Connecticut Turnpike

For the 19th century turnpike with the same name, see Connecticut Turnpike (1806).

Gov. John Davis Lodge Turnpike
Connecticut Turnpike
Route information
Maintained by ConnDOT
Length:	128.47 mi[1] (206.75 km)
Existed:	1958 – present
Major junctions
West end:	I-95 at the New York state line in Greenwich 40°59′39″N 73°39′35″W / 40.9943°N 73.6596°W / 40.9943; -73.6596
	US 7 in Norwalk Route 8 / Route 25 in Bridgeport I-91 / Route 34 in New Haven Route 9 in Old Saybrook I-95 in East Lyme Route 2 in Norwich I-395 in Plainfield
East end:	US 6 near the Rhode Island state line in Killingly 41°47′42″N 71°47′32″W / 41.7951°N 71.7921°W / 41.7951; -71.7921
Highway system
Routes in Connecticut Special Service Roads • State Roads

The Connecticut Turnpike, known now as the Governor John Davis Lodge Turnpike, is a freeway in Connecticut that runs from Greenwich to Killingly. It is signed as Interstate 95 from the New York state line at Greenwich to East Lyme, and then as Interstate 395 from East Lyme to Plainfield. A short unnumbered section (unsigned State Road 695) continues the Turnpike where it officially ends at Killingly, continuing as U.S. 6 East at the Rhode Island state line. The Turnpike is 128.47 miles (206.75 km) long (88.48 miles (142.39 km) on Interstate 95, 35.50 miles (57.13 km) on Interstate 395, and 4.49 miles (7.23 km) on State Road 695)^[1] and carries an annual average daily traffic of over 150,000 in some sections west of New Haven.^[2]

Most of the signage identifying the route as a "unified road" has been taken down in recent years. The easternmost section of the turnpike (SR 695) is not signed except as a connection between I-395 North and U.S. Route 6. Connecticut Turnpike trailblazers can still be found, although there are very few in existence today. One of the original Connecticut Turnpike trailblazers can be seen while driving along Center Street in Southport.

Route description

Exit 48 offramp from the I-95 section

I-95

Interstate 95 enters Connecticut as the Connecticut Turnpike in Greenwich at the New York state line. The Connecticut Turnpike stretches for 128 miles (206 km) across the state, but only the first 88 miles (142 km) of the Connecticut Turnpike is signed as I-95. The Turnpike portion of I-95 passes through the most heavily urbanized section of Connecticut along the shoreline between Greenwich and New Haven, going through the cities of Stamford, Norwalk, Bridgeport, and New Haven, with daily traffic volumes of 120,000 to over 150,000 throughout the entire 48-mile (77 km) length between the New York state line and the junction with I-91 in New Haven.^{[citation needed]} The Turnpike intersects with several major expressways, namely U.S. Route 7 at Exit 15 in Norwalk, Route 8 at Exit 27A in Bridgeport, the Merritt and Wilbur Cross Parkways at Exit 38 (via the Milford Parkway) in Milford, and Interstate 91 at Exit 48 in New Haven.

North (east) of I-91, the Turnpike continues along the Connecticut shoreline with a smaller amount of volume. The six-lane highway is reduced to four lanes in Branford, interchanges with Route 9 at Exit 69 in Old Saybrook, crosses the Connecticut River on the Baldwin Bridge and continues until the interchange with Interstate 395 at Exit 76 near the East Lyme-Waterford line.

I-395

The Turnpike leaves I-95 at Exit 76 in East Lyme continuing on as I-395 North heading towards Norwich, Jewett City and Plainfield until Exit 90, where the Governor John Davis Lodge Turnpike & I-395 split. I-395 continues north towards Worcester, Massachusetts, ending at Interstate 290 and the Massachusetts Turnpike. The Connecticut Turnpike officially ends at U.S. 6 (Danielson Pike) in Killingly, which continues on towards Providence, Rhode Island.

