Interstate 278
Route information | |||||||
---|---|---|---|---|---|---|---|
Auxiliary route of I-78 | |||||||
Maintained by NJDOT, PANYNJ, NYSDOT, NYCDOT, and MTAB&T | |||||||
Length | 35.62 mi[1][2] (57.32 km) | ||||||
Existed | 1961–present | ||||||
NHS | Entire route | ||||||
Restrictions | No drivers with learner's permits on Verrazzano & Triborough Bridges | ||||||
Major junctions | |||||||
West end | US 1-9 in Linden, NJ | ||||||
| |||||||
East end | I-678 / Hutchinson River Parkway in Throggs Neck, NY | ||||||
Location | |||||||
Country | United States | ||||||
States | New Jersey, New York | ||||||
Counties | NJ: Union NY: Richmond, Kings, Queens, New York, Bronx | ||||||
Highway system | |||||||
|
Interstate 278 (I-278) is an
I-278 was opened in pieces from the 1930s through the 1960s. Some of its completed segments predated the Interstate Highway System and are thus not up to
Two segments of I-278 have had different route number designations formerly planned or designated for it.
Route description
mi[1][2] | km
| |
---|---|---|
NJ | 2.00 | 3.22 |
NY | 33.62 | 54.11 |
Total | 35.62 | 57.32 |
New Jersey
The New Jersey segment of I-278 begins in
Staten Island Expressway
Upon coming onto Staten Island, I-278 becomes the SIE.[3] After the Goethals Bridge, the highway passes under the Travis Branch railroad line that is owned by the Staten Island Railway and operated by CSAO and has a toll plaza serving the bridge. At this point, the freeway becomes eight lanes and maintained by the New York State Department of Transportation (NYSDOT), coming to an exit for Western and Forest avenues before reaching a directional interchange with New York State Route 440 (NY 440, named the West Shore Expressway). NY 440 forms a concurrency with I-278, and the road heads into residential neighborhoods. The road carries four lanes eastbound and three lanes westbound as it comes to the exit serving Richmond Avenue. Immediately after, NY 440 splits from the SIE at a large interchange, heading north on the Dr. Martin Luther King Jr. Expressway.[2][3] This interchange also provides access to Victory Boulevard.[2] East of this point, the expressway gains a bus lane in each direction. The six-lane I-278 turns to the east past this point, with Gannon Avenue serving as a frontage road, and reaches the Bradley Avenue exit.[2][3]
The next interchange the SIE is with Todt Hill Road and Slosson Avenue.
Gowanus Expressway
After the Verrazzano-Narrows Bridge, I-278 continues into Brooklyn on the Gowanus Expressway. Immediately after the bridge, the freeway comes to an eastbound exit and westbound entrance for the
The Gowanus Expressway continues northeast into urban residential neighborhoods and reaches an eastbound interchange at Fort Hamilton Parkway and a westbound interchange at 86th Street. Turning more to the north, I-278 comes to a partial interchange at 65th Street, with an exit eastbound and entrance eastbound. The road curves northwest at this point and comes to a directional interchange providing access to 3rd Avenue and the Belt Parkway.
