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|Long Island Expressway
Map of Long Island with I-495 highlighted in red
|Route information
|Auxiliary route of I-95
|Maintained by NYSDOT, NYCDOT, MTAB&T, and PANYNJ
|71.02 mi[2] (114.30 km)
|Major junctions
|West end
|Queens–Midtown Tunnel portal in Murray Hill
|East end
|CR 58 in Calverton
|New York, Queens, Nassau, Suffolk
|Highway system
Interstate 495 (I-495), commonly known as the Long Island Expressway (LIE), is an auxiliary Interstate Highway in the U.S. state of New York. It is jointly maintained by the New York State Department of Transportation (NYSDOT), the New York City Department of Transportation (NYCDOT), MTA Bridges and Tunnels (MTAB&T), and the Port Authority of New York and New Jersey (PANYNJ).
Spanning approximately 71 miles (114 km) along a west–east axis, I-495 traverses Long Island from the western portal of the Queens–Midtown Tunnel in the New York City borough of Manhattan to CR 58 in Riverhead in the east. I-495 intersects with I-295 in Bayside, Queens, through which it connects with I-95. A roughly 5-mile (8.0 km) gap in official Interstate designation exists within Queens, between I-278 in Long Island City and I-678 in Corona; this section of highway is officially designated as New York State Route 495 (NY 495), despite being signed as an Interstate Highway throughout.[3]
The Long Island Expressway designation, despite being commonly applied to I-495 in full, technically refers to the stretch of highway between Nassau and Suffolk counties. The section from the Queens–Midtown Tunnel to Queens Boulevard is known as the Queens–Midtown Expressway, and the section between Queens Boulevard and the Queens-Nassau county line is known as the Horace Harding Expressway. The service roads which run parallel to either side of the expressway in Queens are signed Horace Harding Expressway and Horace Harding Boulevard; from the Queens–Nassau line to Sills Road, they are designated as the unsigned New York State Route 906A and New York State Route 906B.
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.[4]
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 exiting the New York City limits, crossing into Nassau County, and becoming the Long Island Expressway (LIE).[4]
Although the Long Island Expressway name officially begins outside the New York City border, almost all locals and most signage use "the Long Island Expressway" or "the LIE" to refer the entire length of I-495.[6] 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.[4]
The Horace Harding Expressway section follows the path of Horace Harding Boulevard (also previously called Nassau Boulevard),[7][8] 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.[9]
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.[4]
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.[4]
There is one HOV lane in each direction, in the median of the highway, between exit 32 (Little Neck Parkway), near the Queens-Nassau border, to exit 64 (NY 112), in central Suffolk County.[1] 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.[10]
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.[11] The highway connecting the tunnel to Laurel Hill Boulevard was built around the same time and named the "Midtown Highway".[12][13] 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.[13][14] Parts of this highway were built on the right of way of a streetcar line that extended from Hunters Point to southern Flushing.[15] In 1945, $60 million in funding was allocated toward a plan to upgrade roads in the New York City area. The plan included building the Queens-Midtown Expressway from the Midtown Tunnel to Queens Boulevard, and the Horace Harding Expressway from Queens Boulevard to the New York City border.[16]
In the early 1950s, work began along what was Borden Avenue as an eastward extension of the Midtown Highway. The road was completed between 48th and 58th Streets, in February 1955,[17] at which point it became known as the "Queens–Midtown Expressway".[18][19] November 5, 1955, was the official opening of the highway's 3.2-mile extension to the junction of Queens Boulevard (NY 24 and NY 25) and Horace Harding Boulevard (NY 25D).[20] However, NY 24 initially remained routed on Laurel Hill Boulevard (by this point upgraded into the Brooklyn–Queens Expressway) and Queens Boulevard.[21]
|Long Island
The LIE was built over much of Horace Harding Boulevard within Eastern Queens and Power House Road within western Nassau County. Prior to the LIE's construction, the route was designated as NY 25D. In May 1951, the New York City Board of Estimate approved the widening of Horace Harding Boulevard and Power House Road to 260 feet, and constructing an expressway in the road's median at a cost of $25 million.[22] The New York State Department of Public Works later modified the highway's route in the vicinity of Little Neck Parkway, near the Queens-Nassau border. At Little Neck Parkway, Horace Harding Boulevard continues northeast and then eastward, whereas the LIE takes a more southerly path. This modification was enacted because of complaints from nearby residents.[23] In 1955, New York State Governor Thomas E. Dewey approved plans for a 64-mile (103 km) extension of the LIE between the Queens-Nassau border and Riverhead in Suffolk County.[24]
Work began on the Horace Harding Expressway in 1955, but soon encountered delays because of weather conditions, construction worker strikes, and difficulties in building across existing roads and swampy land.[25] The highway had been extended east to Parsons Boulevard in Pomonok, Queens, by 1959, where the highway abruptly terminated and barriers funneled traffic onto the service road. Soon after, the highway was extended to Peck Avenue in Bayside.[26] Further east in Queens, a 1.5-mile (2.4 km) section of the highway in the vicinity of Alley Pond Park, between 224th Street in Bayside and the New York City border in Little Neck, officially opened on September 25, 1957.[27] The highway segment reduced the need for cars to use West Alley Road, a winding road that crossed the park.[27]
On September 30, 1958, the first section of the Long Island Expressway outside New York City, a 5-mile (8.0 km) segment from the Queens–Nassau line to Willis Avenue in Albertson, officially opened to traffic.[28] The section of the Long Island Expressway west of the Clearview Expressway was designated as I-495 in October 1958.[1] The Long Island Expressway's extension to Guinea Woods Road in Roslyn was officially opened on September 29, 1959, which allowed eastbound traffic to continue onto the eastbound Northern State Parkway by using a short ramp, and vice versa for westbound traffic. By this time, the Long Island Expressway was continuous between Bayside and Roslyn, although the portion of the Long Island Expressway near the Clearview Expressway (I-295) was not yet completed.[29]
