|Long Island Expressway|
Map of New York with I-495 highlighted in red
|Maintained by NYSDOT, NYCDOT, MTAB&T, and PANYNJ|
|Length:||71.02 mi (114.30 km)|
|Existed:||1958 - present|
|West end:||Queens-Midtown Tunnel portal in Murray Hill|
| in Long Island City
/ in Forest Hills
in Oakland Gardens
|East end:||in Calverton|
Interstate 495 (I-495, also known as the LIE or simply the Expressway by locals) is an auxiliary Interstate Highway on Long Island in New York in the United States. The route extends for 71 miles (114 km) from the western portal of the Queens-Midtown Tunnel in the New York City borough of Manhattan to County Route 58 (CR 58) in Riverhead, Suffolk County. I-495 does not intersect its parent route, I-95. However, it does connect to I-95 through I-295, which it meets in Queens.
The portion of I-495 in Nassau and Suffolk counties is known as the Long Island Expressway (LIE), a name commonly applied to the entirety of I-495. The section of the route from the Queens-Midtown Tunnel to Queens Boulevard is also named the Queens-Midtown Expressway west of Queens Boulevard, and the Horace Harding Expressway east of Queens Boulevard until the Queens-Nassau county line, though both names are not often used in common parlance and most signage refers only to the Long Island Expressway. The service roads which run in parallel along either side of the expressway in Queens are signed Horace Harding Expressway and also addressed as Horace Harding Boulevard; from the Queens-Nassau line to Sills Road, they are officially designated, but not signed, as New York State Route 906A and New York State Route 906B.
There is a gap in designation between I-278 and I-678, where the segment in between is officially known as New York State Route 495. However, this segment is still signed as part of the Interstate Highway System.
The expressway begins at the western portal of the Queens-Midtown Tunnel in the Murray Hill section of Manhattan. The route heads eastward, passing under FDR Drive and the East River as it proceeds through the Triborough Bridge and Tunnel Authority-maintained tunnel to Queens. Once on Long Island, the highway passes through the tunnel's former toll plaza and becomes known as the Queens-Midtown Expressway as it travels through the western portion of the borough. A mile after entering Queens, I-495 meets I-278 (the Brooklyn-Queens Expressway) at exit 17. At this point, I-495 becomes the unsigned highway NY 495, although it is still signed as an Interstate Highway. It continues as a limited-access expressway, on a generally easterly path, to the Rego Park neighborhood, where it connects to New York State Route 25 (NY 25, named Queens Boulevard) and becomes the Horace Harding Expressway. NY 495 heads northeast through Corona to Flushing Meadows-Corona Park, intersecting both the Grand Central Parkway and the Van Wyck Expressway (I-678) within the park limits, where unsigned NY 495 ends and I-495 officially resumes. 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.
The expressway continues east, veering to the southeast to bypass Kissena Park before curving back to the northeast to meet the Clearview Expressway (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 31 in the park prior to crossing into Nassau County and becoming the Long Island Expressway (LIE). Although the name officially begins here, almost all locals and most signage use "the Long Island Expressway" or "the LIE" to refer the entire length of I-495.
The service roads of I-495 are called the "Queens-Midtown Expressway" between the Brooklyn-Queens Expressway and Queens Boulevard, and the "Horace Harding Expressway" between Queens Boulevard and the Nassau County line. They are generally signed as such like any other city streets. It is common to refer to the service roads by these names--particularly Horace Harding--in local usage, for instance when referring to the location of a building along the road. The names may have been intended to refer to sections of the expressway proper, but current guide signs (and Queens residents) simply refer to it as the Long Island Expressway.
The Horace Harding Expressway section follows the path of Horace Harding Boulevard (also previously called Nassau Boulevard), which was named for Horace J. 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.
Heading into Nassau County, the expressway sports a High-Occupancy Vehicle Lane (HOV), which begins at exit 33 and runs to central Suffolk County. In its run through Nassau, it is the only major east-west highway that does not interchange with the Meadowbrook or Wantagh state parkways, both of which end to the south at the adjacent Northern State Parkway, which parallels the LIE through the county. The two highways meet three times, although it actually crosses only once at exit 46 near the county line. I-495 does, however, interchange with the Seaford-Oyster Bay Expressway (NY 135) as the east-west parkways do, and often has heavy traffic. In Suffolk County, the LIE continues its eight-lane configuration with the HOV lane to exit 64 (NY 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, the 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.
