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Throgs Neck Bridge
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Throgs Neck Bridge
Throgs Neck Bridge from Fort Totten
Coordinates
40°48′06″N 73°47′36″W / 40.80167°N 73.79333°W / 40.80167; -73.79333Coordinates: 40°48′06″N 73°47′36″W / 40.80167°N 73.79333°W / 40.80167; -73.79333
Carries
6 lanes of I-295
Crosses
East River
Locale
New York City (Throggs Neck, Bronx – Bay Terrace, Queens)
Maintained by
MTA Bridges and Tunnels
Characteristics
Design
Suspension bridge
Total length
2,910 feet (890 m)
Longest span
1,800 feet (550 m)
Clearance below
142 feet (43 m)
History
Designer
Othmar Ammann
Construction cost
$92,000,000[1]
Opened
January 11, 1961; 57 years ago (1961-01-11)[1]
Statistics
Daily traffic
119,249 (2016)[2]
Toll
As of March 19, 2017, $8.50 (Tolls By Mail and non-New York E-ZPass); $5.76 (New York E-ZPass)
Throgs Neck Bridge
Throgs Neck Bridge
Throgs Neck Bridge
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The Throgs Neck Bridge is a suspension bridge in New York City, carrying six lanes of Interstate 295 (I-295) over the East River where it meets the Long Island Sound. The bridge connects the Throggs Neck section of the Bronx with the Bay Terrace section of Queens.
Opened on January 11, 1961, it is the newest bridge across the East River and was built to relieve traffic on the Bronx–Whitestone Bridge, 2 miles (3.2 km) to the west. The Throgs Neck Bridge is also the easternmost crossing of the East River. Due to this and its proximity to I-95, it is the closest route from Long Island to New Jersey via the George Washington Bridge, as well as points north.
The Throgs Neck Bridge is owned by the government of New York City and operated by the Triborough Bridge and Tunnel Authority (TBTA), an affiliate agency of the Metropolitan Transportation Authority (MTA).
Contents
1 Description
1.1 Design
1.2 Road connections
1.3 Traffic restrictions
2 Name
3 History
3.1 Planning
3.2 Construction
3.3 Opening and early years
3.4 Later years
4 Tolls
4.1 Historical tolls
5 Incidents
6 See also
7 References
8 External links
Description[edit]
The anchorage (left) and suspension tower (right) on the Queens side of the Throgs Neck Bridge
The Throgs Neck Bridge was designed by structural engineer Othmar Ammann, who also designed the George Washington, Bronx-Whitestone, Verrazzano-Narrows, and Triborough Bridges in New York City. It connects the boroughs of Queens to the south and the Bronx to the north, and is the third vehicular bridge to be constructed between Queens and the Bronx, after the Triborough and Bronx–Whitestone Bridges.[3]:127 The bridge is a suspension bridge with six lanes, three in each direction.[4] Each three-lane roadway is 37 feet (11 m) wide, and the two directions of traffic are divided by a 4-foot-wide (1.2 m) barrier. The roadway is paved with asphalt.[3]:133 There is no pedestrian or bicyclist access of any kind.[5][6] The Throgs Neck Bridge is a toll bridge; it originally had tollbooths on the Bronx side,[1] but these were replaced by electronic toll collection gantries in 2017.[7]
Design[edit]
The Throgs Neck Bridge was not bound by any maritime constraints and as a result, did not need to be as long as other Ammann-designed bridges in New York City.[3]:129 The center span is 1,800 feet (550 m), and the distance between each suspension tower and anchorage is 555 feet (169 m), with an anchorage-to-anchorage total length of 2,910 feet (887 m).[8][9][10] The bridge contains two long approach ramps, one on either bank, because both the Bronx and Queens are located on low elevations. The Throgs Neck Bridge has a 3,900-foot (1,200 m) approach ramp in the Bronx, curving over the SUNY Maritime College at Fort Schuyler on the Throggs Neck peninsula, as well as a 2,800-foot (850 m) ramp directly east of Cryder's Point in Bay Terrace, Queens.[11] Including approaches, the bridge spans more than 2 miles (3.2 km).[3]:127
The span is supported by two main cables, which suspend the deck and are held up by the suspension towers. Each main cable contains 37 strands, with each strand made of 296 individual wires, for a total of 10,952 wires per main cable.[1][12] The main cables weigh 1,790 short tons (1,600 long tons) each.[12] At each end of the suspension span are two anchorages that hold the main cables, both of which are freestanding concrete structures measuring 250 by 350 feet (76 by 107 m).[13][13] The bridge's Bronx anchorage is at the tip of Throggs Neck, and the towers are located in the middle of the Long Island Sound.[11] The Queens anchorage is located off the shore of Fort Totten, in the East River.[13]
The suspension towers of the Throgs Neck Bridge are of closed-box construction with arched struts at the top of each tower. The tops of the suspension towers are sharp and blocky atop the struts, and there are flattened segmental arches on the underside of the struts.[3]:129 Both suspension towers are located on artificial concrete islands in the East River, which are 20 feet (6.1 m) above mean high water.[14] Each suspension tower rises 326 feet (99 m) above the islands,[15] or 346 feet (105 m) above mean high water.[14] A colony of peregrine falcons have lived at the tops of the suspension towers since at least 1983, when they were first spotted.[16] They are thought to have nested there because the tops of the towers resembled their natural habitat of high cliffs.[17]
Instead of employing a rather streamlined-looking plate-girder system, Ammann constructed the Throgs Neck Bridge with 28-foot-deep (8.5 m) stiffening transverse trusses under the deck. These served as counterweights to the bridge and allowed any wind to simply blow through, instead of against, the bridge.[3]:129 The asphalt roadway lies atop a 5-inch-thick (13 cm) deck, which consists of dozens of panels that lie directly above the trusses.[3]:133
Road connections[edit]
The Throgs Neck Bridge was one of the few that were not part of the plans for the Belt Parkway around Queens and Brooklyn.[3]:125 Instead, the bridge was built along with the Clearview Expressway in Queens and the eastern part of the Cross Bronx Expressway in the Bronx.[18]
The Throgs Neck Bridge carries Interstate 295 (I-295). On the Queens side, the bridge connects to the southbound Clearview Expressway (I-295) and the eastbound Cross Island Parkway. There is no direct connection to the westbound Cross Island Parkway or from the Cross Island Parkway service roads in either direction. On the Bronx side, there are connections to and from the community of Throggs Neck. The northbound entrance and exit leads to the Throgs Neck Expressway service road, while the southbound exit and entrance leads from the intersection of the Throgs Neck Expressway service road and Harding Avenue. Immediately afterward, the highway splits into the Throgs Neck Expressway (I-695), which connects to northbound I-95; and I-295, which connects to southbound I-95, westbound I-278, and northbound Hutchinson River Parkway at the Bruckner Interchange.[19]
Traffic restrictions[edit]
