The Governor John Davis Lodge Turnpike , previously named and still locally called Connecticut Turnpike , is an access-controlled highway and former highway in the US state of Connecticut; it is managed by the Connecticut Transportation Department (ConnDOT). Spanning approximately 128 miles (206 km) along the general west-east axis, the course is divided by I-95 for 88 miles (142 km) from the New York State border in Greenwich to East Lyme; I-395 to 36 miles (58 km) from Lyme East to Plainfield; and Route 695 to 4 miles (6.4 km) from Plainfield to the state border of Rhode Island at US 6 in Killingly. While channeled along I-395, this highway briefly coincides with US 1 from Old Saybrook to Old Lyme and Route 2A from Montville to Norwich.
Construction at the Connecticut Turnpike began in 1954, and the highway opened in 1958. It originally followed a sequential exit-based numbering system that ignored the route transition, where the exit number on I-395 was a continuation of the number out on I-95. 2015, the I-395 exit number is converted to a mileage-based system that reflects their distance from the split from I-95, which effectively removes the decisive element of the highway. In some parts of western New Haven, it carries an average annual daily traffic of more than 150,000 vehicles.
Video Connecticut Turnpike
Route description
I-95
Interstate 95 enters Connecticut as a Connecticut highway in Greenwich on the state line of New York. The Connecticut Turnpike stretches for 128.5 miles (206.8 km) across the state, but only the first 88 miles (142 km) of Connecticut Turnpike are signed as I-95. The I-95 Turnpike passes the most heavily populated part of Connecticut along the coastline between Greenwich and New Haven, passing through Stamford, Norwalk, Bridgeport, and New Haven towns, with daily traffic volume of 120,000 to over 150,000 along 48 miles (77 km) long between the New York border and the junction with I-91 in New Haven. The Turnpike intersects with several major highways, the US Route 7 at Exit 15 on Norwalk, Route 8 at Exit 27A in Bridgeport, Merritt and Wilbur Cross parkways on Exit 38 (via Milford Parkway) at Milford, and Interstate 91 at Exit 48 in New Haven.
North (east) I-91, Turnpike continues along the Connecticut coastline, usually with less traffic. The six-lane highway was reduced to four lanes in Branford, switching to Route 9 at Exit 69 in Old Saybrook, crossing the Connecticut River on the Raymond E. Baldwin Bridge and continuing to the intersection with Interstate 395 at Exit 76 near East Lyme -Waterford line.
I-395
The Turnpike left I-95 at Exit 76 at East Lyme continuing as I-395 North toward Norwich, Jewett City and Plainfield until Exit 35, where Governor John Davis Lodge Turnpike & I-395 split up. I-395 continues north to Worcester, Massachusetts, ending at Interstate 290 and Massachusetts Turnpike. The Connecticut Turnpike officially ends in US 6 (Danielson Pike) at Killingly, which continues into Providence, Rhode Island. In contrast to the I-95 portion, the portion of I-395 of the highway has changed very little over the years, retaining its median grass with a guardrail that separates the direction of travel.
US Route 1
The Connecticut Turnpike combines pre-existing relocations on Route 1 AS between Old Saybrook and Old Lyme, which includes the original Raymond E. Baldwin Bridge over the Connecticut River, which opened in 1948. After the opening of the Turnpike in 1958, Route 1 has teamed up with Turnpike between Exit 68 in Old Saybrook and Exit 70 in Old Lyme.
Route 2A
Route 2A was built to serve as a short cut around Norwich. It shares its parallel with the Connecticut Turnpike from the northern terminal on Route 2 to Interchange 9, where it turns east and serves the Mohegan Sun Casino before crossing the River Thames and ends on Route 2 south of Norwich.
SR 695
State Road 695 (SR 695) is an undirected 4.49 miles (7.23 km) from the Turnpike of I-395 at Plainfield to US 6 on the Rhode Island country lane at Killingly. This road is not signed as Route 695 but to the east as "To US 6 East" and to the west as "Ke I-395 Selatan". SR 695 will be part of the now-defunct I-84 freeway between Hartford, Connecticut and Providence, Rhode Island, if the freeway is built. (Now Interstate 84 continues east from Hartford to Massachusetts where it ends at Interstate 90, Massachusetts Turnpike). There are two partial exits on SR 695. West Outward 1 (formerly Exit 90) on Squaw Rock Road is only accessible to the west. The eastern exit (also numbered of Exit 1, but previously not numbered), located 1,500 feet (460 m) east of the Squaw Rock Road toll road and accessible only eastwards, is to Ross Road, and the only the onramp provided from Ross Road is for SR 695 to the west. Intersections with I-395 are only partial: no access is provided from SR 695 westward to I-395 to the north and no access from I-395 to south to SR 695 to the east. The SR-695 section of the Turnpike is scheduled to be part of the planned extension of I-84 between Hartford and Providence, Rhode Island before an extension was canceled in 1983.
