Wilbur Cross Interchange Needs Assessment Study

Interchange 55: Wheelers Farms Road & Wolf Harbor Road, City of Milford
Key Deficiencies and Needs
• Northbound Off Ramp (Exit 55B): Non-standard ramp curvature and deceleration lane.
• Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled
approach to mainline.
• Southbound Off Ramp: Non-standard deceleration lane.
• Southbound On Ramp: Non-standard merge with Interchange 54 southbound on ramp.
• Wheelers Farms Road: Identified signing deficiencies southbound between Wolf Harbor Road

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and Southwick Court, specifically no merge warning sign and no lane assignment signing.
Identified signal timing issues at Wellington Road and Wolf Harbor Road.

Preliminary Improvement Opportunities Near, Mid, and Long-term Definitions

Near-term Improvements (Figure 1) For the purposes of this study, the preliminary
improvement opportunities are grouped together as
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Replace existing 25 mph ramp advisory speed
sign with 20 mph sign located at required
deceleration distance for northbound off ramp
(Exit 55B).
Provide chevrons for northbound off ramp (Exit
55B) to improve delineation and visibility of
non-standard ramp curvature.
Relocate existing ramp advisory speed sign to
near, mid, and long-term improvements based on
assumed implementation periods

each improvement will depend on a number of

for

variables including project complexity, funding

availability and project prioritization.

Near-term:
• Implementation period of 1 to 3 years.
the
improvements. The actual implementation period for

• Includes low cost improvements such as signing

required deceleration distance for southbound off and striping improvements, existing signal
ramp. timing modifications, tree clearing, etc.
• Provide warning sign for southbound lane drop Mid-term:
on Wheelers Farms Road. • Implementation period of 3 to 10 years.
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• Revise signal timings on Wheelers Farms Road • Includes acceleration and deceleration lane
to optimize operations. improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
Mid-term Improvements (Figure 2) be implemented with little or no impacts to
rights-of-way, environmental features, or
• Close northbound off ramp (Exit 55B) and existing bridge structures.
relocate northbound on ramp west along Wolf
Long-term:
Harbor Road providing standard acceleration
• Implementation period greater than 10 years.
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length and eliminating the ramp stop control.

Eliminate stop controls on Wolf Harbor Road at • Includes higher-cost improvements that could
significantly impact existing bridge structures,
ramp intersection. rights-of-way, or environmental features.
• Realign the northbound off ramp (Exit 55A) and
Wolf Harbor Road approaches to Wheelers Farms Road to better accommodate the increased
through-vehicle volume from the northbound off ramp to Wolf Harbor Road that will result from
the closing of the northbound off ramp (Exit 55B) to Wolf Harbor Road.
• Provide standard deceleration length for southbound off ramp.
• Improve merge geometry at southbound on ramp to provide parallel merge opportunity.

Interchange 55

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Other Considerations
• Extend southbound two-lane section on Wheelers Farms Road to the signalized intersection with
Southwick Court where the right lane would become a right turn only lane.
• Two new developments, currently in various stages of construction/planning on Wolf Harbor
Road, should be considered during subsequent planning and design phases for the mid/long-term
improvements to the northbound ramps:
o Ground was broken on the Connecticut Center for Child Development in Spring 2009.
The site drive will intersect Wolf Harbor Road approximately halfway between the two
Park & Ride drives.

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o Avalon Bay Properties is planning an age-restricted housing development immediately
west of the Connecticut Center for Child Development. The proposed site drive is
located opposite the existing northbound ramps on Wolf Harbor Road. The study team
notes that the northbound on ramp and acceleration lane could be improved in their
existing location to remain aligned opposite the proposed drive; however, the impacts of
improving the northbound on ramp aligned with the proposed site drive would be greater
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•

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than those associated with relocating the ramp to the west along Wolf Harbor Road.
Relocation of the northbound on ramp west along Wolf Harbor Road creates an opportunity to
expand the existing Park & Ride lot.
Potential sequence of implementation:
o Near-term signage improvements
o Mid-term northbound on ramp and southbound off ramp improvements
o Mid-term southbound on ramp merge improvements

Constraints, Limitations and Impacts

• The existing Route 15 bridge structure over Wheelers Farms Road limits opportunity to provide
deceleration lane improvements for northbound off ramp (Exit 55B).
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• The existing bike path on the north side of Route 15 limits opportunity to provide additional
merge improvements for the southbound on ramp and Interchange 54 southbound on ramp
without impacting the bike path.
• An overhead sign structure will be impacted by widening for both the southbound off ramp
deceleration lane and the northbound on ramp acceleration lane.
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Interchange 55

