Wilbur Cross
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Wilbur Cross Interchange Needs Assessment Study
Interchange 55: Wheelers Farms Road & Wolf Harbor Road, City of Milford Key Deficiencies and Needs • • • •
Northbound Off Ramp (Exit 55B): Non-standard ramp curvature and deceleration lane. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Southbound Off Ramp: Non-standard deceleration lane. Southbound On Ramp: Non-standard merge with Interchange 54 southbound on ramp. Wheelers Farms Road: Identified signing deficiencies southbound between Wolf Harbor Road and Southwick Court, specifically no merge warning sign and no lane assignment signing. Identified signal timing issues at Wellington Road and Wolf Harbor Road.
Preliminary Improvement Opportunities
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Near-term Improvements (Figure 1)
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Replace existing 25 mph ramp advisory speed sign with 20 mph sign located at required deceleration distance for northbound off ramp (Exit 55B). Provide chevrons for northbound off ramp (Exit 55B) to improve delineation and visibility of non-standard ramp curvature. Relocate existing ramp advisory speed sign to required deceleration distance for southbound off ramp. Provide warning sign for southbound lane drop on Wheelers Farms Road. Revise signal timings on Wheelers Farms Road to optimize operations.
Mid-term Improvements (Figure 2)
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Close northbound off ramp (Exit 55B) and relocate northbound on ramp west along Wolf Long-term: Harbor Road providing standard acceleration • Implementation period greater than 10 years. length and eliminating the ramp stop control. • Includes higher-cost improvements that could Eliminate stop controls on Wolf Harbor Road at significantly impact existing bridge structures, ramp intersection. rights-of-way, or environmental features. Realign the northbound off ramp (Exit 55A) and Wolf Harbor Road approaches to Wheelers Farms Road to better accommodate the increased through-vehicle volume from the northbound off ramp to Wolf Harbor Road that will result from the closing of the northbound off ramp (Exit 55B) to Wolf Harbor Road. Provide standard deceleration length for southbound off ramp. Improve merge geometry at southbound on ramp to provide parallel merge opportunity.
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Near-term:
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Interchange 55 1
Wilbur Cross Interchange Needs Assessment Study
Other Considerations •
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Extend southbound two-lane section on Wheelers Farms Road to the signalized intersection with Southwick Court where the right lane would become a right turn only lane. Two new developments, currently in various stages of construction/planning on Wolf Harbor Road, should be considered during subsequent planning and design phases for the mid/long-term improvements to the northbound ramps: o Ground was broken on the Connecticut Center for Child Development in Spring 2009. The site drive will intersect Wolf Harbor Road approximately halfway between the two Park & Ride drives. o Avalon Bay Properties is planning an age-restricted housing development immediately west of the Connecticut Center for Child Development. The proposed site drive is located opposite the existing northbound ramps on Wolf Harbor Road. The study team notes that the northbound on ramp and acceleration lane could be improved in their existing location to remain aligned opposite the proposed drive; however, the impacts of improving the northbound on ramp aligned with the proposed site drive would be greater than those associated with relocating the ramp to the west along Wolf Harbor Road. Relocation of the northbound on ramp west along Wolf Harbor Road creates an opportunity to expand the existing Park & Ride lot.
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Potential sequence of implementation: o Near-term signage improvements o Mid-term northbound on ramp and southbound off ramp improvements o Mid-term southbound on ramp merge improvements
Constraints, Limitations and Impacts • •
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The existing Route 15 bridge structure over Wheelers Farms Road limits opportunity to provide deceleration lane improvements for northbound off ramp (Exit 55B). The existing bike path on the north side of Route 15 limits opportunity to provide additional merge improvements for the southbound on ramp and Interchange 54 southbound on ramp without impacting the bike path. An overhead sign structure will be impacted by widening for both the southbound off ramp deceleration lane and the northbound on ramp acceleration lane.
Interchange 55 2
Wilbur Cross Interchange Needs Assessment Study
Orange Service Areas: Town of Orange Key Deficiencies and Needs •
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Mid-term Improvements (Figure 1) • Improve the physical separation between mainline Route 15 and the service areas by replacing the existing curbed island with concrete barrier. The purpose of the barrier is to better protect the existing gas pumps and pedestrian activity within the service area from potential errant vehicles off the mainline. • Provide standard deceleration length for the northbound off ramp in conjunction with barrier improvements. • Provide northbound on ramp/acceleration lane and southbound off ramp/deceleration lane improvements in conjunction with mid-term auxiliary lane improvements at Interchange 56 (see Interchange 56 improvements). • Improve southbound on ramp acceleration lane within the constraints imposed by the Derby Milford Road bridge structure over Route 15.
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Northbound Off Ramp: Non-standard deceleration lane. • Northbound On Ramp: Non-standard acceleration lane. • Southbound Off Ramp: Non-standard deceleration lane. • Southbound On Ramp: Non-standard acceleration lane. • Insufficient physical separation between mainline Route 15 and service areas in northbound and southbound directions. Near, Mid, and Long-term Definitions Preliminary Improvement Opportunities
Other Considerations
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term:
• Implementation period greater than 10 years.
Potential sequence of implementation: • Includes higher-cost improvements that could significantly impact existing bridge structures, o Mid-term northbound on ramp and rights-of-way, or environmental features. southbound off ramp improvements with auxiliary lane improvements at Interchange 56. o Mid-term barrier improvements and northbound off ramp improvements. o Mid-term southbound on ramp improvements.
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Near-term:
Constraints, Limitations and Impacts • •
A variable message sign structure is located near the southbound on ramp and could be impacted. The Derby-Milford Road bridge structure over Route 15 has a sufficiency rating of 78, which indicates that the bridge is in good condition and will not likely require major reconstruction for some time. When the bridge is replaced, the southbound acceleration lane should be extended to the standard length.
Orange Service Area
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Wilbur Cross Interchange Needs Assessment Study
Interchange 56: Grassy Hill Road (Route 121), Town of Orange Key Deficiencies and Needs •
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Northbound Off Ramp: No deceleration lane. • Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Poor visibility of existing stop sign due to sight line obstructed by trees and poor placement and orientation of stop sign. • Southbound Off Ramp: Non-standard ramp curvature and deceleration lane. • Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Identified queuing issues associated with stop control that can result in traffic queues blocking access to Turkey Hill Road. • The interchange is a high accident location. The northbound and southbound on ramps have a high number and percentage of rear-end accidents. • Intersection of SR 915 and Route 121: Identified sight line issues associated with location of existing guide signs in gore area. • Intersection of northbound ramps, Route 121 and Old Grassy Hill Road: High accident location with high percentage of rear-end and angle collisions. Identified signal timing issues that includes a short all-red signal phase. Near, Mid, and Long-term Definitions Preliminary Improvement Opportunities For the purposes of this study, the preliminary Near-term Improvements (Figure 1) •
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Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Provide stop ahead warning sign on northbound and southbound on ramps. Provide stop signs on the left and right sides of the northbound and southbound on ramps. Clear existing trees on the right side of the northbound on ramp to improve visibility of stop signs. Increase all-red interval at intersection of northbound ramps, Grassy Hill Road (Rte. 121) & Old Grassy Hill Road. Provide 20 mph ramp advisory speed sign at required deceleration distance for southbound off ramp. Relocate Route 15 guide sign from gore area at SR 915/Route 121 intersection to the area adjacent to channelized right turn lane. Clear existing trees to provide adequate visibility of relocated sign.
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improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization. Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term: • Implementation period greater than 10 years. • Includes higher-cost improvements that could significantly impact existing bridge structures, rights-of-way, or environmental features.
