I 287 nj

I 287 nj DEFAULT

State Highways of New Jersey

MileStreet NameFeature Road continues eastward as I-287New York State Thruway67.54I-287Ramapo Town, Rockland Co
Mahwah Twp, Bergen Co67.52I-287U-turn rampunderpassU-turn ramp67.15I-287NJ 17EXIT 66mergeEXIT 66NJ 1766.94I-287 overpassNJ 1766.57I-287Stag Hill RdbridgeStag Hill Rd66.49I-287Ramapo RiverbridgeRamapo River66.05I-287US 202CR 91Ramapo Valley RdoverpassRamapo Valley RdUS 202CR 9164.43I-287CR 98Darlington AveoverpassDarlington AveCR 9863.94I-287CR S-89Campgaw RdunderpassCampgaw RdCR S-8963.53I-287County park entranceunderpassCounty park entrance62.21I-287Mahwah Twp, Bergen Co
Oakland Boro, Bergen Co62.01I-287Phelps RdunderpassPhelps Rd61.70I-287Bridle WayoverpassBridle Way60.62I-287CR 84Franklin AveoverpassFranklin AveCR 8460.32I-287Pond BrookbridgePond Brook59.94I-287NJ 208 northunderpassNJ 208 north59.80I-287NJ 208EXIT 59mergeEXIT 59NJ 20859.08I-287Pond BrookbridgePond Brook58.86I-287US 202CR 91Ramapo Valley Rd EXIT 58overpassEXIT 58 Ramapo Valley RdUS 202CR 9158.33I-287Ramapo RiverbridgeRamapo River58.13I-287CR S-91Skyline Dr EXIT 57overpassEXIT 57 West Oakland AveCR S-9157.53I-287Miller RdoverpassMiller Rd57.15I-287Oakland Boro, Bergen Co
Wanaque Boro, Passaic Co56.90I-287Cannonball Trail pedestrian crossingunderpassCannonball Trail pedestrian crossing56.22I-287Wanaque River | Lake InezbridgeWanaque River | Lake Inez55.31I-287SPURSR 511Ringwood Ave EXIT 55overpassEXIT 55 Ringwood AveSPURSR 51154.97I-287Wanaque Boro, Passaic Co
Pompton Lakes Boro, Passaic Co54.51I-287Pompton Lakes Boro, Passaic Co
Bloomingdale Boro, Passaic Co54.42I-287Quarry RdoverpassQuarry Rd53.95I-287Susquehanna RailroadbridgeSusquehanna Railroad53.89I-287Bloomingdale Boro, Passaic Co
Riverdale Boro, Morris Co53.89I-287Pequannock RiverbridgePequannock River53.83I-287CR 694Paterson-Hamburg Tpk EXIT 53overpassEXIT 53 Paterson-Hamburg TpkCR 69453.14I-287NJ 23EXIT 52underpassEXIT 52NJ 2352.83I-287Riverdale Boro, Morris Co
Pequannock Twp, Morris Co51.72I-287Mountain AveoverpassMountain Ave51.22I-287Pequannock Twp, Morris Co
Kinnelon Boro, Morris Co49.87I-287Brook Valley RdunderpassBrook Valley Rd49.75I-287Kinnelon Boro, Morris Co
Montville Twp, Morris Co48.64I-287Waughaw RdunderpassWaughaw Rd48.16I-287Old LnoverpassOld Ln47.36I-287Lackawanna RailroadbridgeLackawanna Railroad47.11I-287US 202Boonton Tpk EXIT 47bridgeEXIT 47 Boonton TpkUS 20247.10I-287Crooked BrookbridgeCrooked Brook46.72I-287River RdoverpassRiver Rd46.08I-287Montville Twp, Morris Co
Boonton Town, Morris Co45.68I-287Vreeland Ave EXIT 45overpassVreeland Ave45.51I-287Wootton StoverpassEXIT 45 Wootton St44.95I-287US 202SR 511Main StunderpassEXIT 44 Washington StUS 202SR 51144.83I-287Rockaway RiverbridgeRockaway River44.33I-287Boonton Town, Morris Co
Parsippany-Troy Hills Twp, Morris Co44.06I-287US 202SR 511Intervale Rd EXIT 43underpassEXIT 43 Intervale RdUS 202SR 51142.47I-287US 46Bloomfield Ave EXIT 42overpassEXIT 42 Bloomfield AveUS 4642.29I-287Troy BrookbridgeTroy Brook42.17I-287CR 630Littleton RdoverpassLittleton RdCR 63042.02I-287I-80EXIT 41overpassEXIT 41I-8040.94I-287SR 511Parsippany Rd EXIT 40underpassEXIT 40 Parsippany RdSR 51140.24I-287Parsippany-Troy Hills Twp, Morris Co
Hanover Twp, Morris Co39.67I-287Malapardis BrookbridgeMalapardis Brook39.65I-287Ramp from I-287 north to NJ 10 westunderpassRamp from I-287 north to NJ 10 west39.55I-287NJ 10EXIT 39overpassEXIT 39NJ 1039.35I-287Ramp from I-287 south to NJ 10 eastunderpassRamp from I-287 south to NJ 10 east38.75I-287Eden LnbridgeEden Ln38.70I-287Morristown & Erie RailroadbridgeMorristown & Erie Railroad38.67I-287Whippany RiverbridgeWhippany River38.33I-287Cedar Knolls RdunderpassCedar Knolls Rd38.00I-287NJ 24 westoverpassNJ 24 west37.92I-287NJ 24 east EXIT 37overpassEXIT 37NJ 24 east37.42I-287CR 650Hanover AveunderpassHanover AveCR 65037.42I-287Hanover Twp, Morris Co
Morris Twp, Morris Co37.42I-287Whippany RiverbridgeWhippany River36.82I-287Morris Twp, Morris Co
Morristown Town, Morris Co36.77I-287Whippany RiverbridgeWhippany River36.60I-287SR 510Lafayette Ave EXIT 36overpassLafayette AveSR 510 west36.39I-287SR 510Morris AveoverpassEXIT 36 Morris AveSR 510 east36.26I-287Lackawanna RailroadunderpassLackawanna Railroad36.08I-287Franklin StunderpassFranklin St35.89I-287NJ 124Madison Ave EXIT 35overpassMadison AveNJ 12435.77I-287CR 601South StoverpassEXIT 35 South StCR 60135.35I-287Morristown Town, Morris Co
Morris Twp, Morris Co34.67I-287CR 663James StoverpassJames StCR 66334.02I-287Harter Rd EXIT 33overpassEXIT 33 Harter Rd33.79I-287Morris Twp, Morris Co
Harding Twp, Morris Co33.26I-287Unnamed streambridgeUnnamed stream33.17I-287Sand Springs RdunderpassSand Springs Rd31.85I-287CR 646Glen Alpine RdunderpassGlen Alpine RdCR 64631.08I-287Baileys Mill RdunderpassBaileys Mill Rd30.17I-287Harding Twp, Morris Co
Bernards Twp, Somerset Co30.17I-287Passaic RiverbridgePassaic River29.94I-287North Maple Ave EXIT 30underpassEXIT 30 North Maple Ave29.28I-287Madisonville RdunderpassMadisonville Rd28.59I-287CR 613Finley AveoverpassFinley AveCR 61328.54I-287Lackawanna RailroadunderpassLackawanna Railroad28.41I-287Washington AveunderpassWashington Ave27.96I-287CR 624Oak RdunderpassOak RdCR 62427.07I-287Harrisons BrookculvertHarrisons Brook26.48I-287SR 525Mount Airy Rd EXIT 26underpassEXIT 26 Mount Airy RdSR 52525.85I-287Dead RiverbridgeDead River25.78I-287Annin RdunderpassAnnin Rd24.96I-287Bernards Twp, Somerset Co
Far Hills Boro, Somerset Co24.96I-287Mine Brook RdunderpassMine Brook Rd24.34I-287SR 512Liberty Corner RdunderpassLiberty Corner RdSR 51223.67I-287Layton RdoverpassLayton Rd23.28I-287Far Hills Boro, Somerset Co
Bedminster Twp, Somerset Co22.21I-287US 202US 206EXIT 22underpassEXIT 22US 202US 20621.44I-287CR 620Burnt Mills RdunderpassBurnt Mills RdCR 62021.28I-287 underpassRamp from I-78 west to I-287 south21.17I-287I-78EXIT 21overpassEXIT 21I-7821.06I-287Ramp from I-78 east to I-287 northunderpass 20.97I-287Ramp from I-287 north to I-78 westunderpass 20.83I-287Bedminster Twp, Somerset Co
Bridgewater Twp, Somerset Co20.83I-287Chambers BrookbridgeChambers Brook20.06I-287Cedar Brook RdunderpassCedar Brook Rd18.73I-287Talamini RdunderpassTalamini Rd17.73I-287Ramp from I-287 south to US 202US 206 southunderpass 17.66I-287US 202US 206EXIT 17underpassUS 20617.52I-287Garretson RdunderpassWoodlawn Ave16.92I-287Prince Rodgers AveunderpassPrince Rodgers Ave16.56I-287CR 639North Bridge StunderpassNorth Bridge StCR 63915.99I-287Gaston AveunderpassGaston Ave15.07I-287Foothill RdunderpassFoothill Rd14.35I-287US 22 westoverpassEXIT 14US 22 west14.24I-287US 22 east EXIT 14overpassUS 22 east13.88I-287RailroadunderpassRailroad13.87I-287CR 675Chimney Rock RdunderpassChimney Rock RdCR 67513.50I-287NJ 28Union Ave EXIT 13underpassEXIT 13 Union AveNJ 2812.89I-287SR 533East Main StoverpassEast Main StSR 53312.81I-287Jersey Central RailroadoverpassJersey Central Railroad12.48I-287Jersey Central RailroadbridgeJersey Central Railroad12.35I-287Bridgewater Twp, Somerset Co
Franklin Twp, Somerset Co12.35I-287Raritan RiverbridgeRaritan River12.30I-287CR 610CR 623Canal Rd EXIT 12bridgeEXIT 12 Canal RdCR 610CR 62311.78I-287Garfield AveunderpassEquator Ave11.49I-287CR 621Elizabeth AveoverpassElizabeth AveCR 62111.04I-287Sky BrookbridgeSky Brook10.72I-287Davidson AveunderpassDavidson Ave10.48I-287SR 527 south EXIT 10overpassSR 527 south10.27I-287SR 527 Easton AveoverpassEXIT 10 Easton AveSR 527 north10.24I-287Franklin Twp, Somerset Co
Piscataway Twp, Middlesex Co10.24I-287Raritan RiverbridgeRaritan River9.95I-287CR 622River Rd EXIT 9underpassEXIT 9 River RdCR 6228.47I-287Possumtown Rd EXIT 8overpassEXIT 8 Possumtown Rd7.71I-287Old New Brunswick RdunderpassOld New Brunswick Rd7.27I-287Randolphville Rd EXIT 7overpassEXIT 7 Randolphville Rd6.41I-287CR 665Washington Ave EXIT 6underpassEXIT 6 Washington AveCR 6655.88I-287Piscataway Twp, Middlesex Co
South Plainfield Boro, Middlesex Co5.88I-287SR 529Stelton Rd EXIT 5underpassEXIT 5 Stelton RdSR 5294.62I-287Durham Ave EXIT 4overpassEXIT 4 Durham Ave4.00I-287South Plainfield Boro, Middlesex Co
Edison Twp, Middlesex Co3.82I-287Dismal RdunderpassDismal Rd3.35I-287Unnamed roadoverpassUnnamed road3.09I-287SR 501New Durham Rd EXIT 3underpassEXIT 3 New Durham RdSR 5013.03I-287Linden BrookculvertLinden Brook2.47I-287Pennsylvania RailroadoverpassPennsylvania Railroad2.24I-287NJ 27Lincoln Hwy EXIT 2underpassEXIT 2 Lincoln HwyNJ 271.86I-287RailroadunderpassRailroad1.80I-287RailroadunderpassRailroad1.67I-287Whitman AveunderpassWhitman Ave1.17I-287SR 531Main StoverpassMain StSR 5310.93I-287US 1EXIT 1overpassEXIT 1US 10.70I-287Pierson AveoverpassPierson Ave0.44I-287RailroadpverpassRailroad0.00I-287I-95New Jersey Turnpike EXIT 0overpassEXIT 0 New Jersey TurnpikeI-950.00Southern terminus of I-287, Edison Twp, Middlesex Co Road continues eastward as NJ 440
Sours: http://www.charliesballparks.com/charliez/njhwy/287.htm