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 Wilbur Cross Interchange Needs Assessment Study

Orange Service Areas: Town of Orange

Key Deficiencies and Needs
• Northbound Off Ramp: Non-standard deceleration lane.
• Northbound On Ramp: Non-standard acceleration lane.
• Southbound Off Ramp: Non-standard deceleration lane.
• Southbound On Ramp: Non-standard acceleration lane.
• Insufficient physical separation between mainline Route 15 and service areas in northbound and
southbound directions.
Near, Mid, and Long-term Definitions

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Preliminary Improvement Opportunities
Mid-term Improvements (Figure 1)
• Improve the physical separation between
mainline Route 15 and the service areas by
replacing the existing curbed island with
concrete barrier. The purpose of the barrier is to
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•
For the purposes of this study, the preliminary
improvement opportunities are grouped together as
near, mid, and long-term improvements based on
assumed implementation periods for the
improvements. The actual implementation period for
each improvement will depend on a number of
variables including project complexity, funding

•
better protect the existing gas pumps and
pedestrian activity within the service area from
potential errant vehicles off the mainline.
Provide standard deceleration length for the
northbound off ramp in conjunction with barrier
improvements.
Provide northbound on ramp/acceleration lane
availability and project prioritization.

Near-term:
• Implementation period of 1 to 3 years.
• Includes low cost improvements such as signing
and striping improvements, existing signal
timing modifications, tree clearing, etc.

and southbound off ramp/deceleration lane
improvements in conjunction with mid-term
auxiliary lane improvements at Interchange 56
(see Interchange 56 improvements).
• Improve southbound on ramp acceleration lane
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within the constraints imposed by the Derby
Milford Road bridge structure over Route 15.
Other Considerations
• Potential sequence of implementation:
o Mid-term northbound on ramp and
southbound off ramp improvements with
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Mid-term:
• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to
rights-of-way, environmental features, or
existing bridge structures.
Long-term:
• Implementation period greater than 10 years.
• Includes higher-cost improvements that could
significantly impact existing bridge structures,
rights-of-way, or environmental features.

auxiliary lane improvements at Interchange 56.

o Mid-term barrier improvements and northbound off ramp improvements.
o Mid-term southbound on ramp improvements.

Constraints, Limitations and Impacts

• A variable message sign structure is located near the southbound on ramp and could be impacted.
• The Derby-Milford Road bridge structure over Route 15 has a sufficiency rating of 78, which
indicates that the bridge is in good condition and will not likely require major reconstruction for
some time. When the bridge is replaced, the southbound acceleration lane should be extended to
the standard length.

Orange Service Area

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 Wilbur Cross Interchange Needs Assessment Study

Interchange 56: Grassy Hill Road (Route 121), Town of Orange

Key Deficiencies and Needs
• Northbound Off Ramp: No deceleration lane.
• Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled
approach to mainline. Poor visibility of existing stop sign due to sight line obstructed by trees
and poor placement and orientation of stop sign.
• Southbound Off Ramp: Non-standard ramp curvature and deceleration lane.
• Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled

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approach to mainline. Identified queuing issues associated with stop control that can result in
traffic queues blocking access to Turkey Hill Road.
• The interchange is a high accident location. The northbound and southbound on ramps have a
high number and percentage of rear-end accidents.
• Intersection of SR 915 and Route 121: Identified sight line issues associated with location of
existing guide signs in gore area.
AF• Intersection of northbound ramps, Route 121 and Old Grassy Hill Road: High accident location
with high percentage of rear-end and angle collisions. Identified signal timing issues that
includes a short all-red signal phase.

Preliminary Improvement Opportunities

Near-term Improvements (Figure 1)

• Relocate existing 25 mph ramp advisory speed
For the purposes of this study, the preliminary
sign to required deceleration distance for
northbound off ramp.
• Provide stop ahead warning sign on northbound
and southbound on ramps.
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• Provide stop signs on the left and right sides of
the northbound and southbound on ramps.
• Clear existing trees on the right side of the
northbound on ramp to improve visibility of stop
signs.
• Increase all-red interval at intersection of
northbound ramps, Grassy Hill Road (Rte. 121)
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Near, Mid, and Long-term Definitions
improvement opportunities are grouped together as
near, mid, and long-term improvements based on
assumed implementation periods for the
improvements. The actual implementation period for
each improvement will depend on a number of
variables including project complexity, funding
availability and project prioritization.
Near-term:
• Implementation period of 1 to 3 years.
• Includes low cost improvements such as signing
and striping improvements, existing signal
timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane

& Old Grassy Hill Road.
• Provide 20 mph ramp advisory speed sign at
required deceleration distance for southbound off
ramp.
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to
rights-of-way, environmental features, or
existing bridge structures.

