Robert F.

Kennedy Bridge
The Robert F. Kennedy Bridge (RFK Bridge;
Robert F. Kennedy Bridge
commonly known under its previous name, the
(Triborough Bridge)
Triborough Bridge) is a complex of bridges and
elevated expressway viaducts[3] in New York City.
The bridges link the boroughs of Manhattan,
Queens, and the Bronx. The viaducts cross
Randalls and Wards Islands, previously two islands
and now joined by landfill.

The RFK Bridge, a toll bridge, carries Interstate

278 (I-278) as well as the unsigned highway New
York State Route 900G. It connects with the FDR
Drive and the Harlem River Drive in Manhattan,
the Bruckner Expressway (I-278) and the Major The Queens–Wards Island span of the bridge, over
Deegan Expressway (Interstate 87) in the Bronx, the East River
and the Grand Central Parkway (I-278) and Astoria Coordinates 40°46′50″N 73°55′39″W
Boulevard in Queens.
Carries 8 lanes of I-278 (Bronx and
The three primary bridges of the RFK Bridge Queens spans)
complex are:[3] 6 lanes of NY 900G (Manhattan
span)
The vertical-lift bridge over the Harlem Crosses East River, Harlem River and
River, the largest in the world, connecting
Bronx Kill
Manhattan Island to Randalls Island (all
within Manhattan) Locale New York City, United States
The truss bridge over Bronx Kill, Official name Robert F. Kennedy Bridge
connecting Randalls Island to the Bronx
Other RFK Triborough Bridge, Triboro
The suspension bridge over Hell Gate (a
strait of the East River), connecting Wards name(s) Bridge, RFK Bridge
Island to Astoria in Queens Maintained MTA Bridges and Tunnels
These three bridges are connected by an elevated by
highway viaduct across Randalls and Wards Islands Characteristics
and 14 miles (23 km) of support roads. The viaduct Design Suspension bridge, lift bridge,
includes a smaller span across the former site of truss bridge
Little Hell Gate, which separated Randalls and
Total length 2,780 feet (850 m) (Queens span)
Wards Islands.[3][4] Also part of the complex is a
770 feet (230 m) (Manhattan
grade-separated T-interchange on Randalls Island,
span)
which sorted out traffic in a way that ensured that
1,600 feet (490 m) (Bronx span)
drivers paid a toll at only one bank of tollbooths.[5]
Width 98 feet (30 m) (Queens span)
The tollbooths have since been removed, and all
tolls are collected electronically at the approaches to Longest span 1,380 feet (420 m) (Queens span)
each bridge. 310 feet (94 m) (Manhattan span)
The bridge complex was designed by Allston Dana 383 feet (117 m) (Bronx span)
with the collaboration of Othmar Ammann and Clearance 14 feet 6 inches (4.42 m)
architect Aymar Embury II,[6] and has been called above (Queens/Bronx spans)
"not a bridge so much as a traffic machine, the 13 feet 10 inches (4.22 m)
largest ever built".[5] The American Society of Civil (Manhattan span)
Engineers designated the Triborough Bridge Project Clearance 143 feet (44 m) (Queens span)
as a National Historic Civil Engineering Landmark below 135 feet (41 m) (Manhattan span
in 1986.[7] The bridge is owned and operated by when raised)
MTA Bridges and Tunnels (formally the 55 feet (17 m) (Bronx span)
Triborough Bridge and Tunnel Authority, or
History
TBTA), an affiliate of the Metropolitan
Transportation Authority. Construction $60,300,000[1]
cost

Description Opened July 11, 1936

Statistics
The RFK Bridge is made of four segments. The
Daily traffic 95,552 (Queens–Manhattan and
three primary spans traverse the East River to
Bronx–Manhattan, 2016)[2]
Queens; the Harlem River to Manhattan; and Bronx
83,053 (Queens–Bronx, 2016)[2]
Kill to the Bronx,[8] while the fourth is a T-shaped
approach viaduct that leads to an interchange plaza Toll As of August 6, 2023, $11.19
between the three primary spans on Randalls (Tolls By Mail and non-New York
Island. The Queens arm of the viaduct formerly E-ZPass); $6.94 (New York E-
crossed Little Hell Gate, a creek located between ZPass); $9.11 (Mid-Tier NYCSC
Randalls Island to the north and Wards Island to the E-Z Pass)
south.[3] Excluding elevated ramps, the segments Location
are a total of 17,710 feet (5,400 m) long, with a
13,560-foot-long (4,130 m) span between the
Bronx and Queens, and a 4,150-foot-long
(1,260 m) span between Manhattan and the
interchange plaza.[9][10][8] In total, the bridge
contains 17.5 miles (28.2 km) of roadway,
including elevated ramps.[11]

The bridge was primarily designed by chief

engineer Othmar H. Ammann and architect Aymar
Embury II.[6] Wharton Green served as the Public
Works Administration (PWA)'s resident engineer for the project.[12]

East River suspension bridge (I-278)

The East River span, a suspension bridge across the Hell Gate of the East River, connects Queens with
Wards Island. It carries eight lanes of Interstate 278, four in each direction, as well as a sidewalk on the
northeastern side. The span connects to Grand Central Parkway, and indirectly to the Brooklyn–Queens
Expressway (I-278), in Astoria, Queens.[13] Originally it connected to the intersection of 25th Avenue and
31st Street; the former was later renamed Hoyt Avenue.[14] The suspension span was designed by chief
engineer Othmar Ammann.[15] The span was originally designed to be double-decked, with eight lanes on
 each deck.[16][10] When the construction of the
Triborough Bridge was paused in 1932 due to lack of
funding, the suspension span was downsized to a
single deck. There are Warren trusses on each side of
the span, which stiffen the deck.[16]

The center span between the two suspension towers is

1,380 feet (421 m) long,[16][17] and the side spans
between the suspension towers and the anchorages are
each 700 feet (213 m) long.[16] The total length of the
The East River suspension bridge, pictured in 2021 bridge is 2,780 feet (847 m), and the deck is 98 feet
(30 m) wide.[16] The columns under the Wards Island
approach roadway were originally placed atop 400,000
steel ball bearings, allowing the roadway to move sideways by up to 13.25 inches (337 mm) in either
direction.[17]

At mean high water, the towers are 315 feet (96 m) tall, and there is 143 feet (44 m) of clearance under the
middle of the main span.[16] The suspension towers were originally designed by Arthur I. Perry. Each tower
was supposed to have two ornate arches at the top, similar to the Brooklyn Bridge, and was to have been
supported by four legs: two on the outside and two in the center.[18][10] A 1932 article described that each
tower would be made of 5,000 tons of material, including 3,680 tons of steel.[10] The final design of the
suspension towers, by Ammann, consists of comparatively simple cross bracing supported by two legs.[18]
The tops of each tower contain cast iron saddles in the Art Deco style, over which the bridge's main cables
run. These are topped by 30-foot (9.1 m) decorative lanterns with red aircraft warning lights.[19]

The span is supported by two main cables, which suspend the deck and are held up by the suspension
towers. Each cable is 20 inches (51 cm) in diameter and contains 10,800 miles (17,400 km) of individual
wires.[20] Each main cable is composed of 37 strands of 248 wires, for a total of 9,176 wires in each cable.
The wires are fastened together by "strand shoes", placed at regular intervals.[21] At the Wards Island and
Astoria ends of the suspension span, there are two anchorages that hold the main cables.[10][21] The
anchorages contain a combined 133,500 tons of concrete.[20] There are also bents atop each anchorage,
which conceal the ends of each main cable.[21]

