Interstate 495 (New York)
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Major junctions | ||||
West end | Queens–Midtown Tunnel portal in Murray Hill | |||
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East end | CR 58 in Calverton | |||
Location | ||||
Country | United States | |||
State | New York | |||
Counties | New York, Queens, Nassau, Suffolk | |||
Highway system | ||||
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Interstate 495 (I-495), commonly known as the Long Island Expressway (LIE
Spanning approximately 66 miles (106 km), I-495 traverses
The LIE designation, despite being commonly applied to I-495 in full, technically refers to the stretch of highway in
Route description
New York City
The highway begins at the western end of the
The expressway continues east as a six-lane highway, veering to the southeast to bypass
Although the LIE name officially begins outside the New York City border, almost all locals and most signage use "the Long Island Expressway" or "the LIE" to refer the entire length of I-495.[6] The service roads of I-495 are called Borden Avenue and Queens Midtown Expressway between I-278 and Queens Boulevard, and they are known as Horace Harding Expressway between Queens Boulevard and the Nassau County line.[4] The Horace Harding Expressway section follows the path of Horace Harding Boulevard (also previously called Nassau Boulevard),[7][8] which was named for J. Horace Harding (1863–1929), a finance magnate who directed the New York, New Haven and Hartford Railroad and the New York Municipal Railways System. Harding used his influence to promote the development of Long Island's roadways, lending strong support to Robert Moses's "great parkway plan". Harding also urged construction of a highway from Queens Boulevard to the Nassau County Line, in order to provide better access to Oakland Country Club, where he was a member. After his death, the boulevard he helped build was named for him. Horace Harding was not related to the former President Warren G. Harding.[9]
Nassau and Suffolk counties
Heading into Nassau County, the expressway contains a
From NY 112 east, the expressway runs through more rural, woodland areas on its trek towards
HOV restrictions
There is one HOV lane in each direction, in the median of the highway, between exit 32 (Little Neck Parkway), near the Queens–Nassau border, to exit 64 (NY 112), in central Suffolk County.[2] From 6:00 am to 10:00 am and from 3:00 pm to 8:00 pm Monday through Friday, the HOV lanes are limited to busses, motorcycles, and Clean Pass vehicles without occupancy requirement and passenger vehicles with at least two occupants. Trailers and commercial trucks are always prohibited therein.[10] Vehicles are only allowed to enter and exit the lanes at designated junctions.[11]
Originally, the HOV lanes were restricted to passenger vehicles with at least two occupants. Starting in 2006, drivers of certain hybrid vehicle models were allowed to use the lanes even if they were driving alone.[12] By 2014, over one-third of all traffic on the LIE between exits 32 and 64 used the HOV lane during peak hours. NYSDOT contemplated restricting the lanes to passenger vehicles with at least three occupants but ultimately decided against this change.[11]
History
I-495 was constructed in stages from 1940 to 1972.[13] Its completion was intended to alleviate congestion along local roads in Long Island.[13][14] Most of the highway in Queens was built as part of the Interstate Highway System, with 90 percent funding from the federal government and 10 percent from the New York state government. The portion of the highway in Nassau and Suffolk counties was built with equal funding from the federal and state governments.[15]
Construction of Queens segment
Queens–Midtown Expressway
The first piece of what is now I-495, the
Plans did not proceed further until March 1951, when Moses proposed constructing the six-lane Queens–Midtown Expressway between Laurel Hill and Queens boulevards. This was part of a larger, $30-million (equivalent to $282 million in 2023
The city government awarded the first construction contracts for the highway in July 1953.