• Relocate Route 15 guide sign from gore area at Long-term:

SR 915/Route 121 intersection to the area • Implementation period greater than 10 years.
adjacent to channelized right turn lane. Clear • Includes higher-cost improvements that could
existing trees to provide adequate visibility of significantly impact existing bridge structures,
relocated sign. rights-of-way, or environmental features.

Interchange 56

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 Wilbur Cross Interchange Needs Assessment Study

Mid-term Improvements (Figure 2)

• Provide northbound and southbound auxiliary lanes between Interchange 56 and the Orange
Service Areas.
• Realign southbound on ramp to provide standard ramp curvature.
• Improve southbound off ramp deceleration length within the constraints imposed by the existing
Route 121 bridge structure.

Long-term Improvement Concept 1 – Diamond Ramp Configuration (Figure 3)

• Relocate northbound on ramp to north side of Route 121 to eliminate existing stop-controlled on

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ramp and to provide diamond ramp configuration with standard acceleration length. Create a new
unsignalized intersection of northbound on ramp and Route 121. Maintain signalized intersection
of northbound off ramp, Route 121 and Old Grassy Hill Road.
• Relocate southbound off ramp to north side of Route 121 to eliminate non-standard ramp
curvature and to provide diamond ramp configuration with standard deceleration length.
Signalize intersection of SR 915, Route 121, and southbound off ramp.

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Long-term Improvements Concept 2 – Cut & Cover Tunnel & Partial Diamond (Figure 4)
•

•
Provide standard acceleration length for the northbound on ramp by realigning the ramp and
constructing a cut-and-cover tunnel east of the Route 121 bridge structure to convey the
northbound on ramp under Route 121.
Similar to Concept 1, relocate southbound off ramp to north side of Route 121 to eliminate non-
standard ramp curvature and to provide diamond ramp configuration with standard deceleration
length. Signalize intersection of SR 915, Route 121, and southbound off ramp.

Other Considerations
• The Route 121 bridge structure over Route 15 is a major constraint to cost-effectively improving
the northbound on ramp/acceleration lane and southbound off ramp/deceleration lane. The bridge
was rehabilitated in 1990 and has a sufficiency rating of 79, which indicates that the bridge is in
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good condition and will not likely require major reconstruction some time. The project team
evaluated an alternative improvement concept that would require reconstruction of the bridge to
provide sufficient lateral clearance under the bridge to accommodate a northbound acceleration
lane and a southbound deceleration lane and retain the ramps in their existing locations. Because
major reconstruction/replacement of the bridge would be more expensive than Concept 1 or
Concept 2, it is recommended that this alternative only be considered if the other improvements
have not yet been implemented at such time the bridge requires major
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reconstruction/replacement.
• The alignment of the southbound on ramp shown in long-term Concepts 1 and 2 reflects a
potential opportunity to relocate the ramp slightly north to maximize the length of the southbound
auxiliary lane. Alternatively, the alignment of the southbound on ramp that is shown for the mid-
term improvement could be retained in either long-term Concepts 1 or 2.
• The Connecticut Department of Transportation’s Project Development Unit recently conducted
an independent study of Interchange 56 that included other improvement opportunities than the
improvements developed for this study. The recommendations of this study should continue to
be coordinated with ConnDOT’s work at this interchange.

Interchange 56

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 Wilbur Cross Interchange Needs Assessment Study

• Potential sequence of implementation:

o Near-term signage improvements
o Mid-term southbound on ramp/auxiliary lane improvements
o Mid-term northbound off ramp/auxiliary lane improvements
o Mid-term southbound off ramp improvements
o Long-term northbound on ramp improvements
o Long-term southbound off ramp improvements

Constraints, Limitations and Impacts

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• The mid-term and long-term improvements involve alternatives that will require replacement or
relocation of guardrail, curb, and signs on Route 15. New sections of guardrail could be required
due to side slope changes.
• Clearing and grading will be required to relocate the Route 15 guide sign located in the gore area
of the SR 915 and Route 121.

