and 35th Avenue (exit 6A). The service roads merge into the expressway north of 26th Avenue (exit 6B). The northbound partial interchange with Willets Point and Bell boulevards leads to Cross Island Parkway, while a southbound interchange leads to the southbound Cross Island Parkway, all before reaching the Throgs Neck Bridge. The expressway then crosses the bridge. After the Throgs Neck Bridge tollbooth in the Bronx, I-295 becomes part of the Cross Bronx Expressway Extension. Just north of the tollbooth is northbound access to Harding and Pennyfield avenues. The exit is right next to the Y interchange with I-695 (Throgs Neck Expressway), which takes motorists to northbound I-95. The only other interchange between there and the terminus is Randall Avenue. I-295, running northwest, gains service roads for a mile until it finally ends at its parent route at the Bruckner Interchange, but only includes access to southbound I-95, and I-278. History Planning The Clearview Expressway and Cross Bronx Expressway Extension were proposed in 1955 by the Port Authority of New York and New Jersey (PANYNJ) and Triborough Bridge and Tunnel Authority (TBTA) as part of the PANYNJ's Joint Study of Arterial Facilities, in order to connect with the planned Throgs Neck Bridge. The Cross Bronx Expressway Extension was planned to connect the bridge to several highways at the Bruckner Circle (now the Bruckner Interchange), while the Clearview Expressway was intended to connect with Horace Harding Boulevard (later the Long Island Expressway) in order to serve motorists from Long Island. Initially, the Clearview Expressway was intended to run along the existing right-of-ways of Utopia Parkway and Francis Lewis Boulevard. An alternate proposed routing would have run along Little Neck Bay and through Alley Pond Park, essentially parallel to the Cross Island Parkway. By September 1956, the Clearview Expressway was mapped along 206th and 207th streets and Hollis Court Boulevard, east of Francis Lewis Boulevard, after community opposition. The reroute reduced the number of properties to be demolished or relocated from 860 to 421. An information center was set up by the TBTA for local residents displaced by the expressway. The planning of the Clearview Expressway route by Robert Moses is documented in Robert Caro's biography of Moses, The Power Broker. A passage describes Moses and TBTA officials surveying potential routes for the highway in Queens, accidentally coming across protesters against the expressway. Caro writes that rather than being deterred by the