As of 2015[update], the Throgs Neck Bridge has a height limit of 14 feet 7 inches (4.45 m) for southbound vehicles and 15 feet 1 inch (4.60 m) for northbound vehicles. The maximum width of any vehicle is 15 feet 0 inches (4.57 m). Tractor-trailers exceeding 53 feet and traveling between Long Island and the Bronx are required to use the Throgs Neck Bridge.[20] A weight limit is imposed on heavy vehicles traveling on the bridge. The MTA allows 6 and 7-axle trucks with less than 105,000 lb (48,000 kg) of gross vehicle weight, and 5-axle trucks with less than 102,000 lb (46,000 kg) of gross vehicle weight, if they have valid divisible-load permits. Trucks carrying less than 80,000 lb (36,000 kg) may also use the bridge, but all heavy loads are speed-restricted to 30 miles per hour (48 km/h) and must use the center lane of the bridge. Heavy trucks carrying more than 80,000 lb without permits are prohibited from using the Throgs Neck Bridge.[21]
Name[edit]
The spelling of "Throgs Neck" in the bridge's name derives from John Throckmorton, who first settled Throggs Neck. The traditionally correct spelling is with two "g"s.[22] Robert Moses—chairman of the Triborough Bridge and Tunnel Authority (TBTA), which built the bridge—likely chose the variant with one "g" because it was easier to spell.[23][24]
History[edit]
Aerial view, seen from the Bronx side
Planning[edit]
Plans for a bridge between Throggs Neck and Queens date to a 1932 study by engineer J. Franklin Perrine. However, he discarded the proposed Throggs Neck-to-Queens span because it would have required the construction of new highways at either end,[25]
The Throgs Neck Bridge's construction was announced in January 1955 by the Port Authority and the TBTA as part of the Port Authority's Joint Study of Arterial Facilities, a $600 million plan to improve highway access in the New York City area. The plan also included the construction of the Verrazzano-Narrows Bridge, the addition of a second deck to the George Washington Bridge, and the completion of connecting highways in and around the city. The Throgs Neck Bridge was to cost $93 million.[18][4][3]:125 The span was needed because of increasing congestion on the Bronx–Whitestone Bridge 2 miles (3.2 km) west, which was nearing its traffic capacity by the late 1950s.[26][27] Traffic loads on the Triborough and Bronx–Whitestone Bridges had more than doubled on both bridges after World War II.[3]:125 The city and Port Authority came to a provisional agreement for the highway arterial plan in late March 1955,[28] and the plan was officially approved by the New York state legislature two weeks later.[29]
Initially, the bridge approach on the Queens side was controversial because of the amount of people who would be displaced, and there were proposals to scrap the bridge entirely.[30] In September 1956, Queens borough leaders agreed on the location for the Queens approach of the Throgs Neck Bridge. From the Queens anchorage, the approach would descend to a point east of the Clearview Golf Course, approximately between 206th and 207th Streets, and continue south as the Clearview Expressway.[31][32] This routing would displace 421 homes, compared to 860 in the original plan.[31][33][3]:127
Shortly after the arterial plan was approved, drivers on the Triborough and Bronx–Whitestone Bridges were surveyed in order to assess demand for the Throgs Neck Bridge.[34] However, by February 1956, the funding for the Throgs Neck Bridge had not yet been acquired.[11] In January 1957, the Port Authority provided $13 million in funding for the New York City arterial plan,[35] and the New York state government gave another $469 million.[36]
View from the north tower
With funding now secured, the Throgs Neck Bridge was ready for the start of construction. Then, at the end of March 1957, the New York state legislature suddenly changed the approach route for the Throgs Neck and Narrows Bridges without the city's knowledge.[37] The city then decided to defer any decision on either bridge for a year because both bridges' approaches would require potentially controversial home relocations.[38] One plan had the Throgs Neck Bridge approach in Queens connect directly to a road paralleling the Cross Island Parkway, rather than to the proposed Clearview Expressway.[39][40] TBTA officials warned that the Throgs Neck Bridge could not be approved for construction until an approach route was finalized.[41] The revised approach routes for both the Narrows and the Throgs Neck bridges were approved that June, which allowed construction on both crossings to begin.[42] As a result of the revisions to the Clearview Expressway approach, the cost estimate for the Throgs Neck Bridge increased to $126 million.[43]
The city approved the construction of the bridge that July.[44] A final obstacle was removed in August, when the United States Senate passed a bill stating that the construction of the proposed bridge over the SUNY Maritime College at Fort Schuyler was not a breach of a prior land conveyance, and authorized the United States Army to give the New York state government some land for the bridge's construction.[45] The SUNY Maritime College would receive 7 acres (2.8 ha) of land in exchange for an easement to allow the bridge to be constructed over the college.[8][3]:128
Construction[edit]
The Empire State VI moored to the north of the bridge
TBTA chairman Moses commissioned Othmar Ammann for the construction of the Throgs Neck Bridge. This was Ammann's first long-span bridge project since 1940, which saw the collapse of his original Tacoma Narrows Suspension Bridge in Washington state.[3]:125 A groundbreaking ceremony for the Throgs Neck Bridge occurred at the SUNY Maritime College on October 22, 1957. At the time, the approach roads alone were expected to cost $51 million, nearly half of the total bridge cost.[8][9] It was expected that the bridge would be complete by 1961.[9] A month later, six construction contracts worth $42.5 million were awarded, representing nearly half of the span's cost.[46] The contract for the suspension towers' metal was awarded to Bethlehem Steel at a cost of $10.2 million, and the contract for the towers' concrete went to Merrit, Chapman and Scott for $7.5 million. The suspension cables would then be built by U.S. Steel for $6.3 million.[13]
Work on the Queens anchorage began in March 1958.[13] The 162-by-72-foot (49 by 22 m) steel caissons for the Throgs Neck Bridge were shipped up the East River that summer.[47] The 73-short-ton (65-long-ton) steel assembly for the first of the two suspension towers were installed in April 1959. Afterward, the suspension towers were installed in pieces. Each piece measured 23.5 feet (7.2 m) tall by 11 by 9 feet (3.4 by 2.7 m) around.[14] Work on the towers proceeded quickly; by September 1959, the Bronx suspension tower was fully completed, and the Queens tower was 60% completed.[15] However, a steelworkers' strike in October 1959 threatened to delay further completion.[48][49]
