0079 0246PD 10 1NBPrelimDesignReport211217

Preliminary Design Report
I-91 / I-691 / Route 15

State Project No. 0079-0246
Interchange Northbound
Submitted: December 17, 2021
Improvements Project Revised: Month, Day, 2021
City of Meriden, Connecticut
Prepared For:
Connecticut Department of Transportation
Newington, Connecticut
330 Roberts Street Suite 401 P: (860) 200-9163

East Hartford, CT 06108 W: www.parsons.com
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Table of Contents
1.0 GENERAL ........................................................................................................................................................................1
1.1 Location......................................................................................................................................................................1
1.2 Project Description ....................................................................................................................................................1
1.3 Purpose and Need.....................................................................................................................................................1
1.4 List of Structures .......................................................................................................................................................3
1.5 Proposed ramp naming convention .........................................................................................................................3
2.0 ENVIRONMENTAL DESIGN ............................................................................................................................................3
2.1 Environmental Impacts .............................................................................................................................................3
2.2 Environmental Related Permit Requirements.........................................................................................................7
3.0 HIGHWAY DESIGN ..........................................................................................................................................................7
3.1 Proposed improvements ...........................................................................................................................................7
3.2 Design Exceptions and Justifications.......................................................................................................................8
3.3 Proposed Geometric Design Data ............................................................................................................................9
3.4 Typical Sections.......................................................................................................................................................20
3.5 Interchange Configurations ....................................................................................................................................20
3.6 Sedimentation and Erosion Control.......................................................................................................................20
3.7 Concrete Pavement Repair.....................................................................................................................................20
4.0 STRUCTURAL DESIGN .................................................................................................................................................21
4.1 Geotechnical Conditions.........................................................................................................................................21
4.2 Hydrualics and Drainage Involvement...................................................................................................................23
4.3 Summary of Structure Types and Rehabilitation Study Reports..........................................................................23
4.4 Summary of Retaining Wall Study Reports ...........................................................................................................26
4.5 Staging and Sequence of Construction .................................................................................................................28
4.6 List of Special Provisions Required and Notices to Contractor ...........................................................................29
5.0 TRAFFIC DESIGN..........................................................................................................................................................29
5.1 Existing Conditions and Crash Data.......................................................................................................................29
5.2 Proposed MP/T Concepts and Selection...............................................................................................................30
5.3 MP/T and Sequence of Construction ....................................................................................................................31
5.4 Draft Traffic Management Plan..............................................................................................................................33
6.0 HYDROLOGY AND HYDRAULICS..................................................................................................................................34
6.1 Hydrologic Involvement and Water Resource Impacts.........................................................................................34
Project No. 0079-0246 Northbound Improvements Preliminary Design Report i

6.2 Proposed Improvements ........................................................................................................................................34
6.3 Justifications for Nonstandard Drainage Design Elements .................................................................................36
6.4 List of Permit Requirements...................................................................................................................................36
6.5 Detention Designs...................................................................................................................................................36
7.0 NOISE MITIGATION ......................................................................................................................................................37
8.0 SCHEDULE OF PROPERTY OWNERS...........................................................................................................................38
9.0 HISTORIC IMPACTS......................................................................................................................................................38
10.0 UTILITIES ......................................................................................................................................................................38
11.0 LIST OF SPECIAL PROVISIONS AND CONTRACTOR NOTICES....................................................................................39
12.0 CONSTRUCTION COST ESTIMATE ...............................................................................................................................39
13.0 PROJECT SCHEDULE ...................................................................................................................................................39
List of Tables
Table 1-1 – List of Structures.........................................................................................................................................................3
Table 2-1 – List of Wetland Impacts..............................................................................................................................................4
Table 2-2 - List of Floodplain Impacts............................................................................................................................................6
Table 3-1 - I-91 NB ..........................................................................................................................................................................9
Table 3-2 – I-691 WB ...................................................................................................................................................................10
Table 3-3 – Route 15 NB .............................................................................................................................................................11
Table 3-4 – Paddock Avenue .......................................................................................................................................................12
Table 3-5 – I-91 NB – Route 15 NB (9N5N) ...............................................................................................................................13
Table 3-6 – Route 15 NB – I-91 NB (5N9N) ...............................................................................................................................14
Table 3-7 – Route 15 NB – I-91 NB-2 (5N9N2) .........................................................................................................................15
Table 3-8 – Route 15 NB – I-691 WB (5N6W) ...........................................................................................................................16
Table 3-9 – I-91 NB – East Main Street (9NEM) ........................................................................................................................17
Table 3-10 – Route 15 NB – East Main Street (5NEM).............................................................................................................18
Table 3-11 – East Main Street – Route 15 NB (EM5N).............................................................................................................19
Table 4-1 - List of Proposed Structures.......................................................................................................................................24
Table 4-2 - List of Proposed Bridge Widenings...........................................................................................................................25
Table 4-3 - Bridge Condition Factors ...........................................................................................................................................26
Table 4-4 - Culvert Condition Factors ..........................................................................................................................................26
Table 4-5 - Northbound Retaining Wall Summary ......................................................................................................................27
Table 5-1 - Crash Types ................................................................................................................................................................30
Table 6-1 - List of Culvert Structures...........................................................................................................................................34
Table 8-1 - Schedule of Property Owner Right-Of-Way Impacts.................................................................................................38
Table 10-1 - List of Utility Companies..........................................................................................................................................38
iiProject No. 0079-0246 Northbound Improvements Preliminary Design Report Proposal Titleii
List of Figures
Figure 1-1 - NB Improvements Location Map ...............................................................................................................................2
Figure 2-1 - Floodplain Fill for Highway Widening.........................................................................................................................6
Figure 6-1 - Existing Watershed Map ..........................................................................................................................................35
Figure 6-2 - Proposed Detention/Infiltration Basin South of East Main Street........................................................................37
Appendices
Appendix A – Report of Utilities Coordination Meeting
Appendix B – Cost Estimate
iii
Project No. 0079-0246 Northbound Improvements Preliminary Design Report Proposal Title
iii
1.0 General
1.1 LOCATION
This proposed project is located on a segment of Interstate 91 (I-91) northbound (NB) that provides access to Route 15
(Wilbur Cross Parkway), Interstate 691 (I-691), and East Main Street in the City of Meriden. All three highways in the project
area consist of a complex system of mainline lanes, weave sections and ramp connections that form the I-91/I-691/Route
15 Interchange. The improvements proposed as part of this project encompass highway elements in the northbound
direction within the limits as described below.
 The limits of improvements begin on I-91 NB extending from the Meriden-Wallingford town line (MP 17.33) to
700 feet north of Bridge No. 01825 (Route 15 NB overpass; MP 20.03) for approximately 2.5 miles.
 The limits of improvements on Route 15 NB extend from Miller Avenue (MP 63.13) to 300 feet beyond the on-
ramp to I-691 WB (Interchange 68W; MP 64.90) for approximately 1.86 miles.
 The limits of improvements on I-691 WB extend from the gore area of the on-ramp from Route 15 NB
(Interchange 68W; MP 0.48) to Route 5/Broad Street overpass (MP 1.32) for approximately 0.8 mile.
The project location map is depicted in Figure 1-1.
1.2 PROJECT DESCRIPTION

The I-91/I-691/Route 15 Interchange Improvement project in the cities of Meriden and Middletown was initiated by the
Connecticut Department of Transportation (CTDOT, Department) to address operational and safety concerns associated
with capacity, congestion and weaving at the I-691 and Route 15 connections with I-91.
The I-91/I-691/Route 15 Interchange improvements in the City of Meriden and Middletown have been broken out into
three projects. The subject project is 0079-0246 which focuses on northbound improvements. The remaining two projects
are:
 State Project No. 0079-0245 (to be procured as a design/build contract)
o I-691 EB to I-91 NB Improvements
 State Project No. 0079-0240
o I-91 SB, Route 15 SB, and I-691 EB Improvements
1.3 PURPOSE AND NEED

The purpose of this project is to address traffic operational and safety concerns associated with capacity, congestion, and
weaving along Route 15 and I-91 in the northbound direction, as well as on the I-691 WB mainline. This project intends to
complete the following:
 Reduce traffic congestion to achieve a Level of Service (LOS) of D or better by design year 2051
 Improve safety associated with crashes caused by congestion and weaving
It is proposed to reconfigure the northbound approach at Interchange 16 for I-91 NB and Route 15 NB. The existing off-
ramp from I-91 NB to East Main Street will be reconstructed to include an additional lane for access to Route 15 NB. A
newly constructed off-ramp on Route 15 NB will provide access to I-91 NB. In addition, the existing Route 15 NB off-ramp
to I-691 WB will be widened to provide an additional lane to I-691 WB.
Project No. 0079-0246 Northbound Improvements Preliminary Design Report

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HORIZONTAL SCALE
1"=1500'
STATE PROJECT NO.: DATE:

STATE OF CONNECTICUT C
ON
NECTIC
U
T
A TIO N
DE
0079-0246 DEPARTMENT OF TRANSPORTATION

PA R T
FIGURE1-1
RT
M
O
E
5
N
06/23/2020
P
T S
OF N
TR A
CITY/TOWN:
NORTHBOUND IMPROVEMENTS
MERIDEN LOCATION MAP
1.4 LIST OF STRUCTURES
The list of structures included in Project No. 0079-0246 is provided in Table 1-1 below.
Table 1-1 – List of Structures
Structure No. Location
01818 Route 15 NB Over I-91
01825 Route 15 NB Over I-91 and exit ramp from I-91 SB to East Main Street
05382 Paddock Avenue Over Route 15
01818b Route 15 NB to East Main Street Exit Ramp Over I-91 to Route 15 NB Entrance
Ramp
01827 I-691 WB Over Route 15
01832 I-691 WB over Abandoned Ramp
03045 I-691 WB over Gravel Street
03044 North Wall Street Over I-691
01821 East Main Street Over I-91, Route 15 and entrance ramp from East Main Street to
Route 15 NB
01820 I-91/Route 15 NB Ramps at East Main Street over Willow Brook
03050 I-691 WB Over Willow Brook
79016 Baldwin Avenue over Willow Brook (No rehabilitation required)
79017 East Main Street over Willow Brook (No rehabilitation required)
79018 East Main Street over Willow Brook (No rehabilitation required)
1.5 PROPOSED RAMP NAMING CONVENTION

The naming convention for the project ramps are as follows: The roadway the traffic originates from make-up the first two
letters of the ramp abbreviation and the destination makes up the last two letters. Freeways and local roads have been
abbreviated as listed below:
o 9N = I-91 NB o 5N = Route 15 NB o EM = East Main Street o BS = Broad Street
2.0 Environmental Design
2.1 ENVIRONMENTAL IMPACTS

There are multiple wetland systems throughout the project corridor. Many of these systems, or “reaches” are associated
with the watercourses that run through the limits, specifically Willow Brook and the Unnamed Tributary to Willow Brook.
The Willow Brook has a FEMA Zone AE Floodplain associated with it throughout the project limits. In addition to wetland
impacts along the corridor, there will also be work within the floodplains. The only FEMA designated floodway within the
project limits is associated with the Spoon Shop Brook. There are no improvements planned near Spoon Shop Brook under
0079-0246.
WETLAND IMPACTS
Under 0079-0246, work will not impact the Unnamed Tributary to Willow Brook or Spoon Shop Brook and interaction with
Willow Brook proper will be limited to the portion of the watercourse south of East Main Street where the stream runs
parallel with the east side of I-91 northbound.
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Table 2-1 lists the extents of the impacts, locations, and descriptions/needs. The sheet number corresponds to the
Environmental Permit Plans included with the Environmental Resource Impact memo report under separate cover.
Table 2-1 – List of Wetland Impacts

Temporary Permanent Impact
Sheet Watercourse Wetland STA Description of Impacts
Impact (SF) (SF)
1 W 1007+60 Drainage Outlet Repairs

134
3 WL 1019+50 Drainage Outlet Repairs

122 17
3 WL 1027+50 Drainage Outlet Repairs

221 127
6 WB1 1060+50 Drainage Outlet Repairs

293 111
7 WB1-A 1070+50 Drainage Outlet Repairs

257 125

176

287
10 SGB 3019+75 Drainage Outlet Repairs

139

63

162
3044+00 to Widening of Route 15 NB, Installation
13 WBB
3051+25 5,913 8,357 of Retaining Wall
3051+80 to Widening of Route 15 NB, Installation
13 WBB
3052+35 153 of Retaining Wall

504 183
14 WB1-A 4+50 New Drainage Outlet

328 85
14 WB1-A 5+65 New Drainage Outlet

345 91
14 WB1-A 8+50 Removal of Existing Drainage Outlet

242
14 WB2 5+65 to 11+15 Fill between Ramps 9NEM & 5NEM

7,112
3069+10 to Installation of new Ramp 9N5N,
15 WB2
3075+00 6,819 Realignment of Route 15 NB
15 WB2 121+75 to 123+15 Installation of new Ramp 5NEM

713
15 WB2 122+50 to 125+85 Installation of new Ramp 5NEM

3,905
16 Willow Brook 138+50 Access Repairs to 01820
16 WB2 138+50 233 Access Repairs to 01820
16 Willow Brook 135+00 Access Repairs to 79017 & 79018
16 WB2 135+00 5,215 Access Repairs to 79017 & 79018
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Temporary Permanent Impact
Sheet Watercourse Wetland STA Description of Impacts
Impact (SF) (SF)
17 WB2 144+50 to 147+25 3,215 Widening of Ramp EM5N

2,961
18 Willow Brook 3086+00 Access Repairs to 01822
18 N/F 3086+00 Access Repairs to 01822
22 WB4 194+90 463 Drainage Outlet Repairs
22 WB4 195+65 235 New Drainage Outlet

134
23 WB4 197+40 to 199+00 151 Retaining wall for Ramp 5N6W

203
*Estimated pending development of final reports on structure repairs
Approximately 0.37 acres of temporary and 0.73 acres of permanent wetland impacts are currently proposed. Most of
these impacts, as noted in the table above, are required for the repairs to various drainage outlets. However, the largest
of the permanent impacts are required for the widening of highway ramps and mainline travel ways. In these areas,
retaining walls are proposed to minimize the permanent impact areas.
All temporary impact areas will be reestablished with new plantings at the end of the contract and at the direction of OEP
and CTDEEP.
WETLAND MITIGATION
Preliminary field review of two potential wetland mitigation sites was conducted in February 2021. Preliminary layout plans
for these areas are included within the Environmental Impacts memo report under separate cover.
Site 1 is located within the southern “Y” area created by the diverging I-91 and Route 15 highways. The area has
approximately four acres of available space currently owned by the City of Meriden. The triangular area is surrounded by
wetlands on two sides and appears to be naturally fed by ground water and runoff from the subdivision along the southern
border.
Site 2 is located within the horseshoe-shaped on-ramp from East Main Street to Route 15/I-91 northbound. The site is
approximately 2 acres in size, though only a portion of that would be feasible for wetland creation. There are two drainage
ditches that run through the center of the site and discharge into Willow Brook at the northeast corner of the site. In
addition to wetland mitigation, this area could potentially be used to mitigate floodplain impacts as well.
FLOODPLAIN IMPACTS
In addition to impacts to wetlands and watercourses, there will be work within the 100-year calculated floodplains for
Willow Brook and Spoon Shop Brook at several locations. Most of these impacts will be temporary in nature for access to
culvert/structure repairs or the installation of drainage outlets. However, some impacts within the floodplain will be
permanent fill for the widening of the highway or ramps. While the volumes of these fills will be relatively small by
comparison to the overall floodplain, they will be mitigated with compensatory storage within the interior area of horseshoe
onramp just south of East Main Street, which is also one of the proposed wetland mitigation areas. Table 2-2 below
identifies the proposed temporary and permanent impacts to the floodplain under Contract 0079-0246:
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Table 2-2 - List of Floodplain Impacts
Sheet Floodplain Impact (SF) Impact STA Description of Impacts
8 199 Temporary 2076+50 Drainage Outlet Repairs
8,14 2,160 Temporary 2083+30 to 2086+55 Installation of Ramp 5S9S
8,14 1,306 Permanent 2084+25 to 2086+60 Fill For Ramp 5S9S
19 2,295 Temporary 4086+00 Access Repairs to 01822 and 01823
19 786 Temporary 4087+50 Access Repairs to 01822 and 01823
20 1,489 Temporary 4104+50 Drainage Outlet Repairs
21 1,400 Temporary 418+35 Access Repairs to 01839
22 965 Temporary 421+60 Access Repairs to 01840
37 1,000* Temporary 6131+90 Access Repairs to 01841
38 1,500* Temporary 6152+50 Access repairs to 96" CMP under I-691WB
38 1,500* Temporary 6153+40 Access repairs to 96" CMP under I-691WB
*Estimated pending development of final reports on structure repairs
Figure 2-1 - Floodplain Fill for Highway Widening
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2.2 ENVIRONMENTAL RELATED PERMIT REQUIREMENTS
This project will require the filing of multiple environmental permit applications as well as coordination with several local,
state, and federal agencies.
 CTDOT Flood Management Certification (FMC)
 CTDEEP Request for Authorization Form for the General Permit for Water Resource Construction Activities
(Activities 1, 5 & 8)
 USACE Section 404 Pre-Construction Notification for NWP Activity (Potentially Individual depending on impacts)
 CTDEEP General Permit for Stormwater and Dewatering Wastewaters Associated with Construction Activity
 Coordination with:
o USACE
o CTDEEP Fisheries
o EPA
o CTDEEP NDDB
o SHPO
o City of Meriden
3.0 Highway Design
3.1 PROPOSED IMPROVEMENTS

I-91 NB
The proposed improvements on I-91 NB include the following:
 Shift I-91 NB travel lanes left – I-91 currently has three lanes in the northbound direction except for a stretch
between Bridge Nos. 01818 (Route 15 NB over I-91 south of East Main Street) and 01825 (Route 15 NB over I-
91 north of East Main Street) where it has only two lanes. The proposed two-lane entrance from Route 15 NB
merges with I-91 NB slightly south of the Bridge No. 01821. The two-lane section of I-91 NB is proposed to be
shifted left so that the resulting four-lane section can be accommodated within the existing 57-foot-wide span of
Bridge No. 01821. This two-lane ramp will eventually merge into one-lane in the vicinity of the Bridge No. 01825.
The additional lanes will reduce weaving, provide additional capacity, and increase transition lengths in the area.
 Realign I-91 NB to East Main Street Ramp Interchange 16 – This ramp will be realigned and widened to provide
an additional travel lane to provide access to Route 15 NB and continue to provide access to East Main Street.
The proposed ramp revisions will allow vehicles to access Route 15 NB from the right side as opposed to the left
side as currently existing. The new configuration will also eliminate a weaving area and increase the merging
distance along Route 15 NB.
 Mill and Repave – The portion of I-91 NB between Meriden/Wallingford townline and Bridge No. 01818 will be
milled and repaved.
Route 15 NB
The proposed improvements on Route 15 NB include the following:
 Widen Route 15 NB – Route 15 NB is proposed to be widened from two lanes to four lanes from Miller Avenue to
exit ramp to I-91 NB (current Exit 68 N-E). The new four-lane roadway will be reconfigured to provide a two-lane
entrance ramp to I-91 NB and two through lanes for Route 15 NB. The revised configuration will eliminate a
weaving point at the I-91/Route 15 junction.
 Relocate exit ramp to East Main Street (Interchange 67) – The exit ramp from Route 15 NB to East Main Street
(current Exit 67) will be replaced with a new one-lane ramp. The new configuration will require replacement of
Bridge No. 01818 carrying Route 15 NB over I-91.
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 Widen exit ramp to I-691 WB (Interchange 68W) – The exit ramp from Route 15 NB to I-691 WB (current Exit 68W)
will be widened to a two-lane ramp to provide additional capacity and reduce congestion.
 Replace Bridge No. 05382 (Paddock Avenue over Route 15) – This bridge is proposed to be replaced to
accommodate larger lateral under-clearances created by the proposed Route 15 NB and SB widened roadway
sections.
I-691 WB
The proposed added on ramp from Route 15 NB to I-691 WB will continue along I-691 WB to the Route 5/Broad Street
overpass which will require widening of Bridge No. 01827 (I-691 WB over Route 15) and Bridge No. 03045 (I-691 WB over
Gravel Street).
Additional improvements associated with this project include:
a. I-91 NB, I-691 WB, Route 15 NB, and Paddock Avenue pavement rehabilitation
b. I-91 NB, I-691 WB, Route 15 NB, and Paddock Avenue roadside safety improvements
c. Elimination of Bridge No. 01832 carrying I-691 WB over an abandoned ramp
d. Repair/rehabilitation and widening of two bridges (01821 and 03044), including deck patching and parapet
upgrades
e. Upgrades to existing drainage systems
f. Upgrade highway illumination
The project limits are depicted in Figure 1-1.
3.2 DESIGN EXCEPTIONS AND JUSTIFICATIONS

This is a 4R (resurfacing, restoration, rehabilitation, and reconstruction) project and it was initiated to make specific
improvements to the existing roadways including freeways, ramps, and local roads. The Project design exceptions and
justifications are provided in greater detail within the Northbound Improvements Design Exceptions Report. The approach
to identifying design exceptions is to apply the Department’s new construction criteria specifically to the geometric design
element that is being improved, unless the existing substandard condition is made worse, or a new deficiency is caused by
the proposed improvements. The deficiencies and justifications include the following:
 Shoulder width – Substandard shoulder widths are proposed for segments of I-91 NB, I-691 WB, and Route 15 NB.
Justifications include providing consistent corridors at tie-ins, avoiding impacts to the adjacent alignments of I-91 SB,
Route 15 SB, I-691 EB/WB, potential replacement of Bridge No. 01821 carrying East Main Street over I-91 and Route
15, potential impacts to Gethsemane Cemetery, and to minimize staging impacts to the traveling public.
 Horizontal curvature – Substandard horizontal radius is proposed on Bridge No. 01825 carrying Route 15 NB over I-
91. Bridge No. 01825 is proposed to be replaced within the existing footprint. Justifications for maintaining existing
radius include substantial construction as well life cycle costs.
 Stopping sight distance – Substandard stopping sight distance is proposed at two locations on Route 15 NB. The
project proposes to add fourth lane on Route 15 NB to carry entrance ramp from East Main Street. A retaining wall,
proposed along widened roadway to avoid impacts to Gethsemane Cemetery (historic resource), obstructs the line of
sight on horizontal curve of the roadway. The second location occurs on Bridge No. 01825. The bridge is located on
a horizontal with deficient radius. The bridge is proposed to be replaced within the existing footprint which has
deficient horizontal stopping sight distance offset. Justifications include avoiding impacts to the cemetery and
substantial construction as well as life cycle costs of maintaining bridge structure respectively.
 Shoulder cross slope – Substandard cross slopes of 1.5% for left shoulder are proposed on I-691 WB at bridge over
Route 15 (Bridge No. 01827). The existing bridge has a substandard minimum vertical clearance of 14’-11” and is
proposed to be widened to the left. Justifications include avoiding further reducing the minimum vertical clearance
underneath the bridge.
 Minimum vertical clearance – It is proposed to maintain existing substandard minimum vertical clearance for Bridge
No. 01827 (I-691 WB over Route 15) which is proposed to be widened. Justifications include avoiding reconstruction
of ramp junction and avoiding impacts to utilities, drainage, private properties, and the traveling public.
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3.3 PROPOSED GEOMETRIC DESIGN DATA
The proposed design data for each facility is provided in Table 3-1 through Table 3-11. Refer to Interstate Access
Modification Justification Report for detailed traffic volumes.
Table 3-1 - I-91 NB
Functional Design Classification Urban Freeway
Type of Area Suburban
Type of Improvement New Construction/Major Reconstruction Urban Freeway
2051 ADT 51,200
CTDOT HDM (2003 – REV. FEB
DESIGN ELEMENT EXISTING PROPOSED
2013)
Design Speed 65 MPH 65 – 70 MPH 65 MPH
85th Percentile Speed NB: 71 MPH N/A N/A
Lane Width 12’ 12’ 12’
Shoulder Width – Outside 10’ 1,2 12’ 1,2 3’ 1,2,*
Shoulder Width – Inside 4’ 1,2 12’ 1,2 2’ 1,2,*

Meet Approach Roadway Meet Approach Roadway Meets Approach Roadway
Bridge Width/Cross Slope
Width & Cross Slope Width & Cross Slope Width & Cross Slope
Min. Radius 2309’ 1665’ 2309’
K Crest 219 193 263
K Sag 160 157 160
Max. Grade 3.0% 4.0% 3.0%
Min. Grade 0.5% 0.5% 0.5%
Stopping Sight Distance 600’ 645’ 650’

1.2-2.9% adjacent to crown 1.5-2.0% adjacent to crown 1.5% adjacent to crown
Cross-Slope – Travel Lane
2.5% away from crown 2.0% away from crown 2.0% away from crown
Cross-Slope – Shoulder 4% – 6% 4% – 6% 4%
Maximum Superelevation 6.0% 6% 5.5%

New Hwy
Min. Vert N/A 16’-3” 16’-3”
Bridge
Clearance
Exist. Hwy
for 17’-4” 16’-0” 17’-4”
Bridge
Freeway
Under… Overhead
N/A 18’-0” 18’-0”
Signs
Min. Vertical Clearance:
Local/ Collector Under N/A 14’-3” N/A
Existing Highway Bridge
Roadside Clear Zone 30’ 26 - 30’ 30’
* Design Exception will be requested
1. 6+ lane highway (3 lanes in each direction)
2. Where the truck volumes exceed 250 DDHV, both the left and right shoulders should be 12 feet
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Table 3-2 – I-691 WB
2051 ADT 48,800
2013)
85th Percentile Speed WB: 65 MPH N/A N/A
Shoulder Width – Outside 10’ - 12’ 10’ 10’ - 12’
Shoulder Width – Inside 4’ 1,2 10’ 1 4’1*

Min. Radius 4000’ 1665’ 4000’
K Crest 193 193 193
K Sag 85 157 853
Max. Grade 3.2% 4.0% 3.2%
Min. Grade 0.8% 0.5% 0.8%
0.7-1.3% adjacent to crown 1.5-2.0% adjacent to crown 1.5% adjacent to crown

Cross-Slope – Shoulder 4% – 6% 4% – 6% 1.5%*
Maximum Superelevation 4% 6% 4%
New Hwy
Min. Vert N/A 16’-3” N/A
Bridge
Clearance
Exist. Hwy
for 16’-3” 16’-0” 16’-3”
Bridge
Freeway
Under… Overhead
N/A 18’-0” 18’-0”
Signs
Local/ Collector Under 14’-11” 14’-3” 14’-11”
1. 6+ lane highway (3 lanes in each direction)
2. Existing condition
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Table 3-3 – Route 15 NB
2051 ADT 37,600
2013)
NB: 67 MPH
85th Percentile Speed N/A N/A
SB: 66 MPH
Shoulder Width – Outside 10’ 10’ 10’
Shoulder Width – Inside 2’ 4’ (graded) + 4’(paved) 3’*

Min. Radius 1267’ 1665’ 1273’ 1*
Stopping Sight Distance 319’ 645’ 319’*
K Crest 157 193 196
K Sag 167 157 157
Max. Grade 4.0% 4.0% 3.2%
Min. Grade 0.7% 0.5% 0.7%
0.5-4.9 % adjacent to crown 1.5-2.0% adjacent to crown 1.5% adjacent to crown

Cross-Slope – Shoulder 4% 4% – 6% 4%
Maximum Superelevation 6.23% 6% 6%

New Hwy
Min. Vert N/A 16’-3” 16’-3”
Bridge
Clearance
Exist. Hwy
for 15’-10” 16’-0” 15’-10” 1
Bridge
Freeway
Under… Overhead
N/A 18’-0” 18’-0”
Signs
Local/ Collector Under 13’-10” 14’-3” 13’-10”
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Table 3-4 – Paddock Avenue
Functional Design Classification Minor Urban Arterial
Type of Area Urban
Type of Improvement New Construction/Major Reconstruction Minor Urban Arterial
2051 ADT 7,600
CTDOT HDM (2003 – REV.
JUNE 2020)
Design Speed 30 mph 30 mph – 40 mph 35 mph
85th Percentile Speed NOT AVAILABLE NOT AVAILABLE NOT AVAILABLE
Lane Width 12’ 11’ - 12’ 12’
Shoulder Width – Outside 3’ 4’ - 8’ 4’
Shoulder Width – Inside 3’ 2’ - 4’ 4’

Meet Approach Roadway
Bridge Width/Cross Slope 40’ 43’
Width & Cross Slope
Min. Radius 1982’ 345’ 1982’
K Crest 56 29 30
K Sag 75 49 50
Max. Grade 1.4% 8% 4.0%
Min. Grade 0.2% 0.5% 0.5%
1.0% -2.0% 1.5-2.0% adjacent to crown

Cross-Slope – Travel Lane 2%
2.0% away from crown
Same as adjacent travel
Cross-Slope – Shoulder 2% 2%
lane
Maximum Superelevation N/A 4.0% 2.8%
New Hwy
Min. Vert N/A 14’-6” 16’-3”
Bridge
Clearance
Exist. Hwy
for 14’-9” 14’-3” N/A
Bridge
Freeway
Under… Overhead
N/A 18’-0” N/A
Signs
Local/ Collector Under N/A 14’-3” N/A
Roadside Clear Zone 14’ 12’-14’ 14’
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Table 3-5 – I-91 NB – Route 15 NB (9N5N) (new ramp)
Functional Design Classification Interstate Ramp (Urban)
Type of Improvement Urban Freeway – New Construction/ Major Reconstruction
2051 ADT 15,800
CTDOT HIGHWAY DESIGN MANUAL
(CTHDM 2003 – REV. FEB 2013)
Design Speed (Ramp Proper) 40 MPH 45 – 55 MPH(CTHDM Fig 12-4A) 40 MPH1
Shoulder Width – Inside 2’ 4’ 4’
Min. Radius 1400’ 510’ (CTHDM Fig 8-2A) 800’
K Crest 268 44 (CTHDM Fig. 9-3C) 49
K Sag 176 64 (CTHDM Fig. 9-3D) 66
Min. Grade 0.2% 0.5% 0.5%
Max. Grade 1% 4% - 6% (CTHDM Fig. 12-4C) 2.4%
Stopping Sight Distance 611’ 305’ (CTHDM Fig. 7-1A) 317’
Cross-Slope – Travel Lane 1.5% 1.5% (CTHDM Fig. 12-4B) 1.5%
Cross-Slope – Shoulder 4% 1.5% – 4% (CTHDM Fig. 12-4B) 4%
Maximum Superelevation 6.0% 6% (CTHDM Fig. 8-2A) 5.4%
Roadside Clear Zone 14’ 10’ - 14’ (CTHDM Fig. 13-2A) 14’
1000’ EX-EX (AASHTO 2011

Dist. Between Ramps 750’ 2050’
Exhibit 10-68)
Deceleration Length N/A 390’ (CTHDM Fig. 12-3A) N/A2
Acceleration Length N/A 770’ (CTHDM Fig. 12-3D) N/A3
2. Lane drop
3. Lane addition
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Table 3-6 – Route 15 NB – I-91 NB (5N9N)
2051 ADT 18,400
(CTHDM 2003 – REV. FEB 2013)
Design Speed (Ramp Proper) 45 – 55 MPH(CTHDM Fig 12-4A) 40 MPH1
Lane Width 12’ 12’
Shoulder Width – Outside 10’ 10’
Shoulder Width – Inside 4’ 4’
Min. Radius 510’ (CTHDM Fig 8-2A) 588’
K Crest 44 (CTHDM Fig. 9-3C) 61
K Sag 64 (CTHDM Fig. 9-3D) 79
Min. Grade 0.5% 0.51%
Max. Grade No Existing Ramp2 4% - 6% (CTHDM Fig. 12-4C) 5.2%
Stopping Sight Distance 305’ (CTHDM Fig. 7-1A) 306’
Cross-Slope – Travel Lane 1.5% (CTHDM Fig. 12-4B) 1.5%
Cross-Slope – Shoulder 1.5% – 4% (CTHDM Fig. 12-4B) 4%
Maximum Superelevation 6% (CTHDM Fig. 8-2A) 6.0%
Roadside Clear Zone 10 - 14’ (CTHDM Fig. 13-2A) 14’
500’ EX-EN (AASHTO 2011

Dist. Between Ramps 1900’
Exhibit 10-68)
Deceleration Length 390’ (CTHDM Fig. 12-3A) 422’
Acceleration Length 770’ (CTHDM Fig. 12-3D) 1575’

2. Existing values are included in Table 3-7
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Table 3-7 – Route 15 NB – I-91 NB-2 (5N9N2) (existing ramp)
2051 ADT 6,700
(CTHDM 2003 – REV. FEB 2013)
K Sag 57 64 (CTHDM Fig. 9-3D) 571
Min. Grade 0.45% 0.5% 0.45%1
Max. Grade 3.5% 4% - 6% (CTHDM Fig. 12-4C) 3.5%
Roadside Clear Zone 14’ 10 - 14’ (CTHDM Fig. 13-2A) 14’

Exhibit 10-68)
Deceleration Length N/A’ 390’ (CTHDM Fig. 12-3A) N/A’2
Acceleration Length 750’ 770’ (CTHDM Fig. 12-3D) 750’3

2. Lane drop
3. Existing condition outside of project limits
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Table 3-8 – Route 15 NB – I-691 WB (5N6W)
2051 ADT 20,200
(CTHDM 2003 – REV. FEB 2013)
K Sag 56 64 (CTHDM Fig. 9-3D) 561
Min. Grade 2.9% 0.5% 2.9%
Max. Grade 7% 4% - 8% (CTHDM Fig. 12-4C)4 7%1,4
2000’ EN-EX (AASHTO 2011

Exhibit 10-68)
Deceleration Length 765’ 390’ (CTHDM Fig. 12-3A) N/A2
Acceleration Length N/A3 770’ (CTHDM Fig. 12-3D) N/A3

2. Lane drop
3. Lane addition
4. Manual allows 2% additional slope for downgrade
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Table 3-9 – I-91 NB – East Main Street (9NEM)
Functional Design Classification Exit/Entrance Ramp (Urban)
2051 ADT 3,900
(CTHDM 2003 – REV. FEB 2013)
Design Speed (Ramp Proper) 35 MPH 30 – 45 MPH 35 MPH
Min. Radius 800’ 385’ (CTHDM Fig. 8-2A) 1000’
K Sag 120 49 (CTHDM Fig. 9-3D) 49
Min. Grade 0.5% 0.5% 0.6%

Exhibit 10-68)
Intersection Sight Distance 540’ 540’ (CTHDM Fig. 11-2D) 540’
Deceleration Length 375’ 390’ (CTHDM Fig. 12-3A) N/A
Acceleration Length N/A 1000’ (CTHDM Fig. 12-3D) N/A
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Table 3-10 – Route 15 NB – East Main Street (5NEM)
2051 ADT 3,200
(CTHDM 2003 – REV. FEB 2013)
Design Speed (Ramp Proper) 35 MPH 30 – 45 MPH 35 MPH
Min. Radius 800’ 385’ (CTHDM Fig. 8-2A) 464’
K Crest N/A 29 (CTHDM Fig. 9-3C) 46
K Sag 95 49 (CTHDM Fig. 9-3D) 49
Min. Grade 1.2% 0.5% 0.5%
Maximum Superelevation 6% 6% (CTHDM Fig. 8-2A) 5.9%

Exhibit 10-68)
Intersection Sight Distance 540’ 540’ (CTHDM Fig. 11-2D) 540’
Deceleration Length 335’ 440’ (CTHDM Fig. 12-3A) 559’
Acceleration Length N/A 1120’ (CTHDM Fig. 12-3D) N/A
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Table 3-11 – East Main Street – Route 15 NB (EM5N)
2051 ADT 6,500
(CTHDM 2003 – REV. FEB 2013)
Design Speed (Ramp Proper) 25 MPH 30 – 55 MPH 25 MPH1
Lane Width 12’-18’ 12’ 14’
190’ (CTHDM Fig. 11-4D – Loop

Min. Radius 248’ 248’
Ramp)
K Sag 71 49 (CTHDM Fig. 9-3D) 71
Min. Grade 0.20% 0.5% 0.20%1

Exhibit 10-68)
Deceleration Length N/A 440’ (CTHDM Fig. 12-3A) N/A
Acceleration Length 800’ 1120’ (CTHDM Fig. 12-3D) 826’2

2. Acceleration length constrained by culvert carrying Willow Brook under Route 15 and I-91
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3.4 TYPICAL SECTIONS
This project proposes to incorporate the following improvements:
 The cross slopes of the roadways that will be milled and repaved will be corrected with the help of wedge courses
to meet the standard values.
 The roadside existing guiderail will be replaced with a MASH compliant guiderail.
 To protect existing bridge piers at the locations where shoulder widths are very narrow, 54” vertical barriers are
proposed to comply with the zone of intrusion requirements.
 Maximum 2:1 side slopes are proposed with exception of a few localized areas where 1.5:1 slopes are proposed
to minimize impacts to private property and/or regulated areas.
The proposed typical sections are provided under a separate cover within the Project Plans.
3.5 INTERCHANGE CONFIGURATIONS

The proposed interchange configuration for each mainline within the Project area are as follows:
 I-91 NB will connect to East Main Street and Route 15 NB via Exit 16. The existing Exit 17 to Route 15 NB will be
eliminated.
 I-91 NB is accessed by Route 15 NB from the left-hand side ramp. However, this ramp will merge with I-91 NB on
the right-hand side just south of Bridge No. 01821 carrying East Main Street over I-91 and Route 15.
 Route 15 connects to I-691 WB connects via Interchange 68W. I-691 WB continues in westerly direction and
connects to South Broad Street via Interchange 8.
 East Main Street connects to Route 15 NB via a loop ramp. The traffic from East Main Street that is destined for I-
91 NB and I-691 WB will continue travel on Route 15 NB. I-91 NB will be accessed via Interchange 68 N-E and I-
691 WB will be accessed via Interchange 68W.
3.6 SEDIMENTATION AND EROSION CONTROL

The purpose of erosion and sediment control is to reduce runoff velocities during construction in order to protect the
ecosystem including wetland areas surrounding the proposed project. The Sediment and Erosion Control design consists
of utilizing silt fences placed at a 10-foot offset from the toe of slope on any new fill slopes placed. The fill slope will be
stabilized with erosion control matting by placing the matting between the new edge of road and the cut or fill lines
throughout the project limits. In areas with milling and resurfacing, silt fences will be placed at a 10-foot offset of the toe
of slope within the project. All proposed slopes on the project are a maximum of 2:1 (with a few exceptions where 1.5:1
slopes are proposed), so that the silt fencing will have sufficient capacity to contain the sediment during construction
activity. The existing catch basins will be protected using hay bale barriers to block sediment from infiltrating the existing
drainage system.
3.7 CONCRETE PAVEMENT REPAIR

Repair locations within the project limits generally fall into two categories: Joint Repairs and Slab Distress Repairs. Joint
Repairs are intended to address failing joints with poor joint load transfer. Slab Distress Repairs are intended to address
any areas defects near the joint (corner breaks, spalls, etc.), mid-slab distresses, and any areas identified as high potential
areas of distress within pavement layers from GPR data. All full depth new construction for widenings and revised
alignments have been designed using 30-year design lives. Further pavement report details for will be provided under a
separate cover.
The overall pavement design being recommended for mainline I-91 and I-691 will incorporate milling down to concrete
pavement, performing joint repairs, slab repairs, crack repairs and overlaying with AC pavement for a 20-year design life.
While a 30-year design life is the preferred duration stated by CTDOT, the required overlay on heavily traveled I-91 and I-
691 was found to result in excessive overlay thicknesses and corresponding impacts. Given this, along with the age and
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anticipated future decay of the underlying PCC pavement, it was felt that a 20-year design for these roadways was most
appropriate and feasible. For Route 15 and all ramps, the same design approach will be applied, only using a 30-year
overlay thickness, which for these lower volume roadways was found to be close to current overlay thickness values.
4.0 Structural Design
4.1 GEOTECHNICAL CONDITIONS

Geotechnical conditions for the proposed structures and major rehabilitation structural improvements are as listed below.
Note that all provided elevations are measured from the current vertical datum.
Bridge No. 01818 (Proposed Structure): Subsurface information for the bridge includes thirteen borings performed as part
of the design of the original bridge in 1962. There are six additional borings planned as part of preliminary design for CTDOT
Project No. 0079-0246 that will be performed for the proposed replacement bridge to confirm conditions encountered in
the historical borings and provide additional subsurface data. The borings were not complete at the time of preparation of
this report.
Based on the historical borings, as well as historical design plans that show existing and proposed site conditions at the
time of design and construction of the original bridge, subsurface conditions, in order of decreasing depth are anticipated
to generally consist of fill placed during construction of the existing bridge, overlying natural granular soils consisting of
sand with varying amounts of silt, clayey silt and gravel (e.g. Glacial Till); which in turn overlies Weathered Graywacke
Bedrock intermixed with Glacial Till, and sandstone bedrock. The top of the sandstone bedrock was encountered in the
historical borings ranging from approximately EL. 253 to EL. 246.
Bridge No. 01818b (Proposed Structure): There are no historical borings within the immediate area of the proposed Bridge
No. 01818B. There are four borings planned as part of preliminary design for CTDOT Project No. 0079-0246 that will be
performed to evaluate subsurface conditions at the proposed bridge location. The borings were not complete at the time
of preparation of this report.
Subsurface information from borings performed for the existing nearby bridges Bridge Nos. 01818 and 01821 located
approximately 800 feet south and 1,300 feet north of the proposed bridge location, respectively, and from existing
topographic and geologic maps was reviewed to approximate existing subsurface conditions at the proposed new bridge.
Subsurface conditions at the proposed new bridge, in order of decreasing depth, may consist of topsoil and/or fill placed
during construction of the adjacent roadways overlying natural soils (sand, silt, clayey silt, gravel, boulders), which in turn
overlies bedrock. The top of bedrock may be encountered within 50 feet of existing ground surface and the depth to
groundwater may be within 10 to 20 feet of existing ground surface at the proposed bridge location.
Bridge No. 05382 (Proposed Structure): Subsurface information for the bridge includes four borings performed as part of
the design of the original bridge in 1943, including two borings at the south abutment and two borings at the center pier.
No borings were apparently taken at the north abutment. There are four additional borings planned as part of preliminary
design for CTDOT Project No. 0079-0246 that will be performed for the proposed replacement bridge to confirm conditions
encountered in the historical borings and provide additional subsurface data. The borings were not completed at the time
time of design and construction of the original bridge, subsurface conditions, in order of decreasing depth, generally consist
of fill overlying natural “Hardpan & Cobbles” and weathered sandstone bedrock. There was an approximate five- to eight-
foot-thick layer of sand, gravel & cobbles overlying the weathered sandstone bedrock at the south abutment. The top of
the weathered sandstone bedrock was encountered in the historical borings at approximately EL. 285 at the south
abutment and at approximately EL. 283 at the center pier, corresponding to a depth of approximately 37 feet below the
approach roadway behind the south abutment and 15 feet below the Route 15 roadway.
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Bridge No. 01825 (Proposed Structure): Subsurface information for the bridge includes eight borings performed as part
of the design of the original bridge in 1960. There are seven additional borings planned as part of preliminary design for
CTDOT Project No. 0079-0246 that will be performed for the proposed replacement bridge to confirm conditions
encountered in the historical borings and provide additional subsurface data. The borings were not complete at the time
to generally consist of fill placed during construction of the embankments for the Wilbur Cross Parking and construction of
the I-91 roadway below overlying natural granular soils consisting of Sand with varying amounts of Silt and Gravel and Silt
with varying amounts of Sand and Gravel. The natural soils overlie Weathered Bedrock and Sandstone Bedrock. The top
of Sandstone Bedrock was encountered in the historical borings ranging from approximately El. 265 to El. 273.
Bridge No. 01827 (Major Rehabilitation): Subsurface information for the bridge includes six borings performed as part of
the design of the original bridge in 1965. There are three additional borings planned as part of preliminary design for CTDOT
Project No. 0079-0246 that will be performed for the proposed bridge rehabilitation and widening to confirm conditions
encountered in the historical borings and provide additional subsurface data in the location of the bridge widening. The
borings were not complete at the time of preparation of this report.
to generally consist of fill placed during construction of the existing bridge overlying natural soils consisting predominantly
of sand with varying amounts of Silt and Gravel which in turn overlies Sandstone Bedrock. Cobbles and small boulders
were encountered in three borings within the natural granular soil stratum. The top of Sandstone Bedrock was encountered
in the historical borings ranging from approximately El. 236 to El. 239.
Bridge No. 01832 (Bridge Replacement with Earthen Embankment): Subsurface information for the bridge includes four
borings performed as part of the design of the original bridge in 1962. There are no additional borings planned as part of
the regrading and embankment construction in the area of the existing bridge that is proposed as part of preliminary design
for CTDOT Project No. 0079-0240.
to generally consist of fill placed behind the abutments to raise the grade for the approach roadways overlying natural soils
consisting predominantly of sand with varying amounts of Silt and Gravel that is interbedded with Silt with varying amounts
of Sand. The natural soils overlie Sandstone Bedrock. Cobbles and small boulders were encountered in all the borings
within the predominantly sand layers. The top of Sandstone Bedrock was encountered and confirmed by coring at
approximately El. 222 in one boring performed on the north side of the bridge at the west abutment.
Bridge No. 03045 (Major Rehabilitation): Subsurface information for the bridge includes four borings performed as part of
the design of the original bridge in 1962. There are two additional borings planned as part of preliminary design for CTDOT
Project No. 0079-0240 that will be performed for the proposed bridge rehabilitation and widening to confirm conditions
encountered in the historical borings and provide additional subsurface data. The borings were not complete at the time
Based on the historical borings as well, as historical design plans that show existing and proposed site conditions at the
to generally consist of fill placed during construction of the existing bridge overlying natural granular soils consisting of
sand with varying amounts of clayey silt and gravel, which in turn overlies Sandstone Bedrock. In two of the borings along
the south side of the bridge, there was a layer of clayey silt with various amounts of sand and gravel underlying the natural
granular soils. The top of Sandstone Bedrock was encountered in one historical boring on the north side of the bridge at
the east abutment at approximately El. 229.
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Bridge Nos. 01821 and 03044: The scope of work for these bridges does not include any major substructure rehabilitation
work, just concrete repairs and application of a penetrating sealer. Therefore, geotechnical investigations are not required
for these bridges.
Culvert Nos. 01820, 03050, 79016, 79017, and 79018: The scope of work for these culverts does not include any major
rehabilitation work or replacements. Therefore, geotechnical investigations are not required for these culverts.
4.2 HYDRUALICS AND DRAINAGE INVOLVEMENT

Willow Brook flows generally north through the project, converging with Harbor Brook north of the project corridor. Eight
structures carry Willow Brook through the project area, four (4) of which fall under the 0079-0246 contract; 01820, 03050,
79017, and 79018. The remaining structures carrying Willow Brook are included in contract 0079-0240 and discussed
under a separate cover.
To evaluate Willow Brook, peak flow rates were computed using USGS StreamStats, adjusted for urbanization. The flows
were presented in the approved “Hydrologic Design Report, revised 11/25/20.” The design flows were run through existing
and proposed geometry in HEC-RAS. For culverts 01820 and 03050, minor repairs are proposed which do not impact the
hydraulic capacity of the structures; the existing and proposed geometry are the same. No modifications to the Town-
owned culverts 79017 and 79018 are proposed. Minor roadway widening and the resultant fill/cut was not modeled as it
does not encroach on the floodplain of Willow Brook.
There are proposed increases in impervious area resulting from roadway widening and ramp realignment within the project
limits. To minimize impacts to the stream channels and hydraulic structures, the increased runoff and therefore the peak
flows will be controlled at critical analysis points as part of the drainage design. Willow Brook and the modeled structures
will not be adversely impacted from increased runoff.
Culverts 01820, 03050, 79017, and 79018 are intermediate structures per the CTDOT Drainage Manual Table 8-4 based
on drainage areas ≥1 and <10 mi2. The hydraulic analysis demonstrates all structures are hydraulically adequate, passing
the 100-year and 500-year design storms and providing > 1-foot freeboard. Within the reach included under contract
0079-0246, there are no changes in water surface elevations from existing to proposed. A full discussion is provided
under the “Hydraulic Analysis Design Report, dated 11/01/21”.
Refer to Section 2.2 of this report for a list of permit requirements.
4.3 SUMMARY OF STRUCTURE TYPES AND REHABILITATION STUDY REPORTS

There are a total of 14 structures in the Northbound Project 0079-0246 (five culverts and nine bridges).
Of the nine bridges in the scope, three are replacements of existing structures (01818/01818a, 01825, 05382), one
bridge is an entirely new structure (01818b), two are structure widenings (01827 & 03045), and one bridge will be widened
and replaced with an embankment (01832). The remaining two bridges (01821 & 03044) are proposed minor
rehabilitations.
Of the five culverts in the scope, three culverts (79016, 79017, and 79018) are municipally owned culverts, with no
rehabilitation or modifications proposed. The remaining two culverts (01820 and 03050) are proposed to be rehabilitated.
PROPOSED STRUCTURES
The list of structures that are replacement/new structures in Project No. 0079-0246 is provided in Table 4-1 below. For a
detailed discussion of the replacement structures please refer to the individual structure type studies.
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Table 4-1 - List of Proposed Structures
Structure Skew (degrees) Length (ft) No. Spans Curb-Curb (ft) Out-Out (ft)
Bridge No. 40° to 50° 300’ to 350’ 2 83’-0” 86’-2 ½“
01818/01818a*
Bridge No. 01825* 40° to 50° 300’ to 350’ 2 to 4 50’-0” 53’-2 ½“
Bridge No. 05382 51.6° 237.25’ 2 32’-0” 40’-0”
Bridge No. 01818b* 45° 90’ to 100’ 1 34’-0” 37’-2 ½"

Bridge No. 01818b 45 90’ 1 34’-0” 37’-2 ½"
*Structures currently under design. Structure Type Studies for bridges 01818/01818a, 01825, and 01818b not complete at the time of preparation
of this report.
Bridge No. 01818

Bridge No. 01818 (Route 15 NB over I-91) will be replaced with a new structure to accommodate the highway
improvements. The original Preliminary Design Scope outlined rehabilitation for existing Bridge No. 01818 and constructing
a new bridge (01818a) adjacent to 01818. Further study and evaluation of this concept revealed that replacing Bridge No.
01818 and combining it with the proposed Bridge No. 01818a provided for an improved highway layout. The proposed
replacement to Bridge No. 01818 will carry four 12-foot travel lanes, a 10-foot right, a four-foot left shoulder, and 21-foot
sight distance offset from the shoulder due to the horizontal curve (62’-0” travel way, plus 21’ offset (curb-curb = 83’-0”)).
The bridge will provide adequate minimum vertical clearance (16’-3”) to the travel way below (I-91 SB and I-91 NB).
Proposed structure 01818/01818a is currently under design.
Bridge No. 01825
Bridge No. 01825 (Route 15 NB over I-91) will be replaced with a new structure to accommodate the highway
improvements. The original Preliminary Design Scope outlined rehabilitation for existing Bridge No. 01825. Further study
and evaluation of this concept revealed that replacing Bridge No. 01825 provided for an improved highway layout. The
proposed replacement to Bridge No. 01825 will carry three 12-foot travel lanes, a 10-foot right shoulder, and four-foot left
shoulder (50’-0” travel way). The bridge will provide adequate minimum vertical clearance (16’-3”) to the travel way below
(I-91 SB and I-91 NB). Proposed structure 01825 is currently under design.
Bridge No. 05382
Bridge No. 05382 (Paddock Avenue over Route 15) will be replaced with a new structure to accommodate the highway
improvements. The proposed replacement to Bridge No. 05382 will carry two 12-foot travel lanes (bi-directional traffic), a
four-foot right shoulder, four-foot left shoulder (32’-0” travel way) and a 5’-6” sidewalk. The bridge was aligned to minimize
the skew angle which is governed by the central pier and the limited median width between Route 15 NB and Route 15
SB. While the minimum vertical clearance needed for a new bridge over a parkway is 14’-6”, a minimum vertical clearance
of 16’-3” was provided. The proposed structure will consist of a two span, continuous superstructure with approximately
113’ and 125’ spans. The proposed configuration maintains the existing horizontal alignment of Paddock Avenue, while
minimizing the skew associated with the central pier. Due to the moderately high skew (51.56 degrees), span length, and
flexibility of steel, a steel plate, multi-girder system with a reinforced concrete slab is the preferred superstructure
configuration. The substructure will be supported by conventional cast-in-place reinforced concrete abutments and wall
pier. The cast-in-place reinforced concrete abutments will be supported on spread footings and the wall pier will be
supported by a micro-pile foundation.
Bridge No. 01818b
Bridge No. 01818b (Route 15 NB to East Main Street over I-91 NB to Route 15 NB) is a new structure to accommodate
the highway improvements. The proposed Bridge No. 01818b will carry one 12-foot travel lane, a 12-foot right shoulder,
and 10-foot left shoulder (34’-0” travel way). The bridge was aligned to limit the maximum allowable skew to 45 degrees
and provide adequate minimum vertical clearance (16’-3”) to the travel way below (I-91 NB to Route 15 NB). The proposed
structure will span approximately 100 feet and be simply supported. The proposed configuration is the shortest crossing
over the I-91 NB to Route 15 NB ramp while maintaining the requirements of the highway design criteria. Due to the
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moderately high skew (45 degrees), and flexibility of steel, a steel plate, multi-girder system with a reinforced concrete slab
is the preferred superstructure configuration. The substructure configuration design is ongoing.
PROPOSED WIDENINGS
The list of structures that are proposed widenings in Project No. 0079-0246 is provided in Table 4-2 below. For a detailed
discussion of the modifications required for the structure widenings please refer to the individual Rehabilitation Study
Reports provided under a separate cover.
Table 4-2 - List of Proposed Bridge Widenings
Bridge Exist. Curb-Curb (ft) Prop. Curb-Curb (ft) Exist. Out-Out (ft) Prop. Out-Out (ft)
01829 61’-10” 70’-0” ± 65’-6” 73’-5” ±
03052 51’-10” 72’-0” 55-6” 75’-5” ±
Bridge No. 01827

Bridge No. 01827 (I-691 WB over Route 15) will be widened to accommodate the highway improvements of I-691 WB. The
structure will be widened to the south (towards I-691 EB). The proposed widening will allow the structure to carry four 12-
foot travel lanes, a 10-foot ± right and four-foot left shoulder (62’-0” ± travel way).
The widened portion of the structure was investigated for minimum vertical clearance to ensure it would not further limit
the vertical clearance of the structure.
Due to highway limitations (minimum vertical clearance), constructability, aesthetics, and ease of maintenance, the
proposed superstructure will match the existing superstructure in kind. The substructure will be extended to support the
structure widening. The existing cast-in-place reinforced concrete abutments are supported by a shallow foundation, as
such the proposed substructure will also be supported by a shallow foundation.
Bridge No. 01832
Bridge No. 01832 (I-691 WB over Abandoned Ramp) will be replaced with an earthen embankment to accommodate the
highway improvements of I-691 WB. The existing bridge structure and proposed embankment will be constructed in stages
working south to north, in order to maintain traffic and safely perform the work. The proposed embankment will have a 2:1
slope and carry four 12-foot travel lanes, a 10-foot ± right and four-foot left shoulder (62’-0” ± travel way).
Bridge No. 03045
Bridge No. 03045 (I-691 WB over Gravel Street) will be widened to accommodate the highway improvements of I-691 WB.
The structure will be widened to the south (towards I-691 EB). The proposed widening will allow the structure to carry four
12-foot travel lanes, a 10-foot ± right and 10-foot left shoulder (68’-0” ± travel way).
The widened portion of the structure was investigated for minimum vertical clearance to ensure it would not further limit
the vertical clearance of the structure. The proposed widening will match the existing structure in kind.
Due to highway limitations (minimum vertical clearance), constructability, aesthetics, and ease of maintenance, the
proposed superstructure will match the existing structure in kind. The substructure will be extended to support the structure
widening. The existing cast-in-place reinforced concrete abutments are supported by a shallow foundation, as such the
proposed substructure will also be supported by a shallow foundation.
Structure Rehabilitation
The list of structures which will undergo minor rehabilitation in Project No. 0079-0246 is provided in Table 4-3 and Table
4-4 below. For a detailed discussion of the condition based and safety improvements required for the structures please
refer to the individual Rehabilitation Study Reports provided under a separate cover.
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Table 4-3 - Bridge Condition Factors
Bridge Deck Condition (58) Superstructure Condition (59) Paint Substructure Condition (60)
03044 5 6 3 7
01821 6 6 5 6
NBI condition factors are per the latest inspection report on file
Table 4-4 - Culvert Condition Factors

Culvert Channel Protection (61) Culvert (62)
01820 6 6
03050 6 6
NBI condition factors are per the latest inspection report on file
Bridge Nos. 03044 and 01821

Bridges 03044 and 01821 carry local roads (North Wall Street and East Main Street respectively) over highways (I-691
and I-91 & Route 15 respectively) These bridges will undergo removal of the existing wearing surface, patching of the
concrete deck, new waterproofing membrane, and wearing surface. The joints of this structures will be replaced during the
re-surfacing. The existing sidewalks and safety-walk parapets will be repaired, and new protective fencing will be installed
to provide a minimum of 8’-0” from the top of the sidewalk to the top of the fence. The entire steel superstructure will
undergo full abrasive blast cleaning and field painting. Additional miscellaneous tasks will include replacement of the
expansion bearings, cleaning and painting the fixed bearings, and replacing the fixed bearings for Bridge No. 01821 only,
patching spalls and cracks in the substructure, and steel repairs for the superstructure. A full list of rehabilitation tasks is
provided within the Rehabilitation Study Report under a separate cover.
Culvert Nos. 01820 and 03050
The culvert structures noted here are cast-in-place twin cell reinforced concrete four-sided box culverts with wingwalls at
both upstream and downstream ends. The culverts will undergo concrete rehabilitation including rehabilitation of leaking
joints between culvert segments utilizing expanded polystyrene fill and removal of debris and vegetation that adversely
impacts the flow of water through the culvert. Water handling will be required to facilitate rehabilitation of the culvert. Water
will be diverted into one cell of the culvert using water diversion barriers (e.g. sandbags), while the other cell is rehabilitated.
Subsequently the flow of water will be switched and the other cell rehabilitated. For a full list of rehabilitation tasks, refer
to the Rehabilitation Study Report.
ACCESS ROADS
Rehabilitation of the culverts, with the exception of the unnumbered culverts listed above, will require installation of
temporary access roads. Temporary wetland impacts are anticipated to accommodate the access roads. The access roads
are assumed to consist of 18-inch processed aggregate in non-wetland areas and timber crane matting placed on the
existing ground in wetland areas. These assumptions will need to be evaluated further during the final design phase. It is
also assumed that these access roads are temporary. The need for permanent access roads will need to be evaluated
during final design based on feedback from the Bridge Safety and Maintenance Units.
4.4 SUMMARY OF RETAINING WALL STUDY REPORTS

Northbound walls identified in the Preliminary Northbound Retaining Wall Report were located, where needed, to avoid
impacts to adjacent structures, wetlands, environmentally or culturally sensitive areas, and ROW due to the shift in roadway
alignment or roadway widening. Start and end of wall locations were determined using the existing grades at the interface
of the critical features identified above and located such that a 2:1 slope from the edge of the proposed roadway would no
longer impact them.
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At a fill location, walls were placed where a 2:1 slope from the edge of the new roadway would impact the features identified
above. Walls at a fill location will generally consist of cast-in-place concrete cantilever walls, proprietary modular walls, or
MSE (Mechanically Stabilized Earth) with a concrete barrier or concrete barrier with moment slab as needed.
At a cut location, a concrete barrier or parapet will be used to retain soils up to the height of the barrier (3’-6” to 4’-6”).
Where retained soil height exceeds the height of the concrete barrier, a concrete cantilever wall is proposed. At some
locations, where there are extreme constraints between the proposed face of the wall and a structure or ROW line, pile and
lagging walls may be used.
The following Table 4-5 is a summary of the northbound retaining walls, please refer to the Preliminary Northbound
Retaining Wall Report under a separate cover for expanded information and detail on each wall; the Northbound walls
shown are currently under preliminary design.
Table 4-5 - Northbound Retaining Wall Summary

Begin Wall Wall Cut or
Wall Number Wall Location End Wall Station
Station Length Fill
RW 15N-101 Route 15 NB 3019+14.00 3019+84.00 70’ Fill
RW 15N-102 Route 15 NB 3022+64.00 3022+87.00 23’ Fill
RW 15N-103 Route 15 NB 3026+04.00 3028+00.00 196’ Fill
RW 15N-104 Route 15 NB 3046+00.00 3055+38.420 938.42’ Fill

RW 15N-105 Route 15 NB Ramp to East Main Street 3058+86.00 3063+13.00 427’ Fill
RW 15N-107 Route 15 NB Ramp to I-91 NB 35+27.00 36+00.00 73’ Fill
RW 15N-109 Route 15 NB 3066+55.00 3067+50.00 95’ Fill
RW 15N-112 East Main Street Ramp to Route 15 NB 137+00.00 138+50.00 150’ Fill
RW 15N-113 East Main Street Ramp to Route 15 NB 3079+32.00 3081+07.00 175’ Cut
RW 15N-114 Route 15 NB 3084+81.00 3086+50.00 169’ Fill
RW I691W-115 Route 15 Ramp to I-691 WB 191+00.00 193+14.00 214’ Cut
RW I691W-116 Route 15 Ramp to I-691 WB 193+73.00 194+34.00 61’ Cut
RW I691W-117 Route 15 Ramp to I-691 WB 194+90.00 199+20.00 430’ Fill
RW I691W-118 I-691WB 6112+00.00 6113+00.00 100’ Fill
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4.5 STAGING AND SEQUENCE OF CONSTRUCTION
PROPOSED STRUCTURES
 Bridge No. 01818: The alignment of Bridge No. 01818/01818a is located on approximately the same footprint as the
existing structure. The structure will be constructed in stages to safely perform the work. Travel lanes will be reduced
to 11-foot and shoulders reduced as necessary to maintain traffic. A portion of the existing structure may need to be
demolished, in order to provide adequate room to install the proposed steel superstructure. The southern portion of
Bridge No. 01818/01818a will be constructed next, as part of the widening of Route 15 NB. Once complete, traffic
will be shifted on to the newly built section of the bridge. Once traffic has been shifted, the existing Bridge No. 01818
can be demolished, and the remaining portion of Bridge No. 01818/01818a can be completed. This structure is
currently under design; the Structure Type Study for Bridge No. 01818/01818a was not complete at the time of
preparation of this report.
 Bridge No. 01825: The alignment of Bridge No. 01825 is located on approximately the same footprint as the existing
structure. The structure will be demolished and constructed in stages to safely perform the work. Travel lanes will be
reduced to 11-foot and shoulders reduced as necessary to maintain traffic. Traffic will be shifted to approximately one
half of the structure. Once traffic is shifted, the structure will be partially demolished up to the specified work zone. A
portion of the proposed structure will be built and traffic shifted on to it. Once traffic is shifted onto the newly
constructed portion of the bridge, the remaining half of the bridge can be demolished. Once demolished, the second
half of the new structure can be built. This structure is currently under design; the Structure Type Study for Bridge No.
01825 was not complete at the time of preparation of this report.
 Bridge No. 05382: The proposed Bridge No. 05382 is located on the same footprint as the existing. The structure will
be constructed in stages to safely perform the work. One-way alternating traffic along Bridge No. 05382 will be
necessary to maintain the flow of traffic along Paddock Avenue during construction. It is anticipated that during the
first two stages of construction, two Temporary Traffic Control signals (one on each side of the bridge) will be installed
and operated, in order to control traffic through the temporary one lane, two-way section of roadway carried by the
bridge. During Stage 1, traffic will be shifted to the west maintaining an 11’-0” travel lane and 2’-0” shoulders. Once
construction of the east portion of the bridge is complete, traffic will be shifted to the east utilizing 11’-0” travel lane
and 1’-3” minimum shoulders (Stage 2). After completion of the west portion of the bridge the traffic will be shifted
once more to the west accommodating two-way traffic with two 11’-0” travel lanes and 2’-0” shoulders, enabling the
completion of the sidewalk along the northbound travel way. Pedestrian access must be provided throughout
construction. The existing sidewalk along the west portion of the bridge will be maintained while the east portion of the
bridge is demolished and constructed. A temporary sidewalk will be provided along the east fascia of the new bridge
throughout the remainder of construction. The temporary sidewalk system and approach access will be coordinated
with the proposed roadway construction and will be further evaluated during final design. Refer to the Structure Type
Study Report under a separate cover for more information.
 Bridge No. 01818b: Proposed Bridge No. 01818b will be constructed entirely off line and does not require staged
construction.
BRIDGE WIDENINGS
Bridges Nos. 01827 and 03045 are proposed bridge widenings that will utilize temporary precast concrete barriers
anchored to the concrete slab to protect the work zone during the bridge widening activities. Traffic lane widths will be
reduced to 11-feet and shoulders to two-feet. Refer to the Rehabilitation Study Reports under a separate cover for
information regarding the construction activities and necessary maintenance and protection of traffic.
Bridge No. 01832 will be replaced with an earthen embankment and requires staged construction to safely perform the
work. The alignment of the proposed embankment is located on the same footprint of the existing structure. Travel lanes
will be reduced to 11-foot and shoulders reduced as necessary to maintain traffic. The embankment will be constructed
from south to north. The south half of the embankment will be constructed as part of the widening of I-691 WB. Once
complete, traffic will be shifted onto the newly constructed embankment. Working south to north, the embankment will be
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constructed and the bridge superstructure will be demolished in stages, shifting traffic as necessary to safely perform the
work.
STRUCTURE REHABILITATION
All structure rehabilitation (except for culverts) will utilize temporary precast concrete barriers anchored to the concrete
slab to protect the work zone during rehabilitation activities, including but not limited to deck patching and parapet
modification. Traffic lane widths will be reduced to 11-feet and shoulders to two-feet. See the Rehabilitation Study Report
under a separate cover for information regarding the construction activities and necessary maintenance and protection of
traffic.
CULVERT REHABILITATION
All culvert rehabilitation can be performed without any major impacts to the traffic the culverts are carrying. Any traffic
impacts will result from accessing the culverts from the proposed access roads. Since the culvert rehabilitation requires
minimal staging, the sequence of construction is not expected to be critical. Handling of water flow through the culverts
will need to be performed to perform repairs to the culverts. Since these culverts are twin-box culverts, performing repairs
to one cell at a time and handling the flows through the other cell is anticipated. See the Rehabilitation Study Report for
information regarding the construction activities and necessary maintenance and protection of traffic.
4.6 LIST OF SPECIAL PROVISIONS REQUIRED AND NOTICES TO CONTRACTOR

Special provisions and notices to Contractor will be provided under a separate cover.
5.0 Traffic Design
5.1 EXISTING CONDITIONS AND CRASH DATA

Existing I-91 NB
I-91 NB within the project limits consists of two to three mainline lanes of travel. From the Murdock Avenue overpass to
Interchange 16, I-91 NB has three travel lanes. Beyond Interchange 16, one lane proceeds to Route 15 NB, while two lanes
continue on I-91 NB until one lane is added immediately before the on-ramp from Route 15 NB. Beyond this ramp junction,
I-91 NB consists of a four-lane section until Interchange 18, when one lane gets dropped at the off-ramp. Beyond
Interchange 18, I-91 NB operates with three lanes.
The I-91 corridor in the northbound direction operates at LOS D or better in both AM and PM peak hours, except for the
segment between the entrance ramp from Route 66 and the entrance ramp from Preston Avenue, which operates at LOS
E during both AM and PM peak hours.
Existing Route 15 NB
Route 15 NB within the project limits consists primarily of two mainline lanes of travel. From the Paddock Avenue overpass
to the on-ramp from I-91 NB, Route 15 provides two lanes of travel. Beyond the on-ramp merge, Route 15 NB operates as
a three-lane section for a short stretch in the vicinity of East Main Street. The single lane ramp from East Main Street
merges with Route 15 NB and within a short distance one lane gets dropped at the off-ramp to I-91 NB. Beyond this diverge,
Route 15 NB operates as a two-lane section.
Route 15 NB has an approximate 2,000-foot weaving section beginning at the I-91 NB off-ramp (Interchange 17) and
ending at the off-ramp to I-91 NB and Route 66 EB (Interchange 68 N-E). Within this weaving section, traffic enters from
the left side via Interchange 17, the right lane transitions into an exit only lane for Interchange 68 N-E and serves as an
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access point for traffic entering from East Main Street. Although this weaving section meets the current design standards,
high traffic volumes and complex traffic movements render the available weaving length insufficient, resulting in
unacceptable levels of service and contribute to significant
driver confusion. The off-ramps to interchanges 68 N-E and 68 W experience additional congestion due to the weaving
condition.
Existing I-691 WB
Within the project limits, I-691/Route 66 consists of two mainline lanes of travel in each direction. Traffic on I-691 and
Route 66 has a predominant flow in the eastbound direction in the morning and in the westbound direction in the afternoon
peak hour.
The I-691/Route 66 corridor in westbound direction operates at LOS D or better in both AM and PM peak hours, except for
the segment between exit ramp to Route 15 northbound and exit ramp to Route 5/Broad Street, which operates at LOS E
during the PM peak hour.
CRASH DATA HISTORY
The northbound crash data between May 1, 2014 and April 30, 2017 indicated there were a total of 852 crashes with 233
injuries and one fatality (I-91 NB recorded 132 crashes with 33 injuries, I-691 WB recorded 61 crashes with 15 injuries
and Route 15 NB recorded 659 crashes with 185 injuries and one fatality). The fatal crash occurred in the segment
between Interchange 68W off-ramp and entrance ramp from I-691 WB. The predominant types of crashes are listed in
Table 5-1 below:
Table 5-1 - Crash Types
Facility I-91 NB Route 15 NB I-691 WB
Rear End 27% 84% 31%
Sideswipe 31% 7% 26%
Fixed Object 38% 9% 39%
The crash data shows that there are high crash rates in the project area that may be attributed to the weaving distance,
which meets current design standards but is insufficient due to high traffic volumes and complex traffic movements.
5.2 PROPOSED MP/T CONCEPTS AND SELECTION

The concepts proposed in the PE phase were reviewed for constructability and were implemented in the Preliminary Design
phase. The proposed maintenance and protection of traffic was developed to minimize impacts to traveling public and at
the same time offer maximum possible workspace to the Contractor. The staging sequence for the proposed improvements
generally follows standard traffic control patterns in accordance with the limitations of operations chart. The staging
scheme for all the bridges is included in Section 4.5 of this report.
The alignment of Bridge No. 01818 (Route 15 NB over Route 15 NB) was revised to address the traffic deficiencies. The
following alternate staging schemes were considered in the development of the horizontal alignment of ramps carrying
these bridges:
 Closed road detour
 Temporary bridge
 Offset alignment so that the new bridge can be constructed in a staged construction manner
The closed road detour alternative was not advanced primarily because of heavy traffic volumes and that routing the traffic
on city streets for an extended duration would negatively impact abutters along the route which was not considered
desirable. The temporary bridge alternative was not advanced primarily because of the cost associated with it. Ultimately
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the staged construction alternative was selected since it is relatively cost effective and offers relatively minimal disturbance
to the traveling public.
Bridge No. 01825 (Route 15 NB over I-91 NB/SB) is to be widened to be two lanes to address the traffic congestion
deficiencies of the ramp (Route 15 NB to I-691 WB). The following alternate staging schemes were considered in the
development of the horizontal alignment of ramps carrying these bridges:
 Closed road detour
 Staged Construction so that the new bridge can be constructed while maintaining the complex consecutive exit
movements on each side of the bridge
The closed road detour alternative was not advanced primarily because of heavy traffic volumes and that routing the traffic
on city streets for an extended duration would negatively impact abutters along the route which was not considered
desirable. The temporary bridge alternative was not advanced primarily because of the complex structure required for the
traffic movements and the cost associated with the structure. Ultimately the staged construction alternative was selected
since it is relatively cost effective and offers relatively minimal disturbance to the traveling public.
Bridge No. 01832 (I-691 WB over abandoned ramp to I-691 EB) is to be widened to address the traffic congestion
deficiencies of the ramp (Route 15 NB to I-691 WB). Bridge No. 01832 is near Bridge No. 01827 (I-691 WB over Route 15
NB/SB) constricting the possible realignment of Bridge No. 01832 without impacting the alignment of Bridge No. 01827.
The widening of the bridge for the additional lane required for the on-ramp (Route 15 NB to I-691 WB) could be more
effectively accomplished by replacing the bridge structure with a roadway on embankment thereby eliminating future
structural maintenance of the bridge structure. The following alternate staging schemes were considered in the
development of the horizontal alignment of ramps carrying these bridges:
 Weekend Closure (Friday night to Sunday night continuous) with local road detour
 Offset use widened ramp alignment so that the new bridge can be constructed in a staged construction manner.
The closed road detour alternative was not advanced primarily because the demolition of the existing structure and
construction of the replacement embankment could not be constructed in a single weekend closure. Also, the heavy traffic
volumes and routing the traffic on city streets for an extended duration would negatively impact abutters along the route
which was not considered desirable. The temporary bridge alternative was not advanced primarily because it would require
a temporary bridge for the mainline and a temporary bridge for the ramp and the cost associated with two bridges was
more costly. Ultimately the staged construction alternative was selected since it is relatively cost effective and offers
relatively minimal disturbance to the traveling public.
5.3 MP/T AND SEQUENCE OF CONSTRUCTION

The proposed sequence of construction is divided into three major stages. Stage 1 is Route 15 NB and Paddock Avenue
work, Stage 2 is I-91 NB work, and Stage 3 is I-691 WB work. These stages are not sequential but are coincidental. There
are some works that can occur in each stage at the same time. There is some work that starts in one stage location and
goes into another stage location. This work is only shown in one stage. The staging breakdown is listed below.
STAGE 1A
1. Construct Paddock Ave. Bridge No. 05382 in two phases with one two directional lane under temporary
signalization at each end of the bridge and pedestrian/bicycle access maintained at all times. The widening of the
Paddock Ave. bridge is required before moving into Stage 1B.
STAGE 1B
1. Close existing inside (right) shoulder along Route 15 NB from beginning of project limit through existing Route 15
NB over I-91 bridge.
2. Place barrier on the existing Route 15 NB Bridge over I-91 to demolish the parapet and construct half of new Route
15 NB bridge over I-91.
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3. Construct new Route 15 NB to East Main Street off-ramp Bridge.
4. Construct new full depth pavement outside of existing travel way from the beginning of the project limits at the
southern end through to the new Route 15 NB to East Main Street off-ramp.
STAGE 1C
1. Close the outside (left) shoulder of Route 15 NB between I-91 NB to Route 15 NB on-ramp and East Main Street to
Route 15 NB on-ramp and from the East Main Street bridge to the northern project limit.
2. Close existing Route 15 NB to East Main Street off-ramp and demolish ramp.
3. Construct full depth pavement widening along 15 NB and Route 15 NB to I-91 NB on-ramp.
4. Construct full depth pavement for portion of new Route 15 NB and new I-91 NB to Route 15 NB on-ramp outside of
existing travel-way.
STAGE 1D
1. Open new widened portion of Route 15 NB and Route 15 NB to I-91 NB on-ramp and shift traffic to right.
2. Close the outside (left) shoulder and left lane of Route 15 NB between Route 15 NB to I-91 NB on-ramp to the
northern project limit over Bridge No. 1825.
3. Demolish left bay(s) of Bridge No. 1825 while keeping two lanes of traffic in operation.
STAGE 1E
1. Open left bay(s) of Bridge No. 1825 and shift one lane Route 15 NB to newly opened section of Bridge 1825.
2. Install barrier to create center lane work zone and split traffic on Route 15 NB
3. Demolish center bay(s) of Bridge No. 1825 while keeping two lanes of traffic in operation.
STAGE 1F
1. Open center bay(s) of Bridge No. 1825 and shift one lane Route 15 NB to newly opened center section of Bridge
No. 1825.
2. Install barrier to demolish right bay(s) of Bridge No. 1825 while keeping two lanes of traffic in operation.
STAGE 1G
1. Mill/Overlay existing roadway on Route 15 NB, East Main Street – Route 15 NB on-ramp and Route 15 NB to I-91
NB on-ramp.
EXISTING CONDITIONS STAGE 2A PRE-WORK
1. Shift two (2) lanes on Route 15 NB from existing bridge to newly constructed Route 15 NB Bridge over I-91.
STAGE 2A
1. Close outside shoulder along I-91 NB and I-91 NB to East Main Street off-ramp.
2. Close inside shoulder north of Route 15 NB overpass to the northern project limit along I-91 NB.
3. Construct full depth pavement widening along I-91 NB and I-91 NB to East Main Street off-ramp.
4. Construct new I-91 NB to Route 15 NB ramp connection outside of the existing I-91 NB to East Main Street off-ramp
to tie-in to the new I-91 NB to Route 15 NB Ramp constructed in Stage 1C.
STAGE 2B
1. Close inside shoulder near the gore area of I-91 NB and I-91 NB to East Main Street off-ramp.
2. Construct widened pavement along I-91 NB to East Main Street off-ramp which was not constructed in Stage 2A.
3. Mill/Overlay I-91 NB to East Main Street off-ramp all the way to East Main Street.
STAGE 2C PRE-WORK
1. Shift I-91 NB to Route 15 NB traffic onto new ramp.

2. Close existing Route 15 NB to I-91 NB ramp south of East Main Street
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STAGE 2C
1. Construct new Route 15 NB to I-91 NB ramp connection south of East Main Street outside of the travelway.
STAGE 2D
1. Mill/Overlay I-91 NB.

2. After Stage 2D, the construction of the mainline, connector ramps and on/off-ramps for I-91 NB and Route 15 NB
should be complete and all lanes open.
STAGE 3A
1. Close inside (left) shoulder along Route 15 NB to I-691WB Ramp and I-691WB from BR 01827 to northern project
limit.
2. Close outside (right) shoulder of Route 15 NB from gore of Route 15 NB to I-691WB Ramp to northern project limit.
3. Shift Route 15 NB to I-691WB Ramp and I-691WB traffic to right with reduced lanes and shoulder.
4. Construct full depth pavement along Route 15 NB at Route 15 NB to I-691WB Ramp gore for physical gore nose
change
5. Demolish left bay and walk/railing of BR 01832
6. Install temporary support of excavation sheet piles for widening embankment at demolition limit BR 01832
7. Construct widened pavement along left side Route 15 NB to I-691WB Ramp and I-691WB
STAGE 3B
1. Shift Route 15 NB to I-691WB Ramp one lane to widened pavement and I-691WB traffic two lanes to right on
existing bridge
2. Demolish next two left bays of BR 01832
3. Install temporary support of excavation sheet piles for embankment at demolition limit BR 01832
4. Construct embankment and pavement
STAGE 3C
1. Shift one lane I-691WB traffic to left widened pavement with Route 15 NB to I-691 WB ramp lane and keep one
lane I-691WB to right on existing bridge
2. Demolish next left bay of BR 01832
3. Install temporary support of excavation sheet piles for embankment at demolition limit BR 01832
STAGE 3D
1. Shift lane from existing bridge I-691WB traffic to left widened pavement with Route 15 NB to I-691 WB ramp lane
and I-691WB lane
2. Demolish next left bay of BR 01832
3. Retain temporary support of excavation sheet piles for embankment from previous stage
STAGE 3E
1. Shift all lanes to new construction and open to traffic

2. Mill/Overlay along Route 15 NB to I-691WB Ramp and I-691WB.
5.4 DRAFT TRAFFIC MANAGEMENT PLAN

The Transportation Management Plan (TMP) is developed pursuant to the CTDOT’S “Policy on Systematic Consideration
and Management of Work Zone Impacts” (Policy Number E&H.O.-57) and the associated Implementation Plan, dated
August 6, 2007. Project 0079-0246 may require intermittent, but not continuous, lane closures on mainline I-91 NB, Route
15 NB, and I-691 WB, along with temporary ramp closures. The TMP evaluates mitigation strategies to reduce impacts on
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access, mobility, and safety and makes recommendations for proposed work zone impacts within the project limits. The
draft TMP is developed during the preliminary design stage and will be updated regularly over time to reflect the decisions
and changes made during the design process. A detailed explanation of the TMP will be provided under a separate cover.
6.0 Hydrology and Hydraulics
6.1 HYDROLOGIC INVOLVEMENT AND WATER RESOURCE IMPACTS

Willow Brook flows generally north through the project, converging with Harbor Brook north of the project corridor. Eight
structures carry Willow Brook through the project area, three (3) of which fall under the 0079-0246 contract. The remaining
five (5) structures carrying Willow Brook are included in contract 0079-0240 and discussed under separate a cover.
A summary of the structures, compiled by watercourse, is provided in Table 6-1 below.
Table 6-1 - List of Culvert Structures
Culvert Structure Highway Watercourse
01820 Twin 10’ x 8’ Conc. Box Rt 15 ramps 144 & 147 Willow Brook
79017 Twin 8’ x 6’ Conc. Box East Main St Willow Brook
79018 10’ x 8’ Conc. Box East Main St Willow Brook
Design flows are utilized to evaluate the structures; see the Hydraulic Analysis Design Report provided under a separate
cover for details.
The hydraulic analyses for all structures, numbered and unnumbered, demonstrate the existing structures to remain are
hydraulically adequate and modifications and/or new structures will maintain hydraulic conditions and not adversely
impact the floodplain or channels. Refer to Section 4.2 of this report for hydraulics and drainage involvement.
Willow Brook has been studied in detail in the New Haven County Flood Insurance Study (FIS), revised 05/16/17 and is
designated Zone AE within the project corridor. The regulatory analysis, documented the Hydraulic Analysis Design Report,
demonstrates the project will not result adversely impact the floodplain of Willow Brook.
6.2 PROPOSED IMPROVEMENTS

EXISTING CONDITIONS
The combined project area of 0079-0240 and 0079-0246 is ±190 acres within the highway right-of-way. The existing
drainage within the project limits consists of 119 systems, ranging in size from single catch basins with a directly discharged
outlet to long, linear systems with dozens of catch basins. Roadside ditches that collect and convey surface runoff to
various discharge points, including wetlands or watercourses, snake throughout the project, carried by cross culverts back
and forth under the highways. Highway construction dates back to the 1940s for Route 15 and the 1960s to 1980s for I-
91, when I-691 was constructed to replace Route 66 as a better way to connect I-91 with I-84. Just like the roadway
geometry of the highway mainlines, the drainage for each was constructed during different time periods and utilized
different methods to collect and convey stormwater.
See Figure 6-1 below for existing watershed regions.
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Figure 6-1 – Existing Watershed Map
PROPOSED DRAINAGE
The proposed drainage approach for the standalone design-build contract, 0079-0245, involved utilizing as much existing
infrastructure throughout that corridor as possible. This is achievable for two main reasons: first, because the horizontal
and vertical alignments of the existing are generally maintained from existing to proposed and second, because the
increase in impervious surface through that corridor is only increased by about 8%. Under both 0079-0240 and 0079-
0246, neither condition will be achievable.
The amount of increased impervious area is ±6 acres throughout the project limits of 0079-240 and 0079-0246. The
increase in impervious surface is throughout the project limits, and primarily around I-91 in both directions, where the
existing grassed median will be taken for lane widening. In addition, both contracts include significant changes to ramp
alignments. Due to this increase, it is unlikely it is feasible to maintain existing runoff rates.
The quantity of stormwater being discharged to the receiving waterbodies will likely increase. There may be some
opportunity to minimize this through infiltration, but field tests to determine infiltration rates are pending and given the soil
survey data for the corridor (urban fill), infiltration opportunities may be limited. Understanding that limiting the total
volume of runoff increase may not possible, the approach to proposed drainage design is to minimize impacts to the stream
channels and hydraulic structures by controlling the increased runoff and therefore the peak flows at critical analysis points.
This is a balancing act that will be an iterative process once full modeling of the proposed drainage systems is completed
and capacity analysis can be run.
Focusing on maintaining peak flows at four critical analysis points within the 0079-0240 and 0079-0246 contracts allows
for more flexibility in reusing existing infrastructure from some of the 119 drainage systems. It is not feasible to reuse
many of these systems because of realignments of the highways and ramps that they currently service. However, the
general locations of their outlets will often be reusable and every effort is made to maintain those locations to minimize
impacts to environmental resources.
The four critical analysis points for 0079-0240 and 0079-0246, previously detailed in Figure 6-1, represent a culvert or
bridge that will remain in place with minor improvements. Each has a fixed capacity that must be essentially maintained
or there will be negligible increase between the existing and proposed conditions. The preliminary hydrology and hydraulics
analyses provide critical data at these analysis points in order to provide a “baseline” of the existing conditions and
determine the existing flows. The baseline flows will then be utilized to size stormwater management BMPs adjacent to
each critical analysis point in order to control the peak flows to each structure.
6.3 JUSTIFICATIONS FOR NONSTANDARD DRAINAGE DESIGN ELEMENTS

Drainage design is still in development. Justifications for nonstandard designs, if any, will be provided under a separate
cover.
6.4 LIST OF PERMIT REQUIREMENTS

Refer to Section 2.2 of this report for a list of permit requirements.
6.5 DETENTION DESIGNS

Under the preliminary drainage design phase, the increases in impervious areas to each analysis point have been
calculated and potential BMP areas have been identified, include a large detention basin in the southeast quadrant that
is earmarked to manage the largest increases in impervious surface from I-91 and Route 15 northbound and southbound
widening, which will remove the median drainage ditch. During the subsequent Semi-Final design phase, the BMPs will be
further developed and sized based on calculated flows. See Figure 6-2 below for the proposed detention basin design.
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Figure 6-2 - Proposed Detention/Infiltration Basin South of East Main Street
7.0 Noise Mitigation

The need for noise mitigation due to the proposed project is currently under investigation. The project meets the Federal
Highway Administration’s (FHWA) definition of a Type I federal-aid highway project. As such, a noise study in accordance
with the FHWA Noise Standard at 23 Code of Federal Regulations (CFR) Part 772 (23 CFR 772) and the CTDOT Highway
Traffic Noise Abatement Policy for Projects Funded by the Federal Highway Administration (Noise Policy), effective May
2017, is required. Modeling of the noise environment in the vicinity of the proposed project is performed utilizing FHWA’s
Traffic Noise Model Version 2.5 (TNM 2.5). Multiple noise models are generated in TNM 2.5 to represent Existing,
Validation, Future No Build, and Future Build conditions in the study area.
Per the CTDOT Noise Policy, evaluation of traffic noise abatement is warranted and must be considered when traffic noise
impacts are identified based on either of the following conditions:
 The predicted worst hour equivalent steady-state sound level (Leq[h]) traffic noise levels for the design year Build
conditions approach (within 1 dBA) or exceed the FHWA Noise Abatement Criteria (NAC) contained in 23 CFR 772
and in Table 1 of the Noise Policy; or
 The predicted traffic noise levels for the design year Build conditions substantially exceed existing noise levels by
15 dBA or more.
Noise mitigation for identified traffic noise impacts as defined above are then considered and evaluated for feasibility and
reasonableness. The CTDOT Noise Policy defines specific feasibility and reasonableness criteria to be used in the noise
mitigation evaluation. All criteria must be met for noise abatement to be justified and incorporated into the project.
Evaluation of potential noise wall locations for noise abatement purposes, as applicable, is performed using the noise
barrier analysis feature in TNM 2.5. The CTDOT Noise Policy does not specify a particular noise wall construction material
or method to be used in the analysis. As such, a Noise Reduction Coefficient (NRC) value of zero (100% reflective; 0%
absorptive) is used in the TNM 2.5 analysis for the noise wall material. Standard noise wall analyses assume the wall is
rigid, sufficiently dense (at least 20 kilograms/square meter) and contains no holes or cracks along its surface.
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Noise walls will be considered where necessary along the project corridor based on the TNM 2.5 results. Any walls that can
be designed to meet all feasibility and reasonableness criteria will be proposed for inclusion in the project design.
8.0 Schedule of Property Owners

The schedule of property owners that will experience Right-of-Way impacts are listed in Table 8-1 below.
Table 8-1 - Schedule of Property Owner Right-Of-Way Impacts
Taking Excess Bldg. Type of Type of Taking
NO. Owner Location Remarks
Area Area Part. Search Take Class
Sta. 3048+50 RT
Realignment
Andres F to 3053+00 RT, 7,500 Ease-
1 N/A No Full D of Route 15
Quintero Route 15 NB SF ± ment
NB
Meriden, CT
Taking Class D= Partial Land / Easement
9.0 Historic Impacts

The site investigations indicate that there are two known historic properties that had proximity to the Project. Those are the
Wilbur Cross Parkway (Route 15) itself, with the two rigid frame concrete bridges that contribute to the Parkway as a group
resource, and the Gethsemane Cemetery, which qualifies as an Ancient Burial Ground under State law. However, it has
been determined that the Project will not impact Gethsemane Cemetery or either of the rigid frame concrete bridges on
Route 15.
10.0 Utilities
Overhead utilities, overhead electrical, and IMS infrastructure will be impacted within the project area. Coordination with
associated companies will be required to minimize impact and disruption to the public. Utility companies of the cities within
the project area are listed in Table 10-1 below.
Table 10-1 - List of Utility Companies
City Type of Utility Company
Cable TV  CoxCom, LLC
 Crown Castle Fiber, LLC
Communication  The Southern New England Telephone Company
 WilTel Communication, LLC
Meriden Electric  The Connecticut Light and Power Company
 Algonquin Gas Transmission Company
Gas
 Yankee Gas Services Company
 Amtrak – National Railroad Passenger Corp.
Railroad
 The York Hill Trap Rock Quarry Company
Water  City of Meriden, Department of Public Works- Water Bureau
Cable TV  Comcast of Connecticut, Inc
 Cellco Partnership
Middletown Communication  Crown Castle Fiber, LLC
 The Southern New England Telephone Company
Electric  The Connecticut Light and Power Company
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City Type of Utility Company
 Algonquin Gas Transmission Company
Gas
 Yankee Gas Services Company
Petroleum Pipeline  Buckeye Pipe Line Company, L.P.
 Providence and Worcester Railroad Company
Railroad
 The York Hill Trap Rock Quarry Company
Water  City of Middletown Water and Sewer Department
A utility coordination meeting was conducted on 06/24/2021. The report of meeting is attached in Appendix A.
11.0 List of Special Provisions and Contractor Notices

Special provisions and notices to Contractor are provided under a separate cover.
12.0 Construction Cost Estimate

The estimated construction cost of this project is $215 million. The summary of cost estimate is attached in Appendix B.
The estimated construction cost in the PE phase was $110 million. The increase in the cost can be primarily attributed to
the following factors:
1. Increased allowance for the noise barrier wall
2. Based on the pavement core analysis, the underlying concrete pavement appears to be in poorer condition than
what was assumed previously
3. In some areas of Route 15 NB and I-91 NB where there will be a change in the alignment, full depth pavement is
proposed instead of the milling and repaving that was assumed previously
4. The cost of structural items has been increased mainly due to the significant increase in the cost of structural
steel.
5. Replacement of two bridges (Bridge Nos. 01818 and 01825) were added to the scope of the project. These two
bridges were assumed to be rehabilitated in the PE phase.
6. Rehabilitation of two bridges (Bridge Nos. 01821 and 01844) was added to the scope of the project in PD phase.
13.0 Project Schedule

 FDP .......................................................... Jun 05, 2023
 Design completion................................... Aug 14, 2023
 Advertisement.......................................... Aug 14, 2023
 Notice to proceed..................................... Nov 15, 2023
 Construction completion................................. Nov 2027
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Appendix A

Connecticut Department of Transportation 330 Roberts Street, Suite 401
2800 Berlin Turnpike, P.O. Box 317546 East Hartford, CT 06108
Newington, CT 06111
Report of Meeting
STATE PROJECT NOs: 0079-0240/0245/0246 (I-91 / I-691 / Route 15 Interchange Improvements)
DATE/TIME OF MEETING: June 24, 2021
LOCATION OF MEETING: Virtual Meeting
SUBJECT OF MEETING: Utility Coordination Meeting
IN ATTENDANCE
Name Company Email
Sebastian Cannamela CTDOT Sebastian.cannamela@ct.gov
Pinith Mar CTDOT Pinith.mar@ct.gov
Derek Brown CTDOT Derek.brown@ct.gov
Latoya Smith CTDOT Latoya.smith@ct.gov
Sajjad Alam Parsons Sajjad.alam@parsons.com
Ranjit Bhave Parsons Ranjit.bhave@parsons.com
Panos Oikonomou Parsons Panos.oikonomou@parsons.com
Tony Margiotta GM2 Tony.margiotta@gm2inc.com
Paul Brand GM2 pbrand@gm2inc.com
Ryan Allard GM2 rallard@gm2inc.com
Colleen Jost GM2 cjost@gm2inc.com
Dinesh Kanigolla GM2 dkanigolla@gm2inc.com
Howard Weisberg City of Meriden hweisberg@meridenct.gov
Emile Pierides City of Meriden epierides@meridenct.gov
Frank Russo City of Meriden frusso@meridenct.gov
Rene Laliberte City of Meriden rlliberte@meridenct.gov
Richard Meskill City of Meriden rmeskill@meridenct.gov
Greg Gryczewski City of Meriden ggryczewski@meridenct.gov
Eric Anderson Eversource Gas Eric.anderson@eversource.com
Michael Prentice Eversource Electric Michael.prentice@eversource.com
Marino Limauro Frontier Marino.a.limauro@ftr.com
Jose Cedeno Cox Jose.cedeno@cox.com
TRANSACTIONS AND DETERMINATIONS
Introduction: The purpose of this meeting was to provide an introduction to the overall interchange
improvements project consisting of three separate construction projects, as well as promote conversation
regarding potential impacts to existing utilities under the 79-245 design-build project.
PRIOR OFFLINE COORDINATION
• Terry Shea of Crown Castle Fiber cannot make the meeting. P.Brand to set up followup coordination
with Crown Castle to determine facilities locations and potential impacts
Page 1
I-91 / I-691 / Route 15 Interchange Improvement
Report of Meeting held on April 21, 2021
Town Roads Meeting
Page 2 of 3
• Samantha Meyer from WilTel/Lumen confirmed that WilTel/Lumen does not own any facilities within
the project limits, but does lease some conduits. Any relocation with would need to be coordinated
with the facility owner. P.Brand to follow up to find out who facility owner is and any impacts.
• Joseph Fazzino from City of Middletown confirmed they do not have any facilities within the project
limits.
• Comcast did not respond (Jack Groat invited). Impacts unknown.
• Enbridge did not respond (Stanley Drauss was forwarded invite by Kenneth Ruel). Impacts unknown.
• Verizon Wireless did not respond (John Gavaletz invited)
• Buckeye did not respond (David Jones invited)
MEETING MINUTES
• S.Cannamela from CTDOT began by introducing the project. The original project was separated into
three contracts for funding reasons. The first contract is 79-245 and will be advertised as design/build
this fall.
• Introductions of attendees
• T.Margiotta of GM2 introduced the overall project limits and the general limits of each contract and
noted that the main goal of this meeting was to coordinate for 79-245 as the design/build contract
• T.Margiotta pointed out there are six bridges over municipal roads, three under 79-245 and three under
79-240 at Bee Street and Preston/Baldwin Ave where overhead dips under the existing bridges. Focus at
this point was on the bridges that cross Bee Street – 01828 & 01829 crossing I-91 north and southbound;
01835 and 01836 crossing I-691 east and westbound.
• T.Margiotta also noted the other bridges that will be rehabbed under 079-240 and 079-245
• D.Brown of CTDOT noted that the standard practice for CTDOT in these situations is to have the
overhead moved underground beneath the overpasses to facilitate construction and future
maintenance.
• M.Prentice from Eversource Electric confirmed he has reviewed the locations and that these overhead
will need to be moved underground. The poles east of Bridge 01828 are owned by Eversource, west of
Bridge 01829 through 01836 are owned by Frontier
• S.Cannamela and D.Brown of CTDOT confirmed these projects are 100% reimbursable to the utility
companies for relocations since they are limited access highways.
• D.Brown noted that the funding for these two contracts are separate, with 79-245 being obligated first
because of design/build and only one bridge at each location is being worked on under 79-245
(northbound 91/eastbound 691), while the other is under 79-240 (southbound/westbound)
• M.Prentice noted that it would be ideal to have the relocations occur at the same time; S.Cannamela
noted that this is feasible since it’s necessary to relocate under both bridges at the same time, funding
for the relocations could likely be secured under 79-245.
• M.Prentice asked about timing for relocations; P.Brand noted that April 1, 2022/early spring would be
ideal to be out of the way design/build contractor; M.Prentice noted that would depend on winter
weather and when asphalt plants reopen so that Bee Street can be repaved properly
• S.Alam noted that information on the relocations needs to be included in the design/build package, so
preliminary sketches are critical
• D.Brown asked for timeframe for Eversource and other utilities to provide Preliminary Engineering
sketches for the relocations; M.Prentice said it would take about a month (late July 2021) to have
sketches done. Cox and Frontier both agreed that was enough time
Page 2
I-91 / I-691 / Route 15 Interchange Improvement
Report of Meeting held on April 21, 2021
Town Roads Meeting
Page 3 of 3
• P.Brand asked utility owners to provide any mapping not already supplied, noted that GM2 would work
with City of Meriden to get a handle on existing UG utilities and depths in Bee Street and Preston Ave,
noted there is also storm system there
• M.Prentice noted that typically Eversource does not relocate Frontier’s poles on fully reimbursable
projects, however M.Limauro of Frontier noted that Frontier is experiencing high volume and would be
open to having Eversource do the relocations.
• F.Russo from City of Meriden recommended that the project reline the existing sanitary main in Bee
Street if there will be any pile driving in the vicinity.
• T.Margiotta noted that no pile driving was anticipated.
• Focus shifted to the structures over Preston/Baldwin Ave
• M.Limauro believes Frontier has facilities at all six bridges, will confirm.
• M.Prentice noted that Eversource Electric is already underground at bridges 03051 and 03052.
• J.Cedeno from Cox noted that they still have facilities under 03051 and 03052, including fiber that will
have to be relocated underground
• F.Russo noted that the sanitary in Preston/Baldwin is a 10” clay and fairly shallow (will provide more
info), recommended relining the clay pipe prior to construction to avoid damage.
• E.Anderson of Eversource Gas noted there is an existing main in Preston/Baldwin Ave, will provide more
details, typically 2’ to 3’ deep and either plastic or steel; E.Anderson does not see any other conflicts
with 79-245 but will further review
• F.Russo asked about the 8” sanitary main flowing south from the rest stop to Preston Ave; T.Margiotta
and P.Brand noted that the highway is being widened over the top of the sanitary main, but the existing
manholes will have risers adjusted to new grade
• M.Prentice noted there is UG electric with two hex-vaults along the east side of 91-northbound; P.Brand
asked to provide any mapping of those, as only one vault was located by field survey
• R.Meskill asked about any water services to the rest stop; GM2 is not aware of any, will check as-builts,
may have a well there
• M.Limauro noted that UG relocation for Frontier will need to include Steve Barrett from Frontier; GM2
will include in meeting invites moving forward
ACTION ITEMS
• All utility owners to do the following:

o Provide Preliminary Estimate of relocation by 7/9/21
o Provide Preliminary Engineering Sketches by 7/30/21
o Provide any additional mapping of facilities not already shared
o Review facilities within Contracts 79-240 and 79-246 for any conflicts
• Parsons/GM2 to do the following:
o Follow up with Crown Castle
o Follow up with Enbridge to confirm no facilities
o Follow up with Comcast to confirm no facilities
o Parsons to schedule follow up meeting on 79-240 and 79-246 Contracts
Submitted by: Sajjad B Alam .
Sajjad Alam, PE
Project Manager – Parsons
Date Submitted: Jul 09, 2021A
Page 3
Appendix B

CONSTRUCTION COST ESTIMATE
State Project No. 79-246
I-91/ I-691/ Route 15 Interchange Improvements
MERIDEN AND MIDDLETOWN
PRELIMINARY DESIGN
December 17, 2021
PROJECT COSTS
HIGHWAY ITEMS $ 16,956,000
DRAINAGE ITEMS $ 2,260,000
SIGNAGE AND PAVEMENT MARKINGS ITEMS $ 3,124,000
SIGNAL ITEMS $ 725,000
MAINTENANCE AND PROTECTION OF TRAFFIC ITEMS $ 919,000
STRUCTURES ITEMS**** $ 86,682,000
ILLUMINATION $ 660,000
IMS UTILITY RELOCATION $ 300,000
ENVIRONMENTAL COMPLIANCE $ 200,000
BASE ESTIMATE - SUBTOTAL (A) $ 111,826,000
MINOR ITEM ALLOWANCE

MINOR ITEMS 13.0% $ 14,537,000
BASE PLUS MINOR ITEMS - SUBTOTAL (B) $ 126,363,000
CONSTRUCTION COST
Clearing and Grubbing 2.0% $ 2,527,000
Maintenance and Protection of Traffic 3.0% $ 3,791,000
Mobilization 6.5% $ 8,214,000
Construction Staking 1.0% $ 1,264,000
LUMP SUM ITEM TOTAL - % OF SUBTOTAL (B) 12.5% $ 15,796,000
TOTAL CONSTRUCTION COST $ 142,159,000
Contingencies 18.0% $ 25,588,620

Incidentals* 13.0% $ 18,480,670
Utility Relocations 2.0% $ 2,843,180
SUBTOTAL (with additive costs) $ 189,071,470
TOTAL PROJECT COSTS WITH ADDITIVE COSTS $ 189,100,000

INFLATION (Not Compounded) @ 3.5% (to 2025) $ 26,474,000
$ -
TOTAL PLUS INFLATION $ 215,000,000

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Preliminary Design Report

I-91 / I-691 / Route 15

330 Roberts Street Suite 401 P: (860) 200-9163

Project No. 0079-0246 Northbound Improvements Preliminary Design Report i

1.2 PROJECT DESCRIPTION

1.3 PURPOSE AND NEED

Project No. 0079-0246 Northbound Improvements Preliminary Design Report

HILLS RD. NORT A

STATE PROJECT NO.: DATE:

0079-0246 DEPARTMENT OF TRANSPORTATION

1.5 PROPOSED RAMP NAMING CONVENTION

2.0 Environmental Design

2.1 ENVIRONMENTAL IMPACTS

Table 2-1 – List of Wetland Impacts

1 W 1007+60 Drainage Outlet Repairs

3 WL 1019+50 Drainage Outlet Repairs

3 WL 1027+50 Drainage Outlet Repairs

6 WB1 1060+50 Drainage Outlet Repairs

7 WB1-A 1070+50 Drainage Outlet Repairs

8 WB1-A 1076+50 Drainage Outlet Repairs

8 WB1-A 1082+00 Drainage Outlet Repairs

10 SGB 3019+75 Drainage Outlet Repairs

11 SGB 3026+75 Drainage Outlet Repairs

11 SGB 3027+25 Drainage Outlet Repairs

14 WB1-A 2+50 Drainage Outlet Repairs

14 WB1-A 4+50 New Drainage Outlet

14 WB1-A 5+65 New Drainage Outlet

14 WB1-A 8+50 Removal of Existing Drainage Outlet

14 WB2 5+65 to 11+15 Fill between Ramps 9NEM & 5NEM

15 WB2 121+75 to 123+15 Installation of new Ramp 5NEM

15 WB2 122+50 to 125+85 Installation of new Ramp 5NEM

17 WB2 144+50 to 147+25 3,215 Widening of Ramp EM5N

22 WB4 195+65 235 New Drainage Outlet

23 WB4 197+40 to 199+00 151 Retaining wall for Ramp 5N6W

Figure 2-1 - Floodplain Fill for Highway Widening

3.0 Highway Design

3.1 PROPOSED IMPROVEMENTS

3.2 DESIGN EXCEPTIONS AND JUSTIFICATIONS

85th Percentile Speed NB: 71 MPH N/A N/A

Lane Width 12’ 12’ 12’

Shoulder Width – Outside 10’ 1,2 12’ 1,2 3’ 1,2,*

Shoulder Width – Inside 4’ 1,2 12’ 1,2 2’ 1,2,*

K Crest 219 193 263

K Sag 160 157 160

Max. Grade 3.0% 4.0% 3.0%

Min. Grade 0.5% 0.5% 0.5%

Stopping Sight Distance 600’ 645’ 650’

Maximum Superelevation 6.0% 6% 5.5%

85th Percentile Speed WB: 65 MPH N/A N/A

Lane Width 12’ 12’ 12’

Shoulder Width – Outside 10’ - 12’ 10’ 10’ - 12’

Shoulder Width – Inside 4’ 1,2 10’ 1 4’1*

K Crest 193 193 193

K Sag 85 157 853

Max. Grade 3.2% 4.0% 3.2%

Min. Grade 0.8% 0.5% 0.8%

Stopping Sight Distance 667’ 645’ 667’

0.7-1.3% adjacent to crown 1.5-2.0% adjacent to crown 1.5% adjacent to crown