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Thread: Bayonne Bridge in Need of Replacement - Designed by Othmar Amma with Cass Gilbert

  1. #16


    So Staten island isn't NYC?

  2. #17


    What's your point?

    I did what you should have done in the first place...searched for an open thread.

    Or, if you want to get technical:

    It's in both New York and New Jersy, and the name is the tiebreaker.

  3. #18


    It is a great bridge whose time has passed. Solicit designs for a new bridge that incorporates light rail and dedicated bus lanes to ease the horrific traffic beginning to rear its head between SI and Jersey City.

  4. #19
    Jersey Patriot JCMAN320's Avatar
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    Jersey City

    Talking Great Immagination

    Her tribute to 9/11 now a bridge fixture

    Wednesday, November 15, 2006

    Since 2002, the Bayonne Bridge has had a patriotic touch: Every night, 34 red, white, and blue lights illuminate the bridge's graceful arch.

    The lighting was the brainchild of Bayonne resident Veronica Marie Granite, who was an 8-year old student at Vroom School on Sept. 11, 2001.

    One night, soon after the terrorist attacks, Granite was gazing at the red, white and blue lighting of the Empire State Building when the idea hit her: Why not also illuminate the Bayonne Bridge to honor the victims of the 9/11 attacks?

    "It was important to me because right after 9/11 I wanted the Bayonne people to have something to remember the (victims) by," Granite said recently.

    But turning that vision into reality was not without its share of hard work. With the help of Bayonne School Superintendent Patricia McGeehan, Granite successfully petitioned the Port Authority to install the lights for 90 days.

    Once that 90-day period was up, Granite started another petition, and now the lights are there for good, a fixture of the Bayonne skyline.

    These days, any discussion of the Bayonne Bridge includes Granite, now 12 and now living in Middletown.

    Last weekend, she rode across the bridge in a vintage 1930s Rolls Royce beside Bayonne Historical Society President Lee Fahley, recreating the day in 1931 - exactly 75 years ago today - when Bayonne Mayor Lucius Donohoe took his Rolls across the brand-new bridge.


  5. #20
    Jersey Patriot JCMAN320's Avatar
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    Jersey City

    Lightbulb Happy B-day

    Still span-tastic after all these years
    Bayonne throws birthday party for bridge

    Wednesday, November 15, 2006

    While a steady procession of vehicles crossed its span and cargo ships navigated their way through the Kill Van Kull by passing underneath it, the Bayonne Bridge celebrated its 75th birthday a day early with a ceremony yesterday morning at Dennis P. Collins Park.

    It was 75 years ago today that the 1,675-foot steel-arch bridge opened, its purpose to connect vehicle traffic from Staten Island to Manhattan via the Holland Tunnel, which had opened four years earlier.

    In its first day of operation, Nov. 15, 1931, the Bayonne Bridge was traversed by 17,019 vehicles and 6,933 pedestrians, according to the Port Authority. Seventy-five years later, an estimated 20,000 vehicles cross the bridge each day, the Port Authority said.

    "(The bridge) is really a remarkable symbol of our inter-dependence and how we are connected with each other," New Jersey Gov. Jon Corzine said.

    "We're at the crossroads of the global economy in the New York-New Jersey bi-state area," Corzine said, adding that approximately 60 million people live within four hours driving distance of the area.

    Port Authority Chairman Anthony R. Coscia lauded the vision of the bridge's founders, saying, "There was a real sense of leadership among the people who built this bridge, who knew that we needed to build bridges to connect the people of this region."

    Bayonne Mayor Joseph V. Doria Jr. praised the bridge's elegant design, which was the work of Othmar Ammann, the renowned civil engineer who designed six of the 11 bridges that connect New York City to the rest of the country.

    "After 75 years, it remains a great engineering achievement," he said.

    The speeches were interspersed with musical numbers from the marching bands of both Bayonne High School and Staten Island's Port Richmond High School.

    To commemorate the anniversary, 75 red, white and blue tulips were planted in the park. The tulip is an unofficial emblem of the Netherlands, and was chosen to acknowledge the Dutch, Bayonne's original European settlers.