SR 695

State Road 695 (SR 695) is the 4.49-mile (7.23 km) unsigned portion of the Turnpike from I-395 in Plainfield to US 6 at the Rhode Island state line in Killingly. The road is not signed as Route 695 but eastbound as "To US 6 East" and westbound as "To I-395 South". SR 695 would have become part of the now-defunct I-84 freeway between Hartford, Connecticut and Providence, Rhode Island, had that freeway been built. (Present-day Interstate 84 continues eastbound from Hartford into Massachusetts where it ends at Interstate 90, the Massachusetts Turnpike). There are two partial exits on SR 695. The sole numbered exit is Exit 90 (Squaw Rock Road) which is only accessible westbound. The unnumbered easternmost exit, located 1,500 feet (460 m) east of the Squaw Rock Road onramp and accessible only eastbound, is for Ross Road, and the only onramp provided from Ross Road is for SR 695 westbound. The intersection with I-395 is only partial: there is no access provided from SR 695 westbound to I-395 northbound and no access from I-395 southbound to SR 695 eastbound.

History

The general route and construction of the Turnpike were both mandated by state law.^[3] Intended to relieve congestion on U.S. Route 1 and Route 15 (the Merritt and Wilbur Cross parkways), design work began in 1954. The Connecticut Turnpike opened on January 2, 1958;^[4] however, the westernmost portion of the highway (the three miles (5 km) connecting Greenwich with the New England Thruway) opened ten months later. Tolls were originally collected through a series of eight toll booths along the route. The state stopped collecting tolls on all portions of the Turnpike by December 31, 1985.

Local legend is the initial phase of Turnpike construction in 1954 was so disruptive in heavily Republican Fairfield County that local voters there turned on incumbent Republican Governor John Davis Lodge, leading to his defeat by Abraham Ribicoff.^[5]

Planning and construction

Accidents

Several accidents prompted the state to eliminate tolls along the turnpike altogether. Arguably the most notorious of these was a serious incident on January 19, 1983, in which a truck collided with four cars at the Stratford toll plaza, killing seven people and injuring several others. The investigation following the crash determined that the truck driver fell asleep at the wheel just before the crash took place.

The turnpike was renamed after former Connecticut Governor John Davis Lodge on December 31, 1985, two months after the tolls were removed.

In June 1983, a section of the Turnpike's northbound Mianus River Bridge in Greenwich collapsed due to corrosion of its substructure, killing three motorists crossing it at the time.

On March 25, 2004 a tanker truck carrying fuel swerved to avoid a car that cut the truck off and subsequently overturned, dumping 8,000 gallons of home heating oil onto the Howard Avenue overpass in Bridgeport. Passing vehicles kicked up the oil which ignited a towering inferno that subsequently melted the bridge structure and caused the southbound lanes to sag several feet. The northbound lanes, which received less damage from the fire, were opened five days later after being reinforced with temporary scaffolding. The southbound lanes opened on April 1, after a temporary bridge was erected.

Relieving gridlock

I-95 in Stamford.

Turnpike upgrades stalled by budget deficits, lawsuits

The Connecticut Turnpike opened southwest Connecticut to a mass migration of New Yorkers, leading to substantial residential and economic growth in Fairfield and New Haven counties. The Turnpike became a primary commuter route to New York City. With additional segments of I-95 opening in the 1960s connecting to Providence and Boston, the Turnpike became an essential route for transporting people and goods throughout the Northeast. As a result, much of the Turnpike had become functionally obsolete by 1965, with traffic exceeding its design capacity. Originally designed to carry 60,000 vehicles per day (VPD) on the 4-lane sections and 90,000 VPD on the 6-lane portion west of New Haven, the Turnpike carries 75,000-100,000 VPD east of New Haven, and 130,000-200,000 VPD between New Haven and the New York State line as of 2006.

