|Maintained by NYSDOT and the cities of Buffalo, Syracuse, Utica, Amsterdam, Schenectady, and Albany|
|Length||370.80 mi (596.74 km)|
|West end||PA 5 at the Pennsylvania state line in Ripley|
|East end||I-787 / US 9 / US 20 / Quay Street in Albany|
|Counties||Chautauqua, Erie, Genesee, Livingston, Ontario, Seneca, Cayuga, Onondaga, Madison, Oneida, Herkimer, Montgomery, Schenectady, Albany|
New York State Route 5 (NY 5) is a state highway that extends for 370.80 miles (596.74 km) across the state of New York in the United States. It begins at the Pennsylvania state line in the Chautauqua County town of Ripley and passes through Buffalo, Syracuse, Utica, Schenectady, and several other smaller cities and communities on its way to downtown Albany in Albany County, where it terminates at U.S. Route 9 (US 9), here routed along the service roads for Interstate 787 (I-787). Prior to the construction of the New York State Thruway, it was one of two main east–west highways traversing upstate New York, the other being US 20. West of New York, NY 5 continues as Pennsylvania Route 5 (PA 5) to Erie.
NY 5 overlaps with US 20 twice along its routing. The second, a 68-mile (109 km) overlap through western and central New York, is the second-longest concurrency in the state, stretching from Avon east to the city of Auburn in Cayuga County. The concurrency is known locally as "Routes 5 and 20". As the route proceeds across the state, it also directly or indirectly meets every major north–south highway in upstate New York, including all three north–south Interstate Highways (I-390 in Avon, I-81 in Syracuse via US 11, and I-87 in Albany).
NY 5 was assigned in 1924 as a true cross-state highway, extending from the Pennsylvania state line in the west to the Massachusetts state line in the east, mostly by way of modern US 20. At the time, modern NY 5 between Buffalo and Albany was designated as New York State Route 5A. By 1926, NY 5 was moved onto the routing of NY 5A while the old routing of NY 5 became NY 7. It was truncated in 1927 to Athol Springs in the west and Albany in the east following the assignment of US 20, and again in 1930 to downtown Buffalo. NY 5 was reextended to the Pennsylvania state line c. 1932 by way of its old routing to Athol Springs, an old alignment of US 20, and a lakeside spur route of US 20 that had been assigned in 1930. Only local realignments have occurred since.
Although it is no longer commonly used for long-distance travel, NY 5 is still regionally important. NY 5 is named Main Street in Buffalo, Erie Boulevard and West Genesee Street in Syracuse, State Street in Schenectady, and Central Avenue in Albany, the state capital. It is a major local road in many other locations along its path. NY 5 runs concurrent to US 20 twice between its endpoints: for three miles (5 km) between Silver Creek and Irving and for 68 miles (109 km) across western and central New York. At 67.6 miles (108 km) in length, the eastern overlap between US 20 and NY 5 is the second-longest surface-road concurrency in New York state, behind only the concurrency of I-86 and NY 17 in the Southern Tier.
Maintenance of the majority of NY 5's 371 miles (597 km) is performed by the New York State Department of Transportation. However, locally owned and maintained sections exist in six cities. The city-maintained sections of NY 5 are in Buffalo from NY 16 north to the city line (except of the Goodell Street portion, which is state-maintained); in Syracuse between the western city line and just west of NY 635; in Utica from Leland Avenue east to the city line; in Amsterdam between Division and West Main streets; in Schenectady from Washington Avenue to the eastern city line; and the entirety of NY 5 within Albany.
Pennsylvania to Buffalo
At the New York–Pennsylvania border in Ripley, PA 5 becomes NY 5 upon entering New York. It very closely follows the shore of Lake Erie through all of Chautauqua County. Once reaching the village of Silver Creek it briefly overlaps US 20 until entering Erie County at the Cattaraugus Reservation and NY 438 where the roads once again split. Once in Erie County, it pulls slightly inward from the lake shore from Brant to the hamlet of Wanakah. Once past Wanakah, the road once again closely borders the lake shore and goes through steadily more heavily developed areas, particularly the Ford Stamping Plant and the Bethlehem Steel plant in the city of Lackawanna. There the road becomes the Hamburg Turnpike and eight wind-powered turbines, which provide power to the national grid, are visible. Near the northern edge of the city, NY 5 begins to ascend onto an elevated roadway as it connects to Ridge Road and the Buffalo and Erie County Botanical Gardens by way of an interchange. Here, the route becomes the a limited-access highway with exits for Ohio and Tifft streets and Fuhrmann Boulevard. After a quarter-mile, NY 5 passes seamlessly into the city of Buffalo.
A short distance past the city line, NY 5 passes over the Union Ship Canal on a span of the elevated road known as the Father Baker Bridge. North of the waterway, the elevated section of NY 5 gains a frontage road named Fuhrmann Boulevard. Both the service road and NY 5 run parallel to Lake Erie until the northern end of the Buffalo Outer Harbor. Here, the frontage roads end while NY 5 turns to the northeast, crossing the Buffalo River on the bridge called The Skyway, and entering downtown. On the north bank, the Skyway returns to a northerly routing as it passes KeyBank Center, located directly to the east, and Buffalo and Erie County Naval & Military Park, situated to the west, and meets I-190 at exit 7. Past the interchange, the Skyway ends and the route descends in elevation, becoming an at-grade roadway once more at Church Street in the shadow of Buffalo City Hall. NY 384 begins here, following Delaware Avenue north into the heart of downtown, while NY 5 turns east onto Church.
At Main Street, Church Street splits into a pair of one-way streets and becomes North and South Division Street. The route follows South Division eastward for two blocks to an intersection with Ellicott Street located one block north of Sahlen Field. At the junction, which includes the northern terminus of NY 16, NY 5 turns northward, rejoining NY 5 westbound one block later at North Division. The route continues on Ellicott for nine blocks to the unidirectional East Tupper Street, where NY 5 westbound separates from the route once more. NY 5 eastbound, however, continues north on Ellicott for an additional block to the one-way Goodell Street. NY 5 heads west on Goodell for two blocks before turning north onto Main Street, rejoining NY 5 westbound at the intersection.
The route continues along Main Street throughout the remainder of its length in Buffalo, cutting through the city diagonally from southwest to northeast until it enters the town of Amherst at the intersection of Bailey Avenue (US 62) at the south campus of the University at Buffalo.
Buffalo to Avon
Once leaving the city of Buffalo, NY 5 heads east through the densely populated suburban town of Amherst, including the hamlets of Snyder and Eggertsville and the village of Williamsville and is heavily developed through the entire length of the town, particularly at the intersection with Transit Road (NY 78). In the town of Clarence, the road dips into a significant depression known as Clarence Hollow. Once leaving Clarence, NY 5 goes through predominantly rural areas until reaching the city of Batavia in Genesee County, closely paralleling the New York State Thruway through much of the county. The road travels eastward until reaching Livingston County and the village of Caledonia.