Interchange 56
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Wilbur Cross Interchange Needs Assessment Study
Mid-term Improvements (Figure 2) • • •
Provide northbound and southbound auxiliary lanes between Interchange 56 and the Orange Service Areas. Realign southbound on ramp to provide standard ramp curvature. Improve southbound off ramp deceleration length within the constraints imposed by the existing Route 121 bridge structure.
Long-term Improvement Concept 1 – Diamond Ramp Configuration (Figure 3)
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Relocate northbound on ramp to north side of Route 121 to eliminate existing stop-controlled on ramp and to provide diamond ramp configuration with standard acceleration length. Create a new unsignalized intersection of northbound on ramp and Route 121. Maintain signalized intersection of northbound off ramp, Route 121 and Old Grassy Hill Road. Relocate southbound off ramp to north side of Route 121 to eliminate non-standard ramp curvature and to provide diamond ramp configuration with standard deceleration length. Signalize intersection of SR 915, Route 121, and southbound off ramp.
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Long-term Improvements Concept 2 – Cut & Cover Tunnel & Partial Diamond (Figure 4) •
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Provide standard acceleration length for the northbound on ramp by realigning the ramp and constructing a cut-and-cover tunnel east of the Route 121 bridge structure to convey the northbound on ramp under Route 121. Similar to Concept 1, relocate southbound off ramp to north side of Route 121 to eliminate nonstandard ramp curvature and to provide diamond ramp configuration with standard deceleration length. Signalize intersection of SR 915, Route 121, and southbound off ramp.
Other Considerations
The Route 121 bridge structure over Route 15 is a major constraint to cost-effectively improving the northbound on ramp/acceleration lane and southbound off ramp/deceleration lane. The bridge was rehabilitated in 1990 and has a sufficiency rating of 79, which indicates that the bridge is in good condition and will not likely require major reconstruction some time. The project team evaluated an alternative improvement concept that would require reconstruction of the bridge to provide sufficient lateral clearance under the bridge to accommodate a northbound acceleration lane and a southbound deceleration lane and retain the ramps in their existing locations. Because major reconstruction/replacement of the bridge would be more expensive than Concept 1 or Concept 2, it is recommended that this alternative only be considered if the other improvements have not yet been implemented at such time the bridge requires major reconstruction/replacement.
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The alignment of the southbound on ramp shown in long-term Concepts 1 and 2 reflects a potential opportunity to relocate the ramp slightly north to maximize the length of the southbound auxiliary lane. Alternatively, the alignment of the southbound on ramp that is shown for the midterm improvement could be retained in either long-term Concepts 1 or 2.
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The Connecticut Department of Transportation’s Project Development Unit recently conducted an independent study of Interchange 56 that included other improvement opportunities than the improvements developed for this study. The recommendations of this study should continue to be coordinated with ConnDOT’s work at this interchange.
Interchange 56
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Wilbur Cross Interchange Needs Assessment Study
Potential sequence of implementation: o Near-term signage improvements o Mid-term southbound on ramp/auxiliary lane improvements o Mid-term northbound off ramp/auxiliary lane improvements o Mid-term southbound off ramp improvements o Long-term northbound on ramp improvements o Long-term southbound off ramp improvements
Constraints, Limitations and Impacts •
The mid-term and long-term improvements involve alternatives that will require replacement or relocation of guardrail, curb, and signs on Route 15. New sections of guardrail could be required due to side slope changes. Clearing and grading will be required to relocate the Route 15 guide sign located in the gore area of the SR 915 and Route 121. Mid-term widening for the southbound deceleration lane improvements is limited by the Route 121 bridge structure. There are potential right-of-way impacts associated with standardizing the curvature of the southbound on ramp. An existing culvert along the southbound auxiliary lane could require modification due to potential grading impacts. Rock excavation could be required for the construction of the southbound auxiliary lane. Long-term ramp relocations could require that new culverts be constructed to convey the existing watercourse north of Route 121 under the two relocated ramps. The watercourse currently runs through a culvert under Route 15. There could be right-of-way (ROW) impacts associated with the potential relocation of the southbound off ramp. A retaining wall could be required between Route 15 and the southbound off ramp due to grade differences. There would be residential impacts associated with the potential long-term relocation of the northbound on ramp (Concept 1) that could result in two full acquisitions. There would be wetland and ROW impacts associated with the long-term realignment of the northbound on ramp (Concept 2).
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Interchange 56
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Wilbur Cross Interchange Needs Assessment Study
Interchange 60: Dixwell Avenue (Route 10), Town of Hamden Key Deficiencies and Needs
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Northbound Off Ramp: High percentage of rear end collisions. Queuing concerns under future traffic conditions. Northbound On Ramp: Non-standard acceleration lane. Southbound Off Ramp: No major geometric or operational deficiencies. Southbound On Ramp: Non-standard acceleration lane.
Preliminary Improvement Opportunities Near-term Improvements (Figure 1) •
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Relocate 25 mph ramp advisory sign to required deceleration distance for southbound off ramp. Evaluate potential signal timing modifications at the intersection of the northbound ramps and Route 10 to minimize traffic queues on the northbound off ramp during peak hours. Provide potential queue detector loops on the northbound off ramp to manage queue lengths.
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Long-term Improvements (Figure 2) •
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Provide a two lane exit for the northbound off ramp as required to accommodate future traffic demands. Provide standard acceleration length for the southbound on ramp.
Other Considerations •
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Traffic conditions should be monitored for the Long-term: potential need for a two lane exit. • Implementation period greater than 10 years. Implementation of the long-term improvements • Includes higher-cost improvements that could would require replacement of the Benham Street significantly impact existing bridge structures, bridge structure over Route 15. Because the rights-of-way, or environmental features. bridge is currently in good condition, the study team anticipates that provisions for a two lane exit would be incorporated into the next programmed reconstruction/replacement of the bridge.
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Near-term:
Constraints, Limitations and Impacts •
Rock excavation would be required to accommodate widening for any northbound off ramp and southbound on ramp/acceleration lane improvements.
Interchange 60
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Wilbur Cross Interchange Needs Assessment Study
Interchange 61: Whitney Avenue (SR 707), Town of Hamden Key Deficiencies and Needs
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Northbound Off Ramp: Non-standard ramp curvature and no deceleration lane. Peak hour traffic queues can extend from Whitney Avenue intersection back to ramp curve. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Southbound Off Ramp (Exit 61): No deceleration lane. Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. The interchange is a high accident location. The northbound and southbound on ramps have high numbers and percentages of rear-end accidents. The southbound on ramp experienced 297 accidents, 291 of which were rear-end collisions, from January 2005 to December 2007. The northbound on ramp experienced 60 accidents during the same time period, 55 of which were rear end collisions.
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Preliminary Improvement Opportunities Near-term Improvements (Figure 1) •
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Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Provide stop ahead warning sign on northbound on ramp. Improve stop ahead warning sign on southbound on ramp to standard size. Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for southbound off ramp (Exit 61) Provide stop signs on the left and right sides of the northbound and southbound on ramps.
Mid-term Improvements (Figure 2)
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For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization. Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Provide standard deceleration length for northbound off ramp. Provide separate left and right turn lanes on northbound off ramp approach to Whitney Long-term: Avenue. • Implementation period greater than 10 years. Improve northbound on ramp acceleration length • Includes higher-cost improvements that could within the constraints imposed by the Route 15 significantly impact existing bridge structures, rights-of-way, or environmental features. bridge structure over Dixwell Avenue. Eliminate stop control. Improve southbound on ramp acceleration length within the constraints imposed by the Route 15 bridge structure over Mill Brook. Eliminate stop control.
