65-673: Interstate 295 ( I-295 ) is an auxiliary Interstate Highway within New York City . Measuring 7.7 miles (12.4 km) in length, I-295 originates at NY 25 (Hillside Avenue) in Queens , running north across Queens and over the tolled Throgs Neck Bridge , to Bruckner Interchange , a junction with I-95 , I-278 , I-678 , and the Hutchinson River Parkway in the Bronx . From south to north, I-295 intersects
130-568: A loop route ) completely surrounds a metropolitan city, and it is often connected with multiple junctions to other routes. Unlike other auxiliary Interstate Highways (and by extension, all primary Interstate Highways ), beltways do not have termini; however, they have a place where the highway mileage resets to zero. Beltways are also preceded by an even number in the first digit. Some examples of beltways include: Interstate 95 in New York Interstate ;95 ( I-95 )
195-627: A full interchange, exit 4B, with the Bronx River Parkway . After a curve from the parkway, the Cross Bronx Expressway begins paralleling East 177th Street and enters exit 5A, which connects to White Plains Road in Parkchester . Continuing southeast, the roadway enters exit 5B, Castle Hill Avenue, which is an eastbound-only exit. After Castle Hill Avenue, the route enters exit 6A, which reaches
260-647: A junction with the Hutchinson River Parkway. In the middle of the interchange with the Hutchinson River, exit 10 forks to the left, reaching Gun Hill Road . Now paralleling Baychester Avenue, which also services exit 11 and Bartow Avenue, the New England Thruway continues north and enters exit 12 which connects to Baychester Conner Street is connected via exit 13 before I-95 turns east and crosses over
325-643: A part of I-78 . Construction started in 1957, and the highway opened in 1963 with the I-78 designation. Originally, plans called for I-78 to be extended southeastward from Holland Tunnel in Manhattan to NY 878 (Nassau Expressway) in Queens, before curving north to meet the Clearview Expressway. These plans were canceled in 1970, at which point the highway between NY 25 in Queens and I-95 in
390-660: A part of the thruway toll system. Construction lasted until 1961. I-95 was assigned on August 14, 1957, as part of the establishment of the Interstate Highway System and has always run along its current path in New York. The route was overlaid on the under-construction New England Thruway northeast of New York City and assigned to the then-proposed Cross Bronx and Bruckner expressways through New York City. The thruway opened in October 1958, connecting
455-492: A subset of highways within the United States' Interstate Highway System . The 323 auxiliary routes generally fall into three types: spur routes , which connect to or intersect the parent route at one end; bypasses , which connect to the parent route at both ends; and beltways , which form a circle that intersects the parent route at two locations. Some routes connect to the parent route at one end but to another route at
520-446: A typical 3-digit Interstate Highway, bypasses usually have both its two termini junctioned with another Interstate highway. Bypass routes are preceded by an even number in the first digit. Examples include: In the case of an auxiliary Interstate highway which has both ends at Interstates but not the same Interstate, some states treat these as bypasses while others treat these as spurs—see Spur route above. A beltway (also known as
585-416: A variant of high-mast lighting, lamps were installed onto the entire New England Thruway. These lights remain there to this day, although they've been recently replaced by LED luminaires since 2015. Around 2005, NYSDOT began a project to renumber I-95 with sequential numbers throughout. However, the idea never fully got traction with all three agencies. The PANYNJ did complete the renumbering on its section of
650-572: Is located below ground level, in an open cut ; however, the George Washington Bridge Bus Station and the highrise Bridge Apartments are built over the expressway, creating intermittent tunnels . It is maintained by the Port Authority of New York and New Jersey (PANYNJ). Although the highway geographically runs east–west, it carries the north–south routings of I-95 and US 1. The westbound lanes carry
715-648: Is marked both exit 1C (following with the Cross Bronx Expressway) and exit 3A–B (matching with the Trans-Manhattan Expressway). Now the Cross Bronx Expressway, I-95 and US 1 continue east under University Avenue and enter exit 2A, which serves Jerome Avenue . Crossing under the Grand Concourse , the six-lane expressway crosses into exit 2B, which is for Webster Avenue . This interchange also marks
