The following are given passages.
Passage 1:
Pit River Bridge
The Pit River Bridge (officially the Veterans of Foreign Wars Memorial Bridge) is a double deck, deck truss, road and rail bridge over Shasta Lake in Shasta County, California. The bridge, carrying Interstate 5 on its upper deck and Union Pacific Railroad on its lower deck, was built in 1942 as part of the construction of the Shasta Dam/Shasta Lake reservoir system. The Pit River Bridge was constructed to replace the Lower Pit River Bridge, as the rising waters of the Shasta Lake reservoir would have put the older bridge underwater. The entire bridge spans 3,588 feet (1,094 m) long on the upper deck and 2,754 feet (839 m) on the lower deck. With a height of 500 feet (150 m) above the old Pit River bed, it is structurally the highest double decked bridge in the United States; however, today the bridge sits only about 40 feet (12 m) above the water when Shasta Lake is full. The bridge is Interstate 5's halfway point. 
At the time it was built, the highway on the bridge was signed as U.S. Route 99 and the rail line was owned by Southern Pacific. The Coast Starlight, the passenger train line operated by Amtrak that runs between Los Angeles and Seattle, also uses the bridge.The bridge is officially known as the Veterans of Foreign Wars Memorial Bridge, to honor military veterans from California who have fought in foreign wars.The Pit River Bridge was the subject of the 1954 Pulitzer Prize for Photography winner entitled "Rescue on Pit River Bridge", taken by Virginia Schau.

See also
 Transport portal
 Engineering portal
 California portal
Passage 2:
Atherton Bridge
The Atherton Bridge is a historic iron truss bridge in Lancaster, Massachusetts, spanning the South Branch of the Nashua River. It is a rare example of a hybrid pony truss that is similar to the 19th century truss design of Simeon S. Post. It was built by J. H. Cofrode & Co. of Philadelphia in 1870. It was the first iron bridge to be constructed in the town. The bridge was added to the National Register of Historic Places in 1979.
The bridge formerly carried Bolton Road, but was closed to vehicular traffic in 1975 and bypassed by a modern highway bridge in the 1980s.
The bridge remained open to pedestrian traffic until April 2020, when a flash flood damaged the bridge's wooden deck and it was closed to all traffic. The long-term future of the bridge is uncertain.The sign commemorating Atherton Bridge states:

 ATHERTON BRIDGE
There has been a bridge at this location since early settlement. It is named for 
James Atherton, one of the signers of the petition for incorporation of the town in 1652. The 1794 map lists the bridge as 90 feet long on a county way Lancaster’s first iron bridge was placed here in 1870.

Technical information
The Atherton Bridge has iron compression posts that incline inward towards the center of the span and diagonal tension rods that incline outward towards the abutments. Unusual features include double end posts with adjustable turnbuckles, channeled castings to join the lower chord bars, and patented Phoenix columns for all inclined posts. This bridge does not make use of Simeon Post's patented joints. The floor beams support a wood plank deck.
The bridge is 72 feet (22 m) long and 18.5 feet (5.6 m) feet wide, and is composed of eight panels. It rests on granite abutments.
The bridge was photographed in 1979 by Jet Lowe of the Historic American Engineering Record, and documented in 1990 as part of the Massachusetts Historic Bridge Project. At that time, it was one of only two known examples of the Post type of truss still surviving.

See also
Ponakin Bridge
National Register of Historic Places listings in Worcester County, Massachusetts
List of bridges documented by the Historic American Engineering Record in Massachusetts
List of bridges on the National Register of Historic Places in Massachusetts
Passage 3:
Walnut Street Bridge (Chattanooga)
Built in 1890, the 2,376-foot-long (724 m) Walnut Street Bridge connects Chattanooga, Tennessee's downtown with North Chattanooga. The bridge's main spans are pin-connected Pennsylvania through truss spans. The top chord of these truss spans are configured in five sections, making the spans similar to the Camelback truss design. The bridge is historically significant as an extremely long and old example of its type; according to the Historic American Engineering Record: "The bridge was apparently the first non-military highway bridge across the Tennessee River."