Harlem River lift bridge (NY 900G)

The Harlem River span is a lift bridge that connects
Manhattan with Randalls Island, designed by chief
engineer Ammann.[15] It carries six lanes of New York
State Route 900G (NY 900G), an unsigned reference
route, as well as two sidewalks, one on each side.[23]
The Harlem River lift bridge in 2007
The span connects to FDR Drive and Harlem River
Drive, as well as the intersection of Second Avenue
and East 125th Street, in East Harlem, Manhattan. At the time of its
New York State Route 900G
completion, the Harlem River lift bridge had the largest deck of
any lift bridge in the world, with a surface area of 20,000 square Location Manhattan
feet (1,900 m2 ). To lighten the deck, it was made of asphalt paved
Length 0.66 mi[22] (1,060 m)
onto steel girders, rather than of concrete.[24]
The movable span is 310 feet (94 m) long[23][24] and 92 feet (28 m) wide.[23] The side spans between the
movable span and the approach viaducts are each 195 feet (59 m) long. The total length of the bridge is 700
feet (213 m).[24] The towers are 210 feet (64 m) above mean high water. Each of the lift towers is supported
by two clusters of four columns, which supports the bridge deck. A curved truss at the top of each pair of
column clusters forms an arch directly underneath the deck.[24]

The lift span is 55 feet (17 m) above mean high water in the "closed" position, but can be raised to 135 feet
(41 m).[23][25] The movable section is suspended by a total of 96 wire ropes, which are wrapped around
pulleys with 15-foot (4.6 m) diameters.[25] These pulleys, in turn, are powered by four motors that can
operate at 200 horsepower (149 kW).[24][26]

Exit list
NY 900G is officially maintained as a north–south route, despite its largely east-west progression.[22] The
entire route is in the New York City borough of Manhattan. All exits are unnumbered.

Location mi[27] km Destinations Notes

I-278 west to Grand Southern terminus

Central Parkway east – Queens,
Airports
Randall's
0.0 0.0
Island
Southbound exit and northbound
I-278 east to I-87 north – entrance; exit 46 on I-278
Bronx, Bruckner Expressway

Southbound exit and northbound

Randall's Island, Icahn Stadium
entrance; access via Central Road

Harlem 0.2– 0.32–

Bridge (southbound toll)
River 0.4 0.64

Northbound exit and southbound

0.4 0.64 FDR Drive south / Harlem entrance; exit 17 on FDR Drive/Harlem
East River Drive north River Drive
Harlem
East 124th Street Southbound entrance only
0.6 0.97
East 125th Street / 2nd Avenue Northern terminus; at-grade intersection
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
Electronic toll collection · Incomplete access

Bronx Kill crossing (I-278)

The Bronx Kill span is a truss bridge that connects the Bronx with Randalls Island. It carries eight lanes of
I-278, as well as two sidewalks, one on each side. The span connects to Major Deegan Expressway (I-87)
and the Bruckner Expressway (I-278) in Mott Haven, Bronx.[13] It originally connected to the intersection
of East 134th Street and Cypress Avenue, a site now occupied by the interchange between I-87 and I-
278.[14] The truss span was designed by consulting engineers Ash-Howard-Needles and Tammen.[15]
The Bronx Kill span contains three main truss crossings, which are
fixed spans because the Bronx Kill is not used by regular boat
traffic.[26] The main truss span across the Bronx Kill is 383 feet
(117 m) long,[15] while the approaches are a combined 1,217 feet
(371 m).[4][15] The total length of the bridge is 1,600 feet (488 m).
The truss span is 55 feet (17 m) above mean high water.[15]

Interchange plaza and approach viaducts

Bronx Kill crossing in 2008
The three spans of the RFK Bridge intersect at a grade-separated T-
interchange on Randalls Island.[13] The span to Manhattan
intersects perpendicularly with the I-278 viaduct between the
Bronx and Queens spans.[26] Although I-278 is signed as a
west-east highway, the orientation of I-278 on the bridge is
closer to a north-south alignment, with the southbound
roadway carrying westbound traffic, and the northbound
roadway carrying eastbound traffic.[13] Two circular ramps
carry traffic to and from eastbound I-278 and the RFK lift
bridge to Manhattan.[13][28][29] Randalls and Wards Islands
are accessed via exits and entrances to and from westbound I-
278; to and from the westbound lift bridge viaduct; to Renovation of interchange plaza viaduct,
eastbound I-278; and from the eastbound lift bridge viaduct. seen in 2016
Eastbound traffic on I-278 accesses the island by first exiting
onto the lift bridge viaduct.[13]

The interchange plaza originally contained two tollbooths: one

for traffic traveling to and from Manhattan, and one for traffic
traveling on I-278 between the Bronx and Queens. The
tollbooths were arranged so vehicles only paid one toll upon
entering Randalls and Wards Islands, and there was no charge
to exit the island.[5][28][29] The elevated toll plazas had a
surface area of about 9 acres (3.6 ha) and were supported by TBTA headquarters on Randalls Island,
1,700 columns, all hidden behind a concrete retaining wall. [28] near the Manhattan span
In 2017, the MTA started collecting all tolls electronically at
the approaches to each bridge,[30] and the tollbooths were
removed from the toll plazas on the RFK Bridge and all other MTA Bridges and Tunnels crossings.[31][32]

The Robert Moses Administration Building, a two-story Art Deco structure designed by Embury, served as
the headquarters of the TBTA (now the MTA's Bridges and Tunnels division). The building was next to the
Manhattan span's plaza, to which it was connected. In 1969, the Manhattan span's toll plaza was relocated
west and the I-278 toll plaza was relocated south, and both toll plazas were expanded more than threefold.
This required the destruction of the building's original towers. A room was built in 1966 to store Moses's
models and blueprints of planned roads and crossings, but they were relocated to the MTA's headquarters at
2 Broadway in the 1980s. The building was renamed after Moses in 1989.[33]
The interchange plaza connects with the over-water spans via a three-legged concrete viaduct that has a
total length of more than 2.5 miles (4.0 km). The segments of the viaduct rest atop steel girders, which in
turn are placed perpendicularly between concrete piers spaced 60 to 140 feet (18 to 43 m) apart.[24] Each
pier is supported by a set of three octagonal columns. The viaduct is mostly eight lanes wide, except at the
former locations of the toll plazas, where it widens. The viaduct once traversed Little Hell Gate, a small
creek that formerly separated Randalls Island to the north and Wards Island to the south; the waterway has
since been filled in.[28] The viaduct rose 62 feet (19 m) above the mean high water of Little Hell Gate.[26]