By early 1960, the Long Island Expressway saw more than 120,000 vehicles per day, although congestion frequently built up at Bayside where there was a gap in the Long Island Expressway. The marshy land in the vicinity of Flushing Meadows–Corona Park caused cracking on the expressway's pavement.[30] The 0.9-mile (1.4 km) segment of the Long Island Expressway near the Clearview Expressway, between Peck Avenue and 224th Street, and the interchange's eight overpasses and ramps, officially opened on August 12, 1960.[31]
After the opening of the Clearview interchange, the Long Island Expressway was open between Manhattan and Roslyn and entirely designated as NY 24. The old surface alignment of NY 24 south of the expressway became NY 24A.[32] The LIE was extended east from the Northern State Parkway split to NY 106/107 in Jericho by 1960,[32][33] and was then opened to South Oyster Bay Road in Syosset in December 1960.[34] By 1962, the NY 24 designation was removed from the LIE and reassigned to its former surface alignment to the south while the portion of the freeway east of the Clearview Expressway became NY 495 (and later, I-495).[33][35]
Over one-third of I-495 within Suffolk County—a 15-mile (24 km) section from Melville to Veterans Memorial Highway (now NY 454) near Islandia—was opened to traffic between 1962 and 1963.[35][36] A 5-mile extension of I-495 from Oyster Bay Road to NY 110 in Melville opened in August 1962, bringing the highway into Suffolk County.[37] This was followed by a 3.5-mile (5.6 km) extension from NY 110 to Deer Park Road in October of that year,[38] and a further 6.5-mile (10.5 km) extension to NY 454 in August 1963.[39]
Two more sections of I-495—from Islandia to exit 61 in Holbrook and from William Floyd Parkway to exit 71 near Riverhead—were completed in the mid-1960s.[40][41] The section of I-495 between William Floyd Parkway and Riverhead was opened as a discontinuous highway segment in June 1969,[42] and the freeway gap between Holbrook and William Floyd Parkway was filled in December 1969.[43][44] The last 2 miles (3.2 km) of I-495 from exit 71 to CR 58 were opened to traffic on June 28, 1972.[45][46] By the time I-495 had been completed, it was being used by over 150,000 vehicles a day.[46] From the outset, a minimum speed limit of 40 miles per hour (64 km/h) was enforced on the segment of I-495 in Nassau and Suffolk counties.[47]
Traffic volumes on I-495 had grown steadily through the 1960s, growing twenty percent in a three-year period between 1964 and 1967. By the late 1960s, some sections of the highway could no longer handle the amount of traffic that used it each day, and average rush-hour speeds were about 5 miles per hour (8.0 km/h). Major chokepoints existed at the intersections of I-278, the Grand Central Parkway, I-678, I-295, and the Cross Island Parkway. Other bottlenecks existed in Elmhurst, Queens, where a westbound exit to Junction Boulevard was immediately adjacent to a westbound entrance from 108th Street.[47]
In 1966, the New York City Board of Estimate approved the reconstruction of the cloverleaf interchange between I-495 and I-278 in Queens.[48] The intersection would be rebuilt and replaced over three years at a cost of $68 million. At that location, tight ramps and traffic lights would be replaced with a three-level grade-separated interchange, and a new double-decked highway would be built between Maurice Avenue and 48th Street.[47] A ramp from the eastbound I-495 to I-278 opened in 1968.[49]
In 1970, work commenced on a two-year project to install a Jersey barrier in the median of I-495 from 108th Street to Little Neck Parkway. Previously, there was only a 12-foot-wide (3.7 m) reservation separating opposing traffic.[50]
Plans to widen I-495 between I-278 and I-678 were announced by New York City mayor John Lindsay in 1968. The expressway would be expanded from three to five lanes in each direction between these two interchanges.[51] In the 1970s, the federal government gave $270 million for the project.[52] However, by 1978, the New York state government had retracted the interstate designation for that segment. The funds were split three ways for mass transit, highways, and improvements to the Long Island Expressway.[52][53] The LIE was allocated $80 million to improve medians and widen shoulders.[53] By the 1980s, the stretch of the LIE between I-278 and the Grand Central Parkway was frequently carrying 110% of its traffic capacity. In 1981, officials proposed several improvements for that highway segment, including adding a two-lane grade-separated service road between the two highways; realigning service roads at 69th and 108th Streets; and improving entrance and exit ramps.[52]
Initially, I-495 lacked proper lighting along its route in Nassau and Suffolk counties for many years. Because of this, during the night, 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 until 1980, when the first streetlights were installed in eastern Nassau County. The state government planned to add about 1,425 lamps between the Queens-Nassau border and Nicolls Road (exit 62) since that segment of I-495 was heavily used. East of Nicolls Road, vehicle usage dropped sharply, so no lights were planned.[54] The final streetlights were installed between exits 39 and 40 in 2002 in Nassau County.[1]
In 1988, as part of a proposed $3 billion bond issue, the New York state government proposed adding a fourth lane in each direction to I-495 between Jericho and Medford.[55] After years of discussion, in 1991, the state approved the construction of the fourth lanes to I-495 east of the Cross Island Parkway; the additional lanes would be marked as high-occupancy vehicle lanes (HOV).[56] The lanes were built in subsequent sections. The first section to open, a 12-mile section in western Suffolk County, was opened in May 1994.[57] The lanes soon became well known due to a combination of advertising and free publicity in news articles, and they were heavily patronized even outside of peak hours.[58] The lanes were completed on June 30, 2005, at which point they ran from exit 32 in eastern Queens to exit 64 at Medford in Suffolk County.[1]
Construction of the HOV lanes within Queens was delayed due to opposition from local officials and the New York City Department of Parks and Recreation.[59] The HOV segment in Queens was later canceled altogether in 1998, when governor George Pataki announced that the additional lanes between exits 30 and 32 in Queens would be entrance and exit lanes, rather than HOV lanes.[60] In addition, the HOV project would have rebuilt many bridges along I-495 between exits 33 and 40 in Nassau County. As a concession to homeowners, the HOV lanes were narrowed and built within the existing roadbed, and the bridges were largely kept as is.[61]