There were dozens of plans discussed to alleviate traffic congestion and improve safety on the Turnpike for nearly 30 years, but most of these plans languished amid political infighting and lawsuits brought on by special-interest groups. Still, traffic and deadly accidents continued to increase each year on the Turnpike, and by the 1990s the Connecticut Turnpike had started to become known as "The Highway of Death."^{[citation needed]}

Furthermore, while most of the Turnpike is signed as Interstate 95 or 395, the highway was designed and built before the Interstate Highway System was established. As a result, much of the Turnpike does not meet Interstate standards, particularly with underpasses ranging from 13.5 feet (4.1 m) to 15 feet (Interstate standards require 16 feet (4.9 m) of vertical clearance). Interchanges are too closely spaced; ramps and acceleration/deceleration lanes need to be lengthened. In some areas, median and shoulder widths and curve radii also fall short of Interstate standards.

Complicating efforts to upgrade the Turnpike to Interstate standards is the fact that engineers did not acquire enough right-of-way to accommodate future expansion when the Connecticut Turnpike was built during the late 1950s. This means adjacent land must be seized to upgrade the Turnpike, resulting in lengthy and costly eminent domain battles between the State of Connecticut and landowners refusing to give up their property. Additionally the Turnpike passes through areas with some of the highest property values in the country, making land acquisition for expanding the highway extremely expensive. Finally, the Turnpike was built through environmentally-sensitive ecosystems and wetlands associated with Long Island Sound, meaning most expansion projects require lengthy environmental impact studies that are able to withstand constant litigation by environmental groups. Air pollution laws also cause conflict, since Connecticut is grouped into the federal statistical areas around New York City and it suffers from consequences and special regulations applied to non-complaint air quality areas. An example of this would be that it is easier to lengthen an entrance or exit ramp than to add a full lane, since adding any capacity to a road, by definition, will increase the pollution created by the road, further violating federal air quality standards. In 2000 one CONNDOT official commented during a public meeting on expanding Interstate 84, "If we had tried to build I-95 today, it would be impossible because of the sensitive ecosystems it passes through. It would never get approved."

Bridge collapse jumpstarts turnpike upgrades

A comprehensive plan to address safety and capacity issues on the Connecticut Turnpike did not progress beyond the initial planning stages until the collapse of the Mianus River Bridge on June 28, 1983. Following the collapse, governor William A. O'Neill initiated an $8 billion program to rehabilitate Connecticut's highways. Included in this program was the inspection and repair of the Turnpike's nearly 300 bridges and overpasses. Furthermore, Governor O'Neill directed the Connecticut Department of Transportation to develop a viable plan for addressing safety and congestion on the state's roads.

High-priority status for Connecticut Turnpike

Throughout the late 1980s and early 1990s the Connecticut Department of Transportation developed a comprehensive plan to improve the Turnpike through Fairfield and New Haven counties. In 1993 CONNDOT embarked on a 25-year multibillion dollar program to upgrade the Connecticut Turnpike from the Connecticut River at Old Saybrook to the New York state line at Greenwich. The program included the complete reconstruction of several Turnpike segments, including replacing bridges, adding travel lanes, reconfiguring interchanges, upgrading lighting and signage, and implementing the Intelligent Transportation System with traffic cameras, a variety of embedded roadway sensors, and variable-message signs. Since the start of the program, a 6-mile (9.7 km) section through Bridgeport was completely rebuilt to Interstate standards. Work is currently underway on a long-term $2 billion program to rebuild 12 miles (19 km) of turnpike between West Haven and Branford including a new extradosed Pearl Harbor Memorial Bridge over the Quinnipiac River and New Haven Harbor.

Plans to upgrade the Turnpike received a boost in 2005 when federal legislation known as SAFETEA-LU designated the I-95 portion of the Connecticut Turnpike from the New York state line to Waterford as High Priority Corridor 65. Corridor 65 also includes the 24-mile (39 km) section of I-95 from Waterford to the Rhode Island state line that was built in 1964, which is not part of the Turnpike.

Plans for the I-395/CT-695 section

Traffic is relatively light on the rural I-395 section and the northeast leg (Connecticut Route 695) in Killingly; this section is largely unchanged from its original 1958 profile. The only major project on this section is the reconstruction of the northbound on and off ramps at Exit 80 in Norwich, a project completed in 2009. Aside from minor spot improvements, no other major projects are anticipated for this portion of the Turnpike.