History
According to a plaque on the bridge, Edwin Thacher was the chief engineer for the bridge. The bridge's superstructure was assembled by the Smith Bridge Company of Toledo, Ohio, which was a prolific late 19th-century bridge builder. The bridge's substructure was constructed by Neeley, Smith, and Company of Chattanooga. Most of the parts for the bridge were manufactured by Manly Jail Works of Dalton, Georgia and then shipped to the site by rail. 
A former Union officer from Ann Arbor, Michigan, William Andrew Slayton (1854–1935) was the stone contractor. Slayton lived in a stone house at 533 Barton Avenue, the house known for years by later inhabitants as the location of the "Little Art Shop". It is not known if he built this house, but similarly to Washington Roebling and the Brooklyn Bridge, he could overlook the project from his window. Many of the low stone walls in North Chattanooga are made up of the remnants of stones deemed too small for use in the piers. Subdivision plats in Chattanooga suggest that Slayton developed some areas to facilitate the hauling of materials from quarries in northeastern Alabama, and Slayton Street and Slayton Avenue are found near the current public library location on Broad Street.
The "county bridge", as the Walnut Street Bridge was once known, connected the predominantly white city on the south side of the Tennessee River with the large black work force on the north side ("North Shore") in Hill City, a town that was annexed by Chattanooga in 1912.
The bridge also carried trolleys of the Chattanooga Traction Company to Signal Mountain.Two black men were lynched on the bridge: Alfred Blount on February 14, 1893, was hanged from the first span for allegedly attacking a white woman; Ed Johnson on March 19, 1906, was hanged from the second span, also for allegedly attacking a white woman. Johnson's lynching initiated a court case (United States v. Shipp) before the Supreme Court that is notable for being the only criminal trial in its history.

Reconstruction
The bridge was closed to motor vehicles in 1978 and sat in disuse and disrepair for nearly a decade. Repairs and structural modifications have been made to turn the bridge into what is now a pedestrian walkway. The Walnut Street Bridge was added to the National Register of Historic Places on February 23, 1990. The 2,376-foot-long (724 m) pedestrian bridge sits near the heart of a massive and recently completed urban renewal project.
From December 2009 to May 2010, the bridge's deteriorating asphalt surface was replaced with wood planking. The City Council awarded a $1.3 million contract to Tower Construction for the bridge repair work.The Walnut Street Bridge fund was started by Chattanooga Venture, a community group, to receive funds to be used by the city toward restoration of the bridge. Once the campaign was finished, the remaining funds were used for additional improvements to the bridge. These funds led to the replacement of original plaques which had been damaged, vandalized, or stolen. The original plaques have been renamed to The Parks Foundation, an organization committed to enhancements, improvements and programming to extend the utilization of all our parks and public space to the greatest number of people. The foundation is offering new plaques to donors that strive for the same mission.

Community events
Wine over Water is a wine tasting event that takes place on the Walnut Street Bridge. The event started in 1994. Over 150 wines from all over the world get tasted. During the festival, local restaurants offer different tasting plates for purchase. Regional musicians and bands come to play jazz and classic bluegrass. The event is not free and tickets are sold quickly due to popularity. 
Every summer, Chattanooga hosts the Riverbend Festival where country music and rock bands come and play for the city. On the last night of the festival, fireworks are shot off for the spectators. The bridge is used to display a bright waterfall of fireworks, which fall down into the river below. The fireworks are displayed at the middle of the bridge, and boaters are not allowed within several hundred feet. 
The Seven Bridges Marathon takes place in Chattanooga, and the participants use the Walnut Street Bridge as part of the course. Participants, local Chattanoogans as well as tourists, enjoy the views from the bridge that extend up and down the river. 
Ironman is a world-renowned triathlon with events scheduled throughout the year all over the planet. Chattanooga has hosted Ironman in 2014, 2015 and hosted the Ironman world championship in 2017. Athletes use the Walnut Street bridge during the running portion of the race.

See also
List of bridges documented by the Historic American Engineering Record in Tennessee
Passage 4:
Nashua River
The Nashua River, 37.5 miles (60.4 km) long, is a tributary of the Merrimack River in Massachusetts and New Hampshire in the United States. It is formed in eastern Worcester County, Massachusetts, at the confluence of the North Nashua River and South Nashua River, and flows generally north-northeast past Groton to join the Merrimack at Nashua, New Hampshire. The Nashua River watershed occupies a major portion of north-central Massachusetts and a much smaller portion of southern New Hampshire.
The North Nashua River rises west of Fitchburg and Westminster. It flows about 30 miles (48 km) generally southeast past Fitchburg, and joins the South Nashua River, shown on USGS topographic maps as the main stem of the Nashua River, about 5 miles (8 km) below its issuance from the Wachusett Reservoir.

