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Are There Speed Cameras On The Throgs Neck Bridge

Written By Friday, June 10, 2022 Add Comment Edit

Bridge between Queens and the Bronx, New York

Throgs Cervix Bridge
ThrogsNeckBridge.jpg

Throgs Neck Bridge from Fort Totten
Coordinates 40°48′07″N 73°47′35″W  /  40.802°North 73.793°W  / 40.802; -73.793 Coordinates: 40°48′07″North 73°47′35″W  /  forty.802°N 73.793°Westward  / forty.802; -73.793
Carries 6 lanes of
I-295 Toll
Crosses Due east River
Locale New York City (Throggs Neck, Bronx – Bay Terrace, Queens)
Maintained by MTA Bridges and Tunnels
Characteristics
Design Suspension bridge
Total length 2,910 feet (890 yard)
Longest bridge ane,800 feet (550 m)
Clearance below 142 feet (43 yard)
History
Designer Othmar Ammann
Construction cost $92,000,000[1]
Opened Jan eleven, 1961; 61 years ago  (1961-01-11) [one]
Statistics
Daily traffic 119,249 (2016)[ii]
Toll As of April 11, 2021, $x.17 (Tolls By Mail and non-New York Due east-ZPass); $6.55 (New York E-ZPass); $8.36 (Mid-Tier NYCSC E-Z Pass)
Location

The Throgs Neck Span is a suspension span in New York City, carrying half-dozen lanes of Interstate 295 (I-295) over the Eastward River where it meets the Long Island Sound. The bridge connects the Throggs Cervix section of the Bronx with the Bay Terrace department of Queens.

Opened on January xi, 1961, information technology is the newest bridge across the Due east River and was built to relieve traffic on the Bronx–Whitestone Bridge, ii miles (3.2 km) to the due west. The Throgs Neck Span is also the easternmost crossing of the East River. Due to this and its proximity to I-95, it is the closest road from Long Island to New Jersey via the George Washington Span, also every bit points northward.

The Throgs Cervix Bridge is owned by the government of New York City and operated by the Triborough Bridge and Tunnel Authority (TBTA), an affiliate agency of the Metropolitan Transportation Authority (MTA).

Description [edit]

The anchorage (left) and suspension tower (right) on the Queens side of the Throgs Neck Bridge

The Throgs Cervix Bridge was designed by structural engineer Othmar Ammann, who likewise designed the George Washington, Bronx–Whitestone, Verrazzano-Narrows, and Triborough Bridges in New York City. It connects the boroughs of Queens to the s and the Bronx to the north, and is the third vehicular bridge to be constructed betwixt Queens and the Bronx, afterwards the Triborough and Bronx–Whitestone Bridges.[3] : 127 The bridge is a intermission bridge with six lanes, iii in each management.[4] Each three-lane roadway is 37 anxiety (xi k) wide, and the two directions of traffic are divided by a 4-foot-wide (i.2 k) barrier. The roadway is paved with asphalt.[iii] : 133 In that location is no pedestrian or bicyclist admission of any kind.[v] [six] The Throgs Cervix Bridge is a toll bridge; it originally had tollbooths on the Bronx side,[i] merely they were replaced by open road tolling gantries in 2017.[seven]

Blueprint [edit]

The Throgs Cervix Bridge was non jump past any maritime constraints and equally a result, did not need to exist as long as other Ammann-designed bridges in New York City.[3] : 129 The middle span is 1,800 anxiety (550 m), and the distance between each suspension tower and anchorage is 555 feet (169 m), with an anchorage-to-anchorage total length of ii,910 feet (887 m).[8] [ix] [10] The bridge contains ii long arroyo ramps, i on either bank, because both the Bronx and Queens are located on low elevations. The Throgs Neck Span has a 3,900-foot (1,200 g) approach ramp in the Bronx, curving over the SUNY Maritime College at Fort Schuyler on the Throggs Neck peninsula, likewise every bit a ii,800-foot (850 yard) ramp direct east of Cryder's Point in Bay Terrace, Queens.[11] Including approaches, the bridge spans more than 2 miles (3.2 km).[3] : 127

