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ブロンクス・ホワイトストーン橋（en:Bronx-Whitestone Bridge）[編集]

ブロンクス・ホワイトストーン橋
ブロンクス方面から 地図
座標 北緯40度48分04秒 西経73度49分45秒 / 北緯40.80111度 西経73.82917度 / 40.80111; -73.82917座標: 北緯40度48分04秒 西経73度49分45秒 / 北緯40.80111度 西経73.82917度 / 40.80111; -73.82917
通行対象 州間高速道路678号線（英語版）（6車線）
交差 イースト川
所在地 アメリカ合衆国の旗 アメリカ合衆国ニューヨーク州ニューヨーク市（スロッグス・ネック（英語版） – ホワイトストーン（英語版））
別称 ホワイトストーン橋
維持管理 MTAブリッジズ・アンド・トンネルス（英語版）
特性
形式 二層式吊橋
全長 3,770フィート (1,150 m)
最大支間長 2,300フィート (700 m)
上方空間 14フィート6インチ (4.4 m)
桁下高 134フィート10インチ (41.1 m)
歴史
建設費 1750万アメリカ合衆国ドル[2]
開通 1939年4月29日 (85年前) (1939-04-29)
統計
日平均通行量 124,337 (2016)[3]
通行料 As of April 11, 2021, $10.17 (Tolls By Mail and non-New York E-ZPass); $6.55 (New York E-ZPass); $8.36 (Mid-Tier NYCSC E-Z Pass)
テンプレートを表示

ブロンクス・ホワイトストーン橋（英語: Bronx–Whitestone Bridge）は、アメリカ合衆国ニューヨーク州ニューヨーク市のイースト川を跨ぎ、ブロンクス区とクイーンズ区を結ぶ州間高速道路678号線（英語版）の吊橋である。俗にホワイトストーン橋、または単にホワイトストーンと呼ばれている[注釈 1]。

1905年から建設が提案されていたものの実際に建設許可が下りたのは1936年となり、翌年の1937年に着工、1939年4月29日に開通した。設計者はオスマー・アマン（英語版）とオールストン・ダナ。デザインは1940年に開通した初代タコマナローズ橋と類似していたが、タコマナローズ橋が同年に強風の影響で崩落したため、1940年代前半にトラス補剛桁の補強工事が行われ、同時期に車線数が4から6に増やされた。このほか1988年から1991年の間には、道路やアンカーレイジ、水道管などの修復作業が行われた。トラス補剛桁は2000年代の工事の際に取り除かれ、同時にapproach viaducts were replaced soon afterward.

ニューヨーク市が所有しているが、管理はメトロポリタン・トランスポーテーション・オーソリティの関連会社MTAブリッジズ・アンド・トンネルス（英語版）が担っている。中央径間は2,300フィート (700 m)で[注釈 2]、全長はおよそ3,700フィート (1,100 m)。主塔の高さは水位377フィート (115 m)。

概説[編集]

主塔間の距離（中央径間）は2,300フィート (700 m)あり、桁は平均満潮位から150フィート (46 m)上に位置する[5][6]:115[7][4]。主塔とアンカーレイジ間の距離（側径間）は735フィート (224 m)であり[4]、両端のアンカーレイジ間の距離（全長）は3,770フィート (1,150 m)となる[8]。クイーンズ側の側径間にはプレートガーダー補剛桁を用いた1,016フィート (310 m)の陸橋と194フィート (59 m)のコンクリート製ランプがあり、ブロンクス側の側径間には1,861フィート (567 m)プレートガーダー橋と266フィート (81 m)のコンクリート製ランプがある。ブロンクス側のランプ直前には料金所が設置されていた[4]。

メインケーブルは片側1本で計2本。1本のケーブルの長さは3,965フィート (1,209 m)で9862本のワイヤーが用いられており、その合計の長さは14,800マイル (23,800 km)に達する[7][9]。 Each cable contains 37 strands of 266 wires, which in turn measure 0.196インチ (5.0 mm) thick.[9] 塔の高さは平均満潮位からだが[6]:115[7][10]、The caissons, in turn, are submerged about 165フィート (50 m) beneath mean high water.[10] At each end of the suspension span are two anchorages that hold the main cables, both of which are freestanding concrete structures measuring 180 by 110フィート (55 by 34 m).[4] The width of the bridge deck between the cables is 74フィート (23 m).[7]