By January 1960, both towers of the Throgs Neck Bridge had been completed, and the first 1,800 feet (550 m) wire between the two suspension towers had been installed.[50] This cable marked the location of the future bridge deck, but in the interim, it would be one of six wires that would support temporary catwalkss between the suspension towers.[51] The spinning of the main cables between the tops of each suspension tower began in March. The wires for the cables were spun from reels near the base of the bridge, and then pulled across to the opposite side by two wheels, one at each bridge tower.[12] The cables were fully spun by June 1960, and the vertical suspender cables connecting the main cables with the deck were installed.[52]
The steel girder sections that comprised the bridge deck were prefabricated at another location and then shipped to the site of the Throgs Neck Bridge.[3]:133[52] Each section measured 82 by 93 feet (25 by 28 m) and weighed 200 short tons (180 long tons). The sections were installed on the bridge at a rate of two per day.[52] Installation of the deck started at each suspension tower and continued outward in either direction, extending toward the center and the approach viaducts on each side.[3]:133 Afterward, concrete was poured atop the steel sections. The steelwork for the roadway was completed in summer 1960, and work on constructing the Throgs Neck Bridge's approaches progressed simultaneously.[52] The Queens approach viaduct had been completed up to the suspension span in September 1960.[53] The final work on the bridge consisted of sheathing the main cables, as well as paving the roadway with asphalt. By December 1960, tollbooths for the bridge were being installed, and a definite opening date had been set for the next month.[27][54]
Opening and early years[edit]
View of Queens approach from ground level
The Throgs Neck Bridge opened with a short ceremony on January 11, 1961, at a total cost of $92 million.[55][1] The bridge opened along with a segment of the Clearview Expressway southward to 73rd Avenue in central Queens, as well as the Cross Bronx and Throgs Neck Expressways in the Bronx.[56] The bridge's opening was attended by Robert Moses, as well as mayor Robert F. Wagner Jr., lieutenant Ggovernor Malcolm Wilson, City Council president Abe Stark, and Queens borough president John T. Clancy. The opening of the Throgs Neck Bridge had been accelerated in advance of the start of the 1964 New York World's Fair at nearby Flushing Meadows–Corona Park.[55] Immediately after the bridge's opening ceremony, the delegation attended the opening of a World's Fair attraction at Flushing Meadows–Corona Park.[10] The bridge's opening drew protests from homeowners in Queens who had been forced to relocate due to the construction of the Clearview Expressway. Several dozen women walked across the bridge, holding signs and attempting to block the first vehicles driving on the bridge.[55][57]
It was expected that the Throgs Neck Bridge's opening would initially cause 15 million vehicles annually to be diverted to the span from other bridges, and by 1981, the bridge would carry 37.5 million vehicles annually.[1] Within the first twelve hours of the bridge's opening, 20,000 vehicles had used the bridge.[58] The Throgs Neck Bridge had carried 16.4 million vehicles by the end of the year, and the Bronx-Whitestone Bridge recorded a corresponding 40% decline in traffic in 1961.[59]
The Throgs Neck Bridge was originally designated as part of I-78, which extended south to Hillside Avenue (NY 25), the southern terminus of the Clearview Expressway.[60][61][62] I-78 was to continue south and west across Queens, Brooklyn, and Manhattan to the Holland Tunnel.[63][64][65] Ultimately, nearly all sections of I-78 between the Holland Tunnel and Hillside Avenue were canceled by Governor Nelson Rockefeller in 1971.[66][67] This resulted in the renumbering of all of I-78 north of Hillside Avenue, including the Throgs Neck Bridge, to I-295 on January 1, 1970.[68]
Later years[edit]
The Throgs Neck Bridge's deck was renovated in 1983. That July, the MTA initially signed a contract to use steel imported from Japan and South Korea, around the same time that Governor Mario Cuomo signed a "Buy American" law giving preference to American steel.[69][70] The contract was controversial because, although importing Asian steel would have been $3.5 million cheaper than buying American steel, it would have also disadvantaged American workers.[70] Subsequently, Cuomo tried to get the MTA to reverse its decision.[71] In September 1983, Cuomo signed an executive order mandating the use of American steel,[72] and the MTA narrowly voted to reverse its prior decision.[73]
The construction of the Throgs Neck Bridge's Queens approaches bisected Clearview Park (renamed Little Bay Park in 1973), which had been established by the New York City Department of Parks and Recreation in 1950. The park's athletic fields received a $666,000 refurbishment in 1998, and a bike path and roller hockey rink were installed in 1999 at a cost of $1.2 million.[74]
After a June 2005 inspection of the Throgs Neck Bridge, damage was found on the approach viaducts. The damage was found to be more severe away from the median barrier. As a result, heavy trucks carrying over 40 tons were permitted to use the bridge only between 11:00 p.m. and 5:00 a.m., when traffic was lightest.[75] The program was canceled in 2007, and overweight vehicles were only allowed to use the bridge with a special permit.[76] As of 2018[update], heavy trucks carrying less than 40 tons, as well as selected heavy trucks carrying more than 40 tons with permits, may use the Throgs Neck Bridge; all other trucks are restricted.[21]
Tolls[edit]
As of March 19, 2017[update], drivers pay $8.50 per car or $3.50 per motorcycle for tolls by mail. E‑ZPass users with transponders issued by the New York E‑ZPass Customer Service Center pay $5.76 per car or $2.51 per motorcycle. All E-ZPass users with transponders not issued by the New York E-ZPass CSC will be required to pay Toll-by-mail rates.[77]
Originally, the toll plaza of the Throgs Neck Bridge, located on the Bronx side, contained 14 toll lanes.[1] By 1996, the year that E-ZPass was introduced, it had been expanded to 20 lanes.[78] The initial rollout of E-ZPass at the Throgs Neck Bridge caused large delays, as some of the toll lanes were dedicated exclusively to E-ZPass users, unlike at other MTA crossings that did not have dedicated E-ZPass lanes.[79] In February 1998, the MTA discontinued the sale of toll tokens on the Throgs Neck Bridge.[80] Throggs Neck residents stated that they could not easily access the E-ZPass lanes from the Harding Avenue entrance to the bridge, as the E-ZPass lanes were located toward the center of the tollbooth, while the bridge entrance was on the far-right side.[81]
Open-road cashless tolling began on September 30, 2017.[7] The tollbooths, which were at the Bronx end of the bridge, have been gradually dismantled, and drivers are no longer able to pay cash at the bridge. Instead, cameras and E‑ZPass readers are mounted on new overhead gantries near where the booths were located.[82][83] Drivers without E-ZPass have a photograph of their license plate taken, and a bill for the toll will be mailed to them. For E-ZPass users, sensors detect their transponders wirelessly.[82][83]
Historical tolls[edit]
History of passenger cash tolls for the Throgs Neck Bridge
Years
Toll
Toll equivalent
in 2017[84]
Ref.
