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potential FUNDING
& SIMILAR PROJECTS
Large transportation crossings in the United States are rarely paid for entirely with state tax dollars. Most modern bridge and tunnel projects are financed through a combination of federal loans, private investment, revenue bonds, and toll-backed financing, with only limited direct state funding. This model allows major infrastructure to be built while minimizing the burden on local taxpayers.
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A proposed crossing connecting I-95 in Bridgeport, Connecticut to the Sunken Meadow Parkway on Long Island would likely follow the same structure used by other multi-billion-dollar projects across the country.
Estimated Cost of a Long Island Sound Crossing
Based on comparable projects involving long bridges, tunnels, or hybrid crossings with both vehicle and rail capacity, the estimated cost range for a Bridgeport–Long Island crossing is:​​​
These estimates reflect modern construction costs, environmental requirements, and the need to include rail, highway lanes, ventilation systems, safety infrastructure, and marine navigation clearance.
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Importantly, projects of this size are almost always financed using user revenue and long-term financing, not upfront taxpayer funding.
Likely Funding Model for a Bridgeport–Long Island Crossing
Based on similar projects, a realistic funding structure could look like:
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50% Private investment / bonds
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45% Federal loans or grants (TIFIA / INFRA / IIJA programs)
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5% State participation (CT + NY)
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2.5% from CT​
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2.5% from NY
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Debt repaid through tolls from vehicles and rail users
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This approach means:
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Construction is financed upfront
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Users pay over time
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Loans are repaid through toll revenue
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After payback, the crossing generates long-term income
How Similar U.S. Projects Were Funded
SOURCE: VIRGINIA.ORG
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Original crossing opened in 1964 using toll revenue bonds
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Modern tunnel expansion cost about $756 million
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Funding included:
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$338.5M federal TIFIA loan
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$321M bonds
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Toll revenue pledge
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Local contributions
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Loan repaid over decades using tolls
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This project demonstrates that long water crossings can be built with toll-backed financing and federal loans, not general tax increases.
Gateway Hudson Tunnel Project (NY–NJ)
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Total cost over $16 billion
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Federal government covering roughly 70%
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Remaining funding from local partners and financing programs
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Large rail tunnels frequently rely heavily on federal infrastructure funding and long-term financing, not local taxpayers alone.
SOURCE: GATEWAY DEVELOPMENT COMMISSION
SOURCE: HDRINC.COM
Mario Cuomo (Tappan Zee) Bridge – New York
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Cost about $3.98 billion
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Financing included:
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$1.6B TIFIA loan
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$3B toll-supported revenue bonds
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State capital funds
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Bonds repaid through toll revenue
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This is a clear example of a modern bridge funded primarily through loans and tolls, not tax increases.
built to pay for itself
Many major toll-supported crossings in the United States eventually generate surplus revenue once construction debt is repaid. Bay Area toll bridges help fund regional transit improvements, New York Thruway bridges support future infrastructure projects, and the Chesapeake Bay Bridge–Tunnel continues to cover maintenance and upgrades through toll revenue. A Long Island Sound crossing connecting Bridgeport to Long Island could follow the same model, becoming a long-term revenue asset for Connecticut and New York rather than a permanent expense.
Large infrastructure projects across the country consistently rely on a similar financing structure: construction funded through a combination of federal programs, private investment, bonds, and long-term loans, with repayment coming from user tolls over time. This approach limits the burden on local taxpayers while allowing critical transportation projects to move forward. Using this proven model, a Bridgeport–Long Island bridge or tunnel could be built, paid off, and ultimately provide lasting economic, transportation, and revenue benefits for both states.