Is anything ever simple around here? No, it is not. So, while it took years to get agreement to build the first bridge between Albany and Greenbush, the only bridge that carried automobiles across the river below Troy, you would think that when it came time to replace it, it would be relatively simple. It was not.
In August of 1927, the Albany Evening News reported on a plan to replace the Greenbush bridge with a new span, reporting that
Albany business and professional men are thoroughly aroused … to the insufficiency of the Greenbush bridge. Many visiting motorists, after once negotiating the structure enroute to Albany, have declared to hotel men they would rather skirt the city than again meet delays incident to crossing the only bridge entering Albany. Merchants declare trucking costs are higher and delay in deliveries across the river frequent, as the result of traffic jams and stoppage of traffic due to passing ships.
“The Greenbush bridge, designed to accommodate leisurely, horse drawn vehicles, resembles nothing much better than a cow path in the light of modern bridge engineering,” [Chamber of Commerce President Westcott] Burlingame said. “Actually the old Greenbush bridge appears to be shrinking As motor traffic increases and the old structure creaks and groans under the pounding of automobiles, trucks, buses and trolleys, all striving to squeeze through two narrow lanes, I really believe the sides contract. Every time I cross the bridge it seems the lane has become smaller and the curbs closer.”
James Gheen, secretary of the Chamber of Commerce, pointed out the importance of the crossing:
“North of Peekskill there is no bridge spanning the Hudson river until you strike the Greenbush bridge at Albany. Motorists travel along the river for miles, headed for the bridge. And when they get there perhaps a boat is passing and the draw is open, delaying motor traffic. Or there is the usual congestion of vehicles at several periods in the day. The motorist tarries impatiently. Queer greeting to hold him off as long as possible, he thinks. He wants speedy access to this destination. The Greenbush bridge doesn’t permit that to the visitor from the country east of the Hudson river. The bridge is one of our gateways. I believe in building a new gateway across the Hudson. We need it.”
The News of December 2, 1927 reported that the plan to replace the old bridge with a new bridge was actually opposed by leaders from the other side of the river, in a hearing held by a special committee of the Albany Chamber of Commerce to probe the bridge situation and seek relief from traffic congestion on the bridge.
“A delegation of business men from Rensselaer led the fight to keep the present bridge and received unexpected support from a Castleton delegation, which expressed itself in favor of the present bridge, to be augmented, however, by a new high level bridge at Castleton.
Points made by the proponents of the present bridge are that the structure is still suitable for use and could be made efficient by raising it, using the upper deck as another traffic lane and installing a new bascule type draw.
The Castleton delegation pointed out that while the Greenbush bridge is really a necessity for communication between Albany and Rensselaer, natural advantages pointed to the Castleton site for a new high level bridge.”
A group of Rensselaer businessmen said the existing bridge could be repaired, that the approaches could be widened and ramps erected to provide a traffic lane on the upper part of the bridge (which originally was meant to carry a rail line that never materialized). The state engineer of bridges and crossings, Harvey Schermerhorn called that an impossibility that would cost more than building a new bridge.
Someone by the name of Captain Ulster Davis (perhaps a river captain?) believed that draw openings could be expedited and the old bridge used for years if a bascule lift draw were installed in place of the swing span. “He said he had seen lift draws that could operate in sixteen seconds.” A designer of the Holland Tunnel, Fred Williams, was in attendance, and made a snide response to a colleague, “We’d like to see one of those sixteen second lift draws, wouldn’t we, Davis? We tried to design some that would work that fast but never succeeded.” He proceeded to note that it would be impossible to build a new lift span into the existing bridge, and wouldn’t be able to allow traffic in the meantime. In fact, the Dunn Memorial Bridge, which replaced the Greenbush in 1933, would be a lift bridge.
Reading between the lines, Williams’s presence must have indicated at least some consideration of a tunnel option. Either that or he ran around the country opining about tunnels. “I haven’t much to say today. This isn’t tunnel day. But I do want to say that although a tunnel is always feasible where a river crossing is wanted, it is not always the best thing. Whether a tunnel would serve the best purpose in this case, I can’t say now.” Good thing it wasn’t tunnel day.
“No figures of probable cost for revamping the bridge were presented by those who hope to convince the bridge committee that the Greenbush structure could easily be made adequate. No traffic figures were presented by those aspiring for a new bridge to convince the committee that the Greenbush bridge is a back number, a nuisance to highway traffic and a menace to navigation.”
Eventually, the decision to build a new bridge would be made, but again, there would be controversy. We’ll get into that anon.