|date=April 1, 1900|title=Dangerous Work|pages=11|work=Buffalo Courier Express|via=newspapers.com|url=https://www.newspapers.com/article/buffalo-courier-express-dangerous-work/136936892/|access-date=December 17, 2023}}</ref> while a reporter for the ''Brooklyn Daily Eagle'' described the workers as performing "daily circus feats".<ref>{{Cite news|date=December 16, 1900|title=Daily Circus Feats on the New Bridge|pages=41|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-daily-circus-fe/136995228/|access-date=December 18, 2023}}</ref>

The suspension towers on either side of the river were half complete by May 1900,<ref>{{cite news|date=May 6, 1900|title=Towers Nearly Finished: Stringing of Cables on East River Bridge to Begin August 1 the Diamond Drill|page=A1|work=New-York Tribune|issn=1941-0646|id={{ProQuest|570779403}}}}</ref> but work was delayed later that year by an ironworkers' strike.<ref>{{Cite news|date=August 23, 1900|title=Bridge Strikers Indignant; Brooklyn Men Say They Were Ordered Out by Walking Delegate Without Cause.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1900/08/23/archives/bridge-strikers-indignant-brooklyn-men-say-they-were-ordered-out-by.html|access-date=December 18, 2023|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|570816814}}|title=Strike on East River Bridge: Iron Workers Quit Because Wages Are Reduced to the Union Rate|date=August 21, 1900|page=14|work=New-York Tribune|issn=1941-0646}}</ref> The cable contract was "well under way" by that November,<ref>{{Cite news|date=November 15, 1900|title=Will Complete Bridge Within Two Years|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-will-complete-b/136994140/|access-date=December 18, 2023}}</ref> and workers began planning four temporary footbridges to help them construct the main cables.<ref>{{Cite news|date=December 9, 1900|title=Nearly Ready for Footbridges|pages=17|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-nearly-ready-for-footbr/137017645/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=November 2, 1900|title=Progress of New Bridge|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-progress-of-new-bridg/136994885/|access-date=December 18, 2023}}</ref> The cable saddles on the tops of the towers were completed the next month.<ref name="New-York Tribune 1900 2">{{cite news|date=December 16, 1900|title=News of Brooklyn: Ready for the Cables Difficult Work of Raising the Saddles on the East River Bridge Finished|page=A10|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-news-of-brooklyn-ready/136995069/|access-date=December 18, 2023|issn=1941-0646|id={{ProQuest|570931624}}}}</ref><ref>{{Cite news|date=December 16, 1900|title=Work of Laying Bridge Cables|pages=4|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-work-of-laying-bridge/136995188/|access-date=December 18, 2023}}</ref> The Carbon Steel Company received a contract in January 1901 for {{convert|6000|ST|LT t}} of steel wire.<ref>{{cite web|date=January 22, 1901|title=Wire for East River Bridge; Pittsburg Company Takes Contract from Swedish Competitors.|url=https://timesmachine.nytimes.com/timesmachine/1901/01/22/101177426.pdf|access-date=December 18, 2023|work=The New York Times|page=16|issn=0362-4331}}</ref> The wires were manufactured in pieces measuring {{Convert|4000|ft}} long and weighing {{convert|325|lb}}.<ref name="The Brooklyn Daily Eagle 1901">{{Cite news|date=February 3, 1901|title=Progress of the Work on the New East River Bridge|pages=10|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-progress-of-the/137021465/|access-date=December 18, 2023}}</ref><ref name="The Brooklyn Citizen 1901">{{Cite news|date=February 16, 1901|title=Work on the New East River Bridge|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-work-on-the-new-eas/137020942/|access-date=December 18, 2023|postscript=. {{PD-notice}}}}</ref> The first wires were ready to be installed by February 1901,<ref>{{Cite news|date=February 17, 1901|title=Wire Strand for New East River Bridge; It Will Probably Be Strung Across in About a Week. Then the First Foot Bridge Will Be Completed and the Work of Cable Construction Rushed.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1901/02/17/101069478.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082930/https://timesmachine.nytimes.com/timesmachine/1901/02/17/101069478.pdf|archive-date=May 29, 2021|issn=0362-4331|postscript=none}}; {{Cite news|date=February 16, 1901|title=To Celebrate 'Cable Day'|pages=4|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-to-celebrate-cable-day/137022316/|access-date=December 18, 2023}}</ref> after the wooden falsework had been disassembled.<ref name="The Brooklyn Daily Eagle 1901" /> Work on temporary cables for the footbridges began in April<ref>{{cite web|title=New Bridge's First Wire Links Two Boroughs; Rises from East River Bed Amid Tumultuous Rejoicing.|work=The New York Times|issn=0362-4331|date=April 12, 1901|url=https://timesmachine.nytimes.com/timesmachine/1901/04/12/117960582.pdf|page=2|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=April 9, 1901|title=Wedding of the Boroughs|pages=9|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-wedding-of-the-boro/137024698/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=April 11, 1901|title=Big Crowd Watches Stretching of Cable|pages=1, [https://www.newspapers.com/article/the-brooklyn-daily-eagle-big-crowd-watch/137024836/ 2]|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-big-crowd-watch/137024808/|access-date=December 18, 2023}}</ref> and was completed within a month.<ref>{{Cite news|date=May 2, 1901|title=Another Rope Stretched|pages=7|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-another-rope-st/137027502/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=May 5, 1901|title=Another East River Bridge Cable|pages=20|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-another-east-river-br/137027555/|access-date=December 18, 2023}}</ref> The first footbridge was completed in June<ref>{{Cite news|date=June 5, 1901|title=Crossed East River Bridge; Footpath Is Completed, And Representatives of the Contractors Walked Over It.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1901/06/05/119077535.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082926/https://timesmachine.nytimes.com/timesmachine/1901/06/05/119077535.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref> and was quickly followed by the footbridges for the three other cables.<ref>{{cite news|date=June 16, 1901|title=East River Footbridges: Four Temporary Structures, Running From Manhattan to Brooklyn, Nearly Completed|page=A1|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-east-river-footbridges/137031306/|access-date=December 18, 2023|issn=1941-0646|id={{ProQuest|571015731}}}}</ref>
[[File:Williamsburg Bridge from Brooklyn.png|thumb|Progress on the bridge after the footbridges were installed]]
By mid-1901, workers were ready to weave wires for the main cables,<ref>{{Cite news|date=August 27, 1901|title=Will Begin to Spin Cable Wires Tomorrow|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-will-begin-to-spin-ca/137034020/|access-date=December 18, 2023}}</ref> and {{convert|100|ST|LT t}} of wire had been delivered to the construction site.<ref name="The Brooklyn Daily Eagle 1901 3">{{Cite news|date=September 11, 1901|title=To Stretch Wires Soon|pages=7|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-to-stretch-wire/137035409/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=September 12, 1901|title=Bridge Work Progressing|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-bridge-work-progres/137035448/|access-date=December 18, 2023}}</ref> A machine was placed on the Manhattan anchorage to weave the wires.<ref name="Cincinnati Enquirer 1901">{{Cite news|date=November 5, 1901|title=Nineteen Thousand: Miles of Wire Required for Cables of New York's New Bridge|page=6|work=Cincinnati Enquirer|id={{ProQuest|882560777}}}}</ref> The Roeblings also ordered eight guide wires for the wheels that would carry the main cables' wires across the river.<ref name="The Brooklyn Daily Eagle 1901 3" /><ref name="Scientific American 1902">{{Cite magazine|date=July 26, 1902|title=Making the Cables on the New East River Bridge, New York.|magazine=Scientific American|volume=LXXXVII|issue=4|page=55|id={{ProQuest|126757458}}}}</ref> The first wire was strung across the East River on November 27, 1901.<ref>{{Cite news|date=November 28, 1901|title=The East River Bridge Cable|pages=3|work=The New York Times|issn=0362-4331|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-the-east-river-bridge/137036067/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=November 30, 1901|title=The New Bridge Cables|pages=17|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-the-new-bridge/137036023/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=November 30, 1901|title=Bridge Cable Building Begins|pages=2|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-bridge-cable-building-b/137036008/|access-date=December 18, 2023}}</ref> The Roeblings requested ten months to finish the wires,<ref>{{Cite news|date=November 22, 1901|title=Bridge Commissioners Disagree|pages=5|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-bridge-commissioners-disagre/137036388/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=November 22, 1901|title=Croker 'Boodle' in Bridge Delay|pages=1|work=The Evening World|via=newspapers.com|url=https://www.newspapers.com/article/the-evening-world-croker-boodle-in-bri/137036426/|access-date=December 18, 2023}}</ref> but city bridge commissioner [[Gustav Lindenthal]] refused to extend the deadline past April 1902.<ref name="New-York Tribune 1902" /> Work on each of the four cables proceeded simultaneously.<ref>{{Cite news|date=December 14, 1901|title=First Strand Completed|pages=20|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-first-strand-co/137037111/|access-date=December 18, 2023}}</ref> Workers were able to string 50 wires in each strand during a 10-hour workday, or 400 wires per day in total.<ref name="Scientific American 1902" /> After each strand was completed, it was permanently attached to the [[eyebar]]s in either anchorage.<ref>{{Cite news|date=December 18, 1901|title=Wire Work Going Forward|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-wire-work-going/137037584/|access-date=December 18, 2023}}</ref> To save money, the wires were covered with oil and graphite, rather than [[Galvanization|galvanized]]; the Roebling Company was hesitant to use ungalvanized wire, but city officials claimed that the oil and graphite mix was adequate.<ref>{{cite web|last=Gutis|first=Philip S.|date=June 9, 1985|title=The Cable Makers' Losing Battle|url=https://www.nytimes.com/1985/06/09/business/the-cable-makers-losing-battle.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref>

The last major contract for the bridge was for the central span's deck.<ref name="The Brooklyn Daily Eagle 1901 2">{{Cite news|date=April 20, 1901|title=Last Big Contract on New East River Bridge|pages=10|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-last-big-contra/137025589/|access-date=December 18, 2023}}</ref> The bridge commissioners solicited bids for the deck in April 1901,<ref>{{Cite news|date=April 9, 1901|title=Bridge Steel Contract|pages=5|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-bridge-steel-contract/137024441/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=April 4, 1901|title=Ready to Award Contract|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-ready-to-award/137024525/|access-date=December 18, 2023}}</ref> and the [[Pennsylvania Steel Company]] submitted the lowest bid.<ref>{{Cite news|date=April 26, 1901|title=McCarren Bridge Bill Now in Mayor's Hands|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mccarren-bridge/137025509/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=April 26, 1901|title=Another East River Bridge Award|pages=5|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-another-east-river-brid/137025489/|access-date=December 18, 2023}}</ref> Though a local resident sued to stop Pennsylvania Steel from receiving the contract,<ref>{{Cite news|date=June 7, 1901|title=New East River Bridge Suit|pages=3|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-new-east-river-bridge/137030973/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=June 6, 1901|title=Taxpayer's Suit May Stop Work on New Bridge|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-taxpayers-suit/137031028/|access-date=December 18, 2023}}</ref> the city allowed the firm to sublease the work to the United Engineering and Construction Company.<ref>{{Cite news|date=June 21, 1901|title=Bridge Structure Award|pages=2|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-bridge-structure-awar/137031522/|access-date=December 18, 2023}}</ref>

==== Approach contracts and plans ====
The bridge commissioners were authorized to finalize the purchase of land for the Brooklyn approach in December 1899,<ref>{{Cite news|date=December 17, 1899|title=Approach and Plaza of the New East River Bridge|pages=37|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-approach-and-pl/136652482/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=December 15, 1899|title=Bridge Property to Be Bought at Once|pages=4|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-bridge-property-to-be-bought/136652636/|access-date=December 11, 2023}}</ref> but it took seven months for the Board of Estimate to approve bonds for the purchase.<ref>{{cite news|id={{ProQuest|1016151556}}|title=Money for East River Bridge: Aldermen Pass a $4,000,000 Bond Issue—newtown Creek Project Defeated|date=July 25, 1900|page=9|work=The New York Times|issn=0362-4331|postscript=none}}; {{Cite news|date=July 10, 1900|title=Bond Issues Authorized by Board of Estimate|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bond-issues-aut/136973197/|access-date=December 17, 2023}}</ref> Buck estimated that it would take four to six months to raze all the buildings in the bridge's path.<ref>{{Cite news|date=December 22, 1899|title=The East River Bridge|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-the-east-river-bridge/136652854/|access-date=December 11, 2023}}</ref> The bridge commissioners began soliciting bids for the approach viaducts in April 1900<ref name="The Brooklyn Citizen 1900">{{Cite news|date=April 28, 1900|title=Bridge Contract to Be Let|pages=9|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-bridge-contract-to/136657288/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=April 28, 1900|title=New Bridge Approaches to Be Built Soon|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-bridge-appr/136657628/|access-date=December 11, 2023}}</ref> and received bids the next month.<ref>{{Cite news|date=June 1, 1900|title=Bids on East River Bridge Approaches|pages=9|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-bids-on-east-river-brid/136659553/|access-date=December 11, 2023|postscript=none}}; {{Cite news|date=May 31, 1900|title=Bridge Approaches $2,500,000|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bridge-approach/136659582/|access-date=December 11, 2023}}</ref> More property was acquired for the approaches in June,<ref>{{Cite news|date=June 6, 1900|title=Bond Issue Authorized for Brooklyn School|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bond-issue-auth/136937926/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=June 6, 1900|title=More Property Taken for Bridge Approach|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-more-property-taken-for-brid/136937957/|access-date=December 17, 2023}}</ref> but the viaducts' construction were delayed because bonds had not been issued<ref>{{Cite news|date=June 15, 1900|title=Aldermen Delaying Work|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-aldermen-delaying-w/136938101/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=June 13, 1900|title=School and Bridge Bonds|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-school-and-bridge-bonds/136938552/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=June 12, 1900|title=New Bridge Bond Issue Receives Big Setback|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-bridge-bond/136938535/|access-date=December 17, 2023}}</ref> and because of disputes over the bids.<ref>{{Cite news|date=June 30, 1900|title=Delay in Building New Bridge|pages=8|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-delay-in-building-new-b/136938050/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=June 28, 1900|title=Contract Held Up|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-contract-held-u/136938712/|access-date=December 17, 2023}}</ref> The commissioners rejected the initial bids for the viaducts<ref>{{Cite news|date=June 30, 1900|title=East River Bridge Bids Rejected|pages=11|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-east-river-bridge-bids/136939393/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=July 10, 1900|title=The King Company's Bid on E. R. Bridge Rejected|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-the-king-compan/136974646/|access-date=December 17, 2023}}</ref> and solicited new proposals in July 1900.<ref>{{Cite news|date=July 12, 1900|title=Bids for New Bridge|pages=8|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-bids-for-new-bridge/136974772/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=July 12, 1900|title=New Bridge Approaches|pages=18|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-bridge-appr/136975547/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=July 12, 1900|title=Second Bidding for Approaches|pages=6|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-second-bidding-for-ap/136974627/|access-date=December 17, 2023}}</ref> The following month, a state justice placed an injunction preventing the commissioners from awarding a contract for the viaducts.<ref>{{Cite news|date=August 23, 1900|title=Contracts Still Held Up|pages=3|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-contracts-still-held/136977139/|access-date=December 17, 2023|postscript=none}}; {{Cite news|id={{ProQuest|570893489}}|title=East River Bridge Injunction: Seven Bidders for the Approaches Charge Collusion With Contractors|date=August 18, 1900|page=11|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=August 18, 1900|title=Enjoins Bridge Commission; Justice Fitzgerald Grants Temporary Order at the Instance of Bidders on Approaches, Who Charge Fraud.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1900/08/18/archives/enjoins-bridge-commission-justice-fitzgerald-grants-temporary-order.html|access-date=December 18, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=August 23, 1900|title=Hearing Postponed|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-hearing-postponed/136976561/|access-date=December 17, 2023}}</ref> The injunction was lifted that October,<ref>{{Cite news|date=October 9, 1900|title=Bridge Approach Contract|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-bridge-approach-con/136980609/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=October 9, 1900|title=Injunction Is Denied on Bridge Contracts|pages=10|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-injunction-is-denied-on-brid/136980584/|access-date=December 17, 2023|postscript=none}}; {{Cite news|id={{ProQuest|570938629}}|title=May Now Award Contract: Injunction Restraining New East River Bridge Commissioners Dismissed|date=October 10, 1900|page=6|work=New-York Tribune|issn=1941-0646}}</ref> and the Pennsylvania Steel Company received the contract for the viaducts.<ref>{{Cite news|date=October 12, 1900|title=East River Bridge Contracts|pages=11|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-east-river-bridge-con/136980774/|access-date=December 17, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=October 12, 1900|title=East River Bridge Contracts Awarded|pages=14|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-east-river-bridge-contr/136980698/|access-date=December 17, 2023|postscript=none}}; {{Cite news|date=October 12, 1900|title=The Contract Awarded|pages=9|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-the-contract-awarde/136980767/|access-date=December 17, 2023}}</ref> Van Wyck approved another bond issue of $4 million in November 1900, most of which was to be used to pay the Pennsylvania Steel Company.<ref>{{Cite news|date=November 8, 1900|title=Mayor Signs Bond Issue|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-mayor-signs-bond-issu/136993614/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=November 8, 1900|title=Work to Be Begun Soon on Bridge Approaches|pages=18|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-work-to-be-begu/136993697/|access-date=December 18, 2023}}</ref>

For the approaches, the commissioners acquired hundreds of land lots and relocated 10,000 people.<ref name="The New York Times 1902">{{Cite news|date=February 16, 1902|title=Rapid Construction of New East River Bridge; To Be Finished About the Same Time as the Underground Road and to Relieve the Present Pressure on the Old Structure.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1902/02/16/101936514.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082914/https://timesmachine.nytimes.com/timesmachine/1902/02/16/101936514.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref> Condemnation commissioners were appointed to seize land for the viaducts in both Manhattan and Brooklyn. The Brooklyn commissioners were appointed in November 1900.<ref>{{Cite news|date=November 25, 1900|title=The New East River Bridge|pages=13|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-the-new-east-river/136994637/|access-date=December 18, 2023}}</ref> There were disputes over the qualifications of the Manhattan commissioners,<ref>{{Cite news|date=February 19, 1901|title=Work on Bridge Delayed|pages=10|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-work-on-bridge-delaye/137022531/|access-date=December 18, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=February 19, 1901|title=Delay on the New Bridge|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-delay-on-the-new-brid/137022775/|access-date=December 18, 2023}}</ref> so condemnation in Manhattan did not begin until March 1901.<ref>{{cite news|date=March 16, 1901|title=Approach for Bridge: Condemnation of Property Likely to Cost About $3,900,000 To Begin To-Day|page=9|work=New-York Tribune|issn=1941-0646|id={{ProQuest|570992368}}}}</ref> Work on the Brooklyn viaduct began in May 1901,<ref>{{Cite news|date=May 28, 1901|title=Work on Bridge Approach|pages=20|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-work-on-bridge/137027861/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=May 26, 1901|title=East River Bridge Approach|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-east-river-bridge-a/137027885/|access-date=December 18, 2023}}</ref> and Pennsylvania Steel began delivering steel for the viaducts that July.<ref>{{Cite news|date=July 19, 1901|title=Steel Company Responds to Prods From Officials|pages=16|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-steel-company-r/137031643/|access-date=December 18, 2023}}</ref> The Manhattan viaduct commenced the next month,<ref>{{cite news|id={{ProQuest|571081303}}|title=Work on East River Bridge Approach|date=August 7, 1901|page=3|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=August 6, 1901|title=Another Bridge Begun|pages=12|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-another-bridge-begun/137033311/|access-date=December 18, 2023}}</ref> but a lack of steel delayed further work,<ref>{{Cite news|date=August 7, 1901|title=Delay on New Bridge|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-delay-on-new-bridge/137033793/|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=August 7, 1901|title=Delay in the New East River Bridge|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-delay-in-the-new-ea/137033916/|access-date=December 18, 2023}}</ref> and the buildings in Manhattan took longer to demolish than those in Brooklyn.<ref>{{Cite news|date=October 3, 1901|title=Delay on New Bridge Is Not Unexpected|pages=20|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-delay-on-new-br/137035810/|access-date=December 18, 2023}}</ref> The ''New-York Tribune'' estimated that it would cost about $10 million to construct {{convert|4242|ft}} of approach viaducts.<ref>{{Cite news|date=May 6, 1902|title=Great Cost of Approaches|pages=4|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-great-cost-of-approache/137150771/|access-date=December 21, 2023}}</ref> Although landowners on the Brooklyn side were supposed to have been compensated in 1902,<ref>{{Cite news|date=February 24, 1902|title=May Pay for Bridge Land Next Summer|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-may-pay-for-bridge-land-next/137101197/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=February 24, 1902|title=Prompt Payment for Property|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-prompt-payment-for-pr/137100962/|access-date=December 20, 2023}}</ref> the compensation was delayed by one year.

A street (now Borinquen Place) was planned to run diagonally from the end of the Brooklyn approach viaduct to the intersection of Grand Street and Union Avenue,<ref>{{Cite news|date=October 28, 1898|title=New East River Bridge|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-east-river-brid/136613909/|access-date=December 11, 2023}}</ref><ref>{{cite news|date=November 1, 1899|title=Bridge Approach Plans: A Question as to Who Has the Right to Accept Them|page=11|work=New-York Tribune|issn=1941-0646|id={{ProQuest|574688562}}}}</ref> and the bridge commissioners and local merchants agreed to build the street in 1900.<ref>{{Cite news|date=February 15, 1900|title=Changes for New Bridge|pages=11|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-changes-for-new-bri/136933032/|access-date=December 17, 2023}}</ref> South 5th Street in Brooklyn, which had been replaced by the Brooklyn approach viaduct, was realigned during early 1902.<ref>{{Cite news|date=May 13, 1902|title=New Bridge Work Delayed|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-bridge-work-del/137152309/|access-date=December 21, 2023}}</ref> A plaza was also to be created to the east of Driggs Avenue;<ref>{{Cite news|date=February 28, 1902|title=New Plaza Land to Be Bought at Once|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-plaza-land/137152643/|access-date=December 21, 2023}}</ref> the city acquired land for the plaza in July 1902.<ref>{{Cite news|date=July 29, 1902|title=To Condemn Plaza Land|pages=9|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-to-condemn-plaza-land/137153422/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=July 29, 1902|title=M'Carren Park Now Sure|pages=7|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-mcarren-park-now-s/137153406/|access-date=December 21, 2023|postscript=none}}; {{Cite news|id={{ProQuest|571234946}}|title=Plaza for New Bridge: Estimate Board Authorizes One in Brooklyn—city to Pay for Greenpoint Park|date=July 29, 1902|page=4|work=New-York Tribune|issn=1941-0646}}</ref> Roebling Street, which led to the bridge's Brooklyn plaza, was to be widened.<ref>{{Cite news|date=April 8, 1903|title=To Widen Roebling Street|pages=9|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-to-widen-roebling-s/137190244/|access-date=December 21, 2023}}</ref> In Manhattan, several competing proposals were put forth for a street connecting to the Manhattan approach viaduct,<ref>{{Cite news|date=March 28, 1901|title=Manhattan Approaches to the New Bridge; A Sharp Contest Begun Over Different Plans Proposed. The Estimated Cost Ranges from $4,000,000 To $22,000,000 – Property Owners Employ Counsel.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1901/03/28/archives/manhattan-approaches-to-the-new-bridge-a-sharp-contest-begun-over.html|access-date=December 18, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=March 28, 1901|title=For an Approach to New Bridge|pages=5|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-for-an-approach-to-new/137023169/|access-date=December 18, 2023}}</ref> each of which cost several million dollars.<ref>{{cite news|date=March 31, 1901|title=Vast Cost of New Bridge: Structure and Approaches Will Consume Many Millions Before Completion|page=A2|work=New-York Tribune|issn=1941-0646|id={{ProQuest|570984358}}}}</ref> One particularly contentious proposal was for a street running from the intersection of Delancey and Norfolk Street to [[Cooper Square]].<ref>{{Cite news|date=April 9, 1901|title=New Bridge Approaches; Plan to Widen Delancey and Spring Streets Approved.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1901/04/09/archives/new-bridge-approaches-plan-to-widen-delancey-and-spring-streets.html|access-date=December 18, 2023|issn=0362-4331}}</ref> In December 1901, the city agreed to widen Delancey Street, build a plaza between Norfolk and Clinton streets, and extend Delancey Street west to [[Lafayette Street]].<ref>{{Cite news|date=December 19, 1901|title=Adopt Bridge Approach|pages=3|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-adopt-bridge-approach/137037262/|access-date=December 18, 2023|postscript=none}}; {{cite web|title=New East River Bridge Plan Was Adopted; Calls for Widening of Delancey Street and May Cost Millions. Mr. Coler Protested, but Board of Improvements Overruled Him – New Bronx Map Also Was Adopted.|website=The New York Times|date=December 19, 1901|url=https://www.nytimes.com/1901/12/19/archives/new-east-river-bridge-plan-was-adopted-calls-for-widening-of.html|issn=0362-4331|access-date=December 18, 2023|postscript=none}}; {{Cite news|date=December 19, 1901|title=Proposed Improvement at the Manhattan End of the New East River Bridge|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-proposed-improv/137036913/|access-date=December 18, 2023}}</ref> A smaller plaza in Manhattan was approved between Suffolk and Clinton streets in early 1903,<ref>{{Cite news|date=March 21, 1903|title=Bridge Approaches Chosen; Board of Estimate Decides on the Widening of Several Streets.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1903/03/21/archives/bridge-approaches-chosen-board-of-estimate-decides-on-the-widening.html|access-date=December 21, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=March 21, 1903|title=Pass Delancey-st. Widening|pages=6|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-pass-delancey-st-widen/137185952/|access-date=December 21, 2023}}</ref> but there were delays in the widening of Delancey Street.<ref>{{Cite news|date=February 14, 1903|title=A Bridge; No Approach: That Will Be the Situation With the Williamsburg Structure|pages=1|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-a-bridge-no-approach/137185508/|access-date=December 21, 2023}}</ref> To distribute traffic across the Lower East Side, [[Allen Street]] was also widened after the bridge was finished.<ref>{{Cite news|date=February 29, 1928|title=Allen Street No Longer Alley Where Little Shops Sold Brass: Where Candlesticks And Samovars And Grinning Buddhas Lurked From Behind Grimy Windows Now Winds Wide New York Boulevard|page=11|work=The China Press|id={{ProQuest|1321295487}}}}</ref>