Starting in 1998, I-495 was rebuilt between exit 15 (Van Dam Street) and exit 22 (Grand Central Parkway).[62] The renovation cost $200 million and entailed renovating the highway's main and service roads; improving bridges; and replacing drains.[1] The service roads for exit 19 were rebuilt between 74th Street and Queens Boulevard. There were also plans to rebuild westbound exit 16 to Greenpoint Avenue in Long Island City.[62]
In 2000, Pataki and New York City mayor Rudy Giuliani announced that the segment of I-495 between exits 29 and 32, in the vicinity of Alley Pond Park and the Cross Island Parkway, would be rebuilt at a cost of $112 million.[63][64] The project was announced after the cancellation of the HOV lanes within Queens.[64] Work started in August 2000 and was substantially completed by 2005.[65] The project included the restoration of 12 acres (4.9 ha) within the park, as well as the construction of new ramps to and from the Cross Island Parkway at exit 30.[62] As part of the reconstruction, two cloverleaf ramps were replaced with flyovers; the shoulders in each direction were converted into travel lanes; the westbound exit 31 to Douglaston Parkway was closed; and new collector-distributor ramps were installed east of the Cross Island Parkway interchange.[65][64]
Starting in 2004, the NYSDOT examined proposals to reconfigure exit 22 with I-678 and the Grand Central Parkway in Flushing Meadows-Corona Park. These included plans to construct direct ramps between the highways; relocating the service roads of I-495 so the mainline expressway could be widened; and rebuilding the at-grade junction between College Point Boulevard and Horace Harding Expressway.[66] The interchange with Grand Central Parkway was rebuilt from spring 2015 to February 2018, with the replacement of the three overpasses carrying I-495 over the parkway. The $55 million reconstruction included extending merge lanes, replacing and adding lighting, and improving drainage structures.[67][68][69]
As I-495 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, while 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;[70] 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.[71][72]
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.[73] An alternate design for exit 42 called for it to be similar to the one proposed for NY 135 and Bethpage State Parkway,[74] and westbound exit 46 was originally a partial cloverleaf.[75][76] 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.[77] The site of exit 47 is now a truck inspection site between exits 46 and 48, which opened in 2006.[78]
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.[79] 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.
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.[80] 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.[81]
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.[82][83] 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.[84] Exit 68 was originally planned to be built as a cloverleaf interchange without collective-distributor roads.[85] 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.[86]
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.[87] After the Hamptons Spur proposal was cancelled, the plans for exit 71 were altered to call for a complete diamond interchange.
Plans for I-495 called for it to extend across Manhattan on the Mid-Manhattan Expressway to the Lincoln 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.[40] However, the project was cancelled and the Mid-Manhattan Expressway was officially removed from I-495 on January 1, 1970.[88] The New Jersey stretch of I-495 became New Jersey Route 495 in 1979.[89]
Manhattan Borough President Samuel Levy first proposed the Mid-Manhattan Expressway connector in 1936.[90] The plan called 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.[91] 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.[92]
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 unusual variation involved running the roadway through the sixth and seventh floors of the Empire State Building.[93][94] 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 mostly follow 30th Street east of Ninth Avenue. The expressway would travel east as a six-lane elevated route, ten stories above the city streets to allow for commercial development both above and below the skyway deck. At Second Avenue, it would swing north for connections with the FDR Drive. Between First and Second Avenues, ramps would be constructed to provide access to the Queens–Midtown Tunnel.[95][96]
In December 1965, Moses canceled his plans for the Mid-Manhattan Expressway due to opposition from the city government, which wanted to build a crosstown tunnel instead.[97] The Mid-Manhattan Expressway project was ultimately canceled and the I-495 designation removed from the expressway on January 1, 1970.[98] In 1971, New York Governor Nelson Rockefeller removed state plans for 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.[99]
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.[1] 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.[100]
CR 48 in Suffolk County was originally intended to become part of the North Fork extension of the Long Island Expressway.[79][101]
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, prior to the construction of the expressway.[102][103][104] These were the predecessors to a line proposed in 1968 as part of the Program for Action. It would have split from the IND Queens Boulevard Line west of the Woodhaven Boulevard station and go to Kissena Boulevard via a right-of-way parallel and adjacent to the LIE.[105] In Phase I, it would go to Kissena Boulevard at Queens College, and in Phase II, to Fresh Meadows and Bayside.[102] 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".[105][102][106][107][108] 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.[108]
The LIE line was approved in July 1968.[109] The line was opposed by many residents of the surrounding communities because it would entail widening I-495, which would necessitate the demolition of nearby homes.[110] By 1973, the final design for the Northeast Queens LIE line was published.[102] 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.[111]
|Murray Hill
|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
|Queens–Midtown Tunnel (toll)
|Hunters Point
|Borden Avenue – Pulaski Bridge
|Eastbound exit and entrance