Interstate 287

Highway in New Jersey and New York

Interstate 287 marker
Interstate 287

Map of New Jersey, Southern New York, and part of the Hudson Valley with I-287 highlighted in red

Auxiliary route of I-87 (NY)
Maintained by NJDOT and NYSTA
Length98.72 mi[1] (158.87 km)
Existed1961–present
RestrictionsNo explosives allowed on Tappan Zee Bridge
South end
 
  • I-78 in Bedminster, NJ
  • Route 24 in Hanover, NJ
  • I-80 in Parsippany-Troy Hills, NJ
  • Route 208 in Oakland, NJ
  • I-87 / New York Thruway / NY 17 / Route 17 in Suffern, NY
  • Garden State Parkway in Spring Valley, NY
  • Palisades Parkway in West Nyack, NY
  • I-87 / New York Thruway / NY 119 / Saw Mill River Parkway in Elmsford, NY
  • I-684 in Harrison, NY
  • Hutchinson River Parkway in Harrison, NY
East endI-95 in Rye, NY
StatesNew Jersey, New York
CountiesNJ:Middlesex, Somerset, Morris, Passaic, Bergen
NY:Rockland, Westchester

Interstate 287 (I-287) is an auxiliary Interstate Highway in the US states of New Jersey and New York. It is a partial beltway around New York City, serving the northern half of New Jersey and the counties of Rockland and Westchester in New York. I-287, which is signed north–south in New Jersey and east–west in New York, follows a roughly horseshoe-shaped route from the New Jersey Turnpike (I-95) in Edison Township, New Jersey, clockwise to the New England Thruway (I-95) in Rye, New York, for 98.72 miles (158.87 km). Through New Jersey, I-287 runs west from its southern terminus in Edison through suburban areas. In Bridgewater Township, the freeway takes a more northeasterly course, paralleled by U.S. Route 202 (US 202). The northernmost part of I-287 in New Jersey passes through mountainous surroundings. After crossing into New York at Suffern, I-287 turns east on the New York State Thruway (I-87) and runs through Rockland County. After crossing the Hudson River on the Tappan Zee Bridge, I-287 splits from I-87 near Tarrytown and continues east through Westchester County on the Cross-Westchester Expressway until it reaches the New England Thruway. Within New Jersey, I-287 is maintained by the New Jersey Department of Transportation (NJDOT), and within New York, it is maintained by the New York State Thruway Authority (NYSTA).

A bypass around New York City had been planned since the 1950s and would become a part of the Interstate Highway System and receive the I-287 designation. The Cross-Westchester Expressway, which was originally designated as Interstate 187, opened in 1960 as Interstate 487 before later becoming part of I-287. The New York State Thruway portion of I-287, which included a crossing of the Hudson River, opened in 1955. In New Jersey, the proposed I-287 had originally been designated as FAI Corridor 104 and incorporated what was planned as the Middlesex Freeway. The New Jersey section of I-287 between the New Jersey Turnpike in Edison and US 202 in Montville opened in stages between the 1960s and 1973; the remainder was completed by 1994. The aging Tappan Zee Bridge was replaced with a new span which opened in stages between 2017 and 2018.

A proposed tunnel across the Long Island Sound between Rye and Oyster Bay on Long Island would link the eastern terminus of I-287 to New York State Route 25 (NY 25) and NY 135 in Syosset.

Route description[edit]

New Jersey[edit]

Middlesex County[edit]

View south along I-287 at exit 3 (CR 501) in Edison

I-287 begins at an interchange with the New Jersey Turnpike (I-95) in Edison in Middlesex County, New Jersey, where the freeway continues east as Route 440 towards Perth Amboy and Staten Island.[2][3] Within Middlesex County, I-287 is called the Lt. Col. (Ret) Richard F. Lauer, US Army Highway.[2] From this point, it heads west as an eight-lane freeway through suburban areas, soon reaching an interchange with US 1 that also has access to County Route 531 (CR 531) in the southbound direction. Past this point, the road turns more to the northwest and passes under Conrail Shared Assets Operations' Bonhamtown Industrial Track line and a railroad spur before it comes to the junction with Route 27 (Lincoln Highway).[2][3] Following Route 27, I-287 narrows to six lanes and passes over Amtrak's Northeast Corridor as it continues to a southbound exit and northbound entrance with CR 501.[2]

As the freeway continues into South Plainfield, it passes near several business parks and comes to a partial interchange with Durham Avenue which only has a northbound exit and southbound entrance[2][3] At this point, the road starts to turn more west before it comes to a full junction with CR 529. Here, the road enters Piscataway Township and reaches an interchange with CR 665 (Washington Avenue).[2] Continuing near more business parks, I-287 comes to the exit for South Randolphville Road.[2][3] Following this interchange, the road heads west more before it turns to the southwest and comes to an interchange with the northern terminus of Route 18.[2] After Route 18, the freeway comes to the CR 622 (River Road) exit.[2][3]

Somerset County[edit]

I-287 northbound at I-78 in Bedminster

After crossing over the Raritan River, I-287 enters Franklin Township, Somerset County and becomes the Captain (Ret) Joseph Azzolina, US Navy Highway. Soon after the river, there is an interchange with CR 527.[2] After CR 527, the freeway makes a turn to the northwest and passes a mix of residential areas and business parks.[3] The road has an interchange with CR 623 (Weston Canal Road) before crossing the Raritan River again and continuing into Bridgewater Township.[2] Within Bridgewater Township, I-287 curves north-northwest and passes over Conrail Shared Assets Operations' Lehigh Line and then both NJ Transit's Raritan Valley Line and CR 533 near TD Bank Ballpark, which is home to the Somerset Patriots baseball team. Past this area, the road encounters Route 28 at an interchange.[2][3] Past Route 28, the freeway turns northwest and passes over Norfolk Southern's Middle Brook Industrial Track line before it intersects US 22 at a partial interchange with a northbound exit and entrance and southbound entrance. From this point, I-287 makes a turn to the west and runs to the north of US 22 as it has a wide median.[2] The freeway turns northwest as it passes near the Bridgewater Commons shopping mall and reaches a partial interchange with US 202/US 206.[2][3] Through the remainder of New Jersey, US 202 parallels the course of I-287.[3] At this point, I-287 gains a local-express lane configuration, with three local and two express lanes southbound and three express and three local lanes northbound. Both the southbound local and express lanes have access to southbound US 202/US 206 at this interchange, whereas northbound US 202/US 206 only has access to the local lanes of northbound I-287.[2]

From here, the road continues north past suburban residential areas, with the northbound direction narrowing to two local lanes, before entering Bedminster Township.[2][3] Here, I-287 intersects I-78 at the Vincent R. Kramer Interchange, where the local-express lane configuration ends. Access from eastbound I-78 to southbound I-287 is only to the local lanes. Meanwhile, the express lanes of northbound I-287 provides access to westbound I-78 while the local lanes provide access to eastbound I-78.[2] Following I-78, I-287 heads north with four northbound lanes and three southbound lanes into more wooded surroundings, reaching another interchange with US 202/US 206.[2][3] At this point, the freeway median widens again as it turns northeast before continuing more to the east and entering Far Hills. Within Far Hills, the road passes under CR 512 before the northbound direction narrows to three lanes and the wide median ends. Entering Bernards Township, I-287 runs east-northeast to an interchange with CR 525.[2] After the CR 525 interchange, the road gains a wide median that narrows again before the road runs under NJ Transit's Gladstone Branch, heading more to the northeast.[2][3] Before leaving Bernards Township, there is an exit for North Maple Avenue.[2]