=== Lindenthal takeover and completion ===
[[File:Williamsburg Bridge nach Brand.jpg|thumb|250px|The bridge was damaged by fire while under construction in 1902.|alt=The bridge's cables in the aftermath of a fire in 1902]] [[Gustav Lindenthal]] took office as the city's bridge commissioner on January 1, 1902,<ref>{{Cite news|date=January 2, 1902|title=Work on New Bridge Must Now Be Pushed|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-work-on-new-bri/137099701/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=January 2, 1902|title=Buck to Be Chief Engineer|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-buck-to-be-chief-en/137099745/|access-date=December 20, 2023}}</ref> and predicted the bridge could be finished within 20 months.<ref>{{Cite news|date=February 4, 1902|title=Enough Cash Available to Build New Bridge|pages=20|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-enough-cash-ava/137100101/|access-date=December 20, 2023}}</ref> The anchorages, towers, and approaches were finished at the time,<ref>{{Cite news|date=February 16, 1902|title=Rapid Construction of New East River Bridge; To Be Finished About the Same Time as the Underground Road and to Relieve the Present Pressure on the Old Structure.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1902/02/16/archives/rapid-construction-of-new-east-river-bridge-to-be-finished-about.html|access-date=December 20, 2023|issn=0362-4331}}</ref> but the main cables were only one-fifth completed.<ref>{{Cite news|date=February 18, 1902|title=Lindenthal Dissatisfied|pages=10|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-lindenthal-dissatisfied/137101056/|access-date=December 20, 2023}}</ref> [[Edward M. Grout]], who became city controller the same year, decided to acquire the remaining land for the bridge via private purchase rather than via condemnation.<ref name="n137244225">{{Cite news|date=December 19, 1903|title=The Building of the Williamsburg Bridge|pages=4|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-the-building-of-the-w/137244225/|access-date=December 22, 2023}}</ref> The East River Bridge was renamed the Williamsburg Bridge in March 1902.<ref>{{Cite news|date=March 19, 1902|title=Aldermen's Lively War; New East River Bridges Named by the Board. Commissioner Woodbury Attacked and His Resolution for a Brooklyn Deputy Lost – the Chairman Denounced.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1902/03/19/101265970.pdf|url-status=live|access-date=December 23, 2017|archive-url=https://web.archive.org/web/20210529082920/https://timesmachine.nytimes.com/timesmachine/1902/03/19/101265970.pdf|archive-date=May 29, 2021|issn=0362-4331|postscript=none}}; {{Cite news|date=March 19, 1902|title=Municipal Digest|pages=7|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-municipal-diges/137101395/|access-date=December 20, 2023}}</ref> Soon after, several engineers working on the bridge resigned, and Lindenthal also asked for Buck's resignation.<ref>{{Cite news|date=April 15, 1902|title=Buck Tells Lindenthal He Will Never Resign|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-buck-tells-lind/137103012/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=April 16, 1902|title=Crisis in Bridge Affairs Is Nearly at Hand|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-crisis-in-bridge-af/137103117/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=April 17, 1902|title=Petition for Buck|pages=3|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-petition-for-buck/137103135/|access-date=December 20, 2023}}</ref> Lindenthal promised to fine the Roeblings $1,000 a day once their contract expired that April.<ref>{{Cite news|date=February 7, 1902|title=Relief in More Bridges|pages=1|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-relief-in-more-bridges/137100451/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=February 7, 1902|title=Roebling Must Make Good|pages=4|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-roebling-must-make-good/137100471/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=February 6, 1902|title=Rush East River Bridge Is the Order to Roeblings|pages=4|work=The Evening World|via=newspapers.com|url=https://www.newspapers.com/article/the-evening-world-rush-east-river-bridge/137100521/|access-date=December 20, 2023}}</ref> He made his first official visit to the bridge at the beginning of that May,<ref>{{Cite news|date=May 1, 1902|title=Lindenthal Crosses New East River Bridge|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-lindenthal-cros/137103871/|access-date=December 20, 2023}}</ref> and he agreed to retain Buck as a consulting engineer.<ref>{{Cite news|date=May 1, 1902|title=Engineer Buck's Salary Cut; Made Consulting Engineer of Williamsburg Bridge.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1902/05/01/archives/engineer-bucks-salary-cut-made-consulting-engineer-of-williamsburg.html|access-date=December 21, 2023|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|571216187}}|title=A Compromise Over Buck: Lindenthal Appoints Him Consulting Engineer of Williamsburg Bridge—new Chief Engineer to Be Named|date=May 1, 1902|page=6|work=New-York Tribune|issn=1941-0646}}</ref> Mayor [[Seth Low]] visited the bridge in June,<ref>{{Cite news|date=June 18, 1902|title=Mayor Climbs 360 Feet; Views the City from Tower of New East River Bridge.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1902/06/18/archives/mayor-climbs-360-feet-views-the-city-from-tower-of-new-east-river.html|access-date=December 20, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=June 17, 1902|title=Mayor Low Inspects Work on New Bridge|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-mayor-low-inspects-work-on-n/137098478/|access-date=December 20, 2023|postscript=none}}; {{Cite news|date=June 17, 1902|title=Will Open New Bridge Early in October, 1903|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-will-open-new-bridg/137152359/|access-date=December 21, 2023}}</ref> and the main cables were completed later that month.<ref>{{Cite news|date=June 27, 1902|title=Last Wire of the Cables Stretched on New Bridge|pages=22|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-last-wire-of-th/137154055/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=June 27, 1902|title=Last Cable to Be Finished Today|pages=6|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-last-cable-to-be-finish/137154216/|access-date=December 21, 2023}}</ref>

Hornbostel filed modified plans for the piers and anchorages in July<ref>{{Cite news|date=July 9, 1902|title=Many Changes Planned on New E. R. Bridge|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-many-changes-planne/137155247/|access-date=December 21, 2023}}</ref> and announced that the bridge would be illuminated at night.<ref>{{Cite news|date=July 14, 1902|title=Williamsburg Bridge|pages=1|work=Democrat and Chronicle|via=newspapers.com|url=https://www.newspapers.com/article/democrat-and-chronicle-williamsburg-brid/137155119/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=July 13, 1902|title=Hornbostel's Plans to Beautify Bridges|pages=44|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-hornbostels-pl/137155316/|access-date=December 21, 2023}}</ref> Railings were being installed on the nearly-complete Brooklyn approach viaduct,<ref>{{Cite news|date=August 27, 1902|title=New Bridge Approach|pages=3|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-new-bridge-approach/137175420/|access-date=December 21, 2023}}</ref> workers began installing vertical suspender cables,<ref name="n137244225" /> and the Manhattan viaduct was proceeding slowly due to steel shortages.<ref>{{Cite news|date=August 12, 1902|title=Bridge Commissioner Wants Grades Changed|pages=3|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-bridge-commissioner-w/137176372/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=August 12, 1902|title='Conflicting Interests' Delay Bridge Relief|pages=1, [https://www.newspapers.com/article/the-brooklyn-citizen-conflicting-intere/137176303/ 10]|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-conflicting-intere/137175996/|access-date=December 21, 2023}}</ref> That September, public hearings on the widening and extension of Delancey Street were held,<ref>{{Cite news|date=September 6, 1902|title=Object to New Street|pages=5|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-object-to-new-stree/137177157/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=September 6, 1902|title=Board of Estimate and New Bridge Terminal|pages=4|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-board-of-estimate-and/137177289/|access-date=December 21, 2023}}</ref> and Low approved [[Grade (slope)|changes of grade]] for several streets around the bridge's approach viaducts.<ref>{{Cite news|date=September 23, 1902|title=Bridge Approach Resolutions Approved|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-bridge-approach-resol/137177913/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=September 24, 1902|title=New-York City|pages=16|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/article/new-york-tribune-new-york-city/137177417/|access-date=December 21, 2023}}</ref> The Roebling Company negotiated a contract with Lindenthal in October to avoid paying a fine for the cables,<ref>{{Cite news|date=October 1, 1902|title=Plan to Beat Overtime Penalty on New Bridge|pages=8|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-plan-to-beat-overti/137179404/|access-date=December 21, 2023}}</ref> and they also began wrapping the cables with [[duck cloth]].<ref>{{Cite news|date=October 1, 1902|title=Roeblings Liable for Large Overtime Penalty|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-roeblings-liable-for/137179733/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=October 1, 1902|title=Plan to Beat Overtime Penalty on New Bridge|pages=8|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-plan-to-beat-overti/137179404/|access-date=December 21, 2023}}</ref> A judge ruled in 1905 that the city could not penalize the Roeblings for the delays.<ref>{{Cite news|date=September 7, 1905|title=The Roeblings Win; City Can't Blame Them for Williamsburg Bridge Delay, Parker Finds.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1905/09/07/archives/the-roeblings-win-city-cant-blame-them-for-williamsburg-bridge.html|access-date=December 25, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=September 7, 1905|title=City Must Pay Roebling Co.|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-city-must-pay-r/137386356/|access-date=December 25, 2023}}</ref>

Following a fire on the Brooklyn side in November 1902,<ref>{{cite news|id={{ProQuest|571311683}}|title=Only the Lofty Towers and Big Cables Remain|date=November 11, 1902|page=1|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=November 11, 1902|title=East River Bridge Tower in Flames; Great Cables of Williamsburg Structure Endangered.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1902/11/11/117983145.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20210529082924/https://timesmachine.nytimes.com/timesmachine/1902/11/11/117983145.pdf|archive-date=May 29, 2021|issn=0362-4331|postscript=none}}; {{Cite news|date=November 11, 1902|title=East River Bridge a Mass of Seething Flames for Hours|pages=1, [https://www.newspapers.com/article/the-standard-union-east-river-bridge-a-m/137181761/ 2]|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-east-river-bridge-a-m/137181709/|access-date=December 21, 2023}}</ref> the cables sustained $50,000 in damage.<ref>{{Cite news|date=November 11, 1902|title=Bridge Cables Safe|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-bridge-cables-safe/137180236/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=November 12, 1902|title=Lighted Match Caused It: East River Bridge Fire Due to a Workman's Carelessness|page=6|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571310985}}|postscript=none}}; {{Cite news|date=November 12, 1902|title=Big Bridge Cables Resisted the Fire; Damage to New East River Structure Not More Than $50,000. Fire Again Appears in the Wreckage, but Is Soon Extinguished – No Insurance Carried.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1902/11/12/archives/big-bridge-cables-resisted-the-fire-damage-to-new-east-river.html|access-date=December 21, 2023|issn=0362-4331}}</ref> Work on the cables resumed in mid-December 1902.<ref>{{Cite news|date=January 25, 1903|title=Williamsburg's Bridge|pages=22|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-williamsburgs-brid/137182387/|access-date=December 21, 2023}}</ref>  By the beginning of 1903, the Manhattan approach was still less than half complete; workers were also constructing the main span across the East River, starting at either suspension tower and progressing toward the middle.<ref name="The Brooklyn Citizen 1903 3">{{Cite news|date=January 7, 1903|title=To Stop Black Coal Smoke|pages=7|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-to-stop-black-coal/137183123/|access-date=December 21, 2023}}</ref> The same month, the waterproofing of the main cables was finished,<ref name="The Brooklyn Citizen 1903 3" /> and the Municipal Art Commission approved some of [[Henry Hornbostel]]'s proposed decorations for the bridge.<ref>{{Cite news|date=January 14, 1903|title=Beautiful Towers for the New Bridge|pages=1|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-beautiful-towers-for-the-new/137184594/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=January 13, 1903|title=Artistic Plans for Williamsburg Bridge|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-artistic-plans-for-wi/137184561/|access-date=December 21, 2023}}</ref> After asking Hornbostel to redesign [[minaret]]s atop the towers,<ref>{{Cite news|date=March 10, 1903|title=Art on the New Bridges|pages=12|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-art-on-the-new-brid/137184454/|access-date=December 21, 2023}}</ref> although the revised plans were rejected as too expensive.<ref>{{Cite news|date=November 11, 1903|title=Art Commission Turns Down Hornbostel's Plan|pages=3|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-art-commission-turns-down-ho/137238662/|access-date=December 22, 2023}}</ref> The Manhattan and Brooklyn halves of the main span were riveted together at the end of February 1903.<ref>{{Cite news|date=February 25, 1903|title=East River Bridge|pages=7|work=The Buffalo Commercial|via=newspapers.com|url=https://www.newspapers.com/article/the-buffalo-commercial-east-river-bridge/137185182/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=February 25, 1903|title=Steel Ends Joined To-day|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-steel-ends-joined-t/137185210/|access-date=December 21, 2023}}</ref> Contracts for the main span's steel underfloor and wood pavements were awarded that June.<ref name=":0">{{Cite news|date=June 3, 1903|title=Work on the Bridges|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-work-on-the-bridges/137191766/|access-date=December 21, 2023}}</ref> The Williamsburg Bridge was 98 percent complete as of that month,<ref>{{Cite news|date=November 10, 1903|title=Lindenthal's Tribute to the Late C. C. Martin|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-lindenthals-tribute/137239750/|access-date=December 22, 2023}}</ref> and the damaged cables were still being repaired, and workers were painting and riveting the bridge and its approach viaducts.<ref>{{Cite news|date=June 30, 1903|title=Williamsburg Bridge Work|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-williamsburg-bridge/137193649/|access-date=December 21, 2023}}</ref>

The Board of Estimate appropriated $1.55 million for the bridge at the beginning of July.<ref>{{Cite news|date=July 2, 1903|title=Board of Estimate Votes $8,000,000; City Appropriations for Many Purposes Passed. Blackwell's Island Bridge Gets $3,860,000 And Williamsburg Bridge $1,550,000 – Croton Dam Track Change Approved.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1903/07/02/archives/board-of-estimate-votes-8000000-city-appropriations-for-many.html|access-date=December 21, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=July 2, 1903|title=Large Sums for Brooklyn|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-large-sums-for-broo/137193760/|access-date=December 21, 2023}}</ref> By then, residents of Williamsburg had expressed concerns that the bridge would not open as scheduled at the end of that year.<ref>{{Cite news|date=July 25, 1903|title=Possible Bridge Delay Disturbs E. D. Public|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-possible-bridge-delay-distur/137193891/|access-date=December 21, 2023}}</ref> The next month, Lindenthal requested bids to infill the tops of the anchorages with concrete,<ref>{{Cite news|date=August 13, 1903|title=Anchor Chain Tunnels on Williamsburg Bridge|pages=4|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-anchor-chain-tunnels/137194792/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=August 13, 1903|title=Anchor Chain Tunnels|pages=4|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-anchor-chain-tunnels/137195185/|access-date=December 21, 2023}}</ref> and he received bids for the completion of the roadways and the approach viaducts' decks.<ref>{{Cite news|date=August 15, 1903|title=Bids to Finish Williamsburg Bridge|pages=12|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-bids-to-finish-willia/137195436/|access-date=December 21, 2023|issn=0362-4331}}</ref> Workers also cleared land for the Williamsburg Bridge's Brooklyn plaza<ref>{{Cite news|date=September 20, 1903|title=Plaza Will Replace Old Buildings|pages=13|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-plaza-will-replace/137195634/|access-date=December 21, 2023}}</ref> and began constructing a playground beneath the Brooklyn approach viaduct.<ref>{{Cite news|date=October 18, 1903|title=Brooklyn Approach to the Williamsburg Bridge Is Now Ready for Grading|pages=24|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-brooklyn-approach-to/137196393/|access-date=December 21, 2023}}</ref> Lindenthal requested bids for the footpaths that September.<ref>{{Cite news|date=September 27, 1903|title=Footwalk Flooring Bids|pages=3|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-footwalk-flooring-bid/137195734/|access-date=December 21, 2023}}</ref> The flooring and pavement of the bridge's north roadway was laid first, followed by that of the south roadway.<ref>{{Cite news|date=October 12, 1903|title=Pushing the Work on Williamsburg Bridge|pages=12|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-pushing-the-work-on-w/137195863/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=October 12, 1903|title=Williamsburgh Bridge Work|pages=2|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-williamsburgh-bridge-work/137196306/|access-date=December 21, 2023}}</ref> By late October, paving had commenced at the Brooklyn end,<ref>{{Cite news|date=October 26, 1903|title=Williamsburg Bridge|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-williamsburg-bridge/137196184/|access-date=December 22, 2023|postscript=none}}; {{Cite news|date=October 26, 1903|title=Contractor Pushes Work on Williamsburg Bridge|pages=6|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-contractor-pushes-wor/137236337/|access-date=December 22, 2023}}</ref> and Lindenthal had received bids for the paving of the Brooklyn plaza.<ref>{{Cite news|date=October 22, 1903|title=Bridge Plaza Paving Work|pages=6|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bridge-plaza-pa/137236436/|access-date=December 22, 2023}}</ref> Almost everything was complete the following month, aside from paving, some riveting, and anchorage arches.<ref name="nyt-1903-11-10">{{Cite news|date=November 10, 1903|title=Preparing to Open Williamsburg Bridge; Lindenthal Thinks Traffic May Be Admitted Dec. 1. Aldermanic Committee Arranging an Elaborate Celebration – Trolley Franchise Question Left Over to the Incoming Administration.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1903/11/10/archives/preparing-to-open-williamsburg-bridge-lindenthal-thinks-traffic-may.html|access-date=December 22, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=November 10, 1903|title=New E. D. Bridge Cannot Be Used|pages=1, [https://www.newspapers.com/article/the-brooklyn-citizen-new-e-d-bridge-ca/137238206/ 2]|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-e-d-bridge-ca/137237133/|access-date=December 22, 2023}}</ref> Local civic organizations planned celebrations in advance of the bridge's opening.<ref>{{Cite news|date=November 15, 1903|title=New Bridge Opening to Be Worthily Commemorated|pages=45|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-bridge-open/137238847/|access-date=December 22, 2023}}</ref><ref name="nyt-1903-11-29">{{Cite news|date=November 29, 1903|title=Opening the New East River Bridge; Plans of the Aldermanio Committee to Make the Occasion Memorable. Some Figures Which Show the Enormity of the Williamsburg Structure – The Story of Its Building.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1903/11/29/archives/opening-the-new-east-river-bridge-plans-of-the-aldermanio-committee.html|access-date=December 22, 2023|issn=0362-4331}}</ref> Low inspected the bridge on December 12, a week before its scheduled opening.<ref>{{Cite news|date=December 13, 1903|title=Mayor Low Inspects Williamsburg Bridge; Walks Over It to the Brooklyn Side and Back Again. Declines to Say Anything About Its Condition-Programme Of the Marine Parade on the Opening Night.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1903/12/13/archives/mayor-low-inspects-williamsburg-bridge-walks-over-it-to-the.html|access-date=December 22, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=December 13, 1903|title=Mayor Inspects New Bridge|pages=9|work=The Sun|via=newspapers.com|url=https://www.newspapers.com/article/the-sun-mayor-inspects-new-bridge/137243159/|access-date=December 22, 2023}}</ref>

== Operational history<span class="anchor" id="Operation"></span> ==

=== Opening and 1900s ===
[[File:WilliamsburgBridge1903opening.ogv|250px|thumb|Historic film clip of a procession during the opening of the Williamsburg Bridge in 1903]]
The bridge opened on December 19, 1903, with fireworks and parades.<ref>{{Cite news|date=December 20, 1903|title=New Bridge in a Glory of Fire; Wind-Up Of Opening Ceremonies a Brilliant Scene. Big Fleet in Parade Daylight Dedication Ceremonies and Night Spectacle Witnessed by Immense Crowds – Enthusiasm on Both Sides of the River.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1903/12/20/105070115.pdf|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20190629213559/https://timesmachine.nytimes.com/timesmachine/1903/12/20/105070115.pdf|archive-date=June 29, 2019|issn=0362-4331|postscript=none}}; {{Cite news|date=December 21, 1903|title=Many Cross New Bridge|work=New-York Tribune|via=newspapers.com|url=https://www.newspapers.com/clip/81341552/new-york-tribune/|access-date=July 12, 2021}}</ref><ref name="The Brooklyn Citizen 1903 2">{{Cite news|date=December 19, 1903|title=Erection of Bridge a Triumph of Genius|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-erection-of-bridge/137241124/|access-date=December 22, 2023}}</ref> The span had cost $11&nbsp;million (${{Inflation|index=US-GDP|value=11|start_year=1903|r=1}}&nbsp;million in {{Inflation/year|US-GDP}}).<ref name="nyt-1903-11-29" /><ref name="The Brooklyn Citizen 1903 2" /> The footpaths and northern roadway were not complete.<ref>{{Cite news|date=December 10, 1903|title=Williamsburg Bridge "Opening" Premature; Absolutely No Work Has Been Done on Footpaths. More Money Asked for Fireworks – Mayor Low Suggests Saving by Dropping Leaders' Pictures.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1903/12/10/archives/williamsburg-bridge-opening-premature-absolutely-no-work-has-been.html|access-date=December 22, 2023|issn=0362-4331}}</ref> No streetcar tracks had been laid,<ref name="nyt-1903-11-10" /> and the [[rapid transit]] tracks (carrying the [[New York City Subway]]) ended in midair on the Manhattan side and could not be used.<ref>{{Cite news|date=November 11, 1903|title=Useless Elevated Tracks on Williamsburgh Bridge|pages=4|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-useless-elevated-tracks-on-w/137238568/|access-date=December 22, 2023}}</ref>  Both pedestrians and vehicles shared the southern roadway; pedestrians were allowed to use the northern roadway starting January 21, 1904.<ref>{{Cite news|date=January 21, 1904|title=Pedestrians on Williamsburg Bridge|pages=16|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-pedestrians-on-willia/137238428/|access-date=December 22, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=January 20, 1904|title=New Roadway to Be Opened|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-roadway-to/137246686/|access-date=December 22, 2023}}</ref>  [[George B. McClellan Jr.]], who had become mayor at the beginning of the year, wanted streetcar service across the bridge as soon as possible.<ref>{{Cite news|date=March 4, 1904|title=Mayor Wants Cars on New Bridge at Once; Orders Temporary Station Built at Manhattan Terminal|language=en-US|work=The New York Times|url=https://www.nytimes.com/1904/03/04/archives/mayor-wants-cars-on-new-bridge-at-once-orders-temporary-station.html|access-date=December 22, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=March 3, 1904|title=Cars on New Bridge First Necessity, Says Mayor|pages=2|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-cars-on-new-bridge-fi/137247141/|access-date=December 22, 2023}}</ref> The city's bridge commissioner received bids for the construction of streetcar tracks that April,<ref>{{Cite news|date=April 8, 1904|title=Naughton & Co. Did Bid|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-naughton-co/137247670/|access-date=December 22, 2023}}</ref> and one of the dedicated pedestrian paths opened without ceremony on April 23.<ref>{{Cite news|date=April 24, 1904|title=New Bridge Footpath Open; Great Crowd Passes Over the Williamsburg Structure.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1904/04/24/archives/new-bridge-footpath-open-great-crowd-passes-over-the-williamsburg.html|access-date=December 22, 2023|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|571426774}}|title=Home News: New-York City|date=April 24, 1904|page=12|work=New-York Tribune|issn=1941-0646}}</ref>