|NY 25A east (21st Street) – Long Island City
|Eastbound exit and westbound entrance; western terminus of NY 25A
|Long Island City
|Van Dam Street – Ed Koch Queensboro Bridge
|Westbound exit and entrance
|Hunters Point Avenue / Greenpoint Avenue – Ed Koch Queensboro Bridge
|Westbound exit and eastbound entrance
|I-278 west (Brooklyn–Queens Expressway) / 48th Street – Brooklyn, Staten Island
|Exits 35A-B on I-278; access via service roads
|I-278 east (Brooklyn–Queens Expressway) – Bronx, LaGuardia Airport
|Westbound exit is via exit 17W and 48th Street
|Maurice Avenue
|Eastbound exit is part of exit 17
|69th Street / Grand Avenue
|Westbound exit and eastbound entrance; part of exit 19
|NY 25 (Queens Boulevard) / Woodhaven Boulevard – Rockaways
|No eastbound entrance from Woodhaven Boulevard
|Junction Boulevard
|Westbound exit and eastbound entrance
|108th Street
|Westbound exit is part of exit 22A
|Grand Central Parkway – RFK Bridge, Eastern Long Island
|Signed eastbound as exits 22A (east) and 22B (west); exits 10W-E on G.C. Parkway; no commercial vehicles
|I-678 (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
|Main Street
|Kissena Boulevard
|Eastbound access to 164th Street
|Fresh Meadows
|Utopia Parkway / 164th Street / 188th Street
|Signed for 188th Street eastbound and 164th Street westbound
|Francis Lewis Boulevard
|Eastbound exit and westbound entrance
|I-295 (Clearview Expressway) to Grand Central Parkway – Bronx
|Signed as exits 27S (south) and 27N (north); exits 4W-E on I-295
|Oceania Street / Francis Lewis Boulevard
|Westbound exit and eastbound entrance; also provides access to 188th Street
|Springfield Boulevard
|East Hampton Boulevard / Douglaston Parkway
|Eastbound exit only
|Oakland Gardens
|Cross Island Parkway south – Kennedy Airport
|Exits 30W-E on Cross Island Parkway; no commercial vehicles
|Cross Island Parkway north – Whitestone Bridge
|Westbound exit and eastbound entrance; no commercial vehicles
|Little Neck
|Little Neck Parkway
|Signed for Little Neck Parkway / Douglaston Parkway westbound and Little Neck Parkway eastbound
|Lake Success
|Lakeville Road (CR 11) / Community Drive (CR 11A) – Great Neck
|HOV 2+ Lane east
|Western terminus of HOV lane
|North Hills
|New Hyde Park Road (CR 5B)
|Shelter Rock Road (CR 8) – Manhasset
|Westbound exit is via exit 36
|Searingtown Road (CR 101) – Port Washington
|Roslyn Heights
|Willis Avenue – Mineola, Roslyn
|East Hills
|Northern State Parkway east to Meadowbrook State Parkway south – Hauppauge, Jones Beach
|Eastbound exit and westbound entrance; exit 29A on Northern Parkway; no commercial vehicles
|Old Westbury
|Glen Cove Road (CR 1) – Hempstead, Glen Cove
|NY 25 (Jericho Turnpike) – Mineola, Syosset
|Signed as exits 40W (west) and 40E (east)
|NY 106 / NY 107 (N Broadway) – Hicksville, Oyster Bay
|Signed as exits 41S (south) and 41N (north)
|Northern State Parkway – New York, Hauppauge
|Same-directional exit ramps only; entrance ramps located west of exit 46; no commercial vehicles
|Robbins Lane
|Westbound exit and eastbound entrance
|South Oyster Bay Road (CR 9) – Bethpage, Syosset
|NY 135 – Seaford, Syosset
|Signed as exits 44S (south) and 44N (north) eastbound; exits 13W-E on NY 135
|Manetto Hill Road – Plainview, Woodbury
|Eastbound exit and westbound entrance
|Sunnyside Boulevard – Plainview
|Truck inspection station (eastbound only)
county line
hamlet line
|Round Swamp Road (CR 110) – Old Bethpage, Farmingdale
|NY 110 – Amityville, Huntington
|Signed as exits 49S (south) and 49N (north)
|Dix Hills
|Bagatelle Road – Dix Hills, Wyandanch
|NY 231 – Babylon, Northport
|CR 4 (Commack Road) – North Babylon, Commack
|Westbound exit is part of exit 53
|Sagtikos State Parkway – Bay Shore, Kings Park
|Exits S1W-E on Sagtikos Parkway; no commercial vehicles
|CR 7 (Wicks Road)
|Access is now via exit 53
|CR 67 (Motor Parkway) – Central Islip
|NY 111 – Islip, Smithtown
|NY 454 – Patchogue, Commack
|Old Nichols Road – Central Islip, Nesconset
|CR 93 (Ocean Avenue) – Oakdale, Ronkonkoma
|CR 29 (Ronkonkoma Avenue) – Lake Ronkonkoma, Sayville
|CR 19 (Patchogue–Holbrook Road) – Patchogue, Holbrook
|CR 97 (Nicolls Road) – Stony Brook, Blue Point
|CR 83 (North Ocean Avenue) – Mount Sinai, Patchogue
|NY 112 – Patchogue, Port Jefferson
|HOV 2+ Lane west
|Eastern terminus of HOV lane
|CR 16 (Horse Block Road) – Centereach, Shirley
|CR 101 (Sills Road) – East Patchogue, Yaphank
|CR 21 (Yaphank Avenue) – Yaphank, Brookhaven
|CR 46 (William Floyd Parkway) – Wading River, Shirley
|Signed westbound as exits 68S (south) and 68N (north)
|Wading River Road (CR 25) – Wading River, Center Moriches
|CR 111 south to NY 27 – Eastport, Manorville, Montauk
|Northern terminus of CR 111; no westbound signage for NY 27
|NY 24 south – Hampton Bays, Calverton
|Eastbound exit and westbound entrance; northbound terminus of NY 24
|NY 25 (Middle Country Road) – Riverhead, Calverton
|Eastbound exit and westbound entrance
|CR 58 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:[91]
|I-495 west (Lincoln Tunnel)
|Continuation into New Jersey
|NY 9A (West Side Elevated Highway)
|FDR Drive
|I-495 east (Queens–Midtown Tunnel)
|Continuation into Queens
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi
|Wikimedia Commons has media related to
|KML file (edit • help)

subset: commoncrawl


text:
Lafarge bucket elevator modernisation 5th April 2012 (Germany) — Lafarge's modernisation of the production facilities at its plant in the town of Wssingen, Germany, also included an existing belt bucket elevator that feeds limestone to the mill bunker.Get price
Cement Mill The cement ball mill is mostly known as cement mill that is totally investigated and made by Machinery to adjust for the cement creation. This products is amongst the cement plant, which can be mixed making use of the rotary kiln, dryer along with other cement manufacturing equipment made by Henan Mining Equipment Co., Ltd.Get price
China Cement Production Line, Cement manufacturer, factory, supplier 1. Introduction The cement production line (cement plant) is a cement equipment production line composed by a series of equipment. This production line mainly consists of the process of crushing and prehomogenization, raw materials homogenizing, preheating decomposition, cement clinker firing, cement grinding amp;Get price
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The Performance Characteristics of Cement Grinding Station The cement grinding station uses precrushing technology so that it reduces the granularity of the materials that are fed into the grinding mill and on the other hand promotes the materials to produce flaws and defects inside thus greatly improving the output of cement mill andGet price