Morris County[edit]

I-287 northbound approaching I-80 in Parsippany-Troy Hills

A short distance after this interchange, I-287 enters Harding Township, Morris County at the crossing of the Passaic River, where it becomes the Marine Hector Cafferata Jr. Cong. Medal of Honor Highway.[2] It continues northeast, with US 202 running a short distance to the west.[2][3] The freeway makes a turn more to the east as it comes to a truck-only rest area in the northbound direction.[3] The road crosses into Morris Township, where it reaches an exit-only interchange with Harter Road; there are no entrances present. Shortly after Harter Road, there is a junction with CR 663 (James Street) that only has entrances to I-287. After this, I-287 turns north and enters Morristown, where the southbound direction gains a fourth lane as the median narrows.[2] The freeway enters more developed areas as it comes to the Route 124 interchange. From this point, the road becomes eight lanes total, with four in each direction, as it passes west of Morristown Memorial Hospital.[2][3] After crossing under NJ Transit's Morristown Line, it reaches the exit for CR 510. From CR 510, I-287 makes a turn to the northeast, crossing back into Morris Township before continuing into Hanover Township. Here, the route comes to the western terminus of the Route 24 freeway and becomes ten lanes total.[2] Following Route 24, the freeway passes over the Morristown and Erie Railway's Whippany Line before it intersects Route 10 and becomes nine lanes, with five southbound and four northbound. I-287 passes near several business parks as it enters Parsippany-Troy Hills. In this area, there is an interchange with CR 511 east of Lake Parsippany that also has access to Entin Road in the southbound direction. After this, I-287 widens to eleven lanes with five northbound lanes, two express southbound lanes, and four local southbound lanes as it comes to the I-80 junction.[2][3]

Following this interchange, the freeway becomes six lanes, with three in each direction as it continues into more wooded areas and reaching an exit with access to US 46 and US 202/CR 511. In this area, the highway runs to the west of the Jersey City Reservoir and immediately to the east of US 202/CR 511.[2][3] I-287 comes to the Intervale Road exit, which carries US 202 and CR 511. The freeway enters Boonton, where it turns northeast, with NJ Transit's Montclair-Boonton Line located a short distance to the northwest.[2] In Boonton, there is another interchange with US 202/CR 511. From here, I-287 curves more to the east, with US 202 running immediately to the north of the road.[2][3] Along this stretch, there is an exit for US 202 and Vreeland Avenue.[2] Upon entering Montville, the passes near wooded residential areas before coming to another interchange with US 202. I-287 continues northeast from this point, drawing away from US 202, crossing under NJ Transit's Montclair-Boonton Line before running north-northeast through more woodland as the terrain starts to get more mountainous. This stretch of I-287 continues for six miles before its next exit.[2][3] The freeway runs through Kinnelon, where the northbound direction has four lanes, and Pequannock Township before entering Riverdale. In Riverdale, there is an interchange with Route 23. A short distance later, I-287 reaches the CR 694 interchange which provides access to CR 511 Alternate.[2]

Passaic and Bergen counties[edit]

I-287 passing through rock cuts in Wanaque

Immediately after this, I-287 crosses over the Pequannock River and New York, Susquehanna and Western Railway's New Jersey Subdivision line into Bloomingdale, Passaic County, where the highway becomes US Air Force Gunner Clarence "Red" Mosley Highway.[2] The road continues northeast and turns north as it briefly passes through Pompton Lakes before crossing into Wanaque.[2][3] Here, the road makes a turn northeast again as it comes to the CR 511 Alternate interchange.[2] After this, I-287 passes through rock cuts in the Ramapo Mountains before making a sharp turn east as it crosses high above the Wanaque River valley on a bridge. The freeway continues into Oakland, Bergen County, where the name becomes Army Staff Sergeant Walter Bray Highway.[2][3]

Here, there are a couple of businesses near the road before the interchange with Skyline Drive. Following this, the road crosses the Ramapo River before passing near neighborhoods and reaching a junction with US 202.[2][3] After US 202, I-287 turns southeast and closely parallels the New York, Susquehanna and Western Railway line to the southwest before entering Franklin Lakes and coming to an interchange with the northern terminus of Route 208.[2] Past this interchange, I-287 narrows to four lanes and turns northeast as the railroad line draws away. The freeway passes wooded residential neighborhoods prior to turning north and entering Mahwah Township, where it continues near more wooded suburban areas as well as the Campgaw Mountain Reservation to the west of the road. After passing to the east of the Ramapo College of New Jersey campus, I-287 passes over US 202.[2][3] The freeway crosses the Ramapo River again before reaching an interchange with Route 17.[2] At this point, Route 17 forms a concurrency with I-287 and the road widens to six lanes as it passes between the Ramapo Valley County Reservation to the west and business parks to the east.[2][3]

New York[edit]

New York State Thruway[edit]

See also: New York State Thruway

I-287/Route 17 crossing into New York just south of the New York State Thruway

Upon entering New York in the Village of Hillburn in the Town of Ramapo in Rockland County, New York, New Jersey's Route 17 ends and NY 17 follows I-287 as the road comes to an interchange with the New York State Thruway (I-87).[4][5] At this point, I-287 joins I-87 on the eight-lane New York State Thruway, passing over Metro-North Railroad's Port Jervis Line as it heads east out of the mountains into suburban residential and commercial surroundings as it narrows to six lanes.[3][4] After passing through the Village of Montebello, the freeway reaches an interchange with Airmont Road where it becomes the border between Montebello to the north and the Village of Airmont to the south.[4][5] Continuing to the east, the New York State Thruway becomes the border between Monsey and Airmont before separating Monsey from the Village of Chestnut Ridge to the south as it turns slightly to the east-southeast.[5] After briefly running along the south edge of the Village of Spring Valley, where there is a westbound toll gantry for trucks, the highway fully enters Chestnut Ridge.[3][5] In this area, it comes to the Thruway's Garden State Parkway Connector.[4] Following this junction, I-87/I-287 continues east into the Town of Clarkstown, coming to an exit for NY 59.[4][5] After this, the road passes to the north of Nanuet, crossing under NJ Transit/Metro-North Railroad's Pascack Valley Line.[3][5] The freeway crosses under NY 304 before the cloverleaf interchange with the Palisades Interstate Parkway. As the Thruway continues into West Nyack, it passes under CSX's River Subdivision line before coming to the exit for NY 303 that provides access to the Palisades Center shopping mall to the south of the road.[3][4]

A view of a freeway leaving an interchange from a mountaintop, heading between development to the left and mountains to the right
I-287 interchange with I-87 in Suffern and Hillburn, New York. The New Jersey state line is about halfway up the photo.

Past NY 303, I-87/I-287 turns to the east-southeast and passes near wooded areas as well as suburban neighborhoods of Central Nyack.[3][5] It comes to another interchange with NY 59 that also provides access to US 9W.[4][5] Within this interchange, the roadway has an eastbound toll gantry for the Tappan Zee Bridge that allows tolls to be collected at highway speeds using E-ZPass or Tolls by Mail. At this point, the New York State Thruway widens to eight lanes and turns to the south-southeast into the Village of Nyack in the Town of Orangetown, crossing over US 9W prior to passing near residential areas in the Village of South Nyack as it runs to the east of US 9W, descending into The Palisades.[3][5] The last interchange in Rockland County is with US 9W and has no southbound exit.[3][4] From here, the New York State Thruway crosses the Hudson River on the Tappan Zee Bridge east into the Village of Tarrytown in the Town of Greenburgh in Westchester County.[3][5] After passing over the river, the road crosses over Metro-North Railroad's Hudson Line.[3] After this, the freeway comes to the exit for US 9 that also serves the western terminus of NY 119.[4][5] I-87/I-287 continue east past woodland and business parks, leaving Tarrytown before coming to an interchange where the two routes split, with I-87 continuing south on the New York State Thruway and I-287 heading east on the Cross-Westchester Expressway.[3][4][5] This interchange also has access to and from the northbound Saw Mill River Parkway and NY 119.[3]

Cross-Westchester Expressway[edit]

The Cross-Westchester Expressway, which is maintained by the New York State Thruway Authority, is six lanes wide and carries I-287 east to a westbound exit for NY 119 that is intertwined with the ramps between the New York State Thruway and NY 119/Saw Mill River Parkway.[3][4][6] After passing over the Saw Mill River Parkway and the Saw Mill River, the road enters the Village of Elmsford and runs through developed areas as it has a partial diamond interchange with NY 9A that does not have an eastbound exit.[3][4][5] The Cross-Westchester Expressway turns southeast from this point and intersects the Sprain Brook Parkway.[4][5] I-287 widens to eight lanes at this junction and continues to the exit for NY 100A.[3][4] After the NY 100A interchange, the freeway leaves Elmsford and turns to the east near residential areas, narrowing to six lanes before coming to an exit for NY 100 and NY 119 that also has access to the Bronx River Parkway.[3][4][5]

An end I-287 shield with trees in the background
I-287 sign at the end of the route at the I-287/I-95 intersection in Rye, New York

Following this exit, the road becomes eight lanes again and crosses over the Bronx River Parkway, the Bronx River, and Metro-North Railroad's Harlem Line.[3][5] Here, the road crosses into White Plains and reaches an interchange with NY 22.[4][5] Past NY 22, I-287 makes a sharp curve to the south as it narrows to six lanes and runs near inhabited neighborhoods.[3] The road has a westbound exit and eastbound entrance with the Central Westchester Parkway, a road that provides access to the Taconic State Parkway by way of NY 22. The freeway runs past commercial areas to the east of downtown White Plains as it encounters Westchester Avenue, which connects to NY 119, NY 127, and Anderson Hill Road as well as The Westchester shopping mall in the downtown area.[3][4] Within this interchange, the Cross-Westchester Expressway turns east along the border between Harrison to the north and White Plains to the south.[5] Westchester Avenue becomes a frontage road for I-287 as the road passes corporate parks to the north and populated neighborhoods to the south.[3]