Unlike other suspension bridges, the Bronx–Whitestone Bridge originally did not have a stiffening truss system. Instead, 11-フート (3.4 m) I-beam girders gave the bridge an Art Deco streamlined appearance. After the 1940 collapse of the Tacoma Narrows Bridge, a bridge of similar design, trusses were added on the Bronx–Whitestone Bridge to minimize the span's oscillations.[6]:124[11][12] Further modifications to the bridge were made in 1988–1991[12][13] and in 2003–2005.[12][14]

Highway connections[編集]

州間高速道路678号線（英語版）（I-678）の通行を担う。クイーンズ側のランプの直後にはホワイトストーン・エクスプレスウェイ（I-678）とクロス・アイランド・パークウェイ（英語版）のインターチェンジがあり、また南行の側道への出口と北行の側道への出入り口が設けられている。橋の北側、ブロンクス側はハッチンソン・リバー・エクスプレスウェイ（I-678）となっており、両方向の側道への出入り口がある。I-678は北上を続け、終点であるブルックナー・インターチェンジ（英語版）で公園道路のハッチンソン・リバー・パークウェイ（英語版）になる。

歴史[編集]

Road­way on the Bronx–White­stone Bridge

ブロンクス区クレイソン・ポイント（英語版）のフェリー・ポイント（英語版）とクイーンズ区ホワイトストーン（英語版）のホワイトストーン・ポイント間を橋で繋ぐ構想が生まれたのは1905年のことで、ホワイトストーンの発展を望んでいた不動産投機家たちによるものだった[15]。しかし周辺の住民からはコミュニティーの田舎らしい雰囲気が失われることを懸念する声が上がったこともあり、1909年にブロンクス区長のルイス・F・ハッフェン（英語版）が建設案をホワイトストーン改良協会[訳語疑問点]へ提出した[16]ものの、承認・実現には至らなかった。Queens public administrator Alfred J. Kennedy later recalled that in 1911, while he was in the New York State Assembly, he had proposed such a bridge but that his plan was "ridiculed".[17]

1907年には、Clason Point, College Point and Malba Ferry Companyがクレイソン・ポイントとホワイトストーン近隣のマルバを結ぶフェリーの運行を提案[18]。提案が1909年に承認されたことを受けて同社は正式に設立され[19]2年後にはフェリーターミナルの着工にかかり[20]、1914年7月2日に運行が開始された[21]。

開発[編集]

計画[編集]

1929年、地域計画協会（英語版）（RPA）がアップステート・ニューヨークやニューイングランドからクイーンズやロングアイランドへ足を運ぶ際にクイーンズ西部の渋滞を回避できるようブロンクスとクイーンズ北部を結ぶ橋（当時は橋の名前は未決定であったが、ここでは便宜上「ホワイトストーン橋」と称す）の建設を提言[22]。RPAは提言内で同時期にクイーンズでの建設が提案されていたベルト・パークウェイ（英語版）（現クロス・アイランド・パークウェイ（英語版））とブロンクスのハッチンソン・リバー・パークウェイとブルックナー・ブルバード（英語版）を接続させることが必要と主張していた[6]:116。The next year, urban planner Robert Moses formally proposed a Clason Point-to-Whitestone bridge as part of the Belt Parkway around Brooklyn and Queens.[23]出典無効? 1931年の時点で、橋の建設費用は約2500万ドルとされていた[24]。

1932年、ニューヨーク市財政評価委員会（英語版）が民間企業による有料橋の建設の申し込みの受付を開始[25]。翌年にCharles V. Bossertによって、民間企業を設立、ホワイトストーン橋を建設し[注釈 3]、建設の50年後までに解体の上、橋を市に寄贈する旨の計画とともに申し込みがなされた[26]。1935年にはBossertの計画を承認するための法案がウィリアム・F・ブルンナー（英語版）によって合衆国下院に提出されたものの[27]、公衆が利用するの建設を民間企業が完全に担うことに対して批判が集まったため、見送られた[28]。