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Mid-term widening for the southbound deceleration lane improvements is limited by the Route
121 bridge structure.
There are potential right-of-way impacts associated with standardizing the curvature of the
southbound on ramp.
An existing culvert along the southbound auxiliary lane could require modification due to
potential grading impacts.
Rock excavation could be required for the construction of the southbound auxiliary lane.
Long-term ramp relocations could require that new culverts be constructed to convey the existing
watercourse north of Route 121 under the two relocated ramps. The watercourse currently runs
through a culvert under Route 15.
• There could be right-of-way (ROW) impacts associated with the potential relocation of the
southbound off ramp. A retaining wall could be required between Route 15 and the southbound
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off ramp due to grade differences.
• There would be residential impacts associated with the potential long-term relocation of the
northbound on ramp (Concept 1) that could result in two full acquisitions.
• There would be wetland and ROW impacts associated with the long-term realignment of the
northbound on ramp (Concept 2).
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Interchange 56

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 Wilbur Cross Interchange Needs Assessment Study

Interchange 60: Dixwell Avenue (Route 10), Town of Hamden

Key Deficiencies and Needs
• Northbound Off Ramp: High percentage of rear end collisions. Queuing concerns under future
traffic conditions.
• Northbound On Ramp: Non-standard acceleration lane.
• Southbound Off Ramp: No major geometric or operational deficiencies.
• Southbound On Ramp: Non-standard acceleration lane.

Preliminary Improvement Opportunities

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Near, Mid, and Long-term Definitions
Near-term Improvements (Figure 1) For the purposes of this study, the preliminary
improvement opportunities are grouped together as
• Relocate 25 mph ramp advisory sign to required near, mid, and long-term improvements based on
deceleration distance for southbound off ramp. assumed implementation periods for the
improvements. The actual implementation period for
• Evaluate potential signal timing modifications at each improvement will depend on a number of
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•
the intersection of the northbound ramps and
Route 10 to minimize traffic queues on the
northbound off ramp during peak hours.
Provide potential queue detector loops on the
northbound off ramp to manage queue lengths.

Long-term Improvements (Figure 2)

• Provide a two lane exit for the northbound off
variables including project complexity, funding
availability and project prioritization.

Near-term:
• Implementation period of 1 to 3 years.
• Includes low cost improvements such as signing
and striping improvements, existing signal
timing modifications, tree clearing, etc.

ramp as required to accommodate future traffic
demands.
• Provide standard acceleration length for the
southbound on ramp.
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Other Considerations
• Traffic conditions should be monitored for the
Long-term:
potential need for a two lane exit.
• Implementation of the long-term improvements
would require replacement of the Benham Street
bridge structure over Route 15. Because the
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Mid-term:
• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to
rights-of-way, environmental features, or
existing bridge structures.
• Implementation period greater than 10 years.
• Includes higher-cost improvements that could
significantly impact existing bridge structures,
rights-of-way, or environmental features.

bridge is currently in good condition, the study

team anticipates that provisions for a two lane exit would be incorporated into the next
programmed reconstruction/replacement of the bridge.

Constraints, Limitations and Impacts

• Rock excavation would be required to accommodate widening for any northbound off ramp and
southbound on ramp/acceleration lane improvements.

Interchange 60

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 Wilbur Cross Interchange Needs Assessment Study

Interchange 61: Whitney Avenue (SR 707), Town of Hamden

Key Deficiencies and Needs
• Northbound Off Ramp: Non-standard ramp curvature and no deceleration lane. Peak hour traffic
queues can extend from Whitney Avenue intersection back to ramp curve.
• Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled
approach to mainline.
• Southbound Off Ramp (Exit 61): No deceleration lane.
• Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled

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approach to mainline.
• The interchange is a high accident location. The northbound and southbound on ramps have
high numbers and percentages of rear-end accidents. The southbound on ramp experienced 297
accidents, 291 of which were rear-end collisions, from January 2005 to December 2007. The
northbound on ramp experienced 60 accidents during the same time period, 55 of which were rear
end collisions.

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Preliminary Improvement Opportunities

Near-term Improvements (Figure 1)

•

•
Relocate existing 25 mph ramp advisory speed
sign to required deceleration distance for
northbound off ramp.
Provide stop ahead warning sign on northbound
on ramp.
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary
improvement opportunities are grouped together as
near, mid, and long-term improvements based on
assumed implementation periods for the
improvements. The actual implementation period for
each improvement will depend on a number of
variables including project complexity, funding
availability and project prioritization.

• Improve stop ahead warning sign on southbound Near-term:

on ramp to standard size. • Implementation period of 1 to 3 years.
• Relocate existing 25 mph ramp advisory speed • Includes low cost improvements such as signing
sign to required deceleration distance for and striping improvements, existing signal
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southbound off ramp (Exit 61) timing modifications, tree clearing, etc.