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#1732780588166780-771: Is part of the Interstate Highway System and runs from Miami , Florida , to the Canada–United States border near Houlton, Maine . In the US state of New York , I-95 extends 23.50 miles (37.82 km) from the George Washington Bridge in New York City to the Connecticut state line at Port Chester . The George Washington Bridge carries I-95 across the Hudson River from New Jersey into New York City. There, I-95 runs across Upper Manhattan on
845-573: Is used in the same way for the northbound onramps. Real service roads run beneath the Port Washington Branch of the Long Island Rail Road to connect NY 25A and 35th Avenue (exit 6A). The service roads merge into the expressway north of 26th Avenue (exit 6B). The northbound partial interchange with Willets Point and Bell boulevards leads to Cross Island Parkway , while a southbound interchange leads to
910-423: Is usually one of the following: Examples include: Sometimes, a three-digit Interstate Highway branches off from another three-digit Interstate Highway. These spurs do not connect directly with their parent highways, but are associated with them via the three-digit highways they do intersect with. Examples include: A bypass route may traverse around a city, or may run through it with the mainline bypassing. In
975-555: The Cross Bronx Expressway . The only other interchange between there and the terminus is Randall Avenue. I-295, running northwest, gains service roads for a mile until it finally ends at its parent route at the Bruckner Interchange , but only includes access to southbound I-95, and I-278 . The Clearview Expressway, Throgs Neck Expressway and Cross Bronx Expressway Extension were proposed in 1955 by
1040-684: The Bridge Apartments , over the expressway. The 32-story buildings are among the first aluminum-sheathed high-rise structures built in the world. Local traffic reporters frequently refer to congestion "under the Apartments" during morning and evening rush hours. After exit 2, I-95 crosses over the Harlem River and enters the Bronx , entering an interchange with the Major Deegan Expressway ( I-87 ), which
1105-621: The Byram River and crosses into Connecticut , becoming the Connecticut Turnpike . Robert Moses first recommended the construction of what became the New England Thruway in 1940. Construction began in 1951, but major work on the highway did not commence until 1956–1957. By 1950, the New York State Thruway Authority (NYSTA) assumed control of the construction and made the New England Thruway
1170-635: The Clearview Interchange , where it meets the Long Island Expressway (now I-495 ). Shortly north of the I-495 interchange, the northbound offramp and southbound onramp at NY 25A split, then run under a pedestrian bridge that connects 46th Avenue. Other pedestrian bridges cross over the highway near 42nd Avenue and at 33rd Avenue. The northbound exit 5 uses 206th Street as a de facto service road, while 207th Street
1235-527: The Cross Island Parkway . By September 1956, the Clearview Expressway was mapped along 206th and 207th streets and Hollis Court Boulevard, east of Francis Lewis Boulevard, after community opposition. The reroute reduced the number of properties to be demolished or relocated from 860 to 421. An information center was set up by the TBTA for local residents displaced by the expressway. The planning of
1300-790: The Grand Central Parkway , I-495 ( Long Island Expressway ), and the Cross Island Parkway in Queens before crossing the Throgs Neck Bridge and splitting with I-695 (Throgs Neck Expressway). In Queens, I-295 is also known as the Clearview Expressway , and in the Bronx, parts are known as the Throgs Neck Expressway and the Cross Bronx Expressway Extension . The entirety of I-295 was proposed in 1955 as
1365-626: The Hutchinson River . After crossing the river, the route enters an interchange once again with the Hutchinson River Parkway (exit 14) but this time southbound only. Crossing through the northern reaches of Pelham Bay Park, I-95 turns more northeast and enters Westchester County . Now in Pelham Manor , the route crosses through Pelham Country Club , entering exit 15, which connects to US 1 (Main Street). After US 1,
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#17327805881661430-794: The Hutchinson River Parkway at the Bruckner Interchange . Changing to the Bruckner Expressway , which runs to the northeast, I-95 enters the Bruckner Interchange with the northern terminuses of I-678 and I-278 ; the Cross Bronx Expressway Extension turns southeast along I-295 at the same interchange. After the Bruckner Interchange, I-95 crosses Tremont Avenue before crossing over I-695 (the Throgs Neck Expressway). Southbound, exit 7A serves I-695, while northbound
