Rethinking Rochester's highways
Rethinking Roc's highways
As Rochester looks to remove the Inner Loop North, a significant question has arisen: Should the new street grid replacing the Inner Loop directly connect to Interstate 490?
The Inner Loop North's draft planning study says most motorists who use the Inner Loop are either coming from or going to the I-490 interchange, making it essential to retain access to it regardless of the re-design of the corridor. I would disagree and argue that building a connection to Interstate 490 does not move toward eliminating vehicle miles traveled and lessoning carbon dioxide emissions and is a step backward in the fight against climate change.
It is time for Rochester to reevaluate and reimagine the two highways that cut through the city's core — Interstate 490 and the Keeler Street Expressway — and improve Interstates 390 and 590, which surround the city.
The Keeler Street Expressway is an excellent example of highway infrastructure that does more harm than good for our community. It stifles future development, isn't bicycle-friendly, and physically separates Rochester and Irondequoit.
A great example of what the Keeler Street Expressway could become exists in Atlanta, Georgia. The John Lewis Freedom Parkway there exists today where Interstate 485 would have been. Thanks to community opposition, the road was instead transformed into a parkway with trails, bicycle lanes, and expanded green space. Imagine a multi-model boulevard with trails and bicycle lanes connecting the Irondequoit Bay trails to the Genesee River gorge trails. Rethinking the Keeler Street Expressway could be a game-changer for active transportation investment in Rochester.
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Interstate 490's future in Rochester should not be promised. Instead of a highway cutting through the center of Rochester, we could reimagine the Interstate as a green spine that connects and restitches the center of Rochester. Imagine a future where Cobbs Hill Park is connected to downtown via this green spine, or West Main Street without the visual barrier disconnecting it from downtown.
All of these things are possible with the continued support of the state and federal government to reimagine urban highways. It doesn't have to stop after the Inner Loop North is removed.
This is why it's so important that the community reject any proposal to connect the Inner Loop North's future street grid to I-490. The interstate's future is yet to be determined by our community.
Jay Arzu
Arzu is a native of Rochester's 19th Ward who is now a doctoral student in city and regional planning at the Weitzman School of Design, University of Pennsylvania.
American Studies Professor at St. John Fisher University
1 年Thanks for this essay. Do you know where I can get a higher resolution image that you used here? As bad as the highways are that you noted, it's chilling to think about how much worse it might have been. I'm especially fascinated/horrified by the idea of 390 extending all the way into downtown.
The article addresses key points on the transportation infrastructure within New York. I read a book by Robert A. Caro titled “The Power Broker” and it highlights how Robert Moses spearheaded the design of New York to keep it segregated. Reading your article brought thoughts of the book to the forefront. If you have not read or listened on audible I recommend to give insight to the origin of the design. I will be following to see how you make a much needed change ??