The parkway winds northeast through North Hills, approaching the eastbound lanes of the Long Island Expressway, but entering exit 27, which connects to Shelter Rock Road (County Route 8).

Continuing east through Jericho Gardens, the Northern State Parkway proceeds northeast as a four-lane roadway, passing north of Cantiauge Park as it enters West Birchwood.

[4] After exit 39, the Northern State Parkway proceeds eastward as a four-lane freeway, crossing through West Hills County Park, where it winds through dense woods east and southeast through Huntington.

[5] Although they opposed the project, the committee developed by Wheatley Hills admitted that local property owners should ignore the case for the good of the general public.

The decision to expand the system was brought up by Governor Alfred E. Smith; the roads coming out of Queens are not capable of handling traffic from New York City.

Smith responded to the letter and submitted it to the New York Times that detailed that he was happy to hear that some of the objectors in the region were beginning to lighten their view on the Northern State Parkway.

Smith instead hoped that locals would help pay for the surveys, similar to August Heckscher saving Deer Range State Park and that people would come forward.

[11] Despite running for president, Smith refused to leave without starting the skeleton of a new park and parkway system for Long Island and making sure that the needed land would be in the state's possession.

Smith said that the money would have been requested that year, had Albany not made it harder to extend the Southern State Parkway to Wantagh by reducing those project's funds.

The supervisor told the New York Times that they assessments were "grossly unfair" and "ridiculously low" compared to the estates within the same town, who were supporting giving land to the state.

[14] Major William Kennedy, who had recently toured the route of the entire proposed system, spoke to the New York Times that same month, regarding the opposition in Wheatley Hills.

[15] Kennedy stated that the residents of eastern Nassau and western Suffolk Counties were more in-favor of building the parkway using the designed route than those in the Wheatley Hills.

[15] In early April 1929, the newly elected governor, Franklin Delano Roosevelt, supported the Long Island State Park Commission over the Wheatley Hills residents, who were represented now by attorney Grenville Clark.

[18] Behind the scenes, Clark had discovered that Moses had made a deal with Otto Hermann Kahn to realign the Northern State Parkway around his private golf course.

[21] Compared to the southern half of the county, where four arteries were being widened or constructed, the LISPC was not to blame for these problems, but the estate owners in Wheatley Hills and the local politicians representing them over the general public.

[22] While the compromise was a success for the residents of Wheatley Hills, according to Robert Caro in The Power Broker, the $175,000 was a smokescreen for the fact that the land purchasing would cost $2.25 million (1929 USD) and rather than the locals, the taxpayers would be stuck with the majority (over 90%) of the bill from the acquisition.

Caro also explained that along with the $10,000 bribe that Moses had accepted, the illegal purchases of the Taylor Estate would turn him into a beating stick for the politicians of New York to get him to stop fighting.

[23] In March 1931, over a year removed from the Wheatley Hills debacle, Moses announced the start of the Northern State Parkway's construction in Nassau County.

The project saw a small segment be constructed from the New York City line – where it would eventually meet the Grand Central Parkway – and east to Searington Road and Willis Avenue.

[33] Two weeks after Moses requested the money, it was approved by the Federal government to get $1.5 million (1932 USD) to pave the Grand Central and Northern State, the latter of which had been constructed from the Queens line to Willis Avenue.

Party lines had not formed yet in terms of opposing it, although Moses was appealing to the Republicans in the Legislature to get the money passed, which included $5.5 million to the Northern State extension.

[47] In April 1941, Governor Lehman passed the bill that would transfer the $30 million from the unspent grade crossing funds to the construction of parkways through Long Island and Westchester.

[49] By April 1946, it was announced that another 4 miles (6.4 km) extension from NY 110 to Deer Park Avenue (CR 35) had been approved, bumping the total project up to $6.225 million.

The $10 million (1956 USD) project was completed in 1956, with the parkway being opened to traffic on October 13, 1956, with a ceremony attended by the new governor, W. Averell Harriman, along with Moses and Edward Larkin, the supervisor for the town of Hempstead.

[67] In January 1965, Assemblyman Perry Duryea announced that New York's new governor, Nelson Rockefeller, set aside money in his state budget to fund LISPC programs.

[68] On June 9, 1965, the extension of the Northern State to Veterans Memorial Highway in Hauppauge opened to traffic, with the parkway's new eastern terminus being just northwest of the then-new Suffolk County government and police headquarters.

The project cost $4 million and removed the automatic turns to the Sunken Meadow and Sagtikos..[3] The LISPC also announced in 1965 that a widening at the western end would start later in the year.

The Appellate Division of the New York State Supreme Court ruled on that NYSDOT had to provide a new environmental report by May 12 of that year or face having the reconstruction shut down.

[80] A settlement was eventually reached between NYSDOT and the Village of Westbury, allowing construction on the interchange to restart in February 1990; the reconstruction project was ultimately completed in 1991.

However, during the 1970s, the New York State Department of Transportation did a study for the extension, but this was deemed unfeasible due to expansion of development in Suffolk County and the raised cost of acquiring land for rights-of-way.