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Near, Mid, and Long-term Definitions
Interchange 61
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Wilbur Cross Interchange Needs Assessment Study
Long-term Improvement Concept 1 – Diamond Ramp Configuration (Figure 3)
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Relocate northbound off ramp to the south side of Whitney Avenue. Signalize intersection of northbound ramps and Whitney Avenue. Provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp. Auxiliary lane improvements should match into mid-term improvements for the northbound on ramp and acceleration lane. The auxiliary lane would require widening of the Route 15 bridge structure over Dixwell Avenue. Close redundant southbound off ramp (Exit 61) and realign southbound on ramp to provide standard geometry and acceleration length. Improve geometry of southbound off ramp (Exit 62) to better align with southbound on ramp. Signalize intersection of southbound ramps and Whitney Avenue. Provide back-to-back left turn lanes as required on Whitney Avenue to maintain acceptable operations at the signalized intersections for the northbound and southbound ramps. The lateral clearance under the Route 15 bridge structure is approximately 64’-5”, which could accommodate 10 ft wide travel lanes (four each), a 10 ft wide back-to-back left turn lane, 2 ft left and right shoulders, and 5 ft sidewalks on both sides of the roadway. The study team notes that the lane and shoulder widths would be non-standard relative to current ConnDOT standards for 11 ft lanes and 4 ft shoulders.
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Long-term Improvement Concept 2 – Partial Diamond Ramp Configuration (Figure 4) • •
Maintain northbound off ramp in its current location. Signalize intersection of northbound ramps and Whitney Avenue. Similar to Concept 1, provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp: close redundant southbound off ramp (Exit 61); signalize intersection of southbound ramps and Whitney Avenue; and provide back-to-back left turn lanes as required on Whitney Avenue to maintain acceptable operations at the signalized intersections for the northbound and southbound ramps.
Other Considerations •
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The study team investigated the feasibility of relocating the northbound on ramp to the south side of Whitney Avenue given the constraints imposed by the existing switching station for United Illuminating (UI) at 2210 Whitney Avenue. Based on correspondence with UI that revealed the switching station was de-energized, the study team determined that the relocation could be feasible given appropriate mitigation and clean up of any environmental contaminants on the site. The northbound auxiliary lane is consistent with the long-term improvements at Interchange 62. Potential sequence of implementation: o Near-term signage improvements o Mid-term southbound on ramp improvements o Mid-term northbound on ramp improvements o Mid-term northbound off ramp improvements o Long-term southbound on ramp improvements o Long-term northbound auxiliary lane improvements o Long-term northbound off ramp improvements
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Interchange 61
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Wilbur Cross Interchange Needs Assessment Study
Constraints, Limitations and Impacts
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The Mill River runs in close proximity to Route 15 in the northeast quadrant of the interchange. The northbound on ramp improvement would require widening adjacent to the existing steep embankment and could require construction of a retaining wall to minimize potential environmental and right-of-way impacts in this area. The existing noise wall adjacent to the southbound on ramp would have to be located or replaced in conjunction with the mid-term ramp and acceleration lane improvements. There could be right-of-way (ROW) impacts associated with the improvements in this area. There would be ROW impacts associated with the potential long-term relocation of the northbound off ramp (Concept 1). The Route 15 bridge structure over Dixwell Avenue would have to be widened to provide the northbound auxiliary lane. The study team does not anticipate that full replacement of the bridge structure would be required to accommodate the auxiliary lane.
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Interchange 61
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Wilbur Cross Interchange Needs Assessment Study
Interchange 62: Dixwell Avenue (SR 717), Town of North Haven Key Deficiencies and Needs
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Northbound Off Ramp: Non-standard deceleration lane. Limited sight lines for exiting motorists to traffic queues at the Dixwell Avenue intersection. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. The interchange is a high accident location. A high percentage of these accidents are rear-end collisions occurring on the stop-controlled northbound on ramp. Dixwell Avenue: Operational deficiencies at the Dixwell Avenue/northbound ramps intersection.
Preliminary Improvement Opportunities Near-term Improvements (Figure 1) Clear vegetation on the right side of the northbound off ramp to improve sight lines for motorists exiting the mainline. Install a signal ahead warning sign on the northbound off ramp.
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Install a stop ahead warning sign on the northbound on ramp.
Mid-term Improvements (Figure 1) •
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Provide eastbound left turn lane on Dixwell Avenue at the northbound ramps intersection. This will improve capacity on Dixwell Avenue. Install lane use sign. Provide southbound left turn lane on the northbound off ramp at the Dixwell Avenue intersection. The turn lane will improve intersection capacity and will provide additional storage to minimize the potential for traffic queuing back to the Route 15 mainline. Install lane use sign. Revise traffic signal timings at the Dixwell Avenue/northbound ramps intersection in conjunction with turn lane improvements.
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Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term:
• Implementation period greater than 10 years. • Includes higher-cost improvements that could significantly impact existing bridge structures, rights-of-way, or environmental features.
Interchange 62
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Wilbur Cross Interchange Needs Assessment Study
Long-term Improvements (Figure 2) Provide standard deceleration length for the northbound off ramp and improve ramp curvature. The deceleration lane improvements will require widening the Route 15 bridge structure over the Mill River. It is anticipated that the deceleration lane would ultimately connect to the northbound auxiliary lane improvements from Interchange 61 (see Interchange 61 improvements).
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Provide standard acceleration length for the northbound on ramp and improve ramp curvature. The acceleration lane improvements will require constructing a cut-and-cover tunnel behind the existing Ridge Road bridge structure to convey the northbound on ramp under existing Ridge Road.
Other Considerations
Provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp. As a potential first phase, provide the standard deceleration length for the Interchange 62 northbound off ramp while avoiding impacts to the existing Route 15 bridge structure over Dixwell Avenue (see Interchange 61 improvements).
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As a potential alternative to providing a cut-and-cover tunnel, replace the existing Ridge Road bridge structure in conjunction with providing a standard acceleration lane for the northbound on ramp. Whether a cut-and-cover tunnel or new bridge structure is the preferred alternative will likely be a function of the condition of the bridge at the time the northbound acceleration lane improvements are programmed. Potential sequence of implementation: o Near-term northbound off ramp improvements o Mid-term Dixwell Avenue/northbound ramps intersection improvements o Long-term northbound on ramp improvements o Long-term northbound off ramp improvements
Potential Constraints, Limitations and Impacts •
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Potential wetland impacts near the Mill River associated with northbound off ramp deceleration lane improvements. Potential slope impacts associated with northbound on ramp and acceleration lane improvements.
Interchange 62
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Wilbur Cross Interchange Needs Assessment Study
Interchange 63: Bishop Street (Rte. 22) and Hartford Turnpike, Town of North Haven Key Deficiencies and Needs • • • •
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Northbound Off Ramp: Non-standard ramp curvature and deceleration lane. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Southbound Off Ramp: Non-standard deceleration lane. Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. The interchange is a high accident location. The northbound and southbound on ramps have a high number and percentage of rear-end accidents, particularly the southbound on ramp. The southbound on ramp experienced more than 230 accidents from January 2005 to December 2007. Poor intersection operations at four locations: Hartford Turnpike/Route 15 southbound ramps, Route 22/Hartford Turnpike, Route 22/Route 15 northbound ramps, and Route 22/State Street.
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Preliminary Improvement Opportunities Near-term Improvements (Figure 1) •
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Near, Mid, and Long-term Definitions
Install truck route signs at intersection of Bishop Street (Route 22) and State Street (US 5) to direct trucks to I-91 and minimize the likelihood of truck access to Route 15. Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for southbound off ramp.
Mid-term Improvements (Figure 1) •
Provide standard deceleration southbound off ramp.
