Cross Bronx Expressway
{{Short description|Highway in New York City}}
{{Use mdy dates|date=April 2025}}
{{Use American English|date=April 2025}}
{{Infobox road
|state=NY
|type=
|marker_image=
|name=Cross Bronx Expressway
|map=Cross Bronx Expressway Map.svg
|map_alt=Map of Cross Bronx Expressway
|map_notes=Map of the Bronx in New York City with Cross Bronx Expressway highlighted in red
|length_mi=6.83
|allocation={{jct|state=NY|I|95}} from Morris Heights to Throggs Neck
{{jct|state=NY|I|295}} in Throggs Neck
|direction_a=West
|terminus_a={{jct|state=NY|I|87|I|95|US|1}} in Morris Heights
|junction={{jct|state=NY|US|1}} in Tremont
{{jct|state=NY|Parkway|Bronx River NYC}} in Soundview
{{jct|state=NY|I|95|I|278|I|678}} in Throggs Neck
|direction_b=East
|terminus_b={{jct|state=NY|I-Toll|295}} in Throggs Neck
}}
The Cross Bronx Expressway is a major freeway in the New York City borough of the Bronx. It is mainly designated as part of Interstate 95 (I-95), but also includes portions of I-295 and U.S. Route 1 (US 1). The Cross Bronx begins at the eastern approach to the Alexander Hamilton Bridge over the Harlem River. While I-95 leaves at the Bruckner Interchange in Throgs Neck, following the Bruckner Expressway and New England Thruway to Connecticut, the Cross Bronx Expressway continues east, carrying I-295 to the merge with the Throgs Neck Expressway near the Throgs Neck Bridge. Though the road goes primarily northwest-to-southeast, the nominal directions of all route numbers west of the Bruckner Interchange are aligned with the northbound route number going southeast, and the southbound route number going northwest.
The Cross Bronx Expressway was conceived by Robert Moses and built between 1948 and 1972. It was the first highway built through a crowded urban environment in the United States; the most expensive mile of road ever built to that point is part of the Cross Bronx, costing $40 million ({{Inflation|US|40000000|1955|fmt=eq}}). At one point during construction, Moses' crews had to support the Grand Concourse (a major surface thoroughfare), a subway line{{efn|The IND Concourse Line}} and several elevated train lines{{efn|The IRT Pelham Line at Westchester Avenue; the IRT White Plains Road Line at Boston Road; the IRT Third Avenue Line at Third Avenue; and the IRT Jerome Avenue Line at Jerome Avenue}} while the expressway was laboriously pushed through. The highway experiences severe traffic problems, and its construction has been blamed for negatively affecting a number of low-income neighborhoods in the South Bronx. Most Bronxites consider the Cross Bronx Expressway the defining border between the North and the South Bronx.Berman, Marshall. "All That is Solid Melts Into Air." New York: Penguin: 1988
Route description
File:Cross Bronx Expressway time-lapse.webm
The Cross Bronx Expressway begins at the eastern end of the Alexander Hamilton Bridge, officially designated as both I-95 and US 1. Immediately after coming off the bridge, there is an interchange with the Major Deegan Expressway (I-87) for Yankee Stadium and points upstate. The highway soon intersects with Webster Avenue at a partial interchange allowing eastbound vehicles to exit and westbound ones to enter. Northbound US 1 leaves the Cross Bronx Expressway at this exit. About {{convert|1.5|mi|km}} later, the expressway has a pair of closely spaced interchanges for NY 895 (Sheridan Boulevard) and the Bronx River Parkway. The exit for Sheridan Boulevard is an incomplete interchange and allows access from northbound and to southbound I-95 only.
The Cross Bronx Expressway reaches the Bruckner Interchange {{convert|2|mi|km}} later. The service road is called East 177th Street between the Bronx River Parkway and the Bruckner Interchange.{{cite act |url=http://legistar.council.nyc.gov/LegislationDetail.aspx?ID=1709698&GUID=9518C471-1983-4D22-82B5-15CE7EF4D9A4&Options=&Search= |title=A Local Law in relation to renaming two thoroughfares and public places in the Borough of the Bronx, East 177th Street, and to amend the official map of the city of New York accordingly. |number=2018-035 |date=January 11, 2018 }} {{Cite web |url=https://legistar.council.nyc.gov/LegislationDetail.aspx?ID=1709698&GUID=9518C471-1983-4D22-82B5-15CE7EF4D9A4&Options=&Search= |title=Archived copy |access-date=January 18, 2023 |archive-date=June 19, 2021 |archive-url=https://web.archive.org/web/20210619004102/https://legistar.council.nyc.gov/LegislationDetail.aspx?ID=1709698&GUID=9518C471-1983-4D22-82B5-15CE7EF4D9A4&Options=&Search= |url-status=bot: unknown }} Going eastbound (I-95 northbound), the interchange allows access to southbound I-678, northbound I-95 (Bruckner Expressway) and southbound I-295. I-95 leaves the Cross Bronx Expressway here and continues north along the Bruckner Expressway. The Cross Bronx Expressway continues east of the interchange as I-295, which begins here. The Cross Bronx connects with the Throgs Neck Expressway, where traffic from I-695 merges on before the expressway ends at the northern approach to the Throgs Neck Bridge.
History
= Planning =
File:CBX Parkchester 6 jeh.JPG
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 Long Island Expressway), picked by borough engineers as examples of important projects.{{cite news |title=Call Traffic Study City Planning Aid |url=https://www.nytimes.com/1929/10/29/archives/call-traffic-study-city-planning-aid-engineers-see-local-projects.html |newspaper=The New York Times |date=October 29, 1929 |page=32 |access-date=April 14, 2010 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722185231/https://www.nytimes.com/1929/10/29/archives/call-traffic-study-city-planning-aid-engineers-see-local-projects.html |url-status=live }} Although this routing was south of the present Cross Bronx Expressway, the report did suggest a "New Cross-Bronx Artery" near the present expressway that would link the Washington Bridge with the Clason Point Ferry to Queens. Though it would not be built to freeway standards, it would be 60 feet (18 m) wide with grade separations "where considered necessary and desirable." The George Washington Bridge, then under construction, was cited among reasons to build the highway which would help connect New Jersey to Long Island via the bridges and ferry.Harland Bartholomew, Report to the Honorable James J. Walker, Mayor, on Highway Traffic Conditions and Proposed Traffic Relief Measures for the City of New York, Day & Zimmermann, 1929, OCLC 35914068
In 1936, the Regional Plan Association (RPA) proposed a highway that would connect the Bronx to New England and points north.{{Cite news |date=1936-01-15 |title=Regional Program Proposed for Fair; Plan Association Suggests New Water Supply, Highways and Sewage Treatment Plants. |language=en-US |work=The New York Times |url=https://www.nytimes.com/1936/01/15/archives/regional-program-proposed-for-fair-plan-association-suggests-new.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155106/https://www.nytimes.com/1936/01/15/archives/regional-program-proposed-for-fair-plan-association-suggests-new.html |url-status=live }} In late 1940, the New York City Planning Commission adopted a plan for a network of highways. Except for the Bronx and Pelham Parkway, which lay to the north, no cross-Bronx highway had been built up to this point.{{cite map |publisher=H.M. Gousha Company |url=http://www.nycroads.com/history/1941_metro-4/ |title=New York City area |year=1941 |access-date=February 6, 2012 |archive-date=January 16, 2012 |archive-url=https://web.archive.org/web/20120116213258/http://www.nycroads.com/history/1941_metro-4/ |url-status=live }} The report stated that the "Bronx Crosstown Highway", which would now connect on the east end to the Bronx–Whitestone Bridge (which had replaced the Clason Point Ferry), was "an essential part of a desirable highway pattern", taking traffic from the George Washington Bridge to Long Island and New England. The cost was estimated at $17 million, higher than most improvements because of the "topographical conditions, high land values, and heavily built-up areas".{{cite news |title=Pattern of Highways for the City as Proposed in Board's Master Plan |url=https://www.nytimes.com/1940/11/21/archives/pattern-of-highways-for-the-city-as-proposed-in-boards-master-plan.html |newspaper=The New York Times |date=November 21, 1940 |page=39 |access-date=April 14, 2010 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722190623/https://www.nytimes.com/1940/11/21/archives/pattern-of-highways-for-the-city-as-proposed-in-boards-master-plan.html |url-status=live }}
= Construction =
