Photo: The Wave, Rockaway's Newspaper, 24 October 2017.
The
Marine Parkway Bridge (now called the Gil Hodges Bridge). Built
in 1936-37; architect:
Aymar
Embury II[1,2]. It is a vertical lift bridge that crosses the
Rockaway Inlet of Jamaica Bay, connecting the Rockaway Peninsula
(and
Jacob Riis Park) in Queens with Floyd
Bennett Field in Brooklyn. It cost about $6,000,000 1937 dollars to
build[13]. Once built, the bridge's vertical lift span was the longest in
the world for vehicular traffic[3]. To my knowledge, it has never before
been listed as a New Deal project; nevertheless it is one because:
- PWA loans and grants provided some or all of
the up-front financing for the project[17].
- Some or all of the $6M in Marine Parkway
Authority bridge bonds that were issued might have been used to pay PWA
loans[8,11].
- The US Department of War required that the
original plan be modified to include a lift bridge in case tall warships
had to pass under the bridge[4]. Although I can't prove it, this mandate
must have been accompanied by funding.
- Moses himself seems to confirm that relief (most
likely WPA) labor was used to build the bridge[9]. In any case the WPA was
already on site, hard at work at each end of the Bridge: in Floyd Bennett
Field in Brooklyn[6] and in Jacob Riis Park in Rockaway, Queens[7] —
both Moses projects.
- Aymar Embury II, its architect, was paid by
federal New Deal agencies[10].
References:
- Marine
Parkway Bridge Celebrates its 70th Birthday, New York Times, 3
July 2007: "The Marine Parkway-Gil Hodges Memorial Bridge celebrated its
70th birthday today. The bridge connects the Rockaway Peninsula (and Jacob
Riis Park) in Queens with Floyd Bennett Field in Brooklyn. The bridge was
designed by Aymar Embury II, who was also the architect of the
Triborough and Bronx-Whitestone Bridges."
- Marine
Parkway Gil Hodges Memorial Bridge, nycbridges.blogspot.com.
- Marine
Parkway-Gil Hodges Memorial Bridge Vertical Lift Span Active Year Round,
Metropolitan Transit Authority press release, 7 August 2008.
- Approve
Building Rockaway Bridge, New York Times, 19 December 1935, p.9:
"...was approved today by the War Department ... the original clearances
were insufficient ... The plans were revised to provide a bridge with a
vertical lift span affording a clear opening of 500 feet wide and 150 feet
high at mean high water ... The clearances provided are considered ample by
the War Department for present and reasonable prospective navigation on the
waterway." Adding the world's longest lift bridge span can't have been
cheap; all the more reason for there to be considerable federal funding.
- Contextual
Study of New York State's Pre-1961 Bridges, NYS Department of
Transportation, November 1999:, p.64: "Between August 1935 and June 1937,
the Works Progress Administration expended $7.3 million on behalf of the
Department of Plants and Structures, which was responsible for new bridge
construction." The Marine Parkway Bridge was built during this period.
-
Cultural Landscape Report for Floyd Bennett Field, National Park Service,
2009, pp.68-69: "The WPA work included two new runways, installation of
navigational aids, expansion of hangars and maintenance buildings, and
improvement of the airport entrance landscape with lawn and paintings.
[...Plus] drains within the airfield, sewer lines, water mains, underground
fuel tanks, and electrical cables."
- Jacob
Riis Park Historic District, National Register of Historic Places,
National Park Service, 17 June 1981: "the historical significance of the
[Jacob Riis Park] District derives from the implementation and construction
of the park during the 1930's. Labor costs were funded through the Works
Progress Administration. WPA projects in New York, including the
nation's largest project, LaGuardia Airport, provided temporary relief for
the city's unemployed."