Ball Mill,Cement Mill,Cement Kiln,grind mill,rod mill,rotary kiln supplier--China Henan Zhengzhou Mining Machinery Co. Ltd. We offer you first-class equipment andGet price
It can be used with other conveying machine. With simple structure, it is safe and easy maintaining, which can be widely used in flour mill, feed processing mill, oil and fats mill, starch mill, mining, cement, construction and chemicals etc.Get price
Sponsored Listing China Good Quality Cement Elevator Buckets The Introduction of Bucket Elevator Bucket elevator is made up of a series of hopper fixed by uniform traction in unprovoked, materials be conveyed in vertical state. Bucket elevator with throughput, and enhance the high degree of high, stable and reliable operation, long life and other significant advantages, the equipment isGet price
Cement mill is the key equipment for re-crushing the materials after they are primarily crushed. It is widely used in the dry type and wet type powder grinding of all kinds of ores and other grindable materials in cement, silicate product, new type building material, refractory, fertilizer, ferrous metal and non-ferrous metal beneficiation and glass and ceramic production industry.Get price
Laxmi Engineers, an ISO9001 2008 registered company, adequate experience in establishing CEMENT PLANTS PROJECTS on turnkey basis more than 30 years. We are the manufacturer of Cement Plants based on VSK (vertical shaft kiln) technology and Clinker Grinding Plants upto 500 TPD capacity, include Ball Mill, Rotary Dryer, Jaw Crusher, Roller Crusher, Hammer Mill, Belt Conveyer, Bucket ElevatorGet price
Dry ball mill is widely used in cement, silicate product, new building material, refractory, fertilizer, black and non-ferrous metals and glass ceramic industry. Working principle Ball mill machine is mainly composed of feeding part, discharging part, rotary part and driving part which includes reducer, small drive gear, electrical machine andGet price
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into the cement mill hopper by means bucket elevator Driving Off Carbon Dioxide from Limestone-Begins. where 2% Gypsum will be added and fed to the ball mill for grinding operation. Gypsum helps in initial setting of 2.Get price
The cement clinker grinding circuit reduces the feed from 80% passing size between 10 and 20 mm to passing 90 microns. The size reduction takes place in a two- compartment tube mill; the first compartment of the mill is shorter than the second compartment.Get price
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Bucket Elevator Newton Conveyors' Bucket Elevators offer a practical, efficient and economical means of elevating a wide variety of dry and free flowing bulk materials. Typical elevators consist of a series of buckets mounted on chain or belt and enclosed in steel casings.Get price
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Capacity 5000 tons/day Type NSP 4.874 m Rotary Kiln with Calciner and Five Stage two Strings Preheater. Power 630 kW And 4th Generation Air Quenching CoolerGet price
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Cement grinding is a continuous process the clinker/gypsum/additions blend is continuously fed at mill entry and extracted as fine fraction from separator. The mass of material sent back to the mill as coarse fraction can be several times the fresh feed, depending on the fineness required and separator type.Get price
Cement mill Wikipedia. A cement mill (or finish mill in North American usage) is the equipment used to grind the hard, nodular clinker from the cement kiln into the fine grey powder that is cement. Online Chat; milling machinary tube mill in cement industryGet price
Available and Emerging Technologies for Reducing Greenhouse Gas Emissions from the Portland Cement Industry Prepared by the Sector Policies and Programs Division Office of Air Quality Planning and Standards U.S. Environmental Protection AgencyGet price


text: Mastering durable and comfortable menswear, Carhartt WIP delivers these robust 'Master' pants this season. Cut from 8.8oz 'Denison' twill fabric, this cotton-blend pair are reinforced with bartack stitching at vital stress points and come kitted out with a total of four functional pockets. At the rear, a woven brand tab leaves a hardworking nod of approval.


text:
The remarkable growth of Ethiopian Airlines - "The New Spirit of Africa"
Monday March 16 2015
Ethiopian Airlines' slogan "The New Spirit of Africa" is a clear indication of what it dreams to be in Africa. Ethiopian, which started operating after the Second World War has become the largest airline in Africa in 2013 based on revenue and profit according to IATA.
With a modern fleet consisting of modern Boeing and Bombardier aircraft such as the B737NG, B777, B787 and Q400NG, Ethiopian Airlines is not only profitable, but also one of the most innovative African airlines.
Thanks to its modern fleet, the African airline is expanding its global network, with more routes to Europe, North- and South-America, Asia and the Middle East. Ethiopian's fleet has already more than doubled in size over the last five years.
Ethiopian Airlines was the first airline in Africa and only the third airline worldwide to receive the ultramodern aircraft of Boeing787 in 2012. By January 2015, Ethiopian Airlines received eleven Dreamliners with two more on order and plans to possibly order more in the near future.
Ethiopian has already become the largest airline in Africa based on fleet size that pledges the flagship carrier to expand its network in 2015, enabling it to widen the gap with other leading African carriers. Ethiopian currently has orders for 'next generation' aircraft including 20-30 737 MAX 8s, 14 A350s, three 737-800s, two 787-8s, two 777-300ERs and two 777Fs.
On several measures, Ethiopian has quickly emerged as Africa's leading airline. Perhaps most significant is the group's still evolving role in setting up joint ventures throughout Africa, ASKY Airlines based in Lomé, Togo (West Africa) is the best example of this. Ethiopian's willingness to develop aviation across the continent is noteworthy particularly given that other major African carriers have been unsuccessful over the years with similar pursuits.
Ethiopian also has been the exception in the African airline industry from a financial perspective. Despite external threats that could not be anticipated or directly managed, such as the global economic malaise, the Ebola outbreak, and currency fluctuations, Ethiopian managed to sustain its leading position in Africa. It has reported successive profits in all its existence, while most other large African carriers have been in the red.