  6. #21
    Disgruntled Optimist lofter1's Avatar
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    NYC - Downtown


    Bayonne Bridge by Night ...

    Bayonne Blue by nj dodge at flickr (July 30, 2006):

    © All rights reserved.

  7. #22


    Span is a few feet longer than Sydney Harbor Bridge, but roadway is nowhere near as wide.

  8. #23


    The scissors that were used to cut the ribbon for the Bayonne Bridge's opening ceremony were sent to Australia and used for the Sydney Harbor Bridge's ribbon cutting as well.

    I thought that was a neat little fact.

  9. #24
    Jersey Patriot JCMAN320's Avatar
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    Lightbulb Bridge Talk Returns

    Bayonne Bridge options mulled

    Tuesday, April 01, 2008

    Raise the bridge or build another one?

    Those are two of the options that the U.S. Army Corps of Engineers will explore in an assessment of how the Bayonne Bridge will figure in the future of local Upper New York Bay ports as larger ships - with room for twice as much cargo - are being prepared.

    The Port Authority of New York and New Jersey board of commissioners on Thursday agreed to pay the Corps $300,000 to evaluate how the bridge's "air draft" - the ship clearance space under the span - will impact on "future port trade, navigational safety and transportation economics."

    The P.A. wants the Corps, with help from the U.S. Coast Guard, to finish its analysis by "March/April 2009," thereby giving the agency lead time to prepare for the planned expansion of the Panama Canal in 2015. Even with the Corps deepening the harbor channel to 50 feet, larger vessels entering the port would likely have to wait hours for low tide - a costly proposition to shippers - or adjust their masts to pass under the Bayonne Bridge, which has a 151-foot clearance.

    A $5 billion project to widen and deepen the Panama Canal is under way, which will allow for larger vessels. Even with dredging in the Kill Van Kull, these larger ships would not be able to pass under the Bayonne Bridge.

    Raising the bridge or building a new one could cost anywhere from $600 million to $1 billion, based on 2006 estimates by P.A. engineers.

    More than 20,000 vehicles cross the bridge daily and Bayonne Economic Development Corp. Executive Director Michael O'Connor described the span as "a critical transportation link" for the Peninsula City.

    Bayonne Interim Mayor Terrence Malloy said: "Any analysis of the future of the bridge needs to take into account the impact on Bayonne residents. We're hopeful that the Army Corps and Port Authority work with us to include the city and its residents from the start."

    And O'Connor added: "Any discussions about improvements or reconfigurations of Bayonne Bridge need to include a broader review of our transportation needs."


    Bayonne Bridge cost $16 million when built in 1920s

    Tuesday, April 01, 2008

    The Bayonne Bridge opened on Nov. 15, 1931, and was traversed by 17,019 vehicles and 6,933 pedestrians that day, according to the Port Authority. Seventy-seven years later, an estimated 20,000 vehicles cross the bridge each day.

    Designed by Othmar H. Ammann, the chief engineer of the Port Authority of New York and New Jersey, who also designed the George Washington Bridge, the 1,650-foot span was the longest steel arch in the world when built. It is now the third longest, behind the Lupu Bridge (1,804 feet) in Shanghai, China, and the New River Gorge Bridge (1,699 feet) in Fayetteville, W. Va.

    Construction of the bridge began in 1928 and the total cost was $16 million. The bridge, a twin of which was built in Sydney, Australia, was "destroyed" in 2005 in Steven Spielberg's "War of the Worlds."

  10. #25
    Jersey Patriot JCMAN320's Avatar
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    Jersey City

    Arrow Jersey Journal Opinion

    The Jersey Journal's Take On This Matter:

    Replace bridge to help commuters

    Thursday, April 03, 2008

    In 2005, the Bayonne Bridge was destroyed by alien invaders in Steven Spielberg's "War of the Worlds." It may be an assessment by the U.S. Army Corps of Engineers that will decide the span's fate in trying provide better access to Newark Bay for modern freighters.

