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Interstate 95 in New York
Interstate 95 in New York
Interstate 95 in New York
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Interstate 95 marker
Interstate 95
Map
Map of northern New York City and southern Westchester County with I-95 highlighted in red
Route information
Maintained by NYSDOT, NYSTA and PANYNJ
Length23.50 mi[1] (37.82 km)
ExistedAugust 14, 1957[2]–present
NHSEntire route
Major junctions
South end I-95 / US 1-9 / US 46 at the New Jersey state line
Major intersections
North end I-95 at the Connecticut state line
Location
CountryUnited States
StateNew York
CountiesNew York, Bronx, Westchester
Highway system
← NY 94→ NY 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 US 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. The George Washington Bridge carries I-95 across the Hudson River from New Jersey into New York City. There, I-95 runs across Upper Manhattan on the Trans-Manhattan Expressway for 0.81 miles (1.30 km) through Washington Heights. It 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 continues northeast via the New England Thruway (part of the New York State Thruway system) into Westchester County and to the Connecticut state line, where I-95 continues on the Connecticut Turnpike.

The Trans-Manhattan Expressway also carries US Route 1. An average of about 280,000 vehicles traverse the expressway each day.[3] Completed in 1960, the expressway sits below ground level in an open cut; the George Washington Bridge Bus Station and the highrise Bridge Apartments are built over the expressway, creating intermittent tunnels. It is maintained by the Port Authority of New York and New Jersey (PANYNJ).[4] Although the highway geographically runs east–west, it carries the north–south routings of I-95 and US 1. The westbound lanes carry the southbound designations of both routes, while the eastbound lanes carry the northbound designations.

Route description

[edit]

Manhattan

[edit]
Road and apartments over the Trans-Manhattan Expressway

At its western end, the Trans-Manhattan Expressway is part of I-95, US 1, and US 9 at the eastern approach to the George Washington Bridge. It crosses Fort Washington Park, connecting with the Henry Hudson Parkway (NY 9A) at the park's eastern edge near Riverside Drive and 168th Street.[5] The route continues, crossing the Manhattan neighborhood of Washington Heights in a cut flanked by 178th Street to the south and 179th Street to the north. Roughly midway across Manhattan, US 9 leaves the freeway to follow Broadway northward toward the Bronx and Westchester County. Proceeding eastward, the road has several ramps that connect to the Harlem River Drive and the expressway's original Harlem River crossing, the Washington Bridge (now carrying 181st Street local traffic over the Harlem River). At Highbridge Park, the roadway crosses the Alexander Hamilton Bridge to the Bronx, where it becomes the Cross Bronx Expressway.[6]

The Trans-Manhattan Expressway replaced tunnels under 178th and 179th Streets as the crosstown route.

The expressway was announced in 1957 and built with the addition of the lower level of the George Washington Bridge.[7] Originally known as the George Washington Bridge Expressway,[8] the highway was originally planned as an open cut between 178th and 179th Streets, traversed by overpasses carrying the major north–south avenues in upper Manhattan. The City of New York approved the creation of the highway in June 1957 as part of a joint effort with the Port Authority that also called for the creation of the lower deck on the George Washington Bridge and construction of the George Washington Bridge Bus Terminal above the cut for the Expressway.[9] The expressway, the main New York approach to the George Washington Bridge, is 0.8 miles long.[10] The projects required the demolition of numerous buildings and the forced move of 1,824 families.[11] Overpasses over the open cut passing under Broadway, Wadsworth Avenue, and St. Nicholas Avenue were in place in December 1959.[12]

The George Washington Bridge Expressway, with three lanes of traffic heading in each direction to and from each deck of the double-decked bridge, opened to traffic in 1962 as part of a $60 million program to improve access roads for the George Washington Bridge, whose lower deck opened that same year.[13]

The expressway was one of the first to use air rights over a major highway. After completion of the expressway, the George Washington Bridge Bus Terminal was built.[4] After purchasing the air rights in 1961, Marvin Kratter built four high-rise apartment buildings, known as the Bridge Apartments, over the expressway. The 32-story buildings are among the world's first aluminum-sheathed high-rise structures.[14] Local traffic reporters frequently refer to congestion "under the Apartments" during morning and evening rush hours.[15]

The Bronx

[edit]
See also: Cross Bronx Expressway and Bruckner Expressway
Southbound I-95 (Bruckner Expressway) at Westchester Avenue adjacent to Pelham Bay Park

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 under University Avenue and enter exit 2A, which serves Jerome Avenue. Crossing under 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 Expressway westbound serves exit 3, which serves Third Avenue.[6]

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.[6] After a curve from the parkway, the Cross Bronx Expressway begins paralleling East 177th Street[16] 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 terminuses of I-678 and I-278; the Cross Bronx Expressway Extension turns southeast along I-295 at the same interchange.[6]

Northbound I-95 (New England Thruway) at Dyre Avenue in the Bronx

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 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.[6]

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 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 southbound only.[6]

Westchester

[edit]
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 runs alongside Amtrak's Hell Gate Line and 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.[6]

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.[6]

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 Playland Parkway, which connects the expressway to 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.[6]

History

[edit]
See also: Trans-Manhattan Expressway § History, Cross Bronx Expressway § History, and Bruckner Expressway § History
Congestion along the Cross Bronx at Exit 2A

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 (NYSTA) assumed control of the construction and made the New England Thruway a part of the thruway toll system.[17] 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.[18] The thruway opened in October 1958, connecting the Bruckner Expressway and the Connecticut Turnpike.[19] 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 Expressway, coinciding with the completion of the new Bruckner Interchange, the old Bruckner Boulevard (once part of NY 164) was used by through traffic.[20][21]

Trans-Manhattan Expressway

[edit]
KML file (edit • help)
Template:Attached KML/Trans-Manhattan Expressway
KML is not from Wikidata

The Trans-Manhattan Expressway replaced tunnels under 178th and 179th streets as the crosstown route.

The expressway was announced in 1957 and built in conjunction with the addition of the lower level of the George Washington Bridge.[22] Originally known as the George Washington Bridge Expressway,[23] the highway was originally planned as an open cut between 178th and 179th streets, traversed by overpasses carrying the major north–south avenues in Upper Manhattan. The City of New York approved the creation of the highway in June 1957 as part of a joint effort with the PANYNJ that also called for the creation of the lower deck on the George Washington Bridge and construction of the George Washington Bridge Bus Station above the cut for the expressway.[24] The expressway, the main New York approach to the George Washington Bridge, is only 0.8 miles (1.3 km) long.[10] The projects required demolition of numerous buildings and the relocation of 1,824 families.[25] Overpasses over the open cut passing under Broadway, Wadsworth Avenue, and St. Nicholas Avenue were in place in December 1959.[26]

The George Washington Bridge Expressway, with three lanes of traffic heading in each direction to and from each deck of the double-decked George Washington Bridge, opened to traffic in 1962 as part of a $60-million (equivalent to $475 million in 2024[27]) program to improve access roads for the George Washington Bridge, whose lower deck opened that same year.[28] The Trans-Manhattan Expressway provides access to and from the Henry Hudson Parkway and Riverside Drive on the West Side of Manhattan and to and from Tenth Avenue and the Harlem River Drive on the East Side.