History
The river's name derives from an Algonkian word meaning "beautiful river with a pebbly bottom."The Nashua River was heavily used for industry during the colonial period and the early years of the United States. During the late 18th century and early 19th century, the heavy concentration of paper mills and the use of dyes near Fitchburg resulted in pollution that notoriously turned the river various colors downstream from the factories.
In the mid-1960s, Marion Stoddart started a campaign to restore the Nashua River and its tributaries. She built coalitions with labor leaders and business leaders, in particular the paper companies who were the worst polluters of the river. With federal help, eight treatment plants were built or upgraded along the river. A broad conservation buffer was created along about half the river and its two main tributaries. By the early-1990s, most of the industry was still located along the river, but many parts of the river were once again safe for swimming. Her work is the subject of a 30-minute documentary movie titled Marion Stoddart: Work of 1000.Recovery has sparked recreational use of the river at places like Mine Falls Park in Nashua.
The largely volunteer Nashua River Watershed Association, based in Groton, Massachusetts, oversees the condition of the river.In 2013, Public Law 116–9 designated 27 mi (43 km) of the Nashua River as a National Wild and Scenic River. The legislation was sponsored by Rep. Niki Tsongas (D, MA-3), supported by the Nashua River Watershed Association and The Wilderness Society.

Watershed
From its impoundment at the Wachusett Reservoir in Clinton, Massachusetts, the South Nashua River flows north and joins the North Nashua River in Lancaster. The North Nashua River flows southeast from Fitchburg and Leominster to Lancaster. The Nashua River flows northward from Lancaster, meandering its way through the north-central Massachusetts towns of Harvard, Groton, Dunstable, and Pepperell, before eventually emptying into the Merrimack River at Nashua, New Hampshire. The Nashua River watershed has a total drainage area of approximately 538 square miles (1,390 km2), with 454 square miles (1,180 km2) of the watershed occurring in Massachusetts and 74 square miles (190 km2) in New Hampshire. The Nashua River flows for approximately 56 miles (90 km), with approximately 46 of those miles (74 km) flowing through Massachusetts. The Squannacook, Nissitissit, Stillwater, Quinapoxet, North Nashua, and South Nashua rivers feed it. The watershed encompasses all or part of 31 communities, 7 in southern New Hampshire and 24 in central Massachusetts. The watershed's largest water body is the Wachusett Reservoir, which provides drinking water to two-thirds of the Commonwealth's population.

Major watershed components
Wachusett Reservoir is the largest water body.
The Stillwater River feeds Wachusett Reservoir from the northwest.
The Quinapoxet River feeds Wachusett Reservoir from the west.
Wachusett Reservoir Dam impounds the South Nashua River.
The North Nashua River joins the South Nashua River at Lancaster from the northwest.
The Squannacook River joins the Nashua River from the northwest at the junction of the town boundaries of Shirley, Groton, and Ayer.
The Nissitissit River joins the Nashua River from the northwest at Pepperell.

Major tributaries
See also
List of rivers of Massachusetts
List of rivers of New Hampshire
Nashua River Rail Trail
Nashaway people
Passage 5:
Colorado River Bridge at Bastrop
The Colorado River Bridge at Bastrop is a 1,285-foot (392 m)-long bridge with three steel truss spans and concrete piers that crosses the Colorado River as part of Loop 150 through Bastrop, Texas. The three bridge spans over the river consist of identical Parker through trusses, each 192 feet (59 m) in length, supported on concrete piers. The bridge is one of the earliest surviving uses of the Parker truss in Texas.
The Colorado River Bridge was the second bridge crossing at this location. The first bridge at the crossing was built from 1889 to 1890 at a cost of $45,000. This bridge replaced the ferries across the river, which had been in use since the 1830s. The bridge was 1,268 feet (386 m) in length. It was originally a toll bridge, but was later purchased by the county and the tolls were removed.