In the 1940s, city planner Robert Moses proposed the construction of a system of highways that would traverse the New York City area.{{Cite news |last=Moscow |first=Warren |date=March 13, 1944 |title=Highway Network Proposed for City Hits Albany Snag |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1944/03/13/83966970.pdf |access-date=December 19, 2017 |issn=0362-4331 |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221257/https://timesmachine.nytimes.com/timesmachine/1944/03/13/83966970.html?pdf_redirect=true&site=false |url-status=live }} The plan was to cost $800 million (equivalent to ${{Formatprice|{{inflation|US-GDP|800000000|1940}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}), and, in February 1945, the city agreed to pay $60 million (equivalent to ${{Formatprice|{{inflation|US-GDP|60000000|1945}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) of that cost.{{Cite news |date=February 20, 1945 |title=Road Plan Allots 60 Million to City |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1945/02/20/84629382.pdf |access-date=December 19, 2017 |issn=0362-4331 |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221306/https://timesmachine.nytimes.com/timesmachine/1945/02/20/84629382.html?pdf_redirect=true&site=false |url-status=live }} That November, the city, state, and federal governments agreed to fund several new highways in New York City. Among these was the Cross Bronx Expressway, which was to cost $38.67 million.{{Cite news |date=1945-11-26 |title=$285,000,000 Roads Planned for City; the Folks Back in the Old Country Are Proud of New York City's Mayor-elect |language=en-US |work=The New York Times |url=https://www.nytimes.com/1945/11/26/archives/285000000-roads-planned-for-city-the-folks-back-in-the-old-country.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143432/https://www.nytimes.com/1945/11/26/archives/285000000-roads-planned-for-city-the-folks-back-in-the-old-country.html |url-status=live }} The expressway was to continue onto the 181st Street Bridge at its western end, connecting with the 178th–179th Street Tunnels and the George Washington Bridge via a set of ramps.{{cite news |date=8 Apr 1950 |title=Work Progressing at Western Terminus of Cross-Bronx Expressway |page=9 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327401045}}}} At its eastern end, the expressway would connect with the Hutchinson River Parkway and New England Thruway at the Bruckner Interchange.{{cite news |last=Widlicka |first=Leo |date=6 Mar 1953 |title=Bronx Hums With Work on 2 Expressways: Maj. Deegan, Cross-Bronx Routes Will Each Have 6 Lanes, No Stop Lights Two New Super Highways in the Bronx Begin to Take Shape |page=19 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1322297699}}}}
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.{{Cite news |date=1946-02-01 |title=Tenant Relocation Part of Road Plan; Estimate Board Approves Conditionally Aid to Those WhoseHouses Will Be Razed |language=en-US |work=The New York Times |url=https://www.nytimes.com/1946/02/01/archives/tenant-relocation-part-of-road-plan-estimate-board-approves.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143430/https://www.nytimes.com/1946/02/01/archives/tenant-relocation-part-of-road-plan-estimate-board-approves.html |url-status=live }} The New York City Council adopted a resolution the next month, asking the Board of Estimate to delay the relocations,{{Cite news |date=1946-03-26 |title=Road Delay Sought to Save 600 Homes |language=en-US |work=The New York Times |url=https://www.nytimes.com/1946/03/26/archives/road-delay-sought-to-save-600-homes.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143429/https://www.nytimes.com/1946/03/26/archives/road-delay-sought-to-save-600-homes.html |url-status=live }} which were scheduled to start that June.{{Cite news |date=1946-05-08 |title=Legion Unit Scores Moses on Housing; Charges Him With Hundreds of Evictions to Make Way for New Auto Highways |language=en-US |work=The New York Times |url=https://www.nytimes.com/1946/05/08/archives/legion-unit-scores-moses-on-housing-charges-him-with-hundreds-of.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143429/https://www.nytimes.com/1946/05/08/archives/legion-unit-scores-moses-on-housing-charges-him-with-hundreds-of.html |url-status=live }} City officials said that only 55 families would be relocated in 1946 and that all existing residents would be relocated before construction started.{{Cite news |date=1946-05-11 |title=2 New Expressways to Oust Few Families From Their Homes This Year, Moses Reports |language=en-US |work=The New York Times |url=https://www.nytimes.com/1946/05/11/archives/2-new-expressways-to-oust-few-families-from-their-homes-this-year.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143430/https://www.nytimes.com/1946/05/11/archives/2-new-expressways-to-oust-few-families-from-their-homes-this-year.html |url-status=live }}{{cite news |date=11 May 1946 |title=O'DwyerDenies City's Evictions Bring Hardship: Says N.Y. Is Relocating 305 Families Affected in '46 by Work on Expressways |page=15 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1291144287}}}} By late 1947, the city and state governments were relocating residents in the expressway's path.{{Cite news |last=Freeman |first=Ira |date=1947-12-13 |title=City Pushes Work on Expressways; 8 of 15 Major Road Projects in $200,000,000 Program Already Under Way |language=en-US |work=The New York Times |url=https://www.nytimes.com/1947/12/13/archives/city-pushes-work-on-expressways-8-of-15-major-road-projects-in.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143436/https://www.nytimes.com/1947/12/13/archives/city-pushes-work-on-expressways-8-of-15-major-road-projects-in.html |url-status=live }} The city and state started soliciting bids for construction contracts that December.{{cite news |date=3 Dec 1947 |title=State to Award $25,000,000 in Road Projects: Record Contract Letting to Include 2,000,000 Job on Bronx River Parkway |page=2 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1291362023}}}} 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.{{cite news |last=Sugrue |first=Francis |date=26 Jul 1948 |title=New Highways Mapped to Link Four Boroughs: 6-Lane Roads, Free of Red Lights, Planned; Some Sections Already Begun |page=3 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327416845}}}} The city government was able to obtain this land through the eminent domain process.{{cite court |litigants= John P. McGrath, Corporation Counsel ( H.E. O'Donnell, E.A. Weingarten, R. Abberman and A. Cohen of counsel), for City of New York. vs. Alfred J. Talley and others, for claimants. |date= 20 July 1948 |url= https://casetext.com/case/matter-of-city-of-new-york-cross-bronx-expressway}}
Construction of the expressway began in 1948.{{Cite news|url=https://www.nytimes.com/2001/10/07/nyregion/neighborhood-report-bronx-up-close-decades-later-doing-cross-bronx-expressway.html|title=NEIGHBORHOOD REPORT: BRONX UP CLOSE; Decades Later, Doing the Cross Bronx Expressway Right|last=Sedensky|first=Matt|date=2001-10-07|work=The New York Times|access-date=2017-07-20|language=en-US|issn=0362-4331|archive-date=May 27, 2015|archive-url=https://web.archive.org/web/20150527155043/http://www.nytimes.com/2001/10/07/nyregion/neighborhood-report-bronx-up-close-decades-later-doing-cross-bronx-expressway.html|url-status=live}}{{Cite news|url=https://www.nytimes.com/2002/09/20/nyregion/hell-on-wheels-and-nerves-if-ever-there-was-a-mean-street-it-s-the-cross-bronx.html|title=Hell on Wheels, and Nerves; If Ever There Was a Mean Street, It's the Cross Bronx|last=Feuer|first=Alan|date=2002-09-20|work=The New York Times|access-date=2017-07-20|language=en-US|issn=0362-4331|archive-date=July 17, 2016|archive-url=https://web.archive.org/web/20160717234501/http://www.nytimes.com/2002/09/20/nyregion/hell-on-wheels-and-nerves-if-ever-there-was-a-mean-street-it-s-the-cross-bronx.html|url-status=live}} A 112-foot open cut was excavated, accommodating six {{convert|12|ft|m|adj=mid|-wide}} traffic lanes and four {{convert|10|ft|m|adj=mid|-wide}} cobblestone shoulders. This project proved to be one of the most difficult expressway projects at the time; construction required blasting through ridges, crossing valleys and redirecting small rivers. In doing so, minimal disruption to the apartment buildings that topped the ridges in the area of Grand Concourse was a priority. Moreover, the expressway had to cross 113 streets, seven expressways and parkways (some of which were under construction), as well as numerous subway and train lines.{{cite web |last=Deutsch |first=Kevin |date=March 5, 2009 |title=It's true, Cross-Bronx is worst |url=https://www.riverdalepress.com/stories/its-true-cross-bronx-is-worst,40239 |access-date=October 31, 2022 |website=The Riverdale Press |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031180245/https://www.riverdalepress.com/stories/its-true-cross-bronx-is-worst,40239 |url-status=live }} The highway also passed by hundreds of utility, water and sewer lines, none of which could be interrupted.{{Cite Power Broker}}{{cite news |last=McConnell |first=David |date=29 Dec 1958 |title=Workers Speed Huge Bronx Expressway |page=3 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1338031875}}}} The highway was to contain 54 bridges and three tunnels when it was completed. By early 1949, the project's budget had increased to $53 million,{{Cite news |date=1949-01-10 |title=Expressway Plan of City Cut in Half; Moses Report Shows Effect of Rising Costs on Program Once Put at $429,000,000 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/01/10/archives/expressway-plan-of-city-cut-in-half-moses-report-shows-effect-of.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155106/https://www.nytimes.com/1949/01/10/archives/expressway-plan-of-city-cut-in-half-moses-report-shows-effect-of.html |url-status=live }} in part because of material shortages.