NY 5 heads southeast from the village of Caledonia, paralleling the former right-of-way of an Erie–Lackawanna Railroad branch line that connected the villages of Caledonia and Avon as it heads through spacious fields containing little more than farmland. At a rural intersection controlled by single-head flashing traffic signals west of Avon, NY 5 meets US 20 for the second time. The routes embark on a second concurrency, merging onto the right-of-way of NY 5 as they cross the Genesee River and enter both the town and village of Avon.
Avon to Ontario County
US 20 and NY 5 become West Main Street upon entering the village, underscoring the road's status as the primary east–west highway through the town. The route continues southeast from the Genesee, passing through the forested but sparsely populated western area of the village. As the route approaches the Livonia, Avon and Lakeville Railroad (LAL) grade crossing, the number of homes increases rapidly, only to be replaced by businesses in the area surrounding the LAL mainline. Located on the western edge of this transition is NY 39, which terminates at this junction. Past the tracks, West Main intersects Rochester Street, a locally important north–south two-lane arterial that continues north of the village to the Rochester suburb of Brighton as East River Road. Shortly after this intersection, the homes return, following US 20 and NY 5 as West Main enters the heart of the village.
In the centre of Avon, West Main feeds into Park Place, a large traffic circle providing access to two local streets from US 20 and NY 5. The routes follow the circle counterclockwise, departing the roundabout on East Main Street. The street proceeds east, passing through four blocks of densely populated neighbourhoods before exiting the village and abruptly entering vast, barren fields to the east. US 20 and NY 5, now named Avon–Lima Road, intersects NY 15 two miles (3 km) to the east in East Avon, a community based around the intersection and the streets comprising it, and connects to I-390 at exit 10 a half-mile from NY 15. Continuing, the road intersects several county routes over the next four miles (6 km) before becoming West Main Street once more, this time for the village of Lima. At an intersection with NY 15A in the village centre, US 20 and NY 5 become East Main Street, retaining the name to the Ontario County line at Honeoye Creek.
Western Ontario County
In the town of West Bloomfield, US 20 and NY 5 go unnamed as they proceed eastward. Roughly one mile from the county line in the hamlet of West Bloomfield, US 20 and NY 5 meet the southern terminus of NY 65. Exiting the hamlet, US 20 and NY 5 head through another area dominated by open land, intersecting Elton Road before passing seamlessly into East Bloomfield. A mile and a half from the town line, US 20 and NY 5 intersect NY 64, a road running northwest–southeast from the Monroe County line south to US 20 and NY 5. NY 64, whose right-of-way ends at US 20 and NY 5 at the foot of a small hill, joins the two routes eastward on a triple overlap, entering the village of Bloomfield and intersecting the southern terminus of NY 444 south of the portion of Bloomfield once known as Holcomb. Near the junction with NY 444, US 20, NY 5 and NY 64 take-ups on a due east alignment, absorbing the routing used by Gauss Road west of this point.
A mile to the east at Whalen Road, NY 64 separates from US 20 and NY 5, following the road, and US 20A, which has its eastern terminus at this intersection, south toward Bristol. US 20 and NY 5 continue through rural Ontario County before splitting from its easterly alignment at an intersection four miles (6 km) east of US 20A and NY 64 in the town of Canandaigua. West Avenue, the former routing of US 20 and NY 5 into downtown Canandaigua, continues east from the junction while US 20 and NY 5 turn south onto a bypass around Canandaigua.
Half a mile from the start of the bypass and a short distance before the arterial makes a turn eastward to traverse Canandaigua Lake to the southeast, US 20 and NY 5 meets NY 21 at a four-way intersection. Like US 20 and NY 5, NY 21 once continued directly into downtown, in this instance via Bristol Street to the east of the junction, but now follows US 20 and NY 5 along the east–west leg of the bypass. Past Bristol Street, the bypass widens from two to four lanes and, after meeting two local streets, enters the city of Canandaigua as the limited-access Western Boulevard, albeit with no exits. The route loses this distinction before intersecting South Main Street, where US 20, NY 5 and NY 21 meet the southern terminus of NY 332. NY 21 departs the bypass, following NY 332 into downtown, while US 20 and NY 5 continue onto the four-lane, median separated Eastern Boulevard, the original section of the US 20 and NY 5 bypasses of Canandaigua. The roadway acts a centre of commerce for the city, sporting restaurants, hotels, and supermarkets along its length within the city limits.
Upon exiting the city, the establishments become a pair of shopping plazas centred around the intersection with the northern terminus of NY 364. Across the town line in Hopewell a quarter-mile to the east, a third plaza, anchored by Runnings, formerly a Walmart, dominates the northeast corner of CR 10 and Eastern Boulevard. On the adjacent parcel is another plaza containing the current Walmart. At the entrance to the second plaza, US 20 and NY 5 intersect Lakeshore Drive, the former routing of US 20 and NY 5 to the south of the bypass. Past the junction, the divided highway comes to an end and, after another half-mile, narrows to two lanes.
Canandaigua to Auburn
Deeper into Hopewell, the area surrounding US 20 and NY 5 become rural once more. Roughly 1.5 miles (2.4 km) from the end of the bypass, US 20 and NY 5 meet NY 247. After 10.3 miles (16.6 km) of eastward progression through open land, the routes meet the northern terminus of both NY 14A and NY 245, concurrent at this location, in the town of Geneva. A half-mile past NY 14A and NY 245, US 20 and NY 5 enter the city of Geneva and widens into a four-lane road. In the city, US 20 and NY 5 intersect NY 14 by way of a pseudo-interchange on the bank of Seneca Lake. US 20 and NY 5 turns into a divided highway again at this point. At the interchange, NY 14 Truck joins US 20 and NY 5, bypassing a sharp turn on NY 14 downtown. US 20 and NY 5 continues as a divided highway around the northern tip of Seneca Lake, crossing the Preemption Line and entering Seneca County at its midpoint. A mile to the east in East Geneva, just east of a railroad underpass, US 20 and NY 5 meet the northern terminus of NY 96A at a former trumpet interchange that has been converted to an intersection with a traffic signal.