The road begins to turn southeast as it comes to a directional interchange with the southern terminus of I-684.[3][4] The I-287 freeway heads south along the White Plains/Harrison border before turning east and fully entering Harrison, where there is a cloverleaf interchange with the Hutchinson River Parkway.[3][4][5] At this interchange, the Westchester Avenue frontage road serves as a collector/distributor road. The Cross-Westchester Expressway turns southeast again past wooded areas of development, with NY 120 coming onto the Westchester Avenue frontage road.[3] I-287 reaches an interchange where the frontage road ends as Westchester Avenue heads east as NY 120A and NY 120 continues to the south.[3][4] Here, the freeway enters the Village of Rye Brook in the Town of Rye as it continues southeast.[5] The Cross-Westchester Expressway comes into the Village of Port Chester, where the road runs near more dense suburban development as it intersects US 1.[3][4][5] At this point, the road has ramp access to and from the southbound direction of the New England Thruway (I-95).[3] From here, the mainline I-287 narrows to four lanes and enters the City of Rye, where it passes over the Northeast Corridor before merging into northbound I-95 about a half-mile (800 meters) west of the Connecticut state line.[3][4][5]

History[edit]

New Jersey[edit]

In the 1950s, a limited-access highway was proposed to bypass New York City.[7] This planned beltway would be incorporated into the new Interstate Highway System.[8] The proposed beltway in New Jersey was designated as FAI Corridor 104 and later received the I-287 designation in 1958.[9] The southern segment of I-287 was planned in the 1950s as the Middlesex Freeway, which was to run from the Outerbridge Crossing to Staten Island and follow the Route 440 corridor to Edison, where it would connect to the New Jersey Turnpike before continuing west to I-78. From here, the freeway would parallel US 202 north to the New York border. The anticipated cost of building I-287 in New Jersey was $235 million.[10] The southernmost part of I-287 in Middlesex County was to be cosigned with I-95; this never happened due to the cancellation of the Somerset Freeway.[11][12] By the mid-1960s, I-287 had been completed between the New Jersey Turnpike and Bedminster Township and from US 46 in Parsippany to US 202 in Montville.[13] More of I-287 in New Jersey had been finished by 1969, with the sections from US 46 south to Route 10 in Hanover Township and from Bedminster Township north to Maple Avenue in Bernards Township opened.[11] The segment of the highway between Maple Avenue and Route 24 opened in 1973, followed by the segment between Route 24 and Route 10 in early 1975, making I-287 a continuous road between the New Jersey Turnpike in Edison and US 202 in Montville.[14]

A multilane freeway approaching an interchange with a sign display over the road. The left sign reads exit 66 south Route 17 Mahwah left two lanes exit Interstate 287 south Morristown right two lanes straight and the right sign says Welcome to New Jersey
New Jersey state line along I-287 south

I-287's missing section between US 202 in Montville and the New York State Thruway in Suffern, NY was controversial dating back to 1965 and continuing until its opening in 1993. Property owners along the proposed route fought its completion as part of the freeway revolts of the 1960s and 1970s.[7] Originally, I-287 was proposed to take a more eastern route through the Lincoln Park and Wayne areas; this routing gained opposition as it passed through populated areas.[11][15] A more western alignment was planned through mountainous areas in 1973, but this was rejected as the cost of building the road through the mountains was too high.[15] In 1977, the current alignment of I-287 was proposed between Montville and Suffern; this was approved by the federal government in 1982 as it was less costly than the western alignment and went through less developed areas than the eastern alignment.[16][17]

Permits allowing construction to begin on this segment were issued in 1988 by the Army Corps of Engineers. Officials in Rockland County, New York filed a lawsuit on November 19, 1993, hours before the highway's official ribbon-cutting, seeking to block its opening. They claimed the incomplete interchange with the New York State Thruway was inadequate to handle the additional traffic.[7] That interchange was not complete until 1994, but the highway opened as planned on November 19 in a ceremony held on the Wanaque River bridge, where New Jersey Governor Jim Florio cut the ribbon.[7][18] This moment marked the completion of a bypass around New York City that had been planned for decades.[7] The portion of I-287 between the US 202 interchange in Oakland and the Route 208 interchange in Franklin Lakes overtook the westernmost portion of Route 208, truncating that route to its current location.[11][19]

I-287 northbound in Mahwah Township

The completion of I-287 in New Jersey had significant effects on traffic and development patterns in the area. Several towns along the highway, such as Wanaque and Montville, saw increases in development. In addition, as the road was a bypass, it saw a significant increase in truck traffic wishing to bypass congested roads closer to New York City.[18] The road also increased truck traffic on other north–south corridors, such as Route 31, from truckers wanting to bypass the New Jersey Turnpike by using these surface roads to get between the I-287 bypass of New York City and I-95 south to Pennsylvania.[18][20] On July 16, 1999, Governor Christine Todd Whitman banned oversize trucks from using roads that are not part of the National Highway System, such as Route 31. Trucks were therefore forced to use I-287 and the New Jersey Turnpike to travel across the state.[21] In the 1990s, high-occupancy vehicle lanes were built along I-287 between Bedminster and Parsippany. These HOV lanes, along with the ones that had been built on I-80, were opened to all traffic in 1998 due to lack of HOV usage, and the state did not have to repay the federal government the $240 million to build the lanes.[22] In 2011, a small section of the northbound side of the highway in Boonton collapsed into the Rockaway River due to Hurricane Irene.[23] Near the end of that year, five people and a dog were killed when a small SOCATA TBM 700 airplane en route to Georgia crashed on the highway near exit 33 in Morris Township.[24]

In August 2007, NJDOT started the I-287 (Middlesex Freeway) Rehabilitation Project to resurface the pavement between exit 5 in South Plainfield and I-95/New Jersey Turnpike in Edison Township, which is used by about 150,000 vehicles daily. Some of the bridges and overpasses had deteriorated to such a state that they needed to be replaced.[25] On September 16, 2009, NJDOT announced the start of another rehabilitation and repaving project from exit 5 in Piscataway to the area of exit 10 in Franklin Township. This project, which was funded by the American Recovery and Reinvestment Act of 2009, cost $29 million[26] and was finished by April 2011.[27]

New York State Thruway[edit]

The New York State Thruway portion of I-287 was planned around 1950 as part of a tolled limited-access highway that was to connect the major cities of New York.[28][29] A bridge across the Hudson River was planned between Nyack and Tarrytown at a site that was close enough to New York City but far enough from the Port Authority of New York and New Jersey's jurisdiction area, as they opposed the crossing.[30] The portion of the Thruway currently followed by I-287, including the Tappan Zee Bridge over the Hudson River, opened on December 15, 1955.[31][32] In the 1960s, I-287 was designated along the New York State Thruway between Suffern and Tarrytown, while I-87 ran farther to the east on present-day I-684.[13] On January 1, 1970, the I-87 designation was shifted onto this portion of the New York State Thruway to run concurrent with I-287.[33]

The E-ZPass electronic toll collection system was first introduced on this segment of the Thruway at the Spring Valley and Tappan Zee Bridge toll plazas in 1993.[34] The same year, an interchange in Suffern opened providing access to the newly opened New Jersey portion of I-287.[35] In 1997, tolls for cars were eliminated at the Spring Valley toll plaza, with tolls remaining for trucks and other commercial vehicles.[36] The I-87/I-287 interchange split near Tarrytown began a $187 million reconstruction in 2001 in order to add additional lanes and rebuild overpasses and underpasses.[37] Reconstruction in this area was completed in May 2004.[38] In 2016, the Tappan Zee Bridge toll plaza was demolished and replaced with an electronic toll gantry on the west side.[39] The Spring Valley toll plaza went all-electronic in 2018.[40]

Cross-Westchester Expressway[edit]

Plans for a limited-access road to cross Westchester County east to west date back to the 1920s and became more needed after post-World War II traffic increases. When the Tappan Zee Bridge was proposed around 1950, the Cross-Westchester Expressway was becoming a more realistic idea.[29] Construction of the freeway began in 1956, and was given the NY 119 designation. The design of the highway met Interstate highway standards after opening, and was supposed to have the I-187 designation. However, by the time the highway opened, it was officially designated as I-487 instead. At a cost of $50 million, the Cross Westchester Expressway was opened December 1960.[41] Later in the 1960s, this segment of road was redesignated I-287 to make it a part of the beltway around New York City.[13] I-287 was to continue past I-95 in Port Chester and was to cross Long Island Sound via the unbuilt Oyster Bay–Rye Bridge.[42][43] On Long Island, the route would run along the Seaford–Oyster Bay Expressway (NY 135). Then, I-287 was again to be extended into Jones Beach by merging with the Wantagh State Parkway in Merrick. The plans for the bridge, and the I-287 extension onto Long Island, were dropped in 1973 by Governor Nelson Rockefeller as a result of community opposition and environmental concerns.[44]

A map showing the built segment of the Seaford-Oyster Bay Expressway (black) and the unbuilt northern and southern extensions (red); the northern extension includes the Rye-Oyster Bay crossing.

