Verrazzano-toraygan ko'prik - Verrazzano-Narrows Bridge

"Verrazzano torayib boradi" va "Verrazzano ko'prigi" bu erga yo'naltiriladi. Ushbu ko'prik kesib o'tgan bo'g'oz uchun qarang Torlar. Boshqa ko'priklar uchun qarang Verrazano ko'prigi (ajralish).

Verrazzano-toraygan ko'prik
Ko'prik minoralaridan birining ko'rinishi
Koordinatalar40 ° 36′23 ″ N 74 ° 02′44 ″ V / 40.60639 ° N 74.04556 ° Vt / 40.60639; -74.04556Koordinatalar: 40 ° 36′23 ″ N 74 ° 02′44 ″ V / 40.60639 ° N 74.04556 ° Vt / 40.60639; -74.04556
Ko'taradi13 qator I-278
(Yuqori sathda 7 ta yo'l: 6 ta aniq yo'nalish, 1 ta orqaga qaytish HOV qatori;
Pastki sathda 6 qator)
XochlarTorlar
MahalliyNyu-York shahri (Staten oroli –Bruklin ), Nyu York
Boshqa ism (lar)Verrazano-toraygan ko'prik
Verrazzano ko'prigi
Tor ko'prik
Tomonidan saqlanadiMTA ko'priklari va tunnellari
Xususiyatlari
Umumiy uzunligi13,77 fut (4,176 m)
Kengligi103 fut (31 m)
Balandligi693 fut (211 m)
Eng uzoq vaqt4260 fut (1298 m)
Yuqoridagi bo'sh joy4.57 m (yuqori daraja)
14,4 fut (4,39 m) (pastki daraja)
Quyida tozalashO'rtacha baland suvda 228 fut (69,5 m)
Tarix
DizaynerUsmon Ammann
Qurilish boshlandi1959 yil 13-avgust; 61 yil oldin (1959-08-13)
Ochildi1964 yil 21-noyabr; 56 yil oldin (1964-11-21) (yuqori daraja)
1969 yil 28-iyun; 51 yil oldin (1969-06-28) (pastki daraja)
Statistika
Kundalik trafik202,523 (2016)[1]
Yo'l uchun haq(Ikkala yo'nalish) 2020 yil 1-dekabr holatiga ko'ra:[2]
  • 6,12 dollar (Nyu-York E-ZPass Staten Island tashqarisidagi foydalanuvchilar)
  • 2,75 dollar (Staten Island aholisi E-ZPass)
  • $ 9.50 (Pullik pochta orqali va Nyu-Yorkdan tashqari E-ZPass)
  • $ 1,70 (Staten Island aholisi HOV E-ZPass avtoulovi)
Manzil

The Verrazzano-toraygan ko'prik (/varəˈzɑːnoʊ/ ver-ə-ZAH- yo'q ) (shuningdek Verrazzano ko'prigi, mahalliy sifatida Verrazzano, va ilgari Verrazano-toraygan ko'prik yoki Tor ko'prik) a osma ko'prik ulash Nyu-York shahri tumanlari ning Staten oroli va Bruklin. U uzayadi tor, nisbatan yopiq bo'lgan suv havzasini bog'lab turadi Yuqori Nyu-York ko'rfazi bilan Quyi Nyu-York ko'rfazida va Atlantika okeanida joylashgan bo'lib, tor tomonlarning yagona belgilangan o'tish joyi hisoblanadi. The ikki qavatli ko'prik 13 qatorni tashiydi Davlatlararo 278, yuqori sathida ettita va pastki sathida oltita yo'l bilan. Span nomlangan Jovanni da Verrazzano, birinchi hujjatlashtirilgan Evropalik kashfiyotchi Nyu-York Makoni va Hudson daryosi 1524 yilda.

Muhandis Devid B. Shtaynman 1920-yillarning oxirlarida Narrows orqali ko'prik taklif qildi va keyingi takliflar keyingi 20 yil ichida qoldirildi. 1920-yillarda qurishga urinish torlar ostidagi temir yo'l tunnel 1930-yillarning boshqa torlari ostidagi transport naychalari rejasi singari bekor qilindi. Tunnelning muhokamasi 1930-yillarning o'rtalarida va 1940-yillarning boshlarida tiklandi, ammo rejalar yana rad etildi. 1940-yillarning oxirlarida shaharsozlik Robert Muso Staten orolini shaharning qolgan qismi bilan bog'lash usuli sifatida Narrows orqali ko'prikni boshqargan. Turli muammolar qurilishning boshlanishini 1959 yilgacha kechiktirdi. Loyihalashtirilgan Leopold Just, ko'prik 1964 yil 21 noyabrda ochilgan va transport vositalarining yuqori darajasini engillashtirish uchun pastki pastki 1969 yil iyun oyida ochilgan. Nyu-York shahri hukumati 1,5 dollardan ish boshladi 2014 yilda ko'prikning ikkita pastki qismini milliard rekonstruktsiya qilish.

Verrazzano-Narrows ko'prigi markaziy masofani 4260 fut (1,30 km; 0,81 mil) tashkil etadi. Bu edi eng uzun osma ko'prik dunyoda undan oshib ketgunga qadar Humber ko'prigi 1981 yilda Buyuk Britaniyada. Ushbu ko'prik dunyodagi eng uzun 14-asosiy masofaga ega, shuningdek, Amerika. 1960 yilda ko'prik rasman nomlanganida, qurilish shartnomasidagi xato tufayli "Verrazano-Narrows Bridge" noto'g'ri yozilgan; bu nom rasmiy ravishda 2018 yil oktyabr oyida tuzatilgan. Verrazzano-Narrows ko'prigida har ikki yo'nalishda ham pullik yig'iladi, garchi faqat g'arbiy yo'nalishdagi haydovchilar 1986 yildan 2020 yilgacha pullik to'lashgan.

Tarix

Dastlabki rejalar

Ozodlik ko'prigi

View of the Verrazzano-Narrows Bridge looking south from Upper New York Bay. The neighborhood of Coney Island in Brooklyn can be seen in the distance.
Verrazzano-Narrows ko'prigining ko'rinishi Yuqori Nyu-York ko'rfazi, bilan Koni oroli masofada

Narrows orqali ko'prik 1926 yoki 1927 yillarda, muhandis-konstruktor sifatida taklif qilingan edi Devid B. Shtaynman bunday o'tish imkoniyatini keltirib chiqardi.[3]:135[4] Vaqtida, Staten oroli Nyu-York shahrining qolgan qismidan ajratilgan edi va uning boshqa to'rtta tuman bilan to'g'ridan-to'g'ri aloqasi Staten orolining paromi ga Janubiy parom yilda Manxetten, yoki 39 va 69-ko'chalarda Bruklin.[5] Bruklindagi savdo palatalari 1928 yilda, Malika, Long Island, va Staten Island Interboro Bridge kompaniyasi "Ozodlik ko'prigi" ning kelajakdagi qurilishini taklif qilganligini e'lon qildi Amerika Qo'shma Shtatlari Urush vazirligi. Ko'prikning minoralari 800 fut (240 m) balandlikda va 60 dollar turadi million 1928 dollar.[3]:136[6] 1929 yil noyabrda muhandislar Darvozalarni qamrab olgan 4500 fut (1400 m) Ozodlik ko'prigining rejalarini e'lon qildilar,[7] balandligi 800 metr bo'lgan minoralar bilan.[8] Yangi qurilish Staten orolida rivojlanishiga turtki beradi va shu bilan birga Tashqi ko'prikni kesib o'tish va Bayonne ko'prigi, o'sha paytda qurilayotgan edi.[9]

Ozodlik ko'prigi Bay Ridjdan Staten orolidagi hali aniqlanmagan joyga transport vositalarini olib boradi.[9] Bruklin tomonida shahar Ozodlik ko'prigini "Krosstaun magistrali" bilan bog'lashni rejalashtirgan, Bruklin va Kvinsni qamrab olgan va taklif qilingan joyga ulangan. Triboro ko'prigi Queens shimoli-g'arbiy qismida. Shahar oldindan mavjud bo'lganlarga ulanishni ham taxmin qildi Manxetten ko'prigi, bog'lovchi Bruklin markazi ga Quyi Manxetten.[10] Biroq, rejalashtirilgan Ozodlik ko'prigida hech qachon ovoz berilmagan, chunki uni o'sha paytdagi kongressmen to'sib qo'ygan Fiorello H. La Guardia, jamoat zarurati shaxsiy manfaatlar bilan ta'minlanmasligi kerak deb hisoblagan.[3]:136

1920-yillarning tunnel rejasi

Dan foydalanib, Bruklin va Staten orolini bog'lash uchun avvalgi urinish Staten Island tunnel, 1923 yilda boshlangan, ammo ikki yildan so'ng bekor qilingan.[3]:135[11][12] Ushbu tunnel kengaygan bo'lar edi metro Bruklindan Staten oroliga xizmat.[13] Ushbu taklif Ozodlik ko'prigi e'lon qilinishi bilan ham tiklandi.[9][14] Muqobil takliflardan biri metro tunnelidan o'tib ketgan Sent-Jorj, Staten oroli, ga Bruklin, Bay-Ridj, davom ettirishdan oldin Gubernatorlar oroli va keyin Quyi Manxetten.[14] Bir vaqtning o'zida muhandislar bir nechta transport tunnellarini taklif qildilar Vodsvort Fort, Staten Island, Bruklinning 97-ko'chasiga.[15] Naychalar bilan birgalikda rejalashtirilgan edi Triborough tunnel (zamonaviy Queens Midtown tunnel), bu Manxetten, Bruklin va Kvinsni birlashtirgan.[16] Shahar 5 dollarni o'zlashtirdi 1929 yil iyulda tunnellar uchun million,[17] va Baltimor va Ogayo temir yo'llari transport tunnellari uchun mablag 'ajratishni va'da qildi.[18] O'sha oy transport vositalarini rejalashtirish boshlandi.[16]