After the NY 27 interchange, the freeway widens to eight lanes and heads north, coming to an interchange with the
Brooklyn–Queens Expressway
After the exit for the Brooklyn–Battery Tunnel, I-278 heads north onto the six-lane BQE, passing through urban neighborhoods near Downtown Brooklyn on a depressed alignment. As of October 2021[update], the roadway has been reduced to two lanes in each direction between Atlantic Avenue and the Brooklyn Bridge as part of efforts to extend the life of the roadway[3] and meet modern safety standards for lane width and shoulders.[15] The next interchange the highway reaches serves Atlantic Avenue.[2] After Atlantic Avenue, the road runs along the East River harbor in Downtown Brooklyn/Brooklyn Heights and is partially covered to create the Brooklyn Heights Promenade.[3] I-278, at this point maintained by the New York City Department of Transportation (NYCDOT), makes a sharp turn to the east away from the East River and comes to an interchange serving the Brooklyn Bridge and Cadman Plaza.[2][3][16] The freeway continues on an elevated alignment and makes a turn southeast as it comes to ramps accessing the Manhattan Bridge.[2][3] As of 2022, the city portion is planned to be rebuilt.[15]
North of the bridges, the highway becomes state-maintained again and reaches at an exit serving Tillary Street and Flushing Avenue.[2][16] At this point, the BQE continues east through residential areas and turns northeast upon coming to the Wythe Avenue/Kent Avenue exit. The road passes through the Williamsburg neighborhood on a depressed alignment, reaching an interchange that serves the Williamsburg Bridge, with an exit at Metropolitan Avenue a short distance later. I-278 becomes elevated again as it passes through more neighborhoods and comes to the interchange with Humboldt Street/McGuinness Boulevard. The BQE enters more industrial areas as it comes to Meeker Avenue/Morgan Avenue.[2][3]
I-278 crosses the Newtown Creek into Queens on the Kosciuszko Bridge. Upon entering Queens, the BQE runs north between residential neighborhoods to the east and Calvary Cemetery to the west before coming to an interchange with I-495.[2][3] After I-495, the freeway makes a turn to the east, passing over homes before crossing over New Calvary Cemetery.[3] The road turns northeast through more urban neighborhoods and reaches an interchange at NY 25 (Queens Boulevard).[2][3] At this point, I-278 becomes city-maintained again and passes under the Long Island Rail Road's Main Line as it continues into a depressed alignment.[3][16] The BQE turns north as it approaches the exit for Broadway and Roosevelt Avenue. I-278 heads back onto a viaduct and comes to a single-point urban interchange (SPUI) at NY 25A. A short distance past NY 25A, the freeway splits into east and west segments with four lanes each that respectively merge into the Grand Central Parkway east- and westbound. Astoria Boulevard is accessible from either leg.[2][3] Both legs receive Interstate funding, though only the western leg is signed as part of I-278.[17]
Grand Central Parkway and Robert F. Kennedy Bridge
I-278 turns west to run along the eight-lane state-maintained Grand Central Parkway, with Astoria Boulevard (and Hoyt Avenue later on) serving as a frontage road.[3][16] The road runs along a depressed alignment, passing under Amtrak's Northeast Corridor, then the New York City Subway's BMT Astoria Line at 31st Street.[3] The Grand Central Parkway overlap ends at the 31st Street interchange, and I-278 continues northwest along the tolled, eight-lane Robert F. Kennedy Bridge, which passes over Astoria.[2][3] Eastbound tolls are collected electronically at this point.[18][6]
I-278 crosses the
Bruckner Expressway
In the Bronx, I-278 becomes the
I-278's eastern terminus is at the
History
New Jersey
The New Jersey portion of freeway was planned in 1955 as the Union Freeway and designated as I-278 in 1958. It was to connect the Goethals Bridge west to
The Union Freeway Extension was revived in the late 1960s and was to start at US 1/9 but end at I-287 in Hanover Township, following the Route 24 freeway between I-78 and I-287. However, the Federal Highway Administration (FHWA) rejected the proposal in 1970, thus ending the I-278 project.[27]