The expressway was one of the first to use air rights over a major highway. After completion of the expressway, the George Washington Bridge Bus Station was built.[4] After purchasing the air rights in 1961, Marvin Kratter built four highrise apartment buildings, known as the Bridge Apartments, over the expressway. The 32-story buildings are among the first aluminum-sheathed highrise structures built in the world.[14] Local traffic reporters frequently refer to congestion "under the Apartments" during morning and evening rush hours.[29]

Exit numbers

[edit]

The first change to exit numbers along the New England Thruway section of I-95 was in April 1980 when the section was converted for sequential exits.[30] Prior to the change, the Cross Bronx/Bruckner Expressway and New England Thruway sections had different exit numbering systems. More specifically, exit 19 on the Bruckner 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.[31]

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 PANYNJ section and the New York State Department of Transportation (NYSDOT) section of the highway (exits 1A–8C). The thruway section (which had originally carried its own sequential exit numbers) was then renumbered by the NYSTA 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.

During the late 1970s, and 1980s, in various stages, the mid-mast cuptlight-luminaire, a variant of high-mast lighting, lamps were installed onto the entire New England Thruway. These lights remain there to this day, although they've been recently replaced by LED luminaires since 2015.

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 PANYNJ did complete the renumbering on its section of the road. NYSDOT itself renumbered only one section of the road in Parkchester. Meanwhile, the NYSTA 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 PANYNJ 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 PANYNJ 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,[32] but exit numbers on the remaining section are mileage-based.

County/BoroughLocationmi
[33][34][35]		kmOld exitNew exitDestinationsNotes
Hudson River0.000.00

 I-95 south / US 1-9 south (US 46 west) – New Jersey		Continuation into New Jersey at the river’s center
George Washington Bridge (northbound toll in New Jersey)
ManhattanWashington Heights0.430.6911 NY 9A / Henry Hudson Parkway / West 178th Street (US 9 north)Northbound left exit and southbound entrance; northern end of US 9 concurrency; exit 14 on Henry Hudson Parkway
11A NY 9A / Henry Hudson Parkway / West 181st Street – DowntownSouthbound exit and northbound entrance; exit 14 on Henry Hudson Parkway
1.161.8722


 Harlem River Drive south to FDR Drive south – Manhattan		Northbound left exit and southbound entrance; exit 24 on Harlem River Drive
——

 I-95 south / US 1 south – George Washington Bridge Upper Level		Southern terminus of Upper Level lanes; all trucks to New Jersey
Harlem River1.24–
1.41		2.00–
2.27		Alexander Hamilton Bridge
The BronxMorris Heights1.412.2721BTo Amsterdam AvenueSouthbound exit and northbound entrance; access via Washington Bridge
31C-D I-87 (Major Deegan Expressway) – Albany, QueensSigned as exits 1C (I-87 north) & 1D (I-87 south); exits 7N & 7S on I-87
2.083.3542AJerome Avenue
Tremont2.664.2852B
 US 1 north (Webster Avenue)		Northbound exit and southbound entrance; northern end of US 1 concurrency
2.954.7563

 Third Avenue to US 1 north (Webster Avenue)		Southbound exit and northbound entrance
West Farms3.976.3974A
 NY 895 south (Sheridan Boulevard) – RFK Bridge, Hunts Point Market		Northbound exit and southbound entrance; former I-895
Soundview4.346.9884B
 Bronx River Parkway north / Rosedale Avenue		Exit 4 on Bronx River Parkway; serves Bronx Zoo
Parkchester5.058.1395AWhite Plains Road / Westchester Avenue
Castle Hill5.609.01105BCastle Hill AvenueNorthbound exit and southbound entrance
Throggs Neck
(Bruckner Interchange)		5.76–
6.02		9.27–
9.69		116A
 I-678 south / Bruckner Boulevard – Whitestone Bridge, Queens		No northbound access to Bruckner Boulevard; exits 19N & 19S on I-678
126B
 I-295 south (Cross Bronx Expressway) – Throgs Neck Bridge		Northbound exit and southbound entrance; northern terminus of I-295; former I-78

 I-278 west (Bruckner Expressway) – RFK Bridge, Manhattan		Southbound exit and northbound entrance; eastern terminus of I-278
Transition between Cross Bronx and Bruckner Expressways
Schuylerville7.40–
7.70		11.91–
12.39		137A


 I-695 south to I-295 south – Throgs Neck Bridge, Long Island		Southbound exit and northbound entrance; northern terminus of I-695
147BEast Tremont AvenueSouthbound exit only
Country Club157CCountry Club Road – Pelham Bay ParkNorthbound exit and entrance
8.4013.52168AWestchester AvenueSouthbound exit and entrance
Pelham Bay Park8.6613.9417-188B-C
 Pelham Parkway west – Orchard Beach, City Island		Signed as exits 8B (Orchard Beach) and 8C (Pelham Parkway) southbound; access to Orchard Beach via Shore Road; former NY 1B
Transition between Bruckner Expressway and New England Thruway
8.9914.4719
1		9
 Hutchinson River Parkway north / Palmer Avenue / Erskine Place		No northbound entrance; no northbound access to Erskine Place; no southbound access to Palmer Avenue
Baychester210Gun Hill RoadNorthbound exit and southbound entrance
9.56–
9.71		15.39–
15.63		311Bartow Avenue / Co-op City Boulevard
412Baychester AvenueNorthbound exit and southbound entrance
Eastchester10.8217.41513Conner Street / Baychester AvenueBaychester Avenue not signed northbound
Pelham Bay Park11.4118.36614
 Hutchinson River Parkway south – Whitestone Bridge		Southbound exit and northbound entrance; exit 4A on Hutchinson River Parkway; former NY 1A
WestchesterNew Rochelle13.0420.99715 US 1 (Boston Post Road) – New Rochelle, The Pelhams
14.2022.85816North Avenue / Cedar Street – New RochelleServes New Rochelle station; last northbound exit before toll
15.6025.11917Chatsworth Avenue – LarchmontNorthbound exit (tolled) and southbound entrance; serves Larchmont station
New Rochelle Toll Gantry (northbound only)
Village of Mamaroneck17.5728.2810A18AFenimore Road – MamaroneckNorthbound exit only
18.4629.711018A-BMamaroneck Avenue – Mamaroneck, White PlainsSigned as exits 18A (east Mamaroneck Avenue) and 18B (west Mamaroneck Avenue); no northbound access to Mamaroneck Avenue east; serves Mamaroneck station
City of Rye20.9133.651119Playland Parkway east – Rye, HarrisonWestern terminus of Playland Parkway
22.1435.631220
 US 1 south – Rye		Northbound exit and southbound entrance
22.54–
22.68		36.27–
36.50		1321

 I-287 west (Cross Westchester Expressway) / US 1 north / Midland Avenue – White Plains, Governor Mario M. Cuomo Bridge, Port Chester, Rye		Signed as exits 21 (I-287 west) and 22 (Midland Avenue) northbound; no southbound access to US 1; eastern terminus and exit 12 on I-287
Byram River23.4437.72Byram River Bridge

 I-95 north (Conn. Turnpike) – New Haven		Continuation into Connecticut
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

G.W. Bridge Upper Level lanes

[edit]

The entire route is in the New York City borough of Manhattan. 

