Interstate 495 ( I-495 ) is an additional Interstate Highway in New York state, USA. I-495 locally refers to Long Island Express Lane ( KEING ), or just Toll Road . It is managed jointly by the New York State Department of Transport (NYSDOT), New York City Department of Transportation (NYCDOT), MTA Bridge and Tunnel (MTAB & amp; T), and the Port Authority of New York and New Jersey (PANYNJ).
Spanning approximately 71 miles (114 km) along the west-east axis, I-495 crosses Long Island from the western portal of the Queens-Midtown Tunnel in New York City city of Manhattan to CR 58 in Riverhead to the east. I-495 intersected with I-295 in Bayside, Queens, which links it to I-95. Distance of approximately 5 miles (8.0 km) in the Interstate's official appointment is in Queens, between I-278 on Long Island City and I-678 at Corona; this section of the highway is officially designated as the State Route of New York 495 (SR 495), although it has been signed as an Interstate Highway along.
The Long Island Expressway designation, though generally applicable to the I-495 in full, technically refers to a stretch of highway between Nassau and Suffolk County. Part of the Queens-Midtown Tunnel to Queens Boulevard is known as the Queens-Midtown Expressway , and the section between Queens Boulevard and Queens-Nassau county line is known as Horace Harding Expressway . The service roads that run parallel to both sides of the highway in Queens are signed by Horace Harding Expressway and Horace Harding Boulevard; from the Queens-Nassau line to Sills Road, they are designated as the Unofficial New York State 906A State Route and New York State Route 906B.
Video Interstate 495 (New York)
Route description
New York City
The highway begins in the western portal of the Queens-Midtown Tunnel in the Murray Hill section of Manhattan. The route runs eastward, passing under FDR Drive and East River as it passes through the Triborough Bridge and Tunnel Authority tunnel to Queens. Once on Long Island, the highway passes through a former tunnel toll and is known as the Queens-Midtown Expressway as it crosses the western part of the borough. One mile after entering Queens, I-495 met I-278 (Brooklyn-Queens Expressway) at exit 17. At this point, I-495 became a highway not signed NYÃ, 495, although it was still signed as the Interstate Highway. This continues as a restricted access road, on a generally easterly road, to Rego Park neighborhood, where it connects to New York State Route 25 (NY 25, named Queens Boulevard) and becomes the Horace Harding Expressway. NY 495 leads northeast through Corona to Flushing Meadows-Corona Park, chopping both the Grand Central Parkway and the Van Wyck Expressway (I-678) within the park boundary, where unsigned NYÃ, 495 ends and I-495 is officially resumed. Since the intersections in this area are close together, the highway employs two sets of collecting/distributor paths through this area: one between 69th and 99th Streets, and one between Grand Central Parkway and I-678.
The expressway continues east, turning southeast to pass through Kissena Park before curving northeast to meet the Clearview Expressway (I-295) on the northern edge of Cunningham Park. Past I-295, I-495 is bypassed by "Queens Giant", the oldest and tallest tree in the New York metropolitan area. The tree, located north of I-495 in Alley Pond Park, is visible from the highway lane in the west. To the east, the highway connects to the Cross Island Parkway at exit 31 at the park before exiting the New York City limits, crossing into Nassau County, and becoming the Long Island Expressway (LIE).
Although the name Long Island Expressway officially started outside the border of New York City, almost all locals and most signboards use "Long Island Expressway" or "the LIE" to refer to the entire length of I-495. The I-495 service road is called the "Queens-Midtown Expressway" between Brooklyn-Queens Expressway and Queens Boulevard, and "Horace Harding Expressway" between Queens Boulevard and Nassau County lines. They are generally signed like that like other city streets. It is common to refer to service paths with these names in local use, for example when referring to building locations along the way. The current guidance signs (and Queens residents) just call it the Long Island Expressway.