The original four-lane Goethals Bridge, which predated the I-278 designation, was replaced with two new three-lane cable-stayed bridges, each carrying traffic in one direction. The new eastbound bridge opened to both directions of traffic in June 2017,[28] and westbound traffic was shifted to the new westbound bridge in May 2018.[29]
Staten Island Expressway
The SIE was first planned in 1941 as the Cross-Richmond Express Highway, a freeway connecting the Goethals and Verrazzano-Narrows bridges that was a part of a comprehensive system of freeways and parkways for the borough of Staten Island.[30] In 1945, Robert Moses took over planning for the freeway and called it the Clove Lakes Expressway.[31] The plan received approval in stages through the mid-1950s, and construction on the expressway began in 1959.[22][32] By this time, the SIE had received the I-278 designation.[20]
The construction of the SIE was particularly noted for the massive movement of earth required to build the section of the highway between Clove Road and Price Street (now Narrows Road North, a service road of the expressway) between
The first link of the SIE opened in January 1964, from the Goethals Bridge to Victory Boulevard. The remainder opened later that year. The freeway had a total cost of $47 million (equivalent to $353 million in 2023[25]).[35] In 1998, bus lanes were created on the eastern part of the SIE near the Verrazzano-Narrows Bridge; they were extended west to Todt Hill Road/Slosson Avenue in 2005.[36][37] In 2008, the bus lanes were opened to high-occupancy vehicles during rush hours.[4]
In July 2008, officials announced a $50-million (equivalent to $69.5 million in 2023[25]) project to improve the severe traffic conditions on a 1.8-mile (2.9 km) stretch of the expressway. Included in the project is the construction of six new on- and offramps, improvements to and relocations of existing on- and offramps, and other improvements to surrounding roads. This followed numerous minor alterations to alleviate traffic, such as time/distance displays and the designated bus lanes.[34] Construction started in November 2010, with the project then expected to cost $75 million (equivalent to $102 million in 2023[25]).[38] A new exit 15, which served Lily Pond Avenue and Bay Street on the eastern end of Staten Island, opened to traffic on July 9, 2012, replacing a former exit further to the east. Signage was also changed to display Fingerboard Road and Lily Pond Avenue as the outlet for the new exit, rather than Lily Pond and Bay Street.[39][40] On January 17, 2013, westbound exit 13 was permanently closed in favor of a new interchange setup, which involved two new ramps: exit 13B for Richmond Road and Targee Street and exit 13A for Clove Road.[41]
Gowanus Expressway
The Gowanus Expressway was initially the Gowanus Parkway, first planned in the 1930s.
By 2000, an HOV lane was added to the eastbound Gowanus Expressway to serve traffic heading toward Manhattan.[9] Over the years, the viaduct structure of the Gowanus Expressway has deteriorated.[47] In 1998, a $16-million (equivalent to $27.9 million in 2023[25]) feasibility study for a tunnel for the Gowanus Expressway was awarded.[48] NYSDOT was considering putting the road in a tunnel,[49] but, in November 2011, the FHWA canceled the project.[50] The viaduct's vertical steel supports show material missing due to rust,[51] but the federal government has stated that it is not in danger of collapse.[52] In 2019, the New York City Department of Transportation (NYCDOT) took over maintenance of the Gowanus Expressway from the New York State Department of Transportation (NYSDOT).[11]
Brooklyn–Queens Expressway and Grand Central Parkway
The BQE was initially planned in 1936 as the Brooklyn–Queens Connecting Highway, a link between the Gowanus Parkway and the Robert F. Kennedy Bridge.[53] The brief portion of I-278 on the Grand Central Parkway, connecting the BQE and the Robert F. Kennedy Bridge, had opened in the 1930s.[54] A part of the Brooklyn–Queens Connecting Highway, namely the Kosciuszko Bridge and the viaducts leading to the bridge, opened in 1939 between Meeker Avenue and Queens Boulevard (NY 25).[55]
In 1940, Moses proposed an expressway between Queens and Brooklyn to relieve local streets of congestion from the Manhattan and Williamsburg bridges.
