Queensboro Bridge

The upper level of the bridge has four lanes of automobile traffic, consisting of two roadways with two lanes in each directions. It provides a view of the bridge's cantilever truss structure and the New York skyline. Although the two upper level roadways both end at Thomson Avenue on the Queens side, they diverge in opposite directions on the Manhattan side. The lanes used by westbound traffic, located on the northern side of the bridge, lead north to 62nd and 63rd Streets. On the other hand, the lanes normally used by eastbound traffic are located on the southern side of the bridge lead south to 57th and 58th Streets. The roadway to 57th and 58th Streets is used as a westbound high-occupancy vehicle lane during morning rush hours.[6]

The lower level has five vehicular lanes, the inner four for automobile traffic and the southern outer lane for automobile traffic as well, used exclusively for Queens-bound traffic. The North Outer Roadway was converted into a permanent pedestrian walk and bicycle path in September 2000.[7]

The Manhattan approach to the bridge is supported on a series of Guastavino tile vaults which formed the elegant ceiling of the former Food Emporium Bridge Market and the restaurant Guastavino's, located under the bridge. Originally, this open air promenade was known as Bridgemarket and was part of Hornbostel's attempt to make the bridge more hospitable in the city.[8] In February 2020, it was announced that Trader Joe's is planning to open a supermarket in this space,[9] which opened in December 2021.[10][11]

• 
  Looking east from Manhattan toward Queens
• 
  Bridgemarket on Manhattan side

Bridge seen from Manhattan, c. 1908

Serious proposals for a bridge linking Manhattan to Long Island City were first made as early as 1838, and attempts to finance such a bridge were made by a private company beginning in 1867. Its efforts never came to fruition and the company went bankrupt in the 1890s.[12] Successful plans finally came about in 1903 – after the creation in 1898 of Greater New York City through the amalgamation of Manhattan (New York City), Brooklyn, Queens, the Bronx and Staten Island[13] – under the new city's Department of Bridges, led by Gustav Lindenthal, who was appointed to the new position of Commissioner of Bridges in 1902, in collaboration with Leffert L. Buck and Henry Hornbostel, designers of the Williamsburg Bridge.

Construction soon began, but it would take until 1909 for the bridge to be completed due to delays from the collapse of an incomplete span during a windstorm, and from labor unrest, which included an attempt to dynamite one span. The bridge opened for public use on March 30, 1909,[14] having cost about $18 million and 50 lives. There was a ten-cent toll to drive over the bridge.[15] The bridge's ceremonial grand opening was held on June 12, 1909.[16] At the time, it was the fourth longest bridge in the world.[14] The grand opening included a fireworks display.[16] The bridge was then known as the Blackwell's Island Bridge, from an earlier name for Roosevelt Island.[17]

Constructing the upper level in 1907

During the Five Boro Bike Tour in 2008

The bridge's upper level originally contained two pedestrian walkways and two elevated railway tracks (which connected a spur of the IRT Second Avenue Elevated Line in Manhattan to the Queensboro Plaza station in Queens).[14] Three lanes of roadway were installed on the south side of the upper level in 1931, replacing the former upper-level walkway.[18] All service on the Second Avenue Elevated was discontinued in 1942.[19] From 1955 to 1958, two additional lanes were built on the upper level. The upper-level ramps on the Queens end of the bridge were built during the same time.[20]

The lower deck originally hosted four motor traffic lanes, and what is now the "outer roadway" and pedestrian walk were two trolley lanes.[14] A trolley connected passengers from Queens and Manhattan to a stop in the middle of the bridge, where passengers could take an elevator or the stairs down to Roosevelt Island.[21] The trolley operated from the bridge's opening until April 7, 1957.[22] The trolley lanes and mid-bridge station, as well as the stairs, were removed in the 1950s following the trolley's discontinuation,[23] and for the next few decades the bridge carried 11 lanes of automobile traffic.