Improvement projects

• Raymond E. Baldwin Bridge Replacement (Connecticut River), Old Saybrook (to Old Lyme): $460 million, completed in 1994
• Saugatuck River Bridge Replacement, Westport: $65 million, completed in 1996
• Lake Saltonstall Bridge Widening, East Haven: $50 million, completed in 1997
• Widening/reconstruction Exits 8-10, Stamford: $80 million, completed in 2000
• Reconstruction of Interchange 40, Milford: $30 million, completed in 2002
• Reconstruction of Interchange 41, Orange: $60 million, completed in 2000
• Reconstruction/widening Exits 23-30, Bridgeport: $570 million, completed in 2006 (two years behind schedule and $170 million over budget) (NOTE 1)
• Widening between Exits 51 to 54, East Haven/Branford: $86 million, completed in 2006
• Reconfigure northbound ramps at Exit 80, Norwich: $8 million, started in April 2009, estimated completion in November 2009.
• Widening between Exits 51 and 49 (NOTE 2), East Haven/New Haven: $70 million, started in 2005, completed in 2008
• Pearl Harbor Memorial Bridge Replacement, New Haven: $490 million, started in 2008, expected completion 2015 (NOTE 3)
• I-91/Route 34 Interchange Reconstruction, New Haven: $270 million, initial phases started in 2004, expected completion in 2016
• Interchange 42 reconstruction, West Haven: $36 million, started in 2003, completed in 2007
• Housatonic River Bridge replacement, Milford/Stratford: $300 million, work started in September 2009, expected completion in 2015
• West River Bridge replacement and widening (including reconstructing Exit 44 and removing Exit 45), New Haven: $200 million, expected start in 2011, expected completion in 2015
• Widening between Exits 10 and 13, Darien: $35 million, started in 2008, completed in 2010
• Widening between Exits 13 and 16 (including replacement of the Yankee Doodle Bridge over the Norwalk River), Norwalk: Cost TBD, start time TBD, expected completion TBD
• Widening/reconstruction Exits 45 to 47 (Long Wharf Section), New Haven: $200–500 million, started in 2009, expected completion 2013
• Reconfigure the I-95/I-395/US 1 interchange to accommodate the future Route 11 expressway, Waterford: Cost TBD, start time TBD, expected completion TBD.
• Add a travel lane in each direction from Branford to Waterford: $1.0 billion, start time TBD, expected completion TBD.
• Reconstruction and widening Exits 6-8, Stamford: Cost TBD, expected start TBD, expected completion TBD.
• In addition CONNDOT has been reconstructing the median of the Turnpike in stages, replacing the pre-existing steel guiderail and grass divider with a 6-foot (1.8 m) wide, 48-inch tall Jersey barrier along the highway's length from the Baldwin Bridge to the New York State line.

1. Exit 49 was permanently closed in October 2006 as part of this project. Access to Stiles Street is now provided at Exit 50 via the newly-constructed Waterfront Connector. The Southbound On-ramp still exists onto the Pearl Harbor Memorial Bridge.
2. The southbound offramp and northbound onramp for Exit 28 were removed in 2000 during reconstruction of the Connecticut Turnpike in Bridgeport.
3. Replacement of the Pearl Harbor Memorial Bridge in New Haven was planned to start in 2007. Due to the rising cost of materials however, there were no contractors interested in the project when it was advertised for bid in 2006. CONNDOT has since broken the project up into several smaller contracts, with the first contracts scheduled for bid in October 2007.

Tolls

Tolls on the Turnpike have been a source of controversy from the Turnpike's opening in 1958 to the removal of tolls in 1985, and the debate continues today. The Connecticut Turnpike originally opened with a barrier toll system (or open system), unlike toll roads in neighboring states, which used a ticket system (closed system) for collecting tolls. Tolls on the Connecticut Turnpike were $0.35 and the toll barriers were located in the following locations, Greenwich, Norwalk, Stratford, West Haven, Branford, Madison, Montville, and Plainfield. Tolls also were collected until the early 1970s in Old Saybrook at the west end of the Baldwin Bridge over the Connecticut River. Additionally, unlike other toll roads which featured widely-spaced interchanges, the Connecticut Turnpike has over 90 interchanges along its 129-mile (208 km) length—50 of which are along the 50-mile (80 km) stretch between the New York State line and New Haven.

