NY 490 Proposal

Since the mid 1980's, residents of nortwestern Ontario County have been concerned about the ever increasing traffic between Canandaigua and Rochester. In particular, stretches of NY 96 and NY 332 that were once nothing but open air farmland are becoming commercialized at an exponential rate and, consequently, traffic had grown to the point where these two lane roads can't handle any more traffic. Many plans to alleviate the congestion problems were discussed, but never came to fruition. Some short term solutions that came about include the addition of a center left turn lane through the village of Victor (1987), the opening of additional toll booths at Thruway Exits 44 and 45 (Early 90's), the widening of the Thruway to six lanes between Exits 44 and 45 (1995), the widening of the NY 332/NY 96 intersection to 5 lanes (1995), and the upgrade of Ontario CR 3 to NY 444 to help take some north-south traffic off NY 332 (1997). Projects to widen NY 96 between Victor and Thruway Exit 45 and the length of NY 332 were talked about in the mid 1990's. In late 1998, projects began to widen NY 332 to four lanes, and widen NY 96 between the Village of Victor and the Thruway (I-90). The NY 96 project was slated for completion in early 2002 and the NY 332 project is slated to be completed at the end of this year.

Traffic between Canandaigua and Rochester will continue to increase and, ultimately, something else may need to be done. Inspired by a newspaper article that I read, I thought of a proposal that would extend I-490 from its present eastern end at Thruway Exit 45 to the end of the US 20/NY 5 Canandaigua Bypass. The road would be named NY 490, a practice that NYSDOT generally follows when they extend a 3-digit interstate highway. And the road would be built as a four lane limited access expressway.

Map of my proposed route. Click on the image to enlarge.

Eastbound Read from top to bottom

Westbound Read from bottom to top

Reconstructing this interchange would probably be the most complex (and expensive) part of the extension project. Not only do you have the interchange with the Thruway (which would require an area for a new toll plaza), you have an interchange with NY 96. With Eastview Mall, Cobblestone Court Plaza, and several big box retailers (K-Mart, Target, and soon Wal-Mart) are located less than a mile north of the interchange, accomodations for large volumes of traffic also need to be made. The existing trumpet at this interchange would be dismantled and would be replaced with a modified double trumpet in the vicinity of the existing I-490 Exit 29 ramps. The double trumpet would be similar to the one at Thruway Exit 46 (I-390/NY 253). In addition, the NY 96-Benson Rd. intersection would be eliminated. Benson Rd. would be realigned to connect with the Phillips Rd.-Ontario CR 42 (Main St.) intersection. CLICK HERE to view a closeup of this interchange. ALSO SEE: Empire State Roads Interchange of the Week (12/18/00)

Exit 30 would be a 3/4 diamond with a loop ramp in the northwest quadrant. NY 490 and NY 251 would meet at the NY 251-Cork Rd. intersection. Cork Rd. would be an extension of the WB on-off ramps and NY 490 would run parallel to the east for a mile south of the interchange. NY 251 would be realigned to accomodate the interchange.

After making a swing to the west to steer clear of the Ganondagan Historical Site, NY 490 would meet NY 444 about 1/2 mile south of the NY 444-Ontario CR 41 intersection. Because of the topography in the area, earth would have to be removed to allow NY 444 to span NY 490. A folded diamond interchange with ramps east of NY 444. This interchange has the potential to see a decent amount of traffic, particularly during the ski season as travellers from eastern suburbs of Rochester might use NY 444 on their way to Bristol Mountain.

This interchange could be the most controversial. But, it also has the most options. My preference is a diamond interchange where extensions of Purdy and McIntyre Roads would meet. Purdy Rd. would be extendeded 3/4 mile west from Brickyard Rd. and McIntyre Rd. extended 3/4 mile north to meet NY 490 at Exit 32. This interchange could be the most controversial, as Purdy Rd. is a residential area (NIMBY's might argue that the interchange might increase traffic). But the purpose behind this interchange would be to serve the growing residential areas near the Farmington-Canandaigua town line, and businesses along NY 332. Under the proposal, Purdy Rd. would become a 940-series reference route. Another option would include a trumpet interchange with only Purdy Rd. meeting it. A third option would be to not have an interchange at all.

NY 490 would meet Ontario CR 30 about 1 mile west of the Canandaigua city line. Exit 33 would be a half-diamond interchange serving the north side of Canandaigua. The only ramps necessary would be a eastbound off ramp and a westbound on ramp. Supplemental signage in advance of the interchange would direct traffic bound for downtown Canandaigua and Canandaigua Lake to stay on NY 490.

Exit 34 would be built at the north-western end of the existing bypass around Canandaigua. The interchange would be built to accomodate an extension of the Canandaigua Bypass (which has been discussed in recent years). Movement in three of the four directions would come from ramps that are an extension of the existing bypass. The 4th movement, the eastbound on-ramp, would be built in the interchange's south-west quadrant. Signage would also advise that vehicles over 10 1/2 feet not use West Ave. because of the railroad overpass near the West Ave.-Main St. (NY 21/NY 332) intersection.

Under my original plan, I have NY 490 ending at US 20/NY 5. But considering how traffic coming north on NY 21 might want easy access to NY 490, I decided to extend NY 490 about 3/4 of a mile to have it end where NY 21 currently meets Ontario CR 32 (actually Reference Route 941D at this point). The interchange would be a folded diamond in the northern quadrants with a ramp in the south-east quadrant providing non-stop movement for NY 21 northbound traffic. This interchange would also eliminate a current safety issue. At present, NY 21 north makes a right turn at a T intersection located at the bottom of a moderately steep hill. Northbound drivers are also faced with a stop sign at the bottom of this hill. The expressway would remain four lanes divided for about 1/2 mile past the southern terminus (to the top of the aforementioned hill), at which point NY 21 would reduce to a undivided two lane highway.

Format for the exit listing based on the ones originally created and used by C.C. Slater and J.P. Wing. Some graphics were created with the help of Kurumi Signmaker by Scott Oglesby and Traffic Stuf by Richard C. Moeur.

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