Bruklin savdo palatasi bir vaqtning o'zida uchta loyihani ham ko'rib chiqdi - ko'prik, transport vositalarining tunnellari va metro tunnellari. Narrowning ikkala tomonidagi jamoat guruhlari, avvalambor, qaysi loyihalarni qurish kerakligi to'g'risida kelishmovchiliklar.[14] Bay Ridge aholisi ko'prik bilan bog'liq har qanday rejalarga qarshi chiqishdi, chunki uning qurilishi mahallaning deyarli bir qismini buzishni talab qiladi.[19] Avtotransport tunnellari uchun zerikarli ishlar 1930 yil noyabrda boshlangan. 1937 yilgacha qurilishi rejalashtirilgan 11000 fut (3400 m) egizak tunnellar birlashtirilishi kerak edi Hylan bulvari Ular qurib bo'lingandan so'ng Bruklindagi 86-chi ko'chada joylashgan Staten orolida.[20] 1932 yil yanvar oyida ushbu tunnellarning qurilishi pul etishmasligi sababli muddatsiz to'xtatildi.[21] Qurilish ishlari Bruklin tomonidagi qirg'oqlarni tekshirishdan nariga o'tmadi.[22]

Ko'prik bekor qilindi

1933 yil fevralda AQSh Vakillar palatasi tor doiralar bo'ylab osma ko'prik qurishga ruxsat beruvchi qonun loyihasini ma'qulladi.[23] Ushbu tasdiq bilan Interboro ko'prik kompaniyasi yil oxiriga qadar ko'prikni qurishni boshlashga va shu bilan 80 ming ishchi uchun ish o'rinlari yaratishga umid qildi.[24] Tarkibiy muhandis Othmar H. Ammann, kim Triborough ko'prigini, Midtown tunnelini va Oltin darvoza ko'prigi o'sha paytda, qurilgan taqdirda dunyodagi eng uzun ko'prik bo'lgan Narrows ko'prigini loyihalashtirishga qiziqish bildirgan.[25] Shahar 1933 yil dekabr oyida Darzlar ostidan tezkor tranzit tunnelini qurishni ma'qulladi. Ushbu tunnel taklif qilingan bilan birgalikda tasdiqlandi Bruklin - Batareya tunnel Red Hookni Quyi Manxetten bilan bog'lash.[26]

1934 yil aprel oyida Urush departamenti Narrows Bridge qurilishiga qarshi ekanligini e'lon qildi. Urush departamentining ko'prik rejasiga qarshi chiqishi, ko'prik urush paytida to'siqni keltirib chiqarishi mumkinligiga asoslanib, uning qarshi chiqish uchun asosini berdi. Bruklin-Batareya ko'prigi ulanish Red Hook, Bruklin, Quyi Manxetten bilan.[27] The Nyu-York va Nyu-Jersi port ma'muriyati Narrow Bridge ko'prigi rejasi bo'yicha jamoat pozitsiyasiga ega emas edi, bundan tashqari, kelajakdagi ko'prikdan foydalanishga ruxsat berish to'g'risidagi iltimos.[28] Urush departamenti Narrowlar ko'prigiga qarshi bo'lishlarini e'lon qilganidan so'ng, xususiy manfaatlar Narrows ostidagi tunnelning maqsadga muvofiqligini o'rganishni boshladi.[22]

1930-yillarning tunnel rejasi

Staten Island kirish maydonidan Verrazzano-Narrows ko'prigining ko'rinishi

1936 yilda Nyu-York meri La Gvardiya petitsiya berish huquqini olganida, Narrows orqali o'tish rejasi yana muhokama qilindi. AQSh Kongressi tor tomonidagi ko'prik uchun.[29] Yangi rejaga ko'ra, taklif etilayotgan ko'prik avtoulovchilar uchun yo'l haqini va uning narxi 50 dollarni tashkil etadi million zayom federal zayomlar yordamida to'lanadi.[30] LaGuardia buning o'rniga tunnelni afzal ko'rdi va shuning uchun keyingi yil u buni talab qildi Nyu-York shahar tunnel boshqarmasi bunday o'tish joyining maqsadga muvofiqligini ko'rib chiqish.[31] Nyu-York shahar rejalashtirish komissiyasi Narrows orqali ko'prik yoki tunnel qurishga qodir edi va 1939 yilda Nyu-York shahrining magistral tizimini kengaytirish rejasini ishlab chiqdi.[32][27] O'sha yilning mart oyida, Batareya ko'prigi uchun qonun loyihasi qabul qilinayotganda, Staten orolining shtat qonunchilari Narrows ko'prigini nazarda tutuvchi qonun loyihasiga so'nggi daqiqada tuzatish kiritdilar.[33] Darvozalar o'tish joyi rejalashtirish komissiyasining 1941 yilda tasdiqlangan rejasining so'nggi versiyasiga kiritilmagan.[34]

1943 yilda Nyu-York shahrining taxminiy kengashi tunnelni texnik-iqtisodiy asoslash uchun $ 50,000 ajratdi.[35] Bu vaqtga kelib, Bay Ridge aholisi tunnel rejasiga ham qarshi chiqdilar, chunki ular tunnel qurilishi ushbu mahallada hayot sifatini pasaytiradi deb qo'rqishdi.[36] 1945 yilda urush tugaganidan so'ng, rejalashtirish komissiyasi Narrows tunnelini qurish 73,5 dollarga tushishini taxmin qildi million. Biroq, o'sha paytga kelib, La Gvardiya tunnelni qurish uchun "mening vaqtim emas" deb, tunnelga qarshi chiqdi.[37]

1940 va 1950 yillarda ko'prik rejasi

Dastlabki taklif

Narrows tunnelining rejalarining bekor qilinishi Narrows orqali o'tadigan ko'prik uchun takliflarning tiklanishiga olib keldi. 1947 yil sentyabrda, Robert Muso, Triborough Bridge and Tunnel Authority (TBTA) raisi, shahar Darvozalar bo'ylab ko'prik qurish uchun Urush bo'limidan ruxsat so'ramoqchi ekanligini e'lon qildi.[38] Muso ilgari Narrows tunnelining texnik-iqtisodiy asosini yaratib, ko'prik qurish ancha arzon bo'lishini aniqlagan edi.[3]:137 Muso va shahar hokimi Uilyam O'Dayyer ikkalasi ham "Ozodlik ko'prigi" deb nomlanadigan Narrows Bridge rejasini qo'llab-quvvatladilar.[39] Shahar 1948 yil iyul oyida urush bo'limiga o'z so'rovini yubordi,[40] va uch kishidan iborat komissiya Amerika Qo'shma Shtatlari qurolli kuchlari taklif qilingan vaqt oralig'ida jamoatchilik fikrini so'rash uchun filiallar yig'ildi.[41]

View northwest at the Verrazzano-Narrows Bridge, as seen from Brooklyn during sunset
Bruklindan quyosh botishi paytida ko'rinib turganidek, Verrazzano-Narrows ko'prigi

AQSh vakili Donald Lourens O'Tul, uning saylov okrugi Bay Ridgeni o'z ichiga olgan, bu Bay Ridge xarakteriga zarar etkazadi deb hisoblaganligi sababli va ko'prik urush bo'lsa, Narrows-ni to'sib qo'yishi mumkinligi sababli ko'prik uchun taklifga qarshi chiqdi.[42][43] U ko'prik qurilishini qo'llab-quvvatlagan har bir Bay Ridge aholisi uchun yana 33 kishi qarshi bo'lganligini ko'rsatgan so'rovnomani keltirdi.[44] AQSh harbiy kuchlari 1949 yil may oyida Bay Ridge aholisining keskin qarshiliklariga qarshi qurilishni besh yil ichida boshlash sharti bilan ma'qulladilar.[45][44] O'sha vaqtga kelib, 6540 fut (1.990 m) oralig'idagi rejalar yakunlandi va loyihaga atigi 78 dollar kerak edi. Davom etish uchun millionlab moliyalashtirish. Ushbu mablag 'Batareya tunnelining qurilishi tugagandan so'ng, 1950 yilgacha berilishi kerak edi. Dastlabki rejalar ko'prikning o'rtacha suv sathidan 237 fut (72 m) balandligini ko'rsatdi va 215 fut (66 m) ga etar edi RMS Qirolicha Maryam ostidan o‘tmoq.[3]:137[46]

