New england thruway bronx ny

New england thruway bronx ny DEFAULT

This 2002 photo shows the beginning of the northbound New England Thruway (I-95) in the Co-Op City section of the Bronx. The New England Thruway continues the route of the Bruckner Expressway north into Westchester County. (Photo by Jim K. Georges.)

15.3 miles (24.6 kilometers)

Passenger car cash toll (northbound only):
Passenger car EZ-Pass toll (northbound only):

EARLY PLANNING ON THE CORRIDOR: According to Hugh Pomeroy, chief planner for the Westchester County Planning Commission, the New England Thruway was to be a controlled-access route along the Hutchinson River Parkway-US 1 ("New England") corridor. The route of the New England Thruway was to be on the northerly side of the New York and New Haven Railroad (now the Amtrak-Metro North New Haven rail line), along land acquired by Westchester County in the late 1920's for the never-built Pelham-Port Chester Parkway.

From The New York Times:

The New England Thruway does not actually go through any part of New England, cutting only through the northeast Bronx and the heavily suburban eastern shore of Westchester.

As early as 1936, officials saw the need to provide relief for both commercial and pleasure traffic along the US 1 corridor. That year, the Regional Plan Association recommended the construction of an expressway along the Pelham-Port Chester Parkway right-of-way. As an integral part of the regional network, the proposed expressway was to connect the Triborough, George Washington and Bronx-Whitestone bridges with Connecticut.

The combined New England Thruway and Connecticut Turnpike were designed to relieve congestion on US 1 (Boston Post Road) and the Hutchinson River-Merritt Parkway complex. Prior to the construction of the New England Thruway, the Boston Post Road had been the only route open to trucks and buses between New York and New England. The limited-access Hutchinson River and Merritt parkways, both constructed in the 1930's, were open only to passenger cars.

Planning for the New England Thruway, then proposed as the "Pelham-Port Chester Express Highway," began not long after the completion of the Hutchinson River Parkway. In 1940, Robert Moses recommended that the road, which he saw as a gap in the metropolitan arterial system, "should be filled immediately as an aid to the national defense." He further went on as follows:

Construction of this route will relieve congestion on the Boston Post Road and the Hutchinson River Parkway, leading to New England. The Boston Post Road is the most congested mixed-traffic route from New York City to the north and east, and is located through the main business sections of the City of New Rochelle and the villages of Larchmont, Mamaroneck, Rye and Port Chester. The Hutchinson River Parkway is the most overcrowded artery limited to pleasure vehicles in Westchester County.

The new route is approximately 15 miles long and parallels the New Haven Railroad. It joins the Boston Post Road at the Connecticut state line near the Merritt Parkway to the north, and with Eastern (Bruckner) Boulevard and the new Hutchinson River Parkway Extension, forming corridors to the Triborough, Bronx-Whitestone and other bridges to the south. The express highway for mixed traffic should be built for three lanes in each direction, with grade crossings eliminated by 49 bridges and five viaducts.

The cost of constructing this artery is estimated at $14,400,000. More than 75% of the right-of-way has already been acquired by Westchester County, representing a cost of approximately $5,850,000. The additional land required is estimated at $1,900,000 in Westchester County, and the right-of-way in New York City lies entirely within Pelham Bay Park.

This 1959 photo shows the northbound New England Thruway (I-95) at EXIT 15 (US 1) in New Rochelle. (Photo by New York State Thruway Authority via Todd Berkun.

THE THRUWAY AUTHORITY TAKES OVER… In 1950, the New York State Legislature approved construction of the New England Thruway, and placed jurisdiction over the road to the New York State Thruway Authority (NYSTA). The following year, the NYSTA decided to construct a barrier toll plaza in Larchmont to finance the thruway. Much of the right-of-way for the project already had been acquired for the unbuilt Pelham-Port Chester Parkway project, except for a 1½ -mile-long section through Larchmont.

… BUT STIRS CONTROVERSY: The project required the demolition of the Larchmont railroad station and nearby businesses, raising the ire of Patrick B. McGinnis, the president of the New Haven Railroad. The NYSTA compensated by building a multi-million dollar parking lot and railroad station above the proposed highway, but even this did not please McGinnis, who said, "Why should the people of Larchmont agree to anything that makes them climb steps?" Construction of the elevated station and parking lot required the closure of Chatsworth Avenue for nearly a year.