== 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.{{cite news |date=10 Jan 1949 |title=City Working On 37 Arterial Highway Plans: Pari of Over-Alle Expressway Program to Relieve Traffic at Cost of $496.953,531 |page=3 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1326795431}}}} The Gull Construction Company was contracted to build this segment in May 1949,{{Cite news |date=1949-05-15 |title=Highway Contract Let; Albany Awards Bronx Artery Link at $3,994,757 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/05/15/archives/highway-contract-let-albany-awards-bronx-artery-link-at-3994757.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143430/https://www.nytimes.com/1949/05/15/archives/highway-contract-let-albany-awards-bronx-artery-link-at-3994757.html |url-status=live }} and Rusciano & Sons was hired the same month to build the footings for six bridges along the expressway.{{Cite news |date=1949-05-12 |title=Bronx Bridge Work Let: $3,372,919 Expressway Contract Goes to City Company |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/05/12/archives/bronx-bridge-work-let-3372919-expressway-contract-goes-to-city.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155109/https://www.nytimes.com/1949/05/12/archives/bronx-bridge-work-let-3372919-expressway-contract-goes-to-city.html |url-status=live }} In addition, Frederick H. Zurmuhlen was supervising the construction of a bridge over Westchester Creek at a cost of $5,287,000;{{Cite news |date=1949-06-10 |title=Widening to Start on Harlem Bridge; $736,996 Contract Let by State for Washington Span, Link in Cross Bronx Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/06/10/archives/widening-to-start-on-harlem-bridge-736996-contract-let-by-state-for.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155107/https://www.nytimes.com/1949/06/10/archives/widening-to-start-on-harlem-bridge-736996-contract-let-by-state-for.html |url-status=live }} the ten-lane bridge was to supplement a surface-level span.{{Cite news |last=Bennett |first=Charles G. |date=1949-04-23 |title=Bridge Expansion Sets Record Pace; Five Major Projects Costing $25,326,000 Under Way to Relieve Traffic Jams |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/04/23/archives/bridge-expansion-sets-record-pace-five-major-projects-costing.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155106/https://www.nytimes.com/1949/04/23/archives/bridge-expansion-sets-record-pace-five-major-projects-costing.html |url-status=live }} Engineering firms Andrews & Clark and Hardesty & Hanover were hired to supervise the project later in 1949.{{Cite news |date=1949-08-12 |title=Inspection Contract Let; Two Firms to Supervise Work on Cross-Bronx Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/08/12/archives/inspection-contract-let-two-firms-to-supervise-work-on-crossbronx.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143430/https://www.nytimes.com/1949/08/12/archives/inspection-contract-let-two-firms-to-supervise-work-on-crossbronx.html |url-status=live }} A short segment near Bruckner Boulevard opened in 1950 and was the first part of the expressway to be completed.{{Cite news |last=Ingraham |first=Joseph C. |date=1954-11-15 |title=Cross Bronx Road is Merely 2 Ends; Land for Central Section of $86,000,000 Expressway Has Yet to Be Bought |language=en-US |work=The New York Times |url=https://www.nytimes.com/1954/11/15/archives/cross-bronx-road-is-merely-2-ends-land-for-central-section-of.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171458/https://www.nytimes.com/1954/11/15/archives/cross-bronx-road-is-merely-2-ends-land-for-central-section-of.html |url-status=live }}
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.{{Cite news |date=1951-03-22 |title=Cross Bronx Expressway Bid |language=en-US |work=The New York Times |url=https://www.nytimes.com/1951/03/22/archives/cross-bronx-expressway-bid.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155106/https://www.nytimes.com/1951/03/22/archives/cross-bronx-expressway-bid.html |url-status=live }} By early 1953, part of the highway east of the Bronx River Parkway was also being constructed. The construction of this section required excavating underneath the Parkchester station of the New York City Subway's Pelham Line. In addition, the Bronx River had to be relocated several hundred feet in the vicinity of the Bronx River Parkway interchange. The section from the Bronx River Parkway to the Bruckner Interchange opened on November 5, 1955, at the same time as parts of the Queens Midtown and Major Deegan expressways. The first portion of the Cross Bronx Expressway had cost $34.6 million and was about {{convert|2|mi}} long.{{cite news |last=Ross |first=Don |date=6 Nov 1955 |title=3 City Expressway Routes Are Opened: Harriman and Wagner Attend, Urge Vote for Roads Bond Issue |page=3 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1326055593}}}}{{Cite news |last=Ingraham |first=Joseph C. |date=1955-11-06 |title=Harriman Favors 'Yes' on Road Fund; Harriman Pleads for 'Yes' Vote On Bonds as 3 Road Links Open |language=en-US |work=The New York Times |url=https://www.nytimes.com/1955/11/06/archives/harriman-favors-yes-on-road-fund-harriman-pleads-for-yes-vote-on.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171458/https://www.nytimes.com/1955/11/06/archives/harriman-favors-yes-on-road-fund-harriman-pleads-for-yes-vote-on.html |url-status=live }} The segment was six lanes wide;{{cite news |date=15 Oct 1955 |title=3 New Expressways to Ease City Bottlenecks |page=A1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327591814}}}} its original western end was at Rosedale Avenue, where ramps connected to the northbound Bronx River Parkway.{{Cite news |last=Ingraham |first=Joseph C. |date=1955-11-04 |title=3 Highway Links Open Tomorrow; Additions to Queens Midtown, Cross-Bronx and Deegan Units Cost $127,000,000 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1955/11/04/archives/3-highway-links-open-tomorrow-additions-to-queens-midtown.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722190755/https://www.nytimes.com/1955/11/04/archives/3-highway-links-open-tomorrow-additions-to-queens-midtown.html |url-status=live }} A one-mile (1.5 km) western extension from the Bronx River Parkway to a temporary interchange at Longfellow Avenue, near Boston Road, opened on April 23, 1956.{{Cite news |date=1956-04-24 |title=Bronx Road Link Open; New Section of Cross Borough Highway Put Into Use |language=en-US |work=The New York Times |url=https://www.nytimes.com/1956/04/24/archives/bronx-road-link-open-new-section-of-cross-borough-highway-put-into.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171457/https://www.nytimes.com/1956/04/24/archives/bronx-road-link-open-new-section-of-cross-borough-highway-put-into.html |url-status=live }}
When the Throgs Neck Bridge to Queens opened on January 11, 1961,{{cite web |last=Phillips |first=McCandlish |date=January 12, 1961 |title=Throgs Neck Bridge Is Opened To No Pomp and Little Traffic |url=https://www.nytimes.com/1961/01/12/archives/throgs-neck-bridge-is-opened-to-no-pomp-and-little-traffic.html |access-date=October 8, 2018 |website=The New York Times |archive-date=October 7, 2018 |archive-url=https://web.archive.org/web/20181007223115/https://www.nytimes.com/1961/01/12/archives/throgs-neck-bridge-is-opened-to-no-pomp-and-little-traffic.html |url-status=live }}{{cite news |last=Phillips |first=Dorothy A. |date=January 12, 1961 |title=Throgs Neck Bridge Opens New Gateway to Long Island |pages=[http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201961%2FLong%2520Island%2520%2520City%2520NY%2520Star%2520Journal%25201961%2520-%25201188.pdf 1B], [http://fultonhistory.com/Newspaper%2014/Long%20Island%20City%20NY%20Star%20Journal/Long%20Island%20City%20NY%20Star%20Journal%201961/Long%20Island%20%20City%20NY%20Star%20Journal%201961%20-%201200.pdf 13B] |work=Long Island Star-Journal |via=Fultonhistory.com}} 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.