Muso va Port ma'muriyati raisi vazifasini bajaruvchi Bayard F. Papa, ushbu agentlik samarali ishlashi mumkin bo'lgan taqdirda, tegishli agentliklarning ikkalasiga taklif qilingan Narrows Bridge qurilishini va ishlatilishini ta'minlashga rozi bo'lishdi. 1954 yilda ikkala agentlik ko'prikni qurish va qurish logistikasi bo'yicha qo'shma tadqiqot o'tkazishni boshladilar. TBTA obligatsiyalari egalarining cheklovlari tufayli qurilish kamida 1957 yilgacha boshlanishi mumkin emas edi.[47] Jamiyat ishlari bo'yicha komissar Frederik X. Zurmuhlenning ta'kidlashicha, Narrows Bridge ko'prigi 200 dollar turadi jami million.[48] U tiqilinchni kamaytirish uchun TBTA-ni tez orada ko'prikda qurilishni boshlashga undadi Sharqiy daryo shimol tomon o'tish joylari.[49] Staten Islanders loyihani ehtiyotkorlik bilan ko'rib chiqdi, chunki Narrows Bridge ko'prik shaharning qolgan qismi bilan bog'lanishini ta'minlab berishi mumkin, ammo shu bilan tuman bo'ylab tirbandlikka olib kelishi mumkin.[50] Muso ko'prikning Staten-Aylendersga ta'sirini ijobiy baholab, bu shaharning kelajagi uchun juda muhim ekanligini aytdi.[51]

1954 yil may oyida Armiyaning Narrows Bridge ustida qurilishni boshlash uchun ruxsatnomasi bekor qilindi.[52] Armiya qurilishni boshlash uchun ikki yilga uzaytirdi.[53] 1955 yil mart oyida qabul qilingan chora-tadbirda shahar Narrows ko'prigi qurilishi bilan bog'liq bir nechta vazifalarni, shu jumladan erlarni sotib olishni tasdiqlash jarayonida nazoratni qo'lga kiritdi.[54] Bir oydan sal ko'proq vaqt o'tgach, Nyu-York gubernatori W. Averell Harriman 600 AQSh dollariga imzo chekdi Narrows Bridge qurilishiga ruxsat beruvchi million mablag 'sarflash to'g'risidagi qonun loyihasi; ning qurilishi Throgs bo'yin ko'prigi Queens va o'rtasida Bronks; va ikkinchi darajaning qo'shilishi Jorj Vashington ko'prigi Manxetten va Nyu-Jersi.[55] Keyinchalik o'sha yili, Narrows Bridge ko'paytirishning bir qismi bo'lishi e'lon qilindi Davlatlararo avtomobil yo'llari tizimi.[56] Darajalar ko'prigiga tranzit xizmatini qo'shishning hayotiyligi to'g'risida tadqiqot 1956 yil boshida topshirilgan bo'lsa ham,[57] Muso yangi ko'prikka metro yo'llarini qo'shish fikrini rad etdi va bu juda qimmatga tushishini aytdi.[58] O'sha yilning aprel oyida Nyu-Jersi gubernatori Robert B. Meyner Port ma'muriyatiga Torlar ko'prigini qurish va ko'prikni boshqaradigan TBTAga ijaraga berishga ruxsat beruvchi qonun loyihasini imzoladi.[59] TBTA ushbu kelishuv doirasida 1967 yilda Port ma'muriyatidan ko'prik sotib olar edi.[60]

Rejalarni yakunlash

Bruklin tomonida, Narrows Bridge ko'prigiga dastlab ulanishi kerak edi Atrof-muhit (kamar) yo'lagi, ammo 1957 yil boshida Garriman asosiy yondashuv Belt Parkway bilan bog'lanishini nazarda tutuvchi qonun loyihasiga veto qo'ydi.[61] 1957 yil may oyiga qadar Bruklin ankrajining yangilangan joyi to'g'risida kelishib olindi. Ankraj endi joylashgan bo'lishi kerak edi Lafayet Fort, yonida qurilgan orolning qirg'oq istehkomi Gemilton Bay Ridge janubiy uchida.[62] Muso Bruklinnikini kengaytirishni ham taklif qildi Gowanus Expressway va Bay Ridge o'rtasini kesib o'tishni talab qiladigan Yettinchi avenyu bo'ylab tor torga qadar cho'zilgan. Ushbu taklif Bruklin qirg'og'i bo'ylab Belt Parkway-ga ergashishni istagan jamoatchilikning qarshiliklariga sabab bo'ldi.[63] Ushbu raqiblarning aytishicha, Yettinchi avenyu uyg'unligi 1500 dan ortiq oilani siqib chiqaradi.[64] 1958 yil fevral oyida Nyu-York shtati qonunchilik palatasi Harriman veto qo'ygan qonun loyihasi bilan deyarli bir xil bo'lgan Bruklindagi Belt Parkueyga yondashuvlarni o'zgartirish to'g'risidagi qonun loyihasini ma'qulladi.[65] Biroq, shahar 1958 yil avgust oyida Ettinchi avenyu ko'prigiga yaqinlashishni ma'qulladi.[66] Keyingi oy, shahar hokimi Robert F. Vagner kichik. shahar Darvozalar bo'ylab ko'prik qurishga sodiqligini aytdi, ammo Ettinchi avenyu yondashuvini qurishga sodiq emasligini aytdi. Bunga javoban Muso Vagnerga davom etadigan kechikishlar ko'prik bekor qilinishiga olib keladi deb yozgan. Ko'prik narxi endi 320 dollarga ko'tarildi million.[67]

Bay Ridge aholisi uchun tinglov o'tkazilgandan so'ng, Taxminiy Kengash 1958 yil oktyabr oyida Narrows Bridge rejasini tasdiqladi,[64] hech qanday e'tirozsiz.[68]:752 Shu bilan birga, u tor doiradagi tunnel, shuningdek Bruklindan to'g'ridan-to'g'ri ko'prik yoki tunnel qurish rejalarini rad etdi. Jersi Siti, Nyu-Jersi.[64] Kengash Dekabr oyi o'rtalarida Ettinchi avenyu yondashuvi bo'yicha ovoz berishni rejalashtirgan edi, ammo federal hukumat, agar ettinchi avenyu yondashuvi har bir sathida oltitadan iborat bo'lsa, faqatgina ko'prikni qurishga rozi bo'lishini aytdi.[69] Federal hukumat taklif qilingan ko'prikning ikkala tomonida: Staten orolidagi Klove Lakes Expressway va Bruklindagi Gowanus Expressway yo'llarida ikkita magistral yo'lni yaxshilash uchun pul to'lagan edi.[3]:137[64] O'sha yilning 31-dekabrida smeta kengashi ushbu ovoz berishni bir necha marta kechiktirib, ettinchi avenyuga yaqinlashish rejalarini tasdiqlash uchun ovoz berdi.[70]

Ettinchi avenyu yondashuvining ma'qullanishi Bay Ridge aholisini g'azablantirdi, chunki yondashuv qurilishi 7500 kishini siqib chiqaradi.[71] Staten-Aylendda bu kabi qarama-qarshiliklar teng kelmadi, garchi u erda ikki baravar ko'p odam ko'chirilgan bo'lsa ham, chunki Staten-Aylend paromi orol va shaharning qolgan qismi o'rtasida o'tishning yagona yo'li edi. Aksincha, ko'prikning e'lon qilinishi mamnuniyat bilan kutib olindi, chunki bu orolda ko'chmas mulk narxlarining ko'tarilishiga sabab bo'ldi.[72]:18–20 Qarama-qarshiliklar davom etar ekan, Shtaynman to'g'ridan-to'g'ri Bruklin va Nyu-Jersi o'rtasida ko'prik qurish bo'yicha raqobatbardosh taklifni ilgari surdi.[3]:138[73] Nelson Rokfeller, Nyu-York gubernatorligiga respublikachilar nomzodi dastlab Shtaynmenning Nyu-Jersiga ko'prik qurish taklifini qo'llab-quvvatladi, ammo keyinchalik Muso Rokfellerni Staten oroliga olib boradigan ko'prikni tasdiqlashga ishontirdi.[3]:138

Shtat qonunchilik palatasi Bruklin yondashuvini Belt Parkway-ga o'zgartirishga harakat qilib, qonun loyihasini ishlab chiqdi.[74] Biroq, hozirgi gubernator Rokfeller Belt Parkway qonun loyihasiga veto qo'ydi,[75] va 1959 yil mart oyida smeta kengashi Gowanus Expressway-ni Narrows Bridge-ga uzaytirish uchun yo'l ochish uchun Yettinchi avenyu bo'ylab erlarni rasmiy ravishda qoraladi.[76] Qurilish boshlanishidan oldin qolgan yagona vazifa - tor doiradagi ko'prikni loyihalashtirishni yakunlash va qurilish muddatini 1964 yil oxiriga etkazish uchun tezlashtirish edi.[77] 1959 yil aprel oyida ko'prik rasmiy ravishda italiyalik navigator nomi bilan o'zgartirildi Jovanni da Verrazzano.[78] Bu uchqun paydo bo'ldi tortishuv chunki taklif qilinayotgan ko'prikning nomida faqat bitta "z", kashfiyotchining nomida ikkita "z" bor edi.[79]

Qurilish

Tayyorgarlik

Construction progress: the towers and cables have been laid, but not the deck.
Qurilish paytida minoralar va kabellar ko'targichsiz yoki yo'laksiz