At the end of May, the north roadway formally opened to vehicles, and the bridge's lights were turned on for the first time.<ref name="n137248339">{{Cite news|date=May 28, 1904|title=Lights on New Bridge Tonight|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-lights-on-new-b/137248327/|access-date=December 22, 2023|postscript=none}}; {{Cite news|date=May 27, 1904|title=Full Vehicle and Foot Passage on New Bridge|pages=2|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-full-vehicle-and-foot/137248339/|access-date=December 22, 2023}}</ref> A street vendors' market opened under the Manhattan approach in mid-1904, despite opposition from some street vendors.<ref name="nyt-1904-07-03">{{Cite news|date=July 3, 1904|title=Giving the Pushcart Men a Place of Business; Will Have the Biggest Thing of the Kind in the Country, But They Don't Like It.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1904/07/03/archives/giving-the-pushcart-men-a-place-of-business-will-have-the-biggest.html|access-date=December 22, 2023|issn=0362-4331}}</ref> Streetcar service on the bridge commenced November 4, 1904; there were surface-level streetcar terminals at both ends.<ref name="n571601151">{{Cite news|date=November 4, 1904|title=Jam, Not of Sightseers, On the E. D. Bridge Cars|pages=22|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-jam-not-of-sig/137249039/|access-date=December 22, 2023|postscript=none}}; {{Cite news|id={{ProQuest|571601151}}|title=Crush on New Bridge: 1,000 Cars Cross It Belief of Congestion on Brooklyn Span Expected|date=November 5, 1904|page=7|work=New-York Tribune|issn=1941-0646}}</ref> After streetcar service began on the bridge, the Manhattan end became congested.<ref>{{Cite news|date=July 8, 1905|title=Bridge Terminal Plan Is at Last Approved; Improvement of Brooklyn Structure Will Provide More Platforms|language=en-US|work=The New York Times|url=https://www.nytimes.com/1905/07/08/archives/bridge-terminal-plan-is-at-last-approved-improvement-of-brooklyn.html|access-date=December 25, 2023|issn=0362-4331}}</ref> By 1905, officials planned to build underground terminals for both rapid transit and streetcar lines.<ref name="nyt-1905-08-17">{{Cite news|date=August 17, 1905|title=Williamsburg Bridge Plans; Subway Branch Into the Manhattan Terminal, And No Elevated.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1905/08/17/archives/williamsburg-bridge-plans-subway-branch-into-the-manhattan-terminal.html|access-date=December 22, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=August 19, 1905|title=New Official Blunder Delays Bridge Terminal|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-official-bl/137249994/|access-date=December 22, 2023}}</ref> Upon the bridge's second anniversary in December 1905, the bridge received over $100,000 annually in revenue,<ref>{{Cite news|date=December 19, 1905|title=Williamsburg Bridge Doing Good Business|pages=18|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-williamsburg-br/137388430/|access-date=December 25, 2023}}</ref> but, by the next year, the bridge's revenues were almost entirely canceled out by its expenses.<ref>{{cite news|date=February 13, 1906|title=Bridge Revenues Small: Last Report Shows That Expenses Nearly Equal Receipts|page=9|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571742985}}}}</ref> In addition, the bridge's main span had shifted {{convert|3|in}} toward Brooklyn by late 1906, and rapid transit service on the bridge could not run until the misalignment was fixed.<ref>{{cite news|id={{ProQuest|571883556}}|title=Bridge Out of Place: Defies Engineers Twice Williamsburg Structure Is Three Inches Too Near Brooklyn|date=September 2, 1906|page=1|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=September 2, 1906|title=Williamsburg Bridge Slipping to Brooklyn; Has Such a Liking for the Borough That It Won't Hang True.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1906/09/02/archives/williamsburg-bridge-slipping-to-brooklyn-has-such-a-liking-for-the.html|access-date=December 25, 2023|issn=0362-4331}}</ref>

''[[The Wall Street Journal]]'' wrote in 1907 that, even as the rapid transit tracks lay unused, vehicular congestion on the Williamsburg Bridge rivaled that on the Brooklyn Bridge;<ref>{{cite news|date=April 18, 1907|title=Brooklyn Rapid Transit: Will Use Williamsburg Bridge Tracks Soon. City Administration Largely Responsible for Three Years Delay and Present Congestion.|page=5|work=The Wall Street Journal|issn=0099-9660|id={{ProQuest|129073960}}}}</ref> another critic said that only ten percent of the bridge's capacity was actively being used.<ref>{{Cite news|date=March 21, 1908|title=Commissioner Bassett Talked Transit to an Interested Audience in Calvary Church|pages=7|work=The Chat|via=newspapers.com|url=https://www.newspapers.com/article/the-chat-commissioner-bassett-talked-tra/137387952/|access-date=December 25, 2023}}</ref> The underground streetcar terminal in Manhattan opened in May 1908.<ref name="p572112654">{{cite news|id={{ProQuest|572112654}}|title=Bad Start for New Subway Loop: Service Tied Up Twice by Trouble at the Williamsburg Bridge|date=May 20, 1908|page=4|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=May 19, 1908|title=Bridge Subway Loops Are Formally Opened|pages=11|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bridge-subway-l/137388079/|access-date=December 25, 2023}}</ref> When rapid transit service began running across the bridge that September,<ref name="p572116957">{{cite news|id={{ProQuest|572116957}}|title=Mayor a Motorman: Runs Car Over Bridge Governor's Father Speaks at Cele Bration in Williamsburg|date=September 17, 1908|page=5|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=September 17, 1908|title=Mayor Runs a Train Over New Bridge|language=en-US|work=The New York Times|url=https://www.nytimes.com/1908/09/17/archives/mayor-runs-a-train-over-new-bridge-brooklyn-celebrates-opening-of.html|access-date=January 26, 2020|issn=0362-4331}}</ref> the ''Brooklyn Daily Eagle'' wrote that the bridge's capacity had increased by several hundred percent.<ref name="n137387805">{{Cite news|date=September 16, 1908|title=Full Utility of the Williamsburg Bridge Provides Many Sections With Added Transit Facilities|pages=24|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-full-utility-of/137387805/|access-date=December 25, 2023}}</ref> The opening of the bridge's rapid transit tracks had been expected to draw passengers away from the streetcars.<ref>{{cite news|id={{ProQuest|129144109}}|title=B.R.T. Will Soon Run Trains Across Williamsburg Bridge.: This Will Attract Considerable Traffic to Elevated Trains That Now Goes to Surface Lines.|date=April 17, 1908|page=5|work=The Wall Street Journal|issn=0099-9660}}</ref> The [[City Club of New York]], later that year, requested that engineers inspect the bridge.<ref>{{Cite news|date=December 18, 1908|title=Say Williamsburg Bridge Is Unsafe; City Club, Asking Investigation of Manhattan Structure, Says Other Needs Bracing|language=en-US|work=The New York Times|url=https://www.nytimes.com/1908/12/18/archives/say-williamsburg-bridge-is-unsafe-city-club-asking-investigation-of.html|access-date=December 26, 2023|issn=0362-4331}}</ref> Engineers were planning to strengthen the bridge by late 1909, amid a sharp increase in traffic; the city's bridge commissioners denied that the bridge was unsafe.<ref>{{cite news|id={{ProQuest|572311020}}|title=Million Not Needed: Commissioner Says Williamsburg Bridge Is Safe|date=November 10, 1909|page=10|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=November 10, 1909|title=Williamsburg Bridge to Be Made Stronger: Increasing Traffic Between New York and Brooklyn Makes Changes Necessary|page=1|work=Courier-Journal|id={{ProQuest|1017426990}}}}</ref>

=== 1910s and 1920s ===
[[File:Williamsburg Bridge 3.jpg|thumb|View of one suspension tower]]
By 1912, some of the smaller cables in the bridge's anchorages had already snapped,<ref name="Boorstin 1987">{{Cite news|last=Boorstin|first=Robert O.|date=January 26, 1987|title=A Critical Point for Bridge Repair Plan: Plan to Fix Cables on Williamsburg Bridge at a Critical Point|url=https://www.nytimes.com/1987/01/26/nyregion/a-critical-point-for-bridge-repair-plan-921-56813.html|url-status=live|archive-url=https://web.archive.org/web/20171228054415/https://www.nytimes.com/1987/01/26/nyregion/a-critical-point-for-bridge-repair-plan-921-56813.html|archive-date=December 28, 2017|access-date=December 27, 2017|work=The New York Times|language=en-US|issn=0362-4331}}</ref><ref name="n138037718">{{Cite news|last=Seaton|first=Charles|date=October 25, 1987|title=Williamsburg Decision: A Rough Bridge to Cross|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-williamsburg-decision-a-roug/138037718/|access-date=January 4, 2024|work=Daily News|pages=792, [https://www.newspapers.com/article/daily-news-williamsburg-decision-a-roug/138037778/ 793]}}</ref> as they had not been [[galvanized]] during construction.<ref name="n26645265">{{Cite news|last=Larkin|first=Kathy|date=November 16, 1982|title=Bridges: Splashdown Crisis|pages=96|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news/26645265/|access-date=January 4, 2024}}</ref><ref name="Levine 1987">{{Cite news|last=Levine|first=Richard|date=August 19, 1987|title=A Bridge Dilemma: Patch It or Scrap It|language=en-US|work=The New York Times|url=https://www.nytimes.com/1987/08/19/nyregion/a-bridge-dilemma-patch-it-or-scrap-it.html|url-status=live|access-date=December 27, 2017|archive-url=https://web.archive.org/web/20171228054629/https://www.nytimes.com/1987/08/19/nyregion/a-bridge-dilemma-patch-it-or-scrap-it.html|archive-date=December 28, 2017|issn=0362-4331}}</ref> To strengthen the bridge, workers installed new pins to connect the trusses of the approach spans and main span, which was completed in 1914.<ref>{{Cite news|date=May 29, 1914|title=New Pins Fit Bridge for Subway Strain; Great Engineering Feat Strengthens Williamsburg Structure at Weak Spots.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1914/05/29/archives/new-pins-fit-bridge-for-subway-strain-great-engineering-feat.html|access-date=December 26, 2023|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|575225135}}|title=Unique Feat Doubled Strength of Williamsburg Bridge|date=May 31, 1914|page=D5|work=New-York Tribune|issn=1941-0646}}</ref><ref name="p527713447a">{{Cite magazine|date=June 1, 1914|title=Replacing Pins in the Williamsburg Bridge: An Exceptional Boring Operation Performed Under Unusual Difficulties|magazine=Machinery|volume=20|issue=10|page=865|id={{ProQuest|527713447}}}}</ref> Workers also added several support towers under either side span.<ref name="Boorstin 1987" /><ref name="p527713447a" /> The [[Brooklyn Rapid Transit Company]] (BRT) threatened to stop operating streetcars across the bridge in 1915 due to disagreements over streetcar fees.<ref>{{Cite news|date=July 28, 1915|title=B.R.T. Ready to Quit Williamsburg Span; At a Deadlock with Bridge Commissioner Over Payment for Franchise.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1915/07/28/archives/brt-ready-to-quit-williamsburg-span-at-a-deadlock-with-bridge.html|access-date=December 26, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=July 27, 1915|title=B. R. T. Threatens to Stop Bridge Cars|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-b-r-t-threatens-to/137446864/|access-date=December 27, 2023}}</ref> A state judge ruled the next year that the BRT did not have to pay any fees because it also ran rapid transit across the bridge.<ref>{{Cite news|date=March 26, 1916|title=B.R.T. Needn't Pay Car Tolls on Bridge; City Cannot Charge for Williamsburg Structure, Justice Erlanger Holds.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1916/03/26/archives/brt-neednt-pay-car-tolls-on-bridge-city-cannot-charge-for.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=March 26, 1916|title=Kracke Loses Fight over Bridge Tolls; Decision for B. R. T.|pages=82|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-kracke-loses-fi/137447852/|access-date=December 27, 2023}}</ref> Through the late 1910s, there were continued disputes over whether streetcar companies should pay to use the bridge.<ref>{{Cite news|date=January 13, 1918|title=Bridge Franchise Problem Left Over for Hylan to Solve|pages=48|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bridge-franchis/137450503/|access-date=December 27, 2023}}</ref> One city official claimed in 1918 that congestion on the Williamsburg Bridge had worsened because the BRT sent streetcars across the bridge without paying any fees.<ref>{{Cite news|date=March 2, 1918|title=Blames Congestion on the Bridge on the B. R. T. Co.|pages=13|work=The Chat|via=newspapers.com|url=https://www.newspapers.com/article/the-chat-blames-congestion-on-the-bridge/137450312/|access-date=December 27, 2023}}</ref>

Plant and Structures commissioner [[John H. Delaney]] proposed constructing an extra roadway for motor vehicles in 1919;<ref>{{Cite news|date=May 4, 1919|title=Asks New Bridge Path for Motor Vehicles|pages=39|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-asks-new-bridge/137450732/|access-date=December 27, 2023}}</ref> the southern walkway would have been converted for vehicular use, and all pedestrians would have been required to use the northern walkway.<ref>{{Cite news|date=May 30, 1919|title=Use Williamsburg Bridge Footwalk for Autos|pages=8|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-use-williamsbur/137450792/|access-date=December 27, 2023}}</ref> The bridge underwent emergency repairs in mid-1920 following a fire.<ref>{{Cite news|date=July 31, 1920|title=Williamsburg Span to Be Shut a Week; Commissioner Whalen Orders Steel Stringers and Will Work Three Shifts|language=en-US|work=The New York Times|url=https://www.nytimes.com/1920/07/31/archives/williamsburg-span-to-be-shut-a-week-commissioner-whalen-orders.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=July 31, 1920|title=Rush New Girders for Burned Bridge; Crush Is Relieved|pages=1, [https://www.newspapers.com/article/the-brooklyn-daily-eagle-rush-new-girder/137452387/ 22]|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-rush-new-girder/137452370/|access-date=December 27, 2023}}</ref> At the time, commercial vehicles used the north roadway and personal vehicles used the south roadway in both directions.<ref name=":1">{{Cite news|date=October 22, 1920|title=Hylan Directs Traffic; Aid In Relieving Congestion Due to New Williamsburg Bridge Order.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1920/10/22/archives/hylan-directs-traffic-aid-in-relieving-congestion-due-to-new.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=October 21, 1920|title=Mayor Regulates Traffic on Bridge – Does It Well|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mayor-regulates/137452029/|access-date=December 27, 2023}}</ref> In an attempt to alleviate congestion, during September 1920, the bridge carried westbound traffic only in the morning and eastbound traffic only in the afternoon; it carried traffic in both directions at other times.<ref>{{cite news|date=September 8, 1920|title=One-Way Traffic Will Continue on Bridges Despite Jam: Inspector O'Brien Convinced System Is Practical; Brooklyn Structure Has Worst Tie-Up In 37 Years|page=4|work=New-York Tribune|issn=1941-0646|id={{ProQuest|576278092}}}}</ref> The next month, mayor [[John Francis Hylan]] decreed that all westbound vehicles use the north roadway and all eastbound vehicles use the south roadway.<ref name=":1" /> There was an unsuccessful petition in 1921 to rename the bridge after former U.S. president [[Theodore Roosevelt]];<ref>{{cite news|id={{ProQuest|576518160}}|title=East Side Wants Bridge Renamed for Roosevelt: Manhattan Square and 59th Street Plaza Sites Also Considered by Aldermen|date=December 8, 1921|page=4|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=December 8, 1921|title=Would Name Bridge After Roosevelt; Aldermen Hear Argument for Proposition to Give Permanent Honor to Statesman.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1921/12/08/archives/would-name-bridge-after-roosevelt-aldermen-hear-argument-for.html|access-date=December 27, 2023|issn=0362-4331}}</ref> another effort in 1922 sought to rename the span the Broadway Bridge, after the street at its Brooklyn end.<ref>{{Cite news|date=November 28, 1922|title=Campaign Planned to Rename Bridge|pages=3|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-campaign-planned-to-r/137490205/|access-date=December 27, 2023|postscript=none}}; {{Cite news|date=October 9, 1922|title=Merchants Want Broadway Bridge|pages=9|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-merchants-want-broadway-brid/137490265/|access-date=December 27, 2023}}</ref> A galvanized sheath was placed around each of the main cables in 1922 to reduce damage, but water in the main cables caused the wires to rust.<ref name="Levine 1987" />

In 1925, Plant and Structures commissioner [[William Wirt Mills]] announced plans to construct two vehicular roadways on the bridge for $1.5 million. One of the roadways would have replaced the underused streetcar tracks on the north side of the bridge, while the other roadway would have been built above the remaining tracks on the south side.<ref>{{Cite news|date=January 21, 1925|title=Plan 2 Roadways to Relieve Bridge; Commissioner Asks for $1,500,000 Improvement to the Williamsburg Span|language=en-US|work=The New York Times|url=https://www.nytimes.com/1925/01/21/archives/plan-2-roadways-to-relieve-bridge-commissioner-asks-for-1500000.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=January 20, 1925|title=Mills Would Build $1,500,000 Roads on Williamsburg Span|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mills-would-bui/137491808/|access-date=December 27, 2023}}</ref> The same year, the [[Brooklyn–Manhattan Transit Corporation]] (BMT), the BRT's successor, announced that it would replace the Williamsburg Bridge's subway tracks.<ref>{{cite news|id={{ProQuest|1113099421}}|title=B.-M. T. To Spend $2,000,000 For Repairs in 1925: Board of Directors Authorizes Expenditures for Reconstruction of Tracks, Signals and Equipment|date=May 20, 1925|page=3|work=The New York Herald, New York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=May 20, 1925|title=B.M.T. PLANS WORK TO COST $2,000,000; Directors Approve Program of Improvements to Be Made This Year.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1925/05/20/archives/bmt-plans-work-to-cost-2000000-directors-approve-program-of.html|access-date=December 27, 2023|issn=0362-4331}}</ref> The span carried an average of 35,000 vehicles daily by 1926.<ref>{{cite news|date=June 20, 1926|title=Congestion Avoided On City Bridges by 'Keep Moving' Plan: Steady Flow of Cars Maintained on East River Structures, Where Pauses and Lagging Are Banned|page=D19|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1112592505}}}}</ref> An engineering report, commissioned for the city government in November 1929, suggested that an overpass be built over Clinton Street in Manhattan, and that trolley tracks on the Brooklyn side be rerouted, to reduce congestion.<ref>{{cite news|date=November 3, 1929|title=Footpaths Go To Speed Cars Across Bridges: 2-Deck Roadway on Queensboro Span Will Permit Separation of Traffic Viaducts Ease Congestion Alterations Under Way on the Manhattan Structure Queensboro Span as It Is Now and as It Will Be When Remodeled|page=A12|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1111989208}}}}</ref> City alderman [[Stephen A. Rudd]] also proposed linking the Brooklyn approach to [[Bushwick Avenue]] to alleviate congestion in that borough.<ref>{{Cite news|date=May 27, 1929|title=Rudd Would Build Highway From Williamsburg Span|pages=13|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-rudd-would-build-high/137499617/|access-date=December 27, 2023|postscript=none}}; {{Cite news|date=February 23, 1929|title=Alderman Rudd Proposes New Plan to Widen and Extend Bushwick Avenue|pages=1, [https://www.newspapers.com/article/the-chat-alderman-rudd-proposes-new-plan/137500013/ 6]|work=The Chat|via=newspapers.com|url=https://www.newspapers.com/article/the-chat-alderman-rudd-proposes-new-plan/137499962/|access-date=December 27, 2023}}</ref>

=== 1930s and 1940s ===
[[File:Bicycle and pedestrian lane, Williamsburg Bridge, New York City - 20200906.jpg|thumb|Bicycle and pedestrian path above one of the inner roadways]]
The trolley lines on the north side of the Williamsburg Bridge stopped running in January 1932 because the operators could not afford to repair the degraded tracks.<ref name="p1114848426">{{cite news|id={{ProQuest|1114848426}}|title=2 Surface Lines Quit Operations As Deficit Rises: Postoffice and Grand Street-Brooklyn Cars Had Runs Over Williamsburg Bridge On Its Last Day of Public Service|date=January 21, 1932|page=36|work=New York Herald Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=January 21, 1932|title=Bridge Trolley Lines Quit for Lack of Funds|pages=217|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-bridge-trolley-lines-quit-for/137500698/|access-date=December 27, 2023|postscript=none}}; {{Cite news|date=January 21, 1932|title=Bans Trolley Lines on East River Span; Transit Board Orders Service Across Williamsburg Bridge Discontinued Today|language=en-US|work=The New York Times|url=https://www.nytimes.com/1932/01/21/archives/bans-trolley-lines-on-east-river-span-transit-board-orders-service.html|access-date=December 27, 2023|issn=0362-4331}}</ref> City officials immediately announced plans to convert the tracks into an {{Convert|18|ft|m|-wide|adj=mid}} roadway;<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1932/01/22/100685135.pdf|title=Auto Road Planned or East River Span; City Moves to Convert Two Abandoned Trolley Lines into Traffic Lanes|date=January 22, 1932|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|postscript=none}}; {{Cite news|date=January 22, 1932|title=Williamsburgh Span to Get New Roadway|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-williamsburgh-s/137502316/|access-date=December 27, 2023}}</ref> later that year, workers began strengthening the bridge to accommodate the roadway.<ref>{{Cite news|date=September 27, 1932|title=Work Speeds on Highway for Williamsburg Bridge|pages=290|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-work-speeds-on-highway-for-wi/137501320/|access-date=December 27, 2023}}</ref> The tracks were being removed by 1933,<ref>{{Cite news|date=August 27, 1933|title=Trolley Line Removal Opens Bridge to Cars|pages=74|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-trolley-line-removal-opens-br/137502414/|access-date=December 27, 2023}}</ref> but further progress was delayed because of a labor shortage,<ref>{{Cite news|date=December 1, 1935|title=Lack of Men Stalls WPA Bridge Job|pages=105|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-lack-of-men-stalls-wpa-bridge/137503236/|access-date=December 27, 2023|postscript=none}}; {{Cite news|date=December 3, 1935|title=WPA Project Delayed; Lack of Skilled Labor Holds Up Williamsburg Bridge Work.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1935/12/03/archives/wpa-project-delayed-lack-of-skilled-labor-holds-up-williamsburg.html|access-date=December 27, 2023|issn=0362-4331}}</ref> and work was halted at one point due to a lack of funds.<ref>{{Cite news|date=April 19, 1935|title=PWA Marking Time on Bridge Speedway|pages=558|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-pwa-marking-time-on-bridge-sp/137503379/|access-date=December 27, 2023}}</ref> The work also involved correcting the [[Settlement (structural)|settlement]] of seven columns in Manhattan,<ref name="p1287057821" /> as well as new recreation areas at the bridge's Brooklyn end.<ref name="p1287057821">{{cite news|id={{ProQuest|1287057821}}|title=Traffic Capacity to Increase One-Third On Williamsburg Span When Rebuilding Is Ended|date=February 24, 1935|page=A10|work=New York Herald Tribune|issn=1941-0646}}</ref><ref>{{Cite news|date=March 4, 1935|title=New Recreation Area|pages=218|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-new-recreation-area/137504808/|access-date=December 27, 2023}}</ref> Workers also discovered in 1934 that the portions of the cables in the anchorages were leaking.<ref name="Levine 1987" /><ref name="n138037718" /> The two additional lanes, forming the northern inner roadway, ultimately cost $400,000<ref>{{Cite news|date=December 17, 1936|title=New Roadway to End Jams on Busy Span|pages=8|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-new-roadway-to/137503483/|access-date=December 27, 2023}}</ref> and opened on December 22, 1936, bringing the bridge's vehicular capacity to six lanes.<ref>{{cite news|date=December 23, 1936|title=Mayor Opens Roadway To Williamsburg Bridge|page=12|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1222196539}}|postscript=none}}; {{Cite news|date=December 23, 1936|title=Bridge Roadway Opened by Mayor; 1,000 Face a Biting Wind for Ceremony at Brooklyn End of Williamsburg Span|language=en-US|work=The New York Times|url=https://www.nytimes.com/1936/12/23/archives/bridge-roadway-opened-by-mayor-1000-face-a-biting-wind-for-ceremony.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=December 22, 1936|title=Mayor Drives 'One-Hoss Shay'|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mayor-drives-o/137505075/|access-date=December 27, 2023}}</ref> The northern inner roadway initially functioned as a reversible traffic lane.<ref>{{Cite news|date=April 26, 1936|title=Williamsburg Bridge Roadway Progressing|pages=121|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-williamsburg-bridge-roadway-p/137504042/|access-date=December 27, 2023}}</ref> By then, the bridge carried up to 50,000 vehicles a day (up from 2,900 daily vehicles in 1904), and other East River bridges were similarly congested.<ref>{{Cite news|date=December 18, 1936|title=Mayor to Cut Cord Starting Traffic Flow|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-mayor-to-cut-cord-s/137503799/|access-date=December 27, 2023}}</ref>

In June 1938, the [[Public Works Administration]] provided a grant to help fund the replacement of the outer roadways, which was to cost $334,000.<ref>{{Cite news|date=June 25, 1938|title=$31,328,500 Works Approved for City; PWA Authorizes 28 Schools, Hospitals, Bridges' and Other Enterprises|language=en-US|work=The New York Times|url=https://www.nytimes.com/1938/06/25/archives/31328500-works-approved-for-cityy-pwa-authorizes-28-schools.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|1251435121}}|title=$14,147,725 P.W.A. Funds Awarded City|date=June 25, 1938|page=1|work=New York Herald Tribune|issn=1941-0646}}</ref> The pedestrian path was also to be replaced for $200,000.<ref>{{Cite news|date=September 11, 1938|title=15 New Bridges Planned by City; Projects Costing $22,000,000 Listed in Program Submitted for Period Up to 1944|language=en-US|work=The New York Times|url=https://www.nytimes.com/1938/09/11/archives/15-new-bridges-planned-by-city-projects-costing-22000000-listed-in.html|access-date=December 27, 2023|issn=0362-4331}}</ref> The city's Department of Public Works closed the northern outer roadway in April 1939 for reconstruction,<ref>{{Cite news|date=April 2, 1939|title=Williamsburg Bridge to Get New Roadway; Westbound Lane Will Be Closed Today as Work Starts|language=en-US|work=The New York Times|url=https://www.nytimes.com/1939/04/02/archives/williamsburg-bridge-to-get-new-roadway-westbound-lane-will-be.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=March 31, 1939|title=Will Start New Roadway on Williamsburg Bridge|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-will-start-new/137505342/|access-date=December 27, 2023}}</ref> and it reopened that June.<ref>{{Cite news|date=June 25, 1939|title=New Williamsburg Roadway in Service|pages=90|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-new-williamsburg-roadway-in-s/137505915/|access-date=December 27, 2023}}</ref> Work on the southern outer roadway began in September,<ref>{{Cite news|date=November 19, 1939|title=New Bridge Roadway to Open Wednesday|pages=111|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-new-bridge-roadway-to-open-we/137506061/|access-date=December 27, 2023}}</ref> and that roadway reopened two months later, although workers were still rebuilding the railings on both of the outer roadways.<ref>{{Cite news|date=November 23, 1939|title=Open-Grating Span Impresses Mayor; On Tour of New Roadway, He Commends 'Very Fine Job' on Williamsburg Bridge|language=en-US|work=The New York Times|url=https://www.nytimes.com/1939/11/23/archives/opengrating-span-impresses-mayor-on-tour-of-new-roadway-he-commends.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=November 23, 1939|title=Mayor Inspects New Roadway on Bridge|pages=1|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mayor-inspects/137506144/|access-date=December 27, 2023}}</ref> As part of a [[Works Progress Administration]] project, the approach viaducts of all three roadways were repaved in concrete in 1941.<ref>{{Cite news|url=https://timesmachine.nytimes.com/timesmachine/1941/07/11/99236262.pdf|title=New Bridge Lanes Opened; Williamsburg Span Traffic Using Three Extra Roadways|date=July 11, 1941|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|postscript=none}}; {{Cite news|date=July 11, 1941|title=New Roadways on Local Span Open to Cars|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-roadways-on-loc/137506416/|access-date=December 27, 2023|postscript=none}}; {{Cite news|date=July 11, 1941|title=Williamsburg Span Paving Sets Record|pages=214|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-williamsburg-span-paving-sets/137506442/|access-date=December 27, 2023}}</ref> Workers poured {{Convert|600|gal|sp=us}} of linseed oil onto the cables during the 1940s in attempts to prevent corrosion.<ref name="n138037718" /><ref name="p277845353">{{cite news|last=Jetter|first=Alexis|date=November 22, 1987|title=Williamsburg Bridge Gets Checkup|work=Newsday|page=03|issn=2574-5298|id={{ProQuest|277845353}}}}</ref>

