View source for Interstate 495 (New York)

{{Redirect-distinguish|Long Island Expressway|Long Island Express}}
{{short description|Interstate Highway in New York}}
{{Use mdy dates|date=November 2022}}
{{Use American English|date=January 2023}}
{{Infobox road
| state = NY
| type = I
| route = 495
| map = {{maplink-road|from2=Interstate 495 (New York).map|from=New York State Route 906AB.map}}
| map_custom = yes
| map_notes = Map of [[Long Island]] with I-495 highlighted in red and service routes in blue
| alternate_name = 
| maint = [[New York State Department of Transportation|NYSDOT]], [[New York City Department of Transportation|NYCDOT]], [[MTA Bridges and Tunnels|TBTA]], and [[Port Authority of New York and New Jersey|PANYNJ]]
| length_mi = 66.38
| length_ref = <ref>{{cite web |last=Starks |first=Edward |date=January 27, 2022 |title=Table 2: Auxiliary Routes of the Dwight D. Eisenhower National System of Interstate and Defense Highways |url=https://www.fhwa.dot.gov/planning/national_highway_system/interstate_highway_system/routefinder/table02.cfm |access-date=January 12, 2023 |work=FHWA Route Log and Finder List |publisher=[[Federal Highway Administration]]}}</ref>
| established = 1958<ref name="nycr" />
| spur_type = I
| restrictions = No [[Dangerous goods|hazardous goods]] in [[Queens–Midtown Tunnel]]
| spur_of = 95
| direction_a = West
| terminus_a = [[Queens–Midtown Tunnel]] portal in [[Murray Hill, Manhattan|Murray Hill]]
| junction = {{Plainlist|
*{{Jct|state=NY|I|278}} in [[Long Island City]]
*{{jct|state=NY|I|678|Parkway|Grand Central}} in [[Flushing Meadows&ndash;Corona Park|Flushing Meadows Park]]
*{{Jct|state=NY|I|295}} in [[Bayside, Queens|Bayside]]
*{{jct|state=NY|Parkway|Cross Island}} in [[Alley Pond Park]]
*{{jct|state=NY|Parkway|Northern}} in  [[East Hills, New York|East Hills]] and [[Jericho, New York|Jericho]]
*{{jct|state=NY|NY|135}} in [[Syosset, New York|Syosset]]
*{{Jct|state=NY|Parkway|Sagtikos}} in [[Commack, New York|Commack]]
}}
| direction_b = East
| terminus_b = {{Jct|state=NY|CR|58|county2=Suffolk}} in [[Calverton, New York|Calverton]]
| counties = [[Manhattan|New York]], [[Queens]], [[Nassau County, New York|Nassau]], [[Suffolk County, New York|Suffolk]]
| previous_type = I
| previous_route = 490
| next_type = NY
| next_route = 531
}}

'''Interstate&nbsp;495''' ('''I-495''') is an [[auxiliary Interstate Highway]] in southeastern [[New York (state)|New York]] state. It is jointly maintained by the [[New York State Department of Transportation]] (NYSDOT), the [[New York City Department of Transportation]] (NYCDOT), [[MTA Bridges and Tunnels]] (TBTA), and the [[Port Authority of New York and New Jersey]] (PANYNJ). East of the [[Queens–Midtown Tunnel]], I-495 is known as the '''Long Island Expressway''' ('''LIE'''{{refn|group=note|Each letter in the abbreviation is spelled out.}}).

Spanning approximately {{convert|66|mi|km}}, I-495 traverses [[Long Island]] from the western portal of the [[Queens–Midtown Tunnel]] in the New York City borough of [[Manhattan]] to [[County Route 58 (Suffolk County, New York)|County Route&nbsp;58]] (CR&nbsp;58) in [[Riverhead (CDP), New York|Riverhead]] in the east. I-495 intersects with [[Interstate 295 (New York)|I-295]] in [[Bayside, Queens]], through which it connects with [[Interstate 95 in New York|I-95]]. The 2017 route log erroneously shows the section of highway between I-278 in [[Long Island City]] and I-678 in [[Corona, Queens|Corona]] as [[New York State Route 495]] (NY&nbsp;495).<ref name="2017log">{{cite book |url=https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/repository/2017%20tour-bk.pdf |title=Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State |author=[[New York State Department of Transportation]] |date=January 2017 |access-date=January 15, 2017 |archive-url=https://web.archive.org/web/20170110020634/https://www.dot.ny.gov/divisions/operating/oom/transportation-systems/repository/2017%20tour-bk.pdf |archive-date=January 10, 2017 |url-status=live }}</ref>

The LIE designation, despite being commonly applied to all of I-495 east of the Queens–Midtown Tunnel, technically refers to the stretch of highway in [[Nassau County, New York|Nassau]] and [[Suffolk County, New York|Suffolk]] counties. The section from the Queens Midtown Tunnel to [[Queens Boulevard]] is known as the '''Queens Midtown Expressway''', and the section between Queens Boulevard and the [[Queens County, New York|Queens]]–Nassau county line is known as the '''Horace Harding Expressway'''. The service roads which run parallel to either side of the expressway in [[Queens]] are signed as Borden Avenue and Queens Midtown Expressway and as Horace Harding Expressway and Horace Harding Boulevard; from the Queens–Nassau county line to Sills Road, they are designated as the unsigned '''New York State Route&nbsp;906A''' ('''NY&nbsp;906A''') and '''New York State Route&nbsp;906B''' ('''NY&nbsp;906B''').

==Route description==
===New York City===
[[File:2024-06-15 10 44 24 View west along Interstate 495 (Queens-Midtown Expressway-Long Island Expressway) from the overpass for Interstate 278 (Brooklyn-Queens Expressway) in Queens, New York City, New York.jpg|thumb|I-495 at the [[Brooklyn Queens Expressway]], heading west toward [[Manhattan]]]]
The highway begins at the western end of the [[Queens–Midtown Tunnel]] in the [[Murray Hill, Manhattan|Murray Hill]] section of [[Manhattan]]. The route heads eastward, passing under [[FDR Drive]] and the [[East River]] as it proceeds through the [[MTA Bridges and Tunnels|TBTA]]-maintained tunnel to [[Queens]]. Once on [[Long Island]], the highway passes through the site of the tunnel's former toll plaza and becomes the Queens–Midtown Expressway as it travels through the western portion of the [[Boroughs of New York City|borough]]. {{One2a|{{convert|1|mi|km|spell=In}}}} after entering Queens, I-495 meets [[Interstate 278|I-278]] ([[Brooklyn–Queens Expressway]]) at exit&nbsp;17, then briefly becomes a two-level, 12-lane highway traveling across [[Calvary Cemetery (Queens)|Calvary Cemetery]]. Merging into one level at Maurice Avenue, I-495 continues through the neighborhoods of [[Maspeth, Queens|Maspeth]], [[Elmhurst, Queens|Elmhurst]], and [[Rego Park, Queens|Rego Park]]. East of [[New York State Route&nbsp;25|NY&nbsp;25]] ([[Queens Boulevard]]) in Rego Park, I-495 becomes the Horace Harding Expressway. I-495 heads northeast through [[Corona, Queens|Corona]] to [[Flushing Meadows–Corona Park]], intersecting both the [[Grand Central Parkway]] and the [[Van Wyck Expressway]] ([[Interstate 678|I-678]]) within the park limits. Because the interchanges in this area are close together, the highway employs two sets of [[collector–distributor roads]] through this area: one between 69th and 99th streets and one between the Grand Central Parkway and I-678.<ref name="google">{{google maps|url=https://www.google.com/maps/place/I-495,+New+York/@40.8009757,-73.8944985,9z/data=!4m5!3m4!1s0x89e82f204be49485:0xf7d48ba206b10bb9!8m2!3d40.8009757!4d-73.3341958|title=I-495, New York|access-date=April 21, 2018}}</ref>

[[File:Long Island Expwy td (2021-02-17) 006.jpg|alt=Vehicles on a heavily congested highway|thumb|I-495 in [[Queens]] with heavy traffic. The LIE is locally known as "the world's longest parking lot".<ref>{{cite web|last=Popik|first=Barry|title=Entry from June 29, 2011 World's Longest Parking Lot (Long Island Expressway)|url=http://www.barrypopik.com/index.php/new_york_city/entry/worlds_longest_parking_lot_long_island_expressway_nickname/|access-date=October 27, 2013|archive-url=https://web.archive.org/web/20130929035121/http://www.barrypopik.com/index.php/new_york_city/entry/worlds_longest_parking_lot_long_island_expressway_nickname|archive-date=September 29, 2013|url-status=live}}</ref>]]

The expressway continues east as a six-lane highway, veering to the southeast to bypass [[Kissena Park]] before curving back to the northeast to meet the [[Clearview Expressway]] ([[Interstate 295 (New York)|I-295]]) at the northern edge of [[Cunningham Park]]. Past I-295, I-495 passes by the "[[Queens Giant]]", the oldest and tallest tree in the [[New York metropolitan area]]. The tree, located just north of I-495 in [[Alley Pond Park]], is visible from the highway's westbound lanes. To the east, the freeway connects to the [[Cross Island Parkway]] at exit&nbsp;31 in the park prior to exiting the park. The highway has one final interchange, Exit 32 for [[Little Neck Parkway]], before exiting the New York City limits, crossing into [[Nassau County, New York|Nassau County]] and becoming the LIE.<ref name=google/>

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.<ref>{{cite web |url=http://www.nycgovparks.org/about/history/historical-signs/listings?id=12404 |title=Long Island Expressway |publisher=[[New York City Department of Parks and Recreation]] |work=Historical Sign Listings |date=November 27, 2001 |access-date=April 22, 2012 |archive-url=https://web.archive.org/web/20121010213959/http://www.nycgovparks.org/about/history/historical-signs/listings?id=12404 |archive-date=October 10, 2012 |url-status=live }}</ref> 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.<ref name="google" /> The Horace Harding Expressway section follows the path of Horace Harding Boulevard (also previously called Nassau Boulevard),<ref name="NYTimes-QBL-PlansChanged-June1930">{{cite news|title=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.|url=https://www.nytimes.com/1930/06/22/archives/plans-are-changed-for-queens-subway-traffic-crossings-at-nassau-and.html|work=[[The New York Times]]|access-date=September 1, 2015|date=June 22, 1930|archive-url=https://web.archive.org/web/20150928015049/http://query.nytimes.com/gst/abstract.html?res=9D01E7D9113AEE32A25751C2A9609C946194D6CF|archive-date=September 28, 2015|url-status=live}}</ref><ref name="NYTimes-UnionTpkeIND-Mezz-1930">{{cite news|title=Highway Program Aids Long Island Growth|url=https://www.nytimes.com/1930/04/27/archives/highway-program-aids-long-island-growth-years-schedule-of-road-work.html|website=[[The New York Times]]|access-date=June 27, 2015|date=April 27, 1930}}</ref> 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]].<ref>{{cite web | url=http://forgotten-ny.com/2013/11/nyc-streets-featuring-full-names/ | title=NYC Streets Featuring Full Names | publisher=Forgotten NY | date=November 2013 | access-date=June 14, 2015 | author=Walsh, Kevin | archive-url=https://web.archive.org/web/20150405020333/http://forgotten-ny.com/2013/11/nyc-streets-featuring-full-names/ | archive-date=April 5, 2015 | url-status=live }}</ref>

===Nassau and Suffolk counties===
[[File:I-495 in Nassau County.jpg|thumb|I-495 in [[Nassau County, New York|Nassau County]] on [[Long Island]]]]
Heading into Nassau County, the expressway contains a [[high-occupancy vehicle]] (HOV) lane in each direction, which begins at exit&nbsp;33 and runs to central Suffolk County. I-495 and the adjacent [[Northern State Parkway]], which parallels the LIE through the county, meet three times, although they actually cross only once near exit&nbsp;46 near the county line in [[Plainview, New York|Plainview]].I-495 interchanges with the [[Seaford–Oyster Bay Expressway]] ([[New York State Route 135|NY&nbsp;135]]). In [[Suffolk County, New York|Suffolk County]], the LIE continues its eight-lane configuration with the HOV lane to exit&nbsp;64 ([[New York State Route 112|NY&nbsp;112]]). At this point, the HOV lane ends and the highway narrows to six lanes; additionally, the concrete [[Jersey barrier]] gives way to a wide, grassy [[Median strip|median]], the [[Asphalt concrete|asphalt]] road surface is replaced by a [[concrete]] surface, and the expressway is no longer illuminated by streetlights, reflecting the road's location in a more rural area of Long Island.<ref name=google/>

From NY&nbsp;112 east, the expressway runs through more rural, woodland areas on its trek towards [[Riverhead (CDP), New York|Riverhead]]. At exit 66 (County Route 101), the service roads become fragmented, and they fully terminate at exit&nbsp;68 ([[William Floyd Parkway]]). Exit&nbsp;70 ([[County Route 111 (Suffolk County, New York)|CR&nbsp;111]]) in [[Manorville, New York|Manorville]] is the last full interchange, as it is the last interchange that allows eastbound traffic on, and the first to allow westbound off. After exit&nbsp;71 ([[New York State Route 24|NY&nbsp;24]]/Nugent Drive), the expressway begins to narrow as it approaches its eastern terminus. Until 2008, just before exit&nbsp;72 (NY&nbsp;25), the three eastbound lanes narrowed to two, which, in turn, narrowed almost immediately to a single lane at exit&nbsp;73, which lies {{convert|800|ft|m}} east of exit&nbsp;72. {{As of|2008}}, of the two lanes, one lane is designated for exit&nbsp;72 and the other is for exit&nbsp;73, which ends the squeeze into a single lane that formerly existed at exit&nbsp;73. At exit&nbsp;73, all traffic along the expressway is diverted onto a ramp leading to eastbound [[County Route 58 (Suffolk County, New York)|CR&nbsp;58]], marking the east end of the route.<ref name=google/>

====HOV restrictions====
There is one HOV lane in each direction, in the median of the highway, between exit&nbsp;32 (Little Neck Parkway), near the Queens–Nassau border, to exit&nbsp;64 (NY&nbsp;112), in central Suffolk County.<ref name="nycr">{{cite web|url=http://www.nycroads.com/roads/long-island/|title=Long Island Expressway|last=Anderson|first=Steve|work=NYCRoads|archive-url=https://web.archive.org/web/20100402155918/http://www.nycroads.com/roads/long-island/|archive-date=April 2, 2010|url-status=live|access-date=March 18, 2010}}</ref> From 6:00&nbsp;am to 10:00&nbsp;am and from 3:00&nbsp;pm to 8:00&nbsp;pm Monday through Friday, the HOV lanes are limited to busses, motorcycles, and passenger vehicles with at least two occupants. Trailers and commercial trucks are always prohibited therein.<ref>{{cite web |url=http://www.4commute.com/commuters/hov.htm |title=HOV Lane Information |publisher=MetroPool Long Island |access-date=November 6, 2010 |archive-url=https://web.archive.org/web/20101025071051/http://4commute.com/commuters/hov.htm |archive-date=October 25, 2010 |url-status=dead }}</ref> Vehicles are only allowed to enter and exit the lanes at designated junctions.<ref name="Solnik 2014">{{cite web |last=Solnik |first=Claude |date=July 25, 2014 |title=20 years in the fast lane |url=https://libn.com/2014/07/25/20-years-in-the-fast-lane/ |access-date=November 6, 2022 |website=Long Island Business News}}</ref>

Originally, the HOV lanes were restricted to passenger vehicles with at least two occupants. In 2006, drivers of certain [[hybrid vehicle]] models were allowed to use the lanes even if they were driving alone under the Clean Pass Program.<ref name="nyt-2006-02-25">{{Cite news |last=Hakim |first=Danny |date=February 25, 2006 |title=Hybrid Cars to Get High-Occupancy Waiver |language=en-US |work=The New York Times |url=https://www.nytimes.com/2006/02/25/nyregion/hybrid-cars-to-get-highoccupancy-waiver.html |access-date=November 6, 2022 |issn=0362-4331}}</ref> However, The restriction was removed in 2025, after the Program ended. By 2014, over one-third of all traffic on the LIE between exits&nbsp;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.<ref name="Solnik 2014" />

