Bronx–Whitestone Bridge facts for kids
The Bronx–Whitestone Bridge, often called the Whitestone Bridge, is a suspension bridge in New York City. It carries six lanes of Interstate 678 over the East River. This important bridge connects the Throggs Neck area of the Bronx with the Whitestone neighborhood in Queens.
Even though people talked about building this bridge as early as 1905, it wasn't approved until 1936. A famous Swiss-American engineer named Othmar Ammann designed the bridge. It first opened on April 29, 1939, with four lanes for cars.
The bridge's original design was similar to the Tacoma Narrows Bridge, which sadly collapsed in 1940. Because of this, extra strong supports called stiffening trusses were added to the Bronx–Whitestone Bridge in the early 1940s. At the same time, it was made wider to have six lanes. The bridge has been updated several times since then to keep it safe and strong.
The Bronx–Whitestone Bridge is owned by New York City and managed by MTA Bridges and Tunnels. This agency is part of the Metropolitan Transportation Authority. The bridge's main section, called the center span, is 2,300 feet (700 m) long. When it opened, this made it the fourth-longest center span of any suspension bridge in the world. The entire bridge is about 3,700 feet (1,100 m) long, and its tall towers reach 377 feet (115 m) above the water.
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About the Bridge
The Bronx–Whitestone Bridge has a main span of 2,300-foot (700 m) between its two tall towers. This part of the bridge rises 150 feet (46 m) above the water. The sections on either side of the main span, between the towers and the anchorages (where the cables are held), are 735 feet (224 m) long. This means the total length of the bridge, from one end to the other, is 3,770 feet (1,150 m).
The bridge deck is held up by two huge main cables. Each cable is 3,965 feet (1,209 m) long and contains 9,862 wires. That's like having 14,800 miles (23,800 km) of wire in total! The two suspension towers that hold these cables are each 377 feet (115 m) tall. At each end of the bridge, there are large concrete blocks called anchorages. These blocks are 180 by 110 feet (55 by 34 m) and firmly hold the main cables in place. The bridge deck, where cars drive, is 74 feet (23 m) wide between the cables.
Why the Bridge Changed
Unlike many other suspension bridges, the Bronx–Whitestone Bridge didn't originally have a special support system called a stiffening truss. Instead, it used 11-foot (3.4 m) I-beam girders, which gave it a smooth, modern look.
However, in 1940, the Tacoma Narrows Bridge in Washington State collapsed during strong winds. This bridge had a similar design to the Whitestone Bridge. Even though the Bronx–Whitestone Bridge was stronger, people worried. So, to make sure the bridge is super stable and wouldn't sway too much in the wind, large 14-foot (4.3 m)-high steel trusses were added to both sides of the deck in 1947. These trusses helped weigh down and stiffen the bridge.
Later, in the early 2000s, these heavy trusses were actually removed! Engineers found a new way to make the bridge stable using lightweight fiberglass panels. These panels are shaped to let wind flow through, making the bridge even stronger against high winds. This also made the bridge lighter, which was a big improvement.
Connecting Highways
The Bronx–Whitestone Bridge is part of Interstate 678 (I-678).
In Queens, I-678 is called the Whitestone Expressway. It goes south from the bridge to connect with the Cross Island Parkway. There are special ramps to get on and off the bridge from the expressway.
In the Bronx, the bridge leads to the Hutchinson River Expressway, which is also part of I-678. This expressway has exits and entrances that connect to local roads like Lafayette Avenue. I-678 continues north to a big interchange called the Bruckner Interchange. Here, I-678 ends and becomes the Hutchinson River Parkway. You can also connect to other major highways like the Cross Bronx Expressway (I-95) and the Bruckner Expressway (I-278 and I-95).
Since 2005, most very heavy trucks (over 80,000 lb (36,000 kg)) are not allowed on the Throgs Neck Bridge, which is about 2 miles (3.2 km) east. This means the Bronx–Whitestone Bridge is the main route for these large trucks. Also, very long tractor-trailers (over 53 feet (16 m)) traveling between central Queens and the Bronx must use the Bronx–Whitestone Bridge.
Bridge History
Early Ideas
The idea for a bridge connecting Ferry Point in the Bronx and Whitestone Point in Queens first came up in 1905. People who owned land wanted to build up the Whitestone area. But local residents didn't like the idea because they wanted their quiet, rural community to stay that way. Plans were suggested in 1909 and again in 1911, but nothing happened.
In 1914, a ferry service started running between Clason Point in the Bronx and Malba in Queens, which was near where the bridge would eventually be built.