The construction of the BQE, overseen by Moses, tore through many residential neighborhoods in Brooklyn and Queens instead of following the East River.[33][64] One portion of the expressway, the two-tiered promenade section in Brooklyn Heights that was designed by Moses, was originally planned to go straight through Hicks Street, then connect to the Brooklyn Bridge at Adams Street. Another route that was proposed by Moses would have continued up Hicks Street past Atlantic Avenue, removing all the buildings on one side of Court Street, then curving east into Tillary Street (at Cadman Plaza). The Brooklyn Heights Association was able to fight these proposed routes, which created the two-tiered section above Furman Street with the promenade over it.[65] Several tunnels were later proposed to replace the promenade,[66] but none of the tunnel proposals were supported or funded.[67]
In 1958, existing segments of the expressway were eligible for Interstate Highway funding. For a short time, the segment of highway between the Robert F. Kennedy and Williamsburg bridges was to be designated I-87 and continue north as the Major Deegan Expressway. By 1959, the I-278 designation was given to the entire length of the highway.[20] Since the roadway was constructed prior to modern expressway standards, the road needed to be upgraded to meet these standards. By the 1990s, a major multiyear project beginning in the 1980s brought upgrades to the BQE.[68]
In the early 2000s, the expressway underwent another upgrade project that replaced the viaduct within Downtown Brooklyn and Fort Greene.[69] Simultaneously, the Queens section of the BQE between Queens Boulevard and 25th Avenue was also renovated.[70] The Koscisuzko Bridge was replaced from 2014 to 2017 with a new eastbound span that temporarily served both directions of traffic.[71] A second span of the Kosciuszko Bridge opened in 2019 for westbound traffic, adding more lanes to the BQE across the bridge.[72]
Formerly, the frontage road of the Grand Central between BQE and the Robert F. Kennedy Bridge served as a truck route, since large trucks are not permitted on the parkway. Exemptions are provided for smaller trucks that conform with strict regulations, but only on the section of the Grand Central that overlaps with I-278.[73] In December 2017, the state concluded a $2.5-million (equivalent to $3.06 million in 2023[25]) project that lowered the roadbed of the section of the parkway that is concurrent with I-278. This section of I-278 now has a 14-foot (4.3 m) vertical clearance, which allows most trucks to stay on I-278.[74]
Proposed reconstruction in Brooklyn Heights
In 1999, the think tank Reason Foundation proposed placing the BQE within Brooklyn Heights in a tunnel.[75] However, NYCDOT did not seriously consider this suggestion until 2016 when it studied six possible tunnel configurations. NYCDOT found that only the tunnel option starting at 21st Street on Third Avenue and ending near Kent Avenue in Williamsburg would be feasible. This option would have served as a bypass, with vehicles heading to Downtown Brooklyn, or the Manhattan and Williamsburg bridges using the triple cantilever structure, which would be tolled.[76] At the same time, the Brooklyn Heights Promenade was deteriorating significantly and was set to undergo renovations starting 2020.[77] The structure is supported by steel rods inside rebar, which is corroding due to the seeping of road salt into widening cracks. If nothing was done on the roadway by 2026, weight restrictions would have to be implemented, with trucks diverted to local roads, and, by 2036, the city would have to shut down this section of the BQE.[78][79]