Ethiopian continues its business growth, both in terms of capacity on offer and traffic carried. Capacity measured in Available Seat Kilometres (ASK), has shown a positive growth for the past five years.
Ethiopian is one of the only four airlines in Africa with over 5 million annual passengers. Fuelled by 15% year over year growth, Ethiopian carried 6 million passengers in FY2014 compared to only 3.7 million five years ago.
Africa has the potential to be a significant force in aviation on the back of robust economic growth forecasts, with Africa having among the fastest growing economies worldwide. Demand for air transport has increased steadily over the past years with passenger numbers and freight traffic growing significantly.
African aviation needs to grow at double digit rates to be a significant player in the global industry. Therefore it is critical that Ethiopian stay agile as it grow.
Moving forward, we will continue to focus on our long-term goals to attain our Vision 2025 to become the leading Aviation Group in Africa. This is why Ethiopian continues to invest heavily in new technology and initiatives to enhance our product offering and customer experience.


text:
My Review, the iWatch
Whether Apple would/will release an iWatch or not has been a source of speculation and flame war for years.
The first thing that came to my mind during the recent Apple event around iPods was "Holy crap, the new nano touch, would make an awesome watch!" I wasn't alone in that. My Pal Christian made this review before I got mine.
Clearly Apple at least contemplated it as a watch, since it has a built in setting for watch face on wake. Essentially when you touch the wake up button, it comes to life as a watch. Maybe this is Apple testing the water for an honest to goodness iWatch. I certainly hope so, because as much as I like my iWatch, there's a few things I'd like to see improved.
The Pros:
It's an iPod. I mean really, that's it's main feature and like all iPods it's good at what it does. Plug in some headphones and away ya go.
Buh bye Bubba Phillip
Yesterday we had to send our dog Phillip to doggy heaven. He's playing with his brother Terrence (Yup, that was their names) who passed two years ago. It was tough, I've had them both since they were about 6 weeks old, Phillip was about 12 years old. They were my campanions thru relationships, moves and more. They even moved across country with me and Nicole from CA to CO. Yesterday was hard. Just as hard as the day we took Terrence to the vet, maybe a little more, we knew there wasn't anyone at home waiting for us, to help us grieve and adapt to life without a dog. It's funny how you get used to their presence, even when they're just sleeping behind your office chair or down in…
Hope everyone takes a few minutes, updates your CSS, and takes a day to not take ourselves so seriously!
It's a font folks! Just a font!


text:
The Samsung Exhilarate will truly exhilarate the vibes of the AT&T subscribers with its amazing feel and features that make it a truly class of its own. The smart and stylish body of this mobile is what classifies Exhilarate as a smart and durable phone. The 4-inch TFT super AMOLED touch screen with multi-touch support delivers a smooth and quite responsive use of this gadget. Other features of the Samsung Exhilarate are nothing to fancy about which enumerate it as a midrange mobile phone with 4G communication support. It also supports 3G and WiFi communication support and comes integrated with and HTML based internet browser with Adobe flash. Default Google applications and tools in this smartphone also makes it a truly made to communicate device.
The internet in this device works very smoothly and with smooth live video streaming and running of internet-based applications. Samsung Exhilarate comes with a fine blend of made to entertain features. What impresses is its high quality multimedia player that supports a wide range of media types and it's amazing audio output. With the support of external memory up to 32GB it can turn into an ultimate data storage warehouse. In addition, the Java MIDP emulator in this device makes java applications run smoothly. The document viewer and image viewer and editor adds a more professional touch to the Samsung Exhilarate qualifying it to become a premier choice for anyone. Overall, the features are quite moderate of the Samsung Exhilarateand would be targeted to a focused community.
1 (Review Page 1 of 1)


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Arts + Entertainment
Food + Drink
Health + Wellness
Home + Travel
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Science + Tech
Love + Relationships
Vocal Resources
From tips and tricks to product updates and inspiration, explore our resources to learn how to grow as a Vocal creator.
Creator 101
Product Updates
Tips And Guides
Wallet Resources
Vocal Curation Team
Published 4 months ago
4 months ago
Vocal Verified—Artist Guide: Photography
On the surface, photography seems very simple. All we see photographers do is aim the camera, maybe adjust the lens a couple times, and push the button—so it must be simple, right?
Vocal Curation Team
Published 4 months ago
4 months ago
Vocal Verified—Journey to Love
Figuring out if someone realizes you exist is a problem. If said someone does, figuring out their feelings for you is also a problem. So is coming up with ideas for a first date, and then there's the question of whether or not they sleep with socks on.
Vocal Curation Team
Published 5 months ago
5 months ago
Vocal Verified—Drinking Destinations
From exquisite wines to hoppy brews to one-of-a-kind cocktails, there's so much to explore in terms of the wide array of alcoholic beverages available for consumption. Whether grabbing a drink casually with an old friend or celebrating a special occasion, there's a certain sense of satisfaction gained when we discover that one beer or cocktail will become our new go-to drink. And with breathtaking vineyards, extraordinary breweries, and eccentric new bars popping up across the country, the options seems endless when it comes to experimenting and discovering amazing new beverages.
Vocal Curation Team
Published 5 months ago
5 months ago
Vocal Verified—Animated Films
From the beginning of the 20th century to present day, animated films have held a special place in our hearts and in the cinematic universe. Movies like Toy Story, Finding Nemo, and The Incredibles have dominated the box office and controlled our emotions. No matter your age, you can be neither too old nor too young to enjoy these classic animated films. Contrary to popular belief, these movies are more than just hypnotic entertainment. These films tend to carry out a significant underlying message ingrained in the plot. Animated films such as Inside Out, Coraline, and Moana all entertain the viewer while emphasizing a deep message throughout the story.
