HISTORY OF BRIDGES

Bridges have been an essential part of human history for thousands of years, facilitating
transportation and trade across rivers, valleys, and other natural obstacles. From simple log
bridges to complex suspension bridges, the evolution of bridge design has been a testament to
human innovation and engineering prowess. In this article, we explore the history of bridge
design and how it has evolved over time.

Early bridge designs were simple and utilitarian, using natural materials such as logs,
vines, and animal hides. The first bridges were likely built by ancient civilizations in Egypt,
Mesopotamia, and India, using logs and planks to create simple crossings over rivers and
streams.

It is important to highlight that concrete has been utilized since ancient times, particularly
by the Romans, who ingeniously combined it with stone in their architectural designs. This
integration of materials allowed for enhanced stability and durability in their structures. Concrete
served as both a mortar to bind stones together and as a main structural component, providing a
strong and versatile foundation for various types of Roman structures. This innovative approach
to construction played a crucial role in the longevity of Roman architecture and is a testament to
the advanced engineering techniques of that time. The Romans were among the first to develop
more advanced bridge designs, such as the stone arch bridge, which allowed for longer and more
durable spans such as the Pont du Gard in France, a Roman aqueduct that still stands today.

During the Middle Ages, bridge design continued to evolve, with advances in engineering
and construction techniques. Wooden truss bridges became popular in Europe, with designs such
as the king post and queen post truss, which allowed for longer spans and greater load-bearing
capacity. The development of masonry arch bridges also continued.
 In the 19th century, the Industrial Revolution with its developed technologies of
processing steel in mass industrial scale, allowed for much broader use of steel in construction
and building entire structures, like bridges, primarily or even entirely made of steel. Engineers
and architects began experimenting with new designs, such as the suspension bridge, which
allowed for longer spans and greater heights. The Brooklyn Bridge in New York City, completed
in 1883, was a prime example of this new era of bridge design, with its innovative steel cables
and gothic inspired architecture.

In the 20th century, bridge design continued to evolve, with advances in technology and
materials. This allowed builds of slenderer, and material efficient cable supported bridges
capable of spanning over previously unimagined distances or depths. The finest example of 20th
century infrastructural engineering excellence is the longest suspension span structure of those
times, Akashi Kaikyo Bridge located in Japan. Constant development continued and the
engineering world entered the 21st century with construction of another record holder, Millau
Viaduct in France, the highest bridge in the world based on a cable-stayed structural system,
completed in 2004.

Today, bridge design continues to push the boundaries of engineering and innovation.
Advances in computer modeling and simulation have allowed for more precise and efficient
design, with structures such as The Hong Kong-Zhuhai-Macau Bridge, completed in 2018,
which is the world's longest sea crossing bridge, spanning 55 kilometers and featuring innovative
engineering solutions to withstand typhoons and earthquakes.

Parts of the bridge and their function

What are the structural components of a bridge?
The elements composing a bridge vary depending on its structural type. There are arch
bridges, beam bridges, truss bridges, suspension bridges, cable-stayed bridges, cantilever
bridges, and so on. Here’s a quick breakdown of the main components of a bridge’s basic
structure:
 • Foundations are the base structures transferring the bridge’s weight to the underlying
ground. Foundations can consist of poles, plinths, or similar structures.
• Abutments refer to support structures placed at the ends of the bridge, fundamental for
ensuring the stability and safety of the structure.
• Pillars or Piers are the vertical elements that, together with the abutments, support the
loads coming from the superstructure. Typically, they’re constructed in series along the
bridge’s length to provide intermediate supports.
• Main beams are the main components of the bridge spanning between the pillars and
abutments, serving to support the overlying elements. Depending on the structure type,
they can be called longitudinal beams, transverse beams, or arches (if the bridge is an
arch). They can be made of steel, reinforced concrete, or a combination of different
materials.
• The deck is the functional area that allows vehicles and pedestrians to cross highways,
valleys, and bodies of water. It can be made of different materials like concrete, steel, or
wood and is supported by the main beams.

Different Types of Bridges

Beginning with the first tree trunk laid across a creek bed, humans have created increasingly
sophisticated bridge designs through the ages. Innovation has resulted in different structures and
types of materials used to span waterways and canyons.