From NY 96A east to the village of Waterloo, a distance of roughly four miles, US 20 and NY 5 become a two-lane road and run parallel to the Cayuga–Seneca Canal. In Waterloo, the concurrency meets NY 96 in the village centre. East of the village, the distance between the canal and the roadway decreases, making US 20 and NY 5 the closest road to the water for the next one and a half miles to NY 414 in the town of Seneca Falls. NY 414 joins US 20 and NY 5, overlapping the road for 4.3 miles (6.9 km) into the hamlet of Seneca Falls. At Cayuga Street, NY 414 turns south, crossing the water body that is the canal and the Seneca River and becoming Ovid Street while US 20 and NY 5 turn north onto Cayuga, following the street around the small Van Cleef Lake, through the Finger Lakes Railway grade crossing, and exiting the hamlet. Three miles from NY 414, just west of Montezuma National Wildlife Refuge, US 20 and NY 5 meet NY 318 and NY 89 at intersections just 0.1 miles (0.16 km) apart. The intersection with NY 89 has a traffic signal.
About three miles (5 km) later, after entering Cayuga County over the Seneca River/Cayuga and Seneca Canal, just north of Cayuga Lake, the two routes meet NY 90 in the town of Aurelius, at a traffic signal. A few miles east of that intersection, the highway meets the Finger Lakes Railway again but crosses it via an overpass. The routes continue eastward through Aurelius to the city of Auburn where it turns into a divided four-lane highway again. On the western edge of the city, just after passing Finger Lakes Mall, US 20 and NY 5 meet the eastern terminus of NY 326, which is also a four-lane divided highway for a short stretch. In downtown Auburn, US 20 and NY 5's east and west lanes split apart from each other for a short distance as an arterial over the alignments of Clark Street, Franklin Street, and Grant Avenue. The arterial runs concurrent with NY 38 for 0.2 miles (0.3 km). NY 38 then splits from the concurrency and joins NY 34. A quarter-mile to the east, US 20 separates from NY 5 at the northern terminus of NY 38A. NY 5 continues after the split as the four-lane Grant Avenue passing by a high number of shopping areas.
Auburn to Syracuse
From NY 174 in Camillus to Fairmount, NY 5 is a 5-mile (8 km) limited-access highway traversing the western suburbs of Syracuse. At one time, the highway was to be extended to West Street in Syracuse, via the current Grand Avenue. The freeway has partial access to NY 173 from westbound NY 5. East of NY 173, the freeway connects to NY 695 at a directional T interchange and passes over NY 297 without access. East of Fairmount, NY 5 alters to the south before turning east onto West Genesee Street and converting to grade-level intersections.
In Syracuse, NY 5 is parallel to I-690 for much of its routing but never encounters the highway, thus making the north–south streets that intersect NY 5 entry points to and from I-690. In downtown Syracuse, West Genesee Street becomes James Street. At the southern tip of the interchange between I-690 and I-81, NY 5 transfers onto Erie Boulevard and intersects State Street (US 11), but passes under I-81 without access. From the downtown area to DeWitt, NY 5 is divided. At the Syracuse–DeWitt boundary, NY 5 intersects NY 635 and eastward, it curves to a southeast course. Near Shoppingtown Mall, NY 5 turns east onto Genesee Street to begin an overlap with NY 92. Less than a mile east of the mall, NY 5 and NY 92 intersect I-481 at a cloverleaf interchange.
Syracuse to Utica
NY 5 and NY 92 remain concurrent up to Highbridge Road, where NY 92 splits from NY 5 and heads southeast to Manlius. The segment of the overlap with NY 92 between I-481 and the eastern split is the busiest area of NY 5 in the Syracuse area and in all of Onondaga County. Past the split, NY 5 continues east through Onondaga and Madison counties, passing Fayetteville, Chittenango, and Canastota before entering the vicinity of Oneida. West of the city, NY 5 intersects NY 365A, a spur route of NY 365 leading directly into downtown. To the east, NY 5 (which forms the southern boundary of the city) meets NY 46 before crossing over Oneida Creek and into Oneida County.
Just past the county line in Oneida Castle, NY 5 intersects NY 365, a route leading northward to the New York State Thruway in Verona. NY 5 presses on, passing through the city of Sherrill and the village of Vernon (briefly overlapping NY 31) and the town of Westmoreland to the town of Kirkland, where NY 5 intersects NY 233, crosses over Oriskany Creek, and meets the western terminus of NY 5B. The spur of NY 5 later rejoins its parent yards from where NY 5A departs NY 5 to serve western Utica. NY 5 itself continues eastward through New Hartford, meeting NY 12B before merging with NY 12 at Genesee Street. Both routes continue eastward across the Sauquoit Creek into Utica.
Utica to Albany
NY 5 enters the city of Utica on a concurrency with NY 12 heading in a northeast direction. It shortly picks up NY 8, and all three cross the city together. NY 5 also intersects with the terminus of NY 840 at this point. Just south of the New York State Thruway, I-790 begins as a short expressway, also including NY 5, NY 8, and NY 12. After crossing out of the city, they meet the Thruway, with NY 8 and 12 continuing northeast, while I-790 and NY 5 turns to the east-south-east, picking up the tail-end of NY 49. These three, still as an expressway, straddle each side of the Thruway for a short way, with I-790 technically ending at the ramps for I-90. NY 5 continues to the end of the expressway, only a few hundred feet later, dropping to Leland Avenue. A few hundred feet to the north of the Thruway, NY 5 turns eastward again to continue down Herkimer Road. It closely parallels the Thruway to Herkimer, where NY 5 moves slightly northward through the centre of the village, becoming State Street, while I-90 crosses the Erie Canal and goes south for a short distance. There is a short concurrency with NY 28 in the village.
After exiting Herkimer, NY 5 continues east, closely paralleling this time the canal, through the city of Little Falls as Main Street, where two more concurrencies occur, with NY 167 and NY 169. NY 5 continues to parallel the canal, and in some instances again, the Thruway, through Amsterdam, becoming Amsterdam Road all the way to Scotia, where it crosses the canal into Schenectady as Mohawk Avenue, turning into State Street upon entering the city limits. It continues fairly straight on a southeast course into Albany as Central Avenue until it reaches Townsend Park. At this point, NY 5 turns into Washington Avenue and all signage referring to NY 5 ceases. The New York State Department of Transportation recognizes the route, however, as it continues down Washington Ave past the New York State Capitol building, turning south for a short distance as Eagle Street. NY 5 then continues east on State Street to Broadway, where it again turns south-east shortly before returning east on a small spur of Broadway, travelling underneath US 9 and I-787. NY 5 ends at the Hudson River.
Soon after the end of the American Revolution in 1783, a surge of westward migration into Central and Western New York began. At the time, most travel west of the Albany area was by water. While rudimentary roads were laid out following the Mohawk River, there were no major land routes west of Fort Schuyler (present-day Utica), except for an old east–west Iroquois trail that was a simple footpath. By the late 1780s, many companies began to set up their operations in the new settlements in the Central and Western New York. As a result, there was a clamour for the building of the main road running west from Utica.
