Editing Hell Gate Bridge (section)

==Usage==
The bridge carries two [[passenger rail]] tracks, which are part of [[Amtrak]]'s electrified [[Northeast Corridor]] line, and one [[Rail freight transport|freight rail]] track, which is part of the [[New York Connecting Railroad]]'s Fremont Secondary line.<ref name="Greenstein p. 50" /><ref name="Healy 2016 i391" /> The Northeast Corridor tracks comprise one of Long Island's few railroad connections to the continental U.S.<ref name="NYSRailMap2016">{{cite web |date=January 2016 |title=Railroads in New York – 2016 |url=https://www.dot.ny.gov/divisions/operating/opdm/passenger-rail/passenger-rail-repository/2016%20NYS%20Rail%20Map.pdf |access-date=December 9, 2018 |publisher=[[New York State Department of Transportation]] |archive-date=December 10, 2018 |archive-url=https://web.archive.org/web/20181210063426/https://www.dot.ny.gov/divisions/operating/opdm/passenger-rail/passenger-rail-repository/2016%20NYS%20Rail%20Map.pdf |url-status=live}}</ref>{{efn|Long Island's railways only have two direct connections to the mainland. The other link to the mainland is via [[Pennsylvania Station (New York City)|Penn Station]], which goes through Manhattan first to get to the mainland. There is also a rail freight barge service between Brooklyn and New Jersey operated by [[New York New Jersey Rail, LLC]].<ref name="NYSRailMap2016"/>|name=mainland}} The bridge uses a [[track gauge]] of {{TrackGauge|standard|lk=on|first=imp}}, the [[Track gauge in the United States|U.S. standard gauge]].<ref>{{cite book |last=Moody |first=J. |url=https://books.google.com/books?id=xOJDIxyA6VsC&pg=PA715 |title=Moody's Manual of Investments and Security Rating Service |publisher=Moody's Investors Service |year=1926 |page=715 |access-date=March 1, 2024 |archive-date=March 1, 2024 |archive-url=https://web.archive.org/web/20240301165230/https://books.google.com/books?id=xOJDIxyA6VsC&pg=PA715 |url-status=live}}</ref> The passenger tracks are [[Railway electrification|electrified]] by overhead wire,<ref name="RA1918 p. 1367" /> and the freight tracks were electrified until 1969.<ref name=":1" /> Amtrak owns the bridge.<ref name="p2038913192">{{cite magazine |last=Blanchard |first=Roy |date=May 2002 |title=No-excuses railroading |magazine=Railway Age |pages=29–31 |volume=203 |issue=5 |id={{ProQuest|203891319}}}}</ref>