• Provide stop signs on the left and right sides of Mid-term:

the northbound and southbound on ramps.
Mid-term Improvements (Figure 2)
• Provide standard deceleration length for
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• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to

northbound off ramp. rights-of-way, environmental features, or

• Provide separate left and right turn lanes on existing bridge structures.
northbound off ramp approach to Whitney Long-term:
Avenue. • Implementation period greater than 10 years.
• Improve northbound on ramp acceleration length • Includes higher-cost improvements that could
within the constraints imposed by the Route 15 significantly impact existing bridge structures,
bridge structure over Dixwell Avenue. rights-of-way, or environmental features.
Eliminate stop control.
• Improve southbound on ramp acceleration length within the constraints imposed by the Route 15
bridge structure over Mill Brook. Eliminate stop control.

Interchange 61

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 Wilbur Cross Interchange Needs Assessment Study

Long-term Improvement Concept 1 – Diamond Ramp Configuration (Figure 3)

• Relocate northbound off ramp to the south side of Whitney Avenue. Signalize intersection of
northbound ramps and Whitney Avenue.
• Provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp.
Auxiliary lane improvements should match into mid-term improvements for the northbound on
ramp and acceleration lane. The auxiliary lane would require widening of the Route 15 bridge
structure over Dixwell Avenue.
• Close redundant southbound off ramp (Exit 61) and realign southbound on ramp to provide
standard geometry and acceleration length. Improve geometry of southbound off ramp (Exit 62)
to better align with southbound on ramp. Signalize intersection of southbound ramps and

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Whitney Avenue.
• Provide back-to-back left turn lanes as required on Whitney Avenue to maintain acceptable
operations at the signalized intersections for the northbound and southbound ramps. The lateral
clearance under the Route 15 bridge structure is approximately 64’-5”, which could accommodate
10 ft wide travel lanes (four each), a 10 ft wide back-to-back left turn lane, 2 ft left and right
shoulders, and 5 ft sidewalks on both sides of the roadway. The study team notes that the lane
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and shoulder widths would be non-standard relative to current ConnDOT standards for 11 ft lanes
and 4 ft shoulders.

Long-term Improvement Concept 2 – Partial Diamond Ramp Configuration (Figure 4)

Maintain northbound off ramp in its current location. Signalize intersection of northbound ramps
and Whitney Avenue.
Similar to Concept 1, provide northbound auxiliary lane between Interchange 61 on ramp and
Interchange 62 off ramp: close redundant southbound off ramp (Exit 61); signalize intersection of
southbound ramps and Whitney Avenue; and provide back-to-back left turn lanes as required on
Whitney Avenue to maintain acceptable operations at the signalized intersections for the
northbound and southbound ramps.
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Other Considerations
• The study team investigated the feasibility of relocating the northbound on ramp to the south side
of Whitney Avenue given the constraints imposed by the existing switching station for United
Illuminating (UI) at 2210 Whitney Avenue. Based on correspondence with UI that revealed the
switching station was de-energized, the study team determined that the relocation could be
feasible given appropriate mitigation and clean up of any environmental contaminants on the site.
• The northbound auxiliary lane is consistent with the long-term improvements at Interchange 62.
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• Potential sequence of implementation:

o Near-term signage improvements
o Mid-term southbound on ramp improvements
o Mid-term northbound on ramp improvements
o Mid-term northbound off ramp improvements
o Long-term southbound on ramp improvements
o Long-term northbound auxiliary lane improvements
o Long-term northbound off ramp improvements

Interchange 61

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 Wilbur Cross Interchange Needs Assessment Study

Constraints, Limitations and Impacts

• The Mill River runs in close proximity to Route 15 in the northeast quadrant of the interchange.
The northbound on ramp improvement would require widening adjacent to the existing steep
embankment and could require construction of a retaining wall to minimize potential
environmental and right-of-way impacts in this area.
• The existing noise wall adjacent to the southbound on ramp would have to be located or replaced
in conjunction with the mid-term ramp and acceleration lane improvements. There could be
right-of-way (ROW) impacts associated with the improvements in this area.
• There would be ROW impacts associated with the potential long-term relocation of the
northbound off ramp (Concept 1).

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• The Route 15 bridge structure over Dixwell Avenue would have to be widened to provide the
northbound auxiliary lane. The study team does not anticipate that full replacement of the bridge
structure would be required to accommodate the auxiliary lane.

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Interchange 61

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Interchange 62: Dixwell Avenue (SR 717), Town of North Haven

Key Deficiencies and Needs
• Northbound Off Ramp: Non-standard deceleration lane. Limited sight lines for exiting motorists
to traffic queues at the Dixwell Avenue intersection.
• Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled
approach to mainline.
• The interchange is a high accident location. A high percentage of these accidents are rear-end
collisions occurring on the stop-controlled northbound on ramp.
•

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Dixwell Avenue: Operational deficiencies at the Dixwell Avenue/northbound ramps intersection.