In 1919, an elevator building called the elevator storehouse was built adjacent to the bridge on the north side located about where the current tram station is to transport cars and passengers to what was then called Welfare Island, now Roosevelt Island. It was known as the "upside-down" building because its main entrance was on the 10th floor, the height of the bridge deck. This provided access to the hospitals on the island. This building has now been demolished.[23][24] Then, in 1955, the Welfare Island Bridge from Queens opened, allowing automobile and truck access to the island and the only non-aquatic means in and out of the island; the vehicular elevator to Queensboro Bridge then closed.[24] As late as August 1973, a separate passenger elevator ran during the work week from near the Queens end of the bridge to Welfare Island via the Welfare Island Elevator Storehouse, which was described at the time as "clean but gloomy".[25][26]

The bridge was repainted over a seven-month period starting in November 1966. The $240,000 project was the bridge's first repainting in 14 years.[27] The city government considered implementing tolls on the four free East River bridges, including the Queensboro, in 1971.[28] On November 23, 1973, the New York City Landmarks Preservation Commission (LPC) designated the Queensboro Bridge as a city landmark, preventing the bridge from being modified without LPC approval.[29][30] It was the second East River bridge to be so designated, after the Brooklyn Bridge.[30] While there were concerns that the landmark status could prevent tollbooths from being installed,[31] planners said the landmark designation did not affect the proposal, as tollbooths could just be installed on the bridge's approaches.[30]

The bridge as seen from the 56th floor of the Citigroup Center

In February 1987, the New York City Department of Transportation announced that parts of the northern upper roadway would be closed for two years as part of a $42 million project.[32] The southern upper roadway had just been completed at a cost of $31 million. The northern roadway was closed for one year, reopening in October 1988.[33]

Starting in 1994, two lanes were reserved during rush hours for carpool traffic.[34] For a brief period in 1997, the traffic directions of the upper-level roadways were reversed during rush hours so that the upper level used a left-hand traffic pattern. Manhattan-bound traffic used the southern roadway while Queens-bound traffic used the northern roadway.[35] After residents of the Upper East Side voiced concerns about severe rush-hour congestion, this traffic pattern was discontinued, and the south-side walkway on the lower level was converted to a Queens-bound vehicular lane during the evening rush hour.[36] The outer roadway was later opened to vehicles at all times, but after a series of fatal crashes in 2013, officials decided to close the ramp during the nighttime.[37]

In March 2009, the New York City Bridge Centennial Commission sponsored events marking the centennial of the bridge's opening.[38] The bridge was also designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers during the year of its centennial anniversary.[5]

In December 2010, the city announced that the bridge would be renamed in honor of former Mayor Ed Koch from the Queensboro Bridge to the Ed Koch Queensboro Bridge.[39] The new name became official in March 2011. The renaming decision was unpopular among Queens residents and business leaders, and many local residents continue to refer to the bridge by its older name.[40][41][42] New York City Council member Peter Vallone Jr. from Queens vowed to remove Koch's name from the bridge. Vallone said, "Never in a million years would they think to rename the Brooklyn or Manhattan bridges, but for some reason, it was OK to slap Queens around."[41]

In January 2021, the city decided to install a two-way protected bike path on the northern outer roadway of the lower level, to be completed by 2022. The southern outer roadway, which at the time was used by vehicular traffic, would be used exclusively by pedestrians.[43][44] However, the conversion of the southern outer roadway was subsequently delayed because of a planned renovation of the upper deck.[45] The renovation commenced in February 2022 and was expected to last until December 2023.[46][47]

In addition to the two elevated railway tracks, the bridge also had four streetcar tracks. The following Queens lines operated over the bridge:

• Queensboro Bridge Local, 1909–1957 (last streetcar line in the city)
• Astoria Line (Queens surface), 1910–1939
• Steinway Line, 1910–1939
• College Point Line, 1910–1925
• Corona Line (surface), 1910–1922
• Queens Boulevard Line (surface), 1913–1937

One Manhattan line operated over the bridge, the Third Avenue Railway's 42nd Street Crosstown Line from 1910 to 1950.

The bridge carries the Q32 local bus route operated by MTA New York City Transit and the Q60 and Q101 local bus routes operated by the MTA Bus Company. The bridge also carries 20 express bus routes in the eastbound direction only: the MTA Bus Company's QM1, QM2, QM3, QM4, QM5, QM6, QM10, QM15, QM16, QM17, QM18, QM20, QM21, QM24, QM31, QM32, QM34, QM35, QM36, QM40, QM42 and QM44, and New York City Transit's X63, X64, and X68. (These bus routes use the Queens-Midtown Tunnel for westbound travel.)[48]