Ownership of the Cross-Westchester Expressway was transferred from the New York State Department of Transportation to the New York State Thruway Authority in 1990 to help relieve the state's budget issues.[45] On July 27, 1994, a propane truck crashed into an overpass on the Cross-Westchester Expressway in White Plains and exploded, killing the driver. The fire from the explosion spread into adjacent neighborhoods and injured 23 people.[46] In the mid-1990s, a reversible high-occupancy vehicle lane was proposed for the Cross-Westchester Expressway in order to alleviate congestion at a planned cost of $365 million. In addition, a Metro-North Railroad line and a guided busway were considered to serve the I-287 corridor in Westchester County as alternatives to the HOV lane.[47] The proposed HOV lane was cancelled in 1997 by Governor George Pataki out of the fear it would have negative effects on the area in trying to solve traffic.[48] Since 1999, the Cross-Westchester Expressway has been under construction in order to reduce congestion and improve safety for the motorists who use the highway.[49] The final phase of the project, a reconstruction in the area of exit 8 in White Plains, was completed in December 2012, nine months ahead of schedule.[50]

In late 2018, NYSDOT began installing ramp meters on entrance ramps to I-287 in Rockland and Westchester Counties. More are expected to be installed by 2020.[51]

Tappan Zee Bridge replacement[edit]

Main article: Tappan Zee Bridge (2017–present)

The original Tappan Zee Bridge, carrying the concurrency of New York State Thruway, I-87, and I-287, was a cantilever bridge built during 1952–55. The bridge was three miles (4.8 km) long and spanned the Hudson at its second-widest point. Before its replacement in 2017, the deteriorating structure carried an average of 138,000 vehicles per day, substantially more traffic than its designed capacity. During its first decade, the bridge carried fewer than 40,000 vehicles per day. Part of the justification for replacing the bridge stems from its construction immediately following the Korean War on a low budget of only $81 million. Unlike other major bridges in metropolitan New York, the Tappan Zee was designed to last only 50 years.[52] The Federal Highway Administration issued a report in October 2011 designating the Tappan Zee's replacement to be a dual-spantwin bridge.[53] Construction officially began in October 2013,[54][55] with the new spans being built to the north of the existing bridge. The new bridge connects to the existing highway approaches of I-87 and I-287 on both river banks.[53] The northbound/westbound span opened on August 25, 2017.[56][57] Southbound/eastbound traffic remained on the old bridge until October 6, 2017. At that point, southbound/eastbound traffic shifted to the westbound span of the new bridge and the old bridge closed.[58][59] The bridge's eastbound span opened to traffic on September 11, 2018.[60][61] Upon completion, the new Tappan Zee Bridge became one of the longest cable-stayed spans in the nation.[62]

  • Tappan Zee/Mario Cuomo Bridge
  • The original Tappan Zee Bridge, as viewed from the ground.

  • The original Tappan Zee Bridge, as viewed from the bridge deck.

  • The new, twin spans of the Mario Cuomo (Tappan Zee) Bridge, as viewed from the air. Note the foundations for the old bridge in front of the new ones.

  • One of the new spans of the Mario Cuomo (Tappan Zee) Bridge, as viewed from the bridge deck.

Future[edit]

Main article: Long Island Sound link

In 2008, a private firm, Polimeni Associates, proposed to construct a more than 16-mile-long (26 km) tunnel across Long Island Sound between Rye and Oyster Bay.[63] This proposed tunnel would be the longest highway tunnel in the world, with its length exceeding that of the Lærdal Tunnel in Norway by a mile.[64] It would start at the junction with the Cross Westchester Expressway and the New England Thruway in Rye and end at NY 135 and NY 25 in Syosset.[65] Estimated to cost approximately $10 billion, it would feature three tubes: the outer tubes would have three lanes of vehicular traffic each and the inner tube would be used for maintenance.[64] The proposed tunnel, which is to be operated by a private firm, is still awaiting approval to begin construction.[66]

Exit list[edit]

Sours: https://en.wikipedia.org/wiki/Interstate_287
  1. Apna bazaar
  2. Vintage moon phases
  3. Storage cabinets lockers

UPDATE: Route 17 North and Route 287 reopened about 9 a.m. Traffic is flowing again and there are no additional closures.

A gasoline tanker truck crashed on Interstate 287 early Saturday in Bergen County, closing lanes of traffic and sending billowy black smoke that could be seen for miles.

The incident occurred about 6 a.m. in the southbound lanes of the highway south of the New York State border in Mahwah, authorities said.

“There is a gasoline tanker crash on Route 287 in Mahwah that is causing a smoke condition over the village this morning,” police with the Suffern Police Department in Rockland County, New York, said in a Facebook post.

Parts of I-287 and Route 17 were closed while the fire department works to extinguish the blaze, Suffern police said. 511nj.org reported that all lanes near the crash were closed and that motorists should expect delays of up to 20 minutes.

About 8 a.m., Mahwah Township reported that northbound lanes of Route 17 had reopened but that motorists should still expect delays. About 9 a.m., the township reported northbound lanes on Route 17 and Interstate 287 had reopened and that traffic was flowing. No additional closures are expected, they said.

Photos from the highway show flames on the roadway and rising smoke. There were no immediate reports of injuries, but police in Bergen County were not immediately available to comment.

Anthony G. Attrino may be reached at [email protected]. Follow him on Twitter @TonyAttrino. Find NJ.com on Facebook.

Sours: https://www.nj.com/bergen/2021/10/gasoline-tanker-crash-on-i-287-closes-highways-sends-rising-cloud-of-black-smoke-over-towns.html
Middlesex Freeway (Interstate 287 Exits 57 to 66) northbound

This 2004 photo shows the northbound I-287 at EXIT 21 (I-78) in Pluckermin Township. Traffic for I-78 westbound left-exits from the I-287 express lanes, while traffic for I-78 eastbound right-exits from the I-287 local lanes. (Photo by Jim K. Georges.)

1958-1994
67.5 miles (108.7 kilometers)

THE NEED FOR A NEW YORK-NEW JERSEY BELTWAY: In 1929, the Regional Plan Association (RPA) first proposed a controlled-access beltway that would encircle the New York-New Jersey metropolitan area. The proposed beltway was to be part of a network of express highways that would serve the burgeoning motor vehicle population. The circumferential route, which was to be similar in design to today's I-287, was to begin at the new Outerbridge Crossing, and was to include a new trans-Hudson crossing between Rockland and Westchester counties. It was to encircle the outer edge of suburban development and provide a bypass for interstate traffic.

During the early 1930s, planners proposed a controlled-access "Edison Memorial Parkway" that was to connect US 22 in Watchung with the Edison Memorial Tower in Edison, the Edison Bridge (US 9) in Keasby (Edison Township) and the Outerbridge Crossing. Borrowing from the design concepts of the early New York parkways, the Edison Memorial Parkway was to have bridle paths and scenic overlooks. The ongoing Great Depression prompted officials to shelve these plans.

Official discussions for an east-west highway in Middlesex County resumed in 1937 after initial traffic studies revealed the need for an express route between the Outerbridge Crossing, US 9, US 1 and US 22. With postwar demands taking their toll on local and regional roads, further studies for the Middlesex Freeway were undertaken when plans were revived in 1947.

In 1951, the New Jersey State Legislature passed legislation to begin route planning studies along the northern section of the route from US 22 in Somerville to NJ 17 in Mahwah. It was to be constructed as a "Relocated US 202." Two years later, the legislature passed similar legislation for the southern section of the route from US 22 in Somerville to the Outerbridge Crossing, the same section that had been advocated in 1937 and 1947 plans.

Governor Alfred E. Driscoll subsequently signed a bill authorizing construction of this southern section, but did not take action on the northern section. The 18.5-mile-long, four-lane freeway was to connect the Outerbridge Crossing with US 1, US 9, US 22, along with the new controlled-access Garden State Parkway and New Jersey Turnpike. The route, which was planned to carry 25,000 vehicles per day (AADT) by 1965, required the condemnation of 275 buildings. As an integral part of the 1955 Joint Study of Arterial Facilities headed by Robert Moses, the Middlesex Freeway was to eventually feed into the proposed (Verrazano) Narrows Bridge via the Outerbridge Crossing.

However, officials did not give up on constructing the northern section of the beltway. In 1957, representatives from New Jersey and New York revived the beltway idea by extending the route of the Middlesex Freeway north to meet the New York State Thruway mainline. The New Jersey State Highway Department lobbied the Bureau of Public Roads (BPR) to have the beltway included in the proposed Federal-aid Interstate Highway System, which at that time included neither distributors nor cross-connecting routes.

An excerpt from the 1955 state highway department study follows:

The necessity for providing highway facilities in New Jersey to serve urban population centers in New York and Pennsylvania is not limited to the provision of interstate circumferentials, but applies also to the provision of distributor or cross-connecting routes for traffic destined to various points within the central urban areas. For example, consider the fact that there are three interstate routes approaching New York City through New Jersey, and four major crossings of the Hudson River (George Washington Bridge, Lincoln Tunnel, Holland Tunnel, and proposed Narrows Bridge). Because of the great size of the area involved, it is not sufficient to connect one route to one crossing. Such a system would result in many vehicle miles of unnecessary terminal travel on local city streets.

The only proper and feasible system is to provide adequate cross-connectors so that interstate traffic approaching the area on any of the interstate routes may select either a bypass of the area, or a connection to the river crossing that will lead most nearly to the trip destination. In a reverse sense, these facilities will render the same service to traffic leaving the areas. Such a system would appear to be essential for any problem of urban area evacuation.

An overall system of interstate routes, including both radial distributors and belt routes, would appear to be essential from both civil defense and military bases. In an urban area of the size of New York, with an urban population in excess of 12 million spread over many square miles, any disaster would create severe congestion with a potential stoppage of all traffic. Provision of an integrated network of controlled-access highways on the Interstate system would provide a basic system that could be reserved for essential use in any time of civilian or military emergency.

In order to provide for free interchange of traffic on all interstate routes approaching New York, it is proposed to provide a "northern metropolitan area belt route" as nearly as possible around the edge of the urban development. Such a route would provide a high-speed facility for the movement of traffic bypassing the area, and would also provide a means of transferring from one route to the other. It is expected that the route proposed in New Jersey would connect with a similar route in New York at the Outerbridge Crossing and again near Suffern, and that a complete loop will be provided in the two states.

Despite the fact that the route suggested in New Jersey is many miles west of the Hudson River, studies have shown that there would be immediate traffic use by 15,000 vehicles per day, and that by 1975 this would increase so that there would be 30,000 vehicles per day on most sections, with some sections serving in excess of 30,000 vehicles per day.