{{cite news |last=Ingraham |first=Joseph C. |date=January 1, 1961 |title=Around the Town: New York City's System of Bypasses Is Beginning to Take Shape |page=X17 |newspaper=The New York Times |url=https://www.nytimes.com/1961/01/01/archives/around-the-town-new-york-citys-system-of-bypasses-is-beginning-to.html |access-date=April 14, 2010 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722185606/https://www.nytimes.com/1961/01/01/archives/around-the-town-new-york-citys-system-of-bypasses-is-beginning-to.html |url-status=live }} The Cross Bronx Expressway Extension and the Clearview Expressway were originally designated as part of I-78,{{cite news |date=August 11, 1963 |title=First Road Finished for Fair Complex |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1963/08/11/89950722.pdf |access-date=February 28, 2017 |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221305/https://timesmachine.nytimes.com/timesmachine/1963/08/11/89950722.html?pdf_redirect=true&site=false |url-status=live }}{{cite book |url=https://books.google.com/books?id=bag1AQAAMAAJ&pg=SL9-PA37 |title=Nassau Expressway Construction, New York City: Environmental Impact Statement |publisher=United States Department of Transportation, Federal Transit Administration, New York State Department of Transportation |year=1981 |access-date=February 28, 2017}}{{cite map|title=New York with Sight-Seeing Guide|publisher=Esso|cartography=General Drafting|year=1962|edition=1962}} which was to continue through Queens, Brooklyn, and Manhattan to the Holland Tunnel.{{cite map|title=New York and New Jersey Tourgide Map|publisher=Gulf Oil Company|cartography=Rand McNally and Company|year=1960}}{{cite journal |date=May 1964 |title=Expressway Plans |url=https://archive.org/details/regionalplannews7374regi |journal=Regional Plan News |publisher=Regional Plan Association |issue=73–74 |pages=[https://archive.org/details/regionalplannews7374regi/page/n0 1]–18 |access-date=February 27, 2017}}{{cite news |last1=Ingraham |first1=Joseph C. |date=March 5, 1957 |title=State Road Plans Snarled By Political Tugs of War; Study of Long-Range Program Linked to National System Finds a Financial Muddle and Lack of Initiative |work=The New York Times |url=https://www.nytimes.com/1957/03/05/archives/state-road-plans-snarled-by-political-tugs-of-war-study-of.html |access-date=February 28, 2017 |archive-date=February 28, 2017 |archive-url=https://web.archive.org/web/20170228163430/http://www.nytimes.com/1957/03/05/archives/state-road-plans-snarled-by-political-tugs-of-war-study-of.html |url-status=live }} Ultimately, most of I-78 was canceled in 1971.{{cite news |last=Cliness |first=Francis X. |date=March 25, 1971 |title=Lower Manhattan Road Killed Under State Plan |page=78 |newspaper=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1971/03/25/81936145.pdf |access-date=April 14, 2010 |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221250/https://timesmachine.nytimes.com/timesmachine/1971/03/25/81936145.html?pdf_redirect=true&site=false |url-status=live }}{{cite web |title=Clearview's Tail |url=https://www.nycgovparks.org/parks/clearviews-tail/history |access-date=February 28, 2017 |publisher=New York City Department of Parks and Recreation |archive-date=March 1, 2017 |archive-url=https://web.archive.org/web/20170301180330/https://www.nycgovparks.org/parks/clearviews-tail/history |url-status=live }} In anticipation of this change, the Cross Bronx Expressway Extension and the Clearview Expressway were renumbered I-295 on January 1, 1970.{{cite book |author=State of New York Department of Transportation |url=http://www.greaternyroads.info/pdfs/state70.pdf |title=Official Description of Touring Routes in New York State |date=January 1, 1970 |author-link=State of New York Department of Transportation |access-date=July 12, 2010 |archive-date=March 26, 2009 |archive-url=https://web.archive.org/web/20090326062441/http://www.greaternyroads.info/pdfs/state70.pdf |url-status=live }}
== Central section ==
The section of the Cross Bronx Expressway between Anthony and Longfellow Avenues was highly controversial.{{cite news |date=7 May 1953 |title=State Rejects Bronx Road Plea |page=8 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1320026485}}}} 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.{{Cite news |last=Bennett |first=Charles G. |date=1953-03-13 |title=Lyons Gives Reply to 'Pooh-bah' Moses; Says Charge of Putting 'Kink' in Cross Bronx Expressway Plans Is 'Damnable Lie' |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/03/13/archives/lyons-gives-reply-to-poohbah-moses-says-charge-of-putting-kink-in.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155108/https://www.nytimes.com/1953/03/13/archives/lyons-gives-reply-to-poohbah-moses-says-charge-of-putting-kink-in.html |url-status=live }}{{cite news |date=13 Mar 1953 |title=Lyons Terms Moses 'Poo Bah' On Expressway: Defends Rights of 1,000 Bronx Home Owners in Selection of Route |page=34 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1322300605}}}} Moses, who called Lyons's proposal "unreasonable", threatened to resign from his position as city construction coordinator if Lyons's alternative was approved.{{Cite news |date=1953-03-12 |title=Moses Threatens to Halt Bronx Job; He Tells Mayor He Will Shift Highway Fund Elsewhere if Lyons Changes Route |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/03/12/archives/moses-threatens-to-halt-bronx-job-he-tells-mayor-he-will-shift.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155111/https://www.nytimes.com/1953/03/12/archives/moses-threatens-to-halt-bronx-job-he-tells-mayor-he-will-shift.html |url-status=live }}{{cite news |date=12 Mar 1953 |title=Moses Protests Cross-Bronx 'Politics' and Threatens to Quit |page=16 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1319999424}}}} Moses also threatened to cancel federal funding for the entire project.{{cite news |date=24 Apr 1953 |title=Moses Warns On Route Shift |page=25 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1319934667}}}} After an acrimonious public hearing in April 1953, the Board of Estimate could not agree on whether to relocate the expressway along Crotona Park.{{Cite news |last=Bennett |first=Charles G. |date=1953-04-24 |title=Bronx Expressway Dispute Has Estimate Board Fuming |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/04/24/archives/bronx-expressway-dispute-has-estimate-board-fuming-expressway-fight.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155106/https://www.nytimes.com/1953/04/24/archives/bronx-expressway-dispute-has-estimate-board-fuming-expressway-fight.html |url-status=live }} State officials supported Moses's original plan, saying that the Crotona Park alternative would create "curves and reverse curves of sub-standard radius". Ultimately, the Board of Estimate approved Moses's original alignment that May.{{Cite news |last=Bennett |first=Charles G. |date=1953-05-15 |title=Bronx Expressway Route Approved To 'Demagogue,' 'Blackmail' Cries; Present Views at Hearing on Cross Bronx Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/05/15/archives/bronx-expressway-route-approved-to-demagogue-blackmail-cries.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031143434/https://www.nytimes.com/1953/05/15/archives/bronx-expressway-route-approved-to-demagogue-blackmail-cries.html |url-status=live }}{{cite news |last=Wise |first=David |date=15 May 1953 |title=City Stands By Bronx Road Plan |page=11 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1319939221}}}}