Development

Planning

Initial plans
Edward A. Byrne, chief engineer of the New York City Department of Plant and Structures, first announced
plans for connecting Manhattan, Queens and the Bronx in 1916.[34][15] The next year, the Harlem Boards
of Trade and Commerce and the Harlem Luncheon Association announced their support for such a bridge,
which was proposed to cost $10 million. The "Tri-Borough Bridge", as it was called, would connect 125th
Street in Manhattan, St. Ann's Avenue in the Bronx, and an as-yet-undetermined location in Queens. It
would parallel the Hell Gate Bridge, a railroad bridge connecting Queens and the Bronx via Randalls and
Wards Islands.[35] Plans for the Tri-Borough Bridge were bolstered by the 1919 closure of a ferry between
Yorkville in Manhattan and Astoria in Queens.[36]

A bill to construct the bridge was proposed in the New York State
Legislature in 1920.[37] Gustav Lindenthal, who had designed the
Hell Gate Bridge, criticized the Tri-Borough plan as "uncalled
for", as the new Tri-Borough Bridge would parallel the existing
Hell Gate Bridge. He stated that the Hell Gate Bridge could be
retrofitted with an upper deck for vehicular and pedestrian use.[38]
Queens borough president Maurice K. Connolly also opposed the
bridge, arguing that there was no need to construct a span between
Queens and the Bronx due to low demand. Connolly also said that
a bridge between Queens and Manhattan needed to be built further
downstream, closer to the Queensboro Bridge, which at the time
was the only bridge between the two boroughs.[39][40]
Map of the bridge's path, highlighted
in red
The Port of New York Authority included the proposed Tri-
Borough Bridge in a report to the New York state legislature in
1921.[41] The following year, the planned bridge was also included in a "transit plan" published by Mayor
John Francis Hylan, who called for the construction of the Tri-Borough Bridge as part of the city-operated
Independent Subway System (see § Public transportation).[42][43] In March 1923, a vote was held on
whether to allocate money to perform surveys and test borings, as well as create structural plans for the Tri-
Borough Bridge. The borough presidents of Manhattan and the Bronx voted for the allocation of the funds,
while the presidents of Queens and Staten Island agreed with Hylan, who preferred the construction of the
new subway system instead of the Tri-Borough Bridge.[44] The bridge allocation was ultimately not
approved.[45] Another attempt at obtaining funds was declined in 1924, although there was a possibility that
the bridge could be built based on assessment plans that were being procured.[46]

Funding
The Tri-Borough Bridge project finally received funding in June 1925, when the city appropriated $50,000
for surveys, test borings and structural plans. Work started on a tentative design for the bridge.[4][47] By
December 1926, the $50,000 allotment had been spent on bores.[48] Around the same time, the proposal to
convert the Hell Gate Bridge resurfaced.[49] Albert Goldman, the Commissioner of Plant and Structures,
had finished a tentative report for the Tri-Borough Bridge by that time; however, it was not immediately
submitted to the New York City Board of Estimate as a result of a reorganization of the city's proposed
budget.[50][51] Goldman finally published the report in March 1927, stating that the bridge was estimated to
cost $24.6 million.[52] He explained that the Hell Gate Bridge only had enough space for five lanes of
roadway, so a new bridge would have to be constructed parallel to it.[53]

Though two mayoral committees endorsed the Tri-Borough plan,[54] as did several merchants'
associations,[55] construction was delayed for a year because of a lack of funds.[56] The Board of Estimate
did approve $150,000 in May 1927 for preliminary borings and soundings.[57] That September, a group of
entrepreneurs proposed to fund the bridge privately.[58] Under this plan, the bridge would be set up as a toll
bridge, and ownership would be transferred to the city once the bridge was paid for.[59] In August 1928,
Mayor Jimmy Walker received a similar proposal from the Long Island Board of Commerce to build the
Tri-Borough Bridge using $32 million of private capital.[60] The Queens Chamber of Commerce also
favored setting up tolls on the bridge to pay for its construction.[61] Yet another plan called for financing the
bridge using proceeds from a bond issue, which would also pay for the proposed Queens–Midtown
Tunnel.[62]

The Tri-Borough Bridge was being planned in conjunction with the Brooklyn–Queens Expressway, which
would create a continuous highway between the Bronx and Brooklyn with a southward extension over The
Narrows to Staten Island. In January 1929, New York City aldermanic president Joseph V. McKee
endorsed the bridge, saying there was enough funding to begin one of four proposed bridges on the
expressway's route.[63] The newly elected borough president of Queens, George U. Harvey, also endorsed
the bridge, as did Brooklyn Chamber of Commerce leader George Vincent McLaughlin.[64] Trade groups
petitioned Mayor Walker to take up the bridge's construction.[65] By the end of the month, Walker
acquiesced, and he had included both the Tri-Borough Bridge and a tunnel under the Narrows in his 10-
year traffic program.[66] The preliminary borings were completed by late February 1929.[67] The results of
the preliminary borings showed that the bedrock in the ground underneath the proposed bridge was
sufficient to support the spans' foundations.[68]

In early March, the Board of Estimate voted to start construction on the bridge and on the Narrows tunnel
once funding was obtained. The same month, the board allocated $3 million toward the bridge's
construction.[69][70] Separately, the Board of Estimate voted to create an authority to impose toll charges on
both crossings.[71] In April 1929, the New York state legislature voted to approve the Tri-Borough Bridge
as well as a prison on Rikers Island before adjourning for the fiscal year.[72] The same month, New York
state governor Franklin D. Roosevelt signed the bill to approve the relocation of about 700 beds in Wards
Island's mental hospital, which were in the way of the proposed bridge's suspension span to Queens.[73]
The New York state legislature later approved a bill that provided for the relocation of the Queens span's
Wards Island end, 1,100 feet (340 m) to the west, thereby preserving hospital buildings from demolition.[74]

Finalization of plans
The bridge was ultimately planned to cost $24 million
and was planned to start construction in August
1929.[75] By July, the groundbreaking was scheduled
for September.[76] The preliminary Triborough Bridge
proposal comprised four bridges: a suspension span
across the East River to Queens; a truss span across
Bronx Kill to the Bronx; a fixed span across the
Harlem River to Manhattan; and a steel arch viaduct
across the no-longer-extant Little Hell Gate between
Randalls and Wards Islands.[76]
Queens suspension span over the East River,
In August 1929, plans for the bridge were submitted to seen at dusk
the United States Department of War for approval to
ensure that the proposed Tri-Borough Bridge would
not block any maritime navigation routes. Railroad and shipping groups objected that the proposed Harlem
River span, with a height of 50 feet (15 m) above mean high water, was too short for most ships, and
suggested building a 135-foot-high (41 m) suspension span over the Harlem River instead.[77] Because of
complaints about maritime navigational clearance, the Department of War approved an increase in the
Harlem River fixed bridge's height to 55 feet (17 m), as well as an increase in the length of the Hell Gate
suspension bridge's main span from 1,100 to 1,380 feet (340 to 420 m).[74]

Initial construction
The scale of the Triborough Bridge project, including its approaches, was such that hundreds of large
apartment buildings were demolished to make way for it. The structure used concrete from factories "from
Maine to the Mississippi", and steel from 50 mills in Pennsylvania. To make the formwork for pouring the
concrete, a forest's worth of trees on the Pacific Coast was cut down.[9] Robert Caro, the author of a
biography on Long Island State Parks commissioner and Triborough Bridge and Tunnel Authority chairman
Robert Moses, wrote about the project:

Triborough was not a bridge so much as a traffic machine, the largest ever built. The amount of
human energy expended in its construction gives some idea of its immensity: more than five
thousand men would be working at the site, and these men would only be putting into place
the materials furnished by the labor of many times five thousand men; before the Triborough
Bridge was completed, its construction would have generated more than 31,000,000 man-
hours of work in 134 cities in twenty states.[5]

First contracts
The Board of Estimate approved the first contracts for the Triborough Bridge in early October 1929,
specifically for the construction bridge piers on Randalls and Wards Islands and in Queens. This allowed
for the start of construction on the Triborough Bridge's suspension span to Queens.[74] A groundbreaking
ceremony was held in Astoria Park, Queens, on October 25, 1929, just a day after Black Thursday, which
started the Great Depression.[20] Mayor Walker turned over the first spadeful of dirt for the bridge in front
of 10,000 visitors.[78] After the groundbreaking ceremony, further construction was delayed because the
company originally contracted to build the piers, the Albert A. Volk Company, refused to carry out the
contract. In early December, the contract for the piers was reassigned to the McMullen Company.[79]
Meanwhile, the Board was condemning the land in the path of the bridge's approaches.[80] However, this
process was also postponed because homeowners wanted to sell their property to the city at exceedingly
high prices.[81]

The War Department gave its approval to the Bronx Kills, East River, and Little Hell Gate spans in late
April 1930, after construction was already underway on the Queens suspension span across the East
River.[82] A week later, the War Department also approved the Harlem River span, with another
amendment: the span was now a movable lift bridge, which could be raised to allow maritime traffic to
pass.[83] Shortly afterward, a special mayoral committee sanctioned a $5 million expenditure for the
Triborough project,[84] and in July 1930, a $5 million bond issue to fund the Triborough Bridge's
construction was passed.[85]

Plans for an expressway to connect to the bridge's Queens end were also filed in July 1930. This later
became the Brooklyn Queens Expressway, which was connected to the bridge via the Grand Central
Parkway.[86] There were also proposals for an expressway to connect to the Bronx end of the bridge along
Southern Boulevard.[87] Robert Moses, the Long Island state parks commissioner, wanted to expand Grand
Central Parkway from its western terminus at the time, Union Turnpike in Kew Gardens, Queens,
northwest to the proposed bridge.[88] The Brooklyn-Queens Expressway proposal, which would create a
highway from the Queens end of the bridge to Queens Boulevard in Woodside, Queens, was also
considered.[89]

A contract to build the suspension anchorage on Wards

Island was awarded in January 1931.[90] At the time,
progress on the bridge approaches was proceeding
rapidly, and it was expected that the entire Triborough
Bridge complex would be completed in 1934.[14] By
August 1931, it was reported that the Wards Island
anchorage was 33% completed, and that the
corresponding anchorage on the Queens side was 15%
completed. Work on drainage dikes, as well as
contracts for bridge approach piers, were also
progressing.[91] A report the next month indicated that Manhattan lift bridge over the Harlem River
the overall project was 6% completed, and that another
$2.45 million in contracts was planned to be awarded
over the following year.[92][93] In October, contracts for constructing the bridge piers were advertised.[94]
By December 1931, the project was 15% completed,[95] and the city was accepting designs for the Queens
span's suspension towers.[96] The granite foundations in the water near each bank of the East River, which
would support the suspension towers, were completed in early or mid-1932.[97][98] At the time, there were
no funds to build six additional piers on Randalls Island and one in Little Hell Gate, nor were there funds to
build the suspension towers themselves.[97]

Funding issues
The Great Depression severely impacted the city's ability to finance the Triborough Bridge's
construction.[20] City comptroller Charles W. Berry had stated in February 1930 that the city was in sound
financial condition, even though other large cities were nearing bankruptcy.[99] However, the New York
City government was running out of money by that July.[100] The Triborough project's outlook soon began
to look bleak. Chief engineer Othmar Ammann was enlisted to help guide the project, but the combination
of Tammany Hall graft, the stock market crash, and the Great Depression which followed it, brought the
project to a virtual halt.[101] Investors shied away from purchasing the municipal bonds needed to fund it.[6]

By early 1932, the Triborough Bridge project was in danger of cancellation.[102] As part of $213 million in
cuts to the city's budget, Berry wanted to halt construction on the span in order to avoid a $43.7 million
budget shortage by the end of that year.[103] With no new contracts being awarded, the chief engineer of the
Department of Plant and Structures, Edward A. Byrne, warned in March 1932 that construction on the
Triborough Bridge would have to be halted.[104] Though Queens borough president Harvey objected to the
impending postponement of the bridge's construction,[105] the project was still included in the $213 million
worth of budget cuts.[106] Following this, Goldman submitted a proposal to fund the planning stages for the
remaining portions of construction, so that work could resume immediately once sufficient funding was
available.[107]

In August 1932, Senator Robert F. Wagner announced that he would ask for a $26 million loan from the
federal government, namely President Herbert Hoover's Reconstruction Finance Corporation, so there
could be funds for the construction of both the Triborough Bridge and Queens-Midtown Tunnel.[108]
Queens borough president Harvey also went to the RFC to ask for funding for the bridge.[109] Soon after,
the RFC moved to prepare the loan for the Triborough Bridge project.[110] However, when Mayor Walker
resigned suddenly in September 1932, his successor Joseph V. McKee refused to seek RFC or other federal
aid for the two projects, stating, "If we go to Washington for funds to complete the Triborough Bridge [...]
where would we draw the line?"[111] Governor Al Smith agreed, saying that such requests were
unnecessary because the bridge could pay for itself.[112] Harvey continued to push for federal funding for
the Triborough Bridge, prioritizing its completion over other projects such as the development of Jamaica
Bay in southern Queens.[113] Civic groups also advocated for the city to apply for RFC funding.[114]

In February 1933, a nine-person committee, appointed by Lehman and chaired by Moses, applied to the
RFC for a $150 million loan for projects in New York state, including the Triborough Bridge.[115]
However, although the RFC favored a loan for the Triborough project,[116] the new mayor, John P.
O'Brien, banned the RFC from giving loans to the city.[117] Instead, O'Brien wanted to create a bridge
authority to sell bonds to pay for the construction of the Triborough Bridge as well as for the Queens-
Midtown Tunnel.[118] Robert Moses was also pushing the state legislature to create an authority to fund,
build, and operate the Triborough Bridge.[101] A bill to create the Triborough Bridge Authority (TBA)
passed quickly through both houses of the state legislature,[119] and was signed by Governor Herbert H.
Lehman that April. The bill included a provision that the authority could sell up to $35 million in bonds and
fund the remainder of construction through bridge tolls.[120][121] George Gordon Battle, a Tammany Hall
attorney, was appointed as chairman of the new authority, and three commissioners were appointed.[122]
Shortly after the TBA bill was signed, the War Department extended its deadline for the Triborough
Bridge's completion by three years, to April 28, 1936.[123] Lehman also signed bills to clear land for a
bridge approach in the Bronx,[124] and he promised to resume construction of the bridge.[125] That May,
the TBA asked the RFC for a $35 million loan to pay for the bridge.[126][127] The RFC ultimately agreed in
August to grant $44.2 million, to be composed of a loan of $37 million, as well as a $7.2 million
subsidy.[128] However, the loan would only be given under a condition that 18,000 workers be hired
first,[129] so the city's Board of Estimate voted to hire 18,000 workers to work on the Triborough
project.[130] The funds for the Triborough Bridge, as well as for the Lincoln Tunnel from Manhattan to
New Jersey, were ready by the beginning of September.[131]

