Tappan Zee Bridge
| Tappan Zee Bridge | |
|---|---|
 | |
| Coordinates | 41°04′12″N 73°53′28″W / 41.07000°N 73.89111°W / 41.07000; -73.89111Coordinates: 41°04′12″N 73°53′28″W / 41.07000°N 73.89111°W / 41.07000; -73.89111 |
| Carries | 7 lanes (3 northbound/westbound, 3 southbound/eastbound, 1 reversible) of    I-87 / I-287 / New York Thruway |
| Crosses | Hudson River and Hudson Line |
| Locale | Connecting South Nyack, Rockland County, New York and Tarrytown, Westchester County, New York in the Lower Hudson Valley |
| Official name | Governor Malcolm Wilson Tappan Zee Bridge |
| Maintained by | New York State Thruway Authority |
| Characteristics | |
| Design | Cantilever bridge |
| Total length | 16,013 feet (4,881 m) |
| Width | 90 feet (27 m) |
| Longest span | 1,212 feet (369 m) |
| Clearance below | 138 feet (42 m) |
| History | |
| Opened | December 15, 1955 (December 15, 1955) |
| Statistics | |
| Daily traffic | 134,947 (2010)[1] |
| Toll |
$5.00 (cash)[2] or $4.75 (E-ZPass)[3] (tolled eastbound/southbound only) |
The Governor Malcolm Wilson Tappan Zee Bridge, usually referred to as the Tappan Zee Bridge, is a cantilever bridge in the U.S. state of New York, crossing the Hudson River at one of its widest points; the Tappan Zee is named for an American Indian tribe from the area called "Tappan"; and zee being the Dutch word for "sea".[4] As an integral conduit within the New York Metropolitan Area, it connects South Nyack in Rockland County with Tarrytown in Westchester County in the Lower Hudson Valley.
Federal and state authorities are currently constructing a Tappan Zee replacement bridge that will cost at least $4 billion.[5] There is a toll booth that costs $5 on the eastbound lane.
It is the longest bridge in the State of New York.[6] The total length of the bridge and approaches is 16,013 feet (4,881 m). The cantilever span is 1,212 feet (369 m) providing a maximum clearance of 138 feet (42 m) over the water. The bridge is about 25 miles (40 km) north of Midtown Manhattan, the skyline of which can be seen from the bridge on a clear day.
The bridge is part of the New York State Thruway mainline and carries the highway concurrency of Interstate 87 and Interstate 287. The span carries seven lanes of motor traffic. The center lane can be switched between eastbound and westbound traffic depending on the prevalent commuter direction; on weekdays, the center lane is eastbound in the morning and westbound in the evening. The switch is accomplished via a movable center barrier which is moved by a pair of barrier transfer machines. Even with the switchable lane, traffic is frequently very slow. The bridge is one of the primary crossings of the Hudson River north of New York City; it carries much of the traffic between southern New England and points west of the Hudson.
In 2015, Rutgers University Press published the award-winning book Politics Across the Hudson: The Tappan Zee Megaproject by Philip Mark Plotch which describes the planning and politics behind the building of the bridge and New York's dysfunctional effort between 1980 and 2012 to replace it.[7][8]
As of January 2014[update], each eastbound passenger car pays a toll of $5.00 cash, or $4.75 via E-ZPass ($3.00 if on the Commuter Plan, which charges a minimum of $60 a month, requiring a minimum of 13 crossings to attain an average cost below the normal E-Z pass rate).[9] Westbound crossings are toll-free.[10]
Contents
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History[edit]
With the increasing demands for commuter travel taxing the existing bridges and tunnels, the Port Authority of New York and New Jersey had plans in 1950 to construct a bridge across the Hudson near Dobbs Ferry, New York. The proposal was overridden by New York State Governor Thomas E. Dewey, who wanted to construct a bridge to connect the New York State Thruway across Westchester to the New England Thruway. The Port Authority promised its bondholders that it would not allow any other entity to construct a river crossing within its jurisdiction, which reached to a point one mile (1.6 km) south of Nyack on the western shore of the Hudson River and across to Tarrytown[11] on the eastern shore. The bridge was built on a very tight budget of $81 million (1950 dollars), or $796 million in 2014.[12]
A May 10, 1950, editorial in The New York Times suggested that a site in southern Dobbs Ferry or northern Hastings-on-Hudson, where the Hudson narrowed considerably from its three-mile (5 km) width at Tappan Zee, would be a more appropriate site, and suggested that Governor Dewey work with his counterpart, Governor of New Jersey Alfred E. Driscoll, to craft a compromise that would offer Thruway customers a discounted bridge fare at a more southerly crossing.[13] Two days later, Governor Dewey announced that the Port Authority had dropped its plans to construct a bridge of its own. The location would be close to the Tarrytown-Nyack line just outside the Port Authority's jurisdiction. Dewey stated that World War II military technology would be used in the bridge's construction.[14]
The site of the bridge, at the Hudson River's second-widest point, added to construction costs. The site was chosen to be as close as possible to New York City, while staying out of the 25-mile (40 km) range of the Port Authority's influence, thus ensuring that revenue from collected tolls would go to the newly created New York State Thruway Authority, and not the Port Authority.[15][16][17] A unique aspect about the design of the bridge is that the main span is supported by eight hollow concrete caissons. Their buoyancy supports some of the loads and helped to reduce costs.[18]
The bridge was designed by Emil Praeger of the Madigan-Hyland engineering firm. Captain Praeger had helped develop floating caissons during World War II when the Allied forces needed to create and protect portable harbors for the 1944 invasion of Normandy.[19]