For a proper functioning system, this proposed bypass or belt route is considered to have highest priority.

On April 26, 1956, New Jersey Governor Meyner and New York Governor Harriman met at Robert Moses' office at Bear Mountain State Park to coordinate and finalize plans for the Middlesex Freeway. The lobbying effort by the two states to the Federal Bureau of Public Roads (BPR) was successful, and on June 26, 1956, the 93-mile-long metropolitan beltway was added to the National System of Interstate and Defense Highways as "FAI Corridor 104." In September 1958, this circumferential highway became known as I-287.

LEFT: This 1965 photo shows an aerial view of I-287 over the Raritan River in Middlesex County. (Photo by New Jersey State Highway Department.) RIGHT: This 1970 photo, which shows the northbound I-287 approaching EXIT 14 (US 22) in Bridgewater Township, was shown in a Federally-funded study of diagrammatic signing. (Photo by New Jersey Department of Transportation.)

DESIGN AND CONSTRUCTION OF I-287: The Middlesex Freeway, now officially known as Interstate 287, was to be built to comply with Interstate standards. The four-to-eight lane freeway was to be constructed within a 300-to-400 foot right-of-way, have 50-to-100 foot medians, and have a design speed of 70 miles per hour. Wherever appropriate, there were to be collector and distributor roads to separate local and express traffic. Along its southern half, I-287 was to serve east-west traffic between the Outerbridge Crossing and I-78. From I-78 north to the New Jersey-New York border, I-287 was to serve as a north-south bypass of US 202. As originally proposed, the 62.9-mile-long I-287 in New Jersey was estimated to cost $235 million.

The general route of I-287, as excerpted from official 1967 state and 1982 Federal documents, was to be as follows:

The circumferential route begins as Route 440 in Staten Island, New York, crossing the Arthur Kill into New Jersey via the Outerbridge Crossing. It then travels westward to a junction with the New Jersey Turnpike (I-95). The I-287 designation begins at the turnpike in Edison, New Jersey. The route first proceeds west, then north, and then east, merging with I-87 at the New York state line and continuing east to its terminus at I-95 in Port Chester, New York.

In addition to the interchanges with I-95, the completed I-287 will also complete connections with the Garden State Parkway, I-78, I-80, I-87, the Palisades Interstate Parkway, I-684, and other major highways in New Jersey and New York.

In its 1966 report, Transportation 1985: A Regional Plan, the Tri-State Transportation Commission buttressed the case for completing I-287:

The proposed I-287 will complete the outer belt route around the western and northern portions of the region by tying together existing sections. It will provide a route between suburban area, including important new industrial areas.

PART OF I-287 WAS TO BE I-95: Initially, the first several miles of I-287 through Middlesex County were not to be signed as I-287, but as I-95. However, only signs for I-287 were actually posted along this section. The only evidence that I-95 was to use this section was the unnumbered exits. The unbuilt I-95 / Somerset Freeway, which was to continue south to I-295 in Ewing Township, was canceled in 1982.

William F. Yurasko, New Jersey contributor to nycroads.com, provided the following information on this section:

Since the first few miles of I-287 were really supposed to be I-95, the exits along that stretch would have been part of the exit numbering scheme of I-95, not that of I-287. Reflecting this uncertainty, the portion of I-287 that was to be EXIT 1 through EXIT 6 was never posted. Existing exits, generally posted after US 22 (current EXIT 14), were increased by four. During the mid-1990s, the exits on I-287 were re-assigned to reflect the actual I-287 terminus at the New Jersey Turnpike (I-95). For the first time, most of the exits in the first ten miles were actually posted.

EARLY CONSTRUCTION AND RESISTANCE: Construction of I-287 began in Middlesex and Somerset counties in 1958. The first sections of highway opened in the early 1960's. By 1964, a continuous route from the New Jersey Turnpike (I-95) in Metuchen northwest to I-78 and US 202 / US 206 (EXITS 21-22) in Bedminster had opened to traffic.

Further north in Morris County, stiff resistance to the route was encountered in Morristown, the site of the Morristown National Historic Park (George Washington's headquarters during the Revolutionary War). Interstate 287 was to cut a 250-foot-wide swath through the community of 18,000 residents, some of whom dressed in the uniforms of Revolutionary War soldiers to protest the freeway. Since the freeway was to traverse Federal parkland, Interior Secretary Udall tried to move it to a less disruptive alignment. In 1965, as construction crews moved into Morristown, the townspeople sat on the blades of the invading bulldozers, but this final desperate attempt failed.

Construction of I-287 progressed, with 30 miles completed as of 1967. By 1973, motorists could travel could travel on I-287 uninterrupted for 47 miles from the New Jersey Turnpike (I-95) in Metuchen north to US 202 (EXIT 44) in Montville, Morris County.

This 2008 photo shows the southbound I-287 at EXIT 13 (NJ 28 / Union Avenue) in Bridgewater Township. (Photo by Steve Anderson.)

COMPLETING THE MISSING LINK: In 1965, communities in Morris, Passaic and Bergen counties in New Jersey, and Rockland County in New York, began their fight against the remaining 20 miles of I-287 between US 202 in Montville and the New York State Thruway (I-87) in Suffern. A number of issues, among them disruption of community services, air and noise pollution, underground well contamination, and an increased possibility of severe flooding, were raised by community and environmental groups. Siding with these groups, even the RPA argued against completing I-287 by the 1970s.

Over the next decade and a half, the New Jersey Department of Transportation (NJDOT) proposed three different alternative routes as follows:

    EASTERN ALIGNMENT: Originally proposed in 1968, the eastern alignment would have continued the route of I-287 east along US 202 through Montville, Lincoln Park and Wayne. Near the intersection of US 202 and NJ 23 in Wayne, I-287 was to veer north toward Franklin Lakes and Oakland. It was to then continue northeast through the Campgaw Mountain Reservation to the Mahwah-Suffern area. Since this route would have gone through the most heavily populated areas, it was met with vociferous opposition.

    WESTERN ALIGNMENT: Proposed in 1973, the western alignment would have continued the route of I-287 parallel to, and west of the Morris-Passaic CR 511 corridor through Kinnelon, Butler, Bloomingdale and Wanaque. It was to continue northeast through the Ramapo Mountains west of the Ramapo River valley, intersecting with an extended NJ 208 west of Oakland. I-287 was to meet I-87 and Route 17 in the Mahwah-Suffern area. It would have avoided heavily populated areas and parklands, but construction costs through mountainous areas were prohibitive.

    CENTRAL ALIGNMENT: In 1977, a central alignment for I-287 was presented by NJDOT. I-287 was to continue northeast from the US 202 terminus in Montville to the Bloomingdale-Pompton Lakes area, where it was to intersect NJ 23 and Morris-Passaic CR 511. It was to continue northeast through Oakland, where it was to intersect and use part of the existing NJ 208 right-of-way. From this point, I-287 was to continue northeast along the eastern edges of Campgaw Mountain Reservation and Ramapo College to the Mahwah-Suffern area. Like the western alignment, the central alignment avoided the most populous areas. Construction costs were minimized by construction the highway on the edge of the Ramapo Mountains.

The expressway was to have six lanes from EXIT 47 in Montville to EXIT 59 (NJ 208) in Oakland, and four lanes from EXIT 59 to EXIT 66 (NJ 17) in Mahwah. Design capacities were established at 50,000 vehicles per day (AADT) by 1995, increasing to 75,000 vehicles per day by 2010. I-287 was to be constructed with a 50-foot-wide median, wide enough to accommodate an additional lane in each direction, and have a 300-to-400 foot right-of-way. (However, only eight of the 20 new miles had the 50-foot-wide median.) Natural and artificial barriers were designed not only to protect residents from the effects of the highway, but also to add aesthetic beauty for motorists.

Despite threats of lawsuits from 11 municipalities in the highway's path, the FHWA approved construction of the 20-mile, $1 billion "central alignment" of I-287 on September 3, 1982. This alignment added four miles to the originally allocated 62.9-mile length of I-287. Six years later, construction began with the issuance of the final permits from the Army Corps of Engineers.

On November 19, 1993, after nearly four decades of planning and construction, Governor Jim Florio opened the entire 66.9-mile length of I-287 to traffic. According to state transportation commissioner Thomas Downs, the 20-mile section of I-287 represented "the largest unopened section of interstate highway in the United States today." The entire I-287 metropolitan beltway became fully operational in August 1994, when the reconstructed EXIT 15 on the New York State Thruway was opened to traffic.

More from nycroads.com contributor William F. Yurasko as follows:

Governor Jim Florio tried to get I-287 open in time for Election Day. The Army Corps of Engineers delayed the opening to conduct drainage tests and Florio lost the election. There used to be quite a few "Impeach Florio" bumper stickers attached to guide signs on I-287, but I think most are gone now. Anyway, it opened a little more than two weeks after Election Day, on a Friday. The next day, I was on it with my family on the way to Yale Bowl in New Haven for the Yale-Harvard game. Needless to say, it was good timing. The road was all concrete and very impressive. Some possibly spectacular views were eliminated though, since wire baskets full of rock were used as walls obscuring any such view. My dad and I can never for the life of us remember what that is called, only that it is a French word.

This 2004 photo shows the northbound I-287 approaching EXIT 36 (Morris CR 510 / Morris Avenue) in Morristown. Shown just before the exit is the viaduct carrying the NJ Transit-Morristown (Morris and Essex) Line over I-287. (Photo by Jim K. Georges.)

BELTWAY AND BYPASS: The opening of I-287, while increasing inter-regional traffic around New York City, has reduced congestion on local roads. Through traffic from upstate New York and New England to Pennsylvania can use I-287 as a shortcut to I-80 and I-78. Similarly, motorists on I-95 from the Middle Atlantic states can travel on I-287 to access I-87 and other intersecting routes, thereby avoiding metropolitan area traffic.