The span is supported past two principal cables, which suspend the deck and are held upwardly by the pause towers. Each primary cablevision contains 37 strands, with each strand made of 296 individual wires, for a total of 10,952 wires per main cablevision.[1] [12] The main cables weigh 1,790 short tons (1,600 long tons; 1,620 metric tons) each.[12] At each end of the suspension span are two anchorages that concur the master cables, both of which are freestanding concrete structures measuring 250 by 350 feet (76 by 107 m).[13] The bridge's Bronx anchorage is at the tip of Throggs Neck, and the towers are located in the middle of the Long Island Sound.[11] The Queens anchorage is located off the shore of Fort Totten, in the East River.[13]

The break towers of the Throgs Cervix Bridge are of closed-box construction with arched struts at the height of each belfry. The tops of the suspension towers are sharp and blocky atop the struts, and there are flattened segmental arches on the underside of the struts.[3] : 129 Both suspension towers are located on artificial concrete islands in the East River, which are 20 feet (6.i k) above mean high water.[xiv] Each suspension tower rises 326 feet (99 grand) above the islands,[fifteen] or 346 feet (105 m) higher up mean high water.[xiv] Peregrine falcons have lived high on a suspension tower since at least 1983, when they were kickoff spotted.[16] [17] [eighteen] They are thought to have nested there because the tops of the towers resembled their natural habitat of high cliffs.[17]

Instead of employing a rather streamlined-looking plate-girder arrangement, Ammann synthetic the Throgs Cervix Span with 28-foot-deep (8.5 m) stiffening transverse trusses under the deck. These served as counterweights to the span and allowed any current of air to simply blow through, instead of against, the bridge.[3] : 129 The asphalt roadway lies atop a 5-inch-thick (xiii cm) deck, which consists of dozens of panels that lie direct to a higher place the trusses.[3] : 133

Route connections [edit]

The Throgs Cervix Bridge was one of the few that were not role of the plans for the Belt Parkway around Queens and Brooklyn.[3] : 125 Instead, the bridge was built along with the Clearview Freeway in Queens and the eastern part of the Cross Bronx Expressway in the Bronx.[19]

The Throgs Neck Bridge carries Interstate 295 (I-295). On the Queens side, the bridge connects to the southbound Clearview Expressway (I-295) and the eastbound Cross Isle Parkway. At that place is no direct connection to the westbound Cross Isle Parkway or from the Cross Island Parkway service roads in either management. On the Bronx side, in that location are connections to and from the community of Throggs Cervix. The northbound archway and exit leads to the Throgs Cervix Expressway service road, while the southbound exit and entrance leads from the intersection of the Throgs Cervix Expressway service road and Harding Avenue. Immediately afterward, the highway splits into the Throgs Neck Expressway (I-695), which connects to northbound I-95; and I-295, which connects to southbound I-95, westbound I-278, and northbound Hutchinson River Parkway at the Bruckner Interchange.[20]

Traffic restrictions [edit]

As of 2015[update], the Throgs Neck Bridge has a superlative limit of fourteen feet 7 inches (4.45 m) for southbound vehicles and 15 feet 1 inch (4.60 1000) for northbound vehicles. The maximum width of any vehicle is xv feet 0 inches (4.57 m). Tractor-trailers exceeding 53 anxiety and traveling betwixt Long Island and the Bronx are required to use the Throgs Cervix Bridge.[21] A weight limit is imposed on heavy vehicles traveling on the span. The MTA allows half dozen and 7-beam trucks with less than 105,000 lb (48,000 kg) of gross vehicle weight, and 5-axle trucks with less than 102,000 lb (46,000 kg) of gross vehicle weight, if they accept valid divisible-load permits. Trucks carrying less than lxxx,000 lb (36,000 kg) may too use the bridge, only all heavy loads are speed-restricted to 30 miles per hr (48 km/h) and must use the center lane of the bridge. Heavy trucks carrying more than 80,000 lb without permits are prohibited from using the Throgs Neck Bridge.[22]

Name [edit]

The name of "Throgs Cervix" in the bridge'southward proper name derives from John Throckmorton, who offset settled Throggs Neck. The traditionally correct spelling is with two "thou"south.[23] Robert Moses—chairman of the Triborough Bridge and Tunnel Authority (TBTA), which built the bridge—probable chose the variant with one "g" because it was easier to spell.[24] [25]

History [edit]

Aerial view, seen from the Bronx side

Planning [edit]