In late 2018, NYSDOT proposed rebuilding the double-decker, 1.5-mile (2.4 km) section of I-278 running under the Brooklyn Heights Promenade, which had deteriorated severely over the years. Two options were proposed.[78][79] The cheaper option, which would cost $3.3 billion to $3.6 billion (equivalent to $3.94 billion to $4.3 billion in 2023[25]) and take six years, entailed building a temporary six-lane highway in the location of the promenade while they repaired the underlying structure.[80][78][79] Under this option, lanes would be widened, and shoulders would have been added. In conjunction with the project, NYCDOT hoped to unify Van Voorhees Park, improve safety at the interchange with Atlantic Avenue, and possibly build a pedestrian bridge from Brooklyn Bridge Park to the promenade.[81] The other, more expensive option, which would cost $3.4 billion to $4 billion (equivalent to $4.06 billion to $4.78 billion in 2023[25]) and take over eight years, was to repair the existing six-lane highway one lane at a time.[79][78] The promenade walkway would be closed for up to six years under the first option and for two years under the second option, with periodic closures for construction use. The NYCDOT commissioner, Polly Trottenberg, called the project "the most challenging project not only in New York City, but arguably in the United States right now".[82] For the project, $1.7 billion in city funding was allocated, with the remainder to be footed from the state and federal governments.[79]
Because of sizable opposition to demolishing the promenade, mayor Bill de Blasio later stated that his administration was open to considering other ideas, including routing the expressway over Brooklyn Bridge Park.[83] Hundreds of people, including Brooklyn Borough President Eric Adams and City Comptroller Scott Stringer, rallied on the promenade, calling for more public review. Local residents are strongly opposed to the construction of the temporary six-lane highway as it would run right up against their homes. In response, the Brooklyn Heights Association came up with an alternate plan, which called for the construction of a temporary bilevel roadway running besides the promenade on land including a parking lot.[84]
Support for reducing the size of or tearing down the BQE increased, with articles in New York and The Wall Street Journal calling for the removal of the highway. They noted how the removal of highways in other cities improved local neighborhoods and led to economic development.[85][86] Commissioner Trottenberg had dismissed calls to tear down the highway saying that the city got most of its freight by truck and that "For better or for worse, these Moses-built highways [...] now the city has grown around them and it's not an option to just say we can't deal with that traffic."[81] City Council Speaker Corey Johnson called for the city to study alternatives, including the removal of the BQE in its entirety, in his State of the City address.[87] On March 13, 2019, Stringer issued a plan calling for converting the triple cantilever structure and the open cut in Cobble Hill into a truck-only highway between Hamilton Avenue in Carroll Gardens and the Brooklyn Bridge. Under the plan, only the bottom level would be rebuilt and then be decked over by a linear park and boulevard. The report expected passenger vehicles to be diverted into the underused Brooklyn–Battery Tunnel, whose tolls might be lowered when congestion pricing in New York City was implemented.[88][89] In early April, de Blasio announced that he would create a panel to formally evaluate each alternative and that the panel's evaluations would end by mid-2019.[90][91] In February 2020, officials proposed a three-mile (4.8 km) tunnel from the Gowanus Expressway to Flushing Avenue. The proposal was expected to cost $11 billion, to be paid by tolls.[92]
