The Jackie Robinson Parkway starts at an intersection with Jamaica, Pennsylvania, and Bushwick avenues in the East New York neighborhood in Brooklyn.

[9] A junction at the eastern end of the parkway was placed on the list of New York State's most dangerous roads in 2007, based on accident data from 2004–2006.

[44] Queens's deputy commissioner of public works, Alfred Denton, proposed extending the road as far east as Hoffman Boulevard without traveling through the Cemetery Belt.

[67] Rabbis also opposed the parkway's construction because it would require moving hundreds of corpses from Mount Carmel and Cypress Hills cemeteries, including the bodies of many Jews, whose disinterment would violate Jewish tradition.

[23] Later that year, Board of Estimate chief engineer Arthur S. Tuttle received a revised proposal for the parkway's routing in Brooklyn, which would follow the border between Mount Carmel and Cypress Hills cemeteries.

[74] Amid continued opposition from religious groups, the Board of Estimate approved a revised plan for the parkway in May 1926,[75] which would relocate 432 graves in Mount Carmel and Cypress Hills cemeteries.

[79] Rabbis continued to oppose the project due to the disinterments,[80] and Brooklyn's borough president James J. Byrne objected to the proposed cost breakdown for the parkway.

[23] The Board of Estimate voted to adopt the cost breakdown that Tuttle had proposed,[82] and it recommended that land condemnation begin before the end of the year.

[83] In July 1927, New York Supreme Court justice James Church Cropsey authorized the city government to begin acquiring land for the Interborough Parkway.

[88] In June 1928, the damage maps for the parkway were forwarded to the city's corporation counsel, which in turn petitioned the New York Supreme Court for permission to begin acquiring the land.

[126] There were also plans to widen and pave part of Union Turnpike to provide a direct connection between Interboro and Grand Central parkways,[115][127] and the city was acquiring a 140-foot-wide (43 m) strip of land from Queens Boulevard to Austin Street for that purpose.

[128] The connector included an underpass carrying the parkway under Queens Boulevard,[129] which measured 80 feet (24 m) wide and was built by New York City Subway contractors.

[138] When John P. O'Brien was inaugurated as the city's new mayor at the beginning of 1933, civic groups asked him to approve the plans,[139] but he also moved to delay the parkway's completion, citing a lack of money.

[157] The first contract for the eastern section was awarded in August 1933, when contractors began constructing three bridges to carry local traffic across the Interboro Parkway.

[160] The Board of Estimate reviewed and approved contracts for three additional segments of the Interboro Parkway's eastern section, between Woodhaven Boulevard and Metropolitan Avenue, that September.

[166] Residents and merchants in central Queens also complained that the project was disrupting businesses and causing hazardous conditions for pedestrians, prompting construction contractors to expedite the parkway's completion.

[93][169] Because the parkway would replace an existing roadway,[170] this tract of land did not require disinterments, as had been the case with Cypress Hills and Mount Carmel cemeteries.

[173] Though Governor Herbert H. Lehman signed the bill,[174][171] the Board of Estimate initially failed to approve the acquisition of the land because Manhattan borough president Samuel Levy opposed it.

[177] The LISPC began receiving bids for the construction of a bridge above the parkway at Myrtle Avenue, as well as the replacement of a superintendent's house at Ridgewood Reservoir, in March 1934.

[180] Progress on the rest of the parkway was stalled by inclement weather, but several contracts for the eastern section were being completed by mid-1934, including bridges at Metropolitan Avenue and Woodhaven Boulevard.

[181] Moses presented plans for an entrance plaza at the intersection of Bushwick, Pennsylvania, and Jamaica avenues, where the parkway's western terminus was to be located, in June 1934.

[184] That September, the state's Department of Public Works solicited bids for the paving of parts of the parkway, as well as the removal of the Cypress Hills Cemetery retaining walls.

[186] In addition, the department awarded contracts for bridge-construction and land grading west of Vermont Avenue, and the construction of the western entrance plaza, that December.

This extension, proposed by Robert Moses, would run 3.4 miles through southern Brooklyn, specifically East New York, New Lots and Starrett City.

[204] On September 12, 1972, Transportation Administrator Constantine Sidamon-Eristoff announced that the New York City Board of Estimate approved a contract for the design of a $1,472,000 project to improve safety on the dangerous 3,700 feet (1,100 m)-long curved section of the roadway between Cypress Hills Street and Forest Park Drive.

Additional safety hazards on the roadway included many small-radius curves, inadequate median separation barriers, and exits and entrances without acceleration or deceleration lanes.

Water-filled plastic containers would be placed at the dangerous westbound exit to Cypress Hills Street to lessen the impact of crashes, and four parking spots would be completed along the roadway with police telephones for stranded drivers.

[207] Part of the original parkway contract included the construction of a pair of service stations just west of exit 6 (Metropolitan Avenue) in Forest Park.

[208] In April 1997, mayor Rudy Giuliani announced that the parkway would be renamed in honor of the Brooklyn Dodgers player Jackie Robinson, who had broken the baseball color line fifty years prior.

[208][209] In addition to playing for the Dodgers, Robinson resided and owned property in the area along the parkway, and his gravesite is located in Cypress Hills Cemetery.