The Pequonnock River Railroad Bridge is a railroad drawbridge (movable bridge) over the Pequonnock River in Bridgeport, Connecticut. Owned by the State of Connecticut and maintained and operated by both Amtrak and Metro-North Railroad, it is also referred to as Pequonnock River Bridge, PECK Bridge, and Undergrade Bridge 55.90 (the mileage from Grand Central Terminal). Currently the bridge is part of the Northeast Corridor line, carrying rail traffic of Amtrak and Metro-North, as well as freight trains operated by the Providence & Worcester Railroad. History The previous bridge was constructed between 1898 and 1902 by the New York, New Haven and Hartford Railroad (replacing an earlier bridge) as one of two through girder Scherzer rolling bascule bridges on the New Haven Line. The bridge consisted of twin parallel rolling lift spans. It was one of eight legacy moveable bridges on the Amtrak route through Connecticut surveyed in one multiple property study in 1986. The eight bridges, from west to east, were: Mianus River Railroad Bridge at Cos Cob, built in 1904 (the surviving twin of the Pequonnock Bridge); Norwalk River Railroad Bridge at Norwalk, 1896; Saugatuck River Railroad Bridge at Westport, 1905; the Pequonnock Bridge; Housatonic River Railroad Bridge, at Devon, 1905; Connecticut River Railroad Bridge, Old Saybrook-Old Lyme, 1907; Niantic River Bridge, East Lyme-Waterford, 1907; and Thames River Bridge, Groton, built in 1919. The original bridge had of horizontal clearance, and of vertical clearance (when closed). From its original construction in 1902, it had only two tracks, but it carried a second parallel span to facilitate an expansion to up to four tracks, which was carried out in the late 1960s. The old bridge was added to the National Register of Historic Places in 1987, an honor not enjoyed for long, as it was obvious even before the survey that total replacement, rather than repair, was needed for the span. Deterioration and Replacement During the late 1970s and early 1980s, the 1902 bridge began to rapidly deteriorate due to corrosion, metal fatigue, and heavy river currents. In 1986, a routine inspection revealed that the pit pier underneath the drawspan had loosened so much, the drawspan was able to move from side-to-side freely. A speed restriction on trains was enforced while extensive repairs were undertaken to ensure the old bridge could remain in service until a replacement bridge was constructed. Finally, in 1992, the U.S. government issued an $80 million