Token War with New York City Subway

There was some controversy in the early 1980s when New York City Subway riders discovered that tokens purchased for use in the Connecticut Turnpike toll booths were of the same size and weight as New York City subway tokens. Since they cost less than one third as much, they began showing up in subway collection boxes regularly.^[6] Connecticut authorities initially agreed to change the size of their tokens,^[7] but later reneged, and the problem went unsolved until 1985, when Connecticut discontinued the tolls on its turnpike.^[8] At that time, the MTA was paid 17.5 cents for each of more than two million tokens that had been collected during the three year "token war."^[8]

Connecticut abolishes tolls

After the 1983 truck crash that killed 7 people at the Stratford toll plaza, toll opponents pressured the State of Connecticut to remove tolls from the Turnpike in 1985. Three years later, these same opponents successfully lobbied the Connecticut General Assembly to pass legislation abolishing tolls on all of Connecticut's highways (with the exception of two car ferries across the Connecticut River in Chester and Glastonbury). While the 1983 Stratford accident was cited as the main reason for abolishing tolls in Connecticut, the underlying reason was the fact that federal legislation at that time forbade states with toll roads from using federal funds for road projects. Because the Mianus River Bridge was rebuilt with federal highway funds following its June 1983 collapse, Connecticut was required by Section 113(c) of the Federal Aid Highway Act of 1956 to remove tolls from the Turnpike once its construction bonds were paid off.^[9]

The debate over tolls on the Turnpike did not end in 1988 with the abolition of tolls in Connecticut. Prior to their removal in 1985, tolls on the Connecticut Turnpike generated over $65 million annually. Since their removal in the late 1980s, Connecticut lawmakers have continuously discussed reinstating tolls, but have balked at bringing tolls back out of fear of having to repay $2.6 billion in federal highway funds that Connecticut received for Turnpike construction projects following the abolition of tolls.

During the economic recession of the early 1990s, legislators studied reinstating tolls on parts of the Connecticut Turnpike and portions of highways around Hartford to make up for huge budget deficits. Proposals for reinstating tolls were scrapped in lieu of implementing an income tax and increasing the state gasoline tax and sales tax, and imposing a new tax on corporate windfall profits.

Toll debate continues

With continual budget woes in Hartford, the idea of reinstating tolls resurfaced in January 2010. State Rep. Tony Guerrera, D-Rocky Hill, estimates a $5 toll at Connecticut's borders could generate $600 million in revenue. Gov. Dannel P. Malloy has expressed pessimism that toll revenue would be spent exclusively on infrastructure repairs, but a need to generate additional revenue, paired with decreases in traditional highway funding sources (such as federal aid and gas tax revenue) means the idea could receive serious consideration in the state legislature.

Service plazas and rest areas

The turnpike has 13 service plazas (officially called service stations). All are open 24 hours and have fuel service. Most have fast-food service; all of these have a McDonald's.^[10] They replaced sit-down dining originally featured in some plazas. Some have small gift shops. The three easternmost plazas do not have food service, only gas stations and convenience stores. All plazas have pay phones and restrooms.

• Darien southbound — MP 9 between Exits 10 and 9 - Food and Fuel
• Darien northbound — MP 12 between Exits 12 and 13 - Food and Fuel — Connecticut Welcome Center. The McDonald's restaurant at this service area claims to be the busiest in the country.
• Fairfield northbound and southbound — MP 25 between Exits 21 and 22 - Food and Fuel
• Milford northbound and southbound — MP 41 between Exits 40 and 41 - Food and Fuel
• Branford northbound and southbound — MP 52 between Exits 53 and 54 - Food and Fuel
• Madison northbound and southbound — MP 65 between Exits 61 and 62 - Food and Fuel
• Montville southbound only — MP 96 between Exits 79A and 79 - Fuel and Convenience Store
• Plainfield northbound and southbound — MP 123 between exits 89 and 90 - Fuel and Convenience Store

The former northbound Montville service area has been turned into a State Police barracks.