Verrazano-Narrows ko'prigi bo'yicha suratga olish ishlari 1959 yil yanvar oyida boshlangan.[72]:29 Ko'prikning rasmiy qurilishi 1959 yil 14 avgustda, Staten orolining ankrajida poydevor qo'yish bilan boshlangan. Ishtirok etganlar orasida Nyu-Jersi gubernatori Meyner, Nyu-York meri Vagner va TBTA raisi Mozes bor edi. Garchi tadbirga Nyu-York gubernatori Rokfeller taklif qilingan bo'lsa ham, na u va na assambleya spikeri Jozef F. Karlino paydo bo'ldi.[60][72]:30 1959 yil dekabrda TBTA ko'prikni moliyalashtirish va qurishni o'z zimmasiga oldi.[80] Qurilish uchun pul yig'ish uchun Rokfeller 4 foizni olib tashlaydigan qonun loyihasini imzoladi. ship uchun foiz stavkalari bo'yicha qimmatli qog'ozlar ko'pik uchun to'lash uchun TBTA sotayotgan edi. Ushbu tavan 1965 yil iyungacha ko'tarilgan bo'lar edi. Aslida bu shuni anglatadiki, TBTA 320 dollarni ko'tarish uchun qimmatli qog'ozlarni ancha yuqori foiz stavkalarida sotishi mumkin. zarur bo'lgan million.[81]

Shveytsariyada tug'ilgan muhandis Otmar Ammann loyihaning katta hamkori sifatida tanilgan.[60] Boshqa muhimi, bosh muhandis Milton Brumer;[82][83] loyiha muhandislari Herb Rotman va Frank L. Stahl;[84] muhandis-dizaynchi Leopold Just;[85] Xavfsizlik muhandisi Alonzo Dikkinson,[86] va qurilish muhandisi Jon Vest Kinni.[84] Shu bilan birga, Jon "Qattiq Burun" Merfi intervallarni va kabellar qurilishini boshqargan.[72]:52[87]

Ko'prikda haqiqiy ishlarni boshlashdan oldin, TBTA kelajakdagi ankraj joylaridagi inshootlarni yo'q qildi.[60] Agentlik Hamilton Fortidagi 138 gektar maydonning (56 ga) 36 gektarini (15 ga) egallab oldi, buning evaziga 12 dollar to'lash evaziga Armiya inshootlarini millionlab yangilash va 10,8 gektar (4,4 ga) erdan voz kechish Dayker plyaj bog'i.[88] Bruklin tomonida, kelajakdagi Yettinchi Avenyu yaqinlashishi yo'lidagi Birinchi tonna urushiga bag'ishlangan 1000 tonnalik yodgorlik dumaloq tirgaklar ustiga qo'yilgan va 110 metrga siljigan.[89] The yo'l chunki Yettinchi avenyu yaqinlashishi ham tozalandi va tozalash ishlariga dastlabki qarshiliklarga qaramay, yondashuv yo'lidagi barcha aholi oxir-oqibat boshqa joyga ko'chib o'tishga rozi bo'lishdi.[72]:24 Pudratchilar ko'prikning ikkala tomonidagi tezyurar yo'llarda ishni kechiktirishiga yo'l qo'ymaslik uchun, Muso agar ko'prik tugaguniga qadar tezyurar yo'llar qurib bitkazilmasa, ularni katta jarimalardan ogohlantirdi.[90]

Taraqqiyot

Darchalarning har ikki tomoniga ankraj qurilgan bo'lib, har bir ankrajning uzunligi 229 fut (70 m) dan 129 fut (39 m) gacha va tarkibida 780,000 qisqa tonna (700,000 uzun tonna) temir va beton bor edi. Har bir ankrajda kabellar uchun oltmish oltita katta teshik bor edi.[3]:147[72]:54[91] Har bir ankrajning asoslari muzli qumlar ustiga qurilgan bo'lib, Bruklin tomonida er sathidan 52 fut (16 m) pastda va Staten Island orolida er sathidan 76 fut (23 m) pastda joylashgan.[3]:147 Verrazano-Narrows ko'prigi uchun poydevor ishlari 1960 yilga qadar yaxshi boshlangan edi, chunki mehmonlar ankrajlarni ko'rishlari mumkin edi.[92] 1961 yil o'rtalarida beton ishchilarining ish tashlashi faqat qisman beton bilan to'ldirilgan Staten orolining ankrajini o'z vaqtida tugatish bilan tahdid qildi.[93] Ushbu ish tashlash bir necha oy davom etdi va shahar ostidagi ko'plab loyihalarga ta'sir qildi.[94]

Ankrajlar qurilishi davom etar ekan, ikkitasi suv o'tkazmaydigan kessonlar Ikkala qirg'oqqa yaqin bo'lgan kanalga botirildi, shuning uchun ko'prikning osma minoralari har bir kesson ustiga qurilishi mumkin edi. Har bir kessonning asoslari oltmish o'n bir panjara shaklida joylashgan har biri 17 fut (5,2 m) diametrli oltmish oltita dumaloq teshiklardan iborat edi. Temir beton vallari har bir teshikning ichki chetiga qurilgan bo'lar edi va bir marta o'qning har bir qismi suv sathidan 12 metr balandlikka ko'tarilgandan so'ng, kranlar bilan qopqoqli chelaklar vallarni suvga chuqurroq cho'ktirishdan oldin har bir o'qning ichidagi qum va loyni qazib olardi.[3]:144 Staten orolining kessoni suvga 32 metr balandlikda cho'kib ketgan va 81000 kub metrni (62000 m) chuqurlashtirishni talab qilgan3) qum va turli xil muck.[72]:54[3]:144 Ushbu kessonga 47000 kub yd (36000 m) kerak edi3) betondan iborat bo'lib, 1961 yil mart oyida u cho'kib ketgan ikki kessondan birinchisi bo'ldi.[91] Bruklin tomonidagi kesson yanada ko'proq ishni talab qildi, chunki u chuqurligi 170 fut (52 m), ko'chirilgan 145,000 kub yd (111,000 m)3muck va 83000 kub yd (63000 m) ishlatilgan3) beton.[72]:54[91][3]:144 Kessonlar to'liq cho'ktirilgandan so'ng, har bir kesson ichidagi vallar suv bilan to'ldirilgan va kessonlarning tagliklari temir beton qatlam bilan qoplangan.[3]:146 Ankrajlar va kessonlarni qurish jarayoni atigi ikki yildan ko'proq vaqtni oldi va u 1961 yil oxiriga qadar yakunlandi.[72]:54

1962 yilda ko'rilgan osma minoralar qurilishi, okean kemasi bilan RMS Qirolicha Maryam orqa tomonda torlarni tranzit qilish

Keyinchalik, ikkita alohida kompaniya 693 fut balandlikdagi (211 m) osma minoralarni tashkil etadigan modullarni qurishdi. Staten orolining minorasi tomonidan qurilgan Baytlahm Chelik, va Bruklin minorasi tomonidan qurilgan Harris Structural Company.[72]:55 Minoralarning birinchi bo'lagi, Staten oroli tomonidagi minoraning 300 metrli qismi 1961 yil oktyabr oyida ko'tarilgan,[95] va bu minora 1962 yil sentyabr oyigacha to'ldirilgan.[96] Bruklin minorasi 1962 yil aprel oyida qurilishni boshladi.[97] Minoralar to'liq o'rnatilgandan so'ng, ishchilar ko'prik kabellarini aylantirish jarayonini boshladilar. The American Bridge kompaniyasi kabellar va pastki qavatlarni qurish uchun tanlangan.[72]:53 Kabelni aylantirish jarayoni 1963 yil mart oyida boshlangan va olti oy davom etgan, chunki 142.520 milya (229.360 km) ko'prik kabellari ko'prik atrofida 104.432 marta o'ralgan bo'lishi kerak edi.[98][99] Asosiy kabellar oraliqning ikkala tomoniga osilgan, so'ngra ko'prikning asosiy kabellariga osma kabellar osilgan.[72]:58 Avgust oyigacha asosiy kabellar to'liq uzildi.[100]

1963 yil oxirida quruvchilar yo'lning pastki qismini tashkil etadigan to'rtburchaklar qismlarni qabul qilishni boshladilar. Oltmish 40 tonna plitalar uchun komponentlar birinchi bo'lib Jersi Siti shahridagi yig'ish liniyasida yaratilgan.[101] Keyinchalik, ushbu komponentlar Bayonne po'lat zavodida ko'prik maydonidan 5 milya (8 km) masofada birlashtirildi va har bir plitaning qismlari yig'ilgandan so'ng, ular barj orqali Narrows tomon suzib o'tdilar.[102] Har bir parcha 8,5 m balandlikda va taxminan 35 m kenglikda va uzunlikda 28 fut balandlikda o'lchandi. Keyinchalik pastki qismning bu qismlari osma kabellarga osib qo'yilgan.[72]:94–95 Kemaning birinchi qismi 1963 yil oktyabr oyida ko'prikka ko'tarilgan.[103] 1964 yil boshiga kelib, bu masofa deyarli tugadi va ko'prikning turli qismlarini mustahkamlashgina qoldi.[72]:133 Shu paytgacha Staten orolida yangi rivojlanish rejalari yaxshi ishlab chiqilgan edi,[104] va sayyohlar Verrazano-Narrows ko'prigi qurilishini kuzatish uchun kelgan edilar.[105] Ko'prik 1965 yilda ochilishi rejalashtirilgan edi, ammo kutilgan tezroq rivojlanish sur'ati natijasida TBTA ko'prikni 1964 yil noyabrda ochishga qaror qildi.[106] Verrazano-Narrows ko'prigining ochilishiga tayyorgarlik jarayonida TBTA inshootni to'liq qayta bo'yashdi.[107] Ko'prikni qurish jarayonida besh yil davomida kuniga o'rtacha 1200 ishchi ishlagan, yondashuvlarda ishlaganlar bundan mustasno; Ushbu besh yil davomida ko'prikda 10 mingga yaqin kishi ishlagan.[68]:736