Preliminary Improvement Opportunities

Near-term Improvements (Figure 1) Near, Mid, and Long-term Definitions

• Clear vegetation on the right side of the For the purposes of this study, the preliminary

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•

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northbound off ramp to improve sight lines for
motorists exiting the mainline. Install a signal
ahead warning sign on the northbound off ramp.
Relocate existing 25 mph ramp advisory speed
sign to required deceleration distance for
northbound off ramp.
Install a stop ahead warning sign on the
northbound on ramp.
improvement opportunities are grouped together as
near, mid, and long-term improvements based on
assumed implementation periods

each improvement will depend on a number of

for

variables including project complexity, funding

availability and project prioritization.

Near-term:
• Implementation period of 1 to 3 years.
the
improvements. The actual implementation period for

• Includes low cost improvements such as signing

Mid-term Improvements (Figure 1)
• Provide eastbound left turn lane on Dixwell
Avenue at the northbound ramps intersection.
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This will improve capacity on Dixwell Avenue.
Install lane use sign.
• Provide southbound left turn lane on the
northbound off ramp at the Dixwell Avenue
intersection. The turn lane will improve
intersection capacity and will provide additional
storage to minimize the potential for traffic
queuing back to the Route 15 mainline. Install
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and striping improvements, existing signal
timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to
rights-of-way, environmental features, or
existing bridge structures.
Long-term:

• Implementation period greater than 10 years.

lane use sign.
• Includes higher-cost improvements that could
• Revise traffic signal timings at the Dixwell significantly impact existing bridge structures,
Avenue/northbound ramps intersection in rights-of-way, or environmental features.
conjunction with turn lane improvements.

Interchange 62

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 Wilbur Cross Interchange Needs Assessment Study

Long-term Improvements (Figure 2)

• Provide standard deceleration length for the northbound off ramp and improve ramp curvature.
The deceleration lane improvements will require widening the Route 15 bridge structure over the
Mill River. It is anticipated that the deceleration lane would ultimately connect to the northbound
auxiliary lane improvements from Interchange 61 (see Interchange 61 improvements).
• Provide standard acceleration length for the northbound on ramp and improve ramp curvature.
The acceleration lane improvements will require constructing a cut-and-cover tunnel behind the
existing Ridge Road bridge structure to convey the northbound on ramp under existing Ridge
Road.

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Other Considerations
• Provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp.
As a potential first phase, provide the standard deceleration length for the Interchange 62
northbound off ramp while avoiding impacts to the existing Route 15 bridge structure over
Dixwell Avenue (see Interchange 61 improvements).
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•

•
As a potential alternative to providing a cut-and-cover tunnel, replace the existing Ridge Road
bridge structure in conjunction with providing a standard acceleration lane for the northbound on
ramp. Whether a cut-and-cover tunnel or new bridge structure is the preferred alternative will
likely be a function of the condition of the bridge at the time the northbound acceleration lane
improvements are programmed.
Potential sequence of implementation:
o Near-term northbound off ramp improvements
o Mid-term Dixwell Avenue/northbound ramps intersection improvements
o Long-term northbound on ramp improvements
o Long-term northbound off ramp improvements
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Potential Constraints, Limitations and Impacts
• Potential wetland impacts near the Mill River associated with northbound off ramp deceleration
lane improvements.
• Potential slope impacts associated with northbound on ramp and acceleration lane improvements.
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Interchange 62

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Interchange 63: Bishop Street (Rte. 22) and Hartford Turnpike, Town of North Haven
Key Deficiencies and Needs
• Northbound Off Ramp: Non-standard ramp curvature and deceleration lane.
• Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled
approach to mainline.
• Southbound Off Ramp: Non-standard deceleration lane.
• Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled
approach to mainline.

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• The interchange is a high accident location. The northbound and southbound on ramps have a
high number and percentage of rear-end accidents, particularly the southbound on ramp. The
southbound on ramp experienced more than 230 accidents from January 2005 to December 2007.
• Poor intersection operations at four locations: Hartford Turnpike/Route 15 southbound ramps,
Route 22/Hartford Turnpike, Route 22/Route 15 northbound ramps, and Route 22/State Street.

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Preliminary Improvement Opportunities

Near-term Improvements (Figure 1)

•

•
Install truck route signs at intersection of Bishop
Street (Route 22) and State Street (US 5) to
direct trucks to I-91 and minimize the likelihood
of truck access to Route 15.
Relocate existing 25 mph ramp advisory speed
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary
improvement opportunities are grouped together as
near, mid, and long-term improvements based on
assumed implementation periods

each improvement will depend on a number of

for the
improvements. The actual implementation period for

sign to required deceleration distance for variables including project complexity, funding
northbound off ramp. availability and project prioritization.