With automobiles becoming the dominant form of transportation in the United States after World War I, a new bridge was needed to handle the increasing traffic between Houston and Austin. The original estimate of the cost of the Colorado River Bridge was $40,000 and was partially financed by bonds issued by Bastrop County. The rest was paid for with federal funds disbursed by the Texas State Highway Department. Bids on the project were solicited and the Kansas City Bridge Co. was selected as contractor. The final cost of the bridge's construction was $167,500. The bridge was completed in 1923 and opened for use in January 1924. The original bridge was sold and torn down in the early 1930s.Ownership of the Colorado River Bridge probably passed from the county to the state during the Great Depression, as the local governments did not have the funds to maintain their road systems.
Growth in Bastrop in the 1990s strained the capacity of the narrow two-lane bridge. A wider concrete beam bridge was built parallel to the Colorado River Bridge. The State of Texas transferred ownership of the truss bridge to the City of Bastrop and the bridge became a pedestrian walkway. The bridge is also used for special events such as the annual "Art on the Bridge" art show and sale. The bridge was listed in the National Register of Historic Places on July 19, 1990.

See also
National Register of Historic Places listings in Bastrop County, Texas
List of bridges on the National Register of Historic Places in Texas
List of crossings of the Colorado River
Passage 6:
Miami Bridge
The Miami Bridge, also known as the McDaniel Memorial Bridge, is a new concrete girder bridge that was built to replace a cantilever through truss bridge over the Missouri River at Miami, Missouri between Saline County, Missouri and Carroll County, Missouri.  The Miami Bridge carries Route 41.  The Miami Bridge was built in 1939, and its deck was replaced in 1983 as part of a rehabilitation project. The old bridge's main cantilever span was 474.7 feet, while the two anchor spans  were each 415 feet in length, resulting in a total cantilever truss length of 1304.7 feet. There were 11 approach spans, including four Warren deck truss spans, three on the northern approach and one on the southern approach. All remaining approach spans were steel stringer (multi-beam/girder) spans. Total bridge length including approach spans is 2,071.9 feet.  The bridge's deck width is 23.0 feet and it has vertical clearance of 16.5 feet.
The bridge was constructed with the assistance of the Federal Administration of Public Works also known as the Public Works Administration. Sverdrup and Parcel were consulting engineers for the structure, and Massman Construction Company was the contractor. The original plans for the bridge show plans for the original wooden toll building that was once located on the bridge. According to the plans, the toll building was painted white, featured wooden Slow and Stop signs, and included a cast iron stove for heating.
The Miami Bridge has been listed as eligible for the National Register of Historic Places. According to Clayton B Fraser who conducted Missouri's 1992 Historic Bridge Inventory, the Miami Bridge was eligible for the National Register of Historic Places as an "outstanding, large-scale example of steel truss construction, located on important great river crossing." Despite its historic significance, Missouri Department of Transportation decided against rehabilitating the bridge and instead has decided to demolish the bridge's superstructure and erect a new bridge using the piers and abutment of the old bridge. The project will begin with the bridge's closure, scheduled for October 5, 2009.

See also
List of crossings of the Missouri River
Passage 7:
Monocacy River bridge and viaduct
The Monocacy River Railroad Bridge and Viaduct is a 326-foot (99 m) open deck steel girder bridge with two main spans crossing the river and two viaduct sections crossing the floodplain, south of Walkersville, Maryland. Originally constructed by the Frederick and Pennsylvania Line Railroad Company (F&PL). Construction began in late 1871, and continued until July 1872 when the railroad opened that year. It was rebuilt by the Pennsylvania Railroad prior first in 1900-1905 as an open deck riveted iron plate under girder bridge. In 1915, the bridge was surveyed as part of the Interstate Commerce Commission's ("ICC") effort to establish freight rates for the Parent railroad. In 1927, the Pennsylvania Railroad rebuilt the bridge again using deeper and thicker steel girders, but leaving the masonry piers intact. In 1972, the two 85 foot river spans were washed out by Hurricane Agnes. In 1982, the State of Maryland purchased the bridge as part of the railroad line. In 1995, the State rebuilt the river spans and Pier 3 which is located in the middle of the river crossing was completely reconstructed using concrete to replace the original masonry foundations.  In 2015, the State performed minor maintenance on the structure and painted some spans.  
As of 2016, the bridge is in active rail service, operated by the Walkersville Southern RR.

History
Construction
Bollman Iron Bridge
The original bridge was a "Bollman suspension truss". The Monocacy river bridge and viaduct structures were a mixture of wrought iron tension members and cast iron compression members, including other decorative elements, such as Doric styled vertical members and end towers, all cast iron and detailed. In 1872, Bollman's firm, Patapsco Bridge and Iron Works completed the bridge and viaducts with a total length of 326 feet.