Bridges work by balancing the forces of physics through a superstructure (girders, trusses, etc.),
which bears the bridge deck and its load, and a substructure (pillars, abutments, piers, and
footings), which grounds the load into the earth.

1. Truss Bridge
➢ A truss bridge features a load-bearing superstructure made of a truss, which consists of
connected elements arranged in triangular units. This design provides strength and
effectively distributes tension and compression forces, making truss bridges one of the
 oldest and strongest types of modern bridges, ideal for heavy loads over long spans.
While traditionally made from wood and iron, modern versions typically use steel or
reinforced concrete for a high strength-to-weight ratio. Types of truss bridges include the
Warren truss with equilateral triangles, the Pratt truss with diagonal members sloping
towards the center, and the Howe truss with diagonals sloping towards the center under
compression. These bridges are commonly used in railroad bridges, highway overpasses,
and other applications requiring durability and strength.

2. Arch Bridge
➢ An arch bridge uses a curved, semicircular arch to support its load, transferring weight
into horizontal thrusts absorbed by abutments at either end. This design makes arch
bridges strong and durable, with key features including load distribution and
compression, which enhances strength. Types of arch bridges include fixed arches, two-
hinged arches that allow movement, and three-hinged arches for added flexibility.
Common materials are stone, reinforced concrete, and steel. Arch bridges are used for
pedestrian and vehicular traffic over rivers and valleys, offering both aesthetic appeal and
structural integrity, as seen in the Pont du Gard in France and the Sydney Harbour Bridge
in Australia.
3. Beam Bridge
➢ A beam bridge is a simple structure consisting of a horizontal beam supported at each end
by piers or abutments, allowing weight to be transferred directly to the supports. They are
best for spans under 250 feet (about 76 meters) and come in types such as simple,
continuous, and cantilever beam bridges. Common materials include wood, steel, and
reinforced concrete. Beam bridges are often used for highway overpasses and small river
crossings due to their simplicity and cost-effectiveness, although they are less suitable for
very long spans without additional supports.

4. Cantilever Bridge
➢ A cantilever bridge uses horizontal structures supported at one end, allowing it to span
long distances without middle piers. Types include simple, balanced, and suspended span
cantilever bridges. Common materials are steel and reinforced concrete. These bridges
are ideal for crossing wide obstacles and are often used in highways and railways.
Notable examples include the Forth Bridge in Scotland and the Quebec Bridge, which has
the longest cantilever span.

5. Suspension Bridge
➢ A suspension bridge consists of a deck hung below large cables supported by vertical
suspenders. The main cables stretch between towers and are anchored at both ends,
enabling long spans over rivers or valleys. The towers support the cables and transfer
 loads to the ground. Types of suspension bridges include simple (deck hangs directly
from cables), stiffened (additional trusses for stability), and hybrid (combining features of
suspension and cable-stayed designs). Materials used are typically steel for strength and
concrete for towers. Notable examples include the Golden Gate Bridge, the Brooklyn
Bridge, and the Akashi Kaikyō Bridge, the longest suspension bridge in the world. These
bridges are known for their engineering prowess and aesthetic appeal.

6. Cable-Stayed Bridge
➢ A cable-stayed bridge features a deck supported by cables attached directly to vertical
towers, allowing for efficient material use and a distinct aesthetic. The cables are
arranged diagonally, transferring loads to the towers. Types include fan-type, harp-type,
and A-frame. They typically use steel for cables and towers, with reinforced concrete for
the deck. Advantages include cost-effectiveness for medium spans (500 to 3,500 feet),
lower maintenance, and striking designs, making them ideal for urban areas. Notable
examples are the Millau Viaduct in France and the Tsing Ma Bridge in Hong Kong.
Cable-stayed bridges effectively combine strength and beauty, making them popular in
modern engineering.
GOLDEN GATE BRIDGE

Golden Gate Bridge, suspension bridge spanning the Golden Gate in California to link
San Francisco with Marin county to the north. Upon its completion in 1937, it was the tallest and
longest suspension bridge in the world. The Golden Gate Bridge came to be recognized as a
symbol of the power and progress of the United States, and it set a precedent for suspension-
bridge design around the world. Although other bridges have since surpassed it in size, it remains
incomparable in the magnificence of its setting and is said to be the most photographed bridge in
the world. It carries both U.S. Route 101 and California State Route 1 (Pacific Coast Highway)
across the strait and features a pedestrian walkway.

