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218:(1823–1887) did propose a bridge south of the present one in 1866, but its current location was established in a city plan approved in 1880. Different solutions were considered before 1900, including a 15-m wide steel bridge, considered too expensive; a 12-m wide wooden bridge; and a ferry combined with a
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As the area on both side of the bridge underwent a rapid development paired by the simultaneous exploitation of the western suburbs, the importance of the bridge grew, and by the mid-1930s the traffic load motivated a reconstruction and widening of the bridge. The old foundations were reinforced
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In 1900, the city council decided upon an 18-m wide and 227-m long steel bridge with a navigable clearance of 15.2 m, and the foundation work was started in 1903. When finished in 1906, the bridge had three central spans with 40-m long arched main
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during winters. The capsizing of a rowing boat in the waters at the site of the present bridge in 1898, killing 5 of the 22 aboard, intensified efforts to have the bridge project completed.
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Stockholm was expanding rapidly and the two small bridges connecting Kungsholmen and Norrmalm, 2.5 km apart, were considered insufficient. The influential
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carrying a 24-m wide concrete floor. Under the roadway space was reserved for a future metro, later installed after
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312:(in Swedish). Stockholm: Stockholms gatukontor and Kommittén för Stockholmsforskning. pp. 195–196.
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Stockholms tekniska historia: Trafik, broar, tunnelbanor, gator
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Dufwa, Arne (1985). "Broar och viadukter: S.t
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