Pennsylvania Railroad Rebuilds
The ICC survey work papers  indicate two rebuilds were performed on the Monocacy bridge after the 1872 construction but prior to the 1915 inspection:

The Bollman iron truss bridge of unknown span lengths for the Monocacy crossing was replaced by the Pennsylvania railroad in 1900 as part of a major rebuild of the bridge which included the abutments.In 1900, Pennsylvania replaced the river trusses with a steel under girder, open deck bridge of four spans. At that time, the abutment and pier masonry was augmented. Five years later in 1905, the Pennsylvania railroad replaced the remaining two spans that were erected by Bollman in 1872.
Later in 1927, Pennsylvania rebuilt the entire bridge using steel plate girders of half-inch thickness and measuring 85 inches in depth.
No later rebuild by PRR was made after 1927 and prior to 1982 when the bridge was conveyed to the State of Maryland..

United States Railway Administration (USRA) Rebuild
No known USRA rebuild scope has been identified for this bridge.

State Railroad Administration (SRA 1995 - )
Subsequent to the conveyance of the railroad from Conrail to the State of Maryland in 1982, State Railroad Administration or (SRA,1978-92), developed a Maryland State Rail Plan. 
The SRA rebuilt the two 85 foot spans over the river that were damaged by Hurricane Agnes in 1972, as well as Pier 3 which was in the river in 1995.  Currently, the Department of Transportation, Maryland Transit Administration (MTA), (2001-) owns and maintains the bridge. In 2015, MTA performed additional maintenance on the spans and painted two of the four spans as well.

Notes
Passage 8:
Port Mann Bridge
The Port Mann Bridge is a 10-lane cable-stayed bridge, 100 km/hr speed limit, in British Columbia, Canada that opened to traffic in 2012. It carries 10 lanes of traffic with space reserved for a light rail line.The cable-stayed bridge replaced a steel arch bridge that spanned the Fraser River, connecting Coquitlam to Surrey in British Columbia in the Vancouver metro area. After its successor was opened to traffic, the old bridge was demolished by reverse construction, a process which took three years to complete.

History
The original Port Mann Bridge opened on June 12, 1964. It was named after the community of Port Mann, through which the south end of the bridge passed. The old bridge consisted of three spans with an orthotropic deck carrying five lanes (originally four lanes) of Trans-Canada Highway traffic, with approach spans of three steel plate girders and concrete deck. The total length of the arch bridge was 2,093 m (6,867 ft), including approach spans. The main span was 366 m (1,201 ft), plus the two 110 m (360 ft) spans on either side. Volume on the old bridge was 127,000 trips per day. Approximately 8 percent of the traffic on the Port Mann bridge was truck traffic.  The old bridge was the longest arch bridge in Canada and third-longest in the world at the time of its inauguration.
At the time of construction, it was the most expensive piece of highway in Canada. The first "civilian" to drive across the bridge was CKNW reporter Marke Raines. He was not authorized to cross, so he drove quickly.In 2001 an eastbound HOV lane was added by moving the centre divider and by cantilevering the bridge deck outwards in conjunction with a seismic upgrade.

Replacement
On January 31, 2006, the British Columbia Ministry of Transportation introduced the Gateway Program as a means to address growing congestion. The project originally envisioned twinning the Port Mann Bridge by building a second bridge adjacent to it, but the project was changed to building a 10-lane replacement bridge, planned to be the widest in the world, and demolishing the original bridge. While the old bridge was found to be in "excellent shape, it is a fracture-critical structure with a tension member that runs the full length of the bridge. If that fractures anywhere, the bridge’s structural safety can be compromised heavily...There is no built-in redundancy [in this type of bridge]. It only takes a little undetected fatigue crack to grow for 10 years and then a member eventually just snaps through one cold morning when the wrong size truck rolls over it”.