Further north in Mamaroneck, the local school board opposed plans for the cloverleaf interchange at EXIT 18 (Mamaroneck Avenue), where exiting traffic was thought to pose a hazard for students at nearby Mamaroneck Avenue School. Residents also opposed the plan, as they feared that property valuations would plummet.

Near the Bronx-Westchester border, Theodore Kazimiroff, president of the Bronx County Historical Society, convinced engineers to relocate the thruway to the north of Split Rock. The large boulder in Pelham Bay Park had not only served as an Indian outlook, but also was the site of a daring engagement by the Revolutionary Army. On this site in October 1776, Colonel John Glover and his Marblehead Regiment from Massachusetts first engaged the British, allowing a retreating General George Washington to escape.

Toward the end of 1954, village, town and county officials finally joined together in asking for swift construction of the New England Thruway to alleviate congestion on Boston Post Road (US 1).

THE THRUWAY BECOMES AN INTERSTATE: Under the Federal Highway Act of 1956, both the New England Thruway and the Connecticut Turnpike became eligible for Interstate highway funds. Subsequently, both toll roads became part of Interstate 95. By 1957, the Westchester section of the New England Thruway was nearing completion, while construction continued on the thruway in the northeast Bronx.

This 2002 photo shows the northbound New England Thruway (I-95) at EXIT 16 (North Avenue) in New Rochelle. (Photo by Jim K. Georges.)

THE NEW ENGLAND THRUWAY OPENS: On October 15, 1958, Governor Harriman of New York and Governor Ribicoff of Connecticut opened the entire length of the thruway between the Pelham Parkway in the Bronx and the New York-Connecticut state line. The New England Thruway and the Connecticut Turnpike created a 144-mile-long express road from the Bronx to Rhode Island.

Immediately after the dedication ceremony, Harriman traveled several miles south to the Bronx to break ground on the I-95 section of the Bruckner Expressway. The Bruckner Expressway, which connects the New England Thruway with the East River crossings, was completed in 1961.

The cost of the 15.3-mile-long, six-lane New England Thruway was $91.7 million, or approximately $6.2 million per mile. Although most of the thruway was built on land already set aside for the unbuilt Pelham-Port Chester Parkway, additional right-of-way acquisition costs amounted to a relatively high $28.3 million. The thruway through the Bronx and north of New Rochelle can be used without charge because Federal funds were used for construction through these areas.

When the thruway opened, both motorists and residents complained that the road opened in a "raw" state. Work on installing lights, guardrails and fences, and on constructing some overpasses had not yet been completed. This finishing work took another six months.

The New England Thruway opened with one of the few drawbridges found on the Interstate highway system. Officials at the NYSTA acknowledged that on average, vehicular traffic would be halted four times per day (averaging 12 minutes per opening) on the 150-foot-long, double-leaf bascule span to allow boats to use the Hutchinson River.

It also was also the first highway within New York City limits with a 50 MPH speed limit, the highest limit posted on a city highway. Prior to the thruway's opening, the highest speed limit on the city's controlled-access expressways and parkways had been 40 MPH. (In Westchester County, the thruway speed limit was 60 MPH.)

From its opening in 1958 until the 1970s, the New England Thruway had its own unique identification shields. The New England Thruway shield was shaped like an arrowhead, with green lettering on a yellow background. A few of these badly faded signs can be found on side streets in the Bronx and in Westchester County.

This 2002 photo shows the northbound New England Thruway (I-95) just past EXIT 17 (Chatsworth Avenue) in Larchmont). The thruway tunnels beneath the Larchmont Metro-North railroad station parking lot for several hundred yards. (Photo by Jim K. Georges.)

REHABILITATING THE NEW ENGLAND THRUWAY: In 1980, the exits on the New England Thruway were renumbered in sequential order, continuing the exit numbering sequence of I-95 along the Trans-Manhattan, Cross Bronx and Bruckner expressways (which received their exit numbers in the early 1970's). The route was renumbered to comply with a Federal regulation, and to eliminate a conflict of exit numbers in New York City that has caused confusion among police, fire and other emergency services. Before the change, EXIT 1 on the New England Thruway was Pelham Parkway. Today, this is EXIT 8B and EXIT 8C.