Horace Harding Expressway
The LIE was built over much of Horace Harding Boulevard within eastern Queens and Power House Road within western Nassau County. Prior to the LIE's construction, the route was designated as NY 25D. As part of his March 1951 proposal for the Queens–Midtown Expressway, Moses proposed widening an 8.5-mile (13.7 km) stretch of Horace Harding Boulevard between Queens Boulevard and the Queens–Nassau border from 160 to 260 feet (49 to 79 m).[25][26] That May, the New York City Board of Estimate approved the widening of Horace Harding Boulevard and Power House Road and constructing an expressway in the road's median at a cost of $25 million (equivalent to $235 million in 2023[22]).[38] The project's cost had increased to $34 million (equivalent to $313 million in 2023[22]) by October 1952.[27] The same year, the New York State Department of Public Works later modified the highway's route in the vicinity of Little Neck Parkway, near the Queens–Nassau border, because of complaints from residents. At Little Neck Parkway, Horace Harding Boulevard continued northeast and then eastward, whereas the LIE was to take a more southerly path.[39]
Work began on the Horace Harding Expressway in 1955.[40] However, it soon encountered delays because of weather conditions, construction worker strikes, and difficulties in building across existing roads and swampy land.[40][41] Business owners along Horace Harding Boulevard complained that the project was reducing their income and isolating their businesses from surrounding neighborhoods.[42] A 1.5-mile (2.4 km) section of the LIE near Alley Pond Park in eastern Queens, between Cloverdale Boulevard in Bayside and Little Neck Parkway, officially opened on September 25, 1957.[43][44] The highway segment reduced the need for cars to use West Alley Road, a winding road that crossed the park.[43][45] Construction on the section between Queens Boulevard in Elmhurst and Parsons Boulevard in Pomonok was several years behind schedule,[46] but this section was open by mid-1959.[47] For several months, the highway abruptly terminated at Parsons Boulevard, and barriers funneled traffic onto the service road; the highway was extended to Peck Avenue in Fresh Meadows in late 1959.[48]
The section of the LIE west of the
Originally, I-495's westbound and eastbound roadways in Queens were separated by a median measuring three to eight feet (0.91 to 2.44 m) wide, with a chainlink fence and emergency telephones.[56] In 1960, state officials announced that they would install a Jersey barrier in the median between 207th Street and the Queens–Nassau border.[57] The remainder of the highway in Queens still contained chainlink fences, which were expensive to repair and could not prevent head-on collisions.[58] In 1970, work commenced on a two-year project to install a Jersey barrier in the median of I-495 from 108th Street to Little Neck Parkway, replacing a 12-foot-wide (3.7 m) median.[59]
Extension to Long Island
Plans for a 90-mile (140 km) highway, the Central Motor Expressway, extending east to Riverhead in Suffolk County, Long Island, were first reported by regional newspaper Newsday in late 1953.[60] This length included the Queens–Midtown Expressway, as well as the section of the Brooklyn–Queens Expressway south of the junction with the Queens–Midtown Expressway.[60][61] Suffolk County supervisors endorsed the plans soon after they were announced.[62] In 1954, New York State Governor Thomas E. Dewey approved plans for the LIE, extending 64 miles (103 km) between the Queens–Nassau border and Riverhead.[63][64] Moses and New York City mayor Robert F. Wagner Jr. said that the proposed highway would not charge tolls, regardless of whether the expressway received federal funding under the Federal-Aid Highway Act of 1952.[65] From the outset, a minimum speed limit of 40 mph (64 km/h) was enforced on the segment of the LIE in Nassau and Suffolk counties.[66]
Location | Long Island |
---|---|
Existed | 1958–1983 |
Nassau County
On September 30, 1958, the first section of the LIE outside New York City, a five-mile (8.0 km) segment from the Queens–Nassau county line to Willis Avenue in Roslyn Heights, officially opened to traffic.[67][68] The section of the LIE between Roslyn and the Nassau–Suffolk border was initially controversial; at a public hearing in late 1957, 100 homeowners criticized the alignment of that section of highway.[69] By early the next year, work had commenced on the section of the LIE between Guinea Woods Road (now Glen Cove Road) and Jericho Turnpike.[70] The New York state government awarded a construction contract for the section of the LIE between Jericho Turnpike and South Oyster Bay Road in June 1959.[71] This was followed in November 1959 by a contract for the section between South Oyster Bay Road and the Suffolk County border.[72][73]