Opposition to twinning plan
A number of groups lobbied to improve public transit rather than build a new bridge. Burnaby city council, Vancouver city council, and directors of the GVRD (now Metro Vancouver) passed resolutions opposing the Port Mann / Highway 1 expansion. Opponents of the expansion included local environmental groups, urban planners, and Washington state's Sightline Institute.Opponents argued that increasing highway capacity would increase greenhouse gas emissions and only relieve congestion for a few years before increased traffic congested the area again, and that expanding road capacity would encourage suburban sprawl. The Livable Region Coalition urged the Minister of Transportation,  Kevin Falcon, to consider rapid transit lines and improved bus routes instead of building the new bridge. The David Suzuki Foundation claimed the plan violated the goals of Metro Vancouver's Livable Region Strategic Plan.

Construction and cost
The Port Mann / Highway 1 project added another HOV lane and will provide cycling and pedestrian access. The multi-use pedestrian/bicycle path opened July 1, 2015. A bus service was reintroduced over the Port Mann Bridge for the first time in over 20 years. However, critics claimed that the new bridge only delayed the reintroduction of bus service on the bridge. The new bus rapid transit service is now operated in the HOV lanes along Highway 1 from Langley to Burnaby.The estimated construction cost was $2.46 billion, including the cost of the Highway 1 upgrade, a total of 37 kilometres (23 mi). Of this, the bridge itself comprised roughly a third ($820 million).  The total cost, including operation and maintenance, was expected to be $3.3 billion. Now that the new bridge is completed, the existing bridge, which was more than 45 years old, has been taken down.The project was intended to be funded by using a public-private partnership, and Connect B.C. Development Group was chosen as the preferred developer. The Connect B.C. Group included the Macquarie Group, Transtoll Inc., Peter Kiewit Sons Co., and Flatiron Constructors. Although a memorandum of understanding had been signed by the province, final terms could not be agreed upon. As a consequence, the province decided to fund the entire cost of replacement.On September 18, 2012, the new Port Mann Bridge opened to eastbound traffic. At 65 metres (213 ft) wide, it was the world's widest long-span bridge, according to the Guinness World Records, overtaking the world-famous Sydney Harbour Bridge, which, at 49 metres (161 ft), held the record since 1932. The Port Mann Bridge was overtaken by the San Francisco–Oakland Bay Bridge in 2013.

Dismantling of original bridge
Work to dismantle the old Port Mann Bridge began in December 2012. Crews removed sections of the bridge piece by piece in opposite order in which they were originally constructed, starting with the road deck, followed by the bridge approach's girders, and concluding with the steel arch. It was fully removed by October 21, 2015.

New bridge
The new bridge is 2.02 kilometres (1.26 mi) long, up to 65 metres (213 ft) wide, carries 10 lanes of traffic, and has a 42 metres (138 ft) clearance above the river's high water level (the same length and clearance as the old bridge). The towers are approximately 75 metres (246 ft) tall above deck level, with the total height approximately 163 metres (535 ft) from top of footing. The main span (between the towers) is 470 metres (1,540 ft) long, the second longest cable-stayed span in the western hemisphere. The main bridge (between the end of the cables) has a length of 850 metres (2,790 ft) with two towers and 288 cables. The new bridge was built to accommodate the future installation of light rapid transit.

Issues
On February 10, 2012, during construction of the replacement bridge, an overhead gantry crane collapsed, causing a 90-tonne concrete box-girder segment to drop into the water below. While no one was injured, the accident delayed subsequent construction. WorkSafeBC inspectors evaluated the safety practices on the construction site.
On December 19, 2012, cold weather caused ice to accumulate on the supporting cables, periodically dropping to the car deck below, dubbed "ice bombs". ICBC, the vehicle insurance entity in British Columbia, reported 60 separate claims of ice damage during the incident. In addition, one driver required an ambulance due to injuries. The RCMP closed the bridge between 1:30 p.m. and 6 p.m. while engineers investigated. The Government installed collars on the cables that are manually released when conditions for ice accumulation are expected. They are installed on the tops of the cables on the towers and are released, falling down the cables by gravity to remove any snow build up.During December 2016, "slush bombs" affected the bridge again though the BC Government stated that these weren't as severe as the 2012 "ice bombs." During December, the bridge was closed due to the threat of falling snow off of the cables and possible icy conditions.