Beginning in 1982, the New England Thruway underwent extensive rehabilitation, complete with new roadways and bridges, throughout the entire length of the route. Some of the highlights of the project were the conversion of the New Rochelle toll plaza from two-way tolls to northbound-only tolls during the late 1980's, and the replacement of the Hutchinson River drawbridge with a new high-level bridge in 1996. After 17 years of reconstruction, the inconveniences of four narrow lanes, two in each direction, sharing one roadway ended in 1999 with the completion of work near the New York-Connecticut state line.

According to the New York State Department of Transportation (NYSDOT), the New England Thruway handles approximately 110,000 vehicles per day (AADT) through the borough of the Bronx and Westchester County. The NYSTA and the New York Metropolitan Transportation Council scheduled the following projects along the thruway:

    The NYSTA replaced the North Avenue bridge over the New England Thruway at EXIT 16 in New Rochelle. The year-long project was completed in 2002 at a cost of $7.2 million.

    The NYSTA rehabilitated two thruway bridges in the Bronx, and one bridge in Westchester County. The $2.7 million project was finished in 2003.

    In conjunction with the Connecticut Department of Transportation (ConnDOT), the NYSTA rehabilitated the Byram River Bridge at the New York-Connecticut border. Work on the $35 million project, which required some nighttime lane closures, was undertaken in 2004 and 2005.

This 2002 photo shows the northbound New England Thruway (I-95) approaching EXIT 20 (US 1 SOUTH) and EXIT 21 (I-287 WEST and US 1 NORTH) in Rye. (Photo by Jim K. Georges.)

This 1940 artist's conception shows the New England Thruway (Pelham-Port Chester Express Highway) looking northward through Westchester County. It was to relieve congestion along US 1 (Boston Post Road) and the Hutchinson River Parkway. The four-track New Haven (Amtrak / Metro-North) Railroad lies to the right of the six-lane, grade-separated highway. Note the left entrance and left exit on the northbound roadway. (Photo by Triborough Bridge and Tunnel Authority.)

PROPOSED RELIEF FOR THE "HUTCH" AND US 1: In 1925, the Westchester County Parks Commission recommended the construction of a "Pelham-Port Chester Parkway" along the Boston Post Road (US 1) corridor between the Pelham-New Rochelle area and Port Chester. The Hutchinson River Parkway, which was being constructed parallel to the proposed Pelham-Port Chester Parkway, was also designed to relieve traffic on US 1. However, with the population growth of along the Long Island Sound corridor in Westchester County, it was feared that traffic on both US 1 and the Hutchinson River Parkway would increase. The inevitable development along this corridor necessitated construction of another parkway.

Despite opposition along the proposed route of the parkway, the Commission appropriated $3.5 million for right-of-way acquisition in 1929. The next year, the Commission voted to extend the parkway 1¼ miles south to Pelham Bay Park in the Bronx, where it was to connect to the east-west Pelham Parkway. At that time, a stone-arch, grade separation bridge, which carried Murray Avenue over the still non-existent parkway, was constructed in the area of the Larchmont Metro-North station.

Designs for the parkway, which was to be open to passenger cars only, were submitted and accepted throughout the early 1930's. Many of the bridges were to follow the design standards established by other parkways in Westchester County, Long Island and New York City.

As designs were being submitted for the Pelham-Port Chester Parkway, the problems were just beginning. In 1933, the New York State Council of Parks recommended construction of the parkway as part of its five-year development plan, but the state refused to fund the construction itself. In response, the state legislature created the Pelham-Port Chester Parkway Authority, a separate legal entity consisting of members of the Westchester County Parks Commission. This entity had the authority to issue bonds and charge tolls to finance the parkway's construction.

The Pelham-Port Chester Parkway Authority applied for construction loans to the Reconstruction Finance Corporation, but before it could do so, the project had to be approved by the federal Public Works Administration (PWA). In 1935, the loan application was rejected on the grounds that the proposed 25-cent toll would not generate sufficient revenue to cover principal and interest on the loan.