The LIE was extended to Glen Cove Road in Roslyn on September 29, 1959, with ramps to and from the
Suffolk County
By 1958, it was estimated that the entire highway would not be completed until 1970.[41] Real-estate developers believed that the LIE's construction was not proceeding quickly enough,[82] and Suffolk County's supervisors also advocated for the highway to be completed as soon as possible.[83][84] Bidding for the first section of the LIE in Suffolk County, from the Nassau border to NY 110 in Melville, began in February 1960.[85] Supporters of the highway believed that its completion would reduce traffic on Long Island's west–east arterial roads.[14] Over the next decade, the completion of the LIE in Suffolk County spurred significant population growth in communities along its route.[86]
Over one-third of the LIE within Suffolk County—a 15-mile (24 km) section from Melville to Veterans Memorial Highway (now NY 454) near Islandia—was opened to traffic between 1962 and 1963.[81][87] A five-mile (8.0 km) extension of the LIE from Oyster Bay Road to NY 110 opened in August 1962, bringing the highway into Suffolk County.[88][89] The rest of the highway to Islandia was constructed simultaneously.[90] A 3.5-mile (5.6 km) extension from NY 110 to Deer Park Road opened in October 1962,[91] followed the next month by another 2.7-mile (4.3 km) segment from Deer Park Road to Commack Road.[92][93] A further 6.5-mile (10.5 km) extension opened to NY 454 in August 1963.[94][95]
Three more sections of the LIE, from Islandia to exit 71 near Riverhead, were completed in 1969 and 1970.
Modifications
Officials had originally predicted that the LIE would carry 80,000 vehicles per day by 1970.[15] In part, because of induced demand, the highway was ineffective in reducing traffic. By 1962, the LIE had reached its peak capacity, carrying between 125,000 and 150,000 vehicles per day.[14] Officials considered constructing four reversible lanes above the existing highway in Queens;[107][108] this plan would have cost about $100 million (equivalent to $771 million in 2023[22]).[109][110] New York City's commissioner of highways also proposed constructing a monorail to alleviate congestion on I-495 in Queens.[111] These plans did not come to fruition, and, by the late 1960s, average rush-hour speeds were about five miles per hour (8.0 km/h).[15][66] The Queens section of I-495 alone carried 180,000 vehicles per day.[15] Major chokepoints existed at the interchanges with I-278, the Grand Central Parkway, I-678, I-295, and the Cross Island Parkway. The westbound roadway between Junction Boulevard and 108th Street also suffered from severe congestion,[66] as did the eastbound roadway near Springfield Boulevard.[112] By 1972, the highway was being used by over 150,000 vehicles a day.[13]
State officials announced plans to designate the segment of the LIE east of I-295 as an Interstate highway following the passage of the Federal-Aid Highway Act of 1968.[113][114] The American Association of State Highway and Transportation Officials did not formally extend the I-495 designation from New York City to Riverhead until May 1984.[115] Subsequently, the entirety of the LIE was designated as I-495.[116]
Additional lanes in Queens
The ramp from the westbound I-495 to the westbound I-278 in Queens was so congested that a traffic light was installed on that ramp in 1962.[117] State officials planned to reconstruct the interchange, although the project was delayed for several years. In addition, they planned to build a six-lane viaduct above the existing highway between I-278 and 58th Street, which would carry traffic to and from the Queens–Midtown Tunnel.[118][119] In 1966, the New York City Board of Estimate approved plans to reconstruct the interchange with I-278 as a cloverleaf interchange;[120] the project was planned to cost around $70 million (equivalent to $502 million in 2023[22]) and take three years.[66][15] State officials awarded a contract for the project in June 1967,[121] and work began that October.[119] A ramp from the eastbound I-495 to I-278 opened in 1968.[122] Starting in 1971, one lane of I-495 between the Queens–Midtown Tunnel and Maurice Avenue was converted to a westbound HOV and bus lane during the morning rush hour.[123][124]