同時期にはクイーンズ区トポロジー局、ロングアイランド・ステートパーク委員会（英語版）とトライボロー・ブリッジ・オーソリティ（TBA）がホワイトストーン橋の架橋に関する調査を行っており、1935年に発表された合同の報告では橋と接続する道路の建設について言及された他、建設費は2000万ドルにもなるとの見解が示された[29]。架橋が実現すればクイーンズで開催されるニューヨーク万国博覧会やクイーンズにあるラガーディア空港（当時の名称は「スビーチ飛行場 」）とブロンクスが接続されることとなりアクセスが容易になる上、建設予定地の西側にあったトライボロー橋の混雑緩和も可能になる[30][31]。不動産投機家たちは橋の建設によってブロンクスの発展が進むことに期待を寄せていたが[32][33]、ブロンクスでは実際に橋の着工前から住宅群の建設が計画されていた[34]。RPAは、鉄道が通れる空間を設け鉄道道路併用橋とすることを提案していたが、最終的には実現しなかった[6]:116。

計画認可と土地買収[編集]

1936年、ブロンクス・ホワイトストーン橋の建設をニューヨーク州知事のハーバート・ヘンリー・リーマン（英語版）が認可[35][36]。翌年1月、TBAによる債券発行が許可され[37][38]、2月には債券発行の計画が作成された[39]。ロバート・モーゼスは、建設費の1750万ドルをTBAとニューヨーク市がそれぞれ半分ずつ負担すべきと意見した[2]。

同年2月、TBAチーフエンジニアのオスマー・アマン（英語版）は、架橋工事が「実用的かつ必要不可欠」であることが事前調査から明らかになったと発表した[40]。設計技術者にはオールストン・ダナが就任[41]。同月、フェリー・ポイントとホワイトストーン間の吊橋の建設がThe same month, approval of a suspension span between Ferry Point and Whitestone was given by Harry Hines Woodring, the United States Secretary of War.[42] Around the same time, the TBA made plans to issue bonds to fund the construction of the Bronx–Whitestone Bridge. Moses recommended the TBA and the city should each be responsible for half of the bridge's $17.5 million cost.

In April 1937, the TBA started selling $25 million in bonds to fund the bridge's construction.[4][43][44] A $1.13 million contract for the construction of the Bronx–Whitestone Bridge's towers was awarded in June 1937 to the American Bridge Company, which had beaten the only other competitor, Bethlehem Steel.[45][46][47] The same month, the city started buying property that was in the right-of-way for the Whitestone Bridge and Parkway;[48] shortly afterward, the rights-of-way for the bridge and parkway were legally designated.[49] All of the TBA bonds had been sold by July 1937.[50] The next month, the city had started evicting residents in the path of the bridge's approaches, and officials notified seventeen households in Whitestone that they had ten days to find new housing.[51] This raised controversy because of the short notice given, but Moses said such measures were necessary to complete the bridge on schedule.[52] In addition, land in Ferry Point was taken for the construction of the bridge; this land would become Ferry Point Park upon the completion of the bridge.[53]

Construction[編集]

Construction progress c. 1938 looking southward from the Bronx

A groundbreaking ceremony was held in November 1937, when the Mayor of New York City, Fiorello H. La Guardia, laid the cornerstone for the bridge's Bronx anchorage.[54] Construction on the Bronx–Whitestone Bridge, along with several other road-improvement projects, was sped up so that the regional road network would be ready in time for the 1939 World's Fair.[55] To ensure that the bridge would be completed before the fair opened, the cofferdam for the Bronx tower had to be finished in February 1938, followed by the Queens tower in April 1938.[33] Moses anticipated that the bridge and connecting roads would need to be complete by June 1, 1939.[56] The project also included the construction of the Flushing River Lift Bridge, a drawbridge over the Flushing River a few miles south of the Bronx–Whitestone Bridge.[57]