On March 22, 1794, the New York State Legislature passed a law calling for the laying out and improvement of a public road from old Fort Schuyler on the Mohawk River to the settlement of Canawaugus on the Genesee River, in as straight a line as the topography of the land would allow. This road was officially known as the "Great Genesee Road" and is one of the earliest state roads in New York, intended to provide access to the New Military Tract. As planned, it generally followed the old Iroquois trail through Oneida, Manlius, Onondaga Valley (south of modern Syracuse), Skaneateles, Auburn, Seneca Falls, Geneva, and Canandaigua before ending at the Genesee River. Four years later, another legislative act authorized the extension of the Genesee Road to Buffalo.
By the end of the 18th century, while the Genesee Road had been greatly improved and saw heavy traffic, many portions were still substandard and some sections had still not been completed. Partly because of this, and also because of the success of the Lancaster Turnpike in Pennsylvania, the state outsourced the task of improving and maintaining the Genesee Road to a private company. On April 1, 1800, the Seneca Road Company was chartered for this purpose and the portion of the Genesee Road from Utica to Canandaigua was improved and operated as a toll road known as the Seneca Turnpike, which was 157 miles (253 km) long and, at the time, the longest turnpike in the state. Three days later, the old road following the Mohawk River between Utica and Schenectady also became a turnpike, known as the Mohawk Turnpike.
With the road leading from Albany northwest to Schenectady having been already established as a turnpike (the Albany and Schenectady Turnpike) in 1797, an all-turnpike route over good quality roads was now available from Albany to Canandaigua. The western extension of the Genesee Road to Buffalo soon followed suit and also became an improved Macadam toll road, the Ontario and Genesee Turnpike, in 1805. The Seneca Road Company was authorized to create a more northerly alternate route of the Seneca Turnpike in 1806. This branch left the original turnpike east of Seneca Falls and crossed more level terrain through Elbridge, Geddes, and Fayetteville before rejoining the old path at Chittenango. As the city of Syracuse developed, traffic patterns changed and the northern branch route became more heavily used than the original road.
The construction and opening of the Erie Canal in 1825 along the same alignment as the Albany to Buffalo route began to eat away at the revenues of these turnpike companies. In time, the turnpike business had become unprofitable and the companies were dissolved by 1852, causing the roads to revert to public control. The Seneca Road Company dissolved in 1852. The old, southern path of the Seneca Turnpike is now Franklin Street and Old Seneca Turnpike from Auburn to Marcellus, NY 175 between Marcellus and Onondaga Hill, and NY 173 from there east to Chittenango.
The improvement of the road from Buffalo southwest to Pennsylvania in the mid-19th century soon allowed for continuous travel across the entire state of New York. With the advent of the automobile, the state began to take over and pave major thoroughfares at the beginning of the 20th century. In 1908, the state legislature created a statewide system of unsigned legislative routes. One of the routes assigned at this time was Route 6, an Albany–Buffalo highway that followed the path of the Genesee Road and the Seneca Turnpike from Buffalo to Utica, the Mohawk Turnpike between Utica and Schenectady, and the Albany and Schenectady Turnpike from Schenectady to Albany. From Auburn to Chittenango, Route 6 utilized most of the newer, northern branch of the Seneca Turnpike.
The automobile allowed people to quickly travel long distances and a way to mark routes became needed. One early means of marking routes was the establishment of various auto trail associations in the 1910s. These associations selected good quality roads and marked them with symbols or colors on telephone poles. Most of legislative Route 6 eventually became part of the Yellowstone Trail, a cross-country auto trail established in 1912 that ran from Washington to Massachusetts. In New York, the trail used modern US 20 from Pennsylvania to Silver Creek, most of modern NY 5 from Silver Creek to Albany, and modern US 20 again from Albany to Massachusetts.
In 1924, following what other states did, New York began to assign route numbers to its main thoroughfares. The Albany to Buffalo portion of the Yellowstone Trail, which ran through the cities of Syracuse and Utica, was assigned the number NY 5A. The portion of the Yellowstone Trail southwest of Buffalo and east of Albany became part of NY 5, which bypassed Syracuse and Utica to the south. The Buffalo to Albany portion of NY 5's original alignment used a new road, Broadway Road, from Buffalo to Avon and the old Cherry Valley Turnpike alignment from Skaneateles to Albany. In between Avon and Skaneateles, NY 5 and NY 5A overlapped.
By 1926, however, the Buffalo to Albany section of NY 5 was relocated onto the Genesee Road alignment, replacing NY 5A. NY 5's former, more southerly alignment was redesignated as NY 7. In 1927, the establishment of the U.S. Highway System created more numbering changes. US 20, which mainly followed the Yellowstone Trail elsewhere in the country, was designated in New York along NY 5 southwest of Hamburg and east of Albany and along old NY 7 from Skaneateles to Albany. Between the towns of Hamburg and Avon, the new US 20 used an even more southerly alignment, running via East Aurora and Warsaw. This truncated both ends of NY 5 to Athol Springs (south of Buffalo in the town of Hamburg) in the west, and to Albany in the east.
In the 1930 state highway renumbering, NY 5 was truncated even further to begin in downtown Buffalo. The portion between Buffalo and Athol Springs was assigned as part of NY 62. Southwest of Buffalo, Southwestern Boulevard, an alternate route of US 20 between Irving and Big Tree (east of Athol Springs) became NY 20B. Further southwest, another alternate route of US 20 between the Pennsylvania line and Silver Creek, running along the shore of Lake Erie, was designated as NY 20A. The NY 20A and NY 20B designations proved to be short-lived. US 62 was extended into New York c. 1932, causing NY 62 to be renumbered. Around the same time, US 20 was realigned to follow NY 20B from Irving to Big Tree. NY 5 was extended along part of old NY 62 to Athol Springs, from where it continued to the Pennsylvania state line by way of US 20's old routing to Irving and all of NY 20A.
Originally, NY 5 entered Buffalo from the south on Fuhrmann Boulevard and Michigan Avenue and followed South Park Avenue and Main Street through the city before rejoining its modern alignment at Goodell Street. In the mid-1950s, a new limited-access highway was constructed along Fuhrmann Boulevard from Lackawanna to the Buffalo River. At the river, the new roadway broke from Fuhrmann and continued directly into downtown, returning to grade level two blocks south of Niagara Square. The expressway, known as the Buffalo Skyway, became part of a rerouted NY 5 by 1956. Visually, the Skyway cuts off the city from the Buffalo inner harbor. In 2008 there was momentum to tear it down, but the momentum passed. In 2019 a plan to remove part of the Skyway and close the rest to motorized traffic was proposed as part of a competition. This plan has drawn strong opinions both for and against the removal.