1495-604: The New England Thruway (which is part of the New York State Thruway system) out of New York City into Westchester County and to the Connecticut state line, where I-95 continues on the Connecticut Turnpike . The Trans-Manhattan Expressway also carries US Route 1 . Approximately 280,000 vehicles traverse the expressway on a daily average basis. Completed in 1960, the expressway
1560-526: The Port Authority of New York and New Jersey (PANYNJ) and Triborough Bridge and Tunnel Authority (TBTA) as part of the PANYNJ's Joint Study of Arterial Facilities, in order to connect with the planned Throgs Neck Bridge . The Throgs Neck Expressway and Cross Bronx Expressway Extension was planned to connect the bridge to several highways at the Bruckner Circle (now the Bruckner Interchange ), while
1625-702: The Trans-Manhattan Expressway for 0.81 miles (1.30 km) through Washington Heights . It continues east across the Harlem River on the Alexander Hamilton Bridge and onto the Cross Bronx Expressway . In the Bronx , I-95 leaves the Cross Bronx at the Bruckner Interchange , joining the Bruckner Expressway to its end. North of the interchange with Pelham Parkway , it then continues northeast via
1690-470: The Washington Bridge (now carrying 181st Street local traffic over the Harlem River ). At Highbridge Park , the roadway crosses the Alexander Hamilton Bridge to the Bronx, where it becomes the Cross Bronx Expressway . The Trans-Manhattan Expressway replaced tunnels under 178th and 179th Streets as the crosstown route. The expressway was announced in 1957 and built in conjunction with
1755-696: The double-decked bridge, opened to traffic in 1962 as part of a $ 60 million program to improve access roads for the George Washington Bridge, whose lower deck opened that same year. The expressway was one of the first to use air rights over a major highway. After completion of the expressway, the George Washington Bridge Bus Terminal was built. After purchasing the air rights in 1961, Marvin Kratter built four high-rise apartment buildings, known as
1820-511: The Bronx was re-designated as I-295. I-295 was originally planned to continue further south to John F. Kennedy International Airport . The 2.5-mile (4.0 km) JFK Expressway , constructed in the 1980s, was intended to be part of I-295 but was constructed only as far north as the Belt Parkway . The existing section of the Clearview Expressway that carries the I-295 designation begins at
1885-533: The Bruckner Expressway and the Connecticut Turnpike . The final sections of the Cross Bronx and Bruckner expressways were finished in 1963 and 1972, respectively. Prior to the 1972 completion of the Bruckner Expressway, coinciding with the completion of the new Bruckner Interchange , the old Bruckner Boulevard (once part of NY 164 ) was used by through traffic. The Trans-Manhattan Expressway replaced tunnels under 178th and 179th streets as
1950-755: The Clearview Expressway and Throgs Neck Bridge began in September 1957. As part of the project, land was taken from Clearview Park, the defunct Bayside Golf Course, and Cunningham Park . Meanwhile, hundreds of homes were physically relocated from the path of the expressway. Many of these houses were placed in planned communities built on the sites of the Bayside Golf Course and the Oakland Country Club in Oakland Gardens . The Cross Bronx Expressway Extension, Throgs Neck Expressway,
2015-674: The Clearview Expressway ending farther east, intersecting with the Belt Parkway at its interchange with the Southern State Parkway . A 1968 proposal from the Regional Plan Association had the Clearview Expressway extension running southeast along 212th Street/Hollis Court Boulevard and Hempstead Avenue , then south along the right-of-ways of the Cross Island and Belt parkways before ending at
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2080-483: The Clearview Expressway route by Robert Moses is documented in Robert Caro 's biography of Moses, The Power Broker . A passage describes Moses and TBTA officials surveying potential routes for the highway in Queens, accidentally coming across protesters against the expressway. Caro writes that rather than being deterred by the protests, Moses "laughed and laughed" according to one aide's account. Construction on
2145-417: The Clearview Expressway was intended to connect with Horace Harding Boulevard/Long Island Expressway in order to serve motorists from Long Island . Initially, the Clearview Expressway was intended to run along the existing right-of-ways of Utopia Parkway and Francis Lewis Boulevard . An alternate proposed routing would have run along Little Neck Bay and through Alley Pond Park , essentially parallel to