Locationmi
[33][34]		kmOld exitNew exitDestinationsNotes
Hudson River0.000.00

 I-95 south / US 1-9 south (US 46 west) – New Jersey		Continuation into New Jersey at the river’s center
George Washington Bridge (northbound toll in New Jersey)
Washington Heights0.430.6911A NY 9A / Henry Hudson Parkway / West 178th Street (US 9 north)Northbound exit and southbound entrance; northern end of US 9 concurrency; exit 14 on Henry Hudson Parkway
Module:Jctint/USA warning: Unused argument(s): borough
1.161.8722


 Harlem River Drive south to FDR Drive south – Manhattan		Northbound exit and southbound entrance; exit 24 on Harlem River Drive
1.21.9

 I-95 north / US 1 north (Alexander Hamilton Bridge)		Northern terminus of Upper Level lanes
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Auxiliary routes

[edit]

Current

[edit]

Former

[edit]
  • I-895, also known as the Sheridan Expressway, was a short connection from I-278 to I-95 in the Bronx.[36] It was planned to continue north from I-95 to rejoin it near Pelham Bay Park, making it another bypass road.[43][44] I-895 was downgraded to NY 895 in 2017[45] and was converted to a boulevard between 2018 and 2019.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Interstate 95 in New York

View on Grokipedia
from Grokipedia
Interstate 95 (I-95) in New York is a north–south segment of the Interstate Highway System extending 25.24 miles from the approaches to the George Washington Bridge in Upper Manhattan to the Connecticut state line at Port Chester in Westchester County. The route begins as the Trans-Manhattan Expressway in Manhattan, transitions to the Cross Bronx Expressway and Bruckner Expressway in the Bronx, and continues as the New England Thruway through Westchester, forming a vital link in the national north–south corridor with heavy freight and commuter traffic volumes exceeding 200,000 vehicles daily on key urban segments. Constructed primarily in the mid-20th century as part of the New York State Thruway system in its northern extent, I-95 facilitates interstate commerce and travel but has faced persistent congestion and maintenance challenges due to its passage through densely developed areas. The Cross Bronx Expressway portion, in particular, exemplifies post-World War II urban highway design that prioritized vehicular throughput over neighborhood continuity, contributing to long-term socioeconomic disruptions in adjacent communities.

Route Description

Manhattan Section

The Manhattan segment of Interstate 95 comprises the Trans-Manhattan Expressway, a 0.81-mile (1.30 km) controlled-access highway that carries I-95 concurrently with U.S. Routes 1 and 9 through the Washington Heights neighborhood in Upper Manhattan. Completed in 1960, this elevated and cut-and-cover roadway connects the George Washington Bridge over the Hudson River to the Alexander Hamilton Bridge spanning the Harlem River. Entering from via the , I-95 heads east-southeast as a six-lane divided freeway, initially at surface level before descending into a tunnel section between West 178th and 179th Streets. The route features partial interchanges providing access to Amsterdam Avenue (), the (also NY 9A), and Harlem River Drive, facilitating connections to local streets and parkways without full diamond interchanges due to the urban density. At its eastern terminus, the Trans-Manhattan Expressway meets the , a cantilever truss structure opened in 1963 that elevates the highway over the and rail yards before descending into as the . This brief urban traversal handles high volumes of cross-Hudson traffic, with the segment's design reflecting mid-20th-century engineering priorities for speed and capacity amid dense residential areas.

Bronx Section

Interstate 95 enters the Bronx from Manhattan along the Cross Bronx Expressway, a multi-lane freeway running eastward through the central and southern portions of the borough. This segment facilitates high-volume east-west travel, linking the George Washington Bridge approaches to points east, including interchanges with the Major Deegan Expressway (I-87) and local arterials such as Webster Avenue and the Bronx River Parkway. At the Bruckner Interchange in the Throgs Neck neighborhood, I-95 connects with Interstates 278, 295, and 678, as well as the Hutchinson River Parkway and Sheridan Expressway (NY 895), forming a complex junction that distributes traffic to Queens, Long Island, and upstate routes. Northbound, I-95 briefly follows the Bruckner Expressway, which carries approximately 117,000 vehicles per day, before separating to become the New England Thruway. The New England Thruway, administered as part of the New York State Thruway system, continues northeast through the northeastern Bronx, passing near Co-op City and Pelham Bay Park with interchanges at Pelham Parkway and the Hutchinson River Parkway. This tolled section, spanning about 15 miles from the Bronx to the Connecticut state line, supports regional connectivity to New England while undergoing ongoing reconstruction to address structural deficiencies.

Westchester County Section

Interstate 95 enters Westchester County from the Bronx near Pelham Manor, transitioning into the New England Thruway, a tolled freeway maintained by the New York State Thruway Authority. This 15.3-mile (24.6 km) segment parallels U.S. Route 1 and the Metro-North New Haven Line, serving as a primary north–south corridor through densely populated suburbs including New Rochelle, Larchmont, Mamaroneck, Rye, and Port Chester. The highway generally features six lanes with a posted speed limit of 60 mph. Northbound travelers encounter a toll plaza shortly after entering the county, near Exit 15 for toward New Rochelle and the Pelhams (mile 13.2). Subsequent interchanges include Exit 16 (mile 14.6) for North Avenue and Cedar Street in New Rochelle; Exit 17 (mile 15.8) for Chatsworth Avenue in Larchmont; Exit 18A (mile 17.7) for Fenimore Road in Mamaroneck; and Exit 18B (mile 18.6) for Mamaroneck Avenue toward White Plains. Exits are mileage-based on the Thruway-maintained portion, with some northbound-only ramps. Further north, Exit 19 (mile 21.0) connects to Playland Parkway serving and Harrison, followed by Exit 20 (mile 22.3) for south to . The major Exit 21 (mile 22.5) provides access to the Cross Westchester Expressway (I-287) westbound, north, and routes toward Port Chester and the Governor Mario M. Cuomo Bridge. The final interchange, Exit 22 (mile 22.8), serves Midland Avenue in Port Chester and before I-95 crosses the Byram River into , continuing as the . The route remains urban and coastal, with elevated sections over local roads and rail lines, handling approximately 110,000 vehicles per day.