Joseph B. Strauss (born January 9, 1870, Cincinnati, Ohio, U.S.—died May 16, 1938,
Los Angeles, California) was an American civil engineer and builder of the Golden Gate Bridge,
San Francisco. After graduating from the University of Cincinnati in 1892, Strauss served a short
apprenticeship as a draftsman, taught briefly, and became principal assistant to the bridge
engineer Ralph Modjeski. He then founded his own engineering company, with offices in
Chicago and San Francisco. Specializing in the design of movable bridges, he invented a type of
bascule bridge (drawbridge) and a vertical-lift bridge.
 In the early 1920s, when public opinion in San Francisco was beginning to favor a bridge
over the Golden Gate (the entrance to San Francisco Bay), Strauss submitted a design proposal
that was received with cautious enthusiasm, for the span length was more than double that of any
existing bridge. He eventually modified his original concept of a combination suspension-
cantilever into one of a simple suspension bridge with a main span of 1,280 meters (4,200 feet).
Completed in 1937, the Golden Gate Bridge remained the longest bridge in the world until
construction of the Verrazzano-Narrows Bridge, New York City, in the 1960s.

The bridge’s orange vermilion color, suggested by consulting architect Irving Morrow,
has a dual function, both fitting in with the surrounding natural scenery and being clearly visible
to ships in fog. At night the bridge is floodlit and shines with a golden luminescence that reflects
off the waters of the bay and creates a magical effect.

When bridges requiring piers are built over a body of water, foundations are made by
sinking caissons into the riverbed and filling them with concrete. Caissons are large boxes or
cylinders that have been made from wood, metal, or concrete. In the case of suspension bridges,
towers are built atop the caissons. The early suspension-bridge towers were stone, but now they
are either steel or concrete. Next, the anchorages are built on both ends, usually of reinforced
concrete with embedded steel eye bars to which the cables will be fastened. An eye bar is a
length of metal with a hole (or “eye”) at the ends. Cables for some of the first suspension bridges
were made of linked wrought-iron eye bars; now, however, cables are generally made of
thousands of steel wires spun together at the construction site. Spinning is done by rope pulleys
that carry each wire across the top of the towers to the opposite anchorage and back. The wires
are then bundled and covered to prevent corrosion. When the cables are complete, suspenders are
hung, and finally the deck is erected—usually by floating deck sections out on ships, hoisting
them with cranes, and securing them to the suspenders.

It lies along San Francisco Bay just north of San Francisco across the Golden Gate
Bridge. It was founded in 1838 by William Richardson, who had received a Mexican land grant
called Rancho Sausalito, named by Spanish explorers for its little willow trees. Taking advantage
of the village’s fine natural cove, Richardson sold fresh water and vegetables, raised cattle, and
collected port fees. After the Gold Rush of 1849, Richardson sold the land to Charles Botts, who
had planned a city and a naval shipyard. However, the city failed when a naval shipyard was
established at Mare Island off Vallejo. With the arrival of the North Pacific Coast Railroad in
1871, Sausalito grew as a seaport and transportation junction. After the completion of the Golden
Gate Bridge in 1937, it developed as a bedroom community of San Francisco, with tourism and
services as its economic mainstays. The city attracted many artists and is home to several art
galleries and festivals. It is also a popular shopping and recreational area, with a boardwalk along
the bay and scenic views. The Bay Area Discovery Museum is an interactive children’s museum.
Angel Island State Park is located offshore east of the city, and Golden Gate National Recreation
Area is to the west. Inc. 1893. Pop. (2000) 7,330; (2010) 7,061.
BROOKLYN BRIDGE

On June 12, 1806, John A. Roebling, civil engineer and designer of bridges, was born in
Mühlhausen, Prussia. The Brooklyn Bridge, Roebling’s last and greatest achievement, spans
New York’s East River to connect Manhattan with Brooklyn. When completed in 1883, the
bridge, with its massive stone towers and a main span of 1,595.5 feet between them, was by far
the longest suspension bridge in the world. Today, the Brooklyn Bridge is hailed as a key feature
of New York’s City’s urban landscape, standing as a monument to progress and ingenuity as
well as symbolizing New York’s ongoing cultural vitality.