Plans to widen I-495 between I-278 and I-678 were announced by New York City mayor
Lighting and the HOV lanes
Initially, I-495 lacked street lights in Nassau and Suffolk counties.[132][133] As early as 1969, the county executive for Nassau County had advocated for the installation of street lights along a 15-mile (24 km) stretch of the LIE within that county.[133] Despite constant requests from Nassau County officials, no immediate plans were made until 1980, when the first streetlights were installed in eastern Nassau County. The state government planned to add about 1,425 lamps between the Queens–Nassau border and NY 112 (exit 64) since that segment of I-495 was heavily used. East of NY 112, vehicle usage dropped sharply, so no lights were planned.[132] The final streetlights were installed in 2002.[2]
As early as October 1968, state officials had wanted to widen the highway between I-295 and
Construction of the HOV lanes within Queens was delayed due to opposition from local officials and the New York City Department of Parks and Recreation.[142] The HOV segment in Queens was canceled altogether in 1998, when Governor George Pataki announced that the additional lanes between exits 30 and 32 in Queens would be entrance and exit lanes, rather than HOV lanes.[143] The HOV project would have rebuilt many bridges along I-495 between exits 33 and 40 in Nassau County. As a concession to homeowners, the HOV lanes were narrowed and built within the existing roadbed, and the bridges were largely kept as is.[144]
Late 1990s to present
Starting in 1998, I-495 was rebuilt between exit 15 (Van Dam Street) and exit 22 (Grand Central Parkway).[145] The renovation cost $200 million (equivalent to $349 million in 2023[22]) and entailed renovating the highway's main and service roads, improving bridges, and replacing drains.[2] The service roads for exit 19 were rebuilt between 74th Street and Queens Boulevard. There were also plans to rebuild westbound exit 16 to Greenpoint Avenue in Long Island City.[145]
The state announced a plan to renovate I-495 in the vicinity of Alley Pond Park and the Cross Island Parkway in 1995.[146] In 2000, Pataki and New York City mayor Rudy Giuliani announced that this segment of I-495 between exits 29 and 32, near Alley Pond Park and the Cross Island Parkway, would be rebuilt at a cost of $112 million (equivalent to $188 million in 2023[22]).[147][148][149] The project was announced after the cancelation of the HOV lanes within Queens.[149] Work started in August 2000 and was substantially completed by 2005.[150] The project included the restoration of 12 acres (4.9 ha) within the park, as well as the construction of new ramps to and from the Cross Island Parkway at exit 30.[145] As part of the reconstruction, two cloverleaf ramps were replaced with flyovers, the shoulders in each direction were converted into travel lanes, the westbound exit 31 to Douglaston Parkway was closed, and new collector–distributor ramps were installed east of the Cross Island Parkway interchange.[150][149]
Starting in 2004, NYSDOT examined proposals to reconfigure exit 22 with I-678 and the Grand Central Parkway in
Service roads and the proposed interchange
As I-495 was being built across Long Island, it was specifically designed to accommodate certain topographical conditions and proposed interchanges. Exit 30 was originally a partial cloverleaf interchange with the
Exit 40 originally had only same-directional offramps under the expressway providing access to realigned sections of NY 25. When exit 41 was originally constructed, it had no south-to-west connecting ramp. Westbound access to the expressway was provided at the nearby exit 40 onramp at NY 25.[158] An alternate design for exit 42 called for it to be similar to the one proposed for NY 135 and the Bethpage State Parkway,[159] and westbound exit 46 was originally a partial cloverleaf.[160][161] Exit 47 was never built; it had been intended for the extension of the Bethpage State Parkway near Washington Avenue in Plainview.[162] The site of exit 47 is now a truck inspection site between exits 46 and 48, which opened in 2006.[163]
The original right-of-ways for the service roads between exits 48 and 49 were intended to weave around the steep Manetto Hills area of the main road, rather than running parallel to the road as it does today. The land between the service road and the main road was reserved for housing developments. The right-of-way for the original westbound service road still weaves through the development on the north side of the road.