===Services===

==== Passenger rail ====
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The bridge's two western tracks are part of the [[Hell Gate Line]] and are used for ''[[Acela Express]]'' and ''[[Northeast Regional]]'' service between New York and Boston.<ref name="Amtrak p151" /> The speed limit for passenger trains is {{Convert|50|mph}} on the bridge itself and {{Convert|60|mph}} on the approach viaducts.<ref name="Greenstein p. 50" /> Past the bridge, the Hell Gate Line continues north to [[New Rochelle, New York|New Rochelle]], where it merges with the mainline portion of [[Metro-North Railroad]]'s [[New Haven Line]], and south to [[Harold Interlocking]], where it merges with the [[Long Island Rail Road]]'s [[Main Line (Long Island Rail Road)|Main Line]].<ref name="The New York Times 2004 h812">{{cite web |title=Amtrak's Wariness Imperils Grand Central-L.I.R.R. Link |date=February 1, 2004 |url=https://www.nytimes.com/2004/02/01/nyregion/amtrak-s-wariness-imperils-grand-central-lirr-link.html |work=The New York Times |issn=0362-4331 |access-date=March 8, 2024 |archive-date=March 8, 2024 |archive-url=https://web.archive.org/web/20240308205855/https://www.nytimes.com/2004/02/01/nyregion/amtrak-s-wariness-imperils-grand-central-lirr-link.html |url-status=live}}</ref> The bridge has traditionally been used by long-distance trains.<ref name="p899011711">{{cite news |last1=Wood |first1=Francis |last2=Dorman |first2=Michael |date=May 2, 1962 |title=Set Rapid Transit Test on 1 LIRR Line |work=Newsday |page=1 |issn=2574-5298 |id={{ProQuest|899011711}} |postscript=none}}; {{Cite news |last=Lubasch |first=Arnold H. |date=May 2, 1962 |title=5 Commuter Rail Projects Offered by 3-State Agency |url=https://www.nytimes.com/1962/05/02/archives/5-commuter-rail-projects-offered-by-3state-agency-3-states-propose.html |access-date=March 7, 2024 |work=The New York Times |issn=0362-4331 |archive-date=March 8, 2024 |archive-url=https://web.archive.org/web/20240308222545/https://www.nytimes.com/1962/05/02/archives/5-commuter-rail-projects-offered-by-3state-agency-3-states-propose.html |url-status=live}}</ref> It has also hosted occasional commuter services, such as special Metro-North services from Connecticut to the [[Meadowlands station]] in New Jersey.<ref name="PCAC2009">{{Cite web |date=Oct 2009 |title=Going the Distance: Transportation Mobility in the New York Metropolitan Region |url=https://pcac.org/app/uploads/2014/09/Going-the-Distance.pdf |access-date=March 7, 2024 |publisher=Permanent Citizens Advisory Committee |page=20 |archive-date=April 4, 2024 |archive-url=https://web.archive.org/web/20240404034614/https://pcac.org/app/uploads/2014/09/Going-the-Distance.pdf |url-status=live }}</ref><ref name="Healy 2016 i391" /> Before the opening of the [[Empire Connection]] in 1991,<ref>{{Cite news |date=April 7, 1991 |title=Travel Advisory; Grand Central Trains Rerouted To Penn Station |url=https://www.nytimes.com/1991/04/07/travel/travel-advisory-grand-central-trains-rerouted-to-penn-station.html |access-date=March 7, 2024 |work=The New York Times |issn=0362-4331 |archive-date=December 27, 2009 |archive-url=https://web.archive.org/web/20091227094340/https://www.nytimes.com/1991/04/07/travel/travel-advisory-grand-central-trains-rerouted-to-penn-station.html |url-status=live}}</ref> all Amtrak trains traveling from New York Penn Station to upstate New York and New England had to use the bridge.<ref name="n142902122">{{Cite news |last=Richterman |first=Anita |date=September 6, 1979 |title=Problem Line |via=newspapers.com |url=https://www.newspapers.com/article/newsday-suffolk-edition-problem-line/142902122/ |access-date=March 7, 2024 |work=Newsday |pages=151 |archive-date=March 7, 2024 |archive-url=https://web.archive.org/web/20240307233710/https://www.newspapers.com/article/newsday-suffolk-edition-problem-line/142902122/ |url-status=live}}</ref>