    For more than a decade, the Corps has been deepening the shipping channels to 50-foot depths in the New York and New Jersey waterways to allow a new generation of vessels to enter ports. Even with deeper channels, vessels would likely have to wait hours for low tide - a costly proposition to shippers - or adjust their masts to pass under the Bayonne Bridge, which has a 151-foot clearance.

    Raising the bridge or building a new one could cost anywhere from $600 million to $1 billion, based on 2006 estimates by Port of Authority of New York and New Jersey engineers.

    More than 20,000 vehicles cross the bridge daily and Bayonne officials described the span as "a critical transportation link" for the Peninsula City.

    Bayonne Interim Mayor Terrence Malloy said: "Any analysis of the future of the bridge needs to take into account the impact on Bayonne residents. We're hopeful that the Army Corps and Port Authority work with us to include the city and its residents from the start."

    The Corps is expected to complete its analysis about a year from now.

    This newspaper believes that it may be time to consider replacing the bridge. The economy of South Hudson can only be enhanced by better access and mobility, to Staten Island and beyond.

    An MTA commuter bus route started running last year connecting Staten Island residents to a Bayonne Light Rail stop. The Port Authority should take the big step and build a new, bigger bridge with more clearance. It should be one that can also handle the Light Rail the way trains cross the East River bridges in New York. It will allow for better commerce, both below and on a new span.

  11. #26
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    Light rail to Staten Island makes so much sense, the most likely ROW would be along the former SIRR ROW from the new Bayonne Bridge to the St.George Ferry Terminal.

  12. #27


    Are you the same guy from

  13. #28
    Moderator NYatKNIGHT's Avatar
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    Quote Originally Posted by STT757 View Post
    Light rail to Staten Island makes so much sense, the most likely ROW would be along the former SIRR ROW from the new Bayonne Bridge to the St.George Ferry Terminal.
    This is reaching back a bit, but there was more discussion about this here.

  14. #29
    Jersey Patriot JCMAN320's Avatar
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    Angry PANYNJ Sees No Urgency

    In Bayonne, a bridge too low
    A barrier looms between local ports and huge cargo ships of the future

    Sunday, April 27, 2008
    Star-Ledger Staff

    For the region's thriving seaport, the clock started ticking last September when the $5.3 billion expansion of the Panama Canal got under way.

    Industry experts say the expansion will transform international trade to America's East Coast seaports by allowing massive new container ships to haul cargo from China through the canal.

    But there's one problem for the shipping terminals in Newark and Elizabeth: the Bayonne Bridge, which spans the entrance to the port's largest terminals. It is too low for the huge ships to sail under.

    And several port business leaders say there is little chance the obstacle will be resolved by 2014, when the canal project is supposed to be completed.

    "There's no way we can beat the clock," said Jim Devine, president of a company that runs New York Container Terminal on Staten Island and Global Marine Terminal in Hudson County.

    At stake are tens of thousands of port jobs, the price of goods in this region and the possibility that even more trucks will be hauling cargo on New Jersey's roads.

    Experts disagree on what happens if the bridge remains in the way after the canal is done. Some warn that the Port of New York and New Jersey will lose significant business to terminals in Norfolk, Va.; Charleston, S.C.; and Savannah, Ga. Others say the New York region is too vital to be bypassed, and they predict importers will continue to use smaller ships to get to the terminals here.

    "Certain factors are unknown," said Shamuel Yahalom, director of research at State University of New York Maritime College in Queens. "Everyone can guess at the answer equally."

    Last month, the Port Authority of New York and New Jersey, which owns the Bayonne Bridge, voted to spend $300,000 to study the span's impact on the seaport. That research is supposed to be done by next spring. And then officials say they will start deciding what to do -- if anything.

    A preliminary Port Authority report done two years ago said it could cost as much as $1 billion and take as long as 15 years to raise the bridge, build a new one or replace it with a tunnel. But, at present, the Port Authority doesn't have money set aside in its 10-year capital budget for the project.

    It's not that the region's seaport is insignificant. It's the largest on the East Coast and third-largest in the country, behind Los Angeles and Long Beach, Calif.