2210-560: The George Washington Bridge Bus Station was built. After purchasing the air rights in 1961, Marvin Kratter built four highrise apartment buildings, known as the Bridge Apartments , over the expressway. The 32-story buildings are among the first aluminum-sheathed highrise structures built in the world. Local traffic reporters frequently refer to congestion "under the Apartments" during morning and evening rush hours. The first change to exit numbers along
2275-653: The George Washington Bridge, whose lower deck opened that same year. The Trans-Manhattan Expressway provides access to and from the Henry Hudson Parkway and Riverside Drive on the West Side of Manhattan and to and from Tenth Avenue and the Harlem River Drive on the East Side . The expressway was one of the first to use air rights over a major highway. After completion of the expressway,
2340-538: The Manhattan neighborhood of Washington Heights in a cut flanked by 178th Street to the south and 179th Street to the north. Roughly midway across Manhattan, US 9 leaves the freeway to follow Broadway northward toward the Bronx and Westchester County . Proceeding eastward, the road has several ramps that connect to the Harlem River Drive and the expressway's original Harlem River crossing,
2405-695: The Nassau Expressway. Ultimately, nearly all sections of I-78 between the Holland Tunnel and Hillside Avenue, including the Lower Manhattan Expressway , Bushwick Expressway , and the Clearview Expressway extension were canceled by Governor Nelson Rockefeller in 1971. The only portion to be constructed was the short section of the Nassau Expressway near John F. Kennedy International Airport. This resulted in
2470-590: The New England Thruway section of I-95 was in April 1980 when the section was converted for sequential exits . Prior to the change, the Cross Bronx/Bruckner Expressway and New England Thruway sections had different exit numbering systems. More specifically, exit 19 on the Bruckner Expressway was followed immediately by exit 2 on the New England Thruway. As a result, because exit numbers on I-95 repeated themselves in close succession,
2535-586: The Rye Village area, entering exit 20, which connects to US 1 ( Boston Post Road ) and the village. Almost immediately after exit 20, exit 21 marks the eastern end of the Cross Westchester Expressway ( I-287 ). Proceeding westbound, exit 21 and nearby exit 22 (Midland Avenue and Port Chester ) are merged but are separate exits going eastbound. Crossing through the eastern edges of Port Chester, I-95 reaches
2600-477: The Throgs Neck Bridge, and the portion of the Clearview Expressway north of 73rd Avenue in Queens were opened on January 11, 1961. An extension of the Clearview south to Hillside Avenue (now NY 25 ) was opened to traffic on August 12, 1963. It was the first of several highways built to serve the 1964 New York World's Fair . Because of the steep hill at the end of the expressway leading to Hillside Avenue,
2665-643: The addition of the lower level of the George Washington Bridge. Originally known as the George Washington Bridge Expressway , the highway was originally planned as an open cut between 178th and 179th Streets, traversed by overpasses carrying the major north–south avenues in upper Manhattan. The City of New York approved the creation of the highway in June 1957 as part of a joint effort with the Port Authority that also called for
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2730-438: The creation of the highway in June 1957 as part of a joint effort with the PANYNJ that also called for the creation of the lower deck on the George Washington Bridge and construction of the George Washington Bridge Bus Station above the cut for the expressway. The expressway, the main New York approach to the George Washington Bridge, is only 0.8 miles (1.3 km) long. The projects required demolition of numerous buildings and
2795-608: The creation of the lower deck on the George Washington Bridge and construction of the George Washington Bridge Bus Terminal above the cut for the Expressway. The expressway, the main New York approach to the George Washington Bridge, is only 0.8 miles long. The projects required demolition of numerous buildings and the relocation of 1,824 families. Overpasses over the open cut passing under Broadway, Wadsworth Avenue, and St. Nicholas Avenue were in place in December 1959. The George Washington Bridge Expressway, with three lanes of traffic heading in each direction to and from each deck of
2860-415: The crosstown route. The expressway was announced in 1957 and built in conjunction with the addition of the lower level of the George Washington Bridge. Originally known as the George Washington Bridge Expressway , the highway was originally planned as an open cut between 178th and 179th streets, traversed by overpasses carrying the major north–south avenues in Upper Manhattan. The City of New York approved