Maps Connecticut Turnpike
History
Common routes and toll road construction are both mandated by state law. Aimed at reducing congestion on Route 1 and Route 15 AS (Merritt and Wilbur Cross crossroads), the design work began in 1954. The Connecticut Turnpike opened on 2 January 1958; However, the westernmost part of the highway (three miles (5 km) linking Greenwich with the New England Thruway) was opened ten months later. Toll was initially collected through a series of eight toll booths along the route.
The toll road was renamed after former Connecticut Governor John Davis Lodge on December 31, 1985, two months after the toll was removed. The local legend was the initial phase of the 1954 Turnpike construction so disturbing in the large Fairfield County Republic that local voters there activated Republican Governor John Davis Lodge, leading to his defeat by Abraham Ribicoff.
Accident
Some accidents encourage countries to eliminate tolls along toll roads altogether. In a way, the most notable of these was a serious incident on January 19, 1983, in which a tractor trailer after a brake failure collided with four cars on the square of Stratford square, killing seven people and injuring several others. The investigation after the accident decides that the truck driver slept on the wheel just before the accident happened.
In June 1983, a section of the Mianus River Bridge north of the Turnpike in Greenwich collapsed under the corrosion of its substructure, killing three riders passing by at that time.
On March 25, 2004, a tanker truck carries a turning fuel to avoid a car that cuts the truck and then overturns, dumping 8,000 gallons of home heating oil onto the Howard Avenue overpass in Bridgeport. Past an oil-kicking vehicle that triggers a soaring inferno that then melts the bridge structure and causes the southern path to sag a few feet. The northern route, which received less damage from the fire, was opened five days later after being reinforced with a temporary scaffolding. The southern strip opened on April 1, after a temporary bridge was erected.
Clear jams
Stalling increases based on budget deficits and lawsuits
The Connecticut Turnpike opens southwest Connecticut to the mass migration of New York, which leads to massive housing and economic growth in Fairfield and New Haven County. The Turnpike became the main commuter route to New York City. With an additional segment of I-95 that opened in the 1960s linking to Providence and Boston, the highway became an important route for transporting people and goods throughout the Northeast. As a result, many of the toll roads have become functionally outdated in 1965, with traffic exceeding their design capacity. Originally designed to carry 60,000 vehicles per day (VPD) in the four lane and 90,000 VPD sections in the six lanes in west New Haven, the Turnpike carries 75,000-100,000 eastern VPDs of New Haven, and 130,000-200,000 VPDs between New Haven and New York State lines in 2006.
There are dozens of plans discussed to reduce traffic congestion and improve safety at the Turnpike for almost 30 years, but most of these plans languish amid political battles and lawsuits posed by special interest groups. However, deadly traffic and crashes continue to increase each year at the Turnpike, and in the 1990s, Connecticut Turnpike became known as "The Highway of Death".
In addition, while most toll roads are signed as Interstate 95 or 395, highways are designed and built before the Interstate Highway System was established. As a result, many of the Turnpike do not meet Interstate standards, especially with underpasses ranging from 13.5 feet (4.1 m) to 15 feet (the Interstate standard requires 16 feet (4.9 m) of vertical clearance). The exchange is too close; slope paths and accelerations need to be extended. In some areas, the median width and the shoulders and curve radius also do not meet the Interstate standard.
The complicated effort to raise the Turnpike standard into Interstate is that engineers do not get enough rights to accommodate future expansions when the Connecticut Turnpike was built in the late 1950s, which means adjacent lands had to be confiscated to improve the Turnpike, which resulted in long domain battles and expensive between Connecticut State and landowners refuse to give up their property. In addition, the Turnpike passes through areas with some of the highest property values ​​in the country, making land acquisition to expand the highway becomes very expensive. Finally, toll roads are built through environmentally sensitive ecosystems and wetlands associated with Long Island Sound, which means that most of the expansion projects require a long environmental impact study that can withstand constant litigation by environmental groups. Air pollution laws also cause conflicts, as Connecticut is grouped into federal statistical areas around New York City and it suffers the specific consequences and regulations applied to unsuitable air quality areas. An example of this is that it is easier to extend the entry or exit path than to add a full path, because adding any capacity to the road, by definition, will increase the pollution created by roads, further violating federal air quality standards. In 2000, a CONNDOT official commented during a public meeting about the expansion of Interstate 84 (a parallel interstate route with I-95 about 20 miles farther inland), "If we had tried to build I-95 today, it would be impossible because sensitive ecosystems it passes in. It will never be approved. "
The collapse of the jumpstarts bridge upgrade the front lever
A comprehensive plan to address safety and capacity issues in Connecticut Turnpike did not expand beyond the initial planning stage until the collapse of the Mianus River Bridge on June 28, 1983. Following the collapse, governor William A. O'Neill embarked on a $ 8 billion program to rehabilitate the Connecticut highway. Included in this program is inspection and repair of nearly 300 Turnpike bridges and flyovers. Furthermore, Governor O'Neill directs the Connecticut Transportation Department to develop viable plans to address safety and congestion on state roads.