The four sections of each of the two suspension towers were assembled in only 18 days.[7] The tower on the Bronx side was finished first, and in late May 1938, work began on the Queens tower. At the time, it was expected that the spinning of the suspension cables would begin that September.[58] By the first week of July 1938, the TBA reported that both of the Bronx–Whitestone Bridge's towers were completed, and that the bridge was on schedule to open on April 30, 1939, ahead of schedule.[59] In addition, the construction of connecting roadways on the Queens and Bronx sides of the bridge was being sped up. The Bronx side of the bridge would connect to the Hutchinson River Parkway, while the Queens side would connect to the Whitestone and Cross Island Parkways.[4]

The process of spinning the bridge's cables commenced in September 1938.[60][61][62] The first cable, which contained 266 strands, was completed within a week.[63] The suspender cables were completed within 41 days.[7] That October, work started on the Cross Island Parkway approach to the bridge in Queens.[64] The bridge's opening date was formalized in January 1939,[65] and the last girder was installed on February 13, 1939.[66][67] Afterward, the construction of the approach roads was sped up in anticipation of the 1939 World's Fair.[68] During construction, one worker died when he fell off the bridge deck.[69] There was another incident in August 1938 in which a 35-ton steel girder dropped from the side of the Whitestone Bridge, though no one was severely injured.[70]

Opening[編集]

The Bronx–Whitestone Bridge opened on April 29, 1939, with Moses and La Guardia leading a ceremony of 4,000 people.[10][71][72][73] Both the Whitestone and College Point neighborhoods had celebrations for the new project, which Moses described as a "logical and inevitable part of the Belt Parkway program".[71] The bridge featured pedestrian walkways and four lanes of vehicular traffic, and passenger vehicles were initially charged 25 cents.[73] The 2,300-フート (700 m) center span was the fourth longest in the world at the opening, behind the Golden Gate Bridge, the George Washington Bridge, and the double spans of the San Francisco–Oakland Bay Bridge.[5][6]:115[9][74] The bridge's opening, two months earlier than originally scheduled, coincided with the first day of the 1939 World's Fair.[72][75][76]

A custom model of lampposts, the "Whitestone" or Type 41 lamppost, was made for the bridge. The lamppost model was later installed on other roads, though it was longer being actively installed by the 1960s, and only a few such lamps remained 2013年現在.[77] In preparation for the 1939 World's Fair, amber street lights were installed on the bridge's approach roads, as well as other key corridors around the city. These lamps were distinctly colored so motorists headed to the fair could follow them while driving.[78] At its north end, the Bronx–Whitestone Bridge was to connect with Eastern Boulevard (later known as Bruckner Boulevard) via the Hutchinson River Parkway.[79] At its south end, the bridge was to connect with the new Whitestone Parkway, which led southwest off the bridge to Northern Boulevard.[79][80] The connection between the Bronx–Whitestone Bridge and Whitestone Parkway opened in November 1940,[81] while the Hutchinson River Parkway between Pelham Bay Park and the bridge opened in October 1941.[82][83] On the Queens side, an extension of Francis Lewis Boulevard opened in November 1939, connecting northeastern Queens with the new bridge,[84][85] while the Cross Island Parkway approach opened in June 1940.[86][87]

La Guardia said the bridge could carry up to 4,000 cars per hour in each direction.[10] Within the first two months of the Bronx–Whitestone Bridge's opening, it had carried just over a million vehicles, and the bridge was collecting an average of $4,232 a day in tolls.[88][89] In 1940, the American Institute of Steel Construction recognized the Bronx–Whitestone Bridge as the "most beautiful monumental steel bridge completed during the last year".[90][91] Additionally, two parks were opened following the bridge's completion. A 10-エーカー (4.0 ha) park under the Queens side of the Bronx–Whitestone Bridge, named for Declaration of Independence signatory Francis Lewis, was opened in 1940.[17] On the Bronx side, the blueprint for Ferry Point Park had been developed in conjunction with the bridge's construction, and additional facilities were added in the early 1940s.[92]

Truss installation[編集]