Ko'prik qurilishi paytida uch kishi vafot etdi.[72]:91 Birinchi o'lim 58 yoshli Pol Basset edi, u 1962 yil avgust oyida pastki qavatdan yiqilib, minoraga urilgan.[108] Irving Rubin, shuningdek, 58 yoshda, 1963 yil iyul oyida, ko'prik yaqinida yiqilib tushganida vafot etdi.[109][72]:91 O'lgan uchinchi ishchi - 1963 yil oktyabr oyida podiumdan sirg'alib tushgan suvga qulagan 19 yoshli Jerar Makki.[72]:91[110][111] Makki vafotidan so'ng, ishchilar 1963 yil dekabrda besh kunlik ish tashlashda qatnashdilar. Ish tashlash natijasida kemaning ostiga vaqtincha xavfsizlik tarmoqlari o'rnatildi.[72]:98[112][113] Ushbu to'rlar ish tashlashdan oldingi to'rt yil davomida berilmagan edi.[113]

Ko'prikning qurilishi yozuvchi tomonidan yozilgan Gay Talese uning 1964 yilgi kitobida Ko'prik: Verrazano-toraygan ko'prikning qurilishi. Shuningdek, u ko'prik qurilishi to'g'risida bir nechta maqolalar yozgan The New York Times.[114] Shuningdek, kitobda bir nechta rasmlar mavjud Lili Reti va fotosuratlar Bryus Devidson.[72]:Muqova sahifasi

Ochilish va dastlabki yillar

Verrazzano-Narrows Bridge commemorative stamp, first sold on November 21, 1964, in conjunction with the bridge's opening
Verrazano-Narrows Bridge esdalik markasi, birinchi bo'lib 1964 yil 21 noyabrda ko'prikning ochilishi bilan birgalikda sotilgan

Verrazano-Narrows ko'prigiga Staten Island yaqinida amalga oshirilgan yangi loyihaning birinchi qismi bo'lib, u 1964 yil yanvar oyida ochildi.[115] Yuqori pastki 1964 yil 21-noyabrda ochilgan bo'lib, 1964 yilda 320 million dollar turadi.[116] Bruklin tumani prezidentidan tortib, hukumatning barcha darajalaridagi siyosatchilar Abe Stark AQSh prezidentiga Lyndon B. Jonson, Verrazano-Narrows ko'prigiga hurmat bilan nutqlarini yozdi.[117] Ochilish marosimida 5000 dan ortiq odamlar, shu jumladan 1500 rasmiy mehmonlar ishtirok etishdi. Bruklin va Staten-Aylend shahar hokimi, gubernatori va tuman prezidentlari ishtirokida bir necha martabali mehmonlar oltin lentani qirqishdi. Keyin ular ko'prikning rasmiy ochilishini nishonlash uchun avtoulovlar safiga qo'shilishdi.[118][116] Ko'prikdan o'tayotgan barcha avtoulovchilarga 50 sentlik boj undirildi.[119] Verrazano ko'prigining ochilishi Staten orolida nishonlandi.[120] Muso 12000 ishchining hech birini ochilishga taklif qilmadi,[113] shuning uchun ular tadbirni boykot qildilar va buning o'rniga qurilish paytida vafot etgan uch ishchi xotirasiga bag'ishlangan ommaviy tadbirda qatnashdilar.[116]

Ochilish yangi oraliqda suzib yurgan kema tasvirlangan esdalik pochta markasining chiqarilishi bilan birga bo'ldi.[121] The Metropolitan transport boshqarmasi (MTA) ulanish uchun ko'prik bo'ylab avtobus marshrutini yaratdi G'alaba Bulvari bilan Staten orolida Bay Ridge - 95-ko'chasi Bruklindagi metro stantsiyasi.[122] Ushbu avtobus xizmati dastlab past darajadagi patronajni ko'rdi, faqat kunlik 6000 yo'lovchi ushbu yo'nalishdan foydalangan.[123] Verrazano-Narrows ko'prigi ochilgandan besh kun o'tgach, Staten Island-dan Bruklindagi Bay Ridge tomon parom qatnovni to'xtatdi, chunki u endi yangi ko'prik uchun keraksiz edi.[124]

Ko'prik ochilgan dastlabki ikki oy ichida 1.86 millionlab avtoulovlar yangi o'tish joyidan foydalangan, bu dastlab taxmin qilinganidan 10% ko'proq va bu TBTA-ni deyarli $ 1-ga olib keldi million pullik daromad. The Goetals ko'prigi Nyu-Jersini Staten Island Expressway va Verrazano ko'prigi bilan bog'lab turadigan, Narrows Bridge ochilguniga nisbatan kunlik o'rtacha foydalanish 75% ga yoki jami 300,000 sayohatga ko'paygan. The Holland tunnel Nyu-Jersidan Manxettenga va Staten-Aylenddan Manxettenga boradigan Staten-Aylom paromi, ikkalasi ham ko'prik ochilgandan keyin transport vositalarining soni kamayganini ko'rdi.[125] 1965 yil yozida Staten orolida yangi ko'prikning ochilishi bilan plyajlarda homiylik kuchaygan.[126] Ko'prikning birinchi yilligi davomida, 17 millionlab avtoulovchilar Verrazano-Narrows ko'prigidan o'tib, 9 dollar to'lashgan million pullik.[127] Ko'prik rejalashtiruvchilar rejalashtirganidan 34% ko'proq sayohat ko'rgan.[128] Aksincha, 5.5 millionlab yo'lovchilar va 700,000 kamroq transport vositalari Manxettenga Staten Island feribotida sayohat qildilar.[129]

Verrazano ko'prigi Nyu-York shahri va uning ichkarisidagi boshqa ko'plab muhim o'tish joylarini loyihalashtirgan Ammann tomonidan ishlab chiqilgan so'nggi loyiha edi. U ko'prik ochilgandan bir yil o'tib, 1965 yilda vafot etdi.[130] Verrazano-Narrows ko'prigi ham so'nggi buyuk bo'ldi jamoat ishlari Muso tomonidan nazorat qilingan Nyu-York shahridagi loyiha.[131] Shahar rejalashtiruvchisi Verrazano va Throgs bo'yin ko'prigi hozirgi paytda Nyu-York shahridagi so'nggi yirik ko'prik bo'lishini taxmin qilar edi, chunki ular shaharning tezyurar tizimini to'liq quradilar.[132]

Qo'shimcha pastki va keyingi yillar

Garchi ko'prik faqat bitta 6 qatorli yo'l bilan qurilgan bo'lsa-da, Ammann asosiy pastki ostidagi potentsial ikkinchi yo'lni qo'llab-quvvatlash uchun qo'shimcha trusslar bilan ta'minlagan.[133] Ko'prikni mustahkamlash uchun foydalanilgan ushbu trusslar, keyinchalik ko'priklarga qo'shilgan dizayndagi o'zgarish edi. Tacoma toraygan ko'prigi 1940 yilda qulash.[72]:45 Verrazzano-Narrows ko'prigi avtoulovchilar orasida shunchalik mashhur bo'lib ketdiki, 1969 yil mart oyida TBTA pastki kemani o'rnatishga qaror qildi.[134] qiymati 22 dollar million.[68]:1130 1978 yilga qadar Verrazzano ko'prigida ikkinchi qavatni talab qiladigan darajada trafik ko'tarilishi kutilmagan edi, ammo oldingi besh yil ichidagi yo'l harakati qo'shimcha sig'imga ehtiyoj borligini ko'rsatdi. Aksincha, pastki qavat Jorj Vashington ko'prigi Nyu-Jersi va Yuqori Manxettenni bog'laydigan ushbu ko'prik 1931 yil ochilishidan o'ttiz bir yil o'tgach qurilgan edi.[135] Olti qatorli yangi pastki 1969 yil 28 iyunda ochilgan.[135] Dastlab, Verrazzano ko'prigining Bruklin oxiri ham rejalashtirilgan joyga ulanishi kerak edi Bruklin tezyurar yo'li, Nyu-York shtati 878-yo'nalish va JFK aeroporti, ammo Cross-Bruklyn Expressway loyihasi 1969 yilda bekor qilingan.[136]

1976 yil 26 iyunda Qo'shma Shtatlarning 200 yilligini nishonlash uchun ishchilar Verrazzano ko'prigi yoniga juda katta AQSh bayrog'ini qo'yishdi.[137] 193 dan 366 futgacha (59 x 112 m) o'lchagan bayroq,[138] da tasvirlangan The New York Times hajmi "yarim yarim futbol maydoni" ga teng[137] va dunyodagi eng katta bayroq sifatida taqdim etilgan.[139] O'sha paytda, bu AQShdagi eng yirik bayroq edi.[113] Bayroq soatiga 48 mil tezlikda (48 km / soat) turishi kerak edi, lekin uch kundan so'ng, 16 milya (26 km / soat) shamol bo'lganida, u parchalanib ketdi.[139] Bayroq ko'prikning osma simlariga yopishtirilgan edi, shuning uchun har qanday engil shamol kabellarning bayrog'ida ko'z yoshlarini to'kishiga sabab bo'lishi mumkin edi.[138] Ikkinchi bayroq 1980 yilda o'sha yilning 4-iyul kuni nishonlanishi uchun yaratilgan. Ushbu bayroq 411 x 210 fut (125 x 64 m) da kattaroq edi (maydoni 71000 kvadrat fut (6600 m)2)). Yangi bayroq osma kabellar uni uzib yubormasligi uchun temir panjara bo'ylab joylashtirildi.[138] Arxitektura tanqidchisi Ada Luiza Xukstable yangi bayroqni "sodda fikrli, behuda taklif" deb istehzo qildi va "Kimdir haqiqatan ham Ozodlik haykalini ko'tarish uchun 850 ming dollar sarflashni xohlaydimi?"[140][141]