Perhaps most importantly, interstate trucks can use the route to bypass congested expressways in New York City. Jeffrey Zupan, transportation consultant to the RPA, said the following about I-287:

It was needed because it makes the movement of goods around the region easier. If it is difficult and expensive to move things from one place to another, if every truck headed to New England has to go through the Bronx, then the region is not going to stay competitive.

Many community leaders have praised the completion of I-287 for the new tax revenue coming from increased development. In the year after I-287 opened, some $75 million worth of new housing, retail and office buildings construction took place along the route. However, some fear that I-287 would spur development in the environmentally sensitive Ramapo Mountains.

ROADWAY LAYOUTS AND TRAFFIC COUNTS: The different sections of I-287 are described as follows:

    I-95 / New Jersey Turnpike (southern terminus) in Edison to EXIT 14 (US 22) in Bridgewater: This section has eight lanes (4-4) from I-95 to EXIT 2 (NJ 27), six lanes (3-3) from EXIT 2 to EXIT 13 (NJ 28), and eight lanes (4-4) from EXIT 13 to EXIT 14 (US 22). While this section is the second-most traveled on I-287 - it carries approximately 100,000 vehicles per day (AADT) - it is the only section not to have been widened since it was built back in the early 1960s. (The proposed I-95 / I-695 project would have widened I-287 to eight lanes from the New Jersey Turnpike to the unbuilt I-95 interchange in Piscataway. In preparation for this project, I-95 was "secretly" designated on I-287 between milepost 0.0 and milepost 5.7 from 1966 until 1982; the I-95 designation went as far north as milepost 9.6 until 1973. According to nycroads.com contributor Raymond C. Martin, the I-95 designation - not the I-287 designation - would have applied on this section had the unbuilt Somerset Freeway been constructed.) The speed limit on this section is 65 MPH.

    EXIT 14 to EXIT 17 (US 202-US 206) in Bridgewater: This section, which carries approximately 80,000 vehicles per day, was originally built as a four lane (2-2) section in the early 1960s, and widened to six lanes (3-3) in the mid-1990's. The speed limit on this section is 65 MPH.

    EXIT 17 to EXIT 21 (I-78) in Bedminster: This section, which carries approximately 80,000 vehicles per day, was originally built as an eight-lane (2-2-2-2) section in the early 1960s, and widened to its present 11-lane (3-3-3-2) configuration in the mid-1990s. The northbound outer roadway is used for I-78 eastbound traffic, while the northbound inner roadway is used for I-78 westbound traffic. (Through traffic could use either northbound roadway.) The southbound outer roadway comes from I-78 westbound and leads to right-hand EXIT 17 (US 202-US 206). The southbound inner roadway comes from I-78 eastbound and leads to left-hand EXIT 17. The speed limit on this section is 65 MPH.

    EXIT 21 to EXIT 37 (NJ 24 Freeway) in Morristown: This section, which carries approximately 70,000 vehicles per day, has nine lanes (4 southbound-5 northbound) immediately north of I-78 to EXIT 22 (US 202 / US 206), then narrows to six lanes (3-3) from north of EXIT 22 to EXIT 33 (Harter Road). The roadway then widens to eight lanes (4-4) from EXIT 33 to EXIT 37. From when the highway opened in the mid-to-late 1960s, until the HOV lane project in the mid-1990s, this part was seven lanes (3 southbound-4 northbound), then four lanes (2-2), then six lanes (3-3), over the same sections. The speed limit on this section is 65 MPH.

    EXIT 37 to EXIT 41 (I-80 and US 46) in Parsippany-Troy Hills: This section, which carries approximately 110,000 vehicles per day, has ten lanes (5-5) from EXIT 37 to EXIT 39 (NJ 10), then 11 lanes (4 southbound outer-2 southbound inner-5 northbound) from EXIT 39 to EXIT 41 (I-80 and US 46). When this section was constructed in the mid-to-late 1960's, it was eight lanes (4-4) from EXIT 37 (which opened in 1992) to EXIT 39, then eight lanes (4-4) from EXIT 39 to EXIT 41. The present configuration dates from the HOV lane project in the mid-1990s. The southbound side got a "Jersey wall"-separated inner roadway, which was originally intended to be a HOV lane-to-HOV lane flyover ramp. These inner lanes on the southbound side come from I-80 west, and there is no access from these inner lanes to EXIT 40 (Morris CR 511) southbound. The speed limit on this section is 55 MPH.

    EXIT 41 to EXIT 52 (NJ 23) in Pompton Plains: This section, which carries approximately 55,000 vehicles per day, has eight lanes (4-4) from EXIT 41 to EXIT 42 (US 46-US 202), then six lanes (3-3) from EXIT 42 to EXIT 52. The sub-section from EXIT 41 north to EXIT 47 (US 202) has not been widened since it opened in the late 1960s. The six-lane sub-section north of EXIT 47 opened in 1993. The speed limit on this section is 65 MPH.

    EXIT 52 to EXIT 59 (NJ 208) in Franklin Lakes: This six-lane (3-3) section carries approximately 70,000 vehicles per day. In 1990, the first sub-section - a one-mile-long bypass of Pompton Plains - opened between EXIT 52 and EXIT 53 (Morris CR 694 and Morris CR 511A). Three years later, the remainder of the section opened north to EXIT 59. (This sub-section included a reconstructed western terminus of NJ 208, which was originally constructed in the early 1960s). In the late 1990's, several years after this section opened, a new EXIT 55 (Passaic CR 511 and Passaic CR 511A) opened in Wanaque Borough. The speed limit on this section is 65 MPH.

    EXIT 59 to New York State Thruway (I-87 / I-287) in Suffern: This section carries approximately 50,000 vehicles per day. The four-lane (2-2) sub-section from EXIT 59 to EXIT 66 (NJ 17) opened in 1993, and the six-lane (3-3) I-287 / NJ 17 connector to the New York State Thruway opened in 1994. The speed limit is 65 MPH on the four-lane sub-section, dropping to 55 MPH on the connector.

This 2004 photo shows the northbound I-287 at EXIT 40 (Morris CR 511 / Parsippany Road) in Parsippany-Troy Hills Township. (Photo by Jim K. Georges.)

THE RISE AND FALL OF THE HOV LANES: In 1994, construction crews were not finished with I-287. Beginning that year, and lasting through January 1998, crews built 20.2 miles of northbound and southbound HOV lanes in the center median of I-287 between EXIT 22 (US 202 and US 206) in Bedminster and EXIT 41 (I-80) in Parsippany-Troy Hills. The lanes, which were opened to vehicles with two or more occupants during rush-hour periods, and to all vehicles during non-rush periods, cost $200 million to construct.

Along the stretch under HOV lane construction, existing mainline sections were widened and improved. Provisions were to be made for proposed (but never constructed) HOV lane-to-HOV lane flyover exit ramps between I-287 and I-80 in Parsippany.

Further south, from Bridgewater southeast to Metuchen, minor modifications were made to I-287. New pavement, signs and safety improvements were made to the existing roadway. Moreover, for the first time, exits followed a logical, milepost-based numbering scheme from Metuchen north to Mahwah.

The new HOV lanes were not met with great fanfare. While traffic continued to build on the general-use lanes, the HOV lanes often went unused. This reflected of variety of factors: lower fuel prices, decentralized suburban development, two-career families and multi-stop commuting. Since the HOV lanes were planned in the early 1980's, carpool usage had plummeted from 18 percent to 8 percent by the mid-1990's. Spurred by angry commuters, local politicians soon demanded the removal of the HOV lanes.

Using the following national criteria established by the FHWA, the NJDOT undertook studies to analyze the effectiveness of the I-287 HOV lanes:

    Do the HOV lanes encourage carpooling?

    Do the HOV lanes carry 700 vehicles per hour for usage, while carrying as many people in the HOV lanes as the average of the general purpose lanes?

    Do the HOV lanes reduce the current level of congestion and air pollution?

The NJDOT determined that the I-287 HOV lanes failed on two out of these three criteria. Soon thereafter, Governor Christine Whitman announced the elimination of the HOV lanes:

After careful analysis of the situation, New Jersey has concluded that the lanes do not succeed in alleviating traffic congestion or improving air quality, and that their removal is warranted. Accordingly, the state intends to terminate their operation on Monday, November 30, 1998. We have taken a long, hard look at New Jersey's HOV lanes and concluded that they simply are not producing the results that we all had hoped for.

The HOV lanes were converted into general-use lanes. Since the NJDOT found that the HOV lanes did not meet the national criteria for effectiveness, U.S. Transportation Secretary Rodney Slater waived the $200 million cost, most of which came from Federal funds, of the I-287 HOV lanes.

This 2007 photo shows the southbound I-287 at EXIT 55 (Passaic CR 511 / Union Avenue and Passaic CR 511A / Ringwood Avenue) in Wanaque Borough. (Photo by Steve Anderson.)

CURRENT AND FUTURE IMPROVEMENTS: From south to north, the NJDOT has built or planned the following improvements on I-287:

    The NJDOT plans to repave six miles of I-287 from the New Jersey Turnpike (I-95) in Edison north to EXIT 6 (Middlesex CR 665 / Washington Avenue) in Piscataway during 2007 and 2008. The project is estimated to cost $16 million.

    The NJDOT has long-range plans to rebuild the I-287 bridge over the Raritan River in South Bound Brook. Approaches also may be rebuilt between EXIT 9 (Middlesex CR 514 / River Road) and EXIT 10 (Somerset CR 527 / Easton Avenue).

    Between EXIT 17 (US 202-US 206) in Bridgewater Township and EXIT 22 (US 202-US 206) in Bedminster Township, the NJDOT is planning a major reconstruction project. The NJDOT will rebuild EXIT 21 (I-78) in Pluckermin Township, and add missing movements to and from nearby US 202-US 206. The new ramps will be designed such as not to require further land takings. In addition, the NJDOT will widen US 202-US 206 from two to four lanes in the area of the interchange. Major reconstruction work is not scheduled to begin until after 2010.