Planning the Bridge
In 1929, a group called the Regional Plan Association (RPA) suggested building a bridge from the Bronx to northern Queens. This would help drivers from upstate New York and New England get to Queens and Long Island without driving through busy parts of western Queens. They thought it was important to connect the planned Belt Parkway (now Cross Island Parkway) in Queens with the Hutchinson River Parkway and Bruckner Boulevard in the Bronx.
The next year, a famous city planner named Robert Moses officially proposed the Clason Point-to-Whitestone bridge. It was planned as part of a larger parkway system around Brooklyn and Queens. At the time, it was expected to cost about $25 million to build.
In 1935, a study showed that the bridge would cost about $20 million. This bridge would directly link the Bronx and other mainland areas to the 1939 New York World's Fair and LaGuardia Airport (then called North Beach Airport), both in Queens. The Whitestone Bridge was also meant to help reduce traffic on the Triborough Bridge, which also connects Queens to the Bronx.
People thought the new bridge would bring more businesses and homes to the Bronx. The RPA also suggested that the bridge should be able to carry trains in the future, but Robert Moses decided not to include that.
Building the Bridge
In 1936, the governor of New York, Herbert H. Lehman, signed a law allowing the Bronx–Whitestone Bridge to be built. The Triborough Bridge Authority (TBA) started planning the bridge. In February 1937, the TBA's chief engineer, Othmar Ammann, said the bridge was "practical and necessary." The state also started selling bonds to pay for the bridge.
Building the bridge was a fast process. In June 1937, a company called American Bridge Company won the contract to build the bridge's towers for $1.13 million. The city also started buying land needed for the bridge and its connecting roads. Some families in Whitestone had to move quickly, which caused some debate, but Robert Moses said it was necessary to finish the bridge on time. Land in Ferry Point was also used for the bridge, and this area later became Ferry Point Park.
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A special ceremony was held in November 1937, where the Mayor of New York City, Fiorello La Guardia, laid the first stone for the bridge's Bronx anchorage. Construction was sped up so that the roads would be ready for the 1939 World's Fair.
The four parts of each of the two suspension towers were put together very quickly, in just 18 days. The Bronx tower was finished first, and work on the Queens tower began in May 1938. By July 1938, both towers were complete, and the bridge was on track to open ahead of schedule.
The process of spinning the bridge's huge cables started in September 1938. The first cable, with 266 strands, was done in a week. All the suspender cables were finished in 41 days. By February 1939, the bridge was almost complete. Sadly, one worker died during construction when he fell from the bridge deck.
Opening Day
The Bronx–Whitestone Bridge officially opened on April 29, 1939, with a ceremony led by Mayor La Guardia. The bridge had sidewalks for people to walk on and four lanes for cars. At first, cars paid a toll of 25 cents.
The bridge's 2,300-foot (700 m) center span was the fourth longest in the world when it opened. It was shorter than the George Washington Bridge and the two spans of the San Francisco–Oakland Bay Bridge. The bridge opened two months earlier than planned, just in time for the start of the 1939 World's Fair.
The Bronx side of the bridge connected to the Hutchinson River Parkway. The Queens side connected to the new Whitestone Parkway and the Cross Island Parkway. Special amber-colored street lights were installed on the bridge's approach roads to help drivers find their way to the World's Fair.
In its first two months, over a million vehicles crossed the Bronx–Whitestone Bridge. In 1940, the American Institute of Steel Construction called it the "most beautiful monumental steel bridge completed during the last year." Two parks were also opened after the bridge was finished: Francis Lewis Park in Queens and Ferry Point Park in the Bronx.
Adding Trusses for Strength
In November 1940, the original Tacoma Narrows Bridge collapsed in strong winds. This bridge had a similar design to the Bronx–Whitestone Bridge, using deep girders instead of trusses. Even though the Whitestone Bridge was stronger and less likely to sway, people were worried.
To make the public feel safer, Robert Moses announced that steel cables would be added to the bridge's towers to reduce swaying. Although the project was delayed by World War II, planning restarted in 1945. The main goal was to make the bridge stronger with trusses.
The four lanes of the bridge were also widened to six lanes. The sidewalks on each side were removed to make space for the two new lanes. Tall, 14-foot (4.3 m)-high steel trusses were installed on both sides of the deck. These trusses made the bridge heavier and stiffer, which helped stop it from swaying in the wind. This project was finished in 1947.
Growing Traffic
In the late 1950s, the roads connected to the bridge were upgraded to modern highway standards. The Whitestone Parkway became the Whitestone Expressway, and part of the Hutchinson River Parkway became the Hutchinson River Expressway. These upgrades were done to prepare for the 1964 New York World's Fair, which was also held in Queens. By 1965, these highways and the Bronx–Whitestone Bridge were all part of Interstate 678.