By 1946, the city government planned to spend $127,000 on structural repairs to the bridge.<ref>{{Cite news|date=April 11, 1946|title=City Must Scrape Up $127,000 To Fix Williamsburg Bridge|pages=2|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-city-must-scrap/137510795/|access-date=December 28, 2023}}</ref> The southern outer roadway was closed for repairs starting in April 1947,<ref>{{Cite news|date=April 13, 1947|title=Will Shut One Lane of Williamsburgh Bridge for Repairs|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-will-shut-one-l/137510970/|access-date=December 28, 2023|postscript=none}}; {{Cite news|date=April 13, 1947|title=Bridge Repair to Cut Traffic|pages=55|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-bridge-repair-to-cut-traffic/137511180/|access-date=December 28, 2023}}</ref> and rollers under the bridge's suspension towers were replaced the same year.<ref>{{Cite news|date=July 11, 1947|title=Span Repair Halts Traffic Over River; New Rockers Put Under Tower of Williamsburg Bridge to Eliminate 'Jolts'|language=en-US|work=The New York Times|url=https://www.nytimes.com/1947/07/11/archives/span-repair-halts-traffic-over-river-new-rockers-put-under-tower-of.html|access-date=December 28, 2023|issn=0362-4331}}</ref> The south outer roadway was completed in November 1947,<ref>{{Cite news|date=May 9, 1948|title=Bridge to Get New Roadway|pages=101|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-bridge-to-get-new-roadway/137512061/|access-date=December 28, 2023}}</ref> and the north outer roadway was closed in February 1948.<ref>{{Cite news|date=February 29, 1948|title=One Road Closed on Williamsburg Span|pages=10|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-one-road-closed/137511980/|access-date=December 28, 2023|postscript=none}}; {{Cite news|date=February 29, 1948|title=Bridge Roadway Shut for Repairs|pages=49|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-bridge-roadway-shut-for-repai/137512215/|access-date=December 28, 2023}}</ref> Meanwhile, the [[New York City Board of Estimate]] allocated $2.6 million in the city's 1948 capital budget to replace the bridge's south-side streetcar tracks with a roadway.<ref>{{Cite news|last=Potter|first=Robert W.|date=November 26, 1947|title=$6,391,520 Is Added to Capital Budget by Estimate BoarD; New Allowances for Hospitals and Schools Offset by Cuts on Less Urgent Projects|language=en-US|work=The New York Times|url=https://www.nytimes.com/1947/11/26/archives/6391520-is-added-to-capital-budget-by-estimate-board-new-allowances.html|access-date=December 28, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=November 26, 1947|title=City Asks $251 Million for '49 Improvements|pages=406|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-city-asks-251-million-for-4/137511698/|access-date=December 28, 2023}}</ref> All streetcar service ceased in December 1948,<ref name="The New York Times 1948" /> and construction on the south inner roadway began immediately after streetcar service ended.<ref>{{Cite news|date=October 30, 1949|title=Mayor to Officiate at Bridge Opening|pages=6|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-mayor-to-offici/137512407/|access-date=December 28, 2023}}</ref> The new roadway opened October 31, 1949.<ref>{{cite news|date=November 1, 1949|title=Dedicating a New Inner Roadway at Williamsburg Bridge|page=15|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1326882162}}|postscript=none}}; {{Cite news|date=November 1, 1949|title=Bridge Road Open, Symbolically Only|language=en-US|work=The New York Times|url=https://www.nytimes.com/1949/11/01/archives/bridge-road-open-symbolically-only.html|access-date=December 28, 2023|issn=0362-4331}}</ref> In conjunction with these projects, Delancey Street in Manhattan was widened to reduce congestion at the bridge's entrance.<ref>{{Cite news|date=May 1, 1949|title=Work Begins Soon on Bridge Plazas; First to Have Its Approaches Widened and Improved Will Be Williamsburg Span|language=en-US|work=The New York Times|url=https://www.nytimes.com/1949/05/01/archives/work-begins-soon-on-bridge-plazas-first-to-have-its-approaches.html|access-date=December 28, 2023|issn=0362-4331}}</ref>

=== 1950s to 1970s ===
The [[Horn Construction Company]] was hired in late 1949 to construct a short viaduct from the bridge's Brooklyn end to the [[Brooklyn–Queens Expressway]].<ref>{{cite news|date=December 11, 1949|title=Let Brooklyn Highway Job: Horn Co. Is Awarded $608,407 For Williamsburg Bridge Link|page=72|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1325143879}}|postscript=none}}; {{Cite news|date=December 8, 1949|title=Bridge Connection Contract Awarded|pages=30|work=Poughkeepsie Journal|via=newspapers.com|url=https://www.newspapers.com/article/poughkeepsie-journal-bridge-connection-c/137517728/|access-date=December 28, 2023}}</ref> This viaduct was completed in 1952, along with a section of the expressway to the [[Kosciuszko Bridge]].<ref>{{cite news|date=December 6, 1952|title=Williamsburg Bridge Section of Brooklyn Queens Expressway Opens|page=11|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1322472226}}|postscript=none}}; {{Cite news|date=December 6, 1952|title=Expressway Link Will Open Today; New Section at Williamsburg Bridge Is Part of 11-Mile Brooklyn-Queens Project|language=en-US|work=The New York Times|url=https://www.nytimes.com/1952/12/06/archives/expressway-link-will-open-today-new-section-at-williamsburg-bridge.html|access-date=December 28, 2023|issn=0362-4331}}</ref> During that decade, the city government employed one man to inspect the bridge regularly for cracks in the steelwork and the roadway.<ref>{{Cite news|last=Milburn|first=Terry|date=January 18, 1959|title=Ed's Life-Span Is a Bridge of Size|pages=414|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-eds-life-span-is-a-bridge-of/137925082/|access-date=January 3, 2024}}</ref> The bridge's roadways were repaved, and the structure itself was repainted, starting in late 1961;<ref>{{Cite news|last=Bennett|first=Charles G.|date=October 27, 1961|title=Repaving in Night Ordered for City; Mayor Finds Some Streets Require This to Expedite Daytime Traffic Flow|language=en-US|work=The New York Times|url=https://www.nytimes.com/1961/10/27/archives/repaving-in-night-ordered-for-city-mayor-finds-some-streets-require.html|access-date=January 3, 2024|issn=0362-4331|postscript=none}}; {{Cite news|date=December 22, 1961|title=Postpone Bridge Repair to April|pages=6|work=The Williamsburg News|via=newspapers.com|url=https://www.newspapers.com/article/the-williamsburg-news-postpone-bridge-re/137927085/|access-date=January 3, 2024}}</ref> workers again poured oil treatments on the Williamsburg Bridge's cables a few years later.<ref name="Levine 1987" /><ref name="n138037718" /> During the [[1966 New York City transit strike]], four of the lanes were converted to reversible lanes.<ref>{{Unbulleted list citebundle|{{cite news|id={{ProQuest|915532278}}|title=Traffic Heaviest Yet: Crisis Seen Near: Traffic Heaviest Yet; Crisis Near|first1=Ken|last1=Byerly|first2=John|last2=Cummings|date=January 10, 1966|page=1|work=Newsday|issn=2574-5298}}|{{Cite news|last=Arnold|first=Martin|date=January 8, 1966|title=2 Bridges and Tube Are Made One-Way In the Evening Rush; Upper Levels of 2 Bridges and Midtown Tunnel Go One-Way for the Evening Rush|language=en-US|work=The New York Times|url=https://www.nytimes.com/1966/01/08/archives/2-bridges-and-tube-are-made-oneway-in-the-evening-rush-upper-levels.html|access-date=January 3, 2024|issn=0362-4331}}}}</ref> Inspectors found varying degrees of corrosion under the bridge's outer roadways in 1969,<ref name="Johnson 1988">{{Cite news|url=https://www.nytimes.com/1988/06/10/nyregion/a-history-of-corrosion-at-points-15b-17b.html|title=A History of Corrosion at Points 15B-17B|last=Johnson|first=Kirk|date=June 10, 1988|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228112231/https://www.nytimes.com/1988/06/10/nyregion/a-history-of-corrosion-at-points-15b-17b.html|url-status=live}}</ref> and the approach viaducts were again repaved the next year.<ref>{{Cite news|date=November 24, 1970|title=Repairs for 2 City Bridges|language=en-US|work=The New York Times|url=https://www.nytimes.com/1970/11/24/archives/repairs-for-2-city-bridges.html|access-date=January 3, 2024|issn=0362-4331}}</ref>

An engineering consultant recommended in 1971 that the steelwork for the approaches be repaired. Although the approaches were repainted in 1973, the steelwork was not repaired; the bridge was repainted only haphazardly afterward, even though elements vulnerable to corrosion should have been painted every one or two years.<ref name="The New York Times 1988 f464">{{cite web|last1=Levine|first1=Richard|last2=Johnson|first2=Kirk|date=June 10, 1988|title=Chronicle of City's Neglect Of Williamsburg Bridge|url=https://www.nytimes.com/1988/06/10/nyregion/chronicle-of-city-s-neglect-of-williamsburg-bridge.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref> The state government started inspecting the Williamsburg Bridge and five others in 1978;<ref>{{Cite news|date=March 26, 1978|title=Extensive Inspection of 6 New York City Bridges Scheduled by State|language=en-US|work=The New York Times|url=https://www.nytimes.com/1978/03/26/archives/extensive-inspection-of-6-new-york-city-bridges-scheduled-by-state.html|access-date=October 12, 2023|issn=0362-4331|postscript=none}}; {{cite news|date=March 26, 1978|title=City Bridges To Be Repaired, Governor Says|page=19Q|work=Newsday|issn=2574-5298|id={{ProQuest|964216095}}}}</ref><ref name="n137932427" /> the same year, city controller [[Harrison J. Goldin]] said the bridge had structural deterioration.<ref>{{cite news|last=Cummings|first=John|date=July 21, 1978|title=Goldin Warns of Rotting Bridges|page=7Q|work=Newsday|issn=2574-5298|id={{ProQuest|966638300}}}}</ref> The study found that the bridge's main cables were experiencing varying degrees of corrosion,<ref name="Johnson 1988" /> as the anti-rust treatment was actually trapping water in the cables rather than keeping water out.<ref name="Boorstin 1987" /><ref>{{cite news|last1=Hampson|first1=Rick|last2=Schwartz|first2=Jerry|date=February 20, 1983|title=Engineers Keep Eyes on Big Apple's Rotting Infrastructure|work=The Hartford Courant|page=H14|issn=1047-4153|id={{ProQuest|546866464}}}}</ref> Cracks were also found in the bridge structure, and the bridge was also found to have corroded suspension cables.<ref name="Levine 1987" /> The city's transportation commissioner predicted that large holes would form on the outer roadways by the early 1980s if the bridge were not repaired immediately.<ref name="n137932427">{{Cite news|first=Arthur|last=Browne|date=March 14, 1978|title=Finds 4 E. River Spans Need Fix Fast|pages=68|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-finds-4-e-river-spans-need-f/137932427/|access-date=January 3, 2024}}</ref> By 1980, the bridge was used by about 82,400 vehicles per day,<ref name="n129138178">{{Cite news|last=Fitzgerald|first=Owen|date=March 6, 1981|title=Williamsburg Bridge to Get 16M Revamp|pages=183|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news/129138178/|access-date=January 4, 2024}}</ref> and an engineering study found severe corrosion in some of the bridge's supports.<ref name="The New York Times 1988 f464" /> The city was planning to repair the four free bridges across the East River, including the Williamsburg Bridge, for a combined $1 billion.<ref name="n138037021">{{Cite news|last=Gordy|first=Margaret|date=May 12, 1987|title=Destruction of Williamsburg Bridge Studied|via=newspapers.com|url=https://www.newspapers.com/article/newsday-suffolk-edition-destruction-of/138037021/|access-date=January 4, 2024|work=Newsday|pages=21}}</ref>

=== 1980s and 1990s ===
==== Initial reconstruction and increasing decay ====
In the early 1980s, the city planned to spend $85 million to repair the bridge.<ref name="nyt-1982-07-20">{{Cite news|date=July 20, 1982|title=The City; Lane to Manhattan On Bridge Is Shut|language=en-US|work=The New York Times|agency=The Associated Press|url=https://www.nytimes.com/1982/07/20/nyregion/the-city-lane-to-manhattan-on-bridge-is-shut.html|access-date=January 4, 2024|issn=0362-4331|postscript=none}}; {{Cite news|date=July 19, 1982|title=Bridge roadway shut|pages=10|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-bridge-roadway-shut/137998731/|access-date=January 4, 2024}}</ref> One suspension cable had already snapped, while others were rusting;<ref name="n26645265" /><ref>{{Cite news|last=Barbanel|first=Josh|date=November 28, 1982|title=Shaky Bridges in New York|language=en-US|work=The New York Times|url=https://www.nytimes.com/1982/11/28/weekinreview/shaky-bridges-in-new-york.html|access-date=January 4, 2024|issn=0362-4331}}</ref> the accumulations of rust on many cables were very hard to remove.<ref>{{Cite news|first1=Ned|last1=Steele|first2=Sharon|last2=Rosenthal|date=July 5, 1981|title=New York's Troubled Bridges over Water|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-new-yorks-troubled-bridges-o/138029643/|access-date=January 4, 2024|work=Daily News|pages=51}}</ref> The city announced plans to rebuild the outer roadways in early 1981,<ref name="n129138178" /> and mayor [[Ed Koch]] provided $4.5 million that May for initial work on the bridge.<ref>{{Cite news|last=Fitzgerald|first=Owen|date=May 13, 1981|title=Koch Budget No Blank Check for Boro|pages=350|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-koch-budget-no-blank-check-fo/137999469/|access-date=January 4, 2024}}</ref> The North Star Electrical Contracting Corporation was hired to rebuild the outer roadways.<ref name=":2">{{Cite news|last=French|first=Howard W.|date=May 10, 1987|title=Two Steel Support Bars Fall from Williamsburg Bridge|url=https://www.nytimes.com/1987/05/10/nyregion/two-steel-support-bars-fall-from-williamsburg-bridge.html|url-status=live|archive-url=https://web.archive.org/web/20171228054136/https://www.nytimes.com/1987/05/10/nyregion/two-steel-support-bars-fall-from-williamsburg-bridge.html|archive-date=December 28, 2017|access-date=December 27, 2017|work=The New York Times|language=en-US|issn=0362-4331}}</ref> The eastbound outer roadway closed that October<ref>{{Cite news|date=October 9, 1981|title=Repairs to Clog Bridges|pages=33|work=Newsday|via=newspapers.com|url=https://www.newspapers.com/article/newsday-nassau-edition-repairs-to-clog/138000185/|access-date=January 4, 2024}}</ref> as part of the project, which was supposed to take 18 months.<ref name="n137998480" /><ref>{{Cite news|date=September 29, 1981|title=Lane Repair Planned On Bridge to Brooklyn|language=en-US|work=The New York Times|url=https://www.nytimes.com/1981/09/29/nyregion/lane-repair-planned-on-bridge-to-brooklyn.html|access-date=January 4, 2024|issn=0362-4331}}</ref> During that time, all eastbound truck traffic was banned from the bridge.<ref name="n137998480">{{Cite news|last=Fitzgerald|first=Owen|date=September 30, 1981|title=Close 1 Lane on Williamsburg Bridge|pages=88|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-close-1-lane-on-williamsburg/137998480/|access-date=January 4, 2024}}</ref> Eastbound trucks were again allowed in July 1982, when the westbound outer roadway was closed.<ref name="nyt-1982-07-20" /> The city government estimated that one out of three suspension cables needed to be replaced.<ref name="n26645265" /> At the end of the year, Congress passed a bill providing $10 million for the replacement of the bridge's suspension cables.<ref>{{cite web|last=Kinzer|first=Stephen|date=January 17, 1983|title=Two East River Bridges in Line for Federal Funds|url=https://www.nytimes.com/1983/01/17/nyregion/two-east-river-bridges-in-line-for-federal-funds.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref> The reconstruction of the outer roadways was finished in 1983.<ref name="n138035501">{{Cite news|last=Davila|first=Albert|date=November 9, 1986|title=City Is Getting Bridgework to Repair Its Ailing Spans|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-city-is-getting-bridgework-to/138035501/|access-date=January 4, 2024|work=Daily News|pages=371, [https://www.newspapers.com/article/daily-news/129135474/ 372], [https://www.newspapers.com/article/daily-news-city-is-getting-bridgework-to/138035560/ 373]}}</ref>

To reduce congestion, in the 1980s, the [[New York City Department of Transportation]] contemplated converting some lanes to reversible lanes<ref>{{cite web|date=October 23, 1983|title=City Offers Plans to Speed Traffic|url=https://www.nytimes.com/1983/10/23/nyregion/city-offers-plans-to-speed-traffic.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref> and placing [[high-occupancy vehicle]] restrictions on the bridge during rush hours.<ref>{{cite web|last=Brooke|first=James|date=June 22, 1986|title=There's Just No End to the Area's Stop and Go|url=https://www.nytimes.com/1986/06/22/weekinreview/there-s-just-no-end-to-the-area-s-stop-and-go.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref> The Karl Koch Erecting Co. received a $3.2 million contract for further repairs in early 1983,<ref>{{Cite news|date=March 25, 1983|title=Williamsburg Bridge Bid|via=newspapers.com|url=https://www.newspapers.com/article/newsday-williamsburg-bridge-bid/138033728/|access-date=January 4, 2024|work=Newsday|pages=29}}</ref> and some of the main span's steel was replaced that year.<ref name=":3" /> By then, state engineers were considering building an entirely new bridge.<ref name="The New York Times 1983 w001">{{cite web|last=McFadden|first=Robert D.|date=October 16, 1983|title=Replacing of Williamsburg Bridge Is Studied|url=https://www.nytimes.com/1983/10/16/nyregion/replacing-of-williamsburg-bridge-is-studied.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331|postscript=none}}; {{Cite news|last=Seaton|first=Charles|date=October 18, 1983|title=Consider replacing Williamsburg Bridge|via=newspapers.com|url=https://www.newspapers.com/article/daily-news/129136703/|access-date=January 4, 2024|work=Daily News|pages=81}}</ref> The cost of repairs had increased to $200 million because all four main cables likely needed full replacement;<ref name="The New York Times 1983 w001" /> the Association for Bridge Construction and Design had listed the Williamsburg Bridge as one of the 15 most deteriorated in the New York City area.<ref>{{Cite news|last=Kramer|first=Marcia|date=November 2, 1983|title=We Have 2 of the Neediest Bridges|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-we-have-2-of-the-neediest-bri/138033801/|access-date=January 4, 2024|work=Daily News|pages=5}}</ref> The [[Metropolitan Transportation Authority]] (MTA) announced plans in early 1984 to replace the bridge's subway tracks.<ref>{{Cite news|last=Seaton|first=Charles|date=March 18, 1984|title=Subway Service to Be Altered|via=newspapers.com|url=https://www.newspapers.com/article/daily-news/26646396/|access-date=January 4, 2024|work=Daily News|pages=356|postscript=none}}; {{Cite news|date=March 2, 1984|title=Repair Work on 2 Bridges to Disrupt Subway Service|via=newspapers.com|url=https://www.newspapers.com/article/newsday/129136445/|access-date=January 4, 2024|work=Newsday|pages=35}}</ref> One out of every three suspension cables had been replaced by 1985,<ref name="Boorstin 1987" /><ref name="n138035501" /> even as the bridge remained open.<ref name="Levine 1987" /> The towers, anchorages, and main cables also had to be replaced, and new stiffening trusses had to be installed.<ref name="n138035501" /> Engineers conducted a stress test in 1984, which indicated that the weight of traffic was stretching the cables by up to {{cvt|9|in}}.<ref name="p277845353" /><ref name="Hevesi 1987 v347">{{cite web|last=Hevesi|first=Dennis|date=November 22, 1987|title=Taking the Pulse of the Aging Williamsburg Bridge|url=https://www.nytimes.com/1987/11/22/nyregion/taking-the-pulse-of-the-aging-williamsburg-bridge.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref> An inspection in 1984–1985, which focused on the cables,<ref name="Johnson 1988 a361">{{cite web|last=Johnson|first=Kirk|date=April 14, 1988|title=Williamsburg Bridge Decay Is Worse Than Feared|url=https://www.nytimes.com/1988/04/14/nyregion/williamsburg-bridge-decay-is-worse-than-feared.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref><ref name="n138045741">{{Cite news|last=Gordy|first=Molly|date=June 5, 1988|title=An Abridged Bridge Check|via=newspapers.com|url=https://www.newspapers.com/article/newsday-an-abridged-bridge-check/138045741/|access-date=January 4, 2024|work=Newsday|pages=3, [https://www.newspapers.com/article/newsday-an-abridged-bridge-check/138045785/ 26]}}</ref> rated the bridge's structural integrity at 1.6 on a scale of 1 to 7.<ref name="p277951973">{{cite news|id={{ProQuest|277951973}}|title=Williamsburg Bridge Blues Lack Of Upkeep Raised|last=Jetter|first=Alexis|date=April 14, 1988|page=03|work=Newsday|issn=2574-5298}}</ref>

By January 1987, engineers had determined that the main cables were only two-thirds as strong as they were supposed to be.<ref name="Boorstin 1987" /> Without any repairs to the cables, engineers predicted that the bridge might have to be closed by 1995.<ref name="Boorstin 1987" /><ref name="n138037021" /> The eastbound outer roadway was repaired after two bars fell from the deck in May 1987.<ref name=":2" /><ref>{{cite news|date=May 11, 1987|title=Williamsburg Bridge Lanes Are Reopened|work=Newsday|page=31|issn=2574-5298|id={{ProQuest|277784762}}}}</ref> At the time, engineers were still drawing up plans for replacing the main cables,<ref>{{Cite news|last=Dallas|first=Gus|date=April 12, 1987|title=Why Gridlock Will Span City; Bridge-Fix Project Will Be a True Traffic-Stopper|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-why-gridlock-will-span-city-b/138036613/|access-date=January 4, 2024|work=Daily News|pages=579, [https://www.newspapers.com/article/daily-news-why-gridlock-will-span-city-b/138036687/ 580], [https://www.newspapers.com/article/daily-news-why-gridlock-will-span-city/141811025/ 581]}}</ref> and the bridge was also slated for a repainting.<ref>{{cite news|date=March 18, 1987|title=City In Bridge Battle|work=Newsday|page=09|issn=2574-5298|id={{ProQuest|285418415}}}}</ref> Regular inspections of the bridge found that one of the main cables was decaying much more rapidly than the others; in addition, large cracks had formed on approach viaducts.<ref name="Boorstin 1987" /><ref name="n138037718" />  Traffic engineer [[Sam Schwartz]] attributed the issues to the bridge's lack of galvanization.<ref name="n138037718" /> After the [[New York State Department of Transportation]] started examining four alternatives for replacing the bridge entirely, the [[Federal Highway Administration]] provided $1 million to allow the state to study the replacement of the cables.<ref name="n138037021" /> Through late 1987, city, state, and federal officials discussed whether to replace or repair the bridge.<ref name="Johnson 1988 a361" /><ref>{{cite news|last=Gordy|first=Margaret|date=October 2, 1987|title=$160M For BMT Blocked|work=Newsday|page=03|issn=2574-5298|id={{ProQuest|277917567}}}}</ref> Engineers conducted another stress test of the bridge that year<ref name="p277845353" /><ref name="Hevesi 1987 v347" /> and found that it might be possible to repair the bridge.<ref name="p277897071">{{cite news|last=Gordy|first=Margaret|date=January 9, 1988|title=Williamsburg Bridge Not So Bad After All|work=Newsday|page=02|issn=2574-5298|id={{ProQuest|277897071}}}}</ref>