    The NJDOT plans to mill and resurface five miles of I-287 from EXIT 30 (Maple Avenue) in Basking Ridge to EXIT 35 (NJ 124 / Madison Avenue) in Morristown. The $6.2 million project is slated for completion in 2007.

    At EXIT 37 in Morristown, the NJDOT widened the existing one-lane ramp connecting southbound I-287 to the eastbound NJ 24 Freeway to two lanes. The $4 million project, which required widening the NJ 24 overpass over I-287, was completed in late 2003.

    Just north of EXIT 39 (NJ 10) in Hanover Township, the NJDOT planned an overpass over I-287 to connect Ridgedale Avenue with Eastmans Road. The $14 million project was designed to improve circulation between Hanover and Parsippany. However, local concerns about potential impacts on a nearby residential development and a wetlands area shelved the project indefinitely.

    The NJDOT will repave six miles of I-287 from EXIT 41 (I-80) north to EXIT 47 (US 202) in Montville during 2006 and 2007. However, reconstruction of the ramps between I-287 and I-80 likely will wait until at least 2009. The $75 million interchange reconstruction project, which would include pavement rehabilitation of the I-80 mainline, replacement of bridge decks, and extension of acceleration-deceleration lanes, likely would continue through at least 2012.

    The NJDOT rehabilitated the pavement of the mainline I-287 from EXIT 47 (US 202) in Montville north to EXIT 59 (NJ 208) in Franklin Lakes. Part of the final section of I-287 to be constructed, this stretch section was built with a grooved pavement designed to improve drainage and traction. However, residents complained about the noise generated from trucks passing over the grooved pavement. The $12 million project was completed in 2002.

    Major improvements are planned for the area of EXIT 66 (NJ 17) in Mahwah, where the NJDOT will construct a new truck weigh station, parking area and maintenance facility along the southbound lanes of I-287. The $41 million project, which includes lengthening the acceleration-deceleration lanes on I-287, widening the I-287 bridge over the Ramapo River, and improving the nearby intersection between NJ 17 and Stag Hill Road, originally was scheduled for completion by 2006, but has been delayed.

DO YOU BELIEVE IN MAGIC? In 2000, the NJDOT activated the $45 million "MAGIC" intelligent transportation system along I-287 and other North Jersey roadways. The "MAGIC" system, which stands for Metropolitan Area Guidance Information and Control, uses radar, pavement sensors, electronic message signs, fiber-optic cable and closed circuit cameras to alert drivers to traffic accidents or weather hazards, and to post the best alternate routes.

This 2004 photo shows the northbound I-287 approaching EXIT 66 (NJ 17) and the New York State border in Mahwah. (Photo by Jim K. Georges.)

To meet current and anticipated demand on I-287, the existing six-lane section from EXIT 2 (NJ 27) north to EXIT 13 (NJ 28) should be widened to at least eight lanes, and the existing four-lane section from EXIT 59 (NJ 208) north to EXIT 66 (NJ 17) should be widened to at least six lanes.

Chris Blaney, New Jersey contributor to nycroads.com, provided the following recommendation for widening the southern section of I-287:

The most heavily traveled section of highway, from EXIT 14 (US 22) south to the New Jersey Turnpike (I-95), has not been widened since it was opened. This should be corrected by adding a reversible two-lane center roadway from EXIT 17 (US 202-US 206) to the New Jersey Turnpike.

The new reversible roadway would not be set aside for HOV use when it opens. Instead, the roadway would be opened only to passenger cars equipped with EZ-Pass (like the Gowanus Expressway HOV lane) and for starters, charge no toll. It would be used for southbound traffic in the morning rush, and used for northbound traffic in the evening rush. The EZ-Pass would only be for traffic control (vehicles on this roadway without an EZ-Pass tag would get fined and two points).

Once completed, the roadway would be an eight-lane (3-2-3) configuration through much of the area, and a ten-lane configuration (4-2-4) in the area of EXIT 14. I-287 would then provide five lanes of southbound traffic in the morning rush, and five lanes of northbound traffic in the evening rush. The reversible "express" roadway, which would have a speed limit of 65 MPH (as opposed to 60 MPH in the outer lanes), would only have crossover ramps near major interchanges.

SOURCES: Joint Study of Arterial Facilities, The Port of New York Authority and the Triborough Bridge and Tunnel Authority (1955); "Middlesex Freeway," New Jersey State Highway Department (1956); "New Roads with New Numbers Will Parallel Old U.S. Routes" by George Cable Wright, The New York Times (9/19/1958); "Savings of $31,000 Yields $25 Million" by George Cable Wright, The New York Times (9/09/1960); Regional Highways: Status Report, Tri-State Transportation Commission (1962); Transportation 1985: A Regional Plan, Tri-State Transportation Commission (1966); New Jersey Highway Facts, New Jersey Department of Transportation (1967); Road to Ruin by A.Q. Mowbray, J.B. Lippincott Company (1969); "Route I-287: Change Unlikely" by Michael Monroe, The New York Times (6/17/1973); "New Route Proposed for I-287 Extension" by Robert Hanley, The New York Times (10/04/1977); "Interstate Route 287: Technical Study for the Preferred Alternative," Federal Highway Administration and New Jersey Department of Transportation (1978); "Interstate 95," Delaware Valley Regional Planning Commission (1978); "Interstates 95 and 695: Administrative Action Draft Environmental Impact Statement and Section 4(f) Statement," Federal Highway Administration and New Jersey Department of Transportation (1979); "Interstate 287," New Jersey Department of Transportation (1981); "Interstate Route 287, Administrative Action Final Environmental Impact Statement and Section 4(f) Statement," Federal Highway Administration and New Jersey Department of Transportation (1981); "U.S. Approves Jersey Link to Thruway," The New York Times (9/04/1982); "Missing Link of Interstate Opens, Despite Lawsuit," The New York Times (11/20/1993); Divided Highways by Tom Lewis, Viking-Penguin Books (1997); "Highway HOV Lanes Seem To Be an Idea Whose Time Has Passed" by Daniel Machalaba, The Wall Street Journal (8/27/1998); "Are HOV Lanes Helping Ease Traffic?" by George Lewis, NBC News (12/01/1998); "Repaving Set for Noisy Part of I-287" by Doug Most, The Bergen Record (4/27/2000); "DOT's Electronic Signs Finally Get Their Smarts" by Pat R. Gilbert, The Bergen Record (6/22/2000); "Route 287 Connection Opposed" by Darran Simon, The Daily Record (8/04/2001); "DiFrancesco Backs Plan To Expand 65 MPH Speed Limit," The Associated Press (8/15/2001); "Long and Winding Road to Improving I-287" by Rob Jennings, The Daily Record (3/12/2006); North Jersey Transportation Planning Authority; George Alexander; Chris Blaney; Phil Case; Frank Curcio; Rich Dean; Keith Dennison; Ralph Herman; Michael G. Koerner; George Kowal; Arthur Malkin, Raymond C. Martin; Christopher G. Mason; Dan Moraseski; Jim Padykula; Michael Romero; Gerard Trabalka; William F. Yurasko.

    I-287 shield by Ralph Herman.
    Lightposts by Millerbernd Manufacturing Company.
    HOV sign by C.C. Slater.

THE EXITS OF METRO NEW YORK:
I-287 (New Jersey) exit list by Steve Anderson.

Site contents © by Eastern Roads. This is not an official site run by a government agency. Recommendations provided on this site are strictly those of the author and contributors, not of any government or corporate entity.

Sours: http://www.nycroads.com/roads/I-287_NJ/

Nj i 287

The driver of a gasoline tanker was killed in a fiery crash Saturday morning along Interstate 287 in New Jersey, state police said.

The tanker truck overturned around 6:45 a.m. in the southbound lanes of the highway at MP 66 in Mahwah, a spokesperson for the NJSP said.

Video from the crash site shows a massive fire on the interstate's shoulder, with thick plumes of black smoke filling the skies above. Lanes of traffic in both directions were impacted throughout the morning while fire and polices crews responded.

"There is a gasoline tanker crash on Route 287 in Mahwah that is causing a smoke condition over the village this morning," the Suffern Police Department said in a Facebook post.

The New Jersey State Police said the truck's driver died at the crash site. His identity was not released.

Most of the lanes in each direction had reopened and traffic was moving several hours later.

Investigators will determine what caused the tanker to overturn.

Copyright NBC New York

Sours: https://www.nbcnewyork.com/news/local/tanker-catches-fire-after-overturning-on-i-287-in-nj-at-least-1-dead/3303450/
Clifton to Morristown NJ via Route 46, I-80 and I-287

Direction:
North/South
Southern Terminus:
New Jersey Turnpike (I-95) and NJ 440 in Edison
Northern Terminus:
New York-New Jersey state line
Distance:
67.54 miles
Counties:
Middlesex, Somerset, Morris, Passaic, Bergen
Signed:
Yes

I-287 is a semicircular expressway looping around New York City at about a 25-mile radius. The portion in New Jersey is known as the Middlesex Freeway. It begins in Edison at the New Jersey Turnpike (I-95) and the approach to the Outerbridge Crossing (NJ 440). It runs west to Somerville, where it begins to curve to the north and then to the northeast. It has interchanges with the Phillipsburg-Newark Expressway (I-78) and the Bergen-Passaic Expressway (I-80). It continues northeast to Mahwah, where it crosses the border into New York. Just over the border, it curves to the east and merges with the New York Thruway (I-87). I-287 is signed as a north/south route in New Jersey and as an east/west route in New York.


Copyright © 2003-2021 by David Golub. All rights reserved. The author would like to thank William Roll for contributing photographs and LC for contributing documents to this web site. You may not reproduce any text or photographs on this web site without express permission from the author. Hotlinking of images from this site is strictly prohibited. Route symbols based on graphics from Central PA/MD Roads and Wikipedia. Map icons by MapGlyphs.com.

Sours: https://eastcoastroads.com/states/nj/inter/i287

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