The Horace Harding Expressway section follows Horace Harding Boulevard's trail (also previously called Nassau Boulevard), named for Horace J. Harding (1863-1929), a financial figure who directed New York, New Haven and the Hartford Railroad and New York City Railway System. Harding uses his influence to promote the development of the streets of Long Island, providing strong support for "great parkway plan" Robert Moses. Harding also urged the construction of a highway from Queens Boulevard to the Nassau County Line, to provide better access to the Oakland Country Club, where he became a member. After his death, the boulevard he helped to wake up was named for him. Horace Harding is not associated with former President Warren G. Harding.
Nassau and Suffolk counties
Head to Nassau County, the High-Occupancy Vehicle Lane (HOV) highway, which starts at exit 33 and heads to Suffolk County center. On its flight through Nassau, it is the only east-west highway that does not exchange with Meadowbrook or Wantagh state parks, both ending south on the adjacent Northern State Parkway, which parallels LIE through the county. Two highways meet three times, though actually only once crossed at exit 46 near the district line. Nevertheless, the I-495 exchanges with the Seaford-Oyster Bay Expressway (NYÃ, 135) as well as the east-west highway, and often has heavy traffic. In Suffolk County, LIE continues the eight-track configuration with the HOV path for exit 64 (NY 112). At this point, the HOV path ends and the highway narrows to six lines; In addition, the concrete Jersey barrier provides the way to a wide grassy median, the surface of the asphalt road being replaced by a concrete surface, and the highway no longer illuminated by streetlights, reflecting the location of the road in a more rural area on Long Island.
From NY 112 east, the highway crosses the countryside, the jungle on the way to Riverhead. Exit 68 (William Floyd Parkway) marks the end of the service road, which is fragmented at this point. ExitÃ,70 (CRÃ, 111) at Manorville is the last full exchange, as it is the last intersection that allows traffic to head east, and the first to allow off west. After exit 71 (NYÃ, 24Ã,/Nugent Drive), the toll road begins to narrow as it approaches its eastern end. Until 2008, just before exit 72 (NY 25), three eastern lanes narrowed to two, which in turn narrowed almost immediately to a single lane at exit 73, which lies 800 feet (240 m) east of exit 72. On 2008, from two lanes, one lane is set to exit 72 and the other is to exit 73, which ends compaction into a single lane previously exit at exit 73. At exit 73, all traffic along the highway is diverted to a ramp to eastward CRÃ, 58, marking the east end of the route.
Maps Interstate 495 (New York)
History
Construction
A portion of the Long Island Expressway is along the road and the tramway highway that goes from the southern Long Island City to southern Flushing.
The Long Island Expressway was built gradually over three decades. The first part, the Queens-Midtown Tunnel connecting Manhattan and Queens, was opened for traffic on November 15, 1940. The highway connecting the tunnel to Laurel Hill Boulevard was built around the same time and was named "Midtown Highway". The tunnel, the Midtown Highway, and the Laurel Hill Boulevard segment between the highway and Queens Boulevard all became part of the NYA 24 in the mid-1940s. In the early 1950s, work began on the Eastern extension of the Midtown Highway. The road was completed to 61st Street in 1954, at which point it became known as the "Queens-Midtown Expressway". In 1956, the street was renamed "Long Island Expressway" and extended eastward to the intersection of Queens (NY 24 and NY 25) and Horace Harding (NY 25D) Boulevards. NY 24 was originally fixed at Laurel Hill Boulevard (at this point upgraded to the Brooklyn-Queens Expressway) and Queens Boulevard, however.
In east Queens and western Nassau County, LIE is built on most of Horace Harding Boulevard and Power House Road, designated as NY 25D. Part of the highway around Alley Pond Park was completed in 1958. Within two years, the highway opened from Manhattan to Roslyn Heights and was completely designated as NY 24. The long-time NY NY surface alignment from the highway to NYA 24A. However, part of the freeway west of the Clearview Expressway was also designated as I-495 in October 1958. LIE extended eastward to NY 25 in Jericho c. 1961 and to NYÃ, 110 in Melville c. 1962 . Around the same time, NY 24 was removed from LIE and moved to former surface leveling to the south while part of the eastern freeway from Clearview Expressway became NY 495.