Construction resumes
The city purchased land in the path of the Triborough Bridge in
September 1933,[132] and construction on the Triborough Bridge
resumed that November.[102] By January 1934, contracts were
being prepared for the completion of the suspension span and the
construction of the other three spans;[133] one of these contracts
included the construction of the bridge's piers.[134] That February,
the TBA contemplated condensing the Queens span's 16-lane,
double-deck roadway into an 8-lane, single deck road, as well as
simplify the suspension towers' designs, to save $5 million.[135]
According to the agency, it would take 40 years for the bridge to
reach a level of traffic where all sixteen lanes were needed.[136] In
April, a new plan was approved that would reduce the bridge's
cost from $51 million to $42 million.[136][137] Chief engineer
Ammann had decided to collapse the original design's two-deck
Art Deco saddle housing on Queens
roadway into one, requiring lighter towers and lighter piers.[101]
suspension bridge
The steel company constructing the towers challenged the TBA's
decision in an appellate court, but the court ruled in favor of the
TBA.[138]

1934 progress
By January 1934, the TBA was in turmoil: one of the TBA's commissioners had resigned,[139] and New
York City Mayor Fiorello H. La Guardia was trying another TBA commissioner, John Stratton O'Leary, for
corruption.[140] The TBA's general counsel also resigned.[141] As a result, Public Works Administration
(PWA) administrator Harold L. Ickes refused to distribute more of the RFC grant until the existing funds
could be accounted for.[142] Ickes also warned that he would cancel the RFC grant if the political disputes
regarding the TBA were not cleared up.[143] After O'Leary was removed, La Guardia appointed Moses to
fill O'Leary's position,[144] and Ickes also promised to give $1.5 million toward the bridge's
construction,[145] which the city received that March.[146] Moses became the chairman of the TBA in April
1934, after a series of interim chairmen had held the post.[147] Moses, who also had positions in the state
and city governments, sought to expedite the project,[102] awarding a contract in May for the construction
of an approach highway to the Queens span.[148]
A contract to clear land in the bridge's right-of-way was awarded in April 1934,[149] and work began that
month.[150] Over 300 buildings had to be destroyed.[151] Families living in the path of the bridge's
approaches protested the eviction notices given to them.[152] The Harlem Market on First Avenue, which
stood in the way of the Manhattan approach, was to be relocated to the Bronx Terminal Market.[153] The
construction of the Triborough Bridge across Little Hell Gate also required the demolition of hospital
buildings on Randalls and Wards Islands.[154] The New York City Department of Hospitals applied for
funds to build the Seaview Hospital on Staten Island, which would house the hospital facilities displaced by
the Triborough Bridge.[155] Homes in Astoria and wooden docks were also demolished to make way for
the bridge.[156]

Moses continued to advocate for new roads and parkways to connect with the bridge as part of an
interconnected parkway system.[157] The complex of roads included the Grand Central Parkway and
Astoria Boulevard in Queens; 125th Street, the East River Drive (now the FDR Drive), and Harlem River
Drive in Manhattan; and Whitlock Avenue and Eastern Boulevard (now Bruckner Expressway) in the
Bronx.[158] The first of those roads, the Grand Central Parkway, was planned to start construction in early
1934.[159] That July, the Department of War approved the Bronx Kill span as a fixed truss span, since the
Bronx Kill was not a navigable waterway; the span could be replaced with a lift bridge if needed.[158][160]
The same month, the city approved the first segment of the East River Drive, leading from the intersection
of York Avenue and 92nd Street to the Triborough Bridge approach at 125th Street.[161][162] The bridge
approach on the Bronx side was also finalized, running along Southern and Eastern boulevards,[162] with a
future extension to Pelham Bay Park in the northeastern Bronx.[163]

Civic groups advocated for an approach highway from the West Bronx,[164] and Bronx borough president
James J. Lyons tried to block the Board of Estimate from approving the Manhattan approach highway until
a West Bronx approach was also provided for.[165] Despite this, in October 1934, the Board of Estimate
approved the East River Drive approach while rejecting the West Bronx approach.[166] While reformers
embraced Moses's plans to expand the parkway system, state and city officials were overwhelmed by their
scale, and slow to move to provide financing for the vast system.[101] Partial funding came from interest-
bearing bonds issued by the Triborough Bridge Authority, to be secured by future toll revenue.[167][168]

1935 progress
Financing disputes with the PWA involved complex political infighting.[169] The disputes peaked in
January 1935, when Ickes passed a rule that effectively prohibited PWA funding for the TBA unless Moses
resigned the post of either TBA chairman or New York City Parks Commissioner.[170][171] This came as a
result of Moses's criticism that New Deal funding programs like the PWA were too slow to disburse
funds.[171] Moses refused to resign in spite of Ickes's persistence,[172] and Ickes threatened to withhold
salaries for TBA workers as well.[173] Though La Guardia was supportive of Moses, even petitioning
Roosevelt for help,[174] he was willing to replace the TBA chairman if it resulted in funding for the
bridge.[175] In mid-March, Ickes suddenly backed down on his ultimatum; not only was Moses allowed to
keep both of his positions, but the PWA also resumed its payments to the TBA.[176] La Guardia re-
appointed Moses to the TBA the same year.[177]

Meanwhile, in February 1935, the TBA awarded a contract to construct the piers for the Harlem River lift
structure.[178] Despite an impending lack of funds due to the dispute between Moses and Ickes, the TBA
announced its intent to open bids for bridge steelwork.[179] By March, the suspension towers for the East
River span to Queens were nearing completion, and support piers on Randalls and Wards Islands had
progressed substantially.[180][163] After the Moses–Ickes dispute had subsided, the TBA started advertising
for bids to build the steel roadways of the Randalls and Wards Islands viaducts, as well as the East River
suspension span.[181] Less than a week afterward, the first temporary wires were strung between the two
towers of the suspension span.[182] The wires in the main cables were laid by machines that traveled along
these temporary wires.[21] A contract for the Harlem River lift span's steel superstructure was awarded that
May,[183] followed by a contract for the Bronx Kill truss span's structure the following month.[184]

The spinning of the main span's suspension cables was finished in July 1935. By that time, half of the
$41 million federal grant had been spent on construction, and the bridge was expected to open the
following year.[185] The bridge was expected to relieve traffic on nearby highways,[186] and, with the
upcoming 1939 New York World's Fair being held in Queens, would also provide a new route to the
fairground at Flushing Meadows–Corona Park.[187] The construction of the Bronx approach was delayed
after the city's corporation council found that the approach could not be built using federal funds.[188] By
October 1935, the Queens approach and the Randalls and Wards Islands viaduct was nearly complete.
Vertical suspender cables had been hung from the main cables of the Queens suspension span, and the steel
slabs to support the span's roadway deck were being erected. The concrete piers supporting Bronx span
were still being constructed, and the site of the Manhattan span was marked only by its foundations.[189]
The deck of the Queens suspension span was completed the following month.[190] The work was
dangerous, as some workers fell off the scaffolding that had been erected to allow them to build the
suspension span, while others died due to lead poisoning.[156]