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". 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.{{Cite news |last=Ingraham |first=Joseph |date=1955-05-08 |title=Highway Building Catching Up: Toll and Other Roads Nearing Completion-- Fewer Detours |language=en-US |work=The New York Times |url=https://www.nytimes.com/1955/05/08/archives/highway-building-catching-up-toll-and-other-roads-nearing.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171504/https://www.nytimes.com/1955/05/08/archives/highway-building-catching-up-toll-and-other-roads-nearing.html |url-status=live }} 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.{{Cite news |date=1954-12-03 |title=Bronx Residents Lose Road Fight; Expressway Route Affirmed as Estimate Board Votes to Buy Mid-Section Land |language=en-US |work=The New York Times |url=https://www.nytimes.com/1954/12/03/archives/bronx-residents-lose-road-fight-expressway-route-affirmed-as.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171502/https://www.nytimes.com/1954/12/03/archives/bronx-residents-lose-road-fight-expressway-route-affirmed-as.html |url-status=live }}{{cite news |last=Wise |first=David |date=3 Dec 1954 |title=Bronx Residents Lose Expressway Route Fight |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1322566725}}}} Of this cost, $8 million would be spent on acquiring the land and relocating 1,462 families. 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.{{cite news |date=April 23, 1956 |title=Expressway Growing: Cross-Bronx Artery Will Be Extended a Mile Today |page=29 |newspaper=The New York Times |url=https://www.nytimes.com/1956/04/23/archives/expressway-growing-crossbronx-artery-will-be-extended-a-mile-today.html |access-date=April 14, 2010 |archive-date=September 7, 2017 |archive-url=https://web.archive.org/web/20170907170503/http://www.nytimes.com/1956/04/23/archives/expressway-growing-crossbronx-artery-will-be-extended-a-mile-today.html |url-status=live }}
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 {{convert|0.6|mi|km|adj=on}} segment between exits 2B and 2A in Tremont, Bronx, which was planned to cost $11.788 million; it included a {{convert|300|ft|m|-long|adj=mid}} tunnel under the Grand Concourse and the underground Concourse Line, as well as an open cut that passed under five avenues.{{Cite news |last=Stengren |first=Bernard |date=1958-08-04 |title=Rock and 5 Bridges on .6 of Mile Put Bronx Road Cost in Millions; Bids to Be Opened Thursday for Section of Expressway at Grand Concourse |language=en-US |work=The New York Times |url=https://www.nytimes.com/1958/08/04/archives/rock-and-5-bridges-on-6-of-mile-put-bronx-road-cost-in-millions.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171457/https://www.nytimes.com/1958/08/04/archives/rock-and-5-bridges-on-6-of-mile-put-bronx-road-cost-in-millions.html |url-status=live }} On April 27, 1960, another 1.2-mile (2 km) piece opened, taking the road west to Webster Avenue.{{cite news |title=Cross-Bronx Route to Add Section |url=https://select.nytimes.com/gst/abstract.html?res=FB0C10FF345C16738DDDAC0A94DC405B808AF1D3 |newspaper=The New York Times |date=April 25, 1960 |page=23 |access-date=April 14, 2010 |archive-date=November 3, 2012 |archive-url=https://web.archive.org/web/20121103021619/http://select.nytimes.com/gst/abstract.html?res=FB0C10FF345C16738DDDAC0A94DC405B808AF1D3 |url-status=live }}{{cite news |date=25 Apr 1960 |title=Cross-Bronx Expressway Section to Open |page=13 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327099406}}}} Later that year, the westernmost {{convert|0.4|mi|adj=}} of the expressway was closed to allow the completion of the Tremont section.{{Cite news |date=1961-01-31 |title=Cross Bronx Highway Link Ready |language=en-US |work=The New York Times |url=https://www.nytimes.com/1961/01/31/archives/cross-bronx-highway-link-ready.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031174744/https://www.nytimes.com/1961/01/31/archives/cross-bronx-highway-link-ready.html |url-status=live }} The 0.6-mile (1 km) Tremont segment from Webster Avenue west to Jerome Avenue opened on February 10, 1961.{{cite news |title=Cross Bronx Highway Link Ready |url=https://select.nytimes.com/gst/abstract.html?res=FA0E1FF83C5D1B728DDDA80B94D9405B818AF1D3 |newspaper=The New York Times |date=January 31, 1961 |page=13 |access-date=April 14, 2010 |archive-date=November 3, 2012 |archive-url=https://web.archive.org/web/20121103021637/http://select.nytimes.com/gst/abstract.html?res=FA0E1FF83C5D1B728DDDA80B94D9405B818AF1D3 |url-status=live }}{{cite news |date=26 Feb 1961 |title=Cross-Bronx Expressway Adds New Section Tuesday |page=30 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1335784646}}}} By that time, all construction contracts for the remaining sections of the expressway had been awarded.
== 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. In 1949, workers began widening the 181st Street Bridge, constructing the ramps, and excavating the 179th Street Tunnel.{{Cite news |date=June 10, 1949 |title=Widening to Start on Harlem Bridge; $736,996 Contract Let by State for Washington Span, Link in Cross Bronx Expressway |language=en-US |page=29 |work=The New York Times |url=http://timesmachine.nytimes.com/timesmachine/1949/06/10/84215606.pdf |access-date=January 26, 2021 |issn=0362-4331 |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221255/http://timesmachine.nytimes.com/timesmachine/1949/06/10/84215606.html?pdf_redirect=true&site=false |url-status=live }}{{Cite news |date=June 15, 1949 |title=Thruway Talk Snags Housing |pages=2 |work=The Herald Statesman |url=https://www.newspapers.com/clip/68764574/thruway-talk-snags-housing/ |access-date=January 28, 2021 |archive-date=February 1, 2021 |archive-url=https://web.archive.org/web/20210201200852/https://www.newspapers.com/clip/68764574/thruway-talk-snags-housing/ |url-status=live }} The widening was finished by 1950,{{cite news |date=April 8, 1950 |title=Work Progressing at Western Terminus of Cross-Bronx Expressway |page=9 |work=New York Herald Tribune |url=https://www.proquest.com/docview/1327401045 |url-access=subscription |access-date=January 1, 2021 |id={{ProQuest|1327401045}} |via=ProQuest}}{{Cite news |last=Burns |first=Patrick |date=June 21, 1950 |title=2 Major Highways to Open This Fall: Two Major Projects in City's Highway Program |language=en-US |work=The New York Times |url=https://www.nytimes.com/1950/06/21/archives/2-major-highways-to-open-this-fall-two-major-projects-in-citys.html |access-date=January 28, 2021 |issn=0362-4331 |archive-date=February 1, 2021 |archive-url=https://web.archive.org/web/20210201144406/https://www.nytimes.com/1950/06/21/archives/2-major-highways-to-open-this-fall-two-major-projects-in-citys.html |url-status=live }} and the tunnel and interchange opened on May 5, 1952.{{Cite news |date=May 4, 1952 |title=Two Traffic Aids to Open Tomorrow; Tunnel Under 179th Street and Highbridge Interchange Will End Bottlenecks |language=en-US |page=86 |work=The New York Times |url=http://timesmachine.nytimes.com/timesmachine/1952/05/04/93368200.pdf |access-date=January 26, 2021 |issn=0362-4331 |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221253/http://timesmachine.nytimes.com/timesmachine/1952/05/04/93368200.html?pdf_redirect=true&site=false |url-status=live }}{{cite news |date=May 5, 1952 |title=179th St. Tunnel And Roadways To Open Today: Project Links Washington and George Washington Bridges and Harlem Drive A Section of Highbridge Roadway Opening Today |page=6 |work=New York Herald Tribune |url=https://www.proquest.com/docview/1322444596 |url-access=subscription |access-date=January 1, 2021 |id={{ProQuest|1322444596}} |via=ProQuest |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171504/https://www.proquest.com/docview/1322444596 |url-status=live }} 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.{{Cite news |date=1952-12-22 |title=City, State Plan Expressway Link; Interchange to Be Built Here Between Major Deegan and Cross-Bronx Highways |language=en-US |work=The New York Times |url=https://www.nytimes.com/1952/12/22/archives/city-state-plan-expressway-link-interchange-to-be-built-here.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031155106/https://www.nytimes.com/1952/12/22/archives/city-state-plan-expressway-link-interchange-to-be-built-here.html |url-status=live }} In December 1952, the city and state reached an agreement to finance the construction of an interchange at that site.{{cite news |date=22 Dec 1952 |title=State to Help City Build Its Interchange in Bronx |page=32 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1322287238}}}}
