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DUTCHESS COUNTY-COLUMBIA COUNTY (1938-1955): The next portion of parkway, which covers the rest of Dutchess County and the southern end of Columbia County, was constructed in four parts. In southern Dutchess County, the landscape begins to open up into rolling farmland. The parkway landscape seems enormous because views begin to expand to the Catskills. Curbs are still square; lanes are consistently separated. Curves become longer, the grade gentler and the median wider. Lanes are often at different elevations. Landscaping with native plants continues, more formal in the median and naturalistic in the right-of-way. Reforestation is used to enhance the native landscape rather than exclude it. As the parkway moves north, a new concrete curb type, mountable, hand-fluted and painted with white metallic paint, is introduced. Bridges retain stone facing, but become more regular and less rustic (as do guardrails), and interchanges are significantly larger and more fully developed.

COLUMBIA COUNTY (1955-1963): The rest of the parkway, through the remainder of Columbia County, was constructed in three sections. The route is slightly more elevated, and long views become more predominant. Two overlooks here provide views that are among the most dramatic on the parkway. This section is very much like the previous one; however, bridges are more contemporary and streamlined; in some cases, designs combine steel structures with smaller amounts of regular stone facing (such as on the abutments only). While the road up to this point was uniformly concrete, the very last section to be completed was paved with asphalt.

Between 1969 and 1972, the section from NY 100-NY 133 in Millwood to US 202-NY 35 in Yorktown was widened to six lanes. Included in this widening was a parallel steel-girder span over the Croton Reservoir.

In 1972, the dangerous "Hawthorne Circle" with the Saw Mill River Parkway was replaced with a three-level interchange. The interchange, which has crossover ramps on the center level, provides only parallel connections (i.e., north-to-north, south-to-south); reverse connections are not provided. The $25 million interchange project took three years to complete.

In 1980, the NYSDOT completed a new interchange to connect the Taconic State Parkway with the newly completed Sprain Brook Parkway in Hawthorne. The bridges at this interchange were actually built in the early 1970's, in anticipation of the Sprain Brook Parkway completion. (A traffic turnabout at this location is no longer used.)

In the late 1980s and early 1990s, the section from NY 100-NY 133 in Yorktown south to the Saw Mill River Parkway was finally widened to six lanes, and the dangerous at-grade intersections along this section were finally removed.

In the early 1990s, a parallel bridge was built over US 6 in Yorktown for southbound traffic. Northbound traffic continues to use the original bridge.

DUTCHESS COUNTY (NORTH OF I-84) AND COLUMBIA COUNTY: The Taconic State Parkway reconstruction shall be implemented with two-lane roadways (two 12 foot-wide lanes in each direction), and three-foot paved left shoulders and four-foot paved right shoulders set within mountable, fluted curbs on both sides of the roadway. A closed drainage system shall be installed.  Plans for the drainage system shall be submitted to the NYSOPRHP for review and comment prior to final design. For rehabilitation projects in the absence of compelling safety concerns, there shall be minimal changes to acceleration and deceleration lanes, or to ramps. There shall be no concrete "Jersey" barriers installed. There are no changes proposed to the parkway maintenance facilities. The NYSDOT shall explore the use of concrete paving and document the final selection of paving material to the NYSOPRHP. Plans shall be submitted to the NYSOPRHP for review and comment for any amenities associated with this section including, but limited to, proposed park-and-ride lots and new service stations.

ALL SECTIONS: Stone-faced culverts shall be retained or replaced. Replacement stone facing shall match the appearance and overall visual qualities (stone finish, size, color and type, pattern, mortar color) of the existing random fieldstone examples. Foot and horse trails shall be retained. Rock cuts shall be designed generally to be at a 3:1 ratio or steeper. If exceptions to this are required to create a stable slope, the NYSDOT and the NYSOPRHP shall reach agreement on the plans through consultation. The NYSDOT shall provide the NYSOPRHP with an opportunity to comment on the selection of an appropriate fluted mountable curbing to be used on the parkway. Treatments for existing bridges and/or replacement bridges shall be designed for compatibility with historic parkway bridges. Plans for all bridges shall be submitted to the NYSOPRHP for review and comment prior to final design. The NYSDOT and NYSOPRHP shall conduct a site visit to identify landscape elements that should be retained or removed to establish the "clear zone" for vegetation. The NYSDOT shall investigate the possibility of reopening a closed overlook or look for opportunities to establish a new overlook on the parkway. Finally, the medians at at-grade crossings to be closed to crossing traffic shall be blocked off with guardrail or replanted to match the adjacent landscape treatment. In 2001, the Dutchess County Legislature passed a resolution to close the 21 at-grade crossings along the 39 miles of parkway in the county. Jody Morrison, a Manhattan resident whose daughter was killed last year while riding in a car at an intersection at Hibernia Road in Clinton, successfully lobbied county and state officials to close all median crossings on the parkway through Dutchess County. Subsequently, the NYSDOT closed six of the most dangerous at-grade crossings: Carpenter Road, Hosner Mountain Road, Arthursburg Road, Bogardus Lane, Stormville Road and Todd Hill Road. Future plans call for a grade-separated interchange at Carpenter Road, and an underpass at Hosner Mountain Road.

In Hawthorne, Westchester County, the NYSDOT rehabilitated the bridge over the Metro North Railroad-Harlem Line. The $3.5 million project was completed in 2006.

Minor improvements, including resurfacing of the main roadway and shoulders, improving drainage and cutting back existing rock outcrops, are planned throughout Westchester and Putnam counties. The $6.0 million project was completed in 2006.

In Yorktown Heights, Westchester County, from US 202-NY 35 (Crompond Road) north to US 6 (Main Street), the Taconic State Parkway was widened from four to six lanes. As part of this project, the bridges at US 202-NY 35, the Bear Mountain State Parkway, NY 132 and US 6 were replaced. Begun in 2003, the $62 million project was completed in 2007.

In Pleasantville, Westchester County, the NYSDOT built a new ramp from the southbound Briarcliff-Peekskill Parkway (NY 9A and NY 100) to the southbound Taconic State Parkway. The $13 million project was completed in 2008.

Lightposts by Jeff Saltzman.

Taconic State Parkway (Douglas Kerr)
Taconic State Parkway (Peter Krogh)
Taconic State Parkway (Mike Natale)
Taconic State Parkway Traffic Counts (Westchester County,Putnam County,Dutchess County,Columbia County) (New York State Department of Transportation)
Taconic State Parkway Interchanges (Sprain Brook Parkway and Saw Mill River Parkway) in Hawthorne, NY (Nathan W. Perry)
Taconic State Parkway / Briarcliff-Peekskill Parkway / NY 117 Interchange in Pleasantville, NY (Nathan W. Perry)
Tacony State Parkway / I-90 Interchange in East Chatham, NY (Nathan W. Perry)
Franklin D. Roosevelt State Park

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