Exit List

Exits from George Washington Bridge to Hutchinson River Parkway

The Trans-Manhattan Expressway carries I-95 through northern from the , providing limited exits primarily for local access and connections to parallel routes. This segment, approximately 1.5 miles long, features left and right exits in the northbound direction due to the bridge's lower level configuration. Entering as the Cross-Bronx Expressway, I-95 spans about 7.6 miles with additional exits serving industrial areas, residential neighborhoods, and bridges to . Exit numbering remains continuous, though northbound and southbound configurations differ at several interchanges, reflecting the corridor's urban density and historical construction constraints. The segment terminates at the Bruckner Interchange complex, where Exit 9 provides the primary connection to the northbound for passenger cars only.
ExitmiNorthbound destinationsSouthbound destinationsNotes
–0.0 (NY–NJ state line) (NY–NJ state line)I-95/US 1/US 9 begin/coincide.
1A0.6NY 9A / / West 178th–181st StreetsNY 9A / (lower level only)Left/right exits northbound.
1B1.2Harlem River Drive / –Signed as Exit 2 northbound; left/right exits; northbound only.
1C–D1.5I-87 / Major Deegan ExpresswayI-87 / Major Deegan ExpresswayNorthbound: 1C–D; southbound: 1D–C–B.
2A2.1–Northbound only.
2B2.7US 1 / Webster Avenue–Northbound only.
33.0–US 1 / / Webster AvenueSouthbound only.
4A4.0NY 895 / Sheridan Boulevard / RFK Bridge–Northbound only.
4B4.3Rosedale Avenue / –Northbound only.
5A4.9White Plains Road / Westchester Avenue–Northbound only.
5B5.4Castle Hill RoadWhite Plains Road / Westchester AvenueNorthbound: 5B; southbound: 5A.
6A–B6.4I-678 / Whitestone BridgeI-678 / Whitestone Bridge / I-278 / RFK Bridge (left)Northbound: 6A (I-678), 6B (I-295 / ).
7A7.3–I-695 / I-295 / (left)Southbound only; Exit 7B (East Tremont Avenue) and 7C (Country Club Road / ) also southbound-specific.
88.5Pelham Parkway / Orchard Beach / City IslandWestchester Avenue (8A)Northbound: full Exit 8; southbound splits to 8A–C.
8B–C8.7–Orchard Beach / City Island (8B); Pelham Parkway West (8C, passenger cars only)Southbound only.
99.1 north–Passenger cars only northbound; marks end of this segment at Bruckner Interchange.
Mileposts transition to a "NE" prefix north of mile 8.7, denoting the New England Thruway alignment. The Bruckner Interchange, encompassing Exit 9, links I-95 to the Hutchinson River Parkway, I-278, I-295, and I-678 amid ongoing mobility improvement projects to enhance ramp flow and local access.

Exits from Hutchinson River Parkway to Connecticut State Line

In Westchester County, Interstate 95 follows the Thruway northward from its interchange with the in the Bronx, passing through New Rochelle, Larchmont, Mamaroneck, , and Port Chester before crossing into at the state line near Greenwich. This 15-mile segment, maintained by the New York State Thruway Authority, features exits 15 through 22, providing access to local arterials, , and the Cross Westchester Expressway (I-287). The highway is a six-lane divided freeway throughout, with partial cloverleaf and interchanges designed to handle high traffic volumes toward . The following table lists the exits from south to north, based on Thruway Authority mileposts for the New England section (originating at the Bruckner Interchange in the Bronx). Destinations reflect primary served locations and roadways.
ExitDestinationsMilepostNotes
15New Rochelle – The Pelhams – US 14.63Partial interchange; northbound exit and southbound entrance only for US 1 north.
16New Rochelle – North Avenue – Cedar Street6.04Full access; serves downtown New Rochelle.
17Larchmont – Chatsworth Avenue7.01Northbound exit and southbound entrance only.
18AMamaroneck – Fenimore Road8.86Northbound exit and southbound entrance only; local access to village center.
18BWhite Plains – Mamaroneck Avenue10.04Full interchange; connects to NY 1 and local roads toward Mamaroneck village.
19Rye – Harrison – Playland Parkway12.48Partial interchange; leads to Playland amusement park and Westchester County Center.
20Rye – US 1 South13.39Northbound exit and southbound entrance only.
21White Plains – Port Chester – I-287 – US 1 North – Governor Mario M. Cuomo Bridge13.91Major junction with Cross Westchester Expressway (I-287 east to Rye Brook and west to White Plains); toll bridge access via US 1.
22Port Chester – Rye – Midland Avenue14.03Northbound exit and southbound entrance only; final exit before state line.
Northbound traffic reaches the Connecticut state line at milepost 15.01, where I-95 continues seamlessly as the , a tolled freeway. Southbound, the sequence reverses with directional limitations at several interchanges to optimize flow. Recent upgrades, including pavement resurfacing and bridge rehabilitation between exits 15 and 22, were completed in phases through 2023 to address congestion and structural wear from daily averages exceeding 100,000 vehicles.

History

Planning and Federal Authorization

The components of Interstate 95 in New York were planned as early as as part of broader efforts to develop limited-access highways and parkways connecting to and upstate regions. In 1933, the New York State Council of Parks recommended a parkway route paralleling the northward into Westchester County and as part of a five-year development plan, though state funding was denied at the time. This proposal laid groundwork for what became the New England Thruway segment of I-95, revived in the 1940s amid growing demand for high-speed corridors to . Urban segments in the Bronx and Manhattan drew from Robert Moses' arterial highway visions and city planning documents. The Bruckner Expressway alignment was outlined in the New York City Planning Department's 1941 master arterial plan, designating it to extend from the Harlem River eastward along Westchester Avenue and Bruckner Boulevard to connect with the Hutchinson River Parkway. The Cross Bronx Expressway originated in 1930s proposals to traverse the borough efficiently, evolving into a key east-west link integrated with north-south thruways by the 1940s. The Trans-Manhattan Expressway was conceived in the early 1950s to link the George Washington Bridge directly to downtown Manhattan via an elevated or depressed route, addressing post-World War II traffic surges from the bridge's 1931 opening. Federal authorization for these routes as Interstate 95 occurred through the , signed by President on June 29, which established the 41,000-mile national and committed $25 billion in federal funding (covering 90% of costs) for construction from 1957 to 1969. New York's submissions aligned local plans with the system's coastal route from to , designating the Trans-Manhattan, Cross Bronx, Bruckner, and New England Thruway segments accordingly; this enabled rapid advancement, with major construction starting in 1955-1956 despite prior state-level delays due to funding shortages. The act's emphasis on defense and commerce priorities justified urban routing through densely populated areas, overriding some local opposition rooted in pre-1956 parkway aesthetics favoring scenic, non-commercial designs.

Construction of Urban Segments

The Trans-Manhattan Expressway, the segment of I-95 traversing from the to the , originated from pre-World War II tunnels for bridge approaches, with the eastbound 178th Street Tunnel opening in 1940 and the westbound 179th Street Tunnel constructed from March 17, 1949, to June 21, 1951, at a cost of $9 million. These limited-capacity structures were soon overwhelmed by post-war traffic growth, prompting a 1955 joint study that recommended replacement with a full expressway; construction advanced in tandem with the 's lower deck addition, announced in 1957, and the route opened to traffic in 1962 at a total program cost of $60 million, incorporating the $5.3 million Highbridge Interchange and demolition of ventilation buildings to create a depressed six-lane freeway with development above. In the Bronx, the formed I-95's urban corridor from the eastward, proposed by in 1945 as part of limited-access arterial plans and with commencing in fall 1948 under his oversight as arterial coordinator. Initial sections from the Bruckner Interchange to the Bronx River Parkway opened in November 1955, followed by an extension to the approach on January 11, 1961, and completion of the core route to the Major Deegan Expressway by 1963, though the complex Bruckner Interchange reconstruction extended to December 20, 1972. The project, spanning 8.3 miles through densely built neighborhoods, required innovative engineering for viaducts and cuts but faced logistical challenges from urban density, displacing structures without altering Moses's rejection of less disruptive alignments. Designation as I-95 in 1957 secured federal Interstate funding, accelerating urban freeway precedents despite local opposition to demolition impacts.