- Caro, Robert A., The Power Broker - Robert Moses and the Fall of New
York, Vintage Books (1974), p.360: "He [Moses] had a plan to finance
construction of 'Marine Parkway Bridge' to the Rockaway: the plan was to
create another authority to accept the necessary $10,000,000 federal
contribution"; p.616: "It was not until the New Deal, when
Depression-strapped municipalities, unable to finance major public works
themselves, suddenly realized that RFC and PWA grants were available for
self-liquidating projects, that urban authorities began to be esablished in
any number. In 1933 and 1934, when Moses was playing the crucial role in
setting up the Triborough, Bethpage, Jones Beach, Henry Hudson, Marine
Parkway and Hayden Planetarium authorities ... there were only a few
handfuls of other authorities in the entire country."
- Statement by Robert Moses at
Dinner of Chanber of Commerce of the Rockaways, 29 June 1938: "We are
financing a large part of the cost [of the Marine Parkway and Bridge] by
combining the very successful Henry Hudson Bridge, the Marine Parkway Bridge
and the Cross Bay Bridge into one Authority financed largely by a ten cent
toll for pleasure vehicles. The city is paying for part of the land, but
none of the construction."
-
New Deal Assistance in NYC Parks Department Projects, 1934-43.
- Marine
Parkway Proposed in Bill, New York Times, 6 February 1934: "The
proposed [Marine Parkway] authority would obtain $7,5000,000 through the
sale of its bonds to the Federal Government and would receive $2,500,000 as
a subsidy as a public works project."
-
Governor Signs Bill for Marine Parkway, New York Times, i April
1934: "The bill to create the Marine Parkway Authority to construct a
$10,000,000 parkway linking Marine Park and Jacob Riis Park has been signed
by Governor Lehman ... It is believed Federal funds will be advanced, as the
project is classified as self-liquidating."
- Marine
Parkway-Gil Hodges Memorial Bridge, Wikipedia, accessed 30 November 2019:
"The Marine Parkway Bridge was to be constructed using Public Works
Administration funds ... In order to fund the bridge's construction the
Marine Parkway Authority authorized the issuance of $6 million worth of
bonds that would mature in 25 years."
- Marine Parkway
Bridge Opening Set for Next Year, Brooklyn Daily Eagle, 15 June
1936, M1 p.5. Indicates that the highly specialized labor would be done
by the American Bridge Company (superstructure) and the Frederick Snare
Corporation (substructure). But this does not mean that "relief" laborers
(WPA in this case) did not work on the bridge[15].
- Moses, Robert, Public Works, McGraw Hill (1970), p.695:
"The contractor furnishes the overhead, he furnishes the experience, he
furnishes the equipment, he furnishes a certain amount of supervision, and
he has to take all the labor from relief." This explains Moses'
remark, "The city is paying for part of the land, but none of the
construction"[9].
- Jane Kamensky, Carol Sheriff, David W. Blight, Howard Chudacoff, Fredrik
Logevall, A People and a Nation: A History of the United States,
Cengage Learning (2018), p.641: "The Public Works Administration (PWA)
created by Title II of the National Industrial Recovery Act, used public
funds to create jobs for men in the construction industry and building
trades. In 1933 Congress appropriated $3.3 billion — or 165 percent
of federal revues for that year — to New Deal public works programs
that would strengthen the nation's infrastructure. PWA workers built the
Triborough Bridge in New York City " (etc) The PWA did not have workers but
it funded projects that paid workers, so to whatever extent PWA funded the
Marine Parkway Bridge, it was paying for the labor to build it.
- Harold Wolkind, Fluctuations in Capital Outlays of Municipalities,
U.S. Department of Commerce, Economic Series No.10, US Government Printing
Office, Washington DC (1941), p.53: "As part of [New York City's] recent
program, and with the aid of grants and loans from the PWA, several new
bridges have been completed — the Triborough Bridge ..., the
Bronx-Whitestone Bridge, ..., The Henry Hudson Parkway, ... and the
Marine Parkway Bridge."
- NYC Parks Department
press relesase, 24 June 1936. Does not mention Embury or any New
Deal connection.