Southern State Parkway: A History of Long Island's Scenic Route
The Southern State Parkway stands as a testament to early 20th-century urban planning, designed not merely as a road, but as a linear park—a scenic corridor intended to connect New York City residents with the natural beauty of Jones Beach and other state parks. From its inception as a meandering drive to its evolution into a major commuter artery, the parkway reflects the changing landscape of Long Island.
The Vision and Construction
Construction of the Southern State Parkway began in 1925 under the direction of Robert Moses. The project utilized land that had previously served as a water conduit path owned by Brooklyn. The first segment, extending eastward from the Queens–Nassau county line, opened to the public in 1927.
By 1932, the road had extended into Suffolk County as a four-lane, undivided highway. As construction progressed, engineers adopted more modern road-building principles. The parkway reached its original planned eastern terminus at Bay Shore Road in 1949, eventually extending to its current terminus at the Heckscher State Parkway in 1962.
[ไม่มีภาพประกอบ]Design Philosophy and Evolution
Originally conceived to accommodate low traffic density and leisurely speeds, the parkway was built with a meandering style. To preserve this aesthetic and maintain the park-like atmosphere, stone and concrete arched overpasses were constructed with intentionally low clearances. This design served a dual purpose: it enhanced the visual appeal and ensured that commercial traffic—which was prohibited—could not enter the parkway system.
Following the post-war housing boom on Long Island, the road underwent significant modifications to serve a growing number of commuters traveling at higher speeds. In the early 1950s, the parkway was widened to eight lanes from the city line to Hempstead Lake, and six lanes further east. Many sections were also straightened to improve safety and flow.
The Hempstead Lake Diversion
The route through Hempstead Lake has changed significantly over time. Originally, the parkway did not cross the lake via the current fill. Instead, it veered right before Eagle Avenue, followed the current park road in Hempstead Lake Park, crossed the southern dam, and turned left onto Peninsula Boulevard. This abandoned section of Peninsula Boulevard remained unused for years until Nassau County acquired it in the late 1940s.
Infrastructure and Changes
The parkway's operational features have evolved since the mid-century. Toll booths once existed between exits 13 and 14 near the Cross Island Parkway until they were removed in 1978. Additionally, several service areas have disappeared, including one between exits 17 and 18 and another beneath the County Route 47 underpass near exit 32, which closed in 1985.
Interchanges have also seen redesigns. Exit 32 (NY 110) and exit 36 were originally partial cloverleafs. Exit 37 once featured a direct entrance to the Long Island State Park Commission headquarters and utilized a complex system of re-entry ramps and frontage roads. Furthermore, the interchange at exit 41A (connecting the Southern, Sagtikos, and Heckscher parkways) was originally planned as a trumpet interchange but was ultimately built as a wye interchange.
The exit numbering system also shifted. Originally, numbering began at the Whitestone Bridge on the Cross Island Parkway as exit 1. This was later changed to align with the Belt Parkway's easterly progression, starting from the Gowanus Expressway and ending at the Whitestone Bridge (now exit 36).
Key Facts
- Start Date: Construction began in 1925.
- Original Purpose: To provide access to Jones Beach and state parks as a "linear park."
- Commercial Restriction: Low-clearance overpasses were built specifically to block commercial trucks.
- Expansion: Widened in the 1950s to 6 and 8 lanes to accommodate post-war commuter growth.
- Safety Concerns: Approximately 4,000 accidents occur annually due to sharp curves and hills.
| Year | Milestone |
|---|---|
| 1925 | Construction begins under Robert Moses |
| 1927 | First section opens (Queens–Nassau line) |
| 1932 | Road extends to Suffolk County |
| 1949 | Reaches original terminus at Bay Shore Road |
| 1962 | Reaches current terminus at Heckscher State Parkway |
| 1978 | Toll booths removed between exits 13 and 14 |
Safety and "Blood Alley"
Despite modernization, the Southern State Parkway remains one of New York's most dangerous highways. The original design's sharp curves and rolling hills often hinder visibility for drivers traveling at modern highway speeds. A specific 13-mile stretch between exits 17 and 32 has earned the colloquial nickname "Blood Alley" due to a history of fatal accidents in that segment.
Frequently Asked Questions
Why are the bridges on the Southern State Parkway so low?
The low-clearance stone and concrete arches were designed for aesthetic reasons to fit the "linear park" theme and to physically prevent commercial trucks from using the parkway.
What is "Blood Alley"?
"Blood Alley" is a nickname for the 13-mile segment of the parkway between exits 17 and 32, known for a high frequency of fatal accidents.
Who was responsible for the parkway's construction?
The construction was directed by Robert Moses, starting in 1925.
How has the road's capacity changed since it opened?
Originally a four-lane undivided road, it was expanded in the early 1950s to eight lanes from the city line to Hempstead Lake and six lanes further east to accommodate increased commuter traffic.
Where does the Southern State Parkway end?
Its current eastern terminus is at the Heckscher State Parkway.