==History==
I-495 was constructed in stages from 1940 to 1972.<ref name="nyt-1972-06-24">{{Cite news |last=Andelman |first=David A. |date=June 24, 1972 |title=L. I. Expressway Nears End of 32-Year Construction |language=en-US |work=The New York Times |url=https://www.nytimes.com/1972/06/24/archives/li-expressway-nears-end-of-32year-construction.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> Its completion was intended to alleviate congestion along local roads on Long Island.<ref name="nyt-1972-06-24" /><ref name="n112590356" /> Most of the highway in Queens was built as part of the [[Interstate Highway System]], with 90&nbsp;percent funding from the federal government and 10&nbsp;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.<ref name="p915886409">{{cite news |last=Unger |first=Mike |date=April 27, 1968 |title=Construction Ahead --For 20 Years: First they built the Long Island Expressway, and now they have to improve it. And if you think today's tieups are bad, just wait: there'll be more delays down the road |page=8W |work=Newsday |id={{ProQuest|915886409}}}}</ref>

===Construction of Queens segment===
==== Queens–Midtown Expressway ====
[[File:LIE Calvary Cem jeh.jpg|thumb|Crossing [[Calvary Cemetery (Queens)|Calvary Cemetery]] in [[Queens]]]]
The first piece of what is now I-495 – the [[Queens–Midtown Tunnel]], linking [[Manhattan]] and [[Queens]] – opened to traffic on November 15, 1940.<ref>{{cite news |title=$58,000,000 Tunnel to Queens Opened |url=https://www.nytimes.com/1940/11/16/archives/58000000-tunnel-to-queens-opened-3000-at-ceremony-opening-of-queens.html |newspaper=[[The New York Times]] |date=November 16, 1940 |page=1 |access-date=October 11, 2009 |archive-url=https://web.archive.org/web/20180420010547/https://www.nytimes.com/1940/11/16/archives/58000000-tunnel-to-queens-opened-3000-at-ceremony-opening-of-queens.html |archive-date=April 20, 2018 |url-status=live }}</ref> The highway connecting the tunnel to Laurel Hill Boulevard was built around the same time and named the "Midtown Highway".<ref>{{cite map |title=New York |publisher=[[Esso]] |year=1940 |cartography=[[General Drafting]]}}</ref><ref name="1942map">{{cite map |title=New York with Pictorial Guide |publisher=Esso |year=1942 |cartography=General Drafting}}</ref> The tunnel, the Midtown Highway, and the segment of Laurel Hill Boulevard between the highway and [[Queens Boulevard]] all became part of a realigned [[New York State Route 24|NY&nbsp;24]] in the mid-1940s.<ref name="1942map" /><ref>{{cite map |title=Official Highway Map of New York State |publisher=[[State of New York Department of Public Works]] |edition=1947–48 |cartography=General Drafting}}</ref> Parts of this highway were built on the [[Right-of-way (transportation)|right-of-way]] of a streetcar line that extended from [[Hunters Point, Queens|Hunters Point]] to southern [[Flushing, Queens|Flushing]].<ref>{{Cite web |last=lagarchivist |date=September 11, 2009 |title=Queens Trolley in the 1930s: Future Sites of the Long Island Expressway |url=https://www.youtube.com/watch?v=s449jDBcyWM |access-date=January 12, 2023 |website=[[YouTube]]}}</ref> In the 1940s, city planner [[Robert Moses]] proposed the construction of a system of highways that would traverse the New York City area.<ref>{{Cite news |last=Moscow |first=Warren |date=March 13, 1944 |title=Highway Network Proposed for City Hits Albany Snag |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1944/03/13/83966970.pdf |access-date=December 19, 2017 |issn=0362-4331}}</ref> The plan was to cost $800&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|800000000|1940}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}), and, in February 1945, the city agreed to pay $60&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|60000000|1945}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) of that cost.<ref>{{cite news |date=February 20, 1945 |title=Road Plan Allots 60 Million To City; Agreement Reached On Terms Of Legislation At Albany By Moses And Board |website=The New York Times |url=https://www.nytimes.com/1945/02/20/archives/road-plan-allots-60-million-to-city-agreement-reached-on-terms-of.html |url-status=live |access-date=June 21, 2018 |archive-url=https://web.archive.org/web/20180621070011/https://www.nytimes.com/1945/02/20/archives/road-plan-allots-60-million-to-city-agreement-reached-on-terms-of.html |archive-date=June 21, 2018}}</ref> That November, the city, state, and federal governments agreed to fund several new highways in New York City. Among these was the Queens Midtown Expressway, which was to cost $10.62 million (equivalent to ${{Formatprice|{{inflation|US-GDP|10620000|1945}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref name="nyt-1945-11-26">{{Cite news |date=November 26, 1945 |title=$285,000,000 Roads Planned for City; the Folks Back in the Old Country Are Proud of New York City's Mayor-elect |language=en-US |work=The New York Times |url=https://www.nytimes.com/1945/11/26/archives/285000000-roads-planned-for-city-the-folks-back-in-the-old-country.html |access-date=October 31, 2022 |issn=0362-4331}}</ref>

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 ${{Formatprice|{{inflation|US-GDP|30000000|1951}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) plan that also included the Horace Harding Expressway.<ref name="p872995697">{{cite news |date=March 12, 1951 |title=Moses Will Ask City For Expressway |page=27 |work=Newsday |id={{ProQuest|872995697}}}}</ref><ref name="nyt-1951-03-11">{{Cite news |last=Ingraham |first=Joseph C. |date=March 11, 1951 |title=New Expressway to Nassau Slated; Start on Mid-Manhattan Link by Widening Queens Approach Goes to Estimate Board Connecting With Other Routes Condemning of Property |language=en-US |work=The New York Times |url=https://www.nytimes.com/1951/03/11/archives/new-expressway-to-nassau-slated-start-on-midmanhattan-link-by.html |access-date=November 2, 2022 |issn=0362-4331}}</ref> By October 1952, the cost of the two projects had increased to $55&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|55000000|1952}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}), of which the Queens–Midtown Expressway was to cost $21&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|21000000|1952}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref name="p1320035827">{{cite news |date=October 10, 1952 |title=Queens Midtown Highway Link Construction to Start in Spring |page=11 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1320035827}}}}</ref> To help fund the Queens–Midtown Expressway, Moses reallocated funding from two other highway projects in early 1953.<ref name="nyt-1953-02-02">{{Cite news |date=February 2, 1953 |title=Highway Projects Revised by Moses; Triborough Authority to Drop 2 Bronx Expressways Owing to Hesitancy by the City |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/02/02/archives/highway-projects-revised-by-moses-triborough-authority-to-drop-2.html |access-date=November 2, 2022 |issn=0362-4331}}</ref> That October, the [[New York City Planning Commission]] approved a minor revision to the Queens–Midtown Expressway's route in [[Maspeth, Queens|Maspeth]] and [[Elmhurst, Queens|South Elmhurst]], thus reducing land acquisition costs by $769,000 (equivalent to ${{Formatprice|{{inflation|US-GDP|769000|1953}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref name="nyt-1953-10-29">{{Cite news |date=October 29, 1953 |title=Changes Approved in Queens Highway; City Plan Board Backs Shifts in the Midtown Tunnel Route Expected to Save $769,000 |language=en-US |work=The New York Times |url=https://www.nytimes.com/1953/10/29/archives/changes-approved-in-queens-highway-city-plan-board-backs-shifts-in.html |access-date=November 2, 2022 |issn=0362-4331}}</ref>

The city government awarded the first construction contracts for the highway in July 1953.<ref name="p1322502006">{{cite news |date=July 31, 1953 |title=Queens Road Contract Let, Building Starts in 2 Weeks |page=6 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1322502006}}}}</ref> The first section of the highway to open was the {{convert|1.1|mi|km|adj=on}} section between Laurel Hill Boulevard and Maurice Avenue, which opened on February 24, 1955. The six-lane highway ran through [[Calvary Cemetery (Queens)|Calvary Cemetery]].<ref name="nyt-1955-02-25">{{Cite news |date=February 25, 1955 |title=Road Opening in Queens Today Is First Link in New Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1955/02/25/archives/road-opening-in-queens-today-is-first-link-in-new-expressway.html |access-date=November 2, 2022 |issn=0362-4331}}</ref><ref name="p1328096968">{{cite news |date=February 25, 1955 |title=Expressway Unit in Queens to Open |page=9 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1328096968}}}}</ref> Afterward, the old Midtown Highway became known as the "Queens–Midtown Expressway".<ref>{{cite map|title=New York|publisher=[[Sunoco]]|cartography=[[Rand McNally and Company]]|year=1952}}</ref><ref>{{cite map|title=New York with Special Maps of Putnam–Rockland–Westchester Counties and Finger Lakes Region|publisher=Esso|cartography=General Drafting|edition=1955–56|year=1954}}</ref> The entire highway from Laurel Hill Boulevard (by this point upgraded into the [[Brooklyn–Queens Expressway]]) to the junction of Queens Boulevard (NY&nbsp;24 and [[New York State Route 25|NY&nbsp;25]]) and Horace Harding Boulevard ([[New York State Route 25D|NY&nbsp;25D]]) opened on November&nbsp;5, 1955. This {{convert|3.2|mi|km|adj=on}} section of the LIE had cost $29.5&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|29500000|1955}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) and was funded by the [[MTA Bridges and Tunnels|TBTA]], of which Moses was chair.<ref name="p1326055593">{{cite news |last=Ross |first=Don |date=November 6, 1955 |title=3 City Expressway Routes Are Opened: Harriman and Wagner Attend, Urge Vote for Roads Bond Issue |page=3 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1326055593}}}}</ref><ref name="nyt-1955-11-06">{{Cite news |last=Ingraham |first=Joseph C. |date=November 6, 1955 |title=Harriman Favors 'Yes' on Road Fund; Harriman Pleads for 'Yes' Vote On Bonds as 3 Road Links Open |language=en-US |work=The New York Times |url=https://www.nytimes.com/1955/11/06/archives/harriman-favors-yes-on-road-fund-harriman-pleads-for-yes-vote-on.html |access-date=October 31, 2022 |issn=0362-4331}}</ref> NY&nbsp;24 initially remained routed on Laurel Hill and Queens boulevards.<ref>{{cite map |title=New York with Special Maps of Putnam–Rockland–Westchester Counties and Finger Lakes Region |work=Esso |cartography=General Drafting |edition=1957 |year=1956}}</ref>

==== Horace Harding Expressway ====
[[File:Main St Horace Harding td 12 - LIE.jpg|thumb|I-495 as seen from the intersection of the Horace Harding Expressway and Main Street]]
The LIE was built over much of Horace Harding Boulevard within eastern Queens and Power House Road within western [[Nassau County, New York|Nassau County]]. Prior to the LIE's construction, the route was designated as NY&nbsp;25D. As part of his March 1951 proposal for the Queens–Midtown Expressway, Moses proposed widening an {{convert|8.5|mi|km|adj=on}} stretch of Horace Harding Boulevard between Queens Boulevard and the Queens–Nassau border from {{convert|160|to|260|ft|m}}.<ref name="p872995697" /><ref name="nyt-1951-03-11" /> 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&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|25000000|1951}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref>{{Cite news |date=May 24, 1951 |title=Plan Board Adopts Express Way Route; 8-Mile Section Across Queens to Nassau County Line to Be Financed by State |language=en-US |work=The New York Times |url=https://www.nytimes.com/1951/05/24/archives/plan-board-adopts-express-way-route-8mile-section-across-queens-to.html |access-date=November 2, 2022 |issn=0362-4331}}</ref> The project's cost had increased to $34&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|34000000|1952}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) by October 1952.<ref name="p1320035827" /> 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.<ref>{{cite web |date=July 26, 1952 |title=Nassau Road Route Set: Horace Harding Expressway Link to Cut Through Deepdale Club |url=https://www.nytimes.com/1952/07/26/archives/nassau-road-route-set-horace-harding-expressway-link-to-cut-through.html |access-date=June 21, 2018 |website=The New York Times}}</ref>

Work began on the Horace Harding Expressway in 1955.<ref name=":3" /> However, it soon encountered delays because of weather conditions, construction worker [[Strike action|strikes]], and difficulties in building across existing roads and swampy land.<ref name=":3">{{cite web|url=https://www.nytimes.com/1958/06/10/archives/road-crews-work-on-3-knots-here-queens-and-brooklyn-snarls-to-be.html|title=Road Crews Work on 3 'Knots' Here: Queens and Brooklyn Snarls to Be Unraveled by '60, Some Experts Predict|last=Stengren|first=Bernard|date=June 10, 1958|website=The New York Times|access-date=June 21, 2018|archive-url=https://web.archive.org/web/20180621194115/https://www.nytimes.com/1958/06/10/archives/road-crews-work-on-3-knots-here-queens-and-brooklyn-snarls-to-be.html|archive-date=June 21, 2018|url-status=live}}</ref><ref name="p884985282">{{cite news |last=Greene |first=Bob |date=September 16, 1958 |title=LI Wants Expwy., Gets Only Promises: What's Delaying the Expressway |page=1 |work=Newsday |id={{ProQuest|884985282}}}}</ref> Business owners along Horace Harding Boulevard complained that the project was reducing their income and isolating their businesses from surrounding neighborhoods.<ref name="nyt-1957-08-26">{{Cite news |last=Boenzi |first=Neal |date=August 26, 1957 |title=Building of Expressway Cuts Off Queens Stores From Customers; A Retailer's Nightmare Construction of New Queens Expressway Isolates Roadside Merchants |language=en-US |work=The New York Times |url=https://www.nytimes.com/1957/08/26/archives/building-of-expressway-cuts-off-queens-stores-from-customers-a.html |access-date=November 2, 2022 |issn=0362-4331}}</ref> A {{convert|1.5|mi|km|adj=on}} 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.<ref name="queenslink">{{cite web|url=https://www.nytimes.com/1957/09/24/archives/l-i-expressway-opens-queens-link-tomorrow.html|title=L. I. Expressway Opens Queens Link Tomorrow|date= September 24, 1957 |website=The New York Times|access-date= June 21, 2018 |archive-url=https://web.archive.org/web/20180621194125/https://www.nytimes.com/1957/09/24/archives/l-i-expressway-opens-queens-link-tomorrow.html|archive-date= June 21, 2018 |url-status=live}}</ref><ref>{{Cite news |last=Walling |first=Charles |date=September 24, 1957 |title=$8.75 Million Expwy Link to Open |pages=512 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112444794/875-million-expwy-link-to/ |access-date=November 2, 2022}}</ref> The highway segment reduced the need for cars to use West Alley Road, a winding road that crossed the park.<ref name="queenslink" /><ref>{{Cite news |date=September 26, 1957 |title=Expwy Link Slighted—Wait Till Weekend |pages=81 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112444851/expwy-link-slightedwait-till-weekend/ |access-date=November 2, 2022}}</ref> Construction on the section between Queens Boulevard in Elmhurst and Parsons Boulevard in [[Pomonok, Queens|Pomonok]] was several years behind schedule,<ref>{{Cite news |last=Walling |first=Charles |date=September 14, 1958 |title=3 More Miles to Open on L.I. Expressway |pages=114 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112450903/3-more-miles-to-open-on-li/ |access-date=November 3, 2022}}</ref> but this section was open by mid-1959.<ref name="nyt-1959-05-28">{{Cite news |last=Ingraham |first=Joseph C. |date=May 28, 1959 |title=Motorists Meet Building Snarls; 5 Big Construction Projects Lead Drivers to Detour From Usual Routes |language=en-US |work=The New York Times |url=https://www.nytimes.com/1959/05/28/archives/motorists-meet-building-snarls-5-big-construction-projects-lead.html |access-date=November 3, 2022 |issn=0362-4331}}</ref> 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, Queens|Fresh Meadows]] in late 1959.<ref>{{cite web |last=Godbout |first=Oscar |date=August 15, 1959 |title=Perilous Detour in Queens to End: Work on L. I. Expressway to Eliminate Barrier That Caused 31 Accidents |url=https://www.nytimes.com/1959/08/15/archives/perilous-detour-in-queens-to-end-work-on-l-i-expressway-to.html |url-status=live |archive-url=https://web.archive.org/web/20180621194158/https://www.nytimes.com/1959/08/15/archives/perilous-detour-in-queens-to-end-work-on-l-i-expressway-to.html |archive-date=June 21, 2018 |access-date=June 21, 2018 |website=The New York Times}}</ref>