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Long-term Improvements (Figure 2) •
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Provide standard deceleration length for the northbound off ramp. The deceleration lane improvements will require constructing a cutand-cover tunnel east of the Hartford Turnpike bridge structure to convey the northbound off ramp under the Hartford Turnpike. Relocate the northbound on ramp to the north side of Route 22 to eliminate non-standard ramp curvature and to facilitate acceleration lane improvements.
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization. Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term: • Implementation period greater than 10 years. • Includes higher-cost improvements that could significantly impact existing bridge structures, rights-of-way, or environmental features.
Interchange 63
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Wilbur Cross Interchange Needs Assessment Study
Long-term Improvements (continued)
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Provide northbound auxiliary lane between the Interchange 63 on ramp and the North Haven Service Area off ramp. Provide southbound auxiliary lane between the North Haven Service Area on ramp and Interchange 63 off ramp. Auxiliary lane improvements will require reconstruction or replacement of the existing State Street bridge structure over Route 15. Provide required acceleration length for the southbound on ramp. The acceleration lane improvements will require constructing two cut-and-cover tunnels – one west of the Route 22 bridge structure and one west of the Hartford Turnpike bridge structure – to convey the southbound on ramp and acceleration lane under the existing roadways.
Other Considerations
Relocate the northbound on ramp to the north side of Route 22 and terminate the acceleration lane south of the existing State Street bridge structure over Route 15 as a mid-term improvement. The northbound auxiliary lane improvement, which will require replacement or reconstruction of the State Street bridge structure, could be implemented as a subsequent long-term project. This phasing would expedite the lower cost northbound on ramp improvements and address the safety issues associated with the existing stop-controlled approach to the mainline.
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As a potential alternative to providing cut-and-cover tunnels, replace the existing Hartford Turnpike and/or Route 22 bridge structures in conjunction with providing standard acceleration lane and deceleration lane improvements. Whether cut-and-cover tunnels or new bridge structures are the preferred alternative will likely be a function of the condition of these bridge at the time acceleration and deceleration lane improvements are programmed.
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Potential sequence of implementation: o Near-term signage improvements o Mid-term northbound on ramp improvements o Mid-term southbound off ramp improvements o Long-term southbound on ramp improvements o Long-term northbound and southbound auxiliary lane improvements o Long-term northbound off ramp improvements
Constraints, Limitations and Impacts •
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Significant rock excavation and ledge removal will be required for construction of the southbound on ramp improvements. Slope impacts associated with southbound on ramp improvements.
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Potential wetland impacts associated with northbound and southbound auxiliary lane improvements.
Interchange 63
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Wilbur Cross Interchange Needs Assessment Study
North Haven Service Areas: Town of North Haven Key Deficiencies and Needs • • • •
Northbound Off Ramp: Non-standard deceleration lane. Northbound On Ramp: Non-standard acceleration lane. Southbound Off Ramp: Non-standard deceleration lane. Southbound On Ramp: Non-standard acceleration lane. Insufficient physical separation between mainline Route 15 and service areas in northbound and southbound directions.
Preliminary Improvement Opportunities Mid-term Improvements (Figure 1) Improve the physical separation between mainline Route 15 and the service areas by replacing the existing curbed island with concrete barrier. The purpose of the barrier is to better protect the existing gas pumps and pedestrian activity within the service area from potential errant vehicles off the mainline. Provide standard deceleration length for the northbound and southbound off ramps in conjunction with barrier improvements. Provide standard acceleration length for the northbound on ramp.
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Other Considerations •
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term:
• Implementation period greater than 10 years.
Potential sequence of implementation: • Includes higher-cost improvements that could significantly impact existing bridge structures, o Mid-term northbound and southbound rights-of-way, or environmental features. off ramp and barrier improvements. o Mid-term northbound on ramp improvements. o Long-term northbound and southbound auxiliary lane improvements.
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Provide northbound and southbound auxiliary lane improvements between the Service Areas and Interchange 63 in conjunction with the longterm improvements at Interchange 63 (see Interchange 63 improvements).
Near-term:
Constraints, Limitations and Impacts •
The existing State Street bridge structure precludes any substantial mid-term acceleration lane improvements to the southbound on ramp.
North Haven Service Areas
1
Wilbur Cross Interchange Needs Assessment Study
DOT Maintenance Exit: Miller Avenue, City of Meriden Key Deficiencies and Needs • • • •
Northbound Off Ramp: Non-standard ramp curvature and deceleration lane. Northbound On Ramp: Non-standard ramp curvature and acceleration lane. Stop-controlled approach to mainline. High percentage of rear end accidents. Southbound Off Ramp: Non-standard ramp curvature and deceleration lane. Southbound On Ramp: Non-standard acceleration lane. Miller Avenue: Operational deficiencies at northbound and southbound ramp intersections. Limited intersection sight distance from the northbound ramp intersection to eastbound Miller Avenue.
Preliminary Improvement Opportunities
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Mid-term Improvements (Figure 1)
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Relocate northbound off ramp approximately 700 feet south of existing location. Provide standard deceleration length. Modify curvature of the northbound on ramp and provide “No Left Turn” and “One-Way” signs to discourage wrong turns on Route 15. Near-term: The “No Left Turn” signs should be posted on • Implementation period of 1 to 3 years. both sides of the ramp. • Includes low cost improvements such as signing Provide a physical separation between the and striping improvements, existing signal timing modifications, tree clearing, etc. northbound off and on ramps. Relocate southbound off ramp approximately 50 Mid-term: feet south of existing location to improve • Implementation period of 3 to 10 years. physical separation between the northbound off • Includes acceleration and deceleration lane and on ramps and to provide more recovery area improvements, new turn lanes, new traffic in gore. Provide standard deceleration length. signals, and minor ramp modifications that could be implemented with little or no impacts to Provide a “10 MPH” sign indicating desired rights-of-way, environmental features, or ramp speed for the southbound off-ramp. existing bridge structures. Provide chevrons for the southbound off ramp to Long-term: improve delineation and visibility of non• Implementation period greater than 10 years. standard ramp curvature. • Includes higher-cost improvements that could Provide standard acceleration length for the significantly impact existing bridge structures, southbound on ramp. rights-of-way, or environmental features. Provide separate turn lanes at the northbound and southbound ramp intersections with Miller Avenue to allow right turning traffic to bypass stopped left turn movements. Install lane configuration signs.
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DOT Maintenance Exit
1
Wilbur Cross Interchange Needs Assessment Study
Long-term Improvements (Figure 2) •
Relocate northbound on ramp to north side of Miller Avenue to eliminate non-standard ramp curvature and facilitate acceleration lane improvements. Maximize acceleration length and taper within the constraint of the Paddock Avenue bridge structure over Route 15.
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Restripe lane configuration for the northbound off ramp approach to Miller Avenue to provide a shared left-through lane and exclusive right turn lane. Install lane configuration signs.
Other Considerations
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A design exception will be required for the relocation of the northbound on ramp. The acceleration length is constrained by the Paddock Avenue bridge structure over Route 15. The standard acceleration length should be provided in conjunction with future replacement or reconstruction of the Paddock Avenue bridge. Potential sequence of implementation: o Mid-term northbound on and off ramp improvements o Mid-term southbound on and off ramp improvements o Long-term northbound on ramp relocation
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Constraints, Limitations and Impacts •
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Potential slope impacts associated with mid-term northbound off ramp improvements. Potential wetland and slope impacts associated with long-term northbound on ramp improvements.
DOT Maintenance Exit
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Interchange 55: Wheelers Farms Road & Wolf Harbor Road, City of Milford Key Deficiencies and Needs • • • •
Northbound Off Ramp (Exit 55B): Non-standard ramp curvature and deceleration lane. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Southbound Off Ramp: Non-standard deceleration lane. Southbound On Ramp: Non-standard merge with Interchange 54 southbound on ramp. Wheelers Farms Road: Identified signing deficiencies southbound between Wolf Harbor Road and Southwick Court, specifically no merge warning sign and no lane assignment signing. Identified signal timing issues at Wellington Road and Wolf Harbor Road.