==== Emergency repairs and design work ====
Thirty engineering firms were invited in early 1988 to submit designs for a potential replacement of the span, which by then was carrying 104,000 vehicles and 85,000 subway passengers a day.<ref name="p277897071" /> The bridge was closed to motor and subway traffic on April 12, 1988, after large cracks were found in floor beams and cables.<ref>{{cite news|last=Jetter|first=Alexis|date=April 13, 1988|title=Williamsburg Bridge Closed Indefinitely to All Vehicles|work=Newsday|page=03|issn=2574-5298|id={{ProQuest|277956349}}|postscript=none}}; {{cite news|title=The Williamsburg Bridge Is Shut For 2 Weeks as Cracks Are Found|first=Sarah|last=Lyall|url=https://www.nytimes.com/1988/04/13/nyregion/the-williamsburg-bridge-is-shut-for-2-weeks-as-cracks-are-found.html|newspaper=The New York Times|issn=0362-4331|date=April 13, 1988|access-date=February 27, 2010|archive-date=June 8, 2009|archive-url=https://web.archive.org/web/20090608235906/https://www.nytimes.com/1988/04/13/nyregion/the-williamsburg-bridge-is-shut-for-2-weeks-as-cracks-are-found.html|url-status=live}}</ref> Inspectors discovered that at least 30 support beams were severely corroded; the damage to the beams had not been detected during the 1984–1985 inspection.<ref name="Johnson 1988 a361" /><ref name="p277951973" /> The businessman [[Donald Trump]] offered to fix the span,<ref>{{Cite news|last=Jetter|first=Alexis|date=April 22, 1988|title=Trump Offers to Fix Bridge—He'll Even Lend Money|via=newspapers.com|url=https://www.newspapers.com/article/newsday-trump-offers-to-fix-bridge-he/138045041/|access-date=January 4, 2024|work=Newsday|pages=3, [https://www.newspapers.com/article/newsday-trump-offers-to-fix-bridgehell/138045105/ 26]}}</ref><ref name="wp-1988-04-22" /> while U.S. presidential candidate [[Jesse L. Jackson]] walked across the bridge shortly after its closure.<ref name="wp-1988-04-22">{{Cite news|last=Kurtz|first=Howard|date=April 22, 1988|title=In New York, Deteriorating Bridges and Troubled Fiscal Waters|url=https://www.washingtonpost.com/archive/politics/1988/04/22/in-new-york-deteriorating-bridges-and-troubled-fiscal-waters/e001d161-2202-46a0-909e-23429c753801/|access-date=January 4, 2024|newspaper=Washington Post|language=en-US|issn=0190-8286}}</ref> An inspection found over 400 instances of hazardous conditions on the bridge,<ref name="n138045741" /> mainly on the approach viaducts.<ref name=":3">{{Cite news|url=https://www.nytimes.com/1988/05/10/nyregion/corrosion-on-the-williamsburg-is-mainly-on-approach-roads.html|title=Corrosion on the Williamsburg Is Mainly on Approach Roads|last=Johnson|first=Kirk|date=May 10, 1988|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228054633/https://www.nytimes.com/1988/05/10/nyregion/corrosion-on-the-williamsburg-is-mainly-on-approach-roads.html|url-status=live}}</ref> The bridge underwent emergency repairs, which included steel supports under the approaches.<ref name="The New York Times 1988 f464" /> The bridge partially reopened to cars at the end of May,<ref>{{cite news|id={{ProQuest|306040926}}|title=Manhattan-Brooklyn Span Open|last=Doherty|first=Tim|date=May 27, 1988|page=03A|work=USA Today|postscript=none}}; {{Cite news|url=https://www.nytimes.com/1988/05/27/nyregion/williamsburg-is-reopened-for-cars-only.html|title=Williamsburg Is Reopened For Cars Only|last=Johnson|first=Kirk|date=May 27, 1988|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228054553/https://www.nytimes.com/1988/05/27/nyregion/williamsburg-is-reopened-for-cars-only.html|url-status=live}}</ref> then to subways that June;<ref>{{cite web|date=June 11, 1988|title=Subway Service Will Resume Over the Williamsburg Bridge|url=https://www.nytimes.com/1988/06/11/nyregion/subway-service-will-resume-over-the-williamsburg-bridge.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331}}</ref> all lanes were reopened by July 1988.<ref>{{cite web|author=The Associated Press|date=July 27, 1988|title=All Lanes Reopened On the Williamsburg|url=https://www.nytimes.com/1988/07/27/nyregion/all-lanes-reopened-on-the-williamsburg.html|access-date=January 4, 2024|website=The New York Times|issn=0362-4331|postscript=none}}; {{Cite news|date=July 27, 1988|title=New York Report|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-new-york-report/138045528/|access-date=January 4, 2024|work=Daily News|pages=22}}</ref>

After five finalists were selected in an [[architectural design competition]] for a new bridge in June 1988,<ref>{{cite news|last=Gordy|first=Molly|date=June 3, 1988|title=Williamsburg Bridge Panel Selects 5 Design Finalists|via=newspapers.com|url=https://www.newspapers.com/article/newsday-williamsburg-bridge-panel-select/138046238/|access-date=January 4, 2024|work=Newsday|page=|pages=3, [https://www.newspapers.com/article/newsday-williamsburg-bridge-panel-select/138046294/ 23]|issn=2574-5298|id={{ProQuest|278015823}}}}</ref> mayor Koch decided the same month to rebuild the bridge instead of replacing it.<ref>{{Cite news|url=https://www.nytimes.com/1988/06/09/nyregion/koch-plans-to-rebuild-rusted-bridge.html|title=Koch Plans To Rebuild Rusted Bridge|last=Johnson|first=Kirk|date=June 9, 1988|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228054618/https://www.nytimes.com/1988/06/09/nyregion/koch-plans-to-rebuild-rusted-bridge.html|url-status=live|postscript=none}}; {{Cite news|date=June 9, 1988|title=New Approach for Williamsburg|via=newspapers.com|url=https://www.newspapers.com/article/newsday-new-approach-for-williamsburg/138046365/|first=Molly|last=Gordy|access-date=January 4, 2024|work=Newsday|pages=7, [https://www.newspapers.com/article/newsday-new-approach-for-williamsburg/138046473/ 25]}}</ref> Part of the $350 million repair cost was to be funded by $30 million from a statewide bond issue that voters approved in November 1988.<ref>{{Cite news|date=November 4, 1988|title=Koch, Cuomo Bond on the Bridge|pages=21|work=Newsday|via=newspapers.com|url=https://www.newspapers.com/article/newsday-koch-cuomo-bond-on-the-bridge/138046731/|access-date=January 4, 2024|first=Molly|last=Gordy|postscript=none}}; {{Cite news|date=November 4, 1988|title=Fans, foes span city over bond|pages=220|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-fans-foes-span-city-over-bon/138046752/|access-date=January 4, 2024|first=Joel|last=Siegel}}</ref> By early 1989, design work was underway for the deck, cables, and approach viaducts.<ref>{{Cite news|date=March 19, 1989|title=Troubles over Bridged Waters|pages=537, [https://www.newspapers.com/article/daily-news-troubles-over-bridged-waters/138047094/ 539]|work=Daily News|via=newspapers.com|url=https://www.newspapers.com/article/daily-news-troubles-over-bridged-waters/138046988/|access-date=January 4, 2024|first=Gus|last=Dallas}}</ref> Nets were also installed under the viaducts to catch falling concrete pieces.<ref>{{Cite news|first=Katherine|last=Foran|date=November 9, 1989|title=Netting Concrete Before It Can Fall|pages=21|work=Newsday|via=newspapers.com|url=https://www.newspapers.com/article/newsday-netting-concrete-before-it-can-f/138047136/|access-date=January 4, 2024}}</ref>

==== 1990s renovations ====
During the 1990s, the bridge underwent a seven-phase renovation that cost $750 million.<ref name="p235673946">{{Cite magazine|last=Cho|first=Aileen|date=September 15, 1997|title=Trains and Cranes, Cables and Cars Squeeze In at New York City Span: Complexity Marks $750-Million Fix of Williamsburg Bridge|magazine=Engineering News-Record|page=80|volume=239|issue=11|id={{ProQuest|235673946}}}}</ref> A joint venture named NAB/Koch was hired in 1990 to install new suspender cables and retrofit ungalvanized wires with rubber sheaths for $95 million.<ref name="p235673946" /> The cast iron stairway on the Manhattan side, and the steep ramp from Driggs Avenue on the Williamsburg side, were replaced to allow handicapped access in compliance with the [[Americans with Disabilities Act of 1990]]. A decrepit walkway on the Williamsburg Bridge was closed in June 1991, and it reopened as a bike path in March 1992.<ref>{{Cite news|url=https://www.nytimes.com/1992/03/09/nyregion/williamsburg-bridge-journal-for-brooklyn-neighborhood-long-last-way-clear.html|title=Williamsburg Bridge Journal; For Brooklyn Neighborhood, At Long Last, The Way Is Clear|last=Fisher|first=Ian|date=March 9, 1992|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228054204/https://www.nytimes.com/1992/03/09/nyregion/williamsburg-bridge-journal-for-brooklyn-neighborhood-long-last-way-clear.html|url-status=live}}</ref> Cable replacement started in April 1992.<ref>{{Cite news|url=https://www.nytimes.com/1992/04/08/nyregion/rehabilitation-of-williamsburg-bridge-cables-begins.html|title=Rehabilitation of Williamsburg Bridge Cables Begins|date=April 8, 1992|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228054625/http://www.nytimes.com/1992/04/08/nyregion/rehabilitation-of-williamsburg-bridge-cables-begins.html|url-status=live}}</ref> A painting crew began sandblasting the bridge in June 1992. This work was halted after Brooklyn residents complained about lead dust,<ref>{{Cite news|last=Mitchell|first=Alison|date=August 22, 1992|title=Alarm on Tainted Dust Near Williamsburg Bridge|language=en-US|work=The New York Times|url=https://www.nytimes.com/1992/08/22/nyregion/alarm-on-tainted-dust-near-williamsburg-bridge.html|access-date=December 4, 2023|issn=0362-4331}}</ref> and city officials subsequently found dangerously high levels of lead in soil near the bridge.<ref>{{Cite news|last=Myers|first=Steven Lee|date=September 6, 1992|title=New York Lead-Test Results, Meant to Reassure, Do the Opposite|language=en-US|work=The New York Times|url=https://www.nytimes.com/1992/09/06/nyregion/new-york-lead-test-results-meant-to-reassure-do-the-opposite.html|access-date=December 4, 2023|issn=0362-4331}}</ref>

The northern roadway was replaced in 1996, followed by the southern roadway. Workers planned to construct a temporary viaduct for subway trains while the southern roadway was being rebuilt, but the NYCDOT decided to close the subway line entirely for five months.<ref name="p235673946" /> The subway tracks along the bridge were closed from April<ref>{{Cite news|url=https://www.nytimes.com/1999/04/27/nyregion/straphangers-prepare-to-make-do-with-one-less-bridge-to-cross.html|title=Straphangers Prepare to Make Do With One Less Bridge to Cross|last=Lueck|first=Thomas J.|date=April 27, 1999|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228232030/https://www.nytimes.com/1999/04/27/nyregion/straphangers-prepare-to-make-do-with-one-less-bridge-to-cross.html|url-status=live}}</ref> to September 1999.<ref>{{Cite news|url=https://www.nytimes.com/1999/09/01/nyregion/subway-service-to-resume-on-the-williamsburg-bridge.html|title=Subway Service to Resume On the Williamsburg Bridge|last=Williams|first=Monte|date=September 1, 1999|work=The New York Times|access-date=December 27, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228112243/https://www.nytimes.com/1999/09/01/nyregion/subway-service-to-resume-on-the-williamsburg-bridge.html|url-status=live}}</ref> Also in 1999, Gandhi Engineering designed and rebuilt the other pedestrian pathway along the Williamsburg Bridge.<ref>{{cite web|url=https://www.gandhieng.com/index-3p.aspx?MENU=3&proj=221|title=Project Detail (221)|access-date=January 10, 2015|archive-date=January 10, 2015|archive-url=https://web.archive.org/web/20150110191450/https://www.gandhieng.com/index-3p.aspx?MENU=3&proj=221|url-status=dead}}</ref> The rebuilt walkways carried both pedestrian and bike traffic because the pathways were only {{Convert|12|ft|m}} wide, and were too narrow to carry segregated traffic.<ref>{{Cite news|url=https://www.nytimes.com/2002/12/29/nyregion/neighborhood-report-williamsburg-bridge-bicyclists-pedestrians-choose-path-that.html|title=Neighborhood Report: Williamsburg Bridge; Bicyclists and Pedestrians Choose a Path That's Right, But It May Turn Out Wrong|last=Bahrampour|first=Tara|date=December 29, 2002|work=The New York Times|access-date=December 28, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228112259/https://www.nytimes.com/2002/12/29/nyregion/neighborhood-report-williamsburg-bridge-bicyclists-pedestrians-choose-path-that.html|url-status=live}}</ref> The final two vehicular lanes on the renovated span were reopened in 2002.<ref>{{Cite news|url=https://www.nytimes.com/2002/06/11/nyregion/metro-briefing-new-york-manhattan-bridge-lanes-to-reopen.html|title=Metro Briefing {{!}} New York: Manhattan: Bridge Lanes To Reopen|last1=Steinhauer|first1=Jennifer|date=June 11, 2002|work=The New York Times|access-date=December 28, 2017|last2=Ramirez|first2=Anthony|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228112328/https://www.nytimes.com/2002/06/11/nyregion/metro-briefing-new-york-manhattan-bridge-lanes-to-reopen.html|url-status=live}}</ref>

=== 21st century ===
[[File:WilliamsburgBK.jpg|thumb|Williamsburg Bridge at dusk, facing from [[Domino Park]] in 2021]]
A celebration with a parade was held on June 22, 2003, to mark the bridge's 100th anniversary.<ref>{{cite news|title=A 100-Year Span Gets Its Big Moment|first=Ellen|last=Mitchell|newspaper=[[Newsday]]|date=June 19, 2003}}</ref> The ornamental lights on the bridge were re-lighted in November of that year after being turned off for eight months due to a lack of funds.<ref>{{Cite news|url=https://www.nytimes.com/2003/11/01/nyregion/bridges-necklace-lights-to-return.html|title=Bridges' 'Necklace Lights' to Return|last=Feuer|first=Alan|date=November 1, 2003|work=The New York Times|access-date=December 28, 2017|language=en-US|issn=0362-4331|archive-date=December 28, 2017|archive-url=https://web.archive.org/web/20171228112249/https://www.nytimes.com/2003/11/01/nyregion/bridges-necklace-lights-to-return.html|url-status=live}}</ref> The bridge was designated as a [[National Historic Civil Engineering Landmark]] by the [[American Society of Civil Engineers]] in 2009.<ref name="asce">{{cite web|title=Williamsburg Bridge|url=https://www.ascemetsection.org/committees/history-and-heritage/landmarks/williamsburg-bridge|url-status=live|archive-url=https://web.archive.org/web/20161113182111/https://www.ascemetsection.org/committees/history-and-heritage/landmarks/williamsburg-bridge|archive-date=November 13, 2016|access-date=November 12, 2016|work=ASCE Metropolitan Section}}</ref> During 2011, the NYCDOT rebuilt the Manhattan end of the bridge with a concrete barrier,<ref>{{cite web|last=Signore|first=John Del|date=September 2, 2011|title=Here's The New Williamsburg Bridge Bike / Pedestrian Entrance|url=https://gothamist.com/news/heres-the-new-williamsburg-bridge-bike-pedestrian-entrance|access-date=December 4, 2023|website=Gothamist}}</ref> despite opposition from cyclists.<ref name="Short 2011 n133">{{cite web|last=Short|first=Aaron|date=September 21, 2011|title=Cyclists to City: Don't Let the Terrorists Win on the Williamsburg Bridge • Brooklyn Paper|url=https://www.brooklynpaper.com/cyclists-to-city-dont-let-the-terrorists-win-on-the-williamsburg-bridge/|access-date=December 4, 2023|website=Brooklyn Paper}}</ref>

In 2016, a local resident launched a campaign to rename the bridge for jazz musician [[Sonny Rollins]], whose 1962 album ''[[The Bridge (Sonny Rollins album)|The Bridge]]''  was named in its honor.<ref name="nytimesmag1">{{cite news|url=https://www.nytimes.com/2015/04/26/magazine/sax-and-sky.html|last=Rollins, Sonny|title=Sax and Sky|newspaper=[[The New York Times Magazine]]|date=April 23, 2015|access-date=May 27, 2015|archive-date=May 27, 2015|archive-url=https://web.archive.org/web/20150527165136/https://www.nytimes.com/2015/04/26/magazine/sax-and-sky.html|url-status=live}}</ref> City officials announced in 2017 that the entire bridge would be restricted to [[high-occupancy vehicle lane|high-occupancy vehicles]] during the daytime, in anticipation of the [[14th Street Tunnel shutdown]] during 2019 and 2020,<ref>{{cite web|last=Rivoli|first=Dan|title=14th St. To Become a 'Busway' for Most of Day During L Train Shutdown|website=New York Daily News|date=June 25, 2018|url=https://www.nydailynews.com/new-york/ny-metro-l-train-shutdown-20180625-story.html|access-date=July 29, 2018|archive-date=July 29, 2018|archive-url=https://web.archive.org/web/20180729081709/https://www.nydailynews.com/new-york/ny-metro-l-train-shutdown-20180625-story.html|url-status=live|postscript=none}}; {{Cite web|url=https://web.mta.info/mta/news/notices/pdf/Appendices-Final.pdf|title=MTA New York City Transit Canarsie Tunnel Project Supplemental Environmental Assessment and Section 4(f) Review: Appendices|last=New York City Transit Authority|author-link=New York City Transit Authority|date=July 2018|website=mta.info|publisher=[[Metropolitan Transportation Authority]]|access-date=July 27, 2018|archive-date=July 27, 2018|archive-url=https://web.archive.org/web/20180727191653/https://web.mta.info/mta/news/notices/pdf/Appendices-Final.pdf|url-status=live}}</ref> but these restrictions were canceled after officials announced in 2019 that the 14th Street Tunnel would not shut down completely.<ref>{{Cite news|url=https://www.nytimes.com/2019/01/03/nyregion/l-train-brooklyn-manhattan-shutdown.html|title=The L Train Shutdown Was Just Canceled. What Exactly Does That Mean?|last=Robbins|first=Liz|date=January 3, 2019|work=The New York Times|access-date=January 4, 2019|language=en-US|issn=0362-4331|archive-date=January 3, 2019|archive-url=https://web.archive.org/web/20190103231532/https://www.nytimes.com/2019/01/03/nyregion/l-train-brooklyn-manhattan-shutdown.html|url-status=live}}</ref>

The [[New York City Department of Transportation]] (NYCDOT) contracted [[Skanska]] to renovate the bridge in November 2022. The project, budgeted at $167 million, was partially funded by the [[Infrastructure Investment and Jobs Act]].<ref name="ENR 2022">{{cite web|title=Skanska Wins $167M Rehabilitation of NYC's Williamsburg Bridge|first=Justin|last=Rice|work=Engineering News-Record|date=November 7, 2022|url=https://www.enr.com/articles/55230-skanska-wins-167m-rehabilitation-of-nycs-williamsburg-bridge|access-date=November 28, 2022|archive-date=November 28, 2022|archive-url=https://web.archive.org/web/20221128023400/https://www.enr.com/articles/55230-skanska-wins-167m-rehabilitation-of-nycs-williamsburg-bridge|url-status=live}}</ref><ref>{{cite web|title=Skanska Nabs $167M Contract to Repair Deteriorating Williamsburg Bridge|website=Crain's New York Business|last=Sheena|first=Jasmine|date=November 15, 2022|url=https://www.crainsnewyork.com/transportation/skanska-nabs-167m-contract-repair-deteriorating-williamsburg-bridge|access-date=November 28, 2022|archive-date=November 28, 2022|archive-url=https://web.archive.org/web/20221128024230/https://www.crainsnewyork.com/transportation/skanska-nabs-167m-contract-repair-deteriorating-williamsburg-bridge|url-status=live}}</ref> Work began in late 2022 and is expected to be complete in 2025.<ref>{{cite web|last=Niland|first=Josh|title=Skanska to Lead $150 Million Williamsburg Bridge Overhaul|website=Archinect|date=October 17, 2022|url=https://archinect.com/news/article/150327111/skanska-to-lead-150-million-williamsburg-bridge-overhaul|access-date=November 28, 2022|archive-date=November 28, 2022|archive-url=https://web.archive.org/web/20221128023404/https://archinect.com/news/article/150327111/skanska-to-lead-150-million-williamsburg-bridge-overhaul|url-status=live}}</ref> The project involved replacing corroded steel beams, pipes, joints, and valves; patching concrete; and repairing the towers.<ref name="ENR 2022" /><ref>{{cite web|last=Guse|first=Clayton|date=December 12, 2022|title=Williamsburg Bridge Rehab Expected to Cause Train Disruptions over the Next 2 Years|url=https://gothamist.com/news/j-train-closures-expected-for-next-2-years-due-to-williamsburg-bridge-rehab|access-date=December 25, 2023|website=Gothamist}}</ref> The [[National Transportation Safety Board]] recommended in early 2025 that the bridge undergo a structural vulnerability assessment, following the [[Francis Scott Key Bridge collapse]] in Maryland the previous year.<ref>{{cite web | title=Key Bridge collapse: NYC bridges among 68 in the US recommended for vulnerability assessments, NTSB says | website=ABC7 New York | date=March 21, 2025 | url=https://abc7ny.com/post/key-bridge-collapse-nyc-bridges-among-68-us-recommended-vulnerability-assessments-ntsb-says/16059419/ | access-date=March 21, 2025|postscript=none}}; {{cite web | last=Loria | first=Michael | title=Millions of people use these bridges. Feds say they're taking a risk. | website=USA TODAY | date=March 21, 2025 | url=https://www.usatoday.com/story/news/nation/2025/03/20/bridges-at-risk-of-collapse-key/82582036007/ | access-date=March 21, 2025}}</ref>

== Description ==
The bridge, including approaches, is {{convert|7308|ft|m}} long and {{convert|118|ft|m}} wide.<ref name="The New York Times 1902" /><ref>[https://www.nycroads.com/crossings/williamsburg/ "Williamsburg Bridge: Historic Overview"] {{Webarchive|url=https://web.archive.org/web/20130513214414/https://www.nycroads.com/crossings/williamsburg/ |date=May 13, 2013}} ''NYC Roads''</ref> The bridge reaches a maximum height of {{convert|135|ft}} above mean high water at the middle of the river,<ref name="New-York Tribune 1899 2" /><ref name="The Brooklyn Citizen 1903 2" /> and the deck is around {{Convert|122|ft}} above mean high water at either shoreline.<ref name="The Brooklyn Citizen 1903 2" /> Leffert L. Buck was the chief engineer, [[Henry Hornbostel]] was the architect, and Holton D. Robinson was the assistant engineer.<ref>{{cite web|title=Williamsburg Bridge|url=https://www.nycroads.com/crossings/williamsburg/|url-status=live|archive-url=https://web.archive.org/web/20130513214414/https://www.nycroads.com/crossings/williamsburg/|archive-date=May 13, 2013|access-date=February 27, 2010|website=NYV Roads}}</ref> The bridge required an estimated {{convert|60000|yd3}} of concrete, {{convert|6.5|e6ft}} of timber, {{convert|130000|yd3}} of masonry, and at least {{convert|40000|ST|LT t}} of steel.<ref name="The Brooklyn Citizen 1901" /><ref name="The Brooklyn Citizen 1903 2" /> From its opening until the [[Bear Mountain Bridge]] opened in 1924, the bridge was the [[List of longest suspension bridge spans|longest suspension bridge span]] in the world.<ref name="STRUCTURE magazine 2017 z288">{{cite web|date=January 2, 2017|title=Williamsburg Bridge|url=https://www.structuremag.org/?p=10998|access-date=December 4, 2023|website=STRUCTURE magazine}}</ref>

The bridge once carried [[New York State Route 27A]]. There had been plans to extend [[Interstate 78 in New York|Interstate 78]] onto the bridge as part of the [[Lower Manhattan Expressway]], which was first proposed in the 1940s.<ref>{{cite news|last=McConnell|first=David|date=October 14, 1946|title=6-Lane Express Road Proposed On Broome St: Elevated, Then Depressed, It Would Be Crosstown Tunnel to Bridge Link A Lower Manhattan Crosstown Expressway Is Proposed|page=1|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1287131739}}|postscript=none}}; {{Cite news|date=October 14, 1946|title=Express Way Plan Goes to O'Dwyer; Proposed Lower Manhattan Expressway|language=en-US|work=The New York Times|url=https://www.nytimes.com/1946/10/14/archives/express-way-plan-goes-to-odwyer-proposed-lower-manhattan-expressway.html|access-date=December 28, 2023|issn=0362-4331}}</ref> The Lower Manhattan Expressway was approved in 1960 and would have led directly onto the bridge's Manhattan approach;<ref>{{Cite news|last=Crowell|first=Paul|date=September 16, 1960|title=Downtown Road Linking 2 Rivers Is Voted By City|language=en-US|work=The New York Times|url=https://www.nytimes.com/1960/09/16/archives/downtown-road-linking-2-rivers-is-voted-by-city-848-million.html|access-date=May 14, 2018|issn=0362-4331}}</ref> the Brooklyn approach would have connected with the [[Bushwick Expressway]], approved in 1954.<ref>{{Cite news|last=Grutzner|first=Charles|date=October 7, 1954|title=Super Unit Urged for City Services; Gulick Bids 3 States Act on Joint Metropolitan Regime – Tobin Warns on Transit Gulick Urges 3-State Commission To Provide Transit, Other Services|language=en-US|work=The New York Times|url=https://www.nytimes.com/1954/10/07/archives/super-unit-urged-for-city-services-gulick-bids-3-states-act-on.html|access-date=January 3, 2024|issn=0362-4331}}</ref> Both expressways were canceled in 1971, amid extensive local opposition.<ref>{{Cite news|last=Vines|first=Francis X.|date=March 25, 1971|title=Lower Manhattan Road Killed Under State Plan|language=en-US|work=The New York Times|url=https://www.nytimes.com/1971/03/25/archives/lower-manhattan-road-killed-under-state-plan.html|access-date=March 19, 2018|issn=0362-4331}}</ref>

[[File:Williamsburg Bridge from Gowanus Bay jeh.jpg|center|thumb|800px|Full span as seen in 2007, from [[Wallabout Bay]] with [[Greenpoint, Brooklyn|Greenpoint]] and [[Long Island City]] in background]]
[[File:Williamsburg Bridge NY1.jpg|center|thumb|800x800px|Similar view, 2017]]

=== Deck ===
[[File:Williamsburg Bridge deck 2025.jpg|thumb|The bridge deck viewed from a subway train.  From foreground to background can be seen the subway tracks, inner roadway (originally for streetcars), and outer roadway (beyond the trusswork).  The pedestrian upper deck can be seen above the inner roadway.]]