1961–1972 $0.25 $1.46 – 2.05 [55][85]
1972–1975 $0.50 $2.27 – 2.93 [85][86]
1975–1980 $0.75 $2.23 – 3.41 [86][87]
1980–1982 $1.00 $2.54 – 2.97 [87][88]
1982–1984 $1.25 $2.94 – 3.17 [88][89]
1984–1986 $1.50 $3.41 – 3.35 [89][90]
1986–1987 $1.75 $3.77 – 3.91 [90][91]
1987–1989 $2.00 $3.95 – 4.31 [91][92]
1989–1993 $2.50 $4.24 – 4.94 [92][93]
1993–1996 $3.00 $4.68 – 5.08 [93][94]
1996–2003 $3.50 $5.46 – 5.46 [94][95]
2003–2005 $4.00 $5.01 – 6.24 [95][96]
2005–2008 $4.50 $5.11 – 5.64 [96][97]
2008–2010 $5.00 $5.61 – 5.68 [97][98]
2010–2015 $6.50 $6.71 – 7.29 [98][99]
2015–2017 $8.00 $8.00 – 8.26 [100][101]
2017–present $8.50 $8.50 [77]
Incidents[edit]
A bomb threat to the Throgs Neck Bridge was called on November 23, 1987. The bomb threat was later deemed a hoax.[102]
A truck with faulty brakes ran into the bridge's toll booths on May 31, 1995. The next day, the same truck ran into the tollbooths again. Only the driver was injured.[103]
Early on July 10, 2009, during maintenance work to replace the deck, a construction worker's blow torch sparked a three-alarm fire on the bridge, closing the bridge for most of the day.[104][105] The fire closed the bridge for much of the day, sending traffic in both directions to the nearby Whitestone Bridge.[106] Three southbound lanes and two northbound lanes were quickly reopened,[107] but the third lane remained closed for repairs for a month.[108]
See also[edit]
List of bridges documented by the Historic American Engineering Record in New York
References[edit]
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Jump up ^ "Queens Road Site Still Undecided: But Estimate Board Will Fix Route Today for Disputed Clearview Expressway". The New York Times. September 19, 1957. Retrieved February 28, 2017.
Jump up ^ Crowell, Paul (May 17, 1957). "Throgs Neck Span Is Seen In Peril" (PDF). The New York Times. Retrieved February 28, 2017.
Jump up ^ Bennett, Charles G. (June 20, 1957). "SPAN APPROACHES APPROVED BY CITY; Narrows and Throgs Neck Routes Are Advanced by Planning Commission MOSES' PLAN REBUFFED Fourth Ave. Curve Is Deleted in Brooklyn--Alternate Ideas to Be Studied Argue Against Curve Final Action Taken". The New York Times. Retrieved October 7, 2018.
Jump up ^ Ingraham, Joseph C. (May 7, 1957). "REVISIONS SLATED IN BRIDGE PLANS; Costs of George Washington, Narrows and Throgs Neck Spans Up $115,000,000 COMPLETION OFF TO 1963 City Planning Commission to Hold Public Hearings for Three Days Next Week Public Hearings Next week Revised Cost Schedule". The New York Times. Retrieved October 7, 2018.
Jump up ^ Bennett, Charles G. (July 26, 1957). "CITY BOARD BACKS THREE ROAD LINKS; Estimate Unit Passes Initial Routes for Narrows and Throgs Neck Bridges PROPERTY OWNERS FIGHT Decision on Spur in Queens Is Reserved--Full Plan for Brooklyn in Doubt Public Hearings Set Objectors Get Assurance". The New York Times. Retrieved October 7, 2018.
Jump up ^ "Throgs Neck Bill Passed". The New York Times. August 24, 1957. Retrieved October 7, 2018.
Jump up ^ "BIG CONTRACTS LET IN THROGS NECK JOB". The New York Times. November 16, 1957. Retrieved October 7, 2018.
Jump up ^ "Caisson for Throgs Neck Bridge Eased Up East River". The New York Times. July 26, 1958. Retrieved October 7, 2018.
Jump up ^ "Expressway And Schools Face Delay" (PDF). Long Island Star-Journal. October 27, 1959. p. 1. Retrieved October 7, 2018 – via Fultonhistory.com.
Jump up ^ Ingraham, Joseph C. (October 27, 1959). "Lack of Steel Halts A Bridge Job Here; BRIDGE IS SLOWED BY LACK OF STEEL". The New York Times. Retrieved October 7, 2018.
Jump up ^ "BRIDGE WIRE PLACED; 1,800-Foot Rope Crosses East River for Throgs Neck Span". The New York Times. January 12, 1960. Retrieved October 7, 2018.
Jump up ^ "Throgs Neck Bridge To String Cables" (PDF). Long Island Star-Journal. January 9, 1960. p. 2. Retrieved October 7, 2018 – via Fultonhistory.com.
^ Jump up to: a b c d "Throgs Neck Bridge on Schedule; Last Road Steel Due in 3 Weeks". The New York Times. July 27, 1960. Retrieved October 7, 2018.
Jump up ^ "BRIDGE JOB ADVANCES; Suspension Span and Viaduct Linked at Throgs Neck". The New York Times. September 9, 1960. Retrieved October 7, 2018.
Jump up ^ "PAVING AND WIRES COMPLETE BRIDGE; Mayor to Open Crossing at Throgs Neck on Jan. 11". The New York Times. December 6, 1960. Retrieved October 7, 2018.
^ Jump up to: a b c d Phillips, McCandlish (January 12, 1961). "Throgs Neck Bridge Is Opened To No Pomp and Little Traffic". The New York Times. Retrieved October 8, 2018.
Jump up ^ "Throgs Span, Expressway Open" (PDF). Long Island Star-Journal. January 11, 1961. p. 2. Retrieved October 7, 2018 – via Fultonhistory.com.
Jump up ^ "Won't Close Books Now That Road's Open" (PDF). Long Island Star-Journal. January 11, 1961. p. 1. Retrieved October 7, 2018 – via Fultonhistory.com.
Jump up ^ "Throgs Span Collects $5,000 on First Day" (PDF). Long Island Star-Journal. January 13, 1961. Retrieved October 7, 2018 – via Fultonhistory.com.
Jump up ^ Stengren, Bernard (March 31, 1962). "BRIDGE USE SHOWS SHIFT IN TRAFFIC; Authority Reports a 40% Decline in Autos Using Whitestone Crossing TRIBOROUGH ALSO LOSES But Year-Old Throgs Neck Span Is So Busy It Will Be Paid For by 1964". The New York Times. Retrieved October 7, 2018.
Jump up ^ "FIRST ROAD FINISHED FOR FAIR COMPLEX" (PDF). The New York Times. August 11, 1963. Retrieved February 28, 2017.
Jump up ^ Nassau Expressway Construction, New York City: Environmental Impact Statement. United States Department of Transportation, Federal Transit Administration, New York State Department of Transportation. 1981. Retrieved February 28, 2017.
Jump up ^ New York with Sight-Seeing Guide (Map) (1962 ed.). Cartography by General Drafting. Esso. 1962.
Jump up ^ New York and New Jersey Tourgide Map (Map). Cartography by Rand McNally and Company. Gulf Oil Company. 1960.
Jump up ^ "Expressway Plans". Regional Plan News. Regional Plan Association (73–74): 1–18. May 1964. Retrieved February 27, 2017.
Jump up ^ Ingraham, Joseph C. (March 5, 1957). "State Road Plans Snarled By Political Tugs of War; Study of Long-Range Program Linked to National System Finds a Financial Muddle and Lack of Initiative". The New York Times. Retrieved February 28, 2017.
Jump up ^ "Clearview's Tail". New York City Department of Parks and Recreation. Retrieved February 28, 2017.
Jump up ^ Cliness, Francis X. (March 25, 1971). "Lower Manhattan Road Killed Under State Plan" (PDF). The New York Times. p. 78. Retrieved April 14, 2010.
Jump up ^ State of New York Department of Transportation (January 1, 1970). Official Description of Touring Routes in New York State (PDF). Retrieved July 12, 2010.
