Interstate 278 is an auxiliary Interstate Highway in New Jersey and New York in the United States. The road runs 35.62 miles from U. S. Route 1/9 in Linden, New Jersey, to the Bruckner Interchange in the New York City borough of the Bronx; the majority of I-278 is in New York City, where it serves as a partial beltway and passes through all five of the city's boroughs. I-278 follows several freeways, including the Union Freeway in New Jersey. I-278 crosses multiple bridges, including the Goethals, Verrazzano-Narrows and Triborough Bridges. I-278 was opened in pieces from the 1930s through the 1960s; some of its completed segments predated the Interstate Highway System and are thus not up to standards, portions of I-278 have been upgraded over the years. In New York, the various parts of I-278 were planned by Robert Moses, an urban planner in New York City; the segments proposed. Despite its number, I-278 does not connect to I-78. There were once plans to extend I-278 west to I-78 east of the Route 24 interchange in Springfield, New Jersey.
This was canceled because of opposition from the communities along the route. The segment that does exist in New Jersey was opened in 1969. There were plans to extend I-78 east across Manhattan and into Brooklyn via the Williamsburg Bridge. Two segments of I-278 have had different route number designations planned or designated for it. I-87 was once planned to follow the segment of I-278 between the Williamsburg Bridge and the Major Deegan Expressway, but this became a part of I-278. Additionally, the Bruckner Expressway portion of I-278 had been designated with different route numbers. At first, it was to be I-895 between the Sheridan Expressway and I-678 past there. I-278 was planned to follow the Bruckner Expressway and the Sheridan Expressway to I-95 before the current numbering took place by 1970, with I-895 designated onto the Sheridan Expressway; the New Jersey segment of I-278 begins in Linden, Union County at the junction with US 1 and US 9, where it merges into the southbound direction of that road.
The freeway heads east and carries two lanes in each direction, with the eastbound direction widening to three lanes. I-278 runs between urban residential areas to the north and the Bayway Refinery to the south as it continues into Elizabeth. In this area, the road meets Route 439 and the New Jersey Turnpike at the only intermediate interchange that I-278 has in New Jersey; this short length is sometimes called the Union Freeway. After the New Jersey Turnpike, I-278 turns southeast and crosses the Arthur Kill on the six-lane Goethals Bridge to Staten Island, a borough of New York City; this bridge is maintained by the Port Authority of New Jersey. Upon coming onto Staten Island, I-278 becomes the Staten Island Expressway. After the Goethals Bridge, the highway has a toll plaza serving the bridge. At this point, the freeway becomes eight lanes and maintained by the New York State Department of Transportation, coming to an exit for Western Avenue and Forest Avenue before reaching a directional interchange with New York State Route 440.
NY 440 forms a concurrency with I-278 and the road heads into residential neighborhoods. The road carries four lanes eastbound and three lanes westbound as it comes to the exit serving Richmond Avenue. After, NY 440 splits from the Staten Island Expressway at a large interchange, heading north on the Dr. Martin Luther King Jr. Expressway; this interchange provides access to Victory Boulevard. East of this point, the expressway gains a bus lane in each direction; the six-lane I-278 turns to the east past this point, with Gannon Avenue serving as a frontage road, reaches the Bradley Avenue exit. The next interchange the Staten Island Expressway is with Todt Hill Slosson Avenue; this exchange was the original terminal of the bus lane in each direction that serves as a high-occupancy vehicle lane, built in 2005. After Todt Hill Road, I-278 runs through a wooded area where it comes to an incomplete interchange, to be the northern terminus of the Richmond Parkway; the road continues back into residential areas and comes to an interchange serving Clove Road and Richmond Road.