TBTA vorisi, MTA ko'priklari va tunnellari, 1986 yilda Verrazzano ko'prigida Bruklinga boradigan haydovchilar uchun to'lovlarni yig'ishni to'xtatdi va Staten orolida harakatlanadigan haydovchilar uchun to'lovni ikki baravar oshirdi.[142] Bu tomonidan kiritilgan qonun loyihasi natijasi edi Yigit V. Molinari, AQShning Staten-Aylend bo'yicha vakili, Staten-Aylenddagi pul yig'ish shoxobchasida to'plangan trafikni kamaytirish tashabbusi doirasida.[143] Dastlab bir tomonlama to'lov olti oylik sinov dasturining bir qismi bo'lishi kerak edi,[144] ammo Verrazzano ko'prigidagi transport oqimlarining doimiy o'zgarishiga olib keldi. O'tish natijasida Bruklindagi transport qatnovi ko'paygan va natijada Staten-Aylend tomon kamroq harakatlangan.[145] Ushbu bir yo'nalishli kollektsiya 2020 yilgacha, ikki tomonlama to'lovlar tiklangandan keyin ham amal qildi.[146]

2008 yildan boshlab barcha 262 simob bug'i ko'prik marjonlarni yoritgichidagi yoritgichlar energiya tejaydigan bilan almashtirildi yorug'lik chiqaradigan diodlar. Ushbu jihoz 2009 yilda, shaharning qolgan qismida ko'cha yoritgichlari o'rnatilishidan bir necha yil oldin qurilgan edi.[147]

The Verrazzano-Narrows Bridge nomi dastlab bitta "z" bilan yozilgan edi. "Verrazano" nomi 1960 yilda gubernator Rokfeller ko'prik nomini berish huquqini beruvchi qonun loyihasini imzolagan paytga to'g'ri keladi.[148] Ko'prik nomini rasmiy ravishda ikkita "z" bilan variantga almashtirish to'g'risidagi qonun loyihasi kollej talabasi Robert Nash tomonidan 2016 yilda kiritilgan,[149] ammo keyingi yil to'xtab qoldi,[150] 2018 yil boshida yana bir qonun loyihasi kabi.[151] Nyu-York shtati senati 2018 yil iyun oyida ko'prik nomini o'zgartirishga ovoz berdi,[151] va ismni o'zgartirish rasmiy ravishda oktyabr oyida imzolandi.[152][153]

Ta'mirlash

Workers rebuilding the bridge's upper deck
Yuqori qavatni qayta qurish

2014 yilda shahar 1,5 dollardan boshladi ko'prikdagi milliard rekonstruktsiya loyihasi. O'sha paytda, bu 25 yilgacha davom etishi kutilgandi.[154] 235 dollar turadigan birinchi bosqich million va 2017 yilgacha davom etdi, shu jumladan mavjud bo'lgan pastki pastki qismlarni yangi bilan almashtirish ortotrop pastki sections, removing the divider on the upper deck, and adding a seventh lane on the upper deck, which was to be used as a high-occupancy vehicle (HOV) lane.[155] The ramps within the Parkway kamari interchange were also rearranged to allow for a ramp to be constructed for the new HOV lane on the upper deck. The parts for this deck were ordered from Xitoy because the parts that the MTA required were no longer manufactured in the United States.[156]

After the upper deck was replaced, parts of the lower deck are to be replaced, but this necessitates the closure of the lower deck during construction. Hence, the MTA opted to replace the upper deck first to add more capacity. The upper level's new HOV lane opened on June 22, 2017.[157] Simultaneously, the MTA dismantled the Staten Island-bound toll booths to speed up westbound traffic.[158] This work was done in advance of the reconstruction of tracks around Penn stantsiyasi, which severely limited rail service into that station and created more vehicular traffic at crossings to Manhattan.[159] Long-term plans also call for the installation of a bicycle and pedestrian path on the Verrazzano-Narrows Bridge.[160]

Tavsif

The Verrazzano-Narrows Bridge is owned by Triborough ko'prigi va tunnel boshqarmasi bondholders who paid for the bridge at its construction.[161] It is operated by the TBTA's successor, MTA ko'priklari va tunnellari, which is an affiliate agency of the MTA.[162] Ko'prik tashiydi Davlatlararo 278, which continues onto the Staten Island Expressway g'arbda va Gowanus Expressway to the northeast. The Verrazzano, in combination with the Goetals ko'prigi and the Staten Island Expressway, created a new way for commuters and travelers to reach Brooklyn, Long Island, and Manhattan by car from Nyu-Jersi.[163]

The Queen Mary 2 radar mast passing under the Verrazzano Bridge
Qirolicha Maryam 2 radar mast passing under the Verrazzano Bridge, showing that there is sufficient clearance for the ship beneath the span

Each of the two suspension towers, located offshore, contains around 1 million bolts and 3 million rivets.[164] The towers contain a combined 1,265,000 short tons (1,129,000 long tons) of metal, more than three times the 365,000 short tons (326,000 long tons) of metal used in the Empire State Building.[3]:141 Because of the height of the towers (693 ft or 211 m) and their distance from each other (4,260 ft or 1,298 m), the curvature of the Earth's surface had to be taken into account when designing the bridge. The towers are not parallel to each other, but are 1 5⁄8 in (41.275 mm) farther apart at their tops than at their bases.[3]:138[68]:752[164][165] When built, the bridge's suspension towers were the tallest structures in New York City outside of Manxetten.[113] The diameters of each of the four main suspension cables is 36 in (914 mm). Each main cable is composed of 26,108 wires amounting to a total of 142,520 mi (229,364 km) in length.[164][98] The upper and lower levels are supported by trusses underneath each roadway, which stiffen the bridge against vertical, torsional, and lateral pressure.[3]:141 The anchorage on the Staten Island side contains a facility for heating cinders that are used to de-ice the bridge deck during winter.[3]:148

At the time of opening, the Verrazzano-Narrows Bridge was the dunyodagi eng uzun osma ko'prik; its 4,260-foot center span, between the two suspension towers, was 60 feet (18 m) longer than the Oltin darvoza ko'prigi 's center span.[72]:5[3]:138 Despite being only slightly longer than the Golden Gate Bridge, the Verrazzano-Narrows Bridge could carry a 75% greater load than the former could.[3]:138 In 1981, the Verrazzano Bridge was surpassed by the Humber ko'prigi in England, which has a center span of 4,626 ft (1,410 m), as the world's longest suspension bridge.[166]

Because of thermal expansion of the steel cables, the height of the upper roadway is 12 feet (3.66 m) lower in summer than in winter.[3]:138[164][113][167] The Narrows is the only entry point for large cruise ships and container ships that dock in New York City. As a result, they must be built to accommodate the clearance under the bridge. At mean high water, that clearance is 228 ft (69 m).[83] The RMS Qirolicha Maryam 2, one such vessel built to Verrazzano-Narrows Bridge specifications, was designed with a flatter funnel to pass under the bridge, and has 13 ft (3.96 m) of clearance under the bridge during high tide.[164][168]

Numerous birds nest or roost on the bridge, most notably breeding peregrine lochinlari.[169] The falcons nest at the top of the Verrazzano-Narrows Bridge's towers, as well as on the Throgs Neck and Dengiz parkveyi Ko'priklar. As the falcons are endangered, the city places bands on each bird and examines the birds' nesting sites each year. The falcons were discovered on the top of the Verrazzano Bridge in 1983, though they had started breeding there several years prior.[170][171]

Nomlash

Tentative names

Monument at the Staten Island side of the bridge
The Verrazano-Narrows Bridge Memorial on Lily Pond xiyoboni, near the bridge's Staten Island entrance

During the planning stages, the bridge was originally named simply the "Narrows Bridge".[172] The co-naming of the bridge for Verrazzano (with two "z"s) was controversial. It was first proposed in 1951 by the Italian Historical Society of America, when the bridge was in the planning stage. After Robert Moses turned down the initial proposal, the society undertook a public relations campaign to re-establish Verrazzano's largely forgotten reputation and to promote the idea of naming the bridge for him. The society's director, John N. LaCorte, successfully lobbied several governors of states along the U.S.'s East Coast to proclaim April 17, the anniversary of Verrazzano's arrival in the harbor, as Verrazzano Day. LaCorte then approached the TBTA again, but was turned down a second time. The manager of the authority, backed by Moses, said the name was too long and that he had never heard of Verrazzano.[173] The explorer's name had previously been suggested for the Jorj Vashington ko'prigi, located several miles north, in 1931.[174]