The section of the LIE west of the [[Clearview Expressway]] was designated as I-495 in October 1958.<ref name="nycr" /> The [[windmill interchange]] with the Clearview Expressway ([[Interstate 295 (New York)|I-295]]) in Bayside was the last section of the LIE in New York City to be completed. Construction on that interchange had started in January 1959.<ref name="p1325619619">{{cite news |date=August 9, 1960 |title=L. I. Expressway To Be Formally Opened |page=3 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1325619619}}}}</ref><ref name="nyt-1960-08-09">{{Cite news |date=August 9, 1960 |title=L.I. Highway Link Will Open Friday; Clearview Interchange Will End Long Traffic-Snarling Detour in Queens |language=en-US |work=The New York Times |url=https://www.nytimes.com/1960/08/09/archives/li-highway-link-will-open-friday-clearview-interchange-will-end.html |access-date=November 3, 2022 |issn=0362-4331}}</ref> By early 1960, the LIE saw more than 120,000&nbsp;vehicles per day, although congestion frequently built up at Bayside. The marshy land in the vicinity of [[Flushing Meadows–Corona Park]] caused cracking on the expressway's pavement.<ref>{{cite web | last=Stengren | first=Bernard | title=L.I. Expressway 2d Busiest Here; 120,616 Vehicles Use Artery Daily -- Bottlenecks Are Problems in Bayside | website=The New York Times | date=February 7, 1960 | url=https://www.nytimes.com/1960/02/07/archives/li-expressway-2d-busiest-here-120616-vehicles-use-artery-daily.html | access-date= June 21, 2018 | archive-url=https://web.archive.org/web/20180621194038/https://www.nytimes.com/1960/02/07/archives/li-expressway-2d-busiest-here-120616-vehicles-use-artery-daily.html | archive-date= June 21, 2018 | url-status=live }}</ref> The {{convert|0.9|mi|km|adj=on}} segment of the LIE near the [[Clearview Interchange]], between Peck Avenue and 224th Street, officially opened on August 12, 1960.<ref>{{cite web|url=https://www.nytimes.com/1960/08/13/archives/18month-bottleneck-is-ended-on-ll-expressway-at-clearview.html|title=18-Month Bottleneck Is Ended On L.L. Expressway at Clearview|date=August 13, 1960|website=The New York Times|archive-url=https://web.archive.org/web/20180621194234/https://www.nytimes.com/1960/08/13/archives/18month-bottleneck-is-ended-on-ll-expressway-at-clearview.html|archive-date=June 21, 2018|url-status=live|access-date=June 21, 2018}}</ref> The interchange itself, which contained eight ramps and eight overpasses, was not open at the time because I-295 was still under construction.<ref name="p1325619619" /><ref name="nyt-1960-08-09" /> Between 1961 and 1963, in advance of the [[1964 New York World's Fair]], the NYSDOT built service roads along I-495 in Flushing Meadows–Corona Park,<ref name="nyt-1963-11-27">{{Cite news |date=November 27, 1963 |title=Main Road of L.I. Expressway Near Fair Site to Open Today; Section, Now 8 Lanes, Has Long Been a Bottleneck-- Some Work Remains |language=en-US |work=The New York Times |url=https://www.nytimes.com/1963/11/27/archives/main-road-of-li-expressway-near-fair-site-to-open-today-section-now.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> and it constructed a partial interchange with I-678.<ref name="p964419951">{{cite news |last=Beltrone |first=Art |date=December 30, 1963 |title=Drivers Get a Break |page=11 |work=Newsday |id={{ProQuest|964419951}}}}</ref><ref name="nyt-1963-12-28">{{Cite news |last=Stengren |first=Bernard |date=December 28, 1963 |title=All Major Roads to World's Fair Expected to Be Ready in a Month; New Queens Road to Open Monday |language=en-US |work=The New York Times |url=https://www.nytimes.com/1963/12/28/archives/all-major-roads-to-worlds-fair-expected-to-be-ready-in-a-month-new.html |access-date=November 1, 2022 |issn=0362-4331}}</ref>

Originally, I-495's westbound and eastbound roadways in Queens were separated by a median measuring {{convert|3|to|8|ft|spell=in|m}} wide, with a chainlink fence and emergency telephones.<ref name="p1325623186">{{cite news |last=Gleason |first=Gene |date=December 25, 1960 |title=Peril Seen in L. I. Expressway's Phone Sites: They're in Narrow Center Mall-- Motorists Must Cross the Road |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1325623186}}}}</ref> In 1960, state officials announced that they would install a [[Jersey barrier]] in the median between 207th Street and the Queens–Nassau border.<ref name="nyt-1960-05-12">{{Cite news |last=Stengren |first=Bernard |date=May 12, 1960 |title=Parkways Here to Get Dividers; State to Spend $2,500,000 to Prevent Accidents -- Jersey Also Acting |language=en-US |work=The New York Times |url=https://www.nytimes.com/1960/05/12/archives/parkways-here-to-get-dividers-state-to-spend-2500000-to-prevent.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> The remainder of the highway in Queens still contained chainlink fences, which were expensive to repair and could not prevent head-on collisions.<ref name="nyt-1964-02-09">{{Cite news |date=February 9, 1964 |title=City Finds Upkeep of Fences Costly; Carroll Urges .New Type of Barrier on Expressways |language=en-US |work=The New York Times |url=https://www.nytimes.com/1964/02/09/archives/city-finds-upkeep-of-fences-costly-carroll-urges-new-type-of.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> 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 {{Convert|12|ft|m|-wide|abbr=|adj=mid}} median.<ref>{{cite news |date=July 14, 1970 |title=L.I. Xway Divider Job Will Take Two Years |page=280 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/27212983/ |access-date=January 13, 2019 }}</ref>

=== Extension to Long Island ===
Plans for a {{convert|90|mi|km|adj=on}} highway, the Central Motor Expressway, extending east to [[Riverhead (CDP), New York|Riverhead]] in [[Suffolk County, New York|Suffolk County]], Long Island, were first reported by regional newspaper ''[[Newsday]]'' in late 1953.<ref name="p879637877">{{cite news |last=Bookbinder |first=Bernie |date=September 1, 1953 |title=Super Expressway to Link All LI |page=1 |work=Newsday |id={{ProQuest|879637877}}}}</ref> 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.<ref name="p879637877" /><ref name="p1322565897">{{cite news |date=December 4, 1954 |title=L. I. Survey Ready for New Roads: Work Due in '55 On Expressways |page=4 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1322565897}}}}</ref> Suffolk County supervisors endorsed the plans soon after they were announced.<ref name="p879634212">{{cite news |date=October 16, 1953 |title=Nassau Urges Speedup In Super-Expressway Plans |page=4 |work=Newsday |id={{ProQuest|879634212}}}}</ref> In 1954, New York State Governor [[Thomas E. Dewey]] approved plans for the LIE, extending {{convert|64|mi|km}} between the Queens–Nassau border and Riverhead.<ref>{{cite web |date=March 28, 1954 |title=Dewey Speeds L. I. Expressway: Approves Bill to Add 64 Miles: Governor Speeds L. I. Expressway |url=https://www.nytimes.com/1954/03/28/archives/dewey-speeds-l-i-expressway-approves-bill-to-add-64-miles-governor.html |url-status=live |archive-url=https://web.archive.org/web/20180621070000/https://www.nytimes.com/1954/03/28/archives/dewey-speeds-l-i-expressway-approves-bill-to-add-64-miles-governor.html |archive-date=June 21, 2018 |access-date=June 21, 2018 |website=The New York Times}}</ref><ref name="p1318051925">{{cite news |date=March 28, 1954 |title=Way Is Cleared by Dewey For 64-Mile L. I. Thruway |page=1 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1318051925}}}}</ref> 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]].<ref name="p898068127">{{cite news |date=August 23, 1955 |title=Moses, Wagner Say Expressway Will Be Toll-Free |page=7 |work=Newsday |id={{ProQuest|898068127}}}}</ref> From the outset, a minimum speed limit of {{Convert|40|mph|km/h|abbr=on}} was enforced on the segment of the LIE in Nassau and Suffolk counties.<ref name=":2">{{Cite news |last=Ingraham |first=Joseph C. |date=August 21, 1967 |title=L.I. Expressway to Be Snarled for Years; Improvements Begun but Many Obstacles Slow the Work L.I. Expressway to Be Snarled for Many Years |work=The New York Times |url=https://www.nytimes.com/1967/08/21/archives/li-expressway-to-be-snarled-for-years-improvements-begun-but-many.html |access-date=January 14, 2019 |issn=0362-4331}}</ref>

{{infobox road small
|header_type=former
|state=NY
|type=NY
|route=495
|location=[[Long Island]]
|established=1958
|decommissioned=1983
}}

==== Nassau County ====
[[File:I-495 From Parkside Drive, Roslyn Heights, Long Island, New York November 7, 2021 A.jpg|thumb|The LIE in [[Roslyn Heights, New York|Roslyn Heights]] looking west from Parkside Drive in 2021. This segment of the LIE between Willis Avenue and Glen Cove Road opened in 1959.]]
On September 30, 1958, the first section of the LIE outside New York City, a {{convert|5|mi|km|adj=on|spell=in}} segment from the Queens–Nassau county line to [[County Route E64 (Nassau County, New York)|Willis Avenue]] in [[Roslyn Heights, New York|Roslyn Heights]], officially opened to traffic.<ref>{{cite web |date=September 28, 1958 |title=News from the Field of Travel |url=https://www.nytimes.com/1958/09/28/archives/news-from-the-field-of-travel.html |url-status=live |archive-url=https://web.archive.org/web/20180621221206/https://www.nytimes.com/1958/09/28/archives/news-from-the-field-of-travel.html |archive-date=June 21, 2018 |access-date=June 21, 2018 |work=The New York Times}}</ref><ref name="p913529358">{{cite news |last=Greene |first=Bob |date=October 1, 1958 |title=Moses Bids State Snap L.I. Expwy. Land: Governor, Local Officials Open 1st Nassau Link of Expressway |page=3 |work=Newsday |id={{ProQuest|913529358}}}}</ref> The section of the LIE between Roslyn and the Nassau–Suffolk border was initially controversial; at a public hearing in late 1957, 100&nbsp;homeowners criticized the alignment of that section of highway.<ref name="nyt-1957-12-13">{{Cite news |date=December 13, 1957 |title=Hundreds Assail L. I. Road Section; Hearing Draws Homeowner Protests on Aspects of Expressway Proposal Five Hear Protests |language=en-US |work=The New York Times |url=https://www.nytimes.com/1957/12/13/archives/hundreds-assail-li-road-section-hearing-draws-homeowner-protests-on.html |access-date=November 2, 2022 |issn=0362-4331}}</ref> 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.<ref>{{Cite news |last=Dales |first=Douglas |date=March 21, 1958 |title=$62,000,000 L. I. Road Project Slated by Harriman for April |language=en-US |work=The New York Times |url=https://www.nytimes.com/1958/03/21/archives/62000000-l-i-road-project-slated-by-harriman-for-april.html |access-date=November 3, 2022 |issn=0362-4331}}</ref> 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.<ref name="p898306364">{{cite news |date=June 26, 1959 |title=Receive Bids On New Link Of LI Expwy |page=36 |work=Newsday |id={{ProQuest|898306364}}}}</ref> This was followed in November 1959 by a contract for the section between South Oyster Bay Road and the Suffolk County border.<ref name="nyt-1959-11-23">{{Cite news |date=November 23, 1959 |title=7.1 Million Is Bid For 3.27-Mile Link In L.I. Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1959/11/23/archives/71-million-is-bid-for-327mile-link-in-li-expressway.html |access-date=November 4, 2022 |issn=0362-4331}}</ref><ref name="p1325106862">{{cite news |date=November 20, 1959 |title=L. I. Expressway To Add 3 Miles |page=17 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1325106862}}}}</ref>

The LIE was extended to Glen Cove Road in Roslyn on September 29, 1959, with ramps to and from the [[Northern State Parkway]].<ref name=":4">{{cite web |date=September 26, 1959 |title=L. I. Expressway to Open 2 Links: Stretch at Roslyn and New Northern State Access to Go Into Use Tuesday |url=https://www.nytimes.com/1959/09/26/archives/l-i-expressway-to-open-2-links-stretch-at-roslyn-and-new-northern.html |url-status=live |archive-url=https://web.archive.org/web/20180621194152/https://www.nytimes.com/1959/09/26/archives/l-i-expressway-to-open-2-links-stretch-at-roslyn-and-new-northern.html |archive-date=June 21, 2018 |access-date=June 21, 2018 |work=The New York Times}}</ref><ref name="n112550373">{{Cite news |date=September 25, 1959 |title=Expressway Link Opens Tuesday |pages=8 |work=Newsday (Nassau Edition) |via=newspapers.com |url=https://www.newspapers.com/clip/112550373/expressway-link-opens-tuesday/ |access-date=November 4, 2022}}</ref> By this time, the LIE was continuous between Bayside and Roslyn.<ref name=":4" /> After the Clearview Interchange opened, the LIE was continuous between Manhattan and Roslyn, and it was designated in its entirety as NY&nbsp;24. The old surface alignment of NY&nbsp;24 south of the expressway became [[New York State Route 24A|NY&nbsp;24A]].<ref name="1960map">{{cite map|title=New York and New Jersey Tourgide<!--sic--> Map|publisher=[[Gulf Oil Company]]|cartography=Rand McNally and Company|year=1960}}</ref> The LIE was extended east from Glen Cove Road to [[New York State Route 106|NY&nbsp;106]]/[[New York State Route 107|NY&nbsp;107]] in [[Jericho, New York|Jericho]] on October 8, 1960,<ref name="nyt-1960-10-09">{{Cite news |last=Murphy |first=John F. |date=October 9, 1960 |title=Rockefeller Goes Stumping on L.I.; In 12 Hours He Dedicates Projects and Runs Train -- Fits in Politicking, Too |language=en-US |work=The New York Times |url=https://www.nytimes.com/1960/10/09/archives/rockefeller-goes-stumping-on-li-in-12-hours-he-dedicates-projects.html |access-date=November 5, 2022 |issn=0362-4331}}</ref><ref name="p1327468107">{{cite news |date=October 8, 1960 |title=Rockefeller to Dedicate 2 Road Projects |page=4 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327468107}}}}</ref> and was then opened to South Oyster Bay Road in [[Syosset, New York|Syosset]] in December 1960.<ref>{{cite web|url=https://www.nytimes.com/1960/12/16/archives/li-expressway-link-opened.html|title=L.I. Expressway Link Opened|date=December 16, 1960|website=The New York Times|access-date=June 21, 2018|archive-url=https://web.archive.org/web/20180621194406/https://www.nytimes.com/1960/12/16/archives/li-expressway-link-opened.html|archive-date=June 21, 2018|url-status=live}}</ref> By 1962, the NY&nbsp;24 designation was removed from the LIE and reassigned to its former surface alignment to the south, while the portion of the freeway east of the Clearview Expressway became NY&nbsp;495 (and later, I-495).<ref name="1961map">{{cite map|title=New York and Metropolitan New York|publisher=[[Sunoco]]|cartography=[[H.M. Gousha Company]]|year=1961|edition=1961–62}}</ref><ref name="1962map">{{cite map |title=New York with Sight-Seeing Guide |publisher=Esso |cartography=General Drafting |year=1962 |edition=1962}}</ref>

==== Suffolk County ====
By 1958, it was estimated that the entire highway would not be completed until 1970.<ref name="p884985282" /> Real-estate developers believed that the LIE's construction was not proceeding quickly enough,<ref name="p1323967799">{{cite news |date=August 3, 1958 |title=Developers Cite Need of Expressway: Speedup of New L. I. Road Urged |page=1C |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1323967799}}}}</ref> and Suffolk County's supervisors also advocated for the highway to be completed as soon as possible.<ref>{{Cite news |date=July 15, 1958 |title=State Road Delay Irks Suffolk Board |language=en-US |work=The New York Times |url=https://www.nytimes.com/1958/07/15/archives/state-road-delay-irks-suffolk-board.html |access-date=November 2, 2022 |issn=0362-4331}}</ref><ref name="p897667813">{{cite news |last=Bookbinder |first=Bernie |date=July 15, 1958 |title=Supervisors Urge Ave To Rush Expwy |page=13 |work=Newsday |id={{ProQuest|897667813}}}}</ref> Bidding for the first section of the LIE in Suffolk County, from the Nassau border to [[New York State Route 110|NY&nbsp;110]] in [[Melville, New York|Melville]], began in February 1960.<ref name="nyt-1960-02-11">{{Cite news |date=February 11, 1960 |title=State to Add Segment To the L. I. Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1960/02/11/archives/state-to-add-segment-to-the-l-i-expressway.html |access-date=November 4, 2022 |issn=0362-4331}}</ref> Supporters of the highway believed that its completion would reduce traffic on Long Island's west–east arterial roads.<ref name="n112590356">{{Cite news |last=Wood |first=Francis |date=January 30, 1962 |title=Dilemma of the 'Dream' Road |pages=49 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112590356/dilemma-of-the-dream-roadfrancis-wood/ |access-date=November 5, 2022}}</ref> Over the next decade, the completion of the LIE in Suffolk County spurred significant population growth in communities along its route.<ref name="p916077924">{{cite news |date=December 1, 1971 |title=Suffolk Growth Follows Expressway |page=16 |work=Newsday |id={{ProQuest|916077924}}}}</ref>