Preliminary Improvement Opportunities
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Near-term Improvements (Figure 1)
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Replace existing 25 mph ramp advisory speed sign with 20 mph sign located at required deceleration distance for northbound off ramp (Exit 55B). Provide chevrons for northbound off ramp (Exit 55B) to improve delineation and visibility of non-standard ramp curvature. Relocate existing ramp advisory speed sign to required deceleration distance for southbound off ramp. Provide warning sign for southbound lane drop on Wheelers Farms Road. Revise signal timings on Wheelers Farms Road to optimize operations.
Mid-term Improvements (Figure 2)
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Close northbound off ramp (Exit 55B) and relocate northbound on ramp west along Wolf Long-term: Harbor Road providing standard acceleration • Implementation period greater than 10 years. length and eliminating the ramp stop control. • Includes higher-cost improvements that could Eliminate stop controls on Wolf Harbor Road at significantly impact existing bridge structures, ramp intersection. rights-of-way, or environmental features. Realign the northbound off ramp (Exit 55A) and Wolf Harbor Road approaches to Wheelers Farms Road to better accommodate the increased through-vehicle volume from the northbound off ramp to Wolf Harbor Road that will result from the closing of the northbound off ramp (Exit 55B) to Wolf Harbor Road. Provide standard deceleration length for southbound off ramp. Improve merge geometry at southbound on ramp to provide parallel merge opportunity.
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Interchange 55 1
Wilbur Cross Interchange Needs Assessment Study
Other Considerations •
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Extend southbound two-lane section on Wheelers Farms Road to the signalized intersection with Southwick Court where the right lane would become a right turn only lane. Two new developments, currently in various stages of construction/planning on Wolf Harbor Road, should be considered during subsequent planning and design phases for the mid/long-term improvements to the northbound ramps: o Ground was broken on the Connecticut Center for Child Development in Spring 2009. The site drive will intersect Wolf Harbor Road approximately halfway between the two Park & Ride drives. o Avalon Bay Properties is planning an age-restricted housing development immediately west of the Connecticut Center for Child Development. The proposed site drive is located opposite the existing northbound ramps on Wolf Harbor Road. The study team notes that the northbound on ramp and acceleration lane could be improved in their existing location to remain aligned opposite the proposed drive; however, the impacts of improving the northbound on ramp aligned with the proposed site drive would be greater than those associated with relocating the ramp to the west along Wolf Harbor Road. Relocation of the northbound on ramp west along Wolf Harbor Road creates an opportunity to expand the existing Park & Ride lot.
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Potential sequence of implementation: o Near-term signage improvements o Mid-term northbound on ramp and southbound off ramp improvements o Mid-term southbound on ramp merge improvements
Constraints, Limitations and Impacts • •
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The existing Route 15 bridge structure over Wheelers Farms Road limits opportunity to provide deceleration lane improvements for northbound off ramp (Exit 55B). The existing bike path on the north side of Route 15 limits opportunity to provide additional merge improvements for the southbound on ramp and Interchange 54 southbound on ramp without impacting the bike path. An overhead sign structure will be impacted by widening for both the southbound off ramp deceleration lane and the northbound on ramp acceleration lane.
Interchange 55 2
Wilbur Cross Interchange Needs Assessment Study
Orange Service Areas: Town of Orange Key Deficiencies and Needs •
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Mid-term Improvements (Figure 1) • Improve the physical separation between mainline Route 15 and the service areas by replacing the existing curbed island with concrete barrier. The purpose of the barrier is to better protect the existing gas pumps and pedestrian activity within the service area from potential errant vehicles off the mainline. • Provide standard deceleration length for the northbound off ramp in conjunction with barrier improvements. • Provide northbound on ramp/acceleration lane and southbound off ramp/deceleration lane improvements in conjunction with mid-term auxiliary lane improvements at Interchange 56 (see Interchange 56 improvements). • Improve southbound on ramp acceleration lane within the constraints imposed by the Derby Milford Road bridge structure over Route 15.
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Northbound Off Ramp: Non-standard deceleration lane. • Northbound On Ramp: Non-standard acceleration lane. • Southbound Off Ramp: Non-standard deceleration lane. • Southbound On Ramp: Non-standard acceleration lane. • Insufficient physical separation between mainline Route 15 and service areas in northbound and southbound directions. Near, Mid, and Long-term Definitions Preliminary Improvement Opportunities
Other Considerations
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term:
• Implementation period greater than 10 years.
Potential sequence of implementation: • Includes higher-cost improvements that could significantly impact existing bridge structures, o Mid-term northbound on ramp and rights-of-way, or environmental features. southbound off ramp improvements with auxiliary lane improvements at Interchange 56. o Mid-term barrier improvements and northbound off ramp improvements. o Mid-term southbound on ramp improvements.
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A variable message sign structure is located near the southbound on ramp and could be impacted. The Derby-Milford Road bridge structure over Route 15 has a sufficiency rating of 78, which indicates that the bridge is in good condition and will not likely require major reconstruction for some time. When the bridge is replaced, the southbound acceleration lane should be extended to the standard length.
Orange Service Area
1
Wilbur Cross Interchange Needs Assessment Study
Interchange 56: Grassy Hill Road (Route 121), Town of Orange Key Deficiencies and Needs •
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Northbound Off Ramp: No deceleration lane. • Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Poor visibility of existing stop sign due to sight line obstructed by trees and poor placement and orientation of stop sign. • Southbound Off Ramp: Non-standard ramp curvature and deceleration lane. • Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Identified queuing issues associated with stop control that can result in traffic queues blocking access to Turkey Hill Road. • The interchange is a high accident location. The northbound and southbound on ramps have a high number and percentage of rear-end accidents. • Intersection of SR 915 and Route 121: Identified sight line issues associated with location of existing guide signs in gore area. • Intersection of northbound ramps, Route 121 and Old Grassy Hill Road: High accident location with high percentage of rear-end and angle collisions. Identified signal timing issues that includes a short all-red signal phase. Near, Mid, and Long-term Definitions Preliminary Improvement Opportunities For the purposes of this study, the preliminary Near-term Improvements (Figure 1) •
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Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Provide stop ahead warning sign on northbound and southbound on ramps. Provide stop signs on the left and right sides of the northbound and southbound on ramps. Clear existing trees on the right side of the northbound on ramp to improve visibility of stop signs. Increase all-red interval at intersection of northbound ramps, Grassy Hill Road (Rte. 121) & Old Grassy Hill Road. Provide 20 mph ramp advisory speed sign at required deceleration distance for southbound off ramp. Relocate Route 15 guide sign from gore area at SR 915/Route 121 intersection to the area adjacent to channelized right turn lane. Clear existing trees to provide adequate visibility of relocated sign.
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improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization. Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term: • Implementation period greater than 10 years. • Includes higher-cost improvements that could significantly impact existing bridge structures, rights-of-way, or environmental features.
Interchange 56
1
Wilbur Cross Interchange Needs Assessment Study
Mid-term Improvements (Figure 2) • • •
Provide northbound and southbound auxiliary lanes between Interchange 56 and the Orange Service Areas. Realign southbound on ramp to provide standard ramp curvature. Improve southbound off ramp deceleration length within the constraints imposed by the existing Route 121 bridge structure.