Exit 52 (Commack Road/
Prior to the construction of the interchange with
In the 1960s and 1970s, the Suffolk County Planning Department considered extending
Unbuilt expansions
Extensions of the expressway
Across Manhattan
Plans for I-495 called for it to extend across Manhattan on the Mid-Manhattan Expressway (MME, also called the Mid-Manhattan Elevated Expressway) to the Lincoln Tunnel, which it would follow into New Jersey and connect to I-95 in Secaucus. The I-495 designation was assigned to the New Jersey approach to the tunnel in anticipation of the MME being completed.[96] However, the project was canceled and the MME was officially removed from I-495 on January 1, 1970.[172] The New Jersey stretch of I-495 became Route 495 in 1979.[173]
Manhattan Borough President Samuel Levy first proposed the MME connector in 1936.[174] The plan called for an expressway link crossing Midtown Manhattan near 34th Street, then, as now, a heavily traveled crosstown surface street. The original idea was a pair of two-lane tunnels, the MME connecting the West Side Highway on Hudson River and the FDR Drive on the East River. By 1949, Moses had proposed a six-lane elevated expressway along 30th Street. The expressway was to have two exits, connecting to the West Side Highway and Lincoln Tunnel on the west side of Manhattan and also to the Queens–Midtown Tunnel and FDR Drive on the east side of the island.[175] It would be constructed within a 100-foot-wide (30 m) right-of-way immediately south of 30th Street. The viaduct would require substantial demolition of highrise buildings within Midtown Manhattan. Moses suggested charging tolls on the new roadway, which was estimated to cost $26 million (equivalent to $264 million in 2023[22]) to construct, excluding $23 million (equivalent to $233 million in 2023[22]) in land acquisition costs.[176]
A later proposal had the roadway situated 10 stories above valuable commercial real estate.
In December 1965, Moses canceled his plans for the MME due to opposition from the city government, which wanted to build a crosstown tunnel instead.
Across Suffolk County
Long Island lobbied to extend I-495 east over NY 495. The extension took place in the early 1980s, at which time the NY 495 signs were taken down and I-495 was extended to the east end of the LIE. The section of I-495 in the vicinity of the Lincoln Tunnel was redesignated as NY 495 at this time. The extension of I-495 to Riverhead makes the highway a spur, which should have an odd first digit according to the
Subway line
A
The LIE line was approved in July 1968.
Exit list
County | Location | mi[194][195] | km | Exit | Destinations | Notes |
---|---|---|---|---|---|---|
Uptown | Westbound exits from the Queens–Midtown Tunnel | |||||
– | 40th Street | Eastbound entrances to the Queens–Midtown Tunnel | ||||
East River | 1.01 | 1.63 | Queens–Midtown Tunnel (toll) | |||
QueensQueens | Hunters Point | 1.43 | 2.30 | Western end of freeway section | ||
13 | Borden Avenue – Pulaski Bridge | Eastbound exit and entrance | ||||
1.53 | 2.46 | 14 | Long Island City | Eastbound exit and westbound entrance; western terminus of NY 25A | ||