Over one-third of the LIE within Suffolk County—a {{Convert|15|mi|km|abbr=|adj=on}} section from Melville to Veterans Memorial Highway (now [[New York State Route 454|NY&nbsp;454]]) near [[Islandia, New York|Islandia]]—was opened to traffic between 1962 and 1963.<ref name="1962map" /><ref>{{cite map|title=New York Happy Motoring Guide|publisher=Esso|cartography=General Drafting|year=1963|edition=1963}}</ref> A {{Convert|5|mi|km|adj=on|spell=in}} extension of the LIE from Oyster Bay Road to NY&nbsp;110 opened in August 1962, bringing the highway into Suffolk County.<ref>{{cite web |date=August 16, 1962 |title=Expressway Link is Opened on L.I.; New 5-Mile Section Extends Highway to Route 110 in Suffolk County |url=https://www.nytimes.com/1962/08/16/archives/expressway-link-is-opened-on-li-new-5mile-section-extends-highway.html |url-status=live |archive-url=https://web.archive.org/web/20180705181403/https://www.nytimes.com/1962/08/16/archives/expressway-link-is-opened-on-li-new-5mile-section-extends-highway.html |archive-date=July 5, 2018 |access-date=July 5, 2018 |website=The New York Times |issn=0362-4331}}</ref><ref name="p1327141946">{{cite news |date=August 15, 1962 |title=L. I. Expressway Link to Open |page=15 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1327141946}}}}</ref> The rest of the highway to Islandia was constructed simultaneously.<ref name="p913539985">{{cite news |last1=Markowitz |first1=Sam |last2=Smith |first2=Ed |date=August 9, 1962 |title=Expressway Opens to Suffolk in Week |page=4 |work=Newsday |id={{ProQuest|913539985}}}}</ref> A {{convert|3.5|mi|km|adj=on}} extension from NY&nbsp;110 to Deer Park Road opened in October 1962,<ref name="nyt-1962-10-04">{{Cite news |date=October 4, 1962 |title=Expressway Adds 3 1/2-mile Section; Huntington Link Completes Half of Long Island Road |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/10/04/archives/expressway-adds-3-mile-section-huntington-link-completes-half-of.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> followed the next month by another {{convert|2.7|mi|km|adj=on}} segment from Deer Park Road to Commack Road.<ref name="nyt-1962-11-21">{{Cite news |date=November 21, 1962 |title=L.I. Expressway Strip Opened |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/11/21/archives/li-expressway-strip-opened.html |access-date=November 5, 2022 |issn=0362-4331}}</ref><ref name="p1325544599">{{cite news |date=November 20, 1962 |title=L. I. Expressway Grows 2.67 Mi |page=27 |work=New York Herald Tribune |issn=1941-0646 |id={{ProQuest|1325544599}}}}</ref> A further {{Convert|6.5|mi|km|adj=on}} extension opened to NY&nbsp;454 in August 1963.<ref>{{Cite news |date=August 21, 1963 |title=2 Road Sections Are Ready on L.I.; Expressway and Wantagh Extensions to Open |work=The New York Times |url=https://www.nytimes.com/1963/08/21/archives/2-road-sections-are-ready-on-li-expressway-and-wantagh-extensions.html |access-date=January 14, 2019 |issn=0362-4331}}</ref><ref name="n112590716">{{Cite news |date=August 21, 1963 |title=New Sections Ready on 2 Expressways |pages=27 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112590716/new-sections-ready-on-2-expressways/ |access-date=November 5, 2022}}</ref>

Three more sections of the LIE, from Islandia to exit&nbsp;71 near Riverhead, were completed in 1969 and 1970.<ref name="1965map">{{cite map |title=New York |publisher=[[Mobil]] |cartography=Rand McNally and Company |year=1965}}</ref><ref>{{cite map |title=New York |publisher=Esso |year=1968 |edition=1969–70 |cartography=General Drafting}}</ref> The {{convert|5.3|mi|km|adj=on}} segment from Veterans Memorial Highway to Patchogue–Holbrook Road was opened on October 27, 1966, by governor [[Nelson Rockefeller]].<ref>{{Cite news |last=Egan |first=Peter |date=October 14, 1966 |title=5.3-Mile Expwy Stretch To Be Opened by Rocky |pages=21 |work=Newsday |id={{ProQuest|915353304}} }}</ref> The discontinuous section of highway between [[William Floyd Parkway]] and exit&nbsp;71 opened in June 1969<ref>{{Cite news |date=June 10, 1969 |title=L.I. Expressway Section to Open |work=The New York Times |url=https://www.nytimes.com/1969/06/10/archives/li-expressway-section-to-open.html |access-date=January 14, 2019 |issn=0362-4331}}</ref><ref name="n112594899">{{Cite news |date=June 10, 1969 |title=July Opening Set on Expwy. Bids |pages=27 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112594899/july-opening-set-on-expwy-bids/ |access-date=November 5, 2022}}</ref> and was extended west to [[Holbrook, New York|Holbrook]] in December 1969.<ref>{{Cite news|url=https://www.nytimes.com/1969/12/17/archives/expressway-route-to-open.html|title=Expressway Route to Open|date=December 17, 1969|work=The New York Times|access-date=January 14, 2019|issn=0362-4331}}</ref><ref name="n112595093">{{Cite news |date=December 17, 1969 |title=Expressway Section Slated to Open Today |pages=25 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112595093/expressway-section-slated-to-open-today/ |access-date=November 5, 2022}}</ref> A {{convert|6|mi|km|adj=on|spell=in}} segment between Horseblock Road and Holbrook, connecting the two sections of the LIE, continued for several months.<ref name="n112595279">{{Cite news |last=Butler |first=William |date=May 24, 1970 |title=Horrors (and Hope) Ahead for Island Drivers |pages=127 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112595279/horrors-and-hope-ahead-for-island/ |access-date=November 5, 2022}}</ref><ref name="p915705897">{{cite news |last1=Morris |first1=Tom |last2=Smith |first2=Don |date=May 23, 1970 |title=Six Miles of Open Temptation |page=5 |work=Newsday |id={{ProQuest|915705897}}}}</ref> After this section opened on June 9, 1970, the LIE was continuous between Manhattan and Riverhead.<ref name="p915921289">{{cite news |last=Flusser |first=Martin |date=June 9, 1970 |title=East End Fears for Way of Life as Expressway Stretches Out |page=4 |work=Newsday |id={{ProQuest|915921289}}}}</ref> There were delays in constructing the easternmost {{convert|2|mi|km|spell=in}} of the LIE from exit&nbsp;71 to [[County Route 58 (Suffolk County, New York)|CR&nbsp;58]].<ref name="n112594899" /> The extension to CR&nbsp;58 opened to traffic on June 28, 1972.<ref>{{cite news |last=Eichel |first=Larry |date=June 29, 1972 |title=It's the End of the Road for the LIE |pages=502 |newspaper=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112596350/its-the-end-of-the-road-for-the-lie/ |access-date=November 5, 2022}}</ref><ref name="nyt-1972-06-24" />

===Modifications===
Officials had originally predicted that the LIE would carry 80,000&nbsp;vehicles per day by 1970.<ref name="p915886409" /> 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&nbsp;vehicles per day.<ref name="n112590356" /> Officials considered constructing four [[reversible lane]]s above the existing highway in Queens;<ref name="nyt-1962-09-26">{{Cite news |last=Maiorana |first=Ronald |date=September 26, 1962 |title=Barnes Suggests 2d Highway Deck; Says Aides Are Studying Plan for L.I. Expressway --Approval Is Needed |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/09/26/archives/barnes-suggests-2d-highway-deck-says-aides-are-studying-plan-for-li.html |access-date=November 5, 2022 |issn=0362-4331}}</ref><ref name="p899176383">{{cite news |last1=Swift |first1=Maurice |last2=Kwartler |first2=Dick |date=September 26, 1962 |title=Expressway Growing; Is It Outgrown |page=7 |work=Newsday |id={{ProQuest|899176383}}}}</ref> this plan would have cost about $100&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|100000000|1962}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref name="p913656928">{{cite news |date=October 4, 1963 |title=Barnes Explains Plan to Unclog Expwy |page=1 |work=Newsday |id={{ProQuest|913656928}}}}</ref><ref name="nyt-1963-07-15">{{Cite news |last=Ingraham |first=Joseph C. |date=July 15, 1963 |title=Barnes Offers 100-Million Plan To Triple L.I. Expressway Flow |language=en-US |work=The New York Times |url=https://www.nytimes.com/1963/07/15/archives/barnes-offers-100million-plan-to-triple-li-expressway-flow-plan-to.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> New York City's commissioner of highways also proposed constructing a monorail to alleviate congestion on I-495 in Queens.<ref name="nyt-1965-03-08">{{Cite news |date=March 8, 1965 |title=Monorail Proposed At L.I. Expressway To Ease Road Jam |language=en-US |work=The New York Times |url=https://www.nytimes.com/1965/03/08/archives/monorail-proposed-at-li-expressway-to-ease-road-jam.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> These plans did not come to fruition, and, by the late 1960s, average rush-hour speeds were about {{Convert|5|mph|km/h|abbr=|spell=in}}.<ref name="p915886409" /><ref name=":2" /> The Queens section of I-495 alone carried 180,000&nbsp;vehicles per day.<ref name="p915886409" /> 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,<ref name=":2" /> as did the eastbound roadway near Springfield Boulevard.<ref name="nyt-1970-06-28">{{Cite news |last=Burks |first=Edward C. |date=June 28, 1970 |title=Battle of the Bottleneck Rumbling On |language=en-US |work=The New York Times |url=https://www.nytimes.com/1970/06/28/archives/battle-of-the-bottleneck-rumbling-on.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> By 1972, the highway was being used by over 150,000&nbsp;vehicles a day.<ref name="nyt-1972-06-24" />

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]].<ref name="p915941810">{{cite news |last=Unger |first=Mike |date=October 31, 1968 |title=10 Lanes for Nassau LI Expwy |page=5 |work=Newsday |id={{ProQuest|915941810}}}}</ref><ref name="nyt-1968-10-31">{{Cite news |date=October 31, 1968 |title=$2-Billion Asked for State Roads; U.S. Aid Is Sought to Help to Build 20 Superhighways |language=en-US |work=The New York Times |url=https://www.nytimes.com/1968/10/31/archives/2billion-asked-for-state-roads-us-aid-is-sought-to-help-to-build-20.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> 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.<ref name="AASHTO1984">{{cite web |date=May 23, 1984 |title=Route Numbering Committee Agenda |url=https://en.wikisource.org/wiki/Page%3AAASHTO_USRN_1984-05-23.pdf/4 |access-date=2022-11-26 |publisher=American Association of State Highway and Transportation Officials |page=4}}</ref> Subsequently, the entirety of the LIE was designated as I-495.<ref name="Valenti 2022">{{cite web |last=Valenti |first=John |date=June 26, 2022 |title=50 years of the LIE: Love or hate, it's 'hard to imagine' Long Island without it |url=https://www.newsday.com/long-island/lie-expressway-history-construction-twu1qzc1 |access-date=November 5, 2022 |website=Newsday}}</ref>

==== Additional lanes in Queens ====
[[File:2024-06-13 10 10 47 View west from 58th Street at Interstate 495 (Queens-Midtown Expressway-Long Island Expressway) in Queens, New York City, New York.jpg|thumb|right|Double-decker section of I-495 in Queens, just east of the BQE]]
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.<ref name="nyt-1962-09-05">{{Cite news |date=September 5, 1962 |title=Expressway Ramp to Get Stop Light |language=en-US |work=The New York Times |url=https://www.nytimes.com/1962/09/05/archives/expressway-ramp-to-get-stop-light.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> 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.<ref>{{Cite news |date=December 21, 1965 |title=Viaduct Will Link Ex'ways to Ease Jams |pages=84 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112591506/viaduct-will-link-exways-to-ease-jams/ |access-date=November 5, 2022}}</ref><ref name="Guide Tells How to Skip Ex'ways">{{Cite news |date=November 8, 1967 |title=Guide Tells How to Skip Ex'ways |pages=1115 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112591060/guide-tells-how-to-skip-exways/ |access-date=November 5, 2022}}</ref> In 1966, the New York City Board of Estimate approved plans to reconstruct the interchange with I-278 as a [[cloverleaf interchange]];<ref>{{Cite news|url=https://www.nytimes.com/1966/05/21/archives/32million-queens-cloverleaf-approved-by-board-of-estimate-it-will.html|title=$32-Million Queens Cloverleaf Approved by Board of Estimate; It Will Link Brooklyn-Queens and Long Island Expressways 50 Maspeth Homeowners Protest Vainly|last=Bennett|first=Charles G.|date=May 21, 1966|work=The New York Times|access-date=January 14, 2019|issn=0362-4331}}</ref> the project was planned to cost around $70&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|70000000|1966}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) and take three years.<ref name=":2" /><ref name="p915886409" /> State officials awarded a contract for the project in June 1967,<ref name="n112593389">{{Cite news |date=June 3, 1967 |title=$43 Million Bids Win Vast Exp'wy Contracts |pages=306 |work=New York Daily News |via=newspapers.com |url=https://www.newspapers.com/clip/112593389/43-million-bids-win-vast-expwy/ |access-date=November 5, 2022}}</ref> and work began that October.<ref name="Guide Tells How to Skip Ex'ways"/> A ramp from the eastbound I-495 to I-278 opened in 1968.<ref>{{Cite news|url=https://www.nytimes.com/1968/09/16/archives/queens-changes-in-effect-on-li-expressway-today.html|title=Queens Changes in Effect On L.I. Expressway Today|date=September 16, 1968|work=The New York Times|access-date=January 14, 2019|issn=0362-4331}}</ref> 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.<ref name="nyt19711027">{{cite news |last=Carmody |first=Deirdre |date=October 27, 1971 |title=Special Rush-Hour Bus Lane Makes Expressway a Breeze |work=The New York Times |url=https://www.nytimes.com/1971/10/27/archives/special-rushhour-bus-lane-makes-expressway-a-breeze.html |access-date=April 21, 2018 |issn=0362-4331}}</ref><ref name="p916078815">{{cite news |last=Sullivan |first=James W. |date=October 26, 1971 |title=Buses Get Express Lane to City |page=26 |work=Newsday |id={{ProQuest|916078815}}}}</ref>