View of the roadway and a tower, showing stiffening trusses

As early as June 1938, engineers observed oscillations in the Whitestone Bridge's deck.[93] Concerns grew after the original Tacoma Narrows Bridge in Tacoma, Washington, collapsed during heavy winds in November 1940.[94] It had employed an 8-フート (2.4 m)-deep girder system, much like the 11-フート (3.4 m) I-beam girders of the Bronx–Whitestone Bridge. However, the Whitestone Bridge was shorter and wider than the Tacoma Narrows Bridge.[95] The Bronx–Whitestone Bridge's deck was also thicker than that of the Tacoma Narrows Bridge, which was only 8フィート (2.4 m) thick to the Bronx–Whitestone Bridge's 11フィート (3.4 m).[6]:120 Overall, the Bronx–Whitestone Bridge was less prone to oscillation and critical failure, as it was not as flimsy as the Tacoma Narrows Bridge.[93] After performing a series of experiments on the bridge's design, Ammann concluded that additional measures to stiffen the Whitestone Bridge were unnecessary.[6]:124 A Princeton University professor separately created a model of the bridge, finding that the Whitestone Bridge's main span could still oscillate in as many as three segments.[93]

Even so, the public was scared by the fact that the two bridges were similar in design, and this led to a belief that the Whitestone Bridge might be unstable, as Moses later related.[6]:124[96] Shortly after the Tacoma Narrows Bridge collapse, Moses announced that steel cable stays would be installed on the bridge's towers to reduce oscillation.[93][97][98] To mitigate the risk of failure from high winds, eight stay cables, two on each side of both suspension towers, were proposed for installation.[6]:124 The stays were supposed to be completed in January 1941.[93][98] Although $1 million was initially allocated for the bridge-stiffening project, construction was deferred due to material and labor shortages during World War II.[99]

Planning for the project resumed in September 1945 at the end of the war,[100][101] and a low bidder for the project was announced that October.[102] The project's primary goal was to reinforce the bridge with trusses, thus ensuring the bridge's stability. The four lanes of roadway traffic were widened to six lanes, with the two additional lanes replacing the pedestrian walkways on each side. On both sides of the deck, 14-フート (4.3 m)-high steel trusses were installed to weigh down and stiffen the bridge in an effort to reduce oscillation. The stiffening project was completed in 1947.[11][12] The bridge was repainted in 1953.[103]

Increases in traffic[編集]

In the late 1950s, the Whitestone Parkway and the portion of the Hutchinson River Parkway between the bridge and the Bruckner Interchange were converted to Interstate Highway standards. The Whitestone Parkway became the Whitestone Expressway, and the upgraded part of the Hutchinson River Parkway became the Hutchinson River Expressway.[104][105] In addition, the Van Wyck Expressway between John F. Kennedy International Airport and Kew Gardens was extended northward to connect with the Whitestone Expressway and the Bronx–Whitestone Bridge.[106] By 1965, the Bronx–Whitestone Bridge and the Whitestone, Van Wyck, and Hutchinson River Expressways had been designated as part of Interstate 678.[107][108] These highway upgrades were performed in preparation for the 1964 New York World's Fair, which was also held in Flushing Meadows-Corona Park.[106]

Around this time, the Bronx–Whitestone Bridge was nearing its traffic capacity because it was the easternmost crossing of the East River between the Bronx and Queens.[109][110] To alleviate traffic loads on the Bronx–Whitestone Bridge, planning for the Throgs Neck Bridge to the east, started in 1955,[111] and construction of that bridge began in 1957.[112] After the Throgs Neck Bridge opened in 1961, the Bronx–Whitestone Bridge recorded a corresponding 40% decline in traffic;[113] according to a TBTA executive, traffic on the bridge ultimately decreased by more than half.[114] Soon afterward, the 1964 World's Fair resulted in an increase in traffic on the Bronx–Whitestone Bridge.[115] In the long run, use of the bridge continued to grow, and by 1978, there were about 31 million vehicles using the bridge annually.[116] By 1985, the Bronx–Whitestone Bridge carried 35 million vehicles annually, more than the 33 million recorded in 1960, before the Throgs Neck Bridge had opened as an alternate route.[114] There had been several plans to build a Long Island Sound bridge east of the Bronx–Whitestone and Throgs Neck bridges to relieve traffic on these crossings, although such a bridge remains unbuilt.[116][114]