Plans for a bridge between Throggs Cervix and Queens appointment to a 1932 report by engineer J. Franklin Perrine. Withal, he discarded the proposed Throggs Cervix-to-Queens bridge considering it would have required the construction of new highways at either finish.[26]

The Throgs Neck Bridge'south construction was announced in January 1955, by the Port Say-so and the TBTA equally part of the Port Authorisation'south Joint Study of Arterial Facilities, a $600million program to meliorate highway access in the New York City area (equal to $v.44 billion in 2021[27]). The program too included the structure of the Verrazzano-Narrows Span, the addition of a second deck to the George Washington Bridge, and the completion of connecting highways in and around the city. The Throgs Neck Span was to cost $931000000.[19] [4] [3] : 125 The span was needed because of increasing congestion on the Bronx–Whitestone Bridge ii miles (3.ii km) west, which was nearing its traffic chapters past the tardily 1950s.[28] [29] Traffic loads on the Triborough and Bronx–Whitestone Bridges had more than doubled on both bridges after World War Ii.[3] : 125 The city and Port Authority came to a provisional agreement for the highway arterial plan in late March 1955,[30] and the program was officially approved by the New York state legislature two weeks subsequently.[31]

Initially, the bridge arroyo on the Queens side was controversial because of the number of people who would exist displaced, and at that place were proposals to scrap the bridge entirely.[32] In September 1956, Queens borough leaders agreed on the location for the Queens approach of the Throgs Cervix Bridge. From the Queens anchorage, the approach would descend to a point eastward of the Clearview Golf game Course, approximately between 206th and 207th Streets, and proceed south as the Clearview Expressway.[33] [34] This routing would readapt 421 homes, compared to 860 in the original plan.[3] : 127 [33] [35]

Before long after the arterial plan was approved, drivers on the Triborough and Bronx–Whitestone Bridges were surveyed in social club to assess need for the Throgs Cervix Span.[36] However, past February 1956, the funding for the Throgs Neck Span had non yet been acquired.[eleven] In January 1957, the Port Authority provided $13million in funding for the New York City arterial program,[37] and the New York state government gave another $469million.[38]

View from the north tower

With funding secured, the Throgs Cervix Span was set up for the start of construction. Then, at the terminate of March 1957, the New York country legislature of a sudden inverse the approach route for the Throgs Neck and Narrows Bridges without the metropolis's knowledge.[39] The city then decided to defer whatsoever decision on either span for a year because both bridges' approaches would require potentially controversial home relocations.[forty] One programme had the Throgs Neck Bridge approach in Queens connect directly to a road paralleling the Cross Island Parkway, rather than to the proposed Clearview Expressway.[41] [42] TBTA officials warned that the Throgs Neck Span could not be approved for construction until an arroyo road was finalized.[43] The revised approach routes for both the Narrows and the Throgs Neck bridges were canonical that June, which allowed construction on both crossings to begin.[44] As a result of the revisions to the Clearview State highway arroyo, the cost estimate for the Throgs Neck Bridge increased to $126million.[45]

The city approved the structure of the bridge that July.[46] A final obstruction was removed in August, when the United States Senate passed a bill stating that the structure of the proposed bridge over the SUNY Maritime College at Fort Schuyler was not a breach of a prior land conveyance, and authorized the United States Ground forces to give the New York state regime some land for the span's construction.[47] The SUNY Maritime College would receive 7 acres (2.viii ha) of state in substitution for an easement to allow the span to be synthetic over the college.[3] : 128 [8]

Construction [edit]

TBTA chairman Moses commissioned Othmar Ammann for the construction of the Throgs Cervix Bridge. This was Ammann's first long-bridge bridge projection since 1931, which saw the dedication of the George Washington Bridge over the Hudson River.[48] A groundbreaking ceremony for the Throgs Cervix Bridge occurred at the SUNY Maritime Higher on October 22, 1957. At the time, the approach roads alone were expected to toll $511000000, nearly half of the full span cost.[viii] [9] Information technology was expected that the span would be consummate by 1961.[9] A month afterwards, vi structure contracts worth $42.5million were awarded, representing about half of the span's cost.[49] The contract for the intermission towers' metal was awarded to Bethlehem Steel at a cost of $10.iimillion, and the contract for the towers' concrete went to Merrit, Chapman and Scott for $seven.5meg. The suspension cables would then be congenital by U.S. Steel for $6.3million.[xiii]