    Last year, it handled almost $100 billion worth of imports and $38 billion in exports. The Port Authority estimates that between 130,000 and 150,000 people work at the seaport.

    "New York, pardon my pun, could miss the boat because there are other ports doing something about their future and they are doing more than just a fact-finding study," said Barbara Yeninas, executive director of the Containerization Intermodal Institute, a port education and networking group. "It certainly puts the port in jeopardy."

    But Port Authority officials say they are not worried.

    "I can't say that there's a risk," said Ernesto Butcher, the bistate agency's deputy executive director for operations. "We don't know yet what the impact of the Panama Canal is going to be on the ships coming here."

    Port Authority officials balk at the suggestion that there's a race to do something about the bridge before the canal is expanded.

    "The Bayonne Bridge and the Panama Canal are two different projects," Butcher said. "To associate the two really closely could be problematic."


    In some ways, the bridge already is an obstacle for ships coming into the seaport. At high tide, the bottom of the span is about 151 feet above the channel known as the Kill Van Kull, the primary passageway to the region's largest shipping terminals.

    That's enough room for most ships carrying 4,000 to 5,000 TEUs (twenty-foot equivalent units, the measurement that shippers use to equate the various-sized cargo containers). But there are many close calls. A few weeks ago, for example, a ship carrying 5,000 TEUs made it under the bridge by a meter and a half.

    "It looked a lot scarier than that," said Peter Keller, president of the shipping company, NYK Line.

    Often, large container ships have to wait for tides to change to get under the bridge. Some have foldable masts or radar antennas that allow them to squeeze under the span.

    "It's a balancing act," said Andy McGovern, a harbor pilot who guides cargo ships through New York Harbor. "You don't want the tide to be too low, either" or else a ship could risk hitting the bottom of the channel.

    There are already more than 100 container ships sailing around the globe that can handle more than 8,000 TEUs, according to industry reports, making them too big to get to the terminals in Newark and Elizabeth. Within the industry, they are known as post-Panamax ships -- ships that are too large to pass through the canal until it is expanded.

    All ready, there are container ships as tall as 175 feet, and port business leaders say there will eventually be vessels more than 220 feet tall.

    "Right now, the workhorse ships for the East Coast ports are 4,000 to 5,000 TEUs," said Frank Baragona, president of CMA-CGM America, one of the world's largest shippers. "After the Panama Canal is done, the 8,000 TEUs will become the workhorse."


    Industry officials have been looking ahead to the Panama Canal expansion for more than a decade. The Port Authority completed its first study on the Bayonne Bridge's impact on the seaport in January 2006. That report mainly focused on ways ship owners could adjust their vessels to fit under the bridge.

    But business executives said it wouldn't be practical to expect ship builders to make costly modifications to vessels to accommodate just one port -- even one as significant as New York and New Jersey.

    The agency last month authorized another study, this one in conjunction with the Army Corps of Engineers and the U.S. Coast Guard, to determine what impact the bridge will have on the port's future.

    "The disturbing part is that they're only doing a study now," said Edward Kelly, executive director of the Maritime Association of New York Harbor. "If you look at their 10-year capital plan, there's no anticipation of doing any work on it in the next 10 years."

    It was about a decade ago that seaport business leaders began pushing for the dredging of New York Harbor to make the main channels 50 feet deep, which is what industry experts figure would be enough to accommodate the bigger ships. That $1.6 billion project, which is being run by the U.S. Army Corps of Engineers, is on schedule to be completed by 2014.

    Once they had the dredging on track, port leaders turned their attention to the Bayonne Bridge.

    In various meetings with the Port Authority over the last 16 months, business leaders have unanimously identified the Bayonne Bridge as the No. 1 challenge to the seaport's viability, said Frank McDonough, president of New York Shipping Association, a bistate trade group that negotiates labor contracts and lobbies for port improvements.

    "We think we have a lot of catching up to do," McDonough said.

    Port Authority officials, however, say port industry executives may be overstating the urgency of solving the problem before the canal expansion is complete.

    "It's not like on day one we're going to find ourselves inundated with large ships that we have no place for," Butcher said.

