the equipment to be taken, it also stipulated that delays that were the fault of the city would result in an equal extension to the time lost and Tompkins would sue the City of Bridgeport. The City of Bridgeport hired another contractor to complete the bridge. The cylindrical piers of the bridge were in diameter and finished with an ashlar of cut granite. The completed bridge had its bascule leaves pivot on trunnions located from the end of the girders. The bridge's reinforced-concrete counterweights, measuring high by wide, was supported by pivots at the ends of the girders. The trunnions were supported by box-girder posts on the sides of the bascule leaves and each set of inside trunnion posts were braced by a girder ran both between them and to the operating mechanism. Earle Gear and Machine Company provided the operating mechanism for the bridge. The bascule leaves were raised by a motor that used reduction gears and engaged a pinion to move the rack quadrant to raise the bridge. A manual-operation shaft was originally present so that it could be operated from the surface of the roadway, but it was later paved over. The operator's house was located on the south side of the western approach, it originally housed the operator's house and public bathrooms, but it was removed in 1936. The plans originally dictated for a second station on the opposite end, but 1930s photos shows it was apparently never constructed. Court case Edward DeVoe Tompkins, Inc. suffered numerous delays in the construction of the bridge and sued the City of Bridgeport. The case went to the Connecticut Supreme Court in Edward DeV. Tompkins v. City of Bridgeport, Connecticut. Tompkins sued the City of Bridgeport for breach of contract on the grounds that City of Bridgeport was unresponsive, and did not clear the site as scheduled. Tompkins also cited other concerns relating to the design and construction of the bridge including the design engineers from the Strauss Bascule Bridge Company being located in Chicago. The City of Bridgeport alleged that Tompkins was incompetent and uncooperative, but the Connecticut Supreme Court disagreed and ruled in favor of Tompkins. The Court awarded Tompkins the full contract as damages. Service Life The Grand Street Bridge opened for traffic in 1919, but had to be closed in 1932 after the southeast pier was excessively settled. The Connecticut Highway Department and federal government