High priority status
Throughout the late 1980s and early 1990s, the Connecticut Transport Department developed a comprehensive plan to improve the Turnpike through Fairfield and New Haven County. In 1993 CONNDOT started a multibillion-dollar program for 25 years to improve Connecticut Turnpike of the Connecticut River in Old Saybrook to the New York state line in Greenwich. The program includes complete reconstruction of several Turnpike segments, including replacing bridges, adding travel paths, rearranging stacks, improving lighting and nameplate, and implementing Intelligent Transportation Systems with traffic cameras, embedded road sensor sensors, and variable message signs. Since the commencement of the program, the 6 mile (9.7 km) section through Bridgeport is completely rebuilt to the Interstate standard. Work is currently underway on a $ 2 billion long-term program to rebuild a 12 mile (19 km) highway between West Haven and Branford, including the recently extruded Pearl Harbor Memorial Bridge over the Quinnipiac River and New Haven Harbor.
Plans to improve the Turnpike received a boost in 2005 when a federal law known as SAFETEA-LU assigned section I-95 of the Connecticut Turnpike from the New York state line to Waterford as the High Priority Corridor 65. Corridor 65 also includes 24 miles (39Ã , Km) section I-95 from Waterford to the Rhode Island state line built in 1964, which is not part of the Turnpike. Package
for section I-395/CT-695
The traffic is relatively mild in the I-395 section and the northeast leg (Connecticut Route 695) at Killingly; This section is largely unchanged from the original 1958 profile. Only two major projects have been completed in this section since the 2015 numbering based on I-395 milepost (with Exit 77 being Exit 2, up to Exit 100 being Exit 53), and reconstruction of the northern slopes and off ramps at Exit 11 (Old Exit 80) in Norwich, completed in 2009.
Improvement project
Replacement of Raymond E. Baldwin (Connecticut River) Bridge, Old Saybrook (to Old Lyme): $ 460 million, completed in 1994- Exit 49 was permanently closed in October 2006 as part of this project. Access to Stiles Street is now provided at Exit 50 via the newly built Connector Waterfront. The southern entrance is still on the Pearl Harbor Memorial Bridge.
- The southern highway and the highway to the north for Exit 28 were relocated in 2000 during the Connecticut Turnpike reconstruction in Bridgeport.
- Replacement of the Pearl Harbor Warning Bridge in New Haven is planned to begin in 2007. Due to the rising cost of materials, however, no contractors are interested in the project when it is advertised to bid in 2006. CONNDOT has damaged this project into several more contracts small, with the first contract scheduled for bidding in October 2007.
Tolls
Toll at Connecticut Turnpike has been a source of controversy from the opening of the Turnpike in 1958 with the elimination of tolls in 1988, and the debate continues today. The Connecticut Turnpike originally opened with a limiting toll system (or open system), unlike toll roads in neighboring countries, which use a ticket system (or a closed system) to collect tolls. Originally a toll on the Connecticut Turnpike $ 0.25 and toll roadblocks are in the following locations, Greenwich, Norwalk, Stratford, West Haven, Branford, Madison, Montville, and Plainfield. Tolls were also collected until the early 1970s at Old Saybrook on the west end of the Baldwin Bridge over the Connecticut River. In addition, unlike other toll roads that have many opposite spots and are generally located on the outskirts of major urban centers, the Connecticut Turnpike is built in the midst of several major cities (notably Stamford, Bridgeport, and New Haven) and has over 90 intersections along its length 129 miles (208 km) - 50 of which are along the 50 mile (80 km) stretch of the New York State and New Haven lines.
War signs with Subway New York City
There was some controversy in the early 1980s when the New York City Subway rider discovered that tokens purchased for use at the Turnpike Connecticut toll have the same size and weight as the New York City Subway tokens. Because the price is less than a third, they start appearing in the subway collection box regularly. The Connecticut authorities initially agreed to change the size of their token, but then denied it, and the problem was not resolved until 1985, when Connecticut stopped its toll fees. At that time, the MTA was paid 17.5 cents for each of the more than two million tokens collected during the three-year "token war".
Toll removal
After the 1983 truck accident that killed seven people in the Stratford toll plaza, the toll enemies pressed the Connecticut State to remove the toll from the Turnpike in 1985. Three years later, these same opponents successfully lobbied the Connecticut General Assembly to pass legislation. laws abolished tolls on all Connecticut highways (with the exception of two car ferries crossing the Connecticut River in Chester and Glastonbury). While in 1983, the Stratford accident was cited as a major reason for removing tolls in Connecticut, the underlying reason being that federal legislation at that time banned states with highways using federal funds for road projects. Since the Mianus River Bridge was rebuilt with a federal highway fund after its collapse in June 1983, Connecticut was required by Section 113 (c) of the Federal Aid Highway Act of 1956 to remove a toll from Turnpike once its construction bonds are repaid.