Vocal Curation Team
Published 6 months ago
6 months ago
Vocal Verified—Life After Graduation
It's graduation season, and thousands of students are walking across the stage to grab their diplomas and run off to the next stage of their lives. Some may downplay that diploma as a fancy piece of paper with pretty writing, but it represents years of hard work and persistence. More than that, it represents how much the student has grown, the experiences they've had, and the obstacles they've overcome. Everyone's experienced the pain of crunch time, and we all know how much dedication it takes to get to morning classes on time. When you have your diploma in one hand and you're throwing your graduation cap into the air with the other, it's important to remember that all those hours spent were worth it in the end.
Vocal Curation Team
Published 6 months ago
6 months ago
Vocal Verified—Exotic Pets
We love cats and dogs. Yet as much as we do, they might not be the right pets for you. It may be because of allergies or time or space. Maybe you just love them at a distance, but can't imagine yourself living with a cat or dog.
Vocal Curation Team
Published 7 months ago
7 months ago
Vocal Verified—Yoga
Yoga is personified by measured breathing, long-held stretches, and the practitioner's calm, peaceful expression. It's the antithesis of the fast-paced lifestyle so many of us have gotten used to. Outside of rush hour traffic and work desks, the idea of sitting in one place for so long can seem alien. The idea of doing so peacefully is nearly incomprehensible.
Vocal Curation Team
Published 7 months ago
7 months ago
Vocal Verified—Motherhood
Our mothers have a huge impact on our lives. With us from the start, they give us food, shelter, and our first taste of unconditional love. They guide us through all our lives' milestones, like teaching us to walk, or driving us to our first day of school, or holding us as we cry over our first heartbreak. And the support doesn't end with the legal threshold of adulthood. Our mothers continue to help us even after our 18th birthdays—through our first tax season, DMV visits, and scheduling our own doctor appointments. If all this didn't make them invaluable, their wisdom and advice certainly is as soon as we have children of our own.
Vocal Curation Team
Published 8 months ago
8 months ago
Vocal Verified—Starting your Fitness Journey
I've met people who started weightlifting because they had a serious health concern, or because they had friends who convinced them to try, or simply because they wanted a new hobby. I've met people who became dedicated lifters because they liked it more than the sport they were originally training for; I met a girl who started lifting because she liked to cosplay, and wanted her body to better match Wonder Woman's; and as the head of Curation here at Vocal, I've read the stories of dozens of people wishing to build muscle. I've seen that everyone is scared. Everyone who wants to start doesn't know where to do so, and sometimes I wish I could reach through the screen and guide every single creator with a dream, but technology's not quite that advanced yet.
Vocal Curation Team
Published 10 months ago
10 months ago
Vocal Verified—Travel Guide: Asia
Maybe you're one of the lucky ones who got to honeymoon in Bali or spend a year teaching in South Korea. Maybe you moved to Japan for a few years on a whim and immersed yourself in food and language and culture; or maybe you're only familiar with the wonders of the far East from idealized, Orientalized stories, or binge watching Anthony Bourdain eat too many noodles and Jollibee (RIP).
Vocal Curation Team
Published 10 months ago
10 months ago
Vocal Verified—The Worst Dates Ever
One year ago, Vocal ran a contest in partnership with O.school for creators to share their terrible, horrible, no good, very bad date stories. The result was overwhelming, and very funny. The contest saw hundreds of submissions, nearly 200 of which were published, and all of which were absolute nightmares.
Vocal Curation Team
Published 11 months ago
11 months ago
Vocal Verified—For the K-Pop Fan
K-pop is less of a music genre and more of a cultural phenomenon. Being a fan is an identifier, connecting people in the way that being a fan of the same sports team brings people together. It's an insanely eager community where members absolutely dedicate themselves to supporting their artist of choice.
Pagination: 2 pages


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This generic assessor unit standard is for those who assess people for their achievement of learning outcomes in terms of specified criteria using predesigned assessment instruments. The outcomes and criteria may be defined in a range of documents including but not limited to unit standards, exit level outcomes, assessment standards, curriculum statements and qualifications.
Those who achieve this unit standard will be able to conduct assessments within their fields of expertise. This unit standard will contribute towards the achievement of a variety of qualifications, particularly within the fields of Education Training and Development Practices and Human Resource Development. People credited with this unit standard are able to carry out assessments in a fair, valid, reliable and practicable manner that is free of all bias and discrimination, paying particular attention to the three groups targeted for redress: race, gender and disability.
Specific Outcomes:
In particular, people credited with this unit standard will be able to:
- Demonstrate understanding of outcomes-based assessment
- Prepare for assessments
- Conduct assessments
- Provide feedback on assessments
- Review assessments
Who should attend?
This Skills Programme is suitable for trainers, ETDP's, HR and Line managers, Supervisors, Subject Matter Specialists, Coaches and Mentors who needs to
- Conduct workplace assessments
- Assess Competence
- Manage training Quality Assurance
- Evaluate training to NQF standards
- Evaluate prior learning


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La Popular Bakery, San Antonio
La Popular Bakery, Food Merchandise Stores, Bakers, Phone 2103376710, is located at 2002 Goliad Road, San Antonio 78223-2774, Texas, USA.
La Popular Bakery is a San Antonio Business. It offers services and products related to Bakers, Bakers-Retail, Food Merchandise Stores in San Antonio.
if you live in the San Antonio area or just visiting, you can contact La Popular Bakery at 210-337-6710 for additional information or if you have any questions, or just to talk about how they can help. From outside the San Antonio area, call +12103376710.
San Antonio Food Merchandise Stores
2002 Goliad Road
San Antonio, 78223-2774
San Antonio Yellow Pages
San Antonio Business Details, Phone Numbers, and Addresses


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PEORIA, AZ (3TV/CBS 5)-- A mother has been arrested after police say she left her 9-year-old child at a Peoria McDonald's to go to Desert Diamond Casino.
The incident occurred late Wednesday night at the McDonald's near 91st and Olive avenues.
[WATCH: Neighbors not surprised woman is accused of leaving son at McDonald's alone]
According to Peoria police, they responded to a call after a 9-year-old child was left unattended at the McDonald's for about an hour.