In 1962, a regional transportation committee proposed running commuter rail trains from Connecticut to New York Penn Station via the Hell Gate Bridge,<ref name="p899011711" /> in advance of the [[1964 New York World's Fair]].<ref name="n142898080">{{Cite news |date=January 15, 1963 |title=Good Transit Facilities Assured in Westchester |via=newspapers.com |url=https://www.newspapers.com/article/the-reporter-dispatch-good-transit-facil/142898080/ |access-date=March 7, 2024 |work=The Reporter Dispatch |pages=45 |archive-date=March 7, 2024 |archive-url=https://web.archive.org/web/20240307234057/https://www.newspapers.com/article/the-reporter-dispatch-good-transit-facil/142898080/ |url-status=live}}</ref> The proposal was again studied in 1969<ref name=":27">{{Cite book |last= |first= |title=An Assessment of the Transit Service Potential of Inactive Railroad Rights-of-way and Yards Final Report |date=October 1991 |publisher=New York City Department of City Planning |isbn= |location= |pages=104, 128, 130}}</ref> and 1973,<ref name="n142899845" /> but the [[Metropolitan Transportation Authority]] (MTA) initially dismissed the commuter-rail plan as infeasible.<ref name="n89677657">{{Cite news |last=McLaughlin |first=Peter |date=June 17, 1973 |title=Trains to Penn Station Proposed by 3 Officials |via=newspapers.com |url=https://www.newspapers.com/article/daily-news/89677657/ |access-date=March 7, 2024 |work=New York Daily News |issn=2692-1251 |pages=242}}</ref> A plan to run some New Haven Line trains over the bridge was again proposed in the 1990s;<ref name="p203891319">{{cite magazine |last1=Middleton |first1=William D |last2=Wolinsky |first2=Julian |date=Nov 1998 |title=The regional/commuter rail outlook |magazine=Railway Age |page=G13 |pages= |volume=199 |issue=11 |id={{ProQuest|203891319}}}}</ref> the main obstacle to the plan was a lack of track space at Penn Station.<ref name="p896790519" /> The MTA studied the plan in 2000s as part of the [[Penn Station Access]] project, along with new stations on the Hell Gate Line in the Bronx.<ref name="The New York Times 2002 t822">{{cite web |date=June 26, 2002 |title=Watching as the Trains Pass, Then Having to Take the Bus |url=https://www.nytimes.com/2002/06/26/nyregion/watching-as-the-trains-pass-then-having-to-take-the-bus.html |access-date=March 8, 2024 |work=The New York Times |issn=0362-4331}}</ref><ref name="mta">{{cite web |title=Penn Station Access Study |publisher=[[Metropolitan Transportation Authority]] |date=September 2009 |url=http://www.mta.info/mta/planning/psas/overview.html |access-date=April 12, 2008}}</ref> Amtrak and the MTA reached an agreement regarding track usage rights in 2019,<ref>{{cite web |title=Metro-North riders will finally get Penn Station access |website=am New York |last=Castillo |first=Alfonso A. |date=January 22, 2019 |url=https://www.amny.com/transit/metro-north-penn-station-1.26282571 |access-date=January 23, 2019 |archive-url=https://web.archive.org/web/20190123121355/https://www.amny.com/transit/metro-north-penn-station-1.26282571 |archive-date=January 23, 2019 |url-status=dead}}</ref><ref>{{cite web |last=Spivack |first=Caroline |title=MTA to build new Metro-North stations linking Bronx to Penn Station |website=Curbed NY |date=January 22, 2019 |url=https://ny.curbed.com/2019/1/22/18193340/bronx-new-york-mta-metro-north-new-stations |access-date=January 23, 2019}}</ref> and construction on Penn Station Access commenced in 2022, after the completion of [[East Side Access]] freed up space at Penn Station.<ref name="NBC New York 2022">{{cite web |date=December 9, 2022 |title=4 New Metro-North Stations Break Ground in NYC. Here's When They'll Take You to Penn |url=https://www.nbcnewyork.com/news/local/metro-north-to-penn-station-bronx-mta-stations-groundbreaking-begins-timeline-here/3990112/ |url-status=live |archive-url=https://web.archive.org/web/20221209194027/https://www.nbcnewyork.com/news/local/metro-north-to-penn-station-bronx-mta-stations-groundbreaking-begins-timeline-here/3990112/ |archive-date=December 9, 2022 |access-date=December 9, 2022 |website=NBC New York}}</ref> {{As of|2023}}, New Haven Line trains were expected to begin running to Penn Station in 2028.<ref name="Brachfeld 202301">{{cite web |last=Brachfeld |first=Ben |date=January 30, 2023 |title=Dispute between MTA, Amtrak could delay Penn Access megaproject bringing Metro-North to west side |url=https://www.amny.com/transit/dispute-mta-amtrak-delay-penn-access-megaproject/ |url-status=live |archive-url=https://web.archive.org/web/20230130222122/https://www.amny.com/transit/dispute-mta-amtrak-delay-penn-access-megaproject/ |archive-date=January 30, 2023 |access-date=January 31, 2023 |website=amNewYork}}</ref>

There have been proposals for the bridge to carry [[rapid transit]] as well. In 1950 and again in 1954, Bronx borough president [[James J. Lyons]] proposed running a subway line between Manhattan and the Bronx via the bridge.<ref name="p875442873">{{cite news |date=December 30, 1954 |title=Bronx Head Urges Subway To Use Hell Gate Bridge |work=Newsday |page=5 |issn=2574-5298 |id={{ProQuest|875442873}} |postscript=none}}; {{Cite news |last=Dwyer |first=Robert |date=December 30, 1954 |title=City May Get Transit Spur Via Hell Gate |via=newspapers.com |url=https://www.newspapers.com/article/daily-news-city-may-get-transit-spur-via/142891072/ |access-date=March 7, 2024 |work=New York Daily News |issn=2692-1251 |pages=26, [https://www.newspapers.com/article/daily-news-city-may-get-transit-spur-via/142891154/ 30]}}</ref> The [[Triboro RX]] subway line, between the Bronx and Brooklyn, was proposed in the 1990s and would have used the Hell Gate Bridge.<ref name="Guse Nessen 2023 t133">{{cite web |last1=Guse |first1=Clayton |last2=Nessen |first2=Stephen |date=February 11, 2023 |title=Bronx is snubbed as MTA pursues IBX plan |url=https://gothamist.com/news/bronx-is-snubbed-as-mta-pursues-ibx-plan |access-date=March 8, 2024 |website=Gothamist}}</ref> The Triboro RX plan was scaled down after the MTA determined that it would not be feasible to operate rapid transit on the bridge when Penn Station Access was finished.<ref name="Brachfeld 202301" /><ref name="Guse Nessen 2023 t133" />