Jump up ^ Goldman, Ari L. (July 18, 1983). "M.T.A. WILL FIX ROAD WITH STEEL MADE OVERSEAS". The New York Times. Retrieved October 8, 2018.
^ Jump up to: a b "Good buy = goodby jobs". New York Daily News. July 24, 1983. p. 49. Retrieved October 8, 2018 – via Newspapers.com.
Jump up ^ "M.T.A.toReconsider Buying Foreign Steel". The New York Times. August 1, 1983. Retrieved October 8, 2018.
Jump up ^ Gargan, Edward A. (September 24, 1983). "CUOMO ORDERS AIDS STEEL MAD IN U.S." The New York Times. Retrieved October 8, 2018.
Jump up ^ "Steel purchase switch by MTA". New York Daily News. September 24, 1983. p. 5. Retrieved October 8, 2018 – via Newspapers.com.
Jump up ^ "Little Bay Park : NYC Parks". New York City Department of Parks & Recreation. June 26, 1939. Retrieved October 8, 2018.
Jump up ^ Chan, Sewell (October 1, 2005). "Cracks on Throgs Neck Spur a Daytime Ban on Heavy Trucks". The New York Times. Retrieved September 2, 2008. The authority has agreed to allow trucks up to 89,000 pounds — slightly higher than the weight limit — on the bridge's two center lanes, the strongest of the six traffic lanes. Under the proposed crackdown, trucks heavier than that may cross the bridge only from 11 p.m. to 5 a.m., and with an escort who will ensure that they are driven slowly, to minimize stress on the bridge. Other traffic would be restricted during such crossings.
Jump up ^ The Associated Press (August 10, 2007). "Limits for Trucks on Bridge". The New York Times. Retrieved October 8, 2018.
^ Jump up to: a b "2017 Toll Information". MTA Bridges & Tunnels. Archived from the original on April 26, 2017. Retrieved March 16, 2017.
Jump up ^ Rein, Lisa (June 17, 1996). "Drivers say bridge system not EZ". New York Daily News. p. 13. Retrieved October 9, 2018 – via Newspapers.com.
Jump up ^ Purdy, Matthew (August 1, 1996). "Drivers Give Passing Grade To E-Z Pass In Major Test". The New York Times. Retrieved October 1, 2018.
Jump up ^ Chen, David W. (February 3, 1998). "The Sale of Tokens Ends At 6 Tunnels and Bridges". The New York Times. Retrieved October 9, 2018.
Jump up ^ Olmeda, Rafael A. (March 24, 1998). "E-ZPass can be a pain in the (Throgs) Neck". New York Daily News. p. 357. Retrieved October 9, 2018 – via Newspapers.com.
^ Jump up to: a b Siff, Andrew (October 5, 2016). "Automatic Tolls to Replace Gates at 9 NYC Spans: Cuomo". NBC New York. Retrieved December 25, 2016.
^ Jump up to: a b WABC (December 21, 2016). "MTA rolls out cashless toll schedule for bridges, tunnels". ABC7 New York. Retrieved December 25, 2016.
Jump up ^ Federal Reserve Bank of Minneapolis Community Development Project. "Consumer Price Index (estimate) 1800–". Federal Reserve Bank of Minneapolis. Retrieved January 2, 2018.
^ Jump up to: a b Prial, Frank J. (January 7, 1972). "Triborough Tolls Cause Snarls Inside and Outside Cars". The New York Times. Retrieved October 29, 2018.
^ Jump up to: a b "New Fares and Tolls". The New York Times. September 2, 1975. Retrieved October 29, 2018.
^ Jump up to: a b Goldman, Ari L. (May 17, 1980). "Tolls Are Raised For Two Tunnels And Six Bridges; Will Affect Four Boroughs --Some Trips to Cost $1 Expected to Yield $33 Million Verrazano-Narrows Is Exempt M.T.A. Increases Tolls for 2 Tunnels and 6 Bridges". The New York Times. Retrieved October 29, 2018.
^ Jump up to: a b "Tolls Rise Tomorrow For Several Crossings". The New York Times. April 18, 1982. Retrieved October 29, 2018.
^ Jump up to: a b Daley, Suzanne (December 17, 1983). "M.T.A. RAISES FARES AND TOLLS BY 20% ACROSS THE BOARD". The New York Times. Retrieved October 29, 2018.
^ Jump up to: a b "Motorists - New Tolls on TBTA Bridges and Tunnels 11:59 PM Weds Jan 1, 1986". New York Daily News. December 31, 1985. p. 245. Retrieved October 29, 2018 – via Newspapers.com.
^ Jump up to: a b Bronstein, Scott (February 8, 1987). "DRIVERS IRKED BY TOLL RISE AT 5 BRIDGES AND TUNNELS". The New York Times. Retrieved October 29, 2018.
^ Jump up to: a b Pitt, David E. (July 18, 1989). "Toll Increase at Bridges Is Described as Smooth". The New York Times. Retrieved October 29, 2018.
^ Jump up to: a b "Commuter Alert". The Journal-News. White Plains, NY. January 30, 1993. p. 9. Retrieved October 29, 2018 – via Newspapers.com.
^ Jump up to: a b "Bridge and Tunnel Traffic Smooth as Tolls Rise". The New York Times. March 26, 1996. Retrieved October 29, 2018.
^ Jump up to: a b "Tolls rise on Manhattan bridges and tunnels". Poughkeepsie Journal. Poughkeepsie, NY. May 19, 2003. p. 6A. Retrieved October 29, 2018 – via Newspapers.com.
^ Jump up to: a b Lee, Jennifer 8. (March 14, 2005). "Bridge-and-Tunnel Blues: Paying More to Cross Over". The New York Times. Retrieved October 29, 2018.
^ Jump up to: a b "Toll hikes start on bridges, tunnels". The Journal-News. White Plains, NY. March 16, 2008. p. 12. Retrieved October 29, 2018 – via Newspapers.com.
^ Jump up to: a b Grynbaum, Michael M. (October 28, 2010). "M.T.A. Raises Bridge and Tunnel Tolls". The New York Times. Retrieved October 29, 2018.
Jump up ^ "2010 Toll Information". MTA Bridges & Tunnels. Archived from the original on April 26, 2015. Retrieved May 14, 2010. CS1 maint: Unfit url (link)
Jump up ^ "M.T.A. Is Raising Fares and Tolls; One Subway or Bus Ride Will Cost $2.75". The New York Times. January 23, 2015. Retrieved October 29, 2018.
Jump up ^ "2015 Toll Information". MTA Bridges & Tunnels. Archived from the original on April 26, 2015. Retrieved April 22, 2015. CS1 maint: Unfit url (link)
Jump up ^ "Throgs Neck Bridge Closed After a Call About Dynamite". The New York Times. November 23, 1987. Retrieved October 8, 2018.
Jump up ^ Oliver, Chris (May 1, 1995). "Truck runs amok - give us a brake!". New York Daily News. p. 5. Retrieved October 9, 2018 – via Newspapers.com.