The deck measures {{convert|118|ft}} wide.<ref name="Scientific American 1897">{{Cite magazine|date=August 7, 1897|title=The Foundations of the East River Bridge, New York.|magazine=Scientific American|volume=LXXVII|issue=6|id={{ProQuest|126741688}}}}</ref>{{Rp|page=90}}<ref name="Scientific American 1901">{{Cite magazine|date=June 15, 1901|title=Floor System of the New East River Bridge|magazine=Scientific American|volume=LXXXIV|issue=24|page=374|id={{ProQuest|126779200}}}}</ref> The center suspension span measures {{Convert|1600|ft}} long<ref name="Scientific American 1897" />{{Rp|page=90}}<ref name="Scientific American 1901" /><ref name="p873936193">{{Cite magazine|date=December 18, 1903|title=The Williamsburgh Bridge and the Brooklyn Bridge: Williamsburgh Bridge Brooklyn Bridge|magazine=Railroad Gazette|volume=35|issue=51|page=903|id={{ProQuest|873936193}}}}</ref> and mostly hangs from cables, as in similar suspension bridges.<ref name="New-York Tribune 1900">{{cite news|date=July 8, 1900|title=Brooklyn Bridge No. 2: Work on the Great Steel Structure Over the East River|page=C2|work=New-York Tribune|issn=1941-0646|id={{ProQuest|570791200}}}}</ref><ref name="asce" /> A {{convert|100|ft|m|-long|adj=mid}} section of the center span is cantilevered outward from either tower.<ref name="Scientific American 1900" />

The main deck is divided into five sections of roughly equal width. The center section contains two rapid transit tracks.  These were flanked originally by two pairs of streetcar tracks, which are now the inner roadways.<ref name="Scientific American 1901" /><ref name="Electrical Age 1902">{{Cite magazine|date=August 1, 1902|title=New East River Bridge Statistics|magazine=Electrical Age|volume=29|issue=6|page=254|id={{ProQuest|574399586}}}}</ref> The outermost sections of the deck were used as vehicular roadways from the outset, measuring {{Convert|20|ft}} wide.<ref name="Electrical Age 1902" /> There is also an upper deck used by pedestrian and bicycle traffic.<ref name="Scientific American 1901" /> 

The side spans (also known as the end spans<ref name="n137243629">{{Cite news|date=December 19, 1903|title=Technical Description of the Great Bridge|pages=4|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-technical-description/137243629/|access-date=December 22, 2023}}</ref>), between the tower and the corresponding anchorage on either side, are supported by their [[truss bridge|trusswork]].<ref name="asce" /><ref name="Scientific American 1900" /> This was done to reduce the size, cost, and length of the main cables.<ref name="The Brooklyn Citizen 1901" /> Intermediate towers support both of the side spans,<ref name=":3" /> in contrast to the Brooklyn Bridge, where the side spans were supported by cables.<ref name="New-York Tribune 1899" /> Each of the intermediate towers is composed of two piers with four columns each; the piers rest on masonry footings, while the tops of the columns support the decks of the side spans.<ref name="n137243629" />

The deck is placed above transverse floor beams measuring {{convert|5|ft}} deep and {{convert|118|ft}} long and spaced at intervals of {{convert|20|ft}}.<ref name="Scientific American 1901" />  Vertical ties connect the transverse floor beams with the trusses,<ref name="Scientific American 1899">{{cite magazine|date=January 7, 1899|title=The New East River Bridge.|magazine=Scientific American|page=10|pages=|volume=LXXX|issue=1|id={{ProQuest|126762486}}}}</ref> and the floor beams themselves hang from the suspender cables.<ref name="The Brooklyn Daily Eagle 1901 2" /><ref name="Scientific American 1901" /> Two parallel trusses on the deck reduce the loads carried by the floor beams.<ref name="Scientific American 1897" />{{Rp|page=90}}<ref name="The Brooklyn Daily Eagle 1901 2" /> The trusses are placed {{convert|67|ft}} apart<ref name="The Brooklyn Daily Eagle 1901 2" /> and measure {{Convert|40|ft}} deep.<ref name="Scientific American 1901" /> The trusses were three times as deep as those on the Brooklyn Bridge, since the deck was to carry four times the Brooklyn Bridge's loads.<ref name="The Brooklyn Citizen 1901" /> The trusswork runs continuously from one anchorage to the other and is not rigidly connected to either the towers or the anchorages.<ref name="Scientific American 1900" />  Originally, there were heavy lattice railings on the north and south edges of the deck,<ref name="The Brooklyn Daily Eagle 1901 2" /> while the roadway was paved with wooden blocks.<ref name=":0" /><ref name="p571475032">{{cite news|date=December 6, 1903|title=Ceremony to Open Williamsburg Bridge: Structure Spanning the East River Practically Ready for Use—no Means of Crossing It Yet Save by Walking or Driving|page=B2|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571475032}}}}</ref>

{{multiple image
| width             = 150
| image1            = Oy Vey vc (cropped).jpg
| alt1              = Oy vey sign at Williamsburg Bridge
| image2            = Fuhgeddaboudit.jpg
| alt2              = Fuhgeddaboudit sign
| footer            = The two "Leaving Brooklyn" signs installed after [[Marty Markowitz]]'s proposal
}}

The approach spans, between the anchorages and either end of the bridge, have a 3 percent grade.<ref name="The Brooklyn Citizen 1903 2" /> They were originally composed of viaducts with braced columns and masonry foundations. The extreme end of either approach span, where the bridge descended to the street, was made of masonry.<ref name="The Brooklyn Citizen 1900" /><ref>{{Cite magazine|date=May 4, 1900|title=The Approaches to the New East River Bridge|magazine=Railroad Gazette|volume=32|issue=18|page=281|id={{ProQuest|910522083}}}}</ref> The approach viaducts were originally paved with granite.<ref name="p571475032" /> There was once a street market under the Manhattan span.<ref name="nyt-1904-07-03" /> In reference to Williamsburg's large [[Yiddish]]-speaking population, a sign on the westbound approach to the bridge reads, "Leaving Brooklyn: [[Oy Vey#Use in Popular Culture|Oy Vey]]!" Another sign says "Leaving Brooklyn: [[wikt:fuhgeddaboudit|Fuhgeddaboudit]]".<ref>{{Cite news|last=Bahrampour|first=Tara|date=February 29, 2004|title=Neighborhood Report: Brooklyn Up Close; Last Exit to Brooklyn, Brought to You by Marty|url=https://www.nytimes.com/2004/02/29/nyregion/neighborhood-report-brooklyn-up-close-last-exit-brooklyn-brought-you-marty.html|url-status=live|archive-url=https://web.archive.org/web/20171228171800/https://www.nytimes.com/2004/02/29/nyregion/neighborhood-report-brooklyn-up-close-last-exit-brooklyn-brought-you-marty.html|archive-date=December 28, 2017|access-date=December 28, 2017|work=The New York Times|language=en-US|issn=0362-4331}}</ref><ref name="Sprung 2016 q210">{{cite web|last=Enman|first=Scott|date=May 25, 2016|title=Here's Where Brooklyn's Unique 'Fuhgeddaboudit,' 'Oy Vey' Signs Come From|url=https://brooklyneagle.com/articles/2016/05/25/heres-where-brooklyns-unique-fuhgeddaboudit-oy-vey-signs-come-from/|url-status=live|archive-url=https://web.archive.org/web/20171228054135/https://www.brooklyneagle.com/articles/2016/5/25/here%E2%80%99s-where-brooklyn%E2%80%99s-unique-%E2%80%98fuhgeddaboudit%E2%80%99-%E2%80%98oy-vey%E2%80%99-signs-come|archive-date=December 28, 2017|access-date=December 6, 2023|website=Brooklyn Eagle}}</ref> The two signs were proposed by former Brooklyn borough president [[Marty Markowitz]] in the early 2000s.<ref name="Sprung 2016 q210" />

==== Subway tracks ====
In the middle of the deck are the rapid transit (subway) tracks,<ref name="Scientific American 1901" /> which connect the [[New York City Subway]]'s [[BMT Nassau Street Line|Nassau Street Line]] in Manhattan with the [[BMT Jamaica Line|Jamaica Line]] in Brooklyn.<ref>{{Cite news|date=December 19, 1903|title=Construction of the Bridge|pages=26|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-construction-of/137028810/|access-date=December 18, 2023}}</ref> The [[Brooklyn Rapid Transit Company]] (BRT) initially proposed extending the tracks on an elevated structure west to [[Bowery]] in 1903,<ref>{{cite news|date=June 18, 1903|title=An Elevated Approach: B. R. T. Would Build It West From Williamsburg Bridge Mayor Opposed to This Plan|page=6|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571421431}}}}</ref> but these plans were canceled in 1905.<ref name="nyt-1905-08-17" /> The [[Interborough Rapid Transit Company]] (IRT) also proposed using the tracks in 1905, which would have connected to a subway under Broadway, Sumner Avenue, and Lafayette Avenue in Brooklyn.<ref>{{Cite news|date=March 26, 1905|title=Subway Routes Which Interborough Offers to Build in Brooklyn|pages=49|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-subway-routes-w/137486818/|access-date=December 27, 2023}}</ref> On the Brooklyn side, the city's bridge commissioners solicited bids for the connection to the Jamaica Line in early 1907.<ref>{{Cite news|date=February 7, 1907|title="L" Trains to Cross New Bridge in Fall|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-l-trains-to-cross/137387290/|access-date=December 25, 2023}}</ref> The tracks were first put into use as part of the BRT's [[Centre Street Loop]] (now part of the Nassau Street Line), which partially opened on September 16, 1908, with the completion of the underground [[Essex Street station (BMT Nassau Street Line)|Essex Street station]] at the west end of the Williamsburg Bridge.<ref name="n137387805" /><ref name="p572116957" />

The subway tracks are laid to [[Standard-gauge railway|standard gauge]], and their centers are spaced {{Convert|11|ft}} apart.<ref name="The Brooklyn Citizen 1903 2" /><ref name="p873936193" /> The subway tracks are generally higher than the roadway, except at the center of the bridge (where they are at the same level) and at the Manhattan end (where the tracks enter a tunnel).<ref name="The Brooklyn Citizen 1903 2" /> As of 2023, the New York City Subway's {{NYCS trains|Williamsburg}} use the bridge's tracks at the following times:

{| class="wikitable"
|&nbsp;
!Time period
|-
|{{rint|newyork|J}}
|All times
|-
|{{rint|newyork|M}}
|All times except late nights
|-
|{{rint|newyork|Z}}
|Rush hours in peak direction
|}

In 1995, a [[1995 Williamsburg Bridge subway crash|fatal collision between a J train and an M train]] occurred on the bridge's tracks;<ref>{{cite news|last1=Rob Speyer|last2=Lisa Rein|last3=Al Baker|last4=Laura A. Fahrenthold|last5=Debra McGrath-kerr|last6=John Marzulli|last7=Laurie C. Merrill|last8=Samson Mulugeta|last9=Gene Mustain|date=June 6, 1995|title=J Train Slams into the M Train, Killing the Driver and Injuring 54 in 1995|work=New York Daily News|url=http://www.nydailynews.com/new-york/subway-crash-kills-driver-injures-54-1995-article-1.690727|url-status=live|access-date=June 4, 2018|archive-url=https://web.archive.org/web/20180615191413/http://www.nydailynews.com/new-york/subway-crash-kills-driver-injures-54-1995-article-1.690727|archive-date=June 15, 2018 |last10=Chris Oliver|last11=Tom Robbins|last12=Joel Siegel|last13=Corky Siemaszko|last14=Larry Sutton}}</ref> the crash led to widespread changes in the [[Signaling of the New York City Subway|subway's signaling system]].<ref>{{cite web|last=Martinez|first=Jose|date=March 20, 2018|title=MTA Weighs Ending Intentional Slowing of Trains in Effect Since Deadly 1995 Crash|url=http://www.ny1.com/politics/2017/transit/2018/03/20/mta-weighs-ending-intentional-slowing-of-trains-in-effect-since-deadly-1995-crash|url-status=live|archive-url=https://web.archive.org/web/20180803194148/http://www.ny1.com/politics/2017/transit/2018/03/20/mta-weighs-ending-intentional-slowing-of-trains-in-effect-since-deadly-1995-crash|archive-date=August 3, 2018|access-date=June 5, 2018|website=Spectrum News NY1 &#124; New York City}}</ref><ref>{{cite web|last=Edroso|first=Roy|date=March 13, 2018|title=The Trains Are Slower Because They Slowed the Trains Down|url=https://www.villagevoice.com/2018/03/13/the-trains-are-slower-because-they-slowed-the-trains-down/|url-status=dead|archive-url=https://web.archive.org/web/20180510161631/https://www.villagevoice.com/2018/03/13/the-trains-are-slower-because-they-slowed-the-trains-down/|archive-date=May 10, 2018|access-date=June 4, 2018|website=Village Voice}}</ref>

==== Streetcar tracks ====
[[File:NYC Williamsburg Bridge tracks.jpg|thumb|upright=1.2|View of tracks on the bridge]]
[[File:NYC "J" train.JPG|thumb|upright=1.2|The J train on the bridge's tracks]]

The bridge carried streetcars from November 4, 1904,<ref name="n571601151" /> to December 5, 1948.<ref name="The New York Times 1948" /> The streetcar tracks occupied what are now the inner roadways, between the trusses and the rapid transit tracks.<ref name="p571475032" /> When the Williamsburg Bridge was built, streetcar lines from the Eastern District of Brooklyn and the former town of [[Newtown, Queens|Newtown]] (now the neighborhoods surrounding [[Elmhurst, Queens|Elmhurst]] in western [[Queens]]) converged at the bridge's Brooklyn end.<ref>{{Cite news|date=May 12, 1901|title=Queens' Great Future, New Transit Facilities|pages=12|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-queens-great-f/137028743/|access-date=December 18, 2023}}</ref> The [[Metropolitan Street Railway]], BRT, and [[Coney Island and Brooklyn Rail Road]] (CI&B) shared the tracks.<ref name="p571580932">{{cite news|id={{ProQuest|571580932}}|title=Get Eight Cent Fare: Best Signs Contract for Williamsburg Bridge—Five Cents Later|date=May 22, 1904|page=7|work=New-York Tribune|issn=1941-0646|postscript=none}}; {{Cite news|date=May 22, 1904|title=No Eight-cent Fare Over the New Bridge; Anywhere in Manhattan to Brooklyn End for Five Cents.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1904/05/22/archives/no-eightcent-fare-over-the-new-bridge-anywhere-in-manhattan-to.html|access-date=December 22, 2023|issn=0362-4331}}</ref> Each streetcar track was laid to standard gauge, and the centers of each track were spaced {{Convert|9.75|ft}} apart.<ref name="The Brooklyn Citizen 1903 2" /><ref name="Electrical Age 1902" /><ref name="p873936193" /> Overhead catenary wires provided electrification for the southern pair of tracks.<ref>{{cite magazine|date=November 19, 1904|title=Electrifying the New Williamsburg Bridge|magazine=The Street Railway Journal|volume=24|issue=21|pages=906–908|id={{ProQuest|747958799}}}}</ref>

BRT and CI&B streetcars originated at various points in Brooklyn and terminated in Manhattan, while Metropolitan streetcars originated at various points in Manhattan and terminated in Brooklyn.<ref name="p571580932" /> The Brooklyn streetcars used two tracks on the south side, and the Manhattan streetcars used two tracks on the north side.<ref name="Brennan2001">{{cite web|url=http://www.columbia.edu/~brennan/abandoned/willb.html|title=Williamsburg Bridge Railway Terminal|first=Joseph|last=Brennan|access-date=February 27, 2010|archive-date=March 1, 2021|archive-url=https://web.archive.org/web/20210301203922/http://www.columbia.edu/~brennan/abandoned/willb.html|url-status=live}}</ref> After the New York City government took over operation of streetcar lines that used the bridge,<ref name="NYTimes-WilliamsburgBdgTrolley-1923" /><ref>{{cite news|date=November 22, 1923|title=Bridge Trolley Service: Brooklyn Transit Companies to Discontinue Operations on Williamsburg Bridge|page=2|work=The Wall Street Journal|issn=0099-9660|id={{ProQuest|130116778}}}}</ref> the BMT (the BRT's successor) did not operate any service across the bridge from 1923<ref>{{Cite news|date=November 21, 1923|title=B. M. T. Won't Run Cars on E. D. Bridge|pages=1|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-b-m-t-wont-run/137488952/|access-date=December 27, 2023}}</ref> to 1931.<ref name="BklynEagle-WlmsbgBdgTrolley-Feb1931" />

{| class="wikitable"
|+ Streetcar lines on the bridge
|-
! Line name !! Borough primarily served !! Start year !! End year
|-
| [[Williamsburg Bridge Local]] || Shuttle{{Efn|Though the Williamsburg Bridge Local shared the southern tracks with Brooklyn streetcars,<ref name="Brennan2001" /> it terminated at both ends of the bridge and did not go further into either Manhattan or Brooklyn.<ref>{{Cite news|last=Gordon|first=David|date=May 5, 1974|title=Brooklyn's Trolleys Still Alive in the Heart of a Buff|language=en-US|work=The New York Times|url=https://www.nytimes.com/1974/05/05/archives/brooklyns-trolleys-still-alive-in-the-heart-of-a-buff-trolley.html|access-date=December 27, 2023|issn=0362-4331}}</ref>}}|| 1904 || 1948<ref name="The New York Times 1948">{{cite news|date=December 6, 1948|title=Buses Take Over Williamsburg Run: Trolleys End Bridge Service-Old Underground Station No Longer in Use|work=[[The New York Times]]|url=https://timesmachine.nytimes.com/timesmachine/1948/12/06/97154899.pdf|access-date=October 21, 2016}}</ref>
|-
|rowspan=2| [[Nostrand Avenue Line (surface)|Nostrand Avenue Line]] ||rowspan=2|Brooklyn || 1904<ref name="n137485994" /> || 1923<ref name="n137488952">{{Cite news|date=December 2, 1923|title=City Begins Its Bridge Service As B.-M. T. Stops|pages=4|work=New-York Tribune|id={{ProQuest|1114736705}}|issn=1941-0646}}</ref>
|-
| 1931<ref name="BklynEagle-WlmsbgBdgTrolley-Feb1931" /> || 1948
|-
|rowspan=2| [[Ralph Avenue Line]], [[Ralph and Rockaway Avenues Line]] ||rowspan=2| Brooklyn || 1905<ref>{{Cite news|date=November 18, 1905|title=Twenty-Eighth Ward Board of Trade|pages=1|work=The Chat|via=newspapers.com|url=https://www.newspapers.com/article/the-chat-twenty-eighth-ward-board-of-tra/137488751/|access-date=December 27, 2023}}</ref> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| 1931<ref name="BklynEagle-WlmsbgBdgTrolley-Feb1931" /> || 1948
|-
|rowspan=2| [[Tompkins Avenue Line]] ||rowspan=2|Brooklyn || 1906<ref>{{Cite news|date=February 1, 1906|title=Changes in B. R. T. Lines|pages=5|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-changes-in-b-r/137488037/|access-date=December 27, 2023}}</ref> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| 1931<ref name="BklynEagle-WlmsbgBdgTrolley-Feb1931" /> || 1947
|-
| rowspan=2 | [[Reid Avenue Line]] ||rowspan=2|Brooklyn || 1904<ref name="n137485994">{{Cite news|date=November 3, 1904|title=Bridge Cars in Operation; Eastern District Surprised|pages=1, [https://www.newspapers.com/article/the-standard-union-bridge-cars-in-operat/137485994/ 2]|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-bridge-cars-in-operat/137485734/|access-date=December 27, 2023}}</ref><ref name="BklynEagle-WilliamsburgBdgTrolley-Nov1904">{{cite news|date=November 7, 1904|title=Rush On New Bridge|page=2|newspaper=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-rush-on-new-bri/50507300/|access-date=December 27, 2023}}</ref> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923">{{cite news|date=November 22, 1923|title=Through Service on Bridge to End|newspaper=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1923/11/22/106020490.pdf|access-date=January 19, 2016}}</ref>
|-
| 1931<ref name="BklynEagle-WlmsbgBdgTrolley-Feb1931">{{Cite news|date=February 15, 1931|title=Through Trolley Service on Bridge|pages=16|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-through-trolley/50507465/|access-date=December 27, 2023|postscript=none}}; {{Cite news|date=February 15, 1931|title=Restores Bridge Service; B.M.T. Abolishes 2-Cent Fare Today on Through Traffic.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1931/02/15/archives/restores-bridge-service-bmt-abolishes-2cent-fare-today-on-through.html|access-date=December 27, 2023|issn=0362-4331}}</ref> || 1937<ref>{{Cite news|date=June 30, 1937|title=Utica and Reid Trolley Lines to Be Combined|pages=2|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen/30889542/|access-date=December 27, 2023}}</ref>
|-
| [[Broadway Line (Brooklyn surface)|Broadway Line]] || Brooklyn || 1904<ref name="n137485994" /><ref name="BklynEagle-WilliamsburgBdgTrolley-Nov1904" /> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| [[Franklin Avenue Line (surface)|Franklin Avenue Line]] || Brooklyn || 1904<ref name="n137485994" /> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| [[Grand Street Line (Brooklyn)|Grand Street (Brooklyn) Line]] || Brooklyn || 1904<ref name="n137485994" /> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| [[Sumner Avenue Line]] || Brooklyn || 1905 || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| [[Wilson Avenue Line|Wilson Avenue (Hamburg Avenue) Line]] || Brooklyn  || 1904<ref name="n137485994" /> || 1923<ref name="n137488952" /><ref name="NYTimes-WilliamsburgBdgTrolley-1923" />
|-
| [[Bushwick Avenue Line]] || Brooklyn  || 1904<ref name="n137485994" /> || 1923<ref name="n137488952" />
|-
| [[Nostrand-Culver Line]] and [[Nostrand-Prospect Line]] || Brooklyn || 1906<ref>{{Cite news|date=April 23, 1906|title=Change Cars for Coney|pages=6|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-change-cars-for-con/137488291/|access-date=December 27, 2023}}</ref> || 1919
|-
| [[Grand Street Line (Manhattan)|Grand Street (Manhattan) Line]] || Manhattan || 1904 || 1932<ref name="p1114848426" />
|-
| [[Post Office Line]] || Manhattan || 1919 || 1932<ref name="p1114848426" />
|-
| [[Seventh Avenue Line (Brooklyn)|Seventh Avenue-Brooklyn Line]] || Manhattan || 1911 || 1919<!--how did this go?-->
|-
| [[8th Street Crosstown Line]] || Manhattan || 1904 || 1911
|-
| [[14th Street-Williamsburg Bridge Line]] || Manhattan || 1904 || 1920<ref>{{cite news|date=February 28, 1920|title=Two More Car Lines to Stop Service March 7: Fourteenth Street Line, Across Williamsburg Bridge, And Seventh Av., In Brooklyn, Affected|page=6|work=New-York Tribune|issn=1941-0646|id={{ProQuest|576166740}}}}</ref>
|-
| [[Fourth Avenue and Williamsburg Bridge Line]] || Manhattan || 1904 || 1911
|-
| Desbrosses Street Ferry Line || Manhattan || <!--tbd--> || 1924<ref name="n137393645">{{Cite news|date=November 13, 1924|title=Will Discontinue Two More Trolley Lines on Williamsburg Bridge|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-will-discontinue-two/137393645/|access-date=December 26, 2023}}</ref>
|-
| Third Avenue Line || Manhattan || <!--tbd--> || 1924<ref name="n137393645" />
|}