In late 2021, the section between Atlantic Avenue and Brooklyn Bridge was reduced from three to two lanes per direction, a move that city officials said could prolong the viaduct's life by 20 years. The city also planned to ticket overweight vehicles.[93][94] There was still no long-term plan for the viaduct by mid-2022,[95] but three preliminary plans for the highway's reconstruction were announced in December 2022.[96][97] NYCDOT formally presented the three plans to the public in February 2023,[98][99] and city officials began issuing summonses to overweight vehicles in August of that year.[100][101] In February 2024, the Federal Highway Administration rejected the city's request for $800 million to redesign and rebuild the cantilever.[102]
Bruckner Expressway
The Bruckner Expressway was originally the Bruckner Boulevard, designated as part of NY 1A.[103][104][105] In the 1930s, a freeway was planned on the Bruckner Boulevard alignment in order to provide a connection between the Robert F. Kennedy Bridge and a freeway leading north into Westchester County.[30][53] Moses took over planning for the road in 1951 and called for an elevated freeway between the Robert F. Kennedy Bridge and the Bronx River and a depressed freeway east of there.[106] Construction on the elevated segment of the Bruckner Expressway began in 1957 and on the depressed segment in 1959. The depressed portion was opened in 1961 while the elevated portion of the Bruckner Expressway was opened in 1962.[107] In 1972, the large Bruckner Interchange was finished, completing the route.[108]
Over the years, the I-278 portion of the Bruckner Expressway has had different designations. When the Interstate Highway System was first created, the road was to be part of I-895 from I-87 to the Sheridan Expressway and I-678 from there to I-95.[20] Later, I-278 was planned to follow the Bruckner Expressway from I-87 to the Sheridan Expressway, where it would continue on that freeway to I-95, while the Bruckner Expressway was not designated an Interstate north of there.[45] By 1970, I-278 was routed onto its current alignment, with I-895 (now NY 895) created along the Sheridan Expressway.[46]
Public transportation
Multiple express buses operated by the Metropolitan Transportation Authority operate along I-278:
- The SIM35 Staten Island express routes operate on the Staten Island Expressway, Verrazano-Narrows Bridge, and Gowanus Expressway.[109]
- The SIM30 Staten Island express routes operate over the Goethals Bridge.[109]
- The X38 Brooklyn express routes operate on the Gowanus Expressway.[110]
- The BxM11 Bronx express routes operate on the Bruckner Expressway.[111]
The
Exit list
State | County | Location | mi [1][2][113][114] | km | Old exit | New exit | Destinations | Notes |
---|---|---|---|---|---|---|---|---|
New Jersey | Union | Linden | 0.00 | 0.00 | – | US 1-9 south | Proposed link approved by Port Authority would allow direct access to US 1 and US 9 north[115] | |
Elizabeth | 0.87 | 1.40 | – | Brunswick Avenue – Elizabeth, Linden | Eastbound exit and westbound entrance; last eastbound exit before toll | |||
0.99– 1.31 | 1.59– 2.11 | 3A | I-95 Toll / N.J. Turnpike | Exit 13 on I-95 / Turnpike; exit number not signed eastbound | ||||
3B | Route 439 north (Bayway Avenue) to US 1-9 north – Elizabeth | Westbound exit and eastbound left entrance; southern terminus of Route 439 | ||||||
3C | Bayway Avenue east | Westbound exit only | ||||||
Arthur Kill | 2.00 0.00 | 3.22 0.00 | Goethals Bridge (eastbound toll; E-ZPass or pay-by-plate) | |||||
New York | Staten Island | Bloomfield | 1.60 | 2.57 | 3 | Western Avenue | Westbound exit and eastbound entrance | |
1.70 | 2.74 | 4 | Forest Avenue | Eastbound exit and westbound entrance | ||||
1.83 | 2.95 | 5 | West Shore Expressway) – Outerbridge Crossing | Western terminus of NY 440 concurrency | ||||
1.90 | 3.06 | 6 | South Avenue | Westbound exit only | ||||
Graniteville–Bulls Head line | 2.04 | 3.28 | 7 | Richmond Avenue | ||||
2.74 | 4.41 | 8 (EB) 10 (WB) | Victory Boulevard | |||||
2.93 | 4.72 | 9 | Dr. Martin Luther King, Jr. Expressway) – Bayonne Bridge | Eastern terminus of NY 440 concurrency; exit 10 on NY 440; to Cape Liberty Cruise Port | ||||