==== Freight rail ====
On the eastern side of the bridge is the New York Connecting Railroad's single-track line, which links New York City and Long Island to the North American mainland.<ref name="Greenstein p. 50" /> The track forms part of the Fremont Secondary. It carries trains of the [[CSX Transportation|CSX]], [[Canadian Pacific Railway|Canadian Pacific]], and [[Providence and Worcester Railroad|Providence & Worcester]] railroads from [[Oak Point Yard]] in the Bronx to [[Fresh Pond Yard]] in Queens,<ref name="Greenstein p. 50" /><ref name="NYSRailMap2016" /> where they connect with the [[New York and Atlantic Railway]] to Long Island.<ref name="Kilgannon 2007 s568">{{cite web |last=Kilgannon |first=Corey |date=January 31, 2007 |title=Mystery Freight Train Out of Queens? It May Soon Be a Familiar Sight |url=https://www.nytimes.com/2007/01/31/nyregion/31freight.html |access-date=March 8, 2024 |work=The New York Times |issn=0362-4331}}</ref> Another track was abandoned in the 1970s<ref name="Healy 2016 i391" /> and totally removed in the late 1990s.<ref name="Greenstein p. 50" /> The speed limit for freight trains is {{Convert|10|mph}}.<ref name="Greenstein p. 50" />

=== Electrification ===
As completed, none of the bridge's four tracks had electrification.<ref name="n142458180" /> Although the passenger tracks were electrified by 1918,<ref name="RA1918 p. 1367" /> some steam locomotives continued to travel across the bridge through the 1920s.<ref>{{Cite magazine |last=Clardy |first=W J |date=March 17, 1923 |title=All-Electric Passenger Service for New Haven: Twelve New Electric Locomotives Will Eliminate Steam Passenger Locomotives on Electrified Section |magazine=Railway Age |page=767 |volume=74 |issue=15 |id={{ProQuest|873956580}}}}</ref> Freight trains had to switch between electric and steam-powered locomotives at Oak Point Yard.<ref name="REE1928 p. 398">{{harvnb|Railway Electrical Engineer|1928|ps=.|page=398}}</ref> The [[New York State Legislature]] passed the [[Kaufman Act]] in 1923, mandating the electrification of all railways in New York City, including the freight routes on the Hell Gate Bridge, by January 1, 1926.<ref>{{Cite magazine |date=June 9, 1923 |title=New York Law Calls for Electrification Throughout N. Y. City |magazine=Railway Age |page=1364 |volume=74 |issue=27 |id={{ProQuest|873955742}}}}</ref> The freight tracks were still not electrified in late 1925,<ref name="p511729023" /> but the NH was allowed to continue using the bridge<ref>{{cite news |date=December 31, 1925 |title=Court Enjoins Electrifying Roads in City: U. S. Judge Knox Stays Operation of Kaufman Act Temporarily on Railways' Plea of Impracticability |work=The New York Herald, New York Tribune |issn=1941-0646 |page=1 |id={{ProQuest|1112886116}} |postscript=none}}; {{Cite news |date=December 31, 1925 |title=Roads Obtain Stays on Electrification; Temporary Injunctions Given New York Central and New Haven in Federal Court |url=https://www.nytimes.com/1925/12/31/archives/roads-obtain-stays-on-electrification-temporary-injunctions-given.html |access-date=March 3, 2024 |work=The New York Times |issn=0362-4331}}</ref> and was given until mid-1928 to fully electrify the line.<ref>{{cite news |date=July 21, 1926 |title='New Haven' Gets Two Years More To Electrify Lines: Public Service Commission Grants Extension of New York City Order |work=The Hartford Courant |page=4 |issn=1047-4153 |id={{ProQuest|557218041}} |postscript=none}}; {{Cite news |date=July 21, 1926 |title=2 Railroads Gain Extension of Time For Electrification: New Haven Gets Two Years for L. I. Changes; Pennsylvania Wins Yard Delay; Three Pleas Denied |work=New York Herald Tribune |issn=1941-0646 |page=9 |id={{ProQuest|1112994213}}}}</ref> Electric freight service began in July 1927.<ref name="REE1928 p. 397" /> As a result of electrification, freight trains from [[Bay Ridge, Brooklyn|Bay Ridge]] could travel as far east as [[Cedar Hill Yard]] in [[New Haven, Connecticut]], without stopping.<ref name="p896297024" /><ref name="REE1928 p. 398" /> The freight route was de-electrified in 1969, and the overhead wire above the freight tracks was removed.<ref name=":1">{{cite book |url=https://books.google.com/books?id=F-Y0AQAAMAAJ&pg=PA10 |title=Cross Harbor Freight Movement Project in Kings, Queens, Richmond Counties, New York, and Hudson, Union, Middlesex, Essex Counties, New Jersey: Environmental Impact Statement |year=2004 |page=10}}</ref>

