Cross Bronx Expressway
Cross Bronx Expressway | |
---|---|
Throggs Neck | |
East end | I-295 in Throggs Neck |
Location | |
Country | United States |
State | New York |
Highway system | |
The Cross Bronx Expressway is a major
The Cross Bronx Expressway was conceived by
Route description
The Cross Bronx Expressway begins at the eastern end of the
The Cross Bronx Expressway reaches the
History
Planning
The 1929 Report on Highway Traffic Conditions and Proposed Traffic Relief Measures for the City of New York was the first citywide traffic study, classifying a number of projects that had been proposed by local interests. A "Cross-Bronx Route" along 161st and 163rd Streets was one of two proposed facilities, along with the "Nassau Boulevard" (which became the
In 1936, the
Construction
In the 1940s, city planner
The New York City Board of Estimate approved a contract in February 1946, allowing the Tenant Relocation Bureau to relocate 540 families who lived on the expressway's right-of-way.[17] The New York City Council adopted a resolution the next month, asking the Board of Estimate to delay the relocations,[18] which were scheduled to start that June.[19] City officials said that only 55 families would be relocated in 1946 and that all existing residents would be relocated before construction started.[20][21] By late 1947, the city and state governments were relocating residents in the expressway's path.[22] The city and state started soliciting bids for construction contracts that December.[22][23] Although the city and state planned to demolish 164 structures on the expressway's right-of-way, they were reluctant to raze all of the structures immediately because of a housing shortage in New York City.[24] The city government was able to obtain this land through the eminent domain process.[25]
Construction of the expressway began in 1948.
Eastern section
By early 1949, the first section of the expressway, between Olmstead Avenue and Westchester Creek, was not planned to be completed until 1951.[32] The Gull Construction Company was contracted to build this segment in May 1949,[33] and Rusciano & Sons was hired the same month to build the footings for six bridges along the expressway.[34] In addition, Frederick H. Zurmuhlen was supervising the construction of a bridge over Westchester Creek at a cost of $5,287,000;[35] the ten-lane bridge was to supplement a surface-level span.[36] Engineering firms Andrews & Clark and Hardesty & Hanover were hired to supervise the project later in 1949.[37] A short segment near Bruckner Boulevard opened in 1950 and was the first part of the expressway to be completed.[38]
The state government hired the J. Kaufman Demolition Company in 1951 to raze structures on the right-of-way east of the Bronx River Parkway.
When the Throgs Neck Bridge to Queens opened on January 11, 1961,[44][45] the Cross Bronx was extended east as one of the bridge's two northern approaches, the other being the Throgs Neck Expressway (later I-695). Both extensions were part of the Interstate Highway System.[46] The Cross Bronx Expressway Extension and the Clearview Expressway were originally designated as part of I-78,[47][48][49] which was to continue through Queens, Brooklyn, and Manhattan to the Holland Tunnel.[50][51][52] Ultimately, most of I-78 was canceled in 1971.[53][54][48] In anticipation of this change, the Cross Bronx Expressway Extension and the Clearview Expressway were renumbered I-295 on January 1, 1970.[55]
Central section
The section of the Cross Bronx Expressway between Anthony and Longfellow Avenues was highly controversial.[56] In early 1953, Bronx borough president James J. Lyons proposed relocating the Cross Bronx Expressway near Crotona Park in order to preserve 1,000 houses in the expressway's right-of-way. Under Lyons's plan, the highway would curve slightly southward and run along the northern edge of Crotona Park, creating a "kink" in the routing.[57][58] Moses, who called Lyons's proposal "unreasonable", threatened to resign from his position as city construction coordinator if Lyons's alternative was approved.[59][60] Moses also threatened to cancel federal funding for the entire project.[61] After an acrimonious public hearing in April 1953, the Board of Estimate could not agree on whether to relocate the expressway along Crotona Park.[62] State officials supported Moses's original plan, saying that the Crotona Park alternative would create "curves and reverse curves of sub-standard radius".[56] Ultimately, the Board of Estimate approved Moses's original alignment that May.[63][64]
By 1954, the project's cost had increased to $86 million, but land for the western section of the expressway had not even been purchased, leading The New York Times to describe the existing sections as a "road to nowhere".[38] Although the Cross Bronx Expressway had been one of the first highways planned in New York City, it was estimated that the expressway would be the last project to be completed.[65] In November 1954, the Board of Estimate voted unanimously to buy land for the section between Anthony and Longfellow Avenues, despite continued opposition from Bronx residents. At the time, officials estimated that the central section of the expressway would cost $21 million.[66][67] Of this cost, $8 million would be spent on acquiring the land and relocating 1,462 families.[67] By 1956, the Times reported that the center section was not expected to be completed for several years because of the expense of relocating tenants.[68]
Construction of the section between exits 3 and 2B began in early 1958, at which point the project's total cost had increased to $101 million. The most expensive part of the project was the 0.6-mile (0.97 km) segment between exits 2B and 2A in Tremont, Bronx, which was planned to cost $11.788 million; it included a 300-foot-long (91 m) tunnel under the Grand Concourse and the underground Concourse Line, as well as an open cut that passed under five avenues.[69] On April 27, 1960, another 1.2-mile (2 km) piece opened, taking the road west to Webster Avenue.[70][71] Later that year, the westernmost 0.4 miles (0.64 km) of the expressway was closed to allow the completion of the Tremont section.[72] The 0.6-mile (1 km) Tremont segment from Webster Avenue west to Jerome Avenue opened on February 10, 1961.[73][74] By that time, all construction contracts for the remaining sections of the expressway had been awarded.[74]
Western section
The 181st Street Bridge, and the ramps from the bridge to the existing 178th Street Tunnel and a new 179th Street Tunnel in Manhattan, were originally part of the Cross Bronx Expressway.[15] In 1949, workers began widening the 181st Street Bridge, constructing the ramps, and excavating the 179th Street Tunnel.[75][76] The widening was finished by 1950,[77][78] and the tunnel and interchange opened on May 5, 1952.[79][80] Originally, there had not been any plans to construct an interchange with the Major Deegan Expressway, at the highway's western end, because of the area's steep topography and limited space.[81] In December 1952, the city and state reached an agreement to finance the construction of an interchange at that site.[81][82]
Plans for the western end of the expressway were modified substantially
Later modifications
The $12.6 million Highbridge Interchange opened in November 1964.