In addition to the Service Areas listed above, there is also a Rest Area, with restrooms, phone, picnic area, and seasonal tourist info located northbound at MP 74 between exits 65 and 66.

There are three State Police stations located on the turnpike: Troop F — Westbrook at MP 74 on southbound side of turnpike. Troop E — Montville at MP 96 on northbound side of turnpike (at former service plaza). Troop G — Bridgeport at MP 29 and the junction with Routes 8 and 25.

There is one weigh station located northbound at MP 2 in Greenwich. Weigh stations on both sides of the Turnpike used to exist near Exit 18 in Westport; these were removed during the 1990s. The former southbound weigh station in Westport is now used by CONNDOT to store construction materials, while the northbound station was demolished; the grounds returned to their natural state.

The administration building for the former West Haven toll plaza can still be seen driving between Exits 42 and 43. Today, CONNDOT uses the old toll building as a maintenance facility.

Exit list

Town	Mile[1]	#	Destinations	Notes
I-95 continues in New York as the New England Thruway
Greenwich	0.78	2	Delavan Avenue – Byram
	2	Former toll plaza
	2.54	3	Arch Street – Greenwich
	3.73	4	Indian Field Road – Cos Cob
	5.53	5	US 1 – Riverside, Old Greenwich, Mianus
Stamford	6.50	6	Harvard Avenue	Northbound exit and southbound entrance
	6.62	6	West Avenue	Southbound exit and northbound entrance
	7.30	7	Greenwich Avenue To Route 137	Access to Route 137 via Washington Boulevard (SSR 493) Northbound exit and southbound entrance
	7.67	8	Atlantic Street	Southbound signed as Exit 7 to Route 137 (Connecticut) (via SSR 493)
	8.20	8	Elm Street	Southbound exit and northbound entrance
	9.28	9	US 1 / Route 106 – Glenbrook
Darien	10.75	10	Norton Rd., Ledge Ave. – Noroton
	11.61	11	US 1 – Darien, Rowayton
	12.23	12	Route 136 (Tokeneke Road) – Rowayton	Northbound exit and southbound entrance
	13.14	13	US 1 (Post Road)
Norwalk	14.83	14	US 1 (Connecticut Avenue)	No northbound exit
	15.49	15	US 7 – Norwalk, Danbury South Norwalk	Split northbound into Exit 14 (South Norwalk) and Exit 15 (US 7)
	15.91	Yankee Doodle Bridge over the Norwalk River
	16.24	16	East Ave. – E. Norwalk
	18	Former toll plaza
Westport	18.13	17	Route 33 / Route 136 – Westport, Saugatuck
	20.36	18	Sherwood Island Connector (SSR 476) to US 1 – Sherwood Island State Park
Fairfield	22.88	19	Center Street – Southport	Northbound exit and southbound entrance
	23.12	19	US 1 – Southport	Southbound exit and northbound entrance
	23.72	20	Bronson Road	Southbound exit and northbound entrance
	24.38	21	Mill Plain Road
	25.03	22	Round Hill Road	Northbound exit and southbound entrance
	25.21	22	Route 135 (North Benson Road)	Southbound exit and northbound entrance
	25.83	23	US 1 (Kings Highway)
	26.72	24	Black Rock Turnpike (US 1)	Connects to Routes 58 and 59
Bridgeport	27.43	25	Commerce Drive, State Street	Northbound exit and southbound entrance Off-ramp is within Fairfield
	27.64	25	Route 130 (Fairfield Avenue)	Southbound exit and northbound entrance
	28.29	26	Wordin Avenue
	29.00	27	Lafayette Boulevard – Downtown Bridgeport	Northbound exit and southbound entrance