Nevertheless, Westchester County officials underscored the need for the parkway. From A. W. Lawrence, president of the Westchester County Parks Commission:

The Pelham-Port Chester Parkway is of such importance as a traffic artery, interstate in character, connecting the City of New York with New England, that it should be constructed at federal or state expense. As in the past, advantage should be taken of every opportunity to secure state or federal funds, or both, in amount necessary to construct this important traffic thoroughfare.

FROM PARKWAY TO THRUWAY: Realizing of futility of obtaining funds, the Parks Commission recommended turning over the parkway right-of-way to the state in 1942. In March 1943, the New York State Temporary Commission for Postwar Public Works Planning proposed building a highway along the right-of-way as a state and federal project after World War II. In 1949, the NYSTA proposed the New England Thruway along this route.

For much of its route, the New England Thruway was to use the Pelham-Port Chester Parkway right-of-way. The sole exception was in Larchmont, where a 1½ -mile-long section of the new toll road (between EXIT 17 and EXIT 18A) was constructed along a new right-of-way along the Amtrak-Metro North railroad tracks.

Vestiges of the original Pelham-Port Chester Parkway right-of-way remain visible today. The original Murphy Avenue overpass, which was constructed to allow a dual-carriageway road to cross under it, can still be seen. The original parkway right-of-way became a park.

The Murphy Avenue overpass, shown here in these 1999 photos, was to cross the Pelham-Port Chester Parkway. This former right-of-way in Larchmont is now used as a park. (Photos by Douglas A. Willinger.)

BRONX SERVICE AREA: A new service area, complete with truck parking facilities, should be constructed in the area of EXIT 13 (Connor Street) in the northeast Bronx. At the present time, there exists a 40-mile stretch along I-95 (from the Vince Lombardi service area in New Jersey to Fairfield County, Connecticut) without highway service areas.

MORE REALISTIC SPEED LIMITS: The speed limits on the New England Thruway should be raised to 55 MPH in the Bronx and 60 MPH in Westchester County.

SOURCES: Reports of the Westchester County Parks Commission (1926-1935), Westchester County Parks Commission (1935); "Freeways Are Now Urged," The New York Times (12/13/1936); "Vital Gaps in the New York Metropolitan Arterial System," Triborough Bridge Authority (1940); Highway Needs in New York State, New York State Department of Public Works (1949); "Let's Be Realistic About Thruways" by Hugh R. Pomeroy, Westchester County Planning Department (2/21/1950); "O'Dwyer Endorses Plans on Thruway" by Douglas Dales, The New York Times (3/07/1950); "Estimated Traffic, Revenue and Expenses on the New York State Thruway, New York State Thruway Authority (1951); "Plans, Planners and People: Case Reports from Westchester County on Some of the Human Aspects of Planning" by Hugh R. Pomeroy, Westchester County Planning Department (1955); "Dates Set To Open New Route from the Bronx to Rhode Island" by Merrill Folsom, The New York Times (7/18/1958); "Thruway Opening to New England" by Joseph C. Ingraham, The New York Times (10/18/1958); Arterial Progress 1959-1965, Triborough Bridge and Tunnel Authority (1965); "New England Thruway To Get New Exit Numbers" by Edward Hudson, The New York Times (2/17/1980); "Pioneering in Parks and Parkways: Westchester County, New York (1895-1945)" by Marilyn E. Weigold, Public Works Historical Society (February 1980); "Truck Stop and Rest Area Parking Study," Connecticut Department of Transportation (2000); New York Metropolitan Transportation Council; New York State Thruway Authority; Ralph Herman; Jeff Saltzman; Kevin Walsh; Douglas A. Willinger.

    I-95, New York State Thruway, and Pelham-Port Chester Parkway shields by Ralph Herman.
    New England Thruway shield by Alex Nitzman.
    New England Thruway shield photo by Kevin Walsh.
    Lightposts by Jeff Saltzman.
    Service area and speed limit signs by C.C. Slater.

New England Thruway exit list by Steve Anderson.