Farther east in Utica, construction began in the early 1950s on a new arterial highway—known as the North–South Arterial—through the city center. The new roadway bypassed NY 5, which was initially routed on Genesee Street and Herkimer Road through Utica. The first portion of the highway to open was the segment north of River Road, which was completed by 1956. It was extended southward to Oriskany Street (NY 5A) by 1961 and completed entirely by 1964, at which time it became part of a rerouted NY 5 and NY 12. Two portions of Genesee Street, from NY 12 in New Hartford to the Utica city line and from NY 5S to Herkimer Road in Utica, remain state maintained to this day as unsigned NY 921E and NY 921C, respectively.
In the Syracuse suburbs of Camillus and Geddes, NY 5 was initially routed on West Genesee Street between the villages of Camillus and Solvay. Construction on a bypass of this segment of NY 5 began in the early 1970s and was completed between NY 695 and Genesee Street by 1977. By the following year, the freeway was open to traffic up to Hinsdale Road; however, NY 5 remained on Genesee Street between Hinsdale and the Solvay village limits. The remainder of the Camillus Bypass was completed c. 1979, at which time NY 5 was realigned to follow the freeway. Genesee Street is now largely maintained by Onondaga County as CR 98; however, two portions of the street remain state maintained. Near the western end of the expressway, the former routing of NY 5 became part of an extended NY 174. Between the Camillus town line and the eastern end of the bypass, Genesee Street is unsigned NY 930W.
Smaller realignments also took place in other cities along the route. In Canandaigua, NY 5 originally entered the city on West Avenue and followed South Main Street and Lakeshore Drive through the city limits before rejoining its current routing in Hopewell. In the mid-1950s, a new bypass was built north of Lakeshore Drive from South Main Street to Hopewell. It became part of a realigned NY 5 by 1956. The remainder of the bypass around the southwestern extents of the city was built in the late 1970s and early 1980s. The former routing of NY 5 on South Main Street remains state maintained as NY 942T; until 1996, the portion of West Avenue between the west end of the bypass and the Canandaigua city line was maintained by the New York State Department of Transportation (NYSDOT) as NY 942W. Even though maintenance of the road had been transferred to the town of Canandaigua in 1996, the designation remained in NYSDOT documents until 2007.
In Geneva, NY 5 was initially routed on East North Street and Border City Road, overlapping NY 14 through the city and rejoining its modern routing in East Geneva. The overlap was eliminated c. 1931 when NY 5 was moved onto a new roadway located along the edge of Seneca Lake. NY 5 was realigned again in the 1960s to use a new divided highway built midway between the lake shore road and Border City Road. Border City Road is now maintained by Seneca County as CR 110.
In April 2014 work began on a $68.3 million project to replace the viaduct over Columbia Street, Lafayette Streets, and Oriskany Boulevard (NY 5A and NY 5S) in Utica. The nearly one mile stretch had signalized at-grade intersections that had been causing safety concerns and some fatalities. In addition to the replacement of the viaduct, the alignment of the arterial was straightened, a new single point urban interchange was built at Court Street, and a pedestrian bridge was built across the roadway. The pedestrian bridge was opened by December 2014, and the remainder of the project was completed by October 2017.
|Chautauqua||Ripley||0.00||0.00||PA 5 / LECT west||Continuation into Pennsylvania|
To I-90 / New York Thruway via Shortman Road ( NY 950D)
|To exit 61 (I-90 / Thruway); northern terminus of unsigned NY 950D|
|2.35||3.78||NY 76 south||Northern terminus of NY 76|
|Westfield||10.01||16.11||NY 394 east||Hamlet of Barcelona; western terminus of NY 394|
|Dunkirk||27.97||45.01||NY 60 south||Northern terminus of NY 60|
|Hanover||38.62||62.15||US 20 west||Western terminus of US 20 / NY 5 overlap|
|40.55||65.26||I-90 / New York Thruway||Hamlet of Irving; exit 58 (I-90/Thruway)|
|Erie||Brant||41.42||66.66||US 20 east||Eastern terminus of US 20 / NY 5 overlap|
|41.48||66.76||NY 438 south||Northern terminus of NY 438|
|Farnham||43.53||70.05||NY 249 east||Western terminus of NY 249|
|Hamburg||61.34||98.72||NY 75 south||Hamlet of Athol Springs; northern terminus of NY 75|
|62.20||100.10||NY 179 east (Milestrip Expressway)||Western terminus of NY 179|
|Buffalo||69.04||111.11||I-190 / LECT / New York Thruway||Exit 7 (I-190 / Thruway)|
|Amherst||77.67||125.00||NY 240||Hamlet of Snyder|
|78.61||126.51||I-290||Exit 7B (I-290)|
|Clarence||84.77||136.42||NY 324 west||Eastern terminus of NY 324|
|Newstead||92.46||148.80||NY 93 west||Eastern terminus of NY 93|
|Town of Batavia||107.78||173.46||NY 63 north||Western terminus of NY 5 / NY 63 overlap|
|Batavia||108.56||174.71||NY 33 west / NY 98||Western terminus of NY 5 / NY 33 overlap|
|108.80||175.10||NY 63 south||Eastern terminus of NY 5 / NY 63 overlap|
|110.03||177.08||NY 33 east||Eastern terminus of NY 5 / NY 33 overlap|
|Stafford||114.74||184.66||NY 237 north||Southern terminus of NY 237|
|Village of Le Roy||118.88||191.32||NY 19|
|Livingston||Village of Caledonia||125.64||202.20||NY 36 south||Western terminus of NY 5 / NY 36 overlap|
|126.03||202.83||NY 36 north||Eastern terminus of NY 5 / NY 36 overlap|
|Caledonia||131.95||212.35||US 20 west||Western terminus of US 20 / NY 5 overlap|
|Village of Avon||132.83||213.77||NY 39 west||Eastern terminus of NY 39|
|135.84||218.61||I-390||Exit 10 (I-390)|
|Village of Lima||140.05||225.39||NY 15A|