Jump up ^ Frazier, Michael (July 13, 2009). "FDNY: Worker's blow torch started Throgs Neck fire". Newsday. Long Island. Retrieved August 6, 2009.
Jump up ^ Akam, Simon (July 21, 2009). "Throgs Neck Bridge Fire Reveals Fragility of New York's Travel Network". The New York Times. Retrieved August 6, 2009.
Jump up ^ Cruz, Wil (July 10, 2009). "Throgs Neck Bridge fire causes commuter chaos". Daily News. New York. Archived from the original on July 14, 2009. Retrieved August 6, 2009.
Jump up ^ Namako, Tom (July 11, 2009). "Blaze Wrings Throgs Neck". New York Post. Retrieved August 6, 2009.
Jump up ^ Wilson, Linda (July 22, 2009). "Throgs Neck Bridge Opens By Aug. 10". The Queens Gazette. Retrieved August 6, 2009.
External links[edit]
Wikimedia Commons has media related to Throgs Neck Bridge.
Official website
Throgs Neck Bridge at nycroads.com
Historic American Engineering Record (HAER) No. NY-306, "Throgs Neck Bridge, Spans East River from Queens to Bronx, Throgs Neck, Bronx County, NY", 16 photos, 2 photo caption pages
Throgs Neck Bridge at Structurae
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text:
Don't You Worry 'bout a Thing
From Wikipedia, the free encyclopedia
Jump to: navigation, search
For other songs with similar titles, see Don't Worry 'bout a Thing.
"Don't You Worry 'bout a Thing"
Single by Stevie Wonder
from the album Innervisions
B-side
"Blame It on the Sun" or All In Love Is Fair
Released
March 5, 1974
Genre
Latin soul
Length
4:44 (album version)
3:40 (single edit)
Label
Tamla
Songwriter(s)
Stevie Wonder
Stevie Wonder singles chronology
"Living for the City"
(1973) "Don't You Worry 'bout a Thing"
(1974) "He's Misstra Know-It-All"
(1974)
"Living for the City"
(1973) "Don't You Worry 'bout a Thing"
(1974) "He's Misstra Know-It-All"
(1974)
Innervisions track listing
Side One
"Too High"
"Visions"
"Living for the City"
"Golden Lady"
Side Two
"Higher Ground"
"Jesus Children of America"
"All in Love Is Fair"
"Don't You Worry 'bout a Thing"
"He's Misstra Know-It-All"
"Don't You Worry 'bout a Thing" is a single by Stevie Wonder, taken from his 1973 album Innervisions. It reached number 16 on the Billboard Pop Singles chart, number 10 on the Cash Box chart,[1] and number 2 on the R&B chart. The song's lyrics convey a positive message, focusing on taking things in one's stride and accentuating the positive.
The tune is in E♭ minor, starting with a Latin piano intro. The opening melody is reminiscent of Horace Silver's "Song For My Father."[citation needed] The song's second chorus begins with Stevie taking the vocals up an octave with two vocal overdubs singing the same line. He also sings two other background overdub vocals, mimicking a horn line with the Spanish phrase "Todo 'stá bien chévere", which, loosely translated, means "Everything's really great."
Contents
[hide]
1 Covers
2 Soundtrack appearances
3 Chart performance
3.1 Weekly charts
3.2 Year-end charts
4 References
5 External links
Covers[edit]
This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (July 2017) (Learn how and when to remove this template message)
In 1974 it was covered by Roy Ayers on his album Change Up the Groove.
The Main Ingredient on their album Euphrates River (1974).
In 1975 it was covered, in Swedish, as a duet between Lill-Babs and Marie Bergman on the album Det våras för Barbro.
In 1975 it was covered by American soul jazz alto saxophonist, Hank Crawford, who used it as the title track for his album Don't You Worry 'bout a Thing.[2]
In 1976 it was covered by Weldon Irvine on his album Sinbad.
Covered by A Certain Ratio in 1983 as a B-side to their single "I Need Someone Tonite" on Factory Records
In 1992, it was covered by British acid jazz band Incognito, who took it to number 19 in the UK.
In 1992, it was covered by the group First Call on their album Human Song.
In 1995 Al Jarreau covered it live at various evenings of Night of the Proms, in Belgium as well as in the Netherlands. This version was recorded twice for a CD release in both countries.
In 1997, it was covered by Hiram Bullock on his Carrasco CD.
In 1997, Jazz supergroup Fourplay covered it on their album "The Best of Fourplay" with Take 6 on vocals.
In 2005 it was covered by John Legend, produced by will.i.am of The Black Eyed Peas.
In 2005 American smooth jazz saxophonist Nelson Rangell released a rendition on his album My American Songbook, Vol. 1.[3][4]
In 2013 Kyoto rock band Unchain released a cover of the song on their first compilation album "Love & Groove Delivery".[5]
In 2013, multi-instrumentalist and singer Jacob Collier uploaded a vocal and instrumental arrangement of the song to YouTube, singing and playing all parts himself.[6][7][8]
In 2016, Tori Kelly as the voice of Meena covered the song for the animated movie Sing and its soundtrack.[9]
Soundtrack appearances[edit]
Wonder's rendition has been featured in the films Holy Man, Welcome Home Roscoe Jenkins and Silver Linings Playbook in addition to the TV show Scandal.
The John Legend version was included on the soundtrack to Hitch (2005).
The Tori Kelly version was featured in the film Sing (2016) and its soundtrack.
Chart performance[edit]
Weekly charts[edit]
Chart (1974)
Peak
position
Canada RPM 13
Netherlands 19
US Billboard Hot 100 16
US Billboard R&B 2
US Cash Box Top 100[10] 10
Year-end charts[edit]
Chart (1974)
Rank
Canada 134
US Billboard Hot 100[11] 88
References[edit]
Jump up ^ "Archived copy". Archived from the original on 2015-02-05. Retrieved 2015-02-05.
Jump up ^ "Hank Crawford: Don't You Worry 'Bout A Thing". Allaboutjazz.com. Retrieved November 21, 2015.
Jump up ^ "My American Songbook, Vol. 1 overview". Allmusic.com.
Jump up ^ "Nelson Rangell - My American Songbook (Vol. 1)". SmoothViews.com.
Jump up ^ "UNCHAIN discography - other". virusoul.net/unchain/. Retrieved August 28, 2017.
Jump up ^ "How Youtube Jazz Sensation Jacob Collier Creates Music". Freejazzlessons.com. Retrieved November 21, 2015.
Jump up ^ Sankin, Aaron. "British YouTube phenom Jacob Collier's Stevie Wonder cover is perfect". Dailydot.com. Retrieved November 21, 2015.
Jump up ^ "Jacob Collier Band - Late Late Show Special! - Ronnie Scott's". Ronniescotts.co.uk. Archived from the original on March 4, 2016. Retrieved November 21, 2015.
Jump up ^ https://www.youtube.com/watch?v=bzPQ61oYMtQ
Jump up ^ "Archived copy". Archived from the original on 2015-02-05. Retrieved 2015-02-05.