Plans for the western end of the expressway were modified substantially{{Cite news |last=Ingraham |first=Joseph C. |date=1958-11-27 |title=Cross-Bronx Road Gets Revised Plan; Better Connecting Links Are Provided -- New Harlem River Bridge Slated |language=en-US |work=The New York Times |url=https://www.nytimes.com/1958/11/27/archives/crossbronx-road-gets-revised-plan-better-connecting-links-are.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031171458/https://www.nytimes.com/1958/11/27/archives/crossbronx-road-gets-revised-plan-better-connecting-links-are.html |url-status=live }} after the Port Authority of New York and New Jersey announced in 1957 that it would construct a lower deck on the George Washington Bridge.{{cite news |last=Ingraham |first=Joseph C. |date=July 12, 1957 |title=Fund Is Allotted Bridge To Jersey |work=The New York Times |url=https://www.nytimes.com/1957/07/12/archives/fund-is-allotted-bridge-to-jersey-182000000-is-set-by-port-board.html |access-date=June 15, 2018 |issn=0362-4331 |archive-date=June 15, 2018 |archive-url=https://web.archive.org/web/20180615191832/https://www.nytimes.com/1957/07/12/archives/fund-is-allotted-bridge-to-jersey-182000000-is-set-by-port-board.html |url-status=live }} To accommodate the additional traffic from the George Washington Bridge, the Trans-Manhattan Expressway and Alexander Hamilton Bridge were to be constructed, connecting the George Washington Bridge and the Cross Bronx Expressway.{{cite news |date=August 28, 1962 |title=Dedication Rites Set Tomorrow For George Washington 2nd Deck |pages=5 |work=Tarrytown Daily News |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FTarrytown%2520Ny%2520Daily%2520News%2FTarrytown%2520Ny%2520Daily%2520News%25201962%2FTarrytown%2520Ny%2520Daily%2520News%25201962%2520-%25204859.pdf |access-date=June 18, 2018 |via=Fultonhistory.com |archive-date=January 18, 2023 |archive-url=https://web.archive.org/web/20230118221305/https://fultonhistory.com/Newspapers%2023/Tarrytown%20Ny%20Daily%20News/Tarrytown%20Ny%20Daily%20News%201962/Tarrytown%20Ny%20Daily%20News%201962%20-%204859.pdf |url-status=live }}{{cite news |last=Stengren |first=Bernard |date=February 22, 1960 |title=George Washington Bridge Loops to Open in Fall |work=The New York Times |url=https://www.nytimes.com/1960/02/22/archives/george-washington-bridge-loops-to-open-in-fall-manhattan-ramps-lead.html |access-date=June 15, 2018 |issn=0362-4331 |archive-date=June 15, 2018 |archive-url=https://web.archive.org/web/20180615190953/https://www.nytimes.com/1960/02/22/archives/george-washington-bridge-loops-to-open-in-fall-manhattan-ramps-lead.html |url-status=live }} The revised plans were announced in 1958. At the time, the Alexander Hamilton Bridge was planned to be completed in 1962, but the interchange with the Major Deegan would not open until two years after that. With the opening of the Alexander Hamilton Bridge in April 1963, the $128 million Cross Bronx was completed, but two major interchanges were still incomplete: the Highbridge Interchange with the Major Deegan Expressway (I-87), and the Bruckner Interchange with the Bruckner Expressway (I-95/I-278), the Hutchinson River Parkway, and the Hutchinson River Expressway (I-678).{{cite news |date=April 14, 1963 |title=New Bridge Completes L.I.-to-Jersey Bypass |page=528 |newspaper=The New York Times |url=https://www.nytimes.com/1963/04/14/archives/new-bridge-completes-litojersey-bypass.html |access-date=April 14, 2010 |archive-date=July 22, 2018 |archive-url=https://web.archive.org/web/20180722193648/https://www.nytimes.com/1963/04/14/archives/new-bridge-completes-litojersey-bypass.html |url-status=live }}
= Later modifications =
The $12.6 million Highbridge Interchange opened in November 1964.{{cite news |last=Ingraham |first=Joseph C. |date=November 15, 1964 |title=New York Bypass: Narrows Bridge Adds More New Ways To Avoid City's Traffic Jams |page=XX1 |newspaper=The New York Times |url=https://www.nytimes.com/1964/11/15/archives/new-york-bypass-narrows-bridge-adds-more-new-ways-to-avoid-citys.html |access-date=April 14, 2010 |archive-date=June 27, 2018 |archive-url=https://web.archive.org/web/20180627091630/https://www.nytimes.com/1964/11/15/archives/new-york-bypass-narrows-bridge-adds-more-new-ways-to-avoid-citys.html |url-status=live }}{{cite news |date=November 19, 1964 |title=Expressway Ramps Opening |page=39 |newspaper=The New York Times |url=https://select.nytimes.com/gst/abstract.html?res=FA0D15F9385E147A93CBA8178AD95F408685F9 |access-date=April 14, 2010 |archive-date=November 3, 2012 |archive-url=https://web.archive.org/web/20121103021729/http://select.nytimes.com/gst/abstract.html?res=FA0D15F9385E147A93CBA8178AD95F408685F9 |url-status=live }} The $68 million reconstruction of the Bruckner Interchange, allowing Bruckner Expressway traffic to bypass the old traffic circle, opened on January 2, 1972.{{cite news |title=The Bruckner Interchange Open at Last |first=Frank J. |last=Prial |url=https://www.nytimes.com/1972/12/21/archives/the-bruckner-interchange-open-at-last.html |newspaper=The New York Times |date=December 21, 1972 |page=40 |access-date=April 14, 2010 |archive-date=September 7, 2017 |archive-url=https://web.archive.org/web/20170907170505/http://www.nytimes.com/1972/12/21/archives/the-bruckner-interchange-open-at-last.html |url-status=live }}{{cite news |title=Metropolitan Briefs |url=https://www.nytimes.com/1972/12/31/archives/metropolitan-briefs.html |newspaper=The New York Times |date=December 31, 1972 |page=36 |access-date=April 14, 2010 |archive-date=September 7, 2017 |archive-url=https://web.archive.org/web/20170907165237/http://www.nytimes.com/1972/12/31/archives/metropolitan-briefs.html |url-status=live }} (Cross Bronx traffic passing through to the Throgs Neck Bridge had been able to avoid the circle, but drivers taking the Bruckner in either direction, including those bound for New England, had to exit onto the surface.){{cite map |title=Rand McNally Road Atlas: United States, Canada and Mexico |year=1964 |publisher=Rand McNally and Company}}
In late 2023, the U.S. government allocated $150 million for bus lanes, sidewalks, and bicycle lanes on parts of the Cross Bronx Expressway. This was part of a $258 million project to replace five bridges along the expressway.{{cite web |last=Botello |first=Camille |date=December 20, 2023 |title=Feds announce $150 million for new bus, pedestrian and cyclist lanes on the Cross Bronx – Bronx Times |url=https://www.bxtimes.com/million-cross-bronx/ |access-date=August 3, 2024 |website=Bronx Times}}{{cite web |date=December 18, 2023 |title=Cross-Bronx Expressway Project Gets A $150 Million Federal Grant |url=https://bronx.com/cross-bronx-expressway-project-gets-a-150-million-federal-grant/ |access-date=August 3, 2024 |website=The Bronx Daily}} The following June, the New York state and city governments began hosting meetings with local residents to determine how to reconnect neighborhoods that had been split during the expressway's construction.{{cite web |date=June 8, 2024 |title=Reimagining the Cross Bronx Expressway: Residents weigh-in at Parkchester meeting |url=https://brooklyn.news12.com/reimagining-the-cross-bronx-expressway-residents-weigh-in-at-parkchester-meeting |access-date=August 3, 2024 |website=News 12 - Default}} The state government planned to finalize the designs for the five new bridges by late 2024; at the time, the project was scheduled to take four years. Several environmental groups objected to the bridge replacement, saying that the state government had not solicited enough feedback from local residents.{{cite web |last=Custodio |first=Jonathan |date=July 31, 2024 |title=Local Opposition Grows Against Project to ‘Transform’ Cross Bronx Expressway |url=https://www.thecity.nyc/2024/07/31/cross-bronx-expressway-bridge-reconstruction/ |access-date=August 3, 2024 |website=THE CITY - NYC News}}