The next interchange the freeway has is with Hylan Boulevard. A short distance the Staten Island Expressway comes to a large interchange that serves Lily Pond Road and Bay Street. After, I-278 reaches the former toll plaza for the Verrazzano-Narrows Bridge, where electronic toll collection is in effect for the westbound lanes. Following the toll plaza area, I-278 goes onto the Verrazzano-Narrows Bridge linking to Brooklyn over the Narrows; this bridge, maintained by the Triborough Bridge and Tunnel Authority, has six lanes on the lower level and seven lanes on the upper level which includes 1 HOV Lane. In addition to local traffic on Staten Island, the expressway provides the most direct route from Brooklyn and Long Island to New Jersey, it is known throughout the New York area as one of the most congested roads in the city. After the Verrazzano-Narrows Bridge, I-278 continues into Brooklyn on the Gowanus Expressw
New York State Route 25A
New York State Route 25A is a state highway on Long Island in New York in the United States. It serves as the main east–west route for most of the North Shore of Long Island, running for 73 miles from Interstate 495 at the Queens–Midtown Tunnel in the New York City borough of Queens to NY 25 in Calverton, Suffolk County; the highway is a northern alternate route of NY 25, which follows a more inland routing along Jericho Turnpike. The route is known for its scenic path through decidedly lesser-developed areas such as Brookville, Fort Salonga and the Roslyn Viaduct, it is known by various names along its routing, the most prominent of which include Northern Boulevard, North Hempstead Turnpike, Main Street, Fort Salonga Road, North Country Road. It merges with NY 25 for 1.5 miles in Smithtown. NY 25A begins at I-495 exit 14—the second exit off the expressway—in Long Island City in the New York City borough of Queens; the route heads northward, following 21st Street for three blocks before turning northeast onto Jackson Avenue.
Here, NY 25A widens from a width that the road retains well into Nassau County. The highway serves the Long Island City Courthouse on its way to a junction with Queens Boulevard at the foot of the Queensboro Bridge. Here, the road changes names again. Unlike the first two names, the Northern Boulevard name extends for a considerable distance, remaining with NY 25A through the neighborhoods of Long Island City, Jackson Heights, Flushing, Bayside and Little Neck. Northern Boulevard is the starting point of several prominent streets, such as Springfield Boulevard, Steinway Street, Woodside Avenue; as Northern Boulevard, NY 25A begins to follow a more easterly path, loosely paralleling the Sunnyside Yard to the south. NY 25A continues east into Woodside, the Brooklyn–Queens Expressway intersects with Northern Boulevard at the Woodside–Jackson Heights border. NY 25A continues on, becoming part of a large street grid and running along a linear alignment through Jackson Heights and Corona, it reaches Flushing Meadows-Corona Park, where the highway intersects with the Grand Central Parkway just northwest of Citi Field.
For the next mile, NY 25A is a limited-access highway connecting the Grand Central Parkway with I-678. This was a former segment of the Belt Parkway system intended to be part of the proposed Astoria Expressway. Northern Boulevard continues through Flushing -- -- towards Bayside; the route travels easterly across Bayside, intersecting with the Clearview Expressway along the way. Not far to the east, it crosses over the Cross Island Parkway at Alley Pond Park. Past the Cross Island Parkway, NY 25A goes through Douglaston and Little Neck before crossing the New York City line into Nassau County; the five-mile stretch of Northern Boulevard stretching eastward from Flushing has been described as coterminous with the Long Island Koreatown. NY 25A, still carrying the Northern Boulevard name, crosses into Nassau County at the Great Neck hamlet known as University Gardens, it winds its way around a steep curve in the Great Neck area before descending into Manhasset and the hamlet's Miracle Mile shopping area.
The route continues eastward, intersecting with NY 101 just south of Port Washington ahead of a split in Northern Boulevard. Old Northern Boulevard, which once carried the NY 25A designation, is the old route which passes through the village of Roslyn while Northern Boulevard itself bypasses the village and carries NY 25A over the Roslyn Viaduct; the old and new routes converge east of the viaduct, Northern Boulevard heads northeastward through Greenvale where it intersects with Glen Cove Road. In Brookville, NY 25A passes the New York Institute of Technology and the C. W. Post Campus of Long Island University before intersecting with NY 107. Past this point, the route curves back to the east ahead of a junction with NY 106 south of East Norwich. NY 25A's run as a four-lane road ends here, the route becomes a simple two-lane country road, it reverts to four lanes at Cold Spring Road, the highway enters Suffolk County less than a mile later. Some discrepancy exists over NY 25A's street name in Nassau County regarding the eastern half of the county.