	29.03	27A	Route 25 / Route 8 – Trumbull, Waterbury
	29.14	27	Lafayette Boulevard – Downtown Bridgeport	Southbound exit and northbound entrance
	29.33	P.T. Barnum Bridge over the Pequonnock River
	29.86	28	Route 127 (E. Main St.)	Northbound exit and southbound entrance
	30.07	29	Route 130 (Stratford Avenue) / Seaview Avenue
	31.07	30	Route 113 (Lordship Boulevard)	Northbound exit and southbound entrance
Stratford	31.30	30	Surf Avenue – Stratford	Southbound exit and northbound entrance
	32.11	31	Honeyspot Road	Northbound exit and southbound entrance
	32.29	31	South Avenue	Southbound exit and northbound entrance
	32.86	32	West Broad Street – Stratford
	33	Former toll plaza
	33.91	33	US 1 / Route 110 / Route 130 / Ferry Boulevard – Devon	Northbound exit and southbound entrance
	34.54	Moses Wheeler Bridge over the Housatonic River
Milford
	35.37	34	US 1 – Milford, Devon
	35.85	35	School House Road, Bic Drive
	36.69	36	Plains Road
	37.45	37	High Street	Northbound exit and southbound entrance
	37.58	38	Route 15 (Merritt Parkway, Wilbur Cross Parkway via SR 796)
	39.12	39	US 1 – Milford, Orange	Signed as exits 39A (south) and 39B (north)
	40.25	40	Old Gate Lane (SR 708), Woodmont Road
Orange	41.80	41	Marsh Hill Road – Orange
W. Haven	43.91	42	Route 162 (Saw Mill Rd.) – West Haven
	44	Former toll plaza
	44.87	43	Campbell Ave. – Downtown West Haven	Northbound exit and southbound entrance
	45.19	43	Route 122 (First Avenue, SR 745)	Southbound exit and northbound entrance
New Haven	45.90	44	Downtown West Haven (SR 745)	Southbound exit and northbound entrance
	46.05	45	Route 10 (Boulevard)	Northbound exit signed as Exit 44 (Route 10 via Kimberly Avenue)
	46.82 47.26	46	Long Wharf Drive, Sargent Drive
	47.46 47.75	47	Route 34 west – Downtown New Haven
	47.58 47.91	48	I-91 north – Meriden
	47.83	Pearl Harbor Memorial Bridge over the Quinnipiac River
	49.20	50	Woodward Avenue – Lighthouse Point	Access to Port Area and Route 337 Northbound exit and southbound entrance
East Haven	49.79 50.18	51	US 1 (Frontage Road) – East Haven	Southbound is also signed for Lighthouse Point Park
	50.53	52	Route 100 (N. High St.) – East Haven	Southbound exit and northbound entrance
Branford	51	Former toll plaza
	52.33	53	US 1 / Route 142 / Route 146 (via SR 794) – Short Beach	Northbound exit and southbound entrance
	53.23	54	Cedar Street (SR 740) – Branford
	55.18	55	US 1 (E. Main St.) – North Branford
	56.25	56	Leetes Island Road – Stony Creek
Guilford	59.32	57	US 1 (Boston Post Road) – North Branford
	60.23	58	Route 77 – North Guilford, Guilford
	61.49	59	Goose Lane (SR 718)
Madison	63	Former toll plaza
	63.48	60	Mungertown Road	Southbound exit and northbound entrance
	64.73	61	Route 79 – North Madison, Madison
	66.43	62	Hammonasset Connector – Madison	Exit to Hammonasset State Park
Clinton	68.61	63	Route 81 – Clinton, Killingworth
Westbrook	70.78	64	Route 145 (Horse Hill Road) – Clinton
	73.14	65	Route 153 – Westbrook
Old Saybrook	74.40	66	Route 166 (Spencer Plain Road)
	75.92	67	Elm Street	Southbound exit and northbound entrance
	76.73	67	Route 154 – Old Saybrook	Northbound exit and southbound entrance
	77.80	68	US 1 south – Old Saybrook	South end of US 1 overlap