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.{{cite book|author-link=Robert Caro|last=Caro|first=Robert A.|title=The Power Broker: Robert Moses and the fall of New York|location=New York|publisher=Knopf|year=1974|isbn=0-394-48076-7}} The expressway's construction displaced many residents, who generally were not relocated to adequate housing.The Cross-Bronx Double Cross: How the cross-Bronx ... - Fordham University. (n.d.). Retrieved October 30, 2022, from https://research.library.fordham.edu/cgi/viewcontent.cgi?article=1019&context=amer_stud_theses {{Webarchive|url=https://web.archive.org/web/20230112005626/https://research.library.fordham.edu/cgi/viewcontent.cgi?article=1019&context=amer_stud_theses |date=January 12, 2023 }} 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.{{Cite news |last=Ley |first=Ana |date=2022-09-12 |title=A Plan to Push Cars Out of Manhattan Could Make the Bronx's Air Dirtier |language=en-US |work=The New York Times |url=https://www.nytimes.com/2022/09/12/nyregion/nyc-congestion-pricing-manhattan-bronx.html |access-date=2022-10-31 |issn=0362-4331 |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031134917/https://www.nytimes.com/2022/09/12/nyregion/nyc-congestion-pricing-manhattan-bronx.html |url-status=live }}
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. This is partially responsible for the public opposition to many other planned expressways in New York City that were later cancelled – in particular, the Lower Manhattan Expressway,Ric Burns, New York: A Documentary Film, episode 7, The American Experience, PBS Television, WNET New York and WGBH Boston, 1999. and may have provided impetus to Jane Jacobs, an American expatriate, in her opposition to the Scarborough Expressway in Toronto. Architect Ronald Shiffman argues that the Cross Bronx Expressway "ripped through the heart of the Bronx, creating what was a wall between what eventually was known as the Northern and Southern part of the Bronx."{{Cite web|url=http://www.bbc.co.uk/programmes/b090c4f8|title=Citizen Jane: Battle for the City - BBC Four|website=BBC|access-date=2017-10-15|archive-date=November 5, 2017|archive-url=https://web.archive.org/web/20171105013956/http://www.bbc.co.uk/programmes/b090c4f8|url-status=live}}
= Health issues =
The Cross Bronx Expressway accounts for a large proportion of the Bronx's roadway pollution.The Cross-Bronx Double Cross: How the cross-Bronx ... - Fordham University. (n.d.). Retrieved October 30, 2022, from https://research.library.fordham.edu/cgi/viewcontent.cgi?article=1019&context=amer_stud_theses {{Webarchive|url=https://web.archive.org/web/20230112005626/https://research.library.fordham.edu/cgi/viewcontent.cgi?article=1019&context=amer_stud_theses |date=January 12, 2023 }}{{cite web |date=September 29, 2020 |title=For Some Near the Cross Bronx Expressway, COVID-19 is an Environmental Justice Issue, Too |url=https://www.thecity.nyc/2020/9/28/21492252/cross-bronx-expressway-covid-19-environmental-justice-nyc |access-date=October 31, 2022 |website=The City |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031134928/https://www.thecity.nyc/2020/9/28/21492252/cross-bronx-expressway-covid-19-environmental-justice-nyc |url-status=live }} 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. 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. To decrease emissions from the Cross Bronx Expressway, community activists proposed constructing a freeway lid in the early 2020s.{{cite web |date=May 1, 2022 |title=Study: Rise in South Bronx traffic congestion contributing to further health problems |url=https://bronx.news12.com/study-rise-in-south-bronx-traffic-congestion-contributing-to-further-health-problems |access-date=October 31, 2022 |website=News 12 - The Bronx |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031134919/https://bronx.news12.com/study-rise-in-south-bronx-traffic-congestion-contributing-to-further-health-problems |url-status=live }}{{Cite web |date=2022-09-07 |title=The wealth divide linked to 370 heat deaths in New York each year |url=https://www.theguardian.com/us-news/2022/sep/07/new-york-heat-deaths-map-inequality |access-date=2022-10-31 |website=the Guardian |language=en |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031134917/https://www.theguardian.com/us-news/2022/sep/07/new-york-heat-deaths-map-inequality |url-status=live }}
= Congestion =
The expressway is one of the main routes for shipping and transportation through New York City due to its connections with New Jersey via the George Washington Bridge, Long Island via the Throgs Neck and Whitestone Bridges, Upstate New York via I-87 northbound and the Bronx River Parkway, Manhattan via I-87 southbound to the Robert F. Kennedy Bridge or the Trans-Manhattan Expressway (extension of the Cross Bronx Expressway westward) and the Henry Hudson Parkway, and New England via the New England Thruway (I-95) and the Hutchinson River Parkway. As such, the expressway is also known for its extreme traffic problems; in 2000, nearly 180,000 vehicles used the Cross Bronx's six lanes every day.{{Cite news|last=Feuer|first=Alan|date=2002-09-20|title=Hell on Wheels, and Nerves; If Ever There Was a Mean Street, It's the Cross Bronx|language=en-US|work=The New York Times|url=https://www.nytimes.com/2002/09/20/nyregion/hell-on-wheels-and-nerves-if-ever-there-was-a-mean-street-it-s-the-cross-bronx.html|access-date=2022-10-31|issn=0362-4331|archive-date=July 17, 2016|archive-url=https://web.archive.org/web/20160717234501/http://www.nytimes.com/2002/09/20/nyregion/hell-on-wheels-and-nerves-if-ever-there-was-a-mean-street-it-s-the-cross-bronx.html|url-status=live}} It is not uncommon for truckers to use the Cross-Westchester Expressway to the New York State Thruway and the Major Deegan Expressway to get around this stretch of I-95. Proposals have been made to make dedicated truck lanes, add express bus service, and build decking on the open trenches to allow for parks, although to no avail.{{cite web |url=http://www.nycroads.com/roads/cross-bronx |title=Cross Bronx Expressway (I-95, I-295 and US 1) |work=NYCRoads |last=Anderson |first=Steve |access-date=February 6, 2012 |archive-date=January 19, 2012 |archive-url=https://web.archive.org/web/20120119173547/http://www.nycroads.com/roads/cross-bronx/ |url-status=live }}
In both 2008 and 2007, Inrix cited the Cross Bronx Expressway's westbound exit 4B (Bronx River Parkway) as being the worst intersection in the United States. In 2008, the expressway's exits included three out of the top four on the list, and four of the top five in 2007.{{Cite news |last=Bruner |first=Jon |date=February 25, 2009 |title=America's Worst Intersections |periodical=Forbes |url=https://www.forbes.com/2009/02/24/traffic-intersections-worst-lifestyle-autos_intersections_full-list.html |access-date=March 1, 2009 |archive-date=March 1, 2009 |archive-url=https://web.archive.org/web/20090301151733/http://www.forbes.com/2009/02/24/traffic-intersections-worst-lifestyle-autos_intersections_full-list.html |url-status=live }} Congestion is often exacerbated by the fact that large portions of the Cross Bronx Expressway does not meet modern Interstate standards, as well as the relative lack of arterial roads between the West Bronx and East Bronx.{{cite web |date=October 2, 1992 |title=Bronx Arterial Needs Major Investment Study: NYSDOT |url=https://www.dot.ny.gov/regional-offices/region11/projects/project-repository/bxmis/techmemo2-execsum.html |access-date=October 31, 2022 |website=New York State Department of Transportation |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031180243/https://www.dot.ny.gov/regional-offices/region11/projects/project-repository/bxmis/techmemo2-execsum.html |url-status=live }} Large portions of the expressway do not have shoulders, so even minor breakdowns could cause congestion.{{Cite news|last=Dolnick|first=Sam|date=2010-04-02|title=On Bronx Stoops, a Highway's Traffic Entertains|language=en-US|work=The New York Times|url=https://www.nytimes.com/2010/04/02/nyregion/02bottleneck.html|access-date=2022-10-31|issn=0362-4331|archive-date=October 31, 2022|archive-url=https://web.archive.org/web/20221031180243/https://www.nytimes.com/2010/04/02/nyregion/02bottleneck.html|url-status=live}} A 2002 study by the New York State Department of Transportation found that the expressway also had short entrance and exit ramps, poor sightlines, and dim lighting. Other issues were caused by the fact that the expressway's service roads were discontinuous, forcing traffic onto the expressway or local streets.