While signage for Northern Boulevard exists as far east as Cold Spring Road, implying that Northern Boulevard extends from Queens to the Suffolk line, several businesses located between NY 107 and NY 106 give North Hempstead Turnpike as the highway's name. Additionally, an old, undated Hagstrom Map from the late 1940s indicates that the Turnpike name extends as far west as the Queens line. NY 25A makes a sharp northward turn just inside the county line at an intersection with NY 108, it travels through Cold Spring Harbor, where it is called Harbor Road, Main Street, before curving back to the east and heading into downtown Huntington. In the hamlet, the road widens to four lanes and is known as Main Street. At an intersection with County Route 35 on the east side of Huntington, NY 25A narrows to two lanes once more and heads toward Centerport, where it becomes Fort Salonga Road; this name remains in place through Centerport and Fort Salonga to the vicinity of Sunken Meadow State Park. Just south of the park, NY 25A intersects with its first limited-access highway since the Cross Island Parkway in Queens when it encounters the northernmost exit on the Sunken Meadow State Parkway.
Past the parkway, the route changes names from Fort Salonga Road to Main Street as it enters Kings Park, home to the now-closed Kings Park Psychiatric Center. The simila
New York State Route 25
New York State Route 25 is an east–west state highway in downstate New York in the United States. The route extends for just over 105 miles from east midtown Manhattan in New York City to the Cross Sound Ferry terminal at Orient Point on the end of Long Island's North Fork. NY 25 is carried from Manhattan to Queens by way of the double-decked Queensboro Bridge over the East River. NY 25 is unique among New York State Routes on Long Island, as it is the only one to leave the geographical boundaries of Long Island, albeit minimally. NY 25 runs along several differently-named roads. In the borough of Queens, it is called Queens Boulevard, Hillside Avenue and Braddock Avenue. Braddock Avenue ends upon crossing over the Cross Island Parkway. At that point, NY 25 turns east onto Jericho Turnpike, which runs along the Queens-Nassau border from Braddock Avenue to 257th street. Continuing east through Nassau and western Suffolk counties, NY 25 retains the name Jericho Turnpike. Further east, the highway becomes Main Street in Smithtown, Middle Country Road in central Suffolk, Main Street again in Riverhead, Main Road in eastern Suffolk.
Two alternate routings exist bearing the designation NY 25 Truck, both along the North Fork of Long Island. They began as two separate routes, one between Laurel and Mattituck and the other in the vicinity of Greenport. NY 25 begins near Second Avenue in Manhattan, at the western end of the double-decked Queensboro Bridge spanning the East River and Roosevelt Island. East of the bridge NY 25 becomes Queens Boulevard at the intersection with NY 25A, in the Long Island City section of the borough of Queens. Queens Plaza is based around this section of the road. In Long Island City, NY 25 runs southeast beneath the elevated tracks of the IRT Flushing Line. At Thompson Avenue, the route turns to run eastward as the multi-lane divided Queens Boulevard, straddling the Flushing Line's elevated structure eastward to 48th Street, at which point the Flushing Line turns northeast onto Roosevelt Avenue and Queens Boulevard becomes 6 lanes in each direction, with main and service roads. In Woodside, NY 25 meets I-278 at exit 39.
In Elmhurst, the road runs over the eponymous subway line starting at the intersection with Grand Boulevard and Broadway. In Corona, the road intersects the Long Island Expressway and the northern terminus of Woodhaven Boulevard. Outside of Rego Park, NY 25 turns southeast towards Forest Hills and Jamaica. In Kew Gardens the route is connected to the westbound and eastbound roadways of Union Turnpike and passes over the Jackie Robinson Parkway without access. Near Jamaica, the road meets I-678 at a partial interchange. Three blocks southeast of I-678, NY 25 turns east and is known as Hillside Avenue, a city street that begins at Jamaica Avenue in Richmond Hill near the site of the former LIRR station; this section of NY 25 has several lanes in the Jamaica-Hollis area. In Queens Village the route connects with both I-295 and NY 24 at an interchange that serves as NY 24's western end and I-295's southern terminus. East of I-295, NY 25 intersects the western terminus of NY 25B. In Bellerose, the roadway turns east onto Jericho Turnpike.