	78.06	69	Route 9 north – Essex, Hartford
	78	Former toll plaza
	78.68	Baldwin Bridge over the Connecticut River
Old Lyme
	79.15	70	US 1 north / Route 156 – Old Lyme, Hamburg, Laysville	North end of US 1 overlap
	83.49	71	Four Mile River Road – Old Lyme, East Lyme
East Lyme	84.02	72	Rocky Neck Connector (SSR 449) – E. Lyme
	85.79	73	Society Road – E. Lyme
	87.27	74	Route 161 – Flanders, Niantic
	88.05	75	US 1 – Waterford, Flanders
	88.48	76	I-95 north – New London, Groton	Northbound exit and southbound entrance
	North end of I-95 overlap; south end of I-395 (I-395 mileposts in parentheses)
Waterford	90.61 (2.13)	77	Route 85 – Waterford, Colchester, Chesterfield
Montville	93.82 (5.34)	78	Route 32 (via SR 693) – New London	Southbound exit and northbound entrance
	94.78 (6.30)	79	Route 163 – Uncasville, Montville
	98	Former toll plaza
	97.98 (9.50)	79A	Route 2A east – Ledyard, Preston	South end of Route 2A overlap
Norwich	99.56 (11.08)	80	Route 82 – Salem, Downtown Norwich
	102.19 (13.71)	81	Route 2 / Route 32 – Hartford, Colchester, Norwich	North end of Route 2A overlap; signed as exits 81E (east/south) and 81W (west/north) northbound; southbound exit to Route 2 west/Route 32 north is via exit 82
	102.71 (14.23)	82	Yantic, Norwichtown (SR 642)
	106.65 (18.17)	83	Route 97 – Taftville, Occum
Lisbon	108.01 (19.53)	83A	Route 169 – Lisbon	Northbound exit and southbound entrance
	109.64 (21.16)	84	Route 12 – Jewett City, Griswold, Lisbon	Signed as exits 84S (south) and 84N (north) southbound
Griswold	110.43-110.76 (21.95-22.28)	85	Route 138 / Route 164 – Preston City, Pachaug, Jewett City, Griswold
	112.74 (24.26)	86	Route 201 – Hopeville
Plainfield	116.71 (28.23)	87	Lathrop Road (SR 647)
	118.13 (29.65)	88	Route 14A – Plainfield, Oneco
	120.49 (32.01)	89	Route 14 – Central Village, Sterling, Moosup, Wauregan
	121	Former toll plaza
	123.98 (35.50)	90	I-395 north to US 6 west – Danielson, Putnam	Northbound exit and southbound entrance
	North end of I-395 overlap; south end of SR 695 (SR 695 mileposts in parentheses)
Killingly	124.24 (0.26)	90	Squaw Rock Road	Southbound exit and northbound entrance
	124.94 (0.96)	91	Ross Road	Northbound exit and southbound entrance
	128.47 (4.49)		US 6 east – Providence	Northbound exit and southbound entrance

References

Connecticut portal

1. ^ ^{a b c} Connecticut Department of Transportation, Highway Log as of December 31, 2006
2. ^ Connecticut Department of Transportation Traffic Log
3. ^ Section 13a-21 of the General Statutes of Connecticut
4. ^ Connecticut Department of Transportation History
5. ^ http://www.westportnow.com/index.php?/v2/comments/3954/
6. ^ "CONNECTICUT HIGHWAY TOKEN BUYS SUBWAY RIDE, TOO", The New York Times, November 18, 1982, p.1
7. ^ "CONNECTICUT TO ALTER ITS TURNPIKE TOKENS, SOLVING SUBWAY ISSUE", The New York Times, December 15, 1982, p.1
8. ^ ^{a b} "17½ ACCORD PUTS AND END TO THE GREAT TOKEN WAR", The New York Times, November 7, 1985,
9. ^ Why Does the Interstate System Include Toll Roads? Federal highway Administration, Feb 16, 2011
10. ^ ConnDOT: Connecticut Rest Areas

External links

• nycroads.com – Connecticut Turnpike
• Unofficial Connecticut Turnpike page
• I-95 (Greater New York Roads)