In November 1935, a controversy emerged over the

fact that the Triborough Bridge would use steel
imported from Nazi Germany, rather than American
producers.[191] Although American steel producers
objected to the contract, the PWA approved of it
anyway, because the German steel contract was
cheaper than any of the bids presented by American
producers.[192] Moses also approved of the decision
because it would save money,[193] and the TBA said
that federal regulations had forced the agency to turn to
a German manufacturer.[194] La Guardia blocked the
deal, writing that "the only commodity we can get
from Hitlerland [Germany] is hatred, and we don't The interchange plaza between the Queens,
want any in our country",[195] and Ickes also banned Bronx, and Manhattan spans
the use of imported materials on PWA projects.[196]
The TBA then re-awarded the contract to the Jones
and Laughlin Steel Company.[197]

1936 progress
By February 1936, the TBA had awarded contracts for paving the Bronx Kill and East River spans, as well
as for constructing several administrative buildings for the TBA near the bridge.[198] Lyons continued to
object to Moses's plans for the bridge's Bronx approach.[199] Moses wanted to speed up construction on the
Triborough Bridge so that it would meet a deadline of July 11, 1936.[200] He objected to Ickes's decision, in
March 1936, to decentralize control of PWA resident engineers, who would report to state PWA bosses
instead of directly to the PWA's main office in Washington, D.C. Moses believed that the PWA boss for
New York, Arthur S. Tuttle, was indecisive.[200][201] In return, Ickes assured Moses of Tuttle's full
cooperation.[202]

The 300-by-84-foot superstructure of the Harlem River lift span was assembled in Weehawken, New
Jersey. It was floated northward to the Triborough Bridge site in April 1936.[203] Early the next month, the
200-ton main lift span was hoisted into place above the Harlem River in a process that took sixteen
minutes.[204] In addition, the city gave the New York City Omnibus Corporation a temporary permit to
operate bus routes on the Triborough Bridge, connecting the bus stops at each of the bridge's ends, during
the summer months.[205] Moses appealed to Ickes to increase the construction workers' workweeks from 30
to 40 hours so the bridge would be able to open on time, but was initially rejected.[206] A 40-hour
workweek was approved that June.[207] As late as the day before the bridge's opening on July 11, workers
were still putting finishing touches on the bridge and surrounding highways.[208][209]

A byproduct of the Triborough project was the creation of parks and playgrounds in the lands underneath
the bridges and approaches.[102] The largest of these parks was Randall's Island Park, located on Wards and
Randalls Islands.[210][211] The park on Randalls Island was approved in February 1935[212] and included
an Olympic-sized running track called Downing Stadium, work on which began in mid-1935;[210][213] the
stadium was incomplete at the time of the bridge's opening.[209] The plan included infilling a strait, Little
Hell Gate, between the two islands.[211] Smaller parks were also built in Astoria and Manhattan.[102][4]

When the Triborough Bridge was finished, it was the largest PWA project in the eastern U.S.,[214] having
cost $60.3 million (equivalent to $1 billion in 2023) according to final TBA figures.[215][1] Based on
expenditures, the PWA had originally estimated the bridge's cost to be as high as $64 million.[214][216] In
either case, the Triborough Bridge was one of the largest public works projects of the Great Depression,
more expensive than the Hoover Dam.[4][217][218] Of this, $16 million came from the city and $9 million
directly from the PWA. The latter also purchased $35 million worth of TBA bonds, which were eventually
bought back and resold to the public.[102] The PWA had finished giving out the $35 million loan by
February 1937,[219] and the Reconstruction Finance Corporation had sold the last of the TBA's funds that
July.[220] Additional income came from toll collection: the toll was initially set at 25 cents per passenger car,
with lower rates for motorcycles and higher rates for commercial vehicles.[221]

Operational history

Opening
The toll rates for the bridge were decided upon in March 1936.[222] By May, the opening ceremonies for
both the Triborough Bridge and the Downing Stadium were scheduled for July 11.[223] The dedication was
scheduled to occur on the Manhattan lift span, prompting objections from both Bronx and Queens
officials.[224] Due to the previous conflicts between President Roosevelt and Robert Moses, the attendance
of the former was not certain until two weeks before the ceremony.[225] PWA administrator Ickes's
attendance was finalized only four days beforehand.[226]

The completed structure, described by The New York Times as a "Y-shaped sky highway",[227] was
dedicated on Saturday, July 11, 1936, along with Downing Stadium.[227][228] The ceremony for the
Triborough Bridge was held at the interchange plaza, and was attended by Roosevelt, La Guardia, Lehman,
Ickes, and Postmaster General James A. Farley, who all gave speeches.[228][229] Robert Moses acted as the
master of ceremonies.[227][217] The ceremonies were broadcast nationwide via radio,[217] and a parade was
also held on 125th Street in Manhattan to celebrate the bridge's opening.[230] Queens residents, excluded
from the official ceremony, hosted an unofficial gathering in Astoria.[156] The Triborough Bridge opened to
the general public at 1:30 p.m.,[231] and by that midnight an estimated 200,000 people had visited the
bridge.[227][11] The bridge saw 40,000 vehicles on its first full day, July 12,[232] and about 1,000 vehicles
an hour on July 13, its first full weekdays.[233] The TBA recorded 242,000 total vehicles in the bridge's first
week,[234] 953,100 during the first month,[235] and 2.7 million in its first three months.[236]

After the bridge's opening, one Queens civic group predicted that the bridge would increase real-estate
values in Queens and on Long Island at large.[237] The ferry between Yorkville, Manhattan, and Astoria,
Queens, was made redundant by the new Triborough Bridge,[238][239] and the city had closed the ferry by
the end of July 1936.[240] Traffic on the Queensboro Bridge, the only other vehicular bridge that connected
Manhattan and Queens, declined after the Triborough Bridge opened,[241] though not by as much as city
officials had anticipated.[242] In 1937, the first full year of the bridge's operation, it generated $2.85 million
(equivalent to $60.40 million in 2023) in revenue from 11.18 million vehicles.[243] This was far more than
the 8 million vehicles that TBA officials had originally anticipated.[244] The American Institute of Steel
Construction declared the Triborough Bridge the "most beautiful" steel bridge constructed during 1936.[245]
Newsday, writing retrospectively in 1994, said: "More than any other structure, the Triborough unified the
boroughs of New York City."[156]

1930s to mid-1960s

Highway construction
When the bridge opened, none of the spans had direct connections
to the greater system of highways in New York City.[8] In Queens,
the Grand Central Parkway extension to the Triborough Bridge was
nearly completed at the time of the bridge's opening. The
Manhattan span was planned to connect to the East River Drive
(now the FDR Drive), the first segments of which were still under
construction.[8] The section of the East River Drive from the bridge
south to 92nd Street opened that October.[246] Originally, there was
no direct access from the Queens span to Wards Island, but in The Grand Central Parkway/I-278
November 1937, Moses announced the construction of a ramp from approach to the bridge's Queens
the Queens span that would lead down to the island.[247] The next suspension span
year, a lawsuit was filed by two Wards Islands landowners, who
alleged that the Triborough Bridge had been built on portions of
their land. They each received nominal damages of $1.[248][249]