|Ontario||West Bloomfield||143.88||231.55||NY 65 north||Southern terminus of NY 65|
|East Bloomfield||148.77||239.42||NY 64 north||Western terminus of NY 5 / NY 64 overlap|
|150.56||242.30||NY 444 north||Southern terminus of NY 444|
|151.82||244.33||US 20A west / NY 64 south||Eastern terminus of NY 5 / NY 64 overlap; eastern terminus of US 20A|
|Town of Canandaigua||156.60||252.02||NY 21 south||Western terminus of NY 5 / NY 21 overlap|
|City of Canandaigua||158.26||254.69||NY 21 north / NY 332 north||Eastern terminus of NY 5 / NY 21 overlap; southern terminus of NY 332|
|South Main Street ( NY 942T)||Northern terminus of unsigned NY 942T; former routing of US 20 / NY 5|
|Town of Canandaigua||159.50||256.69||NY 364 south||Northern terminus of NY 364|
|Hopewell||161.54||259.97||NY 247 south||Northern terminus of NY 247|
|Town of Geneva||171.83||276.53||NY 14A south / NY 245 south||Northern terminus of NY 14A and NY 245|
NY 14 / NY 14 Truck
|Western terminus of NY 5 / NY 14 Truck overlap|
NY 14 Truck north
|Eastern terminus of NY 5 / NY 14 Truck overlap|
|Seneca||Town of Waterloo||176.04||283.31||NY 96A south||Hamlet of East Geneva; northern terminus of NY 96A|
|Village of Waterloo||180.75||290.89||NY 96|
|Seneca Falls||182.26||293.32||NY 414 north||Western terminus of NY 5 / NY 414 overlap|
|Community of Seneca Falls||184.39||296.75||NY 414 south||Eastern terminus of NY 5 / NY 414 overlap|
|Seneca Falls||187.47||301.70||NY 318 west||Eastern terminus of NY 318|
|Aurelius||197.64||318.07||NY 326 west||Eastern terminus of NY 326|
|Auburn||199.01||320.28||NY 38 north||Western terminus of NY 5 / NY 38 overlap|
|199.17||320.53||NY 34 / NY 38 south||Eastern terminus of NY 5 / NY 38 overlap|
|199.44||320.97||US 20 east / NY 38A south||Eastern terminus of US 20 / NY 5 overlap; northern terminus of NY 38A|
|Onondaga||Elbridge||207.07||333.25||Old Route 31B (CR 99)||Former eastern terminus of NY 31B|
|Village of Elbridge||Valley Drive||Former southern terminus of NY 31C|
|209.13||336.56||NY 317 north||Southern terminus of NY 317|
|Camillus||213.43||343.48||NY 321 south||Hamlet of Bennetts Corners; northern terminus of NY 321|
|215.48||346.78||NY 174 south||Northern terminus of NY 174; western terminus of expressway portion|
NY 173 to NY 297
|Interchange; westbound exit and entrance|
|220.62||355.05||NY 695 north||Interchange; southern terminus of NY 695|
|Fairmount||221.81||356.97||Genesee Street ( NY 930W)||Pre-expressway routing of NY 5; eastern terminus of expressway portion; eastern terminus of unsigned NY 930W|
NY 598 north (South Midler Avenue) to I-690
|Southern terminus of NY 598|
NY 635 north (Thompson Road) to I-90 / I-690
|Southern terminus of NY 635|
|DeWitt||231.19||372.06||NY 92 west||Western terminus of NY 5 / NY 92 overlap|
To I-481 / I-690 via Bridge Street (NY 930P)
|To exit 3 (I-481)|
|232.33||373.90||NY 92 east||Eastern terminus of NY 5 / NY 92 overlap|
|Fayetteville||234.39||377.21||NY 257 south||Northern terminus of NY 257|
|Manlius||238.46||383.76||NY 290 west||Eastern terminus of NY 290|
|Madison||Chittenango||241.70||388.98||NY 173 west||Eastern terminus of NY 173|
|241.87||389.25||NY 13 south||Western terminus of NY 5 / NY 13 overlap|
|Canastota||248.44||399.83||NY 13 north||Eastern terminus of NY 5 / NY 13 overlap|
|Oneida||251.59||404.89||NY 365A east||Western terminus of NY 365A|
|Oneida||Oneida Castle||254.44||409.48||NY 365 east||Western terminus of NY 365|
|Village of Vernon||259.39||417.45||NY 31 west||Western terminus of NY 5 / NY 31 overlap|
|260.11||418.61||NY 31 east||Eastern terminus of NY 5 / NY 31 overlap|
|Kirkland||267.87||431.09||NY 5B east||Western terminus of NY 5B|
|New Hartford||270.49||435.31||NY 5B west||Eastern terminus of NY 5B|
|270.55||435.41||NY 5A east||Western terminus of NY 5A|
|271.49||436.92||NY 12B south||Northern terminus of NY 12B|
|271.58||437.07||NY 12 south||Western terminus of NY 5 / NY 12 overlap|
|Utica||272.48||438.51||NY 8 south / NY 840 west||Cloverleaf interchange; southern terminus of NY 5 / NY 8 overlap; eastern terminus of NY 840|
|French Road ( NY 921W)||Trumpet interchange|
|Burrstone Road ( NY 921B) – MVCC, Utica Zoo||Partial cloverleaf interchange|
|275.66||443.63||I-790 north / NY 5A west / NY 5S east||Interchange; southern terminus of I-790; western terminus of I-790 / NY 5 overlap; eastern terminus of NY 5A; western terminus of NY 5S|
|276.43||444.87||NY 8 north / NY 12 north / NY 49 west||Interchange; northern terminus of NY 5 / NY 8 overlap; eastern terminus of NY 5 / NY 12 overlap; eastern terminus of NY 49|
|277.25||446.19||I-90 / New York Thruway||Exit 31 (I-90 / Thruway)|
|277.72||446.95||I-790 south||Northern terminus of I-790; eastern terminus of I-790 / NY 5 overlap|
|Herkimer||Town of Herkimer||289.45||465.82|
NY 51 south to NY 5S – Ilion
|Northern terminus of NY 51; trumpet interchange|
|Village of Herkimer||291.48||469.09|
NY 28 south (South Caroline Street / Southern Adirondack Trail) to I-90 / New York Thruway – Mohawk
|Western terminus of NY 5 / NY 28 overlap|
|291.98||469.90||South Washington Street (NY 922B)||Northern terminus of unsigned NY 922B|
|292.18||470.22||NY 28 north (Southern Adirondack Trail) – Middleville||Eastern terminus of NY 5 / NY 28 overlap|
|City of Little Falls||298.95||481.11||NY 167 south||Western terminus of NY 5 / NY 167 overlap|
NY 169 north to NY 170
|Western terminus of NY 5��/ NY 169 overlap|
NY 169 south to I-90 / New York Thruway
|Eastern terminus of NY 5 / NY 169 overlap|
|300.01||482.82||NY 167 north – Dolgeville||Eastern terminus of NY 5 / NY 167 overlap|
|Montgomery||St. Johnsville||310.54||499.77||NY 67 east (New Turnpike Road)||Western terminus of NY 67|
|Nelliston||314.96||506.88||NY 80 south (River Street) – Fort Plain||Eastern (northern) terminus of NY 80; signed as NY 80 south|