The Italian Historical Society later successfully lobbied to get a bill introduced in the Nyu-York shtat assambleyasi to name the bridge for the explorer. After the introduction of the bill, the Staten Island Chamber of Commerce joined the society in promoting the name. In April 1958, Governor W. Averell Harriman announced that he would propose naming the Narrows Bridge after Verrazzano in honor of the explorer's voyage to the New York Harbor in 1524.[175] His successor, Nelson Rockefeller, put his support behind the one-"z" "Verrazano" name in April 1959, saying that it was the Americans' standard way of spelling the explorer's name.[78] According to Gay Talese, the one-"z" name was bolstered by the fact that it appeared on the bridge's first construction contracts in 1959; this incorrect spelling persisted in all subsequent references to the bridge.[150]

Although the "Verrazano" name was not finalized yet, The New York Times noted that the Staten Island Ferry boat carrying dignitaries to the bridge's August 1959, groundbreaking ceremony was named the "Verrazzano". The Times further stated that former Governor Harriman and Mayor Wagner had respectively proposed a "Verrazzano Bridge" and proclaimed a "Verrazzano Day".[79] The Staten Island Chamber of Commerce opposed the Verrazzano name altogether, saying that the proper name of the bridge should be "Staten Island Bridge" because there was also a "Bruklin ko'prigi ", a"Manhattan Bridge ", a"Queens ko'prigi ", and a "Bronks ko'prigi ".[176] The Italian Historical Society was reportedly perplexed about the opposition to the "Verrazano" name.[177] In response to the Staten Island Chamber of Commerce's opposition, the TBTA offered to add a hyphen between "Verrazano" and "Narrows".[172]

Official name with one "z"

Rockefeller signed the "Verrazano" name into law in March 1960, which officially changed the name of the Narrows Bridge to "Verrazano-Narrows Bridge".[148] The naming issue did not encounter any more controversy until 1963, after the assassination of President Jon F. Kennedi. This prompted a series of suggestions to rename structures, monuments, and agencies across the United States after the late president.[178] A petition to rename the Verrazano Bridge for Kennedy received thousands of signatures.[179] In response, LaCorte contacted the president's brother, Amerika Qo'shma Shtatlari Bosh prokurori Robert F. Kennedy, who told LaCorte that he would assure that the bridge would keep the "Verrazano" name.[173] Ultimately, the Verrazano-Narrows Bridge kept its name, while Idlewild aeroporti in Queens was renamed after Kennedy.[180]

In part due to discrimination against Italian-Americans, the bridge's official name was widely ignored by local news outlets at the time of the dedication. Some radio announcers and newspapers omitted any reference to Verrazzano, referring to the bridge as the Narrows Bridge, or the Brooklyn–Staten Island Bridge. The society continued its lobbying efforts to promote the name in the following years until the name became firmly established. Another ethnic slur for the bridge was its nickname as the "Guinea Gangplank", referring to the Italian-Americans who subsequently moved from Brooklyn to Staten Island.[72]:33 The Italian Historical Society's published references to the bridge's name all contained two "z"s.[181]

Bills to change bridge's name

Installation of new road signs saying Verrazzano with two "z"s in February 2020

2016 yil iyun oyida, Sent-Frensis kolleji student Robert Nash started a petition to correctly spell Giovanni da Verrazzano's name on the bridge with two "z"s.[149][182][183][184] The petition gained support from politicians including New York State Senators Martin Oltin va Endryu Lanza. The petition was also supported by actors and celebrities of Italian heritage, including Robert DeNiro va Toni Gemignani.[185] In December 2016, Senators Golden and Lanza sent letters to the Metropolitan Transportation Authority CEO Thomas F. Prendergast, in which they recommended that the bridge's name be spelled correctly. An MTA spokesperson said the agency was reviewing the letter.[185][186]

A bill to formally change the bridge's name stalled in 2017,[150] as did another bill in early 2018.[151] In mid-2018, Golden sponsored a New York State Senate bill to change the bridge's spelling to "Verrazzano" with two "z"s. On June 6 of that year, the Senate unanimously passed a bill to change the spelling of the Verrazano-Narrows Bridge, sending the measure to the Nyu-York shtat assambleyasi and the office of New York Governor Endryu Kuomo tasdiqlash uchun. If the bill was passed, the MTA would modify nearly a hundred road signs at a cost of $350,000.[187][151] The Assembly passed the bill on June 21, sending the measure to Governor Cuomo with a minor modification. As a cost-saving measure, existing signs would retain the one-"z" spelling, and only new signs would contain the double-"z" spelling.[188][153] On October 1, 2018, Governor Cuomo signed the bill into law, effectively changing the legal spelling of the bridge to the "Verrazzano-Narrows Bridge".[152][189][153]

Yo'l haqlari

Verrazzano-Narrows Bridge, as seen from Brooklyn at night
Verrazzano-Narrows Bridge, as seen from Brooklyn at night

2020 yil 1-dekabr holatiga ko'ra, tolls are charged in both directions. Drivers pay $9.50 per car in both directions for Tolls by Mail. E-ZPass users with transponders issued by the New York E-ZPass Customer Service Center pay $6.12 per car in both directions.[190]

The Staten Island Resident Rebate Program provides a discounted rate of $2.75 to registered residents of Staten Island who use E-ZPass. Staten Island residents can request a special Carpool HOV E-ZPass, which can be used when three or more people are in a passenger vehicle. The Carpool HOV rate is $1.70.[191] Non-residents do not get the rebated or discounted rates. All E-ZPass users with transponders not issued by the New York E-ZPass Customer Service Center are charged the Toll-by-mail rates.[192] A bill that passed in the New York State Senate in May 2019 would give the discounted rate to Brooklyn residents with E-ZPass who cross at least 10 times per month. The discount would only apply to non-commercial vehicles.[193][194][195]

Prior to the implementation of two-way tolling, the undiscounted tolls for passenger cars were higher than for most other tolled crossings in the U.S. The tolls from the Verrazzano-Narrows Bridge grossed the MTA $417 million in 2017, and more than 85% of bridge motorists used a discounted toll rate.[196]

One-way toll

An shahar afsonasi has it that tolls were to be abolished once the bridge's construction bonds were paid off, but this has been debunked by the Staten Island Advance.[197][198] Originally, all drivers paid the same toll to cross the Verrazzano-Narrows Bridge. Staten Island residents were the only residents of New York City who had to pay a toll in order to enter their home borough, since all four of Staten Island's vehicular crossings collected tolls. This put Staten Island motorists at a financial disadvantage compared with drivers who lived in other boroughs.[199][200][196] A bill to reduce the tolls for Staten Islanders was introduced in the Nyu-York shahar kengashi in 1975.[199] Hokim Mario Kuomo, the father of future Governor Andrew Cuomo, signed another law to give Staten Island residents discounted tolls in 1983, after years of petitioning and opposition from his two predecessors.[200]

From its opening until 1986, the toll was collected in both directions. In 1985, U.S. Representative Yigit V. Molinari co-sponsored a bill that would require the MTA to collect the Verrazzano-Narrows Bridge's toll in the Staten Island-bound direction only. This came after Staten Island residents had complained about pollution from idling vehicles.[143] In December of that year, the Amerika Qo'shma Shtatlari Vakillar palatasi passed a bill that prohibited the MTA from collecting tolls from Brooklyn-bound vehicles,[201] under penalty of a loss of highway funding.[145] Accordingly, in March 1986, the MTA started a pilot program where it charged a $3.50 toll for Staten Island-bound vehicles rather than charging a $1.75 toll in both directions.[142][202] The pilot program was extended to six months, but it was controversial due to the dubious benefits involved.[144] The new toll plan not only caused a drop in revenues,[203] but also caused congestion in Manhattan and Brooklyn[204] and air pollution in Manhattan. Kanal ko'chasi in Lower Manhattan, which connected to the Holland tunnel to New Jersey, saw the most severe congestion, as drivers would go through New Jersey and use the Bayonne ko'prigi to pay a cheaper toll to enter Staten Island.[205] Fatal accidents involving pedestrians in Lower Manhattan also increased greatly as a result.[206]

In 1987, the MTA supported removing the one-way toll because it reduced MTA revenues by $7 million a year.[207] At that point, Cuomo proposed reinstating an eastbound toll for trucks.[208] In 1990, it was noted that about 455,000 more eastbound vehicles per year were using the bridge's eastbound lanes compared with before the toll reconfiguration, but that this was heavily outweighed by the 1.5 million fewer westbound vehicles per year.[145] Residents of Manhattan and Brooklyn wanted the tolls changed so that either eastbound vehicles only, or both directions, would be tolled.[209]

2019 yilda Amerika Qo'shma Shtatlari Vakillar palatasi voted in favor of a federal appropriations bill, which would repeal the bridge's one-way-toll mandate and allow half of the then-current toll to be applied to both directions.[210][211] At the time, the Verrazzano-Narrows Bridge was the only American bridge with a federal mandate controlling its toll collections. Prezident Donald Tramp signed the bill in December 2019, but the MTA had yet to determine at that time when it would enact two-way tolls.[212] After the mandate was repealed, the MTA had to seek approval for split tolls from its board, and install tolling gantries to support split tolls.[213] On December 1, 2020, two-way tolls were reinstated.[146][214]