The debate over the toll on the Connecticut Turnpike did not end in 1988 with the elimination of tolls. Before dismissal in 1985, the toll generated more than $ 65 million per year. Since their dismissal in the late 1980s, Connecticut lawmakers are constantly discussing the restoration of tolls, but refused to give back toll for fear of having to pay the $ 2.6 billion federal highway fund that Connecticut received for the Turnpike construction project after the toll removal.
During the economic recession of the early 1990s, legislators studied the restoration of tolls on sections of the Connecticut Turnpike and parts of the highways around Hartford to cover the budget deficit. Proposals to recover tolls are reversed in lieu of applying for income taxes and increasing the country's gasoline and sales taxes, and imposing new taxes on the company's unexpected earnings.
Continuation of toll debate
With the continuous budget woes in Hartford, the idea of ​​returning tolls reappeared in January 2010. The State Rep. Tony Guerrera, D-Rocky Hill, estimates the $ 5 toll on the Connecticut border could generate $ 600 million in revenue. Governor Dannel P. Malloy expressed pessimism that toll revenues would be exclusively spent on infrastructure improvements, but the need to generate additional revenue, coupled with a decrease in traditional highway funding sources (such as federal aid and gas tax revenues) meant the idea could receive serious consideration at the state legislature.
Porch and service break area
The expressway has 13 service plazas, which are open 24 hours a day. All features of Subway, Dunkin 'Donuts, stores, and fuel services provided by ExxonMobil (branded as Cars). Most plazas also offer a wide selection of other food services, including McDonald's and Sbarro. From 2011 to 2015, the original plaza is rebuilt with new and expanded buildings and better refueling facilities. Before rebuilding, the plaza in section I-395 only has a department store.
- Darien southboundÃ, - MP 9 between Exit 10 and 9 - Food and fuel - Rise 2013
- Darien northboundÃ, - MP 12 between Exit 12 and 13 - Food and fuel - Connecticut Welcome Center - Rebuilt 2013. McDonald's restaurant in the service area claims to be the busiest in the country.
- Fairfield to the north and south - MP 25 between Exit 21 and 22 - Food and fuel - Rebuilt 2014
- Milford north and south - MP 41 between Exit 40 and 41 - Food and fuel - Rebuilt 2011
- Branford to the north and south - MP 52 between Exit 53 and 54 - Food and Fuel - Rebuilt 2013-14
- Madison to the north and south - MP 65 between Exit 61 and 62 - Food and Fuel - NB Rebuilt 2014, SB Rebuilt 2015
- Just south of Montville - MP 96 between Exit 9 and 6 - Food and fuel - Rise 2013
- Plainfield to the north and south - MP 123 between exit 32 and 35 - Food and fuel - Rebuilt 2012
The former North Montville service area has been converted into a State Police barracks.
In addition to the service areas listed above, there is a rest area, with toilets, telephones, picnic areas, and tourist information, located north on MP 74 between exits 65 and 66. In July 2016, the rest area is closed because budget cuts and barriers are placed on a highway that blocks access to the facility. The future of the area is unclear.
There are three State Police offices located on the highway: F ​​- Westbrook Troop in MP 74 on the south side of the highway. Forces EÃ, - Montville in MP 96 on the north side of the motorway (in the former plaza service). G - Bridgeport troops in MP 29 and intersections with Routes 8 and 25 (on the road surface - exit 27, just below the exchange).
There is one weigh station located north on MP 2 in Greenwich. Weigh stations on both sides of the highway were near Exit 18 at Westport; this was removed during the 1990s. The former south weigh stations in Westport are now used by CONNDOT to store building materials, while the north station is destroyed; land back to their natural state.
The administration building for the former West Haven expressway toll is still visible to the driver between Exit 42 and 43. Today, CONNDOT uses the old toll building as a maintenance facility.
During 2013, electric vehicle charging (EV) for Tesla cars was added to the north and north Milford plaza services to support Tesla's efforts to create the Boston-Washington EV corridor. These locations are the 2nd Supercharger installation on the East Coast, the first in Newark, Delaware at the Delaware Turnpike service plaza. Each location of Milford received 2 Supercharger kiosks. Then in 2014, from north and south the plaza service each receives 4 Supercharger kiosks. In addition, Darien's southward service plaza receives 2 chargers for the CHAdeMO-equipped EV.
Exit list
References
External links
- nycroads.com - Connecticut Turnpike
- I-95 (Greater New York Roads)
Source of the article : Wikipedia
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