At the Manhattan end of the bridge was the [[Williamsburg Bridge Trolley Terminal]], which opened on May 19, 1908,<ref name="p572112654" /> under the south side of [[Delancey Street]] between Clinton and Norfolk streets.<ref name="StreetRR-EssexStBMT-Ap1908">{{cite journal|date=April 11, 1908|title=Underground Bridge Terminal in New York for Brooklyn Surface and "L" Lines|url=https://archive.org/stream/streetrailwayjo311908newy/streetrailwayjo311908newy#page/591/mode/1up|journal=Street Railway Journal|volume=31|issue=15|pages=592–596|access-date=October 21, 2016}}</ref> At ground level was an additional terminal for through trolley service;<ref name="StreetRR-EssexStBMT-Ap1908" /> the last trolley lines stopped operating through the Manhattan terminal in 1948.<ref name="The New York Times 1948" /> At the Brooklyn end is the [[Williamsburg Bridge Plaza Bus Terminal|Williamsburg Bridge Plaza Terminal]] (also known as Washington Plaza), an at-grade former trolley terminal that has existed since at least 1903.<ref>{{cite journal|last1=Woodruff|first1=Clinto Rogers|date=March 1905|title=Notes on Municipal Government. The Activities of Civic Organizations for Municipal Improvement in the United States: A Symposium|url=https://zenodo.org/record/2258955|journal=[[Annals of the American Academy of Political and Social Science]]|volume=25|issue=City Life and Progress|pages=157–199|doi=10.1177/000271620502500211|s2cid=145085237}}</ref> After trolley service was discontinued, the Brooklyn trolley terminal became a bus terminal.<ref>{{Cite book|title=Report for the Three and One-Half Years Ending June 30, 1949.|date=1949|publisher=New York City Board of Transportation|hdl=2027/mdp.39015023094926}}</ref> The [[B39 (New York City bus)|B39]] bus, which replaced a trolley line, is the only surface-transit line that continues to use the bridge as of 2023.<ref>{{Cite news|last=Hu|first=Winnie|date=April 30, 2019|title=New York City's Quirkiest Bus: 1 Bridge, 3 Stops|language=en-US|work=The New York Times|url=https://www.nytimes.com/2019/04/30/nyregion/mta-b39-bus.html|access-date=December 21, 2023|issn=0362-4331}}</ref> There was an additional proposal to establish a trolley stop on the bridge above Bedford Avenue in 1901<ref>{{Cite news|date=August 31, 1901|title=There Is a Hitch|pages=10|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-there-is-a-hitch/137034882/|access-date=December 18, 2023}}</ref> and again in 1913, but this never occurred.<ref>{{Cite news|date=January 19, 1913|title=Want New Station; Brooklyn Business Men Want Car Stop on Williamsburg Bridge.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1913/01/19/archives/want-new-station-brooklyn-business-men-want-car-stop-on.html|access-date=December 26, 2023|issn=0362-4331}}</ref>

{{clear right}}

==== Pedestrian and bicycle paths ====
[[File:Lower East Side, New York, NY, USA - panoramio - Sergei Gussev (1).jpg|thumb|The pedestrian–bike path in Manhattan]]
From the Manhattan end, a shared bike and pedestrian pathway begins in the median of Delancey Street at Clinton Street. The path is split into separate paths for bikes and pedestrians.<ref name="Travels 2013 c711" /> Between the two anchorages, the pedestrian and bike paths are placed above the inner roadways<ref name="p571475032" /> and are supported by plate steel floor beams.<ref name="Scientific American 1901" /> The pathway to the north ends on South 5th Street at Continental Army Plaza, while the pathway to the south ends at Bedford Avenue.<ref name="Travels 2013 c711">{{cite web|date=April 4, 2013|title=New Yorkers Guide To The Williamsburg Bridge|url=https://patch.com/new-york/bed-stuy/bp--new-yorkers-guide-to-the-williamsburg-bridge|access-date=December 11, 2023|website=Bed-Stuy, NY Patch|archive-url=https://web.archive.org/web/20231211213515/https://patch.com/new-york/bed-stuy/bp--new-yorkers-guide-to-the-williamsburg-bridge|archive-date=December 11, 2023|url-status=live}}</ref>

Initially, the northern pathway was supposed to be used by pedestrians and cyclists heading to Manhattan, and the southern pathway was supposed to be used by pedestrians and cyclists heading to Brooklyn. The pathways were connected by an overpass at the center of the main span. On both pathways, pedestrian and bike traffic was separated by an iron railing.<ref>{{cite magazine|date=July 18, 1903|title=Approach to the New East River Bridge.|magazine=Scientific America|volume=LXXXIX|issue=3|page=46|id={{ProQuest|126785483}}}}</ref> The bike paths measured {{Convert|7|ft}} wide, while the pedestrian paths measured {{Convert|10.5|ft}} wide.<ref name="The Brooklyn Citizen 1903 2" /><ref name="p873936193" /> By 2002, the bridge had a shared bike and pedestrian path that was only {{convert|12|ft}} wide.<ref>{{Cite news|last=Bahrampour|first=Tara|date=December 29, 2002|title=Neighborhood Report: Williamsburg Bridge; Bicyclists and Pedestrians Choose a Path That's Right, But It May Turn Out Wrong|language=en-US|work=The New York Times|url=https://www.nytimes.com/2002/12/29/nyregion/neighborhood-report-williamsburg-bridge-bicyclists-pedestrians-choose-path-that.html|access-date=December 7, 2023|issn=0362-4331}}</ref> The bridge carried over 6,200 cyclists a day in 2010, making it the busiest bridge for cyclists in New York City at the time;<ref name="Short 2011 n133" /> {{As of|2023|lc=y}}, the bridge carries over 7,800 daily cyclists.<ref>{{cite web|date=January 1, 1980|title=Bicycle Counts|url=https://www.nyc.gov/html/dot/html/bicyclists/bike-counts.shtml|access-date=December 4, 2023|website=NYC DOT}}</ref>

As planned, there were supposed to have been two staircase entrances at Bedford Avenue and one bicycle entrance near Driggs Avenue.<ref name="The Brooklyn Citizen 1900" /> A [[moving walkway]] was proposed for the bridge in 1902<ref>{{Cite news|date=May 5, 1902|title=Moving Walks for the Bridges|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-moving-walks-for-the/137151642/|access-date=December 21, 2023}}</ref> and approved in 1903.<ref>{{cite news|date=November 12, 1903|title=Wonderful Bridge: New Yorkers Will Travel on Moving Sidewalk to Brooklyn—the Scheme Is Interesting.|page=5|work=Los Angeles Times|issn=0458-3035|id={{ProQuest|164195076}}|postscript=none}}; {{Cite news|date=November 13, 1903|title=Moving Platform for the New Bridge|pages=5|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-moving-platform-for-t/137239521/|access-date=December 22, 2023}}</ref>

=== Caissons and towers ===
The suspension tower on each side of the East River is supported by two foundations, which are built to a height of {{Convert|23|ft}} above mean high water. The foundations are placed atop caissons that descend to the underlying layer of gneiss.<ref name="Scientific American 1896">{{Cite magazine|date=September 12, 1896|title=The New East River Bridge|magazine=Scientific American|volume=LXXV|issue=11|pages=214|id={{ProQuest|126775775}}}}</ref> The centers of each pair of caissons are placed {{Convert|97.5|ft}} apart.<ref name="Scientific American 1897" />{{Rp|page=91}}<ref name="Railroad Gazette 1897 2" /> The construction of the caissons required {{convert|1|e6ft}} of timber and {{convert|100|ST|LT t}} of steel.<ref name="The Hartford Courant 1897">{{cite news|date=July 27, 1897|title=New East River Bridge: It Will Cost, Completed, Over $7,000,000 Commissioners Buy Load From the Sugar Trust for $830,000 – to Be Opened to the Public in 1900|page=7|work=The Hartford Courant|issn=1047-4153|id={{ProQuest|554732087}}}}</ref><ref name="Austin Daily Statesman 1896">{{Cite news|date=December 26, 1896|title=Big Caissons for Bridge: Over One Million Feet of Timber and Tons Of Steel to Be Used|page=6|work=Austin Daily Statesman|id={{ProQuest|1621213072}}}}</ref> The caissons measure {{convert|60|ft}} wide, {{convert|70|to|76|ft}} long, and {{convert|19|to|25|ft}} high.<ref name="The Standard Union 1897" /><ref name="nyt-1897-03-28" /><ref name="Scientific American 1897" />{{Rp|page=90}} The caissons in Manhattan are {{convert|55|and|65|ft}} deep,<ref name="The Hartford Courant 1897" /> while those on the Brooklyn side are {{convert|86|and|100|ft}} deep.<ref name="Railroad Gazette 1897 2" /> The walls of each caisson are composed of four layers of timber planks<ref name="nyt-1897-03-28" /><ref name="Austin Daily Statesman 1896" /> and measure {{Convert|2.75|ft}} thick. At the bottom of each caisson was a chamber measuring {{convert|8|ft}} high, while at the top were seven access shafts and a set of air locks.<ref name="nyt-1897-03-28" /><ref name="Scientific American 1897" />{{Rp|page=91}}<ref>{{Cite news|date=March 16, 1897|title=Work on a Big Caison|pages=6|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-work-on-a-big-c/136427812/|access-date=December 7, 2023}}</ref> Concrete was placed on each caisson's roof after it was sunk.<ref name="The Standard Union 1897 2" />

Each foundation supports a masonry pier that rises to {{Convert|23|ft}} above mean high water.<ref>{{Cite news|date=February 3, 1899|title=Can Use All the Money|pages=5|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-can-use-all-the/136645484/|access-date=December 11, 2023}}</ref><ref name="Scientific American 1899" /> The piers are clad with limestone masonry below the mean low water level, and they are clad with granite on a limestone backing above that level. There is a massive dressed-granite block at the corner of each pier, supporting the columns in each leg of the suspension tower.<ref name="Scientific American 1899" /> Above each of these granite blocks are heavy steel pedestals, which measure {{convert|3.5|ft}} high, {{cvt|11|by|11|ft}} at their bases, and {{cvt|8|by|8|ft}} at their tops.<ref name="Scientific American 1900">{{Cite magazine|date=May 12, 1900|title=The Towers and Approaches of the New East River Bridge.|magazine=Scientific American|volume=LXXXII|issue=19|page=294|id={{ProQuest|126771342}}}}</ref> There are legs on the south and north sides of both suspension towers; each leg comprises four columns that are diagonally braced together.<ref name="The Hartford Courant 1896" /><ref name="Scientific American 1900" /> Viewed from above, each leg forms a rectangle measuring {{convert|40|ft}} west–east and {{convert|24|ft}} north–south. The lowest portion of each column tapers to a square cross-section measuring {{Convert|4|by|4|ft}}, upon which the columns in the leg rise vertically to the bridge's deck.<ref name="Scientific American 1900" /> Above the bridge's deck, the upper sections of the towers' legs are slanted inward and are stiffened by a pair of trusses measuring {{Convert|45|ft}} high.<ref name="Scientific American 1896" /> The tops of each tower are about {{Convert|14|ft}} narrower than at the deck level,<ref name="Scientific American 1900" /> and they measure about {{Convert|333|ft}}<ref name="New-York Tribune 1899 2" /> or {{Convert|335|ft}} above mean high water.<ref name="The Hartford Courant 1896">{{cite news|date=November 9, 1896|title=New East River Bridge: Work of Construction Begun in New York|page=2|work=The Hartford Courant|issn=1047-4153|id={{ProQuest|554695066}}}}</ref><ref name="Scientific American 1899" />

Each tower uses {{Convert|3000|ST|LT t}} of steel in total.<ref name="New-York Tribune 1900" /> When Buck was designing the bridge, he decided to use steel for the suspension towers, as stone towers would have required larger foundations, taken much longer to build, and necessitated a widening of the bridge.<ref>{{cite web|date=February 6, 1896|title=Steel Towers the Best; Engineer Buck's Advice as to the New East River Bridge.|url=https://www.nytimes.com/1896/02/06/archives/steel-towers-the-best-engineer-bucks-advice-as-to-the-new-east.html|access-date=December 4, 2023|website=The New York Times|issn=0362-4331}}</ref><ref name="The Brooklyn Citizen 1901" /> According to the principal assistant engineer, O. F. Nichols, the steel towers could also rise higher than masonry towers and allowed the use of smaller main cables, thereby allowing a stiffer bridge.<ref name="The Brooklyn Citizen 1901" /> The ''New-York Tribune'' wrote that the steel towers would "appear much lighter and, of course, more graceful" than the Brooklyn Bridge's masonry towers.<ref name="New-York Tribune 1899" />

=== Cables ===

==== Main cables ====
The bridge's cables carry a [[dead load]] of {{convert|8000|ST|LT}} and were designed to carry another {{convert|4500|ST|LT}} of moving traffic.<ref name="Scientific American 1902" /> The bridge is built with four main cables, which descend from the tops of the suspension towers and help support the deck.<ref name="STRUCTURE magazine 2017 z288" /><ref name="New-York Tribune 1902">{{cite news|date=February 9, 1902|title=Work on New Bridge Cables: The Structure May Get the Name of the Williamsburg Bridge. Despite Mr. Swanstrom|page=A10|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571171110}}}}</ref> The main cables are grouped in two pairs, one each on the north and south sides of the bridge. At the anchorages on either end, each pair of cables is spaced {{Convert|34|ft}} apart; they narrow to {{Convert|22|ft}} apart at the top of the towers and {{Convert|4|ft}} apart at the middle of the span.<ref name="STRUCTURE magazine 2017 z288" /> The main cables are "cradled" together at the center of the span, which was intended to strengthen the bridge against wind pressure,<ref name="Scientific American 1896 2">{{Cite magazine|date=September 12, 1896|title=The New East River Bridge|magazine=Scientific American|pages=214|volume=LXXV|issue=11|id={{ProQuest|126775775}}}}</ref> and are connected to the ends of large [[plate girder]]s.<ref name="STRUCTURE magazine 2017 z288" /><ref name="Scientific American 1896 2" /> The main cables each measure between {{Convert|18|in}} and {{Convert|18.75|in}} across.<ref name="STRUCTURE magazine 2017 z288" /><ref name="Boorstin 1987" /> The saddles at the tops of the suspension towers, which are placed over the main cables, each weigh {{convert|32.5|ST|LT t}}<ref name="Scientific American 1900 2" /> or {{Convert|36|ST|LT t}}.<ref name="New-York Tribune 1900 2" /><ref name="n137243629" /><ref>{{Cite news|date=December 12, 1900|title=First Saddle May Go Up To-Day|pages=1|work=The Standard Union|via=newspapers.com|url=https://www.newspapers.com/article/the-standard-union-first-saddle-may-go-u/136994986/|access-date=December 18, 2023}}</ref> The saddles measure {{convert|7.67|by|19|by|4|ft|0}} across.<ref name="Scientific American 1900 2" />

Almost {{Convert|19000|mi}} of steel wire strands were manufactured for the bridge.<ref name="Cincinnati Enquirer 1901" /> Each main cable is composed of 37 strands of 208 wires,{{efn|Other sources describe each cable as having 280,<ref name="The Brooklyn Daily Eagle 1901" /> 281,<ref name="The Brooklyn Daily Eagle 1899" /><ref name="Scientific American 1900 2" /> or 282 wires.<ref name="Nixon 1901" />}} amounting to 7,696 wires in each cable.<ref name="Boorstin 1987" /><ref name="New-York Tribune 1902" /><ref name="Hildenbrand 1902">{{Cite magazine|last=Hildenbrand|first=Wilhelm|date=August 1, 1902|title=Cable=Making for the New East River Bridge: Engineer for Cables of the Bridge|magazine=Electrical Age|volume=29|issue=6|id={{ProQuest|574385363}}}}</ref>{{rp|page=247}} The strands themselves measure {{Convert|3|in}} in diameter and are hexagonal;<ref name="Hildenbrand 1902" />{{rp|page=247}} the wires are {{Convert|3/16|in}} across.<ref name="The Brooklyn Daily Eagle 1901" /><ref name="Scientific American 1900 2">{{cite magazine|title=Cables of the New East River Bridge|magazine=Scientific American|volume=LXXXII|issue=4|date=January 27, 1900|page=52|id={{ProQuest|126790055}}}}</ref> The wires were supposed to have a breaking strength of at least {{convert|200000|psi|kPa}}.<ref name="Nixon 1901">{{Cite news|last=Nixon|first=Lewis|date=April 28, 1901|title=This Bridge a Record-Breaker|pages=3|work=Buffalo Courier|via=newspapers.com|url=https://www.newspapers.com/article/buffalo-courier-this-bridge-a-record-bre/137025260/|access-date=December 18, 2023}}</ref><ref name="The Brooklyn Citizen 1901" /> The strands were tied together at intervals of {{convert|10|to|12|ft}}.<ref>{{Cite news|date=August 18, 1901|title=Now for the Cables on East River Bridge|pages=5|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-now-for-the-cab/137034709/|access-date=December 18, 2023}}</ref> The ends of each strand were wrapped around a horseshoe-shaped steel casting that in turn was attached to an anchor bar.<ref name="Hildenbrand 1902" />{{rp|page=247}} The main cables were wrapped with duck cloth, which was supposed to make them waterproof,<ref>{{Cite news|date=October 30, 1902|title=Cloth for Bridge Cables|pages=16|work=The New York Times|via=newspapers.com|url=https://www.newspapers.com/article/the-new-york-times-cloth-for-bridge-cabl/137179549/|access-date=December 21, 2023|postscript=none}}; {{Cite news|date=October 29, 1902|title=New Wrappings for Cables|pages=11|work=Times Union|via=newspapers.com|url=https://www.newspapers.com/article/times-union-new-wrappings-for-cables/137179512/|access-date=December 21, 2023}}</ref> and steel plates were then placed over the duck cloth.<ref name="The Brooklyn Daily Eagle 1902">{{Cite news|date=November 21, 1902|title=Wrapping on Cables of New East River Bridge|pages=15|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-wrapping-on-cab/137180138/|access-date=December 21, 2023}}</ref>

A filling, made of graphite and linseed oil,<ref name="Boorstin 1987" /><ref name="The Brooklyn Daily Eagle 1902" /> was poured into the strands themselves and into the air pockets between the strands.<ref name="STRUCTURE magazine 2017 z288" /> This filling was also poured into the saddles and within [[Joint (building)|joints]].<ref name="The Brooklyn Daily Eagle 1902" /> Although Roebling Company engineers claimed the cables were eight to ten times stronger than those on the Brooklyn Bridge,<ref>{{Cite news|date=July 25, 1901|title=Opinions of Engineers|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-opinions-of-eng/137032437/|access-date=December 18, 2023}}</ref> the filling had weakened the cables by one-third by the late 20th century.<ref name="Boorstin 1987" /> When the bridge was being built, there were plans to install incandescent light bulbs along the main cables.<ref>{{Cite news|date=October 5, 1902|title=New Ideas for Bridge Lights; Electric Lamps to Span the East River Like Necklaces of Pearls.|language=en-US|work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1902/10/05/117982317.pdf|url-status=live|access-date=December 28, 2017|archive-url=https://web.archive.org/web/20210529082905/https://timesmachine.nytimes.com/timesmachine/1902/10/05/117982317.pdf|archive-date=May 29, 2021|issn=0362-4331}}</ref> The lamps, which were first illuminated in 1904,<ref name="n137248339" /> were powered by a waste incineration plant directly under the Manhattan approach.<ref>{{cite news|date=February 4, 1906|title=Light From Rubbish: Williamsburg Bridge Illuminated by Burning Waste Material|page=A5|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571687836}}|postscript=none}}; {{Cite news|date=December 15, 1905|title=Waste Turned Into Profit|pages=7|work=The Buffalo News|via=newspapers.com|url=https://www.newspapers.com/article/the-buffalo-news-waste-turned-into-profi/137388621/|access-date=December 25, 2023}}</ref>

==== Suspender cables ====
On the main span, there are suspender castings on the main cables, placed at intervals of {{Convert|20|ft}}.<ref name="STRUCTURE magazine 2017 z288" /><ref name="Scientific American 1900 2" /> The suspension cables, which hang from the suspension castings, are each composed of seven strands of rope measuring {{convert|1.75|in}} in diameter.<ref name="n137243629" /><ref name="Scientific American 1900 2" />

==== Anchorages ====
At either end of the main span are massive masonry anchorages placed {{convert|570|ft}}<ref name="Scientific American 1896" /> or {{convert|590|ft}} inland of the shore.<ref name="Scientific American 1899" /> The anchorage in Manhattan was between Mangin and Tompkins streets, the latter of which was located near what is now [[FDR Drive]],<ref>{{cite web|date=May 20, 2020|title=Make Way for Progress: A Wider Delancey and the Williamsburg Bridge|url=https://www.nyhistory.org/blogs/make-way-for-progress-a-wider-delancey-and-the-williamsburg-bridge|access-date=December 7, 2023|website=New-York Historical Society}}</ref> and the anchorage near Brooklyn is between Wythe and Kent avenues.<ref name="Railroad Gazette 1897">{{Cite magazine|date=September 10, 1897|title=Anchorages for the New East River Bridge|magazine=Railroad Gazette|volume=29|issue=37|id={{proQuest|873943000}}}}</ref>{{Rp|pages=630–631}} At its base, the Manhattan anchorage measures {{convert|178|by|152|ft}} across,<ref name="New-York Tribune 1899 2" /><ref name="Railroad Gazette 1897" />{{Rp|page=631}} while the Brooklyn anchorage measures {{convert|182|by|158|ft}} across.<ref name="Scientific American 1899" /><ref name="Railroad Gazette 1897" />{{Rp|page=631}} Each anchorage rises {{convert|80|ft}} above street level and has a foundation {{convert|40|ft}} deep.<ref name="Scientific American 1899" /> Yellow pine [[pilings]] were placed at the bottom of the anchorages' foundations and were covered with a layer of concrete with embedded timbers. Above were a steel [[wikt:grillage|grillage]] and another layer of concrete, the latter of which contained the "sleeves" at the ends of each main cable. The above-ground sections of the anchorages were clad with masonry.<ref name="The Brooklyn Daily Eagle 1897 2" /><ref name="Railroad Gazette 1897" />{{Rp|page=631}}

The anchorages had to be capable of withstanding a total pull of {{convert|20250|ST|LT t}} from the four cables.<ref name="Scientific American 1899" /> Within each anchorage, the main cables pass through a splay casting, where each of the strands separates.<ref name="n138037718" /> There are two anchor chains at the end of each main cable, each of which are composed of 44 [[eyebar]]s of varying length.<ref name="Scientific American 1899" /><ref name="Cincinnati Enquirer 1901" /> The ends of each strand are attached to the eyebars.<ref name="Cincinnati Enquirer 1901" /><ref name="n138037718" /> The lower sections of the chains are held by plate girders. Each girder measures between approximately {{convert|5.5|and|5.9|ft|m}} deep. Beneath each girder are [[anchor plate]]s, which weigh {{convert|11.75|ST|LT t}}; these plates are used to secure the eyebars at the end of each anchor chain.<ref name="Railroad Gazette 1897" />{{Rp|page=|pages=631–632}}

===Plazas===

==== Brooklyn side ====
[[File:Cont Army Plz Billyb jeh.jpg|thumb|Continental Army Plaza]]
At the foot of the bridge in Williamsburg, between South 5th Street and Havemeyer Street, are three public areas that collectively comprise a plaza alternatively known as the Williamsburg Bridge Plaza, Washington Plaza, or George Washington Monument Park. It contains Continental Army Plaza and two sections of LaGuardia Playground, both operated by the [[New York City Department of Parks and Recreation|Parks Department]].<ref>{{cite NYCS map|Williamsburg|}}</ref>

The plaza is named after the large statue of [[George Washington]] in Continental Army Plaza,<ref>{{cite news|last1=Waite|first1=Thomas L.|date=February 20, 1989|title=About-Face For 'Valley Forge' Statue? Maybe.|newspaper=[[The New York Times]]|url=https://www.nytimes.com/1989/02/20/nyregion/about-face-for-valley-forge-statue-maybe.html|url-status=live|access-date=July 3, 2015|archive-url=https://web.archive.org/web/20171219230408/http://www.nytimes.com/1989/02/20/nyregion/about-face-for-valley-forge-statue-maybe.html|archive-date=December 19, 2017}}</ref> sculpted by [[Henry Merwin Shrady]]<ref>{{Cite news|last=Mara|first=Margaret|date=May 16, 1951|title=The Bridge Plaza in Williamsburg|pages=17|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-the-bridge-plaz/137517851/|access-date=December 28, 2023}}</ref> The statue, a gift from Kings County register [[James R. Howe]], was dedicated in 1906.<ref>{{Cite news|date=September 30, 1906|title=Jas R. Howe, 3d, Unveils Statue|pages=7, [https://www.newspapers.com/article/the-brooklyn-daily-eagle-jas-r-howe-3d/137379978/ 8]|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-scene-at-the-un/99506931/|access-date=December 25, 2023|postscript=none}}; {{Cite news|id={{ProQuest|571708114}}|title=New Statue Unveiled: Vast Throng Witnesses Ceremonies at Williamsburg Bridge Plaza|date=September 30, 1906|page=7|work=New-York Tribune|issn=1941-0646}}</ref> A playground between South 4th, South 5th, Roebling, and Havemeyer streets was proposed in 1932 (replacing part of the trolley terminal there)<ref>{{Cite news|date=June 21, 1932|title=Plan Playground at Bridge Plaza in Williamsburg|pages=12|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-plan-playground/137501449/|access-date=December 27, 2023}}</ref> and opened in July 1935 as LaGuardia Playground.<ref>{{cite news|date=July 3, 1935|title=Mayor Lauds Roosevelt At Playground Opening: Made Williamsburg Bridge Plaza Project Possible, He Says Williamsburg Bridge Plaza Playground Is Opened by Mayor LaGuardia|page=2|work=New York Herald Tribune|issn=1941-0646|id={{ProQuest|1329145870}}}}</ref> Following the construction of LaGuardia Playground, the plot around the Washington statue was renovated into Monument Park, which was dedicated in July 1937.<ref>{{Cite news|date=July 21, 1937|title=4,000 At Dedication of Monument Park; WPA Development at Plaza of Williamsburg Bridge in Brooklyn Cost $80,000|language=en-US|work=The New York Times|url=https://www.nytimes.com/1937/07/21/archives/4000-at-dedication-of-monument-park-wpa-development-at-plaza-of.html|access-date=December 27, 2023|issn=0362-4331|postscript=none}}; {{Cite news|date=July 21, 1937|title=New $80,000 Williamsburg Playground Opened|pages=3|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-new-80000-william/137504488/|access-date=December 27, 2023}}</ref> The playground is split into two pieces by the ramp to the Brooklyn–Queens Expressway.<ref>{{cite web|title=La Guardia Playground Highlights : NYC Parks|url=https://www.nycgovparks.org/parks/la-guardia-playground/history|access-date=December 27, 2023|website=nycgovparks.org}}</ref>