This section, to just before 257th Street, is the border between the Bellerose and Floral Park neighborhoods of Queens to the north and the villages of Bellerose and Floral Park in Nassau County to the south. The westbound lanes are in New York City. NY 25B and Hillside Avenue merge into NY 25 in Mineola. NY 25 parallels the Northern State Parkway. NY 25 again intersects with the Long Island Expressway in Jericho. NY 106 and NY 107 interchange with NY 25 in downtown Jericho, however the exit is not numbered; the northern end of the Seaford–Oyster Bay Expressway terminates at NY 25 in Syosset. NY 110 intersects at the 32.76 miles mark, in South Huntington. NY 454 begins at an intersection with NY 25 in Commack. Just after the NY 454 intersection, NY 25 meets the Sunken Meadow State Parkway by way of an interchange. NY 25A, a spur of NY 25, becomes concurrent with NY 25 in Smithtown. In Village of the Branch, NY 25A leaves to the north. New York State Bicycle Route 25 begins along NY 25A at this intersection.
NY 347 intersects at 47.93 miles in Nesconset. In Coram, NY 25 intersects with NY 112. NY 25A ends at NY 25 in Calverton, NYS Bike Route 25 joins NY 25 on its way to Orient Point, with occasional diversions in Riverhead and Greenport. Four miles NY 25 encounters the Long Island Expressway one final time at another interchange. 20 miles further eastward, in Greenport, NY 25 intersects with NY 114 at its northern terminus. NY 25 continues on the northeastern end of Long Island for the final ten miles. NY 25 ends at the Orient Point Ferry Landing. An attraction along NY 25 in Orient is Orient Beach State Park. NY 25 was assigned in the mid-1920s along all of what is now NY 25A east of the New York City line and its current alignment from the modern east end of NY 25A to Greenport. At the time, the section of modern NY 25 between the New York City line and Smithtown was state-maintained but unnumbered, it was designated as NY 25A c. 1927. In the late 1920s, NY 25 was realigned to follow Jericho Turnpike and Middle Country Road between Smithtown and Riverhead while its former align
Woodside is a residential and commercial neighborhood in the western portion of the borough of Queens in New York City. It is bordered on the south by Maspeth, on the north by Astoria, on the west by Sunnyside, on the east by Elmhurst and Jackson Heights; some areas are residential and quiet, while other parts the ones around Roosevelt Avenue, are busier. The neighborhood is located in Queens Community Board 2, with a small portion in Community Board 1. In the 19th century the area was part of the Town of Newtown; the adjacent area of Winfield was incorporated into the post office serving Woodside and as a consequence Winfield lost much of its identity distinct from Woodside. However, with large-scale residential development in the 1860s, Woodside became the largest Irish American community in Queens, being 80% Irish by the 1930s and maintaining a strong Irish culture today. In the early 1990s, many Asian American families moved into the area, with the population being 30% Asian American. South Asians and Latinos have moved to Woodside in recent years.
Reflecting its longtime diverse foods and drink, the neighborhood is filled with many cultural restaurants and pubs. It is home to some of the city's most popular Thai and South American eateries. For two centuries following the arrival of settlers from England and the Netherlands, the area where the village of Woodside would be established was sparsely populated; the land was fertile but wet. Its Native American inhabitants called it a place of "bad waters" and it was known to early European settlers as a place of "marshes, muddy flats and bogs," where "wooded swamps" and "flaggy pools" were fed by flowing springs." Until drained in the nineteenth century, one of these wet woodlands was called Wolf Swamp after the predators that infested it. This swamp was not the only place where settlers might fear for the safety of their livestock, themselves. One of the oldest recorded locations in Woodside was called Rattlesnake Spring on the property of a Captain Bryan Newton; the vicinity came to be called Snake Woods and one source maintains that "during New York’s colonial period, the area was known as'suicide’s paradise,' as it was snake-infested swamps and wolf-ridden woodlands."Woodside was settled by farmers in the early 18th century.