Long-term Improvement Concept 1 – Diamond Ramp Configuration (Figure 3)
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Relocate northbound on ramp to north side of Route 121 to eliminate existing stop-controlled on ramp and to provide diamond ramp configuration with standard acceleration length. Create a new unsignalized intersection of northbound on ramp and Route 121. Maintain signalized intersection of northbound off ramp, Route 121 and Old Grassy Hill Road. Relocate southbound off ramp to north side of Route 121 to eliminate non-standard ramp curvature and to provide diamond ramp configuration with standard deceleration length. Signalize intersection of SR 915, Route 121, and southbound off ramp.
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Long-term Improvements Concept 2 – Cut & Cover Tunnel & Partial Diamond (Figure 4) •
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Provide standard acceleration length for the northbound on ramp by realigning the ramp and constructing a cut-and-cover tunnel east of the Route 121 bridge structure to convey the northbound on ramp under Route 121. Similar to Concept 1, relocate southbound off ramp to north side of Route 121 to eliminate nonstandard ramp curvature and to provide diamond ramp configuration with standard deceleration length. Signalize intersection of SR 915, Route 121, and southbound off ramp.
Other Considerations
The Route 121 bridge structure over Route 15 is a major constraint to cost-effectively improving the northbound on ramp/acceleration lane and southbound off ramp/deceleration lane. The bridge was rehabilitated in 1990 and has a sufficiency rating of 79, which indicates that the bridge is in good condition and will not likely require major reconstruction some time. The project team evaluated an alternative improvement concept that would require reconstruction of the bridge to provide sufficient lateral clearance under the bridge to accommodate a northbound acceleration lane and a southbound deceleration lane and retain the ramps in their existing locations. Because major reconstruction/replacement of the bridge would be more expensive than Concept 1 or Concept 2, it is recommended that this alternative only be considered if the other improvements have not yet been implemented at such time the bridge requires major reconstruction/replacement.
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The alignment of the southbound on ramp shown in long-term Concepts 1 and 2 reflects a potential opportunity to relocate the ramp slightly north to maximize the length of the southbound auxiliary lane. Alternatively, the alignment of the southbound on ramp that is shown for the midterm improvement could be retained in either long-term Concepts 1 or 2.
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The Connecticut Department of Transportation’s Project Development Unit recently conducted an independent study of Interchange 56 that included other improvement opportunities than the improvements developed for this study. The recommendations of this study should continue to be coordinated with ConnDOT’s work at this interchange.
Interchange 56
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Wilbur Cross Interchange Needs Assessment Study
Potential sequence of implementation: o Near-term signage improvements o Mid-term southbound on ramp/auxiliary lane improvements o Mid-term northbound off ramp/auxiliary lane improvements o Mid-term southbound off ramp improvements o Long-term northbound on ramp improvements o Long-term southbound off ramp improvements
Constraints, Limitations and Impacts •
The mid-term and long-term improvements involve alternatives that will require replacement or relocation of guardrail, curb, and signs on Route 15. New sections of guardrail could be required due to side slope changes. Clearing and grading will be required to relocate the Route 15 guide sign located in the gore area of the SR 915 and Route 121. Mid-term widening for the southbound deceleration lane improvements is limited by the Route 121 bridge structure. There are potential right-of-way impacts associated with standardizing the curvature of the southbound on ramp. An existing culvert along the southbound auxiliary lane could require modification due to potential grading impacts. Rock excavation could be required for the construction of the southbound auxiliary lane. Long-term ramp relocations could require that new culverts be constructed to convey the existing watercourse north of Route 121 under the two relocated ramps. The watercourse currently runs through a culvert under Route 15. There could be right-of-way (ROW) impacts associated with the potential relocation of the southbound off ramp. A retaining wall could be required between Route 15 and the southbound off ramp due to grade differences. There would be residential impacts associated with the potential long-term relocation of the northbound on ramp (Concept 1) that could result in two full acquisitions. There would be wetland and ROW impacts associated with the long-term realignment of the northbound on ramp (Concept 2).
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Interchange 56
3
Wilbur Cross Interchange Needs Assessment Study
Interchange 60: Dixwell Avenue (Route 10), Town of Hamden Key Deficiencies and Needs
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Northbound Off Ramp: High percentage of rear end collisions. Queuing concerns under future traffic conditions. Northbound On Ramp: Non-standard acceleration lane. Southbound Off Ramp: No major geometric or operational deficiencies. Southbound On Ramp: Non-standard acceleration lane.
Preliminary Improvement Opportunities Near-term Improvements (Figure 1) •
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Relocate 25 mph ramp advisory sign to required deceleration distance for southbound off ramp. Evaluate potential signal timing modifications at the intersection of the northbound ramps and Route 10 to minimize traffic queues on the northbound off ramp during peak hours. Provide potential queue detector loops on the northbound off ramp to manage queue lengths.
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Long-term Improvements (Figure 2) •
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Provide a two lane exit for the northbound off ramp as required to accommodate future traffic demands. Provide standard acceleration length for the southbound on ramp.
Other Considerations •
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Traffic conditions should be monitored for the Long-term: potential need for a two lane exit. • Implementation period greater than 10 years. Implementation of the long-term improvements • Includes higher-cost improvements that could would require replacement of the Benham Street significantly impact existing bridge structures, bridge structure over Route 15. Because the rights-of-way, or environmental features. bridge is currently in good condition, the study team anticipates that provisions for a two lane exit would be incorporated into the next programmed reconstruction/replacement of the bridge.
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Constraints, Limitations and Impacts •
Rock excavation would be required to accommodate widening for any northbound off ramp and southbound on ramp/acceleration lane improvements.
Interchange 60
1
Wilbur Cross Interchange Needs Assessment Study
Interchange 61: Whitney Avenue (SR 707), Town of Hamden Key Deficiencies and Needs
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Northbound Off Ramp: Non-standard ramp curvature and no deceleration lane. Peak hour traffic queues can extend from Whitney Avenue intersection back to ramp curve. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Southbound Off Ramp (Exit 61): No deceleration lane. Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. The interchange is a high accident location. The northbound and southbound on ramps have high numbers and percentages of rear-end accidents. The southbound on ramp experienced 297 accidents, 291 of which were rear-end collisions, from January 2005 to December 2007. The northbound on ramp experienced 60 accidents during the same time period, 55 of which were rear end collisions.
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Preliminary Improvement Opportunities Near-term Improvements (Figure 1) •
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Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Provide stop ahead warning sign on northbound on ramp. Improve stop ahead warning sign on southbound on ramp to standard size. Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for southbound off ramp (Exit 61) Provide stop signs on the left and right sides of the northbound and southbound on ramps.
Mid-term Improvements (Figure 2)
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For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization. Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Provide standard deceleration length for northbound off ramp. Provide separate left and right turn lanes on northbound off ramp approach to Whitney Long-term: Avenue. • Implementation period greater than 10 years. Improve northbound on ramp acceleration length • Includes higher-cost improvements that could within the constraints imposed by the Route 15 significantly impact existing bridge structures, rights-of-way, or environmental features. bridge structure over Dixwell Avenue. Eliminate stop control. Improve southbound on ramp acceleration length within the constraints imposed by the Route 15 bridge structure over Mill Brook. Eliminate stop control.
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Near, Mid, and Long-term Definitions
Interchange 61
1
Wilbur Cross Interchange Needs Assessment Study
Long-term Improvement Concept 1 – Diamond Ramp Configuration (Figure 3)
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Relocate northbound off ramp to the south side of Whitney Avenue. Signalize intersection of northbound ramps and Whitney Avenue. Provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp. Auxiliary lane improvements should match into mid-term improvements for the northbound on ramp and acceleration lane. The auxiliary lane would require widening of the Route 15 bridge structure over Dixwell Avenue. Close redundant southbound off ramp (Exit 61) and realign southbound on ramp to provide standard geometry and acceleration length. Improve geometry of southbound off ramp (Exit 62) to better align with southbound on ramp. Signalize intersection of southbound ramps and Whitney Avenue. Provide back-to-back left turn lanes as required on Whitney Avenue to maintain acceptable operations at the signalized intersections for the northbound and southbound ramps. The lateral clearance under the Route 15 bridge structure is approximately 64’-5”, which could accommodate 10 ft wide travel lanes (four each), a 10 ft wide back-to-back left turn lane, 2 ft left and right shoulders, and 5 ft sidewalks on both sides of the roadway. The study team notes that the lane and shoulder widths would be non-standard relative to current ConnDOT standards for 11 ft lanes and 4 ft shoulders.