John A. Roebling came to design suspension bridges through his earlier work on canals.
Trained as an engineer at Berlin’s Royal Polytechnic Institute, Roebling emigrated to the United
States in 1831, helping to settle the farming community of Saxonburg in western Pennsylvania.
He was soon employed to work on the extensive canal system then being built for travel across
the state. One element of that system was a series of inclined planes used to haul barges along
railway tracks over steep terrain. Troubled by their reliance on dangerously breakable hemp
rope, in about 1839, Roebling turned his efforts toward the manufacture of strong but flexible
wire rope as an alternative. Roebling’s invention soon was being used by the Allegheny Portage
Railroad; he received a patent for his “new and Improved Mode of Manufacturing Wire Ropes”
in 1842.

Roebling quickly found additional uses for his invention. His first wire cable suspension
bridge (1844-45) was a wooden aqueduct that carried Pennsylvania’s main east-west canal above
and across the Allegheny River into downtown Pittsburgh. He received additional patents in
1846 and 1847. Roebling’s Delaware Aqueduct (1847-48) followed closely on his earlier design
and is the oldest surviving suspension bridge in America. In pursuing these projects, Roebling
developed a viable method of spinning the heavy wrought iron wire cables on site, as well as a
simple and secure way to anchor them—both of which made the construction of long suspension
bridges feasible.

Roebling moved his family to Trenton, New Jersey, in 1848, where he established a
business manufacturing twisted wire cable for a wide variety of engineering applications. (This
successful business continued as the John A. Roebling’s Sons Company through the mid-
twentieth century.) Bridges that Roebling designed, such as the Niagara River Gorge Bridge
(1855) and Pittsburgh’s Sixth Street Bridge (1859) were admired for their technical innovation as
well as their expressive design. His Cincinnati & Covington Suspension Bridge (1856-67), which
was itself the longest suspension bridge of its time, served in part as a prototype for his
monumental East River project.

New Yorkers had long desired a bridge directly linking Manhattan and Brooklyn, which
were by 1860 the country’s first and third largest cities, respectively. Roebling’s first plan for an
East River bridge, developed in the 1850s, was nearly as ambitious as the one that was
eventually built. In late 1866, a private Brooklyn-based venture called The New York Bridge
Company was founded (with the infamous Boss Tweed as a trustee). Roebling—whose
Cincinnati bridge had just opened to great acclaim—was soon hired as chief engineer.
Roebling planned his Manhattan and Brooklyn Bridge (its most official name at the time) to be
made with newly available steel wire, which allowed it to be stronger, larger, and longer than
any bridge yet built. The two-tier design External offered cable car transportation as well as
roadways for vehicles and an elevated pedestrian promenade. The project soon met with full
approval, receiving New York state funding as well as Congressional authorization by 1869.
In July 1869, soon after construction of the Brooklyn Bridge began, John Roebling died from
tetanus contracted when his foot was crushed in an accident on site. Almost immediately,
Roebling’s 32-year-old son and partner, Washington A. Roebling, was named chief engineer in
his place. Other mishaps, including an explosion, a fire, contractor fraud, and Washington
Roebling’s own illness, hampered timely completion of the project.

Pressurized pneumatic caissons, eventually sunk to a depth of 44.5 feet on the Brooklyn
side and 78.5 feet on the Manhattan side, provided dry underwater space for workers to dig the
bridge’s foundations down to solid rock. Alas, working in the caissons often brought on “the
bends”—a serious medical condition caused by moving too quickly out of a high-pressure
atmosphere. Washington Roebling himself was among the many workers permanently impaired
(or in some cases killed) by this little-understood “caisson disease,” now known to be
decompression sickness. As a result of his disability, after 1872, Washington Roebling’s wife,
Emily, became actively involved in supervising construction—carrying messages and
instructions back and forth between the bed-ridden chief engineer and his staff.

In 1876, with the bridge towers completed to their final height of 277 feet above water,
construction of the four great cables that suspend the bridge’s roadway began. The longest and
heaviest cables that had ever been made (containing over 14,000 miles of wire weighing almost
3,500 tons) were created using the same method that John A. Roebling had patented some thirty
years before. Because of the scale of the operation, just making the cables took eighteen months.
When it came time to finally build the bridge’s deck, steel-manufacturing technology had
improved so much that it was possible to use steel instead of iron, further strengthening the
bridge. With the deck floor in place, the bridge’s supporting trusses were assembled and the
visually stunning diagonal stays that stabilized the cable system were installed.