Completion and Initial Operations

The New England Thruway, the northern portion of Interstate 95 in New York from the Bronx to the Connecticut state line, was formally opened on October 15, 1958, providing a direct limited-access route connecting to . This 15-mile segment, constructed by the New York State Thruway Authority at a cost exceeding $100 million, featured six lanes, service areas, and interchanges designed for high-volume traffic, with initial toll collection at the Throgs Neck Bridge approach to fund maintenance and debt service. Operations commenced immediately, handling an estimated 20,000 vehicles daily in its first year, primarily freight and commuter traffic bypassing urban streets via the newly completed in 1955. In the Bronx, the , carrying I-95 from the to the Bruckner Interchange, opened in stages between 1955 and 1963, with the eastern section from the Bronx River Parkway to near the Bruckner Interchange accessible by November 5, 1955, and full continuity achieved by 1963 after overcoming construction delays from urban demolition and viaduct erection. This 6.5-mile depressed and elevated freeway, engineered by ' Triborough Bridge and Tunnel Authority, integrated with the (opened 1963) to link the Trans-Manhattan Expressway from , enabling end-to-end operations from the . Initial traffic patterns showed rapid adoption, with average daily volumes reaching 100,000 vehicles by the mid-1960s, though early operations revealed congestion at merges and elevated noise levels impacting adjacent neighborhoods. The Trans- Expressway in , spanning from the to the , reached completion in 1960, finalizing the urban core linkage with a below-grade open-cut accommodating eight and direct ramps to the Cross Bronx. The and its critical interchange, connecting to I-278 and the Thruway, marked the last major segment, with the full interchange opening on December 20, 1972, after two decades of phased construction costing $149 million. This completion eliminated remaining at-grade interruptions, allowing uninterrupted freeway travel along I-95's 81-mile New York alignment; initial post-opening data indicated improved flow rates of up to 2,000 vehicles per per hour but immediate overload from regional exceeding capacities of 1,800 vehicles per .

Major Renovations and Recent Projects

The reconstruction of the New England Thruway, the portion of I-95 extending from the Bronx-Whitestone Bridge northward through Westchester County to the state line, has involved extensive multi-decade upgrades to address structural deterioration, improve safety, and enhance capacity. Beginning in the 1990s, the Authority undertook a comprehensive overhaul spanning approximately 15 miles of roadway, ramps, and bridges, culminating in the "Last Mile" phase completed in November 2021 at a cost of $135 million. This final segment, covering one mile in and Port Chester, included full reconstruction of the I-95 mainline, upgrades to six ramps at the interchange with I-287 (Cross Westchester Expressway) and Midland Avenue, replacement of the Grace Church Street bridge and the I-287 eastbound to I-95 northbound ramp bridge, resurfacing of the Byram River bridge, realignment of the Midland Avenue ramp, widening of I-95 southbound for improved merging, and substructure repairs to the bridge, Purchase Street bridge, and Blind Brook culvert. In the Bronx and southern Westchester, ongoing pavement rehabilitation efforts include a $61.8 million project addressing deteriorated sections along I-95, scheduled for completion in 2025, which involves removal and replacement of asphalt in targeted areas to extend service life and mitigate congestion on this high-volume corridor. Recent initiatives in Westchester County encompass the $86.7 million pavement improvement project initiated on April 8, 2025, targeting nearly five miles from milepost 4.0 to 8.8 between Pelham Manor and Mamaroneck, where daily traffic exceeds 120,000 vehicles. Managed by the Thruway Authority and executed by contractor DeFoe Corp., the work features repairs across 30 lane miles—including asphalt overlays and concrete patching—rehabilitation or resurfacing of 12 bridges, and safety enhancements such as new guiderails, lighting, reflective striping, pavement markings, and curb replacements, with completion anticipated by the end of 2026 to minimize daytime disruptions through overnight operations. Complementing this, the $31.8 million North Avenue bridge replacement over I-95 in New Rochelle, begun in January 2023, replaces a 65-year-old structure with a wider modern span, incorporating staged construction to maintain two lanes for lighter vehicles, new traffic patterns, and detours, with full completion expected by January 2026. For the Cross Bronx Expressway segment in , the New York State (NYSDOT) is advancing bridge rehabilitation projects to rectify geometric and structural issues, such as a targeted initiative for five bridges between Boston Road and Rosedale Avenue aimed at prolonging service life and improving operational efficiency. The "Reimagine the Cross Bronx Expressway" planning effort, culminating in a Final Vision document released in March 2025 titled "Connected, Safe, Healthy Communities," emphasizes safety and mobility enhancements along I-95 from the to the , including measures to reconnect divided neighborhoods, though it prioritizes conceptual refinements over immediate large-scale reconstruction, building on community input phases completed through 2024.

Auxiliary Routes

Current Auxiliary Routes

Interstate 295 (I-295), designated as the Clearview Expressway, functions as an auxiliary route to I-95 within , primarily serving borough. This north-south highway connects local roadways in northern to the approaches, integrating with the regional expressway network for traffic bound to and from eastern areas. The New York State maintains segments of I-295, reflecting its role in supplementing I-95's connectivity amid urban density. Interstate 495 (I-495), commonly referred to as the Long Island Expressway, operates as an auxiliary Interstate supplementing I-95 by providing east-west traversal across from Manhattan's Queens-Midtown Tunnel to Suffolk County. It facilitates high-volume commuter and freight movement parallel to coastal routes, though lacking a direct interchange with I-95 in New York due to geographic separation by water barriers. State documentation acknowledges I-495's integration into the Interstate system, supporting broader I-95 corridor functions through indirect linkages via other highways like I-278. Interstate 695 (I-695), a brief connector in , links I-95's directly to I-295 near the , designated as the Throgs Neck Expressway segment. Spanning under two miles, it alleviates congestion by offering a dedicated path for northbound I-95 traffic to access eastern and , maintained as part of the Interstate auxiliary framework to enhance parent route efficiency in the Bronx's complex interchange zone.