More than a third of LIE's in Suffolk County - from Melville to the Veterans Memorial Highway (now NY 454) near Iceland - opened to traffic c. 1963 . Two more sections - from Iceland to exit 61 at Holbrook and from William Floyd Parkway to exit 71 near Riverhead - completed in the mid-1960s. The gap on the highway between Holbrook and William Floyd Parkway was filled in 1971, while 2 miles (3.2 km) of LIE from exit 71 to CR 58 opened for traffic on 28 June 1972.
Unsustainable subway line
The New York City Subway line along the Long Island Expressway corridor has been proposed in the Second British System Plan of 1929 and 1939 as an extension of the BMT Broadway Line east of the 60th Street Tunnel, when LIE called Nassau Boulevard and then Horace Harding Boulevard before the construction of the highway.
Another line was proposed in 1968 as part of the Program of Action. It will be separated from IND Queens Boulevard Line to the west of Woodhaven Boulevard station and go to Kissena Boulevard via the right parallel and bordering LIE. In Phase I, it will go to Kissena Boulevard at Queens College, and in Phase II, to Fresh Meadows and Bayside. The "Northeastern Queens" line will be built in conjunction with the planned toll road widening. The subway line will be placed under the toll road or service road, or in a widened LIE median in a manner similar to the Chicago "Blue" Blue Line. It had previously been proposed to run a line from the 63rd Street tunnel under the North Boulevard to Flushing (near the current Main Street station), then south below Kissena and Parsons Boulevards to meet LIE at Queens College.
The LIE line was approved in July 1968, In 1973, the final design for the Northeast Queens LIE line was published. However, by the end of that year, the LIE line was canceled because New York state voters had rejected the $ 3.5 billion bond size that would pay for five subway extensions, including the LIE line. This is the second time voters have rejected the issue of bonds to finance this extension, with the first on November 2, 1971 of $ 2.5 billion.
Extensions
In Manhattan
Plans for I-495 called for it to expand Manhattan on the Mid-Manhattan Expressway to the tunnel, which will follow to 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 completed Mid-Manhattan Toll Road. However, the project was canceled and the Mid-Manhattan Toll Road was officially removed from I-495 on 1 January 1970. The New Jersey stretch of I-495 became Route 495 in 1979.
Manhattan Borough President Samuel Levy first proposed the Mid-Manhattan Expressway connector in 1936. The plan is called for a highway that crosses downtown Manhattan near 34th Street, then, as now, a frequent border crossing. The initial idea was a pair of tunnels two laned, Mid-Manhattan Expressway or M.ME.E. (sometimes called the Mid-Manhattan Elevated Expressway) connecting the West Side Highway on the Hudson River and Franklin D. Roosevelt East River Drive on the East River. In 1949, Robert Moses, New York City Park Commissioner and Arterial Coordinator, proposed a six-lane highway along 30th Street. The freeway has two exits, to connect to the West Side Highway and Lincoln Tunnel on the west side of Manhattan, as well as to the Queens-Midtown Tunnel and FDR Drive on the east side of the island. It will be built within 100-feet (30 m) -right right of the road south of 30th Street. The above bridge will require large demolition of high-rise buildings in Midtown Manhattan. To cover construction costs, Moses advised to charge tolls on new roads, estimated to cost $ 26 million to build plus $ 23 million for land needed for the project.
The next proposal is a road located ten floors above the precious commercial real estate. Air rights on toll roads will be sold and new high-rise buildings will be built on toll roads; the building will be built under the viaduct as well. One of the fantastic variations favored by Mayor William O'Dwyer involved running the road through the Empire State Building itself, occupying the tenth and eleventh floors.