The Bronx–Whitestone Bridge became very busy. To help with the traffic, construction started on the Throgs Neck Bridge, located to the east, in 1957. When the Throgs Neck Bridge opened in 1961, traffic on the Bronx–Whitestone Bridge dropped by 40%. However, the 1964 World's Fair brought more cars, and traffic continued to grow over the years. By 1985, 35 million vehicles used the bridge each year.
On November 11, 1968, a strong storm with winds up to 80 miles per hour (130 km/h) caused the bridge deck to bounce. About 30 drivers had to leave their cars. Luckily, no one was hurt, and officials later said the bridge was not in danger of collapsing.
Big Repairs and Upgrades
In 1990, the TBTA announced a $20.3 million project to fix the bridge's anchorages, roadways, and drainage. This work happened between 1989 and 1991. Since the Throgs Neck Bridge was also being repaired at the same time, it caused big traffic jams.
By 2001, the Metropolitan Transportation Authority (MTA) planned to spend $286 million on more bridge renovations. In 2003, the MTA brought back the bridge's original sleek look by removing the heavy stiffening trusses. They replaced them with lightweight fiberglass panels along the sides of the road deck. These panels are shaped like triangles, which helps the wind flow through the bridge instead of pushing against it. Removing the trusses and other changes made the bridge 6,000 tons lighter, which is about 25% of its suspended weight. With these changes, the Bronx–Whitestone Bridge can now handle crosswinds up to 150 miles per hour (240 km/h). The project also included new lighting and electrical systems.
In 2005, the bridge's deck was replaced with new steel panels. To keep traffic moving, only one lane was closed at a time. They used a special movable barrier to keep five lanes open during busy times. Other upgrades included adding special devices called mass dampers to help stabilize the bridge deck. The towers and deck were also repainted. This deck replacement was finished by 2007.
These renovations were meant to make the Bronx–Whitestone Bridge last for a very long time. They also helped the bridge handle its huge amount of traffic. By 2008, about 120,000 vehicles used the bridge every day, adding up to 43 million crossings that year.
The sections of the bridge that lead up to it in Queens and the Bronx were also replaced starting in 2008. The lanes on these approach roads were made wider, to 12 feet (3.7 m). This big project involved replacing 15 support piers and 1,785 feet (544 m) of roadway on the Bronx side, and 1,010 feet (310 m) of roadway on the Queens side. The Bronx side was finished in 2012, and the Queens side was completed in May 2015.
Tolls
As of 31 March 2019[update], drivers pay $9.50 per car if they pay by mail. If you have an E-ZPass from New York, you pay $6.12 per car. If your E-ZPass is from another state, you pay the higher toll-by-mail rate.
The toll plaza, where you used to pay tolls, was on the Bronx side of the bridge. It originally had 10 lanes. E-ZPass was first used at the Bronx–Whitestone Bridge in June 1996.
On September 30, 2017, the bridge started using cashless tolling. This means there are no more toll booths where you pay cash. Instead, cameras and E-ZPass readers are placed on overhead structures. If you have an E-ZPass, sensors read your transponder. If you don't have an E-ZPass, a picture of your license plate is taken, and a bill for the toll is mailed to you.
Past Tolls
| Years | Toll |
|---|---|
| 1939–1972 | $0.25 |
| 1972–1975 | $0.50 |
| 1975–1980 | $0.75 |
| 1980–1982 | $1.00 |
| 1982–1984 | $1.25 |
| 1984–1986 | $1.50 |
| 1986–1987 | $1.75 |
| 1987–1989 | $2.00 |
| 1989–1993 | $2.50 |
| 1993–1996 | $3.00 |
| 1996–2003 | $3.50 |
| 2003–2005 | $4.00 |
| 2005–2008 | $4.50 |
| 2008–2010 | $5.00 |
| 2010–2015 | $6.50 |
| 2015–2017 | $8.00 |
| 2017–2019 | $8.50 |
| Since April 2019 | $9.50 |
Public Transportation
The Bronx–Whitestone Bridge is used by two MTA Regional Bus Operations routes. These are the Q44 SBS (operated by MTA New York City Transit) and the Q50 Limited (operated by the MTA Bus Company).
After the sidewalks were removed from the bridge in 1943, bicyclists could use special QBx1 buses that had bike racks on the front. However, when the Metropolitan Transportation Authority took over these bus routes, the bike racks were removed. In 2018, the MTA brought back bike racks on the Q50 buses, which replaced the QBx1 route.
