Detail :: Data Jembatan

Jembatan Burrard

Panjang836,00 m
Kondisi UmumAktif
Jenis JembatanRangka
Tanggal Mulai08 Desember 1930
Tanggal Selesai1932
Tanggal PeresmianJuli 1932
Latitude (GPS)49.2754700000000000
Longitude (GPS)-123.1366429999999900

The Burrard Bridge (sometimes referred to as the Burrard Street Bridge) is a five-lane, Art Deco style, steel truss bridge constructed in 1930-1932 in Vancouver, British Columbia, Canada.[1][2] The high, five part bridge on four piers spans False Creek, connecting downtown Vancouver with Kitsilano via connections to Burrard Street on both ends. It is one of three bridges crossing False Creek. The other two bridges are the Granville Bridge, three blocks or 0.5 km (0.31 mi) to the southeast, and the Cambie Street Bridge, about 11 blocks or 2 km (1.2 mi) to the east. In addition to the vehicle deck, the Burrard Bridge has sidewalks on both sides, 2.6 m (8 ft 6 in) wide, the northern one (with a view of English Bay and West Vancouver) for pedestrians and the southern one (with a view of False Creek) now dedicated to cyclists.

The architect of the Burrard Bridge was George Lister Thornton Sharp, the engineer John R. Grant. The bridge's two close approach spans are Warren trusses placed below deck level, while its central span is a Pratt truss placed above deck level to allow greater clearance height for ships passing underneath. The central truss is hidden when crossing the bridge in either direction by vertical extensions of the bridge's masonry piers into imposing concrete towers, connected by overhead galleries, which are embellished with architectural and sculptural details that create a torch-like entrance of pylons. Busts of Captain George Vancouver and Sir Harry Burrard-Neale in ship prows jut from the bridge’s superstructure (a V under Vancouver’s bust, a B under Burrard’s).

Unifying the long approaches and the distinctive central span are heavy concrete railings, originally topped with decorative street lamps. These pierced handrails were designed as a kind of visual shutter (stroboscopic effect), so that at a speed of 50 km/h motorists would see through them with an uninterrupted view of the harbour. The effect works at speeds from about 40 to 64 km/h.


The Burrard Bridge, opened July 1, 1932, was built to provide a high-level crossing from Vancouver to the southwestern neighbourhoods in Kitsilano, by connecting Burrard Street to Cedar Street. After completion, Burrard was extended through to the base of downtown and Cedar Street disappeared.


A snip of a pair of golden scissors in the hands of Mayor Louis D. Taylor, and Vancouver's $3 million Burrard Bridge was opened to the public Friday afternoon, July 1 ... Hardly was the ribbon cut in front of the devouring eyes of movie cameras, then thousands of pedestrians and hundreds of cars surged across the magnificent white structure in a procession of triumph, celebrating another step in Vancouver's progress

— Unknown news report


At the opening ceremony, entertainment was provided by two bands, the Kitsilano Boy's Band and the Fireman's Band. An RCAFseaplane flew under the bridge and later a sugar replica of the bridge was unveiled at the civic reception in the Hotel Vancouver.

G.L. Thornton Sharp, of Sharp and Thompson, was the architect responsible for the distinctive towers on the bridge and its middle galleries. "Both central piers," Sharp told a reporter, "were designed and connected with an overhead gallery across the road. This helped to mask the network of steel in the truss from the two approaches, and has been treated as an entrance gateway to the city." Along their other axis, the full height of the piers above the water also serve to frame a sea entrance gateway, notably for pleasure craft: "by sea and land we prosper". The piers have provision for a rapid transit vertical lift span beneath the highway deck, never installed.

Proposed bicycle lanes or widening

When constructed, the Burrard Bridge did not have dedicated lanes for cyclists, who shared the bridge's six vehicle lanes with motorists. Later, as traffic volume grew and speed limits were increased on the bridge to 60 km/h, cyclists were directed to share the bridge's sidewalks with pedestrians. Over time, the volume of pedestrians and cyclists on the 2.6 m (8 ft 6 in) sidewalks created a dangerous situation, with several accidents occurring, which resulted in at least one successful lawsuit against the city.

Since the mid-1990s, the city of Vancouver has investigated various options to rectify the situation. The two most prominent options were 1) to introduce bicycle lanes on the bridge's vehicle deck by reallocating one or more vehicle lanes, and 2) to build horizontal extensions on the outside of the bridge to create additional sidewalk space. Other options have included building an entirely new pedestrian and/or cyclist only bridge, and building another deck on the bridge below the existing deck.

Heritage advocates have been strongly opposed to the construction of outside sidewalk extensions, which would likely alter significantly the historical character of the bridge. Fiscal conservatives have also been opposed to high costs associated with this option.

Many motorists and others have opposed reallocation of vehicle lanes to bicycle lanes, believing that the reduction in vehicle carrying capacity would create excessive traffic problems both on the bridge and on and around alternate crossings, such as the Granville Street Bridge.


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