• Relocate existing 25 mph ramp advisory speed Near-term:

sign to required deceleration distance for • Implementation period of 1 to 3 years.
southbound off ramp.
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• Includes low cost improvements such as signing
and striping improvements, existing signal
Mid-term Improvements (Figure 1) timing modifications, tree clearing, etc.

• Provide standard deceleration length for Mid-term:

southbound off ramp. • Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
Long-term Improvements (Figure 2) improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
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• Provide standard deceleration length for the be implemented with little or no impacts to
northbound off ramp. The deceleration lane rights-of-way, environmental features, or
improvements will require constructing a cut- existing bridge structures.
and-cover tunnel east of the Hartford Turnpike
Long-term:
bridge structure to convey the northbound off
• Implementation period greater than 10 years.
ramp under the Hartford Turnpike.
• Includes higher-cost improvements that could
• Relocate the northbound on ramp to the north significantly impact existing bridge structures,
side of Route 22 to eliminate non-standard ramp rights-of-way, or environmental features.
curvature and to facilitate acceleration lane
improvements.

Interchange 63

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 Wilbur Cross Interchange Needs Assessment Study

Long-term Improvements (continued)

• Provide northbound auxiliary lane between the Interchange 63 on ramp and the North Haven
Service Area off ramp. Provide southbound auxiliary lane between the North Haven Service
Area on ramp and Interchange 63 off ramp. Auxiliary lane improvements will require
reconstruction or replacement of the existing State Street bridge structure over Route 15.
• Provide required acceleration length for the southbound on ramp. The acceleration lane
improvements will require constructing two cut-and-cover tunnels – one west of the Route 22
bridge structure and one west of the Hartford Turnpike bridge structure – to convey the
southbound on ramp and acceleration lane under the existing roadways.

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Other Considerations
• Relocate the northbound on ramp to the north side of Route 22 and terminate the acceleration lane
south of the existing State Street bridge structure over Route 15 as a mid-term improvement. The
northbound auxiliary lane improvement, which will require replacement or reconstruction of the
State Street bridge structure, could be implemented as a subsequent long-term project. This
phasing would expedite the lower cost northbound on ramp improvements and address the safety
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•

•
issues associated with the existing stop-controlled approach to the mainline.
As a potential alternative to providing cut-and-cover tunnels, replace the existing Hartford
Turnpike and/or Route 22 bridge structures in conjunction with providing standard acceleration
lane and deceleration lane improvements. Whether cut-and-cover tunnels or new bridge
structures are the preferred alternative will likely be a function of the condition of these bridge at
the time acceleration and deceleration lane improvements are programmed.
Potential sequence of implementation:
o Near-term signage improvements
o Mid-term northbound on ramp improvements
o Mid-term southbound off ramp improvements
o Long-term southbound on ramp improvements
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o Long-term northbound and southbound auxiliary lane improvements
o Long-term northbound off ramp improvements

Constraints, Limitations and Impacts

• Significant rock excavation and ledge removal will be required for construction of the
southbound on ramp improvements.
• Slope impacts associated with southbound on ramp improvements.
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• Potential wetland impacts associated with northbound and southbound auxiliary lane
improvements.

Interchange 63

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 Wilbur Cross Interchange Needs Assessment Study

North Haven Service Areas: Town of North Haven

Key Deficiencies and Needs
• Northbound Off Ramp: Non-standard deceleration lane.
• Northbound On Ramp: Non-standard acceleration lane.
• Southbound Off Ramp: Non-standard deceleration lane.
• Southbound On Ramp: Non-standard acceleration lane.
• Insufficient physical separation between mainline Route 15 and service areas in northbound and
southbound directions.

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Preliminary Improvement Opportunities Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary
Mid-term Improvements (Figure 1) improvement opportunities are grouped together as
near, mid, and long-term improvements based on
• Improve the physical separation between
assumed implementation periods for the
mainline Route 15 and the service areas by improvements. The actual implementation period for
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•
replacing the existing curbed island with
concrete barrier. The purpose of the barrier is to
better protect the existing gas pumps and
pedestrian activity within the service area from
potential errant vehicles off the mainline.
Provide standard deceleration length for the
northbound and southbound off ramps in
conjunction with barrier improvements.
each improvement will depend on a number of
variables including project complexity, funding
availability and project prioritization.