2925-402: The eastern end of the I-95/US 1 concurrency . Passing south of Tremont Park , the Cross Bronx Expressway westbound serves exit 3, which serves Third Avenue . At East 176th Street, the Cross Bronx Expressway turns southeast, entering exit 4A eastbound, which marks the northern terminus of NY 895 (Sheridan Boulevard). After crossing the Bronx River , the expressway enters
2990-419: The highway, which once again line up with the thruway portion. This has eliminated all of the exit number conflicts, with one exception. The exception exists because the PANYNJ has not changed the numbers back on its portion of the road creating a confusing situation at the Amsterdam Avenue exit, which is maintained by NYSDOT southbound but the PANYNJ northbound. The exit is signed as exit 1B southbound (which
3055-452: The junction quickly became a frequent spot for accidents. This led to the implementation of a 40-mile-per-hour (64 km/h) speed limit at the end of the highway, which remains in effect. This section of the route is a notorious speed trap . The modern Bruckner Interchange was opened on January 4, 1972. The Cross Bronx Expressway Extension, Throgs Neck Expressway and the Clearview Expressway were originally designated as part of I-78 , which
3120-406: The northbound direction only. The road continues northeast through New Rochelle, passing exit 17 as it enters the town of Mamaroneck . Exit 17 connects to Chatsworth Avenue in the Larchmont section. Passing a pedestrian footbridge for the Larchmont station , crossing over NY 125 (Weaver Street). Winding north through Mamaroneck, I-95 enters exit 18A, servicing Fenimore Road in
3185-433: The numbers can repeat from state to state along their route, but they will not repeat within a state. There are three states that have no auxiliary Interstate Highways: Alaska, Arizona, and New Mexico. North Dakota has an auxiliary route, but it is unsigned , and Wyoming's does not meet Interstate Highway standards. Auxiliary Interstates are divided into three types: spur , loop , and bypass routes. The first digit of
3250-409: The old exit numbering system frequently caused confusion. As part of an experiment, I-95 was one of the few roads in New York to receive mileage-based exit numbers . This was implemented over both the PANYNJ section and the New York State Department of Transportation (NYSDOT) section of the highway (exits 1A–8C). The thruway section (which had originally carried its own sequential exit numbers)
3315-687: The other end; some states treat these as spurs while others treat them as bypasses. Like the primary Interstate Highways , auxiliary highways meet Interstate Highway standards (with rare exceptions ). The shorter auxiliary routes branch from primary routes; their numbers are based on the parent route's number. All of the supplement routes for Interstate 95 (I-95) are designated with a three-digit number ending in "95": I-x95. With some exceptions, spur routes are numbered with an odd hundreds digit (such as I-395 ), while bypasses and beltways are numbered with an even hundreds digit (such as I-695 ). Because longer Interstates may have many such supplemental routes,
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#17327805881663380-467: The relocation of 1,824 families. Overpasses over the open cut passing under Broadway, Wadsworth Avenue, and St. Nicholas Avenue were in place in December 1959. The George Washington Bridge Expressway, with three lanes of traffic heading in each direction to and from each deck of the double-decked George Washington Bridge, opened to traffic in 1962 as part of a $ 60-million (equivalent to $ 463 million in 2023 ) program to improve access roads for
3445-426: The renumbering of all of I-78 north of Hillside Avenue to I-295 on January 1, 1970. There have been proposals during the 21st century to extend the Clearview Expressway south to feed into the JFK Expressway via a tunnel. The JFK Expressway had been built as part of a costly overhaul of John F. Kennedy International Airport that began in the late 1980s. The JFK Expressway south of the Nassau Expressway and 150th Street
3510-420: The road. NYSDOT itself renumbered only one section of the road in Parkchester. Meanwhile, the NYSTA did not renumber any of the exits on its stretch of the road. This led to a situation from 2005 through 2012 in which some exits were signed with two different numbers, while some numbers were repeated twice, but only on some of the signs. Finally, in 2012, NYSDOT restored the mileage-based numbers to its portion of