In time, inhabitants learned. The marsh grasses proved to be good for grazing and grains and vegetables could be grown on the surrounding dry land. By the middle of the 18th century the area's farmers had drained some of its marshes and cut back some of its woods to expand its arable land and eliminate natural predators. Agricultural produce found markets in New York City and at the beginning of the 19th century the area came to be "abundantly conspicuous in the wealth of the farmers and in the beauty of the villas." A late 19th-century historian described one of the area's 19th-century farms as a pleasing mix of woodlot, tilled acreage, grazing land and pleasure garden. He believed "it would have been hard to find anywhere in the vicinity of New York a more picturesque locality." Another observer of this time praised Woodside's "pure atmosphere and delightful scenery."In the 19th century, the area was part of the Town of Newtown. The adjacent area of Winfield was incorporated into the post office serving Woodside and as a consequence Winfield lost much of its identity distinct from Woodside.
Some idea of the bucolic nature of the place that would become Woodside can be seen in descriptions of an ancient central landmark, a great chestnut tree. The tree was hundreds of years old when it came down in the last decade of the 19th century, it stood on high ground near a junction of three dirt roads and "was of great diameter, some 8 or 10 feet"—perhaps 30 feet in circumference. Its size and central location made it a natural a meeting place, a surface on which to tack public notices, strategic point of considerable military significance during the Revolutionary War. A 19th-century antiquarian wrote of the great tree as it stood during the American Revolution and in doing so named the families of the local landowners: Around the roots of the old tree were the huts and stables of the cavalry: with a number of settler's huts ranged in woods... Great festivities too were constant in the spacious rooms of the old Moore house, during the winter months when the snow was deeper and the frost more cold than now-a-days.
To the streaming lights from the ball room, the lanterns hung on the trees, were wont to assemble the gay sleighing parties from the Sacket, Alsop and other houses. Is there any relic more associated with Newtown than its old chestnut tree?... not been for two centuries the "Legal Notice" centre of Newtown, for all vendues, real estate transfers, town meetings, lost "creeturs" and runaway slaves? Woodside was first developed on a large scale beginning in 1867 by speculative residential neighborhood builder Benjamin W. Hitchcock, who founded Corona and Ozone Park, John Andrew Kelly; the neighborhood's location about three miles from Hunter's Point on the Long Island Rail Road line made it an ideal location for a new suburban community. In 1874, the New York Times described Woodside: At Woodside there are now 100 houses erected, chiefly of the villa-cottage order, thirty trains daily stop at the station, making it, via the Hunter's Point and James Slip Ferry, less than forty-five minutes from the lower part of the city.
Woodside is locat
IND Queens Boulevard Line
The IND Queens Boulevard Line, sometimes abbreviated as QBL, is a line of the B Division of the New York City Subway in Manhattan and Queens, New York City, United States. The line, underground throughout its entire route, contains 23 stations; the core section between 50th Street in Hell's Kitchen, 169th Street in Jamaica, was built by the Independent Subway System in stages between 1933 and 1940, with the Jamaica–179th Street terminus opening in 1950. As of 2015, it is with a weekday ridership of over 460,000 people; the Queens Boulevard Line's eastern terminus is the four-track 179th Street station. The line continues westward northwest as a four-track line with the local tracks to the outside of the express tracks; the Queens Boulevard Line merges with the IND Archer Avenue Line east of Briarwood and with Jamaica Yard spurs west of Briarwood and east of Forest Hills–71st Avenue. The express tracks and the local tracks diverge at 65th Street in Jackson Heights and merge again at 36th Street in Sunnyside.
West of 36th Street, the IND 63rd Street Line splits off both pairs of tracks, entering Manhattan via the 63rd Street Tunnel. At Queens Plaza in Long Island City, the line narrows to two tracks, with the local tracks splitting into the 60th Street Tunnel Connection and the IND Crosstown Line. From there, the express tracks of the line provide crosstown service across Manhattan under 53rd Street before turning southwest at Eighth Avenue, ending at the 50th Street station; the two-track section west of Queens Plaza is known as the IND 53rd Street Line. The Queens Boulevard Line is served by four overlapping routes; the E train serves the section between 50th Street and Briarwood running express. The F runs express from local east of 71st Avenue to 179th Street; the M and R serve local stops on the route west of 71st Avenue, with the M diverging from the line west of Fifth Avenue/53rd Street and the R splitting west of Queens Plaza. The E and F serve the line at all times, while the M runs on the line during weekdays only and the R runs on the line at all times except late nights.