From NY 112 east, the expressway runs through more rural, woodland areas on its trek towards Riverhead. Exit 68 (William Floyd Parkway) marks the terminus of the service roads, which are fragmented by this point. Exit 70 (CR 111) in 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 71 (NY 24 / Nugent Drive), the expressway begins to narrow as it approaches its eastern terminus. Until 2008, just before exit 72 (NY 25), the three eastbound lanes narrowed to two, which in turn narrowed almost immediately to a single lane at exit 73, which lies 800 feet (240 m) east of exit 72. As of 2008, of the two lanes, one lane is designated for exit 72 and the other is for exit 73, which ends the squeeze into a single lane that formerly existed at exit 73. At exit 73, all traffic along the expressway is diverted onto a ramp leading to eastbound CR 58, marking the east end of the route.
A portion of the path of the Long Island Expressway was along the former road path and right of way of a streetcar line that went from the southern part of Long Island City to southern Flushing.
The Long Island Expressway was constructed in stages over the course of three decades. The first piece, the Queens-Midtown Tunnel linking Manhattan and Queens, was opened to traffic on November 15, 1940. The highway connecting the tunnel to Laurel Hill Boulevard was built around the same time and named the "Midtown Highway". The tunnel, the Midtown Highway, and the segment of Laurel Hill Boulevard between the highway and Queens Boulevard all became part of a realigned NY 24 in the mid-1940s. In the early 1950s, work began on an eastward extension of the Midtown Highway. The road was completed to 61st Street by 1954, at which point it became known as the "Queens-Midtown Expressway". By 1956, the road was renamed the "Long Island Expressway" and extended east to the junction of Queens (NY 24 and NY 25) and Horace Harding (NY 25D) Boulevards. NY 24 initially remained routed on Laurel Hill Boulevard (by this point upgraded into the Brooklyn-Queens Expressway) and Queens Boulevard, however.
In eastern Queens and western Nassau County, the LIE was built over much of Horace Harding Boulevard and Power House Road, designated as NY 25D. The section of the highway in the vicinity of Alley Pond Park was completed by 1958. Within two years time, the expressway was open from Manhattan to Roslyn Heights and entirely designated as NY 24. The old surface alignment of NY 24 south of the expressway became NY 24A. However, the section of the freeway west of the Clearview Expressway was also designated as I-495 in October 1958. The LIE was extended east to NY 25 in Jericho c. 1961 and to NY 110 in Melville c. 1962. Around the same time, NY 24 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 495.
Over one-third of the LIE across Suffolk County--from Melville to Veterans Memorial Highway (now NY 454) near Islandia--was opened to traffic c. 1963. Two more sections--from Islandia to exit 61 in Holbrook and from William Floyd Parkway to exit 71 near Riverhead--were completed in the mid-1960s. The gap in the freeway between Holbrook and William Floyd Parkway was filled by 1971 while the last 2 miles (3.2 km) of the LIE from exit 71 to CR 58 were opened to traffic on June 28, 1972.
A New York City Subway line along the Long Island Expressway 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, when the LIE was called Nassau Boulevard and later Horace Harding Boulevard prior to the construction of the expressway.
Another line was 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 and go to Kissena Boulevard via a right-of-way parallel and adjacent to the LIE. In Phase I, it would go to Kissena Boulevard at Queens College, and in Phase II, to Fresh Meadows and Bayside. 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 of the Chicago "L". It had been previously proposed to run the line from the 63rd Street tunnel under Northern Boulevard to Flushing (near the current Main Street station), then south under Kissena and Parsons Boulevards to meet with the LIE at Queens College.
The LIE line was approved in July 1968, By 1973, the final design for the Northeast Queens LIE line was published. However, later that year, the LIE line was canceled because New York state voters had declined a $3.5 billion 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 billion.
NY 495 extends 1.10 miles from the New Jersey state line on the Hudson River in the Lincoln Tunnel and the Lincoln Tunnel Expressway to 34th Street. The principal entrance and exit ramps that span from the Manhattan portal of the tunnel to West 30th Street are designated as the unsigned NY 495.