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Maintain northbound off ramp in its current location. Signalize intersection of northbound ramps and Whitney Avenue. Similar to Concept 1, provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp: close redundant southbound off ramp (Exit 61); signalize intersection of southbound ramps and Whitney Avenue; and provide back-to-back left turn lanes as required on Whitney Avenue to maintain acceptable operations at the signalized intersections for the northbound and southbound ramps.
Other Considerations •
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The study team investigated the feasibility of relocating the northbound on ramp to the south side of Whitney Avenue given the constraints imposed by the existing switching station for United Illuminating (UI) at 2210 Whitney Avenue. Based on correspondence with UI that revealed the switching station was de-energized, the study team determined that the relocation could be feasible given appropriate mitigation and clean up of any environmental contaminants on the site. The northbound auxiliary lane is consistent with the long-term improvements at Interchange 62. Potential sequence of implementation: o Near-term signage improvements o Mid-term southbound on ramp improvements o Mid-term northbound on ramp improvements o Mid-term northbound off ramp improvements o Long-term southbound on ramp improvements o Long-term northbound auxiliary lane improvements o Long-term northbound off ramp improvements
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Interchange 61
2
Wilbur Cross Interchange Needs Assessment Study
Constraints, Limitations and Impacts
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The Mill River runs in close proximity to Route 15 in the northeast quadrant of the interchange. The northbound on ramp improvement would require widening adjacent to the existing steep embankment and could require construction of a retaining wall to minimize potential environmental and right-of-way impacts in this area. The existing noise wall adjacent to the southbound on ramp would have to be located or replaced in conjunction with the mid-term ramp and acceleration lane improvements. There could be right-of-way (ROW) impacts associated with the improvements in this area. There would be ROW impacts associated with the potential long-term relocation of the northbound off ramp (Concept 1). The Route 15 bridge structure over Dixwell Avenue would have to be widened to provide the northbound auxiliary lane. The study team does not anticipate that full replacement of the bridge structure would be required to accommodate the auxiliary lane.
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Interchange 61
3
Wilbur Cross Interchange Needs Assessment Study
Interchange 62: Dixwell Avenue (SR 717), Town of North Haven Key Deficiencies and Needs
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Northbound Off Ramp: Non-standard deceleration lane. Limited sight lines for exiting motorists to traffic queues at the Dixwell Avenue intersection. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. The interchange is a high accident location. A high percentage of these accidents are rear-end collisions occurring on the stop-controlled northbound on ramp. Dixwell Avenue: Operational deficiencies at the Dixwell Avenue/northbound ramps intersection.
Preliminary Improvement Opportunities Near-term Improvements (Figure 1) Clear vegetation on the right side of the northbound off ramp to improve sight lines for motorists exiting the mainline. Install a signal ahead warning sign on the northbound off ramp.
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Install a stop ahead warning sign on the northbound on ramp.
Mid-term Improvements (Figure 1) •
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Provide eastbound left turn lane on Dixwell Avenue at the northbound ramps intersection. This will improve capacity on Dixwell Avenue. Install lane use sign. Provide southbound left turn lane on the northbound off ramp at the Dixwell Avenue intersection. The turn lane will improve intersection capacity and will provide additional storage to minimize the potential for traffic queuing back to the Route 15 mainline. Install lane use sign. Revise traffic signal timings at the Dixwell Avenue/northbound ramps intersection in conjunction with turn lane improvements.
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Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term:
• Implementation period greater than 10 years. • Includes higher-cost improvements that could significantly impact existing bridge structures, rights-of-way, or environmental features.
Interchange 62
1
Wilbur Cross Interchange Needs Assessment Study
Long-term Improvements (Figure 2) Provide standard deceleration length for the northbound off ramp and improve ramp curvature. The deceleration lane improvements will require widening the Route 15 bridge structure over the Mill River. It is anticipated that the deceleration lane would ultimately connect to the northbound auxiliary lane improvements from Interchange 61 (see Interchange 61 improvements).
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Provide standard acceleration length for the northbound on ramp and improve ramp curvature. The acceleration lane improvements will require constructing a cut-and-cover tunnel behind the existing Ridge Road bridge structure to convey the northbound on ramp under existing Ridge Road.
Other Considerations
Provide northbound auxiliary lane between Interchange 61 on ramp and Interchange 62 off ramp. As a potential first phase, provide the standard deceleration length for the Interchange 62 northbound off ramp while avoiding impacts to the existing Route 15 bridge structure over Dixwell Avenue (see Interchange 61 improvements).
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As a potential alternative to providing a cut-and-cover tunnel, replace the existing Ridge Road bridge structure in conjunction with providing a standard acceleration lane for the northbound on ramp. Whether a cut-and-cover tunnel or new bridge structure is the preferred alternative will likely be a function of the condition of the bridge at the time the northbound acceleration lane improvements are programmed. Potential sequence of implementation: o Near-term northbound off ramp improvements o Mid-term Dixwell Avenue/northbound ramps intersection improvements o Long-term northbound on ramp improvements o Long-term northbound off ramp improvements
Potential Constraints, Limitations and Impacts •
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Potential wetland impacts near the Mill River associated with northbound off ramp deceleration lane improvements. Potential slope impacts associated with northbound on ramp and acceleration lane improvements.
Interchange 62
2
Wilbur Cross Interchange Needs Assessment Study
Interchange 63: Bishop Street (Rte. 22) and Hartford Turnpike, Town of North Haven Key Deficiencies and Needs • • • •
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Northbound Off Ramp: Non-standard ramp curvature and deceleration lane. Northbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. Southbound Off Ramp: Non-standard deceleration lane. Southbound On Ramp: Non-standard ramp curvature and no acceleration lane. Stop-controlled approach to mainline. The interchange is a high accident location. The northbound and southbound on ramps have a high number and percentage of rear-end accidents, particularly the southbound on ramp. The southbound on ramp experienced more than 230 accidents from January 2005 to December 2007. Poor intersection operations at four locations: Hartford Turnpike/Route 15 southbound ramps, Route 22/Hartford Turnpike, Route 22/Route 15 northbound ramps, and Route 22/State Street.
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Preliminary Improvement Opportunities Near-term Improvements (Figure 1) •
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Near, Mid, and Long-term Definitions
Install truck route signs at intersection of Bishop Street (Route 22) and State Street (US 5) to direct trucks to I-91 and minimize the likelihood of truck access to Route 15. Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for northbound off ramp. Relocate existing 25 mph ramp advisory speed sign to required deceleration distance for southbound off ramp.
Mid-term Improvements (Figure 1) •
Provide standard deceleration southbound off ramp.
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Long-term Improvements (Figure 2) •
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Provide standard deceleration length for the northbound off ramp. The deceleration lane improvements will require constructing a cutand-cover tunnel east of the Hartford Turnpike bridge structure to convey the northbound off ramp under the Hartford Turnpike. Relocate the northbound on ramp to the north side of Route 22 to eliminate non-standard ramp curvature and to facilitate acceleration lane improvements.
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization. Near-term:
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term: • Implementation period greater than 10 years. • Includes higher-cost improvements that could significantly impact existing bridge structures, rights-of-way, or environmental features.
