An extract on #ilustracion
A bridge was built over this river during the Spanish Colony, thanks to the initiative of Baltazar de Orena from Valle Town Hall and governor Pedro Mayen de la Rueda, who proposed its construction in 1579. The bridge was completed in 1592 under the director of architects Francisco Tirado and Diego Felipe. Years later, some repair were needed, and criollo poet and leader Francisco Antonio de Fuentes y Guzmn was in charge of the work.
Back in those days, all merchandise that came to Santiago de los Caballeros city, the capital city, came through Acajutla harbor, and the bridge was built to avoid the inconveniences that occurred whenever the river was too high. The bridge is 117 metres (128 yd) long and 16 metres (18 yd) across. It was built above 11 arches and, after almost 500 years, still stands in spite of the strong current and the earthquakes and storms that have damaged the rest of Guatemalan infrastructure.
This project was developed in response to traffic congestion on Boston's historically tangled streets, which were laid out long before the advent of the automobile. As early as 1930, the city's Planning Board recommended a raised express highway running north-south through the downtown district, in order to draw traffic off the city streets. Commissioner of Public Works William Callahan promoted plans for an elevated expressway, which eventually was constructed between the downtown area and the waterfront. Governor John Volpe interceded in the 1950s to change the design of the last section of the Central Artery, putting it underground through the Dewey Square Tunnel. While traffic moved somewhat better, the other problems remained. There was chronic congestion on the Central Artery (I-93), an elevated six-lane highway through the center of downtown Boston, which was, in the words of Pete Sigmund, "like a funnel full of slowly-moving, or stopped, cars (and swearing motorists)." In 1959, the 1.5-mile-long (2.4 km) road section carried approximately 75,000 vehicles a day, but by the 1990s, this had grown to 190,000 vehicles a day. Traffic jams of 16 hours were predicted for 2010.
The expressway had tight turns, an excessive number of entrances and exits, entrance ramps without merge lanes, and as the decades passed, had continually escalating vehicular traffic that was well beyond its design capacity. Local businesses again wanted relief, and city leaders sought a reuniting of the waterfront with the city, and nearby residents desired removal of the matte green-painted elevated road, which mayor Thomas Menino called Boston's "other Green Monster". MIT engineers Bill Reynolds and (eventual state Secretary of Transportation) Frederick P. Salvucci envisioned moving the whole expressway underground.