Plans for I-495 called for it to extend across Manhattan on the Mid-Manhattan Expressway to the tunnel, which it would follow into New Jersey and connect to I-95 in Secaucus. The I-495 designation was assigned to the New Jersey approach to the tunnel in anticipation of the Mid-Manhattan Expressway being completed. However, the project was cancelled and the Mid-Manhattan Expressway was officially removed from I-495 on January 1, 1970. The New Jersey stretch of I-495 became Route 495 in 1979.
Plans for the Mid-Manhattan Expressway were first proposed in 1937 for an expressway link crossing midtown Manhattan near 34th Street, then, as now, a heavily traveled crosstown surface street. The original idea was a pair of two-laned tunnels, the Mid-Manhattan Expressway or M.M.E. (sometimes called the Mid-Manhattan Elevated Expressway) connecting the West Side Highway on Hudson River and the Franklin D. Roosevelt East River Drive on the East River. By 1949, Robert Moses, New York City Parks Commissioner and Arterial Coordinator, proposed a six-lane elevated expressway along 30th Street. The expressway was to have two exits, to connect to the West Side Highway and the 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. It would be constructed within a 100-foot (30 m)-wide right-of-way immediately south of 30th Street. The viaduct would require substantial demolition of high-rise buildings within Midtown Manhattan. To cover the costs of construction, Moses suggested charging tolls on the new roadway, which was estimated to cost $26 million to construct plus another $23 million for the land needed for the project.
A later proposal had the roadway situated ten stories above valuable commercial real estate. Air rights above the expressway would be sold and new high-rise buildings would be constructed above the expressway; buildings would be constructed below the viaduct as well. One fanciful variation favored by then Mayor William O'Dwyer involved running the roadway through the Empire State Building itself, occupying the tenth and eleventh floors.
In 1963, plans for the expressway were finalized and it received the I-495 designation. Beginning from its elevated connections to 12th Avenue (NY 9A) or the West Side Elevated Highway, the Mid-Manhattan Expressway would begin as a six-lane depressed roadway in the center of a widened 30th Street to Tenth Avenue. At this point, it would swing to the north side of 30th Street to make connections between Tenth and Ninth Avenues, with the Lincoln Tunnel Third Tube Approaches. Traveling east from this area, it would underpass Ninth Avenue, but rise so as to overpass Eighth Avenue and ultimately continue across Manhattan as an elevated structure. In an area between Eighth and Seventh Avenues, the roadway would recross 30th Street and occupy a 100 ft (30 m) wide right-of-way immediately south of the thoroughfare. From here it would travel east as a six-lane elevated expressway route, ten stories above the city streets to allow for commercial development both above and below the skyway deck. After overpassing Second Avenue it would swing north to follow the 30th Street alignment as a four-lane elevated expressway route to connections with the East River or FDR Drive. Between First and Second Avenues, ramps would be constructed to provide access to the Queens-Midtown Tunnel. In 1971, New York Governor Nelson Rockefeller canceled the Mid-Manhattan Expressway, along with about a dozen other highway plans including I-78 through New York City, of which another crosstown highway known as the Lower Manhattan Expressway (LOMEX) was part.
Long Island, meanwhile, lobbied to extend I-495 east over NY 495. The extension took place in the early 1980s, at which time the NY 495 signs were taken down and I-495 was extended to the east end of the LIE. The section of I-495 in the vicinity of the Lincoln Tunnel was redesignated as NY 495 at this time. The extension of I-495 to Riverhead makes the highway a spur, which should have an odd first digit according to the 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. A proposed Long Island Crossing would have extended the LIE across Long Island Sound to I-95 in either Guilford, Connecticut, Old Saybrook, Connecticut, or Rhode Island via a series of existing and man-made islands, but a lack of funding as well as public opposition led to the demise of these proposals.
From 1994 to 2005, High-occupancy vehicle lanes (HOV) were added to I-495. Beginning with a small section in Western Suffolk County, the lanes were added in subsequent sections until their completion on June 30, 2005. There is one HOV lane in each direction, in the median of the highway. They now run from exit 31 Cross Island Parkway to exit 64 at Medford in central Suffolk County. From 6:00 am to 10:00 am and from 3:00 pm to 8:00 pm Monday through Friday, the HOV lanes are limited to buses, motorcycles, and Clean Pass vehicles without occupancy requirement and passenger vehicles with at least two occupants. Trailers and commercial trucks are always prohibited therein.