During evenings and weekends, the E runs local between 71st Avenue and Briarwood, E trains make all local stops west of 71st Avenue during late nights to provide local service along the line. The routes experience frequent overcrowding during weekdays, the Queens Boulevard Line has among the highest rush-hour train frequencies in the system. A planned upgrade to the line, to replace its signals with a communications-based train control system, would add capacity to the line; the line's construction in the 1920s and 1930s promoted housing growth along the Queens Boulevard corridor and stimulated the urbanization of central Queens. However, there are multiple provisions for spur routes along the Queens Boulevard line that were never built; the most notable of these proposals was the IND Second System, which would have provided a spur to Maspeth from the Jackson Heights–Roosevelt Avenue station. Other proposals included a "super express bypass" that would use the right-of-way of the Long Island Rail Road's Main Line to bypass all stations between 36th Street and 71st Avenue, as well as a spur from the Woodhaven Boulevard station northeast to Queens College via the Long Island Expressway.
The IND Queens Boulevard Line begins with a large storage yard consisting of two levels with four tracks each south of 185th Street and Hillside Avenue. Once the tracks from the lower level merge with the tracks on the upper level, there is the first station Jamaica–179th Street, the line continues as a four-track subway under Hillside Avenue. Just after curving north under the Van Wyck Expressway, a flying junction joins the two-track Archer Avenue Line to the local and express tracks. Soon after, the line turns west under Queens Boulevard. East of Kew Gardens–Union Turnpike, another flying junction ties the eastward tracks to Jamaica Yard; the other side of the wye curves west to become a lower level of the subway just west of Kew Gardens–Union Turnpike. After passing through 75th Avenue, those tracks join the local and express tracks at another flying junction. At Forest Hills–71st Avenue, the M and R trains begin their westward routes. West of here, the line runs under Queens Boulevard until it turns north onto Broadway after Grand Avenue–Newtown.
Near Jackson Heights–Roosevelt Avenue, an abandoned trackless tunnel for the IND Second System branches off into an unused upper part of the station, used for storage. At the intersection of Broadway and Northern Boulevard, west of the line's Northern Boulevard station, the express tracks turn west under Northern Boulevard; the local tracks take a longer route, remaining under Broadway turning south onto Steinway Street and west again onto Northern Boulevard, where they rejoin the express tracks. This is only one of two areas in the subway where the express tracks diverge from the local tracks As the line leaves 36th Street, the two-track IND 63rd Street Line splits from both sets of tracks at a flying junction, running to Manhattan under 41st Avenue; the Queens Boulevard Line continues under Northern Boulevard to Queens Plaza before line splitting into three parts at another flying junction. The express tracks continue towards Manhattan under 44th Drive, while the local tracks split two ways, with the 60th S
New York State Route 25B
New York State Route 25B is a 7.25-mile east–west state highway located on Long Island in New York, United States. The western terminus of the route is at an intersection with NY 25 in Queens; the eastern terminus is at an interchange with NY 25 in Nassau County. NY 25B is named Hillside Avenue for its entire length, except for a brief portion in the village of East Williston, where it is called East Williston Avenue; the route, assigned in the mid-1930s, acts as a northern alternate to NY 25, running parallel to its parent for its entire length. Unlike NY 25, four lanes wide for most of its length between Queens and Westbury, NY 25B has a number of lane configurations, including six lanes in Queens, four lanes in western Nassau County, two lanes in East Williston; the route connects NY 25 to the villages of Williston Park and East Williston. NY 25B is maintained by the New York City Department of Transportation within Queens and by Nassau County within the village of East Williston, where the route is co-designated but not signed as County Route 85.