The passenger tracks were originally electrified using a 11 kV, 25&nbsp;Hz [[overhead catenary]] traction power system, as they were part of the [[Electrification of the New York, New Haven and Hartford Railroad|NH's electrification system]].<ref name="RA1918 p. 1367" /> Freight trains used the same 11 kV, 25&nbsp;Hz traction power system when the freight tracks were electrified.<ref>{{harvnb|Railway Electrical Engineer|1928|ps=.|page=399}}</ref><ref>{{cite book |url=https://books.google.com/books?id=lZYlAAAAMAAJ&pg=PA1099 |title=Railway Age |publisher=Simmons-Boardman |year=1928 |page=1099 |access-date=March 1, 2024 |issue=v. 85}}</ref> After Amtrak took over the Northeast Corridor in the 1970s, it announced plans to [[Amtrak's 60 Hz traction power system#History|upgrade the line]] to a [[25 kV AC railway electrification|25 kV, 60 Hz]] traction power system.<ref>{{cite book |url=https://books.google.com/books?id=QvA2MF9ov_8C&pg=PA61 |title=Congressional Symposium, Railroads—1977 and Beyond—Problems and Promises |publisher=U.S. Government Printing Office |year=1978 |page=61 |access-date=March 3, 2024}}</ref><ref name="p877749828">{{cite magazine |last=Sawyer |first=Kenneth T. |date=October 11, 1976 |title=DOT ready to get moving on $1.9-billion Corridor upgrading: Engineering How the $1.9 billion will be spent |magazine=Railway Age |page=33 |volume=177 |issue=18 |id={{ProQuest|877749828}}}}</ref> Ultimately, the section of track over the Hell Gate Bridge was upgraded to 12.5 kV, 60 Hz electric traction.<ref>{{cite book |last=Bradley |first=R.P. |url=https://books.google.com/books?id=b5gQAQAAMAAJ |title=Amtrak: The US National Railroad Passenger Corporation |publisher=Blandford Press |year=1985 |isbn=978-0-7137-1718-1 |page=99}}</ref><ref name="Dover Printing. 1994 p.">{{cite book |url=https://books.google.com/books?id=_zhWAAAAMAAJ |title=Extra Twenty-two Hundred South |publisher=Dover Printing. |year=1994 |page=29 |issn=0014-1380 |issue=nos. 102-111}}</ref> Just south of the bridge's Queens terminus, the Hell Gate Line transitions to [[Amtrak's 25 Hz traction power system|Amtrak's 12 kV, 25 Hz traction power system]], as that part of the route was electrified by the PRR.<ref name="Dover Printing. 1994 p." />

While NH trains were capable of operating on [[third rail]] power through the East River Tunnels to Penn Station, there was no third rail on the bridge.<ref name="Ammann p. 1657" /><ref name="RA1918 p. 1367" /> Overhead catenary poles are instead installed along the length of the Hell Gate Bridge.<ref>{{harvnb|Railway Age|1918|ps=.|page=1368}}</ref> Power is supplied by substations along the Hell Gate Line. During the winter, the catenary wires could be defrosted by increasing the current coming from the substations.<ref name="p879782454">{{cite magazine |date=August 15, 1942 |title=Sleet Removal on Electrified Roads |magazine=Railway Age |page=276 |volume=113 |issue=7 |id={{ProQuest|879782454}}}}</ref>