I-495 lacked proper lighting along its route in Nassau and Suffolk counties for many years. Because of this, motorists would be driving into complete darkness after crossing the Queens-Nassau border. Despite constant requests from Nassau local officials, no immediate plans were made. Finally, in 1980, the first streetlights were installed in eastern Nassau county. The final streetlights were installed between exits 39 and 40 in 2002 in Nassau County.
As the Long Island Expressway was being built across Long Island, it was specifically designed to accommodate certain topographical conditions and proposed interchanges. Exit 30 was originally a partial cloverleaf interchange with the Cross Island Parkway. Eastbound exit 30S was for Easthampton Boulevard with a connecting ramp to the southbound Cross Island Parkway. Exit 31 was originally a westbound only interchange for Douglaston Parkway; it was later combined with the exit for the Little Neck Parkway. Exit 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 off-ramp and a north-to-westbound-only on-ramp running beneath Powell Road.
Exit 40 originally had only same-directional off-ramps under the expressway providing access to realigned sections of NY 25. When exit 41 was originally constructed, it had no south-to-west connecting ramp. Westbound access to the expressway was provided at the nearby exit 40 on-ramp at NY 25. An alternate design for exit 42 called for it to be similar to the one proposed for NY 135 and Bethpage State Parkway, and westbound exit 46 was originally a partial cloverleaf. Exit 47 was intended for the extension of the Bethpage State Parkway near Washington Avenue in Plainview. This was to be a partial cloverleaf with southbound-only off-ramps and northbound-only on-ramps in both directions. The west-to-southbound ramp would also have an additional connecting ramp to a two-way frontage road for a development and an industrial area near exit 46. Exit 47 is now intended as a truck inspection site between exits 46 and 48.
The original rights-of-way for the service roads between exits 48 and 49 were intended to weave around the steep Manetto Hills area of the main road, rather than running parallel to the road as it does today. The land between the service road and the main road was reserved for housing developments. The right-of-way for the original westbound service road still weaves through the development on the north side of the road. Exit 49 was originally a cloverleaf interchange with the outer ramps connecting to the service roads at a point closer to NY 110. This was in preparation for NY 110's formerly proposed upgrade into the Broad Hollow Expressway. After the project was canceled in the 1970s, the west-to-northbound on-ramp was moved to nearby CR 3 (Pinelawn Road), and the original ramp was replaced with a park and ride. Other outer ramps were eventually moved further away from NY 110.
Exit 52 (Commack Road/CR 4) was intended to be moved west to an interchange with the formerly proposed Babylon-Northport Expressway (realigned NY 231) in the vicinity of the two parking areas. These ramps would have been accessible from the service roads. The westbound off-ramp and service road at exit 54 (Wicks Road/CR 7) originally terminated at Long Island Motor Parkway, east of Wicks Road. The westbound on-ramp was squeezed between the northwest corner of the Wicks Road bridge and exit 53. Excessive weaving between exits 52, 53, and 54 caused NYSDOT to reconstruct all three interchanges into one, and replace the west-to-southbound off-ramp to Sagtikos State Parkway with a flyover ramp. Exit 55A was meant to be a trumpet interchange for the Hauppauge Spur of NY 347, between Long Island Motor Parkway (exit 55) and NY 111 (exit 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 Motor Parkway and west side of NY 111 would be eliminated as part of the interchange's construction. Between exits 57 and 58, there was a proposed extension of Northern State Parkway.
Prior to the construction of the interchange with CR 97 (Nicolls Road), exit 62 was for Morris Avenue and Waverly Avenue eastbound, and Morris Avenue westbound. Between exits 63 and 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 59 and 60. Exit 68 was originally planned to be built as a cloverleaf interchange without collective-distributor roads. Additionally in the 1970s, Suffolk County Department of Public Works proposed an extension of East Main Street in Yaphank (CR 102) that would have terminated at the west end of this interchange.
