Skip to main content

Old NY 3 in Hannibal, New York

NY 3 between Hannibal and Fulton was placed on a new alignment during the late 1960s/early 1970s, possibly as part of the US/NY 104 super-two project that took place in the time. This page has photos of the old alignment of NY 3 in Hannibal. The old alignment is now known as Oswego CR 3. There is a dead end of Oswego CR 3 around where NY 3 and NY 104 currently intersect.

When I had this information on a page on a former website I used to help operate a number of years ago, I received an email from a gentleman by the name of Daniel Harmony who helped provide some additional background information for me. The information he provided was as follows:

"I was reading the narration you have posted concerning the western end of Oswego County 3, formerly NY 3, at Hannibal. The directional sign to the new NY 3 was installed at the time the new road opened. The roadway itself had been used to move traffic back and forth from the new alignment to the old during the construction phase. What you referred to as a driveway at the western end of CR 3 was built as a turn around (perhaps for motorists who missed the NY 3 directional). This was part of the original construction. I assume its true purpose was for snow plows to turn. When the new highway was built, the alignment entering the village was changed radically. As your picture shows, the original alignment was straight into the village from the old road. This was a particularly rough section of road with a narrow bridge just before entering the main square in the village.

By the way, up until some time in the early 1980's (I think), NY 3 ended in Hannibal. It had ended at the junction with US 104 when that road also ran through the village up until the early 1960's. NY 3 was extended west to NY 104A at Crocketts when a plan surfaced to construct some chemical waste disposal plant at the site of what was to have been the Sterling Nuclear Plant. One of the objections raised was that there was no adequate roadway to get to I-90. The state took over what had been town-maintained roads and did a total rebuild following the 1984 Transportation Bond Act (Rebuilding New York program)."

Peering over at the NY 3 and NY 104 intersection.

Looking east at Oswego CR 3. That is a driveway or more than likely, a snowplow turnaround.

END Oswego CR 3 shield westbound.


An old NY 3 shield (with NY on top of the shield) near the western end of Oswego CR 3. There appears to have been a period of time where travelers were asked to switch off between the new alignment and the old alignment. Here is an old NY 3 shield on Oswego CR 3 westbound that may have been used for that purpose.


Sources and Links:
Daniel Harmony (information)
Doug Kerr (photos and information)

Comments

Popular posts from this blog

Hidden California State Route 710 and the Pasadena Gap in the Long Beach Freeway

Infamous and the subject of much controversy the Pasadena Gap in the Long Beach Freeway has long existed as a contentious topic regarding the completion of Interstate 710 and California State Route 710.  While the Pasadena Gap of the Long Beach Freeway effectively has been legislatively blocked the action only came after decades of controversy.  While the Pasadena Gap of the Long Beach Freeway is fairly well known what many don't know is that a small segment was actually constructed south Interstate 210 and the Foothill Freeway.  This disconnected segment of the Long Beach Freeway exists as the unsigned and largely hidden California State Route 710.  On June 29, 2022 the California Transportation Commission relinquished California State Route 710 to the city of Pasadena.  The blog cover above depicts a southward view on the completed Pasadena stub segment of the Long Beach Freeway which ends at California Boulevard.   Part 1; the history of the Pasadena Gap of the Long Beach Freewa

Deer Isle Bridge in Maine

As graceful a bridge that I ever set my eyes upon, the Deer Isle Bridge (officially known as the Deer Isle-Sedgwick Bridge) surprisingly caught my eye as I was driving around coastal Maine one Saturday afternoon. About 35 miles south of Bangor, Maine , the Deer Isle Bridge connects the Blue Hill Peninsula of Downeast Maine with Little Deer Isle over the Eggemoggin Reach on ME 15 between the towns of Sedgwick and Deer Isle . It should be noted that Little Deer Isle is connected to Deer Isle by way of a boulder lined causeway, and there is a storied regatta that takes place on the Eggemoggin Reach each summer. But the Deer Isle Bridge holds many stories, not just for the vacationers who spend part of their summer on Deer Isle or in nearby Stonington , but for the residents throughout the years and the folks who have had a hand bringing this vital link to life.   The Deer Isle Bridge was designed by David Steinman and built by the Phoenix Bridge Company of Phoenixville,

Paper Highways: Proposed US Route 66 Alternate to Las Vegas, Nevada

During February 1956 the State of Nevada in concurrence with the States of California and Arizona submitted a request to the American Association of State Highway Officials to establish US Route 66 Alternate to Las Vegas.  The proposed US Route 66 Alternate would have originated from mainline US Route 66 in Kingman Arizona and followed a multiplex of US Routes 93-466 to Las Vegas, Nevada.  From Las Vegas, Nevada the proposed US Route 66 Alternate would have multiplexed US Routes 91-466 back to mainline US Route 66 in Barstow, California.  The request to establish US Route 66 Alternate was denied during June 1956 due to it being completely multiplexed with other US Routes.  This blog will examine the timeline of the US Route 66 Alternate proposal to Las Vegas, Nevada. The history of the proposed US Route 66 Alternate to Las Vegas, Nevada On February 15, 1956, the Nevada State Highway Engineer in a letter to the American Association of State Highways Officials (AASHO) advising that six c