Effects
Urban decay
The Cross Bronx Expressway is blamed for worsening the decay of neighborhoods in the South Bronx, such as Tremont. In Robert Caro's The Power Broker, the author argues that Moses intentionally directed the expressway through this neighborhood, even though there was a more viable option only one block south.[93] The expressway's construction displaced many residents, who generally were not relocated to adequate housing.[94] The New York Times reported in 2022 that the areas near the Cross Bronx Expressway were among New York City's poorest neighborhoods; these areas contained 220,000 residents, most of which were ethnic minorities.[95]
Many of the neighborhoods it runs through have been continually poor since its construction, partly due to the lowered property value caused by the expressway.
Health issues
The Cross Bronx Expressway accounts for a large proportion of the Bronx's roadway pollution.[98][99] Bronx residents are more likely to have asthma than residents of other boroughs, and a large portion of those are children. Because things like dust, pollution, and other allergens serve as factors for developing asthma, children of color living in low-income areas in the Bronx are at risk of suffering from asthma exacerbation. Asthma rates in the Bronx are three times higher than the national average.[98] In the Morris Heights neighborhood of the West Bronx, where the Cross Bronx and Major Deegan Expressways intersect, air-pollution rates are also generally higher than in the rest of the borough.[99] To decrease emissions from the Cross Bronx Expressway, community activists proposed constructing a freeway lid in the early 2020s.[100][101]
Congestion
The expressway is one of the main routes for shipping and transportation through New York City due to its connections with
In both 2008 and 2007,
In 2022, the Metropolitan Transportation Authority released an environmental impact statement, which detailed the possible impacts of a planned congestion pricing zone in New York City. The study found that, if the zone were implemented, up to 700 additional trucks per day would use the Cross Bronx Expressway to avoid the congestion pricing zone.[95][107]
Exit list
Two separate
Location | mi[2][3][108] | km | Exit | Destinations | Notes |
---|---|---|---|---|---|
Newark, NJ | Continuation into Manhattan | ||||
Alexander Hamilton Bridge | |||||
Morris Heights | 0.10– 0.60 | 0.16– 0.97 | 1B | To Amsterdam Avenue | Southbound exit and northbound entrance; access via Washington Bridge |
1C-D | Queens, Yankee Stadium | Signed as exits 1C (north) and 1D (south); exits 7N-S on I-87 | |||
0.80 | 1.29 | 2A | Jerome Avenue | ||
Tunnel under Jennie Jerome Playground | |||||
Tremont | 1.28 | 2.06 | 2B | US 1 north (Webster Avenue) | Northern terminus of US 1 concurrency; northbound exit and southbound entrance |
1.86 | 2.99 | 3 | Third Avenue | Southbound exit and northbound entrance | |
West Farms | 2.05 | 3.30 | Tunnel under East 176th Street | ||
2.64 | 4.25 | 4A | RFK Bridge | Northbound exit and southbound entrance; former I-895 | |
Soundview | 3.00 | 4.83 | 4B | Bronx River Parkway north / Rosedale Avenue | Exit 4 on Bronx River Parkway |
Parkchester | 3.70– 4.30 | 5.95– 6.92 | 5A | White Plains Road / Westchester Avenue | |
3.70– 3.80 | 5.95– 6.12 | Tunnel under Hugh J. Grant Circle | |||
Castle Hill | 4.00 | 6.44 | 5B | Castle Hill Avenue | Eastbound exit and westbound entrance |
Whitestone Bridge, Queens | Eastbound exit and westbound entrance; exit 19S on I-678 | ||||
4.70 | 7.56 | 6B | begins | Eastern end of I-95 concurrency; northern terminus of I-295; eastbound exit and westbound entrance | |
5.10– 5.30 | 8.21– 8.53 | 12 | I-278 west (Bruckner Expressway) – Manhattan | Westbound exit and eastbound entrance; exit 54 on I-278 | |
5.50– 6.00 | 8.85– 9.66 | 11 | Randall Avenue | ||
6.60 | 10.62 | 10 | New Haven, CT | Westbound exit and eastbound entrance; south end of I-695 | |
6.80 | 10.94 | 9 | Harding Avenue / Pennyfield Avenue | ||
East River | Throgs Neck Bridge (toll) | ||||
– | I-295 south – Long Island | Continuation into Queens | |||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi |
Notes
- ^ The IND Concourse Line
- Boston Road; the IRT Third Avenue Line at Third Avenue; and the IRT Jerome Avenue Line at Jerome Avenue
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External links
- Media related to Cross Bronx Expressway at Wikimedia Commons