Electronic tolling and tollbooth removals

Demolition of eastbound toll plazas, 2012

E-ZPass was introduced at the Verrazzano-Narrows Bridge in late 1995.[215][216] Its introduction helped to reduce traffic congestion at the tollbooths; in March 1997, it was found that drivers with E-ZPass were able to pass through the westbound tollbooths within 30 seconds, compared to 15 minutes for drivers paying with tokens or cash.[217] In February 1998, the MTA discontinued the sale of toll tokens on the Verrazzano-Narrows Bridge, except to Staten Island residents purchasing them in bulk.[218]

Despite not collecting tolls in the eastbound direction since 1986, the MTA did not do anything with the unused booths for a quarter-century.[219] In 2010, eight of the eleven Brooklyn-bound toll booths were removed as part of the first phase of a project to improve traffic flow at the toll plaza.[220][219] Two years later, the last of the eastbound tollbooths was removed.[221][222] 2020 yilgacha,[146] tolls were still collected in the Staten Island-bound direction only, and congestion within Lower Manhattan persisted due to the bridge's one-way westbound toll.[223][196]

Naqd pulsiz ochiq yo'l began on July 8, 2017.[158] The westbound tollbooths were also dismantled, and drivers were no longer able to pay cash at the bridge. Buning o'rniga kameralar va E ‑ ZPass o'quvchilar kabinalar joylashgan joy yaqinidagi yangi suv o'tkazgichlarga o'rnatiladi.[224][225] E-ZPasssiz transport vositasida uning davlat raqamidan olingan surat bor va yo'l haqi hisobi egasiga yuboriladi.[226] E-ZPass foydalanuvchilari uchun sensorlar transponderlarini simsiz ravishda aniqlaydilar.[224][225][226]

Tarixiy to'lovlar

History of passenger cash tolls for the Verrazzano-Narrows Bridge
YillarYo'l uchun haqPullik ekvivalenti
2019 yilda[227]		Ref.Direction collectedUsul
1964–1972$0.50$3.06–4.12[119][228]Ikkala yo'nalishFaqat naqd pulga
1972–1975$0.75$3.56–4.58[228][229]Ikkala yo'nalish
1975–1982$1.00$2.65–4.75[229][230]Ikkala yo'nalish
1982–1984$1.25$3.08–3.31[230][231]Ikkala yo'nalish
1984–January 1986$1.50$3.50–3.69[231][232]Ikkala yo'nalish
January–March 1986$1.75$4.08[232]Ikkala yo'nalish
March 1986 – 1987$3.50$7.88–8.16[142][233]Westbound
1987–1989$4.00$8.25–9.00[233][234]Westbound
1989–1993$5.00$8.85–10.31[234][235]Westbound
1993–1996$6.00$9.78–10.62[235][236]Westbound
1996–2003$7.00$9.73–11.41[236][237]WestboundCash/E-ZPass
2003–2005$8.00$10.47–11.12[237][238]Westbound
2005–2008$9.00$10.69–11.78[238][239]Westbound
2008–2010$10.00$11.72–11.87[239][240]Westbound
2010–2015$13.00$14.02–15.24[240][241]Westbound
2015–2017$16.00$16.69–17.26[242][243]Westbound
2017–2019$17.00$17.00–17.73[244][223]WestboundFaqat elektron
2019 yil aprelidan$19.00$19.00[245][246]Westbound

Bridge usage

United States Coast Guard on patrol in Upper New York Bay. The Verrazzano-Narrows Bridge across the Narrows is visible in the background.
Sohil xavfsizligi on patrol in Upper New York Bay. In the background, the Verrazzano-Narrows Bridge spans the Narrows between Brooklyn (left) and Staten Island (right).

In 2015, an average of 202,523 vehicles used the Verrazzano-Narrows Bridge daily in both directions. 2015 yildan boshlab, the Verrazzano-Narrows Bridge carries more traffic than the Tashqi ko'prikni kesib o'tish, Bayonne ko'prigi, va Goetals ko'prigi. These three bridges, which connect Staten Island with New Jersey, were used by a combined 168,984 vehicles in both directions.[1]

In 2011, advocacy group Amerika uchun transport rated the Verrazzano-Narrows Bridge as New York's most dangerous, because of the combination of deterioration and the number of people who cross it per day.[247] The MTA responded that the Verrazzano-Narrows Bridge, which was both the newest large bridge and the longest bridge in the state, was structurally sound, and that the bridge had passed its most recent inspection. The MTA attributed Transportation for America's results to a "misinterpretation of inspection records".[248]

Signs at both ends of the Verrazzano-Narrows Bridge forbid photography and video taping while on the bridge. These signs were installed after the 2001 yil 11 sentyabr, hujumlar, when the MTA started confiscating film from individuals who were caught filming MTA crossings. However, the ban had been in place long before the attacks in order to prevent people from taking close-up pictures of the bridge.[249]

Public transportation

Three local bus routes operated by MTA mintaqaviy avtobus operatsiyalari use the Verrazzano-Narrows Bridge: the S53 local route, the S79 Select Bus Service route, and the S93 limited-stop route. The bridge also carries 20 tezyurar avtobus routes that connect Staten Island with Manhattan and are also operated by Nyu-York shahri tranziti. They are the SIM1, SIM1C, SIM2, SIM3, SIM3C, SIM4, SIM4C, SIM4X, SIM5, SIM6, SIM7, SIM9, SIM10, SIM15, SIM31, SIM32, SIM33, SIM33C, SIM34, and SIM35.[250]

Subway tracks were proposed for the bridge early in the planning process,[57] but Moses rejected them, ostensibly over cost concerns.[58] Other bridges proposed and built by Moses, including the Triboro ko'prigi, Henry Hudson Bridge, Bronks-Uayteston ko'prigi va Throgs bo'yin ko'prigi, also lack provisions for subway tracks. Biografning so'zlariga ko'ra Robert Karo, Moses purposely excluded any provisions for mass transit on his bridges in order to promote private transportation.[251]

Pedestrian and bicycle access

Lack of walkway or bikeway

The Verrazzano-Narrows Bridge was not built with a pedestrian walkway. At the time, it was seen as too expensive, and planners believed the lack of a walkway would help prevent possible o'z joniga qasd qilish jumps.[252] Non-motorized transportation is limited to using the bridge during the Nyu-York shahridagi marafon va Beshta Boro velosiped safari.[253][254] In 1976, the Verrazzano-Narrows Bridge was designated as the starting point of the New York City Marathon. The 1976 marathon was the first year in the marathon's six-year history that the New York City Marathon course went outside Manhattan.[255] Since then, the marathon has started at the Verrazzano Bridge's Staten Island end every year.[256] The Verrazzano-Narrows Bridge is not open to pedestrians or bikers outside of the marathon and the bike tour.[253]

The lack of a walkway did not stop suicides completely, since by 1975, four people had died after jumping off the bridge.[257] The number of suicides has increased over time, despite efforts at deterrence. A sign that says "Life Is Worth Living" is located on the Staten Island approach. In 2008, the MTA also installed six suicide hotlines on the bridge.[258] In December 2019, the MTA began installing a prototype o'z joniga qasd qilish to'sig'i after a series of fatal jumps from the bridge.[259]

Proposals for pedestrian and bike access

There have been calls for a walkway or bike lane on the Verrazzano-Narrows Bridge since its opening, when several people protested over the lack of bike lanes at the bridge's opening ceremony.[260] In 1977, as a temporary solution, the city modified three buses to fit 12 bikes and 20 passengers each, then operated these buses on a new "S7 Verrazano Bridge" route.[261] 1993 yilda New York City Department of City Planning called for a footpath across the bridge as part of their Greenway Plan for New York City.[262] The next year, the city sought a $100,000 federal grant to fund a feasibility study into a Verrazzano Bridge pedestrian and bike path.[263] In 1997, the DCP released its study, which found that two footpaths running between the suspender ropes along the upper level, separated for pedestrian and cyclist use, would cost a minimum of $26.5 million.[264][265] The MTA at the time expressed concern about the "safety and liability inherent in any strategy that introduces pedestrian and bicycle access" to the bridge.[264]

Local residents on both sides of the bridge started advocating for the construction of a walkway or bikeway on the Verrazzano-Narrows Bridge in 2002. Dave Lutz, the director of the Neighborhood Open Space Coalition nonprofit, stated that after the September 11 attacks, Staten Islanders walked home along the bridge's roadway.[266] Shahar hokimi Maykl Bloomberg promised to look into the possibility in October 2003.[267]

The Harbor Ring Committee was formed in 2011 to advocate for the completion of the Harbor Ring route, which would create a 50-mile (80 km) around New York Harbor, including a footpath across the Verrazzano.[265] In spring 2013 the committee began an online petition that generated more than 2,500 signatures, as well as an organizational sign-on letter with the support of 16 regional and local advocacy and planning organizations.[268] That year, the MTA announced that it would include conduct a three-year feasibility study for installing a pathway on the Verrazzano-Narrows Bridge.[265][269] The MTA considered plans for a bike lane in 2015, during the reconstruction of the Verrazzano-Narrows Bridge.[160] The MTA estimated that a dedicated multiple-use pathway would cost $400 million due to the need for a minimum width to accommodate a fire engine and construction of entrance and exit ramps. The plan was ultimately rejected in March 2019 over safety concerns.[270]

Panorama of the Upper New York Bay viewed from Staten Island. The Verrazano-Narrows Bridge is visible in the center of the image and Fort Wadsworth is visible in the foreground.
Panorama of the bay with Vodsvort Fort (foreground) on the Narrows, under the Verrazzano-Narrows Bridge

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