In the 1960s and 1970s, the Suffolk County Planning Department considered extending CR 55 to the Grumman Calverton Naval Air Base between exits 70 and 71. This would have provided an additional interchange known as exit 70A. Exit 71 itself was intended to be a cloverleaf interchange with CR 94 (Nugent Drive) and the Hamptons Spur of the Long Island Expressway. After the Hamptons Spur proposal was cancelled, the plans for exit 71 were altered to call for a complete diamond interchange.
|Manhattan||Murray Hill||0.00||0.00||34th-35th Streets / Second Avenue - Downtown
37th Street - Crosstown
Third Avenue / 38th-41st Streets - Uptown
|Westbound exits from the Queens-Midtown Tunnel|
|Second Avenue / 34th Street-40th Streets||Eastbound entrances to the Queens-Midtown Tunnel|
|East River||1.01||1.63||Queens-Midtown Tunnel ($8.50 toll)|
|Queens||Hunters Point||1.43||2.30||13||Borden Avenue - Pulaski Bridge||Eastbound exit and entrance|
|1.53||2.46||14||east (21st Street) - Long Island City||Eastbound exit and westbound entrance; western terminus of NY 25A|
|Long Island City||2.09||3.36||15||Van Dam Street - Ed Koch Queensboro Bridge||Westbound exit and entrance|
|2.34||3.77||16||Hunters Point Avenue / Greenpoint Avenue - Ed Koch Queensboro Bridge||Westbound exit and eastbound entrance|
|2.61||4.20||17W||west (Brooklyn-Queens Expressway) / 48th Street - Brooklyn, Staten Island||Exits 35W-E on I-278; access via service roads; unsigned transition between I-495 and NY 495|
|17E||east (Brooklyn-Queens Expressway) - Bronx, LaGuardia Airport||Westbound exit is via exit 17W and 48th Street|
|Maspeth||3.47||5.58||18||Maurice Avenue||Eastbound exit is part of exit 17|
|Elmhurst||4.30||6.92||-||69th Street / Grand Avenue||Westbound exit and eastbound entrance; part of exit 19|
|5.27||8.48||19||(Queens Boulevard) / Woodhaven Boulevard - Rockaways||No eastbound entrance from Woodhaven Boulevard|
|5.58||8.98||20||Junction Boulevard||Westbound exit and eastbound entrance|
|Corona||6.91||11.12||21||108th Street||Westbound exit is part of exit 22A|
|7.25||11.67||22A||- RFK Bridge, Eastern Long Island, LaGuardia Airport||Signed eastbound as exits 22A (east) and 22B (west); exits 10W-E on G.C. Parkway|
|7.35||11.83||22B||(Van Wyck Expressway) / College Point Bouelvard - Whitestone Bridge, Kennedy Airport||Signed eastbound as exits 22C (I-678 south), 22D (I-678 north), 22E (C.P. Blvd);
exits 12W-E on I-678; unsigned transition between I-495 and NY 495
|9.10||14.65||24||Kissena Boulevard||Eastbound access to 164th Street|
|Fresh Meadows||10.02||16.13||25||Utopia Parkway / 164th Street / 188th Street||Signed for 188th Street eastbound and 164th Street westbound|
|11.04||17.77||26||Francis Lewis Boulevard||Eastbound exit and westbound entrance|
|Bayside||11.43||18.39||27||(Clearview Expressway) to - Bronx||Signed as exits 27S (south) and 27N (north); exits 4W-E on I-295|
|11.93||19.20||28||Oceania Street / Francis Lewis Boulevard||Westbound exit and eastbound entrance; also provides access to 188th Street|
|12.91||20.78||30||East Hampton Boulevard / Douglaston Parkway||Eastbound exit only|
|Oakland Gardens||13.27||21.36||31S||south - Kennedy Airport||Exits 30W-E on Cross Island Parkway|
|31N||north - Whitestone Bridge||Westbound exit and eastbound entrance|
|Little Neck||14.25||22.93||32||Little Neck Parkway / Douglaston Parkway|
|Nassau||Lake Success||15.43||24.83||33||Lakeville Road / Community Drive - Great Neck||Western terminus of HOV lane|