===Fees and surcharges===
Fees were originally charged on freight trains that used the Hell Gate Bridge. For instance, in the 1910s, the New Haven Railroad charged a fee of three cents for every {{Convert|100|lb}} of cargo that was transported via the bridge, a fee that was raised to five cents after World War I.<ref name="p1113121861a" />

During World War I, passengers began paying a fee on trips that used the bridge.<ref name="p877761189a">{{cite magazine |date=November 10, 1945 |title=Hell Gate "Toll" Is Called Unreasonable: Discrimination found as "local" passengers are exempted from payment |magazine=Railway Age |page=762 |volume=119 |issue=19 |id={{ProQuest|877761189}}}}</ref> The surcharge, imposed on all passengers who were not departing or arriving at New York Penn Station, was originally 75 cents but was raised to 90 cents in 1920. To avoid the surcharge, passengers transiting through New York City frequently chose to buy a ticket from their original departure point to Penn Station, then another from Penn Station to their destination.<ref name="p1237390911" /> This prompted a complaint in 1945, in which a traveler claimed that the fee was discriminatory;<ref name="p877760385">{{cite magazine |date=April 7, 1945 |title=Objects to Extra Charge for Hell Gate Bridge Travel |magazine=Railway Age |page=641 |volume=119 |issue=19 |id={{ProQuest|877760385}}}}</ref> an ICC examiner recommended that the PRR and NH stop charging the fee,<ref name="p877761189a" /><ref name="nyt-1945-11-06">{{Cite news |date=November 6, 1945 |title=Would End Bridge Toll; ICC Examiner Reports on Fee on Hell Gate Span |url=https://www.nytimes.com/1945/11/06/archives/would-end-bridge-toll-icc-examiner-reports-on-fee-on-hell-gate-span.html |access-date=March 4, 2024 |work=The New York Times |issn=0362-4331}}</ref> but the ICC rejected the recommendation.<ref name="p879774443">{{cite magazine |date=May 4, 1946 |title=Dismisses Complaint Against Hell Gate Route Charge |magazine=Railway Age |page=940 |volume=120 |issue=18 |id={{ProQuest|879774443}}}}</ref> The ICC launched another inquiry into the surcharge in 1951.<ref name="nyt-1951-12-20" /><ref name="p1237390911" /> ICC commissioner J. Monroe Johnson recommended in 1954 that the surcharge either be applied to all rail trips or be abolished entirely,<ref name="p882985076">{{cite magazine |date=November 22, 1954 |title=Figures of the Week: ICC Advised to End Hell Gate Bridge Charge |magazine=Railway Age |page=11 |volume=137 |issue=21 |id={{ProQuest|882985076}} |postscript=none}}; {{Cite news |date=November 17, 1954 |title=Hell Gate Toll Equalizing Urged |work=New York Herald Tribune |issn=1941-0646 |page=20 |id={{ProQuest|1324201984}}}}</ref> but the ICC also rejected the proposal.<ref name="p882979990">{{cite magazine |date=July 25, 1955 |title=Hell Gate Arbitraries Upheld by Commission: Rates & Fares |magazine=Railway Age |page=9 |volume=139 |issue=4 |id={{ProQuest|882979990}} |postscript=none}}; {{Cite news |date=July 20, 1955 |title=I. C. C. Upholds Hell Gate Toll |work=New York Herald Tribune |issn=1941-0646 |page=20 |id={{ProQuest|1335808006}} |postscript=none}}; {{Cite news |date=July 20, 1955 |title=East River Toll Upheld by I. C. C |url=https://www.nytimes.com/1955/07/20/archives/east-river-toll-upheld-by-i-c-c.html |access-date=March 7, 2024 |work=The New York Times |issn=0362-4331}}</ref>

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{{wide image|Hell Gate Bridge 1915 approach Construction.JPG|800px|The Wards Island viaduct under construction {{circa|1915}}, looking north from the Hell Gate arch toward the [[Little Hell Gate]] span}}

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