• Provide standard acceleration length for the
northbound on ramp.
Other Considerations
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• Provide northbound and southbound auxiliary
lane improvements between the Service Areas
and Interchange 63 in conjunction with the long-
term improvements at Interchange 63 (see
Interchange 63 improvements).
• Potential sequence of implementation:
o Mid-term northbound and southbound
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Near-term:
• Implementation period of 1 to 3 years.
• Includes low cost improvements such as signing
and striping improvements, existing signal
timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to
rights-of-way, environmental features, or
existing bridge structures.
Long-term:
• Implementation period greater than 10 years.
• Includes higher-cost improvements that could
significantly impact existing bridge structures,

off ramp and barrier improvements. rights-of-way, or environmental features.

o Mid-term northbound on ramp
improvements.
o Long-term northbound and southbound auxiliary lane improvements.

Constraints, Limitations and Impacts

• The existing State Street bridge structure precludes any substantial mid-term acceleration lane
improvements to the southbound on ramp.

North Haven Service Areas

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 Wilbur Cross Interchange Needs Assessment Study

DOT Maintenance Exit: Miller Avenue, City of Meriden

Key Deficiencies and Needs
• Northbound Off Ramp: Non-standard ramp curvature and deceleration lane.
• Northbound On Ramp: Non-standard ramp curvature and acceleration lane. Stop-controlled
approach to mainline. High percentage of rear end accidents.
• Southbound Off Ramp: Non-standard ramp curvature and deceleration lane.
• Southbound On Ramp: Non-standard acceleration lane.
• Miller Avenue: Operational deficiencies at northbound and southbound ramp intersections.

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Limited intersection sight distance from the northbound ramp intersection to eastbound Miller
Avenue.

Preliminary Improvement Opportunities Near, Mid, and Long-term Definitions

Mid-term Improvements (Figure 1) For the purposes of this study, the preliminary

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•

•
Relocate northbound off ramp approximately
700 feet south of existing location. Provide
standard deceleration length.
Modify curvature of the northbound on ramp
and provide “No Left Turn” and “One-Way”
signs to discourage wrong turns on Route 15.
The “No Left Turn” signs should be posted on
improvement opportunities are grouped together as
near, mid, and long-term improvements based on
assumed implementation periods for the
improvements. The actual implementation period for
each improvement will depend on a number of
variables including project complexity, funding
availability and project prioritization.

both sides of the ramp.
• Provide a physical separation between the
northbound off and on ramps.
• Relocate southbound off ramp approximately 50
feet south of existing location to improve
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physical separation between the northbound off
and on ramps and to provide more recovery area
in gore. Provide standard deceleration length.
• Provide a “10 MPH” sign indicating desired
ramp speed for the southbound off-ramp.
• Provide chevrons for the southbound off ramp to
improve delineation and visibility of non-
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Near-term:
• Implementation period of 1 to 3 years.
• Includes low cost improvements such as signing
and striping improvements, existing signal
timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years.
• Includes acceleration and deceleration lane
improvements, new turn lanes, new traffic
signals, and minor ramp modifications that could
be implemented with little or no impacts to
rights-of-way, environmental features, or
existing bridge structures.
Long-term:

standard ramp curvature. • Implementation period greater than 10 years.

• Includes higher-cost improvements that could
• Provide standard acceleration length for the significantly impact existing bridge structures,
southbound on ramp. rights-of-way, or environmental features.
• Provide separate turn lanes at the northbound
and southbound ramp intersections with Miller Avenue to allow right turning traffic to bypass
stopped left turn movements. Install lane configuration signs.

DOT Maintenance Exit

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 Wilbur Cross Interchange Needs Assessment Study

Long-term Improvements (Figure 2)

• Relocate northbound on ramp to north side of Miller Avenue to eliminate non-standard ramp
curvature and facilitate acceleration lane improvements. Maximize acceleration length and taper
within the constraint of the Paddock Avenue bridge structure over Route 15.
• Restripe lane configuration for the northbound off ramp approach to Miller Avenue to provide a
shared left-through lane and exclusive right turn lane. Install lane configuration signs.

Other Considerations
• A design exception will be required for the relocation of the northbound on ramp. The

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acceleration length is constrained by the Paddock Avenue bridge structure over Route 15. The
standard acceleration length should be provided in conjunction with future replacement or
reconstruction of the Paddock Avenue bridge.
• Potential sequence of implementation:
o Mid-term northbound on and off ramp improvements
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•
•
o Mid-term southbound on and off ramp improvements
o Long-term northbound on ramp relocation

Constraints, Limitations and Impacts

Potential slope impacts associated with mid-term northbound off ramp improvements.
Potential wetland and slope impacts associated with long-term northbound on ramp
improvements.
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DOT Maintenance Exit