Site contents © by Eastern Roads. This is not an official site run by a government agency. Recommendations provided on this site are strictly those of the author and contributors, not of any government or corporate entity.


New England Thruway
Bronx, NY 10475

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Interstate 95 in New York

Highway in New York

This article is about the section of Interstate 95 in New York. For the entire route, see Interstate 95.

Interstate 95 (I-95) is part of the Interstate Highway System and runs from Miami, Florida, to the Canada–United States border near Houlton, Maine. In the U.S. state of New York, I-95 extends 23.50 miles (37.82 km) from the George Washington Bridge in New York City to the Connecticut state line at Port Chester. From the George Washington Bridge, which carries I-95 across the Hudson River from New Jersey into New York City, it runs across upper Manhattan on the Trans-Manhattan Expressway and continues east across the Harlem River on the Alexander Hamilton Bridge and onto the Cross Bronx Expressway. In the Bronx, I-95 leaves the Cross Bronx at the Bruckner Interchange, joining the Bruckner Expressway to its end. North of the interchange with Pelham Parkway, it then continues northeast via the New England Thruway (which is part of the New York State Thruway system) out of New York City into Westchester County and to the Connecticut state line, where I-95 continues on the Connecticut Turnpike.

Route description[edit]


Main article: Trans-Manhattan Expressway

I-95 enters New York from New Jersey on the George Washington Bridge on a concurrency with U.S. Route 1 (US 1) and US 9. As the bridge's eastern approach enters Fort Washington Park, I-95 enters exit 1, which services New York State Route 9A (NY 9A, the Henry Hudson Parkway). Access is also provided to 181st Street. After crossing Fort Washington Avenue, the interstate goes underground, providing a ramp to 178th Street, which is where US 9 forks to Broadway. I-95 continues east under Washington Heights, entering an interchange with the Harlem River Drive along with Amsterdam Avenue.[3]

The Bronx[edit]

See also: Cross Bronx Expressway and Bruckner Expressway

After exit 2, I-95 crosses over the Harlem River and enters the Bronx, entering an interchange with the Major Deegan Expressway (I-87), which is marked both exit 1C (following with the Cross Bronx Expressway) and exit 3A–B (matching with the Trans-Manhattan Expressway). Now the Cross-Bronx Expressway, I-95 and US 1 continue east over University Avenue and enter exit 2A, which serves Jerome Avenue. Crossing over the Grand Concourse, the six-lane expressway crosses into exit 2B, which is for Webster Avenue. This interchange also marks the eastern end of the I-95/US 1 concurrency. Passing south of Tremont Park, the Cross Bronx westbound serves exit 3, which serves Third Avenue.[3]

Congestion on the Cross Bronx Expressway westbound approaching exit 4B

At East 176th Street, the Cross Bronx Expressway turns southeast, entering exit 4A eastbound, which marks the northern terminus of NY 895 (Sheridan Boulevard). After crossing the Bronx River, the expressway enters a full interchange, exit 4B, with the Bronx River Parkway.[3] After a curve from the parkway, the Cross Bronx begins paralleling East 177th Street[4] and enters exit 5A, which connects to White Plains Road in Parkchester. Continuing southeast, the roadway enters exit 5B, Castle Hill Avenue, which is an eastbound-only exit. After Castle Hill Avenue, the route enters exit 6A, which reaches the Hutchinson River Parkway at the Bruckner Interchange. Changing to the Bruckner Expressway, which runs to the northeast, I-95 enters the Bruckner Interchange with the northern termini of I-678 and I-278; the Cross Bronx Expressway Extension turns southeast along I-295 at the same interchange.[3]

After the Bruckner Interchange, I-95 crosses Tremont Avenue before crossing over I-695 (the Throgs Neck Expressway). Southbound, exit 7A serves I-695, while northbound the two interstates merge. Continuing north, the Bruckner Expressway and I-95 parallel Bruckner Boulevard and run along the western edge of Pelham Bay Park. Entering exit 8A southbound services Westchester Avenue while northbound, exits 8B and 8C serve the Pelham Parkway and Shore Road through the park, which marks the northern end of the Bruckner Expressway. Now known as the New England Thruway, I-95 leaves Pelham Bay Park and enters exit 9, a junction with the Hutchinson River Parkway. In the middle of the interchange with the Hutchinson River, exit 10 forks to the left, reaching Gun Hill Road.[3]

Now paralleling Baychester Avenue, which also services exit 11 and Bartow Avenue, the New England Thruway continues north and enters exit 12 which connects to Baychester. Conner Street is connected to via exit 13 before I-95 turns east and crosses over the Hutchinson River. After crossing the river, the route enters an interchange once again with the Hutchinson River Parkway (exit 14) but this time westbound only.[3]


Shield for the New England Thruway used between 1958 and 1970.