Castleton Corners–Willowbrook line | 3.44 | 5.54 | 11 | Bradley Avenue | ||||
4.78 | 7.69 | 12 | Todt Hill Road / Slosson Avenue | |||||
Park Hill line | 5.73 | 9.22 | 13 | Clove Road / Richmond Road / Targee Street | Signed as exits 13A (Clove) and 13B (Richmond/Targee) westbound | |||
Concord–Rosebank line | 7.34 | 11.81 | 14 | Hylan Boulevard | ||||
Concord–Shore Acres line | 7.58 | 12.20 | 15W | Narrows Road west to Fingerboard Road | Lower level only; westbound exit and eastbound entrance | |||
15S | Lily Pond Avenue to Father Capodanno Boulevard | Lower level only; signed as exit 15 eastbound; last eastbound exit before toll | ||||||
15N | Bay Street – Fort Wadsworth | Lower level only; eastbound exit is via exit 15S | ||||||
The Narrows | 8.88 | 14.29 | Verrazzano-Narrows Bridge (toll; E-ZPass or pay-by-plate) | |||||
JFK Airport | Eastbound left exit and westbound left entrance; exit 3 on Belt Parkway | |||||||
9.84 | 15.84 | 17 | 92nd Street | Last westbound exit before toll | ||||
10.47 | 16.85 | 18 | Fort Hamilton Parkway | Eastbound exit and westbound entrance | ||||
10.89 | 17.53 | 19 | 86th Street | Westbound exit and eastbound entrance | ||||
Sunset Park | 11.18 | 17.99 | 20 | 7th Avenue / 6th Avenue / 65th Street | Signed for 7th Avenue eastbound, 6th Avenue westbound | |||
11.93 | 19.20 | 21 | 3rd Avenue | No westbound exit | ||||
12.65 | 20.36 | 22 | Queens | Westbound left exit and eastbound entrance; western terminus of Belt Parkway | ||||
Greenwood Heights | 13.92 | 22.40 | 23 | 38th Street / 39th Street | No entrance ramps | |||
14.29 | 23.00 | 24 | Prospect Expressway ) | No westbound entrance; western terminus of NY 27; westbound left exit | ||||
Manhattan | No westbound exit; southern terminus of unsigned I-478; E-ZPass or pay-by-plate | |||||||
15.14 | 24.37 | 26B | 26 | Hugh L. Carey Tunnel not signed eastbound | ||||
Atlantic Avenue | ||||||||
16.74 | 26.94 | 28A | Cadman Plaza West | No eastbound entrance; signed as exit 28 westbound | ||||
Downtown Brooklyn | 17.20 | 27.68 | 28B | Brooklyn Bridge | Eastbound exit only | |||
17.47 | 28.12 | 29A | Manhattan Bridge – Manhattan | No westbound exit | ||||
18.10 | 29.13 | 29B | Tillary Street – Brooklyn Civic Center, Manhattan Bridge, Holland Tunnel | No westbound entrance; signed as exit 29 westbound | ||||
Clinton Hill | 18.68 | 30.06 | 30 | Flushing Avenue | Eastbound exit and westbound entrance | |||
Williamsburg | 19.32 | 31.09 | 31 | Wythe Avenue / Kent Avenue | Westbound exit and eastbound entrance | |||
19.85 | 31.95 | 32A | Williamsburg Bridge – Manhattan | Westbound left exit and eastbound left entrance | ||||
20.41 | 32.85 | 32B | Metropolitan Avenue | No eastbound entrance; signed as exit 32 eastbound | ||||
Greenpoint | 20.60 | 33.15 | 33 | Humboldt Street / McGuinness Boulevard | Eastbound exit and westbound entrance | |||
21.80 | 35.08 | 34 | Meeker Avenue / Morgan Avenue | Westbound exit and eastbound entrance | ||||
Newtown Creek | 22.10 | 35.57 | Kosciuszko Bridge | |||||
Eastern Long Island | Signed as exits 35A (west) and 35B (east); exits 17W-E on I-495 | |||||||
Woodside | 23.30 | 37.50 | 36 | 39 | NY 25 (Queens Boulevard) / 65th Place / 58th Street | Signed as exits 39W (west) and 39E (east) westbound | ||
23.87 | 38.42 | 37 | 40 | Roosevelt Avenue | ||||
Northern Boulevard ) | ||||||||
LaGuardia Airport | Eastbound exit and westbound entrance; exit 4 on G.C. Parkway | |||||||
25.30 | 40.72 | 40 | 43 | 30th Avenue | Eastbound exit and westbound entrance | |||
Astoria | 25.57 | 41.15 | 41 | 44 | Astoria Boulevard west | Eastbound exit and westbound entrance | ||
26.01 | 41.86 | – | 4 | LaGuardia Airport | Eastern terminus of G.C. Parkway concurrency; westbound exit and eastbound entrance; exit number not signed | |||
26.37 | 42.44 | 3 | 45 | 31st Street / Astoria Boulevard Grand Central Parkway ends | Western terminus of G.C. Parkway | |||