Work on the Queens anchorage began in March 1958.[13] The 162-past-72-human foot (49 by 22 m) steel caissons for the Throgs Cervix Span were shipped up the Due east River that summer.[50] The 73-short-ton (65-long-ton; 66-metric-ton) steel associates for the first of the two intermission towers were installed in Apr 1959. Afterward, the suspension towers were installed in pieces. Each piece measured 23.5 feet (7.2 m) tall by 11 by 9 feet (3.iv by two.7 m) effectually.[fourteen] Piece of work on the towers proceeded quickly; by September 1959, the Bronx pause tower was fully completed, and the Queens belfry was 60% completed.[xv] However, a steelworkers' strike in October 1959 threatened to filibuster farther completion.[51] [52]

By January 1960, both towers of the Throgs Neck Bridge had been completed, and the first 1,800 feet (550 m) wire between the two suspension towers had been installed.[53] This cable marked the location of the future bridge deck, but in the interim, it would exist one of six wires that would back up temporary catwalks between the pause towers.[54] The spinning of the chief cables between the tops of each suspension tower began in March. The wires for the cables were spun from reels near the base of operations of the bridge, and then pulled across to the reverse side by 2 wheels, ane at each bridge belfry.[12] The cables were fully spun by June 1960, and the vertical suspender cables connecting the main cables with the deck were installed.[55]

The steel girder sections that comprised the span deck were prefabricated at another location and so shipped to the site of the Throgs Neck Bridge.[3] : 133 [55] Each section measured 82 by 93 feet (25 past 28 one thousand) and weighed 200 short tons (180 long tons; 180 metric tons). The sections were installed on the bridge at a rate of two per mean solar day.[55] Installation of the deck started at each suspension belfry and connected outward in either direction, extending toward the center and the approach viaducts on each side.[3] : 133 Later on, concrete was poured atop the steel sections. The steelwork for the roadway was completed in summer 1960, and piece of work on constructing the Throgs Neck Bridge's approaches progressed simultaneously.[55] The Queens approach viaduct had been completed upwards to the pause bridge in September 1960.[56] The concluding piece of work on the bridge consisted of sheathing the main cables, also equally paving the roadway with asphalt. By Dec 1960, tollbooths for the span were beingness installed, and a definite opening engagement had been set for the next month.[29] [57]

Opening and early years [edit]

View of Queens arroyo from basis level

The Throgs Neck Bridge opened with a brusque ceremony on Jan 11, 1961; its total construction cost had been $921000000.[i] [58] The bridge opened along with a segment of the Clearview Motorway southward to 73rd Artery in Fresh Meadows, as well as the Cantankerous Bronx and Throgs Cervix Expressways in the Bronx.[59] The span'due south opening was attended by Robert Moses, as well as mayor Robert F. Wagner Jr., lieutenant governor Malcolm Wilson, Urban center Council president Abe Stark, and Queens borough president John T. Clancy. The opening of the Throgs Neck Bridge had been accelerated in advance of the start of the 1964 New York Globe's Off-white at nearby Flushing Meadows–Corona Park.[58] Immediately after the span'southward opening ceremony, the delegation attended the opening of a World'due south Fair attraction at Flushing Meadows–Corona Park.[10] The bridge'due south opening drew protests from homeowners in Queens who had been forced to relocate due to the structure of the Clearview Throughway. Several dozen women walked across the bridge, belongings signs and attempting to block the beginning vehicles driving on the bridge.[58] [lx]

It was expected that the Throgs Neck Bridge's opening would initially cause 15million vehicles annually to be diverted to the span from other bridges, and by 1981, the span would carry 37.5million vehicles annually.[one] Inside the first twelve hours of the bridge's opening, 20,000 vehicles had used the bridge.[61] The Throgs Neck Bridge had carried sixteen.4million vehicles past the cease of the year, and the Bronx–Whitestone Bridge recorded a corresponding xl% pass up in traffic in 1961.[62]

The Throgs Neck Bridge was originally designated as function of I-78, which extended south to Hillside Avenue (NY 25), the southern terminus of the Clearview Expressway.[63] [64] [65] I-78 was to continue south and west beyond Queens, Brooklyn, and Manhattan to the Holland Tunnel.[66] [67] [68] Ultimately, nearly all sections of I-78 between the Holland Tunnel and Hillside Avenue were canceled by Governor Nelson Rockefeller in 1971.[69] [70] This resulted in the renumbering of all of I-78 north of Hillside Avenue, including the Throgs Neck Span, to I-295 on January one, 1970.[71]