Crossing through the northern reaches of Pelham Bay Park, I-95 turns more northeast and enters Westchester County. Now in Pelham Manor, the route crosses through Pelham Country Club, entering exit 15, which connects to US 1 (Main Street). After US 1, the route crosses out of the Pelham Country Club, entering New Rochelle.[3]

Crossing over Metro-North Railroad tracks, the interstate turns northeast and crossing through downtown New Rochelle, reaching exit 16, serving several local streets including Cross Avenue, Cedar Street and Garden Street. North of exit 16, the New England Thruway enters its lone toll gantry along the alignment, serving the northbound direction only. The road continues northeast through New Rochelle, passing exit 17 as it enters the town of Mamaroneck. Exit 17 connects to Chatsworth Avenue in the Larchmont section. Passing a pedestrian footbridge for the Larchmont station, crossing over NY 125 (Weaver Street). Winding north through Mamaroneck, I-95 enters exit 18A, servicing Fenimore Road in the village of Mamaroneck.[3]

Turning northeast again, I-95 enters exit 18B, a partial cloverleaf interchange with Mamaroneck Avenue before crossing into the town of Harrison. The road turns east, crossing over NY 127 (Harrison Avenue), and enters exit 19, the western terminus of the Playland Parkway, which connects the expressway to Rye Playland as the road enters Rye. The route crosses through the Rye Village area, entering exit 20, which connects to US 1 (Boston Post Road) and the village. Almost immediately after exit 20, exit 21 marks the eastern end of the Cross-Westchester Expressway (I-287). Proceeding westbound, exit 21 and nearby exit 22 (Midland Avenue and Port Chester) are merged, but are separate exits going eastbound. Crossing through the eastern edges of Port Chester, I-95 reaches the Byram River and crosses into Connecticut, becoming the Connecticut Turnpike.[3]


Robert Moses first recommended the construction of what became the New England Thruway in 1940. Construction began in 1951, but major work on the highway did not commence until 1956-1957. By 1950, the New York State Thruway Authority assumed control of the construction and made the New England Thruway a part of the Thruway toll system.[5] Construction lasted until 1961.

I-95 was assigned on August 14, 1957, as part of the establishment of the Interstate Highway System,[2] and has always run along its current path in New York. The route was overlaid on the under-construction New England Thruway northeast of New York City and assigned to the then-proposed Cross Bronx and Bruckner Expressways through New York City.[6] The thruway opened in October 1958, connecting the Bruckner Expressway and the Connecticut Turnpike.[7] The final sections of the Cross Bronx and Bruckner Expressways were finished in 1963 and 1972, respectively. Prior to the 1972 completion of the Bruckner, coinciding with the completion of the new Bruckner Interchange, the old Bruckner Boulevard (once part of NY 164) was used by through traffic.[8][9]

Exit numbers[edit]

The first change to exit numbers along the New England Thruway section of Interstate 95 was in April 1980 when the section was converted for sequential exits.[10] Prior to the change, the Cross Bronx Expressway and New England Thruway sections had different exit numbering systems. More specifically, exit 19 on the Cross Bronx Expressway was followed immediately by exit 2 on the New England Thruway. As a result, because exit numbers on I-95 repeated themselves in close succession, the old exit numbering system frequently caused confusion.[11]

As part of an experiment, I-95 was one of the few roads in New York to receive mileage-based exit numbers. This was implemented over both the Port Authority section and the NYSDOT section of the highway (Exits 1A through 8C). The Thruway section (which had originally carried its own sequential exit numbers) was then renumbered by the Thruway Authority to a system of sequential numbers starting from 9 (where the mileage-based system left off). This led to a situation in which Exits 1 through 8 were mileage based (all but one of which contained lettered suffixes as a result) and Exits 9 through 22 were sequential.