Ed Koch Queensboro Bridge | Westbound exit and entrance | |||||
2.34 | 3.77 | 16 | Hunters Point Avenue / Ed Koch Queensboro Bridge | Westbound exit and eastbound entrance | ||
2.61 | 4.20 | 17 | LaGuardia Airport | Signed as exits 17W (west) and 17E (east); no westbound access to I-278 east; exits 35E-W on I-278 | ||
Maspeth | 3.47 | 5.58 | 18 | Maurice Avenue | Eastbound exit is part of exit 17 | |
Grand Avenue | Westbound exit and eastbound entrance; part of exit 19 | |||||
5.27 | 8.48 | 19 | Rockaways | No eastbound entrance from Woodhaven Boulevard | ||
5.58 | 8.98 | 20 | Junction Boulevard | Westbound exit and eastbound entrance | ||
Corona | 6.91 | 11.12 | 21 | 108th Street | Westbound exit is part of exit 22A | |
7.25 | 11.67 | 22A | Eastern Long Island | Signed as exits 22A (east) and 22B (west) eastbound; exits 10W-E on Grand Central Parkway | ||
7.35 | 11.83 | 22B (WB) 22C (EB) | Kennedy Airport | Signed as exits 22C (I-678 south), 22D (I-678 north) and 22E (C.P. Blvd) eastbound; exits 12A-B on I-678 | ||
Flushing | 8.45 | 13.60 | 23 | Main Street | ||
9.10 | 14.65 | 24 | Kissena Boulevard | Eastbound access to 164th Street | ||
Fresh Meadows | 10.02 | 16.13 | 25 | Utopia Parkway / 164th Street / 188th Street – St. John's University | Signed for 188th Street eastbound and 164th Street westbound | |
11.04 | 17.77 | 26 | Francis Lewis Boulevard | Eastbound exit and westbound entrance | ||
Bronx | Signed as exits 27S (south) and 27N (north); exits 4E-W on I-295 | |||||
11.93 | 19.20 | 28 | Oceania Street / Francis Lewis Boulevard | Westbound exit and eastbound entrance; also serves 188th Street | ||
12.31 | 19.81 | 29 | Springfield Boulevard | |||
12.91 | 20.78 | 30 | East Hampton Boulevard / Douglaston Parkway | Eastbound exit only | ||
Whitestone Bridge | Signed as exits 31S (south) and 31N (north); no eastbound access to C.I. Pkwy north; exits 30E-W on Cross Island Parkway | |||||
Little Neck | 14.25 | 22.93 | 32 | Little Neck Parkway / Douglaston Parkway | No eastbound signage for Douglaston Parkway | |
CR 11) / Community Drive (CR 11A) – Great Neck | ||||||
♦ | HOV 2+ Lane east | Western terminus of HOV lane | ||||
CR 5B ) | ||||||
17.57 | 28.28 | 35 | Shelter Rock Road (CR 8) – Manhasset | Westbound exit is via exit 36 | ||
18.43 | 29.66 | 36 | Searingtown Road ( CR 101) – Port Washington | |||
Roslyn Heights | 18.95 | 30.50 | 37 | Willis Avenue – Mineola, Roslyn | ||
Jones Beach | Eastbound exit and westbound entrance; exit 29A on Northern Parkway | |||||
Jericho | 24.07 | 38.74 | 40 | NY 25 (Jericho Turnpike) – Mineola, Syosset | Signed as exits 40W (west) and 40E (east) | |
25.23 | 40.60 | 41 | NY 106 / NY 107 (N Broadway) – Hicksville, Oyster Bay | Signed as exits 41S (south) and 41N (north) | ||
26.05 | 41.92 | 42 | Northern State Parkway east – Hauppauge | Eastbound exit only | ||
New York | Westbound exit only | |||||
Syosset | 43A | Robbins Lane | Westbound exit and eastbound entrance | |||
27.07 | 43.56 | 43 | South Oyster Bay Road ( | |||
Syosset–Woodbury line | 27.83 | 44.79 | 44 | NY 135 – Seaford, Syosset | Signed as exits 44S (south) and 44N (north) eastbound; exits 13E-W on NY 135 | |