The remainder of the route is state-maintained. Hillside Avenue changes designations from NY 25 to NY 25B at an intersection with Braddock Avenue in the Queens neighborhood of Queens Village. Here, NY 25 turns right onto Braddock while NY 25B begins and follows Hillside Avenue to the northeast; the road, a six-lane divided highway with a large, tree-lined median in the vicinity of the junction with Braddock Avenue, begins to narrow after intersecting 229th Street, passing the Martin Van Buren High School as the median is reduced to a single turning lane. At 232nd Street, the street turns to the east for three blocks before curving to the southeast at Winchester Boulevard; the lane composition of NY 25B remains the same as it proceeds eastward through residential areas of Queens, maintaining a width of six lanes with a turning lane acting as the divider between opposing traffic. 0.6 miles from Winchester Boulevard, NY 25B, facing northeast once more, intersects the west frontage road of the Cross Island Parkway in Bellerose.
Shortly after passing over the six-lane parkway, Hillside Avenue meets the eastern frontage road. East of the parkway and surrounded by homes once again, NY 25B heads northeast on a linear path for a half-mile to an intersection with the Little Neck Parkway. Upon crossing the parkway, the structures along Hillside Avenue shift from residential to commercial, a trend that remains in place to the Nassau County line. At the county line, NY 25B breaks from its previous east-northeast alignment and takes a more pronounced northeast routing through New Hyde Park; the road narrows as well, decreasing to four lanes excluding the center turning lane, with an extended shoulder taking the place of the two lost lanes. A half-mile from the county line, NY 25B enters North New Hyde Park, intersecting Lakeville Road in the center. Two blocks from Lakeville, the commercial buildings give way to residential dwellings for seven blocks before returning at the intersection of New Hyde Park Road and Hillside Avenue.
Past New Hyde Park Road, the buildings surrounding NY 25B become a balanced mix of commercial and residential structures. Less than a quarter of a mile from New Hyde Park Road, the road makes a turn eastward, passing to the north of the Hillside Public Library as it curves to the right. After three blocks of homes, a flurry of businesses precede a junction with Marcus Avenue part of NY 25C; the commercial presence continues for two blocks eastward before shifting back to residential structures. The four-lane NY 25B, along with a separate, parallel Hillside Avenue South, continue eastward through blocks of homes to Herricks Road, where the composition of structures along NY 25B becomes a mix of commercial buildings and residential dwellings once more. Hillside Avenue continues on. On the eastern edge of the village, NY 25B narrows to two lanes as it crosses the Oyster Bay Branch of the Long Island Rail Road and enters East Williston, where the surroundings shift to residential for the final time.
In the center of the village, NY 25B intersects Roslyn Road before passing by the North Side School two blocks to the east. A half-mile from the school, NY 25B enters the village of Old Westbury and passes over the eight-lane Northern State Parkway with no connection between the two; the missing link is filled by way of Glen Cove Road, which NY 25B intersects a mere 150 yards from the parkway, Jericho Turnpike, accessible via Glen Cove Road. East of Glen Cove Road, NY 25B enters Westbury and begins to develop a large median in preparation for an interchange with NY 25 0.3 miles to the east. Just west of the interchange, NY 25B intersects Bacon Road. 100 yards from the intersection, NY 25B crosses over NY 25 west and enters the median of NY 25 prior to merging with NY 25 east, ending the NY 25B designation. New York City did not have posted routes until mid-December 1934. Several routes that had ended at the eastern city line, such as NY 25, were extended westward at this time. By the following year, NY 25B was assigned to the portion of Hillside Avenue between Braddock Avenue in Queens and Jericho Turnpike in Westbury, serving as a northerly alternate route of NY 25 between the two locations.
The alignment of the route has not been changed since that time. The junction at the east end of the route was an at-grade intersection, it was reconfigured into an interchange c. 1967. List of county routes in Nassau County, New York New York State Route 25B at Alps' Roads • New York Routes NY 25B
Q60 (New York City bus)
The Q60 bus route constitutes a public transit line running along Queens Boulevard in Queens, New York City, United States, extending from Jamaica into Midtown Manhattan. It is city-operated under the MTA Bus Company brand of MTA Regional Bus Operations; the route was the Queens Boulevard Line, a streetcar line operated by the Manhattan and Queens Traction Company from 1913 to 1937, when it became a bus line. The route was taken over by Green Bus Lines in 1943 and operated by that company until its operations were taken over by the MTA in 2006; the streetcar line began at Second Avenue in East Midtown Manhattan. The line proceeded across the Queensboro Bridge into Queens, it traveled along the entire length of Queens Boulevard, situated in the median of the road, to Jamaica Avenue in Queens. It traveled a short distance east on Jamaica Avenue, south on 139th Street, east on Archer Avenue to Rockaway Road at the Jamaica terminal of the Long Island Rail Road; the line proceeded south on Sutphin Boulevard to 109th 157th Street in South Jamaica.