Jump up ^ "Top 100 Hits of 1974/Top 100 Songs of 1974". Musicoutfitters.com. Retrieved 2016-10-09.
External links[edit]
Lyrics of this song at MetroLyrics
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Monsignor
From Wikipedia, the free encyclopedia
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"Mgr." redirects here. For the academic degree, see Magister (degree). For the 1982 film, see Monsignor (film).
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Monsignor /mɒnˈsiːnjə/ is an honorific form of address for those members of the clergy of the Catholic Church including bishops, honorary prelates and canons. In some cases, these ecclesiastical honorific titles derive from the pope, but in other cases it is simply a customary or honorary style belonging to a prelate or honorary prelate. These are granted to individuals who have rendered valuable service to the Church, or who provide some special function in Church governance, or who are members of bodies such as certain chapters. The title is never bestowed on those classified as religious in Catholicism. Although in some languages the word is used as a form of address for bishops, which is indeed its primary use in those languages, this is not customary in English.[1] Monsignor is the apocopic form of the Italian monsignore, from the French mon seigneur, meaning "my lord". It is abbreviated Mgr,[2][3][4][5] Msgr,[a] or Mons.[b]
"Monsignor" is a form of address, not an appointment: properly speaking, one cannot be "made a monsignor" or be "the monsignor of a parish". The title or form of address is associated with certain papal awards, which Pope Paul VI reduced to three classes: those of Protonotary Apostolic, Honorary Prelate, and Chaplain of His Holiness.
Apart from those working in the Roman Curia and the diplomatic service of the Holy See, it is usually on the proposal of the local bishop that the Pope grants this title to Catholic diocesan clergy. The grant is subject to criteria of the Holy See that include a minimum age.
Soon after his election in March 2013, Pope Francis suspended the granting of the honorific title of Monsignor except to members of the Holy See's diplomatic service.[11][12] In December of the same year he communicated his definitive decision to accept no further requests from bishops for appointments to any class but that of Chaplain of His Holiness, the lowest of the three classes, and that candidates presented must be at least 65 years old. He himself, during his 15 years as archbishop of Buenos Aires, never asked that any of his priests receive the title, and he was understood to associate it with clerical "careerism".[13] Grants already made were not revoked.[13][14][15]
Appointments to all three classes of awards continue to be granted to officials of the Roman Curia and the diplomatic service of the Holy See, and there was no revocation of privileges granted to certain bodies such as chapters of canons whereby all their members or some of them have the rank of Protonotary Apostolic, Honorary Prelate or Chaplain of His Holiness.[16]
Also unaffected is the association of the style with the office of vicar general, an appointment made by the bishop of the diocese, not by the Pope. Without necessarily being a protonotary apostolic, a diocesan priest has that titular rank as long as he remains in office.
Contents
[hide]
1 Title and forms of address
2 Classes of monsignori
3 Ecclesiastical dress
4 Other monsignori
5 See also
6 Notes
7 References
8 Bibliography
Title and forms of address[edit]
Although in some languages, "Monsignore", "Monseigneur", "Monsenyor", "Monseñor", and the like are normal forms of address for all higher prelates of the Catholic Church below the rank of cardinal or patriarch, including bishops and archbishops, in English bishops are not usually addressed as "Monsignor", a title reserved in English for diocesan priests who have received certain specific honorary awards or who hold certain offices.
The written form of address for such a priest is Monsignor (first name) (last name) or The Reverend Monsignor (first name) (last name). The spoken form of address is Monsignor (last name).[17]
Before the simplification of ecclesiastical titles in 1969, those of the lowest class were addressed in English as The Very Reverend Monsignor (in Latin, Reverendissimus Dominus; in Italian, Reverendissimo Monsignore) and those belonging to the higher classes were addressed as The Right Reverend Monsignor (in Latin, Illustrissimus et Reverendissimus Dominus; in Italian, Illustrissimo e Reverendissimo Monsignore).
The 1969 Instruction of the Secretariat of State indicated that the title of "Monsignor" may be used for bishops. This is normal practice in Italian, French, Catalan, and Spanish, but not in English. The same instruction indicated that, in the case of bishops, "Reverendissimus" (usually translated in this case as "Most Reverend", rather than "Very Reverend"), may be added to the word "Monsignor", as also in the case of prelates without episcopal rank who head offices of the Roman Curia, judges of the Rota, the Promotor General of Justice and the Defender of the Bond of the Apostolic Signatura, the Protonotaries Apostolic "de numero", and the four Clerics of the Camera.[18] The (in meaning identical) predicate "His Lordship" or "Your Lordship" is, in English, used as a clerical title only for bishops.
Classes of monsignori[edit]
Until 1968 there were at least 14 different grades, including domestic prelates, four kinds of protonotaries apostolic, four kinds of papal chamberlains, and at least five types of papal chaplains.[19]
Pope Paul VI in his motu proprio Pontificalis Domus of 28 March 1968 reduced the grades to three. Since then, protonotaries apostolic have been classified either de numero or supernumerary. Most of the former classes of chamberlains and chaplains were abolished, leaving only a single class of "Chaplains of His Holiness", a specifically priestly-sounding category.[20]
The three ranks established by Pope Paul VI are, in descending order of precedence:
Protonotary Apostolic, of which two types were retained:
de numero (the higher and less common form, customarily only seven)
supernumerary (the highest grade of monsignor found outside Rome)
Honorary Prelate of His Holiness (formerly "Domestic Prelate")[20]
Chaplain of His Holiness (formerly "Supernumerary Privy Chamberlain")[20]
Before 1968 the appointment of a Privy Chamberlain expired at the death of the Pope who granted it. This no longer holds.[20] Those listed in the index of the Annuario Pontificio as Chaplains of His Holiness continue to be listed in the edition that follow the death of the Pope, as after the deaths of Popes Paul VI and John Paul I in 1978 and after that of Pope John Paul II in 2005.
In 2014, Pope Francis abolished the practice of granting priests the title of "monsignor", no longer accepting such requests from bishops. However, existing members of all three ranks established by Pope Paul VI retain their membership. Higher ranks are still attained by virtue of membership of certain chapters of canons or because of being a vicar general, and new appointments continue to be made for officials of the Roman Curia and the diplomatic service of the Holy See.[13][14][15]
Generic coat of arms of a protonotary apostolic: amaranth galero with 12 scarlet tassels
Generic coat of arms of an honorary prelate: amaranth galero with 12 violet tassels
Generic coat of arms of a Chaplain of His Holiness: black galero with 12 violet tassels
Ecclesiastical dress[edit]
The 1969 Instruction of the Secretariat of State also simplified the dress of monsignori.
Chaplains of His Holiness use a purple-trimmed black cassock with purple sash for all occasions.
Honorary Prelates use a red-trimmed black cassock with purple sash for all occasions. The red is the same shade as that used by bishops. They may use a purple cassock as their choir dress for liturgical events of special solemnity.