The Brooklyn Bridge opened to citywide celebration on May 24, 1883. Over the next
hundred years, the bridge became part of the romance of New York City. Poets and artists have
long found the bridge a worthy subject and the Brooklyn Bridge continues to serve as the
backdrop in countless photographs and films.

On September 11, 2001, the Brooklyn Bridge took on a different form of symbolism. In
the wake of the attacks on the World Trade Center, thousands of pedestrians used the bridge to
escape Lower Manhattan on foot.

BUILD! BUILD! BUILD! PROJECT

The Build! Build! Build! Infrastructure Program (BBB) was the infrastructure
program of the administration of Rodrigo Duterte, the 16th president of the Philippines. A key
component of his socioeconomic policy, the program aimed to reduce poverty, encourage
economic growth and reduce congestion in Metro Manila, and address the country's
infrastructure gap.[1][2] Launched on April 18, 2017,[3] the program also included the
continuation of 44 infrastructure projects under previous administrations.

In November 2019, the government revised its list of flagship infrastructure projects
under the program, expanding it to 100.[7][8] It was revised again in August 2020, bringing the
total number of projects to 104, expanding its scope included health, information and
communications technology, as well as water infrastructure projects to support the country's
economic growth and recovery from the effects of the COVID-19 pandemic. As of September
11, 2020, 24 projects are still in the approval & planning stages, while 80 were under
implementation.

1. Binondo-Intramuros Bridge

➢ The Binondo–Intramuros Bridge is a tied-arch bridge in Manila, Philippines that spans

the Pasig River. It connects Muelle de Binondo in Binondo and in San Nicolas to Solana
Street and Riverside Drive in Intramuros.[4] The bridge has four lanes and exhibits a
steel bowstring arch design with inclined arches.[5] It has a length of 680 meters
(2,230 ft). The bridge is a part of the CN¥500 million (₱3.6 billion) infrastructure grant
by China under the Agreement on Economic and Technical Cooperation, which was
agreed upon by China and the Philippines following a state visit of Philippine President
Rodrigo Duterte to China in May 2017.

2 Estrella–Pantaleon Bridge (Rockwell Bridge)

➢ The Estrella–Pantaleon Bridge, also known as the Rockwell Bridge, is a four-lane box
girder bridge crossing the Pasig River in Metro Manila, Philippines. It connects Estrella
Street in Makati on the south bank of the Pasig River (near the Rockwell Center), to
 Pantaleon Street via Barangka Drive in Mandaluyong on the north bank, near the site of
the Acqua Private Residences. It is one of three bridges connecting Makati and
Mandaluyong, the other two being the Makati–Mandaluyong Bridge connecting Makati
Avenue and Poblacion, Makati, to Mandaluyong, and the Guadalupe Bridge carrying
EDSA between the two cities, ultimately serving to help relieve chronic traffic
congestion on the two other bridges. A three-year program funded by Austria to help the
Philippines build nineteen weather-resistant bridges, building on a similar program
executed by the Austrian and Philippine governments between 2001 and 2005.[9] The
bridge was a 676-meter (2,218 ft) two-lane box truss bridge. The newly-expanded ₱1.46
billion bridge was inaugurated on July 29, 2021 by President Rodrigo Duterte. The bridge
reopened to vehicles on the same day.