Plans to widen I-495 between I-278 and I-678 were announced by New York City mayor [[John Lindsay]] in January 1968. Two additional [[local lanes]] would be built beside the three existing lanes in each direction.<ref name="p915695623">{{cite news |date=January 27, 1968 |title=LI Expwy. to Be Widened in Queens |page=6 |work=Newsday |id={{ProQuest|915695623}}}}</ref><ref name=":5">{{Cite news|url=https://www.nytimes.com/1968/01/27/archives/city-to-widen-a-5mile-stretch-of-l-i-expressway-in-queens-plans.html|title=City to Widen a 5-Mile Stretch Of L. I. Expressway in Queens; Plans Call for 4 New Lanes Along the Busiest Section|last=Ingraham|first=Joseph C.|date=January 27, 1968|work=The New York Times|access-date=January 14, 2019|issn=0362-4331}}</ref> The plans were postponed in 1974 after state voters failed to approve a bond issue that would have funded the project.<ref name="nyt-1974-07-06">{{Cite news |last=Burks |first=Edward C. |date=July 6, 1974 |title=State to Restudy L.I. Expressway Plan |language=en-US |work=The New York Times |url=https://www.nytimes.com/1974/07/06/archives/state-to-restudy-li-expressway-plan-state-halts-plan-for-li-highway.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> By 1976, officials were again seeking to widen I-495 using federal funds.<ref name="nyt-1976-05-19">{{Cite news |date=May 19, 1976 |title=Two More Lanes, Sought for Section Of L.I. ExpressWay |language=en-US |work=The New York Times |url=https://www.nytimes.com/1976/05/19/archives/two-more-lanes-sought-for-section-of-li-expressway.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> The federal government gave $270&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|270000000|1970}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) for the widening of I-495 in the 1970s,<ref name="NYDN-Decongesting-1981" /> but the state government decided in 1978 to divide this funding among several projects.<ref name="NYDN-Decongesting-1981" /><ref name=":0" /> The state allocated $80&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|80000000|1978}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) to improve medians and widen shoulders on I-495 in Queens.<ref name=":0">{{cite web | last=Dembart | first=Lee | title=City to Ask Trade-In of Aid Set for L.I. Expressway | website=The New York Times | date=December 23, 1978 | url=https://www.nytimes.com/1978/12/23/archives/city-to-ask-tradein-of-aid-set-for-li-expressway-city-to-ask.html | access-date=January 2, 2019}}</ref> By the 1980s, the stretch of I-495 between I-278 and the Grand Central Parkway was frequently carrying 110&nbsp;percent of its capacity,<ref name="NYDN-Decongesting-1981" /> and there were frequent accidents.<ref name="nyt-1982-09-02">{{Cite news |last=Norman |first=Michael |date=September 2, 1982 |title=Misery a Commuter On L.I. Expressway |language=en-US |work=The New York Times |url=https://www.nytimes.com/1982/09/02/nyregion/misery-a-commuter-on-li-expressway.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> In 1981, officials proposed several improvements for that highway segment, including adding a two-lane grade-separated service road between the two highways, realigning service roads at 69th and 108th streets, and improving entrance and exit ramps.<ref name="NYDN-Decongesting-1981">{{cite news|title=Paving way for decongesting LIE|first=Gus|last=Dallas|work=New York Daily News|access-date=January 2, 2019|date=October 4, 1981|via=newspapers.com |url=https://www.newspapers.com/clip/26755201/paving_way_for_decongesting_lie/|page=491}}</ref>

[[File:2024-06-13 11 24 05 View west along Interstate 495 (Horace Harding Expressway-Long Island Expressway) from the pedestrian overpass at 99th Street in Queens, New York City, New York.jpg|thumb|right|I-495 westbound in LeFrak City, Queens]]

==== Lighting and the HOV lanes ====
Initially, I-495 lacked [[street light]]s in Nassau and Suffolk counties.<ref name=":6" /><ref name="p915924527">{{cite news |last=Pride |first=Don |date=December 26, 1969 |title=Nick Moves to Light Expressway |page=13 |work=Newsday |id={{ProQuest|915924527}}}}</ref> As early as 1969, the county executive for Nassau County had advocated for the installation of street lights along a {{Convert|15|mi|km|adj=on}} stretch of the LIE within that county.<ref name="p915924527" /> 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&nbsp;lamps between the Queens–Nassau border and NY&nbsp;112 (exit&nbsp;64) since that segment of I-495 was heavily used. East of NY&nbsp;112, vehicle usage dropped sharply, so no lights were planned.<ref name=":6">{{cite web |last=McQuiston |first=John T. |date=April 12, 1981 |title=Lights Go Up on the Expressway |url=https://www.nytimes.com/1981/04/12/nyregion/lights-go-up-on-the-expressway.html |access-date=January 10, 2019 |website=The New York Times}}</ref> The final streetlights were installed in 2002.<ref name="nycr" />

As early as October 1968, state officials had wanted to widen the highway between I-295 and [[New York State Route 135|NY&nbsp;135]] from 6 to 10&nbsp;lanes.<ref name="p915941810" /> In late 1988, the New York state government proposed adding a fourth lane in each direction to I-495 between Jericho and Medford.<ref>{{cite web | title=Pact to Widen L.I. Expressway Is Announced | website=The New York Times | date=September 29, 1988 | url=https://www.nytimes.com/1988/09/29/nyregion/pact-to-widen-li-expressway-is-announced.html | access-date=January 2, 2019}}</ref><ref name="n112629815">{{Cite news |last=Arneberg |first=Marianne |date=September 29, 1988 |title=Accord Reached on Road Funds |pages=31 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112629815/accord-reached-on-road-fundsmarianne/ |access-date=November 6, 2022}}</ref> Following the passage of a $3-billion (equivalent to ${{Formatprice|{{inflation|US-GDP|3000000000|1988}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) [[bond issue]] that year, the state proposed marking the additional lanes as [[HOV]] lanes.<ref name="n112629667">{{Cite news |last=Gordy |first=Molly |date=December 14, 1988 |title='Car Pool Only' Eyed for 4th Lane of LIE |pages=2 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112629667/car-pool-only-eyed-for-4th-lane-of/ |access-date=November 6, 2022}}</ref> The state approved the construction of these lanes east of the [[Cross Island Parkway]] in 1991.<ref>{{cite web | last=Lyall | first=Sarah | title=Long Island Expressway to Get a Fourth Lane, for Ride Sharers | website=The New York Times | date=January 3, 1991 | url=https://www.nytimes.com/1991/01/03/nyregion/long-island-expressway-to-get-a-fourth-lane-for-ride-sharers.html | access-date=January 2, 2019}}</ref> The lanes were built in sections. The first section to open, a {{Convert|12|mi|km|adj=on}} section in western Suffolk County, was opened in May 1994;<ref>{{Cite news|url=https://www.nytimes.com/1994/05/26/nyregion/for-traffic-jammed-drivers-on-long-island-12-miles-of-relief.html|title=For Traffic-Jammed Drivers on Long Island, 12 Miles of Relief|date=May 26, 1994|work=The New York Times|access-date=January 2, 2019|issn=0362-4331}}</ref> two additional sections opened in 1998 and 1999.<ref name="nyt-2005-07-10">{{Cite news |last=Toy |first=Vivian S. |date=July 10, 2005 |title=H.O.V. Lane, Done at Last. Does It Work? |language=en-US |work=The New York Times |url=https://www.nytimes.com/2005/07/10/nyregion/nyregionspecial2/hov-lane-done-at-last-does-it-work.html |access-date=November 6, 2022 |issn=0362-4331}}</ref> The lanes soon became well known due to a combination of advertising and free publicity in news articles, and they were heavily patronized even outside of peak hours.<ref>{{Cite news|url=https://www.nytimes.com/1994/10/30/nyregion/hov-lane-fulfills-goals-in-peak-time.html|title=H.O.V. Lane Fulfills Goals In Peak Time|last=Lutz|first=Phillip|date=October 30, 1994|work=The New York Times|access-date=January 10, 2019|issn=0362-4331}}</ref> The lanes were completed on June 30, 2005, at which point they ran from exit&nbsp;32 in eastern Queens to exit&nbsp;64 at [[Medford, New York|Medford]] in Suffolk County. The lanes had cost $880&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|880000000|2005}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) in total.<ref name="nyt-2005-07-10" /> NYSDOT officials estimated that, during rush hours, it would take 45&nbsp;minutes to travel between exits&nbsp;32 and 64 using the HOV lanes, as opposed to 90 to 120&nbsp;minutes using the general-purpose lanes.<ref name="n112629335">{{Cite news |last=Tyrrell |first=Joie |date=August 25, 2002 |title=Final Phase Begins on HOV Lanes |pages=27 |work=Newsday |via=newspapers.com |url=https://www.newspapers.com/clip/112629335/final-phase-begins-on-hov-lanesjoie/ |access-date=November 6, 2022}}</ref>

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]].<ref>{{cite web | last=Lii | first=Jane H. | title={{sic|Neig|borhood|nolink=y}} Report: Douglaston; 2 Suits Slow Plans for a Speedier Long Island Expressway | website=The New York Times | date=July 14, 1996 | url=https://www.nytimes.com/1996/07/14/nyregion/neigborhood-report-douglaston-2-suits-slow-plans-for-speedier-long-island.html | access-date=January 2, 2019}}</ref> The HOV segment in Queens was canceled altogether in 1998, when Governor [[George Pataki]] announced that the additional lanes between exits&nbsp;30 and 32 in Queens would be entrance and exit lanes, rather than HOV lanes.<ref>{{Cite news|url=https://www.nytimes.com/1998/05/14/nyregion/pataki-cancels-plan-to-widen-expressway-in-part-of-queens.html|title=Pataki Cancels Plan to Widen Expressway in Part of Queens|last=Rohde|first=David|date=May 14, 1998|work=The New York Times|access-date=January 10, 2019|issn=0362-4331}}</ref> The HOV project would have rebuilt many bridges along I-495 between exits&nbsp;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.<ref>{{Cite news|url=https://www.nytimes.com/1993/08/22/nyregion/officials-garner-concessions-on-lie-widening-in-nassau.html|title=Officials Garner Concessions on L.I.E. Widening in Nassau|last=Rather|first=John|date=August 22, 1993|work=The New York Times|access-date=January 2, 2019|issn=0362-4331}}</ref>

==== Late 1990s to present ====
[[File:2024-06-19 15 21 25 View east along Interstate 495 (Queens-Midtown Expressway-Long Island Expressway) from the overpass for 48th Street in Queens, New York City, New York.jpg|thumb|right|Eastbound along the double-decker section in Queens]]
Starting in 1998, I-495 was rebuilt between exit&nbsp;15 (Van Dam Street) and exit&nbsp;22 (Grand Central Parkway).<ref name="Louis 2001">{{cite web | last=Louis | first=Kathleen | title=LIE Construction In Queens Will Last At Least Two More Years | website=Queens Chronicle | date= August 23, 2001 | url=http://www.qchron.com/news/queenswide/lie-construction-in-queens-will-last-at-least-two-more/article_13ef0dbe-3c34-57fa-8e6a-d6a72428dd88.html | access-date=January 10, 2019}}</ref> The renovation cost $200&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|200000000|1998}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) and entailed renovating the highway's main and service roads, improving bridges, and replacing drains.<ref name="nycr"/> The service roads for exit&nbsp;19 were rebuilt between 74th Street and Queens Boulevard. There were also plans to rebuild westbound exit&nbsp;16 to Greenpoint Avenue in Long Island City.<ref name="Louis 2001"/>

The state announced a plan to renovate I-495 in the vicinity of [[Alley Pond Park]] and the Cross Island Parkway in 1995.<ref>{{Cite news|last=Lii|first=Jane H.|url=https://www.nytimes.com/1995/12/10/nyregion/neighborhood-report-douglaston-more-lie-fewer-trees.html|title=Neighborhood Report: Douglaston; More L.I.E., Fewer Trees?|date=December 10, 1995|work=The New York Times|access-date=April 12, 2020|language=en-US|issn=0362-4331}}</ref> In 2000, Pataki and New York City mayor [[Rudy Giuliani]] announced that this segment of I-495 between exits&nbsp;29 and 32, near Alley Pond Park and the Cross Island Parkway, would be rebuilt at a cost of $112&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|112000000|2000}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref name="Harney 2000">{{cite news|via=newspapers.com |url=https://www.newspapers.com/clip/48552248/|first=James|last=Harney|title=Major LIE upgrading agreed on|date=February 16, 2000|work=New York Daily News|access-date=April 12, 2020|page=200}}</ref><ref>{{cite web | title=Press Release Archives - Governor Pataki and Mayor Giuliani Announce Long Island Expressway Plan to Improve Alley Pond Park and Motorist Safety | website=Welcome to NYC.gov | date=February 7, 2000 | url=http://www.nyc.gov/html/om/html/2000a/pr031-00.html | access-date=January 10, 2019}}</ref><ref name="TimesLedger 2002"/> The project was announced after the cancelation of the HOV lanes within Queens.<ref name="TimesLedger 2002">{{cite web | title=LIE, Cross Island lanes to close for construction | website=TimesLedger | date=June 20, 2002 | url=https://www.timesledger.com/stories/2002/25/20020620-archive500.html | access-date=January 10, 2019 | archive-date=January 10, 2019 | archive-url=https://web.archive.org/web/20190110235201/https://www.timesledger.com/stories/2002/25/20020620-archive500.html | url-status=dead }}</ref> Work started in August 2000 and was substantially completed by 2005.<ref name="NYSDOT 2004">{{cite web | title=NYSDOT-LIE/CIP, Queens Reconstruction Project | website=New York State Department of Transportation | date=December 1, 2004 | url=https://www.dot.ny.gov/regional-offices/region11/projects/project-repository/liecip/liecip.html | access-date=January 10, 2019}}</ref> The project included the restoration of {{convert|12|acre|ha}} within the park, as well as the construction of new ramps to and from the Cross Island Parkway at exit&nbsp;30.<ref name="Louis 2001"/> 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&nbsp;31 to Douglaston Parkway was closed, and new collector–distributor ramps were installed east of the Cross Island Parkway interchange.<ref name="NYSDOT 2004"/><ref name="TimesLedger 2002"/>

Starting in 2004, NYSDOT examined proposals to reconfigure exit&nbsp;22 with I-678 and the Grand Central Parkway in [[Flushing Meadows-Corona Park]]. These included plans to construct direct ramps between the highways, relocating the service roads of I-495 so the mainline expressway could be widened, and rebuilding the at-grade junction between College Point Boulevard and Horace Harding Expressway.<ref>{{cite web | last=Brodsky | first=Robert | title=State Eyes Traffic Changes At L.I.E./GCP/Van Wyck Interchange | website=Queens Chronicle | date=May 13, 2004 | url=http://www.qchron.com/news/queenswide/state-eyes-traffic-changes-at-l-i-e-gcp-van/article_d9f6747a-01c7-5190-bf7f-e88eb7a61ab3.html | access-date=January 10, 2019}}</ref> The interchange with Grand Central Parkway was rebuilt from early 2015 to February 2018, with the replacement of the three overpasses carrying I-495 over the parkway. The $55-million (equivalent to ${{Formatprice|{{inflation|US-GDP|55000000|2018}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) reconstruction included extending merge lanes, replacing and adding lighting, and improving drainage structures.<ref>{{cite web | title=Extensive construction work on the LIE in Flushing is complete | website=TimesLedger | date=February 8, 2018 | url=https://www.timesledger.com/stories/2018/6/cuomolie_2018_02_09_q.html | access-date=January 10, 2019 | archive-date=January 10, 2019 | archive-url=https://web.archive.org/web/20190110235018/https://www.timesledger.com/stories/2018/6/cuomolie_2018_02_09_q.html | url-status=dead }}</ref><ref>{{cite web | last=Mascali | first=Nikki M. | title=Bridge reconstruction on LIE/GCP reaches final phase: Cuomo | website=Metro US | date=February 7, 2018 | url=https://www.metro.us/news/local-news/new-york/long-island-expressway-bridge-reconstruction-final-phase | access-date=January 10, 2019}}</ref><ref>{{cite web | title=Governor Cuomo Announces Completion of the $58 Million Reconstruction of Three Bridges at the Long Island Expressway/Grand Central Parkway Interchange in Queens | website=Governor Andrew M. Cuomo | date=February 6, 2018 | url=https://www.governor.ny.gov/news/governor-cuomo-announces-completion-58-million-reconstruction-three-bridges-long-island | access-date=January 10, 2019 | archive-date=January 10, 2019 | archive-url=https://web.archive.org/web/20190110234931/https://www.governor.ny.gov/news/governor-cuomo-announces-completion-58-million-reconstruction-three-bridges-long-island | url-status=dead }}</ref>