|Palatine Bridge||317.64||511.19||NY 10 north (Lafayette Street) – Ephratah||Western terminus of NY 5 / NY 10 overlap|
NY 10 south (Bridge Street) to I-90 / New York Thruway – Canajoharie
|Eastern terminus of NY 5 / NY 10 overlap|
|Fonda||329.22||529.83||NY 334 north (Cayadutta Street) – Sammonsville||Southern terminus of NY 334|
|329.40||530.12||NY 30A north (Broadway Street) – Johnstown||Western terminus of NY 5 / NY 30A overlap|
NY 30A south (Bridge Street) to I-90 / New York Thruway – Fultonville
|Eastern terminus of NY 5 / NY 30A overlap|
|Fort Johnson||336.79||542.01||NY 67 west (Fort Johnson Avenue) – Johnstown, FMCC||Western terminus of NY 5 / NY 67 overlap|
|City of Amsterdam||339.70||546.69|
NY 30 / NY 67 east to I-90 / New York Thruway
|Eastern terminus of NY 5 / NY 67 overlap; to I-90 via NY 30 south|
|Schenectady||Glenville||348.54||560.92||NY 103 south (Bridge Street) – Rotterdam Junction||Northern terminus of NY 103|
NY 890 south to NY 5S / I-90 / New York Thruway / I-890
|Northern terminus of NY 890|
|Scotia||353.89||569.53||NY 147 north (Sacandaga Road)||Southern terminus of NY 147|
|354.18||570.00||NY 50 north (North Ballston Avenue)||Southern terminus of NY 50|
|Schenectady||355.88||572.73||Veeder Avenue ( NY 914E)||Northern terminus of unsigned 914E|
|356.68||574.02||NY 146 (Brandywine Avenue)|
|358.09||576.29||NY 7 (Crosstown Connection)||Diamond interchange|
|Niskayuna||359.37||578.35||Balltown Road (NY 914T)|
|Albany||Village of Colonie||362.84||583.93||NY 155 / CR 157 (New Karner Road) – Voorheesville, Airport|
I-87 to New York Thruway – Saratoga Springs
|Exit 2 on I-87|
|365.00||587.41||Wolf Road (NY 910B)|
|Albany||369.69||594.96||US 9W (Lark Street)||NY 5 not signed east of this intersection; US 9W not signed from NY 5|
|370.45||596.18||NY 32 (Pearl Street)||No left turns|
I-787 / US 9 to New York Thruway
|Eastern terminus, exits 3B-4 on I-787|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi|
NY 5 has three suffixed routes, all located in Oneida County, with NY 5S extending eastward into three other counties. The NY 5A designation was also used in the past for two other routes.
- The NY 5A designation has been used for three distinct highways:
- The first NY 5A was a short-lived designation for the portion of modern NY 5 east of Buffalo. When it existed from 1924 to the mid-1920s, NY 5 was routed on what is now US 20.
- The second NY 5A was a northerly alternate route of NY 5 between Aurelius and Sennett in Cayuga County. It was assigned c. 1933 and renumbered to NY 135 c. 1937. That route was removed c. 1939. Its former routing is now maintained by Cayuga County as CR 10A, CR 10B, and CR 10C.
The current NY 5A is a short 5.59-mile-long (9.00 km) alternate route of NY 5 between New Hartford and downtown Utica in Oneida County. It was assigned in the mid-1930s. At its eastern end, NY 5A becomes NY 5S at an interchange with Interstate 790 (I-790), NY 5, NY 8, and NY 12. The route is four lanes wide and passes through mostly commercial areas and connects NY 5 to NY 840 and NY 69.
|Kirkland||0.00||0.00||NY 5||Western terminus|
|1.67||2.69||NY 12B south – Clinton||Western end of NY 5B / NY 12B overlap|
|1.76||2.83||NY 12B north – New Hartford||Eastern end of NY 5B / NY 12B overlap|
|New Hartford||3.12||5.02||NY 5||Eastern terminus|
|1.000 mi = 1.609 km; 1.000 km = 0.621 mi|
- NY 5S (72.92 miles or 117.35 kilometres) is an alternate route of NY 5 on the south side of the Mohawk River between Utica, Oneida County, and Rotterdam, Schenectady County. The route parallels NY 5 (which follows the north side of the river) and is partially a limited-access highway. It was assigned as part of the 1930 renumbering of state highways in New York.
- "2014 Traffic Data Report for New York State" (PDF). New York State Department of Transportation. July 22, 2015. pp. 85–92. Retrieved September 17, 2016.
- "New York's Main Highways Designated by Numbers". The New York Times. December 21, 1924. p. XX9.
- "Routes 5 and 20 New York". Retrieved March 28, 2007.
- "Erie County Inventory Listing" (CSV). New York State Department of Transportation. October 1, 2009. Retrieved December 9, 2009.
- "Onondaga County Inventory Listing" (CSV). New York State Department of Transportation. October 1, 2009. Retrieved December 9, 2009.
- "Oneida County Inventory Listing" (CSV). New York State Department of Transportation. October 1, 2009. Retrieved December 9, 2009.
- Amsterdam Digital Raster Quadrangle (Map). 1:24,000. New York State Department of Transportation. 1992. Retrieved December 9, 2009.
- "Schenectady County Inventory Listing" (CSV). New York State Department of Transportation. October 1, 2009. Retrieved December 9, 2009.
- "Albany County Inventory Listing" (CSV). New York State Department of Transportation. October 1, 2009. Retrieved December 9, 2009.
- New York State Map (Map). Cartography by Map Works. I Love New York. 2008.
- "Syracuse Highways: A Brief Historical Overview". Retrieved March 28, 2007.
- New York State Route 5 in downtown Syracuse (Map). MapQuest. Retrieved May 28, 2007.
- Motor Carrier's Atlas (Map) (Deluxe ed.). Rand McNally. 2007. p. 70. § NF9.
- New York State Route 5 in DeWitt (Map). MapQuest. Retrieved May 28, 2007.
- "Onondaga County traffic counts" (PDF). New York State Department of Transportation. 2003. Retrieved January 12, 2012.
- Hulbert, Archer Butler (1904). "The Genesee Road". Pioneer Roads and Experiences of Travelers. 2. Arthur H. Clark Company. p. 95. Retrieved February 3, 2010.
- Rivette, Barbara S. (2005). "Genesee Road". In Eisenstadt, Peter R.; Moss, Laura-Eve (eds.). The Encyclopedia of New York State. Syracuse University Press. p. 631. ISBN 978-0-8156-0808-0.
- Hulbert, Archer Butler (1971). Historic Highways of America. Ams Pr Inc.
