Isn’t it fascinating how infrastructure evolves? We’re standing before the James Wattbrug, bridge 460 in Amsterdam-Oost. But don’t let the name fool you. While it’s numbered as a bridge, it cleverly functions as a viaduct or tunnel, depending on your perspective.
The James Wattbrug spans the passageway for pedestrians and cyclists. It creates a vital link between the James Wattstraat and Bertrand Russellstraat, all while being nestled within the Gooiseweg. Its story began long before its physical form took shape. The desire for a direct route between Amsterdam and Het Gooi arose in the 1930s. A definitive decision was made on March 30, 1938.
World War II unfortunately caused significant delays. It wasn’t until the 1950s that action was resumed. The original design needed a complete overhaul. This was due to the increasing number of cars on the roads. Construction of a dike, designed to support this future highway, started in 1956 and 1957. By April 1957, so much sand had been moved to the Hugo de Vrieslaan, that construction on the Hugo de Vriesbrug could commence.
However, a government spending freeze put a halt to construction. While sand could still be added, building was out of the question. Bridge 460 required 300,000 guilders. The municipality of Amsterdam couldn’t secure the funding because of the spending freeze. A total package of about 40 million for construction projects was simply too much.
In September 1958, the Dienst der Publieke Werken found a way to build or repair eleven bridges for 10 million guilders. Four of these were part of the Gooiseweg project: the Kamerlingh Onnesbrug, Hugo de Vriesbrug, bridge 460, and Kruislaanbrug. The costs for these creations by Dirk Sterenberg of the Publieke Werken had risen to 450,000 guilders.
The bridge deck features two 10-meter-wide lanes with a central reservation and side strips. This brings the total width to 38 meters. The slower traffic underneath had 6.5 meters of space. The viaduct boasts a balcony-like balustrade. Its walls are filled with rough basalt stone, a design echoed in the Kamerlingh Onnesbrug.
By December 1959, the structure was largely complete. It was estimated that the Gooiseweg could open in the summer of 1960. On May 2, 1960, the northern lane of the road was opened to traffic, serving as a two-way road for several months. A three-kilometer stretch of new road connected the Prins Bernhardplein, then Mr. Treubplein, and the Harteveldsebrug. Alderman for Public Works, Goos van ‘t Tull, performed the opening. The design is credited to the Amsterdamse Publieke Werken, though the specific designer remains unknown.
The road was part of a planned through route, before the Ringweg Amsterdam existed, between Het Gooi and Noord-Holland via the yet-to-be-built IJtunnel. The opening of the entire Gooiseweg immediately caused traffic problems. Works on the Wibautstraat and Weesperstraat forced almost all traffic to and from the Gooiseweg over the Berlagebrug, which wasn’t designed for that volume.
For years after its opening, this structure went without a name. On December 8, 2017, the municipality of Amsterdam published a list of structures to be named and included in the Basic Registrations Addresses and Buildings. This included objects in and over highways in and around Amsterdam. However, this structure wasn’t named at that time, while the other three in the Gooiseweg were. Finally, in March 2019, this bridge was named after the James Wattstraat, which in turn was named after James Watt.
So, the next time you pass by the James Wattbrug, remember its history. It is a testament to Amsterdam’s ever-evolving infrastructure. It connects people and places and represents decades of planning and construction.