Woodbury | 28.17 | 45.34 | 45 | Manetto Hill Road – Plainview, Woodbury | Eastbound exit and westbound entrance | |
Plainview | 28.95 | 46.59 | 46 | Sunnyside Boulevard – Plainview | ||
29.65 | 47.72 | Truck inspection station (eastbound) | ||||
CR 110) – Old Bethpage, Farmingdale | ||||||
Suffolk | Melville | 31.82 | 51.21 | 49 | NY 110 – Amityville, Huntington | Signed as exits 49S (south) and 49N (north) |
Melville–Dix Hills line | 34.25 | 55.12 | 50 | Bagatelle Road – Dix Hills, Wyandanch | ||
Dix Hills | 35.87 | 57.73 | 51 | NY 231 – Babylon, Northport | ||
37.00 | 59.55 | Rest Area & Long Island Welcome Center (eastbound) | ||||
38.56 | 62.06 | 52 | CR 4 (Commack Road) – North Babylon, Commack | Westbound exit is part of exit 53 | ||
Brentwood–Commack line | 39.28 | 63.22 | 53 | Sagtikos State Parkway – Bay Shore, Kings Park | Exits S1E-W on Sagtikos Parkway | |
CR 7 (Wicks Road) | Now an unnumbered interchange via exit 53 | |||||
CR 67 (Motor Parkway) – Central Islip | ||||||
Islip, Smithtown | ||||||
Islandia | 44.30 | 71.29 | 57 | NY 454 – Patchogue, Commack | ||
45.64 | 73.45 | 58 | Old Nichols Road – Central Islip, Nesconset | |||
CR 93 (Ocean Avenue) – Oakdale, Ronkonkoma | ||||||
CR 29 (Ronkonkoma Avenue) – Lake Ronkonkoma, Sayville | ||||||
Holtsville | 51.24 | 82.46 | 62 | CR 97 (Nicolls Road) – Stony Brook, Blue Point | ||
Holtsville–Farmingville– Medford tripoint | 53.04 | 85.36 | 63 | CR 83 (North Ocean Avenue) – Mount Sinai, Patchogue | ||
Medford | 54.29 | 87.37 | 64 | NY 112 – Patchogue, Port Jefferson | ||
♦ | HOV 2+ Lane west | Eastern terminus of HOV lane | ||||
55.44 | 89.22 | 65 | CR 16 (Horse Block Road) – Centereach, Shirley | |||
CR 101 (Sills Road) – East Patchogue, Yaphank | ||||||
58.55 | 94.23 | 67 | CR 21 (Yaphank Avenue) – Yaphank, Brookhaven | |||
60.17 | 96.83 | 68 | CR 46 (William Floyd Parkway) – Wading River, Shirley | Signed as exits 68S (south) and 68N (north) westbound | ||
CR 25) – Wading River, Center Moriches | ||||||
65.25 | 105.01 | 70 | CR 111 south – Manorville, Eastport | Northern terminus of CR 111 | ||
Manorville–Calverton line | 69.27 | 111.48 | 71 | NY 24 south (CR 94) – Hampton Bays, Calverton | Eastbound exit and westbound entrance; northbound terminus of NY 24 | |
Calverton | 70.75 | 113.86 | 72 | NY 25 (Middle Country Road) – Riverhead, Calverton | Eastbound exit and westbound entrance | |
71.02 | 114.30 | 73 | Eastern terminus | |||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|
Mid-Manhattan Expressway (canceled)
If built, the MME would have had the following exits:[196]
mi | km | Destinations | Notes | |||||
---|---|---|---|---|---|---|---|---|
0.00 | 0.00 | I-495 west (Lincoln Tunnel) | Continuation into New Jersey | |||||
0.20 | 0.32 | NY 9A (West Side Elevated Highway) | ||||||
0.40 | 0.64 | 6th Avenue – Madison Square Park | ||||||
1.50 | 2.41 | FDR Drive | ||||||
1.65 | 2.66 | I-495 east (Queens–Midtown Tunnel) | Continuation into Queens | |||||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi |
See also
- 495 Productions– Reality show production company named for the highway
- L.I.E. – 2001 film whose title is based on the initials of the highway
Notes
- ^ Each letter in the abbreviation is spelled out.