Triborough Bridge suspension span (eastbound toll; E-ZPass or pay-by-plate ) | ||||||||
Randall's Island | Westbound exit only; other movements via exit 46 | |||||||
28.18 | 45.35 | 1 | 46 | NY 900G ; Harlem River Drive not signed; no westbound access to Randall's Island | ||||
Triborough Bridge truss span (westbound toll; E-ZPass or pay-by-plate ) | ||||||||
Major Deegan Expressway) to New York Thruway north – Albany | Southern terminus of I-87 | |||||||
29.49 | 47.46 | 45 | 48 | East 138th Street | Westbound entrance via St. Ann's Place | |||
Hunts Point | 30.78 | 49.54 | 46 | 49 | NY 895 north (Sheridan Boulevard) to East 177th Street | Eastbound exit and westbound entrance; southern terminus of NY 895 | ||
31.18 | 50.18 | 50 | Hunts Point Avenue – Hunts Point Market | Westbound exit and eastbound entrance | ||||
Soundview | 31.48 | 50.66 | 51 | Bronx River Avenue | Westbound exit only; eastbound entrance via exit 53 | |||
31.58 | 50.82 | 51 | 52 | Bronx River Parkway north – White Plains | No westbound exit; exits 2E-W on Bronx River Parkway | |||
Unionport | 32.35 | 52.06 | 52 | 53 | White Plains Road / Castle Hill Avenue | |||
Whitestone Bridge | Bruckner Interchange; exit 12 on I-295; exit 19W on I-678; exit 1A on Hutchinson Parkway | |||||||
– | I-95 north (Bruckner Expressway) – New Haven, CT | Bruckner Interchange; exit 6B on I-95 south | ||||||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|
See also
Notes
- ^ It does not go through the island of Manhattan but does pass through Randalls and Wards Islands, which are technically a part of the borough of Manhattan.
References
- ^ a b c d e f g "I-278 Straight Line Diagram" (PDF). New Jersey Department of Transportation. Retrieved March 17, 2020.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab "2010 Traffic Volume Report for New York State" (PDF). New York State Department of Transportation. July 25, 2011. pp. 204–205. Archived from the original (PDF) on September 27, 2012. Retrieved April 9, 2012.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag Google (February 9, 2010). "overview of Interstate 278" (Map). Google Maps. Google. Retrieved February 9, 2010.
- ^ a b Yates, Maura (January 11, 2008). "Staten Island Expressway bus lane open to HOV starting Monday". Staten Island Advance. Retrieved February 9, 2010.
- ^ ISSN 0362-4331. Retrieved February 9, 2010.
- ^ a b c WABC (December 21, 2016). "MTA rolls out cashless toll schedule for bridges, tunnels". ABC7 New York. Retrieved December 25, 2016.
- ^ MTA Bridges & Tunnels. Retrieved February 10, 2010.
- ^ Staten Island Expressway Bridge Rehabilitation and TSM Measures. TRC Companies, Inc.
- ^ a b Liff, Bob (March 6, 2000). "Study: Keep HOV Lane at Gowanus". New York Daily News.
- ^ a b "HOV Lanes". New York City Department of Transportation. Retrieved November 27, 2022.
- ^ a b c Kashiwagi, Sydney (November 27, 2018). "DOT agrees to keep Gowanus Expressway HOV lane open during 6 working holidays". silive. Retrieved November 27, 2022.
- ^ Held, James E. (May 1, 1999). "Currents of change: Can Brooklyn's Gowanus Canal be Cleaned Up?". E – The Environmental Magazine. Vol. 3, no. 10. Retrieved January 5, 2017.
- ^ "Gowanus Canal site description" (PDF). EPA. Archived from the original (PDF) on June 4, 2011. Retrieved March 10, 2010.
- ^ ISSN 0362-4331. Retrieved March 4, 2023.
- ^ a b c d "NYSDOT - Region 11 (New York City) Built and Unbuilt Arterial System". New York State Department of Transportation. Archived from the original on April 4, 2019. Retrieved September 17, 2021.
- ^ NYCDOT Bridges &Tunnels Annual Condition Report 2010 (PDF). New York City Department of Transportation. p. 199.
- ^ a b Siff, Andrew (October 5, 2016). "Automatic Tolls to Replace Gates at 9 NYC Spans: Cuomo". NBC New York. Retrieved December 25, 2016.
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