[1][2][3] The majority of the interchange is within the Incorporated Village of Westbury, while the extreme southern portions are within the hamlet and CDP of Carle Place.

[8][9] One such feature added as part of this project was a raised median barrier on Glen Cove Road to prevent illegal turns from being made.

[13][14] The Appellate Division of the New York State Supreme Court ruled that NYSDOT had to provide a new environmental report by May 12, 1989[15] or face having the reconstruction shut down.

Residents of Westbury claimed that the project would bring noise concerns to the village, along with a spillover of diverted traffic to local roads.

Strada also stated that the village had no interest in shutting down the project; rather, they wanted to ensure that their community would be protected from any disruptions caused by the reconstruction.

[5] While Carle Place was complaining about the inability to access their section of town, a January 1990 article in The New York Times mentioned that the Court's decision put Westbury alone against the state, then-Governor Mario Cuomo and regional planners, who were worried about the safety of the roughly 140,000 drivers who used the interchange daily.

Even after the ruling, Strada continued to claim that they wanted to be informed on the impacts of a nearby widening project on the Northern State.

Cuomo, worried about the safety of drivers, invited Strada to come to Albany to meet with NYSDOT Commissioner Franklin White and State Senator Norman J.

[16] Westbury and NYSDOT came to a deal allowing construction to resume in February 1990, with lane changes and other modifications being made by the end of the month.