Interchange 63
1
Wilbur Cross Interchange Needs Assessment Study
Long-term Improvements (continued)
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Provide northbound auxiliary lane between the Interchange 63 on ramp and the North Haven Service Area off ramp. Provide southbound auxiliary lane between the North Haven Service Area on ramp and Interchange 63 off ramp. Auxiliary lane improvements will require reconstruction or replacement of the existing State Street bridge structure over Route 15. Provide required acceleration length for the southbound on ramp. The acceleration lane improvements will require constructing two cut-and-cover tunnels – one west of the Route 22 bridge structure and one west of the Hartford Turnpike bridge structure – to convey the southbound on ramp and acceleration lane under the existing roadways.
Other Considerations
Relocate the northbound on ramp to the north side of Route 22 and terminate the acceleration lane south of the existing State Street bridge structure over Route 15 as a mid-term improvement. The northbound auxiliary lane improvement, which will require replacement or reconstruction of the State Street bridge structure, could be implemented as a subsequent long-term project. This phasing would expedite the lower cost northbound on ramp improvements and address the safety issues associated with the existing stop-controlled approach to the mainline.
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As a potential alternative to providing cut-and-cover tunnels, replace the existing Hartford Turnpike and/or Route 22 bridge structures in conjunction with providing standard acceleration lane and deceleration lane improvements. Whether cut-and-cover tunnels or new bridge structures are the preferred alternative will likely be a function of the condition of these bridge at the time acceleration and deceleration lane improvements are programmed.
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Potential sequence of implementation: o Near-term signage improvements o Mid-term northbound on ramp improvements o Mid-term southbound off ramp improvements o Long-term southbound on ramp improvements o Long-term northbound and southbound auxiliary lane improvements o Long-term northbound off ramp improvements
Constraints, Limitations and Impacts •
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Significant rock excavation and ledge removal will be required for construction of the southbound on ramp improvements. Slope impacts associated with southbound on ramp improvements.
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Potential wetland impacts associated with northbound and southbound auxiliary lane improvements.
Interchange 63
2
Wilbur Cross Interchange Needs Assessment Study
North Haven Service Areas: Town of North Haven Key Deficiencies and Needs • • • •
Northbound Off Ramp: Non-standard deceleration lane. Northbound On Ramp: Non-standard acceleration lane. Southbound Off Ramp: Non-standard deceleration lane. Southbound On Ramp: Non-standard acceleration lane. Insufficient physical separation between mainline Route 15 and service areas in northbound and southbound directions.
Preliminary Improvement Opportunities Mid-term Improvements (Figure 1) Improve the physical separation between mainline Route 15 and the service areas by replacing the existing curbed island with concrete barrier. The purpose of the barrier is to better protect the existing gas pumps and pedestrian activity within the service area from potential errant vehicles off the mainline. Provide standard deceleration length for the northbound and southbound off ramps in conjunction with barrier improvements. Provide standard acceleration length for the northbound on ramp.
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Other Considerations •
• Implementation period of 1 to 3 years. • Includes low cost improvements such as signing and striping improvements, existing signal timing modifications, tree clearing, etc.
Mid-term:
• Implementation period of 3 to 10 years. • Includes acceleration and deceleration lane improvements, new turn lanes, new traffic signals, and minor ramp modifications that could be implemented with little or no impacts to rights-of-way, environmental features, or existing bridge structures.
Long-term:
• Implementation period greater than 10 years.
Potential sequence of implementation: • Includes higher-cost improvements that could significantly impact existing bridge structures, o Mid-term northbound and southbound rights-of-way, or environmental features. off ramp and barrier improvements. o Mid-term northbound on ramp improvements. o Long-term northbound and southbound auxiliary lane improvements.
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Provide northbound and southbound auxiliary lane improvements between the Service Areas and Interchange 63 in conjunction with the longterm improvements at Interchange 63 (see Interchange 63 improvements).
Near-term:
Constraints, Limitations and Impacts •
The existing State Street bridge structure precludes any substantial mid-term acceleration lane improvements to the southbound on ramp.
North Haven Service Areas
1
Wilbur Cross Interchange Needs Assessment Study
DOT Maintenance Exit: Miller Avenue, City of Meriden Key Deficiencies and Needs • • • •
Northbound Off Ramp: Non-standard ramp curvature and deceleration lane. Northbound On Ramp: Non-standard ramp curvature and acceleration lane. Stop-controlled approach to mainline. High percentage of rear end accidents. Southbound Off Ramp: Non-standard ramp curvature and deceleration lane. Southbound On Ramp: Non-standard acceleration lane. Miller Avenue: Operational deficiencies at northbound and southbound ramp intersections. Limited intersection sight distance from the northbound ramp intersection to eastbound Miller Avenue.
Preliminary Improvement Opportunities
Near, Mid, and Long-term Definitions
For the purposes of this study, the preliminary improvement opportunities are grouped together as near, mid, and long-term improvements based on assumed implementation periods for the improvements. The actual implementation period for each improvement will depend on a number of variables including project complexity, funding availability and project prioritization.
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Mid-term Improvements (Figure 1)
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Relocate northbound off ramp approximately 700 feet south of existing location. Provide standard deceleration length. Modify curvature of the northbound on ramp and provide “No Left Turn” and “One-Way” signs to discourage wrong turns on Route 15. Near-term: The “No Left Turn” signs should be posted on • Implementation period of 1 to 3 years. both sides of the ramp. • Includes low cost improvements such as signing Provide a physical separation between the and striping improvements, existing signal timing modifications, tree clearing, etc. northbound off and on ramps. Relocate southbound off ramp approximately 50 Mid-term: feet south of existing location to improve • Implementation period of 3 to 10 years. physical separation between the northbound off • Includes acceleration and deceleration lane and on ramps and to provide more recovery area improvements, new turn lanes, new traffic in gore. Provide standard deceleration length. signals, and minor ramp modifications that could be implemented with little or no impacts to Provide a “10 MPH” sign indicating desired rights-of-way, environmental features, or ramp speed for the southbound off-ramp. existing bridge structures. Provide chevrons for the southbound off ramp to Long-term: improve delineation and visibility of non• Implementation period greater than 10 years. standard ramp curvature. • Includes higher-cost improvements that could Provide standard acceleration length for the significantly impact existing bridge structures, southbound on ramp. rights-of-way, or environmental features. Provide separate turn lanes at the northbound and southbound ramp intersections with Miller Avenue to allow right turning traffic to bypass stopped left turn movements. Install lane configuration signs.
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DOT Maintenance Exit
1
Wilbur Cross Interchange Needs Assessment Study
Long-term Improvements (Figure 2) •
Relocate northbound on ramp to north side of Miller Avenue to eliminate non-standard ramp curvature and facilitate acceleration lane improvements. Maximize acceleration length and taper within the constraint of the Paddock Avenue bridge structure over Route 15.
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Restripe lane configuration for the northbound off ramp approach to Miller Avenue to provide a shared left-through lane and exclusive right turn lane. Install lane configuration signs.
Other Considerations
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A design exception will be required for the relocation of the northbound on ramp. The acceleration length is constrained by the Paddock Avenue bridge structure over Route 15. The standard acceleration length should be provided in conjunction with future replacement or reconstruction of the Paddock Avenue bridge. Potential sequence of implementation: o Mid-term northbound on and off ramp improvements o Mid-term southbound on and off ramp improvements o Long-term northbound on ramp relocation
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Constraints, Limitations and Impacts •
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Potential slope impacts associated with mid-term northbound off ramp improvements. Potential wetland and slope impacts associated with long-term northbound on ramp improvements.
DOT Maintenance Exit
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