References
- ^ Starks, Edward (January 27, 2022). "Table 2: Auxiliary Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways". FHWA Route Log and Finder List. Federal Highway Administration. Retrieved January 12, 2023.
- ^ a b c d e f Anderson, Steve. "Long Island Expressway". NYCRoads. Archived from the original on April 2, 2010. Retrieved March 18, 2010.
- ^ New York State Department of Transportation (January 2017). Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State (PDF). Archived (PDF) from the original on January 10, 2017. Retrieved January 15, 2017.
- ^ a b c d e Google (April 21, 2018). "I-495, New York" (Map). Google Maps. Google. Retrieved April 21, 2018.
- ^ Popik, Barry. "Entry from June 29, 2011 World's Longest Parking Lot (Long Island Expressway)". Archived from the original on September 29, 2013. Retrieved October 27, 2013.
- ^ "Long Island Expressway". Historical Sign Listings. New York City Department of Parks and Recreation. November 27, 2001. Archived from the original on October 10, 2012. Retrieved April 22, 2012.
- ^ "Plans Are Changed For Queens Subway: Traffic Crossings At Nassau And Woodhaven Boulevards Altered To Avoid Congestion. Viaduct Project Dropped; Main Driveway To Be Depressed, Side Routes To Be At Grade-- New Bids Due Soon". The New York Times. June 22, 1930. Archived from the original on September 28, 2015. Retrieved September 1, 2015.
- ^ "Highway Program Aids Long Island Growth". The New York Times. April 27, 1930. Retrieved June 27, 2015.
- ^ Walsh, Kevin (November 2013). "NYC Streets Featuring Full Names". Forgotten NY. Archived from the original on April 5, 2015. Retrieved June 14, 2015.
- ^ "HOV Lane Information". MetroPool Long Island. Archived from the original on October 25, 2010. Retrieved November 6, 2010.
- ^ a b Solnik, Claude (July 25, 2014). "20 years in the fast lane". Long Island Business News. Retrieved November 6, 2022.
- ISSN 0362-4331. Retrieved November 6, 2022.
- ^ ISSN 0362-4331. Retrieved November 5, 2022.
- ^ a b c Wood, Francis (January 30, 1962). "Dilemma of the 'Dream' Road". Newsday. p. 49. Retrieved November 5, 2022 – via newspapers.com.
- ^ ProQuest 915886409.
- ^ "$58,000,000 Tunnel to Queens Opened". The New York Times. November 16, 1940. p. 1. Archived from the original on April 20, 2018. Retrieved October 11, 2009.
- ^ New York (Map). Cartography by General Drafting. Esso. 1940.
- ^ a b New York with Pictorial Guide (Map). Cartography by General Drafting. Esso. 1942.
- State of New York Department of Public Works.
- ^ lagarchivist (September 11, 2009). "Queens Trolley in the 1930s: Future Sites of the Long Island Expressway". YouTube. Retrieved January 12, 2023.
- ISSN 0362-4331. Retrieved December 19, 2017.
- ^ Gross Domestic Product deflatorfigures follow the MeasuringWorth series.
- ^ "Road Plan Allots 60 Million To City; Agreement Reached On Terms Of Legislation At Albany By Moses And Board". The New York Times. February 20, 1945. Archived from the original on June 21, 2018. Retrieved June 21, 2018.
- ISSN 0362-4331. Retrieved October 31, 2022.
- ^ ProQuest 872995697.
- ^ ISSN 0362-4331. Retrieved November 2, 2022.
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External links
- Interstate 495 at Alps' Roads • New York Routes
- Interstate 495 - New York (AARoads.com)
- I-495 (Greater New York Roads)
- Long Island's Official Online Community & LIE Relief Site Archived March 28, 2007, at the Wayback Machine
- Long Island Expressway @ NYC Road Geek