According to court documents, the child told officers that his mother, later identified as Stacy Rupp, 34, told him that "she was going to the casino and to a friends house."
[WATCH: Rupp broke down during her initial court appearance]
An employee told officers that the child "looked dirty and was disheveled."
When officers arrived to the scene, Rupp returned to the McDonald's to pickup her son.
Rupp told officers that she was shopping at the nearby Fry's Marketplace located in the same shopping center.
She added that she dropped her child at the McDonald's "so he could play in the playplace."
Police say Rupp did not enter the McDonald's and had the victim go inside unsupervised.
Rupp "did not provide a cell phone or any type of means of communication to the victim for him to get in contact of her in case of an emergency," according to court documents.
While talking with her about her son, Rupp said that "he drives me crazy and steals my money."
When officers asked if Rupp purchased any items from Fry's, she showed the officers her shopping bag. Officers noticed that the eggs were not "cool or cold," which they said she was contradicting her story of recently shopping.
Police say Rupp initially denied going to the Desert Diamond Casino, but later admitted to going.
Police found surveillance video of Rupp walking into the casino between 8:30 and 10:30 p.m.
Rupp was later arrested and charged with a count of child abuse and one count of endangering life and health of a minor.
Rupp made her first court appearance Friday. In the video, Rupp breaks down in tears and begged the judge to allow her to see her son while waiting for her next court date.
"He's mama's boy," Rupp said in the court video. "I'm not away from him."
"It's gonna be detrimental, I think, to my son -- you know, the separation anxiety ...," she continued tearfully. "I'm there every night. Every night, we're together."
"At this time, I am not going to order that you have no contact," the judge said. "That's not going to be part of your release conditions."
Rupp was released on her own recognizance and it due back in court next month.


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Taking a two year hiatus to work on his second album, his first studio Album Introducing Jesse Charbonier, and his film directorial debut, Stormy Weather Rhapsody, Jesse Charbonier performed monthly at Chicago's iconic Drake Hotel for five years at its legendary Coq d'or to rave reviews.
Introducing Jesse Charbonier, includes a mixture of Jazz Standards, Latin Classics and an original self-penned song titled Let's Not Discuss It. Influenced by such vocal greats as Nat King Cole, Billie Holiday, Lena Horne, and even Elvis Presley, Charboniers's first studio album has it all. Also featured are two Latin songs, Quizas, Quizas, Quizas that Charbonier performs both in English and Spanish with a touch of mambo and bachata, while Si Me Faltas Tu, written by the legendary writer Armando Manzanero is performed in the traditional Latin Jazz. With five of the songs recorded in Los Angeles and four of the songs in Chicago, it features the best musicians in both of those musically rich cities.
Charbonier released his first album on December 15, 2013 titled, "Jesse Charbonier; Live at the Vic Theatre – Chicago." The live recording captured a sound that takes one back to a time when true musicianship was not only performed but was cinematic in its delivery.
Jesse Charbonier was born and raised in Chicago of Puerto Rican Parents. He always had a love for the arts and began acting, singing, and songwriting at an early age, but became more involved as a behind-the-scenes player—marketing, directing, producing, films and music artists. As a result, Charbonier truly understands and values all of the elements that come together to create a moving event, film or musical performance.
In music, Charbonier has developed and produced music and music videos for artists from various genres. In cinema, his involvement varies, from the full-scale production of independent feature films, to programming and organizing film festivals all over the United States.
Years ago two films had a profound effect on Charbonier; the documentary film "Let's Get Lost" directed by Bruce Weber featuring the life of Chet Baker, and "Lady Sings The Blues" directed by Sidney J. Furie, about the life of Billie Holiday starring Diana Ross. He credits these two films for introducing him to the music of Jazz.
He decided to put all of his efforts and study the music of the great jazz vocalists, past and present. Charbonier stated, "I wanted to learn and hear every jazz song and standard I could." As a result, Charbonier exposed himself to some of the most amazing vocalists he had ever heard. "The interpretation of some of the greatest vocalists was what was inspirational to me. As a vocalist, I finally felt that I could freely express my abilities to interpret songs my way."
His first recording "Let's Not Discuss It" is an exquisite composition by Federico D'Antoni. Charbonier wrote its haunting lyrics to accompany the lush arrangements by Arturo Solar. The recording came all together under the guidance of Hollywood producer Juan Manzur. Let's Not Discuss it is a production motivated by the love that they each have for the musicianship that jazz allows them to demonstrate. Because Charbonier has a filmmaking background, it was important that the accompanying video for the song have a cinematic element to it. Again it was a way to honor the popular "film noir" style of the time of the height of the jazz vocalist.


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About the hotel
Decorated by prestigious interior designer Pascua Ortega, Río Real Golf Hotel is the first boutique hotel in Marbella, affording customised options to each visitor. The hotel has been re-launched as Sentidos en Rio Real to become a member of Small Luxury Hotels of the World and to offer greater exclusivity to its guests. Its spectacular 18-hole golf course and its combination of the contemporary and the classical, juxtaposed with a fusion of the oriental and Mediterranean, make it a place for the imagination.
Packages that include Rio Real Golf Hotel
Golf at Río RealMarbella
7 nights BB + 2 green fees + driving range from 677pp
Río Real Golf Hotel - Pro PackageMarbella
7 nights BB + 2 green fees + driving range from 766pp


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3 Style Kanji Sayings (Book 2)
Paperback, 26 Pages
Price: $10.00
Prints in 3-5 business days
This text is the second book (in a series) which contains multiple examples of Japanese sayings/poems in 3 different brushed styles (Kaisho,Gyosho and Sosho). It is intended to be utilized as an example reference for students of Japanese brush calligraphy.
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Product Details
- Copyright
- Standard Copyright License
- Published
- June 4, 2019
- Language
- English
- Pages
- 26
- Binding
- Coil
- Interior Ink
- Black & white
- Weight
- 0.35 lbs.
- Dimensions (inches)
- 8.5 wide x 11 tall
- Product ID
- 24126959
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