On November 11, 1968, a heavy storm with winds of up to 80マイル毎時 (130 km/h) caused the Bronx–Whitestone Bridge's deck to bounce, causing about 30 motorists to abandon their cars.[117][118] No one was injured, and the abandoned cars were towed away.[116] Officials later stated that the bridge was not in danger of collapsing during the storm.[118]

Major repairs[編集]

In March 1990, the TBTA announced that the Bronx–Whitestone Bridge would undergo a $20.3 million refurbishment. The anchorages, roadways, and drainage were to be repaired during off-peak hours for two years.[119] Actual work took place between December 1989 and December 1991.[13][12] As the Throgs Neck Bridge was being repaired simultaneously, this caused major traffic jams at both bridges.[120] During the renovation, the bridge's expansion joints were replaced by the American Bridge Company, which had originally built the suspension towers. However, in 1993, the sealant around the joints was observed to be deteriorating, necessitating additional repairs.[13]

Seen from under the Bronx suspension tower

By 2001, the Metropolitan Transportation Authority (MTA; the TBTA's successor) planned to spend $286 million in bridge renovations. In 2003, the MTA restored the classic lines of the bridge by removing the stiffening trusses and installing fiberglass fairing along both sides of the road deck.[121][14] The lightweight fiberglass fairing is triangular in shape, giving it an aerodynamic profile that allows crosswinds to flow through the bridge rather than hit the trusses.[122][123] The removal of the trusses and other changes to the decking reduced the bridge's weight by 6,000 tons, accounting for some 25% of the mass suspended by the cables, In addition, with the truss removals, the Bronx–Whitestone Bridge was able to withstand crosswinds of up to 150マイル毎時 (240 km/h), whereas the trusses could resist crosswinds of no more than 50マイル毎時 (80 km/h).[121][123][124] The truss removal project also involved upgrading the lighting systems, including the bridge's lightbulbs and the beacons atop the suspension towers, as well as replacing the sprinkler and electrical systems.[123]

In 2005, it was announced that the bridge's deck had to be replaced with a new steel orthotropic deck composed of prefabricated panels. One lane at a time needed to be closed and replaced, so as to minimize traffic disruptions.[123] During the deck replacement, five lanes were kept open at all times using a movable barrier, with three Bronx-bound lanes during the morning rush hour and three Queens-bound lanes during the evening rush.[123][125] Other renovations included adding mass dampers to stabilize the bridge deck; repainting the two towers and the bridge deck; and installing variable-message signs.[126] The deck replacement was completed by 2007.[8][126] However, cracks were soon observed in some of the new panels, and by 2014, cracks had been observed in 66 of 408 panels, necessitating approximately 1,000フィート (300 m) of rib welds.[127] The renovations were intended to extend the Bronx–Whitestone Bridge's lifespan indefinitely.[121] These improvements also accommodated the bridge's high traffic volumes: by 2008, the bridge was being used by an average of 120,000 vehicles a day, amounting to 43 million crossings that year.[8]

The Queens and Bronx approaches were replaced in a project that started in 2008.[8][126] As part of the project, each of the approaches' lanes was widened to 12フィート (3.7 m). The replacement of the bridge's approaches involved replacing 15 supporting piers and 1,785フィート (544 m) of roadway on the Bronx side, as well as 1,010フィート (310 m) of viaduct on the Queens side, which helped support the wider lanes.[128] The contract for the Bronx viaduct replacement was awarded in 2008,[126][129] and it was completed in late 2012 at a cost of $212 million.[128] The replacement of the Queens approach, which cost $109 million,[128] was completed in May 2015.[130][131] During the renovation of that approach, the exit from northbound I-678 to Third Avenue was closed and rehabilitated.[132]

Tolls[編集]

2021年4月11日 (2021-04-11)現在, drivers pay $10.17 per car or $4.28 per motorcycle for tolls by mail/non-NYCSC E-Z Pass. E-ZPass users with transponders issued by the New York E‑ZPass Customer Service Center pay $6.55 per car or $2.85 per motorcycle. Mid-Tier NYCSC E-Z Pass users pay $8.36 per car or $3.57 per motorcycle. All E-ZPass users with transponders not issued by the New York E-ZPass CSC will be required to pay Toll-by-mail rates.[133]

