in New York, with the intent of building a massive bridge over the Hudson River for the Pennsylvania Railroad (PRR). Although the PRR ultimately decided to build tunnels under the river rather than a bridge, the two companies continued their relationship. The PRR hired Lindenthal in 1904 to work on the New York Connecting Railroad and lead the Hell Gate Bridge project. The completed bridge was dedicated by Lindenthal and the PRR on March 9, 1917. Lindenthal's career transitioned to public service when he was appointed to lead the New York City Department of Bridges from 1902 through 1903. As Commissioner of Bridges, he managed several projects spanning the East River, and had a major role in designing the Queensboro Bridge and Hell Gate Bridge. In one of the more novel initiatives of his tenure, Lindenthal advocated for the construction of continuous "moving platform" transit systems in lieu of traditional subway trains on the Brooklyn Bridge and Williamsburg Bridge. While the proposals ultimately remained unbuilt, the city would eventually host a similar (albeit scaled-down) concept sixty years later with the Ford Motor Company "Magic Skyway" attraction at the 1964 New York World's Fair. The North River Bridge Company developed another proposal for a large Hudson River suspension bridge in 1920. This design would have been built at 57th Street in Manhattan, to carry both roadway and railroads, but neither the city nor the railroads were supportive. (Lindenthal's colleague Othmar Ammann developed a scaled-down bridge proposal several years later, which became the George Washington Bridge, completed in 1931.) Lindenthal worked on several other bridge projects around the country in the 1920s. Perhaps his most famous and lasting achievement outside of New York is the Sciotoville Bridge, a rail crossing of the Ohio River, completed about the same time as the Hell Gate Bridge. Lindenthal had a difference in opinion with one of the standard engineering practices of the day. Prior to the automobile train construction represented the majority of transport building that took place. Trains being as heavy as they were made engineers greatly overcompensate and build bridges that were oversized, bulky, and expensive. Lindenthal pointed out that bridges did not have to support the full load of a train as a single point load. Instead, a train moves across the bridge and displaces its load relatively evenly. This was not how the bridges were tested to see if a design