===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&nbsp;30 was originally a partial cloverleaf interchange with the [[Cross Island Parkway]], while eastbound exit&nbsp;30S was for Easthampton Boulevard with a connecting ramp to the southbound Cross Island Parkway. Exit&nbsp;31 was originally a westbound only interchange for Douglaston Parkway;<ref>{{cite web |url=https://www.angelfire.com/ny4/expwy/lie/phlie_cip0501.htm |title=LIE/Cross Island Interchange Reconstruction 2001 |first=Jeff |last=Saltzman |access-date=June 25, 2010 |archive-url=https://web.archive.org/web/20090516035244/http://www.angelfire.com/ny4/expwy/lie/phlie_cip0501.htm |archive-date=May 16, 2009 |url-status=live }}</ref> it was later combined with the exit for Little Neck Parkway. Exit&nbsp;39A was intended for the proposed extension of the [[Wantagh State Parkway]] near Powell Road in Old Westbury. It was intended to be a [[full Y interchange]] with an east-to-southbound-only offramp and a north-to-westbound-only onramp running beneath Powell Road.<ref>{{cite web |url=http://www.nycroads.com/roads/wantagh/ |title=Wantagh State Parkway |first=Steve |last=Anderson |work=NYCRoads |access-date=March 18, 2010 |archive-url=https://web.archive.org/web/20090427125105/http://nycroads.com/roads/wantagh/ |archive-date=April 27, 2009 |url-status=live }}</ref><ref>{{cite web|url=http://wikimapia.org/4404181/Formerly_Proposed_Exit_39A|title=Long Island Expressway near proposed Wantagh Parkway Extension (WikiMapia)|access-date=October 4, 2014}}</ref>

Exit&nbsp;40 originally had only same-directional offramps under the expressway providing access to realigned sections of [[New York State Route 25|NY&nbsp;25]]. When exit&nbsp;41 was originally constructed, it had no south-to-west connecting ramp. Westbound access to the expressway was provided at the nearby exit&nbsp;40 onramp at NY&nbsp;25.<ref>{{cite web|url=http://wikimapia.org/7567058/Exit_40%3B_Interstate_495_and_New_York_State_Route_25|title=Long Island Expressway & Jericho Turnpike Interchange (WikiMapia)|access-date=October 4, 2014}}</ref> An alternate design for exit&nbsp;42 called for it to be similar to the one proposed for [[New York State Route 135|NY&nbsp;135]] and the [[Bethpage State Parkway]],<ref>{{cite map |url=http://www.greaternyroads.info/maps/viewmap.asp?map=nas40_06 |title=Map of Nassau County, Long Island, New York |publisher=Hagstrom Map |year=1940 |access-date=June 25, 2010 }}{{dead link|date=December 2017 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> and westbound exit&nbsp;46 was originally a partial cloverleaf.<ref>{{cite web|url=http://wikimapia.org/7623308/Exit_46_on_the_Long_Island_Expressway|title=Long Island Expressway and Sunnyside Boulevard (Original exit 46)|access-date=October 4, 2014}}</ref><ref>{{cite map |url=http://www.webscope.com/li/liconst.gif |title=NY 135/LIE Interchange project – Recommended Modified Alternative |publisher=New York State Department of Transportation<!--?--> |access-date=June 25, 2010 |url-status=dead |archive-url=https://web.archive.org/web/19970228034637/http://www.webscope.com/li/liconst.gif |archive-date=February 28, 1997 }}</ref> Exit&nbsp;47 was never built; it had been intended for the extension of the Bethpage State Parkway near Washington Avenue in Plainview.<ref name="Schifman 2017">{{cite web | last=Schifman | first=Jonathan | title=Why isn't there an Exit 47 on the Long Island Expressway? | website=Newsday | date=December 30, 2017 | url=https://www.newsday.com/long-island/why-isn-t-there-an-exit-47-on-the-long-island-expressway-v67024 | access-date=November 3, 2022}}</ref> The site of exit&nbsp;47 is now a truck inspection site between exits&nbsp;46 and&nbsp;48, which opened in 2006.<ref>{{Cite news|url=https://www.nytimes.com/2006/04/09/nyregion/checking-trucks-for-safetys-sake.html|title=Checking Trucks, for Safety's Sake|last=Domash|first=Shelly Feuer|date=April 9, 2006|work=The New York Times|access-date=July 13, 2019|issn=0362-4331}}</ref>

The original right-of-ways for the service roads between exits&nbsp;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.<ref name="Atlas of Suffolk County, New York"/><!-- and other dates --> Exit&nbsp;49 was originally a cloverleaf interchange with the outer ramps connecting to the service roads at a point closer to [[New York State Route 110|NY&nbsp;110]]. This was in preparation for NY&nbsp;110's formerly proposed upgrade into the Broad Hollow Expressway. After the project was canceled in the 1970s, the west-to-northbound onramp was moved to nearby [[County Route 3 (Suffolk County, New York)|CR&nbsp;3]] (Pinelawn Road), and the original ramp was replaced with a [[park and ride]].

Exit&nbsp;52 (Commack Road/[[County Route 4 (Suffolk County, New York)|CR&nbsp;4]]) was intended to be moved west to an interchange with the formerly proposed Babylon–Northport Expressway (realigned [[New York State Route 231|NY&nbsp;231]]) in the vicinity of the two parking areas. These ramps would have been accessible from the service roads. The westbound offramp and service road at exit&nbsp;54 (Wicks Road/[[County Route 7 (Suffolk County, New York)|CR&nbsp;7]]) originally terminated at the [[Long Island Motor Parkway]], east of Wicks Road. The westbound onramp was squeezed between the northwest corner of the Wicks Road bridge and exit&nbsp;53. Excessive weaving between exits&nbsp;52, 53, and 54 caused NYSDOT to combine all three interchanges into one and replace the west-to-southbound offramp to the [[Sagtikos State Parkway]] with a flyover ramp.<ref name=n112452015>{{Cite news|last=Vincent|first=Stuart|date=March 30, 1988|title=Unsnarling a Dangerous Interchange|pages=37|work=Newsday (Suffolk Edition)|via=newspapers.com |url=https://www.newspapers.com/clip/112452015/unsnarling-a-dangerous/|access-date=November 3, 2022}}</ref> Exit&nbsp;54 was eliminated during this project.<ref name="Schifman 2017"/> Exit&nbsp;55A was meant to be a trumpet interchange for the Hauppauge Spur of [[New York State Route 347|NY&nbsp;347]], between the Long Island Motor Parkway (exit&nbsp;55) and [[New York State Route 111|NY&nbsp;111]] (exit&nbsp;56). The service roads were intended to go around the interchange rather than run parallel to the main road. Ramps on the east side of the Long Island Motor Parkway and west side of NY&nbsp;111 would be eliminated as part of the interchange's construction. Between exits&nbsp;57 and&nbsp;58, there was a proposed extension of the [[Northern State Parkway]].<ref>{{cite map |url=http://www.nycroads.com/roads/northern/img20.gif |title=Map of proposed interchange |year=1963 |publisher=Suffolk County Department of Public Works |access-date=September 20, 2007 |archive-url=https://web.archive.org/web/20071129135406/http://www.nycroads.com/roads/northern/img20.gif |archive-date=November 29, 2007 |url-status=live }}</ref>

Prior to the construction of the interchange with [[County Route 97 (Suffolk County, New York)|CR&nbsp;97]] (Nicolls Road), exit&nbsp;62 was for Morris and Waverly avenues eastbound and Morris Avenue westbound.<ref>Aerial Photo by Lockwood, Kessler & Bartlett, Incorporated Consulting Engineers of Syosset, New York (Pre-1971 Nicolls Road)</ref><ref>{{cite map |title=Street Map of Lake Ronkonkoma, Holbrook, Farmingville, and Vicinity |publisher=Mooney, Frank J. |date=1971–1972}}</ref><!-- Between exits&nbsp;63 and&nbsp;64, the eastbound service road was intended to weave around a recharge basin and replace a local residential street. Residents would have lived on both sides of the service road, similar to the segment between exits&nbsp;59 and&nbsp;60.<ref>[1975 NYSDOT Map (but other evidence exists)]</ref>--> Exit&nbsp;68 was originally planned to be built as a cloverleaf interchange without collective–distributor roads.<ref>{{cite map |title=Proposed Park and Ride Center at Yaphank |publisher=Suffolk County Department of Planning}}</ref> Additionally in the 1970s, Suffolk County Department of Public Works proposed an extension of East Main Street in Yaphank ([[County Route 102 (Suffolk County, New York)|CR&nbsp;102]]) that would have terminated at the west end of this interchange.<ref>{{cite web |url=http://www.greaternyroads.info/pdfs/suffcr.pdf |title=County Road System – County of Suffolk, New York |publisher=Suffolk County Department of Public Works |date=December 29, 2005 |access-date=June 25, 2010 |archive-url=https://web.archive.org/web/20090320121952/http://www.greaternyroads.info/pdfs/suffcr.pdf |archive-date=March 20, 2009 |url-status=live }}</ref>

In the 1960s and 1970s, the Suffolk County Planning Department considered extending [[County Route 55 (Suffolk County, New York)|CR&nbsp;55]] to the Grumman Calverton Naval Air Base between exits&nbsp;70 and&nbsp;71. This would have provided an additional interchange known as exit&nbsp;70A. Exit&nbsp;71 itself was intended to be a cloverleaf interchange with [[County Route 94 (Suffolk County, New York)|CR&nbsp;94]] (Nugent Drive) and the Hamptons Spur of the LIE.<ref>{{cite map |title=Proposed Park and Ride Center at Calverton |publisher=Suffolk County Department of Planning}}</ref> After the Hamptons Spur proposal was canceled, the plans for exit&nbsp;71 were altered to call for a complete diamond interchange.

==Unbuilt expansions==
===Extensions of the expressway===
{{Interstate 495 (New York)}}

====Across Manhattan ====
[[File:NY 9A south 42nd St.jpg|thumb|Signage for the [[Lincoln Tunnel]] on [[12th Avenue (Manhattan)|12th Avenue]] ([[New York State Route 9A|NY&nbsp;9A]]), one of the few remaining signs of the former I-495 to [[New Jersey]]]]
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 the Eastern Spur of the [[New Jersey Turnpike]] ([[Interstate 95 in New Jersey|I-95]]) in [[Secaucus, New Jersey|Secaucus]]. The I-495 designation was assigned to the New Jersey approach to the tunnel in anticipation of the MME being completed.<ref name="1965map" /> However, the project was canceled and the MME was officially removed from I-495 on January 1, 1970.<ref>{{cite book |url=http://www.greaternyroads.info/pdfs/state70.pdf |title=Official Description of Touring Routes in New York State |author=[[State of New York Department of Transportation]] |date=January 1, 1970 |access-date=June 25, 2010 |archive-url=https://web.archive.org/web/20090326062441/http://www.greaternyroads.info/pdfs/state70.pdf |archive-date=March 26, 2009 |url-status=dead }}</ref> The New Jersey stretch of I-495 became [[New Jersey Route 495|Route&nbsp;495]] in 1979.<ref>{{cite web|url=http://www.state.nj.us/transportation/refdata/sldiag/00000495__-.pdf|title=Route 495 Straight Line Diagram|work=Internet Archives WayBack Machine|publisher=New Jersey Department of Transportation|year=2006|access-date=September 13, 2014 |archive-url = https://web.archive.org/web/20060321122259/http://www.state.nj.us/transportation/refdata/sldiag/00000495__-.pdf |archive-date = March 21, 2006}}</ref>

Manhattan Borough President [[Samuel Levy (politician)|Samuel Levy]] first proposed the MME connector in 1936.<ref>{{Cite news|url=https://www.nytimes.com/1936/09/24/archives/crosstown-tunnel-demanded-by-levy-28000000-bore-through-bed-rock.html|title=Crosstown Tunnel Demanded by Levy; $28,000,000 Bore Through Bed Rock Would Link New Traffic Tubes to Queens and Jersey.|date=September 24, 1936|work=The New York Times|access-date=March 26, 2018|issn=0362-4331|archive-url=https://web.archive.org/web/20180327084355/https://www.nytimes.com/1936/09/24/archives/crosstown-tunnel-demanded-by-levy-28000000-bore-through-bed-rock.html|archive-date=March 27, 2018|url-status=live}}</ref> The plan called for an expressway link crossing [[Midtown Manhattan]] near [[34th Street (Manhattan)|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.<ref name="nyt-1949-12-30">{{Cite news |last=Ingraham |first=Joseph C. |date=December 30, 1949 |title=Mid-city Toll Road Backed by Moses; Elevated Crosstown Highway at 30th Street Would Cost $26,000,000 to Build |language=en-US |work=The New York Times |url=https://www.nytimes.com/1949/12/30/archives/midcity-toll-road-backed-by-moses-elevated-crosstown-highway-at.html |access-date=November 5, 2022 |issn=0362-4331}}</ref> It would be constructed within a {{convert|100|ft|m|-wide|adj=mid}} 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&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|26000000|1949}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) to construct, excluding $23&nbsp;million (equivalent to ${{Formatprice|{{inflation|US-GDP|23000000|1949}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) in land acquisition costs.<ref>{{cite news |title=Mid-City Toll Road Backed By Moses |first=Joseph C. |last=Ingraham |url=https://www.nytimes.com/1949/12/30/archives/midcity-toll-road-backed-by-moses-elevated-crosstown-highway-at.html |newspaper=[[The New York Times]] |date=December 30, 1949 |page=1 |access-date=April 4, 2010 |archive-url=https://web.archive.org/web/20180327151709/https://www.nytimes.com/1949/12/30/archives/midcity-toll-road-backed-by-moses-elevated-crosstown-highway-at.html |archive-date=March 27, 2018 |url-status=live }}</ref>

A later proposal had the roadway situated 10&nbsp;stories above valuable commercial real estate. [[Air rights]] above the expressway would be sold and new highrise buildings would be constructed above the expressway; buildings would be constructed below the viaduct as well. One unusual variation involved running the roadway through the sixth and seventh floors of the [[Empire State Building]].<ref>{{cite magazine | title=Non-Driving New Yorker |first=Steve |last=Radlauer |magazine=New York Magazine |date=October 2, 1995 | publisher=New York Media, LLC | url=https://books.google.com/books?id=RuMCAAAAMBAJ&pg=PA76 | language=en | access-date=July 5, 2018 | via=Google Books | page=76}}</ref><ref>{{cite book | last=Mansfield | first=H. | title=The Bones of the Earth | publisher=Shoemaker Hoard | year=2004 | isbn=978-1-59376-040-3 | url=https://books.google.com/books?id=iNspgBCk8TUC&pg=PA127 | access-date=July 5, 2018 | page=127 }}{{Dead link|date=September 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> In 1963, plans for the expressway were finalized, and it received the I-495 designation. Beginning from its elevated connections to [[12th Avenue]] ([[New York State Route 9A|NY&nbsp;9A]]) or the West Side Highway, the MME would mostly follow 30th Street east of [[Ninth Avenue (Manhattan)|Ninth Avenue]]. The expressway would travel east as a six-lane elevated route, 10&nbsp;stories above the city streets to allow for commercial development both above and below the skyway deck. At [[Second Avenue (Manhattan)|Second Avenue]], it would swing north for connections with the FDR Drive. Between [[First Avenue (Manhattan)|First]] and Second avenues, ramps would be constructed to provide access to the Queens&ndash;Midtown Tunnel.<ref>"Future Arterial Program for New York City", Triborough Bridge and Tunnel Authority (1963).</ref><ref>{{Cite news|url=https://www.nytimes.com/1963/06/10/archives/moses-urges-3d-queens-tunnel-with-condition-asserts-it-would-be.html|title=Moses Urges 3d Queens Tunnel, With Condition; Asserts It Would Be Useless Without City Approval of 2 Expressway Links|date=June 10, 1963|work=The New York Times|access-date=July 13, 2019|issn=0362-4331}}</ref>

On December 22, 1965, TBTA announced that it had purchased a $1 million parcel of land at the northwest corner of Second Avenue and 29th Street as right-of-way that would be needed to construct the MME. Although the project had not yet been approved, the property was purchased because construction of a 20-story building was beginning on the site and TBTA wanted to avoid incurring higher condemnation costs later on if the building was completed and the MME was approved.<ref>{{cite news |last=Ingraham |first=Joseph C. |date=December 23, 1965 |url=https://www.nytimes.com/1965/12/23/archives/first-land-bought-for-30th-st-route-authority-pays-1-million-for.html |title=First Land Bought For 30th St. Route |work=The New York Times |access-date=December 27, 2024}}</ref> Upon the suggestion of incoming [[New York City Parks Commissioner]] [[Thomas Hoving]], Moses agreed to allow the land to be used as a temporary park before the expressway was built.<ref>{{cite news |date=December 27, 1965 |url=https://www.nytimes.com/1965/12/27/archives/moses-to-let-city-use-land-as-park-plot-at-29th-st-was-bought-for.html |title=Moses to Let City Use Land as Park |work=The New York Times |access-date=December 27, 2024}}</ref> The park opened in 1967 and was named [[Vincent F. Albano Jr. Playground]] in 1989.<ref name="NYT-1967-07-22">{{cite news |last=Ingraham |first=Joseph C. |date=July 22, 1967 |url=https://www.nytimes.com/1967/07/22/archives/mayor-and-moses-clash-in-park-argue-over-permanency-of-site.html |title=Mayor and Moses Clash in Park |work=The New York Times |access-date=December 27, 2024}}</ref><ref>{{cite web |url=https://www.nycgovparks.org/parks/vincent-f-albano-jr-playground/history |title=Vincent F. Albano Jr. Playground Highlights |website=New York City Department of Parks & Recreation |access-date=December 27, 2024}}</ref> As of 2024, the property is still owned by TBTA.<ref>{{Cite web |title=2 Avenue, 10016 |url=https://zola.planning.nyc.gov/l/lot/1/910/27 |access-date=December 27, 2024 |publisher=New York City Department of City Planning}}</ref>