Around 2005, NYSDOT began a project to renumber I-95 with sequential numbers throughout. However the idea never fully got traction with all three agencies. The Port Authority did complete the renumbering on its section of the road. NYSDOT itself renumbered only one section of the road in Parkchester. Meanwhile, the Thruway Authority did not renumber any of the exits on its stretch of the road. This led to a situation from 2005 through 2012 in which some exits were signed with two different numbers, while some numbers were repeated twice, but only on some of the signs.

Finally, in 2012, NYSDOT restored the mileage-based numbers to its portion of the highway, which once again line up with the Thruway portion. This has eliminated all of the exit number conflicts, with one exception. The exception exists because the Port Authority has not changed the numbers back on its portion of the road creating a confusing situation at the Amsterdam Avenue exit, which is maintained by NYSDOT southbound but the Port Authority northbound. The exit is signed as Exit 1B southbound (which is the proper number within the mileage-based), but as Exit 2 northbound (a holdover from the failed renumbering project).

Exit list[edit]

Exit numbers on the New England Thruway (north of exit 8C) are sequential,[12] but exit numbers on the remaining section are mileage-based.

Auxiliary routes[edit]



See also[edit]


  1. ^ ab"2014 Traffic Data Report for New York State"(PDF). New York State Department of Transportation. July 22, 2016. p. 79. Retrieved September 19, 2016.
  2. ^ abOfficial route numbering for the National System of Interstate and Defense Highways (Map). American Association of State Highway Officials. August 14, 1957.
  3. ^ abcdefghiMicrosoft; Nokia (September 25, 2013). "overview map of Interstate 95" (Map). Bing Maps. Microsoft. Retrieved September 25, 2013.
  4. ^"A Local Law in relation to renaming two thoroughfares and public places in the Borough of the Bronx, East 177th Street, and to amend the official map of the city of New York accordingly.". Act No. 2018-035 of January 11, 2018.
  5. ^Bennett, Charles G. (1950-03-19). "CITY SPEEDS HIGHWAY PROGRAMS; Expressways, Arterial Roads Designed to Handle New Traffic Patterns to Result From Two Projected State Thruways". The New York Times. ISSN 0362-4331. Retrieved 2017-10-11.
  6. ^New York and New Jersey Tourgide Map (Map). Cartography by Rand McNally and Company. Gulf Oil Company. 1960.
  7. ^Ingraham, Joseph C. (1958-10-05). "TO CONNECTICUT; New England Thruway to Open Direct Route From Bronx to Rhode Island". The New York Times. ISSN 0362-4331. Retrieved 2017-10-11.
  8. ^New York and Metropolitan New York (Map). Cartography by Rand McNally and Company. Sinclair Oil Corporation. 1964.
  9. ^New York State Highways (Map). Cartography by Rand McNally and Company. State of New York Department of Commerce. 1969.
  10. ^"New England Thruway exit numbers to change". Gannett Westchester Newspapers. February 7, 1980. p. D3. Retrieved April 20, 2017.
  11. ^"New England Thruway to Get New Exit Numbers; Last Exit to New York". The New York Times. February 17, 1980. Retrieved September 13, 2018.
  12. ^"Interchange/Exit Listing by Milepost". New York State Thruway. 2014-11-07. Retrieved 2021-08-23.
  13. ^"New York County Inventory Listing"(CSV). New York State Department of Transportation. August 7, 2015. Retrieved January 24, 2020.
  14. ^Google (January 24, 2020). "Interstate 95" (Map). Google Maps. Google. Retrieved January 24, 2020.
  15. ^In Manhattan, I-95 uses the Trans-Manhattan Expressway, which is maintained by the PANYNJ and signs the northbound ramp as exit 3. In the Bronx, I-95 uses the Cross Bronx Expressway, which is maintained by NYCDOT and signs the southbound ramp as exits 1C-1D. Northbound signs on the Alexander Hamilton Bridge are maintained by the NYCDOT and labeled as exits 1C-1D.
  16. ^ abcdNew York State Department of Transportation (January 2017). Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State(PDF). Retrieved January 15, 2017.
  17. ^ abZupan, Jeffrey M.; Barone, Richard E.; Lee, Mathew H. (January 2011). "Upgrading to World Class: The Future of the New York Region's Airports"(PDF). Regional Plan Association. Archived from the original(PDF) on September 24, 2015. Retrieved March 15, 2017.
  18. ^Cliness, Francis X. (March 25, 1971). "Lower Manhattan Road Killed Under State Plan". The New York Times. p. 78. Retrieved April 14, 2010.
  19. ^Fowle, Farnsworth (October 23, 1968). "Van Wyck Roads Are Under Study: Better Use of Service Lanes Sought for Kennedy Traffic". The New York Times. Retrieved March 15, 2017.
  20. ^"Expressway Plans". Regional Plan News. Regional Plan Association (73–74): 1–18. May 1964. Retrieved February 27, 2017.
  21. ^Expressway Plans. Regional Plan Association. 1964. Retrieved April 19, 2018 – via
  22. ^New York State Highways (Map). Cartography by Rand McNally and Company. State of New York Department of Commerce. 1969.
  23. ^"The Sheridan Expressway Study: Reconnecting the Neighborhoods Around the Sheridan Expressway and Improving Access to Hunts Point"(PDF). City of New York. December 2013. p. 3. Retrieved February 19, 2017.
  24. ^30 Years of Progress: 1934-1965(PDF). New York City Department of Parks and Recreation. June 9, 1964. Retrieved March 31, 2017.
  25. ^Special Committee on U.S. Route Numbering (September 24, 2017). "Special Committee on U.S. Route Numbering"(PDF) (Report). Washington, DC: American Association of State Highway and Transportation Officials. p. 4. Archived(PDF) from the original on June 3, 2019. Retrieved October 21, 2017.