Former and Proposed Routes

The Sheridan Expressway, a short freeway in connecting the (I-278) to the (portion of I-95), was designated as Interstate 895 (I-895), an auxiliary spur of I-95, in 1970 following its completion in 1963. During early planning and construction phases from 1958 onward, the route received multiple temporary Interstate designations, including alignments tied to I-278 extensions intended to facilitate direct trucking access between I-95 and industrial areas in Hunts Point, before settling on I-895 by 1972. The 1.3-mile segment was built to Interstate standards but saw limited use due to its stub-end configuration and community concerns over traffic diversion and neighborhood impacts. In September 2018, the Federal Highway Administration approved New York State's request to de-designate I-895, stripping its Interstate status to enable reconstruction as a tree-lined boulevard with at-grade intersections, bike lanes, and pedestrian access under the Sheridan Boulevard Gateway project. This change, driven by decades of advocacy against the expressway's isolating effects on Hunts Point and Port Morris communities, effectively ended its role as an auxiliary Interstate, with the route reverting to New York State Route 895 (NY 895) signage. No other auxiliary routes of I-95 in New York have been formally decommissioned, though early plans for I-895 extensions southward toward the Harlem River were abandoned amid urban renewal shifts and opposition in the 1960s. Proposals for additional auxiliary routes tied to I-95 have been sparse and unrealized in New York. Historical concepts from the 1950s–1970s, including potential spurs or loops to alleviate congestion at I-95/I-278 interchanges, did not advance beyond preliminary engineering due to funding constraints and environmental reviews under the National Environmental Policy Act. More recent discussions, such as enhanced connectors from I-95 to underutilized freight corridors in Westchester County, have focused on capacity improvements to the mainline rather than new three-digit designations. No active federal or state proposals for I-x95 routes exist as of 2025, reflecting a shift toward multimodal investments over highway expansion in the New York metropolitan area.

Engineering and Design

Key Structures and Bridges

The serves as the southern terminus of Interstate 95 in New York, spanning the from , to Washington Heights in . This double-decked , with a main span of 3,500 feet, opened its upper deck in and lower deck in 1962, carrying 14 lanes of I-95, U.S. Route 1-9, and on the side. It handles over 100 million vehicles annually, making it the world's busiest bridge. Following the bridge, the Trans-Manhattan Expressway consists of elevated viaducts and shorter spans over local streets in , transitioning to the , which crosses the into . Completed in 1963, this eight-lane steel arch bridge measures approximately 2,200 feet in length and supports the segment of I-95, accommodating around 188,000 vehicles daily. Recent rehabilitations, including a 2014 renovation addressing structural deficiencies, have extended its service life while maintaining connectivity between and . In the Bronx, I-95 features extensive viaduct structures as part of the Cross Bronx and s, including multiple spans over the Bronx River and local roadways. The includes elevated sections and connections at the Bruckner Interchange, where ramps and overpasses facilitate junctions with I-278, I-295, and I-678. Northward, the New England Thruway in Westchester County incorporates bridges over parkways and waterways, such as those spanning the , with ongoing projects rehabilitating six structures including the Centre Avenue and Chatsworth Avenue overpasses to improve safety and capacity.

Alignment and Geometric Standards

The alignment of Interstate 95 (I-95) in New York traverses approximately 91 miles from the George Washington Bridge in Manhattan northward to the Connecticut state line, predominantly following a north-south corridor while incorporating an east-west segment via the Cross Bronx Expressway in the Bronx. Horizontal alignment adheres to New York State Department of Transportation (NYSDOT) criteria derived from the American Association of State Highway and Transportation Officials (AASHTO) Green Book, with minimum curve radii ranging from 758 feet at 50 mph design speed (with 8% superelevation) to 3,048 feet at higher speeds, adjusted for urban constraints where superelevation is limited to reduce right-of-way impacts. Vertical alignment limits maximum grades to 3-6% depending on terrain and design speed, with shorter segments allowing up to 2% steeper grades under 500 feet in length to accommodate bridges and terrain. Design speeds for urban interstate segments, such as those in Manhattan and the Bronx, range from 50-60 mph, reflecting high traffic volumes and context class adjustments, while suburban and rural portions north of the Bronx approach 70 mph. Geometric cross-sections conform to interstate minimums of 12-foot travel lanes and right shoulders of (reducible to 8 feet in constrained areas or 4 feet with barriers), with left shoulders varying from 4-10 feet based on truck volumes and median type. Elevated and depressed configurations predominate in urban areas to navigate dense development, as seen in the Trans-Manhattan Expressway's viaduct through and the 's transition from elevated (southwest ) to at-grade and depressed sections eastward. The maintains six to eight 12-foot lanes with a 12-foot center and 3-foot curbed shoulders in elevated portions, though the narrow shoulders represent a nonconforming feature relative to modern 10-foot standards. Older segments, including the constructed between 1948 and 1972, deviate from contemporary standards due to pre-federal interstate guidelines, featuring non-standard lane and shoulder widths, short acceleration/deceleration lanes, and excessive interchange density that induces and merging conflicts. These result in restricted sight distances from barriers or and higher-than-average crash rates, with injury incidents twice the state norm. The Thruway portion north of the Bruckner Interchange exhibits smoother horizontal and better vertical grades, aligning more closely with full interstate criteria through less constrained suburban terrain. Reconstruction projects address nonconformities by widening shoulders, increasing radii via superelevation adjustments, and ensuring stopping sight distances meet or exceed 425-570 feet for 50-60 mph designs, prioritizing without compromising capacity.

Economic and Transportation Impact

Connectivity and Trade Facilitation

Interstate 95 in New York serves as a primary north-south artery connecting the metropolitan area to via and to the Mid-Atlantic region through , enabling efficient movement of passengers and freight across state lines. The route spans approximately 15 miles from to the New York- border as the New England Thruway, integrating with the system and providing direct access to major urban centers, ports, and intermodal facilities. This alignment supports regional commerce by linking New York City's dense economic hubs to broader Northeast markets, with intersections at key points like the Bruckner Interchange facilitating transfers to auxiliary routes such as I-278 and I-295. In terms of trade facilitation, I-95 carries substantial freight volumes, including over 8,000 trucks daily along its New York segments, contributing to the state's handling of 503 million tons of goods via truck transport in 2021, which accounted for 68.6% of total freight tonnage. The corridor connects to the Port of New York and New Jersey, a major gateway for international cargo, enabling trucks to transport imports and exports efficiently between the port's facilities in Newark and , and upstate or destinations. As part of the and a Strategic Highway Network route, it enhances reliability for high-value commodities, with through-truck movements representing 38% of New York's freight volume (355.4 million tons) and 42% of its value ($543.8 billion) in 2021. Projections indicate a 37% rise in volumes statewide by 2050, adding approximately 18 million annual , underscoring I-95's growing role in accommodating expanding trade demands amid and growth. This supports New York's freight-dependent industries, which contribute over 18% to the state's GDP and 25% to employment, by reducing transit times and improving access to markets beyond the immediate metro area.