    Indeed, even the business leaders most concerned about the port's ability to handle post-Panamax ships acknowledge the impact of the expanded canal will evolve gradually. Exactly how it unfolds will depend on the intricacies of international trade and economics.

    Perhaps the biggest advantage for the region's seaport is all the people who live here. Shipping executives say there are between 20 million and 30 million consumers within an overnight drive of the docks in Newark and Elizabeth.

    "It's going to be interesting to watch because the New York market is so big that the ships are going to have a hard time not calling there," said James Davis, an instructor at the United States Merchant Marine Academy's Global Maritime and Transportation School in Kings Point, N.Y.

    One option for shipping companies would be to use smaller, less efficient ships to keep bringing goods directly to terminals in New York Harbor. Another option would be to use post-Panamax ships to deliver cargo to other ports on the East Coast and then send it by truck, rail or barge to the New York area.

    "They're going to go to the port where they have the best access, and if New York-New Jersey is not that port, then they aren't going to come here," said David Stein, executive director of Nation's Port, an industry group based in Newark.

    Others are more optimistic.

    "It would certainly have the tendency of stifling growth," said Keller, the shipping company president. "But I don't see it as a doom and gloom scenario."

    While the region's port has cargo terminals not affected by the bridge -- such as Global Marine Terminal on the Jersey City-Bayonne border and Red Hook in Brooklyn -- neither is suited for post-Panamax ships. Global is already at capacity and couldn't handle goods from the huge vessels, and Red Hook piers lack the necessary storage space and roads network.

    Bob West, director of maritime services for Global Insight, an economic forecasting and consulting firm, says post-Panamax ships may never even try to make their way up the East Coast after they pass through the canal.

    West envisions a system in which the massive ships will stop at ports in the Caribbean, where cargo will be unloaded onto other vessels heading for the East Coast, the Gulf Coast and northern ports in South America.

    "The economics do not favor having these ships make multiple port calls on the East Coast," West said.

    "Why would you want to do that when you can make one call, dump the goods and then head back for more?"

    But terminal operators and shipping companies in New York Harbor say they can't risk leaving the Bayonne Bridge in place as an obstacle. They warned that inaction would prompt importers to start making investments elsewhere.

    "Right now, the big box companies are looking at where they're going to put their next distribution centers," said Don Hamm, president of Port Newark Container Terminal. "If there's a block at a port, that works against it."


    Shipping executives classify cargo two ways: "consumptive" goods, which are destined for people within the immediate vicinity of the port, and "discretionary" goods, which are headed for the Heartland and can get there through various seaports.

    Port officials say that about 20 percent of the 2.6 million TEUs that came into New York Harbor last year were destined for markets more than 260 miles away. It is that discretionary cargo that many seaport executives fear they could lose.

    Where would that cargo go?

    Probably the greatest threat comes from terminals in the Norfolk area. The port there has the advantage of being home to a large naval base, officials said. As a result, its channels are dredged deep and are well-maintained.

    More important, there are no bridges in the Virginia harbor that create navigational problems.

    "When the Panama Canal traffic begins to show up, we'll be able to handle it right away," said Joe Harris, a spokesman for the Virginia Port Authority.

    Also, Virginia is completing its "Heartland Corridor" rail project, which will dramatically improve connections between its shipping terminals and key cities such as Chicago and Columbus, Ohio. Port executives in New York and New Jersey already are sweating the impact of that project.

    "When the Heartland Corridor opens in three years, that sucking sound you'll hear is business going from New York Harbor to Norfolk," Devine said.

    Other ports that could be vying for a piece of the post-Panamax action will be Charleston and Savannah.

    Butcher, the Port Authority official, says it's not a foregone conclusion that his agency will do anything about the Bayonne Bridge.

    Among the options are raising the roadway to a higher point along the span so it doesn't get in the way of passing ships, building a new bridge or replacing the structure with a tunnel.

    The 77-year-old bridge, which Martians destroyed in the 2005 Tom Cruise version of "War of the Worlds," connects Bayonne to Staten Island. It handled about 23,000 vehicles a day in 2006, making it the least used of the Port Authority's six crossings. It generated about $115,000 a day in tolls.

