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| New York State Route 590 | |
|---|---|
| State | NY |
| Route | 590 |
| Type | NY |
| Length mi | 10.70 |
| Established | 1958 |
| Deleted | 1995 |
| Direction a | South |
| Terminus a | Rochester |
| Direction b | North |
| Terminus b | Irondequoit |
| Counties | Monroe County |
New York State Route 590 was a state highway on the eastern edge of Rochester, New York and through the northern suburb of Irondequoit, New York. Originally designated in the late 1950s, it served as an urban expressway linking downtown Rochester with lakeside neighborhoods, waterfront parks, and regional facilities. The route underwent incremental extension and realignment through the mid-20th century and was decommissioned and renumbered in the 1990s amid local transportation policy changes and municipal transfers.
The corridor began near downtown Rochester, New York adjacent to landmarks such as Genesee River, passing near Rochester Institute of Technology, Highland Park, and commercial districts that include sections of East Main Street. Proceeding north, the road skirted recreation areas including Seneca Park Zoo and provided access to Interstate 490 and connections toward Greater Rochester International Airport. The expressway served residential neighborhoods in Greece and municipal boundaries with Brighton and Irondequoit Bay, terminating close to shoreline attractions like Irondequoit Bay State Marine Park and the vicinity of Lake Ontario. Along its length the route intersected arterial corridors such as NY 31, NY 104, and linked with regional routes serving Monroe County facilities and transit hubs.
Plans for the corridor emerged during the postwar freeway-building era influenced by projects like Interstate Highway System planning and local efforts comparable to proposals in Buffalo, New York and Syracuse, New York. Initial construction in the 1950s paralleled development trends seen in New York State projects and urban renewal schemes tied to figures active in urban renewal policy. Over subsequent decades, expansions reflected regional priorities tied to growth in Rochester, New York suburbs such as Greece, New York and responses to traffic generated by institutions like University of Rochester and Rochester Regional Health. In the 1970s and 1980s, maintenance and upgrade work echoed statewide programs managed by New York State Department of Transportation planners influenced by federal funding streams from agencies such as Federal Highway Administration. By the 1990s municipal and county officials including representatives from Monroe County Legislature negotiated transfers consistent with precedents in Albany, New York and other municipalities, culminating in a redesignation and jurisdictional handover that removed the state route number while retaining the roadway for local management.
The expressway connected with several principal corridors serving Rochester, New York and surrounding communities. Major junctions included connections with the urban network near Interstate 490, cross routes such as NY 31, NY 104, and county routes that channel traffic toward landmarks including Seneca Park and Irondequoit Bay. Interchanges provided linkage to commuter corridors feeding institutions like Rochester Institute of Technology, University of Rochester, and medical centers such as Strong Memorial Hospital. The alignment also interfaced with parkway and boulevard systems reminiscent of networks in Buffalo, New York and Syracuse, New York, enabling access to recreational destinations on Lake Ontario.
The exit sequence served local and regional traffic with numbered and signed ramps offering access to neighborhood streets, commercial centers, and institutional drives. Primary exits corresponded to arterial streets serving Rochester, New York neighborhoods, connectors to I-490, and northern terminations near Irondequoit Bay State Marine Park and waterfront roads that link to corridors serving Greece, New York and St. Paul Boulevard. Ramp configurations varied from full interchanges to partial ramps consistent with mid-century expressway design practices cited in projects across New York State.
Following the route’s transfer from state control, discussions among stakeholders from Monroe County, the City of Rochester, and the town of Irondequoit, New York paralleled redevelopment initiatives seen in commissions tied to U.S. Department of Transportation urban programs. Proposals have reflected trends in converting aging urban expressways—models comparable to conversion efforts in San Francisco and Portland—favoring multimodal improvements, streetscape enhancements, and waterfront access projects associated with entities like regional planning bodies and local advocacy groups. Conversations continue about corridor reconfiguration, stormwater mitigation measures informed by studies similar to those from New York State Department of Environmental Conservation projects, and potential integration with public transit strategies promoted by agencies such as the Regional Transit Service (Rochester) and metropolitan planning organizations.
Category:State highways in New York (state) Category:Transportation in Monroe County, New York