The streetcars used the outermost roadways of the Queensboro Bridge's lower level, ran to an underground terminal between 59th and 60th Streets. These tracks were shared with the Third Avenue Railway's 42nd Street Crosstown Line. Other streetcar lines ran in the inner roadways of the lower level; the bridge was shared with elevated rapid transit service between the Queensboro Plaza station and the Second and Third Avenue elevated lines. The southern roadway has since been converted to vehicular use, while the northern roadway is now a pedestrian and bike path; the current Q60 bus service follows the former trolley route from East Midtown to South Jamaica via Queens Boulevard and Sutphin Boulevard. During daytime hours, alternate buses end service at Sutphin Boulevard and Archer Avenue; the bus route shares Queens Boulevard with two New York City Subway lines: the IRT Flushing Line between Queensboro Plaza and Roosevelt Avenue, the IND Queens Boulevard Line between Grand Avenue and Hillside Avenue.
The segment of Queens Boulevard between Grand Avenue and 63rd Drive is shared by the Q59 bus, while the segment west of Roosevelt Avenue is shared with the Q32. The Q60 shares the Queensboro Bridge with the Q32 and Q101, shares Sutphin Boulevard with the Q6 and Q40, which travel farther south to the vicinity of John F. Kennedy International Airport. In 1909, the Manhattan and Queens Traction Company was granted a perpetual franchise by the city to build a streetcar line along Queens Boulevard towards the Queens-Nassau County border. On March 30, 1909, the Queensboro Bridge opened between Long Island City in Queens and Midtown Manhattan. Beginning on September 17 of that year, several trolley lines began service over the bridge. Construction on the Queens Boulevard Line began on November 2, 1912. On January 29, 1913, the Manhattan and Queens Traction Company began service over the bridge and along Queens Boulevard between Second Avenue and the intersection of 48th Street and Greenpoint Avenue in Woodside, near the current 46th Street – Bliss Street subway station.
The line was extended east to Winfield on April 26, Grand Avenue in Elmhurst on July 28, 71st Avenue in Forest Hills on August 27. On January 23, 1914, the line was extended to Hillside Avenue at the end of Queens Boulevard. On January 31 it was extended south to the Jamaica LIRR station. In April 1916, a shuttle service was instituted between South Street; the line was extended along Sutphin Boulevard to its final terminus at 109th Avenue and 157th Street on April 26, 1916. In 1917, a spur of the line along Van Dam Street in Long Island City was inaugurated; the Queens Boulevard line was planned to extend along 109th Avenue and Central Avenue to St. Albans and Cambria Heights at the Nassau County line, a total distance of 15.5 miles. In 1918, an extension of the line was constructed east along 109th Avenue to 167th Street; these tracks, were never used in service. Beginning in the 1920s, many streetcar lines in Queens and in the rest of the city were replaced by buses after the unification of the city's three primary transit companies in June 1940.
The Queens Boulevard line began losing patronage and profits in the 1910s, due to the city-imposed 5-cent fare, competition from parallel elevated rail and subway service running through Queensboro Plaza. The line ran through sparsely populated territory, leading to low passenger use. Municipal buses replaced trolleys on a temporary basis during a worker strike in August 1920; that year on December 10, the Public Service Commission permitted the railway to charge a two-zone fare for travel past Grand Avenue in either direction. This was extended east to Old Mill Road in November 1923. Around this time, the city began to undertake a major widening project for Queens Boulevard; the railway company, refused to allow the city to remove the trolley tracks from the road, delaying the project for a decade until the 1930s. As part of the widening project, in 1925 it was proposed to replace the trolley franchise with bus service. By 1927, civic groups from communities along the Queens Boulevard line began to push a takeover of the line's operations by the Fifth Avenue Coach Company to convert it to bus service.