NYC Parks is making important service changes. Find out more about our additional safety precautions, program cancellations, and potential closures before you head to a park or recreation center.
For more information, please visit our Service Announcements page. This part of Manhattan was farmland until affluent New Yorkers moved uptown during the 19th century to escape the rising tide of immigration in Lower Manhattan.
As the local population increased, the numbers of greenspaces near the riverside neighborhoods decreased. When the Great Depression hit New York, many struggling homeless families began to occupy the remaining vacant lots. These bridges have outlived their useful lives and must be replaced. Learn more on the Belt Parkway Bridges project's Facebook page. Learn more about the BQE project. The project, which is being managed by NYC DOT on behalf of NYC Parks, will implement structural repairs to the underside of the deck, repair walls along the roadway, and replace concrete girders.
It will also make important upgrades, eliminating uneven surfaces, improving drainage, replacing the pedestrian railings, and replacing street lighting and benches along the entire span.
The project spans the northern section of Riverside Drive West from W. The bridge deck, sidewalks and expansion joints will be fully replaced; the steel framing will be rehabilitated; and the superstructure encasement will be removed. The section near Bellevue Hospital between East 23rd Street and East 30th Street was filled with rubble from bombed British cities carried as ballast in wartime ships, and was dubbed "Bristol Basin" at the time.
Photo by Jim K. It was proposed as follows: Recently completed sections of this highway serve as a fine example of accomplishment in modern highway construction, in spite of extreme engineering difficulties and legal complications of acquiring land in diverse and confused ownership.
When completed as an express highway in its entirety, it will divert large volumes of traffic from congested Manhattan streets and provide fast, convenient travel for great numbers of motorists. As part of the arterial development program, Moses called for the completion of unbuilt parkway sections, and for the conversion of the existing boulevard into a controlled-access parkway from the Battery north to the Triborough Bridge.
Throughout the length of the parkway, existing boulevard intersections with dangerous left-turn lanes were replaced with exit ramps, overpasses and viaducts. It may have been proposed in conjunction with the "Wateredge" replacement for the West Side Highway. In addition, there was to be a diamond interchange at Wall Street, with ramps emerging from the tunnel at the service roads.
Once the tunnel opened, the elevated structure would have been torn down, and subsequently, the South Street Seaport area would have been integrated with the local street network. However, this plan never came to fruition.
This photo shows a cantilevered layout, with Carl Schurz Park on the top layer, the northbound FDR lanes on the middle layer, and the southbound FDR lanes on the bottom layer. Photo by Jeff Saltzman. Millions of tiny marine borers, or "sea termites," are feeding on the wooden pilings that support parts of the FDR Drive, threatening its stability. The engineering firm Parsons Brinckeroff has been commissioned to determine the extent of the damage caused by the marine borers.
According to state and city transportation officials, most pilings will likely require installation of a plastic shrink wrap to suffocate the pests. More seriously damaged pilings will require the construction of concrete sleeves to cover them. Nevertheless, officials believe that the FDR Drive is safe and not in imminent danger of collapse.
The old ramp was closed in after officials found it to be structurally unsound. In the ensuing years, nearby York and First avenues grew more congested, prompting officials to rebuild the ramp.
The new foot-ramp elevated ramp, a four-span box-girder bridge, was the first composite box girder bridge to be used in the New York metropolitan area. It was built north of the existing ramp to allow space for a future pedestrian and bicycle ramp to a proposed esplanade. The ramp reopened to traffic in October after only seven months of construction.
0コメント