Supernumerary Protonotaries Apostolic dress the same as Honorary Prelates. As an additional privilege, they have the option of also using a purple ferraiuolo, a silk cape worn with the red-trimmed black cassock for non-liturgical events of special solemnity (for instance, graduations and commencements).
Protonotaries Apostolic de numero (and other superior prelates of the offices of the Roman curia who are not bishops and who, as indicated above, may be addressed as Most Reverend Monsignor) have the same dress as other Protonotaries Apostolic, but wear the mantelletta in choir and a black biretta with a red tuft. They are thus called prelati di mantelletta (prelates of the mantelletta) because of this distinctive item of dress.
Other monsignori[edit]
Under legislation of Pope Pius X, vicars general and vicars capitular (the latter are now called diocesan administrators) are titular (not actual) Protonotaries durante munere, i.e. as long as they hold those offices, and so are entitled to be addressed as Monsignor.[21]
The only privileges of dress that Pope Pius X granted them were a black silk fringed sash (fascia), black piping on the biretta with a black tuft,[22] and a black mantelletta. As a result of this they were in some countries referred to as "black protonotaries".[23][page needed] However, Pontificalis domus of Paul VI removed this position (titular protonotaries) from the Papal Household, even though the title of "monsignor", which is to be distinguished from a prelatial rank, has not been withdrawn from vicars general, as can be seen, for instance, from the placing of the abbreviated title "Mons." before the name of every member of the secular (diocesan) clergy listed as a vicar general in the Annuario Pontificio. (Honorary titles such as that of "Monsignor" are not considered appropriate for religious.)
Under Paul VI, the Secretariat of State set minimum qualifications of age and priesthood for the appointment of Chaplains of His Holiness (35 years of age and 10 of priesthood), Honorary Prelates (45 of age and 15 of priesthood) and Protonotaries Apostolic Supernumerary (55 of age and 20 of priesthood). However, it waived the minimum age limit for vicars general proposed for appointment as Honorary Prelates, in view of the fact that, as long as they hold the office of vicar general, they also held the still higher rank of Protonotary Apostolic Supernumerary. For the same reason, the Secretariat of State did not consider it appropriate that someone who was already a vicar general be appointed only a Chaplain of His Holiness. All these criteria have been superseded by the 2013 decision of Pope Francis to grant only the title of Chaplain of His Holiness and to require even for this a minimum age of 65 years.[13]
See also[edit]
Catholic Church hierarchy
Milord
Notes[edit]
Jump up ^ Especially in the United States e.g. Roman Catholic Diocese of Dallas,[6] Diocese of Miami,[7] Diocese of Tyler.[8]
Jump up ^ E.g. Diocese of Derry,[9] Parish of Zejtun, Malta.[10] This is the regular abbreviation in Italian.
References[edit]
Jump up ^ Catholic Education Resource Center, "How to Address Church Officials"
Jump up ^ The New York Times, (Registration required (help)) .
Jump up ^ "The Rt Rev Mgr Graham Leonard", The Telegraph (obituary), UK .
Jump up ^ Deceased clergy, Australian Catholic Directory .
Jump up ^ Clergy within Diocese, UK: Romanist catholic Diocese of Paisley, archived from the original on September 5, 2009
Jump up ^ Catholic Dallas, archived from the original on December 17, 2014
Jump up ^ Bulletin (PDF), Miami Archdiocese, 2009-03-09, archived from the original (PDF) on October 11, 2010
Jump up ^ Office directory, Diocese of Tyler, archived from the original on September 1, 2009
Jump up ^ Contacts, Derry diocese, archived from the original on November 24, 2009
Jump up ^ Zejtun parish, Malta .
Jump up ^ Il Messaggero (PDF), Fine settimana, 12 September 2013 .
Jump up ^ "Pope scales back honorifics", The Tablet, Rorate Cæli, Sep 2013, archived from the original on January 8, 2014
^ Jump up to: a b c d O'Connell, Gerard (4 January 2014). "Pope abolishes honorary title of monsignor for diocesan priests under the age of 65". Vatican Insider. Retrieved 4 January 2014.
^ Jump up to: a b "Pope limits 'monsignor' honor for diocesan priests", Catholic News Service .[full citation needed]
^ Jump up to: a b "Pope Francis reforms ecclesiastical honours", Vatican Radio, 7 January 2014 .
Jump up ^ Annuario Pontificio, Vaticana, 2013, pp. 1846–48, ISBN 978-88-209-9070-1 .
Jump up ^ Secretary of State 2000: “26. For Supernumerary Apostolic Protonotaries, Prelates of Honour and Chaplains of His Holiness there may be used the title 'Monsignor', preceded, where appropriate, by 'Reverend'”.
Jump up ^ Secretary of State 2000, 23–25.
Jump up ^ Galles 1999.
^ Jump up to: a b c d Annuario Pontificio 2012, p. 1853
Jump up ^ Pope Pius X (21 February 1905), Inter multiplices curas, 62, Pariter, qui vicarii generalis aut etiam capitularis munere fungitur, hoc munere dumtaxat perdurante, erit protonotarius titularis .
Jump up ^ "Super habitu quotidiano, occasione solemnis conventus, audientiae et similium... zonam tantum sericam nigram, cum laciniis item nigris, gestare poterunt, cum pileo chordula ac floccis nigris ornato" (Inter multiplices curas, 67).
Jump up ^ Noonan 1996.
Bibliography[edit]
Baumgarten, Paul Maria (1913). "Monsignor". In Herbermann, Charles. Catholic Encyclopedia. New York: Robert Appleton Company.
Boudinhon, A. (1913). "Monseigneur". In Herbermann, Charles. Catholic Encyclopedia. New York: Robert Appleton Company.
Galles, Duane LCM (March 19, 1999), Chaplains of His Holiness, St. Joseph Foundation, retrieved 2006-09-01
Heim, Bruno Bernard (1978). Heraldry in the Catholic Church. Humanities Press. ISBN 0-391-00873-0.
Kirsch, J.P. (1913). "Prothonotary Apostolic". In Herbermann, Charles. Catholic Encyclopedia. New York: Robert Appleton Company.
Secretary of State, Cardinal (2000) [28 March 1969], Miranda, Salvador, ed., "Instruction on the dress, titles and coat-of-arms of cardinals, bishops and lesser prelates", L'Osservatore Romano, The Vatican, II, p. 4, retrieved 2006-09-01 Latin text of the Instruction, with an unofficial English translation.
Noonan, James-Charles jr (1996), The Church Visible: The Ceremonial Life and Protocol of the Roman Catholic Church, Viking, pp. 315–16, ISBN 0-670-86745-4
Montini, Giovanni Battista Enrico Antonio Maria (28 March 1968), Pontificalis domus [On the Papal Household, Reform of the Use of Pontifical Insignia, Simplification of Pontifical Rites and Insignia] (in Latin), Washington, D.C.: United States Catholic Conference , Italian
——— (21 June 1968), Pontificalis insignia [Pontifical insignia] (in Latin), Rome, IT: The Vatican , Italian
Retrieved from "https://en.wikipedia.org/w/index.php?title=Monsignor&oldid=806806519"
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