Traffic Patterns and Capacity

Interstate 95 in New York experiences some of the highest traffic volumes in the United States, with (AADT) exceeding 150,000 vehicles per day on multiple segments, particularly through and into Westchester County. On the , AADT reaches 149,790 vehicles near Crotona Avenue and 129,646 vehicles between Exit 14 at the and , reflecting intense urban commuter flows. Further north on the Thruway, volumes peak at 150,527 vehicles between the Bronx River Parkway north exit and Castle Hill Avenue, dropping to 121,326 at the Bronx-Westchester County line, where truck traffic constitutes about 12.6% of the total.
SegmentLocationAADT (2019)Truck %
Cross Bronx ExpresswayEnd I-95/US 1 overlap to Crotona Ave149,79016.6
Cross Bronx ExpresswayExit 14 (GWB) to Dyckman St129,6461.4
New England ThruwayBronx River Pkwy N exit to Castle Hill Ave150,5278.5
New England ThruwayBronx/Westchester line121,32612.6
These volumes, derived from New York State Department of Transportation continuous counts and short-term surveys adjusted for seasonality, indicate sustained demand post-2019, with traffic rebounding to pre-pandemic levels by 2023 amid regional economic recovery. Capacity constraints arise from lane configurations that vary from 3 lanes per direction on the Trans-Manhattan and Cross Bronx Expressways to 3-6 lanes on the Bruckner Expressway and New England Thruway, limiting peak-hour throughput to approximately 4,500-12,000 vehicles per direction depending on the segment. Congestion routinely exceeds capacity during rush hours, with the Trans-Manhattan Expressway's inner and outer roadways operating at or above level of service F (severe delay) throughout peak periods due to merges at the George Washington Bridge and Alexander Hamilton Bridge. The Bruckner Expressway northbound faces chronic bottlenecks from multiple on-ramps and weaving sections, exacerbating delays for through traffic heading to Connecticut. Traffic patterns exhibit strong bidirectional peaks: southbound volumes dominate mornings as commuters and trucks funnel into Manhattan from Westchester and Connecticut, while northbound flows reverse in evenings, with queues extending miles during incidents or maintenance. Truck percentages, higher on northern segments (up to 18.8% between East 222nd Street and Conner Street), contribute to slower speeds and reduced capacity due to slower acceleration and lane discipline issues, though enforcement and variable speed limits mitigate some effects. Overall, demand consistently outstrips design capacity, driven by the corridor's role as a primary artery for regional freight and personal travel, with no major expansions planned to fully address the imbalance.

Controversies and Criticisms

Community Displacement and Urban Division

The construction of the , designated as part of Interstate 95 and built from 1948 to 1972 under the direction of , directly displaced approximately 5,000 residents in through the demolition of over 1,500 apartment buildings and homes, primarily in neighborhoods like East Tremont. Broader estimates, accounting for indirect effects such as subsequent evictions and relocations in the , place the total number of affected individuals between 40,000 and 60,000. These displacements targeted densely populated, low-income areas, with limited relocation support provided; many families received inadequate compensation, leading to overcrowding in remaining housing stock and acceleration of from the region. The expressway's elevated and depressed alignments physically bisected the Bronx, creating a north-south barrier that severed pedestrian and community connections across a 6.5-mile corridor from the Harlem River to the Bruckner Interchange. Neighborhoods such as Highbridge and Mott Haven were fragmented, with the highway isolating the South Bronx's industrial and residential zones from northern commercial districts, reducing local access to parks, schools, and transit hubs that predated the project. This division contributed to long-term urban decay, as the infrastructure funneled heavy truck traffic—now exceeding 100,000 vehicles daily—through former community cores, elevating noise, pollution, and accident risks without commensurate benefits for displaced populations. Opposition to the project, including petitions from over 1,000 East Tremont residents in the 1950s, highlighted concerns over community destruction, but construction proceeded via , reflecting prioritization of regional auto mobility over local stability. The segment, integrated with I-95 and completed in phases through the 1960s, amplified these effects in eastern areas like Soundview, where additional right-of-way acquisitions disrupted waterfront access and small commercial strips, though direct displacement figures there remain lower than in the Cross Bronx corridor. Empirical analyses link these interventions to persistent socioeconomic disparities, with South Bronx census tracts along the route showing elevated poverty rates—over 30% in affected areas by 1980—compared to borough averages, though multifactor causes including also played roles.

Safety Concerns and Accident History

Interstate 95 in New York faces pronounced safety issues stemming from extreme traffic densities and infrastructural limitations in its urban corridors. The route's southern segments, including the Trans-Manhattan Expressway and Cross Bronx Expressway, routinely exceed 200,000 vehicles per day in annual average daily traffic (AADT), with the stretch approaching the George Washington Bridge recording 276,476 AADT as of 2017, the highest in the state. This volume induces persistent congestion, elevating risks of rear-end collisions, which constitute a primary crash type on congested interstates per New York State analyses. The Cross Bronx Expressway stands out for elevated crash frequencies, driven by tight merges, heavy truck presence, and abrupt density shifts. Data compilations report 351 total accidents on this segment, including 159 injury crashes and 3 fatalities over a recent assessment period. Specific interchanges, such as near , logged 13 crashes injuring 24 individuals and causing 1 death, underscoring localized hazards from substandard geometries and high speeds amid backups. Further north, the Thruway maintains comparatively lower but still notable incident rates, with broader Thruway system data showing 25 crashes yielding 27 fatalities statewide in 2023, though urban I-95 portions amplify per-mile risks due to non-recurrent delays from incidents. Notable incidents illustrate these patterns. On November 29, 2022, a sedan trapped between two tractor-trailers on the Bronx section ignited, killing the driver in a multi-vehicle entanglement typical of truck-heavy flows. A 2014 collision involving a military vehicle near Port Chester resulted in one fatality, highlighting vulnerabilities at borders with varying enforcement. Earlier events, like a 1993 tractor-trailer overturn in Mamaroneck that closed southbound lanes, demonstrate recurring overheight or stability failures in commercial traffic. Such history reflects causal factors including driver fatigue, vehicle mismatches, and insufficient median barriers, though statewide fatality rates have declined 7% from 2010 to 2015 amid broader safety initiatives.

Safety and Maintenance

Statistical Safety Data

The New York segment of Interstate 95, approximately 24 miles long from the George Washington Bridge to the Connecticut state line, records elevated crash frequencies attributable to high urban traffic volumes exceeding 200,000 vehicles daily in sections like the Cross Bronx and Bruckner Expressways. New York State Department of Transportation (NYSDOT) data, accessible via the CLEAR system, highlights interstate corridors in densely populated areas as prone to higher-than-average collision rates, though specific per-mile figures for I-95 vary by segment due to geometric constraints and congestion. The , comprising a major portion of I-95 through , reported 351 total crashes, including 159 injury crashes and 3 fatalities, based on recent collision data aggregated from NYPD reports. In 2020, this segment alone accounted for 10 fatal accidents amid broader citywide trends. A particularly hazardous stretch near the exit saw 13 crashes resulting in 24 injuries and 1 fatality in 2021, reflecting issues like tight merges and elevated speeds in a confined urban alignment. Contributing to these incidents, the overall I-95 corridor nationally exhibits a fatality rate of 14.88 per 100 miles based on 2019 Fatality Analysis Reporting System (FARS) data from the (NHTSA), with urban portions like New York's amplifying risks through factors such as weaving traffic and infrastructure age. Statewide, New York motor vehicle fatalities rose 25.8% from 2019 to , reaching the highest decadal level in , though interstate-specific rates remain below rural when normalized per vehicle miles traveled (VMT). NYSDOT accident rate tables indicate urban freeways average 1.5-2.5 crashes per million VMT, a benchmark applicable to I-95's denser alignments.