    To many Bayonne residents, the bridge is an icon, and municipal officials assert they want some say in what the Port Authority does with it. In effect, they have issued ransom terms to the Port Authority -- they'll cooperate on the Bayonne Bridge project if the agency helps rebuild the city's traffic-clogged interchange on the New Jersey Turnpike and widen Route 440.

    "These are the critical transportation issues that have to be dealt with if we're going to talk about replacing the Bayonne Bridge," said Michael O'Connor, executive director of the Bayonne Economic Development Corp.

    One idea being discussed would be to demolish the roadway, while leaving in place its steel arch span as an ornamental gateway to the inner harbor. Under that scenario, a tunnel would be built for vehicular traffic.

    Port executives point out that nothing will happen overnight, regardless of which option is chosen. There could be years of engineering studies, environmental applications and public hearings before any work begins.

    "It's not my role to criticize or second-guess the Port Authority," said Yeninas, the head of the containerization institute. "But let me say this, they better get started tomorrow if they are going to meet the challenge."

    Joe Malinconico may be reached at or (973) 392-4230.

  15. #30
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    Port Authority: Bayonne Bridge fix could cost $2B

    Updated October 21, 2008 1:28:47 PM

    Peter T. Leach / The JOURNAL of COMMERCE ONLINE
    JERSEY CITY, N.J. -- The cost of raising or replacing the Bayonne Bridge, the greatest impediment to the growth of container traffic in the Port of New York and New Jersey, could be $2 billion, the port's top executive said.

    Richard Larrabee, the port authority's port commerce director, spoke Monday at the bistate port's 8th Annual Port Industry Day. Earlier estimates had been that the project would cost about $1 billion.

    “The Bayonne Bridge is the Number One issue in the port,” Larrabee said. The authority expects to complete a study by next summer on how to replace or raise the bridge, which crosses the channel to container terminals in the Port Newark-Elizabeth complex in New Jersey and New York Container Terminal on Staten Island.

    “We are looking at all the alternatives, including a tunnel, building another bridge, or raising the level of the existing bridge,” Larrabee said. “It’s not a matter of if but of when.”

    Speaker after speaker at the conference complained that the bridge's 151-foot vertical clearance would limit the growth of the port by providing insufficient space for the largest container ships.

    One speaker got a rise out of the audience when he offered an unorthodox solution.

    “Tear it down,” said Gerard N. von Dohlen, president of Newark/Port Newark Refrigerated Warehouse.

    Von Dohlen said none of the proposals to raise or replace the bridge will be feasible without a hefty port authority subsidy, and that the economically sound thing to do would be to eliminate the obstacle to ships by demolishing the bridge. He said drivers crossing between Bayonne, N.J., and Staten Island could take other routes.

    Von Dohlen's idea has no political support, but all agree that the bridge problem will be especially acute after 2014 when the Panama Canal completes a third set of locks that can accommodate 8,000-TEU-plus ships from Asia.

    Even replacement of the bridge, however, won't guarantee that all-water services will continue to call first at New York-New Jersey, said Jim Devine, president and chief executive of New York Container Terminal. NYCT, on Staten Island, is planning to build a new berth that can handle the larger ships.

    He said port productivity must improve if New York-New Jersey is to compete with rival East Coast ports such as Norfolk, Charleston and Savannah. He said New York-New Jersey terminals struggle to lift 25 containers per hour per crane, while ports in the South Atlantic handle 35 or more an hour.

    Devine said that for an 8,000-TEU ship that discharges and loads 4,000 boxes, using four longshore gangs, that can mean the difference between a ship staying in port 40 hours or 28.5 hours. He said that's enough to shift their first inbound calls to other East Coast ports.

    Larrabee said the port is moving forward with a $1.9-billion project to increase the port's on-dock rail system capacity from the current 400,000 containers a year to 1 million by the end of next year.

    A rail connection also will be built to the new container terminal that that port authority wants to build on property the agency has taken back from the Northeast Auto Terminal next to Global Terminal in Jersey City, Larrabee said.

    Some other recent articles:

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