In 1963, plans for toll roads were completed and received the appointment of I-495. From elevated connections to 12th Avenue (NYA 9A) or the West Side Elevated Highway, the Mid-Manhattan Expressway will begin as a depressed six-lane road in the middle of 30th Street that extends to Tenth Avenue. At this point, it will swing to the north side of 30th Street to make connections between the Tenth and Ninth Streets, with the Lincoln Tunnel Tube Approach. Traveling east from this area, it will jump the Ninth Street, but go up so it jumps over Eighth Avenue and ultimately continues in Manhattan as an elevated structure. In the area between Eighth and Seventh Avenues, the road will cross to 30th Street and occupy 100Ã, ft (30 m) wide right road directly south of the highway. From here he will travel east as an elevated six-lane highway route, ten levels above the city streets to allow commercial development both above and below the skyway deck. After passing Second Avenue, the line will head north to follow the 30th Street alignment as a four-lane elevated highway lane elevated to connections with the East River or FDR Drive. Between First and Second Avenues, the ramps will be built to provide access to the Queens-Midtown Tunnel. In 1971, New York Governor Nelson Rockefeller canceled the Mid-Manhattan Toll Road, along with about a dozen other highway plans including I-78 through New York City, where another causeway known as the Lower Manhattan Expressway (LOMEX) became part of it.
Across Suffolk County
Long Island, meanwhile, lobbied to extend I-495 east over NY 495. The extension occurred in the early 1980s, by which time the NY 495 marks were lowered and I-495 extended to the eastern end of LIE. Section I-495 around the Lincoln Tunnel has been redesigned as the current NY 495. The I-495 extension to Riverhead makes a spur highway, which should have a weird first digits according to the Interstate Highway System numbering scheme. Even the first digit is usually set for passes, connectors, and beltways, like I-495 before the 1980s. A proposed Long Island Crossing will extend LIE on Long Island Sound to I-95 either in Guilford, Connecticut, Old Saybrook, Connecticut, or Rhode Island through a series of existing and man-made islands, but lack of funding as well as public opposition led to the collapse of proposals this.
CRÃ, 48 in Suffolk County was originally intended to be part of the North Fork extension of the Long Island Expressway.
Repair
From 1994 to 2005, high-occupancy vehicle lanes (HOV) were added to I-495. Beginning with a small section of Western Suffolk County, lines were added in later sections until completion on June 30, 2005. There is one HOV path in every direction, on the median highway. They are now running from exit 31 Cross Island Parkway to exit 64 at Medford in the center of Suffolk County. From 6 am to 10 am and from 3 pm to 8 pm Monday to Friday, subway lines are limited to buses, motorbikes and Clean Pass vehicles without occupancy and passenger requirements with at least two passengers. Commercial trailers and trucks are always banned in them.
I-495 has not had proper lighting along the route in Nassau and Suffolk for years. Therefore, the rider will be heading for total darkness after crossing the Queens-Nassau border. Despite constant demand from local Nassau officials, no immediate plans are made. Finally, in 1980, the first street lamps were installed in the eastern Nassau area. The last street lights were installed between exit doors 39 and 40 in 2002 in Nassau County.
Proposed service exchange and services
Since the Long Island Expressway is built on Long Island, it is specifically designed to accommodate certain topographical conditions and proposed arrangements. Exit 30 was originally a partial clover crossing with Cross Island Parkway. The east exit of the 30S is to Easthampton Boulevard with a connecting road to the South Cross Island Parkway. Exit 31 was originally just a west intersection for Douglaston Parkway; it was then combined with an exit for the Little Neck Parkway. Exit 39A is intended for a proposed extension of Wantagh State Parkway near Powell Road in Old Westbury. It was meant to be a full Y junction with the only east-to-south-only and north-to-west road-only on the road running under Powell Road.