Afterwards years [edit]

The Throgs Neck Bridge's deck was renovated in 1983. That July, the MTA initially signed a contract to use steel imported from Japan and Republic of korea, around the same time that Governor Mario Cuomo signed a "Buy American" constabulary giving preference to American steel.[72] [73] The contract was controversial because, although importing Asian steel would take been $3.5meg cheaper than buying American steel, it would have too disadvantaged American workers.[73] Subsequently, Cuomo tried to get the MTA to contrary its conclusion.[74] In September 1983, Cuomo signed an executive order mandating the use of American steel,[75] and the MTA narrowly voted to reverse its prior decision.[76]

The construction of the Throgs Neck Bridge'south Queens approaches bisected Clearview Park (renamed Little Bay Park in 1973), which had been established by the New York City Department of Parks and Recreation in 1950. The park's athletic fields received a $666,000 refurbishment in 1998, and a bicycle path and roller hockey rink were installed in 1999 at a price of $1.2million.[77]

Afterward a June 2005 inspection of the Throgs Neck Bridge, damage was found on the arroyo viaducts. The damage was found to exist more astringent abroad from the median barrier. As a issue, heavy trucks carrying over forty tons were permitted to employ the bridge but betwixt 11:00 p.m. and v:00 a.k., when traffic was lightest.[78] The program was canceled in 2007, and overweight vehicles were only allowed to use the bridge with a special permit.[79] Equally of 2018[update], heavy trucks carrying less than xl brusk tons (36 long tons; 36 metric tons), as well as selected heavy trucks conveying more than xltons with permits, may utilise the Throgs Neck Bridge; all other trucks are restricted.[22] In 2019, the MTA started to supersede the concrete deck with a steel deck as part of a $336 million projection that would be completed in 2022.[80] [81]

Tolls [edit]

As of April 11, 2021[update], drivers pay $10.17 per car or $four.28 per motorcycle for tolls by mail/non-NYCSC Due east-Z Pass. Eastward-ZPass users with transponders issued by the New York E‑ZPass Customer Service Center pay $6.55 per auto or $2.85 per motorbike. Mid-Tier NYCSC East-Z Pass users pay $eight.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.[82]

Originally, the toll plaza of the Throgs Neck Bridge, located on the Bronx side, contained 14 price lanes.[1] By 1996, the yr that E-ZPass was introduced, it had been expanded to 20 lanes.[83] The initial rollout of E-ZPass at the Throgs Cervix Bridge caused large delays, as some of the cost lanes were defended exclusively to E-ZPass users, unlike at other MTA crossings that did non have dedicated Eastward-ZPass lanes.[84] In February 1998, the MTA discontinued the sale of toll tokens on the Throgs Cervix Bridge.[85] Throggs Cervix residents stated that they could not easily admission the E-ZPass lanes from the Harding Avenue archway to the bridge, every bit the E-ZPass lanes were located toward the center of the tollbooth, while the bridge entrance was on the far-right side.[86]

Open up-road cashless tolling began on September 30, 2017.[7] The tollbooths, which were at the Bronx terminate of the bridge, take been gradually dismantled, and drivers are no longer able to pay cash at the bridge. Instead, cameras and E-ZPass readers are mounted on new overhead gantries near where the booths were located.[87] [88] A vehicle without E-ZPass has a motion picture taken of its license plate and a bill for the toll is mailed to its owner.[89] For Eastward-ZPass users, sensors notice their transponders wirelessly.[87] [88] [89]

Historical tolls [edit]