On December 28, 1965, Moses announced that the third tube of the Queens–Midtown Tunnel could be constructed without the completion of the new expressway approaches. According to ''The New York Times'', this decision was viewed as an unspoken admission by Moses that the approval could not be obtained for the proposed expressways, which included the MME.<ref>{{cite web|last=Ingraham|first=Joseph C.|title=3d Midtown Tube to Start Soon, Moses Says, Shelving Road Plan; Midtown Tube to Start Soon, Moses' Says, Shelving Road Plan|website=The New York Times|date=December 29, 1965|url=https://www.nytimes.com/1965/12/29/archives/3d-midtown-tube-to-start-soon-moses-says-shelving-road-plan-midtown.html|access-date=April 21, 2018|archive-url=https://web.archive.org/web/20180705184502/https://www.nytimes.com/1965/12/29/archives/3d-midtown-tube-to-start-soon-moses-says-shelving-road-plan-midtown.html|archive-date=July 5, 2018|url-status=live}}</ref> The I-495 designation was removed from the expressway on January 1, 1970.<ref>{{cite book |url = http://www.greaternyroads.info/pdfs/state70.pdf |title = Official Description of Touring Routes in New York State |author = [[State of New York Department of Transportation]] |date = January 1, 1970 |access-date = June 25, 2010 |archive-url = https://web.archive.org/web/20090326062441/http://www.greaternyroads.info/pdfs/state70.pdf |archive-date = March 26, 2009 |url-status = dead }}</ref> In 1971, New York Governor [[Nelson Rockefeller]] removed state plans for the MME, along with about a dozen other highway plans including [[Interstate 78 in New York|I-78]] through New York City, of which another crosstown highway known as the [[Lower Manhattan Expressway]] (LOMEX) was part.<ref>{{Cite news|url=https://www.nytimes.com/1971/03/25/archives/lower-manhattan-road-killed-under-state-plan.html|title=Lower Manhattan Road Killed Under State Plan|url-access=subscription|last=Vines|first=Francis X.|date=March 25, 1971|work=The New York Times|access-date=March 19, 2018|issn=0362-4331|archive-url=https://web.archive.org/web/20180613001448/https://www.nytimes.com/1971/03/25/archives/lower-manhattan-road-killed-under-state-plan.html|archive-date=June 13, 2018|url-status=live}}</ref>

====Across Suffolk County====
Long Island lobbied to extend I-495 east over NY&nbsp;495. The extension took place in the early 1980s, at which time the NY&nbsp;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&nbsp;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 [[Interstate Highway System]]'s numbering scheme. Even first digits are usually assigned to bypasses, connectors, and beltways, as I-495 was prior to the 1980s.<ref name="nycr" /> A proposed [[Long Island Crossing]] would have extended the LIE across [[Long Island Sound]] to [[Interstate 95 in Rhode Island|I-95]] in either [[Guilford, Connecticut]]; [[Old Saybrook, Connecticut]]; or [[Westerly, Rhode Island]] via a series of existing and artificial islands, but a lack of funding as well as public opposition led to the demise of these proposals.<ref>{{cite web |url=http://www.nycroads.com/crossings/eastern-sound/ |title=Eastern Long Island Sound Crossings |first=Steve |last=Anderson |work=NYCRoads |access-date=March 18, 2010 |archive-url=https://web.archive.org/web/20100409101017/http://www.nycroads.com/crossings/eastern-sound/ |archive-date=April 9, 2010 |url-status=live }}</ref> [[County Route 48 (Suffolk County, New York)|CR&nbsp;48]] in Suffolk County was originally intended to become part of the North Fork extension of the LIE.<ref name="Atlas of Suffolk County, New York">{{cite map |title=Atlas of Suffolk County, New York |publisher=[[Hagstrom Map]] |year=1969}}</ref><ref>{{cite map |title=Atlas of Suffolk County, New York |publisher=Hagstrom Map |year=1973}}</ref><!-- and other dates -->

===Subway line===
A [[New York City Subway]] line along the LIE corridor had been proposed in the 1929 and 1939 [[IND Second System]] plans as an extension of the [[BMT Broadway Line]] east of the [[60th Street Tunnel]], prior to the construction of the expressway.<ref name="Raskin-RoutesNotTaken-2013">{{Cite Routes Not Taken}}</ref><ref name="NYTimes-OurGreatSubway-IND2ndSystem-1929">{{cite web|url=https://www.nytimes.com/1929/09/22/archives/our-great-subway-network-spreads-wider-new-plans-of-board-of.html|title=Our Great Subway Network Spreads Wider; New Plans Of Board Of Transportation Involve The Building Of More Than One Hundred Miles Of Additional Rapid Transit Routes For New York|last1=Duffus|first1=R.L.|date=September 22, 1929|work=[[The New York Times]]|access-date=August 19, 2015}}</ref> These were the predecessors to a line proposed in 1968 as part of the [[Program for Action]]. It would have split from the [[IND Queens Boulevard Line]] west of the [[Woodhaven Boulevard station (IND Queens Boulevard Line)|Woodhaven Boulevard station]] and go to [[Kissena Boulevard]] via a right-of-way parallel and adjacent to the LIE.<ref name="MTA-ProgramforAction2-Aug1969">{{cite web|url=https://archive.org/details/regionaltranspor00newy|title=Regional Transportation Program|year=1969 |publisher=[[Metropolitan Transportation Authority]]|access-date=July 26, 2016}}</ref> In Phase&nbsp;I, it would have gone to Kissena Boulevard at [[Queens College]] and, in Phase&nbsp;II, to [[Fresh Meadows, Queens|Fresh Meadows]] and [[Bayside, Queens|Bayside]].<ref name="Raskin-RoutesNotTaken-2013" /> This "Northeastern Queens" line would have been built in conjunction with the planned widening of the expressway. The subway tracks would have been placed under the expressway or its service roads or in the median of a widened LIE in a similar manner to the [[Blue Line (CTA)|Blue Line]] of the [[Chicago "L"]].<ref name="MTA-ProgramforAction2-Aug1969" /><ref name="Raskin-RoutesNotTaken-2013" /><ref name="NYTimes-QBLExpansion-1971">{{cite news|url=https://www.nytimes.com/1971/02/21/archives/new-line-may-get-double-trackage-transit-unit-studies-shift-on.html|title=New Line May Get Double Trackage: Transit Unit Shift on Queens Super-Express|first=Edward C. |last=Burks|date=February 21, 1971|work=[[The New York Times]]|access-date=September 26, 2015}}</ref> It had been previously proposed to run the line from the 63rd Street tunnel under Northern Boulevard to Flushing (near the current [[Flushing–Main Street station (IRT Flushing Line)|Flushing–Main Street station]]), then south under [[Kissena Boulevard|Kissena]] and Parsons boulevards to meet with the LIE at Queens College.<ref name="NYTimes-NYCS3QnsRoutes-1967">{{cite news |last1=Kihss |first1=Peter |date=April 13, 1967 |title=Study is Started for New Subways: 3 Routes Proposed to Aid Growing Queens Areas |work=[[The New York Times]] |url=https://www.nytimes.com/1967/04/13/archives/study-is-started-for-new-subways-3-routes-proposed-to-aid-growing.html |access-date=June 27, 2015}}</ref>

The LIE line was approved in July 1968.<ref>{{Cite web|url=http://www.thejoekorner.com/scripted-ticket-display.shtm?http://www.thejoekorner.com/lines/mta-pfa-68/status-1/pfa-status-1-26.jpg|title=Number One Transportation Progress An Interim Report|date=December 1968|website=thejoekorner.com|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20160829051937/http://www.thejoekorner.com/scripted-ticket-display.shtm?http%3A%2F%2Fwww.thejoekorner.com%2Flines%2Fmta-pfa-68%2Fstatus-1%2Fpfa-status-1-26.jpg|archive-date=August 29, 2016|url-status=live|access-date=August 19, 2016}}</ref> The line was opposed by many residents of the surrounding communities because it would entail widening I-495, which would necessitate the demolition of nearby homes.<ref>{{Cite news|url=https://www.nytimes.com/1971/11/01/archives/to-elmhurst-residents-the-issue-is-homes-versus-highways.html|title=To Elmhurst Residents, the Issue Is Homes Versus Highways|last=Schumach|first=Murray|date=November 1, 1971|work=The New York Times|access-date=January 2, 2019|issn=0362-4331}}</ref> By 1973, the final design for the Northeast Queens LIE line was published.<ref name="Raskin-RoutesNotTaken-2013" /> The LIE line was canceled later that year because state residents had voted against a $3.5-billion (equivalent to ${{Formatprice|{{inflation|US-GDP|3500000000|1973}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}) [[bond measure]] that would have paid for five subway extensions, including the LIE line. This was the second time that voters declined a bond issue to finance this extension, with the first being on November 2, 1971, for $2.5&nbsp;billion (equivalent to ${{Formatprice|{{inflation|US-GDP|2500000000|1971}}}} in {{Inflation/year|index=US-GDP}}{{Inflation/fn|index=US-GDP}}).<ref>{{cite book|url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015023095485;view=1up;seq=49|title=1968–1973, the Ten-year Program at the Halfway Mark|publisher=Metropolitan Transportation Authority|year=1973}}</ref>