Exit 40 initially only has the same off-ramps-directional under the expressway providing access to the realigned part of NY 25. When exit 41 was originally built, there was no road connecting south-to-west. Access to the west to the highway is provided at the nearest exit 40 on the road at NY 25. An alternate design for exit 42 calls him to be similar to the one proposed for NY 135 and Bethpage State Parkway, and the 46 west exit 46 initially leaves some clover. ExitÃ, 47 is intended for the expansion of Bethpage State Parkway near Washington Avenue in Plainview. It is a partial clover leaf with ramps off the south coast and only the ramps to the north in both directions. The south-to-south road will also have an additional connecting road to a two-way front road for development and an industrial area near exit 46. Exit 47 is now intended as a truck inspection site between exits 46 and 48.
The original road rights for service roads between exits 48 and 49 are intended to weave around the steep Manetto Hills area on the main road, rather than walking parallel to the way it is today. The land between the service road and the main road is provided for the construction of housing. The right road to the original western service path still enters through development on the north side of the road. The exit 49 is at first a clover crossing with an outer line connecting to the service ramp at a point closer to NY 110. This is preparation for a previously proposed upgrade of NY 110 on the Broad Hollow Expressway. After the project was canceled in the 1970s, the west-to-north highway was transferred to the nearest CRÃ, 3 (Pinelawn Road), and the original road was replaced by a park and up. The other outer ramp was eventually moved further away from NY 110.
Exit 52 (Commack Road/CR 4) is meant to move west to the intersection with the previously proposed Babylon-Northport Expressway (REAL 231) in about two parking areas. This ramp is accessible from the service road. The western off-ramp road and service road at exit 54 (Wicks Road/CR 7) originally ended at Long Island Motor Parkway, east of Wicks Road. The westbound road is wedged between the northwest corner of the Wicks Road bridge and exit 53. Excessive wefting between exits 52, 53, and 54 causes the NYSDOT to reconstruct the three intersections into one, and replace the west-to-south section. road to Sagtikos State Parkway with overpass. Exit 55A is intended to be a trumpet interchange for Hauppauge Spur from NY 347, between Long Island Motor Parkway (exit 55) and NY 111 (exit 56). The service streets are meant to get around the intersection, rather than walking parallel to the main road. The ramp on the east side of the Motor Parkway and the west side of NY 111 will be eliminated as part of the interchange construction. Between exits 57 and 58, there is a proposed extension of the Northern State Parkway.
Before the construction of the intersection with CR, 97 (Nicolls Road), exit 62 is to Morris Avenue and Waverly Avenue to the east, and Morris Avenue to the west. Between exit 63 and 64, the road to the east is meant to weave around the refill pool and replace the local residential road. Residents will stay on both sides of the service road, similar to the segment between exits 59 and 60. Exit 68 originally planned to be built as a clover crossroad without collective distributor's way. Also in the 1970s, the Suffolk Public Works Department proposed the expansion of East Main Street at Yaphank (CR 101) which will end at the western end of this intersection.
In the 1960s and 1970s, the Suffolk County Planning Department considered expanding CR 55 to Grumman Calverton Naval Air Station between exits 70 and 71. This would provide an additional exchange known as the 70A exit. Exit 71 itself is intended to be a cloverleaf junction with CRÃ, 94 (Nugent Drive) and Hamptons Spur from the Long Island Expressway. After the Hamptons Spur proposal was canceled, plans for exit 71 were changed to request a complete diamond exchange.
Exit list
Mid-Manhattan Expressway (canceled)
If built, the Mid-Manhattan Toll Road will have the following exit:
See also
- 495 Productions - Reality shows production companies named for highways
- L.I.E. - 2001 film whose title is based on the initials of the highway
References
External links
- Interstate 495 in Alps' RoadsÃ, o New York Route
- Interstate 495 - New York (AARoads.com)
- I-495 (Great Street New York)
- The Official Online Community of Long Island & amp; LIE Help Site
- Long Island Expressway @ NYC Road Geek
Source of the article : Wikipedia
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