The Bronx span ended in local traffic at the no-longer extant intersection of 135th Street and Cypress
Avenue.[8] The first of two approach highways in the Bronx was approved late in 1936[250] and was
partially funded by the PWA.[251] Consisting of ramps to the intersection of 138th Street and Grand
Concourse,[252] this highway opened in April 1939[253] and later became part of the Major Deegan
Expressway (Interstate 87).[254] Another approach highway in the Bronx, the present Bruckner Boulevard,
was approved in 1938[255] and extended eastward to the Bruckner Interchange.[256] Both Bronx approach
roads were completed in time for the 1939 New York World's Fair, which was held in Queens.[254]
Moses continued expanding the system of highways in the mid-20th century, including arteries that led to
the Triborough Bridge, namely the Brooklyn-Queens Expressway in Queens[257] and the Bruckner
Expressway in the Bronx.[258] Both highways became part of I-278, as did the Queens and Bronx spans of
the Triborough Bridge, by the 1960s.[259] In the 1950s, there were also plans for a highway to be
constructed between the Triborough Bridge's Manhattan span and a never-built 125th Street Hudson River
bridge, which would have allowed direct highway access to the New Jersey Turnpike.[260]

Bridge traffic and modifications

The Triborough Bridge Authority was headquartered in an administration building adjacent to the
Manhattan span's toll plaza, where by 1940, it controlled the operation of all toll bridges located entirely
within New York City.[33] Though the Bronx–Whitestone Bridge between the Bronx and Queens opened
in April 1939,[261][262] the Triborough Bridge did not see any initial decline in traffic, likely because both
spans were heavily used during the World's Fair.[263] Soon after, vehicle rationing caused by the onset of
World War II resulted in a decline in traffic at crossings operated by the TBA including the Triborough
Bridge.[264] Still, by 1940, the Triborough Bridge was the most profitable crossing operated by the
TBA.[265] The New York Times, describing the bridge as "generally recognized as a monument to
engineering ingenuity", attributed the bridge's popularity to the design of its three spans.[266] In 1941, one
of the lift span's original gates was removed after a motorist damaged it.[267]

Traffic decreased significantly during the war, declining to 5.1 million vehicles in 1943, though traffic
counts again increased afterward.[268][269] The TBA became the Triborough Bridge and Tunnel Authority
(TBTA) in 1946, though TBTA operations continued to be managed from the Triborough Bridge.[270] The
bridge was repainted for the first time in September 1946 for $600,000.[269][271] The bridge recorded over
100 million total vehicles in its first decade of operation.[268] By 1951, the bridge accommodated
29.4 million vehicles a year, more than any other toll road in the U.S.;[272] the TBTA claimed in early 1952
that the bridge was the busiest toll road in the world.[273]

Late 1960s to 1990s

In 1968, the Triborough Bridge received its first major renovation in its 31-year history. Seven tollbooths
were added, three at the Manhattan span's toll plaza and four at the Queens/Bronx spans' toll plaza, and
several ramps were widened at a cost of $20 million. The project also added a direct ramp from the
Manhattan span to the southbound lanes of Second Avenue in East Harlem.[274] The TBTA administration
building was also expanded during this project.[33] Traffic from the Manhattan span was temporarily
diverted during this project.[275][276]

At some point in the 20th century, a sign on the bridge informed travelers, "In event of attack, drive off
bridge"; according to New York Times columnist William Safire, the "somewhat macabre sign" must have
"drawn a wry smile from millions of motorists".[277] The TBTA replaced the movable toll gates across all
of its toll booths in 1989, including those at the Triborough Bridge.[278] By that year, pieces of concrete
were falling off the bridge, prompting concerns about deterioration.[279] By the early 1990s, the bridge
accommodated about 160,000 daily vehicles, and the TBTA employed 140 toll collectors there.[280] During
that decade, the TBTA discovered high concentrations of lead under the bridge's Queens approaches,
prompting the agency to remove the lead.[281] The TBTA also rearranged the lanes at the bridge's toll
plazas in 1992.[282] The Triborough Bridge remained the TBTA's busiest facility in the 1990s, with over
200,000 daily vehicles.[283]
In 1997, more renovations of the bridge were announced.[284] The project consisted of three phases. The
first phase involved renovating the Queens span and approach ramps, as well as replacing the suspender
cables;[285][286] work on the Queens span's anchorage began in February 1997.[286] On the Queens side,
an exit ramp from westbound I-278 to 31st Street necessitated the destruction of the entrance to the southern
sidewalk. The second phase involved renovating the Bronx span and approach ramps. The third phase
involved renovating the Manhattan span and approach ramps.[285] By early 1999, there were more than
500 potholes on the bridge, requiring workers to use 22.5 short tons (20.1 long tons; 20.4 t) of concrete and
65 short tons (58 long tons; 59 t) of asphalt to repave the deck.[287] Work on replacing the Queens span's
suspender cables and adding an orthotropic deck to the Queens suspension span started in 2000.[288][289]
The replacement of the deck was estimated to cost $125 million.[290]

2000s to present
In January 2008, then-governor Eliot Spitzer proposed
renaming the bridge after former U.S. senator Robert
F. Kennedy, who had been assassinated during a 1968
presidential bid.[291] Though the Kennedy family
supported the renaming,[291] there were initial doubts
over whether local residents would use the new
name.[292] The New York State Legislature approved
the bill that June,[293] and the Triborough Bridge was
officially renamed after Kennedy on November 19,
2008.[294][295] The MTA announced further
Reconstruction of the viaduct between the
renovations to the Triborough Bridge in 2008; the
Manhattan lift span and the Queens suspension
work included the replacement of the roadways at the
bridge span
toll plazas, as well as the rehabilitation of various
ramps and the construction of a new service
building.[284] The same year, the MTA awarded contracts to renovate the Queens span's anchorages.[296]

In 2015, the MTA started two reconstruction projects on different parts of the bridge[297] as part of a
$1 billion, 15-year program to renovate the bridge complex.[298] The MTA commenced construction on a
$213 million rehabilitation of the 1930s-era toll plaza between the Queens and Bronx spans, which
included a rebuilding of the roadway and the supporting structure underneath. The new toll plaza structure
was completed in 2019.[297] Cashless tolling was implemented on June 15, 2017,[30][299] allowing drivers
to pay tolls electronically via E-ZPass or Toll-by-Mail without having to stop at any tollbooths.[30] Shortly
afterward, the tollbooths were demolished.[31][32]

A ramp from the Manhattan span to the northbound Harlem River Drive was being built for $68.3 million,
and was to be finished by December 2017;[297] this was delayed pending the reconstruction of the Harlem
River Drive viaduct around the area.[300] In February 2020, the northbound Harlem River Drive ramp's
completion was tentatively announced for 2021,[301] though the ramp ultimately opened in November
2020.[302] The project was expected to cost $72.6 million[303] and involved designing a new overpass to fit
between the Harlem River Drive's two existing roadways.[304] The Harlem River lift span was also
rehabilitated prior to 2020.[305]

Usage
The toll revenues from the RFK Bridge pay for a portion of the public transit funding for the New York
City Transit Authority and the commuter railroads.[306] The bridge had annual average daily traffic of
164,116 in 2014. For that year, the bridge saw annual toll-paying traffic rise by 2.9% to 59.9 million,
generating $393.6 million in revenue at an average toll of $6.57.[307]