|North Hills||16.37||26.34||34||New Hyde Park Road|
|17.57||28.28||35||Shelter Rock Road - Manhasset||Westbound exit is via exit 36|
|18.43||29.66||36||Searingtown Road - Port Washington|
|Roslyn Heights||18.95||30.50||37||Willis Avenue - Mineola, Roslyn|
|East Hills||20.14||32.41||38||east - Hauppauge||Eastbound exit and westbound entrance; exit 29A on Northern State Parkway|
|Old Westbury||20.31||32.69||39||Glen Cove Road - Hempstead, Glen Cove|
|Jericho||24.07||38.74||40||(Jericho Turnpike) - Mineola, Syosset||Signed as exits 40W (west) and 40E (east)|
|25.23||40.60||41||/ (N Broadway) - Hicksville, Oyster Bay||Signed as exits 41S (south) and 41N (north)|
|26.05||41.92||42||- New York, Hauppauge||Same-directional exit ramps only; entrance ramps located west of exit 46|
|Syosset||43A||Robbins Lane||Westbound exit and eastbound entrance|
|27.07||43.56||43||South Oyster Bay Road - Bethpage, Syosset|
|27.83||44.79||44||- Seaford, Syosset||Signed as exits 44S (south) and 44N (north) eastbound; exits 13W-E on NY 135|
|Plainview||28.17||45.34||45||Manetto Hill Road - Plainview, Woodbury||Eastbound exit and westbound entrance|
|28.95||46.59||46||Sunnyside Boulevard - Plainview|
|29.65||47.72||Truck inspection station (eastbound only)|
|29.68||47.77||48||Round Swamp Road - Old Bethpage, Farmingdale|
|Suffolk||Melville||31.82||51.21||49||- Amityville, Huntington||Signed as exits 49S (south) and 49N (north)|
|Dix Hills||34.25||55.12||50||Bagatelle Road - Dix Hills, Wyandanch|
|35.87||57.73||51||- Babylon, Northport|
|38.56||62.06||52||(Commack Road) - North Babylon, Commack||Westbound exit is part of exit 53|
|Brentwood||39.28||63.22||53||/ (Wicks Road) - Bay Shore, Kings Park||Exits S1W-E on Sagtikos Parkway; Wicks Road (CR 7) was formerly signed separately as exit 54|
|41.72||67.14||55||(Motor Parkway) - Central Islip|
|Hauppauge||42.66||68.65||56||- Islip, Smithtown|
|Islandia||44.30||71.29||57||- Patchogue, Commack|
|45.64||73.45||58||Old Nichols Road - Central Islip, Nesconset|
|Ronkonkoma||47.50||76.44||59||(Ocean Avenue) - Oakdale, Ronkonkoma|
|48.19||77.55||60||(Ronkonkoma Avenue) - Lake Ronkonkoma, Sayville|
|Holbrook||49.62||79.86||61||(Patchogue-Holbrook Road) - Patchogue, Holbrook|
|Holtsville||51.24||82.46||62||(Nicolls Road) - Stony Brook, Blue Point|
|Farmingville||53.04||85.36||63||(North Ocean Avenue) - Mount Sinai, Patchogue|
|Medford||54.29||87.37||64||- Patchogue, Port Jefferson||Eastern terminus of HOV lane|
|55.44||89.22||65||(Horse Block Road) - Centereach, Shirley|
|Yaphank||57.41||92.39||66||(Sills Road) - East Patchogue, Yaphank|
|58.55||94.23||67||(Yaphank Avenue) - Yaphank, Brookhaven|
|60.17||96.83||68||(William Floyd Parkway) - Wading River, Shirley||Signed as exits 68S (south) and 68N (north)|
|Manorville||64.05||103.08||69||(Wading River Road) - Wading River, Center Moriches|
|65.25||105.01||70||- Eastport, Manorville|
|Calverton||69.27||111.48||71||- Hampton Bays, Calverton||Eastbound exit and westbound entrance|
|70.75||113.86||72||(Middle Country Road) - Riverhead, Calverton||Eastbound exit and westbound entrance|
|71.02||114.30||73||east (Old Country Road) - Greenport, Orient|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi
If built, the Mid-Manhattan Expressway would have the following exits:
|0.00||0.00||I-495 west (Lincoln Tunnel)||Continuation into New Jersey|
|0.20||0.32||(West Side Elevated Highway)|
|1.65||2.66||I-495 east (Queens-Midtown Tunnel)||Continuation into Queens|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi