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EspañolCONNECTICUT TURNPIKE
The 'Connecticut Turnpike', formally known as the 'Governor John Davis Lodge Turnpike', is a freeway in Connecticut that runs from Byram to South Killingly. It is signed as Interstate 95 from the New York state line to East Lyme, and then as Interstate 395 from East Lyme to Killingly. A short unnumbered freeway (unsigned State Road 695) continues the Turnpike to the Rhode Island state line. The Turnpike is 128.47 miles (206.84 km) long (88.48 miles (142.45 km) on Interstate 95, 35.50 miles (57.15 km) on Interstate 395, and 4.49 miles (7.23 km) on State Road 695)[1] and carries an annual average daily traffic of over 150,000 in some sections west of New Haven.[2]
Most of the signage identifying the route as a "unified road" has been taken down in recent years. The easternmost section of the turnpike (SR 695) is not signed except as a connection between I-395 and U.S. Route 6. Connecticut Turnpike trailblazers can still be found, although there are very few in existence today. One of the original Connecticut Turnpike trailblazers can be seen while driving along Center Street in Southport.
History
The general route and construction of the Turnpike were both mandated by state law.[3] Intended to relieve congestion on U.S. Route 1 and Route 15 (the Merritt & Wilbur Cross parkways), design work began in 1954. The Connecticut Turnpike opened on January 2, 1958[4]; however, the westernmost portion of the highway (the three miles (5 km) connecting Greenwich with the New England Thruway) opened ten months later. Tolls were originally collected through a series of eight toll booths along the route. The state stopped collecting tolls on all portions of the Turnpike by December 31, 1985.
Local legend is the initial phase of Turnpike construction in 1954 was so disruptive in heavily Republican Fairfield County that local voters there turned on incumbent Republican Governor John Davis Lodge, leading to his defeat by Abraham Ribicoff.[1]
Accidents
Several accidents prompted the state to eliminate tolls along the turnpike altogether. Arguably the most notorious of these was a serious incident in 1983 in which a truck collided with three cars at a toll plaza, killing seven people (including the truck driver) and injuring several others. The investigation following the crash determined that the truck driver had fallen asleep at the wheel just before the crash took place.
The turnpike was renamed for former Governor John Davis Lodge soon afterward.
In another infamous 1983 accident, a section of the turnpike's Mianus River Bridge in Greenwich collapsed due to corrosion of its substructure, killing three motorists crossing it at the time.
On March 25, 2004 a tanker truck carrying fuel swerved to avoid a car that cut the truck off and subsequently overturned, dumping 8,000 gallons of home heating oil onto the Howard Avenue overpass in Bridgeport. Passing vehicles kicked up the oil which ignited a towering inferno that subsequently melted the bridge structure and caused the southbound lanes to sag several feet. The northbound lanes, which received less damage from the fire, were opened five days later after being reinforced with temporary scaffolding. The southbound lanes opened on April 1, after a temporary bridge was erected.
Relieving gridlock
I-95 in Stamford.
Turnpike Upgrades Stalled by Budget Deficits, Lawsuits
The Connecticut Turnpike opened southwest Connecticut to a mass migration of New Yorkers, leading to substantial residential and economic growth in Fairfield and New Haven Counties. The Turnpike became a primary commuter route to New York City. With additional segments of I-95 opening in the 1960s connecting to Providence and Boston, the Turnpike became an essential route for transporting people and goods throughout the Northeast. As a result, much of the Turnpike had become functionally obsolete by 1965, with traffic exceeding its design capacity. Originally designed to carry 60,000 vehicles per day (VPD) on the 4-lane sections and 90,000 VPD on the 6-lane portion west of New Haven, the Turnpike carries 75,000-100,000 VPD east of New Haven, and 130,000-200,000 VPD between New Haven and the New York State line as of 2006.
There were dozens of plans discussed to alleviate traffic congestion and improve safety on the Turnpike for nearly 30 years, but most of these plans languished amid political infighting and lawsuits brought on by special-interest groups. Still, traffic and deadly accidents continued to increase each year on the Turnpike, and by the 1990s the Connecticut Turnpike had started to become known as "The Highway of Death."
Furthermore, while most of the Turnpike is signed as Interstates 95 and 395, the highway was designed and built before the Interstate Highway System was established. As a result, much of the Turnpike does not meet Interstate standards, particularly with underpasses ranging from 13.5 feet to 15 feet (Interstate standards require 16 feet of vertical clearance). Interchanges are too closely spaced; ramps and acceleration/deceleration lanes need to be lengthened. In some areas, median and shoulder widths and curve radii also fall short of Interstate standards.
Complicating efforts to upgrade the Turnpike to Interstate standards is the fact that engineers did not acquire enough Right-of-Way to accommodate future expansion when the Connecticut Turnpike was built during the late 1950s. This means adjacent land must be seized to upgrade the Turnpike, resulting in lengthy and costly legal battles between the State of Connecticut and landowners refusing to give up their property. Finally, the Turnpike was built through environmentally-sensitive ecosystems and wetlands associated with Long Island Sound, meaning most expansion projects require lengthy environmental impact studies that are able to withstand constant litigation by environmental groups. In 2000 one CONNDOT official commented during a public meeting on expanding Interstate 84, "If we had tried to build I-95 today, it would be impossible because of the sensitive ecosystems it passes through. It would never get approved."
Bridge collapse jumpstarts turnpike upgrades
A comprehensive plan to address safety and capacity issues on the Connecticut Turnpike did not progress beyond the initial planning stages until the collapse of the Mianus River Bridge on June 28, 1983. Following the collapse, governor William A. O'Neill initiated an $8 billion program to rehabilitate Connecticut's highways. Included in this program was the inspection and repair of the Turnpike's nearly 300 bridges and overpasses. Furthermore, Governor O'Neill directed the Connecticut Department of Transportation to develop a viable plan for addressing safety and congestion on the state's roads.
High-priority status for Connecticut Turnpike
Throughout the late 1980s and early 1990s Connecticut Department of Transportation developed a comprehensive plan to improve the Turnpike through Fairfield and New Haven Counties. In 1993 CONNDOT embarked on a 25-year multibillion dollar program to upgrade the Connecticut Turnpike from the Connecticut River at Saybrook to the New York State line at Greenwich. The program included the complete reconstruction of several Turnpike segments, including replacing bridges, adding travel lanes, reconfiguring interchanges, upgrading lighting and signage, and implementing the Intelligent Transportation System with traffic cameras and variable message signs. Since the start of the program, a 6-mile section through Bridgeport was completely rebuilt to Interstate standards. Work is currently underway on a long-term $2 billion program to rebuild 12 miles (20 km) of turnpike between West Haven and Branford including a new extradosed Pearl Harbor Memorial Bridge over New Haven Harbor.
Plans to upgrade the Turnpike received a boost in 2005 when federal legislation known as SAFETEA-LU designated the I-95 portion of the Connecticut Turnpike from the New York State Line to Waterford as High Priority Corridor 65. Corridor 65 also includes the 22-mile section of I-95 from Waterford to the Rhode Island state line that was built in 1964, which is not part of the Turnpike.
Plans for the I-395/CT-695 section
Traffic is relatively light on the rural I-395 section and the northeast leg (Connecticut Route 695) in Killingly; this section is largely unchanged from its original 1958 profile. The only major project planned on this section is the reconstruction of the northbound on and off ramps at Exit 80 in Norwich. Aside from minor spot improvements, no other major projects are anticipated for this portion of the Turnpike.
Improvement projects
★ Raymond Baldwin Bridge Replacement (Connecticut River), Old Saybrook (to Old Lyme): $460 million, completed in 1994
★ Saugatuck River Bridge Replacement, Westport: $65 million, completed in 1996
★ Lake Saltonstall Bridge Widening, East Haven: $50 million, completed in 1997
★ Widening/reconstruction Exits 8-10, Stamford: $80 million, completed in 2000
★ Reconstruction of Interchange 40, Milford: $30 million, completed in 2002
★ Reconstruction of Interchange 41, Orange: $60 million, completed in 2000
★ Reconstruction/widening Exits 23-30, Bridgeport: $570 million, completed in 2006 (two years behind schedule and $170 million over budget) (NOTE 1)
★ Widening between Exits 51 to 54, East Haven/Branford: $86 million, completed in 2006
★ Widening between Exits 51 and 49 (NOTE 2), East Haven/New Haven: $70 million, started in 2005, anticipated completion in 2009
★ Pearl Harbor Memorial Bridge Replacement, New Haven: $490 million, expected start 2008, expected completion 2014 (NOTE 3)
★ I-91/Route 34 Interchange Reconstruction, New Haven: $270 million, started in 2004, expected completion in 2014
★ Interchange 42 reconstruction, West Haven: $36 million, started in 2003, anticipated completion in 2007
★ Housatonic River Bridge replacement, Milford/Stratford: $126 million, expected start in 2009, expected completion in 2012
★ West River Bridge replacement and widening (including reconstructing Exit 44 and removing Exit 45), New Haven: $100 million, expected start in 2008, expected completion in 2013
★ Widening between Exits 10 and 13, Darien: $35 million, expected start in 2008, expected completion in 2010
★ Widening between Exits 13 and 16 (including replacement of Norwalk River Bridge), Norwalk: Cost TBD, start time TBD, expected completion TBD
★ Widening/reconstruction Exits 45 to 47 (Long Wharf Section), New Haven: $200-500 million, expected start in 2013, expected completion in 2017
★ Reconfigure northbound ramps at Exit 80, Norwich: $6 million, expected start: TBA, expected completion: TBA
★ Reconfigure the I-95/I-395/US 1 interchange to accommodate the future Route 11 expressway, Waterford: Cost TBD, start time TBD, expected completion TBD.
★ Add a travel lane in each direction from Branford to Waterford: $1.0 billion, start time TBD, expected completion TBD.
★ Reconstruction and widening Exits 6-8, Stamford: Cost TBD, expected start TBD, expected completion TBD.
★ In addition CONNDOT has been reconstructing the median of the Turnpike in stages, replacing the pre-existing steel guiderail and grass divider with a 6-foot wide, 48-inch tall Jersey Barrier along the highway's length from the Baldwin Bridge to the New York State line.
#Exit 49 was permanently closed in October 2006 as part of this project.
#The southbound offramp and northbound onramp for Exit 28 were removed in 2000 during reconstruction of the Connecticut Turnpike in Bridgeport.
#Replacement of the Pearl Harbor Memorial Bridge in New Haven was planned to start in 2007. Due to the rising cost of materials however, there were no contractors interested in the project when it was advertised for bid in 2006. CONNDOT has since broken the project up into several smaller contracts, with the first contracts scheduled for bid in October 2007.
Too many exits?
The close spacing of interchanges (more than 90 along the Turnpike's 129-mile length) has been cited as a major cause of the problems that plague the Turnpike today. Chronic congestion and the highway's high accident rate results from the high frequency of weaving and sudden acceleration and deceleration of vehicles entering and leaving the Turnpike. The state Transportation Strategy Board has proposed removing several interchanges and revising most of the remaining to mitigate these conditions. Some officials have suggested installing ramp meters at busier interchanges to regulate the flow of traffic onto the highway. The proposal for removing interchanges has been met with opposition, as no city or town through which the Turnpike passes wants to lose access to the highway. Nonetheless, CONNDOT has been proceeding with some of the Strategy Board's recommendations. In 1999 the southbound off-ramp and northbound on-ramp at Interchange 28 in Bridgeport were removed. Seven years later, in October 2006 CONNDOT permanently closed Exit 49 with the opening of a new connector road at Exit 50. Current plans call for Exit 45 to be removed in 2009, while Exit 20 in Fairfield and Exits 35 and 37 in Milford are also proposed to be closed permanently. More recent plans also include consolidating Exits 21, 22, and 23 in Fairfield by either removing one or more of the interchanges or by tying them together using collector/distributor roads.
Reinstatement of tolls?
Tolls on the Turnpike have been a source of controversy from the Turnpike's opening in 1958 to the removal of tolls in 1985, and the debate continues today. The Connecticut Turnpike originally opened with a barrier toll system (or open system), unlike toll roads in neighboring states, which used a ticket system (closed system) for collecting tolls. Tolls on the Connecticut Turnpike were located in Greenwich, Norwalk, Stratford, West Haven, East Haven, Madison, Montville, and Plainfield. Additionally, unlike other toll roads which featured widely-spaced interchanges, the Connecticut Turnpike has over 90 interchanges along its 129-mile length--50 of which are along the 50-mile stretch between the New York State line and New Haven.
Connecticut abolishes tolls
After the 1983 truck crash that killed 7 people at the Stratford toll plaza, toll opponents pressured the State of Connecticut to remove tolls from the Turnpike in 1985. Three years later, these same opponents successfully lobbied the Connecticut General Assembly to pass legislation abolishing tolls on all of Connecticut's highways (with the exception of two car ferries across the Connecticut River in Chester and Glastonbury). While the 1983 Stratford accident was cited as the main reason for abolishing tolls in Connecticut, the underlying reason was the fact that federal legislation at that time forbade states with toll roads from using federal funds for road projects. Because the Mianus River Bridge was rebuilt with federal highway funds following its June 1983 collapse, Connecticut was required by federal law to remove tolls from the Turnpike once its construction bonds were paid off.
The debate over tolls on the Turnpike did not end in 1988 with the abolition of tolls in Connecticut. Prior to their removal in 1985, tolls on the Connecticut Turnpike generated over $65 million annually. Since their removal in the late 1980s, Connecticut lawmakers have continuously discussed reinstating tolls, but have balked at bringing tolls back out of fear of having to repay $2.6 billion in federal highway funds that Connecticut received for Turnpike construction projects following the abolition of tolls.
During the economic recession of the early 1990s, legislators studied reinstating tolls on parts of the Connecticut Turnpike and portions of highways around Hartford to make up for huge budget deficits. Proposals for reinstating tolls were scrapped in lieu of implementing an income tax and increasing the state gasoline tax and sales tax, and imposing a new tax on corporate windfall profits. All of these measures proved to be as unpopular as tolls and resulted in a mass exodus of residents and businesses from Connecticut during the 1990s.
Toll debate continues
The debate over tolls in Connecticut resurfaced once again during the 2006 gubernatorial election. Incumbent Governor M. Jodi Rell, a Republican, opposes reinstating tolls on Connecticut's highways and favors other means for financing major highway projects, while her opponent, New Haven Mayor John DeStefano, Jr., a Democrat, indicated he was "neither for or against" tolls. With Governor Rell elected for another term, it appears tolls in Connecticut are off the table for the foreseeable future. [5]
Electronic tolling and adjustable toll rates discussed
Because Connecticut lost a major source of revenue when tolls were removed in the 1980s, the state has become heavily dependent on federal funding to finance its highway projects. With the cost of construction outpacing the amount of revenue generated by the federal gasoline tax, experts anticipate the Federal Highway Trust Fund--from which most of Connecticut's highway maintenance and expansion money comes--will be depleted by 2010. Additionally, the evolution of electronic toll collection and automated toll collection technologies throughout the 1990s and early 2000s, combined with the skyrocketing cost of upgrading the Connecticut Turnpike, continued to fuel the debate over reinstating tolls on the Turnpike. Finally, federal legislation known as SAFETEA-LU, enacted in 2005, afforded states greater flexibility in allowing them to operate toll roads and still receive federal funds for transportation projects, and some states have even turned to the private sector to fund maintenance of highways.
Studies have also suggested re-tolling the Turnpike as a means of congestion management, where toll fares can be increased during rush hour periods and discounts for carpools and off-peak travel. The objective is to encourage motorists to carpool and use mass transit to reduce congestion on the Turnpike. Some of these strategies are being discussed as possible solutions to funding several billion dollars worth of upgrades to the Turnpike. In February 2007 the Connecticut Department of Transportation announced a $4 million study concerning the reinstatement of tolls on the Turnpike. The study will consider a range of tolling alternatives, including value pricing, HOT lanes, and possibly leasing the Turnpike similar to the Indiana Toll Road arrangement.
Service plazas and rest areas
The turnpike has 13 service plazas. All are open 24 hours and have fuel service. Most have fast food service (sit-down dining, originally featured in some plazas, has been replaced in those facilities by food-court set-ups). Some have small gift shops. The 3 easternmost plazas do not have food service, only gas stations and convenience stores. All plazas have pay phones and restrooms.
★ Darien westbound - MP 9 between Exits 10 and 9 - Food and Fuel
★ Darien eastbound - MP 12 between Exits 12 and 13 - Food and Fuel - Connecticut Welcome Center. The McDonald's restaurant at this service area claims to be the busiest in the country.
★ Fairfield eastbound and westbound - MP 25 between Exits 21 ans 22 - Food and Fuel
★ Milford eastbound and westbound - MP 41 between Exits 40 and 41 - Food and Fuel
★ Branford eastbound and westbound - MP 52 between Exits 53 and 54 - Food and Fuel
★ Madison eastbound and westbound - MP 65 between Exits 61 and 62 - Food and Fuel
★ Montville westbound only - MP 96 between Exits 79A and 79 - Fuel and Convenience Store
★ Plainfield eastbound and westbound - MP 123 between exits 89 and 90 - Fuel and Convenience Store
The former eastbound Montville service area has been turned into a State Police barracks.
In addition to the Service Areas listed above, there is also a Rest Area, with restrooms, phone, picnic area, and seasonal tourist info located eastbound at MP 74 between exits 65 and 66.
There are three State Police stations located on the turnpike:
Troop F - Westbrook at MP 74 on westbound side of turnpike.
Troop E - Montville at MP 96 on eastbound side of turnpike (at former service plaza).
Troop G - Bridgeport at MP 29 and the junction with Routes 8 and 25.
There is one Weigh Station located eastbound at MP 2 in Greenwich. Weigh stations on both sides of the Turnpike used to exist near Exit 18 in Westport; these were removed during the 1990s. The former southbound weigh station in Westport is now used by CONNDOT to store construction materials, while the northcound station was demolished; the grounds returned to their natural state.
The administration building for the former West Haven toll plaza can still be seen driving between Exits 42 and 43. Today, CONNDOT uses the old toll building as a maintenance facility.
Exit list
Exits 2 to 76 of the Turnpike are part of I-95 and exits 77 to 90 are part of I-395.
| Town | Number | Mile | Destinations | Notes |
|---|---|---|---|---|
| Greenwich |  | |||
| 2 | 0.8 | Delavan Avenue - Byram | ||
| former Greenwich barrier toll | ||||
| 3 | 2.5 | Arch Street - Greenwich | ||
| 4 | 3.7 | Indian Field Road - Cos Cob | ||
| 5 | 5.5 |  | ||
| Stamford | 6 | 6.5 | Harvard Avenue (NB) West Avenue(SB) | |
| 7 | 7.3 |  | ||
| 8 | 7.7 | Atlantic Street (NB) Elm Street (SB) | ||
| 9 | 9.3 |  | ||
| Darien | 10 | 10.8 | Noroton | |
| 11 | 11.6 | | ||
| 12 | 12.2 |  | northbound exit and southbound entrance | |
| 13 | 13.1 | | ||
| Norwalk | 14 | 14.8 | | southbound exit and northbound entrance |
| 14 | 15.0 | South Norwalk | northbound exit and southbound entrance | |
| 15 | 15.5 |  | ||
| 16 | 16.2 | East Norwalk | ||
| former Norwalk barrier toll | ||||
| Westport | 17 | 18.1 |  | |
| 18 | 20.4 | Sherwood Island State Park | ||
| Fairfield | 19 | 22.9 | | |
| 20 | 23.7 | Bronson Road | southbound exit and northbound entrance | |
| 21 | 24.4 | Round Hill Road | ||
| 22 | 25.2 |  | southbound exit and northbound entrance | |
| 23 | 25.7 | | ||
| 24 | 26.6 | Black Rock Turnpike | ||
| Bridgeport | 25 | 27.4 | State Street, Commerce Drive (NB) | |
| 26 | 28.3 | Wordin Avenue | ||
| 27 | 28.9 | Lafayette Boulevard - Downtown Bridgeport | northbound exit and southbound entrance | |
| 27A | 29.0 |   | ||
| 27 | 29.1 | Lafayette Boulevard - Downtown Bridgeport | southbound exit and northbound entrance | |
| 28 | 29.9 |  | northbound exit and southbound entrance | |
| 29 | 30.4 | | ||
| Stratford | 30 | 31.1 |  | |
| 31 | 32.1 | Honeyspot Road (NB) South Avenue (SB) | ||
| 32 | 32.9 | West Broad Street - Stratford | ||
| former Stratford barrier toll | ||||
| 33 | 34.1 |  | northbound exit and southbound entrance | |
| Milford | 34 | 35.4 | | |
| 35 | 35.8 | School House Road/Bic Drive | ||
| 36 | 36.7 | Plains Road | ||
| 37 | 37.4 | High Street | northbound exit and southbound entrance | |
| 38 | 37.6 |  | ||
| 39 | 39.1 | | split into 39A and 39B | |
| 40 | 40.2 | Old Gate Lane/Woodmont Road | ||
| Orange | 41 | 41.8 | Marsh Hill Road - Orange | |
| West Haven | 42 | 43.9 |  | |
| former West Haven barrier toll | ||||
| 43 | 44.9 | Downtown West Haven | northbound exit and southbound entrance | |
| 43 | 45.2 |  | southbound exit and northbound entrance | |
| New Haven | 44 | 45.9 |  | northbound exit and southbound entrance |
| 44 | 45.9 | Downtown West Haven | southbound exit and northbound entrance | |
| 45 | 46.0 | | southbound exit and northbound entrance | |
| 46 | 46.8 | Long Wharf Drive/Sargent Drive | ||
| 47 | 47.7 |  | ||
| 48 | 47.8 |  | ||
| 50 | 49.2 | Woodward Avenue - Lighthouse Point | northbound exit and southbound entrance | |
| East Haven | 51 | 49.8 | | northbound exit and southbound entrance |
| 51 | 50.2 | | southbound exit and northbound entrance | |
| 52 | 50.5 |  | southbound exit and northbound entrance | |
| Branford | former Branford barrier toll | |||
| 53 | 52.3 |   | northbound exit and southbound entrance | |
| 54 | 53.2 | Branford/Cedar Street | ||
| 55 | 55.2 | | ||
| 56 | 56.2 | Leetes Island Road - Stony Creek | ||
| Guilford | 57 | 59.3 | | |
| 58 | 60.2 |  | ||
| 59 | 61.5 | Goose Lane | ||
| Madison | former Madison barrier toll | |||
| 60 | 63.5 | Mungertown Road | southbound exit and northbound entrance | |
| 61 | 64.7 |  | ||
| 62 | 66.4 | Hammonasset State Park | ||
| Clinton | 63 | 68.6 |  | |
| Westbrook | 64 | 70.8 |  | |
| 65 | 73.1 |  | ||
| Old Saybrook | 66 | 74.4 |  | |
| 67 | 75.9 | Elm Street | southbound exit and northbound entrance | |
| 67 | 76.7 |  | northbound exit and southbound entrance | |
| 68 | 77.7 | | southbound exit and northbound entrance; US 1 joins northbound and leaves southbound | |
| 69 | 78.1 |  | ||
| former Baldwin Bridge barrier toll | ||||
| Old Lyme | 70 | 79.2 |  | northbound exit and southbound entrance; US 1 joins southbound and leaves northbound |
| 70 | 79.8 | Old Lyme | southbound exit and northbound entrance | |
| East Lyme | 71 | 83.5 | Four Mile River Road | |
| 72 | 84.0 | Rocky Neck State Park | ||
| 73 | 85.8 | Society Road | ||
| 74 | 87.3 |  | ||
| 75 | 88.0 | | ||
| 76 | 88.5 | | Northbound exit and southbound entrance. The Turnpike/I-395 is signed as the exit, I-95 is signed as the thru route. | |
Begin  | ||||
| Waterford | 77 | 90.6 |  | To Route 11 |
| Montville | 78 | 94.0 |  | Partial interchange: SB exit/NB entrance only. SR 693 |
| 79 | 94.8 |  | ||
| former Montville barrier toll | ||||
| 79A | 98.0 |  | Begin I-395/Route 2A overlap. | |
| Norwich | 80 | 99.6 |  | Split northbound into 80E and 80W. |
| 81 | 102.2 |  | Split northbound into 81E and 81W. | |
| 82 | 102.7 | Yantic, Norwichtown | SR 642 | |
| 83 | 106.6 |  | ||
| Lisbon | 83A | 108.0 |  | Partial interchange: NB exit/SB entrance only. |
| 84 | 109.6 |  | Split southbound into 84N and 84S. | |
| Griswold | 85 | 110.4 (NB) 110.8 (SB) |   | |
| 86 | 112.7 |  | Hopeville Pond State Park | |
| Plainfield | 87 | 116.7 | Lathrop Road | SR 647 |
| 88 | 118.1 |  | ||
| 89 | 120.5 |  | ||
| former Plainfield barrier toll | ||||
| Plainfield-Killingly line | 90 | 124.0 (NB) 124.2 (SB) | NB:  SB: Squaw Rock Road | Split Interchange. NB exit/SB entrance from I-395 only. SB exit/NB entrance from Squaw Rock Road only. Turnpike signed as exit, I-395 signed as thru route. |
Begin SR 695. | ||||
| Killingly | (90A) | 124.9 | Ross Road (unsigned) | Partial interchange: NB exit/SB entrance only. Exit has no signage except at the exit gore. |
| Turnpike merges into | ||||
References
1. Connecticut Department of Transportation Highway Log
2. Connecticut Department of Transportation Traffic Log
3. Section 13a-21 of the General Statutes of Connecticut
4. Connecticut Department of Transportation History
5. Will Connecticut's Drivers Have to Endure Tolls Again? Associated Content October 27, 2006
External links
★ nycroads.com -- Connecticut Turnpike
★ Unofficial Connecticut Turnpike page
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