- Baer, Christopher T. (2005). "Turnpikes". In Eisenstadt, Peter R.; Moss, Laura-Eve (eds.). The Encyclopedia of New York State. Syracuse University Press. pp. 1588–1589. ISBN 978-0-8156-0808-0.
- Grande, Joseph A. (2004). Images of America: Amherst. Arcadia Publishing. p. 50. ISBN 0-7385-3680-6.
- Klein, D.B.; Majewski, J. (1992). "Economy, Community, and Law: The Turnpike Movement in New York, 1797–1845". Law and Society Review. 26. p. 469.
- State of New York Department of Highways (1909). The Highway Law. Albany, New York: J. B. Lyon Company. pp. 56–57. Retrieved December 10, 2010.
- New York State Department of Highways (1920). Report of the State Commissioner of Highways. Albany, New York: J. B. Lyon Company. pp. 509–512. Retrieved December 10, 2010.
- Official Map Showing State Highways and other important roads (Map). Cartography by Rand McNally and Company. State of New York Department of Public Works. 1926.
- Kruse, Laura (June 17, 2010). "Life in the past lane". New Richmond News. New Richmond, Wisconsin. Archived from the original on September 5, 2012. Retrieved December 10, 2010.
- Automobile Blue Book. 1 (1927 ed.). Chicago: Automobile Blue Book, Inc. 1927. This edition shows U.S. Routes as they were first officially signed in 1927.
- Automobile Legal Association (ALA) Automobile Green Book, 1930–31 and 1931–32 editions, (Scarborough Motor Guide Co., Boston, 1930 and 1931). The 1930–31 edition shows New York state routes prior to the 1930 renumbering
- Road Map of New York (Map). Cartography by General Drafting. Standard Oil Company of New York. 1930.
- New York (Map). Cartography by H.M. Gousha Company. Kendall Refining Company. 1931.
- Texaco Road Map: New York (Map). Cartography by Rand McNally and Company. Texas Oil Company. 1932.
- New York with Special Maps of Putnam–Rockland–Westchester Counties and Finger Lakes Region (Map) (1955–56 ed.). Cartography by General Drafting. Esso. 1954.
- New York with Special Maps of Putnam–Rockland–Westchester Counties and Finger Lakes Region (Map) (1957 ed.). Cartography by General Drafting. Esso. 1956.
- Fink, James (July 11, 2008). "Skyway to stay, most say". Business First of Buffalo. Retrieved August 23, 2010.
- "Governor Cuomo Announces Winner of Buffalo Skyway Corridor Competition" (Press release). Office of the Governor of New York. September 17, 2019. Retrieved September 19, 2019.
- Sommer, Mark (September 19, 2019). "Skyway Plan's Impact on Drive Time? 'About 5 Minutes'". The Buffalo News. Retrieved September 19, 2019.
- Kirst, Sean (April 10, 2021). "A City of Voices on the Skyway: 'The Priority Should Be People'". The Buffalo News. Retrieved April 16, 2021.
- New York (Map). Cartography by Rand McNally and Company. Sunoco. 1952.
- New York and Metropolitan New York (Map) (1961–62 ed.). Cartography by H.M. Gousha Company. Sunoco. 1961.
- New York and Metropolitan New York (Map). Cartography by Rand McNally and Company. Sinclair Oil Corporation. 1964.
- New York State Department of Transportation (January 2017). Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State (PDF). Retrieved January 9, 2017.
- New York (Map) (1969–70 ed.). Cartography by General Drafting. Esso. 1968.
- New York Thruway (Map). Cartography by Rand McNally and Company. New York State Thruway Authority. 1971.
- New York (Map) (1973 ed.). Cartography by H.M. Gousha Company. Shell Oil Company. 1973.
- New York (Map) (1977–78 ed.). Cartography by General Drafting. Exxon. 1977.
- Camillus Quadrangle, New York, Onondaga Co (Map). 1 : 24,000. 7.5 Minute Series (Topographic). United States Geological Survey. 1978. Retrieved March 3, 2008.
- New York (Map). Cartography by General Drafting. Exxon. 1979.
- Camillus Digital Raster Quadrangle (Map). 1:24,000. New York State Department of Transportation. 1990. Retrieved December 26, 2009.
- Syracuse West Digital Raster Quadrangle (Map). 1:24,000. New York State Department of Transportation. 1990. Retrieved December 26, 2009.
- I Love New York Tourism Map (Map). Cartography by Rand McNally and Company. State of New York. 1981.
- New York State Department of Transportation (October 2004). Official Description of Highway Touring Routes, Scenic Byways, & Bicycle Routes in New York State (PDF). Retrieved July 16, 2009.
- New York State Legislature. "New York State Highway Law § 341". Retrieved January 21, 2011.
- "2007 Traffic Data Report for New York State" (PDF). New York State Department of Transportation. July 25, 2008. Retrieved March 3, 2008.
- New York State Department of Transportation (October 2007). Official Description of Highway Touring Routes, Bicycling Touring Routes, Scenic Byways, & Commemorative/Memorial Designations in New York State.
- New York with Sight-Seeing Guide (Map) (1962 ed.). Cartography by General Drafting. Esso. 1962.
- Geneva North Digital Raster Quadrangle (Map). 1:24,000. New York State Department of Transportation. 2000. Retrieved December 26, 2009.
- "Route 5-8-12 North-South Arterial Viaduct Replacement". NYSDOT. 2014. Retrieved April 2, 2020.
- "Utica North-South Arterial Highway Reconstruction, New York". roadtraffic-technology.com. 2014. Retrieved April 2, 2020.
- Texaco Road Map: New York (Map). Cartography by Rand McNally and Company. Texas Oil Company. 1933.
- Road Map: New York (Map). Cartography by H.M. Gousha Company. Shell Oil Company. 1936.
- Shell Road Map: New York (Map). Cartography by H.M. Gousha Company. Shell Oil Company. 1937.
- Thibodeau, William A. (1938). The ALA Green Book (1938–39 ed.). Automobile Legal Association.
- New York (Map). Cartography by General Drafting. Standard Oil Company. 1939.
- Auburn Digital Raster Quadrangle (Map). 1:24,000. New York State Department of Transportation. 1981. Retrieved January 22, 2011.
- Cayuga Digital Raster Quadrangle (Map). 1:24,000. New York State Department of Transportation. 1981. Retrieved January 22, 2011.
- New York Road Map for 1938 (Map). Cartography by General Drafting. Esso. 1938.
- "State Highways Get New Numbers". The Rome Daily Sentinel. April 18, 1935. p. 23. Retrieved February 28, 2017.
- Dickinson, Leon A. (January 12, 1930). "New Signs for State Highways". The New York Times. p. 136.
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