Pedestrian and bicycle sidewalks

The bridge has sidewalks on all three spans where the TBTA
officially requires bicyclists to walk their bicycles across[308]
due to safety concerns.[309] However, the signs stating this
requirement have been usually ignored by bicyclists,[310]: 16
and the New York City Government has recommended that the
TBTA should reassess this kind of bicycling ban.[310]: 57 Stairs
on the 2 km (1.2 mi) Queens span impede access by disabled
people, and only the northern sidewalk on that span is open to
traffic; the Queens end of the southern sidewalk was
demolished in the early 2000s.[311] The two sidewalks of the
Bronx span are connected to one long and winding ramp at the
Randalls Island end,[312] though another pedestrian bridge Entrance to the Queens span
between Randalls Island and the neighborhood of Port Morris,
Bronx, opened to the east of the RFK Bridge in November
2015.[313]

Public transportation
The RFK Bridge carries the M35, M60 SBS and X80 bus routes operated by MTA New York City Transit,
as well as several express bus routes operated by the MTA Bus Company: BxM6, BxM7, BxM8, BxM9,
BxM10 and BxM11. The M35 travels from Manhattan to Randalls and Wards Islands (with the X80 also
operating during special events), while the M60 SBS runs between Manhattan and Queens, and the MTA
Bus express routes travel between Manhattan and the Bronx.[314] The M60 has used the bridge since the
early 1990s.[315]

In the 1920s, John F. Hylan proposed building the Triborough Bridge as part of his planned Independent
Subway System. The proposal entailed extending the New York City Subway's BMT Astoria Line along
the same route the Triborough now follows. It would have created a crosstown subway line along 125th
Street, as well as a new subway line in the Bronx under St. Ann's Avenue.[42][43][316]

Tolls
As of August 6, 2023, drivers pay $11.19 per car or $4.71 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
$6.94 per car or $3.02 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.[317]
When the Triborough Bridge opened, it had a combined 22 tollbooths spread across two toll plazas.[221]
Motorists were first able to pay with E‑ZPass in lanes for automatic coin machines at the toll plazas on
August 21, 1996;[318] in contrast to other MTA Bridges & Tunnels facilities where E-ZPass lanes were
interspersed with cash only lanes, all of the E-ZPass lanes at either of the Triborough Bridge's toll plazas
were grouped together.[319] The implementation of E-ZPass allowed each toll lane to accommodate 900
vehicles an hour, compared with the 250 to 400 vehicles that the old toll lanes could accommodate.[283]

Open-road cashless tolling began on June 15, 2017.[30] The tollbooths were dismantled, and drivers are no
longer able to pay cash at the bridge. Instead, there are cameras mounted onto new overhead gantries
manufactured by TransCore[320] near where the booths were formerly located.[321][322] A vehicle without
an E-ZPass has a picture taken of its license plate and a bill for the toll is mailed to its owner.[323] For E-
ZPass users, sensors detect their transponders wirelessly.[321][322][323]

Historical tolls

History of passenger cash tolls for the RFK Bridge

Toll equivalent
Years Toll Ref.
in 2023[324]

1936–1972 $0.25 $1.82–5.49 [325][326]

1972–1975 $0.50 $2.83–3.64 [326][327]

1975–1980 $0.75 $2.77–4.25 [327][328]

1980–1982 $1.00 $3.16–3.70 [328][329]

1982–1984 $1.25 $3.67–3.95 [329][330]

1984–1986 $1.50 $4.25–4.17 [330][331]

1986–1987 $1.75 $4.69–4.86 [331][332]

1987–1989 $2.00 $4.92–5.36 [332][333]

1989–1993 $2.50 $5.27–6.14 [333][334]

1993–1996 $3.00 $5.83–6.33 [334][335]

1996–2003 $3.50 $6.80–6.80 [335][336]

2003–2005 $4.00 $6.24–7.77 [336][337]

2005–2008 $4.50 $6.37–7.02 [337][338]

2008–2010 $5.00 $6.99–7.08 [338][339]

2010–2015 $6.50 $8.36–9.08 [339][340]

2015–2017 $8.00 $9.94–10.28 [341][342]

2017–2019 $8.50 $10.13–10.57 [343][344]

2019–2021 $9.50 $11.18–$11.32 [345][346]

2021–2023 $10.17 $11.65 [347]

2023–present $11.19 $11.19 [348]

See also
Engineering
portal
New York City
portal
Transport portal

List of bridges documented by the Historic American Engineering Record in New York
List of reference routes in New York

References
Notes

1. Feuer, Alan (June 26, 2009). "Shepherding Millions Across the Rivers and Through the Tolls"
(https://www.nytimes.com/2009/06/28/nyregion/28bridge.html). The New York Times.
ISSN 0362-4331 (https://www.worldcat.org/issn/0362-4331). Archived (https://web.archive.or
g/web/20181105203005/https://www.nytimes.com/2009/06/28/nyregion/28bridge.html) from
the original on November 5, 2018. Retrieved March 8, 2023.
2. "New York City Bridge Traffic Volumes" (http://www.nyc.gov/html/dot/downloads/pdf/nyc-brid
ge-traffic-report-2016.pdf) (PDF). New York City Department of Transportation. 2016. p. 11.
Archived (https://web.archive.org/web/20180311161313/http://www.nyc.gov/html/dot/downlo
ads/pdf/nyc-bridge-traffic-report-2016.pdf) (PDF) from the original on March 11, 2018.
Retrieved March 16, 2018.
3. "Robert F. Kennedy Bridge" (http://web.mta.info/bandt/html/rfk.html). Metropolitan
Transportation Authority (MTA). Archived (https://web.archive.org/web/20130121031012/htt
p://www.mta.info/bandt/html/rfk.html) from the original on January 21, 2013. Retrieved
November 3, 2015. "The Robert F. Kennedy Bridge (formerly the Triborough Bridge), the
authority's flagship facility, opened in 1936. It is actually three bridges, a viaduct, and 14
miles of approach roads connecting Manhattan, Queens, and the Bronx."
4. See:
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Bibliography

Caro, Robert (1974). The Power Broker: Robert Moses and the Fall of New York. New York:
Knopf. ISBN 978-0-394-48076-3. OCLC 834874 (https://www.worldcat.org/oclc/834874).
Rastorfer, Darl (2000). "Chapter 4: The Triborough Bridge" (https://books.google.com/books?
id=A51VbeqTwogC&pg=PT177). Six Bridges: The Legacy of Othmar H. Ammann. Yale
University Press. ISBN 978-0-300-08047-6. Retrieved September 18, 2018.

External links
Official website (http://web.mta.info/bandt/html/rfk.html)
Triborough Bridge historic overview at nycroads.com (http://www.nycroads.com/crossings/tri
borough/)
Historic American Engineering Record (HAER) No. NY-301, "Triborough Bridge, Passing
through Queens, Manhattan & the Bronx, Queens, Queens County, NY (https://loc.gov/pictur
es/item/ny1799/)", 28 photos, 3 photo caption pages
Triborough Bridge (https://structurae.net/structures/data/index.cfm?ID=20000533) at
Structurae
Triborough Bridge Harlem River Lift Span (https://structurae.net/structures/data/index.cfm?ID
=20003491) at Structurae

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