3 Santa Monica–Lawton Bridge

➢ The Santa Monica–Lawton Bridge, also known as the Kalayaan Bridge and Bonifacio
Global City–Ortigas Link Bridge, is a four-lane, two-way bridge across the Pasig River
that connects Lawton Avenue in the Embo barangays of Cembo and West Rembo in
Taguig to Fairlane Street (near Santa Monica Street to where the bridge is also named
after) in barangays Kapitolyo and Pineda in Pasig. The bridge spans 613.77 meters
(2,013.7 ft) and the construction cost of the bridge is ₱1.857 billion as of 2017. The
bridge also includes a 565-meter (1,854 ft) viaduct that connects it to 8th Avenue in
Bonifacio Global City, Taguig. The bridge consists of a 4-lane main bridge spanning
613.77 meters (2,013.7 ft) that connects Lawton Avenue in Taguig to Fairlane Street in
Kapitolyo, Pasig across the Pasig River and J. P. Rizal Avenue, known as the Kalayaan
Bridge. It also includes the Lawton Avenue – Global City Viaduct, a 2-lane, 565 m
(1,854 ft) The bridge aims to decongest nearby thoroughfares like EDSA and
Circumferential Road 5 and cut travel time between Taguig and Ortigas from 30 minutes
or 1 hour to only 12 minutes. The bridge was partially opened on June 12, 2021, with the
completion of its key component, the Kalayaan Bridge, while the Lawton Avenue –
Global City Viaduct opened on October 1, signaling the full completion of the bridge.
The bridge is currently passable to light vehicles only and does not allow full pedestrian
access along the bridge. The bridge was originally expected to open in 2020, but was
delayed to 2021 due to the COVID-19 pandemic. The southbound lane to Lawton
Avenue was made accessible to vehicles on the same day, while the northbound lane was
accessible to vehicles the following day. The Lawton Avenue – Global City Viaduct was
 then inaugurated by President Rodrigo Duterte on September 30, 2021, and was opened
on the next day.

4 Panguil Bay Bridge

➢ The Panguil Bay Bridge is a 3.77 km (2.34 mi) under construction extradosed bridge
that will cross Panguil Bay. It will connect Tangub in Misamis Occidental and Tubod in
Lanao del Norte. When completed, it will become the longest water-spanning bridge in
Mindanao. It will also reduce the travel time between Tangub and Tubod from 2.5 hours
to just a few minutes. The 3.17-kilometer Panguil Bay Bridge that connects Lanao del
Norte to Misamis Occidental is 90 percent complete, according to the Department of
Public Works and Highways (DPWH). The groundbreaking ceremony for the bridge was
held on November 27, 2018. Construction officially began on February 28, 2020. As of
May 2024, the project is 90% complete, with Imelda Dimaporo, governor of Lanao del
Norte, announcing that the bridge will be opened to traffic by August. The final concrete
pouring ceremony was held on July 4, 2024. The bridge is partly funded under the
Korean Economic Development Cooperation Agreement. Currently, it is being built by
the South Korean firms Namkwang Engineering & Construction Corporation and
Yooshin Engineering Corporation, in joint ventures with Kukdong Engineering &
Construction Co. Ltd. and Kyong-Ho Engineering and Architects Co. Ltd. Expenses not
covered by the loan will be funded by the Philippine national government.

5 Cebu-Cordova Link Expressway (CCLEX)

 ➢ The Cebu–Cordova Link Expressway (CCLEX), also known as the Cebu–Cordova
Bridge and the Third Cebu–Mactan Bridge (or simply, the Third Bridge), is an 8.9-
kilometer (5.5 mi) toll bridge expressway in Metro Cebu, Philippines. The bridge
connects the South Road Properties in Cebu City in mainland Cebu, and Cordova, on
Mactan island. Crossing the Mactan Channel, it is the third road link between Cebu and
Mactan islands, and the first between Cebu City and Cordova. It is the longest sea-
crossing bridge in the Philippines, surpassing the 2-kilometer (1.2 mi) San Juanico Bridge
between Samar and Leyte, as well as Marcelo Fernan Bridge (which also crosses the
Mactan Channel) as the longest cable-stayed bridge in the Philippines. It also surpassed
the 5-kilometer (3.1 mi) Candaba Viaduct of North Luzon Expressway (NLEX)
connecting the provinces of Pampanga and Bulacan for being the longest bridge in the
Philippines upon its completion on October 5, 2021. In 2021, the bridge played a role in
that year's Quincentennial Commemorations in the Philippines. As part of the
commemorations, eight ecumenical "Iconic Crosses" were placed on the two main pylons
of the bridge. The crosses were lighted on April 15, 2021. The final concrete pouring in
the main bridge deck was held on October 5, 2021, effectively completing the main
bridge deck. The bridge was inaugurated by then-Philippine President Rodrigo Duterte on
April 27, 2022, coinciding with the 501st anniversary of the Battle of Mactan. It is the
first expressway and toll road in the Philippines outside of Luzon. It formally opened to
motorists three days later, on April 30, 2022. The bridge spans 8.9 kilometers (5.5 mi)
and is the longest and tallest bridge in the Philippines, surpassing the San Juanico Bridge,
which crosses Leyte and Samar, and the Candaba Viaduct along the North Luzon
Expressway.