==== Manhattan side ====
At the Manhattan end of the bridge, the walkway terminated at an elevated promenade at Delancey and Clinton streets, which opened in 1914 and measured {{convert|68|by|450|ft}} across.<ref>{{Cite news|date=July 12, 1914|title=New Elevated Playground Last Word in Recreation; Novel Structure Opened Last Week at Manhattan End of Williamsburg Bridge May Help Solve Serious Problem.|language=en-US|work=The New York Times|url=https://www.nytimes.com/1914/07/12/archives/new-elevated-playground-last-word-in-recreation-novel-structure.html|access-date=December 26, 2023|issn=0362-4331|postscript=none}}; {{Cite news|id={{ProQuest|509150993}}|title=New Playground on End of Bridge|date=July 8, 1914|page=4|work=The Christian Science Monitor|issn=0882-7729}}</ref> This promenade was {{convert|30|ft}} above street level.<ref>{{Cite news|date=June 22, 1914|title=Bridge Esplanade for a Playground|pages=3|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bridge-esplanad/137393347/|access-date=December 26, 2023}}</ref><!-- This elevated structure seems to have existed until the 1990s reconstruction. https://www.analysisandsolutions.com/williamsburg-bridge/ -->

== Tolls ==
{{further|Congestion pricing in New York City#Tolls}}
The Williamsburg Bridge was initially a [[toll bridge]], charging the same fees as the Brooklyn Bridge did.<ref>{{Cite news |date=December 11, 1903 |title=Grout Opposes Spending Money for Bridge Opening |url=https://www.newspapers.com/article/the-standard-union-grout-opposes-spendin/137389813/ |access-date=December 26, 2023 |work=The Standard Union |pages=1 |via=newspapers.com}}</ref> In 1911, the city government conducted a study and found that it had no authority to charge tolls on the [[Queensboro Bridge|Queensboro]] and [[Manhattan Bridge|Manhattan]] bridges.<ref>{{Cite news |date=July 7, 1911 |title=To Abolish Tolls On City Bridges; Mayor Gaynor Believes There Is No Legal Warrant for Taxing Vehicle Traffic |url=https://www.nytimes.com/1911/07/07/archives/to-abolish-tolls-on-city-bridges-mayor-gaynor-believes-there-is-no.html |access-date=June 28, 2019 |work=The New York Times |language=en-US |issn=0362-4331 |postscript=none}}; {{Cite news |date=July 6, 1911 |title=Bridge Tolls Unjust; Stop Them, Says Mayor |url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-bridge-tolls-un/137392750/ |access-date=December 26, 2023 |work=The Brooklyn Daily Eagle |pages=1 |via=newspapers.com}}</ref> Tolls on all four bridges across the East River—the Queensboro, Williamsburg, Manhattan, and [[Brooklyn Bridge|Brooklyn]] bridges—were abolished in July 1911 as part of a populist policy initiative headed by New York City mayor [[William Jay Gaynor]].<ref>{{Cite news |date=July 19, 1911 |title=Prize Fund for Atwood; Talk of One After Washington Commerce Chamber Refuses to Help |url=https://www.nytimes.com/1911/07/19/archives/prize-fund-for-atwood-talk-of-one-after-washington-commerce-chamber.html |access-date=July 1, 2019 |work=The New York Times |language=en-US |issn=0362-4331 |postscript=none}}; {{Cite news |date=July 18, 1911 |title=Aldermen Abolish Tolls for Wagons on Bridges |url=https://newspapers.com/clip/33421526/ |access-date=July 1, 2019 |work=Brooklyn Daily Eagle |page=1}}</ref>

In 1970, the federal government enacted the [[Clean Air Act (United States)|Clean Air Act]], a series of federal air pollution regulations.<ref>{{Cite news |last=Within |first=Richard |date=April 15, 1973 |title=Shift on Emission May Cost Drivers |url=https://www.nytimes.com/1973/04/15/archives/shift-on-emission-may-cost-drivers-granted-2year-delay-compensation.html |url-status=live |archive-url=https://web.archive.org/web/20170829081030/http://www.nytimes.com/1973/04/15/archives/shift-on-emission-may-cost-drivers-granted-2year-delay-compensation.html |archive-date=August 29, 2017 |access-date=August 29, 2017 |work=The New York Times |language=en-US |issn=0362-4331}}</ref> As part of a plan by mayor [[John Lindsay]] and the federal [[United States Environmental Protection Agency|Environmental Protection Agency]],<ref name="NYT 1977 mayor yields">{{Cite news |last1=Dembart |first1=Lee |date=June 16, 1977 |title=Broad Parking Ban in Manhattan Begins as Mayor Yields to Ruling |url=https://www.nytimes.com/1977/06/16/archives/broad-parking-ban-in-manhattan-begins-as-mayor-yields-to-ruling-206.html |url-status=live |archive-url=https://web.archive.org/web/20170829122855/http://www.nytimes.com/1977/06/16/archives/broad-parking-ban-in-manhattan-begins-as-mayor-yields-to-ruling-206.html |archive-date=August 29, 2017 |access-date=August 28, 2017 |work=The New York Times |issn=0362-4331}}</ref> the city government considered implementing tolls on the four free East River bridges, including the Williamsburg Bridge, in the early 1970s.<ref>{{Cite news |last=Witkin |first=Richard |date=March 13, 1971 |title=City Bridge-Toll Plans |url=https://www.nytimes.com/1971/03/13/archives/city-bridgetoll-plans-plan-for-tolls-on-four-east-river-bridges-is.html |access-date=March 29, 2022 |work=The New York Times |language=en-US |issn=0362-4331}}</ref><ref>{{cite news |date=April 22, 1970 |title=Bridge Toll Study |work=Newsday |page=13 |issn=2574-5298 |id={{ProQuest|916064041}}}}</ref> The plan would have raised money for New York City's transit system<ref>{{Cite news |date=May 24, 1971 |title=He Calls Toll on Bridges a Benefit to Straphangers |url=https://www.newspapers.com/article/daily-news-he-calls-toll-on-bridges-a-be/133295973/ |access-date=October 12, 2023 |work=New York Daily News |pages=314 |via=newspapers.com |issn=2692-1251}}</ref> and allowed the city to meet the Clean Air Act.<ref name="NYT 1977 mayor yields" /> [[Abraham Beame]], who became mayor in 1974, refused to implement the tolls,<ref>{{Cite news |last1=Weisman |first1=Steven R. |date=August 6, 1977 |title=Beame, U.S. Reach an 'Understanding' on a Parking Ban |url=https://www.nytimes.com/1977/08/06/archives/beame-us-reach-an-understanding-on-a-parking-ban-court-gives-them-2.html |url-status=live |archive-url=https://web.archive.org/web/20170829121700/http://www.nytimes.com/1977/08/06/archives/beame-us-reach-an-understanding-on-a-parking-ban-court-gives-them-2.html |archive-date=August 29, 2017 |access-date=August 28, 2017 |work=[[The New York Times]]}}</ref> and the [[United States Congress]] subsequently moved to forbid tolls on the free East River bridges.<ref name="NYT 1977 mayor yields" /> The [[United States Department of Transportation]] determined that the Williamsburg Bridge was built partially with federal funds and, under federal law, could not be tolled.<ref>{{Cite news |date=June 12, 1976 |title=2 Federal Agencies Clash on a Toll Plan For River Bridges |url=https://www.nytimes.com/1976/06/12/archives/2-federal-agencies-clash-on-a-toll-plan-for-river-bridges.html |access-date=January 22, 2024 |work=The New York Times |language=en-US |issn=0362-4331}}</ref>

A plan for [[congestion pricing in New York City]] was approved in mid-2023,<ref>{{cite web |last1=Strahan |first1=Tracie |last2=Siff |first2=Andrew |date=May 5, 2023 |title=Congestion Pricing in NYC Gets Fed Approval, Final Call Likely Weeks Away |url=https://www.nbcnewyork.com/news/local/congestion-pricing-in-nyc-gets-fed-approval-final-call-likely-weeks-away/4306697/ |access-date=May 5, 2023 |website=NBC New York}}</ref> allowing the [[Metropolitan Transportation Authority]] to toll drivers who enter Manhattan south of [[60th Street (Manhattan)|60th Street]].<ref name="Nessen 2024 t852">{{cite web |last=Nessen |first=Stephen |date=April 15, 2024 |title=Which drivers get tolled under congestion pricing on the Brooklyn and Queensboro bridges? It's complicated. |url=https://gothamist.com/news/which-drivers-get-tolled-under-congestion-pricing-on-the-brooklyn-and-queensboro-bridges-its-complicated |access-date=April 15, 2024 |website=Gothamist}}</ref> Congestion pricing was implemented in January 2025;<ref name="Anderson o055">{{cite web |last=Hu |first=Winnie |last2=Ley |first2=Ana |date=January 5, 2025 |title=New York City Welcomes Congestion Pricing With Fanfare and Complaints |url=https://www.nytimes.com/2025/01/05/nyregion/nyc-congestion-pricing-tolls.html |access-date=January 8, 2025 |website=The New York Times |postscript=none}}; {{cite web |last=Bridge |first=Rowan |date=January 5, 2025 |title=New York becomes first US city with congestion charge |url=https://www.bbc.com/news/articles/cjr2wn3zvqvo |access-date=January 8, 2025 |website=BBC Home}}</ref> all Manhattan-bound drivers pay a toll after using the bridge, which varies based on the time of day. Although no toll is charged upon exiting the congestion zone, all Brooklyn-bound drivers must pay a toll to access streets leading to the bridge.<ref name="Anderson l657">{{cite web |last=Anderson |first=Renee |date=January 3, 2025 |title=Congestion pricing maps show which New York roads and tunnels are and are not impacted |url=https://www.cbsnews.com/newyork/news/nyc-congestion-pricing-maps/ |access-date=January 8, 2025 |website=CBS New York |postscript=none}}; {{cite web |last=Russo-Lennon |first=Barbara |date=January 7, 2025 |title=Congestion pricing: Where you will pay (and not pay) tolls in Manhattan |url=https://www.amny.com/news/congestion-pricing-where-tolls-are-in-manhattan/ |access-date=January 8, 2025 |website=amNewYork}}</ref>

== Impact ==
When the Williamsburg Bridge was under construction, one critic wrote for the ''Detroit Free Press'' that the crossing "is to surpass the Brooklyn Bridge as an engineering marvel" and would serve as a model for three other bridges in New York City.<ref>{{Cite news|date=July 15, 1900|title=A City of Bridges.: New York to Have Four Across the East River.|page=3|work=Detroit Free Press|id={{ProQuest|563124780}}}}</ref> The ''Brooklyn Citizen'' described the Williamsburg Bridge as the [[eighth wonder of the world]] just before the span opened.<ref>{{Cite news|date=November 29, 1903|title=Williamsburg Bridge Triumph of Century World's Eighth Wonder|pages=13|work=The Brooklyn Citizen|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-citizen-williamsburg-bridge/137239225/|access-date=December 22, 2023}}</ref> Despite this, the aesthetics of the Williamsburg Bridge were rarely regarded favorably compared to those of the Brooklyn Bridge.<ref name="Lederer Society Society 2005 p. 25">{{cite book|last=Lederer|first=Victor|url=https://books.google.com/books?id=dnBxlDqTrhwC&pg=PA25|title=Williamsburg|publisher=Arcadia Publishing|year=2005|isbn=978-0-7385-3792-4|series=Images of America|page=|access-date=}}</ref>{{Rp|page=27}}

=== Effect on development and infrastructure ===
After the bridge opened, it became easier to access northern Brooklyn from Manhattan than from [[Downtown Brooklyn]].<ref>{{Cite news|date=December 19, 1903|title=Changes to Follow|pages=20|work=The Brooklyn Daily Eagle|via=newspapers.com|url=https://www.newspapers.com/article/the-brooklyn-daily-eagle-changes-to-foll/137240470/|access-date=December 22, 2023}}</ref> Jewish and Italian immigrants moved to Williamsburg from Manhattan in large numbers following the bridge's opening.<ref>{{Cite news|last=Berger|first=Joseph|date=June 22, 2003|title=The Other Bridge, But All Brooklyn; Over 100 Years, The Williamsburg Has Diversified a Borough|language=en-US|work=The New York Times|url=https://www.nytimes.com/2003/06/22/nyregion/other-bridge-but-all-brooklyn-over-100-years-williamsburg-has-diversified.html|access-date=December 22, 2023|issn=0362-4331}}</ref><ref name="Hughes 2011 p. 36">{{cite book|last=Hughes|first=Evan|url=https://books.google.com/books?id=T6-lhNKL3ncC&pg=PT36|title=Literary Brooklyn: The Writers of Brooklyn and the Story of American City Life|publisher=Henry Holt and Company|year=2011|isbn=978-1-4299-7306-9|page=36|access-date=December 22, 2023}}</ref> The bridge in particular helped spur the growth of Williamsburg's Jewish community: one newspaper nicknamed the bridge the "Jews' Highway".<ref name="Lederer Society Society 2005 p. 25" />{{Rp|page=25}}<ref name="Hughes 2011 p. 36" /> ''[[The American Hebrew & Jewish Messenger]]'' wrote in 1910 that, in part because of the bridge's opening, "South Third and neighboring streets [in Williamsburg] are Jewish streets", and several synagogues had been developed near the Brooklyn end of the bridge.<ref>{{Cite news|date=October 14, 1910|title=The Influence of the Williamsburg Bridge|page=626|work=The American Hebrew & Jewish Messenger|id={{ProQuest|880925472}}}}</ref>

The bridge's completion prompted increased development in Williamsburg, as many residents of Manhattan's East Side moved to the neighborhood,<ref>{{cite news|date=April 15, 1923|title=Population Has Followed Car Tracks|page=B1|work=New-York Tribune|issn=1941-0646|id={{ProQuest|1114574287}}}}</ref> and property values around the bridge's Brooklyn plaza increased after its opening.<ref>{{cite news|date=March 26, 1904|title=May Cause 400 Families to Move: Tenants Living Near Williamsburg Bridge Brooklyn Terminal Expect Higher Rent|page=6|work=New-York Tribune|issn=1941-0646|id={{ProQuest|571407945}}}}</ref> On the Lower East Side, the bridge's construction led to the development of industrial buildings.<ref>{{Cite news|date=January 29, 1911|title=Notable Improvements on East Side in Sanitary Industrial Loft Building|language=en-US|work=The New York Times|url=https://www.nytimes.com/1911/01/29/archives/notable-improvements-on-east-side-in-sanitary-industrial-loft.html|access-date=December 26, 2023|issn=0362-4331}}</ref> After the widening of Delancey Street was completed in conjunction with the bridge's opening, new apartment buildings were built around that street over the next two decades.<ref>{{Cite news|last=Goldberg|first=M.|date=July 10, 1921|title=Business Changes on Delancy Street; Old Tenement Structures Replaced by Model Apartment Houses|language=en-US|work=The New York Times|url=https://www.nytimes.com/1921/07/10/archives/business-changes-on-delancy-street-old-tenement-structures-replaced.html|access-date=December 27, 2023|issn=0362-4331}}</ref> The bridge supplanted five ferry routes between Williamsburg and Manhattan, which had gone out of business by 1908.<ref>{{cite book|last=Cudahy|first=Brian J.|url=https://books.google.com/books?id=cFR56pF1JaUC|title=Over and Back: The History of Ferryboats in New York Harbor|publisher=Fordham University Press|year=1990|isbn=0-8232-1245-9|location=New York|pages=175–179}}</ref><ref>{{Cite news|date=December 15, 1908|title=Ferry Lines Abandoned.: Williamsburg Bridge Has Reduced Traffic to Nothing|page=9|work=The Atlanta Constitution|id={{ProQuest|496174158}}}}</ref>

=== Media ===
The Williamsburg Bridge has appeared in several media works. The 1928 [[Edward Hopper]] painting ''From Williamsburg Bridge'' depicts a now-demolished building as seen from the bridge's walkway.<ref>{{cite web|url=http://www.nga.gov/exhibitions/2007/hopper/fullscreens/urbanpictures/229-031.shtm|title=Edward Hopper|work=National Gallery of Art|access-date=February 27, 2010|archive-date=June 18, 2009|archive-url=https://web.archive.org/web/20090618073324/http://www.nga.gov/exhibitions/2007/hopper/fullscreens/urbanpictures/229-031.shtm|url-status=dead}}</ref>  From 1959 to 1961, American jazz saxophonist [[Sonny Rollins]] would go to the Williamsburg Bridge for practice sessions while living on the Lower East Side of Manhattan;<ref>{{cite magazine|last1=Petrusich|first1=Amanda|date=April 5, 2017|title=A Quest to Rename the Williamsburg Bridge for Sonny Rollins|url=https://www.newyorker.com/culture/cultural-comment/a-quest-to-rename-the-williamsburg-bridge-for-sonny-rollins|url-status=live|magazine=The New Yorker|archive-url=https://web.archive.org/web/20171027231839/https://www.newyorker.com/culture/cultural-comment/a-quest-to-rename-the-williamsburg-bridge-for-sonny-rollins|archive-date=October 27, 2017|access-date=October 27, 2017}}</ref><ref>{{cite web|date=October 23, 2017|title=A Quest to Rename the Williamsburg Bridge|url=http://www.wnyc.org/story/quest-rename-williamsburg-bridge/|url-status=live|archive-url=https://web.archive.org/web/20171027232802/http://www.wnyc.org/story/quest-rename-williamsburg-bridge/|archive-date=October 27, 2017|access-date=October 27, 2017|website=wnyc.org|publisher=The Brian Lehrer Show}}</ref> his 1962 album ''[[The Bridge (Sonny Rollins album)|The Bridge]]'' was titled after the bridge.<ref name="nytimesmag1" /> In 1996, artist [[Chris Doyle (artist)|Chris Doyle]] gilded the steps to the pedestrian walkway of the bridge; the project, known as "Commutable", was sponsored by the [[Public Art Fund]].<ref>{{cite web|last=Weber|first=Bruce|title=Artist Transforms Bleak Bridge Walk Into Urban Dream|website=The New York Times|date=September 11, 1996|url=https://www.nytimes.com/1996/09/11/nyregion/artist-transforms-bleak-bridge-walk-into-urban-dream.html|access-date=December 4, 2023|archive-url=https://web.archive.org/web/20230516161033/https://www.nytimes.com/1996/09/11/nyregion/artist-transforms-bleak-bridge-walk-into-urban-dream.html|archive-date=May 16, 2023}}</ref> The bridge appears in the background of the opening sequence of American police [[sitcom]] [[Brooklyn Nine-Nine]], where the cast walks away from the bridge.<ref>{{Cite web|title=Brooklyn Nine-Nine Locations|url=https://www.latlong.net/location/brooklyn-nine-nine-locations-421|access-date=June 9, 2024|website=www.latlong.net|language=en}}</ref><!--
* The bridge appears in both ''[[The Crew (video game)|The Crew]]'' and its [[The Crew 2|2018 sequel]] as a driveable bridge.
* The Williamsburg Bridge appears in the films ''[[Fighting Death]]'' (1914); a [[lost film]],<ref>{{AFI film|13596|''Fighting Death''}} Retrieved February 24, 2016]</ref> ''[[City for Conquest]]'' (1940), ''[[A Tree Grows in Brooklyn (1945 film)|A Tree Grows in Brooklyn]]'' (1945), ''[[The Naked City]]'' (1948), ''[[The French Connection (film)|The French Connection]]'' (1971), ''[[Serpico]]'' and ''[[Live and Let Die (film)|Live and Let Die]]'' (both 1973), ''[[Once Upon a Time in America]]'' (1984), ''[[Johnny Suede]]'' (1991), ''[[Scent of a Woman (1992 film)|Scent of a Woman]]'' (1992), ''[[American Gangster (film)|American Gangster]]'' (2007), ''[[The Siege]]'' (1998), ''[[Léon (film)|Léon]]'' (1994), ''[[The Naked Brothers Band: The Movie]]'' (2005), and ''[[The Dark Knight Rises]]'' and [[The Amazing Spider-Man (2012 film)|''The Amazing Spider-Man'']] (both 2012).
* The bridge is mentioned several times in the novel ''[[A Tree Grows in Brooklyn (novel)|A Tree Grows in Brooklyn]]'' (1943) by [[Betty Smith]]. It is also referenced in the novels ''[[The Alienist]]'' (1994) by [[Caleb Carr]] and ''[[City of Bones (Mortal Instruments)|City of Bones]]'', the first book of ''The Mortal Instruments''. A scene in the book ''[[The Last Olympian]]'' takes place on the bridge.
* It is mentioned in several songs as well. [[San Francisco Bay|East Bay]] rockers Black Cat Music have a song titled "Williamsburg Bridge Song". The song "True Dreams of Wichita", by [[Soul Coughing]], includes the lyric "And you can stand on the arms of the Williamsburg Bridge crying 'Hey man, well this is Babylon'" The area by the bridge was the location for [[Depeche Mode]]'s 1990 single "[[Policy of Truth]]". It was also used as cover art for their following song "[[World in My Eyes]]". The Korean group [[Big Bang (South Korean band)|BIGBANG]] filmed their "Bad Boy" music video on and around the bridge in 2012. Finally, Grammy-winning singer-songwriter [[Susan McKeown]]'s 2012 album ''Belong'' opens with a duet with fellow Irish singer-songwriter [[Declan O'Rourke]] entitled "On The Bridge to Williamsburg".
* In [[Alex Scarrow]]'s popular sci-fi series, the [[TimeRiders]], an archway under the bridge has been featured.
* In N.K. Jemisin's novel, ''[[The City We Became]]'', the bridge is destroyed by the giant tentacle of an inter-dimensional entity attacking New York.
-->

==See also==
{{Portal|Engineering|New York City|New York (state)}}
* [[List of fixed crossings of the East River]]
* [[List of bridges and tunnels in New York City]]
* [[List of bridges in the United States]]
* [[List of longest suspension bridge spans]]

== References ==
===Notes===
{{Notelist}}

===Citations===
{{reflist}}

=== Sources ===
* {{Cite journal|last=Barbas|first=Jamey A.|title=Saving the Williamsburg Bridge|journal=Civil Engineering|date=October 2000|pages=64–67}}
* {{Cite journal|last=Bruschi|first=Maria Gracia|title=Preserving Williamsburg's Cables|journal=Civil Engineering|date=March 1996|pages=36–39}}
* {{Cite journal|last=Mondello|first=Frank J.|title=Inspecting and Evaluating New York's East River Suspension Bridge Cables|journal=Public Works|date=January 1989}}

== External links ==
{{Commons category|Williamsburg Bridge}}
* [http://www.nyc.gov/html/dot/html/bridges/willb.shtml Williamsburg Bridge] info from NYCDOT
* {{Structurae|id=20000514|title=Williamsburg Bridge}}
* {{HAER |survey=NY-128 |id=ny1263 |title=Williamsburg Bridge}}
* [http://www.nycroads.com/crossings/williamsburg/ nycroads.com]
* [http://www.nycsubway.org/perl/stations?192:3036 NYCsubway.org – Williamsburg Bridge]

{{Navboxes
|list1=
{{Crossings navbox
|structure       = Crossings
|place           = [[East River]]
|bridge          = Williamsburg Bridge
|bridge signs    = {{NYCS Williamsburg|time=bullets}}
|upstream        = [[14th Street Tunnel]]
|upstream signs  = {{NYCS Canarsie|time=bullets}}
|downstream      = [[Rutgers Street Tunnel]]
|downstream signs = {{NYCS Sixth Rutgers|time=bullets}}
}}
{{LongestBridge
| type = suspension
| start = 1903
| end = 1924
| previous = Brooklyn Bridge
| current = Williamsburg Bridge
| next = Bear Mountain Bridge
}}
{{NYC Bridge}}
{{NYCS lines navbox}}
{{NYCS navbox}}
}}
{{Authority control}}

[[Category:1903 establishments in New York City]]
[[Category:Articles containing video clips]]
[[Category:Bike paths in New York City]]
[[Category:Bridges completed in 1903]]
[[Category:Bridges in Brooklyn]]
[[Category:Bridges on the Interstate Highway System]]
[[Category:Bridges over the East River]]
[[Category:Brooklyn–Manhattan Transit Corporation]]
[[Category:Double-decker bridges]]
[[Category:Henry Hornbostel buildings]]
[[Category:Historic American Engineering Record in New York City]]
[[Category:Historic Civil Engineering Landmarks]]
[[Category:Interstate 78]]
[[Category:Metal bridges in the United States]]
[[Category:Pedestrian bridges in New York City]]
[[Category:Railroad bridges in New York City]]
[[Category:Rapid transit bridges]]
[[Category:Road bridges in New York City]]
[[Category:Road-rail bridges in the United States]]
[[Category:Suspension bridges in New York City]]
[[Category:Truss bridges in the United States]]
[[Category:Williamsburg, Brooklyn]]