Tolling (2012–2017)
In order to recover construction and operating costs, the bridge was electronically tolled when originally built. The toll rates increased to $1.60 for motorcycle, $3.15 for cars, $6.30 for small trucks and $9.45 for large trucks on August 15, 2015.  Through increased prices and greater traffic, Transportation Investment Corporation (TI Corp), the public Crown corporation responsible for toll operations on the Port Mann Bridge, forecast its revenue would grow by 85% between fiscal years 2014 and 2017. These fees were assessed using radio-frequency identification (RFID) decals or licence plate photos. A B.C. licensed driver who owes more than $25 in tolls outstanding 90 days is penalized $20 and is unable to purchase vehicle insurance or renew drivers permits without payment of the debt. Out-of-province drivers were also contacted for payment by a US-based contractor. A licence plate processing fee of $2.30 per trip was added to the toll rate for unregistered users who did not pay their toll within seven days of their passage. Monthly passes, which allowed unlimited crossing on the bridge, were available for purchase. Users may have set up an account for online payment of tolls. Users who opted for this method received a decal with an embedded RFID to place on their vehicle's windshield or headlight and avoid paying a processing fee. Tolls were expected to be removed by the year of 2050 or after collecting $3.3 billion. As announced by B.C. Premier John Horgan in August 2017, all tolls on the Port Mann Bridge were removed on September 1, 2017.  Debt service was transferred to the province of British Columbia at a cost of $135 million per year.

Traffic volumes
Monthly mean weekday traffic
As of January 2019

Total monthly traffic (in millions)
As of January 2019

See also

List of crossings of the Fraser River
List of bridges in Canada
Tallest structures in Canada
Passage 9:
Columbia River Bridge (Bridgeport, Washington)
The Columbia River Bridge, also known as the Bridgeport Bridge, at Bridgeport, Washington, was built to span the Columbia River in 1950. Composed of three spans, the bridge is a steel continuous riveted deck truss carrying Washington State Route 17 on a 26-foot-wide (7.9 m) roadway and two 3-foot (0.91 m) sidewalks. The center portion of the bridge spans 300 feet (91 m), flanked by 250-foot (76 m) end spans. The 70-foot (21 m) north approach span and the 100-foot (30 m) south approach span are supported by steel plate girders. The bridge played a significant role in the construction of the Chief Joseph Dam just upstream, as no bridge crossing had previously existed in the area. Construction on the dam started in 1945 and was completed, apart from the powerplant, in 1955. The bridge was designed and built by the U.S. Army Corps of Engineers as part of the Chief Joseph Dam project, and is significant for its association with the project and as a major crossing of the Columbia.The bridge was placed on the National Register of Historic Places on May 31, 1995.

See also
List of bridges documented by the Historic American Engineering Record in Washington (state)
Passage 10:
Maiden Lane Bridge
The Maiden Lane Bridge was a railroad bridge across the Hudson River between the city of Albany and Rensselaer County, New York. It was designed by Kellogg, Clark & Co., and was one of the largest bridges they designed. The bridge was owned and built by the Hudson River Bridge Company, which was owned jointly by the New York Central and Hudson River Railroad Company which owned 3/4, and the Boston and Albany Railroad Company which owned 1/4. The Maiden Lane Bridge was often referred to as the "South Bridge", while the Livingston Avenue Bridge was referred to as the "North Bridge". The Livingston Ave. Bridge was used for freight (and through-traffic passenger trains) while passenger trains used the Maiden Lane Bridge for access to Union Station, which was completed less than 10 months later. The state of New York authorized construction on May 10, 1869, construction began in May 1870, and the first train crossed on December 28, 1871. The bridge consisted of four 185.5-foot (56.5 m) long fixed spans, one 274-foot (84 m) long draw span, seven 73-foot (22 m) long spans over the Albany Basin, one 110-foot (34 m) long span over Quay Street, and one 63-foot (19 m) long span over Maiden Lane. All the spans except the one over Maiden Lane were double tracked, through, and pin connected; the span over Maiden Lane was also double tracked, but was a deck and plate girder span. A reconstruction of the bridge, except for the draw span, was done in 1899 by Pencoyd Bridge Company and finished by January 3, 1900. The bridge lasted until the 1960s, when the Albany–Rensselaer Amtrak station was built on the east side of the Hudson in the city of Rensselaer and Interstate 787 was built along the west side in Albany, thereby eliminating the need of the bridge.

See also
History of Albany, New York
Downtown Albany Historic District
List of fixed crossings of the Hudson River

Answer the question based on the given passages. Only give me the answer and do not output any other words.

Question: How long is the river The Atherton Bridge spans?



Answer: 37.5