3575-413: The route crosses out of the Pelham Country Club, entering New Rochelle . Crossing over Metro-North Railroad tracks, the Interstate turns northeast and crossing through downtown New Rochelle, reaching exit 16, serving several local streets including Cross Avenue, Cedar Street, and Garden Street. North of exit 16, the New England Thruway enters its lone toll gantry along the alignment, serving
3640-493: The southbound Cross Island Parkway, all before reaching the Throgs Neck Bridge . The expressway then crosses the bridge. After the Throgs Neck Bridge toll gantry in the Bronx, I-295 briefly becomes part of the Throgs Neck Expressway . Just north of the tollbooth is northbound access to Harding and Pennyfield avenues. The exit is right next to the Y interchange with I-695 , with the Throgs Neck Expressway following I-695 to northbound I-95 . I-295 beyond I-695 then becomes part of
3705-454: The southbound designations of both routes, while the eastbound lanes carry the northbound designations. At its western end, the Trans-Manhattan Expressway is part of I-95, US 1 , and US 9 at the eastern approach to the George Washington Bridge. It crosses Fort Washington Park , connecting with the Henry Hudson Parkway ( NY 9A ) at the park's eastern edge near Riverside Drive and 168th Street . The route continues, crossing
3770-422: The standard numbering guidelines exist for a number of reasons. In some cases, original routes were changed, extended, or abandoned, leaving discrepancies in the system. In other cases, it may not be possible to use the proper number because the limited set of available numbers has been exhausted, causing a "non-standard" number to be used. A spur route 's number usually has an odd number for its first digit. It
3835-400: The three digits usually signifies whether a route is a bypass, spur, or beltway. The last two digits are derived from the main Interstate Highway. For instance, I-115 contains an odd number in the first digit (1), which indicates that this freeway is a spur. The last two digits signify the highway's origin. In this case, the "15" in I-115 shows that it is a supplement to I-15 . Exceptions to
3900-461: The two Interstates merge. Continuing north, the Bruckner Expressway and I-95 parallel Bruckner Boulevard and run along the western edge of Pelham Bay Park . Entering exit 8A southbound services Westchester Avenue while northbound, exits 8B and 8C serve Pelham Parkway and Shore Road through the park, which marks the northern end of the Bruckner Expressway. Now known as the New England Thruway, I-95 leaves Pelham Bay Park and enters exit 9,
3965-504: The unfinished interchange with NY 25 where the ramps from westbound NY 24 (212th Street) and eastbound Hollis Court Boulevard merge into the northbound and southbound lanes, respectively, of the highway. The Queens section of this roadway is known as "The 77th Infantry Division Expressway". The Queens expressway instantly runs beneath a stack interchange with the Grand Central Parkway before immediately entering Cunningham Park . The Clearview Expressway leaves Cunningham Park at
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#17327805881664030-419: The village of Mamaroneck . Turning northeast again, I-95 enters exit 18B, a partial cloverleaf interchange with Mamaroneck Avenue before crossing into the town of Harrison . The road turns east, crossing over NY 127 (Harrison Avenue), and enters exit 19, the western terminus of Playland Parkway , which connects the expressway to Playland as the road enters Rye . The route crosses through
4095-534: Was completed around 1986 and it was fully completed by 1991. In February 2003, the Clearview Expressway was renamed " The 77th Infantry Division Expressway ". The name honors the US Army 's 77th Infantry Division of World War I and World War II fame. Raised from draftees from New York City and Long Island, the 77th was also known as the Statue of Liberty Division, due to its shoulder-sleeve insignia. Auxiliary Interstate Highway Auxiliary Interstate Highways (also called three-digit Interstate Highways ) are
4160-399: Was then renumbered by the NYSTA to a system of sequential numbers starting from 9 (where the mileage-based system left off). This led to a situation in which exits 1 through 8 were mileage-based (all but one of which contained lettered suffixes as a result) and exits 9 through 22 were sequential. During the late 1970s, and 1980s, in various stages, the mid-mast cuptlight-luminaire ,
4225-401: Was to continue south from Hillside Avenue through southeast Queens, and west across Queens, Brooklyn , and Manhattan to the Holland Tunnel . Under these plans, the Clearview would have been extended south to NY 27 ( Conduit Avenue ) and the Belt Parkway , or to the Nassau Expressway and Rockaway Boulevard , in Laurelton near John F. Kennedy International Airport . Later plans had
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