History of passenger cash tolls for the Throgs Cervix Bridge
Years Price Toll equivalent
in 2021[27] 		Ref.
1961–1972 $0.25 $ane.62–ii.27 [58] [90]
1972–1975 $0.50 $2.52–3.24 [90] [91]
1975–1980 $0.75 $2.47–3.78 [91] [92]
1980–1982 $i.00 $2.81–three.29 [92] [93]
1982–1984 $ane.25 $3.26–3.51 [93] [94]
1984–1986 $1.50 $3.78–3.71 [94] [95]
1986–1987 $ane.75 $4.17–four.33 [95] [96]
1987–1989 $2.00 $4.37–four.77 [96] [97]
1989–1993 $2.50 $4.69–5.47 [97] [98]
1993–1996 $3.00 $5.xviii–five.63 [98] [99]
1996–2003 $3.50 $5.16–6.05 [99] [100]
2003–2005 $4.00 $5.55–6.91 [100] [101]
2005–2008 $4.50 $v.66–6.24 [101] [102]
2008–2010 $5.00 $6.21–6.29 [102] [103]
2010–2015 $half-dozen.50 $vii.43–8.08 [103] [104]
2015–2017 $8.00 $8.84–9.15 [105] [106]
2017–2019 $8.l $9.01–9.40 [107] [108]
2019–2021 $9.50 $9.95–x.07 [109] [110]
April 2021 – nowadays $ten.17 $ten.17 [111]

Incidents [edit]

A bomb threat to the Throgs Neck Bridge was called on Nov 23, 1987; it was later on deemed a hoax.[112]

A truck with faulty brakes ran into the bridge's toll booths on May 31, 1995. The adjacent twenty-four hours, the same truck ran into the tollbooths again. Only the driver was injured.[113]

On July 10, 2009, during early on-forenoon maintenance work to replace the deck, a construction worker'southward blow torch sparked a three-alarm fire on the bridge.[114] [115] The fire closed the bridge for much of the day, sending traffic in both directions to the nearby Whitestone Bridge.[116] Three southbound lanes and two northbound lanes were speedily reopened,[117] but the tertiary lane remained closed for repairs for a month.[118]

See also [edit]

  • List of bridges documented past the Celebrated American Engineering Record in New York

References [edit]

  1. ^ a b c d eastward f g Phillips, Dorothy A. (January 12, 1961). "Throgs Neck Span Opens New Gateway to Long Isle". Long Island Star-Periodical. pp. 1B, 13B – via Fultonhistory.com.
  2. ^ "New York City Bridge Traffic Volumes" (PDF). New York City Department of Transportation. 2016. p. 11. Retrieved March 16, 2018.
  3. ^ a b c d e f thou h i j k l grand n Rastorfer, Darl (2000). "Chapter half-dozen: The Throgs Cervix Bridge". Six Bridges: The Legacy of Othmar H. Ammann. Six Bridges: The Legacy of Othmar H. Ammann. Yale University Printing. ISBN978-0-300-08047-6 . Retrieved September 18, 2018.
  4. ^ a b "$379 One thousand thousand Construction Mapped". Long Island Star-Journal. January 17, 1955. pp. i, 39 – via Fultonhistory.com.
  5. ^ "Pedestrian Lane Sought for Verrazano-Narrows Bridge". The New York Times. October 17, 2014. Retrieved October 7, 2018.
  6. ^ "Advocates Want Verrazano Bridge Pedestrian Path". NBC New York. Associated Press. October 17, 2014. Retrieved October seven, 2018.
  7. ^ a b Castillo, Alfonso A. (Oct 2, 2017). "Cashless tolling arrives at all MTA bridges". Newsday . Retrieved February sixteen, 2018.
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  12. ^ a b c Stengren, Bernard (March xvi, 1960). "Spinning Of Wire Starts On Span; Throgs Neck Steel Workers Relearn How to String Intermission Supports". The New York Times . Retrieved October vii, 2018.
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  22. ^ a b "Truck/Commercial Vehicle Information". Metropolitan Transportation Authority . Retrieved October 8, 2018.
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  30. ^ Bennett, Charles 1000. (March 22, 1955). "City Backs Plans For $600,000,000 In Artery Roads". The New York Times . Retrieved October 7, 2018.
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Further reading [edit]

  • Weigold, Marilyn East. (August 1, 2004). The Long Island Audio: A History of Its People, Places, and Surroundings. NYU Press. ISBN978-0814794005.

External links [edit]

  • Official website
  • Throgs Neck Bridge at nycroads.com
  • Historic American Engineering Tape (HAER) No. NY-306, "Throgs Neck Bridge, Spans East River from Queens to Bronx, Throgs Cervix, Bronx County, NY", 16 photos, 2 photo caption pages
  • Throgs Neck Bridge at Structurae

Source: https://en.wikipedia.org/wiki/Throgs_Neck_Bridge

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