The toll plaza of the Bronx–Whitestone Bridge, located on the Bronx side, originally contained 10 toll lanes but was later expanded.[76] Four self-service toll-collection machines were installed at the Bronx–Whitestone Bridge during the 1950s, but they were removed in 1959 because motorists repeatedly dropped their coins at the machines.[134][135] E-ZPass was introduced at the Bronx–Whitestone Bridge in June 1996.[136][137] Initially, the bridge's toll plaza contained three E-ZPass/cash lanes in each direction to reduce confusion; this contrasted with the Throgs Neck Bridge, where confusion between the E-ZPass-only lanes and cash-only lanes had caused congestion/[137]

Open-road cashless tolling began on September 30, 2017.[138] The tollbooths, which were at the Bronx end of the bridge, were dismantled, and drivers are no longer able to pay cash at the bridge. Instead, cameras and E-ZPass readers are mounted on new overhead gantries manufactured by TransCore[139] near where the booths were located.[140][141] A vehicle without E-ZPass has a picture taken of its license plate and a bill for the toll is mailed to its owner.[142] For E-ZPass users, sensors detect their transponders wirelessly.[140][141][142]

Historical tolls[編集]

History of passenger cash tolls for the Bronx–Whitestone Bridge
Years Toll Toll equivalent
in 2023[143] 		Ref.
1939–1972 $0.25 $1.82–5.48 [73][144]
1972–1975 $0.50 $2.83–3.64 [144][145]
1975–1980 $0.75 $2.77–4.25 [145][146]
1980–1982 $1.00 $3.16–3.70 [146][147]
1982–1984 $1.25 $3.67–3.95 [147][148]
1984–1986 $1.50 $4.25–4.17 [148][149]
1986–1987 $1.75 $4.69–4.86 [149][150]
1987–1989 $2.00 $4.92–5.36 [150][151]
1989–1993 $2.50 $5.27–6.14 [151][152]
1993–1996 $3.00 $5.83–6.33 [152][153]
1996–2003 $3.50 $5.80–6.80 [153][154]
2003–2005 $4.00 $6.24–6.63 [154][155]
2005–2008 $4.50 $6.37–7.02 [155][156]
2008–2010 $5.00 $6.99–7.08 [156][157]
2010–2015 $6.50 $8.36–9.08 [157][158]
2015–2017 $8.00 $9.94–10.28 [159][160]
2017–2019 $8.50 $10.13–10.57 [161][162]
2019–2021 $9.50 $11.32–11.81 [163][164]
April 2021 – present $10.17 $10.17 [165]

Public transportation[編集]

The bridge carries two MTA Regional Bus Operations routes, the Q44 SBS operated by MTA New York City Transit, and the Q50 Limited (formerly part of the QBx1), operated by the MTA Bus Company.[166]

After the removal of the sidewalks starting in 1943, bicyclists were able to use QBx1 buses of the Queens Surface Corporation, which could carry bicycles on the front-mounted bike racks. However, since the Metropolitan Transportation Authority absorbed the bus routes formerly operated by Queens Surface, the bike racks were eliminated.[167] In April 1994, bike racks were installed onto QBx1 buses,[168] but the bike-on-bus program was eliminated on February 27, 2005, the same day as the MTA's takeover of the QBx1 route.[169] After the QBx1 was replaced by the Q50, the MTA reintroduced bike racks on Q50 buses in early 2018.[170]

See also[編集]

References[編集]

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  82. ^ “Whitestone Link To Be Open Today; Ceremonies to Mark the First Use of Hutchinson River Parkway Extension” (英語). The New York Times (1941年10月11日). 2018年10月25日閲覧。
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  86. ^ “Belt Road to Open to Traffic Today; in the $30,000,000 Belt Parkway System Built 'Around the Town'” (英語). The New York Times: p. 12. (1940年6月29日). ISSN 0362-4331. https://www.nytimes.com/1940/06/29/archives/belt-road-to-open-to-traffic-today-in-the-30000000-belt-parkway.html 2022年12月21日閲覧。 
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External links[編集]

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