External links[edit]

Route map:

Template:Attached KML/Interstate 95 in New York

KML is from Wikidata

New York - Interstate 95 South - Connecticut Border to Exit 6B

2107 new england thruway, Bronx, NY 10475

Short Sale

$200,000Sold Price

Sold on 8/28/2019

Listing ID10615018
Property TypeMulti-Unit (2-4)
NeighborhoodEast Bronx
Total Tax$5,935
  • 5 Total Bedrooms
  • 2 Full Baths
  • 20 Sq. Ft. Lot
  • 2 Stories
  • Available 6/12/2019
  • Duplex Style

Listing data is deemed reliable but is NOT guaranteed accurate.


Thruway new ny england bronx

Southern Terminus:
George Washington Bridge at the New York-New Jersey state line
Northern Terminus:
New York-Connecticut state line
26.70 miles
New York, Bronx, Westchester

I-95 is a main interstate that runs along the east coast from Florida to Maine. It enters New York State at the George Washington Bridge, which crosses the Hudson River, connecting New York and New Jersey. The first section in New York is the Cross Bronx Expressway, which begins in Manhattan and runs east. It goes over the Alexander Hamilton Bridge, which crosses the Harlem River to the Bronx. The Cross Bronx Expressway runs southeast across the Bronx.

In the southeastern Bronx, I-95 passes through the Bruckner Interchange, a massive interchange of I-95, I-278, I-295, I-678, and the Hutchinson Parkway. After passing through this interchange, I-95 becomes the Bruckner Expressway. (West of this point, the Bruckner Expressway is I-278.) It curves to the north and the Throgs Neck Expressway (I-695) merges into it. A few exits further north in the Bronx, the Bruckner Expressway ends and I-95 becomes the New England Thruway, an extension of the New York Thruway. The New England Thruway runs north through the Bronx and Westchester. It ends at the border with Connecticut, where it becomes the Connecticut Turnpike.

Copyright © 2003-2021 by David Golub. All rights reserved. The author would like to thank William Roll for contributing photographs and LC for contributing documents to this web site. You may not reproduce any text or photographs on this web site without express permission from the author. Hotlinking of images from this site is strictly prohibited. Route symbols based on graphics from Central PA/MD Roads and Wikipedia. Map icons by

New England Thruway Bronx, New York


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