==Exit list==
{{jcttop|exit|length_ref=<ref name="2008tvr">{{cite web|url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/Traffic%20Volume%20Report%202008.pdf |title=2008 Traffic Volume Report for New York State |date=June 16, 2009 |pages=239–241 |publisher=[[New York State Department of Transportation]] |access-date=January 31, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20120927024222/https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/Traffic%20Volume%20Report%202008.pdf |archive-date=September 27, 2012 }}</ref><ref>* {{cite web |url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-NewYorkCounty-2016.zip |title=New York County Inventory Listing |date=August 7, 2015 |publisher=New York State Department of Transportation |format=CSV |access-date=September 5, 2017 }}
* {{cite web |url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-QueensCounty-2016.zip |title=Queens County Inventory Listing |date=August 7, 2015 |publisher=New York State Department of Transportation |format=CSV |access-date=September 5, 2017 |archive-url=https://web.archive.org/web/20180628072658/https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-QueensCounty-2016.zip |archive-date=June 28, 2018 |url-status=live }}
* {{cite web |url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-NassauCounty-2016.zip |title=Nassau County Inventory Listing |date=August 7, 2015 |publisher=New York State Department of Transportation |format=CSV |access-date=September 5, 2017 |archive-url=https://web.archive.org/web/20180111172043/https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-NassauCounty-2016.zip |archive-date=January 11, 2018 |url-status=live }}
* {{cite web |url=https://www.dot.ny.gov/divisions/engineering/technical-services/hds-respository/HighwayInventory-SuffolkCounty-2016.zip |title=Suffolk County Inventory Listing |date=August 7, 2015 |publisher=New York State Department of Transportation |format=CSV |access-date=September 5, 2017 }}</ref>}}
{{NYCint|exit
|county=New York
|cspan=2
|location=Murray Hill
|borough=Manhattan
|lspan=2
|mile=0.00
|mspan=2
|exit=–
|type=incomplete
|road={{jct|state=NY|road|[[34th Street (Manhattan)|34th]]-[[41st Street (Manhattan)|41st Street]]s|road|[[Second Avenue (Manhattan)|2nd]]-[[Third Avenue|3rd Avenue]]s|NY|495|to3=yes|dir3=west|name3=[[Lincoln Tunnel]]|location1=[[Downtown Manhattan|Downtown]]|location2=[[Midtown Manhattan|Crosstown]]|location3=[[Uptown Manhattan|Uptown]]}}
|notes=Westbound exits from the [[Queens–Midtown Tunnel]]
}}
{{NYCint|exit
|mile=none
|exit=–
|type=incomplete
|road={{jct|state=NY|road|[[Second Avenue (Manhattan)|2nd Avenue]]|road|[[34th Street (Manhattan)|34th Street]]|road|[[40th Street (Manhattan)|40th Street]]}}
|notes=Eastbound entrances to the [[Queens–Midtown Tunnel]]
}}
{{jcttunnel|exit
|river=[[East River]]
|mile=1.01
|type=etc
|tunnel=[[Queens–Midtown Tunnel]] (toll)
}}
{{NYCint|exit
|county=Queens
|cspan=22
|location=Hunters Point
|borough=Queens
|lspan=2
|mile=1.43
|exit=13
|type=incomplete
|road={{jct|state=NY|road|Borden Avenue|location1=[[Pulaski Bridge]]}}
|notes=Eastbound exit and entrance
}}
{{NYCint|exit
|mile=1.53
|exit=14
|type=incomplete
|road={{jct|state=NY|NY|25A|dir1=east|name1=21st Street|city1=Long Island City}}
|notes=Eastbound exit and westbound entrance; western terminus of NY&nbsp;25A
}}
{{NYCint|exit
|location=Long Island City
|borough=Queens
|lspan=3
|mile=2.09
|exit=15
|type=incomplete
|road={{jct|state=NY|road|Van Dam Street|location1=[[Ed Koch Queensboro Bridge]]}}
|notes=Westbound exit and entrance; last westbound exit before toll
}}
{{NYCint|exit
|mile=2.34
|exit=16
|type=incomplete
|road={{jct|state=NY|road|Hunters Point Avenue|road|[[Greenpoint Avenue]]|location1=[[Ed Koch Queensboro Bridge]]}}
|notes=Westbound exit and eastbound entrance
}}
{{NYCint|exit
|mile=2.61
|exit=17
|type=incomplete
|road={{jct|state=NY|I|278|name1=Brooklyn–Queens Expressway|road|48th Street|I|95|to3=yes|city1=Brooklyn|city2=Staten Island|city3=Bronx|city4=LaGuardia Airport|extra=airport}}
|notes=Signed as exits 17W (west) and 17E (east); no westbound access to I-278 east; exits 35E-W on I-278
}}
{{NYCint|exit
|location=Maspeth
|borough=Queens
|mile=3.47
|exit=18
|type=incomplete
|road=Maurice Avenue
|notes=No eastbound exit
}}
{{NYCint|exit
|location=Elmhurst
|borough=Queens
|lspan=3
|mile=4.30
|exit=–
|type=incomplete
|road={{jct|state=NY|road|69th Street|road|[[Grand Avenue (Queens)|Grand Avenue]]}}
|notes=Westbound exit and eastbound entrance; part of exit&nbsp;19
}}
{{NYCint|exit
|mile=5.27
|exit=19
|type=
|road={{jct|state=NY|NY|25|name1=[[Queens Boulevard]]|road|[[Woodhaven Boulevard]]|location1=[[Rockaways]]}}
|notes=
}}
{{NYCint|exit
|mile=5.58
|exit=20
|type=incomplete
|road=[[Junction Boulevard]]
|notes=Westbound exit and eastbound entrance
}}
{{NYCint|exit
|location=Corona
|borough=Queens
|lspan=3
|mile=6.91
|exit=21
|type=incomplete
|road=108th Street
|notes=Eastbound exit and westbound entrance
}}
{{NYCint|exit
|mile=7.25
|exit=22A
|road={{jct|state=NY|Parkway|Grand Central|location1=[[RFK Bridge]]|location2=[[Eastern Long Island]]}}
|notes=Signed as exits 22A (east) and 22B (west) eastbound; exits 10W-E on Grand Central Parkway
}}
{{NYCint|exit
|mile=7.35
|exit=22B
|type=
|road={{jct|state=NY|I|678|name1=Van Wyck Expressway|road|College Point Boulevard|location1=[[Whitestone Bridge]]|location2=[[Kennedy Airport]]|extra=airport}}
|notes=Signed as exits 22C (I-678 south), 22D (I-678 north) and 22E (College Point) eastbound; exits 12A-B on I-678
}}
{{NYCint|exit
|location=Flushing
|borough=Queens
|lspan=2
|mile=8.45
|exit=23
|road=[[Main Street (Queens)|Main Street]]
}}
{{NYCint|exit
|mile=9.10
|exit=24
|road=[[Kissena Boulevard]]
|notes=
}}
{{NYCint|exit
|location=Fresh Meadows
|borough=Queens
|lspan=2
|mile=10.02
|exit=25
|road={{jct|state=NY|road|[[Utopia Parkway (Queens)|Utopia Parkway]]|road|164th Street|road|188th Street|location1=[[St. John's University (New York City)|St. John's University]]}}
|notes=Signed for 164th Street westbound, 188th Street eastbound
}}
{{NYCint|exit
|mile=11.04
|exit=26
|type=incomplete
|road=[[Francis Lewis Boulevard]]
|notes=Eastbound exit and westbound entrance
}}
{{NYCint|exit
|location=Bayside
|borough=Queens
|lspan=4
|mile=11.43
|exit=27
|road={{jct|state=NY|I|295|to2=yes|name1=Clearview Expressway|NY|25|name2=[[Hillside Avenue]]|Parkway|Grand Central|city1=Bronx}}
|notes=Signed as exits 27S (south) and 27N (north); exits 4E-W on I-295; former [[Interstate 78 in New York|I-78]]
}}
{{NYCint|exit
|mile=11.93
|exit=28
|type=incomplete
|road={{jct|state=NY|road|Oceania Street|road|Francis Lewis Boulevard}}
|notes=Westbound exit and eastbound entrance
}}
{{NYCint|exit
|mile=12.31
|exit=29
|road=[[Springfield Boulevard]]
}}
{{NYCint|exit
|mile=12.91
|exit=30
|type=incomplete
|road={{jct|state=NY|road|East Hampton Boulevard|road|Douglaston Parkway}}
|notes=Eastbound exit only
}}
{{NYCint|exit
|location=Oakland Gardens
|borough=Queens
|mile=13.27
|exit=31
|type=incomplete
|road={{jct|state=NY|Parkway|Cross Island|city1=Kennedy Airport|extra=airport|city2=Whitestone Bridge}}
|notes=Signed as exits 31S (south) and 31N (north); no eastbound access to Parkway north; exits 30E-W on Cross Island Parkway
}}
{{NYCint|exit
|location=Little Neck
|borough=Queens
|mile=14.25
|exit=32
|road=[[Little Neck Parkway]] to Douglaston Parkway
|notes=No eastbound access to Douglaston Parkway
|type=incomplete
}}
{{NYint|exit
|county=Nassau
|cspan=16
|location=Lake Success
|mile=15.43
|exit=33
|road={{jct|state=NY|road|Lakeville Road / Community Drive|city1=Great Neck}}
}}
{{NYint|exit
|location=North Hills
|lspan=3
|mile=16.37
|exit=34
|road=New Hyde Park Road
}}
{{NYint|exit
|mile=17.57
|exit=35
|type=incomplete
|road={{jct|state=NY|road|Shelter Rock Road|city1=Manhasset}}
|notes=No westbound exit
}}
{{NYint|exit
|mile=18.43
|exit=36
|road={{jct|state=NY|road|Searingtown Road|city1=Port Washington}}
|notes=Port Washington not signed westbound
}}
{{NYint|exit
|location=Roslyn Heights
|mile=18.95
|exit=37
|road={{jct|state=NY|road|Willis Avenue|city1=Mineola|city2=Roslyn}}
}}
{{NYint|exit
|location=East Hills
|mile=20.14
|exit=38
|type=incomplete
|road={{jct|state=NY|Parkway|Northern|Parkway|Meadowbrook|dir1=east|dir2=south|to2=to|city1=Hauppauge|city2=Jones Beach}}
|notes=Eastbound exit and westbound entrance; exit 29A on Northern State Parkway
}}
{{NYint|exit
|location1=East Hills
|location2=Old&nbsp;Westbury
|location_group=village
|mile=20.31
|exit=39
|road={{jct|state=NY|road|[[Glen Cove Road]]|city1=Hempstead|areadab1=village|city2=Glen Cove}}
}}
{{NYint|exit
|location=Jericho
|lspan=3
|mile=24.07
|exit=40
|road={{jct|state=NY|NY|25|name1=Jericho Turnpike|city1=Mineola|city2=Syosset}}
|notes=Signed as exits 40W (west) and 40E (east)
}}
{{NYint|exit
|mile=25.23
|exit=41
|road={{jct|state=NY|NY|106|NY|107|name2=North Broadway|city1=Hicksville|city2=Oyster Bay|areadab2=hamlet}}
|notes=Signed as exits 41S (south) and 41N (north)
}}
{{NYint|exit
|mile=26.05
|exit=42
|type=incomplete
|road={{jct|state=NY|Parkway|Northern|city1=New York|city2=Hauppauge}}
|notes=Same-directional access only; no entrance ramps
}}
{{NYint|exit
|location=Syosset
|lspan=2
|exit=43A
|type=incomplete
|road=Robbins Lane
|notes=Westbound exit and eastbound entrance
}}
{{NYint|exit
|mile=27.07
|exit=43
|road={{jct|state=NY|road|South Oyster Bay Road|city1=Bethpage|city2=Syosset}}
}}
{{NYint|exit
|location1=Syosset
|location2=Woodbury
|ctdab2=Nassau
|mile=27.83
|exit=44
|road={{jct|state=NY|NY|135|city1=Seaford|city2=Syosset}}
|notes=Signed as exits 44S (south) and 44N (north) eastbound; exits 13E-W on NY&nbsp;135
}}
{{NYint|exit
|location=Woodbury
|ctdab=Nassau
|mile=28.17
|exit=45
|type=incomplete
|road={{jct|state=NY|road|Manetto Hill Road|city1=Plainview|city2=Woodbury|countydab2=Nassau}}
|notes=Eastbound exit and westbound entrance via Angel Way
}}
{{NYint|exit
|location=Plainview
|lspan=2
|mile=28.95
|exit=46
|road={{jct|state=NY|road|Sunnyside Boulevard|city1=Plainview}}
}}
{{NYint|exit
|mile=29.65
|place=Truck inspection station (eastbound)
}}
{{NYint|exit
|county1=Nassau
|county2=Suffolk
|location1=Plainview
|location2=Melville
|mile=29.68
|exit=48
|road={{jct|state=NY|road|[[Old Country Road]]|city1=Old Bethpage|city2=Farmingdale}}
|notes=Signed as Round Swamp Road
}}
{{NYint|exit
|county=Suffolk
|cspan=26
|location=Melville
|mile=31.82
|exit=49
|road={{jct|state=NY|NY|110|city1=Amityville|city2=Huntington}}
|notes=Signed as exits 49S (south) and 49N (north)
}}
{{NYint|exit
|location1=Melville
|location2=Dix Hills
|mile=34.25
|exit=50
|road={{jct|state=NY|road|Bagatelle Road|city1=Dix Hills|city2=Wyandanch}}
}}
{{NYint|exit
|location=Dix Hills
|lspan=3
|mile=35.87
|exit=51
|road={{jct|state=NY|NY|231|city1=Babylon|areadab1=village|city2=Northport}}
}}
{{NYint|exit
|mile=37.00
|place=Rest Area & Long Island Welcome Center (eastbound)
}}
{{NYint|exit
|mile=38.56
|exit=52
|type=incomplete
|road={{jct|state=NY|CR|4|county1=Suffolk|name1=Commack Road|city1=North Babylon|city2=Commack}}
|notes=Eastbound exit and westbound entrance
}}
{{NYint|exit
|location1=Brentwood
|location2=Commack
|mile=39.28
|mspan=2
|exit=53
|road={{jct|state=NY|Parkway|Sagtikos|Parkway|Northern|to2=yes|city1=Bay Shore|city2=Kings Park}}
|notes=Exits S1E-W on Sagtikos State Parkway; Northern State Parkway not signed eastbound
}}
{{NYint|exit
|location=Brentwood
|mile=none
|exit=54
|type=closed
|road={{jctname|state=NY|CR|7|noshield1=yes|county1=Suffolk|name1=Wicks Road}}
|notes=Now an unnumbered interchange via exit 53
}}
{{NYint|exit
|location1=Brentwood
|location2=Hauppauge
|mile=41.72
|exit=55
|road={{jct|state=NY|CR|67|county1=Suffolk|name1=Motor Parkway|city1=Central Islip}}
}}
{{NYint|exit
|location=Hauppauge
|mile=42.66
|exit=56
|road={{jct|state=NY|NY|111|city1=Islip|areadab1=CDP|city2=Smithtown}}
}}
{{NYint|exit
|location=Islandia
|lspan=2
|mile=44.30
|exit=57
|road={{jct|state=NY|NY|454|city1=Patchogue|city2=Commack}}
}}
{{NYint|exit
|mile=45.64
|exit=58
|road={{jct|state=NY|road|Old Nichols Road|city1=Central Islip|city2=Nesconset}}
}}
{{NYint|exit
|location=Ronkonkoma
|mile=47.50
|exit=59
|road={{jct|state=NY|CR|93|county1=Suffolk|name1=Ocean Avenue|city1=Oakdale|city2=Ronkonkoma}}
}}
{{NYint|exit
|location=Lake Ronkonkoma
|mile=48.19
|exit=60
|road={{jctname|state=NY|CR|29|county1=Suffolk|noshield1=yes|name1=Ronkonkoma Avenue|city1=Lake Ronkonkoma|city2=Sayville}}
}}
{{NYint|exit
|location=Holbrook
|mile=49.62
|exit=61
|road={{jct|state=NY|CR|19|county1=Suffolk|name1=Patchogue–Holbrook Road|city1=Patchogue|city2=Holbrook}}
}}
{{NYint|exit
|location=Holtsville
|mile=51.24
|exit=62
|road={{jct|state=NY|CR|97|county1=Suffolk|name1=Nicolls Road|city1=Stony Brook|city2=Blue Point}}
}}
{{NYint|exit
|location1=Holtsville
|location2=Farmingville
|location3=Medford
|mile=53.04
|exit=63
|road={{jct|state=NY|CR|83|county1=Suffolk|name1=North Ocean Avenue|city1=Mount Sinai|city2=Patchogue}}
}}
{{NYint|exit
|location=Medford
|lspan=2
|mile=54.29
|exit=64
|road={{jct|state=NY|NY|112|city1=Patchogue|city2=Port Jefferson}}
}}
{{NYint|exit
|mile=55.44
|exit=65
|road={{jct|state=NY|CR|16|county1=Suffolk|name1=Horse Block Road|city1=Centereach|city2=Shirley}}
}}
{{NYint|exit
|location=Yaphank
|lspan=3
|mile=57.41
|exit=66
|road={{jct|state=NY|CR|101|county1=Suffolk|name1=Sills Road|city1=East Patchogue|city2=Yaphank}}
}}
{{NYint|exit
|mile=58.55
|exit=67
|road={{jct|state=NY|CR|21|county1=Suffolk|name1=Yaphank Avenue|city1=Yaphank|city2=Brookhaven}}
}}
{{NYint|exit
|mile=60.17
|exit=68
|road={{jct|state=NY|CR|46|county1=Suffolk|name1=William Floyd Parkway|city1=Wading River|city2=Shirley}}
|notes=Signed as exits 68S (south) and 68N (north) westbound
}}
{{NYint|exit
|location=Manorville
|lspan=2
|mile=64.05
|exit=69
|road={{jctname|state=NY|CR|25|county1=Suffolk|noshield1=yes|name1=Wading River Road|city1=Wading River|city2=Center Moriches}}
}}
{{NYint|exit
|mile=65.25
|exit=70
|road={{jct|state=NY|CR|111|dir1=south|county1=Suffolk|city1=Manorville|city2=Eastport}}
|notes=Northern terminus of CR 111
}}
{{NYint|exit
|location1=Manorville
|location2=Calverton
|mile=69.27
|exit=71
|type=incomplete
|road={{jct|state=NY|NY|24|dir1=south|name1=[[County Route 94 (Suffolk County, New York)|CR 94]]|city1=Hampton Bays|city2=Calverton}}
|notes=Eastbound exit and westbound entrance; northern terminus of NY 24
}}
{{NYint|exit
|location=Calverton
|lspan=2
|mile=70.75
|exit=72
|type=incomplete
|road={{jct|state=NY|NY|25|name1=Middle Country Road|city1=Riverhead|areadab1=CDP|city2=Calverton}}
|notes=Eastbound exit and westbound entrance
}}
{{NYint|exit
|mile=71.02
|exit=73
|road={{jct|state=NY|CR|58|dir1=east|county1=Suffolk|name1=Old Country Road|city1=Greenport|countydab1=Suffolk|city2=Orient}}
|notes=Eastern terminus
}}
{{jctbtm|exit|keys=incomplete,etc,hov,closed}}

===Mid-Manhattan Expressway (canceled)===
If built, the MME would have had the following exits:<ref name="midmanhattan">{{cite web |last=Anderson |first=Steve |title=Mid-Manhattan Expressway (I-495, unbuilt) |url=http://www.nycroads.com/roads/mid-manhattan/ |url-status=live |archive-url=https://web.archive.org/web/20130401030558/http://www.nycroads.com/roads/mid-manhattan/ |archive-date=April 1, 2013 |access-date=April 29, 2013 |work=NYCRoads}}</ref>{{NYinttop|county=New York|location=New York|hatnote=off}}
{{NYint
|mile=0.00
|road={{jct|state=NY|I|495|nolink1=yes|dir1=west|name1=[[Lincoln Tunnel]]}}
|notes=Continuation into [[New Jersey]]}}
{{NYint
|mile=0.20
|road={{jct|state=NY|NY|9A|name1=[[West Side Elevated Highway]]}}
|notes=}}
{{NYint
|mile=0.40
|road={{jct|state=NY|road|6th Avenue|location1=[[Times Square]] / [[Madison Square Park]]}}
|notes=}}
{{NYint
|mile=1.50
|road={{jct|state=NY|Parkway|FDR}}
|notes=}}
{{NYint
|mile=1.65
|road={{jct|state=NY|I|495|nolink1=yes|dir1=east|name1=[[Queens–Midtown Tunnel]]}}
|notes=Continuation into [[Queens]]}}
{{jctbtm|col=9|keys=incomplete,toll}}

==See also==
* [[495 Productions]] – Reality show production company named for the highway
* ''[[L.I.E. (film)|L.I.E.]]'' – 2001 film whose title is based on the initials of the highway
{{Portal bar|U.S. Roads|New York (state)|New York City}}

==Notes==
{{reflist|group=note}}

==References==
{{Reflist}}

==External links==
{{Commons category multi|Interstate 495 (New York)|New York State Route 495}}
{{Attached KML}}
{{NYSR external links|type=I|nyroutes=yes|route=495|alps=yes}}
* [http://www.interstate-guide.com/i-495_ny.html Interstate 495 - New York] (AARoads.com)
* [http://www.eastcoastroads.com/states/ny/inter/i495 I-495 (East Coast Roads)]
* [http://www.LongIslandBB.com/ Long Island's Official Online Community & LIE Relief Site] {{Webarchive|url=https://web.archive.org/web/20070328213347/http://www.longislandbb.com/ |date=March 28, 2007 }}
* [https://web.archive.org/web/20090213173101/http://freewebs.com/lie-liroads/index.htm Long Island Expressway @ NYC Road Geek]

{{3di|95}}

[[Category:Auxiliary Interstate Highways|95-4 New York]]
[[Category:Expressways in New York City]]
[[Category:History of transportation in New York City]]
[[Category:Interstate 95|4 New York]]
[[Category:Interstate Highways in New York (state)|95-4]]
[[Category:Roads on Long Island]]
[[Category:Robert Moses projects|*495]]
[[Category:Transportation in Manhattan]]
[[Category:Transportation in Nassau County, New York]]
[[Category:Highways in Queens, New York]]
[[Category:Transportation in Suffolk County, New York]]
[[Category:Unfinished buildings and structures in the United States]]