Response to Incidents and Improvements

The (NYSDOT) and the Authority coordinate traffic incident management (TIM) teams to detect, respond to, and clear incidents on I-95, involving partnerships with , services, and private tow operators to restore capacity quickly and minimize secondary crashes. For example, following a tractor-trailer overturn on the Thruway near New Rochelle on July 21, 2025, which caused major delays, responders closed lanes and diverted traffic while investigating and clearing debris. Similarly, after a fatal two-vehicle crash involving a fiery collision on I-95 in New Rochelle on September 9, 2025, closed southbound lanes for investigation and extrication, with full reopening after several hours. In response to recurring incidents and safety data, infrastructure upgrades have focused on enhancing access and reducing crash risks. The Thruway Authority rehabilitated locations on I-95 to facilitate quicker entry by emergency responders during northbound incidents, addressing prior difficulties in accessing southbound lanes. The "last mile" reconstruction of the Thruway completed resurfacing, drainage improvements, and barrier upgrades to boost safety and incident resilience. Recent projects include an $86.7 million initiative launched in April 2025 for a five-mile stretch of I-95 in Westchester County, encompassing pavement rehabilitation, bridge resurfacing on six structures, new guiderails, lighting, reflective striping, and curb replacements to mitigate accident severity. On the segment, NYSDOT's Reimagine the Cross Bronx study, finalized in March 2025, proposed enhancements like intersection redesigns, skid-resistant resurfacing, and potential decking over sections to reduce urban division and crash rates, though a planned diversion expansion was canceled in October 2025 amid community input. These efforts align with New York's Highway Program, which prioritizes data-driven countermeasures such as edge-line rumble strips and signage to address high-incident corridors like I-95.

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  38. http://www.nycroads.com/roads/sheridan/
  39. https://bronxboropres.nyc.gov/2018/09/21/governor-cuomo-announces-new-york-has-received-federal-approval-to-convert-sheridan-expressway-in-the-bronx-into-a-boulevard/
  40. https://www.welcome2thebronx.com/2018/09/federal-government-approves-removing-the-sheridans-interstate-designation/
  41. https://www.mnlandscape.com/projects/sheridan_expressway_conversion
  42. https://www.thruway.ny.gov/oursystem/allgrants/2023-i-95-raise-application-narrative.pdf
  43. https://www.panynj.gov/bridges-tunnels/en/george-washington-bridge.html
  44. https://www.chinaconstruction.us/project/alexander-hamilton-bridge-rehabilitation/
  45. https://stvinc.com/project/alexander-hamilton-bridge-interchange-rehabilitation/
  46. https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-repository/chapt_02.pdf
  47. https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm/hdm-repository/chapt_05.pdf
  48. https://downloads.ctfassets.net/3kqcuzntcg31/4d450VjFTZaQ7vAwOmoe6A/95a53886e8189d5163f5c3f40ecb42ae/reimagine-cross-bronx-final-vision.pdf
  49. https://www.hdrinc.com/portfolio/new-york-interstate-95-reconstruction
  50. https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/NYSDOT_2019TrafficVolumeReport-Routes.pdf
  51. https://www.mta.info/document/138551
  52. https://www.nymtc.org/portals/0/pdf/County%2520Summaries/CMP_Manhattan.pdf
  53. https://www.dot.ny.gov/portal/page/portal/content/delivery/region11/projects/X73127-Home/X73127-Repository/Bruckner-Hutch%2520Project%2520DDR-EA-D4f%2520Appendix%2520X4%2520-%2520Traffic%2520Study%2520Report%2520Appendices.pdf
  54. https://newsettlement.org/wp-content/uploads/2018/01/resisting-displacement-white-paper-web-version.pdf
  55. https://ejhistory.com/cross-bronx-expressway/
  56. https://www.crossbronx.info/about
  57. https://www.nyc.gov/html/dot/html/pr2025/final-report-reconnect-communities-cbe.shtml
  58. https://medicine.cuny.edu/wp-content/uploads/2024/08/An-Analysis-of-The-Cross-Bronx-Expressway-and-Its.pdf
  59. https://www.adirondackdailyenterprise.com/opinion/columns/safety-on-the-roads-by-dave-werner/2017/03/traffic-counts-%25E2%2580%2588how-busy-is-your-highway/
  60. https://www.dot.ny.gov/divisions/engineering/applications/traffic-data-viewer
  61. https://www.dot.ny.gov/divisions/operating/osss/highway-repository/SHSP2023_Appendix_1.pdf
  62. https://www.chopranocerino.com/new-york-city-hotspots-for-traffic-collisions/
  63. https://oreskylaw.com/blog/most-dangerous-roads-intersections-in-bronx
  64. https://www.thruway.ny.gov/about/compliance/annual-highlights2023.pdf
  65. https://www.foxnews.com/us/woman-killed-i95-car-sandwiched-between-tractor-trailers-new-york
  66. https://www.youtube.com/watch?v=0Uo3xMhADD4
  67. https://www.lohud.com/picture-gallery/news/2024/11/18/truck-crash-shuts-i-95-in-mamaroneck-in-1993/76396661007/
  68. https://www.dot.ny.gov/divisions/operating/osss/highway-repository/NYS_SHSP_TotalReport.pdf
  69. https://www.bigroads.com/interstateguides-i-95.html
  70. https://www.dot.ny.gov/divisions/operating/osss/highway/crash-analysis-toolbox
  71. https://accidentrep.com/the-most-dangerous-highways-in-new-york-city-a-look-at-the-latest-statistics/
  72. https://www.thezebra.com/resources/driving/most-dangerous-roads-in-the-us/
  73. https://www.osc.ny.gov/press/releases/2024/06/dinapoli-motor-vehicle-fatalities-rise-sharply-ny
  74. https://www.dot.ny.gov/divisions/operating/osss/highway/accident-rates
  75. https://www.dot.ny.gov/tim?nd=nysdot
  76. https://ops.fhwa.dot.gov/publications/fhwahop10050/fhwahop10050.pdf
  77. https://www.cbsnews.com/newyork/news/new-england-thruway-i-95-crash-delays/
  78. https://troopers.ny.gov/news/fatal-crash-i-95-new-rochelle-under-investigation
  79. https://abc7ny.com/post/box-truck-tractor-trailer-collide-closing-section-95-new-rochelle-queens-driver-dead/17778049/
  80. https://www.governor.ny.gov/news/governor-hochul-announces-start-867-million-pavement-improvement-and-bridge-rehabilitation
  81. https://www.planetizen.com/news/2025/10/136146-new-york-scraps-cross-bronx-highway-expansion
  82. https://highways.dot.gov/sites/fhwa.dot.gov/files/2024-04/HSIP%2528New%2520York%2529%25202023%2520Report.pdf
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