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.{{cite web |last=Sundaram |first=Arya |date=September 18, 2022 |title=Environmental study of congestion-pricing plans has Bronx residents asking: What's in it for us? |url=https://gothamist.com/news/environmental-study-of-congestion-pricing-plans-has-bronx-residents-asking-whats-in-it-for-us |access-date=October 31, 2022 |website=Gothamist |archive-date=October 31, 2022 |archive-url=https://web.archive.org/web/20221031110449/https://gothamist.com/news/environmental-study-of-congestion-pricing-plans-has-bronx-residents-asking-whats-in-it-for-us |url-status=live }} After congestion pricing was enacted in 2025, traffic on the Cross Bronx Expressway increased as well, leading to concerns that the toll would worsen already-high levels of air pollution.{{Cite news |last=Howard |first=Hilary |date=February 2, 2025 |title=The South Bronx Has a Pollution Issue. Congestion Pricing May Worsen It. |url=https://www.nytimes.com/2025/02/02/nyregion/congestion-pricing-air.html |access-date=February 2, 2025 |work=The New York Times |language=en-US |issn=0362-4331}}
Exit list
The mileposts below follow actual signage, even though the route is continuous. {{NYinttop|exit|borough=The Bronx|length_ref={{cite web |url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/Traffic%20Volume%20Report%202010.pdf |title=2010 Traffic Volume Report for New York State |date=July 25, 2011 |page=151 |publisher=New York State Department of Transportation |access-date=February 6, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120927164825/https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/Traffic%20Volume%20Report%202010.pdf |archive-date=September 27, 2012 }}{{google maps |url=https://www.google.com/maps/dir/40.8456904,-73.929478/40.818494,-73.8081506/@40.8479495,-73.9070389,12.57z/data=!4m9!4m8!1m5!3m4!1m2!1d-73.8493889!2d40.8298573!3s0x89c2f4c92a772be1:0xe1a36e1700972681!1m0!3e0 |access-date=January 9, 2016}}{{cite web |url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-BronxCounty-2016.zip |title=Bronx County Inventory Listing |date=August 7, 2015 |publisher=New York State Department of Transportation |format=CSV |access-date=September 5, 2017 |archive-date=January 24, 2020 |archive-url=https://web.archive.org/web/20200124222204/https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-BronxCounty-2016.zip |url-status=live }}}}
{{NYCint|exit
|borough=Bronx
|location=Morris Heights
|lspan=5
|mile=1.41
|mspan=3
|type=concur
|exit=–
|road={{jct|state=NY|I|95|US|1|dir1=south|dir2=south|location1=George Washington Bridge|location2=Newark, NJ|name2=Alexander Hamilton Bridge}}
|notes=Continuation south; western end of I-95/US 1 concurrency
}}
{{NYCint|exit
|mile=none
|exit=1B
|type=incomplete
|road=To Amsterdam Avenue
|notes=Westbound exit and eastbound entrance; access via Washington Bridge
}}
{{NYCint|exit
|mile=none
|exit=1C-D
|road={{jct|state=NY|I|87|name1=Major Deegan Expressway|city1=Albany|city2=Queens|location3=Yankee Stadium}}
|notes=Signed as exits 1C (north) and 1D (south); exits 7N on I-87
}}
{{NYCint|exit
|mile=2.08
|mspan=2
|exit=2A
|road=Jerome Avenue
}}
{{jcttunnel|exit
|mile=none
|tunnel=Tunnel under Jennie Jerome Playground
}}
{{NYCint|exit
|borough=Bronx
|location=Tremont
|lspan=2
|type=concur
|mile=2.66
|exit=2B
|road={{jct|state=NY|US|1|dir1=north|name1=Webster Avenue}}
|notes=Eastbound exit and westbound entrance; eastern end of US 1 concurrency
}}
{{NYCint|exit
|mile=2.95
|exit=3
|type=incomplete
|road={{jct|state=NY|road|Third Avenue|US|1|dir2=north|name2=Webster Avenue|to2=yes}}
|notes=Westbound exit and eastbound entrance
}}
{{jcttunnel|exit
|location_special=West Farms
|lspan=2
|mile=
|tunnel=Tunnel under East 176th Street
}}
{{NYCint|exit
|type=incomplete
|mile=3.97
|exit=4A
|road={{jct|state=NY|NY|895|dir1=south|name1=Sheridan Boulevard|location1=RFK Bridge}}
|notes=Eastbound exit and westbound entrance; northern terminus of NY 895; former I-895
}}
{{NYCint|exit
|borough=Bronx
|location=Soundview
|mile=4.34
|exit=4B
|road={{jct|state=NY|Parkway|Bronx River NYC|dir1=north|road|Rosedale Avenue}}
|notes=Exit 4 on Bronx River Parkway
}}
{{NYCint|exit
|borough=Bronx
|location=Parkchester
|lspan=2
|mile=5.05
|exit=5A
|road=White Plains Road / Westchester Avenue
}}
{{jcttunnel|exit
|mile=
|tunnel=Tunnel under Hugh J. Grant Circle
}}
{{NYCint|exit
|borough=Bronx
|location=Castle Hill
|type=incomplete
|mile=5.60
|exit=5B
|road=Castle Hill Avenue
|notes=Eastbound exit and westbound entrance
}}
{{NYCint|exit
|borough=Bronx
|location=Throggs Neck
|lspan=7
|type=incomplete
|mile=5.76
|mile2=9.79
|line=yes
|mspan=2
|exit=6A
|road={{jct|state=NY|I|678|dir1=south|location1=Whitestone Bridge|location2=Queens}}
|notes=Eastbound exit and westbound entrance; exit 19S on I-678
}}
{{NYCint|exit
|mile=none
|exit=6B
|type=concur
|road={{jct|state=NY|I|95|dir1=north|name1=Bruckner Expressway|location1=New Haven}}
{{jct|state=NY|I|295|dir1=begins}}
|notes=Eastbound exit and westbound entrance; eastern end of I-95 concurrency; northern terminus of I-295
}}
{{NYCint|exit
|mile=
|type=incomplete
|exit=12
|road={{jct|state=NY|I|278|dir1=west|name1=Bruckner Expressway|location1=Manhattan}}
|notes=Westbound exit and eastbound entrance; eastern terminus of I-278
}}
{{NYCint|exit
|mile=8.81
|exit=11
|road=Randall Avenue
}}
{{NYCint|exit
|mile=8.04
|exit=10
|type=incomplete
|road={{jct|state=NY|I|695|dir1=north|I|95|dir2=north|to2=yes|location1=New Haven, CT}}
|notes=Westbound exit and eastbound entrance; southern terminus of I-695
}}
{{NYCint|exit
|mile=7.71
|exit=9
|road=Harding Avenue / Pennyfield Avenue
}}
{{NYCint|exit
|mile=7.31
|type=etc
|exit=–
|road={{jct|state=NY|I-Toll|295|dir1=south|name1=Throgs Neck Bridge|location1=Long Island}}
|notes=Continuation south; eastern end of I-295 concurrency
}}
{{jctbtm|keys=incomplete,concur,etc}}
Notes
{{Notelist}}
References
{{Reflist}}