Construction started in March 1952 and the bridge opened for traffic on December 15, 1955, along with a 27-mile (43 km) long section of the New York State Thruway from Suffern to Yonkers.[20][21] New York State Governor W. Averell Harriman signed a bill on February 28, 1956, to name the structure officially the Tappan Zee Bridge.[22] In 1994, the name of Malcolm Wilson was added to the bridge's name upon the 20th anniversary of his leaving the governor's office in December 1974, though it is almost never used when the bridge is spoken about colloquially.[23]
The bridge is expected to be decommissioned in 2016.[24]
Replacement bridge[edit]
The deteriorating current structure bears an average of 138,000 vehicles per day, substantially more traffic than its designed capacity. Unlike other major bridges in metropolitan New York, the Tappan Zee was designed to last only 50 years due to material shortages during the Korean War at the time of its construction.[25] The new bridge is intended to last at least 100 years.[26]
The collapse of Minnesota's I-35W Mississippi River bridge in 2007 raised worries about the Tappan Zee's structural integrity.[27] These concerns, together with traffic overcapacity and increased maintenance costs, escalated the serious discussions already ongoing about replacing the Tappan Zee with a tunnel or a new bridge.[28][29] Six options were identified and submitted for project study and environmental review.[30]
In 2009, the Tappan Zee Bridge was featured on The History Channel "The Crumbling of America" showing the infrastructure crisis in the United States.[31] Many factors contribute to the precarious infrastructure of the bridge, which has been called one of the most decrepit and potentially dangerous bridges" in the U.S.[32] Engineering assessments have determined that "everything from steel corrosion to earthquakes to maritime accidents could cause major, perhaps catastrophic, damage to the span," prompting one of the top aides in the New York state governor's office to refer to the Tappan Zee as the “hold-your-breath bridge.”[32] A 2009 state report noted that the bridge was not built with a plan that was "conducive to long-term durability” and that the Tappan Zee’s engineers designed it to be “nonredundant,” meaning that one "critical fracture could make the bridge fail completely because its supports couldn’t transfer the structure’s load to other supports."[33]
The Metropolitan Transportation Authority (MTA) studied the feasibility of either including a rail line across the new bridge or building the new bridge so a new rail line can be installed at a future date. Commuter rail service west of the bridge in Rockland County is limited, and the MTA studied expansion possibilities in Rockland County that would use the new bridge to connect with Metro-North's Hudson Line on the east side of the bridge along the Hudson River for direct service into Manhattan.
On September 26, 2008, New York state officials announced their plan to replace the Tappan Zee Bridge with a new bridge that included commuter-train tracks and lanes for high-speed buses. The bridge was estimated to cost $6.4 billion, while adding bus lanes from Suffern to Port Chester was estimated to cost an additional $2.9 billion. Adding a rail line from the Suffern Metro-North station and across the bridge, connecting with Metro-North’s Hudson Line south of Tarrytown, would have added another $6.7 billion. The plan was reviewed for its environmental impacts.[34]
Meetings by the New York State Department of Transportation with local communities were held in December 2009. They revised the replacement cost including road, rail, and bus up to $16 billion.[35]
After years of public comment in favor of including public transportation on the Tappan Zee Bridge replacement, and after all previous replacement alternatives studied by the New York State Department of Transportation (NYSDOT) as part of the required environmental review included transit, New York Governor Andrew Cuomo and the Federal Highway Administration in October 2011 abruptly reversed course. The new project they advanced lacked transit and transit advocates assert that, if built as proposed, the replacement bridge would lock in new auto- and truck-only infrastructure for years. Transit advocates have complained that NYSDOT has consistently overestimated the cost of transit in the replacement, in some cases claiming that the cost could be $10–15 billion for transit alone. Transit supporters have argued that a Bus Rapid Transit (BRT) system incorporated into the bridge can cost less than the state's projected range of $900 million to $2.5 billion. By comparison, the bridge replacement project without transit is estimated to cost $5.2 billion.[36]
In 2013, the New York State Thruway Authority began building the new New Tappan Zee Bridge, which will be a double-span bridge (four lanes per span in opposite directions) with designated bus lanes. The new bridge is scheduled for completion in 2018.[37]
Suicide prevention[edit]
From 1998 to 2008, more than 25 people committed suicide on the Tappan Zee Bridge, according to the New York State Thruway Authority.[38] on August 31, 2007, NYSTA officials added four phones – two each on the Rockland and Westchester sides – that connect callers via the National Suicide Prevention Lifeline crisis hotline to counselors at LifeNet or Covenant House.[39] Signs reading "Life is Worth Living" and "When it seems like there is no hope, there is help" have been placed on the bridge.[40] Suicide fencing and traffic cameras have also been installed along the bridge, and bridge staff have been trained in suicide prevention.[41] An October 14, 2012, Newsday article reports, the Tappan Zee Bridge has been referred to as the Golden Gate Bridge of the East, and "The new Tappan Zee, which is in the works, will include fencing designed to thwart jumpers."[42]
The most famous and notorious suicides that happened on the Tappan Zee Bridge are those of Scott Douglas on January 1, 1994, after murdering his wife, Anne Scripps; and on September 24, 2009, of his stepdaughter Annie Morrell Petrillo, who jumped from that same bridge to her death.[43] A US military employee jumped from the bridge to her death in 2010.[44]
See also[edit]
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