6 Samal Island-Davao City Connector (SIDC) Bridge

➢ The Samal Island–Davao City (SIDC) Connector, commonly known as the Davao–
Samal Bridge, is a proposed bridge that will cross Pakiputan Strait to connect mainland
Mindanao via Davao City and Samal, Davao del Norte in the Philippines. On January 14,
2021, the Philippine and Chinese governments signed a contract for the design and
construction of the bridge which costs P23 billion pesos. On October 27, 2022, President
Bongbong Marcos led the groundbreaking ceremony for the construction of the bridge.
The 3.98-kilometer bridge, a flagship project under the “Build, Build, Build” program
during the administration of former President Rodrigo Duterte, will be hugely funded
 through a loan agreement with the Chinese government. The bridge project will connect
the Samal Circumferential Road in Caliclic, Samal to the R. Castillo–Daang Maharlika
junction in Buhangin, Davao City across the Pakiputan Strait. The bridge, which is 3.98
kilometers long, will be constructed within five years and is set to be completed and
operational in 2027. Once completed, it is expected to reduce travel time from Davao
City to Samal from around 30 minutes via ferry to only five minutes. The construction of
the bridge will be funded through a loan agreement worth US$350 million or ₱18.67
billion entered between the Philippines and China, covering 90 percent of the project
cost. As of May 2024, the Department of Public Works and Highways has already started
the bridge's civil works phase. Its design includes a 275-meter main span and a 47-meter
vertical navigation clearance. Environmentalists and right-of-way owners opposed the
project especially on the current bridge alignment, landing site (Lucas-Rodriguez family
property) and the offshore construction which could destroy the alleged healthy “Paradise
Reef” on the Samal Island side. The 2020 environmental impact assessment of Ove Arup
& Partners Hong Kong Ltd. classified the bridge an “environmentally critical project.”
The four-lane, cable-stayed bridge is slated to be completed in August 2027. "China Road
and Bridge Corporation and DPWH Region XI have finished the bridge's design and
planning phase and is currently estimated to be at 3.487% completion rate," Department
of Public Works and Highways-11 Director Engr. Juby Cordon announced in a press
release.

7 Guadalupe Bridge

➢ The Guadalupe Bridge is a road bridge crossing the Pasig River in Metro Manila, the
Philippines, linking the cities of Makati and Mandaluyong. It serves as a conduit for
EDSA and the MRT Line 3. The modern-day Guadalupe Bridge, which is part of EDSA,
consists of an inner bridge and two outer bridges. Plans to finalize the then-partially
opened Highway 54 (now EDSA) and link the north and south banks of the Pasig River
were conceived in the 1950s. The bridge was originally a narrow bridge that underwent
replacement in the 1960s. Construction began in 1962 or 1963 and was finished on
November 23, 1966. It was later widened beginning in 1974. The two outer bridges were
constructed in 1979 with Umali-Pajara Construction Company as its general contractor.
The length of the bridge from its two abutments is 114.44 meters (375.5 ft). The outer
bridges have 10 lanes in total and a junction at the Makati side of the bridge connects to
J. P. Rizal Avenue. Each outer bridge is around 18.7 meters (61 ft) in width, has 5 lanes
 that are 3.35 meters (11.0 ft) each and a 1.2-meter (3.9 ft) pedestrian sidewalk near the
railings. Located on its median of the road bridge is the Guadalupe station of EDSA
Carousel, which began operations in 2020. A separate but unconnected tied-arch rail
bridge of the Manila Metro Rail Transit System Line 3 exists above the road bridge. The
rail bridge, which hovers above the road bridge and constructed by the EEI Corporation,
has a length of 135 meters (443 ft) and a width of 9.1 meters (30 ft). According to a
December 2013 report by the Japan International Cooperation Agency (JICA), the
Guadalupe Bridge has the highest traffic volume among 12 main bridges in Metro
Manila, with 220,000 vehicles crossing the bridge daily.

These bridges are part of a broader effort to improve infrastructure across the Philippines,
facilitating better transportation, reducing travel time, and promoting economic development.